Maa Display Flying Handbook

DISPLAY
FLYING
HANDBOOK
Issue 2
31 January 2013
MAA DISPLAY FLYING HANDBOOK
MILITARY AVIATION AUTHORITY

DISPLAY FLYING HANDBOOK
Preface
Table of Contents
Foreword
Authors Note
Part 1 Display Organisation and Administration
Section 1
Section 2
Section 3
Section 4
Section 5
Section 6
Section 7
Section 8
Section 9
Section 10
Section 11
Section 12
Section 13
Section 14
Definitions and Types of Event

Approvals and Authorisation
The Event Organiser
Risk Assessment
Attachment 1 Example Risk Assessment
Event Planning and Organisation
Static Displays
The Flying Display Director
Attachment 1 Example Display Brief
The Flying Control Committee
Attachment 1- FCC Terms of Reference
The Ground Plan
BATSIM and Pyrotechnics
Air Traffic Control
Airspace
Attachment 1 Example Statutory Instrument - Military Airshow
Attachment 2 Example ACN for a Military Airshow
Attachment 3 Example NOTAM for a Military Airshow
Attachment 4 - Example NOTAM for RAFAT (RA(T))
Emergency, Medical and Security
Post Crash Management
Part 1 - Annexes
Annex A
Annex B
Annex C
Annex D
Annex E
Annex F
Annex G
Annex H
Annex I
Annex J
Annex K
Issue 2
Financial Administration
Accommodation
Media Operations
Souvenir Programmes
Sponsorship
Transport
Commercial Traders and Stalls
Catering
VIP Guests
Cadets and Volunteer Personnel
Insurance, Liability and Wider Markets
31 Jan 13
Part 2 Display Flying

Section 1
Section 2
Section 3
Section 4
Section 5
Section 6
Section 7
Section 8
Section 9
Section 10
Section 11
Section 12
Section 13
Issue 2
Supervision
A Personal Overview of Display Supervision
Notes for Display Crews and Low Level Aerobatics
I Learnt About Display Flying From That!
Tutor
Tucano
Hawk
Harrier
Tornado
Typhoon
Heavies
Helicopters
Spitfire and Hurricane
31 Jan 13

FOREWORD
Next to operations, display flying is perhaps one of the most demanding roles for any
pilot or crew. No one will embark upon a season of displays unless they have already
demonstrated high standards of character and flying skill. But success demands more
than these qualities, as many people have learnt to their cost. A fair amount of mystique
about display flying has also built up over the years and many who are new to the art are
reluctant to ask questions. The MAA Display Flying Handbook aims not only to unveil
the mystique and answer at least some of the questions, but it is also designed to
provide guiding advice to everyone involved in flying displays. From display pilots,
crews, supervisors, authorisers, operating authorities, display directors, control
committees, air traffic control, ground staff and not least to the event organisers
themselves.
This handbook is provided by the MAA as further guidance material to RA 2335 of the
MRPs and has two key parts; event organisation and the pure mechanics and
supervision of display flying. Organising a safe and successful air display can be as
demanding in its own way as flying a good sequence and there can be a great
temptation to concentrate on the administrative and financial aspects at the expense of
the operational and flight safety issues. For Event Organisers Part 1 contains a host of
information that will be useful as guidance and direction in organising your event,
particularly if the organiser has no previous experience.
Part 2 is essential reading for all display crews and supervisors. Section 2 is loosely
based on an article on display flying by Sqn Ldr A J R Doyle AFC RAF (retd) from a
1966 issue of Air Clues. The article was a classic of its type and its content has been
updated with experience from recent display pilots and supervisors (to whom I am
indebted) so that the information remains as valid and fresh now as it was in 1966.
The wealth of experience and information contained in this handbook was hard won.
Read it all and then study in detail the sections that are relevant to you. For those of you
chosen to represent us in the coming seasons, time spent reading the relevant pages
will not be wasted. Remember, that success demands thorough preparation and it
applies equally to organisers and aircrew. Inevitably the general public will judge the
Services partly by your performance at air displays. How you act and display will reflect
directly on our reputation and be viewed against the wider operational context.
I strongly recommend this document, not only for your information and guidance, but
also to provide feedback to MAA so the content may be improved. It is in the main
through such feedback that we continue to keep it up-to-date and relevant. The
handbook is also published on the MAA internet and intranet website. Of course, new
articles are always welcome!
Issue 2
Air Vice Marshall P Atherton OBE RAF

