Initial Qualification Training GT-1.6b Tactical Formation Flying 1st Virtual Fighter Wing By “True” 01/01/09 v1.0

Objectives- Part 1. Formation Flying Ground Training 1.0 (GT-1.6)… To understand and utilize Flight Formation Flying. To understand the techniques, terms, brevity and communication standards used in the various Flight Formations during this training period. Be able to demonstrate knowledge gained in ground school on all of the above topics by an in-flight performance of evaluations with an Instructor Pilot.

Philosophy & Reference Documentation Ground Training 1.1 (GT-1.6)… This Training has been developed in an attempt to increase the skill level of the Falcon 4 Allied Force pilots. All the subject matter has been laid out to create a natural progression of skill sets from basic to advanced topics. Theory is taught and then put into practice during a training flight. The training is a continuation of what you learned during IQT Training. The 1st VFW’s SOP is practiced every time we fly so that we can reduce any ambiguity during the transition from the windows desktop to sitting in the cockpit. You are expected to know the SOP and use it. Our training is designed to be a compliment to all of the documentation that has been established to date. The goal is to fill in the blanks and elaborate on subjects where needed. This means you will need be familiar with the contents of each reference document to complete the training course. It is expected that before or during the course you will have read through the documents listed below. Focus on the Falcon 4 Allied Force Users Manual.

The integrity of the formation is paramount! Formation Flying Ground Training 1.2 (GT-1.6)… Formation Integrity can only be maintained when the flight lead has complete knowledge and control of the actions of each flight member. Flight members must maintain formation until ordered or approved otherwise. Formation discipline begins with good communication that is understood by the entire flight. The formation provides the basis for the Mutual Support Contract: The Mutual Support Contract provides for synergistic Situational Awareness (SA) because each flight member contributes to the overall SA of the flight. Positional awareness must be maintained, overriding even fuel consumption considerations. A sound MS contract should provide: Position awareness of other flight members. Early position awareness of the threat and the attack axis. Communication of offensive and defensive information to the flight. Targeting and weapons employment prior to threat attack. The ability to prosecute the attack and/or disengage. The integrity of the formation is paramount! Do whatever it takes to get into and stay in position!

Formation Departures Ground Training 1.3 (GT-1.6)… Formation Take Off: Formation takeoffs will be conducted at the discretion of the formation leader. Aircraft will taxi onto the active runway with Lead taking the left side, Two on the right, Three aligning behind Lead and Four behind Two. Lead will await the radio call from the each formation member taking the active and when in position. The “in position” call will indicate the formation is ready to commence take off roll. The Element Lead shall then radio a countdown from 3 (“3-2-1-mark”). Upon “mark”, the formation will commence takeoff roll. Formation takeoffs should not be conducted when weather conditions are below 1000 ft. ceiling and 1 mile visibility. When weather is below these minimums, takeoffs should be spaced 30 seconds apart from the lead’s brake release. Join up shall be accomplished above the ceiling under VRF flight conditions. When weather is above these minimums, formation takeoffs will be conducted at the discretion of the formation leader. Formation Join Up: After takeoff, Lead shall intercept the outbound course. Formation members will fly to intercept the Lead aircraft with the intent of rejoining formation as a priority. The first element wingman (number 2) to join onto Lead’s right side. The second element lead (number 3) shall intercept to join the formation at Lead’s left side. Lead shall deploy smoke and hold 350 knots airspeed until notified by formation members that they have joined formation. Upon receiving the last “in formation” radio messages, Lead will call out the new airspeed, altitude and if necessary, heading.

