LAST UPDATE: CHANGE 2 (JANUARY 2013)

LAST UPDATE: CHANGE 2 (JANUARY 2013)

http://www.87th.org/

87th Stray dogs | Standard Operating Procedures | 2013 | Change 2 Page 2

1 INTRODUCTION .......................................................................................................................... 6

1.1 BACKGROUND............................................................................................................................................................... 6

2 STANDARD MISSION PROCEDURES ........................................................................................ 7

2.1 TIME REFERENCE ........................................................................................................................................................ 7

2.2 PERSONAL PC SETUP ................................................................................................................................................. 7

3 STANDARD MULTIPLAYER PROCEDURES ............................................................................. 9

3.1 BRIEFING....................................................................................................................................................................... 9 3.2 CONNECTING TO A MULTIPLAYER GAME ..............................................................................................................10

3.3 ENTERING THE FALCON 3D WORLD ....................................................................................................................10

4 GROUND OPERATIONS (BASIC IQT)......................................................................................11

4.1 FALCON LAUNCH OPTIONS ......................................................................................................................................11 4.2 CHECK-IN ORDER: .....................................................................................................................................................12

4.3 FUEL MANAGEMENT .................................................................................................................................................12

4.4 EXTERNAL LIGHTS SETTINGS (DAY/NIGHT) .......................................................................................................13

4.5 ALTIMETER SETTING ................................................................................................................................................14 4.6 STANDARD TAXI SPACING .......................................................................................................................................15

4.7 STANDARD LINEUP AND TAKE-OFF .......................................................................................................................16

4.8 AIR-TO-AIR TACAN (AA TCN) SETTINGS...........................................................................................................17

18

5 STD. DEPARTURE......................................................................................................................18

5.1 ABORT TAKE-OFF ......................................................................................................................................................19

5.2 AIR ABORTS: ..............................................................................................................................................................19

5.3 AFTERBURNER TAKE-OFF .......................................................................................................................................19

6 STD. IN-FLIGHT PROCEDURES ...............................................................................................20

6.1 TACTICAL FREQUENCY .............................................................................................................................................20

6.2 INITIAL CHECK IN ......................................................................................................................................................20

6.3 STANDARD FORMATIONS .........................................................................................................................................21 6.4 REJOINS .......................................................................................................................................................................21

6.5 OVERSHOOT................................................................................................................................................................22

6.6 LEAVING FORMATION ...............................................................................................................................................22

6.7 LOST WINGMEN .........................................................................................................................................................22 6.8 OPS CHECK .................................................................................................................................................................23

6.9 STATE CHECK .............................................................................................................................................................23

6.10 MINIMUM FUEL AND EMERGENCY FUEL CALLS ..................................................................................................23

7 STD. RECOVERY.........................................................................................................................25

7.1 THE TRAFFIC PATTERN ............................................................................................................................................25 7.2 PATTERN TERMINOLOGY .........................................................................................................................................25

7.3 EXECUTION .................................................................................................................................................................26

7.4 JOINING THE OUTER CIRCUIT ..................................................................................................................................26

7.5 JOINING THE INNER CIRCUIT...................................................................................................................................26 7.6 MANDATORY POSITION REPORTS .........................................................................................................................28


7.7 AIRMANSHIP OUTER CIRCUIT .................................................................................................................................28 7.8 AIRMANSHIP IN THE INNER CIRCUIT ....................................................................................................................28

7.9 FACTORS AFFECTING THE CIRCUIT ........................................................................................................................29

7.10 WEIGHT CONSIDERATIONS .....................................................................................................................................29


FROM: Virtual Fighter Wing - 87th Straydogs

SUBJECT: Standard Operating Procedures

DISTRIBUTION: Internal use but can be releasable to the public

Virtual Fighter Wing

87th Straydogs

Several authors have over the years contributed the content of this document. This latest

release of the “87th VFW Standard Operation Procedures” is therefore a gathering of previous

knowledge and some new and updated sections to accommodate changes within the virtual

wing but also the current version of the simulation released by

The aim of this document is to provide a brief overview of the operating procedures required

for basic IQT. It may also serve as a quick reference for procedures used within the daily

activities of virtual flying with the stray dogs.

Husky

872ND VIRTUAL

SQUADRON


http://www.benchmarksims.org/


Abbreviations:

AA TCN Air-to-Air Tacan Channel

ATC Air Traffic Control

AOB Angle of bank

AoA Angle of attack

VMC Visual Methological Conditions

MC Mission Commander

IFR Instrument Flight Rules

VFR Visual Fight Rules

SOP Standard Operating Procedures

TS TeamSpeak

UI User Interface (include 1st and 2nd chat)

TE Tactical Engagement

T/O Take off

EoR End of Runway

RAT Radar Assisted Trail


1 Introduction

1.1 Background

The whole purpose of Standard Operations

Procedures within the virtual wing of 87th

Stray dogs (87TH F-16 SOP) is derived from

the desire to simplify mission planning and

reduce the workload of wingmen. The 87TH

SOP therefore describes relevant

procedures used in simulated aviation to

and from the Tactical Area of Operation

(Training or War). All members of our

virtual squadron are strongly encouraged

to read, remember and use the SOP to its

fullest in their daily activities thereby also

providing a solid learning platform from

which new members can benefit.

