# Formation Flight Formation flight allows effective employment and control of two or more aircraft to accomplish a mission. The strengths of formations include control, predictability, flexibility, mutual support, and threat detection. These basic maneuvers and formations work well for team operations and can be enlarged to accommodate platoon size and larger formations. The following formations and maneuvers are building blocks that can be modified to support unit specific missions. Joint terminology has been used to facilitate joint operations on today’s battlefield. *** ## Formation Discipline Discipline is the most important element for successful formations. On an individual basis, it consists of self-control, maturity, and judgment in a high-stress, emotionally-charged environment. Teamwork is an integral part of discipline; each individual must evaluate their own actions and how these actions affect the flight and mission accomplishment. Discipline within a flight has a synergistic effect. If the flight lead and wingmen know their respective duties, they work together as a team. Experience and realistic training leads to solid and professional air discipline. ### Crew Coordination The success and safety of multi-aircraft operations require all crew members in the flight to understand and utilize approved crew coordination techniques and terminology. Positive communication in and with each aircraft is necessary to maintain SA throughout the flight. Crew members should routinely update each other, highlight and acknowledge changes, and announce any hazards. ### Crew Responsibilities Crewmembers across the formation should apply crew coordination during all phases of the mission to include premission responsibilities. While each crewmember has their own delegated tasks to complete, they should feel free to cross-monitor all other crewmembers to achieve mission success. #### Air Mission Commander The AMC is responsible for planning, organizing, and briefing the mission; delegating tasks within the flight; and ensuring flight integrity, flight discipline, and mission accomplishment. The AMC is in charge of all flight resources and should be aware of the capabilities and limitations of each crewmember. The AMC develops mission objectives to the lowest common denominator and provides correction to wingmen that are not performing their briefed responsibilities. Additionally, the AMC ensures all members are challenged and provided an opportunity to learn and grow. An effective AMC must maintain a high level of SA and ensure the information is provided to flight members. A good AMC must be able to control the aircraft, monitor the environment, observe the performance of wingmen, and control flight execution. Upon mission completion, the AMC must be able to mentally reconstruct the mission and make an accurate evaluation during the debriefing. Under normal operations, the AMC should never relinquish the responsibility of ensuring mission accomplishment, flight safety, or air discipline. However, should the AMC be forced to leave a flight due to an in-flight emergency or the situation requires their aircraft to return to base, the designated alternate AMC assumes responsibilities. An effective AMC is a leader and manager who conducts the mission in a decisive and highly professional manner. They begin by establishing a logical order of priorities and formulating a plan. The AMC also— * Uses all available resources to gather pertinent data for the mission. * Is assertive and communicates the plan and intentions. * Encourages open communication so each crewmember is comfortable expressing their views. * Listens carefully to inputs provided and considers them individually. * Makes sound decisions based on all factors; however, is willing to modify their position if someone advocates a better plan of action. * Resolves conflicts as they arise within the crew or flight, and seeks mission accomplishment through harmonious relations within the flight. The AMC always evaluates and seeks information to ensure early detection of possible problems and reduce the potential for mishaps. They continuously challenge information and beliefs, including their own, with a firm leadership style. #### Flight Lead (Team Lead) Flight (team) lead and wingman are roles flight members fulfill based upon their positions within the flight. Team lead is used to denote the flight lead for two aircraft operating in teams. Flight lead is the formation leader designated by the AMC and is generally the most proficient PC. Flight leads are selected based on ability and demonstrated knowledge of missions and tactics, and local SOPs. The flight lead's responsibilities include navigation, en route communication (between flight members, ATC, and supported units), obstacle and threat avoidance, wingmen position awareness, and the energy states of all aircraft. The AMC may delegate some of these duties throughout the flight. Chalk 2 should always be prepared to lead the flight. #### Tactical Lead The tactical lead is a role of the first crew member to identify a threat or obstacle regardless of their position within the flight or aircraft. The tactical lead announces and selects an appropriate maneuver to engage, suppress, or bypass the threat. For example, Chalk 2 might become tactical lead when directing a break turn in response to enemy antiaircraft artillery fire. Tactical lead may change several times during the conduct of a mission. Flight lead assumes control of the flight when the situation permits and the threat is bypassed or neutralized. #### Wingmen Wingmen (chalk 2, 3…) are