NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-430 (Rev 10-23)

FLIGHT TRAINING
INSTRUCTION

FORMATION
HELICOPTER ADVANCED PHASE
TH-57

2023
 DEPARTMENT OF THE NAVY
CHIEF OF NAVAL AIR TRAINING
250 LEXINGTON BLVD SUITE 179
CORPUS CHRISTI TX 78419-5041

CNATRA P-430
N714
17 Oct 23

CNATRA P-430 (Rev 10-23)

Subj: FLIGHT TRAINING INSTRUCTION, FORMATION HELICOPTER ADVANCED

PHASE, TH-57

1. CNATRA P-430 (Rev 10-23) PAT, “Flight Training Instruction, Navigation Advanced
Phase, TH-57” is issued for information, standardization of instruction, and guidance to all flight
instructors and student military aviators within the Naval Air Training Command.

2. This publication is an explanatory aid to the Helicopter curriculum and shall be the authority
for the execution of all flight procedures and maneuvers herein contained.

3. Recommendations for changes shall be submitted via the electronic Training Change Request
(TCR) form located on the Chief of Naval Air Training (CNATRA) Web site.

4. CNATRA P-430 (New 10-20) PAT is hereby cancelled and superseded.

T. P. ATHERTON
By direction

Releasability and distribution:

This instruction is cleared for public release and is available electronically only via Chief of
Naval Air Training Issuances Web site,
https://flankspeed.sharepoint-mil.us/sites/CPF-CNATRA/SitePages/Publications.aspx.
 FLIGHT TRAINING INSTRUCTION

FOR

FORMATION HELICOPTER ADVANCED PHASE TH-57

Q-2C-3156

iii
 LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original...0...26 Oct 20 (this will be the date issued)
Change Transmittal...1...4 Nov 21
Change Transmittal…2…1 June 23
Revision…1…17 Oct 23

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 64 CONSISTING OF THE FOLLOWING:

Page No. Change No. Page No. Change No.

COVER 0
LETTER 0
iii - viii 0
1-1 – 1-8 0
2-1 – 2-36 0
3-1 – 3-4 0
A-1 – A-2 0
B-1 – B-2 0
C-1 – C-4 0

iv
 INTERIM CHANGE SUMMARY

The following Changes have been previously incorporated in this manual:

CHANGE
REMARKS/PURPOSE
NUMBER

The following interim Changes have been incorporated in this Change/Revision:

INTERIM
CHANGE REMARKS/PURPOSE ENTERED DATE
NUMBER BY

v
INTRODUCTION

This Flight Training Instruction (FTI) provides you amplifying information covering Formation
Flight and Section Low-Level Formation. You have to draw upon and apply the fundamentals
you have learned from the previous modules of instruction to successfully complete this module.
The concepts of formation flight is the capstone of this stage. The objective of formation flying
is to employ and control multiple aircraft flying in close proximity to accomplish an assigned
mission in a manner that will minimize the effectiveness of enemy opposition.

SCOPE

This publication contains maneuvers introduced in the Formation and stage of the Advanced
Helicopter Multi-Service Pilot Training System (MPTS) Master Curriculum Guide (MCG)
(CNATRAINST 1542.156 Series). It is your responsibility to have a thorough knowledge of its
contents.

CHANGE RECOMMENDATIONS

Change recommendations to this publication may be submitted by anyone to Commander

Training Air Wing FIVE and Chief of Naval Air Training (CNATRA) N7, a process which
improves training curricula and its associated training publications. This includes all personnel
involved at every level of flight training. A Training Change Request (TCR) form should be
completed and submitted for routing to the standardization office of your respective squadron.
Remember, no TCR is too small.

vi
 TABLE OF CONTENTS

LIST OF EFFECTIVE PAGES ................................................................................................. iv

INTERIM CHANGE SUMMARY .............................................................................................. v
TABLE OF CONTENTS .......................................................................................................... vii
TABLE OF FIGURES ............................................................................................................. viii

CHAPTER ONE - FORMATION COMMUNICATIONS ................................................... 1-1

100. INTRODUCTION.................................................................................................... 1-1
101. COMMUNICATIONS ............................................................................................ 1-1
102. LOOKOUT COMMUNICATIONS ....................................................................... 1-6

CHAPTER TWO - FORMATION FLIGHT .......................................................................... 2-1

200. INTRODUCTION.................................................................................................... 2-1
201. FORMATION FLIGHT .......................................................................................... 2-1
202. FORMATION MANEUVERS ............................................................................... 2-4
203. INSTRUCTOR DEMO MANEUVERS ............................................................... 2-20
204. HELICOPTER FORMATION BRIEF ............................................................... 2-24
205. NATOPS-BY-EXCEPTION BRIEF .................................................................... 2-35

CHAPTER THREE - TACTICAL FORMATION ................................................................ 3-1

300. INTRODUCTION.................................................................................................... 3-1
301. SECTION LOW-LEVEL FORMATION FLIGHT ............................................. 3-1

APPENDIX A - GLOSSARY................................................................................................... A-1

A100. - N/A ....................................................................................................................... A-1

APPENDIX B - FORM COVER SHEET ................................................................................B-1

APPENDIX C - FORM COMMUNICATION SCRIPT ....................................................... C-1

vii
 TABLE OF FIGURES

Figure 1-1 Joint Brevity Term List ......................................................................................... 1-5

Figure 1-2 Lookout Responsibilities ........................................................................................ 1-6

Figure 2-1 Cruise Formation ................................................................................................... 2-3

Figure 2-2 Wing's Cruise Position ........................................................................................... 2-6
Figure 2-3 Fan Break Procedure ........................................................................................... 2-23

Figure 3-1 Combat Cruise ........................................................................................................ 3-2

Figure B-1 Formation Smart Card Example .........................................................................B-1

viii
 CHAPTER ONE
FORMATION COMMUNICATIONS

100. INTRODUCTION

This chapter introduces the student to the basic fundamentals of communications within a
formation of aircraft. The procedures contained herein are intended to provide a foundation for
communication which will meet most mission requirements.

101. COMMUNICATIONS

1. Application

In any combat situation, command and control is critical. Good communications are essential to
winning on the modern battlefield. The enemy will employ various methods to disrupt
communications. To the aviator, this means effective use of the radios. Even when the enemy is
not using jamming, they might be monitoring aviation nets for intelligence. Improper radio
discipline could cost lives. Tactical situations dictate prudent use of all available
communications.

Clear and concise communication is essential for effective aircraft employment. Communication
brevity is used to alleviate confusion and provide a common knowledge of critical information
during tactical operations. Standard brevity terms are an essential element because it reduces the
time required to transfer information and enhances understanding without reducing the quality of
information in the transmission. Communication cadence is also essential as it assigns each
member of the flight a priority for communications depending on the phase of the mission.
However, each member of the flight is allowed to talk by exception to increase the flight’s
overall Situational Awareness (SA). A critical point of comm brevity and comm cadence is that
it not only tells aircrew when to talk, but also, and more importantly, when to listen.
Standardized radio procedures will significantly reduce unneeded radio transmissions, thus
denying the enemy valuable information.

Detailed communication planning is also essential. During the planning phase, do not rely on
electronic communications. Anticipate the need for visual signals, brevity codes, and ground
reference points to aid in communication. Plan the mission from beginning to end in detail
emphasizing simplicity.

A thorough mission brief is the start of your communication plan. When little to no verbal
communication is used, each aircrew member must be thoroughly familiar with the mission and
its execution. This familiarity must be such that if the lead aircraft is compromised, any member
of the flight may complete the mission.

Great care should be taken in the brief presentation. The bulk of the brief should be spent on the
execution portion, specifically the actions in the objective area. Administrative matters should
be covered but should not be the focus of the brief.

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CHAPTER ONE FORMATION HELICOPTER ADVANCED PHASE TH-57

Whenever possible, the briefer should present the flight members with copies of all pertinent
information in what is called a “Smartpack” (covered in Chapter Three). This will cut down
drastically on time spent and mistakes made in hand copying information. Thus, the aircrew can
pay full attention to the briefer.

A time for questions at the end of the brief will ensure each individual fully understands the
mission and their role.

2. External Communication Procedures

External communications are those done with agencies or individuals outside your section. All
external radio communications will utilize an external call sign, which will be your Section
Lead’s call sign. Initial communication with an external agency will require the external call
sign followed by how large the flight is. For example: “Approach, Eightball 123, flight of two,
request.” Subsequent communication transmissions with the same external agency can replace
“flight of 2” with “and flight.”

3. Internal Communication Procedures

Internal communications are those done between the aircraft in the section. Usually in the fleet,
your external call sign is your internal call sign. In the training command, each section is
allowed to come up with their own internal call sign. This call sign should be two syllables and
shall be professional. The Section Lead reserves the right to veto any inappropriate or unsuitable
internal call sign. The internal call sign alleviates confusion over common frequencies when
multiple sections may be established in the training area. If the internal call sign is “Rooster,”
Lead will be “Rooster 1” and Wing will be “Rooster 2.” Wing position will use “Rooster 2”
throughout the conduct of the flight. When either aircraft directs the section to do something,
they will use their internal call sign: “Rooster flight, push button 6.” When rogering up to a
direction from Lead, the response is your internal call sign. The exception to this is rogering up
the maneuvers in the working area or at the OLF. Follow the examples provided in Appendix C,
Formation Communication Script, for those communications.

All pilots should know and practice sound communication brevity and cadence. This means
listening and responding appropriately to only those transmissions affecting them. The
following standard communication procedures will be utilized during the formation phase of
training.

a. Radio Check-in Procedures. The Section Lead will check the flight in at the
beginning of the flight or following a frequency change to ensure everyone in the
flight is up on the desired frequency. This is accomplished by calling “check radio”
utilizing the flight call sign. A check-in is always done at the beginning of a
formation flight to ensure each radio is working properly in each aircraft, and that all
aircraft are ready to continue with the briefed timeline. After a positive or automatic
switch, a check-in may be required to ensure the flight is on the correct frequency.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER ONE

Example:

Lead - “Rooster flight, check Uniform/Victor”

Wing - “Rooster 2”

b. Frequency Changes. There are two basic ways to accomplish a frequency change.
These are:

i. Positive Switch. Under this method, the flight is directed to make a frequency
change. This direction comes in the form of a radio call. This direction may
come from someone within the section or an agency external to the flight
(e.g., Clearance Delivery, Ground, Tower, or Approach Control).

Example:

Lead - “Rooster flight, push ground”

Wing - “Rooster 2”

(All aircraft now switch to ground)

Lead - “South Ground, (aircraft call sign), flight of two, taxi…”

Utilization of the positive control method ensures all aircrew hear and comply.
This will also ensure no one gets lost among the frequency changes.

ii. Automatic Switch. Under this type of frequency change, the flight will change
frequencies as specified in the brief. This could be a specific time or over a pre-
designated visual check point. This method depends on each aircrew member
taking detailed notes in the brief and paying very close attention during the
flight. These frequency changes may or may not be accompanied by a check-in
which should be covered in the brief.

Example:

Lead - “South Ground, (aircraft call sign), flight of two, taxi…”

Ground - “Roger, (aircraft call sign) and flight, you’re cleared to taxi…”

Lead - “(Aircraft call sign) and flight, Roger”

(The flight taxis as instructed, and all aircraft automatically switch to tower
frequency when Lead is 200 feet from the hold short).

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CHAPTER ONE FORMATION HELICOPTER ADVANCED PHASE TH-57

Lead - “Tower, (aircraft call sign), flight of two, number one holding short…”
The automatic switch requires more detailed planning. The switch from one
frequency to the next may be accomplished in many different ways (e.g., by
time, location or after pre-briefed radio calls).

c. Negative Check-ins. Check-ins will not be conducted on Air Traffic Control (ATC)
frequencies due to not having a dedicated inter-flight frequency. However, one
caveat is that no intra-flight communications be conducted over frequencies the
training command does not own, (e.g., ground, tower, approach, etc.), this includes
positive switches and check-ins. The exception would be in an emergency like IIMC.

