Backpacker, Lots of good questions which do need to be thought through before leaving the ground
- What is the typical procedure you agree upon in case of loss of visual contact? My idea would be that the lead aircraft continues as before (same level & speed), but the chase will *immediately* climb or descend 100 feet (depending on its last known position relative to the lead), then reduce speed by five knots for at least ten minutes and continue on his own. A rejoin should only be attempted over a clearly defined landmark in good weather.
Exact procedure will depend on weather, airspace (ie can you climb). The main thing is that you both agree on what to do. Being in radio contact is by far the best. See comments below.
- What is the typical procedure you agree upon in case of loss of radio contact? Get level, rock your wings and break away? Continue in the loose formation, without radio contact, until close to the destination, but with the option of either aircraft being able to signal the end of the formation by rocking its wings? (Note - comms failure highly unlikely since in my little scenario, both aircraft have dual comms and there will possibly some handhelds on board as well.)
If you both have two radios then things are much easier as you can both keep one set on the 'Go to' frequency which can be used in case of loss of contact. If you do lose radio and visual contact then one should go left and the other right as previously agreed. This will depend on what position you formate from. I would not be in favour of pulling level and wing wagging. The lead pilot will find this difficult and the second pilot will have to move into a position that the lead pilot is not expecting him. Having a second radio is the best thing, if not then have a "go to" frequency. Agree that if you are not in radio contact then you are both on your own.
- Is there a formal "collector" frequency available, or do you just use 123.45?
There is no official air to air frequency...just make sure you use the same one and that there it is not being used by others.
- What position do you prefer for the chase? 4.30 or 7.30? Same level, slightly higher, slightly lower?
Depends on the aircraft type as you need to be able to see each other and this differs berween high and low wing aircraft. Mainly the aircraft in the lead will not be looking at the adjoining one, so its helpful if the second aircraft is at the 7 or 8 position so that the lead can glance at him. The following aircraft should only be looking at the lead aircraft so the 1 or 2 oclock position makes it easier. Cessna to Cessna will probably mean the same height or one of you will not be able to see the other. The most comfortable is with the second aircraft very slightly lower but again both must be able to see each other...and to have agreed positions beforehand!!!!
- One or two flightplans? And if you submit only one, how do you indicate/negotiate the separate take-off and landing without endless discussions and explanations to ATC?
I have always taken off and landed as individual aircraft. There are dangers with simultaneous landing. So I suggest forming up as you leave the ATZ and separating as you arrive at the ATZ, then each aircraft has established radio contact before their individual landing and can accept individual instructions for their separate landings.
The first time you try keep well apart and try it somewhere where you can both talk to each other on the radio and without any controller/A/G etc. You will be constantly talking to each other.
Let me add that I don't do or enjoy close formation work, but I do enjoy transit flights in loose formation ie 50 yds or so. Its quite nice to be able to talk while flying along with someone. This is also much easier than close formation which should only be tried with correct training.