A3.1. Two-Ship Tactical Formation.

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A3.1.1. Objective. Tactical is the primary formation flown when employing fighter aircraft. It is designed to optimize weapons and radar employment while improving visual lookout and increasing maneuverability.

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A3.1.2. Description. “Tactical” is an umbrella term covering several formations characterized by increased separation between the members of the flight.

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A3.1.2.1. A variety of tactical formations may be flown depending on the number of aircraft in the formation and the type of employment desired. For two-ships, tactical formations include line abreast (LAB) and wedge. Both may be referred to on the radio by their separate names; however, if lead refers to “tactical” this is understood to mean LAB. Formations involving three or four aircraft are merely variations of the basic two-ship and include fluid four, wall, and box or offset box.

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A3.1.2.2. The basic combat unit employed by fighter aircraft is the two-aircraft element— the element lead and the wingman.

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A3.1.3. Procedure. Basic formation contracts still apply, but tactical introduces the benefits of increased flexibility, maneuverability, and mutual support. Regardless of the variety of tactical being flown, some basic principles apply:

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A3.1.3.1. Lead. Lead is number 1 and their primary responsibilities are maneuvering the formation and monitoring number 2, especially during tactical turns that momentarily cause number 2 to lose sight.

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A3.1.3.2. Wingman. The wingman is number 2 and is primarily responsible for maintaining formation position and deconfliction. Number 2’s primary reference for heading and airspeed is the number 1 aircraft. As proficiency and task management allow, number 2 may back-up number 1 by monitoring area orientation, navigation, etc.

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A3.1.3.3. Visual Lookout. Pilots should develop and exercise a disciplined visual lookout to detect threats. Figure A3.1 shows the priority of visual lookout for number 1 in the formation. Often in training, as well as in combat, a disciplined visual lookout has saved a formation and allowed them to continue the mission to accomplish their objective. It is important to remember that we operate in three dimensions. Therefore, it is imperative pilots scan every sector of the visual lookout. Not only level with your own aircraft, but higher and lower as well. As a result, each sector depicted in Figure A3.1 can be divided up into three vertical sectors. The environment, threats, weather, and other factors may alter the visual search responsibilities of each member of the flight. For instance, at low altitude, checking 12 o’clock and own-ship altitude are very high priorities. Flight leads may brief, “Check near rocks, check far rocks, check lead, check six”, in that order of priority. When scanning visually, it is very important to pause in each sector allowing your eyes to focus at range and detect movement.

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A3.2. Element LAB (Tactical).

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A3.2.1. Objective. Introduce the benefits of increased flexibility, maneuverability, and mutual support.

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A3.2.2. Description. See Figure A3.2. The parameters of T-6 tactical LAB formation are defined as 2,000 to 3,000 feet lateral separation, line abreast to 10 degrees aft, with a vertical stack of up to 500 feet. (T-2)

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A3.2.3. Procedure. Tactical formations are normally flown at airspeeds near cornering velocity, but other airspeeds may be flown as required. Normally, T-6 tactical formation is flown at 200 KIAS. Airspeed deviations may be communicated by number 1 (e.g., “Texan, set 250”).

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A3.2.3.1. Visual References.

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A3.2.3.1.1. Fore/Aft (line). The primary reference for LAB in any airframe is for number 2 to put number 1 directly abeam their shoulder. In the FCP of the T-6 this can also be referenced as in line with the flash guard. The RCP visual reference is to put number 1 in line with the aileron static wicks.

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A3.2.3.1.2. Lateral. At 2,000 feet lateral separation, the ejection seats and both pilots’ helmets are visible. At 2,500 feet, the ejection seats are still discernable, but individual pilots cannot be distinguished. At 3,000 feet, the canopy begins to blend in with the fuselage, but the propeller blade disk is still visible.

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A3.2.3.1.3. Vertical. A soda can height above or below the horizon will provide the optimal 200-300-foot stack. Double this reference for the maximum allowable stack (500 feet).

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A3.2.3.2. Establishing LAB. To enter tactical formation, number 1 will use a radio call (e.g., “Texan 2, tactical left/right side” or “Texan 2, line left/right”) or a visual signal by porpoising the aircraft. (T-2) The porpoise signal will not be given from fingertip. (T-2) When sent to tactical, number 2 will clear the flightpath in the direction of turn and smoothly initiate a turn (approximately 10 degrees) to a divergent heading while maintaining/attaining briefed tactical airspeed. Approaching 2,000 to 3,000 feet, number 2 will roll back to number 1’s approximate heading. Assess LOS and adjust power, airspeed and heading as required to zero out LOS and HCA and establish LAB.

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A3.2.4. Technique. When receiving a signal to go to tactical and prior to turning away from number 1, number 2 may cross-check their current heading and/or set the heading bug. This is only an initial reference for number 2 to establish and maintain proper lateral spacing. The primary reference is number 1’s aircraft, not the EHSI. Number 2 can check away 15-20 degrees while increasing airspeed 1 knot for every degree used to check away (15-20 KIAS) to ensure zero LOS rate.

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A3.2.4.1. Maintaining Position (Station Keeping) and Corrections. Mutual support depends upon number 2 efficiently maintaining the proper position. Therefore, number 2 should constantly strive for LAB, whereas lateral spacing and vertical stack within the parameters depend on several factors such as training objectives, location of the sun, presence of haze, or other obstructions to visibility. Position corrections, in order of priority, are: line, spacing, and stack.

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A3.2.4.1.1. Fore/aft (line). Once established LAB, prevent LOS from developing by using small power corrections. If the environment permits, altitude may be traded for airspeed to correct for larger deviations. If aft of LAB, initiate a descent to generate aft LOS and regain LAB. If forward of LAB, initiate a climb in order to generate forward LOS. Pilots should initiate an altitude correction in time to regain proper fore/aft position at the proper airspeed and at the desired stack. When using the vertical, it is imperative that number 2 modulate power as required to return to the proper tactical position at the briefed airspeed. Lateral S-turns (flying a greater distance than number 1) or a combination of climbing and turning can also be used to regain LAB from a forward position. When applying these types of corrections, number 2 must monitor the LOS being created through the correction to anticipate the return to proper LAB position.