Formation Takeoffs Ground Training 1.4 (GT-1.6)… Formation Takeoffs; 4-ship lineup, but 2-Ship takeoff is standard: Lead lines up on LEFT side of runway. Two lines up on RIGHT side of runway. at lead’s 4 o’clock. nose wheel even with Lead’s main gear. ensure proper wingtip clearance. Three lines up behind Lead by 150 ft (2 plane lengths). Four lines up on Three in same position as Two is on Lead. On Lead’s mark, the first element goes to full afterburner. Formation Flying begins at brake release. Two and Four will strive to stay in formation with their respective lead aircraft. Lead will direct the flight on when to rejoin once 3 and 4 get airborne. Flight members shall rejoin and announce “In Position” To aid the rejoin: Set your radar to RWS, TWS, or ACM as appropriate, antenna elevation slightly up. Understand the briefed departure route and push point location. 4 Lead 3 2 150’

The Fingertip Formation Standard (Default) Formation: Fingertip Ground Training 1.5 (GT-1.6)… Fingertip Formation: 2 flies at the 4 o'clock of the Flight Lead. 3 flies at 8 o'clock of the Flight Lead. 4 flies at the 8 o’clock of the Second Element Lead (the 3 jet). For explanation of different formations, see 11-F16-Volume 5. Lead ½ Nm ½ Nm No. 3 No. 2 ½ Nm No. 4 The Fingertip Formation

Work To keep This Orientation Constant Fingertip No. 2 In Position Ground Training 1.6 (GT-1.6)… Use Virtual, Padlock, and 2-D Views accordingly Virtual view allows the HUD and surrounding airspace to be viewed concurrently Get close enough to see planform of the lead jet to aid recognition of changes in position Work To keep This Orientation Constant 20° Angular Reference Point

Fingertip No. 3 and No. 4 In Position Ground Training 1.7 (GT-1.6)… Both 3 and 4’s sight picture looks like this. Use small control inputs to maintain sight picture.

Formation Flying & Engagement Procedures Ground Training 1.8 (GT-1.6)… Formation Engagement Procedures: Lead will direct wingman and element engagement procedures and specify targets. Lead will have primary responsibility to communicate with AWACS for traffic and target information. Lead will have primary responsibility to sort out and track bandits or enemy ground troops on radar. Lead will communicate the position of bandits and their heading, altitude, and airspeed, to flight members. Formation members will confirm and follow Lead’s directions upon receiving them via radio.

Formation Engagement Responsibilities Ground Training 1.9 (GT-1.6)… Engagement (Air to Air): The air to air engagement with a two-ship element will follow the standard tactical contract of responsibilities (Mutual Support Contract). Upon engaging, the Lead/Wingman relationship will be dropped and roles will revert to those of “Engaged” and “Supporting” in the Mutual Support Contract. Engaged Fighter’s Responsibilities: The primary responsibility of the engaged fighter is to kill the bandit as quickly as possible. If an immediate kill is not possible because of weapon parameter restrictions, the responsibility is to fly the engaged fighter to a point where weapons can be utilized and kill can be made. If at any time the engaged fighter loses the positional advantage, he will call in the supporting fighter and fly to take any positional advantage away from the bandit. The engaged fighter also bears the responsibility to keep the bandit in sight. Supporting Fighter’s Responsibilities: The supporting fighter has the responsibility to maneuver in such a manner as to keep both the engaged fighter and the bandit in sight. The supporting fighter will under no circumstances maneuver to gain positional advantage on the bandit unless directed into the fight by the engaged fighter, who at that point in time will declare the change in roles and become the supporting fighter. To decrease the odds of mid-air collisions during a close-in dogfight, there will only be a single engaged and a single supporting fighter at any point in time. The responsibilities of who is engaged and who is supporting must be clearly communicated and clearly understood at all times by both pilots throughout the entire engagement.  

Formation Egress & Landing Ground Training 2.0 (GT-1.6)… Formation Egress: Egress shall be flown in accordance with formation procedures with lead calling the altitude, airspeed and heading to follow. Flight members will maintain position on lead. Lead will direct engagements on egress as required to fit the tactical situation. Formation Landing: Formation landing will be conducted at the discretion of the formation lead. Weather requirements. The field will be under VFR conditions for an overhead approach. Straight in approaches may be flown in any weather. The formation lead will determine spacing requirements for landing when the weather is below a ceiling of 100 feet and visibility of ¼ mile or less. Aircraft status. All aircraft landing according for these procedures will be without any caution lights as a result of combat damage or system failures. Any warning lights shall require the pilot to declare an emergency landing with the tower and land single ship.

