78th VMRS/Flowchart/Departure

This section establishes the three departure types, the runway lineup geometry for two-, three-, and four-ship flights, and the conduct of the takeoff roll through the join-up.

Departure Types

The flight departs by one of three methods:

(1) wing takeoff

(2) interval takeoff, or

(3) instrument trail departure.

The departure type is BRIEFED EVERY MISSION.

Runway Lineup

Once in position with the canopy closed, each wingman will call ready. No response is required at this point; the FL directs run-up once all aircraft have called ready.

Lineup Ready Call

2:  <flight> 2 READY

Wing Takeoff

Once all aircraft have called ready, the FL will direct engine run-up. Each wingman acknowledges in position order, completes the run-up, and calls ready.

Run-Up Directive

1:  <flight> RUN IT UP
2:  2
3:  3
4:  4

Run-Up Ready Call

4:  <flight> 4 READY
3:  <flight> 3 READY
2:  <flight> 2 READY

Once all aircraft have called ready after run-up, the FL will transmit the brake release directive. No response is required.

Brake Release Directive

1:  <flight>, ON MY COMMAND, BRAKES RELEASE

On the word RELEASE, each pilot of the element releases the brakes and advances the throttle.

Note: Brake release is directed by radio because the head nod that directs it in the source publications cannot be given or seen in this environment.

On brake release, lead will select MAX afterburner (AB), then reduce power slightly. Lead will not reduce below minimum AB.

On brake release, the wingman will aggressively advance the throttle to MAX AB, confirm the afterburner has lit, and tap the brakes to hold position initially. The wingman must not ride the brakes to stay behind lead.

On observing excessive closure on lead, the wingman will request a power increase. Lead advances to MAX AB. No verbal response is required.

Power Increase Request

2:  <flight> 2, PUSH IT UP

On falling back while at MAX AB, the wingman will request a power reduction. Lead reduces to minimum AB. Lead must not reduce to military power (MIL). No verbal response is required.

Power Reduction Request

2:  <flight> 2, GIVE ME ONE

A wingman will make no more than one power request during the takeoff roll. Where one power request does not resolve the position problem, "Wing Takeoff Abnormals" applies.

The wingman will rotate with lead and will duplicate lead's pitch attitude for lift-off.

Note: The first indication of lead's rotation is normally movement of the stabilator or extension of the nose gear strut.

When both aircraft are airborne, the wingman will maintain a stacked-level position until the gear is retracted.

lead will begin a smooth power reduction out of MAX AB between 220 and 280 kt calibrated airspeed (CAS), and will terminate afterburner by 300 kt CAS.

lead will monitor the wingman throughout the takeoff and will monitor airspeed to prevent overspeeding the gear.

Wing Takeoff Abnormals

After takeoff, where the wingman is ahead of lead, the wingman will check slightly away from lead while continuing to fly off lead. The FL may pass the lead to the wingman (8.1).

Where the wingman cannot hold position with power set between minimum AB and MAX AB, either overrunning lead or falling behind, the wingman will check the throttle in MAX AB, maintain separation from lead, and perform a separate takeoff.

Takeoff Abort

Where an abort becomes necessary on a wing takeoff, the aborting aircraft will maintain aircraft control, maintain its designated side of the runway to ensure separation from the other aircraft, and transmit the abort call as soon as practical. The aborting aircraft must not sacrifice aircraft control to make the radio call.

Abort Call

2:  <flight> 2 IS ABORTING

CABLE, CABLE, CABLE is transmitted only by an aircraft requiring a cable engagement. No response is required to the abort call.

After brake release, a flight member will not abort solely because another aircraft in the element is aborting.

During an abort on a wing takeoff, the aircraft continuing the takeoff will maintain its side of the runway, select MAX AB, and execute a normal single-ship takeoff.

Where the FL determines both aircraft of an element should abort, the FL will direct that element to abort. No response is required.

Element Abort Directive

1:  <flight> FLIGHT, ABORT, ABORT, ABORT

Where the wingman is in minimum AB and still overrunning lead, the wingman will perform a separate takeoff.

Note: Overrunning lead while in minimum AB is normally the first indication that lead is aborting.

Where the FL aborts an interval takeoff, the FL will transmit the abort call below. No response is required. A wingman cannot reliably recognise an interval takeoff abort visually.

