87th VFW SOP Jan 2013 - Change 2

LAST UPDATE: CHANGE 2 (JANUARY 2013)

1 INTRODUCTION .......................................................................................................................... 6 

1.1 BACKGROUND............................................................................................................................................................... 6 

2 STANDARD MISSION PROCEDURES ........................................................................................ 7 

2.1 TIME REFERENCE ........................................................................................................................................................ 7 

2.2 PERSONAL PC SETUP ................................................................................................................................................. 7 

3 STANDARD MULTIPLAYER PROCEDURES ............................................................................. 9 

3.1 BRIEFING....................................................................................................................................................................... 9 

3.2 CONNECTING TO A MULTIPLAYER GAME ..............................................................................................................10 

3.3 ENTERING THE FALCON 3D WORLD ....................................................................................................................10 

4 GROUND OPERATIONS (BASIC IQT)......................................................................................11 

4.1 FALCON LAUNCH OPTIONS ......................................................................................................................................11 

4.2 CHECK-IN ORDER: .....................................................................................................................................................12 

4.3 FUEL MANAGEMENT .................................................................................................................................................12 

4.4 EXTERNAL LIGHTS SETTINGS (DAY/NIGHT) .......................................................................................................13 

4.5 ALTIMETER SETTING ................................................................................................................................................14 

4.6 STANDARD TAXI SPACING .......................................................................................................................................15 

4.7 STANDARD LINEUP AND TAKE-OFF .......................................................................................................................16 

4.8 AIR-TO-AIR TACAN (AA TCN) SETTINGS...........................................................................................................17 

18 

5 STD. DEPARTURE......................................................................................................................18 

5.1 ABORT TAKE-OFF ......................................................................................................................................................19 

5.2 AIR ABORTS: ..............................................................................................................................................................19 

5.3 AFTERBURNER TAKE-OFF .......................................................................................................................................19 

6 STD. IN-FLIGHT PROCEDURES ...............................................................................................20 

6.1 TACTICAL FREQUENCY .............................................................................................................................................20 

6.2 INITIAL CHECK IN ......................................................................................................................................................20 

6.3 STANDARD FORMATIONS .........................................................................................................................................21 

6.4 REJOINS .......................................................................................................................................................................21 

6.5 OVERSHOOT................................................................................................................................................................22 

6.6 LEAVING FORMATION ...............................................................................................................................................22 

6.7 LOST WINGMEN .........................................................................................................................................................22 

6.8 OPS CHECK .................................................................................................................................................................23 

6.9 STATE CHECK .............................................................................................................................................................23 

6.10 MINIMUM FUEL AND EMERGENCY FUEL CALLS ..................................................................................................23 

7 STD. RECOVERY.........................................................................................................................25 

7.1 THE TRAFFIC PATTERN ............................................................................................................................................25 

7.2 PATTERN TERMINOLOGY .........................................................................................................................................25 

7.3 EXECUTION .................................................................................................................................................................26 

7.4 JOINING THE OUTER CIRCUIT ..................................................................................................................................26 

7.5 JOINING THE INNER CIRCUIT...................................................................................................................................26 

7.6 MANDATORY POSITION REPORTS .........................................................................................................................28 

87 th Stray dogs | Standard Operating Procedures | 2013 | Change 2 Page 2

7.7 AIRMANSHIP OUTER CIRCUIT .................................................................................................................................28 

7.8 AIRMANSHIP IN THE INNER CIRCUIT ....................................................................................................................28 

7.9 FACTORS AFFECTING THE CIRCUIT ........................................................................................................................29 

7.10 WEIGHT CONSIDERATIONS .....................................................................................................................................29 


FROM: 

Virtual Fighter Wing - 87 th Straydogs 

SUBJECT: 

Standard Operating Procedures 

DISTRIBUTION: 

Internal use but can be releasable to the public 

Virtual Fighter Wing 

87 th Straydogs 

Several authors have over the years contributed the content of this document. This latest 

release of the “87 th VFW Standard Operation Procedures” is therefore a gathering of previous 

knowledge and some new and updated sections to accommodate changes within the virtual 

wing but also the current version of the simulation released by 

The aim of this document is to provide a brief overview of the operating procedures required 

for basic IQT. It may also serve as a quick reference for procedures used within the daily 

activities of virtual flying with the stray dogs. 

Husky 

872ND VIRTUAL 

SQUADRON 


Abbreviations: 

AA TCN Air-to-Air Tacan Channel 

ATC Air Traffic Control 

AOB Angle of bank 

AoA Angle of attack 

VMC Visual Methological Conditions 

MC Mission Commander 

IFR Instrument Flight Rules 

VFR Visual Fight Rules 

SOP Standard Operating Procedures 

TS TeamSpeak 

UI User Interface (include 1 st and 2 nd chat) 

TE Tactical Engagement 

T/O Take off 

EoR End of Runway 

RAT Radar Assisted Trail 


1 Introduction 

1.1 Background 

The whole purpose of Standard Operations 

Procedures within the virtual wing of 87 th 

Stray dogs (87 TH F-16 SOP) is derived from 

the desire to simplify mission planning and 

reduce the workload of wingmen. The 87 TH 

SOP therefore describes relevant 

procedures used in simulated aviation to 

and from the Tactical Area of Operation 

(Training or War). All members of our 

virtual squadron are strongly encouraged 

to read, remember and use the SOP to its 

fullest in their daily activities thereby also 

providing a solid learning platform from 

which new members can benefit. 

