F.A.S.T. Formation Training

Sport Class FAST Ground School

0 Sport Class Formation Ground School Overview AM Portion • Part I: Basic Positions Defined • Part II: The Core Maneuvers Explained • Part III: Pitchout and Rejoins • Part IV: Flying Extended Trail

FLY 2 HOPS

PM Portion (With Beer) • Part V: Basic Formation Principals • Part VI: Abnormal/Emergency Procedures • Part VII: FAST Policy and Program

PART I

BASIC CONCEPTS OF CLOSE FORMATION DEFINED

2 The Formation Concept

• Most rewarding way to fly • Based on trust and confidence • Requires discipline and focus • Know “The Contract” and responsibilities

“The Contract”

• Flight Lead • Brief • Communicate • Navigate • Control the flight maneuvers • Monitor flight • Terminate maneuvers if flight safety is compromised “The Contract”

• Wingman • Attend/understand briefing • Always maintain visual contact • Immediately advise lead if you do loose sight • Don’t hit flight lead (or anyone else either) • Follow briefed formations/positions • Maintain listening watch • Advise lead if traffic is observed • Have exit plan ready

TAILORED TRAINING NOTE

• Sport Class FAST Course is Tailored to Reno Air Race OPS

• Training Charter: • Familiarization with FAST Procedures • Specific Procedures To Support Racing

6 Formation Composition 2-Ship

• 2-Ship = 1 Element • Basic building block • #1, Lead • #2, Wing

• Proximity • Parade - Close • Route – More Space

Note: Parade and Fingertip are used interchangeably by some

7 The Bearing Line vs. Sightlines (Visual Reference Points)

8 The Bearing Line

• Measured off of the nose of the lead aircraft • 45° for most aircraft • Bearing line deviation • Acute = forward of the bearing line • Sucked = aft of the bearing line

9 The Bearing Line

You won’t see your desired sightlines, i.o.w… …your visual reference points will not be lined up

10 Sample Reference Points

Example, RVs:

RV Primary line of reference: Outboard aileron hinge on spinner 1 Secondary reference: Tip of opposite elevator behind the rudder

• Primary reference provides “bearing” and “step down” • Secondary reference sets spacing 1 2

11 Formation Composition, 4-Ship

• 4-Ship – (2 elements) • #1 Lead • #2 Wing • #3 Deputy Lead • #4 Wing

12 Formation Composition: Qualifications

• Flight Lead: Most experienced, Lead qualified. • #2: Wingman • #3: Deputy Lead (Lead Capable) • #4: Wingman • Do not put non-formation qualified pilot or inexperienced pilot as Flight Lead • Exception in training! • Instructors: may practice lead changes as desired

13 Fingertip: “Finger Four”

14 4-Ship Configurations

Fingertip Fingertip Strong Left Strong Right

Close Trail

Echelon Diamond

15 FAST RULE ON CONFIGURATION CHANGES

• Changes to flight configuration are executed from Fingertip/Finger Four position • If in other than Fingertip: • Lead will regroup in Fingertip before moving to a new configuration • Hand Signals/ Aircraft Signals/ Voice Calls

• Exception is Moving to Extended Trail – Echelon to Close Trail is Standard – Close Trail to Extended Trail is an option » Must be well-briefed by Lead

16 PART II

The Core Formation Events and Maneuvers

17 PART II - Format

• Will discuss each maneuver in the normal flight sequence • Will cover • Position References • Visual Signals • Radio Calls • How to perform the maneuver • How Sport Class Tailors the procedures (where applicable)

18 Typical Training Profile • Formation Takeoff (Interval) • Takeoff Rejoin • Route Formation • Parade Formation • Wing-work (station-keeping) • Crossunders • Echelon turns • Pitch-out & Rejoins • Extended Trail • RTB • Recovery (overhead) 19 Flight Briefing

• Most important part of the flight • Sets the tone for the whole flight • Lead will use the Sport Class Briefing Checklist • Brief the plan • Listen Up / Ask Questions • No one mans up without clear picture of expectations • Fly the plan

20 Mission Briefing: 7 step briefing format: Manual Appendix C

• Time Hack • Establish Mission Objectives • Weather & Environmentals • Sequence of Events and standards to be used • Contingencies • Mission Specifics – Details on how to achieve the objectives. • Wrap Up & Final Questions

