DIRECTORES DE SEGURIDAD

dling the emergency. The pilot of an aircraft experiencing an abnormal situation will advise lead of the problem, his or her intentions, and assistance required.

5.64.1. Lead. As a minimum, offer the lead to a wingman as soon as you realize he or she has an air- craft malfunction. Except in IMC, never fly closer than route formation after giving up the lead. If the

wingman refuses the lead, try to pass the lead on recovery and on final with clearance to land or as the situation dictates. Except in unusual circumstances, do not land in formation with a disabled aircraft. If the wingman is able to transmit and receive with the radio, give him or her verbal assistance as nec- essary. Follow the preflight briefing instructions for emergencies so the wingman knows what to expect.

5.64.2. Wingman. When an aircraft malfunction is discovered, call “knock-it-off’ and then inform lead of the problem. Normally, if you are able to communicate with outside agencies and navigate, take the lead when offered. As much as possible, avoid flying the wing position with an emergency. If you must fly the wing position with an emergency, fly no closer than route spacing when weather allows.

5.64.3. Radio Failure. An aircraft experiencing radio failure will normally assume or retain the wing position. If experiencing radio failure as lead, put the wingmen in route and give the appropriate AFI 11-205 visual signal. Then pass the lead to either Number 2 or Number 3 as appropriate. If experienc- ing radio failure as a wingman while in close or route formation, maneuver within close or route parameters to attract the attention of another flight member and give the appropriate visual signals. In other positions, do not rejoin closer than 500 feet. Rock your wings to gain lead’s attention and wait for a rejoin signal from lead. When signaled, rejoin as close as necessary to pass the appropriate visual signals.

5.64.4. Lost Wingman Procedures:

5.64.4.1. Lead. To minimize the possibility of a lost wingman situation, brief pertinent IMC pro- cedures during the preflight briefing. Bring all wingmen into fingertip spacing and reform any three- or four-ship formation into fingertip prior to entering IMC.

5.64.4.2. Wingman. If lead fails to coordinate for a separate clearance, contact the controlling agency. Keep in mind that lost wingman procedures do not guarantee obstacle clearance when close to the ground. Therefore, the pilot who is executing lost wingman procedures is responsible for terrain and obstacle clearance.

5.64.5. Bird Strike. If a bird strike appears imminent, do not hit the other aircraft in an effort to miss the bird. The primary concern is still aircraft separation. If a bird strike does occur, ensure aircraft sep- aration before handling the emergency. Lead should consider the option of a wing landing if the rear cockpit pilot must land the affected aircraft and forward visibility is severely restricted.

5.64.6. Lost Sight. In some cases, losing sight of the other aircraft does not require a breakout or lost wingman procedure because sufficient spacing already exists. If the other aircraft is not in sight when anticipated, use the following procedures:

5.64.6.1. Notification. Notify the other aircraft of your situation (“Sting 2’s blind”). In some cases, heading, altitude, or turn information may also be appropriate with this call. If only lead is blind, the call “Sting 1 is blind” is posed as a question for the wingman, who responds with his or her position ("Sting 2, visual, your right 3 o'clock, high").

5.64.6.2. One Aircraft is Blind. If the other aircraft has not lost sight, transmit “visual” with a relative position to the blind aircraft. If lead is the blind aircraft, but the wingman has lead in sight, lead has the option to direct a rejoin or continue to search for the wingman, based on the response to a “blind” call.

5.64.6.3. Both Aircraft are Blind. If both aircraft have lost sight, lead will immediately ensure a minimum of 1,000 feet altitude separation. Both aircraft will maintain this separation until one air- craft regains a visual. The aircraft that gains the visual may direct the other aircraft to rock its wings for positive identification. The aircraft with the visual is responsible for maintaining sepa- ration and may direct the other aircraft to maneuver to maintain the visual. Once positive identifi- cation has been achieved, lead may direct a rejoin.

5.64.6.4. Three- or Four-Ship Formations. All members of a multiship formation should strive to maintain visual on all other members of the formation. However, the wingman’s primary responsibility is to maintain visual on their element lead. Number 3 is responsible to maintain visual on lead. If a member of the flight loses sight of any other aircraft, call blind or visual with the number of aircraft seen (“Snake 4, blind” or “Snake 4, visual two aircraft”). This call may be delayed if there is no doubt as to the identification of the aircraft with which they are visual, and no conflict exists. For instance, in wall or offset box, if a wingman loses sight of the opposite wingman, but has maintained visual on his element lead and lead, a “blind” call would not be required. If any doubt exists, call “blind.”

5.64.7. Midair Collision. If a midair collision occurs between formation members, under no circum- stances will they act as chase ships for each other.

5.64.8. Ejection. If one aircraft in a formation must perform a controlled ejection, the chase ship will fly no closer than 1,000 feet abreast of the disabled aircraft.

5.64.9. Spatial Disorientation:

5.64.9.1. Lead. If you experience spatial disorientation as lead, immediately advise the wingmen and, if possible, transfer aircraft control to the other crewmember. If transfer of aircraft control is not an option, confirm attitude with the other crewmember or wingmen. If symptoms persist, ter- minate the mission and recover the flight by the simplest and safest means possible.

5.64.9.2. Wingman. Wingmen experiencing spatial disorientation will advise their other crew- member and/or lead when disorientation makes it difficult to maintain position. The crewmember not in control of the aircraft or lead will advise the wingman of aircraft attitude, altitude, heading, and airspeed. If symptoms persist and conditions permit, lead should establish straight-and-level flight for 30 to 60 seconds and consider passing the lead to the disoriented wingman. If necessary, terminate the mission and recover by the simplest and safest means possible.

5.64.9.3. Three- and Four-Ship. Lead should separate the flight into elements to more effec- tively handle a wingman with persistent spatial disorientation symptoms. The element with the disoriented pilot should remain straight-and-level while the other element separates from the flight.

Chapter 6 INSTRUMENTS

6.1. Introduction. Instrument flying procedures are described in detail in AFMAN 11-217, Volumes 1 and 2, Instrument Flight Procedures. There will be circumstances when you must rely on your instrument flying ability to operate safely. This chapter will familiarize you with a few of the instrument procedures specific to the T-38.

6.2. Instrument Cross-Check. The control and performance concept is the foundation of good instru-