78th VMRS/FFC

Edition 1 — 26 August 2026

PREFACE

1. Purpose

This contract establishes the formation agreements assumed by every 78th VMRS flight of two or more aircraft. It governs formation types and parameters, the calls and visual signals that change them, ground operations, departure, turns, rejoins, lost sight procedures, and recovery.

2. Scope

a. This contract applies to all 78th VMRS F-16 aircrew for every sortie flown in formation, in training and in combat.

b. This contract is the sole authority on formation matters. Where the Standard Crew Contracts (SCC) and this contract address the same subject, this contract governs.

c. This contract governs formation agreements only. It does not restate tactical doctrine. Beyond visual range (BVR) employment doctrine is established on the BVR pages, crew agreements outside formation are established in the SCC, and threat reactions are established in the 476TTP Threat Guide.

d. This contract does not establish single-ship procedures, weapons employment, or intercept geometry.

3. Applicability

a. Every item in this contract applies unless a deviation is briefed for that mission.

b. The Flight Lead (FL), the Squadron Lead, or the Wing Lead may propose a deviation. The Combined Air Operations Centre (CAOC) approves the flight briefing, and that approval covers every deviation the briefing contains.

c. No item is exempt. The FL may brief away any standard in this contract, including safety standards.

Note: This authority exists so that no standard can prevent the FL from ensuring safety of flight.

d. The FL will brief each deviation explicitly. Any item not briefed as a deviation applies as written.

e. A deviation applies to one mission only. Changing this contract is an amendment, not a deviation, and follows Section 12.

f. Items marked BRIEFED EVERY MISSION have no standing default and are collected in Section 11. The FL will brief every one of them.

4. Modal Verbs

Table 1 defines the obligation carried by each modal verb used in this contract.

Table 1. Modal Verbs

Verb	Obligation
must	Mandatory. Non-negotiable. Reserved for safety-of-flight, deconfliction, and life-critical items.
must not	Prohibited. Non-negotiable.
will	Standard procedure. The stated action is what the actor does as a matter of course.
should	Recommended practice. The actor retains judgement.
may	Permitted. Not doing it is equally compliant.

5. User Information

Recommended changes should be keyed to the specific section and paragraph, with a rationale, and submitted to the Squadron Lead.

SUMMARY OF CHANGES

This is the first edition of the Formation Flying Contracts (FFC). It establishes:

Callsigns and communications

• The callsign forms and when each is used, with the notation applied in every call block (1.1, Table 2).
• CLEARED ATIS and SWEEP ATIS as two standard methods of collecting the ATIS, with the UHF-only discipline that SWEEP ATIS imposes (1.8.g, 1.8.h).

Formation types and parameters

• Close formations: fingertip, route, echelon, close trail, and fighting wing, each with its position, dimensions, and three- and four-ship variants (Section 4).
• Tactical formations: line abreast, wedge, fluid four, wall, and box or offset box, with the standard tactical airspeed and each formation's spacing and stack (Section 5).
• Crossunder as three distinct cases: two-ship, four-ship fingertip or route, and four-ship echelon (4.5).
• The battle damage check directed by radio call, with no visual signal (10.1).

Turns and rejoins

• The turn contract as a single owned paragraph, cited by each delayed, check, in-place, hook, and cross turn (6.2).
• Check, delayed 45-degree, delayed 90-degree, in-place, fluid, shackle, hook, and cross turns, with a turn selection table by heading change (Section 6).
• Straight-ahead, turning, and tactical rejoins, with the three- and four-ship rejoin order and the 500 ft closure gate (7.6).
• Overshoots, pitchout, and reforms (7.7 through 7.9).

Lost sight and deconfliction

• BLIND, lost wingman, and breakout, with the separation-responsibility handoff stated for each case (Section 9).

Ground, departure, and recovery

• Ground operations, including the check-in contingency at 2 minutes past the briefed check-in time (2.3).
• Runway lineup geometry for two-, three-, and four-ship flights, with both four-ship slot variants (3.2).
• Wing takeoff, its abnormals, and takeoff abort (3.3 through 3.5).
• Interval takeoff and instrument trail departure (3.6, 3.7).
• Battle damage check, formation approach and its terminations, VMC drag, and the traffic pattern (Section 10).

Assumed from the Standard Crew Contracts

The following move from the SCC to this contract, which now owns them. The corresponding SCC paragraphs require amendment.

• Taxi procedures (SCC 2.2.b) — now 2.4.
• Formation departure execution, including lineup geometry, interval, and join-up (SCC 2.4.b) — now 3.2, 3.6, and 3.8.
• Takeoff roll execution (SCC 2.6.g) — now 3.3.
• Ground calls (SCC 2.6) — now Sections 2 and 3.
• Departure and join-up separation (SCC Table 7) — now Table 6, 3.6, and 3.7.
• Recovery and the overhead break (SCC 2.7) — now Section 10.
• Bank limits for formations other than fingertip (SCC 3.2, Note) — now 4.3.h and 4.4.e.
• Ops checks (SCC 5.2) — now 1.7.
• Callsign usage — now 1.1.
• Frequency changes (SCC 6.3) — now 1.8.
• Lost wingman (SCC 12.1) — now 9.2.
• All formation contracts (SCC 3.5) — now Sections 4 through 8.

Not carried into this edition

• Close trail and fighting wing reform procedures beyond the directive call (4.6.l, 4.7.f).
• Three-ship tactical formation geometry (5.8).
• Lost wingman and BLIND procedures for #3 and #4 (9.1, 9.2).

SECTION 1 — FORMATION FUNDAMENTALS

This section establishes the actors, the visual signal set, the position report, the ops check, and the frequency change calls used by every formation flight.

1.1 Callsigns

This paragraph establishes which form of the callsign each flight member uses, and the notation used for callsigns in every call block in this contract.

a. Table 2 establishes the callsign forms. The worked example is a flight whose full flight callsign is HAWK ONE ONE.

Table 2. Callsign Forms

Form	Notation in call blocks	Example	Used by	Used on
Flight callsign	<flight>	HAWK	The FL, addressing the flight	Intraflight
Position callsign	<flight> <#>	HAWK TWO	The FL addressing one flight member; a wingman initiating	Intraflight
Position number	<#>	TWO	A wingman acknowledging the FL	Any frequency
Full flight callsign	<callsign>	HAWK ONE ONE	The FL	Any frequency shared with an agency outside the flight; and every CHECK call
Individual full callsign	<callsign><#>	HAWK ONE TWO	A wingman transmitting to an agency outside the flight	Any frequency shared with an agency outside the flight

Legend: FL — flight lead.

b. The frequency determines the callsign form, not the addressee.

c. On any frequency shared with an agency outside the flight, the FL will use the full flight callsign. This applies to every FL transmission on that frequency, including a directive addressed only to the flight.

d. On intraflight, the FL will use the flight callsign to address the flight, and the position callsign to address one flight member.

e. On intraflight, when initiating a transmission, each wingman will use that wingman's position callsign.

f. When transmitting to an agency outside the flight, each wingman will use that wingman's individual full callsign. This normally arises only where the wingman is operating as a single ship after a split (8.3).

g. When acknowledging a directive from the FL, each wingman will respond with the position number alone, on any frequency. Any other acknowledgement form is BRIEFED EVERY MISSION.

h. The individual full callsign is the full flight callsign with the final digit replaced by the position number. In a flight callsigned HAWK ONE ONE, #2 is HAWK ONE TWO, #3 is HAWK ONE THREE, and #4 is HAWK ONE FOUR.

Note: The FL's individual full callsign and the full flight callsign are the same.

i. On a CHECK call, the FL will use the full flight callsign, on any frequency. The CHECK establishes or re-establishes intraflight and so precedes the convention at 1.1.d.

j. Before the flight is checked in on VHF (2.2), the flight holds a single frequency shared with ground agencies. Every FL transmission in that period uses the full flight callsign, including a directive addressed only to the flight.

Callsign Forms in Use

1:  HAWK ONE ONE REQUEST IFR              (to clearance delivery)
1:  HAWK ONE ONE GO CHANNEL THREE         (on the backup UHF, before check-in)
1:  HAWK ONE ONE CHECK                    (any frequency)
1:  HAWK GO CHANNEL THREE                 (on intraflight)
1:  HAWK TWO, CLEARED ATIS                (on intraflight)
2:  HAWK TWO READY                        (wingman initiating, on intraflight)
2:  TWO                                   (acknowledging the FL, any frequency)
2:  HAWK ONE TWO, REQUEST VECTORS         (wingman to ATC, single-ship)

k. The full flight callsign is BRIEFED EVERY MISSION.

1.2 Application

a. These contracts apply to every formation flight of two, three, or four aircraft, from the flight check-in established in 2.2 through flight split-up (8.3).

b. Each rule states the aircraft it binds. A rule naming a position binds that position only. A rule naming an element binds the two aircraft of that element. A rule naming the flight binds every aircraft in the flight.

c. Single-ship procedures are established in the 78th VMRS Standard Crew Contracts (SCC).

1.3 Formation Leadership

a. The flight lead (FL) is #1 and commands the flight.

b. In a four-ship, the element lead (EL) is #3 and leads the second element (#3 and #4).

c. lead is the aircraft a flight member flies position on. For #2 and #3, lead is #1. For #4, lead is #3.

d. The FL retains authority for the flight, including where lead responsibilities are passed to another flight member (8.1).

1.4 Responsibilities

a. The FL will speak for the flight when communicating with agencies outside the flight, until the flight splits up (8.3). Exception: a flight member holding under 2.3 obtains an individual clearance directly.

b. Where a call block states that a response is required, each wingman will respond in position order. Where a call block states that no response is required, no wingman responds. The call block governs in every case.

c. Each wingman will mimic the format of the FL's call and will report that wingman's own values.

d. While performing cockpit tasks, each wingman will keep attention primarily on lead and use only short glances inside the cockpit.

1.5 Visual Signals

a. Table 3 establishes the visual signal set.

Table 3. Formation Visual Signals

Signal	Given by	Commands or indicates
Wing rock	The FL	Reform (7.9) or rejoin (7.1)
Wing rock	#2, #3, or #4	The giving aircraft has lost radio communications
Fishtail	The FL	Route (4.3)
Porpoise	The FL	Line abreast (5.3)
Wing dip	The FL	Crossunder (4.5) or echelon (4.4)
Wing flash	lead	The tactical turn indicated (6.1)
Gear doors opening	lead	Retract the gear (3.3)
Gear extension signal	The lead aircraft	BRIEFED EVERY MISSION (10.2)
Pitchout signal	lead	BRIEFED EVERY MISSION (7.8)
Take spacing signal	The FL	BRIEFED EVERY MISSION (8.2)

Legend: FL — flight lead. lead — the aircraft a flight member flies position on (1.3). The lead aircraft — the lead of an approaching pair (Section 10).

b. Where a wing rock is given, its meaning is determined by the aircraft giving it. From the FL, a wing rock commands a reform or initiates a rejoin. From #2, #3, or #4, a wing rock indicates that aircraft has lost radio communications. The two meanings are distinct and are not interchangeable.

Note: The FL's wing rock carries the same form for a reform and for a rejoin. The two are distinguished by whether an acknowledgement is required (7.1).

c. Where a wing dip is given, its meaning is determined by the formation in force.

(1) In fingertip (4.2) or route (4.3), a wing dip directs a crossunder by the positions established in 4.5.

(2) In echelon (4.4), a wing dip away from the echelon directs the whole flight to change sides (4.5.c). A wing dip toward the echelon carries no command.

(3) From a formation other than echelon, a wing dip in the desired direction directs echelon (4.4).

d. The fishtail is used only from fingertip (4.2).

1.6 Position Reports

a. Where the FL requires the position of a flight member, the FL will request it with SAY POSIT. The condition is event-based and carries no restriction on the FL's own visual status.

Position Request

1:  <flight> 2, SAY POSIT
2:  <flight> 2, YOUR RIGHT THREE O'CLOCK, HIGH

b. The requested flight member will respond with that flight member's o'clock position relative to the requesting aircraft, followed by relative altitude. Relative altitude is reported as HIGH, LOW, or LEVEL, and no other value is used.

c. Where the request is addressed to a named position, only that position responds.