Straight-In Formation Approach Procedures Ground Training 2.1 (GT-1.6)… Straight-in Approach Procedures: Lead will fly at 2000 feet altitude, 250 knots IAS to the airfield. When stable at the altitude and airspeed, Lead will notify his/her wingmen. Lead will line up for a Straight-in Approach using the most expedient means necessary to align with the landing runway course at 10 Nm from landing steerpoint. This should not require any high-G turns for alignment at low speed or altitude. Once aligned with the runway, lead will fly 250 knots airspeed with the flight path marker spotted on the runway over-run area. Short Final Procedures: The Lead pilot will fly at 2000 feet 250 knots until five (5) miles from the landing steerpoint. Upon reaching the five-mile point, landing gear will be lowered and the aircraft will transition from 250 knots to landing attitude. Landing attitude is defined as the proper angle of attack to set a green light indicator on the AOA indicator next to the HUD or to place the Flight Path Marker in the Landing Bracket on the HUD. Lead will touchdown on the left side of the runway, and when practical for safety considerations, land long and carry speed through to the end of the runway. Wingmen will land on alternating sides of the runway spacing behind Lead so that collisions of aircraft are avoided.

Overhead Formation Approach Procedures Ground Training 2.2 (GT-1.6)… Overhead Approach Procedures: Lead communicates Overhead Approach Procedures will be used prior to 10 mile initial. Lead indicates left or right break and aligns formation in echelon on the opposite wing from the break. Lead aligns the flight on 10 Nm initial, which is the landing runway heading at 350 knots IAS, 1500 feet AGL. Lead will commence a mid-field break turn. The break will be communicated to wingmen via a radio call. The break turn will be flown at 60 degrees of bank, 6Gs. The break will be a level turn with decreasing airspeed and 180° of turn. Roll out of the break turn will be at 180° from runway heading, 1500 ft AGL, 220 knots IAS (on downwind). Fight members will fly the downwind leg past the end of the runway for a distance of ¼ to ½ mile. Fight members will extend the landing gear upon flying abeam the approach runway numbers. The turn to final will be communicated to the formation via a radio call. The final turn shall be flown at constant bank and turn radius as required to roll out onto short final aligned with the runway at not less than 500 feet AGL. Upon rolling out on short final, deploy the speed brake (if not already deployed) and reach landing attitude. Upon hearing Lead’s break message, Wingman #2 will count four (4) seconds and commence break. Each subsequent Wingman will wait for the break call from the proceeding Wingman, count four (4) seconds and initiate the call and break. Each formation member will provide adequate spacing from the proceeding aircraft in formation. Lead will touchdown on left side of the runway. When practical for safety considerations, land long and carry speed through to the end of the runway. Wingmen will land on alternating sides of runway utilizing safe spacing behind lead.

Formation Responsibilities Ground Training 2.3 (GT-1.6)… Responsibilities: The flight lead assigns responsibilities for each flight member: Dividing responsibilities ensures each pilot has a manageable number of tasks to perform. Flight member normal responsibilities are: Lead (Flight Lead): Primary planner and decision maker Primary navigation Radar lookout Visual lookout for mutual support of Two Primary engaged fighter, if practical. Two (Flight Lead’s Wingman): Maintain formation position Visual lookout Mutual support of Lead Navigation position awareness Radar awareness as other responsibilities allow

Formation Responsibilities (Cont’d) Ground Training 2.4 (GT-1.6)… Responsibilities: Three (2nd Element Lead) Mutual support of the entire flight Support Lead Maintain support position for Lead Element Secondary planner, alternate decision maker Secondary navigation Secondary radar monitor Visual lookout for Four Secondary engaged fighter if practical Four (2nd Element Wingman) Maintain formation position Visual lookout for the flight Mutual support of Three Navigation position awareness Radar awareness as previous responsibilities allow

