9.3. Responsibilities.

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9.3.1. Flight Lead. The flight lead is ultimately responsible for the safe and effective conduct of the mission. This position gives both the authority and the responsibility of ensuring mission success to one individual who will be clearly identified prior to the mission. The flight lead is responsible for the planning, briefing, execution, and debriefing of the flight. The flight lead may delegate some or all of these mission elements but retains overall responsibility. The flight lead must focus on mission accomplishment, achievement of objectives, and safety. Consideration of the capabilities and experience levels of all flight members should help the flight lead plan a mission that optimizes training and ensures accomplishment of objectives. Under normal circumstances, the designated flight lead does not change during a mission.

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9.3.1.1. Nav Lead. Navigation (Nav) lead may be used when the flight lead wants the wingman to navigate and clear. The flight lead will fly the wing position and deconflict within the flight, but keep control of formation radio transmissions (e.g., battle damage [BD] check).

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9.3.1.2. Administrative (Admin) Lead. This is used to pass lead responsibilities to another member of the flight. The admin lead is expected to run all aspects of the profile to include navigating, managing the radios, and making changes to the profile if external conditions dictate. However, the flight lead still retains ultimate authority for the formation.

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9.3.2. Number 1 and Number 2. Within a two-ship formation (also referred to as an “element”), there are two distinct roles with well-defined responsibilities: number 1 and number 2. The designated flight lead (designated on the flight orders) does not change during the mission, however, to enhance training opportunities, numbers 1 and 2 will often swap formation positions during a sortie. The mutually understood procedures, standards, and briefed tasks form a contract between number 1 and number 2 that results in a safe operating environment. (Note: Do not confuse the terms “flight lead” and “number 1”; they are not the same.)

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9.3.2.1. Number 1. Number 1 is responsible for executing mission elements while in flight. Number 1’s top priorities include clearing for the formation, planning, and monitoring number 2. Plan all maneuvers to keep the flight well within the assigned working airspace. Use power to manage energy in a manner similar to Contact flying (see paragraph 6.5.). High performance and high-G maneuvers require smooth and deliberate control inputs to keep number 2 from exceeding G limitations. Monitor number 2 to ensure the correct position before the next maneuver. Before directing a maneuver, always consider number 2’s position and ability to safely perform such a maneuver. Execute each maneuver smoothly, allowing number 2 to maintain position without undue difficulty. It is appropriate to fly safely with minor excursions from perfect performance parameters than to be overly concerned with smoothness and compromise safety. Basic number 1 responsibilities include:

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9.3.2.1.1. Clear for the Formation. Maneuver the formation away from other aircraft and boundaries as well as maintain a safe altitude above the ground or any obstacles.

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9.3.2.1.2. Plan Ahead. Altering the profile and/or maneuvers as appropriate and ensure fuel and time are used judiciously to accomplish mission and training objectives.

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9.3.2.1.3. Monitor Number 2. Ensure number 2 is properly maintaining the assigned position. This also includes assessing parameters during maneuvers and ensuring number 2 is in a safe position prior to executing a new maneuver. Furthermore, this includes ensuring in-flight checks are completed by the entire formation in a timely manner.

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9.3.2.1.4. Navigation. Ensure the formation is at the proper altitude, airspeed, and position relative to NAVAIDs, routing, instrument approaches, obstacles, airfields, etc.

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9.3.2.1.5. Communication. Transmit and receive information for the formation. To the air traffic controller, a formation is treated as a single entity with a single voice: number 1. Unless prebriefed or included in unit standards, radio frequencies will not be changed unless directed by number 1.

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9.3.2.2. Number 2. Number 2’s primary responsibility is to maintain flight path deconfliction and proper position as directed by number 1. This includes providing mutual support and maintaining formation integrity by executing the plan as briefed, and accomplishing the tasks as directed by number 1 without compromising safety. Number 2’s top priorities include flight path deconfliction, maintaining proper position relative to number 1, and executing additional tasks as directed by number 1. During initial stages of formation skill development, number 2 should focus almost entirely on deconfliction and position maintenance. Use all of number 1’s aircraft as a reference; do not focus on just one spot. As skill at maintaining proper position improves, other lower priorities (like clearing for the formation by scanning the area around and beyond number 1) may be cross- checked but never at the expense of flight path deconfliction and proper position. Basic number 2 responsibilities include:

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9.3.2.2.1. Do Not Hit Number 1. Flight path deconfliction is paramount. Unless number 2 has called “blind”, number 2 is responsible to deconflict flight paths and prevent a collision.