1.7 Ops Checks

a. An ops check will be accomplished at each of the following points:

(1) after takeoff,

(2) after level-off,

(3) after FENCE IN, and

(4) before descent.

b. The four points at a. are the standard and are mandatory. Additional ops checks are at the FL's discretion.

c. Between FENCE IN and FENCE OUT, the ops check reports fuel and G. At every other point, the ops check reports fuel only.

Note: Departure and recovery lie outside FENCE IN to FENCE OUT, so the ops check on those portions reports fuel only.

d. Fuel is reported in thousands of pounds, spoken as a decimal without units. G is reported as the maximum G recorded, spoken with the word GS.

e. The FL transmits the directive and the FL's own state in one call. Each wingman then reports in position order, mimicking the format of the FL's call (1.4).

Ops Check Directive

1:  <flight>, OPS CHECK, ONE IS TWO POINT THREE, FIVE POINT FIVE GS
2:  TWO IS TWO POINT TWO, FIVE POINT EIGHT GS
3:  THREE IS TWO POINT ONE, FOUR POINT FIVE GS
4:  FOUR IS TWO POINT THREE, FIVE POINT ZERO GS

f. Upon completion of an ops check that follows maneuvering above 4 G, each pilot may reset the G meter.

g. FENCE IN and FENCE OUT are directed by the FL. FENCE IN is directed on entering the working area and FENCE OUT on exiting it.

FENCE Directive

1:  <flight>, FENCE IN
2:  2
3:  3
4:  4

h. On the FL's FENCE directive, each wingman will acknowledge in position order and execute the briefed FENCE items. FENCE IN items and FENCE OUT items are BRIEFED EVERY MISSION.

1.8 Frequency Changes

a. The flight will operate on ultra high frequency (UHF) with agencies outside the flight and on very high frequency (VHF) intraflight.

b. Each wingman will change frequency only when directed by the FL.

c. When performing a channel change, each wingman will maintain formation position. Where a wingman is unable to change frequency (e.g., fingertip in instrument meteorological conditions (IMC)), that wingman will maintain position and communicate on the intraflight frequency until the change can be accomplished.

d. Table 4 establishes the directed frequency change calls.

Table 4. Directed Frequency Change Calls

Call	Directs	Required response
PUSH	Change to the named frequency	None. No flight member acknowledges.
GO	Change to the named frequency	Each wingman acknowledges in position order.
CLEARED ATIS	One named flight member to collect the ATIS on UHF and pass it to the flight (1.8.g)	The named flight member acknowledges with the position number.
SWEEP ATIS	Every flight member to collect the ATIS on VHF (1.8.h)	Each wingman acknowledges in position order.

Legend: ATIS — automatic terminal information service.

Frequency Change, Unacknowledged

1:  <flight>, PUSH CHANNEL FOUR

Frequency Change, Acknowledged

1:  <flight>, GO CHANNEL FOUR
2:  2
3:  3
4:  4

e. The FL may delay a frequency change based on wingman proficiency or flight conditions.

Note: PUSH directs a frequency change. PUSH IT UP directs a power increase during the takeoff roll (3.3). The two calls are unrelated.

f. The flight collects the ATIS by one of two methods: CLEARED ATIS (1.8.g) or SWEEP ATIS (1.8.h). Which method is used is BRIEFED EVERY MISSION.

g. CLEARED ATIS. One flight member collects the ATIS while the remainder of the flight holds its frequencies. The directive, the report, and the information are passed on intraflight.

(1) To collect the ATIS by CLEARED ATIS, the FL will direct one flight member. That flight member acknowledges with the position number.

CLEARED ATIS Directive

1:  <flight> 2, CLEARED ATIS
2:  2

(2) On acknowledging, the directed flight member will change the UHF to the ATIS frequency and copy the information.

(3) Once the information is copied, the directed flight member will return the UHF to the channel in use before the directive and report on that channel.

ATIS Report

2:  <flight> 2 IS UP ON PRIME <channel>, WITH ATIS <letter>
1:  <flight> 2, GO WITH ATIS <letter>
2:  <ATIS information>

(4) On the FL's GO WITH ATIS call, the directed flight member will pass the information to the flight.

(5) The remainder of the flight holds its frequencies throughout and makes no frequency change.

h. SWEEP ATIS. Every flight member collects the ATIS on the VHF while the flight holds the UHF.

(1) To collect the ATIS by SWEEP ATIS, the FL will direct the flight. Each wingman acknowledges in position order.

SWEEP ATIS Directive

1:  <flight>, SWEEP ATIS
2:  2
3:  3
4:  4

(2) On acknowledging, each flight member will change the VHF to the ATIS frequency, copy the information, and hold the UHF unchanged.

(3) From the SWEEP ATIS directive until the flight is checked in on VHF under 1.8.h(5), each flight member must make every intraflight transmission on the UHF. No flight member is monitoring the VHF intraflight frequency during that period.

(4) Once the information is copied, each flight member will return the VHF to the intraflight frequency.

(5) When the FL judges that every flight member has had time to copy the information, the FL will check the flight in on VHF. The timing is at the FL's discretion.

SWEEP ATIS Recovery Check

1:  <callsign> CHECK
2:  2
3:  3
4:  4

(6) Where a flight member does not answer the check, the FL will raise that flight member on UHF.

SECTION 2 — GROUND OPERATIONS

This section establishes the flight's procedures from clearance delivery through the last chance. It governs the sequence of checks, calls, and clearances that place the flight at the runway ready for departure.

2.1 Clearance and Engine Start

a. Prior to engine start, the flight operates on the backup UHF frequency with clearance delivery or ground. The backup UHF frequency is BRIEFED EVERY MISSION.

b. The FL will check the flight in on the backup UHF frequency. Each wingman acknowledges in position order.

Backup UHF Check

1:  <callsign> CHECK
2:  2
3:  3
4:  4

c. Where instrument flight rules (IFR) are planned, the FL will request the IFR clearance. Each wingman acknowledges in position order once the FL has read the clearance back. Where IFR are not planned, no request is made and the flight proceeds to d.

IFR Clearance Request

1:  <callsign> REQUEST IFR
2:  2
3:  3
4:  4

d. Where the flight is not already on the ground frequency, the FL will direct the change with GO (1.8). Each wingman acknowledges in position order.

Ground Frequency Change

1:  <callsign> GO <channel>
2:  2
3:  3
4:  4

e. The FL will call for engine start. Each wingman acknowledges in position order and starts engines.

Engine Start Directive

1:  <callsign> CRANK
2:  2
3:  3
4:  4

f. Before check-in, each flight member will check the ATIS.

2.2 CHECK-IN

a. At the briefed check-in time, the FL will call the flight in on VHF. The condition is time-based. The check-in time is BRIEFED EVERY MISSION.

b. The FL may delay the check-in based on wingman proficiency or flight conditions.

c. Each flight member ready for taxi acknowledges in position order.

Flight Check-In

1:  <callsign> CHECK
2:  2
3:  3
4:  4

d. Where a flight member is not ready, that flight member will respond with the time required in place of the position number. The remaining flight members acknowledge in position order.

Flight Check-In, Flight Member Not Ready

1:  <callsign> CHECK
2:  <flight> 2 NEEDS <n> MINUTES
3:  3
4:  4

e. Where a flight member will not be ready at the briefed check-in time, that flight member will inform the FL as soon as the delay is known and not later than the briefed check-in time.

2.3 CHECK-IN Contingency

a. Where the FL has not called for check-in on VHF 2 minutes after the briefed check-in time, each flight member will obtain an individual clearance and hold at the last chance (2.5). The condition is time-based.

b. Where the flight has held under a., further coordination is conducted on the ops channel (channel 1).

c. Where the FL calls for check-in within 2 minutes of the briefed check-in time, the flight checks in and proceeds under 2.2 and 2.4.

2.4 Taxi

a. The FL will obtain the taxi clearance for the flight.

b. The FL will taxi at a speed that allows wingmen to attain proper spacing.

c. Each wingman will match the FL's configuration.

d. Taxi spacing is 150 ft, staggered.

e. Prior to takeoff, each wingman will inspect the other flight members for proper configuration and for abnormalities, and will continue that inspection throughout the sortie.

2.5 Last Chance

a. At the last chance, each flight member will PUSH to the runway supervisory unit (RSU) or tower frequency as briefed (1.8). The frequency is BRIEFED EVERY MISSION.

b. When ready for departure, each flight member will turn on the landing lights.

c. The FL will obtain the takeoff or lineup clearance for the flight.

d. On the takeoff or lineup clearance, the flight lines up (3.2).

SECTION 3 — 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.

3.1 Departure Types

a. The flight departs by one of three methods:

(1) wing takeoff (3.3),

(2) interval takeoff (3.6), or

(3) instrument trail departure (3.7).

b. The departure type is BRIEFED EVERY MISSION.

3.2 Runway Lineup

a. Lineup is determined by wind direction, direction of traffic, and weather turn-out.

b. When the crosswind component exceeds 5 kt, the FL will place each element's wingman on the upwind side. This binds #2 in the lead element and #4 in the second element.

c. Where the crosswind component is 5 kt or less and the flight will enter IMC, the FL should consider placing #2 on the outside of the first turn.

d. Where the crosswind component is 5 kt or less and the flight will not enter IMC, the FL should consider placing #2 on the inside of the first turn.

e. Minimum wingtip spacing is 10 ft. Wider spacing may be used.

f. The FL will ensure wingmen have sufficient room to maneuver into position.

g. Table 5 establishes the lineup geometry for each flight size.

Table 5. Runway Lineup Geometry by Flight Size

Flight size	Position	Lateral placement	Fore-and-aft reference
Two-ship	#1	Centre of its half of the runway	—
Two-ship	#2	Centre of its half of the runway	#1's main gear doors
Three-ship (echelon)	#2	Outboard of #1	BRIEFED EVERY MISSION
Three-ship (echelon)	#3	Outboard of #2	BRIEFED EVERY MISSION
Four-ship, both variants	#1	As far to the side of the runway as practical	—
Four-ship, both variants	#2	Wingtip closest to #1 on the centreline	#1's main gear doors
Four-ship, #3 in the slot	#3	Between #1 and #2, far enough forward to see #2 clearly, with nose-tail clearance	—
Four-ship, #3 in the slot	#4	Offset from #2's jet blast	#3's main gear doors
Four-ship, #4 in the slot	#3	Echelon on #2, with wingtip clearance	—
Four-ship, #4 in the slot	#4	Between #1 and #2, with nose-tail clearance	—

h. In a three-ship, the normal lineup is echelon. A three-ship may use either four-ship lineup as briefed.

i. In a four-ship, #3 lines up in the slot. Where the FL briefs #4 in the slot, the flight lines up per the #4-in-the-slot rows of Table 5.

j. 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 (3.3).

Lineup Ready Call

2:  <flight> 2 READY

3.3 Wing Takeoff

a. Once all aircraft have called ready (3.2), 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

b. 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

c. On the word RELEASE, each pilot of the element releases the brakes and advances the throttle per 3.3.d and 3.3.e.

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.

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

e. 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.

f. The wingman will not reduce power below minimum AB during the takeoff roll.

g. 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

h. 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

i. A wingman will make no more than one power request during the takeoff roll. Where one power request does not resolve the position problem, 3.4 applies.

j. 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.

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

l. On lead's gear doors opening (1.5), the wingman will retract the gear. Once the gear is retracted and the aircraft is clean, the wingman will move into fingertip (4.2).

m. lead will confirm the wingman is safely airborne before retracting the gear.

n. 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.

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

3.4 Wing Takeoff Abnormals

a. 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).

b. 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.

c. Takeoff abort is established in 3.5.

3.5 Takeoff Abort

a. 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

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

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

d. 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.

e. 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

f. 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.

g. 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

h. 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.

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

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

k. 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.

l. 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

m. 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.

3.6 Interval Takeoff

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

b. 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

c. 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 (3.3) and each aircraft maintains its designated side of the runway.

d. 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.

e. 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.

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

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

3.7 Instrument Trail Departure

a. 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.

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

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

d. 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).

e. 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.

f. 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.

g. 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.

h. 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.