4. Brevity Code

In any communication intense environment where an aviator may require brief transmissions,
short, explicit transmissions understood by all are mandatory. The use of a standard brevity
terms will prove useful to reduce the length of all transmissions.

Each individual is required to memorize all applicable brevity terms. Individuals are
discouraged from using brevity codes of their own, as it will tend to confuse matters in critical
situations. The following brevity terms should be used during these flights.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER ONE

ABORT Cease action/attack/event/mission.

Reference number used to indicate such
BASE (+/- number)
information as headings, altitude, fuels, etc.
BINGO Fuel state needed for recovery.
System indicated is inoperative. Cancelled by
(system) BENT
SWEET.
No visual contact with FRIENDLY
BLIND
aircraft/ground position. Opposite of VISUAL.
Fly at maximum continuous speed (military
BUSTER
power).
BUTTON Radio channel setting.
Turn (number) degrees left or right and
CHECK (number, LEFT/RIGHT)
maintain new heading.
Acknowledges sighting of a specified
CONTACT
reference point (either visually or via sensor).
FEET WET/DRY Flying over water/land.
A helicopter's fuel quantity, expressed
FUEL STATE (time) in hours and minutes before having to make a
controlled emergency landing.
HOLDING HANDS Aircraft in visual formation.
HOME PLATE Home airfield or ship.
Fuel state above BINGO at which separation or
JOKER
BUGOUT or event termination should begin.
KICK (appropriate * Change radio or data link to a specified net or
frequency) frequency. Also see PUSH.
Cease all air combat maneuvers/attacks/
KNOCK IT OFF
activities/exercises (training use only).
LAME DUCK An aircraft in a minor state of emergency.
Aircrew does not have the ground object,
LOOKING reference point, or target in sight (opposite of
CONTACT).
ON STATION Unit/aircraft has reached assigned station.
OPENING Increasing in separation.
ORBIT(ING) Hold/ (holding) on current or indicated position.
PIGEONS Magnetic bearing and range to HOMEPLATE.
PLAYMATE Cooperating aircraft.
Switch to communication channel number
preceding POGO. If unable to establish
(freq) POGO (freq) communications, switch to channel number
following POGO. If no channel number follows
POGO, return to this channel.
POPEYE Flying in clouds or area of reduced visibility.
Switch to designated frequency; no
PUSH (channel)
acknowledgment required.
Sighting of a friendly aircraft or ground position.
VISUAL
Opposite of BLIND
26 July 2016
ATP 1-02.1/MCRP 3-30B.1/ 7
NTTP 6-02.1/AFTTP 3-2.5

Figure 1-1 Joint Brevity Term List

FORMATION COMMUNICATIONS 1-5

CHAPTER ONE FORMATION HELICOPTER ADVANCED PHASE TH-57

102. LOOKOUT COMMUNICATIONS

In the modern battlefield, survival is intrinsically linked with finding and recognizing the enemy
first. The helicopter's primary defensive weapon is avoidance of the threat. It is imperative each
crewmember has an assigned lookout sector and each aircraft in a flight has a primary area of
responsibility.

Pilots shall assign each crewmember a sector of lookout responsibility. Within the limitations of
aircraft configuration, the combination of all such sectors shall provide 360º of lookout around
the aircraft. Horizontal lookout sectors shall be overlapping per Figure 1-2 and designated by a
clock code with 12 o'clock oriented on the nose of the aircraft. Vertical sectors shall be
designated with reference to the aircraft’s perceived horizontal reference plane: HIGH is a
position above the aircraft, LOW to a position below the aircraft, and LEVEL is a position level
with the aircraft.

Figure 1-2 Lookout Responsibilities

Individual lookout sectors and responsibilities shall not be modified or relaxed when a helicopter
is operating as a flight. Safety of the flight depends on the concept of several sets of eyes
scanning the same or overlapping sectors to provide a better chance for timely attack warning
than would be the case if each aircraft or aircrew were assigned a separate lookout sector. Clock
code references for a flight shall be referenced from Lead’s 12 o’clock position.

Any crewmember that observes another aircraft, must immediately inform the pilot of the
location and type. The pilot will then alert the flight with a response from all flight members.
The position of a fixed-wing aircraft shall be expressed as the relative bearing in clock code and
altitude in relation to the aircraft’s horizontal reference plane.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER ONE

Example:

Lead - “Rooster flight, fixed-wing, five o’clock high”

Wing - “Rooster 2, visual”

a. Visual - refers to sighting of a friendly aircraft or ground position. Opposite of

BLIND.

b. Blind - No visual contact with FRIENDLY aircraft/ground position. Opposite of

VISUAL.

c. Contact - Acknowledges sighting of a specified reference point (either visually or via

sensor)

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1-8 FORMATION COMMUNICATIONS

 CHAPTER TWO
FORMATION FLIGHT

200. INTRODUCTION

This chapter introduces the student to the basic fundamentals of formation flying. The
procedures and positions contained herein are intended to provide a foundation for formation
flying which will meet most mission requirements.

201. FORMATION FLIGHT

1. Application

It is essential that the basic fundamentals of formation flying be practiced in preparation for
combat readiness.

The number of formation aircraft required to accomplish a mission varies. A section will
consist of two aircraft, a light division will consist of three, and a division will consist of
four (two sections). Five or more aircraft constitute a flight. Within any formation flight,
there are certain terms used to designate aircraft within the flight as well as leadership
designations or “chain of command” within the flight. The aircraft commander designated as
the Flight Lead is ultimately responsible for mission accomplishment, and provides
guidance for the conduct of the flight via a thorough mission brief and in-flight
instructions. The other aircraft are considered the wingmen who are responsible for maintaining
flight integrity and complying with the Section Lead's directions. These designations are made
prior to the mission, identified on the flight schedule, and adhered to rigidly unless Lead
becomes compromised or otherwise unable to carry out the leadership responsibilities. “Lead”
is a term used to indicate the first aircraft in a formation, and the term “Wing” applies to
the other aircraft in the flight. The lead aircraft does not necessarily have to be Lead. For
example, a Section Lead can be flying as a wingman in the flight. Regardless of position in the
flight, the Lead is ultimately responsible for the overall success or failure of the mission. All
discussions in this manual assume a section unless otherwise noted.

Two of the basic types of formations are parade and cruise. Parade is used primarily when
there is a requirement for aircraft to fly a fixed bearing position in close proximity to each
other, and maximum maneuverability is not essential. It is most frequently employed during
arrival at or departure from ships or airfields, or during flight demonstrations. Power is varied to
maintain position. Cruise is used to afford Lead more freedom to maneuver the flight while
minimizing wingman workload, and allowing Wing more fuel conservation. Lead must be
able to use the formation as an integral unit and still be free to turn, climb, or dive the formation
with few restrictions. The cruise formations outlined herein afford that flexibility. Wing will
use varied radius of turn rather than power to maintain position.

Combat Cruise formation is designed to provide maximum flexibility and individual

aircraft freedom to increase maneuverability, lookout doctrine, and terrain masking for
the section. It will be covered more in-depth in Chapter 3.

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CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

2. Relative Motion

Essentially, formation flying is nothing more than controlling the relative motion between
aircraft. To maintain a fixed position the relative motion must be stopped. To maneuver safely
in relation to another aircraft, the direction and rate of motion must be controlled. Lead is
considered “fixed” and any movement between aircraft is considered as movement of Wing in
relation to Lead. In formation flying, Lead becomes the primary reference, therefore, it is
important for Lead to be as stable as possible.

Relative motion can be resolved into movement about any one or a combination of all three axes.
Wing’s position in relation to Lead will be based on step-up, bearing, and distance. Step-up is
commonly used in helicopter formation flight, and is the standard vertical separation between
Lead and Wing giving Wing a higher altitude than Lead. Bearing and distance have the same
definitions as Primary. Step-up, bearing and distance are mainly changes in only one phase or
plane. Step-up is an altitude correction and should be mostly controlled with collective. Bearing
is a lateral, horizontal plane correction and should be mostly controlled with lateral cyclic.
Distance is a longitudinal, horizontal plane correction and should be corrected by increasing or
decreasing airspeed with fore or aft cyclic in addition to some power. Because of the
interrelation of controls, it is not possible to entirely correct for undesired movement with any
single control. All controls must be coordinated to fly formation properly. During formation
training, practice should consist of correcting one plane at a time (set-up, bearing, distance) at
first, then progressing to correcting all deviations with multiple control inputs.

3. Lead and Wing Responsibilities

a. Lead provides a stable platform.

b. Wing ensures proper separation from Lead.

c. Lead makes all applicable external radio calls for the section.

d. Lead ensures safe navigation for the flight.

e. Wing backs up Lead on all external radio communications and navigation.

f. Wingman PAC initiates all maneuvers during CNATRA formation training.

g. Lead “rogers” all maneuvers during CNATRA formation training.

h. Both aircraft ensure the section is clear from obstacles.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

Figure 2-1 Cruise Formation

4. Formation Positions

a. The Cruise Position

Description

i. Cruise is used en route when maneuverability and navigation by all aircraft are
the primary considerations. Wing maintains position through radius of turn
with minimal power adjustments when Lead turns. Using radius of turn vice
large power adjustments to maintain position allows Wing to approximately
match Lead's fuel consumption, enabling both aircraft to arrive at the operating
area with enough fuel on board to complete the assigned mission. If the radius
of turn concept is not employed by Wing, Wing may have insufficient fuel to
complete the mission. Cruise formation may be flown at any airspeed, but for
training purposes it shall be flown at 80 KIAS when practicing maneuvers, and
at 100 KIAS while transiting to and from the designated operating area.

ii. The cruise position is defined as ten feet of step-up, on the 30º bearing line, and
at three rotor diameters of longitudinal separation measured from blade tip to
blade tip (See Figure 2-1). Wing is free to slide to either side of Lead. Wing
should stay out of the trail position.

iii. Ten feet of step-up can be maintained by placing Lead's rotor hub just below the
horizon.

FORMATION FLIGHT 2-3

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

iv. The 30º bearing line line is measured from Lead's tail or 6 o’clock position,
which is defined as the 0º bearing. The 30º bearing line is attained by lining up
the near skid heel with the far skid toe on Lead.

v. Three rotor diameters in the TH-57 is approximately 100 feet of separation

between rotor tips of both aircraft. One hundred feet is also the distance
between spots at South Whiting. A three-rotor diameter is approximated when
Wing can just read Lead's bureau number and cannot read “TH-57C” on the
lower section of Lead's vertical fin. Only through practice and concentration
can this position be maintained with any proficiency.

vi. A helpful ditty is “Step-up, Bearing, Buno, Ball.”

b. Common Errors and Safety Notes

i. When flying in cruise formation, remember that all aircraft are a team. Wing is
responsible for maintaining position relative to Lead.

ii. Utilize small, smooth control inputs. The purpose of cruise is to provide tactical
control of several aircraft while reducing fuel consumption and pilot fatigue.

iii. Lead must be especially alert. Keep your “eyes out of the cockpit” and be
aware of the formation's reduced maneuverability.

iv. Good basic air work is essential for Lead.

v. The most common error in formation operations is Lead's inability to manage

more than one aircraft.

vi. Wing's PAC shall keep Lead in their scan but strive not to stare at Lead. Wing's
PNAC must perform copilot duties to include an overlapping outside scan due
to the primary scan focus of the PAC on Lead.

vii. Maintain balanced flight while in formation (except for takeoff and landing) and
avoid the tendency to point the nose of the helicopter at Lead with the pedals.