Deviations from SOP are acceptable if: 

1. Deviation is briefed 

2. The deviation does not affect flight 

safety in any way 

In short: Non-briefed events or mission 

items are considered to be SOP and the 

officer in charge of the briefing can merely 

call a point in the briefing to i.e. “ground 

ops according to 87th SOP”. Flight leads 

should brief any items that are nonstandard 

(i.e. according to this document) 

in addition to normal mission details. 


2 Standard Mission Procedures 

2.1 Time reference 

Due to the international nature of our 

operations, we state our daily operation 

activities using UTC or Zulu time. Any pilot 

can see the current UTC time by accessing 

the first page on our website: 

2.2 Personal PC setup 

All members are responsible for the 

functionality and correct installation of 

BMS. This includes but is not limited to 

bullet point 1-6 below. All unnecessary 

programs including TeamSpeak (TS) must 

be shut down prior to establishing 

connection to mission host or if open move 

into the sub channels for each flight. 

1. Computer system optimized with 

virus scanners disabled and 

routers/firewalls configured & 

tested for multiplayer (MP) 

operations. 

2. Internet connection tested 

3. Voice communications tested for 

clarity and volume settings 

4. HOTAS programmed and working 

as desired. 

5. TrackIR programmed and working. 

6. If a pilot has multiple installs, 

ensures the correct one is running 

and configured properly. 

Bullet point 1-3 can be accomplished by 

asking a fellow Stray dog in IRC/ 

TeamSpeak to do a connection test. 

Mission hosts should preferable be the 

member with the fastest internet 

connection and most powerful PC. The 

voice server in use (ivc3.87th.org) and 


connection bandwidth must be briefed 

prior to initiation of a multiplayer flight. 

UHF and VHF radio configuration 

should be briefed. This will normally 

consist of the tower frequency in UHF 

for ground ops and the flights assigned 

victor frequencies. The package UHF 

frequency will be established as well. 

The host or package commander may 

skip using the tower frequency and use 

the package frequency to facilitate a 

quicker radio check-in. The assigned 

channels will be based on flight no. in 

the package. 


3 Standard Multiplayer Procedures 

3.1 Briefing 

Briefings may be accomplished in 

IRC/TeamSpeak and/or in the falcon user 

interface (1 st chat) with voice. Mission 

designer are encouraged to make data 

cards available using the Weapon Delivery 

Planner:( ) 

software by Falcas. The software is under 

constant development – check his website 

for the latest version. This software is 

capable of importing data from *.tac files. 

Such data cards combined with an *.ini file 

that plot SAM engagement zones, AOR 

boxes/lines, FLOT, etc. should preferable 

be made available for download. 

The mission designer will give an 

appropriate briefing applicable to the 

mission type and take pilot skill into 

consideration when describing tactics, 

techniques and procedures. The briefer 

should brief “what they know” and to the 

level of their skill and ability. If there is a 

more experienced pilot present and you 

have questions about something, feel free 

to ask them. Time is always a factor that 

must be dealt with when balancing briefing 

depth. Designers are encouraged to build 

briefing slides or notes and email them to 

pilots a day or two in advance to maximize 

flight time and enhance mission planning 

effectiveness. 

All pilots will meet in our preferred 

communication software (currently 

TeamSpeak) prior to launch and perform 


the briefing. Briefings should be performed 

prior to establishing connection to the 

mission host since chat in the UI can 

interfere with pilots flying in the 3D world. 

Pilots should change their IRC nick to “call 

sign-nick” during briefings to indicate they 

are part of a mission briefing in progress. 

3.2 Connecting to a multiplayer game 

The mission or game host will tell when the 

“host is up”. Each pilot will ensure the 

briefed game IP, client bandwidth and IVC 

server is set connecting to the host. After 

getting in the UI, each pilot shall 

accomplish a radio check with the host (or 

another pilot if needed). Once all pilots are 

accounted for, any short last briefing items 

should be accomplished. Again, limited 

communication using F1 and F2 since this 

is interfering with people, who already fly. 

When the host enters the Tactical 

Engagement (TE) it will become available 

online, and pilots should enter 2 nd chat and 

should stop their clocks. 

3.3 Entering the Falcon 3D world 

The game host will call “C/S launching 

ramp or taxi” and pilots now launch to 

either ramp (T/O -20 min) or taxi (T/O -4 

min) and should report “C/S launching”. 

All flight members join the 3D world and 

checks in by typing “in”. 


4 Ground Operations (Basic IQT) 

4.1 Falcon launch options 

Ground operations refer to procedures 

performed while the jet is on the ground 

and include startup, establishment of radio 

contact, ground checks, taxi speed, line-up 

and take-off procedures. Lead should 

initiate radio contact no later than 15 min. 

prior to T/O and taxi out in order to arrive 

at the End of Runway (EoR) at least 4 

minutes prior T/O. This will allow 

sufficient time for final checks (SLIPER) 

and is important when flying in larger 

packages. 