3.8 JOIN-UP

a. 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.

SECTION 4 — CLOSE FORMATIONS

This section establishes the close formation positions flown by the 78th VMRS, the references and dimensions that define each position, and the procedures for changing sides within them. Tactical formations are established in Section 5.

4.1 Application

a. Whenever the flight is not in a tactical formation established in Section 5, the flight will be in one of the close formations established in 4.2 through 4.7: fingertip (4.2), route (4.3), echelon (4.4), close trail (4.6), or fighting wing (4.7).

b. Where both a dimension and a visual reference are stated, each pilot will fly the stated dimension.

c. Formation responsibilities are established in 1.4. Visual signal meanings are established in 1.5.

4.2 Fingertip

Fingertip is flown for weather penetration, airfield arrivals and departures, and show formations.

a. In fingertip, each wingman will maintain wingtip clearance off lead and will fly approximately 3 ft of wingtip separation.

b. In fingertip, each wingman will fly the fore-and-aft position from which the pilot looks down the leading edge of lead's wing.

Note: The fore-and-aft reference is the pilot's eye on the line running down the leading edge of lead's wing, with lead's stabilator leading edge held on that line.

c. In a three- or four-ship fingertip, each position flies as follows.

(1) #2 and #3 each fly the position established in 4.2.a and 4.2.b off the FL.

(2) #4 flies the position established in 4.2.a and 4.2.b off #3, and will line up the helmets of the FL and #3.

(3) While #3 is adjusting, #4 should fly a stable position off the FL and will maintain lateral separation from #3.

Note: #4's lead is #3. #4's line-up reference is the FL. The two are different aircraft and the distinction holds throughout 4.2.c.

4.3 Route

Route is flown to enhance clearing and visual lookout, increase flight manoeuvrability, and ease the completion of inflight checks, radio changes, and other cockpit tasks.

a. To place the flight in route, the FL will make a radio call or give the route visual signal (1.5). No response is required.

Route Directive

1:  <flight>, ROUTE

b. In route, each wingman will fly from two ship-widths of lateral spacing out to approximately 500 ft.

c. In route, each wingman will fly no farther aft than the extended fingertip line and no farther forward than line abreast.

d. With wings level, each wingman will maintain a level stack.

e. Inside a turn, each wingman will stack below lead's plane of motion (POM) only as far as is needed to keep lead in sight.

f. Outside a turn, each wingman will fly the vertical references established in 4.4.

g. In a three- or four-ship route, each position flies as follows.

(1) #2 sets the lateral spacing for the flight.

(2) #3 will fly line abreast with #2, matching #2's lateral spacing from the FL.

(3) #4 will line up the helmets of #3 and the FL.

h. With any wingman in route, the FL will limit bank to 60 degrees.

i. The route echelon position is the route position flown outside a turn, with the vertical references established in 4.4.i.

4.4 Echelon

Echelon is a formation in which all wingmen are on the same side of the flight.

a. To place the flight in echelon, the FL will dip a wing in the desired direction (1.5) or make a radio call. No response is required.

Echelon Directive

1:  <flight>, ECHELON LEFT

b. In a two-ship, the FL will direct each echelon turn with a radio call or a visual signal, except where the turn is prebriefed (i.e., turns in the VFR overhead pattern established in 10.7).

c. In a three- or four-ship with the wingmen on the same side, an echelon turn is implied and no call or signal is required. The FL overrides the implication only by a radio call directing a different formation or a different manoeuvre.

d. In an echelon turn, the FL will turn away from the echelon, except for very gentle turns into the echelon.

e. In an echelon turn, the FL will limit bank to 60 degrees.

f. In an echelon turn, each pilot will make smooth corrections and maintain positive backstick pressure.

g. In an echelon turn, each pilot must not unload.

h. In an echelon turn, #2 will match the FL's roll rates.

i. Once established in an echelon turn, each wingman will fly the position at which the horizon splits lead's intake, holding the fore-and-aft reference established in 4.2.b.

j. In the #3 or #4 position, each wingman will fly the references established in 4.4.i and will cross-check the FL's position against the horizon.

Note: Cross-checking the FL against the horizon prevents over-adjusting for every correction #2 or #3 makes.

Note: Echelon turns initiated between 300 and 350 kt CAS with minimal throttle movement give the wingmen a more stable platform to follow.

4.5 Crossunder

This paragraph establishes three cases: the two-ship crossunder, the four-ship fingertip or route crossunder, and the four-ship echelon crossunder. Each binds different aircraft.

a. Two-ship.

(1) Except for prebriefed events (i.e., the battle damage check established in 10.1), the FL will direct a crossunder with a radio call or a wing dip away from the wingman (1.5).

Crossunder Directive

1:  <flight> 2, CROSS UNDER
2:  2

(2) On the crossunder signal, the wingman will reduce power until a small forward line-of-sight (LOS) rate develops.

(3) The wingman will then move back and slightly below lead's POM and add power to stop the forward LOS.

(4) The wingman will then move across and behind lead with a minimum of nose-tail clearance, adding power as needed to hold the fore-and-aft position.

(5) Once on the opposite side and with wingtip clearance, the wingman will add power to move up and forward into fingertip (4.2).

b. Four-ship fingertip or route.

(1) A wing dip toward #2 directs a crossunder for #3 and #4.

(2) A wing dip toward #3 directs a crossunder for #2.

(3) Where #2 is crossing to the side #3 and #4 occupy, #3 will move out smoothly to create room for #2.

(4) #2 will fly the crossunder established in 4.5.a and must establish nose-tail clearance before crossing the FL's 6 o'clock.

(5) As #2 attains position, #3 will fly off #2 while referencing the FL.

(6) Where #3 and #4 are crossing simultaneously, #3 will drop down and aft in the crossunder established in 4.5.a and will establish nose-tail clearance off #2 before crossing.

(7) As #3 begins the crossunder, #4 will fly a crossunder on #3, normally crossing #3's 6 o'clock as #3 crosses behind the FL.

(8) #4 must anticipate LOS rates and power changes to avoid falling aft.

c. Four-ship echelon.

(1) In four-ship echelon, the FL's radio call or wing dip, always away from the echelon, directs the entire flight to change sides. A wing dip toward the echelon carries no command (1.5.c(2)).

(2) As #2 begins the crossunder, each wingman should move with #2. The flight will be in a straight line as the wingmen cross the FL's 6 o'clock.

(3) Each wingman will then assume position on the other side of the FL.

(4) Any other formation change, including a return to fingertip, requires a radio call.

4.6 Close Trail

Close trail is flown as a two-ship.

a. From fingertip (4.2), echelon (4.4), or route (4.3), the FL will initiate close trail with a radio call. The wingman will acknowledge.

Close Trail Directive

1:  <flight> 2, GO CLOSE TRAIL
2:  2

b. After acknowledging, the wingman will manoeuvre to the position established in 4.6.e and call in. No response is required.

Close Trail In

2:  <flight> 2'S IN

c. Until the wingman's in call, the FL must not manoeuvre.

d. After the wingman's in call, the FL may use any combination of turns, modified lazy eights, and barrel rolls.

e. In close trail, the wingman will fly 1 to 2 aircraft lengths behind lead and just below lead's jet wash.

f. In close trail, the wingman must not climb into lead's jet wash.

g. Over-the-top manoeuvring in close trail is prohibited.

h. In close trail, the FL will fly smoothly and predictably and will avoid rapid or inconsistent roll rates.

i. In close trail, each pilot must maintain a minimum of 1 G.

j. In close trail, the FL will plan to use no more than 4 G.

k. Close trail airspeed is BRIEFED EVERY MISSION.

l. To end close trail, the FL will direct the wingman to the desired formation with a radio call or a visual signal (1.5). The wingman will acknowledge.

Close Trail Reform

1:  <flight> 2, REFORM LEFT
2:  2

m. Where the reform is to fingertip, the FL must avoid significant power changes until the wingman is in position.

4.7 Fighting Wing

Fighting wing is a manoeuvrable two-ship administrative formation.

a. To place #2 in fighting wing, the FL will make a radio call. No response is required, and #2 will not call in position.

Fighting Wing Directive

1:  <flight>, GO FIGHTING WING

b. In fighting wing, #2 will fly a cone 30 to 45 degrees aspect angle (AA) from lead and 500 to 1,500 ft aft.

Note: The forward limit of the cone (45 degrees AA) is lead's wingtip aligned with the aft edge of the canopy. The aft limit (30 degrees AA) is lead's wingtip aligned with the canopy bow.

Note: For range, at 500 ft lead's tail number is easily readable; at 1,000 ft lead's tail number is easily seen but not readable; at 1,500 ft the letters on the tail are visible.

c. In fighting wing, #2 should maintain a position inside lead's turn circle using lead and lag pursuit.

d. With a wingman in fighting wing, the FL must not fly aerobatic manoeuvres.

e. In fighting wing, #2 may use rolling manoeuvres to maintain or regain position.

f. To end fighting wing, the FL will direct #2 to the desired formation with a radio call. #2 will acknowledge and manoeuvre to the directed position.

SECTION 5 — TACTICAL FORMATIONS

This section establishes the tactical formations flown by the 78th VMRS, the parameters of each, and the position every flight member flies. Tactical turns are established in Section 6.

5.1 Principles

TACTICAL is the umbrella term for the formations established in 5.3 through 5.7, which are characterised by increased separation between flight members. Tactical is the primary formation flown when employing.

a. The two-ship tactical formations are line abreast (5.3) and wedge (5.4).

b. The four-ship tactical formations are fluid four (5.5), wall (5.6), and box or offset box (5.7).

c. On the radio, each tactical formation may be called by its own name. Where the FL calls TACTICAL or LINE, the flight will go to line abreast (5.3).

d. Lead is primarily responsible for manoeuvring the formation.

e. Each wingman is primarily responsible for maintaining formation position and deconfliction.

f. Each wingman's primary reference for heading and airspeed is lead.

g. The FL will cross-check the wingmen to monitor their positions.

h. Each wingman will back up the FL by monitoring area orientation and navigation.

i. Each pilot carries equal responsibility for visual lookout.

Note: Scan patterns should include the extremes above and below the horizon.

j. In a four-ship, each wingman's priority is to maintain visual with, and manoeuvre in relation to, the element lead: the FL for #2, and #3 for #4.

k. In a four-ship, #3's priority is to maintain visual with the FL while fulfilling element lead responsibilities for #4.

l. Where a pilot cannot maintain the priority established in 5.1.j or 5.1.k, that pilot will make a BLIND call in the format established in 9.1.b. The BLIND procedure for a three- or four-ship is BRIEFED EVERY MISSION.

m. In a four-ship, each pilot must maintain visual or situational awareness (SA) on the other aircraft to ensure deconfliction.

5.2 Parameters

This paragraph establishes the standard airspeed for all tactical formations.

a. Unless briefed otherwise, each pilot will fly the standard tactical airspeed in Table 7.

Table 7. Standard Tactical Formation Airspeed

Altitude	Airspeed
At or above 10,000 ft MSL	350 kt CAS
Below 10,000 ft MSL	300 kt CAS

Legend: CAS — calibrated airspeed. MSL — mean sea level.

b. On the FL's direction, the flight may fly an airspeed other than the standard in Table 7.

Note: Tactical formations are normally flown at airspeeds near corner velocity (350 to 400 kt CAS).

c. Spacing, angular limits, and stack for each tactical formation are established in 5.3 through 5.7.

5.3 Line Abreast

a. In line abreast, the wingman will fly the parameters in Table 8.

Table 8. Line Abreast Parameters

Parameter	Value
Angular position	Line abreast to 10 degrees aft
Lateral spacing	2,000 to 4,000 ft
Vertical stack	Up to plus or minus 2,000 ft

b. To enter line abreast, the FL will make a radio call or porpoise the aircraft (1.5). No response is required.