21 Briefing Highlight: Communications

• Always brief a communication plan • Brief all frequencies if local flying • Initial check-in generally after engine start on Tac-1

• Frequency change protocol • Use of “Go”: Acknowledge in sequence (“check out”) • Use of “Push”: Switch without acknowledgment • Lead will check flight in on new frequency in either case • Sport Class Standard for FAST and PRS – Always use “GO”

22 Engine Start Hand Signals

• “Thumbs up” passed up the line to Lead when ready to start (or as briefed) • Lead points skyward and rotates finger • Pass signal down line • Lead gives exaggerated “head nod” • Push start button when Lead’s chin hits chest

23 Taxi

• Pull forward 5 feet when ready to taxi • Check In with Race Number • Not “2, 3, 4” (Tailored Ops) • Lead will call for taxi if tower in operation • Mirrors PRS procedures • Taxi In Sequence • Spacing: • In trail: 4 Ship Lengths • Staggered: 2 Ship Lengths • Tail Dragger: Extend & Weave as required. 24 Run-up • Position Aircraft to line up heads • May need to make “arc” in Run-up Area • Conduct Run-up • Check over aircraft to L & R • Pass Thumbs up from Back to Front • Look to aircraft behind when ready • This will be opposite when a Pace Plane is present • Thumbs up goes front to back with a Pace • Lead will switch flight to CTAF when thumbs up gets to him • Sport Class Standard for FAST/PRS: • No “auto switch” to CTAF/Race Control 25 Line Up Options

26 Tailored Line Up Procedures

27 Interval Takeoff

• Lead call 60 kts

• Racers roll in order when previous racer is 1000 ft down the runway

• Takeoff on Hot side, abort to Cold side • Call the Abort • Call Cold

• Last Aircraft call airborne

28 Rejoins After Interval Takeoff • Straight ahead or turning • Which side? • Typical FAST (note: Sport Class Tailored differently) • #2 always joins on inside of turn • #3 and #4 always join opposite #2 • Straight ahead – as briefed • Standard is #2 on left, #3 and #4 on right

Tailored: ALL Rejoins in Sport Class FAST / PRS will be “EVERYONE JOINS TO THE OUTSIDE”

• Rejoins in Part III of this Ground School

29 BREAK

30 Parade Station Keeping

• Find “the bearing line” & stay on it • Scan and maintain sightlines / visual references • Wings level with lead • Constant Corrections: – Stick: slight finger pressure 1 – Throttle: “Controlled Aggression” • Don’t fixate – develop a scan

Example, RVs: • Primary reference provides RV Primary line of reference: “bearing” and “step down” Outboard aileron hinge on spinner • Secondary reference sets spacing Secondary reference: 1 Tip of opposite elevator behind the rudder 2 Station Keeping 101

• Establish & Maintain your Sightlines • Make constant, small corrections

• Relax the “Death Grip” & “Wiggle Your Toes” • Generally correct position in a logical sequence: • Correct to the bearing line • Correct vertical stack / stepdown • Correct lateral spacing

• Eventually corrections are 3D…but remember the basics

32 Station Keeping 101

• Recognition: Continuously and quickly correct back to THE LINE • Think: “small, timely corrections” • Anticipate, anticipate, anticipate • Use trim to your advantage • Correct Hand Position on stick/throttle • Oh yeah…Relax, Relax, Relax…Breath!

33 Parade Turns

• For the Wingman, relative altitude and radius of turn are changing when rolling into/out of turns

• Pitch, Bank and Power changes occur

• Maintain Parade Sight Picture • Welded Wing

• Turns away from Wing: • Add power & increase pitch (climb) • Turns toward Wing:

• Decrease power & decrease pitch (descend) 34 Route Formation

2 – 4 ship widths…to 500 feet “Abeam to no further aft than the bearing line”

Trend Note: When sent to route, move out, not aft

35 Route Formation

• WHY ROUTE? • Checklists and “Ops Checks” • Better lookout • Long Cross Country flights to relax • Holding airborne during airshows • Signal • Radio Call • Tail Wag or Fishtail (side to side) • Wing Pilots move out to maintain lateral separation. • 2-4 ship lengths for checklists and frequency changes