assigned supporting roles in the flight. They help plan and organize the mission. Formation wingmen fly their aircraft in positions relative to lead. Their responsibilities include maintaining the desired formation and providing mutual support to the flight through lookout, navigation, and firepower. They also focus on collision avoidance as well as obstacle and threat avoidance. Wingmen are also responsible for accomplishing additional tasks assigned by the AMC and questioning lead any time a significant deviation occurs that jeopardizes mission accomplishment. Other duties include performing communications and backup navigation. Wingmen must always be prepared to assume lead if needed. Wingmen engage threats as briefed (or when directed by lead) and provide support during engagements. It is essential for wingmen to understand their briefed responsibilities and execute them in a disciplined manner. ### Individual Crewmembers Each crewmember has the responsibility to provide security and mutual coverage for other aircraft in the formation. Mutual coverage is especially important in a combat environment where the flight is susceptible to an attack from enemy ground and airborne weapon systems. #### Pilot on the Controls The pilot on the controls (P\*) has the primary responsibility of safely flying the aircraft to avoid all hazards through correct power/energy management and by scanning. The P\* must also fly the aircraft in such a manner as to deny or minimize engagement by threats while maintaining a safe flight profile. The P\* coordinates maneuvers with the flight. The P\* also communicates to the crew intended plans of action to accomplish the mission or defend against a threat. #### Pilot not on the Controls The pilot not on the controls (P) monitors the flight profile of the aircraft, providing the P\* with information regarding altitude, power requirements, terrain avoidance, and airspeed. The P should accomplish all tasks inside the cockpit such as changing radios or switch positions. The P is normally tasked to navigate, communicate, and copy all clearances and reports. The P must be able to immediately assume control of the aircraft any time the P\* becomes incapacitated. The aviator must keep all crewmembers updated on the progress of the mission to enhance their SA whenever possible. #### Nonrated Crewmember The NCM must maintain SA relative to the terrain, threats, and other formation members. NCMs are also responsible for notifying the pilot of all changes in the relative position of other aircraft in the formation. This can be extremely demanding in a combat environment, especially during defensive maneuvering, where the crew is often required to direct the actions of the formation. *** ## Considerations In terrain flight, a greater number of aircraft can be more easily detected than a lesser number. In addition, a larger group requires more terrain relief to remain concealed. If a large group is necessary for the mission, dispersion can be achieved by using numerous routes with small flights instead of one large flight. The enemy situation, however, may mandate the use of one route and mass concentration of troops, which would require the larger flight. In a well-planned tactical formation flight, at terrain-flight altitudes , individual aircraft within the flight move like individual infantrymen in a squad. Flight lead selects the general direction of travel, but within those boundaries, each aircraft picks the exact piece of terrain to fly over. The aviator of each aircraft must be careful not to maintain equal distances from preceding aircraft or fly over exactly the same terrain as preceding aircraft, as this aids enemy air defense artillery (ADA) or small-arms fire. ### Techniques of Movement Multi-aircraft operations in a high-threat environment may require greater flexibility than is possible with basic flight formations. The flexibility required to conduct multi-aircraft operations at lower terrain-flight altitudes is best achieved by employing maneuvering formations in conjunction with techniques of movement. The three methods of movement used when conducting multi-aircraft operations are traveling, traveling overwatch, and bounding overwatch. #### Traveling Traveling is used to move rapidly over the battlefield when enemy contact is unlikely, or the situation requires speed for evading the enemy. All aircraft move at the same speed. This technique is the fastest method for aircraft formation movement but provides the least amount of security. Units often employ low-level and contour flight at high airspeeds using the traveling movement technique. #### Traveling Overwatch Traveling overwatch is used when speed is essential and enemy contact is possible. This technique is normally associated with reconnaissance, security, and attack missions when threat and/or environmental conditions preclude use of bounding overwatch. Lead aircraft or teams move constantly, and trail aircraft or teams move as necessary maintaining overwatch of lead. Overwatching aircraft key their movement to terrain and distance from the main element. It also remains ready to fire or maneuver, or both, providing support to main elements. Units often employ contour or NOE flight with the traveling overwatch technique using high and varying airspeeds depending on weather, ambient light, and threat. #### Bounding Overwatch Bounding overwatch is used when enemy contact is expected and the greatest degree of concealment is required. It is the slowest movement technique; too slow for high-tempo operations and too vulnerable for non-linear and/or urban