Line Abreast Directive

1:  <flight>, LINE LEFT

c. On the signal to go line abreast, the wingman will:

(1) clear the flight path in the direction of the turn away from lead;

(2) turn away from lead to achieve the lateral spacing in Table 8;

(3) roll back to lead's approximate heading approaching that spacing, and set power and airspeed to match lead's; and

(4) assess LOS, then adjust power, airspeed, and heading to zero out LOS and heading crossing angle (HCA).

d. When correcting formation position, the wingman will correct in the priority order line, spacing, then vertical stack.

e. In line abreast, the wingman will hold the angular position in Table 8, varying power and trading altitude for airspeed to make fore and aft corrections.

f. In line abreast, the wingman should fly a stack of 500 to 1,000 ft. Table 8 states the limit; 500 to 1,000 ft is the target within it. Stack is the tertiary priority.

g. Where airspace or weather prevents the stack at 5.3.f, the FL will direct co-altitude flight. Otherwise, the wingman flies the stack at 5.3.f.

h. When required to confirm a level stack, the wingman should verify altitude between aircraft.

i. To calibrate range, the wingman may use the air-to-air tactical air navigation (A/A TACAN) values in Table 9.

Table 9. A/A TACAN Range Equivalents

A/A TACAN indication	Approximate range
0.3 NM	2,000 ft
0.7 NM	4,000 ft

Legend: A/A TACAN — air-to-air tactical air navigation. NM — nautical miles.

Note: Lead approximately one fist below the horizon indicates a 1,000 ft stack, and one-half a fist below the horizon indicates a 500 ft stack.

5.4 Wedge

Wedge is a two-ship tactical formation offering an increased degree of flight manoeuvrability.

a. Where terrain or tactics require an increased degree of flight manoeuvrability, the FL may direct #2 to wedge with a radio call.

b. In wedge, #2 will fly 30 to 45 degrees off lead's 6 o'clock (30 to 45 degrees AA) at a range of 4,000 to 6,000 ft.

c. Stack in wedge is BRIEFED EVERY MISSION.

d. In wedge, #2 will manoeuvre to remain within the position established in 5.4.b, and may cross lead's 6 o'clock to do so.

e. In wedge, the FL is not required to call or signal turns. #2 will hold the position established in 5.4.b through the FL's turns.

f. Wedge airspeed is established in 5.2.

5.5 Fluid Four

a. In fluid four, the FL and #3 fly a two-ship line abreast on each other at the parameters established in 5.3.

b. In fluid four, #2 flies the fighting wing position established in 4.7 off the FL.

c. In fluid four, #4 flies the fighting wing position established in 4.7 off #3.

d. When not manoeuvring, #2 and #4 will each hold a position on the outside of the flight.

e. In fluid four, tactical turns are made between the FL and #3 only, flown as a two-ship. #2 and #4 are not part of the turn geometry and will follow their element leads.

Note: Element leads can ease their wingmen's task by pausing momentarily between banking up and beginning to pull during a turn.

f. During fluid four turns, visual lookout is the primary means of deconfliction and each pilot must clear the flight path.

g. In fluid four, the element leads should hold a vertical stack on each other to reduce the opportunity for conflict.

h. Where the wingman of the high element is below its element lead, #2 and #4 must ensure deconfliction from each other during turns.

Note: The highest potential for conflict is during turns, as the elements cross. The potential increases where the element being turned into is aft of line abreast at turn initiation.

5.6 Wall

a. The wall is four aircraft in line abreast tactical formation.

b. In the wall, the order across the flight is #2, the FL, #3, #4.

c. In the wall, #2 flies line abreast off the FL, #4 flies line abreast off #3, and the FL and #3 fly line abreast on each other.

d. In the wall, the spacing across each of the three gaps is 4,000 to 6,000 ft, line abreast to 10 degrees aft. This spacing applies in place of the lateral spacing established in 5.3.

e. Stack for each wingman in the wall is BRIEFED EVERY MISSION.

f. On the FL's radio call or visual signal, the wall executes a delayed turn (6.5, 6.6).

g. Where the FL's turn signal requires #4 to turn first, #3 will relay the signal to #4. Otherwise, #4 takes the signal from the FL directly.

h. In a wall delayed turn, the wingman on the outside of the turn turns first, and each pilot in succession uses two-ship line abreast references to fly the turn contract (6.2).

i. As the FL completes the turn, #2 and #4 will manoeuvre to regain position.

Note: Conflicts are minimised where all four aircraft are relatively line abreast at the start of the turn.

5.7 Box and Offset Box

a. Box is two elements flying line abreast tactical, separated in trail by 6,000 to 9,000 ft.

b. Within each element, the wingman flies the parameters established in 5.3.

c. Unless briefed by the FL or directed by their respective element lead, #2 and #4 may be on either side of their element lead, and the side #2 occupies is independent of the side #4 occupies.

d. At the FL's discretion, the rear element flies directly in trail of the lead element (box) or offset laterally from it (offset box).

e. The lateral offset flown in offset box is BRIEFED EVERY MISSION.

f. In offset box, #3 may place #4 in the slot.

g. Unless weather or airspace restriction requires level flight, the rear element will stack high or low from the lead element. The stack direction is BRIEFED EVERY MISSION.

Note: Offset box makes it easier for all flight members to maintain visual contact with one another.

5.8 THREE-SHIP Formations

No standard three-ship tactical formation geometry is established. Close formations for a three-ship are established in 4.2, 4.3, and 4.4.

a. Where the flight departs or continues as a three-ship, the FL will brief the items in 5.8.b for that mission.

b. The following are BRIEFED EVERY MISSION for a three-ship:

(1) deputy lead;

(2) callsign changes;

(3) positions to fly; and

(4) planned position changes.

c. Spacing, stack, and turn procedures for a three-ship tactical formation are BRIEFED EVERY MISSION.

SECTION 6 — TACTICAL TURNS

This section establishes the turns flown from a tactical formation, the signals that direct them, and the contract every aircraft flies during a turn. Turns flown from a close formation are established in Section 4, and the tactical parameters the flight returns to on rollout are established in 5.2.

6.1 Signals

a. When directing a tactical turn, lead will use a radio call or a visual signal.

b. No radio response is required from a wingman for a tactical turn. No call block in this section states a response.

Delayed 90-Degree Turn Directive

1:  <flight>, NINETY LEFT

c. Except for a cross turn (6.11) and a hook turn into the wingman (6.10), lead may signal any tactical turn with a wing flash in the direction of the turn.

d. A cross turn and a hook turn into the wingman will be directed by radio call.

e. When signalling a tactical turn, lead will show the wingman approximately 90 degrees of bank. Lead will fly minor course corrections with 30 degrees of bank or less.

f. Lead may combine a zipper (a double-click on the microphone switch) with the visual signal to attract the wingman's attention.

g. Until signalled otherwise, each wingman will assume a delayed 90-degree turn. Any other turn is established only by lead's radio call naming that turn, by the wing flash at 6.1.c for the turn concerned, or by lead's immediate turn in the case of a hook turn away from the wingman (6.10.c).

Note: The general register of visual signals is established in 1.5.

6.2 Turn Contract

a. Throughout a tactical turn, each aircraft will fly MIL power and the G required to hold altitude and airspeed.

b. The second aircraft to turn (the aircraft being turned into) may vary power, altitude, and G to finish the turn in position on the appropriate side of the formation.

c. Throughout a tactical turn, each pilot will remain aware of terrain elevation, descent rate, and bank angle.

Note: The contract is specified by power and G. No maximum bank angle is set for a tactical turn. The source publication gives a corresponding angle of attack (AOA) of approximately 0.35 at medium altitude; the F-16 equivalent is not established (12.3.b).

6.3 Deconfliction

a. The wingman takes the initiative to deconflict from lead.

b. When commencing a turn from a high or low stack, the wingman will maintain that stack, particularly when turning first.

c. Where there was no stack at turn initiation, the lateral spacing established in 5.3 may be sufficient without further vertical deconfliction. Where it is not sufficient, the wingman will establish vertical deconfliction before commencing the turn.

d. The wingman will clear the flight path throughout the turn.

e. When vertical deconfliction is required, the wingman will telegraph that intention by positively manoeuvring the aircraft.

f. Both lead and the wingman are responsible for flight path deconfliction. Each will clear during the turn and take evasive action if required.

g. Under a hard altitude assignment (no altitude block), the wingman should climb or descend slightly for deconfliction if necessary. Both aircraft must adhere to the cleared altitude.

6.4 Check Turns

a. For a heading change of approximately 30 degrees or less (6.12), lead will direct a check turn.

Check Turn Directive

1:  <flight>, CHECK <degrees> LEFT

b. Both aircraft execute simultaneous contract turns (6.2).

c. The wingman remains on the same side of the formation.

6.5 Delayed 45-DEGREE Turns

a. Turns into the wingman.

(1) When the turn is called on the radio, lead will begin the turn immediately after the call. When no call is made, lead's turn into the wingman is the signal.

(2) As lead begins the turn, the wingman will continue straight ahead and will maintain or obtain vertical clearance in accordance with 6.3.

(3) The wingman should use that period to clear lead's new 6 o'clock position.

(4) When lead rolls out, the wingman will manoeuvre to a tactical position on the opposite side of lead, either by delaying the turn until lead has crossed the wingman's 6 o'clock position or by immediately manoeuvring to the other side of lead.

(5) In either case the aircraft being turned into must pass in front of the other aircraft. It must not pass over or under the other aircraft.

(6) During a comm-out 45-degree turn, lead must ensure rollout occurs before the wingman begins a delayed 90-degree turn (6.6).

(7) If the wingman begins a 90-degree turn, lead will direct the recovery by radio.

Delayed 45-Degree Turn Recovery

1:  <flight> 2, ROLLOUT

b. Turns away from the wingman.

(1) When directed, the wingman will begin a contract turn (6.2) into lead and will roll out after approximately 45 degrees of turn.

(2) Lead signals the wingman's rollout by beginning a contract turn into the wingman.

(3) Lead will manoeuvre to the opposite side of the wingman, in line abreast (5.3).

(4) After lead rolls out, the wingman is responsible for obtaining the correct position.

6.6 Delayed 90-DEGREE Turns

a. Turns into the wingman.

(1) When the turn is called on the radio, lead will begin the contract turn (6.2) immediately after the call. When no call is made, lead's contract turn into the wingman is the signal.

(2) The wingman will fly the deconfliction and clearing actions established in 6.5.a(2) and 6.5.a(3).

(3) The wingman will initiate a 90-degree contract turn to roll out in tactical formation on the opposite side of lead.

(4) If out of position, the wingman will vary the timing and G loading of the turn, based on lead's line of sight (LOS), to finish the turn in position.

Note: For a wingman in position, the rapid increase in lead's LOS occurs after lead has turned approximately 45 degrees, which is just prior to looking down lead's intakes. Inside the flown spacing or aft of line abreast, the turn begins earlier than that cue. Outside the flown spacing or forward of line abreast, it begins later. In position at lower altitude the turn begins later, and at higher altitude earlier.

b. Turns away from the wingman.

(1) When directed, the wingman will begin a contract turn (6.2) into lead and will roll out after approximately 90 degrees of turn.

(2) Lead will delay, then fly a contract turn to roll out on the desired heading.

(3) After lead rolls out, the wingman is responsible for obtaining the correct position.

6.7 IN-PLACE Turns

a. When the formation is to manoeuvre in one direction at the same time, lead will direct an in-place turn.

In-Place Turn Directive

1:  <flight>, IN PLACE NINETY LEFT

b. Both aircraft turn at the same time, in the same direction, using contract turns (6.2).

Note: Flown from line abreast, a 90-degree in-place turn places the formation in trail at the lateral spacing that existed before the turn.

6.8 Fluid Turns

a. Where little G or excess thrust is available (high gross weight, higher altitude, or both), lead may direct a fluid turn.

Fluid Turn Directive

1:  <flight>, FLUID LEFT

b. Lead will make heading changes in 90-degree increments using approximately 45 degrees of bank, maintaining airspeed and altitude.

c. Where a 180-degree heading change is required, lead will fly two 90-degree fluid turns.

d. Fluid turns into the wingman.

(1) The wingman will begin a turn in the same direction as lead.

(2) The wingman will monitor lead's position continuously throughout the turn.

(3) Once lead's flight path is crossed, the wingman will adjust the turn to assume proper spacing and will lower the nose to regain airspeed if required.

e. Fluid turns away from the wingman.