36 Flying Route

• Lead use moderate bank turns (60 degrees or less AOB) • Wingman on the inside of the turn: • Fly route welded wing references • Wingman on the outside of the turn: • Fly echelon references to avoid large power req. (Stack Level in turn away) • Do not “creep” back to fingertip (common error) or re-form unless directed by lead • Use good scan of lead when doing ops checks, to avoid unrecognized closure

37 Flying Route

Keep your 2-4 ship interval until directed otherwise and don’t slide aft…

38 Cross-Under

• Used to move aircraft from one side of Lead to the other side • Set up flight for pitch out maneuver • Get Wingman out of sun • Give Wingman a change on cross country trip

39 Cross-Under Signals

Sport Class Standard is RADIO CALL. • Hand Signals • Cross-under #2 • Single, raised fist • Notify #3 first • Cross-under #3 & #4 • Fist held up & pumped twice • Aircraft Signals • Wing Dip • Dip Direction indicates which wingman moves 40 Cross-Under Execution

Three part, primarily wings-level maneuver

1. Reduce power, move down and back • Add small amount of power to stop rearward movement

2. Change heading to move across to opposite side • SLIGHT aileron or rudder pressure to generate SLIGHT heading change…NO LARGE BANK OR YAW (should be imperceptible) • Maintain nose to tail distance while crossing • SLIGHT aileron or rudder pressure to re-align heading and stop cross

3. Add power, move forward & up into position

41 Cross-Under Execution

42 Cross Under

DOWN and back

Controlled move ACROSS

UP and in

Avoid rounding the corners! Echelon

44 Echelon

• All aircraft on the same side of lead • Used for: • Pitch outs • Traffic pattern • Airshow Display

45 Turning In Echelon

• Only turns away from wingmen in echelon • All aircraft pivot on longitudinal axis • Fuselage of Lead aircraft and aircraft ahead split the horizon • Do not unload in echelon • Training: Up to 45 Degrees AOB

46 Line Abreast Formation

• Flown in the Start Chute • Will be practiced in the working area • Flown on the 3/9 line (wingtip to wingtip) • Lateral Spacing (in/out) is challenging • Banking causes spacing difficulties • Tendency is to roll where you look (so don’t!) Lead Change

• Perform in route formation • Prebrief lead changes • Two Options: • Radio • Visual signal • A stabilized platform is most important

48 Lead Change Visual Signals

• Lead will configure the flight in route for the lead change • Lead will point at aircraft assuming lead and point repeatedly forward. • Wingman will acknowledge, move abeam and confirm lead change by patting head with left (or throttle) hand, followed by a forward pointing motion • New lead moves forward and assumes lead • Call for check in

49 Formation Recovery

• Single-ship landing recovery options • Overhead Pattern entry • Break • VFR Pattern entry • 45 entry to downwind, etc.

• 2-Ship (element) Formation Landings • Not during FAST/PRS

50 Recovery Option 1: Overhead Traffic Pattern

51 Overhead Pattern Execution

• Lead configures flight in echelon. • Lead points skyward & rotates finger • Lead holds up number of fingers to signify break interval in seconds: • Nominal is 2-5 seconds (as briefed or signaled) • Creates a 1000’ – 1500’ interval on downwind and final

52 Overhead Pattern Execution

• The Break from Echelon: • Lead pitches level over the numbers (no wind), or beyond, as required for spacing, & reduces power • Wing Pilots pitch level at interval • Lead drops gear on downwind abeam numbers • Wing Pilots drop gear when wings level on downwind • Maintain spacing throughout pattern

53 Overhead Pattern Execution • Lead extends flaps at Vfe, or when descending off the perch • Wing Pilots match aircraft ahead (speed and configuration…aircraft type diff permitting) • Lead makes continuous descending turn to final at briefed approach speed • Wing Pilots make continuous descending turn to final, establishing landing interval • Use same turn point off perch • Adjust interval as needed with turn (lead/lag) • Do not descend early on downwind • Don’t chase lead down…forces entire pattern down • 1000-1500 ft staggered @ 10+ seconds 54 Overhead Pattern Hot-Cold Landing Procedure

• Lead lands long on hot side (or centerline of runway if conditions warrant), then moves to cold side (ramp exit side)

• Each Wing Pilot does the same • 1000-1500 feet + spacing at threshold • <100 ft wide runway: No clear lane, increase interval

• All aircraft normally taxi to briefed exit to clear • No Early Turnoffs • Lead assembles flight for taxi to ramp • Or as briefed