Ramp start: When entering the jet 

the canopy will be open. Each pilot now 

starts his engine and closing of the canopy 

should be done after the JFS switches to 

OFF to indicate you have no problems with 

engine and throttle. In addition, the lights 

are set to STEADY to indicate a human is 

operating the a/c (See External lights 

settings (day/night) for details below). 

Afterwards perform needed checks to be 

ready for the radio check on the flights 

assigned VHF channel 15 min. prior to 

takeoff (T/O). Lead will check the flight in. 

Wingmen will inform the flight lead of any 

problems via voice otherwise lead will 

assume all systems are green. Once the INS 

is aligned wingmen will indicate ready to 

taxi by setting position lights to FLASH and 

landing light ON - no radio communication 

needed. Flight leads may elect to skip the 

full 8 min. INS alignment for time 

constraints. This procedure can be briefed 

as “87 th short alignment”. 

Taxi start: When entering the jet set 

the lights to STEADY to indicate that the 


a/c is manned by a human. Set the radios to 

the briefed frequencies and wait for lead to 

perform the check-in. 

Note: Avionics programming can be done 

in the jet but can also be performed prior 

to entering the 3D world using the Weapon 

Delivery Planner, and subsequently loaded 

into the jet w/ the DTC during ramp or taxi 

starts. Additional programming may be 

done during the climb out and/or FENCE 

check but do not be distracted by excessive 

cockpit avionics activity when airborne. 

4.2 Check-in order: 

In neither of the starts do the wingmen 

make radio checks on UHF. The lead will 

initiate the UHF and VHF check. 

“Snake11 check victor: “2”, “3”, “4”. 

Once VHF radio contact has been 

established lead will initiate a UHF check 

on the local tower – respond using call sign. 

“Snake11 check: “Snake 12”, “Snake 13”, 

“Snake 14”. 

Again, only the flight lead may 

request taxi instructions on the local tower 

frequency and only lead will report ground 

movements on tower. 

4.3 Fuel management 

Fuel management is considered the most 

important part of aviation since lack of fuel 

will force the pilot into stressful situations 

and in some cases loss of airframe and even 

the pilot himself. Therefore, pilots should 

at all times be aware of their fuel state. 

Joker fuel is set using the ICP and prior to 

taxi. 

Joker Fuel: A pre-briefed fuel state, which 

allows completing a certain event and 

arriving at bingo fuel after this event. Joker 

fuel is based on engaged fuel flow (1,000 

pounds per minute) and maneuvering time 

required to extract the F-16 from the fight. 

If the flight is not engaged and Joker is 

reached, then immediate exit is logical, 

even though more than enough gas is 

available for recovery. 

Bingo fuel: A pre-briefed fuel state which 

allows the a/c to return to the base of 

intended landing or alternate, if required, 

using preplanned recovery parameters and 

arrive at the destination with a preplanned 

fuel state. 

Normal Recovery Fuel: The fuel on initials 

or start an instrument final approach at the 

base of intended landing or alternate 1,000 

pounds (Blocks 10-32) and 1,200 pounds 

(Blocks 40+). 

Minimum Fuel: The fuel on initials or start 

an instrument final approach at the base of 

intended landing or alternate 800 pounds 

(Blocks 10-32) and 1,000 pounds (Blocks 

40+). 

Emergency Fuel: The fuel on initials or 

start an instrument final approach at the 

base of intended landing or alternate 600 

pounds (Blocks 10-32) and 800 pounds 

(Blocks 40+). 


The fuel requirement is calculated 

backwards starting with a predetermined / 

required fuel state at the recovery base. 

Bingo is calculated from the furthest point 

en-route, to the recovery base on a 

convenient route and altitude. 

4.4 External lights settings (day/night) 

Pilots will start up the a/c; apply electrical 

power and set lights to STEADY (Table 1). 

Once the engine lights up successfully then 

CLOSE CANOPY. After final checks and 

when ready to taxi, pilots will turn landing 

lights ON and lights FLASH. Lead will be 

last to set “ready to taxi” lights after the 

entire flight has fully operational jets. The 

entire flight will then taxi to arrive at EoR 4 

min. prior to T/O. At EoR the pilot will set 

change to FLASHING lights and both 

landing and anti-collision lights should be 

turned on (Table 1). The usage of 

communication for the flights a/c state 

should be used if the a/c lights are not 

visible. External light SOP settings favor a 

communication free environment from 

ramp to takeoff. This does not mean that if 

lead decides to use the radios, that the 

flight members can disregard the external 

light SOP setting. 

Note: During night operations position 

lights STEADY and anti-collision light OFF 

during the entire mission (Ground 

operations and when airborne), unless 

otherwise requested by wingmen. 

lights to STEADY to indicate final checks 

are being performed 

and only when 

completely ready for T/O the pilot should 

Table 1: Quick reference to external day light settings at various ground points 

Point Master Position Anti-collision Landing light (b) 

Enter the jet (a) NORM STEADY OFF OFF 

Ready to taxi NORM FLASH OFF ON 

End of runway (EoR) NORM STEADY OFF OFF 

Ready for T/O (C) NORM FLASH ON ON 

a) 

Apply electrical power, lights to steady even though the lights will not be visible before successful engine start in BMS. 

b) 

Same as taxi light in BMS we need it in order to see and as “visual signal”. 

c) 

This setting should be used when all internal checks (SLIPER) and avionic settings are complete. 