Director (Operations)
Military Aviation Authority
31 Jan 13
31 Jan 13

AUTHORS NOTE
This handbook is provided as additional guidance material to RA 2335 of the MRP Fly
2000 Series regarding the conduct of Flying Displays and Special Events. The specific
regulations, as contained within RA 2335, must be adhered to as the minimum
regulatory criteria that apply in all cases.
No publication can be a complete how-to guide. Whilst this handbook presents a
wealth of guidance, advice and references that can be utilised to enable both, large or
small flying displays, it is by no means exhaustive. The document format allows
reproduction of checklists from key sections for use by organisational and planning
teams. Where referenced, definitions and regulations are supplemented with examples
and scenarios to assist and clarify.
Caveat - you should not expect to just implement the guidance presented and produce a
jaw dropping show. Circumstances will vary widely based on the specifics of; your
mission, your Commanders intent, your resources and more. This handbook is merely a
starting point and no publication can guarantee the success or total safety of your show.
Good military judgement, best practice, common sense, careful planning and hard work,
are all important factors for ultimate success.
Issue 2
Lt Cdr S M Hughes RN
SO2 Flying Regulations
MAA
31 Jan 13
31 Jan 13

PART 1
SECTION 1 DEFINITIONS AND TYPES OF EVENT
References:
A.
B.
RA2335
CAP 403 Chapter 1.3.1
DEFINITIONS
1.1.1 Flying Displays are defined as a demonstration of aircraft, parachutists or any
flying activity performed to a set programme before spectators on a public occasion,
including tactical manoeuvres and demonstration of weapons delivery or attack
techniques outside a recognized danger area. Any event that is open to the general
public, paying or not, or is advertised with an expectation that the public will gather to
witness the event, should be considered a Flying Display. Aircraft Operating
Authorities (AOAs) are to ensure that aircrew participating in Flying Displays, and
Special Events are appropriately trained, rehearsed and authorized. Aircrew who are
Display Flying at public Flying Displays are required to have a valid Public Display
Authority Form (PDA) see RA2335 paras 31 -34. Cosford, Waddington, Leuchars,
Yeovilton, Culdrose and RIAT are examples of military flying displays that are open to
the general public.
1.1.2 A Special Event is defined as any flying activity that is not a Flying Display, and
not open to the general public, but could involve Display Flying. RAF At Home Days or
JHC Families Day are examples of medium scale Special Events. They are attended by
serving personnel, staff, dependants, immediate family and invited guests (e.g. local
dignitaries, farmers). A special event also includes Ships displays, open days, school
visits and service recruiting Public Relations (PR) events. Service or civilian charity
events, fetes and school visits may involve flypasts or static aircraft displays.
Participation in these smaller scale special events must still be approved and
appropriately authorised. See RA 2335 para 19.
1.1.3 A Role Demonstration is defined as manoeuvres and procedures which
describe the day-to day capability of the aircraft. Search and Rescue (SAR)
demonstrations, Troop insertion/extraction, winching, abseil, fast roping, underslung
loads and tactical Air Transport (AT) landings are examples of operational flying
techniques and procedures that could be used during role demonstrations. A role
demonstration should not include any aerobatic manoeuvres. Aviation Duty Holders and
Accountable Managers Military Flying (AM(MF)) are to specify approved manoeuvres
for Role Demonstrations. For clarity, a Role Demonstration is what you do with the
aircraft at either a special event or a public display. A Role Demonstration may
require a PDA see RA 2335 para 34.
1.1.4 Air/Aviation Firepower Demonstrations within a Danger Area or Segregated
Airspace involving aircraft are effectively special events and must be organised by the
sponsor (e.g. Navy Command (NC), HQ JHC LAND, LWC, AWC) and run according to
RA 2335, STANAG 3564, Defence Estates regulations and orders for the site or
range. Whilst, this type of activity falls outside the scope of this handbook, for large scale
Issue 2
31 Jan 13

demonstrations, the organisational aspects contained within may be useful to the
sponsor for planning purposes.
1.1.5 Display Flying is defined as the rehearsal or conduct of a flying routine that is
for the purposes of a visual spectacle. Display Flying manoeuvres must be consistent
with the RTS or the Military Flight Test Permit, or Certificate of Usage.
1.1.6 For display purposes, aerobatic manoeuvres are defined as intentionally
performed manoeuvres which involve angles of pitch or bank greater than 90 to the
horizon or yawing through angles greater than 20. Exceptions to this definition are:
Stalling and spinning.