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A3.2.4.1.2. Lateral spacing. Normally a small heading change into or away from number 1 is all that is required to fix lateral spacing. Once at the proper lateral spacing, number 2 should try to realign fuselages and zero out HCA. Closure toward or separation from number 1 is more easily discernible if number 2 avoids staring at number 1 and instead executes the tactical visual scan pattern and a crosscheck of own aircraft parameters. See Figure A3.1. Use of headings or ground references such as section lines or number 1’s LOS across the ground can help in the recognition of closure or separation. Prior to making a heading correction, number 2 may note their current heading, which is causing the vector into or away from number 1. Once at the proper lateral spacing, number 2 may then set a new heading that zeroes out HCA. Use of headings should only be used as a building block to develop the ability to maintain lateral separation solely by visual reference to number 1’s aircraft.

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A3.2.4.1.3. Vertical Stack. Unless restricted by airspace or environmental conditions, number 2 should strive to be stacked 200-300 feet above number 1; however, there are times when level or low stack is appropriate. Having a stack makes it more difficult for the enemy to visually obtain both aircraft (“tally two”). Unless making a correction for fore/aft position, the maximum vertical stack is 500 feet. Ensure both pilots in the aircraft maintain visual.

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A3.2.4.2. Lead Considerations. Number 1 should avoid excessive heading or airspeed changes as this will require number 2 to devote more time to element integrity (maintaining position) at the expense of mutual support and clearing. Small heading changes should be minimized. Small course corrections may be accomplished through check turns. Turns of more than 30 degrees are usually accomplished by means of a tactical turn as discussed below.

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A3.3. Element Tactical Turns.

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A3.3.1. Objective. Introduce formation maneuvering in LAB tactical formation.

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A3.3.2. Description. Various tactical turns are employed to maneuver the formation in combat to optimize weapons and radar employment while maintaining or improving visual lookout and maneuverability.

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A3.3.3. Procedures.

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A3.3.3.1. Initiating the Turn. All tactical turns except a cross turn, shackle, or hook turn into number 2 are normally signaled visually (communication-out or “comm-out”), but radio calls may be utilized for any tactical turn (e.g., “Texan, 90 left/right”). No radio response is required from number 2. If given a visual signal, number 2 should always assume a 90-degree turn is desired unless number 1’s follow on signals indicate a 45-degree turn or a hook turn away. Number 2 may hear a “zipper-click” (i.e., a rapid double-click of the UHF/VHF key) to attract attention toward number 1’s visual signal. If first to turn, number 2 should interpret number 1’s visual signal as a directive to immediately initiate a contract turn.

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A3.3.3.2. The Contract. The contract parameters are 200 KIAS, MAX power, G to hold airspeed (approximately 2 to 3 Gs), and level turns. (T-2) All aircraft should adhere to the “contract” as the turns are executed to ensure turn rate and radii are similar. Number 2 may use variations in heading, airspeed, stack and Gs to facilitate reacquiring LAB position.

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A3.3.3.3. Turns away from Number 2. For comm-out tactical turns that require number 2 to turn immediately in the direction of number 1, number 1 will show number 2 a large wing flash (approximately 90 degrees of bank) away from number 2, then roll out to wings level. (T-2) This large wing flash avoids confusion with minor course corrections (usually 30 degrees of bank or less). More than one signal may be required since number 2 is expected to be executing their visual scan and may miss the initial signal. While it is assumed to be a 90-degree turn after observing a wing flash from number 1, number 2 must watch for an additional signal that would indicate a hook turn or delayed 45-degree turn.

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A3.3.3.4. Turns Into Number 2. For comm-out turns that require number 2 to delay their turn, number 1 will initiate a contract turn in the direction of number 2. (T-2) When number 1 is observed turning into number 2, it is assumed to be a 90-degree turn. However, number 2 must be prepared for number 1 to roll out, signaling a 45-degree turn.

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A3.3.3.5. Deconfliction. During tactical maneuvering, number 2’s primary responsibility is to deconflict from number 1. If number 2 is stacked high or low, the pilot should maintain that stack when commencing the turn, especially if first to turn. If deconfliction is questionable, number 2 should telegraph their intentions to number 1 by positively maneuvering their aircraft either above or below number 1’s flight path. If in standard formation (within 1 mile laterally and 100 feet vertically of number 1), number 2 should climb or descend only as required for deconfliction. If there is ever doubt, either aircraft should transmit a radio call to make it immediately clear which direction they intend to deconflict (e.g., “Texan 2 is going low”). During some tactical maneuvering, number 2 will momentarily lose sight of number 1. This is normal and not a cause for concern if adhering to the established contract and vertical deconfliction. Number 2 will continue to fly a contract turn until the pilot is in a position to be visual with number 1. If number 2 does not re-acquire visual when expected, then the pilot must immediately call “blind” with their altitude. Both lead and wing are ultimately responsible for midair collision avoidance, clearing during the turns and taking appropriate evasive action as required.

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A3.3.3.6. Check Turn. The check turn can be used for small heading corrections (usually no more than 30 degrees) or to realign the formation. Check turns are initiated by a radio call (e.g., “Texan, check 20 left/right”). (T-2) Number 2 does not acknowledge this call. (T-3) Both aircraft turn simultaneously using a contract turn and number 2 remains on the same side of the element. For small heading/course corrections that do not require a check turn, number 1 should maintain current airspeed and power setting to make the correction and simply turn. A radio call is not required. Number 1 can telegraph this type of turn by using a small amount of bank angle. The amount of bank should be enough for number 2 to see and execute a heading update, but small enough to be clear that the turn is not a delayed turn.

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A3.3.3.7. Delayed 90-degree Turns. See Figure A3.3. These turns may not always be exactly 90 degrees of heading change. For turns greater than approximately 60 degrees, number 1 will generally direct a delayed 90-degree turn.

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A3.3.3.7.1. Delayed 90-degree Turns into Number 2.

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A3.3.3.7.1.1. Number 1. Number 1’s contract turn into number 2 signals the turn. If the turn is called over the radio, number 1 should begin the contract turn immediately after the call.

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A3.3.3.7.1.2. Number 2. As number 1 begins the turn, continue straight ahead. The wingman should use this opportunity to clear lead’s new 6 o’clock position. Wingmen should initiate a 90-degree contract turn at the increase in LOS (this occurs approximately when number 1’s aircraft is approaching nose on). If out of position, number 2 should vary the timing and G loading of the turn (based on number 1’s LOS) to finish the turn in position. Generally, when starting a turn tight or aft, begin the turn earlier. When wide or forward, begin the turn later.

