9.41. Two-Ship Low Level Navigation.

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9.41.1. Objective. Maneuver a formation safely through a selected ground track while avoiding threats to arrive at a designated time-over-target (TOT).

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9.41.2. Description. A successful two-ship low level navigation mission will require a combination of solid low level navigation practices, formation skills, and discipline.

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9.41.3. Procedures.

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9.41.3.1. Mission Analysis. Mission analysis for a two-ship low level mission is generally more involved than a single-ship low level or a standard formation mission. The major addition in the planning process is the altering of turn points and ground tracks to ensure the formation stays in the corridor, avoids threats, and can adjust for significant terrain changes. Pilots should spend extra time during the route study and briefing phases to ensure all formation members are aware of where number 2 should fly to comply with the considerations above.

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9.41.3.2. Formation Types.

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9.41.3.2.1. Line Abreast. When flying low over relatively level terrain, LAB formation works well. LAB provides an excellent formation for clearing in a high-threat section environment. However, it is less flexible and requires a greater degree of planning. The LAB parameters described in paragraph A3.2 should be used, however number 2 will not stack lower than number 1 while in the low level environment. (T-2)

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9.41.3.2.2. Wedge. Utilize wedge when substantial maneuvering is required, such as over terrain with significant vertical development or in high threat environments. Wedge gives number 2 the flexibility to alter sides as necessary and may lessen number 1’s saturation in ensuring number 2 is on the proper side. Wedge also provides good clearing opportunities as number 1 does not have the increased planning required for LAB flight and number 2 can clear through number 1 and maneuver as necessary to avoid threats. The wedge parameters in paragraph A3.5 should be used, however number 2 will not stack lower than number 1 while in the low level environment. (T-2) Turns do not need to be called over the radio.

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9.41.3.2.3. Fighting Wing. Fly fighting wing when aggressive maneuvering is required. Fighting wing offers a great deal of flexibility, but drastically reduces number 2’s ability to clear for the formation due to the spacing restrictions (500-1,000 foot cone). The fighting wing parameters described in Section 9D should be used, however number 2 will not stack lower than number 1 while in the low level environment. (T-2)

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9.41.3.3. Departure. To enhance clearing and preparation for route entry, number 1 should send number 2 to either LAB or Wedge. as soon as possible after takeoff. Unless weather or other conditions dictate, maintain this position to the route entry.

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9.41.3.4. Route Entry. In a relatively short span of time, number 1 must locate the entry point, maneuver the formation as necessary for course alignment, call entering the route, accelerate to the planned airspeed, and call the time hack over the radio. Before commencing navigation in the low level environment, the flight lead will ensure the formation has set the appropriate altimeter setting for the Slow Speed Low Altitude Training Route (SR) being flown. (T-2) Prior planning and solid SA are imperative for a smooth entry into the low level structure. One technique is to execute a FENCE check prior to route entry. This can ensure that the formation has the planned and/or required fuel (F) to accomplish the route, ensure that the aircraft engine (E) is operating properly, ensure NAVAIDs (N) are properly set, that the formation is on the correct frequencies (C), and equipment and loose items (E) are stowed.

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9.41.3.5. Low Level “Contract” and Priorities as Lead.

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9.41.3.5.1. Navigate and Clear. Number 1 should use single-ship low level route and timing corrections to fly the route, identify all turn points and threats, and be in a position to arrive at the target on time. Roll out of each turn on the heading for the next leg. Number 1 will strive to find, call out, and avoid any threats (traffic, birds, obstacles, etc.) that could be a factor to the formation. (T-2) If able, number 1 should position number 2 on the side opposite the threats. Climb the formation in sufficient time to avoid all factor obstacles along the planned ground track unless able to visually acquire and ensure lateral separation IAW AFMANs 11-202V3 and 11-2T-6V3. If obstacle clearance for number 2 is questionable, number 1 may direct number 2 to climb without climbing the formation. TAS may help to focus the visual lookout and provide additional SA on traffic outside the formation.

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9.41.3.5.2. Maintain SA on number 2. Number 1 should direct formation adjustments as necessary and stay aware of number 2’s fuel state. Ops checks should be initiated at appropriate intervals.