operations. Individual aircraft or aircraft teams employ alternate or successive bounds. One element remains in position to observe, fire, or maneuver before the other element moves. Overwatching elements cover the progress of bounding elements from a covered and concealed position, which offers observation and fields of fire against potential enemy positions. The length of the bound depends on terrain, visibility, and effective range of the overwatching weapon system. Units normally employ contour and NOE flight with the bounding overwatch technique. Airspeed during each bound is varied depending on availability of vegetation and terrain for concealment. ### Sight Picture Sight picture is a particular angle, based on particular components a trailing aircraft sees or cues on when flying in formation on another aircraft. This is based on aircraft type and may cue on formation lights–especially at night or with NVDs. An aviator must become proficient and comfortable with this sight picture as it allows an aviator to judge attitude changes and relative position to the preceding aircraft. ### Formation Angle This is the angle relative to the aircraft being followed in formation flight. Zero degrees would be directly behind and ninety degrees would be abeam. While the angle is traditionally 30 or 45 degrees (figure 6-1), it may have to be different due to aircraft limitations. For example, at a 45-degree viewing angle between aircraft, the UH-60 helicopter has windshield posts that obstruct the aviator’s ability to see, mandating a slightly different angle to accommodate this design flaw. ### Formation Separation The space between aircraft in any given formation represents a tradeoff between the previously mentioned formation characteristics. The capability of all members of the flight to navigate and avoid obstacles without the excessive concern of colliding with other flight members is a primary factor in determining formation spacing. METT-TC drive spacing between aircraft. For example, low illumination nights usually require close spacing, while day flights can assume large separations, enhancing lead’s ability to maneuver. In choosing a sound tactical formation, lead should consider the following factors and how they affect the formation: * Threat. * Terrain. * Illumination, * Time of day. * Visibility. * Communications environment. * Capabilities of the crews and aircraft in the flight. The wingman is ultimately responsible for maintaining adequate separation to prevent collision by anticipating (and providing clearance for) maneuvering by lead. ### Horizontal Distance Formations are defined and expressed in rotor diameters (based on type of aircraft being flown) between tip-path planes or the rearward edge of the disk on the leading aircraft and the forward edge of the disk on the trailing aircraft. This distance is usually predetermined during the mission brief and established by the chalk 2 aircraft in the flight. Aircraft after chalk 2 should follow the established pattern. Horizontal distance is defined as (figure 6-1)— * Tight. The horizontal distance for tight is approximately two rotor disks. * Close. The horizontal distance for close is three to five rotor disks. * Loose. The horizontal distance for loose is six to ten rotor disks. * Extended. The horizontal distance for extended distance is more than ten rotor disks, as dictated by tactical requirements.
#### Vertical Separation Flat, stepped-up (figure 6-2), and stepped down are vertical separations. * Flat: All aircraft are flown at the same altitude. * Stepped-up: Vertical separation of 1 to 10 feet higher between lead, chalk 2, and each successive aircraft. * Stepped-down: Vertical separation of 1 to 10 feet lower between lead, chalk 2, and each successive aircraft.
{% hint style="info" %} In stepped-down formation, trailing aircraft may experience wake turbulence. To avoid this turbulence, they need to adjust their relative position. Trailing aircraft require more power to fly in this formation. {% endhint %} #### Flat Terrain Generally, in flat terrain, formation separation should increase as such formations are more difficult to detect. If the enemy detects the formation, it must choose one helicopter and potentially lose SA on the second. This aircraft may pass completely unnoticed and provide mutual support. This is true for both air and surface threats. #### Rough Terrain Rough terrain may require closer formation spacing. The tactical advantages of wide formations must be balanced with the difficulty of controlling those formations in rough terrain. The formation selected should enhance cover and concealment of all aircraft in the flight and the ability for each member of the flight to select terrain and seek concealment while still maintaining SA on lead (visual contact is desired but not required at all times). ### Multi-Aircraft Operations Briefing Regardless of the number of aircraft in the formation, the lead/wing concept should be applied. During multi-aircraft operations, additional crew actions must be considered. All multi-aircraft operations are briefed using a unit approved multi-aircraft/mission briefing checklist and should include the following: * Formation type(s). * Altitudes. * Airspeeds. * Aircraft lighting. * Lead change procedures. * Loss of visual contact/in-flight link-up. * Loss communications procedures. * IIMC procedures. * Actions on contact. * Downed aircraft procedures. * Separation. ### Lighting for Multi-Aircraft Operations AR 95-1, AR 95-2, aircraft design limitations, local regulations, and SOPs govern lighting for multi-aircraft operations (table 6-1).