202. FORMATION MANEUVERS

1. Section Taxi

a. Application. Both aircraft must taxi as a section yet are unable to taxi in parade or
cruise formation. Wing needs to be in close proximity to Lead to show that they
are taxiing as section, but far enough away to allow a safe interval. A safe distance is
one rotor distance from Lead’s tail rotor to Wing’s tip path plane.
b. Procedures

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

i. Lead should make all radio transmissions to ground and tower for taxi and
takeoff instructions. Lead should check-in Wing on VHF and UHF primary
frequencies prior to calling for taxi. If the Automated Terminal Information
Service (ATIS) is available, report the information designator when calling for
taxi. An example of Lead's section taxi call should be as follows:

“South Whiting Ground, (Section Lead call-sign), flight of two, wingman's side
number_____, taxi VFR to the East/West, (time), two souls each aircraft from
spots ___________, with information ____.”

ii. Both Lead and Wing must know each other's position on the parking ramp prior
to taxi. If necessary, plan to meet at a specific point (also called marshalling)
prior to switching to tower frequency for takeoff clearance.

iii. Once the section is formed, continue taxiing in trail for takeoff. Wing should
stay at a comfortable position behind Lead and remain out of Lead's rotor wash.
Excessive power may be required due to the disturbed air caused by Lead's
main rotor.

c. Crew Resource Management

i. Lead PAC makes all radio calls for formation. (Communication)

ii. Wing is ready with all automatic frequency changes. (Situational Awareness)

d. Common Errors and Safety Notes

i. Lead taxis too fast or does not wait for Wing to pick up from their spot.

ii. Wing taxis too far in trail allowing other aircraft to cut between them.

2. Section Takeoff

a. Application. Section takeoffs are frequently used during normal missions and should
be practiced maintaining proficiency. Power available, wind direction and velocity,
and terrain features should be considered in determining aircraft positioning for
takeoff.

b. Procedures

i. Lead obtains clearance for takeoff from the tower, notes the winds on the
windsock or as reported by the tower, and positions the aircraft on the
downwind side of the runway. Wing follows Lead onto the runway and
assumes the cruise position on the upwind side of the section (Figure 2-2).
Each aircraft will take the center of their side of the runway.

FORMATION FLIGHT 2-5

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

Figure 2-2 Wing's Cruise Position

ii. When both aircraft are in position, a clearing turn shall be performed. The
clearing turn is accomplished by both aircraft turning 45º towards each other.
The pilot on the inboard side in each aircraft shall inspect the integrity of the
other aircraft and clear the section on their respective sides, behind and above,
while the other pilot in each aircraft checks the instruments and caution lights.
When the section has completed these steps and the section is clear, the ready
signal is given. The ready signal is searchlight on or “thumbs up.”

iii. When the ready signal is given, both aircraft will turn back to the appropriate
takeoff heading, and Lead will commence a normal transition to forward flight.
Lead should avoid gaining excessive altitude at low airspeed. Focus on normal
transition to forward flight parameters allowing Wing to gain position without
utilizing a high-power setting. This may require Lead to take a little power out
once through translational lift. Wing should maintain the cruise position
throughout the takeoff, yet be mindful of maintaining their aircraft within the
safe region of the H-V diagram. Wing shall be in the cruise position prior to
executing cruise-type maneuvers.

c. Crew Resource Management

i. Lead PAC makes all radio calls for formation. (Communication)

ii. Lead PNAC/Wingman PNAC signal when ready for takeoff by turning search
light(s) on, then off and/or giving a “thumbs up.” (Communication)

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

d. Common Errors and Safety Notes

i. As Wing, avoid the common tendency to be late applying power and getting in
Lead's rotor wash.

ii. As Lead, avoid rapid power changes or continuous operation at maximum

power. BE CONSIDERATE of your Wing. Take some power out once safely
through translational lift.

iii. As Lead, avoid becoming too concerned with flying too slow or low in order to
try to help Wing. This may place Wing in a position where they have to greatly
reduce power to avoid inadvertently overtaking Lead, causing them to fall
outside of the safe region of the H-V diagram.

iv. Upon the completion of a Lead change at an outlying field, Wing may now be
on the downwind side of Lead. To preclude a potential over-torque situation
during a downwind takeoff, Wing shall pedal turn 90º and taxi to the opposite
side of Lead, maintaining safe lateral separation from Lead. Once in cruise
position, on the upwind side of Lead, both aircraft will execute a clearing turn
prior to takeoff.

v. As Wing, avoid the tendency to close laterally with Lead due to a narrow scan,
which focuses solely on Lead. Use of an active scan to maintain your position
and takeoff lane relative to Lead will assist in holding a more solid cruise
position during takeoff.

3. Crossover (Straight and Level Flight)

a. Application. A crossover is a maneuver used to switch sides safely while in parade

position. This maneuver is only used during parade formation and directed by Lead.
A cruise-modified version of this maneuver is used for training purposes to teach
Wing control of relative motion while safely maneuvering about Lead. Parade
Crossovers are flown as a precision maneuver with four distinctive positions,
whereas, Wing crosses at will in cruise. For training purposes, Wing shall announce
the initial crossover to Lead. Crossovers shall be practiced at 80 KIAS.

b. Procedures

i. Wing shall initiate the maneuver by announcing “Rooster flight, Crossover.”

Lead shall acknowledge by saying “Roger Rooster flight, Crossover” prior to
Wing commencing the maneuver. Lead should acknowledge if there is not
enough room in the working area to commence the maneuver.

ii. Lead clears the flight and maintains constant heading, altitude, and airspeed.

FORMATION FLIGHT 2-7

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

iii. Wing shall increase step-up to 20 feet while maintaining bearing and distance.
The 30º bearing with 20 feet of step-up is visualized when Lead's far skid toe
just touches the bottom of the fuselage (scratching the belly). It is also
recognized by the horizontal stabilizer in the elbow (tip in the pit).

iv. With 20 feet of step-up, start a slide to cross Lead's tail. This is accomplished
by turning towards Lead only long enough to gain an angular difference from
Lead's heading, and then going back to a wings level attitude. A slight increase
in power and some forward cyclic will be required to maintain longitudinal
separation as Wing now has a diagonal movement in relation to Lead's flight
path.

v. Keep Lead in sight at all times. Lead should slide across Wing’s windscreen
just above the instrument panel. It is not intended to maintain three rotors while
crossing. Wing will get inside three rotors with the closest position being at
Lead’s six o’clock. The intent is to do a sliding point-to-point to the correct
bearing and distance on the other side.

vi. A visual picture of 20 feet of step-up while crossing Lead's tail is the upper anti-
collision light passing through the exhaust stacks (smacks through the stacks).

vii. Once positioned on the new 30º bearing, Wing should reduce power, realign
heading with Lead, and momentarily stabilize on the new bearing with 20 feet
of step-up. Wing will then reduce power to drop down into the cruise position
until repeated or a new maneuver is initiated.

c. Common Errors and Safety Notes

i. Lead must present a stable platform.

ii. Excessive step-up by Wing may result in losing sight of Lead and possible
midair collision.

iii. Poor power and cyclic control by Wing will result in excessive aft drift while
crossing over, thus requiring excessive power to regain position.

iv. Arcing around to the new bearing rather than flying straight across.

4. Cruise Turns

a. Application. A cruise turn is a radius of turn maneuver enabling the pilot to practice
maintaining cruise position while in a turn without adjusting power.

b. Procedures

i. Wing initiates the maneuver by announcing, “Rooster flight, Cruise Turns” on

the UHF radio. Lead shall acknowledge with “Roger Rooster flight, Cruise

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

Turns” prior to commencing. Lead should not acknowledge if there is not

enough room in the working area to commence the maneuver.

ii. Lead must maintain a constant altitude, power setting, and angle of bank
(AOB). When setting constant power, think "Check Torque" as a verbal
reminder. Cruise turns should be commenced at an airspeed of approximately
80 KIAS, and a recommended minimum altitude of 1000 feet AGL. Lead’s
AOB should remain constant. For the purpose of training, 20º AOB will be
used for this maneuver.

iii. Lead clears the flight, checks torque for 80 KIAS, and smoothly rolls 20° AOB
in either direction, maintaining altitude with cyclic, and a constant power
setting. The initial airspeed of 80 KIAS may dissipate during the turn to a
minimum of 60 KIAS, at which point power may be added to remain above
60 KIAS.

iv. Lead will continue to turn using 20º AOB until the Wing calls for a reversal by
saying, “Rooster flight, reverse.” Lead will not respond, and will reverse the
turn using 20º AOB. Lead will maintain the turn until Wing calls for the next
maneuver.

v. Wing should attempt to stay in the cruise position relying on radius of turn and
relatively constant power. When Lead initiates a turn, Wing shall maintain
longitudinal distance from Lead by moving either to the inside or outside 30º
bearing line as necessary. For Wing to increase the distance from Lead using
radius of turn, Wing must move to the outside of the turn. To decrease the
distance, Wing should move to the inside of the turn. The 30º bearing is still
visualized by lining up the near heel with the far skid toe. On the inside of the
turn, the 30º bearing line can also be seen by the horizontal stabilizer touching
the “elbow” or “Tip in the pit.” On the outside of the turn, 30º bearing can also
be visualized with the horizontal stabilizer touching the engine oil tank casing
or “Tip in the upper pit.”

vi. Step-up should be maintained on Lead's rotor hub by adjusting cyclic, not
power. However, over-control of the cyclic can affect aircraft airspeed and
cause increased distance from Lead or excessive closure rate.

When on bearing on the inside of Lead's turn, adjust the AOB as necessary to
maintain 30º bearing until approaching three rotors, then reduce the AOB to
cross to the outside of Lead's turn. As Wing approaches the 30º bearing line on
the outside of Lead’s turn, increase AOB to stop the bearing change and
stabilize on bearing, on the outside. As Wing reaches roughly 5-7 rotors on the
outside of the turn, Wing should increase AOB to return to 30º bearing on the
inside of Lead.

FORMATION FLIGHT 2-9

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

vii. Wing will need to anticipate reaching the 30º bearing on both sides and make
appropriate AOB corrections to stabilize on correct bearing. Wing cannot
simply match Lead’s AOB and expect closure/separation to occur. Once on
bearing, Wing will usually need less AOB than Lead to ride the bearing in/out
to the appropriate distance. Less AOB reflects a larger radius of turn for Wing,
thus resulting in closure or separation.

viii. This is a smooth maneuver with a constant power setting. There is no reason
for radical or excessive cyclic inputs. The purpose of the maneuver is to
practice controlling longitudinal distance between Wing and Lead utilizing
radius of turn. During en route/normal flight, Wing can freely swap sides in a
turn, as needed to maintain distance.

c. Common Errors and Safety Notes

i. Lead must present a stable platform. Altitude and airspeed should remain
constant.

ii. Lead must constantly clear the flight during turns.

iii. Lead must maintain 20° AOB throughout turns.

iv. Lead should ensure turns are initiated smoothly and balanced flight is
maintained. Altitude should be maintained precisely using cyclic and not
collective.

v. Wing must maintain proper step-up throughout the maneuver. Excessive step-
up can result in loss of visual contact with Lead and the need to terminate the
maneuver early.

vi. Wing ensures radius of turn, not power, is used to increase or decrease
longitudinal distance from Lead.

vii. Wing must keep the ball centered in order to get the most benefit from radius of
turn.

viii. Wing must use both inside and outside 30º bearing line to ensure proper
separation. If too acute on the inside, closure may become too uncomfortable.
Too much distance on the inside of the turn, closure may not occur. If too acute
on the outside of the turn, separation will be drastic. Too much distance on the
outside of the turn, separation will not occur. At Lead’s 6 o’clock position,
there will be no distance change, and as Wing moves away from the 6 o’clock
position, closure/separation starts to increase.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

5. Cruise Climbs and Descents

a. Application. Climbing and descending as a formation is a necessary skill of both

en route and landing procedures. When there is no turn required, Wing can use
power to match Lead’s rate of climb or descent. To maintain cruise position in a
climbing or descending turn, Wing can use cruise turn principles in conjunction with
power. To alleviate power required, Wing will move to the inside of a climbing turn.
To reduce pilot workload, Wing will move to the outside of a descending turn.

