Forum: F-16 Procedures

Hey you Viper drivers! How about describing the various runway line-ups such as 3/4-in-the-slot, 4-ship, etc. Also, what should the sight pic look like for each jet when in the specific line-ups?

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Forum Veteran Joined: Jul 01, 2007 - 07:22 PM Posts: 620

Two ship: Each jet takes the center of their half of the runway(yes, that's one quarter of the way from each edge) and number two lines up the main gear tires on number one as viewed from the cockpit of number two.

Three ship: Normally echelon into the wind. Number one puts his wingtip over the edge of the runway, two lines up the mains while on the centerline of the runway on the upwind side of lead(lead's responsibility to determine)and three puts his wingtip on the opposite side of the runway and lines up two's mains upwind from him.

Four ship: Three in the slot is the same as a two ship lineup but three will saddle up in between one and two on runway centerline and line up two's mains. Four will then offset from two enough to clear wingtips(usually to the edge of the runway opposite from one) and line up three's mains. Four in the slot is never used. I don't know why anyone would. It's just as easy to put three in the slot and keep it the same everytime. But just for grins, one and two line up same as always, three rather than line up on centerline will line up on two's side that is opposite from one(towards the other edge of the runway) and line up two's mains. Four will then line up three's mains while taking the centerline of the runway.

Clear as mud? Very Happy

Snakes,

Zipper. I have no music and not Popeye. Thanks for the explanation. Not Worthy

Before you strangle your dolly, 1 more question. Can you talk about the re-join, radar departure vs. a viz rejoin. What are the radar settings, smash settings, where should 2/3/4 fly and not fly, and what are wingman responsibilites vs. lead's, and what is the expected/usual contract for post re-join formation positions (i.e. two joins on lead inside of lead's turn, etc.)?

I am spitter 180 for the RTB. Until the next merge ...

Forum Veteran Joined: Jul 01, 2007 - 07:22 PM Posts: 620

Rejoins are to the inside of the turn unless trucking along straight and level, then it's to the left side. Usually, if a turning rejoin becomes a straight ahead, then flow to the left unless you are already in a close route position or closer.

Radar Assisted Trail Departures are just that, instrument departures as single ships utilizing the radar to keep situational awareness on your flight lead. We use 20 second spacing between takeoffs to establish a 2-3 mile trail. The contract speed for that is 350 knots till visual using 850FTIT in the climbs. For turns, wait until the TLL in the hud reads 20-25 then start a standard rate turn to follow lead. Once visual and cleared to rejoin, set 400 knots and rejoin as normal. Vis rejoins are just that as well, we use up to 20 second spacing and if you still see your flight lead on departure, then get to 400 (no higher for FAA rules below 10k) and rejoin as normal. If you don't see your flight lead on departure (then your really shouldn't be flying Vipers) look for him on the radar. He'll be the solid history that is closest to you on your nose on a ten mile scope.

As for the radar, on RATD, we set ten mile scope initially with the El Strobe (elevation scan thumbwheel) so the T on the radar is looking slightly above level. We call that having the hammer on the anvil. Locking up your flight lead is the desired method (in the Nav Master Mode) but is not required. If you can maintain SA on lead and leave your radar open to search, great. But traffic aviodance is lead's job, therefore your job is to not get lost. There is a lot of gucci stuff on the CCIPd Vipers to help with SA but the radar is primary. This brings me to the most important point on RATD/RATR. NEVER have your flight lead under your Flight Path Marker unless your are just taking off or established on an instrument approach. As much as humanly possible, put his TD container over either the airspeed or altitude tape in the hud. That way you can't run into him if your aren't watching your airspeed in relation to his closely enough. It's been done.

Formations post rejoin depend on what you're mission is. Most often we fly offset container. Two flies Line ABreast 6-9k feet from lead, three sets about a two mile trail lining up between lead and two, then four flies LAB 6-9k off of three, usually on the same side as two but doesn't have to. If you don't fly on the same side as two, then watch your altitude stack in the turns and make sure you have deconfliction. I've seen this get dorked up and two friends had a 66 foot close pass. Other formations include fluid four, wall, etc. Two ship formations are LAB, route, close, fighting wing, wedge, extended wedge, sensor wedge, etc. I'm sure you can find graphical depictions on google if you desire.

What else have you got? Cool

SnakeHandler,

Really appreciate your response and owe you a shot of JW or whatever you drink Guiness

Regarding the 850 FTIT, I am assuming that this setting is for non-big mouths and that a lower setting would be set for the big mouths. Is my assumption on the beam or is it a fair assumption?

Is the CCIP'ed new dolly (Link 16 MIDS) some of the "gucci" stuff? My guess is that the dolly allows pos ID of flight members (modular mission computer unique ID entries pre-flight) via HUD/JCMS steering cues and dolly commands.

f16jock

Forum Veteran Joined: Jul 01, 2007 - 07:22 PM Posts: 620

Yeah, sorry the 850 is for the pratt and whimpy -220. Can't remember what the setting is for the others. Shouldn't be too far off though. The size of the inlet doesn't matter because all of the jets in the formation should be the same. 850 for one is the same as 850 in the others.

Yeah, the link is pretty gucci. Not going to go into it though. OPSEC, you know the drill. If you're ever at Luke, I'll take you up on that offer.

Snake Cheers

Forum: F-16 Procedures

Runway Line-ups