Deviations from SOP are acceptable if:

1. Deviation is briefed

2. The deviation does not affect flight

safety in any way

In short: Non-briefed events or mission

items are considered to be SOP and the

officer in charge of the briefing can merely

call a point in the briefing to i.e. “ground

ops according to 87th SOP”. Flight leads

should brief any items that are non-

standard (i.e. according to this document)

in addition to normal mission details.


2 Standard Mission Procedures

2.1 Time reference

Due to the international nature of our

operations, we state our daily operation

activities using UTC or Zulu time. Any pilot

can see the current UTC time by accessing

the first page on our website:

2.2 Personal PC setup

All members are responsible for the

functionality and correct installation of

BMS. This includes but is not limited to

bullet point 1-6 below. All unnecessary

programs including TeamSpeak (TS) must

be shut down prior to establishing

connection to mission host or if open move

into the sub channels for each flight.

1. Computer system optimized with

virus scanners disabled and

routers/firewalls configured &

tested for multiplayer (MP)

operations.

2. Internet connection tested

3. Voice communications tested for

clarity and volume settings

4. HOTAS programmed and working

as desired.

5. TrackIR programmed and working.

6. If a pilot has multiple installs,

ensures the correct one is running

and configured properly.

Bullet point 1-3 can be accomplished by

asking a fellow Stray dog in IRC/

TeamSpeak to do a connection test.

Mission hosts should preferable be the

member with the fastest internet

connection and most powerful PC. The

voice server in use (ivc3.87th.org) and



connection bandwidth must be briefed

prior to initiation of a multiplayer flight.

UHF and VHF radio configuration

should be briefed. This will normally

consist of the tower frequency in UHF

for ground ops and the flights assigned

victor frequencies. The package UHF

frequency will be established as well.

The host or package commander may

skip using the tower frequency and use

the package frequency to facilitate a

quicker radio check-in. The assigned

channels will be based on flight no. in

the package.


3 Standard Multiplayer Procedures

3.1 Briefing

Briefings may be accomplished in

IRC/TeamSpeak and/or in the falcon user

interface (1st chat) with voice. Mission

designer are encouraged to make data

cards available using the Weapon Delivery

Planner:( )

software by Falcas. The software is under

constant development – check his website

for the latest version. This software is

capable of importing data from *.tac files.

Such data cards combined with an *.ini file

that plot SAM engagement zones, AOR

boxes/lines, FLOT, etc. should preferable

be made available for download.

The mission designer will give an

appropriate briefing applicable to the

mission type and take pilot skill into

consideration when describing tactics,

techniques and procedures. The briefer

should brief “what they know” and to the

level of their skill and ability. If there is a

more experienced pilot present and you

have questions about something, feel free

to ask them. Time is always a factor that

must be dealt with when balancing briefing

depth. Designers are encouraged to build

briefing slides or notes and email them to

pilots a day or two in advance to maximize

flight time and enhance mission planning

effectiveness.

All pilots will meet in our preferred

communication software (currently

TeamSpeak) prior to launch and perform

http://www.weapondeliveryplanner.nl/


the briefing. Briefings should be performed

prior to establishing connection to the

mission host since chat in the UI can

interfere with pilots flying in the 3D world.

Pilots should change their IRC nick to “call

sign-nick” during briefings to indicate they

are part of a mission briefing in progress.

3.2 Connecting to a multiplayer game

The mission or game host will tell when the

“host is up”. Each pilot will ensure the

briefed game IP, client bandwidth and IVC

server is set connecting to the host. After

getting in the UI, each pilot shall

accomplish a radio check with the host (or

another pilot if needed). Once all pilots are

accounted for, any short last briefing items

should be accomplished. Again, limited

communication using F1 and F2 since this

is interfering with people, who already fly.

When the host enters the Tactical

Engagement (TE) it will become available

online, and pilots should enter 2nd chat and

should stop their clocks.

3.3 Entering the Falcon 3D world

The game host will call “C/S launching

ramp or taxi” and pilots now launch to

either ramp (T/O -20 min) or taxi (T/O -4

min) and should report “C/S launching”.

All flight members join the 3D world and

checks in by typing “in”.


4 Ground Operations (Basic IQT)

4.1 Falcon launch options

Ground operations refer to procedures

performed while the jet is on the ground

and include startup, establishment of radio

contact, ground checks, taxi speed, line-up

and take-off procedures. Lead should

initiate radio contact no later than 15 min.

prior to T/O and taxi out in order to arrive

at the End of Runway (EoR) at least 4

minutes prior T/O. This will allow

sufficient time for final checks (SLIPER)

and is important when flying in larger

packages.

Ramp start: When entering the jet

the canopy will be open. Each pilot now

starts his engine and closing of the canopy

should be done after the JFS switches to

OFF to indicate you have no problems with

engine and throttle. In addition, the lights

are set to STEADY to indicate a human is

operating the a/c (See External lights

settings (day/night) for details below).

