Fingertip Formation Takeoff
Posted: Wed Jul 06, 2005 4:04 pm
I've been thinking about writing some more detailed technique and procedural docs for a while, but I'll just do it here. It will be a mix of brainstorming, callouts and Lead's perspective as well as some basic formation tips. Feel free to fill-in and make your techniques more known to others as well.
The Thunderbirds normally takeoff with what they call the 4-1-1, which is the Diamond followed with the two Solos separately. A typical takeoff would be Fingertip (right side strong) with Diamond transition, a 25 second delay for the Roll on Takeoff by the Left Solo, followed by a 30 second delay for the Max Climb-Split-S performed by the Right Solo.
Here's the Lock-On technique used by the Virtual Thunderbirds (which differs from real life, but the appearance is very similar to the real deal).
Configuration
95%, Flaps 1 (Combat)
Callout sequence
Thunderbirds Check - 2, 3, 4, 5, 6
Thunderbirds, Let’s Run Em Up
Thunderbirds, Release Brakes Ready Now
Nosewheels
Gear Now
4 Go Slot
4’s In
Left or Right Turn
Power Back 90%
Technique
First off, your initial positioning is very important for an easy takeoff roll. Make sure you lineup absolutely parallel with lead and move up to the correct position using combinations of views. If you're longitudinal axis is offset from Lead's you'll need to make lateral corrections as well as throttle corrections which instantly makes the takeoff much more complicated. F2 view, rotating the camera to above and zooming out helps! As Lead I use the Inner Marker with HUD view (Keypad "0" + Keypad "5") and place my FPM (Flight Path Marker) directly over it as well as cross check the runway heading. At Kirovskoye this is 104 degrees for the preferred runway.
So, it all starts with the "Thunderbirds Check" call. This is where each pilot needs to check his flap configuration, speed brakes, view (manually adjusted) to allow padlock once available. The acknowledgement is stating your position number "2, 3, 4...".
Once everyone's checked in, we spool up while holding wheelbrakes to 95%, which is the exact power setting Lead will be using throughout the takeoff roll. As Lead I normally spool up only to 90% as I'm holding the brakes, which I'll explain shortly. While holding the brakes be ready and look for the first sign of Lead's actual movement as soon as you hear "Thunderbirds, Release Brakes Ready Now". The first sign of motion might happen sooner or later than the "...Now" part depending on connection speed and lag, so always go by visual cues. As soon as I release the brakes I set 95% exactly on the throttle. This is different in how I delay inputs compared to other maneuvers, since I actually release my brakes right as I say "...Now" during this maneuver in particular and throttle up (the 5% less thrust than everyone else is holding with the brakes release makes up for the delay I normally need to always keep in mind as I do the ditty otherwise). Keep in mind, we're just talking technique here! ...the unfortunate dilemma of having to constantly deal with anticipating comm's lag...
As the formation begins to roll, you'll either fall back or accelerate faster than Lead (most likely the latter). In which case a very quick tap on the wheelbrakes is in place. With 95% you'll still have enough throttle authority to work the throttle just as if you're flying to stay with Lead, which is what you'll need to do and this is also why an angular offset between yours and Lead's heading can really mess you up if you didn't lineup properly as you pulled out on the runway in the first place.
Anything more than 95% power in Lock-On carries too much punch and isn't very precise, which is why we cannot takeoff with burners in the first place unless we do a full blown burner takeoff like we did in the past. The difference between being in burners (low or high) is crazy touchy and almost impossible to manage since the smallest throttle movement gives you a ton of smash or just not enough thrust. Compared with the minute inputs you can make at less rpm settings, the choice of using 95% for us was easy and looks more realistic as well!
Once we reach 100 knots, the call "Nosewheels" comes. I'll raise the nose smoothly to just below 5 degrees of pitch and hold it. This call also doubles as a cue for each wingman to be able to padlock, since once we've attained this speed, even if we're still on the ground padlock becomes available. It's highly desirable to padlock as soon as possible, although not necessary.
The formation breaks ground around 150 to 160 knots and the first thing I look for is always my pull (G). Trying to stay at or below 1.2 G's. Positive rate is also the cue for "Gear Now" to raise the landing gear. Flying Lead, you'll have to say it, delay it and do it. So, I'll usually call for it, say it one more time to myself and then raise the gear. While in formation and we break ground, Lock-On has a little jitter sometimes, anticipate this and do not react to it as you would react normally. This is part of the sim and not caused by the Lead plane accelerating or pulling harder and once the brief "stutter" stops, everything is smooth sailing again.
Once the gear is in motion, I'll call for "4 Go slot" as we're pitching up and as soon as "4's In" I'll initiate a left or right turn depending on which direction inbound we plan on starting the first maneuver from. This depends on how much time 4 actually takes to move to Slot, but ballpark you wouldn't want to be pitched up further than 30 degrees nose high, 200 knots at 95% or you'll stall the formation. This is where an early bank is useful to recover more quickly. While 95% power is possible to fly around with, the difference compared to 90% is huge, so the main focus after initiating the turn which will allow gravity to start pulling the nose downward again is not getting slow and once it's obvious we'll maintain roughly 200 knots call for "Power Back" (although at that time we might still be below 200 knots). Flying in formation this call cannot come too soon, while as Lead all you need to worry about is the speed not getting too slow before calling it. I'll sometimes go as slow as 150 knots while still nose high, hanging on the blades, but your margin for error is much smaller and you're closer to the edge of the flight envelope. In most cases I'll try not to start the turnout until I hear "4's In", but you'll need to compromise between pitch, bank and speed if 4 happens to be late and let him join in the turn. Your initial pitchup can sometimes be quite steep and the best remedy for this is increasing the bank in the initial turn to quicker lower the nose instead of holding 95% for a longer time. Let gravity, bank angle work for you and power back to keep the wingmen happy!