Lookout Responsibilities Ground Training 2.5 (GT-1.6)… Visual Cross Checks: It is the responsibility of all flight members to practice good visual cross checks. Near Rocks/Check Six/Far Rocks Pattern. Near Rocks (Sector 1) Those dangers, straight ahead, that could cause problems in the next 10-15 seconds. Check Six (Sector 2) A check of your team’s rear position to catch an ambush. Far Rocks (Sectors 1A, 3 and 4) Those dangers that could affect your mission out to the extent you can see. 4 2 1 1A 3 2 O’Clock

Two Ship (Single Element) Wedge Formation Ground Training 2.6 (GT-1.6)… Two Ship Wedge: Wing 30° to 60° aft of Lead’s 3-9 line. 4000’ to 6000’ range separation. Advantages: Excellent coverage of Lead’s 6 o’clock and free maneuver room. Disadvantages: Poor 6 o’clock coverage for wingman and change of lead difficult to execute.

Two Ship (Single Element) Fighting Wing Formation Ground Training 2.7 (GT-1.6)… Fighting Wing: Wing flies in a cone 30° to 70° aft of Lead’s 6 o’clock. 500’ to 3000’ range/altitude separation. Advantages: Good for maintaining integrity in poor weather/terrain; Good “heads down” formation. Disadvantages: Poor 6 o’clock coverage and easy detection of formation by one threat.

Two Ship (Single Element) Line Abreast Formation Ground Training 2.8 (GT-1.6)… Two Ship Line Abreast: Wing 0° to 20° aft of lead ± 5000’ altitude separation 6000ft to 9000ft range separation Also known as Combat Spread Formation. Used for Tactical Formation Flying.

Four Ship (Dual Element) Arrowhead Formation Ground Training 2.9 (GT-1.6)… Arrowhead: Lead element flies wedge. 2nd Element flies Line Abreast. 2nd Element offset and 1.5 -3 Nm from Lead. Advantages: Arrowhead makes it easier for Lead’s Wingman to maneuver, freeing him for more lookout duties. These formations provide excellent mutual support and lookout. The rear Element is positioned to engage an adversary making a stern conversion on the lead element. Difficult to visually acquire the entire flight. Element spacing for an attack is built into the formation. Disadvantages: Formations are difficult to fly in poor visibility and rugged terrain. Trailing Element may be momentarily mistaken as a threat, especially if staggered too much off to one side.

Four Ship (Dual Element) Offset Box Formation Ground Training 3.0 (GT-1.6)… Box and Offset Box: Each element flies a two ship line abreast. Position can be modified by Lead to include 4000’ to 12,000’ altitude separation between Elements. 6000’ to 9000’ range separation between element members. Element separation is 1.5 - 3 Nm. Box is offset to allow for easier visual tracking of lead element. Advantages: These formations provide excellent mutual support and lookout. The rear Element is positioned to engage an adversary making a stern conversion on the lead element. Difficult to visually acquire the entire flight. Element spacing for an attack is built into the formation. Disadvantages: Formations are difficult to fly in poor visibility and rugged terrain. Trailing Element may be momentarily mistaken as a threat, especially if staggered too much off to one side.

Four Ship (Dual Element) 4-Ship Wedge Formation Ground Training 3.1 (GT-1.6)… Four Ship Wedge: Each Element flies 2 ship wedge 2nd Element is 1.5 -3 Nm from Lead, and offset. Number Three can see and fly off of Lead. Number Four flies off of Number Three. Advantages: Very offensive for air-to-air threats forward of the 3/9 line. Inexperienced Wingmen may find it easier to maintain a visual on lead and stay in formation. Disadvantages: Six o'clock lookout may be poor. Formation easily detected by single threat. The defensive maneuvering flexibility of the flight is very limited. Number Two must be disciplined and fly no further than 6,000 feet from lead to avoid conflict with trailing element.” (MCM 11-F16 Vol5).

Four Ship (Dual Element) Spread Four Formation Ground Training 3.2 (GT-1.6)… Spread Four: Element Leaders fly line abreast and Wingmen fly a “bent” line abreast on their element Leaders. Element Leaders use “fluid” maneuvering and are responsible for deconflicting their Elements if crossing the other Element’s 6 o’clock. Advantages: Difficult for an adversary to visually acquire the entire flight at once. Firepower is maximized for BVR weapons employment. Disadvantages: Maneuvering is difficult if the line abreast position is maintained. Very difficult for Wingmen to fly at low altitude.