4.5 Altimeter setting 

All 87 th pilots should use hecto pascal (hPa) 

for their altimeter settings. Hence, make 

sure you have unchecked the “Use Hg 

Altimeter” (Figure 1). 

Figure 1: The Falcon BMS Configuration 

QNH is defined as, "barometric pressure 

adjusted to mean sea level." It is a pressure 

setting used by Air Traffic Control (ATC) to 

refer to the barometric setting which, when 

set on an aircraft's altimeter, will cause the 

altimeter to read altitude above mean sea 

level within a certain defined region. Such 

pressure setting for the local airbase can be 

obtained by calling the tower (ATC menu 

page 2 - QNH) and can be set on the 

altimeter using wheel on the mouse. The 

transition altitude (TA) is the altitude 

above sea level at which a/c change from 

the use of altitude to the use of flight levels. 

When operating at or below the TA, 

altimeters are usually set to show the 

altitude above mean sea level (QNH). 

Above the TA, the aircraft altimeter 

pressure setting is adjusted to the standard 

pressure setting (SAS) which is QNE (29.92 

in/Hg or 1013 hPa) and aircraft altitude 

will be expressed as a flight level. While use 

of a standardized pressure setting 

facilitates separation of aircraft from each 

other, it does not provide the aircraft's 

actual height above ground. The transition 

altitude in BMS is fixed at 14.000‘. Hence, 

below 14.000’ we operate on local QNH 

settings provided by tower, while above we 

use QNE. The F-16 avionics are capable of 

providing altitude based on the 

measurement of atmospheric pressure 

(BARO). The altitude shown in the HUD 

will be information provided from the 

barometric altimeter. Setting the altimeter 

to (RADAR) will provide the pilot with 

height above ground. The RADAR altimeter 

is also a component of the terrain 

avoidance warning systems, warning the 

pilot if the aircraft is flying too low, or if 

there is rising terrain ahead. When RADAR 

is selected the altitude shown in the HUD 

display will be fed from the radar altimeter. 

The last option is (AUTO) and the altitude 

shown in the HUD display will be fed from 

the radar altimeter or the barometric 

altimeter. If either jet altitude is at/below 

1500’ AGL and the jet is ascending or if the 

altitude is at/below 1200’ AGL and the jet 


is descending, then altitude above ground 

level (AGL) is displayed, otherwise 

barometric altitude is used. 

4.6 Standard Taxi spacing 

Minimum taxi spacing is 150’ staggered or 

300’ in trail and at night 300’ on the 

centerline of the taxiway. Spacing can be 

approximated by matching the F-16 engine 

nacelle with the FPM, (i.e., FPM is the size 

of the burner can) or to hold the 

proceeding aircrafts main gear at the 1.25 

deg. nose low pitch line. Taxi speed in clear 

areas should not exceed 25 knots and 10 

knots during turns. (Figure 2). 

Figure 2: How to judge distance using the HUD 

If the amount of aircraft on a taxiway 

require compression of taxi spacing (on 

large exercises, or when operationally 

needed), it is authorized to close in to the 

preceding F-16 to 150’, every F-16 on own 

side of the taxi track. 

At holding point or EoR the A/C are 

positioned on the lines drawn on the 

ground (or at a 45° angle to the runway). 

Perform the SLIPER check even though the 

IFF is not implemented in BMS: 

Speed brakes IN 

Landing light ON 

IFF (not implemented in BMS) 

Probe heat ON 

Ejection seat ARM 

Radar ON. 

To indicate that the aircraft looks normal 

and you are ready for take-off turn on 

landing lights and anti-collision lights 

(Table 1). 


4.7 Standard lineup and take-off 

Individual aircraft will line-up on the 

centerline of the runway. Subsequent 

aircraft will not enter the runway until the 

preceding aircraft has rolled at least 

1000‘down the runway. If remaining take 

off distance is critical, execute single ship 

take-offs. Formations will line-up in 

elements, with the lead on the downwind 

side. 

Two-ship: Each jet takes center of their 

side of the RWY. #2 lines up main gear tires 

on #1 as viewed from his cockpit. Number 

two will lineup on the upwind side to avoid 

leads jet wash. 

Figure 4: Three-ship line-up 

Four-ship: Lineup with “3-in-the-slot”. #1 

puts wingtip over the edge of the runway 

on the downwind and #2 putting the 

missile rail (nearest lead) on the centerline 

of the RWY. #3 should split the difference 

between #1 and #2 and pull forward until 

lining up #2s afterburner. #4 should line 

up on #3 w/ the same spacing that #1 and 

#2 have 

Figure 3: Two-ship line-up 

Three-ship: Echelon into the wind. #1 puts 

wingtip over the edge of the runway. #2 

lines up on the centerline on the upwind 

side and #3 puts his wingtip on the 

opposite side on the upwind side of #2. 

Figure 5: Four-ship line-up 

Use 15s spacing after brake release or until 

the preceding a/c is airborne, whichever 


occurs last for standard VFR departure and 

20s for IFR departures. 

