A2.1. Guidelines. Four-ship formation flying requires thorough planning and attention to detail from preflight through postflight. All members of the formation will be briefed and thoroughly familiar with the proposed profile and procedures. The basic formation positions, references, techniques, and procedures described for a two-ship formation also apply to three- and four-ship formations. Airspeed for rejoins will be 180 KIAS or as briefed. (T-2) Note: Throughout this attachment, aircraft will be described by their formation position (e.g., number 1, 2, 3 and 4).

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A2.2. Three-ship Formation Briefing. Normally, pilots will not plan to fly a three-ship formation. A three-ship formation is usually the result of a ground or takeoff abort by a member of a four-ship formation. Pilots will brief a three-ship contingency plan for all four ships. (T-2)

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A2.3. Runway Lineup.

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A2.3.1. Figure A2.1 depicts the runway lineups for a four-ship takeoff. See AFMAN 11- 2T-6V3, for runway width restrictions for each lineup.

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A2.3.2. Normally, a formation will use the element lineup depiction. Place number 2 on the upwind side of the runway just like a two-ship formation. If crosswinds are not a factor, number 1 will place the number 2 on the inside of the first turn out of traffic (Figure A2.2). (T-2) If runway length is not a factor, 500 feet of space between elements can also be used as an option. If using the 500 feet of space between elements the rear element may align directly behind the lead element, if briefed, as part of the departure plan.

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A2.3.3. To establish the slot lineup, number 1 will be as far to the side of the runway as practical. Number 2 will place the wingtip closest to number 1 on the centerline, ensuring a minimum of 35 feet wingtip clearance. (T-2) Number 3 will line up with 10 feet of wingtip clearance on number 2 in echelon position (helmets of numbers 1 and 2 aligned). (T-2) Number 4 will pull in between numbers 1 and 2 with wingtip clearance, aligning to the appropriate formation position on number 3. (T-2) Number 4 will pull forward enough to see number 3’s helmet but before it is blocked by number 2’s rudder. (T-2) Number 4 will not run up power until numbers 1 and 2 roll. (T-2)

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A2.4. Runups and Takeoffs.

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A2.4.1. When all aircraft are in position, number 1 will direct the engine run-up, using the same run-up procedures as in a two-ship formation. (T-2) During individual takeoffs, numbers 2, 3, and 4 may delay their run-up a few seconds.

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A2.4.2. A three- and four-ship formation takeoff may be accomplished by single-ship takeoffs with individual rejoins out of traffic or by element takeoffs. Use 6-second (minimum) spacing between individual aircraft departures. Use 10-second (minimum) spacing between elements. However, if weather necessitates an element instrument trail departure, use spacing criteria specified in Chapter 9 in combination with any local directives. Each aircraft maintains at least 1,000 feet of vertical separation from the preceding aircraft or element except where departure instructions specifically prevent compliance.

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A2.5. Takeoff Aborts. Each aircraft must be prepared to react to any situation if a preceding aircraft aborts. Options available are: (1) hold position, (2) abort, or (3) continue the takeoff as safety dictates.

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A2.6. Rejoins (From Takeoff). The type of rejoin will depend on the local departure procedures. It may consist of a turning rejoin, a straight ahead rejoin, or a combination of both. Normally, for rejoins following element takeoffs, number 3 will send number 4 to a route position with a minimum spacing of 100 feet prior to rejoining on the lead element. (T-2) Number 4 will fly a position off number 3 and should monitor the lead element throughout the rejoin. (T-2) During the rejoin, number 3 should avoid sudden power changes and abrupt flight control inputs. Each aircraft will maintain a minimum of 100 feet of separation until the preceding aircraft has stabilized in route. (T-2)

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A2.7. Turns (From Takeoff). Number 1 will start a turn and maintain briefed power and airspeed until the formation is joined. (T-2) Wingmen will begin the turn no earlier than the departure end of the runway. (T-2) Following element takeoffs, number 1 will position number 2 on the inside of the turn, allowing numbers 3 and 4 to join to the outside. (T-2) If required, number 1 may roll out and call for a straight-ahead rejoin.

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A2.8. Straight Ahead (From Takeoff). Number 1 will maintain briefed power and airspeed until the formation is joined. (T-2) Following element takeoffs, number 1 will ensure number 2 is positioned on the left, allowing numbers 3 and 4 to join to the right side. (T-2)

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A2.9. Formation Positions. The following positions are primarily from the wingman’s point of view:

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A2.9.1. Fingertip. Determine number 4’s position using the normal fingertip references relative to the number 3 aircraft. If number 3 is unstable, number 4 should fly a stable position on number 1 and constantly monitor number 3’s position (Figure A2.3 and Figure A2.4.).