Four Ship (Dual Element) Fluid Four Formation Ground Training 3.3 (GT-1.6)… Fluid Four: Element Leaders fly line abreast and wingmen fly Fighting Wing on their Element Lead. Element Leaders are responsible for deconflicting their Elements if crossing the other Element’s 6 o’clock. Advantages: Inexperienced Wingmen are kept close for ease of maneuvering. Four-ship maneuverability is good. Formation provides concentration of force. Easily converts to three-ship if one aircraft falls out. Disadvantages: Adversary can acquire all four aircraft. Defensive maneuvering rapidly becomes confusing due to the proximity of aircraft. Cumbersome to maneuver at low altitude in rough terrain.

Three Ship 3-Ship Vic Formation Ground Training 3.4 (GT-1.6)… Responsibilities must be altered for a three ship: Number One Navigation, then radar and visual lookout. Number Two Visual and radar lookout, back-up navigation. Number Three Visual, then radar lookout. Three Ship Formations: Vic Basically, an Arrowhead without the 2 ship. Wedge Same as a 4 ship Wedge without the 4 ship. Fluid 3 Same as a Fluid Four but with 1 ship missing. If the three-ship is caused by one aircraft falling out from a briefed four-ship. The following position changes should be followed: If Lead falls out, Number Three assumes Lead and Number Two moves to Line Abreast. If Number Three falls out, Number Four moves up to Line Abreast. If Number Two or Four fall out, there are no changes. Three-Ship Spread This is the same as a Spread Four with 1 ship Missing. Roles and responsibilities caused by fall out from a four-ship are the same as for Fluid 3 formation.

Summary – Part I Formation Flying You should now understand the reasons for formation flight. Understand how to: Fly in formation through various flight maneuvers. Switch into different formations. Get into position quickly. Make the “In Position” call. Perform the standard departure technique. You should now understand the need and techniques to integrate cockpit operations with visual and radar search. You should now be very comfortable with comms and using brevity.

Objectives- Part 2. TacForm Flying Ground Training 3.5 (GT-1.6 Part.2)… To utilize Formation Flying, brevity, communications and Situational Awareness (SA). To understand the techniques to successfully perform TacForm Turns. To be able to demonstrate knowledge gained in ground school on all of the above topics by in-flight performance of evolutions with an Instructor Pilot.

Tactical Formation Flying Defined Ground Training 3.6 (GT-1.6 Part.2)… Tactical Formation (TacForm): What Is TacForm? Critical tool for maintaining mutual support. Communication is key! Basic building block skill that all tactical pilots must master. The less time and effort required by the Wingman to hold position the more time they have to develop SA, keep an eye out and kill the adversary. TacForm is not the mission objective but a tool to help carry out missions. Tactical Formation Flying, like all flight, is fluid…it is changing all the time. Why Use TacForm? Online fliers can be quickly separated from their Leads. Often an undue amount of effort is required to get a Wingman into formation and keep him there. Understanding TacForm will allow a better feel for geometry and engaged maneuvering. Because it’s fun and rewarding to be able to maintain support for each other, and coordinate our actions. Should be practiced to the point where it becomes second nature which then allows a combat pilot to concentrate on his first priority, engaging the enemy.