### Formation Takeoff A formation takeoff is two or more aircraft leaving the ground simultaneously and then maintaining a predesignated relative position during the takeoff. Most formation takeoffs are made from the ground and liftoff simultaneously at a prearranged signal from the lead aircraft. The leading aircraft should accelerate slightly faster than a VMC takeoff, allowing the following aircraft to gain translational lift; care must be taken, however, to not accelerate too quickly and leave the flight scrambling to catch up. The initial rate of climb must be enough to clear barriers with a safety margin. Trailing aircraft maneuver into the en route formation and attain a stepped-up vertical separation as soon as possible permitting acceleration and climb to undisturbed air. Once the flight is airborne and established, the lead aircraft can slowly and smoothly accelerate to normal climb or cruise airspeed. Takeoffs should only be into the wind, especially for dust/sand/snow conditions. For moderate to heavy dust/sand/snow conditions, aircraft should take-off separately in chalk order and then conduct an in-flight join-up. ### Formation Flight En Route Formation flying is the maneuvering of aircraft according to established TTP. It includes rapid, but controlled, change from a specific formation suitable for one set of conditions to another formation meeting requirements of an entirely different set of conditions. Safe and orderly formation flight is the result of extensive training, continuous practice, and a high degree of discipline. The aviator flying each aircraft maneuvers with primary reference to only one other aircraft. The constant vigilance necessary to fly, reference the other aircraft, avoid obstacles, and incorporate an instrument scan precludes the P\* from observing other aircraft. However, P can observe aircraft other than the primary reference aircraft. In formation types requiring observation of two aircraft such as diamond or staggered, the P\* must do so with great care and precision while mainly viewing the primary aircraft. Aviators must anticipate aerodynamic interference between aircraft during formation flight. Aviators flying trailing aircraft may encounter wake turbulence (section V) if they permit their aircraft to go below leading aircraft. Flight in turbulence may result in rapid attitude (pitch, roll, and yaw) changes. Distance between aircraft can be increased or decreased to fit the tactical situation. At terrain flight altitudes, aircraft may spread out to take advantage of the terrain/tactical situation. In addition, it is less fatiguing to fly loose or extended formations as opposed to tight or close formations. All aircraft should have the P navigating in the event they must take over the lead position and assist the flight with ensuring navigational accuracy to complete the mission. Altitude and airspeed changes should be smooth and gradual especially during tight and close formations. This allows all aircraft in the formation to act in unison. Abrupt changes in altitude and airspeed by the lead aircraft may cause an “accordion” effect. This results when all remaining aircraft in the formation make correspondingly abrupt altitude and airspeed changes to maintain their relative position, and the effects are magnified as the flight progresses. When flown incorrectly, aircraft toward the rear of a formation may experience excessive rates of closure as they attempt to maintain their relative positions. ### Formation Turns The lead aircraft should make smooth constant rate turns and avoid angles of bank greater than 30 degrees. Turns at reduced bank angles require larger turning radiuses, particularly in the landing pattern, and must be considered in planning. If a large turn is required, flight lead enters the turn as early as possible to avoid excessive bank angles and subsequent recovery. This allows the flight to react in a timely manner. During a turn, the inside aircraft must decelerate slightly and drop slightly lower than the leading aircraft, while the outside aircraft must accelerate slightly and climb slightly to maintain its position in the formation. Whenever possible, the aviator avoids turns in which aircraft are forced inside the lead aircraft’s turning arc. This is usually addressed during the planning process and briefed accordingly. Aircrews should avoid planning route segments requiring heading changes of more than 60 degrees. ### Formation Changes During En Route Flight Formation changes en route require a high degree of proficiency and therefore are executed with caution and only when necessary. Any changes to a formation are specifically briefed and understood by all aircrews involved. As a technique, trail formation could be used as a transitional formation before executing the next briefed formation. ### Lead Changes Lead changes are inherently difficult, potentially dangerous, and should be executed on the ground, whenever possible. A lead change is never initiated, day or night, by accelerating to overtake the lead aircraft. Only the lead aircraft