Bathurst Formation Camp

Airfield Alt 2345'. Say 2500.

Cct Alt 3500

Rejoin Alt 4500.

Within 5nm inbound > 4500

outbound 3500

Arrival via an Initial Point (IP)

Runway Initial Point (IP)

Runway IP's to an airfield are typically established on the extended centreline of each landing runway. Distances vary between 2-10 nm from the airfield's ARP, depending on topographical features, traffic and aircraft performance. Most importantly IP positioning must facilitate a Look-Out period during the run-in to the "dead-side" of the landing runway.

Left, Right, and Straight-in Initial are points which are established approximately 0.5 to 2.5 nm from the Runway IP (L/R initials being within 45 degrees of the inbound track) to establish run-in and/ or "turn-on" point to the IP. Left, Right, and Straight-in initial point distance from the IP are again generally determined with regard to topography, traffic, and aircraft performance (turn performance).

Runway IP's are established at approximately 2nm from the ARP, allowing a minimum of 1min steady flight prior to a mid-field "Pitch" (crosswind turn from dead-side).

Left, Right, and Straight-in Initials are also established at approximately 0.5nm to the respective Runway IP.

Aircraft on RTB may track via a Left, Right or Straight-in Initial. However, for De-Confliction in the Runway IP area, it is preferable to approach the IP via a Left or Right Initial as this offers a better sighting opportunity for other aircraft tracking to the Initial Point. Flight Leads will vary their approach to the Runway IP dependent on a variety of factors including, but not limited to; topography, weather, formation size, and pilot experience levels.

Think about;

Take Off Aborts Mechanical Failures, Electrical Failures, Collision risk

Cct spacing. Relies on pitch intervals, 4-6 seconds is normal, pitch on time!

Turn onto downwind, keep it tight, wing tip on the runway, no Airliner Ccts.

Base turn point? Don't delay, tight as possible. Line up on glide path at 500' ( min?')

Hot/cold Lanes, Stable Call. turn off point.

Straight rejoin line.

Straight rejoin from echelon. Lead conducts a clearing lookout before initiating a practice straight rejoin by calling 'Vampire 2, turn (right/left) for rejoin'. The straight rejoin is performed as follows:
  1. Wing simultaneously pulls up and away from Lead, applying MCP and rolling to 30-45 Deg AOB, and then looks out both upwards and in the direction of turn.
  2. After turning through approximately 50 deg of heading and gaining at least 200' of altitude, sufficient separation exists to begin the rejoin. Wing then reverses the turn, locates Lead and reports 'Vampire 2 visual'. Lead then clears Wing for the rejoin by telling Wing what position to rejoin (eg 'Vampire 2 rejoin echelon right'), to which Wing responds with callsign only. There is no requirement for Wing to use excessive AOB in the reversal, ie non-aerobatic.
  3. Wing commences a descending turn to position the aircraft on the rejoin line, which is defined as Lead's trailing edge wing tip lined up with the front of the spinner (approx 40-45 deg ).
  4. Wing then stabilises altitude with Lead the equivalent of one aircraft length above the horizon.
  5. Wing maintains this constant line of approach using the following activity cycle:
    1. Height – Lead one aircraft length above the horizon.
    2. Line – trailing edge wing tip lined up with the front of the spinner (approx 40 deg ).
    3. Speed – closure rate - power to maintain 30 KIAS overtake.
  6. When Lead 'blooms' (distinct change in size), power is reduced to decelerate. Oppose the nose down and yawing trim change while scanning Lead and trim out the control forces.
  7. Wing then judges the deceleration to arrive at the Key Position one aircraft length below Lead with a small overtake.
    Note:
    The emphasis in the activity cycle is now on height (one aircraft length below Lead, not climbing or descending), line (wing tip on the spinner) and speed (closure rate). Closure rate is controlled by power and not by the use of AOB. Angle of bank should only be used to maintain the line. As Wing decelerates, angle of bank away from Lead is used to decrease the heading difference with Lead so that Wing does not start to drop behind the rejoin line.If the closure rate is still too high during the rejoin, select IDLE in an attempt to decrease closure rate. Incorrectly increasing the angle of bank will only cause the aircraft to go ahead of the rejoin line.
  8. When both aircraft are flying on a parallel path, Wing should be in the Key Position. There is no requirement to stop in the Key Position - the closure rate should be monitored to achieve a 5 - 10 KIAS closure passing through the Key Position and then power is added to fly the aircraft up and forward to the echelon position. A common error is to arrive at the Key Position, co-speed but with low power, which results in Wing moving backwards before the engine can spool up.