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A3.3.3.7.2. Delayed 90-degree Turns Away from Number 2.

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A3.3.3.7.2.1. Number 1. Signal the turn, then execute IAW paragraph A3.3.3.7.1.2.

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A3.3.3.7.2.2. Number 2. Begin a contract turn as soon as number 1 signals for the turn (radio call or wing flash). Roll out after approximately 90 degrees of turn. Number 2’s primary responsibility for being in position and should make necessary adjustments as required. Start maneuvering to the correct position as soon as it becomes apparent that a deviation will occur. As a technique, number 2 may visually acquire a reference point (section line, cloud, lake, etc.) on the opposite side of number 1’s aircraft and use this as their initial rollout point for a 90-degree turn.

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A3.3.3.8. Delayed 45-degree Turns. See Figure A3.4. These turns may not always be exactly 45 degrees of heading change. For turns between approximately 30 to 60 degrees, number 1 will generally direct a delayed 45-degree turn.

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A3.3.3.8.1. Delayed 45-degree Turns into Number 2.

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A3.3.3.8.1.1. Number 1. Number 1’s contract turn into number 2 signals the turn. If the turn is called over the radio, number 1 should begin the contract turn immediately after the call. Number 1 indicates a 45-degree turn by rolling out on the desired heading. If number 2 initiates a 90-degree turn (goes belly-up to number 1) prior to number 1’s roll-out for the 45-degree turn, number 1 should use a radio call to indicate the turn (e.g., “Texan 2, roll out, 45”). This situation may develop when number 2 is flying closer to the 2,000-foot range of lateral separation.

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A3.3.3.8.1.2. Number 2. As number 1 rolls out, number 2 may execute a turn towards number 1 to generate aft LOS. A turn of 20-30 degrees is usually sufficient. As aft LOS increases, number 2 reverses the turn to regain visual with number 1 and maneuvers as required to attain tactical on the opposite side of number 1’s aircraft. The wingman should use this opportunity to clear lead’s new 6 o’clock position.

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A3.3.3.8.2. Delayed 45-degree Turns Away from Number 2.

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A3.3.3.8.2.1. Number 1. Signal the turn, then when number 2’s nose is approximately on the desired roll-out heading, signal the roll-out by initiating a turn into number 2. A turn of 20-30 degrees is usually sufficient. As aft LOS increases, the number 1 reverses the turn to regain visual and maneuvers as required to attain desired heading.

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A3.3.3.8.2.2. Number 2. When directed, begin a contract turn into number 1. Roll out when observing number 1 banking into you or when directed. Obtain correct spacing and position as number 1 rolls out.

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A3.3.3.9. In-Place Turns. Use an in-place turn to maneuver the formation any number of degrees of turn in one direction at the same time. This maneuver requires a radio call to execute. (T-2) To initiate, number 1 transmits the in-place turn and the degrees of turn desired, “Texan, in-place 90 left/right”. Number 2 does not acknowledge this call. Both aircraft turn at the same time—in the same direction—using contract turns. (T-2) If executed from LAB, a 90-degree turn will put the formation in trail at whatever lateral spacing existed prior to the turn.

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A3.3.3.10. Hook Turns. See Figure A3.5. During a hook turn, the formation turns 180 degrees with both aircraft performing a contract turn at the same time in the same direction.

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A3.3.3.10.1. Hook Turns into number 2. A hook turn into number 2 must be called over the radio (e.g., “Texan, hook right/left”). (T-2) Number 2 does not acknowledge this call.

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A3.3.3.10.1.1. Number 1. During the first half of the turn, number 1 is visual and should match number 2’s fuselage through 90 degrees of turn. Approximately halfway through the turn, number 1 will lose sight of number 2. Continue a contract turn to the desired rollout heading. Good technique is for number 1 not initiating the turn until number 2 initiates their turn. This prevents confusion and a possible blind situation in case number 2 did not hear the radio call.

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A3.3.3.10.1.2. Number 2. Initiate a contract turn upon receiving number 1’s radio call. After passing through 90 degrees of turn, begin looking out the top of the canopy for number 1 while continuing the contract turn. Once visual is attained, vary airspeed and Gs to roll out in LAB position after approximately 180 degrees of turn.

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A3.3.3.10.2. Hook Turns Away from number 2. Hook turns away from number 2 may be signaled visually by a wing flash or called over the radio. If initiated with a wing flash, number 1 will begin turning when number 2 begins the turn. Number 1’s immediate turn indicates a hook turn to number 2. For the first half of the turn, number 2 should match number 1 and align fuselages through 90 degrees of turn, then transition to a contract turn. Shortly after halfway through the turn, number 1 should reacquire sight of number 2.

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A3.3.3.11. Shackle. See Figure A3.6. A shackle is used to place number 2 on the opposite side or may be used by number 1 to quickly fix deviations in line or spacing. Number 1 initiates the shackle with a radio call, “Texan, shackle”. (T-2) Number 2 does not acknowledge this call. (T-3) Normally both aircraft simultaneously turn approximately 45 degrees into one another. Number 2 rolls out as required to zero out LOS and cross directly over or under number 1 (number 2 should clearly deconflict using the vertical). Both aircraft reverse the turn after crossing flight paths. Number 1 may maneuver as required and may not turn at all if the shackle is being utilized to fix number 2’s excessive forward position or simply place number 2 on the opposite side. It is number 2’s responsibility to cross directly over or under number 1 and maneuver to LAB on the opposite side.

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A3.3.3.12. Cross Turn. See Figure A3.7. Cross turns are another 180-degree reversal option. Cross turns require a radio call to initiate. (T-2) Number 1 initiates the cross turn by transmitting “Texan, cross turn.” Number 2 does not acknowledge this call. (T-3) Both aircraft execute a contract turn into each other. Number 2 is responsible for ensuring flight path deconfliction in the vertical. Aircraft should cross after 60-90 degrees of turn and continue through 180 degrees of turn. The flight is now on a reciprocal heading. Lateral separation may be wide even though the original spacing was correct. To correct this, it is a common technique to perform an auto-shackle after the cross turn.