Afterwards perform needed checks to be

ready for the radio check on the flights

assigned VHF channel 15 min. prior to

takeoff (T/O). Lead will check the flight in.

Wingmen will inform the flight lead of any

problems via voice otherwise lead will

assume all systems are green. Once the INS

is aligned wingmen will indicate ready to

taxi by setting position lights to FLASH and

landing light ON - no radio communication

needed. Flight leads may elect to skip the

full 8 min. INS alignment for time

constraints. This procedure can be briefed

as “87th short alignment”.

Taxi start: When entering the jet set

the lights to STEADY to indicate that the


a/c is manned by a human. Set the radios to

the briefed frequencies and wait for lead to

perform the check-in.

Note: Avionics programming can be done

in the jet but can also be performed prior

to entering the 3D world using the Weapon

Delivery Planner, and subsequently loaded

into the jet w/ the DTC during ramp or taxi

starts. Additional programming may be

done during the climb out and/or FENCE

check but do not be distracted by excessive

cockpit avionics activity when airborne.

4.2 Check-in order:

In neither of the starts do the wingmen

make radio checks on UHF. The lead will

initiate the UHF and VHF check.

“Snake11 check victor: “2”, “3”, “4”.

Once VHF radio contact has been

established lead will initiate a UHF check

on the local tower – respond using call sign.

“Snake11 check: “Snake 12”, “Snake 13”, “Snake 14”.

Again, only the flight lead may

request taxi instructions on the local tower

frequency and only lead will report ground

movements on tower.

4.3 Fuel management

Fuel management is considered the most

important part of aviation since lack of fuel

will force the pilot into stressful situations

and in some cases loss of airframe and even

the pilot himself. Therefore, pilots should

at all times be aware of their fuel state.

Joker fuel is set using the ICP and prior to

taxi.

Joker Fuel: A pre-briefed fuel state, which

allows completing a certain event and

arriving at bingo fuel after this event. Joker

fuel is based on engaged fuel flow (1,000

pounds per minute) and maneuvering time

required to extract the F-16 from the fight.

If the flight is not engaged and Joker is

reached, then immediate exit is logical,

even though more than enough gas is

available for recovery.

Bingo fuel: A pre-briefed fuel state which

allows the a/c to return to the base of

intended landing or alternate, if required,

using preplanned recovery parameters and

arrive at the destination with a pre-

planned fuel state.

Normal Recovery Fuel: The fuel on initials

or start an instrument final approach at the

base of intended landing or alternate 1,000

pounds (Blocks 10-32) and 1,200 pounds

(Blocks 40+).

Minimum Fuel: The fuel on initials or start

an instrument final approach at the base of

intended landing or alternate 800 pounds

(Blocks 10-32) and 1,000 pounds (Blocks

40+).

Emergency Fuel: The fuel on initials or

start an instrument final approach at the

base of intended landing or alternate 600

pounds (Blocks 10-32) and 800 pounds

(Blocks 40+).


The fuel requirement is calculated

backwards starting with a predetermined /

required fuel state at the recovery base.

Bingo is calculated from the furthest point

en-route, to the recovery base on a

convenient route and altitude.

4.4 External lights settings (day/night)

Pilots will start up the a/c; apply electrical

power and set lights to STEADY (Table 1).

Once the engine lights up successfully then

CLOSE CANOPY. After final checks and

when ready to taxi, pilots will turn landing

lights ON and lights FLASH. Lead will be

last to set “ready to taxi” lights after the

entire flight has fully operational jets. The

entire flight will then taxi to arrive at EoR 4

min. prior to T/O. At EoR the pilot will set

lights to STEADY to indicate final checks

are being performed and only when

completely ready for T/O the pilot should

change to FLASHING lights and both

landing and anti-collision lights should be

turned on (Table 1). The usage of

communication for the flights a/c state

should be used if the a/c lights are not

visible. External light SOP settings favor a

communication free environment from

ramp to takeoff. This does not mean that if

lead decides to use the radios, that the

flight members can disregard the external

light SOP setting.

Note: During night operations position

lights STEADY and anti-collision light OFF

during the entire mission (Ground

operations and when airborne), unless

otherwise requested by wingmen.

Table 1: Quick reference to external day light settings at various ground points

Point Master Position Anti-collision Landing light (b)

Enter the jet (a) NORM STEADY OFF OFF

Ready to taxi NORM FLASH OFF ON

End of runway (EoR) NORM STEADY OFF OFF

Ready for T/O (C) NORM FLASH ON ON a) Apply electrical power, lights to steady even though the lights will not be visible before successful engine start in BMS.

b) Same as taxi light in BMS we need it in order to see and as “visual signal”.

c) This setting should be used when all internal checks (SLIPER) and avionic settings are complete.


4.5 Altimeter setting

All 87th pilots should use hecto pascal (hPa)

for their altimeter settings. Hence, make

sure you have unchecked the “Use Hg

Altimeter” (Figure 1).

