FM-1 Basic Formation

Objectives

1.

• Identify the key principles of basic T-38C formation.
  2.
• From a list of visual signals, select the proper description for its use in the T-38C.
  3.
• Identify the correct leader and wingman responsibilities during ground operations.
  4.
• Identify the correct procedures to accomplish a T-38C formation takeoff.
  5.
• Identify the correct procedures to accomplish a T-38C interval takeoff.
  6.
• Identify the correct procedures to accomplish a rejoin.
  7.
• Identify the correct procedures to fly basic formation maneuvers.
  8.
• Identify the key procedures to accomplish a battle damage check.
  9.
• Given a specific flight condition, select the correct lost wingman procedure.
  10.
• Identify the correct procedures to accomplish a T-38C formation landing.

Assignment

1.

• Review FM–1 in the Formation Student Guide, B/F-V5A-K-FM-SG.
  2.
• Review Interim T-38C Procedures Manual, Chapter 6 through Section 6B, Basic Formation.
  3.
• Review squadron standards.

Information

Formation Principles

• Objective 1 — Identify the key principles of basic T-38C formation.

1.    Mutual support

a.    
• During combat operations, coordinated offensive maneuvering, mutual support, and survivability require formation flight.
  
 b.    
• The two-ship element is the fundamental building block for larger formations.
  

2.    Flight discipline

a.    
• Flight discipline is a combination of knowledge, attitude, and self self-control that guarantees that each member of a formation executes their responsibilities without direct supervision.
  
 b.    
• It starts in the briefing, transitions to ground operations, continues into the air, and continuesextends throughout the debrief.
  3.

Flight lead/wingman relationship

a.    
• Flight lead is ultimately responsible for the safe and effective conduct of the mission.
  
  (1)    
  • Plans, briefs, and debriefs the flight.
    
    (2)    
  • This position gives both the authority and the responsibility to ensure mission accomplishment.
    
  b.
• Wingmen are considered vital team members of the flight. Their tasks include mission planning, threat study, and providing information in the brief.
  
 c.    
• Wingmen must prioritize the following responsibilities:
  

  (1)    Wingmen must maintain

  1. Maintain proper formation position while deconflicting from the flight lead, other flight members, and the ground.
     (2)
  Wingmen must accomplish
  2. Accomplish cockpit tasks — tasks—radio changes, ops checks, NAVAIDs, etc.
     (3)
  Wingmen must execute
  3. Execute briefed visual lookout responsibilities.
     (4)
  Wingmen must accomplish
  4. Accomplish other briefed tasks while striving to maintain high situational awareness.
     (5)
  5. Finally, whether the flight is taxingtaxiing out to the runway or coming up initial, strive to look sharp!
     4.
  Radio
  procedures
  a.
Excellent

indicator

of flight discipline.
b.    Clarity and brevity in the message, but limiting unnecessary transmissions as well.
c.    Full call sign first, directive then descriptive.
d.    Use visual signals when practical.
e.    Wingmen will mimic the format of flight lead’s call. Wingmen will also respond to all directive calls unless briefed otherwise. However, during tactical maneuvering, no response is necessary if the flight lead can see the wingman bid to a directed formation change/maneuver.

Visual Signals

• Objective 2 — From a list of visual signals, select the proper description for its use in the T-38C.
  1.
• Visual signals are addressed in AFI 11-205.
  2.
• The head nod is the signal to acknowledge preparatory signals.
  3.
• Know the proper visual signals for
  a.for: start
  engines.
  b.
  • Start runup/engines
  • Runup/pitch out.
    c.out
  brake
  • Brake release.
    d.release
  • A/B in/out.
    e.out
  speed
  • Speed brake.
    f.brake
  gear.
  g.
  • Gear
  flaps.
  h.
  • Flaps
  route/
  • Route/loosen the formation.
    i.formation
  rejoin/
  • Rejoin/tighten the formation.
    j.formation
  crossunder/
  • Crossunder/echelon to the right or left.
    k.left
  echelon
  • Echelon turn.
    l.turn
  frequency
  • Frequency change.
    m.change
  fuel
  • Fuel check.
    n.check
  battle
  • Battle damage check.
    o.check
  jettison
  • Jettison stores.
    4.stores
  Know
  appropriate
HEFOE

signals.
5.    Know squadron standard visual signals.

Ground Operations

• Objective 3 — Identify the correct leader and wingman responsibilities during ground operations.
  

1.    

