BONANZAS TO OSHKOSH
FORMATION FLIGHT INFORMATION
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We will depart RFD on the Saturday prior to the start of AirVenture.
There Is a mandatory briefing on the day of the formation flight at 10:00 a.m. local (CDT) with an estimated noon departure. Weather may influence departure time, but not the briefing. The 10:a.m. briefing is mandatory. Miss the briefing and you will not be allowed to participate in the formation flight to OSH.
Parking: Aircraft arriving Thursday will park on the Emery Air Charter FBO ramp. Expect to move your airplane to the UPS ramp adjacent to Emery at 10:00 a.m. local Friday. Arrivals on Friday between 10:00 a.m. - 5:00 p.m. will proceed directly to the UPS ramp. Arrivals after 5:00 p.m. Friday must park on the Emery ramp (the UPS ramp will be unattended). If arriving the morning of the flight to OSH proceed directly to the UPS ramp. Pilots assigned as Row Flight Leaders are the lead at the end of each row and are designated to help smooth out the flight and minimize the accordion effect. They are some of our most capable, experienced B2OSH pilots. Row Leaders will display an 8 x 11 red card with a prominent black “X” in their windshield on arrival to parking. Pilots assigned as Flight Leaders will identify themselves with a red 8 x 11 card in the windshield and will be parked with nose wheel on a red spot. Wingmen will be directed to parking either side of a Flight Leader. Follow directions from ramp personnel. They know what they are doing. Leave your beacon in the ‘on’ position so ramp personnel can spot if you left your master switch on. This is a good time to turn your transponder to standby or off. A diagram of the parking arrangement is posted
Engine Start & Taxi: This will be announced at the briefing. Anticipated start time is 11:45 a.m. local time for a noon departure. You should have checked your oil, tire pressure and other preflight necessities prior to the briefing. Taxi instructions will be given at the briefing. All transponders must be on standby or off. Be especially vigilant for pedestrians (especially children) in this active ramp area.
Run-up: We strongly recommend you do your mag check at cruise power prior to landing or on the ground before getting to the UPS ramp - you will then be ready to go without a run-up with the next engine start. If you feel you must do a run-up on the ground after engine start: do it on the ramp where you have more spacing than you will have anywhere else, do it at the lowest possible RPM, and cycle your prop only once. Once we start to taxi there is no time or place appropriate for run-up. Certainly do not do a run-up on the runway when tail to nose and only ten feet from the Bonanza behind you.
Runway protocol: DO NOT EVEN THINK OF SHUTTING DOWN YOUR ENGINE WHILE WAITING FOR DEPARTURE. If your airplane is prone to overheating at idle for 15-20 minutes do everyone a favor and drop out of the formation. One airplane running down a battery while attempting a hot start will ruin the flight for everyone. If your engine dies and you cannot restart within ten seconds, linemen will give you a "cut" signal and you will be towed off the runway. You may rejoin the formation at the back end when your engine restarts. If restart is after the last plane has departed you are required to do the Ripon arrival. Again, do not do your run up on the runway. We are lined up nose to tail only a few feet apart. If leaned on the runway waiting for take-off richen the mixture slowly to avoid flooding the engine.
Takeoff: All planes will line up three abreast on the runway prior to take-off if landing Runway 36 L&R. Planes will line up two abreast for all other runway arrivals. Each element leader will begin take-off roll when signaled by flagman. Wingmen will watch their lead for signal for brake release.
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Flight leader spacing is an art, not an exact science. Your flight lead will use his judgment. If hazy he may be closer. If very clear he may elect additional spacing for lesser turbulence. His speed adjustments will be as gradual as possible and as little as necessary to achieve the desired spacing. If turbulent try sliding a little sideways to avoid prop wash from the plane in front - slight shift may do the trick.
Wingmen should be sufficiently forward that the Flight Leader can easily see them. If you are more comfortable with a little extra spacing, then move laterally. Avoid falling back or forming a deep ‘V’ in the formation. If you see someone in the element in front falling back, just slide further in or out as need be. Eventually the culprit will catch up.
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John Roney, right wing;/Richard Hutchins left
wing; Stan Stewart lead. |
Expect speed changes. With this many planes some accordion effect takes place every year. Flight Leaders will adjust speed for safety; wingmen should have practiced speed changes in formation.
Radios: Frequencies will be given at the briefing. Radio silence is mandatory. As they say in the T-34 manual, ‘Wingman, the only thing I ever want to hear you say is 'Lead, you are on fire!'‘ You can not have a stuck mic if you don't use it. Be sure you are not leaning against a hand-held mike button. Safety of flight issues should be broadcast (e.g. traffic conflict)
Emergency: If someone drops out of the formation because of an emergency, his lead or wingman should stay with him until the emergency is resolved. Notify the formation lead you are departing the formation and the nature of the emergency.
Route: This is a VFR flight. Element leads are expected to follow the element in front of them, not a GPS track. Wingmen are expected to stay with their element lead. In deference to copilots who want something to do, the routes are published. Formation Flight Lead may vary the route depending on weather. In 2001 we were on the planned route only 40% of the time. Nothing is cast in stone. Being a pilot is being flexible, but formation flying means discipline - follow lead. It is the formation lead's job to be flexible.
Routing utilizes waypoints already in almost every GPS.
Click here to view route chart
| Runway 36 L&R arrival | |
| KRFD | |
| (insert departure fix) | |
| TIRRO | |
| BADAN | begin descent |
| POBER | 2500'MSL crossing altitude |
| KOSH | |
| 116 nautical miles | |
| After departure climb straight out to departure fix, then climbing gentle turn direct to next waypoint. | |
| Runway 01 | CAGRA |
| Runway 7 | SUGEE |
| Runway 25 | CUDUP |
| Runway 19 | FANGU |
If landing on other than RW36 at OSH the routing will be the same to POBER followed by a visual "follow the leader" to the appropriate runway. Details will be provided at the morning briefing - one more reason why it is so essential that you be there on time.