Figure 1: The Falcon BMS Configuration

QNH is defined as, "barometric pressure

adjusted to mean sea level." It is a pressure

setting used by Air Traffic Control (ATC) to

refer to the barometric setting which, when

set on an aircraft's altimeter, will cause the

altimeter to read altitude above mean sea

level within a certain defined region. Such

pressure setting for the local airbase can be

obtained by calling the tower (ATC menu

page 2 - QNH) and can be set on the

altimeter using wheel on the mouse. The

transition altitude (TA) is the altitude

above sea level at which a/c change from

the use of altitude to the use of flight levels.

When operating at or below the TA,

altimeters are usually set to show the

altitude above mean sea level (QNH).

Above the TA, the aircraft altimeter

pressure setting is adjusted to the standard

pressure setting (SAS) which is QNE (29.92

in/Hg or 1013 hPa) and aircraft altitude

will be expressed as a flight level. While use

of a standardized pressure setting

facilitates separation of aircraft from each

other, it does not provide the aircraft's

actual height above ground. The transition

altitude in BMS is fixed at 14.000‘. Hence,

below 14.000’ we operate on local QNH

settings provided by tower, while above we

use QNE. The F-16 avionics are capable of

providing altitude based on the

measurement of atmospheric pressure

(BARO). The altitude shown in the HUD

will be information provided from the

barometric altimeter. Setting the altimeter

to (RADAR) will provide the pilot with

height above ground. The RADAR altimeter

is also a component of the terrain

avoidance warning systems, warning the

pilot if the aircraft is flying too low, or if

there is rising terrain ahead. When RADAR

is selected the altitude shown in the HUD

display will be fed from the radar altimeter.

The last option is (AUTO) and the altitude

shown in the HUD display will be fed from

the radar altimeter or the barometric

altimeter. If either jet altitude is at/below

1500’ AGL and the jet is ascending or if the

altitude is at/below 1200’ AGL and the jet


is descending, then altitude above ground

level (AGL) is displayed, otherwise

barometric altitude is used.

4.6 Standard Taxi spacing

Minimum taxi spacing is 150’ staggered or

300’ in trail and at night 300’ on the

centerline of the taxiway. Spacing can be

approximated by matching the F-16 engine

nacelle with the FPM, (i.e., FPM is the size

of the burner can) or to hold the

proceeding aircrafts main gear at the 1.25

deg. nose low pitch line. Taxi speed in clear

areas should not exceed 25 knots and 10

knots during turns. (Figure 2).

Figure 2: How to judge distance using the HUD

If the amount of aircraft on a taxiway

require compression of taxi spacing (on

large exercises, or when operationally

needed), it is authorized to close in to the

preceding F-16 to 150’, every F-16 on own

side of the taxi track.

At holding point or EoR the A/C are

positioned on the lines drawn on the

ground (or at a 45° angle to the runway).

Perform the SLIPER check even though the

IFF is not implemented in BMS:

Speed brakes IN

Landing light ON

IFF (not implemented in BMS)

Probe heat ON

Ejection seat ARM

Radar ON.

To indicate that the aircraft looks normal

and you are ready for take-off turn on

landing lights and anti-collision lights

(Table 1).


4.7 Standard lineup and take-off

Individual aircraft will line-up on the

centerline of the runway. Subsequent

aircraft will not enter the runway until the

preceding aircraft has rolled at least

1000‘down the runway. If remaining take

off distance is critical, execute single ship

take-offs. Formations will line-up in

elements, with the lead on the downwind

side.

Two-ship: Each jet takes center of their

side of the RWY. #2 lines up main gear tires

on #1 as viewed from his cockpit. Number

two will lineup on the upwind side to avoid

leads jet wash.

Figure 3: Two-ship line-up

Three-ship: Echelon into the wind. #1 puts

wingtip over the edge of the runway. #2

lines up on the centerline on the upwind

side and #3 puts his wingtip on the

opposite side on the upwind side of #2.

Figure 4: Three-ship line-up

Four-ship: Lineup with “3-in-the-slot”. #1

puts wingtip over the edge of the runway

on the downwind and #2 putting the

missile rail (nearest lead) on the centerline

of the RWY. #3 should split the difference

between #1 and #2 and pull forward until

lining up #2s afterburner. #4 should line

up on #3 w/ the same spacing that #1 and

#2 have

Figure 5: Four-ship line-up

Use 15s spacing after brake release or until

the preceding a/c is airborne, whichever


occurs last for standard VFR departure and

20s for IFR departures.

4.8 Air-to-air Tacan (AA TCN) settings

The overall assumption is that each

element will be in formation. Hence, only

#1 needs to be tied to #3 and #2 to #4. This

setup enables easy access to cross check by

toggling between “X” and “Y” as this will

provide the alternate information. Toggling

from the below plan should be momentary,

with an immediate return to the briefed

setting. Every call sign will default to their

assigned TACAN setting based on IDM

number in the briefing. E.g. if your flight is

listed as the first flight in a package (IDM

no. 1) in the briefing screen – the lead of

that flight should by default set AA TCN to

11Y. Subsequent listing will be IDM 2, IDM

3 etc.

