F4001

There are a few peculiarities to F4001 as opposed to the subsequent form flights. First, your instructors will demo PF (parade formation) from Pt. Racetrack in to Harold, and again from Pt. Juniper in to NDZ. They will also request and demo the overhead break style landing on this flight. You will do neither of these on your subsequent flights. Additionally, you will not execute HS (high speed landings) on this flight, but will on subsequent flights. Ensure that you CHUM up the form maps a bit--many of them are fairly old, and are missing several towers. If you know there should be one (like the 580' MSL one near Pt. Racetrack that you should also have on your Munson Orange route chart), brief it, and mark it on the map if someone else hasn't already done so.

=CRM and Inter-Aircraft Comms= Standard fare here. Be concise, and stay off the radio as much as possible. Make sure you know what the brevity codes are, and what they mean. Unlike in VT-land, Wing can't simply roger up with "Two!" but must preface it with the flight call-sign. Speaking of which, if you think you're being funny by using "Roger" or some other common aviation term as your flight's call-sign, just don't. You're not funny, it pisses a lot of the instructors off, and it adds confusion to the comms. Remember that hand-signals and the search-light are parts of inter-aircraft communication for forms, so remember to turn the light on and give the thumbs up when you're ready for take-off, and turn the light on when you're ready to execute a BR.

=Relative Motion & Radius of Turn Relationships= Formation flying is nothing more than controlling the RELATIVE MOTION between aircraft. To maintain a fixed position, the relative motion must be stopped. To manuever in relation to another aircraft, the direction and rate of motion are controlled. Lead is considered "fixed" and any movement between aircraft is considered as movement of Wing in relation to Lead. In formation flying, LEAD is the primary reference.

Relative Motion can be resolved into movement about any one or a combination of all three axis. Fore and aft is controlled by airspeed and Step-Up is controlled by collective.

=Lead/Wing Aircraft Responsibilities and Considerations=
 * Lead PAC performs area check-in for formation
 * Wing PAC initiates all maneuvers with Brevity Codes
 * Lead PAC "rogers" all maneuvers
 * Lead PNAC ensures safe navigation for the flight
 * Wing PAC ensures proper separation from Lead

=Cruise Position / Cruise Maneuvers / Brevity Codes= BREVITY CODES: *Charlie Oscar =>  Crossover Purpose: SNA gains confidence maneuvering *Charlie Tango =>  Cruise Turn Purpose: Wing separates, then controls closure rate. *Charlie Delta =>  Cruise Climbs and Descents Purpose: Wing practices radius advantage. *Bravo Romeo =>  Break-up and Rendezvous Purpose: SNA applies CT closure technique to join up as lead rolls level. *Oscar Romeo =>  Overrun Purpose: Safety...Free if you need it! *Lima Delta =>  Lead Change Purpose: Self evident; but don't ever forget it's the inside pilot at the controls.

=Overtorque= Don't do it. PNAC should monitor gauges to include torque and alert PAC as necessary. Lead mitigates by being cognizant of wing. Wing always requires nearly 10% more torque to stay in position, so cut some slack by limiting torque to 75% above translational lift. Wing mitigates by climbing on the inside; be cognizant going from inside to outside during climb on crosswind. Tip: usually best to wait to cross from inside to the outside as lead reduces power near level-off for downwind. As Wing, expect to get sucked a few times. Adding power is acceptable to correct this (other than during CT), but be cognizant of how much you're pulling. Wingmen trying to catch Lead have managed to overtorque in straight and level flight before (somehow).

=Formation Course Rules= Per RWOP.