1. Select a reference point close to the airport. Agree to orbit at that reference point. Agree the direction of orbit, the height and the pressure setting to use.
2. Agree the aircraft to depart off the orbit first, second and so on, and as you are flying in company the distance, height and position separating each of you. Agree on a cruise speed. Obviously with aircraft of different speeds selection to suite the slowest is vital.
3. Agree on who will make the calls to AT and what information will be passed and if the company change height, direction or altimeter settings how and when these changes will be made.
4. Agree on what action you will take if the company breaks “formation” for any reason.
5. Agree on an air to air frequency if you are going to use one (and are permitted to do so), whether the aircraft each have a second box and can monitor a second frequency or how you will initiate air to air if the need arises.
6. Agree where and in what other circumstances you will separate from the company and how you will go about this. For example, despite the forecast, you are mid channel and unable to maintain visual contact. The follower might say G-XXX2 breaking company with G-XXXX1 will climb to 4,000 feet on 1015 and will route direct to Z.
7. Agree a clear strategy in the event of a comms failure of anyone in the company or in the very unlikely event an aircraft suffers an engine failure and has to ditch.
As others have said, if you are relying on the lead aircraft for navigation, then a company flight is a bad idea - you need to be certain you could under take the flight by your self.
Flying even in company requires attention to detail. You are using the size and relative position of the aircraft in front to maintain your position, but even in company the cues can change quickly if for any reason the aircraft in front changes speed or direction.
You are NOT flying in formation which is a completely different matter.
Last edited by Fuji Abound; 19th November 2007 at 17:38.