Tactical Formation Flying Execution Ground Training 3.7 (GT-1.6 Part.2)… How to Execute TacForm Flying: Always flown by two jets (wingman) in Combat Spread (Line Abreast) Formation. All pilots must fly the agreed upon heading and airspeed. Fly at a Tactical Airspeed. About 350-450 KIAS. Flying at slow airspeeds is tactically unsound. Lead is critical to ensuring the formation is maintainable. Lead must fly smoothly and precisely, and be as informative as possible. Inform flight of critical information, like changes in heading, airspeed, and altitude. Lead must fly the jet on course and at the designated airspeed. Heading and airspeed control will be critical and make the wingmen’s job easier. Lead’s good flying will reduce Wingman’s time spent looking at lead and striving for position. Wingman must take advantage of geometry and change sides and use altitude as he chooses to allow a shorter and quicker path to the proper position. Wingman’s job is to strive to be in formation no matter what happens. Wingman must learn not to wait to roll out of a turn to see if he’s in position, but to anticipate errors and make corrections during turns to arrive in position. Simple join-ups, climbs, descents and cruise are not TacForm maneuvers. The 90° position is desirable as it provides each aircraft in the section the ability to use the available turning room (3/4 -1.5 Nm) to turn into any attacker that threatens the other aircraft as well as providing optimal visual coverage and good offensive fire power spread. Use MIL Power (“Buster”) and 4 G for ALL Turns as a standard.

Tactical Formation: How To Guide Ground Training 3.8 (GT-1.6 Part.2)… Combat Spread (Line Abreast): Two jets positioned 1-2 turn radii from the Lead’s 3 or 9 o’clock position (90° bearing). Advantages: Balance between offensive potential, ease of maneuverability and defensive properties. Allows a section to: Check blind spots. Direct their jets at a threat quickly. Maintain unobstructed ability to launch at targets downrange. Bring your nose to bear on a bandit closing on Lead’s six o’clock and vice versa. Strive for the 90° position: It provides each aircraft in the section the ability to use the available turning room (3/4 -1.5 Nm) to turn into any attacker that threatens the other aircraft as well as providing optimal visual coverage and good offensive fire power spread. The higher/faster the formation is flying, the greater the distance needed between lead and wingman. True airspeed is greater and available sustained G is lower resulting in larger turn radii. Wingman altitude advantage is desirable to provide more energy than lead. Pilots should visually check their six and their side of the formation. Upon completing turns, pilots shall check each others’ six.

Flying As Lead Of A TacForm Element Ground Training 3.9 (GT-1.6 Part.2)… Leading the Element: Lead should strive for no more than about 3-5° deviation in heading and less than 10 knots in airspeed. Lead must always consider his Wingmen: Call Afterburner and wait for Wingman to respond before selecting AB. Prevent the Wingman getting Sucked, or stuck behind the 3-9 Line unable to get back into position. Avoid selecting idle to keep from forcing the Wingman to an Acute bearing in front of the 3-9 Line (90° bearing ). Be aware that the Wingman may need to fly slightly aft (approaching 30-45° or echelon) to simplify the workload. May call the new heading on every maneuver until the Wingman gets good at it. All TacForm turns are executed on the wingman’s reply “Two”. If the Wingmen is grossly out of position, help out by briefly altering airspeed. TAC turns are normally 90° but can be 90° ±30°. Lead would say: “Cowboy 2 TAC left”. Turn would be made to a 180° heading, 90° left of 270°, the original heading. Other than 90° should contain a new heading in the call for the turn. For example: If lead is heading 270° and desires a non 90 degree turn. Lead would say: “Cowboy 2, TAC Left 200”.

Flying As Wing Lead Of A TacForm Element Ground Training 4.0 (GT-1.6 Part.2)… Flying as Wingman: Try to avoid using afterburner, but do whatever is required to stay in formation. All TacForm turns are executed on the Wingman’s reply “Two”. As Wingman, think ahead and get to correcting immediately. Use Bearing, Distance, Altitude (BDA). Prioritize Bearing first. Use pitch attitude and throttle to achieve the correct 90° (3 or 9 o’clock) bearing. Temporarily accept a change in Distance and/or Altitude in order to expedite correct Bearing. If You Get Sucked. Go nose low (zero G), increase power, and accelerate, trading altitude for airspeed rather than getting sucked or taking an undue amount of time correcting bearing errors. Turn back onto bearing. As the bearing approaches, convert your excess airspeed back to altitude and match airspeeds and throttle settings with the Lead. If You Obtain An Acute bearing (ahead of 3-9 Line). Use S-turns to correct: Turn about 30-60° away from Lead followed by a turn back to original heading. This will decrease your down range travel relative to Lead who is flying straight down range and force lead to move forward on you as you move back towards the correct bearing. Adjust magnitude of turn and amount of delay before turning back accordingly.