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A2.9.2. Echelon. Echelon is a variation of fingertip formation in which the second element aligns itself on the same side as number 2 or vice versa (Figure A2.5 and Figure A2.6.).

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A2.9.2.1. Number 1 will signal for echelon with a radio call or wing dip (always away from the echelon) to direct the entire formation to change sides. (T-2) If number 1’s wing dips toward number 2, the number 2 aircraft will hold position. Numbers 3 and 4 will move back and down to provide adequate clearance from the lead element. (T-2) Number 3 (with number 4 on the wing) will then begin to cross to an echelon position on the wing of number 2, keeping safe clearances. (T-2) As number 3 crosses behind number 1, number 4 performs a crossunder on number 3, normally crossing number 3’s 6 o’clock as number 3 crosses behind lead. Number 4 must anticipate LOS rates and power changes to avoid falling aft and assume the new position on the other wing of number 3 (Figure A2.7). (T-2)

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A2.9.2.2. If the echelon signal is given toward the side of number 3 (the second element), number 3 (with number 4 on the wing) will move out and back and slightly down to make room for number 2. (T-2) Number 2 will maintain position until the element has spread out. (T-2) Once number 2 has determined the second element has made sufficient room, number 2 will execute a normal crossunder keeping the element in sight until moving back into fingertip on the other side of number 1. (T-2) Numbers 3 and 4 should strive to align themselves with number 2 and number 1. Smooth technique by numbers 2 and 3 will prevent a “crack-the-whip” on number 4 (i.e., larger vertical displacement the farther out from lead the aircraft is (Figure A2.8.).

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A2.9.2.3. Except for very shallow turns into the echelon, always make turns away from the echelon. Number 3 will fly off number 2 and number 4 will fly off number 3, using normal echelon references.

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A2.10. Route. The purpose and parameters of a four-ship route are the same as for a two-ship route. Due to the decreased maneuverability of a four-ship route, the wingman should favor the extended fingertip line in level flight and may maneuver behind the line to maintain spacing and sight of lead.

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A2.11. Rejoins.

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A2.11.1. Turning Rejoins.

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A2.11.1.1. During four-ship turning rejoins, wingmen will relay the wing rocking signal to the aircraft behind them. (T-2) Number 2 always joins to the inside of number 1’s turn. (T-2) Rejoin procedures for number 2 are identical to the procedures described in Chapter 9. If number 2 is slow to rejoin, it will complicate the rejoin for numbers 3 and 4, who will have to decrease airspeed and/or use cutoff to maintain proper spacing on the preceding aircraft.

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A2.11.1.2. Number 3 will always join to the outside of number 1’s turn. (T-2) The basic rejoin techniques used by number 3 are the same as those used by number 2. However, number 3 has the additional responsibility of monitoring number 2 and remaining aware of number 4.

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A2.11.1.3. Number 3 should establish an AA no greater than that used by number 2. Number 3 should accelerate to gain an airspeed advantage on number 1 and maintain a 100-foot clearance (minimum) on the lead element until number 2 is stabilized in route.

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A2.11.1.4. Number 3 should plan the rejoin to pass with a minimum of nose-tail separation behind and below the lead element as he or she moves to the outside of the turn, stabilizing in route, and slowly moving into fingertip position off number 1. Number 3 should avoid abrupt control pressure and rapid PCL movements if number 4 has closed to minimum distance (approximately 100 feet).

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A2.11.1.5. Number 4 will also always join to the outside of number 1’s turn, and basic rejoin techniques will still apply. (T-2) However, number 4 must monitor number 3 as well as the lead element during rejoin. After receiving the rejoin signal, number 4 will begin a turn to establish an AA no greater than that of number 3 or 2, while accelerating to gain airspeed advantage. Number 4 should maintain this AA on the lead element and number 3 and plan the rejoin to pass with a minimum of nose-tail separation behind and below the first element and number 3 as they move to the outside of the turn. Stabilize in route and slowly move into fingertip position off number 3. Number 4 must monitor all aircraft in the formation as the rejoin progresses.