Interval Takeoff Abort, FL

1:  <flight> 1 IS ABORTING

Where the FL aborts an interval takeoff and the wingman has not released brakes, the wingman will reduce power and hold position until the FL clears the runway.

Where the FL aborts an interval takeoff and the wingman has started the takeoff roll below 100 kt CAS, the wingman should abort.

Where the FL aborts an interval takeoff and the wingman is above 100 kt CAS, the wingman will continue the takeoff in MAX AB.

Where an element abort is necessary, each aircraft of that element must maintain its respective side of the runway and must make every effort to stop prior to the end of the runway.

Where an aircraft requires a cable engagement, that aircraft will transmit its position callsign and CABLE, CABLE, CABLE. No response is required.

Cable Call

<#>:  <flight> <#>, CABLE, CABLE, CABLE

Where neither aircraft of the element can stop prior to the end of the runway, the first aircraft to the cable will engage the cable and the second aircraft will take any action necessary to prevent cable engagement, to include departing the runway surface. Order is determined by arrival at the cable and not by flight position.

Interval Takeoff

When ready for takeoff, the FL will release brakes and perform a takeoff.

Each succeeding aircraft or element will delay brake release by the minimum at Table 6, measured from the preceding aircraft.

Table 6. Interval Takeoff Brake Release Minimums

Preceding takeoff	Minimum delay
Single aircraft	10 seconds
Element takeoff	15 seconds
Loadouts not similar	20 seconds

Where the flight is not executing a 2+2 interval takeoff, each aircraft should steer toward the centre of the runway after the start of the takeoff roll, and must not cross it. Where the flight is executing a 2+2 interval takeoff, each element performs a wing takeoff and each aircraft maintains its designated side of the runway.

To expedite the rejoin, the FL will terminate afterburner at 220 kt CAS minimum, accelerate to 300 kt CAS in MIL, and climb at a reduced power setting.

Unless briefed otherwise, #2 will rejoin to the inside of the first turn out of traffic. The rejoin side is BRIEFED EVERY MISSION where it differs.

Where visual meteorological conditions (VMC) cannot be maintained to the join-up, the FL will coordinate for an intermediate level-off.

Until the overtake for the rejoin (7.3.e) is achieved, wingmen should remain in afterburner.

Instrument Trail Departure

When flying an instrument trail departure, each pilot will fly basic instrument flying procedures as the first priority, and will strictly adhere to the briefed climb speeds, power settings, altitudes, headings, and turn points. Climb speeds, power settings, altitudes, headings, turn points, and spacing are BRIEFED EVERY MISSION.

All aircraft will use 30 degrees of bank for all turns.

Each aircraft will take off no less than 20 seconds after the preceding aircraft.

Unless briefed otherwise, each aircraft or element climbs at 300 kt CAS and maintains briefed spacing until all aircraft have reached VMC and are cleared to rejoin (3.8).

Until join-up, each pilot or element lead should call altitude and heading when passing multiples of 5,000 ft MSL and on initiating any altitude or heading change. No response is required.

Trail Departure Altitude and Heading Call

<#>:  <flight> <#>, PASSING ONE FIVE THOUSAND, HEADING TWO SEVEN ZERO

Note: Distance measuring equipment (DME) range may be added to this call.

Until visual contact, each pilot or element will maintain at least 1,000 ft of vertical separation from the preceding aircraft or element. Where departure instructions prohibit 1,000 ft of vertical separation, the FL will direct the separation flown.

Where 1,000 ft of vertical separation prevents a wingman from complying with the minimum safe altitude, the FL may reduce the vertical separation to 500 ft.

Where a visual join-up at level-off is not possible, the FL should request 1,000 ft of altitude separation for each succeeding aircraft or element.

JOIN-UP

On any departure, no flight member will rejoin until directed by the FL. Rejoin initiation and acknowledgement are established in 7.1.

b. Once visual with the preceding aircraft, each wingman should call VISUAL. No response is required; the FL directs the rejoin (7.1).

Visual Call

2:  <flight> 2, VISUAL

c. The aircraft each wingman reports VISUAL on is the preceding aircraft. The aircraft that directs the rejoin is the FL. These are not the same authority and are not interchangeable.