Cruise climbs and descents enable the formation flight to practice the climb and
descent together in flight.

b. Procedures

i. For practice purposes, Wing shall initiate the maneuver by announcing “Rooster
flight Climbs and Descents.” Lead shall acknowledge with “Roger, Rooster
flight, Climbs and Descents” prior to commencing. Lead should not
acknowledge if there is not enough room in the working area to commence the
maneuver.

ii. Lead clears the flight for either a climb or descent (ensuring they are clear of
any airspace above them with the verbal reminder, “Check DME”), then
smoothly adjusts power for a climb or descent rate of 500 FPM and airspeed of
80 KIAS and rolls into a standard rate turn. Lead should reverse the direction of
the turn at least once during the climb and at least once during descent. The
climb or descent is usually done for 1000 feet of altitude change but shall be for
at least 500 feet of altitude change, after which Lead will stabilize momentarily
then transition to a climb or descent in order to level off at the starting altitude.

iii. Wing remains in the cruise position during the climb and descent. Wing has a
lower power required when climbing on the inside of Lead. Therefore, Wing
should attempt to climb on the inside of a climbing turn. For the purposes of
training, Wing will climb on the inside of the turn and descend on the outside of
Lead to reduce the possibility of an over-torque.

iv. Even though Wing will be using cruise turn principles, climbs and descents will
be different than cruise turns due to wing’s ability to use power. Wing will be
able to better hold a cruise position by adjusting power and roughly holding the
same AOB as Lead. Where the radius of turn comes into play is with Wing’s
airspeed. To hold their position with all other variable the same, Wing will be
slower than Lead on the inside of the climbing turn and faster than Lead on the
outside of the descending turn. In this way, Wing is matching Lead’s turning
radius with an airspeed difference

FORMATION FLIGHT 2-11

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

v. As soon as Wing recognizes a climb, they should immediately increase power

and move to the inside of the turn. As soon as Wing recognizes a descent, they
should decrease power and then let Lead cross in front of them as they turn, if
needed.

c. Common Errors and Safety Notes

i. Lead must present a stable attitude and clear the formation continuously.

ii. Wing must anticipate power changes and a transition to a climb and descent.
Delay in recognizing the relative motion change will result in an out of position
condition for Wing requiring excessive power applications to regain the proper
position.

iii. Wing has lower power requirements when climbing on the inside of Lead.
Wing should attempt to climb on the inside and descend on the outside of Lead
to reduce the possibility of an over-torque.

iv. Lead or Wing not recognizing position within the designated operating area
prior to commencing the maneuver causing the section to climb into Whiting
Class C or other airspace. This can easily be remembered by “Check DME”
before Lead commences the climb.

6. Breakup and Rendezvous

a. Application. The breakup and rendezvous is practiced as two separate maneuvers.

The breakup is used when the section needs to break apart to allow for separate
landing clearances, particularly when conducting landings at the ship. The
rendezvous enables the formation flight to join aircraft after being separated. This
can be done after takeoff, when Wing loses sight of Lead, during Case 1 IIMC
procedures, or when Wing is late to join the objective area. Normally, the breakup
and rendezvous is practiced from the parade formation, for training purposes, it will
be conducted in cruise.

The two types of rendezvous are the running rendezvous and the carrier rendezvous.
The running rendezvous is performed on takeoff and is performed by Lead
maintaining a briefed altitude, airspeed, and heading thus allowing Wing to use
airspeed differential to join. The carrier rendezvous is performed by Lead
maintaining an AOB to allow Wing to use radius of turn to affect the join-up. Only
the carrier type rendezvous shall be used during formation training.

b. Procedures

i. Wing shall initiate the maneuver by announcing “Rooster flight, Breakup and
Rendezvous” over the UHF frequency. Lead shall acknowledge with “Roger
Rooster flight, Breakup and Rendezvous” prior to commencing the maneuver.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

Lead should not acknowledge if there is not enough room in the working area to
commence the maneuver.

ii. After clearing the formation and receiving the proper signal (Wing in position
with the search light on), Lead shall break away from Wing utilizing 30º AOB.
Altitude, airspeed, and 30º AOB will be maintained for 180º of turn. As soon as
Lead breaks, Wing will focus on their Basic Air Work (BAW) and break in the
same direction of turn after Lead passes through a 45º bearing line oriented
from Wing's nose. The 45º bearing line from Wing is approximately when Lead
passes through the pilot or copilot side doorframe.

iii. Both aircraft will integrate a BI scan during the 180º turn. Since the formation
is broken up, there is no need for Wing to stare at Lead. Once all aircraft have
completed the level 180 º turn, the formation will be in extended trail position of
approximately 800 to 1000 feet of nose-to-tail separation. Wing will reacquire
Lead and shall keep Lead on the horizon. This position is necessary for Wing to
begin the rendezvous.

iv. When established in the extended trail position and ready to commence the
rendezvous, Wing shall signal Lead by stating the flight’s internal call sign and
keying the UHF twice. This is the only accepted meaning of two clicks during
training and any other use of this signal is discouraged.

v. Lead's turn to initiate the rendezvous may be made in either direction. Attempt
to keep Wing from joining up into the sun. Lead will flash to 20º AOB
momentarily, then stabilize at 10° AOB for 180º of turn while maintaining
altitude and 80 KIAS.

vi. Wing immediately turns inside Lead's turn to use radius of turn to affect the
join-up. Wing becomes established on Lead's 45º bearing line utilizing AOB to
maintain bearing and relatively constant power to maintain at least 80 KIAS.
Airspeed may be adjusted as necessary to effect timely closure. 80 KIAS is
usually perfect to affect the join-up just as Lead rolls out on the proper heading.
Wing shall keep Lead on the horizon. Approaching three-rotor diameters, Wing
should slide back to the 30º bearing line and establish cruise position inside the
turn.

vii. Due to the large separation between aircraft, the 45º bearing line may be hard to
see. Wing can roughly identify this position by starting to see the black of the
nose on Lead. Once on the 45º bearing line, Wing must reduce their AOB, to
increase their radius of turn, allowing closure to occur. This may even require
wings level or some AOB towards Lead depending on the distance. If Wing is
allowed to get too acute, very large and drastic cyclic and collective inputs will
be required to fall into position on the inside of the turn.

FORMATION FLIGHT 2-13

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

c. Common Errors and Safety Notes

i. Both aircraft should roll into and out of the initial break smoothly yet smartly
and maintain altitude.

ii. Both aircraft should maintain 30º AOB through the initial break for 180º of turn.

iii. As Wing approaches three rotor diameters, power should be adjusted to

establish the aircraft on the 30º bearing while maintaining ten feet of step-up.

iv. Ensure proper step-up is maintained on join-up to allow for a safe overrun.

v. Proper step-up is visualized by keeping Lead's rotor hub at or slightly below the
horizon during rendezvous.

vi. If closure rate becomes excessive or uncomfortable, do not hesitate to execute

an overrun.

7. Overrun

a. Application. The overrun maneuver enables Wing to maneuver to a safe position

when a dangerous closure rate is recognized during turns or join-up. It allows Wing
to clear Lead, avoiding a potential midair collision.

b. Procedures

i. Wing increases step-up to 20 feet by leveling the wings and adding power as
required. Do not to apply aft cyclic as that can cause Wing to go blind. 20 feet
of step-up is seen by the far front of the skid touching the fuselage and anti-
collision light passing through the exhaust stacks (smacks through the stacks).
Leveling the wings enables Wing to slide to the outside of the Lead’s turn.

ii. Wing may regain the cruise position on the outside after safe separation from
Lead is attained. Keep Lead in sight at all times.

iii. After Wing has completed the maneuver, Wing shall announce, “Rooster flight,
Overrun” on UHF.

c. Common Errors and Safety Notes

i. As soon as closure rate becomes uncomfortable, do not hesitate to initiate an

overrun.

ii. Never underrun Lead or pass directly below Lead.

iii. Do not lose sight of Lead. Losing sight will increase the possibility of a midair
collision.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

8. Lead Change

a. Application. The Lead change enables the formation flight to exchange Lead. Lead
changes are done when there is an airspeed or radius of turn differential while in
parade, cruise, or combat cruise. All Lead changes require communication between
both aircraft; this is usually over the radio but can be visual hand-and-arm signals.
For training purposes, all Lead changes will be conducted from the cruise position,
during straight and level flight at 80 KIAS or in a taxi, and will be accomplished
verbally over the radio.

b. Procedures

i. Wing shall initiate the maneuver by announcing on UHF “Rooster flight, Lead
change.” Lead shall acknowledge with “Roger Rooster flight, Lead change”
prior to wing commencing. Lead should not acknowledge if there is not enough
room in the working area to commence the maneuver.

ii. Both aircraft will ensure the pilot on the inboard side of the section has the
controls during the Lead change. Lead shall maintain a constant airspeed and
altitude. Wing shall increase lateral separation, move abeam Lead with an
increase in airspeed.

iii. Once Wing is approaching the abeam position, Wing will transmit “(Aircraft
external call-sign) in position for the Lead.” When Wing is abeam Lead and
Lead has a visual of Wing, Lead will transmit “(Wing’s external Aircraft call-
sign) you have the lead.” The new Lead then replies, “Roger (external Aircraft
call-sign) has the lead.”

iv. From this point the new Wing shall affect a slow drift aft to the 30º bearing line
while maintaining lateral separation. The new Lead must maintain a constant
heading, altitude, and gradually slow to 80 KIAS while the new Wing refines
their position.

v. The Lead change on deck is executed in the same way but in a taxi. Lead can
either maintain a hover or remain on deck while Wing taxis forward to pull
abeam Lead. Wing calls “Lead Change.” Wing takes safe lateral separation
and taxies abeam Lead. The pilots on the inboard side must have the controls.
Wing will call “(Aircraft call-sign), in position for Lead change.” Lead will
respond with “(Aircraft call-sign), you have the lead.” New Lead will respond
with “Roger (Aircraft call-sign) has the lead.” Once the new Lead taxis far
enough ahead to place the new Wing on the 30º bearing line. If it is necessary
for new Wing to move to the upwind side, based on wind direction, each aircraft
will make an appropriate 90º pedal turn and taxi (with safe lateral separation).
New Lead will need to pedal turn for 270º in order to maintain SA on Wing.

FORMATION FLIGHT 2-15

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

c. Common Errors and Safety Notes

i. Do not lose sight of the other aircraft during the Lead change.

ii. Do not rush the maneuver. Avoid rapid closure rates.

iii. New Wing must anticipate the 30º cruise bearing line in order to avoid drifting
too far aft.

iv. New Lead should advance slowly on old Lead, ensuring at least a three-rotor
diameter separation is maintained while moving abeam.

v. Relative motion should not stop during the maneuver. Failure to keep relative
motion when abeam could cause a very dangerous situation when both pilots are
staring at the other aircraft while holding an abeam position (which is not an
appropriate cruise position).

vi. Wing calls in position prior to moving fully to the abeam position. Delay in
making the radio calls could cause Wing to be ahead of Lead before taking the
lead, a very dangerous position. Practicing radio calls while walking out the
maneuver greatly enhances each pilot’s ability to time the communications
correctly.

9. Section Landings

a. Application. Section landings enable the formation flight to land in formation.