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A3.3.3.12.1. Auto-Shackle Blind Procedures. If either aircraft has not reacquired visual by 180 degrees of turn, simultaneously roll out and call “blind” IAW AFMAN 11-2T-6V3. If the other aircraft is visual, they may call “continue”. After “continue”, the blind aircraft will initiate a shackle by resuming the turn for 45 degrees. The visual aircraft will continue the turn as required to zero out LOS, establish and maintain altitude deconfliction, and call “Texan 1/2, crossing high/low.” (T-2)

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A3.3.3.12.2. The blind aircraft will call “Texan 1/2, visual” when reacquiring the other aircraft and complete the shackle. (T-2) It is possible for neither aircraft to regain sight after the cross turn. In this case, both aircraft will maintain the reciprocal of the cross turn entry heading. Number 1 will be directive to ensure deconfliction and regain mutual support.

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A3.3.3.13. Fluid Turns. See Figure A3.8. These turns are used to maneuver a formation when there is very little G or excess thrust available (heavyweight and/or higher altitudes). As a contract, number 1 will use approximately 45 degrees of bank and maintain airspeed and altitude during the turn. (T-2) Number 1 will normally make heading changes in 90- degree increments. If a 180-degree turn is required, combine the techniques for two 90- degree turns. Also, fluid turns are almost purely “geometry” turns with power settings normally constant. Fluid turns require a radio call to initiate. (T-2) Number 1 initiates the fluid turn by transmitting “Texan, fluid left/right”. Number 2 does not acknowledge this call. Immediately following the radio call, number 1 will begin the turn in the direction indicated.

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A3.3.3.13.1. Fluid Turns into number 2. Number 2 should immediately start a turn in the same direction as number 1. One technique is to use less bank angle (approximately 30 degrees) than number 1 and maintain it until you cross in front of number 1. Depending on number 1’s position at the start of the turn, you should normally have 20 to 30 degrees of the turn completed as number 1 passes the 6 o’clock position. Once number 1 has passed the 6 o’clock position, increase bank angle and lower the nose to pick up airspeed, as necessary. For 90 degree turns, wingmen can play the turn to establish the proper spacing on the opposite side. Use altitude to gain or reduce airspeed to arrive in the proper position as number 1 rolls out of the turn.

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A3.3.3.13.2. Fluid Turns Away from number 2. Number 2 will immediately be behind at the onset of the turn. They should roll into more bank (approximately 60 degrees) than number 1 and lower the nose slightly to gain airspeed to move to the inside of the turn behind number 1. As the turn progresses, number 2 should reduce the bank angle to attain proper lateral spacing and trade excess airspeed for altitude approaching the LAB position. Airspeed corrections should be made using vertical while maintaining a fairly constant power setting.

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A3.4. Tactical G-Awareness Exercise.

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A3.4.1. Objective. During tactical flying, especially during fluid maneuvering, G loading changes constantly. The G-awareness exercise allows practice of the anti-G strain technique and familiarization with increased G loading in a controlled setting.

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A3.4.2. Description. The tactical GX is flown as two slightly descending 180 degree (hook) turns from LAB formation, allowing AGSM practice of 10-15 seconds (4 or 5 breathing cycles) per turn.

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A3.4.3. Procedure. Accomplish the turns in MAX power and 200-220 KIAS. (T-2) The first turn is the “G-warm-up” turn and is flown with approximately 4.0 Gs. (T-2) The second turn is the “G-awareness” turn flown with approximately 5.0 Gs. (T-2) Number 2 should strive for 3,000 feet LAB prior to starting the GX. The GX is not an instrument maneuver and will require looking outside the cockpit to deconflict with the other aircraft. While the formation should strive to maintain position during the G Ex, the priority during the maneuver is proper G strains and G loading and not formation position. The tactical GX must be initiated using a radio call. (T-2)

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A3.4.3.1. Number 1 aircraft will initiate the tactical GX using a radio call. (T-2) See Attachment 5 for standard radio calls.

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A3.4.3.2. It may be required (due to WX, airspace, etc.) to execute a tactical turn following the “push it up” call but prior to the GX. In these cases, number 1 can signal a non-GX turn using comm-out signals, or use of the radio and omit any reference to G-awareness.

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A3.4.3.3. Following the GX, number 1 will initiate an ops check and decelerate to 200 KIAS. (T-2)

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A3.5. Tactical Rejoins.

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A3.5.1. Objective. Safely and efficiently transition the formation from LAB to close formation for mission accomplishment or external factors.

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A3.5.2. Description. Straight-ahead and turning tactical rejoins are the two primary methods or rejoining number 2 from LAB.

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A3.5.3. Procedure. Initiated rejoins with either a wing rock or radio call. (T-2) Number 2 must acknowledge all radio calls to rejoin. (T-2) The contract platform for number 1 is 200 KIAS, 45 degrees of bank (turning), and level flight. (T-2) Number 2 should strive to maintain closure throughout the rejoin.

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A3.5.3.1. Straight-ahead Tactical Rejoin. Unlike a normal straight-ahead rejoin from a trail position, a tactical straight-ahead rejoin begins from LAB. Number 2 will rejoin to the side occupied when the rejoin was directed. (T-2) The mechanics of flying this maneuver will vary based on number 2’s position when initiating the rejoin. Initially, number 2 should make a bid toward number 1’s 6 o’clock position to generate forward LOS while simultaneously working toward a slightly low stack. If this initial bid does not establish forward LOS, it may be necessary to make another bid to number 1’s 6 o’clock. As a technique, wingmen should visualize an aim point toward the close trail position. Maintain sufficient power to achieve approximately 10-20 knots of overtake and begin to eliminate HCA to freeze number 1’s forward LOS. Once established 100-200 feet on an extended fingertip line, stabilize (but don’t stop) in this position and continue to move into fingertip. Accomplish the rejoin without crossing number 1’s 6 o'clock position. If excessive closure exists, do not rejoin closer than route and make sure to parallel number 1’s flight path to avoid a conflict. If closure still exists when approaching the 3/9 line, execute a normal straight-ahead rejoin overshoot IAW Chapter 9.

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A3.5.3.2. Turning Tactical Rejoins.