• Step time — Be ready at step time and comply with squadron step procedures.
Mutual support begins at step time! Know squadron standards.
2.    
• Check-in/start time — Flight discipline continues here. Acknowledge flight lead visual signals with big thumbs- up and/or head nod.
Radio
• Taxi: check-ins
  should be enthusiastic, crisp, and clear. Number two sets the spacing. Know squadron standards.
  3.    Taxi — Don’t signal or call ready to taxi unless you are!
  a.    
  • Spacing — 150 ft staggered/staggered / 300 ft in trail.
    b.
  • Watch your power as well as others.
    c.
  • Number two sets the taxi interval.
    d.
  Arming
  area
holding

—

Rejoins

Ensure

proper alignment and configuration. Hands clear when arming crews are under the aircraft.
e.    When ready for takeoff pass big visual signals up the line to flight lead.
f.    Know squadron standards.
4.    Runway lineup
a.    Two-ship — Lead normally takes the center of one half of the runway while the wingman takes the other center and lines up lead’s main gear doors.
b.    Three-ship — Lead normally takes the downwind position on the runway so that #2 is on the centerline and lines up lead’s main gear doors. #3 lines up the helmets.
c.    Four-ship — Normally #4 will lineup in the slot unless winds require #3 to lineup there for a formation takeoff.
(1)    Be expeditious and know where you’re going to put your aircraft prior to taxiing on the runway.
(2)    Pass ready visual signals clearly and correctly.
d.    Know squadron standards.
5.    After landing
a.    The mission isn’t complete until you’re in the chocks and the engines are shut down.
b.    During taxi back continue to maintain flight integrity and flight discipline.
c.    Look and sound sharp.
d.    Know squadron standards.
Formation Takeoff
Objective 4 — Identify the correct procedures to accomplish a T-38C formation takeoff.
1.    Formation takeoff directives are located in AFI 11-2T-AT-38V3.
a.    Formation takeoffs will not be accomplished when
(1)    standing water, ice, or snow is on the runway.
(2)    runway width is less than 150 ft.
(3)    crosswind exceeds 15 knots.
(4)    takeoff roll exceeds 70% of available runway
b.    Maintain wingtip clearance throughout takeoff roll. No sympathetic aborts after brake release.
c.    Know squadron standards.
2.    Execution
 

a.    A helmet tap is the preparatory command for brake release and MAX A/B. The execution command is a head nod.
b.    Wingmen ensure proper runway lineup.
(1)    At execution command, throttles to MAX and ensure good A/B light.
(2)    Maintain the lineup position throughout the takeoff roll.
(3)    Request one power increase or decrease.
(4)    Rotate with lead’s aircraft and maintain a stacked-level position until gear/flap retraction. Confirm the gear and flaps are retracted.
3.    Overrunning lead
a.    Maintain your side of the runway.
b.    Select MAX A/B and perform an individual takeoff.
c.    Do not attempt to fly formation after passing flight lead.
d.    Fly the briefed departure until instructed otherwise by the flight lead.
4.    Falling behind lead
a.    Ensure proper engine operation.
b.    Select MAX A/B.
c.    Maintain your side of the runway.
d.    Perform a single ship takeoff and rejoin on lead after retracting the gear and flaps.
5.    Common errors — Abrupt, improper flight control inputs and improper power modulation which leads to an out of position formation takeoff.
Interval Takeoff
Objective 5 — Identify the correct procedures to accomplish a T-38C interval takeoff.
1.    Interval takeoff directives are located in AFI 11-2T-AT-38V3.
a.    Minimum of 10 second spacing.
b.    Flight leads will maintain 300 KCAS until the rejoin is complete, unless mission requirements necessitate a different airspeed.
2.    Execution
a.    Understand sympathetic abort procedures after brake release.
b.    Once airborne, delay coming out of A/B until sufficient overtake is achieved.
c.    Maneuver to the rejoin line.
d.    Know squadron standards.
3.    Common errors
a.    Failure to adhere to single ship takeoff standards.
b.    Lost sight.
c.    Insufficient or too much overtake.
4.    Instrument trail departures
a.    Use these procedures when a VMC join-up can’t be performed based on weather.
b.    Minimum 20 second takeoff spacing.
c.    30 degrees of bank for all turns.
 