Questions, additions, comments welcomed...
LawnDart
The Thunderbirds normally takeoff with what they call the 4-1-1, which is the Diamond followed with the two Solos separately. A typical takeoff would be Fingertip (right side strong) with Diamond transition, a 25 second delay for the Roll on Takeoff by the Left Solo, followed by a 30 second delay for the Max Climb-Split-S performed by the Right Solo.
Here's the Lock-On technique used by the Virtual Thunderbirds (which differs from real life, but the appearance is very similar to the real deal).
Configuration
95%, Flaps 1 (Combat)
Callout sequence
Thunderbirds Check - 2, 3, 4, 5, 6
Thunderbirds, Let’s Run Em Up
Thunderbirds, Release Brakes Ready Now
Nosewheels
Gear Now
4 Go Slot
4’s In
Left or Right Turn
Power Back 90%
Technique
First off, your initial positioning is very important for an easy takeoff roll. Make sure you lineup absolutely parallel with lead and move up to the correct position using combinations of views. If you're longitudinal axis is offset from Lead's you'll need to make lateral corrections as well as throttle corrections which instantly makes the takeoff much more complicated. F2 view, rotating the camera to above and zooming out helps! As Lead I use the Inner Marker with HUD view (Keypad "0" + Keypad "5") and place my FPM (Flight Path Marker) directly over it as well as cross check the runway heading. At Kirovskoye this is 104 degrees for the preferred runway.
So, it all starts with the "Thunderbirds Check" call. This is where each pilot needs to check his flap configuration, speed brakes, view (manually adjusted) to allow padlock once available. The acknowledgement is stating your position number "2, 3, 4...".
Once everyone's checked in, we spool up while holding wheelbrakes to 95%, which is the exact power setting Lead will be using throughout the takeoff roll. As Lead I normally spool up only to 90% as I'm holding the brakes, which I'll explain shortly. While holding the brakes be ready and look for the first sign of Lead's actual movement as soon as you hear "Thunderbirds, Release Brakes Ready Now". The first sign of motion might happen sooner or later than the "...Now" part depending on connection speed and lag, so always go by visual cues. As soon as I release the brakes I set 95% exactly on the throttle. This is different in how I delay inputs compared to other maneuvers, since I actually release my brakes right as I say "...Now" during this maneuver in particular and throttle up (the 5% less thrust than everyone else is holding with the brakes release makes up for the delay I normally need to always keep in mind as I do the ditty otherwise). Keep in mind, we're just talking technique here! ...the unfortunate dilemma of having to constantly deal with anticipating comm's lag...
As the formation begins to roll, you'll either fall back or accelerate faster than Lead (most likely the latter). In which case a very quick tap on the wheelbrakes is in place. With 95% you'll still have enough throttle authority to work the throttle just as if you're flying to stay with Lead, which is what you'll need to do and this is also why an angular offset between yours and Lead's heading can really mess you up if you didn't lineup properly as you pulled out on the runway in the first place.
Anything more than 95% power in Lock-On carries too much punch and isn't very precise, which is why we cannot takeoff with burners in the first place unless we do a full blown burner takeoff like we did in the past. The difference between being in burners (low or high) is crazy touchy and almost impossible to manage since the smallest throttle movement gives you a ton of smash or just not enough thrust. Compared with the minute inputs you can make at less rpm settings, the choice of using 95% for us was easy and looks more realistic as well!
Once we reach 100 knots, the call "Nosewheels" comes. I'll raise the nose smoothly to just below 5 degrees of pitch and hold it. This call also doubles as a cue for each wingman to be able to padlock, since once we've attained this speed, even if we're still on the ground padlock becomes available. It's highly desirable to padlock as soon as possible, although not necessary.
The formation breaks ground around 150 to 160 knots and the first thing I look for is always my pull (G). Trying to stay at or below 1.2 G's. Positive rate is also the cue for "Gear Now" to raise the landing gear. Flying Lead, you'll have to say it, delay it and do it. So, I'll usually call for it, say it one more time to myself and then raise the gear. While in formation and we break ground, Lock-On has a little jitter sometimes, anticipate this and do not react to it as you would react normally. This is part of the sim and not caused by the Lead plane accelerating or pulling harder and once the brief "stutter" stops, everything is smooth sailing again.
Once the gear is in motion, I'll call for "4 Go slot" as we're pitching up and as soon as "4's In" I'll initiate a left or right turn depending on which direction inbound we plan on starting the first maneuver from. This depends on how much time 4 actually takes to move to Slot, but ballpark you wouldn't want to be pitched up further than 30 degrees nose high, 200 knots at 95% or you'll stall the formation. This is where an early bank is useful to recover more quickly. While 95% power is possible to fly around with, the difference compared to 90% is huge, so the main focus after initiating the turn which will allow gravity to start pulling the nose downward again is not getting slow and once it's obvious we'll maintain roughly 200 knots call for "Power Back" (although at that time we might still be below 200 knots). Flying in formation this call cannot come too soon, while as Lead all you need to worry about is the speed not getting too slow before calling it. I'll sometimes go as slow as 150 knots while still nose high, hanging on the blades, but your margin for error is much smaller and you're closer to the edge of the flight envelope. In most cases I'll try not to start the turnout until I hear "4's In", but you'll need to compromise between pitch, bank and speed if 4 happens to be late and let him join in the turn. Your initial pitchup can sometimes be quite steep and the best remedy for this is increasing the bank in the initial turn to quicker lower the nose instead of holding 95% for a longer time. Let gravity, bank angle work for you and power back to keep the wingmen happy!
Questions, additions, comments welcomed...
LawnDart