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A3.5.3.2.1. Turns into number 2. Even before number 1 turns, excessive AA exists. Both lag pursuit and vertical turning room are required to decrease this aspect. Number 2 should use no more than 10-15 knots of overtake once crossing back inside number 1’s turn. If number 2 is stacked above number 1, use vertical turning room above. If stacked below, use vertical turning room below number 1. Either way, wingmen should always use caution for excessive airspeed and a high asymmetric over-G potential.

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A3.5.3.2.1.1. Vertical Stack above Number 1 or Stacked Level. Wingmen should increase power to MAX, roll to set the lift vector to number 1’s high 6 o’clock and pull to attain forward LOS. (T-2) Once forward LOS is observed (use caution not to exceed 90 degrees of HCA), reverse the turn to reacquire number 1 (number 1 should be low on the inside of the turn). Use caution not to apply back stick pressure during the turn reversal to continue a flight path toward number 1’s turn circle. Once visual, pull to align fuselages at or near number 1’s turn circle and assess LOS. Avoid descending prior to ensuring aft of number 1’s 3/9 line and observing forward LOS. With forward LOS established, begin a controlled descent toward the normal rejoin line on the inside of number 1’s turn circle. Crosscheck airspeed and modulate power to arrive on the rejoin line with desired stack and closure. Once established on the rejoin line, follow normal turning rejoin procedures.

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A3.5.3.2.1.2. Vertical Stack below Number 1. Make a turn into number 1 while maintaining airspeed and adjusting stack towards the rejoin line. As a technique, reverse the turn to align fuselages as number 1 crosses the nose. This type of rejoin can result in a flight path overshoot, which should be flown IAW Chapter 9.

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A3.5.3.2.2. Turns Away From number 2. As soon as number 1 turns, number 2 is outside the turn and needs to maneuver to the inside of the turn with lead pursuit. Wingmen should immediately apply MAX power and turn towards number 1, maneuver inside number 1’s turn circle, and establish the desired rejoin line. Cross number 1’s 6 o’clock while remaining clear of their wake turbulence/prop wash and assess overtake (10-15 knots is normally sufficient). Once inside the turn circle, follow normal turning rejoin procedures.

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A3.6. ET Entry from Tactical.

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A3.6.1. Objective. Transition from tactical maneuvering to the ET Exercise.

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A3.6.2. Description. ET is flown from the fighting wing position. ET entry from Tactical requires analyzing and solving angular, range, closure, and LOS problems to move the number 2 aircraft from a tactical position to fighting wing position.

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A3.6.3. Procedure. Number 1 will initiate entry into ET from tactical with a radio call. (T-2) See Attachment 5 for standard radio calls. After reporting when ready, number 2 should maneuver to attain a tactical LAB position if out of position. Once number 1 assesses both aircraft have achieved the correct starting parameters and completed a CLEF check, they will make a radio call to ensure both crews are ready to start ET. (T-2) Number 2 will respond when ready to start maneuvering. (T-2) Once all players are ready to execute, Number 1 then directs a check turn away from number 2. (T-2) Number 2 does not roll out after the check turn but maneuvers as necessary to establish pure pursuit. As number 2 achieves pure pursuit, number 1 reverses turn direction and sets number 2 on a 4 aspect angle. Number 2 should maneuver as required until reaching fighting wing parameters and then calls “In”. Both aircraft should then set the briefed power setting and commence ET maneuvering.

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A3.7. Tactical Initial.

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A3.7.1. Objective. Align the formation with the landing runway while maintaining the maneuverability and mutual support of LAB formation.

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A3.7.2. Description. Flown similar to single-ship initial. However, prior to initial, number 1 should position number 2 on the side opposite the direction of the break.

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A3.7.3. Procedure.

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A3.7.3.1. Number 1. At the break point, number 1 will signal the break with a wing flash and initiates the break to a normal downwind upon observing number 2’s turn.

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A3.7.3.2. Number 2. Number 2 breaks upon number 1’s signal and rolls out after approximately 90-degrees of turn (perpendicular to runway). Number 2 then executes a second turn (approximately 90 degrees) to roll-out on a normal downwind. Number 2 should use power modulation and lag pursuit as required and may have to fly slightly wider than number 1’s ground track to maintain proper spacing.

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A3.8. Fluid Maneuvering (FM).

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A3.8.1. Objectives.

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A3.8.1.1. Introduce and practice the administrative set-ups, terminations, and resets for advanced maneuvering.

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A3.8.1.2. Introduce and practice the application of air-to-air training rules IAW AFMAN 11-214.

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A3.8.1.3. Introduce and practice recognizing and solving problems of range, closure, AA, HCA, and turning room using pursuit curves and out of plane maneuvering against a cooperative aircraft flying a scripted training platform.

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A3.8.1.4. For the training aircraft, practice setting and controlling the briefed training parameters.

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A3.8.1.5. For the maneuvering aircraft, introduce and practice recognition and alignment of turn circles.

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A3.8.1.6. Practice maneuvering to, recognizing, and stabilizing (fuselages aligned and zero LOS) in the ET cone from a position well outside that cone.

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A3.8.1.7. Practice recognizing and resolving high closure and/or high aspect situations in FM Levels 3 and 4 and stabilize in the goal position (500 feet from training aircraft, approximately 4 AA, fuselages aligned).

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A3.8.1.8. Training Aircraft. Although the primary training objectives are for the maneuvering aircraft pilot, there are significant training opportunities for the training aircraft pilot. These include over-the-shoulder SA, POM assessment, lift vector control, floor awareness, G awareness, and energy management. The responsibilities of the pilot in the training aircraft include adjusting bank or back stick pressure to “set” the aspect, monitoring the maneuvering aircraft (normally number 2), and most importantly, flying the pre-briefed parameters (“the contract”). Because the parameters are so vital to achieving the desired learning objectives (DLOs), it is imperative that IPs monitor student pilot performance.

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A3.8.1.9. Maneuvering Aircraft. FM’s primary objectives are for the pilot in the maneuvering aircraft. The responsibilities of the pilot in the maneuvering aircraft include being in level, pure pursuit to start, helping the training aircraft pilot adjust the starting aspect, and remaining vigilant for maintaining proper airspeed.

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A3.8.2. Description. FM in the T-6 is the first of several building blocks that will introduce the concepts and skills required in future tactical training. FM builds on the short-range maneuvering practiced in ET by requiring an understanding of turn circle geometry along with the creative use of pursuit curves and energy management in order to close from medium-range to short-range.