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9.3.2.2.2. Keep Number 1 in Sight. Collisions within formations often occur when number 2 has lost sight of number 1. Hitting number 1blin is much less likely when number 2 can see number 1. Losing sight is not uncommon and is only a problem if number 2 fails to call “blind” with the aircraft’s altitude (this concept will be described later in this chapter).

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9.3.2.2.3. Be in Position and on Frequency. This is commonly referred to as “being there”. If number 2 is in position and on frequency, it is much easier to keep number 1 in sight and for number 1 to monitor number 2. Being in position is also a requirement for mission accomplishment.

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9.3.2.2.4. Clear for the Formation. Number 2 can clear quadrants that are impossible for lead such as number 1’s 6 o’clock. Number 1 should utilize wider formation positions (route and beyond) as appropriate, whenever possible as it allows number 2 to clear and maneuver for threats (e.g. potential bird strikes) more effectively. .

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9.3.2.2.5. Back Up Number 1. A good wingman is ready to take the lead at a moment’s notice to accomplish any tasks assigned by lead. Number 2 should strive to actively monitor navigation, communication, fuel state, mission accomplishment, etc. When number 2 can consistently back up number 1, it usually shows a readiness to become a flight lead. Never let these duties interfere with the higher priority responsibilities. If clearing, being in position or keeping lead in sight is degraded by “backing up lead”, immediately reprioritize in the order shown above.

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9.3.3. Collision Avoidance.

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9.3.3.1. Although numbers 1 and 2 are both responsible for adequate separation, generally number 2 has primary responsibility for flight path deconfliction within the element unless number 2 is unable to maintain visual. In that case, number 2 conveys a blind status to number 1. This responsibility does not transfer to number 1 unless number 2 calls “blind”. See paragraph 9.16 for further information on blind scenarios.

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9.3.3.2. Although not number 1’s primary responsibility when number 2 is visual, number 1 is still expected to monitor number 2. Periodic cross-check of number 2’s position will ensure that number 1 does not execute a maneuver that will compromise safety should number 2 be out of position.

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9.3.3.3. The following factors contribute significantly to the potential for a midair collision:

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9.3.3.3.1. Failure of number 1 to properly clear or visually monitor number 2 during a critical phase of flight, such as a rejoin or the extended trail (ET) exercise. Number 1 must monitor number 2, either directly or with the mirrors. Number 1 must be directive or take evasive action if number 2 loses sight. If number 1 loses sight and is uncertain of number 2’s position, query number 2 by stating “posit” (“Texan 2, posit?”). The “posit” call directs number 2 to provide their position. Number 2 responds with the aircraft’s position in the bearing, range, altitude format: “Texan 2, right 5 o’clock, 500 feet, low”.

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9.3.3.3.2. Failure of number 2 to execute lost wingman procedures promptly and correctly if visual contact is lost in IMC. In IMC, if number 2 cannot maintain the close formation position (hereafter referred to as “fingertip” and specifically defined in paragraph 9.21.1), using normal visual references, loses sight of number 1, or experiences spatial disorientation with the inability for a timely transfer of aircraft control to another capable crewmember, initiate appropriate lost wingman procedures as described in paragraph 9.13.

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9.3.3.3.3. Failure to recognize excessive overtake. During rejoins, compare actual airspeed with the directed airspeed. Use power and/or speed brake as necessary. If necessary, number 1 should direct an overshoot or breakout.

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9.3.3.3.4. Failure to maintain lateral or vertical separation. For turning or straight- ahead rejoins, number 2 must maintain lateral or vertical separation until closure rates are under control and stabilized in route.

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9.3.3.3.5. Failure to consider the effects of wingtip vortices. Number 2 may encounter vortices when maneuvering too close to number 1. Control difficulties associated with wingtip vortices are very dangerous. Fly within the parameters described in this chapter to avoid them. If encountered, control the aircraft, maneuver away from number 1, or perform a breakout as necessary.