may give the signal to initiate lead changes. Flight lead initiates by a prearranged signal, and the flight acknowledges beginning with chalk 2. The lead aircraft then makes a 30- to 90-degree heading change in the prebriefed direction to depart the formation and establish separation space. Lead maneuvers a minimum of eight rotor disks to the announced side and begins to parallel the formation. When chalk 2 (the new lead) confirms and announces the former lead is clear of the flight, the former lead slows to 10 KIAS less than the en route airspeed. The former lead visually (and possibly verbally) confirms each aircraft in the flight as it passes to prevent rejoining the flight prematurely causing a midair collision. After the last aircraft (former trail) has passed by, the former lead aircraft rejoins the flight and assume the duties of the trail aircraft to include displaying appropriate lighting. The former trail aircraft then reconfigures its lighting to conform to the rest of the formation. ### Formation Landing All aircraft touch down at the same time while maintaining their relative positions within the flight. The rate of closure throughout approach and landing is somewhat slower at night than during the day. Flight lead should maintain straight-and-level flight until the desired approach angle is intercepted. Lead then maintains a constant approach angle and, where terrain and obstacles permit, makes the approach to the ground avoiding hovering turbulence and brownout or whiteout conditions. If the rate of closure is too fast, the aviator should avoid S-turns to lose airspeed. Instead, execute a go-around if unable to slow to the appropriate airspeed, especially with heavily loaded aircraft. Lead must plan to touch down far enough forward in the PZ/LZ to provide sufficient landing space for the entire flight. When planning the touchdown, consideration should be given to obstacles and power availability on the departure. If potential whiteout or brownout conditions exist, the flight may have to spread out to the briefed landing disk separation before the approach is established facilitating safe landing conditions. The AMC should consider, based on aviator experience and the environment, stacking down and landing in reverse chalk order once flight lead initiates an approach. This reduces the possibility of being caught in the cloud from the preceding aircraft and is especially true with CH-47s when executing formation flight approaches to a snow field where potential exists for sliding after touchdown. Finally, if safety is in doubt regarding landing or landing conditions, the flight lead should execute a go-around. The go-around should be executed prior to descending below any obstacles or losing ETL to prevent sudden high power demands on the other aircraft. *** ## Formation Breakup The following are four examples of formation breakup. These techniques can be adapted for use with other formation types. In addition, a flight can be disbanded by simply landing somewhere and departing separately, beginning with lead or trail aircraft and continuing in an orderly fashion. ### Breakup into Single Aircraft Aviation units should actively train formation breakup procedures to better prepare aircrews for one of the most critical procedures they could encounter. In mission rehearsals, breakup procedures should be rehearsed utilizing the method briefed. #### Method 1 Aviators may use this maneuver when an LZ is large enough for only one aircraft at a time. Figure 6-3 shows an echelon formation before breakup. Lead aircraft designates the interval (determined by required ground time, 10 seconds in this example) between breaks. Lead issues the command to execute, then turns 90 degrees away from the formation. Lead is followed 10 seconds later by chalk 2, then chalk 3, and so on. When aviators use this maneuver for landing in a single-ship LZ, the formation ideally approaches the LZ on the landing heading and starts the breakup over the LZ as shown in figure 6-4.
#### Method 2 This maneuver may be initiated anytime multi-helicopter operations are terminated. Lead issues the command to break up, and then the trail aircraft turns 30 to 90 degrees away from the formation to the clear side. Once the trail aircraft is visually confirmed clear, the remaining aircraft, in reverse chalk order, turn 30 to 90 degrees away from the formation to the clear side. Once clear of the formation, each aircraft must adjust lighting and avionics as appropriate. ### Breakup into Elements Aviators execute this maneuver from the staggered formation and breakup into elements of two or more aircraft as required. Lead announces the time interval between elements and receives an acknowledgment from each aircraft if not briefed. After lead has issued the command to execute, the first element aircraft continues on course. The remaining aircraft slow or turn by elements until each attains the desired separation. Aviators adjust exterior lighting and avionics as necessary. Figure 6-5 shows a flight of five becoming an element of two and three.