(1) The wingman will roll into more bank than lead and lower the nose slightly to move to the inside of the turn behind lead.

(2) As the turn progresses, the wingman will reduce bank to attain proper lateral spacing and will trade excess airspeed for altitude approaching line abreast (5.3).

Note: In a fluid turn into the wingman, the wingman normally has 20 to 30 degrees of turn completed as lead passes the 6 o'clock position. A wingman behind at the start of the turn crosses later; a wingman ahead crosses earlier.

6.9 Shackle

a. To place the wingman on the opposite side of the formation, or to allow the wingman to regain the correct position, lead will direct a shackle.

Shackle Directive

1:  <flight>, SHACKLE

b. Both aircraft turn toward each other.

c. The wingman ensures vertical deconfliction (6.3).

d. The wingman should roll out with lead to minimise fore and aft LOS.

e. Both aircraft reverse the turn after crossing flight paths.

f. Lead rolls out on the original or desired heading.

g. The wingman assumes the proper tactical position (5.3).

h. Where the formation is not line abreast at the start of the shackle, each aircraft manoeuvres to correct the starting error, at the discretion of the pilot flying.

Note: Where the shackle is flown to correct a forward wingman, lead may continue straight ahead. A wingman starting behind uses less bank angle, angle-off, or both. A wingman starting ahead uses more bank angle or angle-off.

6.10 Hook Turns

a. A hook turn reverses the formation's heading by 180 degrees, both aircraft flying a contract turn (6.2) at the same time in the same direction.

b. Hook turns into the wingman.

(1) Lead will direct a hook turn into the wingman by radio call.

Hook Turn Directive

1:  <flight>, HOOK RIGHT

(2) During the first half of the turn, lead is responsible for keeping the wingman in sight and for aligning fuselages at the halfway point.

(3) Shortly after the halfway point, the wingman will acquire and maintain sight of lead and will fly off lead.

(4) The wingman will manoeuvre to obtain the proper spacing and position on rollout.

c. Hook turns away from the wingman.

(1) Lead may signal a hook turn away from the wingman with a wing flash (6.1) or direct it by radio call.

(2) When initiated with a wing flash, lead will begin turning when the wingman begins to turn.

(3) During the first half of the turn, the wingman will match lead's turn rate and will be at 0 degrees aspect angle (AA) and 0 degrees heading crossing angle (HCA) at the 90-degree point of the turn.

(4) Shortly after the halfway point, lead will acquire and maintain sight of the wingman.

Note: Lead's immediate turn distinguishes a hook turn away from the wingman from a delayed 90-degree turn, in which lead delays.

6.11 Cross Turns

a. Lead will direct a cross turn by radio call.

Cross Turn Directive

1:  <flight>, CROSS TURN

b. Immediately on the call, both aircraft will commence a contract turn (6.2) into each other, with altitude split for flight path deconfliction.

c. The aircraft cross after 60 to 90 degrees of turn and continue the turn through 180 degrees.

d. Where the initial spacing was correct, lateral separation on rollout will be 2 to 3 NM. Where the wingman's spacing was initially wide, a cross turn reduces lateral separation.

e. After turning through 90 degrees, each pilot must reacquire the other aircraft as quickly as possible and maintain visual contact.

f. If the other aircraft is not reacquired during the second half of the turn, the pilot must call BLIND immediately upon rollout (9.1).

g. Following completion of the turn, unless briefed otherwise, the wingman will correct back to the tactical line abreast position (5.3).

h. To correct lateral spacing, lead may direct a shackle (6.9).

i. Where the wingman is blind and lead is visual, lead may direct a shackle while maintaining altitude separation and talking the wingman's eyes back onto lead.

j. Where neither pilot regains sight, both aircraft will maintain the reciprocal heading until directed otherwise by lead. Lead is responsible for altitude separation.

6.12 Turn Selection

a. Lead will select the turn for a given heading change per Table 10.

Table 10. Tactical Turn Selection by Heading Change

Heading change	Turn directed
Approximately 30 degrees or less	Check turn (6.4)
Approximately 30 to 60 degrees	Delayed 45-degree turn (6.5)
Greater than approximately 60 degrees	Delayed 90-degree turn (6.6)
180 degrees (reversal)	Hook turn (6.10) or cross turn (6.11)

b. For any heading change of more than 30 degrees, lead may direct an in-place turn (6.7) or a fluid turn (6.8) in place of the delayed turn in Table 10.

c. In all cases the wingman is responsible for maintaining or regaining position.

SECTION 7 — REJOINS AND REFORMS

This section establishes how the flight is brought back together from a tactical or spread position, and how it closes from one administrative position to another. All rejoins terminate in fingertip (4.2) unless lead directs otherwise.

7.1 Initiation

a. When directing a rejoin, the FL will use a radio call or a wing rock (1.5). An element lead directing a rejoin within the element will use a radio call. Only the FL initiates a rejoin or a reform with a wing rock (1.5).

b. Lead should use a radio call to initiate a rejoin when a wingman is not in sight.

c. Each wingman will acknowledge lead's rejoin call, in sequence.

Rejoin Directive

1:  <flight>, REJOIN
2:  2
3:  3
4:  4

d. A tactical rejoin (7.5) must not begin until every wingman has acknowledged.

e. When directing a reform, the FL will use a radio call or a wing rock (1.5). The reform call is not acknowledged, by radio or by visual signal. Exception: a reform from close trail (4.6.l) and a reform from fighting wing (4.7.f) are acknowledged, because lead does not manoeuvre until the wingman is clear.

Reform Directive

1:  <flight>, REFORM

No response is required from any wingman.

f. The FL will size a wing rock or a wing dip to the distance between aircraft.

g. Lead may use slight climbs or descents during a rejoin or a reform for energy management or area orientation.

h. All rejoins terminate in fingertip (4.2) unless lead directs otherwise.

i. Lead will monitor wingmen closely throughout a rejoin.

j. If lead perceives an unsafe situation developing at any point in the rejoin, lead will take positive action immediately to prevent a midair collision.

7.2 Parameters

a. Unless briefed otherwise, lead will fly the platform in Table 11.

Table 11. Rejoin Platform

Rejoin	Airspeed	Bank angle	Flight path
Straight-ahead rejoin (7.3)	350 kt CAS	Not applicable	Level, climbing, or descending, held stable
Turning rejoin (7.4)	350 kt CAS	30 degrees	Level
Tactical rejoin (7.5)	350 kt CAS	45 degrees	Level

Legend: kt CAS — knots calibrated airspeed.

b. When lead's current airspeed differs from the briefed or expected rejoin airspeed by more than 10 kt, lead will call the current airspeed.

Rejoin Airspeed Advisory

1:  <flight>, REJOIN AIRSPEED THREE TWENTY

No response is required from any wingman.

c. Lead may brief or call different parameters on the radio.

7.3 STRAIGHT-AHEAD Rejoin

a. Where a turn is not possible or practical, lead will direct a straight-ahead rejoin.

b. Lead will maintain a stable platform (7.2), level, climbing, or descending.

c. Lead will clear and will monitor the wingman throughout the rejoin.

d. Unless directed otherwise, #2 will rejoin to lead's left side.

e. The wingman will increase airspeed to generate closure, using 20 to 30 kt of overtake initially.

f. The wingman will establish a position behind and slightly below lead, on a vector toward lead's low 6 o'clock position.

g. At approximately 500 ft, the wingman will bid away from lead toward a position two to four ship widths outside lead's wingtip, with the velocity vector angled away from lead.

h. The wingman will decrease overtake with a power reduction and will arrive in the route position (4.3) co-airspeed with lead, on a parallel flight path with fuselages aligned.

i. Once stabilised in route, the wingman will move into fingertip (4.2).

j. If lead turns during a straight-ahead rejoin, the wingman will transition to a turning rejoin (7.4) and will anticipate an overshoot (7.7).

Note: Holding lead slightly above the horizon during the closure keeps the wingman clear of lead's wake turbulence.

7.4 Turning Rejoin

a. When initiating a turning rejoin with a wing rock, lead will make the first wing dip in the direction of the rejoin.

b. After a pitchout (7.8), lead will delay long enough for #2 to roll out in trail before establishing the turn.

c. Lead will establish the turn and hold the platform in Table 11 in level flight.

d. Lead may vary bank and pitch slightly for area orientation, and may climb or descend at less than 1,000 fpm for energy management.

e. Lead will monitor the wingman's AA and closure and will be prepared to take evasive action.

f. Where required for range and turn direction, the wingman will manoeuvre out of lead's plane of motion using a high or low yo-yo.

g. The wingman will arrive at 30 to 45 degrees AA, with lead one to two ship widths above the horizon, using lead pursuit for the interception. Higher aspect may be used to expedite the rejoin.

h. The wingman will establish 20 to 30 kt of closure and a pursuit curve that stabilises the aircraft at 30 to 45 degrees AA.

i. The wingman will use small bank changes to control aspect.

j. The wingman may use the speed brake, and will plan the rejoin so that the speed brake is not required to complete it.

k. Inside 300 to 500 ft, the wingman will align with lead's plane of motion approximately two ship widths below lead and will move forward onto an extension of the fingertip reference line (4.2).

l. The wingman will modulate airspeed to arrive approximately three to four ship widths from lead with controlled closure, and will be co-airspeed with lead before reaching one ship width.

m. The wingman will complete the rejoin with minimal altitude change relative to lead.

n. If closure is excessive, the wingman will overshoot (7.7).

Note: A stable pursuit curve shows no forward or aft LOS.

7.5 Tactical Rejoin

a. Once every wingman has acknowledged lead's rejoin call (7.1), the tactical rejoin begins.

b. Lead will fly the tactical rejoin platform in Table 11.

c. Each wingman will strive to maintain closure throughout the rejoin.

d. Straight-ahead tactical rejoin.

(1) The wingman will rejoin to the side occupied when the radio call or visual signal was given.

(2) Where the stack exceeds 500 ft, the wingman will work toward a stack-level position.

(3) The wingman will roll and pull to place lead slightly forward of the line abreast picture, at approximately 15 to 20 degrees HCA.

(4) The wingman will use power to remain slightly aft of line abreast (90 degrees AA off lead), aiming toward the close trail position (4.6).

(5) At approximately 1,500 ft, the wingman will begin taking out HCA (aligning fuselages) to hold lead slightly forward of line abreast.

(6) If angular or airspeed closure is excessive, the wingman will overshoot (7.7).

e. Turning rejoin into the wingman.

(1) The wingman will use lag pursuit from the outset.

(2) The wingman will make an initial move in the vertical to build the turning room required to solve HCA.

(3) Approaching lead's turn circle, the wingman will use the available turning room to zero HCA and align fuselages.

(4) The wingman will modulate power to cross lead's 6 o'clock at one to two ship lengths, remaining clear of lead's jet wash.

(5) The wingman will manoeuvre back inside the turn at the desired airspeed and AA, and will complete the rejoin as established in 7.4.

f. Turning rejoin away from the wingman.

(1) As soon as lead turns, the wingman will manoeuvre to the inside of the turn using lead pursuit.

(2) Excessive lead pursuit produces excessive AA, HCA, or closure, and the wingman will limit lead pursuit accordingly.

(3) The wingman will cross lead's 6 o'clock clear of the jet wash and will assess airspeed, altitude differential, and angular closure.

(4) Once inside lead's turn, the wingman will complete the rejoin as established in 7.4.

7.6 THREE- and FOUR-SHIP Rejoin Order

a. For all three- and four-ship tactical rejoins, the FL will direct the rejoin by radio call and every wingman will acknowledge (7.1). The rejoin will not begin until all wingmen have acknowledged.

b. In a straight-ahead rejoin, #2, #3, and #4 rejoin in numerical sequence. #2 rejoins on the FL per 7.3.d, #3 rejoins on the FL opposite #2, and #4 rejoins on #3.

c. In a turning rejoin, #2 rejoins to the inside of the FL's turn.

d. In a turning rejoin, #3 rejoins to the outside of the FL's turn.

e. In a turning rejoin, #4 rejoins to the outside of #3, flying off #3 rather than off the FL.

f. Where the preceding aircraft is itself rejoining, no aircraft will fly closer than 500 ft to it until it is stable in route (4.3) or closer. This binds #3 and #4. #2 rejoins on the FL without this restriction.

g. Each wingman is responsible for keeping the preceding aircraft in sight, and will avoid becoming a conflict or a hazard to the aircraft ahead of it or behind it.

h. On selecting idle power, on extending speed brakes, and on overshooting, #2 and #3 will call, to give the following aircraft awareness.