TacForm Turns Ground Training 4.1 (GT-1.6 Part.2)… Tactical Turns: Tactical turns are the heart of TacForm flying. Typically a turn which changes the heading of the section by 90°. Five Types: Check. Shackle. Delayed. Hook (180°). Cross (180°). Flown at MIL Power Setting. If at high altitudes or very with heavy/high drag factor jets, afterburner may be used. Flown with sustained energy. Completed without airspeed or significant altitude loss by the section. Use G’s and AOA to maintain airspeed. Climbs and descents are typically avoided. Manage airspeed with use G’s and AOA throughout the turn. If getting fast: Increase G’s and/or AOA to decelerate to target speed. If getting slow: Reduce G’s and/or AOA to increase speed.

TacForm Check Turns Ground Training 4.2 (GT-1.6 Part.2)… Lead turns to new heading while maintaining airspeed and altitude and Wingman reacts and regains position. If a turn is into Wingman: Tendency is to create an acute bearing. S-turn away 45-60° more than the new heading followed by a turn back into the lead and adjust as necessary for correct bearing, then distance, then altitude. Check turns away from Wingman will normally cause a sucked Condition. Get nose down and turn to the new heading while Accelerating. Obtain 50-150 knots excess and drive back to the bearing, trading the excess airspeed for altitude. This will often put him tight and once on bearing he can make a 10-15° turn away to obtain correct split. A heading will be called out “Cowboy 22, check left 210”. Any turn greater than 30° should be a modified TacForm Turn.

TacForm Shackle Ground Training 4.3 (GT-1.6 Part.2)… Shackle: Called that because it looks like a shackle of a chain. Used to: Swap sides. Check sixes. Redress Formation if the Wingmen is excessively acute or sucked. Change heading. Call: “Cowboy 2, shackle” or “Cowboy 2, shackle 210”. Both fighters turn into each other for 45° of turn, then go wings level. Upon crossing flight paths, start turn back to original heading. Note how long from going wings level to the pass and delay the turn back to original heading for that amount of time. If Wingman is acute: Lead will turn enough to swap sides while the Wingman turns more than 45° in an aggressive S-turn to stop his downrange travel and try to get back aft to the bearing. If Wingman is sucked: Lead will turn while the Wingmen flies straight ahead, going down range and making up for being sucked. In general: The Wingman in front should turn more than normal (50-70°). The Wingman behind should turn just enough to get on the other side of the guy out in front.

TacForm Delayed Turns Ground Training 4.4 (GT-1.6 Part.2)… Delayed Tactical Turns: One fighter turning while the other delays and then turns. Two types: Turns into the wingman. Turns away from the wingman. Lead initiates all turns. Lead will not always turn first. The Outside Jet (the jet that the section will be turning away from) will always turn first. Wingman Split Right, Lead desires a 90° left turn (away from the wingman). If Lead were to turn first, wingman is placed into trail position, which is not desirable. Wing will turn first and after a delay lead will follow. The delay is 1-3 seconds and is often hard to see. Use the Look Closer (l) View. The Wingman turning first (Outside Jet) can make a call prompting the other Wingman to turn until that pilot gets comfortable with the timing. If Inside Jet (second to turn) continually rolls out acute (in front of the 90° bearing on lead). Delay longer. If Inside Jet (second to turn) continually ends up sucked when the maneuver is completed. Turn Earlier or Pull more G’s. Once on the new heading wingmen will maneuver to regain correct position. Wingman Split Left, Lead desires a 90° left turn (into the wingman). Lead Turns first and wingman will follow when leads nose passes through wingman’s jet.

TacForm Delayed 90° Turn Ground Training 4.5 (GT-1.6 Part.2)… Used Only When In Line Abreast Formation. Use MIL Power (“Buster”) and 4 G for all turns. Lead initiates all turns. At low altitude, Wingman Never stacks lower than the Lead.