4.8 Air-to-air Tacan (AA TCN) settings 

The overall assumption is that each 

element will be in formation. Hence, only 

#1 needs to be tied to #3 and #2 to #4. This 

setup enables easy access to cross check by 

toggling between “X” and “Y” as this will 

provide the alternate information. Toggling 

with an immediate return to the briefed 

setting. Every call sign will default to their 

assigned TACAN setting based on IDM 

number in the briefing. E.g. if your flight is 

listed as the first flight in a package (IDM 

no. 1) in the briefing screen – the lead of 

that flight should by default set AA TCN to 

11Y. Subsequent listing will be IDM 2, IDM 

3 etc. 

from the below plan should be momentary, 

Table 2 Air-to-Air Tacan default settings 

Two-ship (#1/#2) 

1st flight 

2nd flight 

11Y/74Y 

12Y/75Y 

Four-ship Lead element (#1/#2) Second element (#3/#4) 

1st flight 11Y/74X 74Y/11X 

2nd flight 12Y/75X 75Y/12X 

If tactics increase the probability of wingmen splitting from formation or do not rely heavily 

on inter-element cooperation, leads may favor tying element mates together e.g. 12X/75X, 

12Y/75Y. 


5 Std. Departure 

The below standard departure procedures 

are used during single-ship, VRF and IFR 

conditions as basic IQT do not include 

formation take-offs. 

Visual Trail Departure Take-off into a 350 

KCAS / 0.80M / 725 FTIT climb. Use 15s 

spacing after brake release or until the 

preceding a/c is airborne, whichever occurs 

last. Wingmen join to Fighting Wing, trailing 

elements join 1-2 NM trail. When visual and 

able to remain visual call: 

"C/S, visual" 

Radar Assisted Trail (RAT): In the event a 

trail departure is required to be flown and an 

immediate rejoin is not feasible (weather) a 

RAT will be flown. All flight members must 

follow the departure and formation contracts 

for airspeed, bank angles, and power settings. 

Take-off into a 350 KCAS / 0.80M / 725 FTIT 

climb. Use 20s spacing after brake release or 

until the preceding a/c is airborne, 

whichever occurs last. Turns are performed 

at 30 0 of bank. The wingmen should not get 

any closer than 1nm. When FCR lock can be 

achieved with preceding A/C report: 

“C/S, tied" 

To maintain formation allow the preceding 

a/c to drift 5 0 from the center of the multifunction 

display (MFD) for each mile of 

separation or delay approx. 20s from the 

“turning” call when no radar contact have 

been established. E.g. to maintain a 2NM trail 

position let the preceding a/c drift 10 0 before 

initiating the turn. Rejoin to briefed 

formation on top when visual. If no FCR lock 

can be achieved report: 


"C/S, negative tied" 

In this case all flight members will execute 

snake climb procedures. Snake climbs 

require a minimum of 1000’ vertical 

separation between flight members. 

Separation will be maintained by means of 

radio-calls by the formation members 

initiated by lead at least every 5000’. All 

turns will be called by lead a maximum of 90 0 

of turn can be made until all formation 

members have established radar lock. At all 

times the wingmen are responsible for 

collision avoidance. When VMC and able to 

remain VMC call "C/S, visual" and rejoin to 

briefed formation. 

RAT Notes: The first decision is whether to 

lock the previous aircraft or to fly a no-lock 

RAT. A no-lock RAT allows pilots to clear 

their flight path and maintain better SA, but it 

is normally easier to maintain precise 

position and “TIED” with a lock (STT). Ensure 

the cursor is precisely placed over the correct 

a/c prior to commanding a lock. The use of 

ACM mode to gain a lock in the weather is 

NOT permitted. All locks should be verified 

by ensuring the target is at the correct range, 

azimuth and altitude, and is flying the proper 

ground track at the briefed airspeed. If in 

doubt, immediately return to a search mode 

to regain and ensure SA. Use of horizontal 

situation display (HSD) and data link systems 

can greatly increase SA at this point if 

operating correctly. 

5.1 Abort take-off 

If a take-off abort takes place: 

Transmit the abort state on tower 

frequency when time permits. 

Following aircraft will automatically 

abort or hold position until aborting 

aircraft is clear of runway. 

A take-off abort above 100Kts will be 

considered a ‘hot brakes' condition, 

and will be treated accordingly. 

5.2 Air Aborts: 

If an abort occurs after takeoff, all aircraft 

will maintain their original numerical call 

sign. Aborting aircraft with an emergency 

condition will be escorted to the field of 

intended landing. When other than an 

emergency condition exists, the flight lead 

will determine if an escort for the aborting 

aircraft is required. 

The mission will be aborted, regardless 

of apparent damage or subsequent normal 

operation for all flight control system 

anomalies 

5.3 Afterburner take-off 

Afterburner cancellation is normally 

performed at 300 KCAS, unless operations 

dictate otherwise. Element or wingmen can 

delay the cancelation in order to expedite the 

join-up. 


6 Std. In-flight Procedures 

6.1 Tactical frequency 

Usually flight will switch to the tactical UHF 

frequency prior to rolling or immediately 

after the flight is airborne. All radio channel 

changes to preset frequencies are assumed to 

be a UHF frequency, unless prefaced with 

"Victor". To switch frequencies, use the 

following radio terminology: 

For UHF-frequencies: 

C/S, PUSH (preset/frequency) 

For VHF-frequencies 

C/S, PUSH VICTOR (preset/frequency) 

The typical check-in and frequency change 

procedure is performed as follows: 

"C/S, check Victor" ... "2", "3 TIR bent ", "4". 