### Inadvertent Instrument Meteorological Conditions Breakup Planning Helicopter flight crews must be trained to cope with marginal weather conditions they may encounter during formation flight. All multi-helicopter operation mission briefs must include a planned response for encountering IIMC. As well as being an established part of an SOP, IIMC must be planned and briefed for all phases of the mission. During the breakup procedure, all aircraft should remain in contact with the lead aircraft and also contact ATC in chalk order for further guidance. Communication is key to a safe execution of this procedure. Aviators should perform all turns, airspeeds, and climbs at a predetermined standard rate. They should maintain prescribed headings and altitudes for each aircraft at least 30 seconds after breakup to gain separation before executing any additional procedures. The following procedures are guidelines for units to further develop their own procedures, based on mission, terrain, weather, and enemy situation. ### Breakup Procedure It is unlikely more than two or three aircraft enters IIMC before the situation is recognized and remaining aircraft take prebriefed evasive action. Vigilance, communication, and SA are important factors in avoiding IIMC. If any aircraft encounters IIMC, they notify the rest of the flight via the radio using a prebriefed code word or plain language. An example call would be “Lead is IMC, executing breakup procedure, heading 090”. The lead aircraft heading is important as the other aircraft plan their headings accordingly. A good heading choice is 10 degrees times chalk position from lead’s announced heading to the clear side of the formation. Upon hearing this message, the formation begins the breakup procedure (if unable to remain VMC) according to the prearranged plan. When aviators initiate IIMC recovery, the following procedures—for a staggered formation—are suggested. The following information relates to figure 6-6: * Flight lead continues straight ahead and reports the magnetic heading and altitude the aircraft climbs to and maintain. * Chalk 2 executes a 20-degree turn away from the flight (if staggered left, chalk 2 would turn left) and climbs 500 feet higher than the lead aircraft. * Chalk 3 executes a 30-degree turn away from the flight (if staggered left, chalk 3 would turn right) and climbs 500 feet higher than chalk 2 (1,000 feet higher than lead). * Chalk 4 executes a 40-degree turn away from the flight (if staggered left, chalk 4 would turn left) and climbs 500 feet higher than chalk 3 (1,500 feet higher than lead). * Chalk 5 executes a 50-degree turn away from the flight (if staggered left, chalk 5 would turn right) and climbs 500 feet higher than chalk 4 (2,000 feet higher than lead).
There are many variations to this technique (lead climbs to highest and others stack down 500 feet); however, it offers the simplicity of correlating chalk number to the number of degrees turning. In addition, the direction of turn is simplified by stating, in staggered left formation as an example, even-numbered chalk positions turn left and odd-numbered chalk positions turn right. While an additional 500 feet might seem excessive for each chalk number to climb above the previous chalk number, this technique offers an additional safety margin. Considerations for IIMC procedures include the following: * Enemy ADA capabilities. * Terrain elevation and relief. * Emergency minimum safe operating altitude. * Availability of location of recovery airfields. * Fuel considerations. * ACO requirements. * Turns should not exceed standard rate. * When flying near hostile borders and prohibited or restricted areas, consideration must be given to avoid flying into these areas. * IIMC should be briefed when forecasted weather conditions are less than 1,000/3 * Mountainous terrain requires detailed IIMC and innovative planning ### Threat Breakup Threat breakup is executed to evade an observed enemy engagement threatening the flight. Since combat cruise uses the two-ship section as its basic building block, large formations can easily be broken down and dispersed if attacked. Pre-mission planning should include an evasive action plan and procedures for rejoining the formation and continuing the mission. Standard threat terms listed in the appropriate ATMs should be used to identify threats. Codes such as “bandit break” for an air threat or “enemy break” for a ground threat are used to execute a threat breakup procedure. This breakup should be a last response to the enemy taking action against the formation. Formations with an odd number of aircraft could have lead, chalk 2, and chalk 3 break to the clear side of the formation and remaining pairs break in opposite directions. Aircrews must remain oriented with the other aircraft executing a threat turn in the same direction. Aircrews should descend to cover and dispense chaff or flares if equipped. PCs determine if external loads are to be jettisoned. ## Rendezvous and Join-up Procedures Rendezvous and join-up procedures are inherently difficult and dangerous maneuvers whether executed at day or night. The difficulty comes with identifying joining aircraft and judging airspeeds and rates of closure. When the tactical situation permits, rendezvous and