Table 2 Air-to-Air Tacan default settings

Two-ship (#1/#2)

1st flight 11Y/74Y

2nd flight 12Y/75Y

Four-ship Lead element (#1/#2) Second element (#3/#4)

1st flight 11Y/74X 74Y/11X

2nd flight 12Y/75X 75Y/12X

If tactics increase the probability of wingmen splitting from formation or do not rely heavily

on inter-element cooperation, leads may favor tying element mates together e.g. 12X/75X,

12Y/75Y.


5 Std. Departure

The below standard departure procedures

are used during single-ship, VRF and IFR

conditions as basic IQT do not include

formation take-offs.

Visual Trail Departure Take-off into a 350

KCAS / 0.80M / 725 FTIT climb. Use 15s

spacing after brake release or until the

preceding a/c is airborne, whichever occurs

last. Wingmen join to Fighting Wing, trailing

elements join 1-2 NM trail. When visual and

able to remain visual call:

"C/S, visual"

Radar Assisted Trail (RAT): In the event a

trail departure is required to be flown and an

immediate rejoin is not feasible (weather) a

RAT will be flown. All flight members must

follow the departure and formation contracts

for airspeed, bank angles, and power settings.

Take-off into a 350 KCAS / 0.80M / 725 FTIT

climb. Use 20s spacing after brake release or

until the preceding a/c is airborne,

whichever occurs last. Turns are performed

at 300 of bank. The wingmen should not get

any closer than 1nm. When FCR lock can be

achieved with preceding A/C report:

“C/S, tied"

To maintain formation allow the preceding

a/c to drift 50 from the center of the multi-

function display (MFD) for each mile of

separation or delay approx. 20s from the

“turning” call when no radar contact have

been established. E.g. to maintain a 2NM trail

position let the preceding a/c drift 100 before

initiating the turn. Rejoin to briefed

formation on top when visual. If no FCR lock

can be achieved report:


"C/S, negative tied"

In this case all flight members will execute

snake climb procedures. Snake climbs

require a minimum of 1000’ vertical

separation between flight members.

Separation will be maintained by means of

radio-calls by the formation members

initiated by lead at least every 5000’. All

turns will be called by lead a maximum of 900

of turn can be made until all formation

members have established radar lock. At all

times the wingmen are responsible for

collision avoidance. When VMC and able to

remain VMC call "C/S, visual" and rejoin to

briefed formation.

RAT Notes: The first decision is whether to

lock the previous aircraft or to fly a no-lock

RAT. A no-lock RAT allows pilots to clear

their flight path and maintain better SA, but it

is normally easier to maintain precise

position and “TIED” with a lock (STT). Ensure

the cursor is precisely placed over the correct

a/c prior to commanding a lock. The use of

ACM mode to gain a lock in the weather is

NOT permitted. All locks should be verified

by ensuring the target is at the correct range,

azimuth and altitude, and is flying the proper

ground track at the briefed airspeed. If in

doubt, immediately return to a search mode

to regain and ensure SA. Use of horizontal

situation display (HSD) and data link systems

can greatly increase SA at this point if

operating correctly.

5.1 Abort take-off

If a take-off abort takes place:

Transmit the abort state on tower

frequency when time permits.

Following aircraft will automatically

abort or hold position until aborting

aircraft is clear of runway.

A take-off abort above 100Kts will be

considered a ‘hot brakes' condition,

and will be treated accordingly.

5.2 Air Aborts:

If an abort occurs after takeoff, all aircraft

will maintain their original numerical call

sign. Aborting aircraft with an emergency

condition will be escorted to the field of

intended landing. When other than an

emergency condition exists, the flight lead

will determine if an escort for the aborting

aircraft is required.

The mission will be aborted, regardless

of apparent damage or subsequent normal

operation for all flight control system

anomalies

5.3 Afterburner take-off

Afterburner cancellation is normally

performed at 300 KCAS, unless operations

dictate otherwise. Element or wingmen can

delay the cancelation in order to expedite the

join-up.

6 Std. In-flight Procedures

6.1 Tactical frequency

Usually flight will switch to the tactical UHF

frequency prior to rolling or immediately

after the flight is airborne. All radio channel

changes to preset frequencies are assumed to

be a UHF frequency, unless prefaced with

"Victor". To switch frequencies, use the

following radio terminology:

For UHF-frequencies:

C/S, PUSH (preset/frequency)

For VHF-frequencies

C/S, PUSH VICTOR (preset/frequency)

The typical check-in and frequency change

procedure is performed as follows:

"C/S, check Victor" ... "2", "3 TIR bent ", "4".

"C/S, push Victor 5".

"C/S, check Victor " ... "2, ", "3, ", "4, ".

Note: If nothing is heard on VHF-5 cross

check the manual frequency briefed for that

channel. If still nothing is heard, push to pick-

up frequency (SQN-OPS VHF 13) and expect

to be checked in again.

6.2 Initial check in

Lead of the flight will check in with mission

commander and other pilots already in flight.

