9.42. Objective. Lead the formation to the airfield in a safe and efficient manner.

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9.42.1. Description. Formation recoveries are similar to single-ship recoveries; however, operational restrictions can significantly change recovery options (e.g., weather minimums, runway condition, winds, etc.).

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9.42.2. Procedure. Weather can significantly complicate the recovery. In-flight checks may be difficult to perform in the weather (especially solo), and otherwise simple tasks such as changing radio frequencies can be challenging. Number 1 must consider number 2’s capabilities when developing the recovery plan. In general, number 1 should avoid low power settings (less than 20 percent torque). Instead of reducing power below 20 percent torque, the speed brake coupled with a higher power setting is recommended.

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9.42.3. Split-up in the Area.

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9.42.3.1. If single ship recovery is required, number 1 verifies number 2 has positional awareness, coordinates a new clearance for number 2, and clears number 2 off at the appropriate time.

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9.42.3.2. The designated flight lead normally coordinates the split-up in the MOA to minimize confusion and radio transmissions on the recovery.

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9.42.3.2.1. Technique. Lead may direct the aircraft with lower fuel or sooner chock time to 500' (VFR) or 1000' (IFR) below other aircraft to expedite recovery process. Lead may also direct number 2 to maintain visual or allow number 2 to orbit at the assigned altitude while relying on procedural control for deconfliction. Altitude deconfliction may be used enroute so long as each aircraft has a clearance prior to the split or the wingman can maintain own navigation if splitting under VFR.

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9.42.3.2.2. Alternatively: Lead may also direct lateral deconfliction in the MOA (or enroute) by directing formation members to a specific half of the airspace (or a new HDG/CRS/Clearance if enroute).

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9.42.3.3. Number 2 will not be cleared off until ATC clearance has been received and proper flight deconfliction has been established. Number 2 will not depart the formation until number 1 has directed the formation to split up. Even if the controller gives vectors to number 2, number 2 is part of the formation and will not comply with or acknowledge air traffic controller directions until number 1 splits the formation with a radio call “Texan 2, you are cleared off.”

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9.42.4. Descent to VFR Pattern.

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9.42.4.1. If weather allows, number 1 can direct number 2 to a position (route or fighting wing) that enhances clearing and allows greater maneuverability.

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9.42.4.2. Once established at pattern altitude inside the entry point for the VFR pattern, all turns away from number 2 are echelon unless briefed otherwise.

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9.42.4.3. Prior to initial, number 1 positions number 2 on the side opposite the direction of the break. Number 1 should ensure the initial ground track is long enough to allow number 2 to stabilize before the break.

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9.42.4.4. At the break point, number 1 gives the pitchout signal if rejoining after the pattern or clears off number 2 with a “salute” or over the radio. Number 1 smoothly turns to the downwind and delays power reduction until there is lateral separation from number 2.

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9.42.4.5. After number 1’s break, number 2 waits a minimum of 5 seconds before turning. Attain spacing in the break and on downwind. On downwind, number 2 should be slightly outside number 1’s ground track to avoid flying through lead’s wake turbulence and prop wash.

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9.42.4.6. Number 1 and 2 fly normal contact patterns. Perch points should be the same; however, number 2 should not follow a poorly flown pattern. Go-around or breakout if required.

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9.42.4.7. In crosswinds, number 1 normally lands on the downwind side of the runway. If crosswinds are not a factor, number 1 will land on the cold side of the runway (the side that both aircraft will turnoff of after the aircraft are slowed sufficiently). Number 2 will land on the hot side (with required spacing) and clear cold when the aircraft has slowed sufficiently.

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9.42.4.8. If splitting in the pattern after a formation low approach, the aircraft on the inside of the pattern pulls closed or turns crosswind first. If number 2 is on the inside, number 1 must visually clear in the turn direction, obtain clearance, and make a radio call clearing off number 2. For example, “Texan 2, you are cleared off”. Number 2 replies, “2” and proceeds as a single ship.

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9.42.5. Formation Approach. Formation instrument procedures are the same as for a single ship. Before starting an instrument penetration, number 1 determines if number 2 can be crossed under after the penetration or if it is necessary to position number 2 on the upwind side prior to penetration.

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9.42.5.1. Number 1 should position number 2 on the upwind side of the landing runway.