While in the pattern, Wing must utilize cruise principles and all they’ve learned from
cruise turns and climbs and descents to maintain position. Ideally, Wing can be on
either side in the downwind and can cross as many times as they want to arrive on the
upwind side for landing. For training purposes, Wing shall always be on the upwind
side of Lead and cross only once to get there. Normal section landing patterns are
conducted in the cruise position, at 500 feet and 70 KIAS. All approaches may
terminate in a hover to a vertical landing or a no-hover landing.

b. Procedures

i. Once complete in the working area, Wing initiates the maneuver by announcing,
“Rooster flight, Section Landings” on the UHF radio. Lead shall acknowledge
with “Roger, Rooster flight, Section Landings” prior to heading to the OLF.
Lead then leads the flight to the appropriate OLF via course rules.

ii. Radio calls at the OLF will stay the same except for the splitting call. The
splitting call requires Lead to give wing’s side number so the RDO can log it.

iii. Lead shall utilize normal approach procedures. See the Familiarization and
Logistics FTIs.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

iv. During the climbing crosswind turn, Lead will climb at a normal 70 KIAS.
Wing will cross over once. This should be similar to the climb and descent
maneuver due to Lead holding a constant airspeed. Wing will need to adjust
power as soon as Lead rolls out on downwind due to radius of turn no longer
being a factor.

v. Wing will be in the cruise position on the upwind side of Lead while in the
downwind part of the pattern. Wing will hold that position until they see Lead
start to descend.

vi. Lead should be slower with control inputs to allow sufficient straightaway and
shallow enough glideslope on final so that Wing does not need to make rapid or
abrupt power and nose attitude changes.

vii. As Wing, make expeditious power and attitude adjustments to maintain a cruise
position until reaching short final. This will be slightly harder than the
crosswind due to the changing airspeed of Lead. Wing should monitor their
own instruments to stay near Normal Approach Procedures.

viii. During the descending, decelerating turn from downwind to final, Wing will use
procedures learned during Climbs and Descents and Cruise Turns to maintain
position on the upwind side of Lead, crossing to the opposite side only once.
Wing will need to adjust their profile as soon as Lead rolls out on final due to
radius of turn no longer being a factor.

ix. At approximately l00 feet AGL on short final, Wing should divide outside scan
evenly between Lead and the landing lane. If an obstacle in the landing lane
precludes a safe landing, execute a wave-off. At approximately 50 feet AGL,
Wing should start to pick out a specific landing spot. At approximately 25 feet
AGL, Wing should confirm their landing spot based off of Lead’s landing spot
and focus on conducting the briefed landing.

x. Lead must control the closure rate to the LZ with smooth power applications
early enough to prevent Wing from overshooting Lead.

xi. In order to provide a wave-off capability on final approach, Wing should

maintain step-up until short final and in a position to intercept a glideslope to a
safe landing. Avoid Lead's rotor wash.

c. Common Errors and Safety Notes

i. Lead must avoid large attitude changes on final or large power changes in the
hover transition, which may result in Wing overshooting Lead.

ii. As Wing, do not overtake Lead on landing. Keep Lead in sight at all times.
Wave-off if it appears you are overtaking Lead or if visual reference is lost.

FORMATION FLIGHT 2-17

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

10. Section High-Speed Approach

a. Application. The section high-speed approach enables the formation flight to

execute a high-speed approach in cruise formation. It allows each aircraft to practice
energy management while in close proximity to another aircraft.

b. Procedures

i. Wing initiates the maneuver by announcing, “Rooster flight, Section High-

Speeds” on the UHF radio. Lead shall acknowledges with “Roger Rooster
flight, Section High-Speeds” prior to commencing. Lead will also need to
complete an external radio call to OLF Traffic that their section is doing a
section high-speed approach, reference Appendix B.

ii. Lead shall utilize High-Speed approach procedures, see the Familiarization and
Logistics FTIs.

iii. From abeam the downwind field boundary, begin a descending turn to arrive on
final with 80 KIAS and level at 50 feet AGL. The level off will be done with a
combination of increased collective and forward cyclic to hold 80 KIAS and
50 feet AGL. If there is an obstacle in front of the lane, level off early with
collective, then descend again with collective to 50 feet AGL.

iv. Wing will again use cruise principles to maintain position and cross once to the
upwind side before final. Lead will be holding 80 KIAS, so Wing’s profile can
be closer to the climbs and descents: Wing holds an airspeed difference to
maintain position.

v. Lead should delay two seconds to allow Wing to stabilize at 50 feet AGL before
decelerating. The section shall then decelerate while maintaining 50 feet AGL
until they intercept a steep approach profile and are at a speed conducive for a
no-hover landing. Power will be required to hold 50 feet AGL until starting the
descent due to loss of translational lift. Wing will need to slow faster than Lead
in order to not get acute.

vi. Once on glideslope, Lead will level the aircraft. This provides a visual
reference of when Wing can scan for a landing spot. At 25 feet, Wing will scan
Lead and match their rate of descent, then focus on their own landing. Section
High-Speed Approaches should terminate in a no-hover landing.

c. Common Errors and Safety Notes

i. Lead gets slow on final.

ii. Wing drifts out of position during the turn.

iii. Lead levels off at 50 feet AGL incorrectly by using aft cyclic vice adding
power.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

iv. Wing tends to drift towards Lead while decelerating vice maintaining
separation.

v. Wing can easily overshoot Lead, particularly if Lead makes a large, rapid power
reduction.

vi. Lead should avoid the tendency to settle while decelerating. If 50 feet AGL is
not maintained, the section will have a rapid closure rate with the ground,
resulting in a need for a large power input.

vii. Wing must be cognizant of torque during the transition to a hover, particularly if
there is a rapid closure with the LZ because Lead is below glideslope or if
settling into Lead's rotor wash.

11. Section Wave-off

a. Application. A wave-off allows either aircraft individually or both aircraft

collectively to discontinue an approach and transition to a normal climb out. Any
time Wing loses sight of Lead during the landing pattern or gets into an unsafe
position, Wing may execute their own wave-off. The Section Wave-off is required
when someone either externally or internally to the section wants the entire section to
discontinue their approach.

There are three conditions under which a Wave-off may be necessary.

i. Scenario 1. When someone external to the section makes the wave-off call.
Lead will make the internal call, “Rooster Flight Wave-off.” Wing will
acknowledge the internal call, “Roger, Rooster Flight Wave-off.” Both aircraft
will wave off and Lead will make the external call, “Harold traffic, Eightball
123 and flight, waving off lane 4.”

ii. Scenario 2. Someone internal to the section may call for a section wave off.
The other aircraft will acknowledge the internal call. Both aircraft will wave off
and Lead will make the external call.

iii. Scenario 3. Wing waves off. Wing will make one call using their own side
number. EXAMPLE: “Eightball/Factory Hand/Lucky 110 waving off,
left/right side.”

b. Procedures

i. The maneuver is initiated when someone (internal/external to the section) calls

for the section to wave-off.

ii. Lead and wing will make the appropriate internal calls.

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iii. Both PACs will execute a wave-off in accordance with the Familiarization and
Logistics FTIs.

iv. Increase the collective to establish a rate of climb and maintain balanced flight.

v. Lead will make the external radio call once established on climb out.

vi. If a wave-off is called for the section, Wing will maintain cruise position
relative to Lead and climb out from the field. If a wave-off is being executed as
a single ship, maintain safe lateral separation from the Lead aircraft and execute
climb out making separate radio calls.

c. Common Errors and Safety Notes

i. Using excessive power exceeding torque limitations of aircraft.

ii. Making the improper radio call causing section to wave off when intent is for a
single ship wave-off.

iii. When executing a wave-off, controls should be transferred to the pilot with the
best situational awareness (SA). This is critical if Wing must execute a
wave-off.

203. INSTRUCTOR DEMO MANEUVERS

1. Parade Formation

a. Application. Parade formations are employed when there is a requirement for

aircraft to fly a fixed bearing off Lead in close proximity and maneuverability is not
essential. It is most frequently used during arrival or departure from ships and
airfields or during flight demonstrations. Parade formation shall only be
demonstrated by the instructor. The switch from cruise to parade formation or vice
versa will be either briefed in the formation brief or called upon over the radio.

b. Description

i. Parade is flown utilizing a fixed bearing, fixed lateral distance, and fixed
step-up. The parade position is the 45º bearing line, ten feet of step-up, and one
rotor diameter lateral separation.

ii. The step-up sight picture doesn’t change from cruise. The 45º bearing line is
achieved by visually aligning Lead's far skid toe with the near skid aft cross
tube.

iii. Wing shall rotate about Lead's axis for turns into Wing. Wing shall rotate about
their own axis in turns away from Wing.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

2. Parade Break

a. Application. The Parade break is a procedure to transition the section from the
parade position when entering an airspace to a normal approach landing in trail.

b. Procedures

i. Lead will request a home field break before entering the Class C.

ii. The section shall be in the parade position, 300 feet AGL and 100 KIAS prior to
crossing the approach end of the duty runway. Lead shall ensure Wing is joined
in a position opposite the direction of the break. The break shall commence
away from tower at South Whiting Field.

iii. When cleared by tower for the break, Lead will break away from Wing over the
intended point of landing, executing a level turn to arrive at the downwind
position of 300 feet AGL and 70 KIAS.

iv. Wing breaks in the same direction of Lead when Lead passes through the 45º
bearing line. Once Wing has completed the level 180º decelerating turn, the
formation will be in an extended trail position.

v. At the abeam position, each aircraft will execute a normal approach to the
intended point of landing in trail.

3. Section Inadvertent IMC

a. Application. The Section Inadvertent IMC maneuver is executed to quickly separate

two aircraft after one or both have entered IMC and can no longer maintain safe
visual separation from the other. There are two ways to execute this maneuver
depending on the environment. Both procedures will be described below and
available for use. The Blue Water Procedure works well when conducting ship
operations and over open ocean. The Fan Break works well anywhere. The Fan
Break works well with a briefed base heading and altitude that keep both aircraft clear
of any obstacles while IMC. They are often briefed as a safe heading and altitude and
can change throughout the course of the flight.

Both procedures will end in one of three cases:

i. Case 1: Both aircraft Visual Meteorological Conditions (VMC). Join up can be

at the discretion of the Section Lead, but normally is conducted as a carrier
rendezvous over a known geographical reference (GeoRef) per the loss of visual
contact (LOVC) procedures. For VMC join-up, Wing shall maintain 200 feet
above base altitude until visual contact with Lead is established.

FORMATION FLIGHT 2-21

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

ii. Case 2: One aircraft is VMC, one aircraft is IMC. The Section Lead will
conduct a positive switch to the approach frequency with a check-in. The IMC
aircraft will then coordinate with approach, and once under positive control, the
section is dissolved, both aircraft will RTB separately.

iii. Case 3: Both aircraft are IMC. The Section Lead will conduct a positive switch
to the approach frequency with a check-in. The Section Lead will coordinate
with approach and once both aircraft are under positive control, the flight will
be dissolved. Both aircraft will RTB separately.

b. Blue Water IIMC Procedure

i. Once Inadvertent IMC is encountered, Wing will immediately turn away from
the lead aircraft calling “Popeye, side, and direction of turn.”

ii. Upon hearing this call, Lead will call out the base heading and base altitude.
Wing will climb to 200 feet above the base altitude.

iii. When Wing passes through 90º of turn relative to the base heading, Wing will
call out “passing through the 90.”

iv. Upon hearing this call the lead aircraft will then turn in the opposite direction
and both aircraft will continue their turns for a total of 170º relative to the base
heading or until they are VMC.

v. At the completion of the turns, a check-in will take place with aircraft status
(IMC/VMC) and fuel state. The Section Lead will direct the actions of the
flight per Case 1, 2, or 3.

c. Fan Break IIMC Procedure

i. Once Inadvertent IMC is encountered, either aircraft will call “Popeye.”

ii. Lead will call out the base heading and altitude.

iii. Wing will turn 20ºaway from Lead’s base heading and climb to 200 feet above
the base altitude. Lead will then turn and climb to the base heading and altitude
as needed.

iv. At the completion of the turns, a check-in will take place with aircraft status
(IMC/VMC) and fuel state. The Section Lead will direct the actions of the
flight per Case 1, 2, or 3.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

Figure 2-3 Fan Break Procedure

d. Common Errors and Safety Notes

i. Lead not immediately responding to the initial call with a base heading and base
altitude call.

ii. Blue Water Procedures: Wing not making call as they pass through 90º relative
to the base heading.

iii. Either PAC flying too aggressively while in IMC, causing vertigo.