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A3.8.3. Fluid Maneuvering Responsibilities.

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A3.8.3.1. General.

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A3.8.3.1.1. Collision Avoidance. Flight members should be extra vigilant with regard to clearing their flight path to recognize and avoid the pre-briefed minimum range limitation (“the bubble”).

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A3.8.3.1.2. Fuel Awareness. Because FM generally involves higher power settings for longer periods of time, pilots should continually monitor their fuel state to prevent overflying joker or bingo. Number 1 will call for an ops check with fuel and Gs after each setup. (T-2)

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A3.8.3.1.3. Setup Standardization. During FM training, the need for setup standardization is critical to the reconstruction, debriefing, and assessment of the DLOs. Therefore it is imperative that the training aircraft (normally number 1) not deviate from the pre-briefed profile. Leads are responsible for aggressively controlling the appropriate setup and training platform parameters. Pilots must strive to be in the correct position and should not call “ready” until the pre-briefed starting parameters have been achieved.

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A3.8.3.2. Special Instructions (SPINS), Training Rules (TRs), and Rules of Engagement (ROE). These three terms intertwine in their application to training scenarios. Violation of TRs has serious implications for flight safety. Adherence to TRs is essential to becoming a disciplined combat aviator. Outside the Undergraduate Pilot Training (UPT) and Pilot Instructor Training (PIT) environment, AFMAN 11-214, Air Operations Rules and Procedures, mandates numerous TRs, which have been developed over years of combat aviation training and are designed to provide a safe, effective training environment. Although AFMAN 11-214 does not apply in UPT or PIT, the concept of TRs remains the same. The following TRs apply to FM:

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A3.8.3.2.1. Floor. The floor is 500 feet above the bottom of the assigned airspace. (T-2) Pilots call will “terminate” when a violation occurs or becomes imminent. (T-2) Flight leads are responsible for setting a new maneuvering floor if weather or other conditions dictate.

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A3.8.3.2.2. Bubble. Pilots will call “knock-it-off” if a 300 foot bubble violation occurs or is imminent. (T-2) When the maneuvering aircraft approaches a stabilized position in the ET cone, the training aircraft will limit maneuvering to a slightly descending turn maintaining constant G and airspeed until the exercise is terminated or a transition to ET occurs. (T-2)

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A3.8.3.2.3. 3/9 Line. Pilots will call “knock-it-off” if the maneuvering aircraft exceeds the maximum AA which is 9 AA (3/9 Line). (T-2) The training aircraft shares responsibility for this restriction and should control bank angle/turn rate to ensure the maneuvering aircraft remains aft of the 3/9 line.

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A3.8.3.2.4. Reversing Direction of Turn (FM Levels 3 and 4 only). A reversal by the training aircraft is scripted to generate range/closure/aspect problems. The training aircraft must have SA on the maneuvering aircraft’s position or may reverse at the request of the maneuvering aircraft prior to reversal. (T-2) These directional changes should be commensurate with the maneuvering aircraft’s proficiency and are not intended to force a bubble or 3/9 violation.

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A3.8.3.3. Starting Parameters.

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A3.8.3.3.1. Altitude block. 11,000 to 12,000 feet MSL or center of the airspace as defined locally (Flight leads may adjust for weather or airspace restrictions). (T-2)

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A3.8.3.3.2. Airspeed. 200 (±10) KIAS. (T-2)

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A3.8.3.3.3. Position. 3,000 feet LAB for FM Level 1/2 or 3,000-4,000 feet LAB for FM Level 3/4 (if entry is from tactical). (T-2)

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A3.8.3.3.4. Stack. Level (±100 feet). (T-2)

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A3.8.3.3.5. Maneuvering aircraft. Pure pursuit (after check turn).

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A3.8.3.3.6. Aspect angle. Approximately 40 degrees. The maneuvering aircraft is centered between the training aircraft’s wingtip and vertical stabilizer.

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A3.8.4. Procedures.

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A3.8.4.1. Setup Comm and Execution. A descriptive preparatory call will precede any fluid maneuvering. (T-2) See Attachment 5 for fluid maneuvering radio calls. The maneuvering aircraft should use this time to refine formation position and complete any required in-flight checks. Once the preparatory calls and admin have been accomplished, the entry to FM may be flown from one of three methods:

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A3.8.4.1.1. Entry from Tactical. See Figure A3.8.

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A3.8.4.1.1.1. After maneuvering into the block, completing setup admin, and acknowledging the descriptive call for the next exercise, the maneuvering aircraft assumes a tactical LAB IAW this attachment. If transitioning from a climb (160 KIAS), an acceleration maneuver may be directed by number 1. If transitioning from 200 KIAS tactical, no acceleration maneuver is required. Number 2 should strive to be ready before the flight lead. Once the flight lead calls ready, number 2 will respond immediately with his/her status. (T-2) If number 2 makes a “standby” call, the pilot should call ready as soon as they are within starting parameters for the exercise.

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A3.8.4.1.1.2. After both aircraft are ready, number 1 directs a check turn, normally away from number 2. (T-2) The training aircraft normally turns 45 degrees away from the maneuvering aircraft but may adjust as necessary. The maneuvering aircraft should continue the turn as needed to go to pure pursuit. The training aircraft acquires visual, remains on the roll-out heading until the maneuvering aircraft has achieved pure pursuit, and then reverses the turn using bank as required to maintain the maneuvering aircraft at a 4 aspect. (T-2) Power, bank and back stick pressure may be adjusted as required to maintain the desired aspect and parameters. The maneuvering aircraft will verify the correct aspect angle and direct training aircraft to ease or tighten up if required. When range decreases to 1,500 feet, the maneuvering aircraft will call “fight’s on”. (T-2)

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A3.8.4.1.2. Entry from a Pitchout. See Figure A3.9. After the preparatory comm, number 1 will direct a pitchout and roll out at approximately 180 degrees of heading change (or as required for airspace management). (T-2) The maneuvering aircraft will delay the turn as required to create proper spacing (approximately 7 seconds). (T-2) The maneuvering aircraft should adjust the turn to roll out approximately 3,000 feet at the training aircraft’s 6 o’clock. Once both aircraft have rolled out and “ready” calls have been exchanged, the training aircraft can turn in either direction to acquire visual and set the desired aspect. The maneuvering aircraft will maintain pure pursuit, stacked level and 200 KIAS until range decreases to 1,500 feet then call “fight’s on”. (T-2) Contingencies such as “standby” or “ease off/tighten up” may be used IAW A3.9.4.1.1.2.