"C/S, check Victor " ... "2, ", "3, ", "4, ". 

Note: If nothing is heard on VHF-5 cross 

check the manual frequency briefed for that 

channel. If still nothing is heard, push to pickup 

frequency (SQN-OPS VHF 13) and expect 

to be checked in again. 

6.2 Initial check in 

Lead of the flight will check in with mission 

commander and other pilots already in flight. 

Initial check-in with mission commander will 

be "Call sign, as fragged". If the formation is 

one aircraft short it will be "as fragged minus 

1" and so on. Below correct call example: 

"Magic, Falcon 1 as fragged" 

"Falcon1, Magic, Copy" 

"C/S, push Victor 5".

6.3 Standard formations 

The standard two-ship formation is fighting 

wing. This formation gives the wingman a 

maneuvering cone from 30 to 60 degrees aft 

of line abreast and lateral spacing between 

500' to 3000' (

and #2 rejoins to the left wing, while #3 + #4 

rejoin to the right. 

In a turning rejoin #1 will maintain 350 

knots and 30 to 45 degrees of bank. Flight 

members maintain 400 knots. #2 rejoins on 

the inside wing #3 + #4 join to the outside 

wing. If the rejoin subsequently becomes 

straight-ahead (#1 rolls out) continue to the 

wing originally maneuvering toward (do not 

reset to the straight-ahead contract). 

A radar lock-on may be used during the 

rejoin to provide range and overtake 

information. 

6.5 Overshoot 

If the overtake is excessive and cannot be 

controlled with power and speed brakes, 

initiate an overshoot. 

In a straight-ahead overshoot, check 

away from #1 and stay slightly low on the 

formation. Keep lead in sight, stabilize, move 

back fighting wing. 

In a turning overshoot reduce bank and 

slide to the outside of the turn. Ensure nosetail 

separation and pass behind and below 

#1. Once line of sight begins moving forward, 

perform a normal cross-under to the inside 

wing. Stabilize and then move into fighting 

wing. 

6.6 Leaving formation 

It is the duty of the wingman to leave the 

formation: 

1. When directed to do so. 

2. When visual is lost. 

3. When unable to join up or to stay in 

formation without crossing over, 

under, or in front of the aircraft ahead. 

4. At any time you feel that your 

presence in the formation constitutes 

a hazard. 

5. When pilots leave formation, clear the 

flight path in the direction of the turn 

and notify lead. If pilots have lost 

sight, comply with the appropriate 

lost wingman procedures. Rejoin 

6. Only when directed by lead. 

6.7 Lost wingmen 

In any lost wingman situation, immediate 

separation of aircraft is essential. 

In wings-level flight (climb, descent or 

straight-ahead) inform #1 with a blind call 

and turn away using 15 0 of bank for 15s, then 

resume heading. If outside in a turn then 

reverse the direction of turn using 15 0 of 

bank for 15s and inform #1. Continue 

straight ahead to ensure separation prior to 

resuming the turn. 

If inside in a turn then momentarily 

reduce power to ensure nose-tail separation 

and inform #1 to roll out of the turn. 

Maintain angle of bank to ensure lateral 

separation. #1 may resume the turn only 

when separation is ensured 

Once lost wingman procedures have been 

executed, permission to rejoin the flight must 

be obtained from the flight lead. 


6.8 OPS check 

Flight lead will call OPS check (format AL / 

FR / Totalizer / Tank(s) feeding / dry). Flight 

member will readout in flight order using the 

same format as lead. Tank(s) Dry" will be 

added only on first OPS check where the 

external tanks are empty and will not be used 

again for tanks dry will be assumed. 

“C/S ops check, 1 is 27, 32, 10.5, feeding” 

“2 is 27, 31, 10.2 feeding” 

Accomplish sufficient ops checks to ensure 

safe mission accomplishment. Additionally, 

each pilot should monitor the fuel system 

carefully throughout the flight to identify low 

fuel, trapped fuel or an out of balance 

situation as soon as possible. During tactical 

maneuvering and/or engagements the lead 

should use STATE CHECK instead due to the 

less time required used to accomplish the 

check. 

6.8.1 Ops checks are required: 

During climb or at level-off after take-off. 

When external fuel tanks are empty. 

Prior to entering an air-to-surface range, 

once while on the range if multiple passes 

are made and after departing the range. 

6.9 State check 

Format will be "C/S, state fuel" or "C/S, state 

missiles". The call "C/S, state" will imply both. 

Fuel: Two words. First word is fuel in 

thousands; second word is fuel in hundreds. 

Therefore: 10,200 = "Ten Two" and 4,500 = 

"Four Five" Feeding is assumed. At the first 

check everybody will call their actual fuel 

state. "Tank(s) Dry" will be added on the first 

fuel check when the external tanks are 

empty. 

Missiles: "[# Aim-120s], [# Aim-7s] [# Aim- 

9s]." A full load of gun is assumed. Example if 

402: "Four Zero Two". Even though we don’t 

carry semi-active missiles in BMS we 

maintain the USAF standard. 