4. Loss of Visual Contact (LOVC)

a. Application. At any time in the flight, Wing can lose sight of Lead (ex. Excess step-
up). This is a very dangerous situation and Wing should immediately call “Blind.” A
join-up or rendezvous will be required.

b. Procedures

i. Wing loses sight of Lead and calls “(Wing’s external call sign) blind.” Wing
will turn away from Lead’s last known position and climb 200 feet above
Lead’s last known altitude.

ii. Lead will call out a base heading and altitude and initiate the join-up by
establishing themselves in an orbit over an identifiable GeoRef. The orbit will
be right-hand turns, 80 KIAS with one-minute legs. Lead will relay the position
to Wing.

iii. Once there is safe lateral and vertical separation, Wing will turn towards the
GeoRef. Wing will maintain 200 feet about the base altitude until Lead is in
sight. Wing will use cruise turn principles to affect the join-up.

FORMATION FLIGHT 2-23

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

iv. Once Wing is in the appropriate position, Wing will call “(Wing’s external call
sign) holding hands, right/left side” and mission will continue.

c. Common Errors and Safety Notes

– Too much step-up, especially when crossing Lead’s tail, is the most common
cause of losing sight of Lead.

5. Lost Communication Procedures

a. Application. Complete radio failure can happen to either aircraft in flight. During
the brief, it’s important to change from Lead and Wing to Good Comm and Lost
Comm aircraft. The Lost Comm aircraft will always tuck into the Wing position and
adhere to any hand-and-arm signals from the Good Comm aircraft. Both aircraft
should continue to make internal calls in the blind just in case.

b. Procedures

i. Upon noticing they are lost comm, the Lost Comm aircraft will switch to the
Lost Comm Lighting Configuration (anti-collision light off/position lights on,
flashing bright) and gain lateral separation (as needed) to get the attention of the
Good Comm aircraft and signify “I am Lost Comm.”

ii. Once recognized, the Good Comm aircraft will go to the Lost Comm Lighting
Configuration signifying “I understand you are lost comm and I have the lead.”

iii. The Lost Comm aircraft will return to the Normal Lighting Configuration to
signify “You have the lead.”

iv. The Good Comm aircraft will return to the Normal Lighting Configuration to
signify “I have the lead.”

c. Common Errors and Safety Notes

– It’s important to maintain high SA in a Lost Comm situation. Both aircraft will
need to expedite procedures to not prolong both aircraft flying abeam each other
while conducting a Lead change.

204. HELICOPTER FORMATION BRIEF

1. Application

The following mission brief shall be conducted prior to all formation flights in the Training
Command. It is designed to introduce fundamental briefing procedures for formation operations.
For training standardization, this particular brief is modeled on the O-SMEAC format commonly
used in the Marine Corps. SMAs can expect briefing formats in the fleet to vary by community
and specific mission requirements.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

This brief is divided into six distinct sections. The first is Orientation which consists of:
introductions, time hack, section responsibilities, call-signs, aircraft assignments, pen and ink
changes, maps required, and weather brief. The remainder of the brief follows the SMEAC
format: Situation, Mission, Execution, Administration and Logistics, and Command and Signal.
Each of these sections is organized into multiple subsets to cover all aspects of the planned
event.

Information encapsulated by arrows (< >) is amplifying information and not required to be stated
in the brief. The brief shall be conducted in the prescribed format, but specific wording is at the
discretion of the student. The only topics which should be recited verbatim are emergency type
procedures such as: IIMC, Lost Contact, Aborts, Wave-offs, and Lost Communication as these
are emergency procedures. The verbatim material will be encapsulated with brackets [ ].

SMAs shall divide the brief into two sections. For FRM4001 profiles, the first briefer should
cover Orientation through Scheme of Maneuver, the second should cover Contingencies through
Command and Signal. For out and in profiles (FRM4002/FRM4003 and Capstone), the first
briefer should cover Orientation through the terminal area and the second briefer should cover
the terminal area through Command and Signal. It is extremely important students work
together and become proficient with both portions of the brief, as they will alternate every event.
Expect the student that briefs first also acts as Lead first, which will alternate with the briefing
portions.

For each flight, a Smart Pack shall be provided by the student to each member of the flight. The
Smart Pack shall include, at a minimum, a Coversheet, Route Card, Bingo Route Card, and a
Terminal Area Diagram (in that order). Optional additions to the Smart Pack can be the weight
and balance or Instructor Pilot (IP) kneeboard-sized grade card. Pages shall be numbered,
individual crewmember names highlighted, and all edges aligned. Pen and ink changes are
utilized to amend existing information on the Smart Card or to add new information. If
information is received well before the scheduled brief time, these changes may be made by the
briefer(s) on each Card and noted during the brief to ensure continuity. Otherwise the briefer
may instruct flight members to make appropriate changes during the brief. The coversheet
should list critical mission information such as frequencies, aircraft performance data, timeline
etc. Consult Appendix A for a standard coversheet example.

Only the FTI briefing guide, with minimal notes, and the kneeboard cards may be used during
the brief. Verbatim items are contingencies and therefore, like EPs in our Naval Air Training
and Operating Procedures Standardization (NATOPS), require a verbatim knowledge.

2. Procedures

a. Orientation

i. Introduction

“Attention to brief. I am _____ and will conduct the first portion of the brief,
_____ will conduct the second portion. Please hold all questions until the end.”

FORMATION FLIGHT 2-25

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

ii. Time Hack

“At my hack the time will be _____. 1 minute...30 seconds...10 seconds...5, 4, 3,

2, 1, HACK, 1, 2, 3...at my hack the time was _______. If anyone requires a
further hack, please see me after the brief.”

<Obtain accurate time from Naval Observatory Master Clock: DSN 762-1401.
Allow at least 1 minute before the hack.>

iii. Aircraft Assignments

“_____ and _____ will be in the Lead aircraft _____on spot. _____and _____
will be in the Wing aircraft _____on spot.”

iv. Section Lead & Call sign

(a). “The Section Lead for today’s flight is _____.”

<Section Lead will be the designated IP on the flight schedule.>

(b). “The external call sign is Eightball/Factory Hand/Lucky _____.”

<Section Lead’s side number.>

(c). “The internal call sign is _____ flight.”

v. Smart Pack Inventory

“Each person should have a ____ page Smart Pack. Page 1 is the Coversheet.
Page 2 is… The following Pen and Ink changes have been/should be made to
the coversheet.”

<Cover all changes to or information written into smartcard made after it was
printed.>

vi. Maps/Charts Required

“The maps and pubs required for this flight will be _____.”

<Include low-level navigation charts for FRM4003 and FRM4101/4102.>

vii. Weather

“The current weather is _____. The forecasted weather is _____. The required
weather for the flight is _____.”

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

<Provide a brief summary of current and forecasted weather, with focus on

expected conditions during the planned flight time and possible impact on the
mission. Just because the RWOP min weather is 1000-3, does not mean we can
get the events complete with 1000-3.>

b. Situation

This section will be used on the Formation Capstone event.

c. Mission

“Our mission is the safe completion of _____.” e.g., FRM4001

d. Execution

– Concept of Operations

(a). Operating Area

Big picture - Brief using the 1:250,000 JOGAIR, Eastern Formation Area
Map and low-level navigation charts as applicable. Example: “We will
depart South Whiting Field via Point Able departure to conduct training
in the Eastern Formation Area, proceed to OLF Harold for pattern work,
and return to South Whiting via Point Juniper arrival.”

Boundaries - Describe area boundaries using visual checkpoints and

available Navigational Aids (NAVAID). If necessary, the briefer should
use a pointer to reference visual aids.

(b). Obstacles

“Obstacles for today’s flight include aircraft. We will mitigate the risk of
other aircraft by utilizing a See and Avoid scan.”

<Identify location of specific obstacles and control measures utilizing

ABCTRP: Aircraft, Birds, Class C Airspace, Towers, Restricted Areas,
and Power lines. Mention the obstacles to flight, and the de-confliction
method or applicable mitigation controls for all obstacles listed.>

e. Scheme of Maneuver

For training purposes, “T times” are utilized to allow flexibility for takeoff time, or
“T.” In the fleet a specific time may be designated for takeoff, overhead, troop insert,
etc. All other times will be calculated by working backward from that time.
Example: For a 1200 takeoff, conduct preflight at 1130, turn-up 1145, check-in at
1150, and taxi at 1155. Make those times accurate and push the flight to adhere to
them.

FORMATION FLIGHT 2-27

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

i. Preflight

“Preflight will be conducted at T-xx.”

ii. Turn-up

“Turn-up will be conducted at T-xx.”

iii. Check-in

“Check-in will be at T-xx on VHF 121.95 and UHF BTN 5/6/7. After outbound
call to base/skeds we will conduct a positive switch to BTN 3 without a check-in
via one turn in ATIS.

iv. Taxi

“Taxi for take-off at T-xx. Taxiing in trail.”

v. Take-off

“We will execute an automatic switch to Tower without a check-in when lead is
200’ prior to the hold short, then at takeoff time we will depart Spot xx in Cruise
Formation.”

vi. En Route

<Brief the execution of flight from South Whiting to Formation Area or Low-
Level route as applicable. For FRM4003 and FRM4101/4102, include a
detailed route brief, procedures for Lead change, then an overview of the
reverse route.

At each major change point (e.g., Deaton Bridge, PT Racetrack, etc.) brief the
following: Formation, Altitude and Airspeed, Lighting configuration,
Communication setup (including squawk), Obstacles, Navigation
(headings/GeoRef). This is also referred to as the acronym FALCON. If
something hasn’t changed since the last checkpoint, there is no need to brief it
again. For example, both aircraft will take off in cruise formation with anti-
collision lights on and position lights off, there is no need to cover these at each
checkpoint if it doesn’t change.>

Example: “We will depart South Whiting in cruise formation, climb to 900 feet
and speed up to 100 KIAS, in normal lighting configuration en route to Point
Able, squawking 0100, on BTN 4 UHF/121.95 VHF.” <This will continue until
in the working area.>

2-28 FORMATION FLIGHT

FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

vii. Objective Area

(a). Sequence of Events (FRM4001-4002)

“The Sequence of Events will be Crossovers, Cruise Turns, Climbs and

Descents, Breakup and Rendezvous with Overruns as required, and a Lead
change. We will repeat the sequence minus the Lead change.”

(b). Sequence of Events (FRM4003 and FRM4101/4102)

<The objective area following these routes will be the terminal environment.
For training purposes this will be your Landing area. After briefing the route
your Objective area will start with SWEEP checks as described below in the
Landings section.>

viii. Landings

Brief route and course rules to OLF (FALCON). Conduct an OLF orientation
brief including OLF boundaries and procedures per the RWOP and Landing Site
Evaluation (NATOPS Ch. 17).

A sequence of events will be given for the LZ and shall include the types of
landings to be conducted (Normal and/or High speed), where the landing is
conducted (lane 4 on the diamond), and who is at the controls (IP/SMA). A
Lead change will be conducted on deck and the sequence repeated.

Any time the section is conducting an approach for the first time expect the
sequence to be IP/IP, IP/SMA, SMA/SMA for PAC in Lead and Wing
respectively.

ix. RTB

Upon completion of the landing sequence, Wing will call for RTB. The flight
will re-split as necessary and depart the OLF at the appropriate departure corner
(be specific in your brief). Return to base will be via normal course rules. Lead
will need to conduct a positive switch to base with a check-in. Lead will need
to conduct a positive switch to Tower via one turn in ATIS. This is a lot to get
done before the first reporting point so know it cold in the brief so that it can be
just as fast in flight. If conducting the home field break (FRM4001 SSR), you
must request it by KNDZ’s entry points: Igor, Bell, or Cypress. This can be
used to brief specific changes to formation over certain points to avoid
excessive radio calls.