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A2.11.2. Straight-ahead Rejoins. After completing the pitchout, number 1 will signal for a rejoin by rocking the wings or making a radio call. (T-2) To ensure the visual signal is seen by all formation pilots, wingmen will pass along the wing-rocking signal to the aircraft behind them. (T-2) Number 2 will rejoin to the left side unless otherwise directed. The second element will always join to the side opposite of number 2. (T-2) Number 4 will maintain a minimum of 100-foot clearance on number 3 until number 3 is stabilized in route. (T-2)

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A2.12. Overshoot. As members of a four-ship formation, pilots must recognize an overshoot situation as soon as possible and make positive corrections. If an overshoot is appropriate, follow previously established procedures. In addition, the following considerations apply based on your position in the formation:

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A2.12.1. As number 2, announce the overshoot over the radio to alert number 3 that you are encroaching on their side of number 1. (T-2) Number 2 should clear to ensure sufficient spacing on number 3 before returning to the inside of the turn, reestablish yourself on the rejoin line, and complete the rejoin.

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A2.12.2. If number 2 overshoots during a turning rejoin, number 3 should modify their rejoin by decreasing airspeed and adjusting your pursuit option to ensure adequate clearance as number 2 returns to the inside of number 1’s turn. If number 3 extends the speed brake or remains in zero torque to rapidly bleed airspeed, notify number 4. (T-2)

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A2.12.3. Number 4 will follow number 3 whether number 3 overshoots or adjusts for a number 2 turning rejoin overshoot. (T-2) If number 3 is overshooting, number 4 should use good judgment and a combination of trail and rejoin techniques to stay with number 3. Maintain a 100-foot clearance (minimum) until number 3 is in route. (T-2)

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A2.12.4. When executing a turning rejoin overshoot as number 3 or 4, use the same procedures as described for a number 2 overshoot. However, when stabilized on the outside of the turn, the respective aircraft should determine whether it is more appropriate to remain on the outside of the turn or return to the inside to complete the rejoin.

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A2.13. Leaving Formation (Breaking Out). Leaving formation is the same in three- and four- ship formations as in two-ship formations, except as follows:

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A2.13.1. If number 2 or 4 breaks out of fingertip formation, the remaining aircraft will maintain their original positions on number 1. (T-2) If number 3 leaves formation, number 4 will follow number 3 at a safe distance to maintain element integrity. (T-2)

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A2.13.2. Number 1 will direct the rejoin to the desired formation. An aircraft that has left formation will not rejoin until directed by number 1. (T-2)

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A2.14. Speed Brakes. Number 1 or element lead should lower and raise speed brakes by verbal signal if required. Generally, four-ship formations do not use visual signals to actuate speed brakes. Speed brakes will not be raised or lowered when the formation is in an echelon turn. (T-2)

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A2.15. In-flight Lead Changes.

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A2.15.1. Execute four-ship lead changes from fingertip or echelon. (T-2) Thoroughly review planned lead changes during the formation briefing. (T-2) The most commonly used method is for number 1 to direct the formation to go to route with the radio call. Wingmen acknowledge and move to route.

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A2.15.2. After the formation is stable in the route position, number 1 will execute the lead change by stating which aircraft will assume the lead position and on which side of the formation. For example “Texan 3, you have the lead on the left”. (T-2) The new lead will acknowledge the command, at which time the lead change is completed. The new lead will pick up the “1” call sign and confirm the new formation positions with a radio call before reforming the formation to fingertip, and beginning other maneuvers. (T-2)

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A2.15.3. During lead changes from fingertip, number 3 always becomes the new number 1; number 4 becomes number 2; number 1 becomes number 3; and number 2 becomes number 4 (Figure A2.9). (T-2)

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A2.15.4. During lead changes from echelon, original number 1 either becomes number 2 or 4 as briefed. When original number 1 becomes number 2; the original number 2 becomes number 1; and numbers 3 and 4 keep their previous positions (Figure A2.10.). When original number 1 becomes number 4, number 2 becomes number 1, number 3 becomes number 2, and number 4 becomes number 3 (Figure A2.11.).

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A2.16. Three-ship Formation.

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A2.16.1. General. If flying a three-ship formation due to a ground or takeoff abort, number 1 will be directive and renumber the aircraft in the flight. (T-2) In a three-ship formation, wingmen may fly the normal positions for number 2 and 3 or may practice phantom 2. Phantom 2 allows the wingmen to practice flying number 3 and 4 positions as if they were in a four-ship formation. If flying phantom 2, numbers 2 and 3 will fly the positions of numbers 3 and 4 (T-2) During phantom 2, turning rejoins are to the outside of the turn; straight-ahead rejoins are to the same side; and wing work is done with numbers 2 and 3 on the same side. (T-2)

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A2.16.2. Three-ship Rejoins. When flying phantom 2 for turning rejoins, follow the procedures for the second element for numbers 3 and 4. (T-2) When flying standard three ship, numbers 2 and 3 positions should use normal four-ship procedures.