Initial check-in with mission commander will

be "Call sign, as fragged". If the formation is

one aircraft short it will be "as fragged minus

1" and so on. Below correct call example:

"Magic, Falcon 1 as fragged"

"Falcon1, Magic, Copy"


6.3 Standard formations

The standard two-ship formation is fighting

wing. This formation gives the wingman a

maneuvering cone from 30 to 60 degrees aft

of line abreast and lateral spacing between

500' to 3000' (<0.5 nm). #2 maneuvers off

lead with cutoff as necessary to maintain

position. This formation is employed in

situations where maximum maneuvering

potential is desired. Arenas for use include

holding in a tactical environment or

maneuvering around obstacles or clouds. The

wingman should at all times avoid the deep 6

o’clock position.

Figure 6: Standard two-ship formation

The standard three-ship formation is

fluid three with one aircraft missing and

wingman in fighting wing. #3 is element lead

in line abreast with 4000-12000’ spacing but

strives for 6000’ (1nm).

Figure 7: Standard three-ship formation

The standard four-ship formation is

fluid four. Element leads fly line abreast with

their wingmen in fighting wing. This

formation gives good maneuverability;

wingmen are kept close and it’s easy to

eyeball the entire formation. On the

downside this formation provides reduced

defensive action due to the proximity of

aircraft.

Figure 8: Standard four-ship formation

Below canopy angle curs are provided and

should be used as in flight reference angles

for the pilot (Figure 9).

Figure 9: Canopy angle cues

6.4 Rejoins

During straight-ahead rejoins #1 should

maintain 350 knots unless otherwise briefed


and #2 rejoins to the left wing, while #3 + #4

rejoin to the right.

In a turning rejoin #1 will maintain 350

knots and 30 to 45 degrees of bank. Flight

members maintain 400 knots. #2 rejoins on

the inside wing #3 + #4 join to the outside

wing. If the rejoin subsequently becomes

straight-ahead (#1 rolls out) continue to the

wing originally maneuvering toward (do not

reset to the straight-ahead contract).

A radar lock-on may be used during the

rejoin to provide range and overtake

information.

6.5 Overshoot

If the overtake is excessive and cannot be

controlled with power and speed brakes,

initiate an overshoot.

In a straight-ahead overshoot, check

away from #1 and stay slightly low on the

formation. Keep lead in sight, stabilize, move

back fighting wing.

In a turning overshoot reduce bank and

slide to the outside of the turn. Ensure nose-

tail separation and pass behind and below

#1. Once line of sight begins moving forward,

perform a normal cross-under to the inside

wing. Stabilize and then move into fighting

wing.

6.6 Leaving formation

It is the duty of the wingman to leave the

formation:

1. When directed to do so.

2. When visual is lost.

3. When unable to join up or to stay in

formation without crossing over,

under, or in front of the aircraft ahead.

4. At any time you feel that your

presence in the formation constitutes

a hazard.

5. When pilots leave formation, clear the

flight path in the direction of the turn

and notify lead. If pilots have lost

sight, comply with the appropriate

lost wingman procedures. Rejoin

6. Only when directed by lead.

6.7 Lost wingmen

In any lost wingman situation, immediate

separation of aircraft is essential.

In wings-level flight (climb, descent or

straight-ahead) inform #1 with a blind call

and turn away using 150 of bank for 15s, then

resume heading. If outside in a turn then

reverse the direction of turn using 150 of

bank for 15s and inform #1. Continue

straight ahead to ensure separation prior to

resuming the turn.

If inside in a turn then momentarily

reduce power to ensure nose-tail separation

and inform #1 to roll out of the turn.

Maintain angle of bank to ensure lateral

separation. #1 may resume the turn only

when separation is ensured

Once lost wingman procedures have been

executed, permission to rejoin the flight must

be obtained from the flight lead.


6.8 OPS check

Flight lead will call OPS check (format AL /

FR / Totalizer / Tank(s) feeding / dry). Flight

member will readout in flight order using the

same format as lead. Tank(s) Dry" will be

added only on first OPS check where the

external tanks are empty and will not be used

again for tanks dry will be assumed.

“C/S ops check, 1 is 27, 32, 10.5, feeding”

“2 is 27, 31, 10.2 feeding”

Accomplish sufficient ops checks to ensure

safe mission accomplishment. Additionally,

each pilot should monitor the fuel system

carefully throughout the flight to identify low

fuel, trapped fuel or an out of balance

situation as soon as possible. During tactical

maneuvering and/or engagements the lead

should use STATE CHECK instead due to the

less time required used to accomplish the

check.

6.8.1 Ops checks are required:

During climb or at level-off after take-off.

When external fuel tanks are empty.

Prior to entering an air-to-surface range,

once while on the range if multiple passes

are made and after departing the range.

6.9 State check

Format will be "C/S, state fuel" or "C/S, state

missiles". The call "C/S, state" will imply both.

Fuel: Two words. First word is fuel in

thousands; second word is fuel in hundreds.

Therefore: 10,200 = "Ten Two" and 4,500 =

"Four Five" Feeding is assumed. At the first

check everybody will call their actual fuel

state. "Tank(s) Dry" will be added on the first

fuel check when the external tanks are

empty.