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A3.8.4.1.3. Entry from Directed Positions. This option is slightly more comm- intensive but is especially efficient for dealing with weather-restricted airspace. Number 1 should maneuver or direct the flight as necessary back into the block for the next setup. For example, number 1 can direct the maneuvering aircraft to maintain 3,000 feet in trail and when the formation is clear of weather exchange “ready” calls. The lead aircraft may then begin a turn in either direction similar to the pitchout entry.

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A3.8.4.2. Initial Moves. Once the maneuvering aircraft calls “fight’s on”, the training aircraft will begin maneuvering IAW Table A3.1. (T-2) The maneuvering aircraft should maneuver as described in the following paragraphs to arrive in a stabilized position within the ET cone.

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A3.8.4.2.1. Aligning Turn Circles. See Figure A3.10. If the call to begin maneuvering comes right at 1,500 feet, the initial move is normally to drive to the training aircraft’s turn circle. From 1,500 feet, only a small delay is required before arriving at the turn circle. This can be accomplished by easing off the pull required for pure pursuit, allowing the training aircraft to drift toward the canopy bow (lag) or by momentarily rolling out. Initially, the training aircraft’s aspect will increase with slow LOS rate across the canopy. During this drive toward the turn circle power modulation may be used to control airspeed. While greater than 200 KIAS is acceptable for the break turn, use caution allowing the airspeed to accelerate past 227 KIAS as there will be an increase in over-G potential. A slight climb may also be used to control airspeed and generate vertical turning room.

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A3.8.4.2.2. Turn Circle Entry Cues. When the training aircraft’s aspect appears to stabilize and the LOS rate increases, the maneuvering aircraft has entered the turn circle. This is the point the break turn should be executed (see below). If a roll out was used during the drive to align turn circles it is imperative to anticipate these cues in order to set the lift vector prior to the LOS increase.

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A3.8.4.2.3. Break Turn. The goals of the break turn are to realign fuselages as much as possible and decrease range while preserving enough energy and turning room to solve subsequent geometry problems. Heightened G awareness and careful reference to current G are required to prevent exceeding aircraft limits.

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A3.8.4.2.3.1. Timing. A break turn too early results in cutting across the training aircraft’s turn circle, which quickly decreases range but creates high AA and can lead to HCA problems. A break turn too late causes a turn circle overshoot and results in excessive lag and range. Depending on the FM level and aggressiveness of the training aircraft, a properly timed break turn should allow for closely aligned turn circles with decreased HCA and AA, while preserving the most energy for follow-on maneuvering.

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A3.8.4.2.3.2. Execution. To execute the break turn, select MAX power and simultaneously roll to place the lift vector such that your POM will be on or slightly below the training aircraft and smoothly apply back stick pressure in a symmetrical pull to stop/“freeze” the training aircraft’s LOS up the canopy.

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A3.8.5. FM Exercise Levels.

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A3.8.5.1. Objective. Levels provide a measure of difficulty of the exercise. They provide a building-block approach to develop flying skills and proficiency. Levels also provide a way to set training objectives.

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A3.8.5.2. Description. See Table A3.1. The building-block approach is used in FM training by decreasing the maneuvering limitations of the training aircraft as the maneuvering aircraft’s proficiency increases. Fly FM only on IP continuation training (CT) sorties under the supervision of properly certified IPs to keep a few cadre able to fly it (T-2), Exception: 80 FTW, 479 FTG, and for syllabus requirements. (T-2) FM levels 3 and 4 provide instructors with more tools and experience to handle abnormal situations.

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A3.8.5.3. Procedures.

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A3.8.5.3.1. FM Level 1. FM Level 1 is used to introduce the initial concepts required to recognize and maneuver to the turn circle of the training aircraft. The building block approach is used to limit the training aircraft and allow time for the maneuvering aircraft to drive to the turn circle, recognize the entry cues, and react appropriately to stabilize the aircraft in the ET cone. With a properly timed and executed break turn, the maneuvering aircraft should arrive in the ET cone on the initial move. Execute the setup and execution as previously discussed.

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A3.8.5.3.2. FM Level 2. FM Level 2 builds on the skills introduced in FM Level 1 by allowing the training aircraft to maneuver more aggressively, thus requiring the maneuvering aircraft to recognize and react in a timelier manner under more dynamic conditions. Due to the higher G available and tighter turn circle of the training aircraft, it is imperative that the maneuvering aircraft effectively use pursuit curves and power modulation to arrive in the ET cone with sufficient energy for follow-on maneuvering. This may require two or more iterations of the initial moves discussed in paragraph A3.8.4.2 to further align turn circles and HCA. Execute the setup and execution as previously discussed.

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A3.8.5.3.3. FM Level 3. FM Level 3 utilizes three passes (Alpha, Bravo, Charlie) to illustrate several student errors IPs may face and provides the tools necessary to safely intervene and maintain formation deconfliction. Although the setup is executed the same as FM Levels 1 and 2, the maneuvering aircraft will include a deliberate error to drive a specific DLO. Between each pass, the maneuvering aircraft may call “Texan 2, resetting for A/B/C pass” and lag to the outside of the training aircraft’s turn circle to establish approximately 2,500 feet. The training aircraft may facilitate the setup by easing off the turn to open up the turn circle. Once the maneuvering aircraft is established at 2,500 feet, a “fight’s on” call will be made to signal the start of the next pass.

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A3.8.5.3.3.1. Alpha Pass. The first pass shows how out-of-plane maneuvering towards the training aircraft’s high 6 o’clock can be used to solve high AA and closure. This situation represents a common student rejoin error due to an aggressive rejoin line combined with late recognition of excess closure.