Use of "Same": If other flight members are 

within ± 500Ibs, above bingo and have the 

same weapons load, the flight member will 

call "Same", otherwise give a full 

fuel/missiles call. Reference will be the 

previous flight member. If in doubt, give a full 

radio call. 

"C/S state: Eleven Eight, Four Zero Two" 

"Two Same" 

"Three Same" 

"Four: Eleven Two, Four Zero One" 

6.10 Minimum fuel and emergency fuel 

calls 

As explained previously the fuel state of the 

aircraft is of utmost importance and each 

pilot is responsible for joker and bingo 

settings. In addition to joker and bingo fuel 

the pilot most inform lead when below 

conditions occur: 


"Minimum Fuel": Will be called when 

landing is expected to be with minimum fuel 

or below. 

"Emergency Fuel”: Will be called when 

landing is expected to be with emergency fuel 

or below. 


7 Std. Recovery 

7.1 The traffic pattern 

Flying an a/c according a standard pattern 

(or circuit) primarily enables ATC to 

conduct a safe traffic flow with minimum 

risk of collision. Secondly, the pilot can 

follow standard procedures to position the 

a/c for a safe visual approach and landing. 

It is not a difficult maneuver, but in order 

for it to work consistently procedures must 

be followed as closely as possible, which 

will take a little practice. If pilots follow the 

numbers described here as closely as 

possible it will work every time. 

Two subsections on ‘Airmanship’ are 

added to give pilots an idea on how to 

anticipate on any corrections they need to 

make. These subsections also provide a 

deeper insight into why the procedures are 

laid down as they are. 

A standard traffic pattern is flown at 1500ft 

AGL for safety reasons. A standard NATO 

circuit starts at initial and is normally 

flown with a left-handed pattern but local 

procedures (abatement, area boundary) 

can alter the pattern direction and/or 

altitude. 

7.2 Pattern terminology 

That part of the traffic pattern that links 

the initial point via the break, downwind 

leg, perch point, final turn, and final 

approach to landing. 

Outer circuit: The part of the traffic 

pattern, which brings pilots via outer 

downwind to the initial point. 

Inner circuit: The part of the traffic 

pattern, which brings pilots via inner 

downwind to finals and landing. 


The initial point: A geographical position 

normally ± 5 nm on the extended 

centerline of the runway in use (Figure 10). 

The break: Normally initiated over the 

first third of the runway from which a 

decelerating level turn to the downwind leg 

is performed. 

Downwind leg: The part of the inner 

circuit which is parallel and opposite to the 

runway in use, starting from the break to 

the perch point. 

Perch point: A point at the end of the 

downwind leg from which the final turn is 

started. It’s located abeam to 45 0 off the 

threshold. 

Final turn: A descending turn to position 

the a/c wings level aligned with the 

runway centerline. 

Final Approach: From rolling wings level 

to the landing. 

Pilots should also be familiar with: 

Go Around: Description of the action when 

an approach is discontinued. 

Touch & Go: Description of the action 

when an a/c lands and takes off not 

allowing the a/c to come to a complete 

stop. 

7.3 Execution 

The procedures laid down will be 

applicable to almost every situation. 

However, the possibility exists that local 

procedures dictate otherwise. So before 

each flight, pilots should be familiar with 

all the items concerning circuit flying i.e. 

airfield elevation, runway in use, direction 

of the traffic pattern, initial point 

procedures, etc. 

7.4 Joining the outer circuit 

When returning from a sortie, decent to 

10.000ft or below and contact tower at 30 

nm from the intended field of recovery (see 

mandatory reporting points later). 

Subsequently, decent to 2000ft 

(Above Aerodrome Level) and decelerate 

to circuit airspeed of 300 KCAS. Before 

within 8nm of the airfield report callsign 

and state you are about to enter the CTR or 

how long before you are about to (up to 1 

minute is reasonable) and request 

intended recovery. For example ‘Initial for 

break’ or ‘Initial for straight in’ or ‘Long 

final’ 

Join the outside downwind at 2000ft 

above aerodrome level with 4 nm lateral 

separation to the runway. Then turn to fly 

over the initial point and continue onto the 

inner circuit. 

7.5 Joining the inner circuit 

The initial point: Inform ATC at initials 

and state intentions (see mandatory 

reporting points later). Decent to 1500ft 

and maintain 300 KCAS. Look for 

significant ground features in the direction 

of a/c wingtips and alongside of the airfield 

to determine when to perform the break 

and where to roll out. 


The break: Inform ATC at the break. 

Maintain power setting for 300 KCAS in 

straight and level flight (± 80% Ng RPM). 

Roll to 70 0 angle of bank (AOB) and make a 

level turn to downwind. During the turn 

adjust AOB to roll out over the downwind 

leg with wings level and parallel to the 

runway. 

When stable on downwind, without delay 

select gear down and add 2 – 5% Ng RPM 

to maintain speed and correct nose 

position to account for the aerodynamic 

effects of the extension of gear and flaps. 

Perch point: Approaching the end of the 

runway, look over your shoulder and 

determine when to roll into the perch. Start 

the final turn from abeam to 45 0 off the 

threshold. 

Figure 11: Advised perch area 

Figure 10: The overhead break 

Downwind leg: On inner downwind leg 

pilots will be busy. Not only configuring 

their a/c but also flying at the correct 

heading, altitude and speed. Therefore use 

the following continues check: (HDDS): 

Height: (1500ft AGL). 