Missiles: "[# Aim-120s], [# Aim-7s] [# Aim-

9s]." A full load of gun is assumed. Example if

402: "Four Zero Two". Even though we don’t

carry semi-active missiles in BMS we

maintain the USAF standard.

Use of "Same": If other flight members are

within ± 500Ibs, above bingo and have the

same weapons load, the flight member will

call "Same", otherwise give a full

fuel/missiles call. Reference will be the

previous flight member. If in doubt, give a full

radio call.

"C/S state: Eleven Eight, Four Zero Two"

"Two Same"

"Three Same"

"Four: Eleven Two, Four Zero One"

6.10 Minimum fuel and emergency fuel calls

As explained previously the fuel state of the

aircraft is of utmost importance and each

pilot is responsible for joker and bingo

settings. In addition to joker and bingo fuel

the pilot most inform lead when below

conditions occur:


"Minimum Fuel": Will be called when

landing is expected to be with minimum fuel

or below.

"Emergency Fuel”: Will be called when

landing is expected to be with emergency fuel

or below.


7 Std. Recovery

7.1 The traffic pattern

Flying an a/c according a standard pattern

(or circuit) primarily enables ATC to

conduct a safe traffic flow with minimum

risk of collision. Secondly, the pilot can

follow standard procedures to position the

a/c for a safe visual approach and landing.

It is not a difficult maneuver, but in order

for it to work consistently procedures must

be followed as closely as possible, which

will take a little practice. If pilots follow the

numbers described here as closely as

possible it will work every time.

Two subsections on ‘Airmanship’ are

added to give pilots an idea on how to

anticipate on any corrections they need to

make. These subsections also provide a

deeper insight into why the procedures are

laid down as they are.

A standard traffic pattern is flown at 1500ft

AGL for safety reasons. A standard NATO

circuit starts at initial and is normally

flown with a left-handed pattern but local

procedures (abatement, area boundary)

can alter the pattern direction and/or

altitude.

7.2 Pattern terminology

That part of the traffic pattern that links

the initial point via the break, downwind

leg, perch point, final turn, and final

approach to landing.

Outer circuit: The part of the traffic

pattern, which brings pilots via outer

downwind to the initial point.

Inner circuit: The part of the traffic

pattern, which brings pilots via inner

downwind to finals and landing.


The initial point: A geographical position

normally ± 5 nm on the extended

centerline of the runway in use (Figure 10).

The break: Normally initiated over the

first third of the runway from which a

decelerating level turn to the downwind leg

is performed.

Downwind leg: The part of the inner

circuit which is parallel and opposite to the

runway in use, starting from the break to

the perch point.

Perch point: A point at the end of the

downwind leg from which the final turn is

started. It’s located abeam to 450 off the

threshold.

Final turn: A descending turn to position

the a/c wings level aligned with the

runway centerline.

Final Approach: From rolling wings level

to the landing.

Pilots should also be familiar with:

Go Around: Description of the action when

an approach is discontinued.

Touch & Go: Description of the action

when an a/c lands and takes off not

allowing the a/c to come to a complete

stop.

7.3 Execution

The procedures laid down will be

applicable to almost every situation.

However, the possibility exists that local

procedures dictate otherwise. So before

each flight, pilots should be familiar with

all the items concerning circuit flying i.e.

airfield elevation, runway in use, direction

of the traffic pattern, initial point

procedures, etc.

7.4 Joining the outer circuit

When returning from a sortie, decent to

10.000ft or below and contact tower at 30

nm from the intended field of recovery (see

mandatory reporting points later).

Subsequently, decent to 2000ft

(Above Aerodrome Level) and decelerate

to circuit airspeed of 300 KCAS. Before

within 8nm of the airfield report callsign

and state you are about to enter the CTR or

how long before you are about to (up to 1

minute is reasonable) and request

intended recovery. For example ‘Initial for

break’ or ‘Initial for straight in’ or ‘Long

final’

Join the outside downwind at 2000ft

above aerodrome level with 4 nm lateral

separation to the runway. Then turn to fly

over the initial point and continue onto the

inner circuit.

7.5 Joining the inner circuit

The initial point: Inform ATC at initials

and state intentions (see mandatory

reporting points later). Decent to 1500ft

and maintain 300 KCAS. Look for

significant ground features in the direction

of a/c wingtips and alongside of the airfield

to determine when to perform the break

and where to roll out.


The break: Inform ATC at the break.

Maintain power setting for 300 KCAS in

straight and level flight (± 80% Ng RPM).

Roll to 700 angle of bank (AOB) and make a

level turn to downwind. During the turn

adjust AOB to roll out over the downwind

leg with wings level and parallel to the

runway.

Figure 10: The overhead break

Downwind leg: On inner downwind leg

pilots will be busy. Not only configuring

their a/c but also flying at the correct

heading, altitude and speed. Therefore use

the following continues check: (HDDS):

Height: (1500ft AGL).

Distance: Runway on wingtip.

