9.32. Formation Departures (Figure 9.23). Environmental or training factors determine takeoff method. Number 1 will ensure all members of the formation understand the takeoff option being executed. See AFMAN 11-2T-6V3, for formation takeoff restrictions.

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9.32.1. Objective. Safely get the formation airborne.

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9.32.2. Description. There are three options for getting a T-6 formation airborne. Option 1, formation takeoff, commonly referred to as a “wing takeoff,” is the most common; option 2, interval takeoff, is generally driven by wind requirements; and option 3, instrument trail departure, is used when weather (ceiling and visibility) does not allow an interval or formation takeoff. See AFMAN 11-2T-6V3 for formation takeoff restrictions.

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9.32.3. Procedure. Details regarding the three T-6 formation departure options follow:

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9.32.3.1. Wing Takeoff.

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9.32.3.1.1. Place number 2 on the upwind side for takeoff when the crosswind component exceeds 5 knots to keep number 2 from entering number 1’s wake turbulence in the event number 2 falls behind. (T-2) If crosswinds are not a factor, number 1 should consider placing number 2 on the outside of the first turn if entering IMC. If crosswinds and IMC are not factors, number 1 should consider placing number 2 on the inside of the first turn.

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9.32.3.1.2. Number 1 takes the center of one-half of the runway and taxis a sufficient distance down to allow number 2 room to maneuver into position. Once the formation is cleared for takeoff, number 1 will look at number 2 to make sure that number 2 looks in position and watch for number 2’s head nod.

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9.32.3.1.3. Number 2 lines up on the fingertip line (tricycle gear are equally spaced) with a minimum of 20 feet of lateral wingtip clearance. (T-2) Number 2 gives a head nod to signify ready for run-up. Number 1 gives the run-up signal and looks at number 2. Number 2 acknowledges the signal with a head nod.

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9.32.3.1.4. Both aircraft smoothly increase the PCL to approximately 30 percent torque and check the engine. During the engine run-up, continue to primarily focus attention outside the aircraft with only short glances inside the cockpit. Ensure the aircraft does not creep forward.

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9.32.3.1.5. Number 1 looks at number 2. When ready for takeoff, number 2 gives a head nod. Number 1 then looks to make sure the runway is clear.

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9.32.3.1.6. Number 1 signals with 3 taps on the helmet, then for brake release with a downward head nod. Both aircraft then smoothly add power, with number 1 targeting 85-95 percent torque to give number 2 a slight power advantage.

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9.32.3.1.7. Number 2 uses power as required to maintain position on the takeoff roll. Number 2 uses peripheral vision to detect lateral movement on the runway and matches number 1’s pitch attitude. Stack level (helmet on the horizon) until the gear and flaps are raised. If unable to maintain fore or aft position with normal power settings, number 2 selects MAX power and performs an individual takeoff. Number 1 directs a rejoin when conditions permit.

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9.32.3.1.8. When the formation is safely airborne with a minimum of 110 KIAS, number 1 retracts both gear and flaps. As a technique, number 1 may give a reverse head nod prior to the retraction. Number 2 raises gear and flaps when climbing, and number 1’s gear begins to retract. If overrunning number 1, number 2 may delay retracting the gear. Number 2 should not raise the gear before number 1. Number 2 performs the after takeoff check and assumes fingertip.

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9.32.3.1.9. The first turn out of traffic is not initiated until at a safe airspeed and altitude.

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9.32.3.2. Interval Takeoff.

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9.32.3.2.1. Interval Takeoff. The interval takeoff may be accomplished from a static lineup or a rolling takeoff. Place number 2 on the upwind side for takeoff when the crosswind component exceeds 5 knots to keep number 2 from entering number 1’s wake turbulence.

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9.32.3.2.2. Static Interval Takeoff. There is no visual signal for interval takeoff. After number 2 gives a head nod that the run-up check is complete, number 1 releases brakes and performs a MAX power takeoff. Number 2 will ensure a minimum of 6 seconds spacing following lead, then perform a MAX power takeoff. Each aircraft should steer toward (but not cross) the center of the runway after the start of the takeoff roll. When airborne at a minimum of 160 KIAS, number 1 reduces power to 85 to 95 percent (or as required for an intermediate level-off) and maintains 160 KIAS.

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9.32.3.2.3. Rolling Interval Takeoff. When cleared for takeoff on a rolling interval takeoff, number 1 will taxi onto the runway (centerline or offset) and perform a MAX power rolling takeoff. As number 1 begins his takeoff roll, number 2 will taxi to the runway (centerline or offset) and perform a MAX power rolling takeoff. Number 2 will ensure a minimum of 6 seconds spacing after the preceding aircraft. The remainder of the takeoff is the same as the static interval takeoff.

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9.32.3.2.4. The rejoin may be a turning rejoin, a straight-ahead rejoin or, in some cases, a combination of both. Number 2 must be alert for transitions from one type of rejoin to another as number 1 follows the departure route. Unless briefed otherwise, number 2 will rejoin to the inside of the first turn out of traffic. If necessary, coordinate for an intermediate level off to maintain VMC until number 2 has joined. Number 2 should maintain MAX power until sufficient overtake is achieved.

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9.32.3.3. Instrument Trail Departure.

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9.32.3.3.1. Same as wing takeoff through engine run-up based on local guidance.

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9.32.3.3.2. During trail departures in IMC, sound instrument flying is the top priority and must not be sacrificed to perform secondary tasks.

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9.32.3.3.3. All formation members must strictly adhere to the briefed climb speeds, power settings, altitudes, headings, and turn points.

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9.32.3.3.4. If task saturated or disoriented, number 2 ceases attempt to maintain trail, immediately concentrates on flying the instrument departure, and notifies number 1.

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9.32.3.3.5. Takeoff spacing is no less than 20 seconds.

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9.32.3.3.6. Each aircraft climbs at MAX power at 160 KIAS and uses 30 degrees of bank for all turns.

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9.32.3.3.7. Until join up or level off, both number 1 and number 2 call when passing even-numbered thousands of feet (e.g., 2,000, 4,000, etc.) and when initiating heading changes. As a technique, DME can be added to this call if it enhances situational awareness. To maintain lateral separation, number 2 will delay all turns/heading changes as announced by number 1 by the number of seconds delayed on the takeoff (no less than 20 seconds). Acknowledgments are not required, but both aircraft should monitor radio transmissions and the progress of the other member of the formation. Immediately correct any deviations from the departure route. Using DME from a common navaid when initiating any altitude or heading changes can also aid in situational awareness on the location of the other aircraft.

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9.32.3.3.8. During the climb and through level off, each aircraft maintains positional awareness using NAVAIDs and all available aircraft systems, including the clock, TAS, and GPS.

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9.32.3.3.9. Number 2 will maintain a minimum of 1,000 feet of altitude separation from number 1 until visual. If number 2 cannot maintain 1,000-foot separation and comply with the minimum safe altitude, number 1 may reduce the vertical separation to 500 feet.

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9.32.3.3.10. If a visual join up cannot be accomplished by level off, number 1 requests 1,000 feet of altitude separation between the aircraft in the formation until number 2 is visual.

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9.32.3.3.11. Number 2 rejoins only after visually acquiring number 1 and receiving permission. After the rejoin, number 2 sets TAS and transponder to STBY.

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