55 Recovery Option 2: VFR Pattern

• Several options to Take Spacing: Flight may enter the downwind VFR pattern in echelon • Configure in echelon on downwind • Radio call: 3 or 4 ship • Option for Aircraft or Visual signal: 2 ship • Turn base for landing in sequenced interval • Note: Tower controlled airports may need clarification of this procedure

56 Recovery Notes

• Trend Item: Confusing AIM VFR Pattern terminology with Sport Class Overhead Procedures • VFR (GA) pattern aircraft are not familiar with overhead terminology • Do not report “Downwind” when setting up for the initial for overhead • When in doubt of traffic interval • Ask for interval’s position • Fly-through (“spin it”) • Hold away from field, or • Enter/fly the VFR pattern.

57 Taxi In/Shutdown

• Lead assembles flight clear of runway • Flaps retracted as briefed or on Lead’s signal • Trend: Wingman rushing flap retraction on runway • Engine run-up on Lead’s signal • If so briefed (Aircraft type-dependent) • Lead points skyward and rotates finger

58 Taxi In/Shut down (cont’d)

• Reduce power & shut down on Lead’s signal • Hand extended vertically & moved front to back • Slashing sign across throat • Shut down when Lead’s chin hits chest

• Lead may brief or communicate to shutdown on your own, depending on ramp situation

59 Debrief

• Lead Pilot directs the debrief • Critique all aspects of flight with the goal of explaining the “what, why and how” of the sortie • Use race/flight number over pilots name • All pilots should feel free to ask questions and give additional information, not already covered, when called upon by the Lead Pilot

60 BREAK

61 PART III: The Pitch-Out and rejoin

62 The Formation Pitch-Out

• Used to take spacing for • Rejoin practice • Extended Trail Maneuvering practice • Overhead Pattern for landing

• Executed from echelon configuration

63 The Formation Pitch-Out

• Lead points skyward and rotates finger • Lead holds up number of fingers to indicate break interval in seconds • Only #2 acknowledges • Lead “kisses” off • Subsequent aircraft use same interval

64 General Pitch-Out Execution

• Lead turns away in a level maneuver, up to 60° of bank, 180° turn, G as required (2G typical). • Each aircraft breaks away at interval • Match lead’s roll, G and flight path • Rejoins: Last aircraft calls “in” when level, directly behind preceding aircraft. • At completion of 180 turn • Extended Trail: Last aircraft calls in when achieving the desired interval and ready for maneuvering (Extended Trail will be covered in next the segment).

65 Rejoin Techniques

• Lead establishes a steady turn (20-25 deg nominal)

• Wingman turns inside to establish LEAD PURSUIT • “Rejoin line” = 45 deg – vertical stab on outside wing

• Once on the rejoin line, modulate bank to fly up the line • Expect to DECREASE bank upon reaching “the line”.

• Use angles, not throttle, to control closure (but manage airspeed) • If acute, DECREASE bank (giving you less lead/cutoff) • If sucked, INCREASE bank (giving you more lead/cutoff) Rejoin Techniques

• Stay LEVEL with lead – it’s an “in plane” maneuver • Lead ON Horizon

• Too much smash (closure)? UNDERRUN! • Decrease AOB and G, lower nose • Go outside, stabilize, then use radius • Never go belly up to lead!

67 Managing Your Closure

• Bank angle controls your pursuit curve, and your pursuit curve changes your closure • Increase bank angle (or G) and pull lead pursuit = Increased Closure • Reduce bank angle (or G) and ease to lag pursuit = Decreased Closure • Airspeed control with Throttle as required • Try to minimize throttle use

68 Lead Pursuit

Nose AHEAD of the target Closes the target QUICKLY Pure Pursuit

Nose ON the target Closes the target SLOWLY (if inside the circle), then Stagnates No opening or closing Lag Pursuit

Nose BEHIND the target Opens from the target Rejoin: Extended Trail Rejoin: Establishing Cutoff Rejoin: Proper Sight Picture Rejoin: Acute Rejoin: Sucked Rejoin: Finish

• Fly Bearing Line until positioned to cross • 2-3 ship-widths • Cross smoothly to outside • Requires power as you move outside lead’s radius • No big plays to outside! • Ensure you have other wingmen in sight as you rejoin