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9.41.3.5.3. Communications. Use standard brevity code IAW AFTTP 3-2.5 when referring to threats (towers, traffic, etc.). (T-2) Unless local standards dictate or lead briefs otherwise, formations should use the verbiage outlined in Attachment 5 to communicate threats. The first flight member to see the obstacle will transmit their call sign, the clock position (relative to their own nose), and approximate range of the obstacle in nautical miles. The other flight member acknowledges. Flight members will use directive, then descriptive communication IAW Attachment 5 if immediate action is required to ensure safety of flight. (T-2)

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9.41.3.6. Low Level “Contract” and Priorities as number 2.

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9.41.3.6.1. Visual Lookout. Although number 1 is responsible to clear for the formation, do not hesitate to climb for own-aircraft obstacle clearance or call out threats that number 1 might not have identified.

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9.41.3.6.2. Formation Position. Always strive for the directed or briefed formation position unless safety dictates otherwise. In LAB and wedge, stack no lower than number 1. Technique is to place Number 1 on or slightly below the horizon. Whenever a flight path conflict with Lead exists, wingmen should cross high in relation to Number 1.

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9.41.3.6.3. Navigation. Only after accomplishing previous priorities, wingmen should strive to maintain sufficient positional awareness on navigation, route, and timing to back up number 1 and to know when to expect key events (e.g., threats, turns, and target acquisition). Strive to maintain enough SA to confidently assume the lead if necessary.

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9.41.3.7. Two-Ship Low Level Maneuvering.

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9.41.3.7.1. Contract Turn. Plan and fly low altitude turns by continually looking outside and in the direction of turn using MAX power and G to hold planned airspeed (2-3 Gs). It is critical that each pilot ensures the aircraft is not descending in the turn as any over-bank or incipient sink could result in impact with the terrain.

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9.41.3.7.2. Low Level LAB Turns as Lead.

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9.41.3.7.2.1. Number 2 on the Inside of the Turn. Number 1 should begin the contract turn over the planned turn point to keep the aircraft on the planned ground track. Number 2 should climb to deconflict flight paths, if necessary.

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9.41.3.7.2.2. Number 2 on the Outside of the Turn. When LAB, number 1 should direct number 2 to turn early enough to allow for number 1 to delay the turn until over the planned turn point. Since most turns are not exactly 90 or 45 degrees, turn timing may vary. For example, a turn of greater than 90 degrees will require the second aircraft to turn sooner than the normal 90-degree turn reference.

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9.41.3.7.2.3. LAB Turns of 30 Degrees or Less. Number 1 should normally use a check turn to turn to the new heading; a delayed turn is not necessary.

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9.41.3.7.3. Low Level Wedge and Fighting Wing Turns as number 1. Number 1 should initiate turns over the planned turn point or on leg timing. Number 1 should maintain SA on where their wingmen are located to maintain deconfliction during the turn.

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9.41.3.7.4. Low Level Turns as number 2. Wingmen should anticipate the turn and be vigilant for lead’s signal. Have the roll out heading in mind, execute a contract turn, and climb to deconflict if necessary. Since degrees of turn will vary, it may be necessary for wingmen to vary power and/or G loading to compensate and roll out in proper tactical position. Once lead is established on the next leg of the route, expeditiously correct back to the briefed or directed formation position as required.

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9.41.3.8. IP-to-Target Flow.

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9.41.3.8.1. Target Run. If flying LAB or fighting wing, number 1 will normally direct number 2 to wedge prior to the IP-to-target run. From LAB, number 2 may use a check turn into or away from number 1, along with power modulation, to establish the wedge position. Number 2 will maintain the directed wedge position until necessary to overfly the target in level flight.

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9.41.3.8.2. Target Egress. The flight lead will plan and brief a method for achieving the desired tactical formation (if LAB) off-target. (T-2) A common technique is for number 1 to execute an immediate in-place turn followed by a reversal to put number 2 LAB. Number 2 should typically establish the next leg heading upon target egress. If maintaining wedge or fighting wing, the wingman should flow back into this position on egress from the target.

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9.41.3.8.3. Target Egress Turn. If target is at a turn point where the next leg is approximately 60 degrees or more, number 1 can continue straight ahead for approximately 8 seconds (1/2 mile) and then both aircraft turn to the new course for the leg. This will cause the formation to be approximately 8 seconds late at the next point if no corrections are made.

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9.41.3.9. Low Level Lead Change. Accomplish the lead change IAW AFMAN 11- 2T-6V3. Normally, initiate the lead change over the radio from tactical formation.