Rejoin Awareness Calls

2:  <flight> 2, IDLE
2:  <flight> 2, SPEED BRAKES
2:  <flight> 2, OVERSHOOTING

No response is required from any flight member.

7.7 Overshoots

a. When closure cannot be controlled within the rejoin, the wingman will overshoot. The wingman will not delay an overshoot in an attempt to save the rejoin.

b. Each wingman will keep lead and the preceding aircraft in sight throughout an overshoot.

c. Straight-ahead rejoin overshoot. A straight-ahead rejoin with excessive closure produces a pure airspeed overshoot.

(1) The wingman will maintain lateral spacing on lead, on a parallel or divergent vector.

(2) The wingman must not turn into lead.

(3) The wingman will reduce power and use the speed brake as required to control the overshoot.

(4) Where flight paths are not convergent and visual contact is maintained, a small, controllable 3/9 line overshoot may be continued into an effective rejoin. Where flight paths are convergent or visual contact is lost, the wingman will break out (9.3).

(5) Once beginning to slide back into formation, the wingman will retract the speed brake and increase power before achieving co-airspeed, to prevent excessive aft movement.

d. Turning rejoin overshoot. A turning rejoin with excessive closure produces a combination airspeed-aspect overshoot.

(1) The wingman will overshoot in a plane of motion approximately two ship widths below lead.

(2) The wingman will begin the overshoot early enough to cross lead's 6 o'clock with a minimum of two ship lengths spacing.

(3) If nose-tail separation cannot be maintained, the wingman must break out (9.3).

(4) The wingman will reduce power and use the speed brake as required.

(5) Once outside the turn, the wingman will use bank and back stick pressure to stabilise in the route echelon position (4.3.i).

(6) The wingman will fly no higher than the route echelon position (4.3.i) during the overshoot.

(7) Where the overshoot is co-airspeed and caused by excess aspect, the wingman may remain inside lead's turn circle and align fuselages in lead's low 6 o'clock to stop the overshoot.

(8) Once under control with no aft LOS, the wingman will complete a crossunder (4.5) to fingertip on the inside of the turn, or to the position lead directs.

(9) If aft LOS is not adequately controlled, the wingman will re-establish the rejoin line inside lead's turn and will complete the turning rejoin (7.4).

Note: Airspeed carried above the route echelon position becomes altitude, which returns as airspeed when the wingman descends back to the inside of the turn. Excess energy cannot be assessed or eliminated from above that position.

e. Tactical straight-ahead rejoin overshoot.

(1) Where angular or airspeed closure is excessive, the wingman will overshoot behind the 6 o'clock position of all preceding aircraft with a minimum of nose-tail clearance, or will break out (9.3).

(2) Closure so excessive that the wingman would have to lose visual contact with lead is treated as a breakout (9.3).

(3) The wingman will select idle and, where required, speed brakes, as soon as excess overtake is recognised.

(4) When breaking out, the wingman will establish an altitude stack that deconflicts vertically from lead and from any preceding aircraft.

(5) The wingman will ensure terrain clearance throughout the breakout.

f. In a three- or four-ship, spacing from the preceding aircraft during an overshoot and the awareness calls that accompany it are established in 7.6.

7.8 Pitchout

a. When spacing is required for a rejoin or for follow-on manoeuvring, lead will direct a pitchout by radio call or visual signal (1.5).

Pitchout Directive

1:  <flight>, PITCH OUT

No response is required from any wingman.

b. After the call or signal, lead will clear, then turn away from the wingman, using G to attain 300 kt CAS unless briefed or directed otherwise.

c. Lead will normally fly a level turn of approximately 180 degrees.

d. Lead may climb, descend, adjust the degrees of turn, or any combination of these, for weather, area orientation, or energy management.

e. Lead will allow enough time for the wingmen to complete the pitchout, then will direct the rejoin (7.1).

f. Each wingman will keep lead or the preceding aircraft in sight, will delay 5 seconds unless briefed otherwise, and will then turn to follow using approximately the same bank angle and G loading.

g. After approximately 90 degrees of turn, the wingman will vary bank angle and back stick pressure to attain the desired spacing.

h. The wingman will roll out behind and slightly below lead or the preceding aircraft and will maintain 300 kt CAS until directed to rejoin.

7.9 Reforms

a. Lead initiates a reform per 7.1.

b. To reform from route (4.3) to fingertip (4.2), the wingman will stabilise at a two ship width route position, then will move into fingertip.

c. To reform from fighting wing, the wingman will follow the procedure established in 4.7.

d. To reform from close trail, the wingman will follow the procedure established in 4.6.

SECTION 8 — FORMATION CHANGES

This section establishes how lead responsibilities are transferred, how range is increased within the flight, and how the flight is split onto separate clearances.

8.1 Lead Changes

A lead change is a transfer of lead responsibilities from one flight member to another.

a. The FL must not initiate a lead change with the designated wingman further aft than a normal fingertip (4.2) or route (4.3) position, or greater than 30 degrees aft of line abreast.

b. From a close formation, the designated wingman will move out and forward to ensure wingtip separation while attending primarily to the FL.

c. On reaching the FL's 3/9 line, the designated wingman accepts the lead and assumes lead responsibilities.

d. On the designated wingman's acceptance, the old lead assumes wingman responsibilities.

e. Unless the new lead directs otherwise, the flight remains in the formation from which the lead change was initiated. A change of formation after the lead change requires a directive call or visual signal (1.5) from the new lead.

f. Throughout the lead change, the old lead and the new lead each monitor the other aircraft to ensure separation is maintained.

g. In a two-ship, the FL directs the lead change with the following call. The designated wingman's acceptance is required, and the lead does not transfer until it is transmitted.

Lead Change, Two-Ship

1:  <flight> 2, YOU HAVE THE LEAD ON THE LEFT/RIGHT
2:  <flight> 2 HAS THE LEAD ON THE LEFT/RIGHT

h. In a three- or four-ship, the lead change should be accomplished over the radio, with the new lead's acknowledgement.

i. A lead change transfers lead responsibilities. It does not transfer the FL's authority for the flight (1.3.d). Where the FL passes the lead, the FL remains the FL.

Lead Change, Four-Ship

1:  <flight> 3, YOU HAVE THE LEAD ON THE LEFT/RIGHT
3:  <flight> 3 HAS THE LEAD ON THE LEFT/RIGHT

8.2 Take Spacing

Take spacing increases range within the flight where reversing the direction of the flight is not practical.

a. Take spacing is a visual meteorological conditions (VMC) manoeuvre. The FL will not direct take spacing in instrument meteorological conditions (IMC).

b. The FL directs the wingman to take spacing with a prebriefed visual signal or a radio call. The visual signal used is BRIEFED EVERY MISSION.

c. The wingman will acknowledge the direction with the position number, or by manoeuvring away from the FL to take spacing.

d. The wingman may achieve spacing with any combination of wingman manoeuvring, wingman deceleration, and FL acceleration.

e. The standard spacing is 6,000 ft. Any other spacing is BRIEFED EVERY MISSION.

f. On achieving the directed spacing, the wingman transmits the following call. No response is required.

Spacing Achieved

2:  <flight> 2, READY

g. In a three- or four-ship, the procedure for each aircraft is BRIEFED EVERY MISSION.

Note: One method, usually flown at 300 kt calibrated airspeed (CAS), is a series of check turns flown behind and below the FL's jet wash.

8.3 Splitting the Flight

a. Before clearing a wingman off, the FL will verify that the wingman has a positive fix from which to navigate.

b. Before clearing a wingman off, the FL should coordinate with air traffic control (ATC) for separate clearances.

SECTION 9 — LOST SIGHT AND DECONFLICTION

This section establishes what each flight member does when visual contact within the formation is lost, and who owns separation until it is regained. Deconfliction takes precedence over formation position.

9.1 Blind

BLIND is the loss of visual contact with another flight member. This paragraph applies to the #1 and #2 pair.

a. On losing sight of the other aircraft, the affected pilot will immediately transmit the BLIND call. The formation then achieves at least vertical separation and completes the rejoin (7.1) when visual contact is regained.

b. The BLIND call states position number, BLIND, and current altitude spoken in thousands.

Blind

2:  <flight> 2, BLIND, SEVENTEEN THOUSAND

c. Where heading or turn information aids separation or visual acquisition, the blind aircraft adds it to the call.

Blind, With Turn Information

2:  <flight> 2, BLIND, SEVENTEEN THOUSAND, RIGHT TURN THROUGH HEADING ONE THREE ZERO

d. The blind aircraft may substitute CLIMBING or DESCENDING for the level altitude statement where vertical movement aids separation, as in "<flight> 2, BLIND, CLIMBING THROUGH SEVENTEEN THOUSAND".

e. Where the BLIND call is not acknowledged in a timely manner, the blind aircraft will manoeuvre away from the last known position of the other aircraft and alter altitude. No interval defines "timely"; discretion applies, and the blind aircraft judges it from the proximity and closure of the formation at the time of the call.

f. Where a flight member manoeuvres into the sun and the other pilot loses sight, that is a lost-sight case and 9.1 applies without delay. A momentary loss of sight is not exempt.

g. The formation member with visual contact transmits a relative position from the blind aircraft. This call is the required response to 9.1.b.

Visual, With Relative Position

1:  <flight> 1, VISUAL, RIGHT, TWO O'CLOCK, HIGH

h. Where #1 is blind and #2 has #1 in sight, #1 may direct a rejoin (7.1). #2 must not rejoin closer than route (4.3) until #1 transmits VISUAL.

i. Where #2 is blind and #1 has #2 in sight, the following apply.

(1) Where the situation requires immediate separation, #1 manoeuvres to ensure separation between the two aircraft.

(2) #1 may direct #2 to maintain an altitude or a heading to aid separation or visual acquisition.

j. Where both aircraft are blind, the following apply.

(1) #1 must immediately direct a minimum of 1,000 ft of altitude separation.

(2) #1 will direct that separation without causing the aircraft to cross altitudes.

(3) Until visual contact is regained, #1 must take positive action to ensure flight path deconfliction.

(4) Both formation members maintain that separation until either visual contact is regained and a rejoin is initiated (7.1), or clearance to recover separately is received.

9.2 Lost Wingman

a. This paragraph applies to #2 relative to #1. The procedure for #3 and for #4 is BRIEFED EVERY MISSION.

b. When #2 loses sight of #1 in IMC, or when #2 suffers spatial disorientation, #2 will immediately transmit the lost wingman call and execute the applicable procedure in 9.2.f, 9.2.g, or 9.2.h.

c. #1 will request a separate clearance for #2 from ATC.

d. #1 will acknowledge #2's call and transmit current aircraft attitude and heading. #2 acknowledges that transmission.

Lost Wingman

2:  <flight> 2 IS LOST WINGMAN
1:  <flight> 1, WINGS LEVEL, HEADING THREE FIVE ZERO
2:  2

e. #1 may transmit altitude and airspeed where those parameters aid #2 in maintaining safe separation.

f. In wings-level flight, whether climbing, descending, or straight and level, #2 turns away from #1 using 15 degrees of bank for 15 seconds, then resumes heading and proceeds on a separate clearance.

g. Outside a turn, the following apply.

(1) #2 reverses the direction of turn using 15 degrees of bank for 15 seconds.

(2) After 15 seconds, #2 rolls out.

(3) #2 ensures positive separation before resuming the turn, then proceeds on a separate clearance.

h. Inside a turn, the following apply.

(1) #2 momentarily reduces power to ensure nose-tail separation.

(2) #2 directs #1 to roll out of the turn.

(3) #2 maintains angle of bank to ensure lateral separation, then proceeds on a separate clearance.

(4) #1 may resume the turn only when separation is assured.