Turning rejoin

2153. It is important for Wing to recognise the potential for excessive closure rates during a turning rejoin due to two separate components of closure being involved. Firstly, the overtake airspeed will cause closure as it did in the straight rejoin. Secondly, the geometric position of Wing on the inside of the turn will cause significant closure even without overtake airspeed. It is therefore particularly important to work through the HLS work-cycle during a turning rejoin.

Turning rejoin line.

2154. Rejoin from breakaway. The procedure to breakaway for a practice turning rejoin is the same as a straight rejoin. A turning rejoin is always flown to the Key Position on the inside of the turn - from where Wing manoeuvres to the required echelon position via a station change if required.

The turning rejoin is initiated by the wing via radio, in the format "Vampire 2 request Right/Left turn for rejoin".

The Lead visually clears the area of the turn requested and if clear approves the rejoin "Vampire 2 clear for rejoin" or visually via thumbs up signal. Wing then commences the rejoin as follows;

a. Wing simultaneously pulls up and away from Lead, applying MCP and rolling to 45 - 50 deg AOB, and then looks out both upwards and in the direction of turn.

b. After turning through approximately 50deg of heading (and gaining approx 200-500 ft of altitude), sufficient separation exists to begin the rejoin. Wing then reverses the turn, locates Lead and reports 'Vampire 2 visual'.

(1) Turn towards Wing. After reversing the breakaway, Wing flies to achieve the straight rejoin line or slightly behind. Lead clears Wing to rejoin to the required echelon via R/T "Vampire 2 rejoin Echelon ?" and as Wing approaches the horizon, enters a level 15 -30 deg AOB turn towards Wing. Wing continues descending to establish one aircraft length below Lead on the turning rejoin line - aligning Lead's outer wing-tip with the top of Lead's fin (figure 12). As you become more proficient, Lead may turn towards anytime after the 'visual' call. An early turn requires aggressive manoeuvring towards Lead's six o'clock to pickup the rejoin line prior to the bloom.

(2) Turn away from Wing. After reversing the breakaway, and locating Lead, Wing calls "Vampire 2 visual". Lead will enter a 15 -30 deg AOB level turn away from Wing and clears Wing to rejoin to the required echelon . Wing then flies a descending turn to cross behind Lead to position at one aircraft length below Lead on the rejoin line on the inside of the turn. In this case, an early turn makes Wing's capture of the line easier as less manoeuvring is required.

c. Wing adjusts position to effect a rejoin along the turning rejoin line to the Key Position on the inside of the turn. Wing will have to vary angle of bank to position for and to maintain a constant rejoin line and power should be set to maintain 30 KIAS overtake speed. Early in the rejoin, Lead's wingtip will appear above the fin. As the Wing converges, Lead's fin will move up eventually obscuring the Lead's outside wingtip - Wing must maintain one aircraft length below Lead and will need to interpret the wingtip - fin alignment.

d. As Lead is changing heading, Wing will have to progressively increase bank angle. Wing starts with a heading less than Leaders and completes the rejoin with the same heading as Lead. Wing's flight path is a vector as depicted in figure 13. In the latter stages of the turning rejoin, vector A must be reduced to zero - this requires additional bank and G but it is a gradual process because vector B is constantly changing. Just like the straight rejoin, angle of bank maintains the rejoin line while power controls speed overtake.

e. When Wing sees Lead bloom, Wing reduces power, judges the deceleration to pass through the Key Position using the same technique as described for the straight rejoin. During turning rejoins the horizon must be monitored to ensure a level rejoin. Staring at Lead commonly results in the Wing going low.

Bug Outs

2156. During any rejoin, an overshoot or bug out may be required because of excessive airspeed or angular cut-off. During the bug out it is vital that aircraft separation be maintained in the vertical plane. It is important for Wing to avoid excessive closure rates during a rejoin by applying judicious corrections to line and closure when errors are detected.

Bug Out Line

Aim to stabilise behind the 3/9

- Turning rejoin bug out.

Wing. If Wing is not certain that the aircraft can be stopped in the Key Position one aircraft length below Lead, then a bug out must be initiated. Wing is to select IDLE, release the G and adjust the angle of bank as required (initially wings level) to pass below Lead and behind Lead aiming to stabilise behind Lead's 3/9 line.