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9.41.3.10. Contingencies. During any abnormal circumstances, it is critical to ensure terrain clearance and remain aware of the formation’s fuel state, other aircraft scheduled on the low level, other threats, and degraded situational awareness. As a general rule, initiate a climb to at least 1,000 feet AGL prior to analyzing any abnormal situation.

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9.41.3.10.1. Lost Sight Situations.

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9.41.3.10.1.1. Number 2’s Actions. During low level LAB tactical turns, a momentary blind situation is acceptable if visual with lead is regained at an appropriate time. If not regained or if sight of number 1 is unexpectedly lost at any other time, transmit your callsign along with “blind” IAW AFMAN 11-2T-6V3. Maintain current heading and climb to 1,000 feet AGL or as briefed to help ensure deconfliction and terrain clearance while searching for lead. Once visual with lead, call “visual” and continue the mission. If unable to regain sight of lead after the climb, continue to ensure terrain clearance and follow lead’s instructions.

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9.41.3.10.1.2. Lead’s Actions. If Number 1 is visual with number 2, climb to 1,000 feet AGL and talk number 2’s eyes on (e.g., “Texan 1, visual, left, 9 o’clock, 1 mile”). Consider a shallow wing rock, reference to prominent ground features, or have number 2 turn on TAS/squawk to aid number 2 in reacquiring visual. Once number 2 is visual, descend and continue the route.

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9.41.3.10.2. “Double-Blind” Situation.

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9.41.3.10.2.1. Wingman’s Actions. See “Lost Sight Situations” above.

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9.41.3.10.2.2. Lead’s Actions. Once both aircraft have called blind IAW AFMAN 11-2T-6V3, direct number 2 to climb to the minimum safe altitude (MSA) plus 500 feet, reference the current planned heading, and call level at new altitude. (T-2) Number 1 will maintain current heading and altitude until number 2 is established. (T-2) With altitude deconfliction assured, lead should climb to MSA. This will ensure both aircraft are clear of obstacles while rectifying the blind situation. Number 1 should be directive and use the techniques from “Lost Sight Situations” to regain visual.

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9.41.3.10.2.3. If visual is regained, descend and continue the route.

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9.41.3.10.2.4. If unable to regain visual, both aircraft may continue to the next turn point while maintaining altitude deconfliction, using landmarks along the route to try to find each other. When arriving at the next turn point, if visual mutual support has not been regained, number 1 will be directive. Do not continue the route as a formation if visual cannot be regained. (T-2) As a technique, number 1 may direct number 2 to climb out of the MTR to a VFR hemispheric altitude and orchestrate a single-ship recovery. Number 1 may then continue to the next turnpoint before executing a separate single-ship recovery or completing the low level. This will ensure lateral separation for the formation.

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9.41.3.10.3. Radio Failure. If either aircraft experiences radio failure, climb to a minimum of MSA, give the appropriate AFPAM 11-205 visual signals and recover VFR IAW local guidance. It may be necessary to collapse range to exchange visual signals, but do not proceed closer than 500 feet until directed.

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9.41.3.10.4. IMC Route Abort. Lead should be very mindful of weather while in LAB or wedge due to the distance between the aircraft. If unable to continue the route due to weather, lead should make every attempt to keep the formation in VMC while aborting the route. If route abort is imminent, LAB should be discontinued and number 1 should direct number 2 to fighting wing as required and maintain VMC within the route structure until able to rejoin number 2 and obtain an IFR clearance.

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9.41.3.10.4.1. Wingman rejoined prior to IMC. Comply with single-ship IMC route abort procedures in Chapter 8.

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9.41.3.10.4.2. Wingman unable to rejoin prior to IMC. In addition to complying with single-ship IMC route abort procedures, lead must ensure formation deconfliction. Number 1 will simultaneously direct the formation to execute an immediate climb to the Emergency Route Abort Altitude (ERAA) and ensure heading and altitude deconfliction between aircraft. (T-2) Number 1 will climb to ERAA. (T-2) Wingmen will climb to ERAA plus 500 feet. (T-2) Number 1 may establish diverging headings for deconfliction during the climb. Having number 2 turn on TAS and squawk may also aid in establishing deconfliction. Although the priority is complying with single-ship route abort procedures, formation, and obstacle deconfliction is the number one priority. Section 9G—Formation Recoveries

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