At 07:53 PM 3/26/98 -0800, you wrote: >Howdy, fellow `coupers. >All the 14 years I owned the Cessna 150, I never flew near any one. Within >a month after acquiring an Ercoupe, I was Opal Walkers' wingman. As such, >I am interested in more on this thread. Three areas: > > * Formation takeoff. The first shot out, I lost sight of lead! We did >get up with one another, but it was not the best practice. Perhaps some >guidence, like declare a "flight of two" to the tower and take the runway >toghther, from this list. > > * Cruise. I once read about a cockpit drill that one has to accomplish >before embarking on formation training. One MUST be able to find and >manipulate EVERY control without looking. Reason is that you must keep >your eye on lead. Any more insights? > > * Formation landing. Some good discussion here, but could still use more. > >Sure hope this thread goes on - thanx in advance. > >Percy > Percy you rebel you, finding out how much fun this formation stuff can be. Well let me give you a short course on the issues you brought up. For formation take offs assuming you have a fairly wide runway line up in an echelon formation. That is the wingman on a 45 degree line back from the lead. The lead should visually look back at you to insure you are ready to go, a simple thumbs up signals you are ready. The lead should then look forward and when ready to begin the roll give an exaggerated nod of the head. When his/her head comes up the lead begins to add power. The lead should add power somewhat slower than usual since there will be a slight lag before you add power. If this lag is too great the lead will accelerate too fast and leave you in dirty air. You will feel as though the lead has a lot more power than you do. Keep it together on the takeoff roll, you don't want to get sucked (fall behind) at this point. The climbout should be a little flatter than normal and the lead should throttle back slightly (very slightly) unless you aircraft is the stronger of the 2. Do not over run the lead be prepared to pull back on the power. A very strange feeling at first. We are use to balls to the wall takeoffs and you may find yourself really pulling back to keep from over running the lead. Always announce as a "flight of 2" or however many there are.
An alternate method is to stager position on the runway, the lead starts the roll and is followed by the wingman as he sees the lead begin his rotation. The lead will make a either a 90 or 180 degree turn about 1 mile from the end of the runway which allows the wingman to turn inside, make the intercept and pull into position. without any muss of fuss. Again practice making the intercept away from the airport. Now as for cruise you don't have to worry about much inside of the cockpit but I do check oil pressure and temp periodically (a quick glance). It's the lead's responsibility to maintain altitude and heading. The throttle will not leave your right hand if you are in tight, stay focused on the lead's head, he is also responsible for the scan for traffic although you can look through him to scan the 9-11 O'clock positions while keeping him in focus. Formation landings are the tricky part because each time you turn from downwind to base and base to final you must speed up relative to the lead to keep from falling behind and therefore into dirty air. As you roll out of each turn you also have to shed the speed quickly to keep from overrunning. This comes with a lot of practice. I suggest practicing turns out away from the airport. If 2 aircraft are flying at 100 mph 50 feet apart and begin a standard rate turn the outside aircraft will be roughly 300 feet behind the inside aircraft upon completion of a 360 degree turn if the power remains untouched. In the beginning a really nice formation landing can be accomplished by having the lead do a sharp break with a short final which will place him in a position to touch down about the mid point on the runway, the wingman counts to 5 makes his break so that he will be on a little longer final but will touch down on the numbers at about the same time as the lead touches down at mid field. It can look really good with a little practice and you have maintained a significant separation and no problem with wake turbulence. Take it slow, start out with a loose formation (100' separation). This is a quick and dirty version. I will try to prepare a more detailed set of instructions and post them in the next few days. Dave 41 Charlie Dave's Ercoupe Page http://www.flash.net/~dmprosvc/dave
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