TacForm Delayed 45° Turn Ground Training 4.6 (GT-1.6 Part.2)…

TacForm Hook Turns Ground Training 4.7 (GT-1.6 Part.2)… Hook Turns: An engaging type turn. 180° ± 30°. Same as a Tac Turn but both fighters turn simultaneously and in the same direction for 180°. Maintain the briefed airspeed and altitude using MIL power and G to avoid airspeed changes. The wingman must regain a tally early on and correct for any incorrect position. “Cowboy 2, Hook Left”……“Two” (If not 180° add a heading to the call).

TacForm Cross Turns Ground Training 4.8 (GT-1.6 Part.2)… Lead Calls “Cross Turn” Used Only When In Line Abreast Formation. Use MIL Power (“Buster”) and 4 G’s for ALL Turns. LEAD initiates ALL turns. At low altitude, Wingman NEVER stacks lower than the LEAD. Turns of 180°. Used when an immediate threat is found in the rear quadrant. AB is used and the nose is placed above or below the horizon to maintain tactical airspeed for best turn. Both fighters turn at the same time and maintain airspeed with pitch attitude while pulling max G’s. The turn is made into each other with the wingman passing over the top of lead and both rolling out on a reciprocal heading in spread. “Cowboy 2, Cross turn”. If a turn other than 180° is desired, add a heading to the call.

Radio Silent Maneuvering Ground Training 4.9 (GT-1.6 Part.2)… There may be times when radio silent procedures are used to maneuver the flight. Under these conditions certain variables must be held standard. The basic "contract" between flight members is: The Wingman will always strive for the briefed position. The man caught in front is responsible for regaining the briefed position (weave, shackle, etc.). this should be covered in your flight briefing. The Wingman does not exceed 90º off the leader's heading. The Wingman and Lead will use the same basic type of Tactical Turns at all altitudes (normally, MIL power and 4 G turns). Lead initiates all turns. There are no start turn signals from Wingman to Lead. A turn away from the Wingman will be signaled by Lead (wing flash, check turn, etc.). A turn into the Wingman is signaled by a turn into the Wingman. If at low altitude, the Wingman does not stack lower than the leader.

TacForm Radio Silent Turn Into Wingman Ground Training 5.0 (GT-1.6 Part.2)… Turns Into the Wingman. Lead initiates the turn by turning into the Wingman, normally at MIL power and a sustained 4 G's. The Wingman continues straight ahead or checks 20º - 30º as briefed) and searches the new six through Lead. If Lead rolls out short of passing through the Wingman's six o'clock, the Wingman now weaves to line abreast delayed (45º - 60º turn). If Lead turns through the Wingman's six o'clock, the Wingman assumes a 90º turn and turns to regain line abreast. If a 180º turn is required, it will be accomplished in increments of two delayed 90º turns.

TacForm Radio Silent Turn Into Wingman Ground Training 5.1 (GT-1.6 Part.2)… Turns Away from the Wingman: Lead makes a distinctive wing flash or check turn of approximately 30º to signal the turn. The Wingman sees the flash and begins the turn into Lead using the briefed G and power setting (i.e., MIL, 4 G sustained, etc.). If Lead wants a delayed 45º - 60º turn, he turns into the Wingman when the Wingman obtains the desired heading, this is the Wingman's command to roll out. If Lead wants a delayed 90º turn, Lead allows the Wingman to continue turning through his six o'clock. If Lead wants to turn 180º away, he initiates the turn with a continuous 180º turn.

Summary – Part II Tactical Formation Flying TacForm You should now be aware of the techniques used to perform TacForm Turns. Understand the different formation used in TacForm: What formations are best. How and when to use TacForm. Use of radio silent formations. You should now understand the reasons for formation flight. Understand how to: Fly in formation through various flight maneuvers. Switch into different formations. Get into position quickly. Make the “In Position” call. Perform the standard departure technique. You should now understand the need and techniques to integrate cockpit operations with visual and radar searches. You should now be very comfortable with comms and using brevity.