There is something about watching airplanes flying in formation that is beautiful and aesthetic, a tribute to those who have mastered the skill. Yet formation flying seems so easy, a deception that tempts untrained pilots to try it without understanding the principles and hazards.
The need for formation flying originated in the military. Bombers and fighters amassed in a disciplined cluster that represented an awesome concentration of power. General aviation obviously does not have such a need, although it is useful for air-to-air photography and when the pilot of a malfunctioning aircraft needs someone to fly alongside to analyze a problem (such as when the landing gear may not be fully extended). Pilots also fly in formation for the fun of it, but such fun can end abruptly if undertaken without training.
Formation flying often is self-taught, which means that the instructor has a fool for a student. The best way to learn is from an instructor with military flight training or one who has been taught by a military pilot.
Safe formation flying begins on the ground where the pilots agree on a set of operating rules. This includes establishing the desired altitude and airspeed to be flown, which means that the aircraft should have compatible performance. A formation speed is selected that enables the wingman to speed up and slow down as necessary to maintain the formation.
The method used to effect a rendezvous is critical. Two pilots looking for one another while circling haphazardly over a vortac, for example, can be disastrous.
Communications are critical. Plan to use an air-to-air frequency, but consider that this might be unusable because of frequency saturation (especially on weekends). At such a time, pilots flying in formation need to use a set of hand signals. It is impossible to create a sign language that covers all needs, but you can anticipate important ones. Signals should be developed for messages such as "climb," "descend," "widen formation," "break formation," "return to base," and so forth.
The formation leader probably requires the least flying skill. His role is to simply maintain straight-and-level flight at a designated altitude, and turn, climb, and descend as necessary. Although his role is to go about flying as though he was alone, he also needs to make changes slowly so as to allow his wingman to follow smoothly. He also must concentrate on precisely holding altitude, heading, and airspeed. It is very important that he avoid the temptation to look back at the chase plane. Nothing makes a wingman more nervous than a leader looking over his shoulder, an indication that he is not paying attention to where he is going.
The leader must have faith in the wingman and virtually ignore his presence. A pilot unaccustomed to this discipline might consider having another pilot on board, someone who could keep an eye on the wingman and serve as a lookout for other traffic.
The wingman is the worker, the slave of the formation. His role is to join the leader and maintain the desired separation and relative movement. Any movement of the lead aircraft requires an equal response from the wingman; otherwise, the formation falls apart. The wingman focuses on the lead aircraft and uses it as a form of attitude indicator, faithfully following and reproducing its every movement. He manipulates flight and engine controls only in direct response to the lead airplane and without reference to his own instruments. He must trust the leader not to place him in jeopardy. (Wingmen have been known to follow their leaders into the ground.) A wingman uncomfortable with this role might also consider carrying another pilot to act as a lookout and work the radio. (If the flight is for the purpose of air-to-air photography, another person is essential; a pilot flying lead while trying to operate a camera is a recipe for disaster.)
Establishing formation is challenging for the novice. He does not appreciate how rapidly the apparent rate of closure increases as one aircraft approaches the other. Seeing the leader suddenly blossom in the windshield can be unnerving.
Pulling alongside the leader requires that the wingman be patient about closing the gap, and he should approach the leader along a parallel track from behind, abeam, and below (or above if flying a high-wing airplane), so that the worst consequence of an overshoot is embarrassment and not a collision. The leader also must resist trying to assist the wingman in joining. Only the wingman does the maneuvering. Two aircraft turning toward one another only creates confusion and frustration.
When practicing formation flying (only after receiving adequate instruction), initially maintain a relatively loose formation. Close ranks only after skill improves. Though there is less margin for error as the two aircraft become closer, "formatting" actually becomes easier. A larger visual target makes it easier to detect and respond to relative movement. A tight formation also is less likely to be upset by turbulence because both aircraft usually are bounced in unison.
Unless you are prepared to approach formation flying cautiously and with a professional attitude, my best advice is that you don't do it.
Visit the author on his Web site ( www.barryschiff.com).
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