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9.3.4. Call Signs.

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9.3.4.1. Aircrew of each aircraft in the formation should be assigned a call sign that has a unique word prefix and a two-digit numeric suffix. For example, Texan 11 (pronounced “Texan one-one”) and Texan 12 (pronounced “Texan one-two”) would be members of Texan 11 flight. No two airborne formations should have the same word prefix in their call sign.

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9.3.4.2. During the preflight briefing, the designated flight lead will be given the call sign that ends in 1, and the other flight member will be given the call sign that ends in 2. Under normal circumstances, if the formation breaks up, the aircraft will assume the call signs given in the preflight briefing.

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9.3.4.3. All radio calls to an agency outside the formation should begin with the full call sign which includes the word prefix and the double-digit suffix; for example, “Texan 11 level, one-three thousand”. When directing other members of the flight, it is common to use the full word prefix and single digit suffix of their position in the flight, for example, “Texan 2, break out.” When immediately responding to an in-flight directive, number 2 may simply use “2” to predicate or concisely answer radio transmissions. For example, number 2 simply responds to the directive to breakout with: “2”.

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9.3.5. Radio Discipline.

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9.3.5.1. Clear, concise, correct communications are a good indicator of flight discipline. Minimize and combine radio calls on common-use frequencies to reduce radio congestion. Unless otherwise briefed or directed, when communicating with agencies outside the formation, number 1 will speak for the flight until the formation splits up.

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9.3.5.2. Number 1 owns the radios, which means number 2 will only change frequencies when directed by number 1 or when written unit standards dictate. If number 1 uses the term “go” for a frequency change, number 2 will acknowledge before changing the frequency (e.g., “Texan, 11 go channel 5”; acknowledged with “2”). If number 1 uses the term “push”, number 2 should change to the new frequency without acknowledging (“Texan 11, push channel 5”; no acknowledgment). Number 1 adds the suffix “victor” or “aux” for the VHF/auxiliary frequency radio calls (e.g., “Texan 11, push channel 2 victor”).

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9.3.5.3. If both formation members end up on different frequencies, number 1 will get number 2 on the proper frequency either using the radio or using visual signals. Number 2 should never change frequencies without being directed by number 1 or written unit standards, and number 2 should not go hunting for number 1 (if number 1 and number 2 end up on different frequencies).

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9.3.5.4. When in fingertip formation, number 2, based on proficiency, may move to the route position when number 1 directs a channel change, and return to fingertip once on the new frequency. If in a position wider than fingertip, number 2 will remain in that position unless directed otherwise by number 1. If in IMC, number 2 will maintain fingertip spacing and, if necessary, utilize the crew concept to accomplish frequency changes.(The PF talks on the radio and the PNF accomplishes the frequency change.) If solo in IMC, change the frequency when workload permits. Wait until VMC, if necessary, and use the discrete frequency to communicate within the formation.

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9.3.5.5. When filling the number 1 position, do not use the term “lead” when referring to own ship parameters. Use “one” (e.g., “Texan, ops check, one is 600). The only time the term “lead” should be used over the radio is when executing a lead change (e.g., “Texan 2, you have the lead on the right”).

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9.3.5.6. Number 2 normally responds to all directive calls unless briefed otherwise or if the action is obvious. If a radio call is unclear, number 2 should query number 1.

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9.3.5.7. For traffic calls, transmit call sign, traffic direction (left or right), clock position, elevation (low, level, or high), and an approximate distance. For example, number 2 obtains visual contact with a potential traffic conflict: “Texan 1, traffic right, 2 o’clock, 3 miles, slightly high.”

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9.3.5.8. Military aviators use brevity code words to achieve clear, concise, correct, and effective communication. These code words are listed and defined in AFTTP 3-2.5, Multiservice Brevity Codes. Common brevity code words which aid in collision avoidance include blind, visual, no joy, tally ho, and padlocked. When referring to aircraft within the formation, use the terminology blind (lack of visual contact) or visual (positive visual contact) as appropriate. When referring to aircraft outside of the formation, use the terminology no joy (lack of visual contact) or tally ho (positive visual contact). Padlocked indicates that the pilot cannot take his or her eyes off an aircraft or ground object without losing sight of that aircraft or object.

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