• Too much closure or “smash” – Under-run! • NEVER GO BELLY UP TO LEAD • Ease AOB and g • Pass below and behind lead and entire flight • Work back inside…back to rejoin line • No big plays back to inside! 77

PART IV Extended Trail • Exercise to manage nose to tail with lead/lag • Use pursuit curves, not power to: • Control Nose to Tail • Control Closure • Manage Aspect • Fluid position, but avoid flying in lead’s six. • 500’ - 1000’ Nose to Tail • No closer than 200 feet or KIO/breakout • Evaluated using wingovers, max bank angle 90 degrees. • Operational Applications: • Rejoins and Landing Interval

78 Entering (Separating to) Extended Trail

• Entered from Echelon or from Close Trail • Sport Class Standard = Echelon

• Flight Lead Brief procedures in detail • For Extended Trail: Last aircraft calls in when achieving the desired interval and ready for maneuvering • Differs from PO/RJ in this respect

• Lead maneuvers on “4’s In” call

79 Flying Extended Trail Lead

Pure

Lag

80 Rejoin from Extended Trail

• Flight Lead flies S&L for short period • Large Wingrock • Turn for rejoin • Standard Rejoin Procedures

81 Safety Equipment *Required

• Intercom system* • Ability to transmit from rear cockpit* • Parachute (*Aerobatic flight and instruction) • Nomex flight suit • Sport Class clinic training policy* • Protective footwear* • Helmet* (required for PRS)

82 Collision Avoidance

• Always keep lead in sight • Always maintain separation • Always closely monitor closure • Always consider wake turbulence • Never move ahead of your lead aircraft • Never go “belly up” to your lead aircraft

83 Safety Calls*

• “Knock It Off” (KIO) • When a safety issue is developing • Not applicable to immediate hazards to flight (impending collision, etc. – in those cases, be directive and/or break out) • Who can use it? • What do you do if you hear it?

84 Safety Calls*

• “Knock It Off” (KIO) • Anyone can call KIO •“Sport 5 Knock It Off, Altitude” • Lead will acknowledge the call and all flight members will mirror his/her call” • “22 Knock It Off”…“39 Knock It Off”, etc. • Clear your flight path and await lead’s instructions – do not stop flying formation! • Smoothly ease g and roll wings level at KIO call 85 BREAK – Let’s Fly!

86 PART V

Basic Formation Principals

87 PART V:TOPICS

• Covers… • Pilot Responsibilities for Wing and Lead • Flight Safety Topics • Formation Communications • Fuel Management

88 Wing Pilot’s Responsibilities

• Follow and take direction from Lead • Maintain position • Work to improve formation skills • Maintain formation discipline • Provide Mutual Support

89 All Flight Lead Pilot’s Responsibilities

• Safe conduct of formation flight • Situational awareness • Above average knowledge of the aircraft, its systems and performance limitations • Knowledge of the airspace and ATC environment • Knowledge of Wing Pilots’ qualifications and limitations • Operational techniques to smoothly and safely lead a flight

90 FAST Lead Pilot’s Responsibilities

• Selection of Wing Pilots to fly in flight • Verify credentials • Verify condition to fly • Verify currency • Verify competency in type • Verify aircraft is airworthy • Verify all pilots have safety equipment

91 A good Flight Lead Always…

• …sets power as briefed and generally leaves it constant throughout maneuver • …fly’s a smooth aircraft; his/her roll rates are not staggered or never so rapid as to inflict undue pain and frustration on the wingmen • …thinks of his/her wingman – “wingman consideration” is displayed by the effective leader in setting power, selecting airspeeds, climb rates, etc. • …strives to maintain SA at all times. Where am I now, where am I going, and how do I get there…

92 The Flight Lead manages the Debrief…

• Provide Instruction through debriefing • What happened • Why did it happen • How can it be improved

93 All Pilots’ Responsibilities

• Mutual Support: Back each other up in flight • Be alert for malfunctions in other aircraft • Be alert for conflicting traffic • Be alert for obstacles • Know your limitations • Call “knock it off” if danger is imminent • Safety, Discipline, Attitude

94 Safety Equipment *Required

95 Collision Avoidance

96 Safety Calls*

97 Safety Calls*

• “Terminate” • Non safety related termination of maneuvering • Examples of use • Training complete, Airshow Use… • Who can use it? • What do you do if you hear it?