Example: “At PT Juniper we will turn 245º and follow the road to PT Cypress.
At PT Cypress we will automatically maneuver to Parade Formation and enter
the traffic pattern for landing.” <If this is briefed, then the IPs will not need to
call over VHF to enter Parade Formation, see Appendix C.>

FORMATION FLIGHT 2-29

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

x. Contingencies

(a). Emergencies

[“Emergencies will be considered actual unless prefaced with the word

“simulated.” Aircraft emergencies will be handled internally, notifying
the other aircraft when safe to do so. The degraded aircraft will
determine who they want to be in the Lead position. The Section Lead will
determine the conduct of the remainder of the flight.”]

(b). IIMC

Either IIMC procedure can be briefed. Below is the verbatim for the Fan
Break Procedure.

[“If the flight encounters IIMC and Wing has sight of Lead, Wing will
maintain position. If Wing loses sight of Lead, Wing will call “Rooster
Flight, Popeye (side number)” and immediately turn 20º away from Lead.
Lead will stabilize and call base heading and altitude. Wing will continue
their turn to 20º from the base heading and commence a climb to 200 feet
above base altitude. If either aircraft regains VMC, they will remain
VMC. The Lead PAC will commence a check–in with status and fuel state.
At this point one of three cases will exist:]

(i). Case 1. Both aircraft VMC: [“Aircraft will execute a join up over
a known or specified GeoRef as dictated by Lead. Lead will
maintain 80 KIAS, right-hand turns, 1-minute legs over reference
point. Wing shall maintain 200 feet above base altitude until visual
contact with Lead is established. Once the join-up is initiated Wing
may descend as appropriate. Section Lead will direct the remainder
of the flight.”]

(ii). Case 2. One aircraft VMC/One aircraft IMC: [“The Section

Lead will call for a positive switch to Approach with a check–in.
The IMC aircraft will contact approach, informing them of the
situation and obtaining a discrete squawk. Once the IMC aircraft is
under positive control, the section is dissolved, and each aircraft will
RTB separately.”]

(iii). Case 3. Both aircraft IMC: [“The Section Lead will call for a
positive switch to Approach with a check–in. The Section Lead will
inform Approach of the situation and obtain two discrete squawks.
Once both aircraft are under positive control, the section is
dissolved, and each aircraft will RTB separately.”]

2-30 FORMATION FLIGHT

FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

(a). Loss of Visual Contact

[“If Wing loses sight of Lead, Wing will maneuver as necessary to gain
safe separation and call ‘Rooster flight, Blind.’ Lead will call base
heading and altitude and communicate a join-up per “Case 1” under
inadvertent IMC. If Wing goes Blind in the pattern, it is a mandatory
wave-off for Wing. Lead will continue to landing.”

(b). Lost Communications

NOTE

When an aircraft in the flight goes Lost Comm, the roles in the
section have changed from Lead/Wing to Good Comm/Lost Comm
aircraft. Once the Lost Comm Lead change is complete, the
standard roles are resumed.

[“For the purposes of demonstration, palms down signifies normal

lighting configuration and palms up signifies lost comm lighting
configuration.”

LEAD LOST COMM: “If Lead experiences a total radio failure, Lead
will switch to the lost comm lighting configuration and slow to 65 KIAS to
gain Wing's attention. The good comm aircraft will gain safe lateral
separation and move abeam the lost comm aircraft, then switch to the lost
comm lighting configuration to signify, ‘I understand you are lost comm, I
am in position for a Lead change.’ The lost comm aircraft will return to
the normal lighting configuration to signify, ‘You have the lead.’ The
good comm aircraft will then return to the normal lighting configuration
to signify, ‘I have the lead.’” The lost comm aircraft will then slide back
to the 45º bearing line. The flight will proceed as necessary, returning to
base if possible.”

WING LOST COMM: “If Wing experiences a total radio failure, Wing
will switch to the lost comm lighting configuration, gain safe lateral
separation and move abeam Lead to signify, ‘I am lost comm.’ The good
comm aircraft will then switch to the lost comm lighting configuration to
signify, ‘I understand you are lost comm, I will retain the lead.’ The lost
comm aircraft will then return to the normal lighting configuration to
signify, ‘You have the lead.’ The good comm aircraft will return to the
normal lighting configuration to signify, ‘I have the lead.’”

“The lost comm aircraft will slide back to the 45º bearing line. The flight
will proceed as necessary, returning to base if possible.”]

FORMATION FLIGHT 2-31

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

(c). Disorientation Procedures

[“If either aircraft becomes disoriented, they will call “[Internal Call
sign] Magellan.” The other aircraft will communicate heading and
distance to the next checkpoint. If Lead passes a checkpoint without
calling the point or steers off the route more than 1 NM on a 1:250,000
and 500 meters on a 1:50,000, heading deviations of 15º, ± 1 minute
timing deviation, Wing will communicate “[Internal Call-sign] Flight
Magellan” with heading and distance to the next checkpoint. If both
aircraft are disoriented, the flight will orbit present position and altitude
using standard rate right hand turns and utilize all assets in the aircraft to
become reoriented. Once reoriented, the flight will continue.”]

(d). Downed Aircraft

[“If an aircraft within the section goes down, the remaining aircraft
commander will assume the duties of On-Scene Commander and execute
the On-Scene Commander Checklist. If the flight should encounter a
downed pilot and/or aircraft, the Section Lead will assume the duties of
On-Scene Commander and execute the On-Scene Commander Checklist.
The other aircraft will remain clear until tasked by the On-Scene
Commander. We will stay on station until reaching our bingo state or we
are relieved by a more suitable SAR asset.”]

(e). Aborts

[“If an aircraft aborts prior to takeoff, the PAC will notify the other
aircrew as soon as possible. On takeoff, if Lead aborts, Wing will abort
with Lead if it is safe to do so. If not, Wing will continue to take off, enter
a downwind and land clear of Lead. If Wing aborts, Lead will continue to
takeoff, enter a downwind and land clear of Wing.”]

(f). Wave-offs

State the three wave-off scenarios and who makes the internal and external
calls.

[“All wave-offs are mandatory regardless of who makes the call. All calls
for a section wave-off shall be repeated verbatim by each crew. The three
scenarios are:

(i). Scenario 1. When someone external to the section makes the

wave-off call, Lead will make an internal call. Wing will
acknowledge the internal call and both aircraft will wave-off. Once
safe to do so, Lead will make the external call.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

(ii). Scenario 2. Someone internal to the section may call for a section
wave-off. The other aircraft will acknowledge the internal call and
both aircraft will wave-off. Once safe to do so, Lead will make the
external call.

(iii). Scenario 3. If Wing waves off, Wing will make an external call
using their own side number. Lead will continue to a landing.]

xi. Administration and Logistics

(a). Flight Duration

“We will call outbound for ______.” <Reference MCG for Flight Time.>

(b). Fuel

(i). “Mission Fuel is _____ gal.” <This is the amount of fuel needed to
complete both student events in entirety and land with 10 gallons.>

(ii). “Bingo from the farthest point in the area is ____ gallons. Bingo
from OLF is ____.” <Calculated using max range airspeed given
current ambient conditions to be on deck at closest fuel source with
ten gallons. The closest fuel source for all FRM4000 flights shall be
KNDZ. FRM4100 shall be destination airfield.>

xii. Command and Signal

(a). Chain of Responsibility

Section Lead

“As previously briefed”

(b). Call-sign

Internal/External

“As previously briefed”

(c). Communications

“Lead will make all external calls using the Section Lead's side number.
Wing will initiate all maneuvers. Anyone can make a safety of flight call.”

(i). Frequency/NAVAIDS

“Frequencies and NAVAIDs will be per the coversheet.”

FORMATION FLIGHT 2-33

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

(ii). Frequency Changes

[“All changes will be positive switches unless over an automatic

change point. All switches will require a check-in unless on ground
and tower.”] <Example of automatic switches are 200 feet prior to
the hold short, PT Fish, etc.>

(d). Terminology

(i). Terminate

[“Terminate can be called by any aircrew to discontinue a maneuver

by stating “Rooster flight, terminate.’ The flight will abort the
maneuver, reset, communicate as necessary, and continue with
remaining maneuvers when able.”]

(ii). Knock-It-Off

[“Knock-it-off can be called by any aircrew following a safety of

flight occurrence that distracts or prevents the continuation of
training. By calling “Rooster flight, Knock-it-Off,’ the flight will be
discontinued, and the respective IPs will ferry the aircraft back as a
section. Debrief of the occurrence shall occur once on deck.”]

(iii). Hard deck

[“The Hard Deck for today’s flight is _____.”] <Your hard deck
should make sense based on traffic below you or any restriction from
an instruction, e.g., MCG or RWOP.>

(e). ID and Recognition

“The Section Lead will squawk the appropriate code in the ALT mode.
The other aircraft will squawk the appropriate code in standby. If the
flight is dissolved or separated for any reason, each aircraft will squawk
the appropriate code in the ALT mode.”

(f). Visual Signals

“Visual Signals will be per the coversheet.”

(g). Walkthrough

Let everyone know where and when the walkthrough will occur. This will
only be for FRM4001.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER TWO

(h). Debrief

Let everyone know where and when the debrief will occur.

“The flight will debrief as a section at the Paraloft following shutdown.”

205. NATOPS-BY-EXCEPTION BRIEF

Immediately following the mission brief, continue with the NATOPS-by-exception brief to cover
any remaining NATOPS items not addressed in the mission brief. This is not a rehashing of the
entire brief. If it’s already been briefed, skip over that item and proceed to the next. This is also
when you discuss things particular to PAC and PNAC responsibilities and how you will handle
certain situations in your cockpit. For example, you will still have to brief an IIMC plan for the
cockpit, e.g., “Level the wings, level the nose, center the ball…”

In the fleet, flight crews will break up and conduct individual NATOPS briefs with crew chiefs
and then again with pilots to address NATOPS and SOP items specific to their crew/airframe.

FORMATION FLIGHT 2-35

CHAPTER TWO FORMATION HELICOPTER ADVANCED PHASE TH-57

HT Formation Briefing Guide

 ORIENTATION  TL: PROCEED TO ________ POS SWTCH

 INTRODUCTION BTN ____, SQWK ______
 TIME HACK  LANDING SITE: ROUTE:
 AIRCRAFT ASSIGNMENTS _____________________________________
o LEAD ___________&___________ ___________________________________
IN _____ ON SPOT_____  LANDING ZONE
o WING ___________&___________ o LANDING SITE EVALUATION
IN _____ ON SPOT_____ (CH 17 NATOPS)
 SECTION RESPONSIBILITIES & o LZ BOUNDARIES AND
CALL-SIGNS OBSTACLES BRIEF
o SECTION LEAD o SEQUENCE OF APPROACHES:
______________________________ NORM, HS, LEAD CHANGE,
o EXT CALL SIGN REPEAT (MINUS THE LEAD
______________________________ CHANGE)
o INT CALL SIGN  RTB:
______________________________ o ROUTE:
 SMARTPACK INVENTORY / PEN&INK ______________________________
CHANGES ______________________________
 MAPS REQUIRED ______________
____________________________________ o TYPE LANDING
 WEATHER ________________
o CURRENT  CONTINGENCIES
______________________________ o EMERGENCIES
______________________________ o IIMC (CASE 1, CASE 2, CASE 3)
______________________________ o LOSS OF VISUAL CONTACT
o FORECAST____________________ o LOST COMMS
______________________________ o DISORIENTATION PROCEDURES
______________________________ / MAGELLAN
o REQUIRED____________________ o DOWNED AIRCRAFT
______________________________ o ABORTS
______________________________ o WAVE-OFFS (SCENARIO 1,
 MISSION EXECUTION SCENARIO 2, SCENARIO 3
o CONCEPT OF OPERATIONS  ADMINISTRATION AND LOGISTICS
o OPERATING AREA o FLIGHT DURATION: _________
o BOUNDARIES o FUEL: MISSION ____gal BINGO
o OBSTACLES ____gal FROM________
 SCHEME OF MANEUVER &______gal FROM OLF_______
o PREFLIGHT @ T-30  COMMAND AND SIGNAL
o TURN-UP @ T-15 o CHAIN OF RESPONSIBILITY
o CHECK-IN @ T-10 ON UHF BTN o CALL SIGN
____ and VHF 121.95 o COMMUNICATIONS
o POS SWITCH GROUND VIA ONE o TERMINOLOGY
TURN OF ATIS (TERMINATE/KNOCK-IT-
o TAXI @ T-5, AUTO SWITCH OFF/HARD DECK)
TOWER 200 FEET PRIOR TO o FREQUENCIES / NAVAIDS
HOLD SHORT o FREQUENCY CHANGES
o TAKE-OFF: CRUISE FORM, o ID AND RECOGNITION
CLIMB TO 900 FEET o VISUAL SIGNALS
ACCELERATE TO 100 KIAS  WALKTHROUGH <REQUIRED FOR
o ROUTE: F4001>
 OBJECTIVE AREA  DEBRIEF
o SEQUENCE OF EVENTS:

2-36 FORMATION FLIGHT

 CHAPTER THREE
TACTICAL FORMATION

300. INTRODUCTION

This chapter introduces the student to the fundamentals of tactical formation flying. The
procedures and positions contained herein are intended to provide a foundation for tactical
formation flying which will meet most mission requirements.

