AOPA Pilot Magazine - February 2017 - 90

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Safety first
When it comes to formation flying, don't wing it
FAR 91.111 lays out requirements for operating near other aircraft:
(a) No person may operate an aircraft so close to another aircraft as
to create a collision hazard.
(b) No person may operate an aircraft in formation flight except by
arrangement with the pilot in command of each aircraft in the
formation.
(c) No person may operate an aircraft, carrying passengers for hire, in
formation flight.
Although no specific training is required for formation flying, it's
a demanding exercise with serious consequences for lapses in proficiency. For civilian pilots seeking standardized training, organizations
such as the Formation and Safety Team (FAST) and Formation Flying
Inc. offer clinics and credentials.
Even trained pilots must take stock of their preparedness before
each flight. FAST's guide for pilots emphasizes preparation for all
types of formation flying, whether in a local area or in an airshow setting: "Being prepared mentally encompasses knowledge of aircraft
systems; aircraft procedures, your organization's standard operating
procedures; formation signals (hand, aircraft, and radio calls); and formation protocols, detailed in this manual. Being prepared physically
means you are physically fit for flight; hydrated; and rested."

maintain position and compensate for the
differing radii of each aircraft's turns.
It takes time and practice to develop
the necessary touch and anticipation to
be smooth, Safran said. As newbies, we
should expect to make many, and sometimes very abrupt, changes in pitch and
power. "You will hear your gear horn go
off," he warned.
I was paired with Doug Wohl, a Cirrus
owner based on Long Island. As with all
formation flights, we briefed first. This was
a basic flight, with an element takeoff (side
by side), climbout, turns in both directions,
a cross-under, and then return to the field
for an element landing. Every component of the flight, from start-up and taxi
to landing and shutdown, was discussed in
advance. Nothing was left to improvisation.
Before starting we checked out each other's aircraft, looking at the sightlines we'd
use while airborne to align ourselves.
Was Wohl as nervous as I was? He
didn't show it.
At exactly 2:05 p.m., we started up.
Lined up on the runway, Wohl signaled
for the power-up by waving his index
finger in a circular motion. I waited for
his head nod to release my brakes and
90 | AOPA PILOT February 2017

gradually increase to takeoff power, careful to maintain alignment with the Cirrus.
As planned, our airplanes lifted off the
runway in unison.
Trying to maintain position behind the
Cirrus, however, I quickly realized that
flying formation is less about maintaining
position than the constant work required
getting back into position. My throttle
went stop to stop. My gear horn was howling. I did get sucked. I did go acute. And by
the end I was soaked in sweat. But as the
flight progressed, things smoothed out a
bit. I began to anticipate things a little better and the errors became less startling.
By the time I shut down, I had the feeling
that I was actually beginning to "get it,"
and with it came a feeling of both exhaustion and accomplishment.
Afterward, Mark shook my hand with
a look that said, "See, I told you so," and
added, "There are times I'm so in the
moment that feel like I'm almost controlling the airplane in front of me."
OK, give me another 20 years. AOPA
TOM LECOMPTE is a freelance writer and

instrument-rated private pilot. He owns a
Piper PA-24.

http://hiltonsoftware.com http://www.trade-a-plane.com

Table of Contents for the Digital Edition of AOPA Pilot Magazine - February 2017