join-up should be executed on the ground to reduce hazards. ### **Ground** Aircraft conducting rendezvous and join-up should arrive at the rally point as briefed. Once all aircraft are on the ground, they are organized into formation to continue the mission. ### **In-Flight** Aircrews should use whatever means necessary, while remaining as tactical as the situation requires, to identify the proceeding aircraft for linkup procedures. #### **Rendezvous** Rendezvous is definitely the more dangerous maneuver, especially at night with multiple aircraft joining within minutes. Vigilance is key with aircrew coordination both within the aircraft and the flight. If an airborne rendezvous is necessary, the flight lead approaches the rendezvous point at the preplanned time and altitude. After arrival at the rendezvous point, lead enters an orbit in the pre-briefed direction using a standard rate (or less) turn and airspeed of 70 KIAS or as briefed. Aircraft joining the flight should approach the lead aircraft by entering its orbit at the assigned airspeed. Aviators adjust airspeed and heading to enter the formation in the pre-briefed position. #### **Join-Up** This procedure is normally required when aircraft are not in a position to observe other aircraft departing individually or during brownout/whiteout conditions. Aircraft depart in chalk order when ready and display appropriate single ship lighting until established in the formation. Lead accelerates to the appropriate briefed airspeed, normally 70 KIAS. Subsequent chalks accelerate to no more than 10 knots greater than the briefed airspeed. Once all aircraft have completed the in-flight join-up, lead accelerates to the en route airspeed. ### Lost Visual Contact Procedures In the event an aircraft in the flight loses visual contact with the aircraft they are following, they will immediately make a radio call to lead. Lead announces heading, altitude, airspeed, and distance to the next waypoint if available. The aircraft that has lost visual contact with the flight immediately assumes flight lead’s heading and airspeed and attempt to regain visual contact. Lead must maintain this heading, altitude, and airspeed until all aircraft have rejoined the flight. The flight begins reorientation procedures. The most important consideration when an aircraft has lost visual contact with the flight is reorientation. Except for enemy contact, all mission requirements are subordinate to this action. Unit SOPs should provide procedures for reestablishing contact with the flight. Considerations should include, but are not limited to, rallying to a known point, use of covert/overt lighting, and ground rally. METT-TC, power available, and ambient light influence how contact is reestablished. When a flight rallies to a known point, the point may be an ACP along the route, a present position report or waypoint sent by lead, or a terrain feature. Situations may occur when an aircraft rejoins the flight in another position than briefed. Mission commanders may use altitude, a target reference point/priority fire zone, cardinal direction, or other method to maintain separation. Only after the entire flight is formed can the mission commander proceed with the mission. ### Communication During Formation Flight Radio communications during formation flight must be efficient and brief. The need for radio communications can be greatly reduced through the use of visual signals, established procedures in the unit SOP, and a thorough mission brief covering all contingencies. The ability to execute multi-aircraft radio-silence missions requires proficiency aircrew members achieve only through training and practice. Radio-silence missions should be used with discretion, with safety being the priority. The following situations are examples of formation flight without radio communication: * Forming of flight: Aviators maneuver the helicopters into position for the formation takeoff. At this point, the anti-collision light should be on. The pilots then turn off the anti-collision light when their aircraft is ready for takeoff and after the preceding aircraft’s anti-collision light is off. When the trail aircraft is ready for takeoff and the preceding aircraft’s anti-collision light is off, it announces to lead the flight is ready using a code word or plain language. Trail leaves its anti-collision light on for the flight. The flight then departs after the code word, ATC call, and/or on time as per the mission briefing. * Formation landing: Upon landing, all aircraft immediately turn their anti-collision light back on. Whenever their aircraft is ready for takeoff and the preceding aircraft’s anti-collision light is off, the aviator turns off the anti-collision light. When trail aircraft is ready for takeoff and the preceding aircraft’s anti-collision light is off, they announce to lead the flight is ready using the code word or plain language. Again, the trail aircraft leaves its anti-collision light on for the flight. The flight then departs as briefed. --- # Agent Instructions: Querying This Documentation If you need additional information that is not directly available in this page, you can query the documentation dynamically by asking a question. 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