301. SECTION LOW-LEVEL FORMATION FLIGHT

1. Tactical Formations

There are two basic tactical formations, combat cruise and combat spread, designed to increase
Section Lead flexibility in controlling a flight. Cruise principles utilizing radius of turn and
altitude to maintain or regain position apply to these formations. Separation between aircraft is
dependent on the threat. In the training command we will utilize only the combat cruise
position and separation will be approximately five rotors.

2. Combat Cruise

a. Description

i. Combat cruise is designed to allow maximum flexibility, maneuverability, and

time on station while retaining control and flight discipline. Fuel conservation
is accomplished through use of radius of turn vice power adjustments to
maintain position.

ii. Combat cruise allows Wing to fly anywhere on an arc from ten degrees forward
of abeam on the left to ten degrees forward of abeam on the right. The optimum
position is on the 45º bearing line with four to five rotor diameters of lateral
separation and level with Lead (See Figure 3-1).

iii. During turns, Wing will maintain longitudinal clearance on Lead utilizing radius
of turn. Upon rollout, wing will maintain optimum position to support lead.

iv. Prolonged flight in the area within 30º of the tail (blind spot) should be avoided.

TACTICAL FORMATION 3-1

CHAPTER THREE FORMATION HELICOPTER ADVANCED PHASE TH-57

Figure 3-1 Combat Cruise

b. Common Errors and Safety Notes.

i. Both aircraft must navigate and provide mutual support.

ii. Be particularly alert for the maneuvering of Lead during tactical navigation with
emphasis on turns by Lead towards Wing. It is the navigator's (PNAC)
responsibility to keep Wing's PAC apprised of sharp route turning points which
might cause conflict between aircraft. Good CRM will enhance anticipation
and use of radius of turn by Wing to maintain proper position. Wing should
avoid flying forward of the 45º bearing line as the flight approaches a turn.

3. Formation Maneuvering

Combat cruise formation increases the Flight Lead’s flexibility in controlling the flight and
promotes security by providing overlapping fields of view. Section Low-Level Formation Flight
is an extremely dynamic environment, which requires a thorough understanding of the radius of
turn and cruise turn principles introduced earlier in this instruction.

4. Section Low-Level Navigation

The skills required for successful Section Low-Level Navigation are outlined within P-428,
Flight Training Instruction, Navigation Advanced Phase, TH-57.

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FORMATION HELICOPTER ADVANCED PHASE TH-57 CHAPTER THREE

5. Wing’s Responsibilities

During Section Low-Level Navigation, the wing aircraft is not only responsible to remain in
position and support Lead, but also to provide a backup for route navigation and aid in clearing
the flight of any potential threats or hazards.

6. Procedures

PAC of the wing aircraft is responsible to maneuver the aircraft in such a manner as to best
support Lead. This is done by applying the radius of turn and cruise turn principles.

PNAC of the wing aircraft is responsible for secondary navigation of the section. Additionally,
the PNAC should provide the flying pilot with items of critical information necessary for mission
success. In the training area, this would include information which would allow the flying pilot
to successfully maneuver about Lead's axis, always remaining in a supporting position. This
information may include:

a. Checkpoint identification.

b. Direction and severity of the next turn so the flying pilot can anticipate the actions
necessary to remain in a good supporting position.

c. Rollout information provided as a clock code, this allows the flying pilot to maintain
an external scan during high AOB turns.

TACTICAL FORMATION 3-3

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3-4 TACTICAL FORMATION

 APPENDIX A
GLOSSARY

A100. - N/A

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A-2 APPENDIX A - GLOSSARY

 APPENDIX B
FORM COVER SHEET

Figure B-1 Formation Smart Card Example

Note. All information in ITALICS needs to be changed for each flight

FORM COVER SHEET B-1

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B-2 FORM COVER SHEET

 APPENDIX C
FORM COMMUNICATION SCRIPT

GROUND

LEAD (121.95 VHF) - “Rooster flight, check Victor”

WING (121.95 VHF) - “Rooster 2”
LEAD (BASE UHF) - “Rooster flight, check Uniform”
WING (BASE UHF) - “Rooster 2, up and ready 2 souls 80 gallons”
LEAD (BASE UHF) - “Rooster 1, up and ready 2 souls 80 gallons” / “Base,
Eightball 100 and 101, outbound to the Eastern Formation
Area with Jones and Riley”
LEAD (BASE UHF) - “Rooster flight, push button 3 via one turn in ATIS”
WING (BASE UHF) - “Rooster 2”
LEAD (CH 3 UHF) - “South Whiting Ground, Eightball 100, flight of two, wingman
side number 101, taxi VFR to the east 2+30, 2 souls each
aircraft, from spots B1 and B2, with information alpha”

TAXI

LEAD (CH 4 UHF) - “South Tower, Eightball 100 and flight, number 1 holding
short spot 1, able departure”

COURSE RULES OUTBOUND

LEAD (CH 17 UHF) - “Rooster flight, check-in Uniform”

WING (CH 17 UHF) - “Rooster 2”

FORMATION AREA

WING (CH 17 UHF) - “Rooster flight, crossovers” / “Rooster flight, cruise turns”
LEAD (CH 17 UHF) - “Roger, Rooster flight, crossovers” / “Roger, Rooster flight,
cruise turns”
WING (CH 17 UHF) - “Rooster flight, Section Landings”
LEAD (CH 17 UHF) - “Rooster 1”

COURSE RULES TO OLF

LEAD (CH 17 UHF) - “Rooster flight, push button 12”

WING (CH 17 UHF) - “Rooster 2”
LEAD (CH 12 UHF) - “Rooster flight check Uniform”
WING (CH 12 UHF) - “Rooster 2”
LEAD (CH 12 UHF) - “Harold, Eightball 100 and flight Point Racetrack inbound”

FORM COMMUNICATION SCRIPT C-1

APPENDIX C FORMATION HELICOPTER ADVANCED PHASE TH-57

COURSE RULES AT OLF

LEAD (CH 12 UHF) - “Harold, Eightball 100, wingman side number 101 splitting
left F4001”
WING (CH 12 UHF) - “Rooster flight high speeds”
LEAD (CH 12 UHF) - “Rooster 1”
LEAD (CH 12 UHF) - “Traffic, Eightball 100 and flight, Section high speed
approaches Lane 4”
WING (CH 12 UHF) - “Rooster flight RTB”
LEAD (CH 12 UHF) - “Rooster 1”

COURSE RULES TO KNDZ

LEAD (CH 12 UHF) - “Harold Eightball 100 and flight, departing” / “Rooster flight
push button 5”
WING (CH 12 UHF) - “Rooster 2”
LEAD (BASE UHF) - “Rooster flight check Uniform”
WING (BASE UHF) - “Rooster 2”
LEAD (BASE UHF) - “Base, Eightball 100 and flight, 10 minutes out” / “Rooster
flight push button 4 via one turn in ATIS”
WING (BASE UHF) - “Rooster 2”
LEAD (CH 4) - “South Tower, Eightball 100, flight of two, Point Juniper with
information Charlie, request home field break”
WING (121.95 VHF) - “Rooster flight, parade”
LEAD (121.95 VHF) - “Rooster 1”
LEAD (CH 4) - “South tower, Eightball 100 and flight, Point Cypress, Spot 3,
request break”

COURSE RULES TO PURPLE ROUTE

WING (CH 17 UHF) - “Rooster flight, proceed to route”

LEAD (CH 17 UHF) - “Roger, Rooster flight, proceed to route”

TAXI TO FUEL PITS/LINE

LEAD (CH 3 UHF) - “South Ground, Eightball 100, flight of two, clear of spot 3 for
the fuel pits”

CONTINGENCY CALLS

Wave-off
Scenario 1:
EXTERNAL CALL - “Formation traffic landing Lane 4 wave-off”
LEAD (CH 17 UHF) - “Rooster flight, wave-off”
WING (CH 17 UHF) - “Roger, Rooster flight, wave-off”
LEAD (CH 17 UHF) - “Traffic, Eightball 100 and flight waving off Lane 4”

C-2 FORM COMMUNICATION SCRIPT

FORMATION HELICOPTER ADVANCED PHASE TH-57 APPENDIX C

Scenario 2:
LEAD (CH 17 UHF) - “Rooster flight, wave-off”
WING (CH 17 UHF) - “Roger, Rooster flight, wave-off”
LEAD (CH 17 UHF) - “Traffic, Eightball 100 and flight waving off Lane 4”

Scenario 3:
WING (CH 17 UHF) - “Eightball 101, waving off left side”
LEAD (CH 17 UHF) - “Rooster 1”
WING (CH 17 UHF) - “Traffic, Eightball 101 waving off Lane 4”

Abort
Scenario 1 (Lead Abort):
LEAD (CH 4 UHF) - “Eightball 100, abort”
WING (CH 4 UHF) - “Rooster 2, abort” (if safe to do so) / “Rooster 2, continuing”
LEAD (CH 4 UHF) - “South Tower, Eightball 100 and flight, aborting” or “South
Tower, Eightball 100, aborting”

Scenario 2 (Wing Abort):

WING (CH 4 UHF) - “Eightball 101, abort”
LEAD (CH 4 UHF) - “Rooster 1, abort” (if safe to do so) / “Rooster 1, continuing”
If Lead continues
WING (CH 4 UHF) - “South Tower, Eightball 101, aborting”
If Lead aborts
LEAD (CH 4 UHF) - “South Tower, Eight ball 100 and flight, aborting”

IIMC

Blue Water Operations

WING (UHF) - “Rooster 2, Popeye, left side”
LEAD (UHF) - “Rooster flight 120o, 1000 feet”
WING (UHF) - “Rooster 2, passing through the 90”

Fan Break Operations

WING (UHF) - “Rooster 2, Popeye, left side”
LEAD (UHF) - “Rooster flight 120o, 1000 feet”
WING (UHF) - “Rooster 2”

Re-Join
WING (UHF) - “Rooster 2, VMC, 1+20, visual”
LEAD (UHF) - “Rooster 1, VMC 1+30, visual”
LEAD (UHF) - “Rooster flight, rejoin PT Racetrack, right hand turns, 700’
MSL”

LOSS OF VISUAL CONTACT

WING (UHF) - “Rooster 2, blind”

LEAD (UHF) - “Rooster 1”

FORM COMMUNICATION SCRIPT C-3

APPENDIX C FORMATION HELICOPTER ADVANCED PHASE TH-57

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C-4 FORM COMMUNICATION SCRIPT