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A3.8.5.3.3.1.1. Execution. At the “fight’s on” call, the maneuvering aircraft uses power as required and executes a low yo-yo to create lead pursuit and maneuver towards a 9 AA. As closure develops with lead pursuit, the AA will increase and range will decrease. Maneuver as necessary to maintain a 9 AA while avoiding a 3/9 line violation. Approaching 500 feet, the maneuvering aircraft should maneuver out of plane from the training aircraft towards the high 6 o’clock position. This may result in briefly losing sight of the training aircraft as the flight path crosses high and to the outside of the training aircraft’s turn circle. Crossing the turn circle, continue above the training aircraft’s POM and bank back toward the direction of turn to maintain sight and realign fuselages. A lag roll may be used to maintain sight throughout the reposition.

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A3.8.5.3.3.1.2. Maneuvering aircraft should remain slightly outside of the training aircraft’s turn circle to reestablish 2,500 feet of separation for the Bravo pass, or ensure forward LOS is observed before maneuvering back to the rejoin line.

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A3.8.5.3.3.2. Bravo Pass. The second pass demonstrates the use of lag pursuit to control AA and closure similar to a rejoin overshoot except in a more dynamic phase of flight, such as ET. This replicates a situation during ET where number 1 reverses the turn with no SA that number 2 overshot to save the bubble or 3-9 line.

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A3.8.5.3.3.2.1. Execution. The maneuvering aircraft uses the low yo-yo to increase aspect towards a 9 AA. At approximately 1,000 feet from the training aircraft, use lag to decrease AA. Plan the maneuver to attain a 6 AA at a range of approximately 500 feet. The 6 AA is achieved when the leading edge of the tail is approximately aligned with the aft end of the opposite wingtip. The maneuvering aircraft must then establish a POM that is slightly above or below number 1 approaching the 6 o’clock. When crossing the training aircraft’s 6 o‘clock (0 AA) position (inside of 500 feet, but in no case violating the 300 foot bubble), exaggerate the flight path overshoot with increased angle off. With SA or as directed by the maneuvering aircraft, the training aircraft will reverse the direction of turn, increasing closure and aspect. To control closure and complete the reposition, maneuver to the training aircraft’s new high 6 o’clock position.

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A3.8.5.3.3.2.2. Reestablish 2,500 feet of separation or ensure forward LOS is observed before maneuvering back to the rejoin line.

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A3.8.5.3.3.3. Charlie Pass. The third pass will illustrate how earlier intervention and appropriate use of power, G, and pursuit curves can solve most problems students may present. Execution. The maneuvering aircraft pulls lead and allows the AA to increase towards a 9 AA. At approximately 1,000 feet, begin using lead and lag pursuit to control AA and HCA. Plan to fly to a stabilized goal position (500 feet from the training aircraft with approximately a 4 AA and fuselages aligned). A 4 AA reference is the vertical tail on the wingtip. Approaching the stabilized position, modulate power to help control closure. Varying Gs during maneuvering will also help to control energy.

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A3.8.5.3.4. FM Level 4. The objective of FM Level 4 is to demonstrate an understanding of the aforementioned principles while the training aircraft maneuvers through a greater range of pitch and airspeed variations. This provides the opportunity to recognize and react to unexpected student errors like those that are common during poorly flown rejoins, ET, and FM. Execution. The maneuvering aircraft will attempt to maneuver to and stabilize in the ET cone by using the skills learned in previous FM levels. Errors may be introduced to achieve specific DLOs if desired. The training aircraft, with SA or as directed by the maneuvering aircraft, should reverse the direction of turn several times to create closure and angle problems.

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A3.8.5.3.5. Transition to ET. If briefed, FM may culminate with a transition to the maneuvering phase of the ET exercise. Once established in the ET cone the maneuvering aircraft will call “In”, after which both pilots will adhere to ET parameters and restrictions.

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A3.8.5.3.6. Post-Terminate Flow. Under normal circumstances the maneuvering aircraft will terminate the exercise when the DLOs have been met. If number 1 does not direct a new formation, fighting wing should be maintained until directed otherwise. The normal post-terminate maneuver is a reset to tactical with a climb back to the starting altitude block. The reset to tactical is dynamic due to the likely differences in energy between lead and wing.

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A3.8.5.3.6.1. As soon as practical number 1 should direct the formation back to tactical in the most expeditious manner depending on the geometry, airspace, and environmental conditions. A common technique to establish LAB is for number 1 to direct the maneuvering aircraft to lag the training aircraft and for the training aircraft to reverse their turn to put the formation line abreast. Both aircraft should then begin a climb with MAX power and the briefed airspeed (normally 160 KIAS) to the starting block.

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A3.8.5.3.6.2. Once established in the climb, number 2’s primary responsibility is to maintain the appropriate climb airspeed and, secondarily, to establish tactical spacing. Depending on energy states at the “terminate” call, a significant altitude difference between the two aircraft may develop to maintain LAB and proper airspeed. This is acceptable so long as visual is maintained.

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A3.8.5.3.6.3. During the climb it is imperative that both aircraft maintain the briefed climb speed without bleeding off airspeed in the turns. Number 1 may elect to turn at less G than a level tactical turn, therefore number 2 must evaluate number 1’s turn rate and adjust turn timing and geometry to stay in position. Typically these turns are referred to as “easy” turns (e.g., “Texan, easy hook right/left”).

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A3.8.5.3.6.4. While climbing back to the starting block, it is a good time to accomplish an ops check and preparatory call for the next set (e.g., “Texan, next set FM level 2 for 2”, “2”). If required, number 1 may direct a check turn left or right to force number 2 to LAB and facilitate the next setup.

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A3.8.5.3.6.5. Once the formation is re-established in the block, number 2 will stack level.

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Table A3.1. Fluid Maneuvering Exercise Levels (Training Aircraft). Columns: FM Level | Maneuver | Gs | Airspeed (KIAS) | Power (Torque). 1 | Level to slightly descending (±10 degrees) | 1 to 2 | 180 to 220 | 70–85 percent. 2 | Slight climb/descent (maximum 120 degrees bank and ±30 degrees pitch) | 2 to 4 | 150 to 250 | 85 percent–MAX. 3 | Level to slightly descending (±10 degrees), note 1 | approximately 2 | 180 to 220 | 70–85 percent. 4 | Slight climb/descent (maximum 120 degrees bank and ±30 degrees pitch), note 1 | 2 to 4 | 150 to 250 | 85 percent–MAX. Note 1: Training aircraft may reverse turn in accordance with A3.8.3.2.4.

Table A3.1 (PDF p. 279)