Roll-Out Directive, Lost Wingman Inside a Turn

2:  <flight> 1, ROLL OUT

No verbal response is required. #1 rolls out on the call.

9.3 Breakout

A breakout achieves immediate separation to avoid a midair collision. This paragraph applies to a wingman breaking out from #1.

a. When any of the following exists, the wingman must break out immediately.

(1) The wingman constitutes a hazard to the formation.

(2) The wingman is in front of or under #1.

(3) The wingman is told to break out.

(4) The wingman loses situational awareness of the aircraft's position relative to #1.

b. On breaking out, the wingman clears in the direction of the break and manoeuvres away from #1's last known position, or in the direction that ensures immediate separation.

c. The wingman uses power and speed brake to maintain a safe manoeuvring airspeed and to expedite separation.

d. The wingman may use any control input from a small check turn away to maximum rate stick deflection, as the situation requires.

e. After beginning the breakout manoeuvre, the wingman informs #1. The wingman does not delay the manoeuvre to make the call.

Breakout, Wingman-Initiated

2:  <flight> 2, BREAKING OUT
1:  <flight> 1, VISUAL

Note: #1's VISUAL is the acknowledgement that ends the wingman's sole responsibility for separation (9.3.f). Where #1 is not visual, #1 acknowledges with the position number alone and establishes altitude separation.

Breakout, Directed by #1

1:  <flight> 2, BREAK OUT
2:  2

f. Where the wingman initiates the breakout, that aircraft must maintain safe separation until #1 acknowledges the breakout, confirms visual contact, or establishes altitude separation.

g. Where #1 directs the breakout, #1 must maintain safe separation and flight path deconfliction until the wingman acknowledges, until #1 confirms visual contact, or until altitude separation is established.

h. #1 continues to fly predictably throughout the breakout.

i. Where the wingman is in sight, #1 manoeuvres to maintain sight and to deconflict flight paths.

j. When safe separation is achieved, #1 should direct a rollout. Where the wingman is visual with #1, the wingman may roll out regardless of which aircraft initiated the breakout.

k. When passing under #1, or when viewing #1 through the top of the canopy, the wingman should anticipate spatial disorientation.

l. Throughout a breakout, each flight member remains responsible for deconfliction.

m. After achieving safe separation and visual contact with #1, the wingman transmits the VISUAL call. #1 then directs a rejoin (7.1).

Visual After Breakout

2:  <flight> 2, VISUAL

n. The wingman will not rejoin until #1 directs the rejoin. The wingman may parallel #1's flight path to control a divergent vector.

Note: On final approach, a rapid increase in back stick pressure can result in a stall. Abrupt rudder or abrupt selection of MAX power can roll the aircraft past the desired bank angle.

SECTION 10 — RECOVERY

This section establishes the procedures for the flight from the battle damage check through the approach, its termination, and the traffic pattern.

10.1 Battle Damage Check

a. From fingertip (4.2) or route (4.3), the lead aircraft directs a battle damage (BD) check by radio call. The inspecting aircraft will acknowledge. No visual signal directs a BD check.

Battle Damage Check Directive

1:  <flight> 2, BD CHECK
2:  2

b. In a two-ship, the inspecting aircraft performs the check in the following sequence.

(1) Make a slight check turn away from lead.

(2) Climb no higher than required to inspect the top of the near side of the other aircraft.

(3) Drop down to inspect the lower side of the near side.

(4) Crossunder (4.5).

(5) Inspect the lower side and then the upper side of the far side.

(6) Remain on that side and assume the proper formation position.

c. The inspecting aircraft looks for damage, leaks, missing panels, and other irregularities.

d. Throughout the BD check, the aircraft holding lead responsibilities must navigate and clear for the formation (NAV lead), and the inspecting wingman maintains deconfliction within the formation.

e. The inspecting aircraft passes discrepancies on the intraflight radio. Where no discrepancy is found, the inspecting aircraft passes a thumbs-up after returning to the position the check started from.

f. On completion of the wingman's check, the lead aircraft passes the lead to the wingman (8.1) and performs a BD check.

g. In a three- or four-ship, the check is performed in the following sequence.

(1) The FL directs #2 to check the flight.

(2) All other aircraft maintain position while #2 checks the entire formation and returns to the original position.

(3) When #2 is back in position, #3 in a three-ship, or #4 in a four-ship, is cleared to check #2 without further direction. The FL overrides that clearance with a radio call.

10.2 Formation Approach

The formation approach normally terminates in VMC with either a formation low approach (10.3) or a formation drop-off (10.4).

a. The FL will brief the formation approach and its termination, including contingencies. The approach and termination flown are BRIEFED EVERY MISSION.

b. Throughout the approach, and after the aircraft are clearly established as single-ships, the pilot of each aircraft prioritises flight path deconfliction and maintains awareness of the proximity of the other aircraft.

c. Where the landing aircraft is unable to land from a formation drop-off, both aircraft will maintain safe separation while the lead aircraft coordinates follow-on action, which may be a rejoin (7.1), entry into the visual flight rules (VFR) pattern as single-ships, or separate clearances from ATC.

d. Lead aircraft.

(1) The lead aircraft flies the approach as a single-ship approach.

(2) Unless briefed otherwise, the lead aircraft directs gear and landing configuration with one visual signal (1.5) or one radio call.

(3) After confirming a safe gear indication in both aircraft, the lead aircraft transmits the gear down call for the flight. No response is required.

Gear Down

1:  <flight>, GEAR DOWN

(4) Unless one aircraft will circle or side-step from the approach, the formation flies the final approach speed for the heaviest aircraft.

(5) Where one aircraft will circle or side-step from the approach, the formation configures for the final turn and flies the final turn airspeed for the heaviest aircraft.

e. Wing aircraft.

(1) Until on glidepath, the wing aircraft flies normal fingertip references (4.2).

(2) When VMC or on glidepath, whichever occurs later, the wing aircraft assumes the stack level position. Any other point at which stack level is assumed is BRIEFED EVERY MISSION.

(3) The vertical reference for stack level is the lead pilot's helmet on the horizon.

(4) Where the lead aircraft lands near the centre of its half of the runway, wingtip clearance of 10 ft to 50 ft is adequate.

(5) The wing aircraft stabilises at one spacing within the 10 ft to 50 ft range. The spacing flown is BRIEFED EVERY MISSION.

Table 12. Stack Level Wingtip Clearance References

Wingtip clearance	Visual reference
10 ft	BRIEFED EVERY MISSION
25 ft	BRIEFED EVERY MISSION
50 ft	BRIEFED EVERY MISSION

Legend: ft — feet.

10.3 Formation Low Approach

a. Lead aircraft.

(1) Throughout the transition from the configured approach to the climb-out, the lead aircraft monitors the wing aircraft.

(2) The lead aircraft follows single-ship go-around procedures.

(3) When advancing the power, the lead aircraft will remain below MIL power to leave a margin for wing aircraft power adjustments. Where the required climb gradient cannot be met below MIL, the lead aircraft will use the power required and advise the wing aircraft.

(4) A visual signal is not required to raise the gear and configuration. Where a visual signal is briefed, the lead aircraft normally uses one visual signal to raise both. Whether a visual signal is used is BRIEFED EVERY MISSION.

(5) Where the formation will re-enter IMC following the low approach, the lead aircraft establishes an initial climb gradient that affords the wing aircraft time to regain fingertip (4.2) beforehand.

b. Wing aircraft.

(1) Until the gear and configuration are retracted, the wing aircraft maintains the stack level position (10.2).

(2) On confirming the gear and configuration are retracted, the wing aircraft moves smoothly into fingertip (4.2).

10.4 Formation DROP-OFF

a. The lead aircraft plans the approach with the aircraft that will go around on the side of the formation most appropriate for manoeuvring away from the landing aircraft and for follow-on manoeuvring.

b. As soon as feasible, and before initiating the drop-off, the lead aircraft coordinates the appropriate ATC clearances and instructions.

c. Where the lead aircraft is unable to accomplish the required drop-off actions in time, the lead aircraft transitions to a formation low approach (10.3) and notifies ATC.

d. Wing aircraft lands, lead aircraft manoeuvres. Clearing the wing aircraft off to land while the lead aircraft executes the follow-on manoeuvre (go-around, missed approach, climb-out, circling manoeuvre, or side-step manoeuvre) is the preferred method.

(1) Before clearing the wing aircraft off, the lead aircraft confirms that the formation is lined up on the appropriate runway, that visual contact with the landing environment can be maintained, and that the formation is in a position that allows the wing aircraft to transition safely to a single-ship landing.

(2) The lead aircraft confirms the wing aircraft has the runway in sight. The wing aircraft's read-back is required.

Runway Confirmation

1:  <flight> 2, CONFIRM YOU HAVE THE RUNWAY IN SIGHT
2:  <flight> 2, RUNWAY IN SIGHT

(3) Where there are multiple runways in proximity, the lead aircraft identifies the runway in the confirmation call.

Runway Confirmation, Multiple Runways in Proximity

1:  <flight> 2, CONFIRM YOU HAVE RUNWAY ONE FIVE CENTRE IN SIGHT
2:  <flight> 2 HAS RUNWAY ONE FIVE CENTRE IN SIGHT

(4) After the wing aircraft has the runway in sight, the lead aircraft clears the wing aircraft off. The wing aircraft's verbatim read-back is required.

Drop-Off Clearance, Wing Aircraft Lands

1:  <flight> 2, CLEARED OFF TO LAND
2:  <flight> 2, CLEARED OFF TO LAND

(5) After the wing aircraft's acknowledgement, the lead aircraft ensures flight path deconfliction by positively manoeuvring away from the wing aircraft, then executes the follow-on manoeuvre.

(6) After reading back the clearance, the wing aircraft positively confirms separation of the lead aircraft, ensures flight path deconfliction, and transitions to a single-ship approach to landing.

(7) Where the wing aircraft is not configured for landing, the wing aircraft reconfigures and slows to final approach speed.

e. Wing aircraft executes a follow-on manoeuvre, lead aircraft lands. This method places additional burden on the lead aircraft.

(1) Before clearing the wing aircraft off, the lead aircraft confirms that the formation is lined up on the appropriate runway, that visual contact with the landing environment can be maintained, and that the formation is in a position that allows the wing aircraft to transition safely to the follow-on manoeuvre.

(2) Where the wing aircraft's follow-on manoeuvre is a go-around, missed approach, or climb-out, the lead aircraft must confirm that the wing aircraft fully understands the ATC clearance before clearing the wing aircraft off.

(3) Where the wing aircraft is under a high task load and unable to write a clearance or set up navigation instrumentation, the lead aircraft passes the clearance on the intraflight radio.

(4) On a correct read-back of the ATC clearance from the wing aircraft, the lead aircraft clears the wing aircraft off with direction for the specified follow-on manoeuvre. The wing aircraft must read the clearing instruction back verbatim.

Drop-Off Clearance, Wing Aircraft Follow-On Manoeuvre

1:  <flight> 2, CLEARED OFF TO CLIMB OUT
2:  <flight> 2, CLEARED OFF TO CLIMB OUT

(5) Where the wing aircraft's follow-on manoeuvre is a circling or side-step manoeuvre in an environment with multiple runways, the lead aircraft must confirm the wing aircraft has the correct runway in sight, using the call in 10.4.d(3) rather than the call in 10.4.d(2).

(6) After the wing aircraft acknowledges the clearing instruction verbatim, the lead aircraft positively confirms separation of the wing aircraft, ensures flight path deconfliction, and transitions to a single-ship approach and landing.

(7) Where the lead aircraft is not configured for landing, the lead aircraft reconfigures and slows to final approach speed.

(8) The wing aircraft reads back ATC clearances and instructions verbatim, and only when fully understood.

(9) Where a clearance or instruction is not understood, the wing aircraft queries the lead aircraft.

(10) The wing aircraft will not sacrifice basic aircraft control to write a clearance or to set up navigation instrumentation.

(11) On reading back the clearing instruction, the wing aircraft ensures flight path deconfliction by positively manoeuvring away from the lead aircraft, then executes the cleared manoeuvre.