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9.42.5.2. Number 1 directs configuration with a radio call or visual signal. Use a radio call in IMC. The gear and flaps are normally lowered with only one signal unless briefed otherwise. Formation approaches are flown with TO flaps. Number 1 must slow down enough prior to configuration to allow for number 2 to be slow enough to configure IAW T.O. 1T-6A-1.

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9.42.5.3. After internal confirmation, number 2 checks number 1’s configuration and gives a thumbs-up signal. Number 1 checks number 2 and returns a thumbs-up if the configuration looks good.

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9.42.5.4. Number 1 transmits a “gear down” call for both aircraft after configuration confirmation. Maintain 110 KIAS minimum, 120 KIAS recommended on the instrument approach unless winds dictate otherwise.

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9.42.5.5. Stack level no earlier than glidepath intercept and when able to maintain VMC throughout the go-around or landing, but no later than one-half mile from the runway. To stack level vertically, place the pilot’s helmet in the corresponding cockpit on the horizon. To stack level laterally, use the same references as on a formation takeoff. The increased lateral spacing increases the margin of safety if problems occur prior to drop off or go- around. (See Figure 9.25.)

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9.42.6. Formation Drop-off. For a formation drop-off, plan the approach with the aircraft that will go around on the side of the formation most appropriate for maneuvering away from the landing aircraft and for follow-on maneuvering. Coordinate for the appropriate ATC clearances and instructions as soon as feasible, prior to initiating the formation drop-off. Although number 1 bears primary responsibility, pilots in both aircraft will prioritize flight path deconfliction and maintain awareness of the proximity to the element mate even after being clearly established as separate aircraft. As an example, if the landing aircraft is unable to land from a formation drop-off (e.g., poor approach or birds on final), both aircraft must be prepared to maintain safe separation as number 1 coordinates for appropriate follow-on actions (e.g., rejoin, enter the VFR pattern as separate aircraft, obtain separate clearances with ATC, etc.). If unable to accomplish the required actions for the formation drop-off in a timely manner, the lead aircraft will transition the formation to a formation low approach and notify the controlling agency.

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9.42.6.1. Clearing number 2 off to land while number 1 executes the appropriate follow- on maneuver (go-around, missed approach, climb-out, circling maneuver, or side-step maneuver) is the preferred method for executing a formation drop-off. This method simplifies number 2’s responsibilities: ensure flight path deconfliction and safely transition to a single-ship landing.

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9.42.6.1.1. Number 1. Ensure the formation is lined up on the appropriate runway, able to maintain visual contact with the landing environment, and in a position that allows number 2 to transition safely to a single-ship landing. Confirm number 2 has the runway in sight (“Texan 2, confirm you have runway 15R in sight”). After number 2 has the runway in sight, clear off number 2 (“Texan 2 cleared off to land”). After number 2’s acknowledgement, ensure flight path deconfliction by positively maneuvering away from number 2 and executing the follow-on maneuver.

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9.42.6.1.2. Number 2. Maintain as stable of a position as possible while cross- checking to locate the landing runway. When number 1 asks if number 2 has the runway in sight, respond appropriately (“Texan 2 runway 15R in sight”/”Texan 2, negative”). Once number 2 has confirmed landing runway in sight, number 1 will clear off number 2 expecting a response (“Texan 2, cleared off to land”). Once cleared off, number 2 lands single-ship.

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9.42.6.2. Clearing number 2 off for a follow-on maneuver while number 1 transitions to a single-ship landing requires additional considerations. Ensure the formation is lined up on the appropriate runway, able to maintain visual contact with the landing environment, and in a position that allows the wing aircraft to transition safely to the follow-on maneuver.

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9.42.6.2.1. If follow-on maneuver for number 2 is a go-around, missed approach or climb-out, number 1 must ensure number 2 fully understands the ATC clearance/instruction before clearing number 2 off. This may require additional intra- flight communication if number 2 is under a high task load (e.g., fingertip in IMC) and unable to write clearances/instructions or setup instrumentation for navigation. With a correct read-back of the ATC clearance/instruction from number 2, clear number 2 off with directions for the specified follow-on maneuver ( “Texan 2, cleared off to climb out/go missed approach/go-around”). After number 2 acknowledges the “cleared off” instructions with a verbatim read-back, positively confirm separation of number 2, ensure flight path deconfliction, number 1 transitions to a single-ship approach and landing. Number 2 continues with the rest of their sortie single-ship.