99 Safety Calls*

• “Terminate” • Wingmen use the word “request” for non-safety related termination calls •“Sport 22 request terminate, training complete” • If lead initiates a Termination acknowledgment, mirror the call” • “Sport 5 Flight Terminate”…”22 Terminate”, “39 Terminate”, etc • Await lead’s instructions

100 Safety Calls*

• “Blind” • “Sport 22 is blind , 4500 feet” • If lead has visual, may direct wingman to “continue” or talk wingman’s eyes back on lead •“Sport 5 is visual, your right two o:clock slightly high” • If both aircraft are blind, call KIO and direct at least 500 feet altitude separation.

101 The Break-Out

• Four Reasons to Break-Out • Lose sight • Hazard to the flight • You get ahead of Lead • If directed to by Lead

102 Break-Out

• Look for blue sky and pull with caution! • Radio call example:

• “Sport 22 breaking out, blind 3500” • Lead’s responsibility to reorganize the flight. • If you have the wingman in sight, use the term “visual” and be directive.

103 Flight Safety: The Hard Deck

• “Virtual” ground level • Minimum maneuvering altitude • Should be derived from current charts • High enough to allow reasonable chance of bailout or recovery from unusual attitude/aerobatic maneuver as applicable • Must be briefed on every formation mission • Call KIO if penetrated

104 Formation Communications: Who Communicates?

• LEAD Primarily!

• Appropriate Wingmen comms: • Acknowledging signals or instructions (“2”, “3”, “4”) • Any Safety Issue (KIO/Mayday/Terminate) • Emergencies or conflicting traffic • Operational questions affecting safety

• If possible, save it for the debrief

Formation Communications: Visual Signals

• Lead’s hand signals are acknowledged with an exaggerated head nod. • When required to pass signals down (not common), Wing Pilots do not look for acknowledgement • If you don’t understand the signal do not move, lead will resend the signal. • Use a radio call if ambiguity is not resolved.

106 Control (Aircraft) Signals

• Rudder Fishtail • Think: “being pushed away” • Go to Route • Aileron Wingrock • Think: “attach yourself to wing” • Join to Fingertip • Elevator Porpoise • Think: “attach yourself under here (tail)” • Go to Trail

Hand Signals – In Flight • Fist • #2 Cross Under • Pumped Fist • #3 & #4 Cross Under • Finger Twirl, then fingers • Pitch Out (fingers set interval in seconds) • Four Fingers, then Thumb Back • #4 move to the slot

Hand Signals – Ground • Finger Twirl • Start (on head nod) or Run Up • Cut Throat • Shut down (execute on head nod)

• One Handed Counting • Fingers sideways -> Add five

Formation Communications: Radio Procedures

• Sport Class teaches a radio communications policy that is reflective of common practice in general FAST formation flight and strictly follows USAF/USN communication protocols designed for safety and brevity. • In all cases, Flight Leaders must brief deviations from this protocol based on the situation and all flight members must be disciplined in the application of proper formation radio procedures.

110 Formation Communications: Radio Procedures • Use COMM BREVITY on the radios at all times • Use FULL CALL SIGN always for: • Directing the entire flight • “SPORT 5 go extended trail” • With ATC, if Lead or solo wingman • “Sport 5, 2 mile initial” • Use RACE NUMBER ONLY when: • Responding to simple instructions in-sequence • Example: Frequency Changes and Check-In – “Sport 5 GO 133.3” “22, 2, 39” • Refer to the Flight Lead by FULL CALL SIGN or RACE NUMBER • “SPORT 5”, not “Lead”

111 Formation Communications: Frequency switching and check-ins

• Execute frequency switching while in Route. • Unless briefed otherwise, Use RACE NUMBER ONLY • “GO 133.3” requires acknowledgement • “Push 133.3” does not, but Sport Class uses “GO” as standard • Respond in sequence • If the wingman ahead of you doesn’t respond, wait, then respond • Do not leave the frequency until all flight members have acknowledged. • Check-in in sequence • If the wingman ahead of you doesn’t respond, wait, then respond

112 Ops Checks and Fuel Management • “Ops Check” • All in-flight checks performed in route formation • Check fuel, fuel balance and engine parameters • Report parameters as required. • Fuel State in minutes • Include G meter if applicable to flight • Flight Lead radio call and acknowledgment: • “Sport 5 flight Ops Check, 5: 55” • “22: 45” “2: 55” “39: 50” 113 Fuel Management

• “Bingo” • Fuel state at which flight must terminate to return with legal minimums or as briefed by the Flight Lead

• VFR Day: 30 Minutes Reserve • Generally briefed in ‘Time’ - fuel remaining in minutes in dissimilar aircraft formations • Example report: “Raven 3 is bingo plus 5” • Do not overfly briefed bingo!