Direction: Air for a distant aim point and

correct for wind.

Speed: Maintain 220KCAS

When stable on downwind, without delay

select gear down and add 2 – 5% Ng RPM

to maintain speed and correct nose

position to account for the aerodynamic

effects of the extension of gear and flaps.

Perch point: Approaching the end of the

runway, look over your shoulder and

determine when to roll into the perch. Start

the final turn from abeam to 450 off the

threshold.

Figure 11: Advised perch area

Final turn: Before rolling in for the final

turn select a point on the ground abeam of

the a/c in the runway’s extended centerline

to fly to and roll out over on final. So use

this point to plan the ground track to final.

Proceed as follows:

Inform ATC at base, with the gear down.

State intentions.

Press the nose to 00 pitch and roll

maximum 450 of bank.

Adjust bank during the turn to fly the

predicted ground track.


Make sure the AoA stay’s below 130. Add

power to degrees AoA or correct altitude

loss and pitch to control speed.

Apply speed brakes as required (rule of

thumb open the breaks half way through

the turn).

Roll out over the extended centerline at

or above 30 glideslope.

Final Approach: Fly a 30 glide at 11 and 13

AoA. Perform final checks (3 green lights

and landing clearance obtained).

Correct speed with pitch.

Correct glide path with power.

Remember one item cannot be changed

without affecting the other. If pilots want to

climb back to the glide path, add power but

raise the nose to maintain speed and vice

versa.

Landing: Approach the runway threshold,

descending below 100ft, smoothly raise the

nose.

Fully extend the speed brakes.

Slowly reduce power.

Maintain pitch until 90 KCAS or below

then lower the nose wheel slowly to the

ground.

7.6 Mandatory Position Reports

Initial contact at 30DME:

“C/S, formation size, VFR or IFR and position (radial and DME, or FIX) with type of landing (intentions)

Initial point (5NM) :

"C/S, at initials, intentions"

Turning base:

“C/S, three greens, intentions”

7.7 Airmanship outer circuit

Since tactical cruise altitude are close to

20.000ft the pilot can use a 30 decent angle

starting at 60nm to end at 10.000ft at

30nm and even continue on that casual 30

decent to 2000ft which is also controllable

for formations and gives an economic glide

angle.

Descending to 2000ft initially will

give a 500ft vertical separation from a/c on

the ILS and in the traffic pattern, so pilots

could choose to overfly the airfield without

conflicting with other traffic.

The 4nm lateral spacing at outer

downwind is about the turn diameter an

aircraft needs for a level turn at 300 KTAS

with 450 of bank. Which is perfect for the

formation fighter turns in echelon.

7.8 Airmanship in the inner circuit

ATC needs a 4000ft horizontal spacing

between A/C. At 1500ft a ground track

4000ft away from the runway center lays

exactly on the wingtip, hence the visual

reference to the wingtips. A 700 of bank

with 300 KTAS = 4000ft turn diameter. As


speed decreases bank also needs to be

decreased to maintain this number.

If the preceding a/c has not passed

the 3/9 o’clock position before your next

action you will not be able to maintain the

separation - break out and return to initial

or delay the next turn.

A good landing requires a good

approach. If the downwind, base and final

turns are sloppy chances are slim to make a

smooth final approach. Thus, if pilots get a

low-speed-warning, get low on altitude, or

turn either short or wide on the centerline

then GO ARROUND!

Look-out and listen. A great deal of

the time in the circuit must be spent on

looking outside for references and other

traffic. Listen to all radio calls to build

situational awareness through the position

reports.

Get comfortable in flying without the

HUD. Many (virtual) pilots rely on the HUD

and get disorientated when flying without.

No pilot learns how to fly with a HUD from

the start. Neither should virtual pilots.

7.9 Factors affecting the circuit

The circuit is considered to be a fixed

ground track from which minor position

deviations are allowed. These very small

deviations can be used in order to optimize

the final approach and landing. However,

the final approach speed and final

approach angle will depend on the aircraft

type, aircraft configuration and type of

approach. So consider the following:

Wind: The circuit should follow the same

path over the ground regardless of wind.

Therefore corrections need to be made to

compensate for drift. Especially strong

winds will affect the traffic pattern:

The bank angle in turns has to be

adjusted to avoid excessive drift.

The time flying on downwind will be less,

so there is less time available for

configuration changes.

On final, more power is generally needed

to maintain the correct glide path.

Turbulence is likely at higher wind

speeds or gusty winds.

Experience will soon make pilots aware of

the prevailing conditions and they will

learn to act accordingly.

7.10 Weight considerations

Performing the overhead break with an

aircraft heavier than 25000 pounds is

putting the control inputs on the limits

making it difficult to perform. A low speed

warning on the base and final is likely and

may require corrections which will

eventually force a go-around.


To give an idea: An F-16 Block40 with 2

wing tanks and 4 AIM-120’s and 6000

pounds of fuel is approximately at a gross

weight of 25000 pound. if configured like

this or any heavier by fuel or weapons,

consider a straight in landing.

LAST UPDATE: CHANGE 2 (JANUARY 2013)

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