10.5 Formation Missed Approach

a. The lead aircraft flies the climb-out established in 10.3.a(1) through 10.3.a(3).

b. The lead aircraft uses the radio to direct gear and configuration retraction. A visual signal is not used.

c. The lead aircraft establishes and maintains at or above the minimum required climb gradient.

d. Where the wing aircraft loses sight of the lead aircraft in IMC, 9.2 applies.

Note: The potential for a lost wingman and for spatial disorientation in the wing aircraft is high where the approach does not break out of the weather. Radio calls stating current aircraft attitude, made without sacrificing smooth flight control inputs, help mitigate spatial disorientation in the wing aircraft.

10.6 VMC Drag

a. The flight may use a VMC drag to achieve a minimum runway separation of 3,000 ft between aircraft for single-ship landings.

b. Before directing the formation to drag under instrument flight rules (IFR), the lead aircraft slows to 250 kt CAS and coordinates with ATC.

c. Before directing the drag, the lead aircraft will confirm that every aircraft is able to maintain VMC from the drag point to landing.

d. Each pilot will initiate the drag no later than 8 NM from the runway.

e. On an instrument final approach, the lead aircraft will direct the drag so as to establish separation before the final approach fix or glideslope intercept. Where that is not achievable, the lead aircraft will direct the drag at the earliest point it becomes achievable.

f. On the lead aircraft's drag direction, the wing aircraft selects idle and extends the speed brakes until airspeed is below 240 kt CAS.

g. Below 240 kt CAS, the wing aircraft selects the landing gear down, configures for landing, and retracts the speed brakes.

h. The wing aircraft maintains final approach airspeed as a minimum and remains within the parameters of the formation position flown.

i. The lead aircraft maintains 250 kt CAS until 5 NM from the runway.

j. At 5 NM from the runway, the lead aircraft selects idle and extends the speed brakes until below 240 kt CAS.

k. Below 240 kt CAS, the lead aircraft selects the landing gear down, configures for landing, and retracts the speed brakes.

l. The lead aircraft maintains a minimum of 180 kt CAS until 3 NM from the runway, then slows to final approach speed.

10.7 Traffic Pattern

a. Once established in the VFR overhead traffic pattern, turns away from wing are flown in echelon (4.4) unless the FL directs otherwise.

b. On or before turning initial, the FL should place wingmen on the side opposite the direction of the break.

c. Initial is normally flown in fingertip (4.2). With reported bird activity or other hazards, route (4.3) is the more prudent formation for initial. Tactical initial may be flown where local procedures permit.

d. The FL should break at the beginning of the break zone.

e. Each wingman will delay 5 seconds after the preceding aircraft before initiating the break. A 5-second delay normally provides a minimum of 3,000 ft of spacing.

f. Where the briefed spacing is greater than 3,000 ft, each wingman delays the break accordingly. An 8-second delay normally provides 6,000 ft of spacing. Any spacing greater than 3,000 ft is BRIEFED EVERY MISSION.

g. When approaching the perch point, each wingman cross-checks the runway and the preceding aircraft to confirm spacing from both.

h. In a four-ship, #1 and #2 should avoid slowing so rapidly that #3 and #4 cannot maintain spacing.

SECTION 11 — BRIEFED EVERY MISSION

The FL will brief each of the following on every sortie. No standing default exists for any of them.

Communications and checks

a. The full flight callsign (1.1).

b. Any wingman acknowledgement form other than the position number alone (1.1.e).

c. Which of CLEARED ATIS or SWEEP ATIS is used to collect the ATIS (1.8.f).

d. FENCE IN items and FENCE OUT items (1.7).

Ground operations and departure

e. The backup UHF frequency used with clearance delivery and ground (2.1).

f. The flight check-in time (2.2).

g. The RSU or tower frequency pushed to at the last chance (2.5).

h. The departure type (3.1).

i. The fore-and-aft reference for a three-ship echelon lineup (3.2).

j. Which of #3 or #4 takes the slot in a four-ship lineup (3.2).

k. #2's rejoin side out of traffic, where it differs from the inside of the first turn (3.6).

l. Instrument trail departure climb speeds, power settings, altitudes, headings, turn points, and spacing (3.7).

Formations

m. Close trail airspeed (4.6).

n. Stack in wedge (5.4).

o. Stack for each wingman in the wall (5.6).

p. The lateral offset flown in offset box (5.7).

q. The stack direction of the rear element in box and offset box (5.7).

r. For a three-ship: deputy lead, callsign changes, positions to fly, and planned position changes (5.8).

s. Three-ship tactical formation spacing, stack, and turn procedures (5.8).

Formation changes

t. The visual signal used to direct take spacing (8.2, Table 3).

u. The visual signal used to direct a pitchout (7.8, Table 3).

v. The visual signal used to direct gear extension on a formation approach (10.2, Table 3).

w. Any take-spacing value other than the 6,000 ft standard (8.2).

x. The take-spacing procedure for each aircraft in a three- or four-ship (8.2).

Lost sight

y. The lost wingman procedure for #3 and for #4 (9.2).

z. The BLIND procedure for a three- or four-ship (5.1.l, 9.1).

Recovery

aa. The formation approach and its termination, including contingencies (10.2).

bb. Any point other than VMC or glidepath, whichever occurs later, at which the wing aircraft assumes stack level (10.2).

cc. The stack level wingtip spacing flown, within the 10 ft to 50 ft range (10.2).

dd. The visual references for 10 ft, 25 ft, and 50 ft wingtip clearance in the stack level position (Table 12).

ee. Whether a visual signal is used to raise the gear and configuration on a formation low approach (10.3).

ff. Any break spacing greater than 3,000 ft (10.7).

SECTION 12 — AMENDMENT

12.1 Authority

Only the Squadron Lead or the Wing Lead may amend this contract.

12.2 Review

a. Flight briefings are archived.

b. The Squadron Lead may review them ad hoc for recurring non-standard items, which are candidates for formalisation into this contract.

c. A non-standard item briefed on three consecutive missions is such a candidate.

12.3 Open Items

a. An item marked BRIEFED EVERY MISSION because no standard has yet been decided is an open item, and is a candidate for a standing value at the next amendment.

b. The following open items require an originating decision rather than a briefed value:

(1) The discriminator between a wing rock commanding a reform and a wing rock initiating a rejoin (1.5, 7.1).

(2) The FL's response to a wing rock from #2, #3, or #4 indicating lost radio communications (1.5).

(3) The lost wingman procedure for #3 and for #4 (9.2).

(4) The BLIND procedure for a three- or four-ship, including the altitude separation directed when more than two aircraft are blind (9.1).

(5) The breakout responsibility split where #4 breaks out from #3 (9.3).

(6) The reform procedure from close trail and from fighting wing (4.6, 4.7).

(7) The visual references for the stack level position (10.2).

(8) The altitude reference frame used in the BLIND call (9.1).

(9) The physical form of the run-up signal, where run-up is directed visually rather than by radio (3.3). Neither source publication gives it.

(10) The F-16 angle of attack corresponding to the turn contract (6.2). The source publication's figure is airframe-specific.

SECTION 13 — REFERENCES

a. Standard Crew Contracts (SCC), 78th VMRS. Crew agreements outside formation.

b. BVR I through VII, 78th VMRS. Beyond visual range employment doctrine.

c. Communications Doctrine, 78th VMRS. STATUS call formats.

d. 476TTP 3-1 Threat Guide, 476th Virtual Fighter Group. Threat reactions.

e. AETCMAN 11-251, T-38C Flying Operations, 10 September 2024. Source publication for formation geometry and procedure.

f. AETCMAN 11-248, T-6 Primary Flying. Source publication.

g. AFPAM 11-205, Aircrew Quick Reference to Aircraft Cockpit and Formation Flight Signals, 9 August 2018. The publication both AETC manuals delegate visual signal descriptions to. Not held. Each signal in Table 3 is either described in this contract or BRIEFED EVERY MISSION; the run-up signal (12.3.b(9)) is the only signal still resolving here.

SECTION 14 — GLOSSARY

AA — aspect angle. The angle measured from the tail of one aircraft to another.

AB — afterburner.

AGL — above ground level.

AOA — angle of attack.

ATC — air traffic control.

ATIS — automatic terminal information service.

A/A TACAN — air-to-air tactical air navigation.

BD check — battle damage check. A visual inspection of another aircraft for damage, leaks, missing panels, and irregularities (10.1).

BLIND — loss of visual contact with another flight member (9.1).

Breakout — a manoeuvre achieving immediate separation to avoid a midair collision (9.3).

BRIEFED EVERY MISSION — an item with no standing default, collected in Section 11.

CAOC — Combined Air Operations Centre. Approves flight briefings, including any deviation from this contract (Preface, paragraph 3).

Callsign, flight — the callsign word alone, used by the FL intraflight. HAWK (1.1).

Callsign, full flight — the flight's complete callsign, used by the FL outside the flight. HAWK ONE ONE (1.1).

Callsign, individual full — a wingman's complete callsign, used outside the flight when operating single-ship. HAWK ONE TWO (1.1).

Callsign, position — the flight callsign plus the position number, used by a wingman initiating intraflight. HAWK TWO (1.1).

CAS — calibrated airspeed.

Close trail — the two-ship close formation established in 4.6.

Contract turn — the power, G, and AOA every aircraft flies during a tactical turn (6.2).

Discretion — no standard exists by design, and the actor decides.

DME — distance measuring equipment.

Echelon — a formation in which all wingmen are on the same side of the flight (4.4).

EL — Element Lead. #3 in a four-ship. Leads #3 and #4.

Element — two aircraft: #1 and #2, or #3 and #4.

FFC — Formation Flying Contracts. This document.

Fighting wing — the manoeuvrable two-ship administrative formation established in 4.7.

Fingertip — the close formation flown for weather penetration, airfield arrivals and departures, and show formations (4.2).

FL — Flight Lead. #1. Commands the flight.

Flight — every aircraft under one FL.

fpm — feet per minute.

HCA — heading crossing angle.

IFR — instrument flight rules.

IMC — instrument meteorological conditions.

LAB — line abreast. The primary two-ship tactical formation (5.3).

lead aircraft, wing aircraft — on a formation approach and its terminations, the two aircraft of the approaching pair. The lead aircraft is not necessarily the FL, and the pair is not necessarily #1 and #2 (Section 10).

lead — the aircraft a given flight member flies position on: #1 for #2 and #3, #3 for #4. Not interchangeable with FL. A #4 rejoining on #3 has #3 as lead and #1 as the FL.

LOS — line of sight.

Lost wingman — the procedure flown when #2 loses sight of #1 in IMC or suffers spatial disorientation (9.2).

MIL — military power. The maximum power setting without afterburner.

MSL — mean sea level.

NAV lead — the aircraft holding navigation and clearing responsibility for the formation during a BD check (10.1).

NM — nautical miles.

Overshoot — passing forward of the intended rejoin position because closure could not be controlled (7.7).

Pitchout — a turn away from the wingmen flown to generate spacing (7.8).

POM — plane of motion.

Porpoise — a visual signal commanding tactical formation (1.5).

Reform — a change from one administrative formation position to a closer one. Not acknowledged (7.9).

Rejoin — closing the flight from a spread or trail position. Acknowledged (Section 7).

Route — the close formation established in 4.3.

Route echelon — the route position flown outside a turn, with the echelon vertical references (4.3.i).

RSU — runway supervisory unit.

SCC — Standard Crew Contracts, 78th VMRS.

Shackle — a tactical manoeuvre placing the wingman on the opposite side of the formation (6.9).

Ship length — the length of one aircraft, used as a spacing unit.

Ship width — the wingspan of one aircraft, used as a spacing unit.

Slot — the lineup position between #1 and #2 on the runway, taken by #3 or #4 (3.2).

Stack — vertical separation between formation members.

Take spacing — increasing range within the flight where reversing the flight's direction is not practical (8.2).

TACTICAL — the umbrella term for the formations in Section 5, characterised by increased separation between flight members.

UHF — ultra high frequency.

VFR — visual flight rules.

VHF — very high frequency.

VMC — visual meteorological conditions.

Wing flash — a visual signal showing approximately 90 degrees of bank in the direction of a tactical turn (6.1).

Zipper — a double-click on the microphone switch, used to attract a wingman's attention (6.1).