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9.42.6.2.2. If the follow-on maneuver for number 2 is a circling maneuver or side-step maneuver in an environment with multiple runways, number 1 must ensure that number 2 has the correct runway in sight (“Texan 2, confirm you have Runway 15C in sight”). After number 2 has confirmed the correct runway in sight (“Texan 2 runway 15C in sight”), number 1 clears number 2 off with directions for the specified follow-on maneuver (“Texan 2, cleared off to circle/sidestep”). After number 2 acknowledges the “cleared off” instruction with a verbatim read-back, positively confirm separation of number 2, ensure flight path deconfliction, and each aircraft transitions to a single-ship approach and landing on their assigned runways.

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9.42.7. Formation Drag. The purpose of the Formation Drag maneuver is to create spacing for members of the formation once in VMC to allow for each aircraft to land with spacing requirements IAW AFMAN 11-2T-6V3 without having to perform a second approach or straight-in. Prior to the VMC drag maneuver, make sure that ATC has been notified and understands the spacing requirement between the two T-6s.

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9.42.7.1. Weather Requirements. IAW AFMAN 11-2T-6V3.

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9.42.7.2. Straight-in Technique. Perform normal straight-in procedures at airspeeds IAW local procedures and make the ‘5-mile’ call.

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9.42.7.2.1. Number 1 calls “Drag” over the aux frequency at the 5-mile point. Number 1 then sets torque at 20 percent to decelerate. Once number 2 calls “Configured”, number 1 can use speed brake to continue to slow and configure with landing gear and takeoff flaps. Number 1 needs to get configured and on speed before the 2-mile mark. At the 2-mile point, proceed using normal straight-in procedures.

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9.42.7.2.2. Number 2 starts to slow using idle and speed brake once number 1 calls “Drag”, and responds with “2”. Once number 2 has slowed to approximately 140 KIAS, configure with landing gear and takeoff flaps. After confirming gear down, call “Configured” on the aux frequency. Continue to maintain spacing IAW AFMAN 11- 2T-6V3 and perform normal straight-in procedures. Consider hacking the clock to ensure proper spacing from number 1 based on number 1’s 2-mile radio call. 30 seconds would be approximately 6,000 ft separation at 120 KIAS. If after number 1 has touched down, number 2 cannot maintain minimum spacing, go-around.

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9.42.7.3. Instrument Approach Technique. Perform normal formation instrument approach procedures until approximately 3-4 miles prior to the FAF. If the formation can maintain VMC for the rest of the approach, a VMC drag can be accomplished.

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9.42.7.3.1. Number 1 calls “Drag” at approximately 3-4 miles prior to the FAF. Number 1 then sets torque at 20 percent to decelerate. Once number 2 calls, “Configured” number 1 can use speed brake and torque to continue to slow and configure with landing gear and takeoff flaps. Get configured and on speed before the FAF. After being configured and passing the FAF, fly the approach as normal.

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9.42.7.3.2. Number 2 starts to slow using idle and speed brake once number 1 calls “Drag”, and responds with “2”. Once number 2 has slowed to approximately 140 KIAS, configure with landing gear and takeoff flaps. After confirming gear down, call “Configured” on the aux frequency. Continue to maintain spacing IAW AFMAN 11- 2T-6V3 and perform normal instrument approach procedures. If after number 1 has touched down, number 2 cannot maintain minimum spacing, go-around.

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9.42.7.4. Local Procedures. Other formation drag techniques can be used as established in local procedures as long as the local procedures follow T.O. 1T-6A-1, AFMAN 11- 2T-6V3, AFMAN 11-202V3, and AFMAN 11-202V3_AETCSUP procedures.

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9.42.8. Formation Go-around.

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9.42.8.1. Number 1 smoothly adds power to approximately 50 percent torque or as required, follows normal formation takeoff, and single-ship go-around procedures.

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9.42.8.2. If required to offset during the go-around, number 1 should confirm number 2’s position and ensure number 2 has safe altitude and airspeed during maneuvering.

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9.42.8.3. Formations will follow guidance in the AFMAN 11-2T-6V3 for formation low approaches.

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9.42.9. Formation Missed Approach. The potential for lost wingman and for spatial disorientation is high. Smoothly advance power to approximately 50-75 percent or as required, as in the formation go-around, and slowly and smoothly establish the missed approach pitch attitude. Use the radio to direct gear and flap retraction. Ensure the minimum climb gradient is maintained. Radio calls to number 2, stating current aircraft attitudes, can help avoid spatial disorientation. Section 9H—Abnormal Procedures

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