5.    Trail departure execution
a.    The first priority is to fly basic instrument procedures. Strictly adhere to the briefed climb speeds, power settings, altitudes, headings, and turn points.
b.    Until joinup or level-off, each aircraft will call when passing multiples of 5,000 ft and when initiating turns.
c.    If IMC at level-off, maintain 1,000 ft of altitude separation. This separation may be reduced to 500 ft to comply with minimum safe altitude.
d.    Wingmen will call visual on preceding aircraft and rejoin once directed by flight lead.
6.    Trail departure errors — Failure to adhere to the briefed speeds, power settings, etc. are the primary errors when accomplishing instrument trail departures.
Rejoins


• Objective 6 — Identify the correct procedures to accomplish a rejoin.
  1.
• Straight-ahead rejoin — During a straight-ahead rejoin, #2 joins to the left side while #3 and #4 join to the right side.
  2.
Straight-ahead
• Turning rejoin execution
  a.    Use power to gain an airspeed advantage.
  b.    Stack to a position slightly below and offset throughout the rejoin.
  c.    Ensure your overtake is under control prior to closing to the briefed position.
  3.    Overshoot procedures — If unable to control overtake with idle and speed brake, maintain vertical separation and turn slightly away. Keep lead in sight at all times. Resume the rejoin when lead begins to move forward on the canopy.
  4.    Turning — During a turning rejoin, #2 joins to the inside of the turn and #3 and #4 join to the outsideoutside.
of

the turn.
5.    Turning rejoin execution
a.    Maintain an appropriate aspect angle throughout the rejoin, using a combination of pursuit curves and airspeed advantage.
b.    Use indicated airspeed and visual cues to judge closure on lead.
c.    Ensure your overtake is under control prior to closing to the briefed position.
6.    Turning rejoin overshoot procedures
a.    If unable to control closure with idle and speed brake or if excessive angle exists, stay below lead and move to the outside of the turn.
b.    Keep lead in sight at all times.
c.    When stabilized, return to the inside of the turn and complete the rejoin.
d.    #3 and #4 should maintain a minimum of 100 ft separation from the preceding aircraft until that aircraft has completed the overshoot and is stabilized.
7.    Rejoin errors
a.    Failure to attain or control overtake.
b.    Failure to fly appropriate rejoin line.
c.    Inappropriate lift vector, power, or G control.
d.    Improper overshoot procedures.
e.    Rough flight control or power inputs.
Basic Formations
Objective 7 — Identify the correct procedures to fly basic formation maneuvers.
1.    Fingertip — Used for weather penetration, airdrome arrivals/departures, and show formations.
 

 
a.    Position — The wingman will maintain wingtip clearance while flying a position which looks down the leading edge of the wing. Your head abeam the slab bolt approximates 3-ft wingtip separation (Figure 1-1).
b.    Four-ship — #2 sets the spacing; #4 lines up #1 and #3’s helmets.
2.    Route — The position should allow wingmen to comfortably check cockpit instruments, provide visual lookout, and still be close enough to move into close formation if weather or other circumstances dictate (Figure 1-2).
a.    Position — Extension of fingertip out to approximately 500-ft spacing.
b.    Four ship — #2 sets the spacing; #4 lines up #1 and #3’s helmets.
c.    During turns, the element or aircraft turned into stacks down as necessary to keep lead in sight and stay below his plane of maneuvering. A common error is to stack too low.
d.    When turned away from, the element or wingman remains in the same horizontal plane as lead.
3.    Echelon — The relative position on the leader or preceding aircraft is the same as fingertip. #2 sets the spacing for the formation.
a.    Once established in the traffic pattern, turns away from the wingman will normally be in echelon unless directed otherwise.
b.    Avoid turns into the echelon if at all possible. If making a turn into the echelon, each aircraft maintains the same relative position as for straight- and-level flight.
c.    On turns away from the echelon, maintain the fuselages of all aircraft in the flight in the same horizontal plane.
d.    Match the roll rate established by lead. The horizon should split lead’s lower intake. In fingertip, your head should be abeam the pivot point of the stabilator.
4.    Crossunder — Used to move the wingman or element from one side to the other. Also used to maneuver the formation from fingertip to echelon or echelon to fingertip (Figure 1-3).
a.    During the crossunder, wingmen should maintain nose-tail clearance and vertical separation from the flight lead.
 