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A2.16.3. Wing Work or Echelon. Number 1 of a three-ship formation uses the same signal for echelon as in a four-ship formation. If flying phantom 2, number 1 will direct echelon turns by radio call. (T-2) In phantom 2, if an echelon turn is not directed, numbers 2 and 3 will maintain fingertip references (in numbers 3 and 4 positions). Number 1 is directive when reforming the formation to the fingertip position.

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A2.16.4. Three-ship Lead Changes.

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A2.16.4.1. During lead changes from fingertip, number 1 will initiate the lead change with a radio call IAW paragraph A2.15. Once the formation is established on route, number 3 will move forward (as in a four-ship element lead change) to become number 1; original number 1 will become number 2; and number 2 will become number 3. After the lead change, the formation is in echelon position (Figure A2.12.).

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A2.16.4.2. During lead changes from echelon, the original number 1 will either drop back to the route fingertip number 2 position (number 2 will become lead, and number 3 will stay number 3), or drop back and cross behind the flight to the number 3 position (number 2 will become lead, and number 3 will become number 2).

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A2.16.5. Three-ship Lead Changes During Phantom 2. Lead changes during phantom 2 are performed from the route echelon position. Number 1 drops back and crosses behind the flight to assume the number 3 position. Number 2 will become lead, and number 3 will become number 2.

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A2.17. Lost Wingman (Three-ship).

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A2.17.1. Wings-level Flight (Climb, Descent, or Straight and Level). The lost wingman will turn away, using 15 degrees of bank for 15 seconds and inform number 1 when safely separated from the formation. (T-2) After 15 seconds, the lost wingman resumes course, and obtains a separate clearance. (T-2)

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A2.17.2. Turns (Climb, Descent, or Level). When outside the turn, the lost wingman will reverse the direction of turn, using 15 degrees of bank for 15 seconds, and inform number 1. (T-2) The lost wingman will roll out after 15 seconds, momentarily continue straight ahead to ensure separation then resume the turn and obtain a separate clearance. (T-2) When inside the turn, the lost wingman will momentarily reduce power to ensure nose-tail separation and tell number 1 to roll out of the turn. (T-2) The lost wingman will maintain AOB to ensure lateral separation then obtain a separate clearance. (T-2) Number 1 may resume turn only when separation is ensured. (T-2) If in a three-ship flight with both aircraft on the same side of number 1, refer to four-ship lost wingman procedures (paragraph A2.18.).

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A2.17.3. Precision and Non-Precision Final Approach. The lost wingman will momentarily turn away from lead to ensure separation, inform number 1, and start a climb to either the final approach fix or glide slope intercept altitude, as appropriate. (T-2) While proceeding to the missed approach point, the lost wingman will inform lead and obtain a separate clearance from approach control. (T-2) The lost wingman will either comply with the new clearance received, or fly the published missed approach, as appropriate.

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A2.17.4. Missed Approach. The lost wingman will momentarily turn away to ensure separation, inform number 1, and continue the published missed approach while climbing 500 feet above the missed approach altitude. (T-2) The wingman will obtain a separate clearance from approach control. (T-2)

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A2.18. Lost Wingman (Four-ship). Numbers 2 and 3 will follow the procedures described in paragraph A2.17 (T-2) However, because it is impossible for number 4 to immediately determine number 3 still has visual contact with number 1, number 4’s initial action must assume number 3 has also become separated. If number 4 loses sight of number 3, number 4 will proceed as follows:

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A2.18.1. Wings-level Flight. Simultaneously inform number 1 and turn away, using 30 degrees of bank for 30 seconds. (T-2) At the completion of that time, number 4 then resumes course and obtains a separate clearance. (T-2)

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A2.18.2. Turns (Climb, Descent, or Level). On the outside of the turn, the lost wingman will reverse the direction of the turn, using 30 degrees of bank for 30 seconds to ensure separation from number 1 and number 3. (T-2) The lost wingman will obtain a separate clearance. (T-2) Using 30 degrees of bank for 30 seconds will develop a significant heading change from lead. The lost wingman should maintain SA for obstacle clearance when separating from the formation. On the inside of the turn, the lost wingman will momentarily reduce power to ensure nose-tail separation and increase bank angle by 15 degrees. (T-2) Exercise caution to avoid spatial disorientation with increased bank angle in the weather. The lost wingman will tell number 1 to roll out of the turn and when safely separated, obtain a separate clearance. (T-2) Lead will resume the turn only when separation is ensured. (T-2)

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