Distance: Runway on wingtip. 

Direction: Air for a distant aim point and 

correct for wind. 

Speed: Maintain 220KCAS 

Final turn: Before rolling in for the final 

turn select a point on the ground abeam of 

the a/c in the runway’s extended centerline 

to fly to and roll out over on final. So use 

this point to plan the ground track to final. 

Proceed as follows: 

Inform ATC at base, with the gear down. 

State intentions. 

Press the nose to 0 0 pitch and roll 

maximum 45 0 of bank. 

Adjust bank during the turn to fly the 

predicted ground track. 


Make sure the AoA stay’s below 13 0 . Add 

power to degrees AoA or correct altitude 

loss and pitch to control speed. 

Apply speed brakes as required (rule of 

thumb open the breaks half way through 

the turn). 

Roll out over the extended centerline at 

or above 3 0 glideslope. 

Final Approach: Fly a 3 0 glide at 11 and 13 

AoA. Perform final checks (3 green lights 

and landing clearance obtained). 

Correct speed with pitch. 

Correct glide path with power. 

Remember one item cannot be changed 

without affecting the other. If pilots want to 

climb back to the glide path, add power but 

raise the nose to maintain speed and vice 

versa. 

Landing: Approach the runway threshold, 

descending below 100ft, smoothly raise the 

nose. 

Fully extend the speed brakes. 

Slowly reduce power. 

Maintain pitch until 90 KCAS or below 

then lower the nose wheel slowly to the 

ground. 

7.6 Mandatory Position Reports 

Initial contact at 30DME: 

“C/S, formation size, VFR or IFR and 

position (radial and DME, or FIX) with 

type of landing (intentions) 

Initial point (5NM) : 

"C/S, at initials, intentions" 

Turning base: 

“C/S, three greens, intentions” 

7.7 Airmanship outer circuit 

Since tactical cruise altitude are close to 

20.000ft the pilot can use a 3 0 decent angle 

starting at 60nm to end at 10.000ft at 

30nm and even continue on that casual 3 0 

decent to 2000ft which is also controllable 

for formations and gives an economic glide 

angle. 

Descending to 2000ft initially will 

give a 500ft vertical separation from a/c on 

the ILS and in the traffic pattern, so pilots 

could choose to overfly the airfield without 

conflicting with other traffic. 

The 4nm lateral spacing at outer 

downwind is about the turn diameter an 

aircraft needs for a level turn at 300 KTAS 

with 45 0 of bank. Which is perfect for the 

formation fighter turns in echelon. 

7.8 Airmanship in the inner circuit 

ATC needs a 4000ft horizontal spacing 

between A/C. At 1500ft a ground track 

4000ft away from the runway center lays 

exactly on the wingtip, hence the visual 

reference to the wingtips. A 70 0 of bank 

with 300 KTAS = 4000ft turn diameter. As 


speed decreases bank also needs to be 

decreased to maintain this number. 

If the preceding a/c has not passed 

the 3/9 o’clock position before your next 

action you will not be able to maintain the 

separation - break out and return to initial 

or delay the next turn. 

A good landing requires a good 

approach. If the downwind, base and final 

turns are sloppy chances are slim to make a 

smooth final approach. Thus, if pilots get a 

low-speed-warning, get low on altitude, or 

turn either short or wide on the centerline 

then GO ARROUND! 

Look-out and listen. A great deal of 

the time in the circuit must be spent on 

looking outside for references and other 

traffic. Listen to all radio calls to build 

situational awareness through the position 

reports. 

Get comfortable in flying without the 

HUD. Many (virtual) pilots rely on the HUD 

and get disorientated when flying without. 

No pilot learns how to fly with a HUD from 

the start. Neither should virtual pilots. 

7.9 Factors affecting the circuit 

The circuit is considered to be a fixed 

ground track from which minor position 

deviations are allowed. These very small 

deviations can be used in order to optimize 

the final approach and landing. However, 

the final approach speed and final 

approach angle will depend on the aircraft 

type, aircraft configuration and type of 

approach. So consider the following: 

Wind: The circuit should follow the same 

path over the ground regardless of wind. 

Therefore corrections need to be made to 

compensate for drift. Especially strong 

winds will affect the traffic pattern: 

The bank angle in turns has to be 

adjusted to avoid excessive drift. 

The time flying on downwind will be less, 

so there is less time available for 

configuration changes. 

On final, more power is generally needed 

to maintain the correct glide path. 

Turbulence is likely at higher wind 

speeds or gusty winds. 

Experience will soon make pilots aware of 

the prevailing conditions and they will 

learn to act accordingly. 

7.10 Weight considerations 

Performing the overhead break with an 

aircraft heavier than 25000 pounds is 

putting the control inputs on the limits 

making it difficult to perform. A low speed 

warning on the base and final is likely and 

may require corrections which will 

eventually force a go-around. 


To give an idea: An F-16 Block40 with 2 

wing tanks and 4 AIM-120’s and 6000 

pounds of fuel is approximately at a gross 

weight of 25000 pound. if configured like 

this or any heavier by fuel or weapons, 

consider a straight in landing.

87th VFW SOP Jan 2013 - Change 2

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