b.    When the #2 aircraft crosses under in a flight of three or more, #3 or the element moves out to allow #2 sufficient spacing to move into position.
c.    During an element crossunder, as #3 crosses behind the flight lead, #4 crosses to the new position on the other wing of #3.
5.    Formation errors — Rough flight control inputs and/or power modulation are the primary errors during basic formation maneuvering. Not knowing the correct procedure to perform a maneuver is also a common error.
Battle Damage Check
Objective 8 — Identify the key procedures to accomplish a battle damage check.
1.    Battle damage check
a.    Accomplished IAW AFI 11-2T-AT-38V3.
b.    Will be accomplished any time ordnance is expended or damage to the aircraft is suspected.
c.    Formation spacing will be no closer than fingertip.
d.    Know squadron standards.
2.    Check errors
a.    Failure to ensure positive lead change.
b.    Accomplishes the check too fast — fails to identify aircraft problems.
c.    Accomplishes the check to slow — delays flight lead maneuvering and flight visual lookout.
Lost Wingman
Objective 9 — Given a specific flight condition, select the correct lost wingman procedure.
1.    Lost wingman procedures are IAW AFI 11-2T-AT-38V3.
2.    Always simultaneously transition to instruments, execute the applicable lost wingman procedure, and inform lead.
3.    While in formation review procedures prior to going lost wingman.
4.    Know procedures for
a.    wings-level flight.
b.    turns.
c.    precision/nonprecision final.
d.    missed approach.
Formation Landing
Objective 10 — Identify the correct procedures to accomplish an T-38C formation landing.
1.    Formation landing directives are located in AFI 11-2T-AT-38V3 and AETC Supp.
  Formation landings will not be accomplished when
(1)    crosswind exceeds 15 knots.
(2)    runway is reported wet; ice, slush, or snow is on the runway.
(3)    runway width is less than 150 ft.
(4)    weather is less than 500 ft and 1½miles or pilot weather category, whichever is higher.
b.    Maintain a minimum of 10 ft lateral wingtip spacing once stacked level.
c.    Know squadron standards.
2.    Execution
 

a.    Wingmen should plan to land on the upwind side of the runway when crosswinds are a factor, (e.g., greater than 5 knots crosswind).
b.    Maintain the normal fingertip position until starting down the glidepath or reaching VMC, whichever occurs later.
c.    Then spread laterally and fly the stacked level position, which is level with or slightly higher than lead and the gear doors lined up.
d.    Lead is the primary reference for the wing landing. Cross-check the runway on short final to ensure proper alignment.
e.    Fly the proper position off lead throughout the flare and touchdown.
f.    After landing, maintain lateral spacing. Full aero braking too soon could put you back in the air and in a dangerous situation.
g.    If you overrun lead, maintain your side of the runway and aircraft control.
3.    Common errors — Abrupt, improper flight control inputs and/or abrupt, improper power modulation which leads to an out of position formation landing.
4.    Formation drag procedures
a.    These procedures may be used to achieve separation between aircraft in formation when winds, weather, runway conditions, or runway availability preclude accomplishing a wing landing or VFR traffic pattern and landing.
b.    Know squadron standard drag procedures.
 

Review Exercise 01
Complete

the

following review exercise. Answers are in the back of the SG.

1.    

1. Flight discipline is a combination of ,_____, ,_____, and _____ that guarantees that each member of a formation executes their responsibilities without direct supervision.
   
   • a. knowledge,Knowledge, aggressiveness, selfself-interest
   interest
   
   • b. aggressiveness,Aggressiveness, self self-interest, pride
     
   • c. knowledge,Knowledge, attitude, selfself-control
   control
   
   • d. None of the above are correct

   2.

2. Wingmen will respond to all directive calls unless briefed otherwise.
However,
3. A during     , no response is necessary if the flight lead can see the wingman bid to a directed formation change/maneuver.

   3.    A_____ is the signal to acknowledge preparatory visual signals.
   

   • a. thumbsThumbs up
     
   • b. headHead nod
     
   • c. Both a and b are correct.
     correct

   4.

   Don’t
signal or call ready to taxi unless you are. During taxi maintain      staggered or      in trail.
a.    75 ft/150 ft
b.    150 ft/150 ft
c.    150 ft/300 ft
d.    300 ft/150 ft

5.    During a two-ship lineup, the wingman should take the center of one half of the runway and lineup lead’s
    .

6.    

4. Formation takeoffs will NOT be accomplished when
   when:
   • a. standingStanding water, ice, or snow is on the runway.
     
   • b. runwayRunway width is less than 150 ft.
     
   • c. crosswindCrosswind exceeds 15 knots.
     
   • d. Both a and c are correct.
     
   • e. All the above are correct.

   7.

   True
or False: IAW AFI 11-2T-AT-38V3 interval takeoffs will not be accomplished unless the weather is at least 3,000 ft and 3 miles.

8.    Instrument trail departures require a minimum of      seconds spacing and if IMC at level-off aircraft must maintain      altitude separation. This separation may be reduced to      to comply with minimum safe altitude.

9.    True or False: During an overshoot the wingman should keep lead in sight at all times.
 

10.    Once established in the traffic pattern, turns away from the wingman will normally be in      unless directed otherwise.
a.    route
b.    close
c.    echelon
d.    All the above are correct

11.    True or False: During a battle damage check, formation spacing will be no closer than route.

12.    Formation landings will NOT be accomplished when
a.    crosswind exceeds 15 knots.
b.    runway is reported wet; ice, slush, or snow is on the runway.
c.    weather is less than 500 ft and 1½ miles or pilot weather category, whichever is higher.
d.    Both a and c are correct.
e.    All the above are correct.