Formation Takeoff
Formation takeoffs require precise timing, coordinated control inputs, and clear communication between participating aircraft. Understanding the formation takeoff procedure helps pilots recognize how spacing, power application, and runway alignment must be managed to maintain safe relative positioning.
Introduction to Formation Takeoff
Aircraft Checks
- While in the marshall/run-up area, the formation will perform aircraft checks whereby each pilot reviews the aircraft to their left/right
- Checks include:
- Taxi light on (day); off (night)
- Nose wheel straight
- Safety pins removed
- No fluids leaking
- Panels all closed
- Flaps set for takeoff
- Stabs trimmed for takeoff
- Speed brake/spoilers retracted
- With checks complete, all aircraft will give the thumbs up to lead, and if outside of visual range (-4), report up on the internal frequency
Formation Takeoff Positioning
- Lead will normally take the downwind side of the runway
- Downwind is preferred to mitigate wake turbulence for those that follow
- If winds are calm, positioning does not matter
- If crosswind is not a factor (less than 10 knots) lead can take either side (usually the far side for jet blast on line up)
- Rule of Thumb: the windsock always points to the wingman (i.e. upwind)
- If IMC conditions are expected and winds are not a factor it may be desirable to place your wingman on the outside of the turn
-
Section Positioning:
- Each aircraft will take the center of their half of the runway
-
Three-Plane/Division Light Positioning:
- Lead downwind, -2 centerline and -3 on the upwind side
- -2 will be on bearing but -3 will be acute (tactical banana)
-
Division Positioning:
- Same as three plane but -4 will wait until clear to take the runway if less than 200' wide
Takeoff Options
-
Section Takeoff:
- Section takeoffs are used to launch multiple aircraft quickly without the necessity for rendezvous post-takeoff, especially if a flight must be established on course quickly or if poor weather conditions prevail
- Section takeoffs further mitigate FOD considerations, expedite departure, and establish mutual support
- Lead will operate at slightly less power to give wing a power advantage
- Throughout the maneuver, wing will maintain parade
- When two sections are to begin takeoff roll from the same point on the runway, the second section must delay takeoff roll until 10 seconds after the first section starts the takeoff roll
- When 2,000' of runway separation exists at the beginning of takeoff roll, use a 5-second delay instead of 10 seconds
- Differences in flying characteristics, especially stall speeds because of gross weight and/or configuration, and atmospherics like crosswind velocity shall be considered
- Similar configurations are required
- The inidivdual pilot is still responsible for aircraft limitations such as gear and flaps; fall back and take control if needed
- Section takeoffs are not performed if: the maximum crosswind component, temperature, takeoff roll, or significant difference in gross weight exceeds acceptable limits
- "Give me some" called by wing instructs lead to reduce power slightly
- "Power" called by wing instructs lead to increase power slightly
- Early lift-off by the wingman creates a less than ideal situation due to:
- Low altitude
- Step up on the lead
- Difficulty in keeping sight
- Leads impending rotation can be predicted by:
- Lead's stab deflection increasing
- Lead's nose strut beginning to extend
- Lead's nose gear (and perhaps main gear) leaving the runway
- Section takeoffs are used to launch multiple aircraft quickly without the necessity for rendezvous post-takeoff, especially if a flight must be established on course quickly or if poor weather conditions prevail
-
Interval Takeoff:
- If situations permit a section or simo takeoff for FOD considerations
- Done to provide sufficient separation between aircraft on the takeoff roll so the trail aircraft can safely stop if the aircraft ahead aborts
- Used any time the winds are out of limits or when more than two aircraft are on the runway together
- Recommended minimum widths:
- 3-plane: 150'
- 4-plane: 200'
- Simultaneous (Simo) takeoff (dual runways): For FOD and abort considerations
Interval Takeoff Procedure
- Essentially, execute a normal takeoff with delay (5-10 seconds depending on standard operating procedure)
- After all aircraft are lined up on the runway a thumbs up will be passed through to lead
- Lead will give the run-up signal
- Run up to 80% as normal
- Check engine instruments and perform a wipeout as normal
- Check adjacent aircraft are ready for takeoff
- You will give each other a thumbs up
- When everyone is set for takeoff, -2 will give a thumbs up to lead
- Lead will give the kiss off signal and execute own takeoff
- The entire flight will remain at 80%
- 5-10 seconds after the aircraft in front of you has rolled - begin your takeoff
- Safely airborne, raise the gear and flaps and stabilize
- Lead will be ~90% to facilitate join-up
- Last aircraft may taxi onto the runway when lead or -3 has begun their roll and there is no potential for jet blast or FOD
- Dash last shall report "Dash [#], airborne" on frequency
Simultaneous Takeoff
- Simultaneous takeoff procedures (dual runways) is nearly identical to interval takeoffs
- Use of radio will be necessary to substitute coordination otherwise conducted with hand/arm signals
Formation Takeoff Tips
- Resists the temptation to point at lead during the initial climbout
- Rendezvous are most efficient if you accelerate to the briefed rendezvous speed and then raise the nose to maintain this speed at full power
Night Considerations
- Wing taxi lights should be off
Conclusion
- Remain mindful that performance calculations are usually more optimistic than actual performance
- Consider actual versus realized performance when doing any performance calculations
- Consider practicing maneuvers on a flight simulator to introduce yourself to maneuvers or knock off rust
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