114 Fuel Management

• “Joker” • Above Bingo. Fuel state at which Flight Leader must prioritize tasks (mission objectives) to insure flight recovers with adequate fuel.

• Example: Returning to the pattern with enough fuel for multiple Element Landings • Generally briefed in ‘Time’.

115 PART VI

Abnormal & Emergency Procedures

116 Emergencies

• Formation Takeoff: Element Departure • No sympathetic aborts unless required for safety • Call it out • Element aborts: be directive to wingman

• Formation Takeoff: Interval • Staggered: Trailing aircraft will generally abort • Radio call is CRITICAL

117 Emergencies (cont’d)

• Immediately after takeoff • Engine failure / Forced landing • Emergency return • Chase ship request • Plan for these ahead of time…Brief them!

118 Emergencies (cont’d)

• Airborne / in the practice area • Nature of emergency dictates who should lead •Often emergency aircraft in front, but may be assisted by chase ship • Navigation, Communication, Etc. • One aircraft provides support, others may be dispersed by Flight Lead

119 Emergencies (cont’d)

• Aircraft Damage Assessment (ADA Check) • Sport Class version of the military “BDA Check” • Only when fully coordinated! • Two damaged aircraft do not ADA one another • Hold position as wing inspects top, sides and bottom for panels, leaks and other damage

120 Emergencies (cont’d)

• Chase Ship Procedures • Two damaged aircraft should not fly chase on one another! Request assistance if able. • Wing fly 45 degree aspect no closer than required and never closer than route unless cleared for inspection purposes • Chase aircraft may provide all navigation and communication as required or requested • Avoid flying below or aft of damaged/emergency aircraft.

121 Emergencies (cont’d)

• NORDO

• NORDO will be led back to the field/alternate • If element landing qualified, land as a formation if able and safe to do so. • Alternate: fly a straight in and drop off NORDO no lower than 300 feet with landing clearance.

122 Emergencies (cont’d)

• HEFOE signals (nordo only) • Hydraulic (Pneumatic for our aircraft) • Electrical • Fuel • Oxygen • Engine

123 Emergencies (cont’d)

• Bailout/Forced Landing • Have a Plan – Take Command • Mark Position • Asses Condition • Identify nearest town or major road/highway • Communicate with ATC • Set a bingo to maximize coverage

124 PART VII

FAST Organization and Program Policies

125 FAST Program Origination

• Concept started at National Warbird Operators Conference in 1993 • Developed standards • Set policy • Created standardization materials • Interface with the FAA (FAST CARD)

126 Signatory [Sport Class] Organizational Responsibilities

• Maintain formation proficiency records (FPRs) and update online formation database • Maintain check ride records • Track currency • Issue annual F.A.S.T formation cards • Publish Training Programs, Materials, etc.

127 FAST Documents

• Signatory Approved Formation Manual • FAST Foundations and Principles (v 21.3) • FAST Maneuvers Guide (v 2.2) • FAST Radio Communications and Visual Signals (v 1.2) • Pilot Practical Test Guides • Wingman / Flight Leader • Forms • Training Records / Recommendation / Eval / Proficiency

Available at www.flyfast.org

128 FAST [Sport Class] Qualification Levels

• Wingman • Flight Lead • Check Pilot

129 Wingman Qualifications

• Private pilot • 350 hours total time (250 with Comm Lic.) • 10 hours of logged formation time • Member of signatory organization • Flight test recommendation by current Lead or Check Pilot • Pass check ride (See FF&P for complete list)

130 Flight Lead Qualifications

• Private pilot • 500 hours total time (350 with CFI/Mil IP) • 30 hours logged as FAST Wingman • Member of signatory organization • Complete signatory formal training course • Flight test recommendation by current Lead or Check Pilot • Pass check ride (See FF&P for complete list)

131 FAST Formation Ground School

QUESTIONS / FEEDBACK?

132