Operational training manoeuvres stipulated by NC COS Avn, Comd JHC or
Deputy Command in Chief Operations HQ Air.
Yawing turns in helicopters and V/STOL aircraft.
Display sequences or routines that contain aerobatic manoeuvres are subject to more
stringent regulation in terms of height and lateral separation distances from the crowd
line. Therefore aerobatic displays will affect organisational aspects of your event.
1.1.7 A Flypast involves aircraft flying, either singly or in formation, past a reviewing
stand or any specific point along a pre-planned route without manoeuvring, other than
when necessary for safe and accurate navigation. A Flypast may require a PDA see
RA 2335 para 34.
1.1.8 Flypasts can be executed by singleton or formations of aircraft. Aircraft are
considered as being in formation when 2 or more aircraft are flying in company under the
command of a leader. Aviation Duty Holders and AM(MF) are to detail processes for
the training, authorisation and approval of; close, mixed fixed wing and rotary and mixed
military / civil formations. Graduations are good examples of formation and flypast
activity. The Civil Aviation Authority (CAA) is to be consulted where civil aircraft are
planning to fly in company with military aircraft.
TYPES OF EVENT
1.1.9 What type of event am I organising? If you are using this handbook you are likely
to be organising either a special event or a public display at your station or unit.
1.1.10 Where the event is open to the general public, paying or not, or the event is
advertised with an expectation that the public will gather to witness the event, it is to be
considered as a public flying display. For example, where aircraft conduct role
demonstrations in support of a ships visit to a port and the visit is advertised, there is an
expectation that the general public will gather to witness the event. See RA 2335 para
18 19.
1.1.11 Understanding the type of event and activity it contains is important as it will
determine approvals, authorisations, liabilities and ultimately your organisational plan.
Points of contact for clarifying your planned activity are shown below:
Issue 2
31 Jan 13

Military Aviation Authority
SO2 Flying Regulations
Juniper Building, Mail Point 5104
MOD Abbeywood (North)
Bristol
BS34 8QW
Civil Aviation Authority
Safety Regulation Group
Flight Operations Inspectorate
Aviation House
Gatwick
W. Sussex
RH6 0YR
Tel: 01293 573510 / 573540
Issue 2
31 Jan 13

PART1
SECTION 2 APPROVALS AND AUTHORISATION
References:
A.
B.
RA2335(1)(2)
CAP 393 Air Navigation Order (ANO) Article 162.
SITES
1.2.1 Approval for military displays and flypasts is delegated to the AOAs by the
Service chiefs. They may take place over MOD aerodromes and property or at a site
approved by the AOA. This includes aerodromes occupied by visiting forces, e.g.
Lakenheath or Fairford and overseas Crown airfields for example, Gibraltar and Akrotiri
Sovereign Base Areas.
1.2.2 At non MOD sites where the CAA has not granted an ANO Article 162 (Flying
Displays) approval, AOAs are to establish an approvals process for participating aircraft
under their command. For example, a charity event organised by civilians at a private
site but not open to the general public. Also note that a civil venue with only military
items displaying will be notified to the CAA but run under military regulations
1.2.3 Events over MOD property, but organised by civilians, are exempt the provisions
of Article 162. Civilian pilots participating at such an event are required to comply with
any display limits set down by the approving military authority.
1.2.4 Where an event is planned to take place on or over MOD property that is not an
aerodrome, approval and sponsorship will be required through the unit chain of
command responsible for the site. For example, NC for a Naval Dockyard or LAND for
an Army Barracks. If the activity is over non MOD or private property, agreement
between the legal land owner or authority (e.g. Port Authority, Local Government) and
the MOD will be required. This is normally relevant for unique or national events for
example Armed Forces Day or similar. In this instance and for efficiency the MAA may
act as the authority on behalf of the AOA and MOD, in agreement with the CAA.
1.2.5 Civil registered aircraft operators are required to obtain an exception to the ANO
Rules of the Air Rule 5 500ft Low Flying, when displaying at a military event (e.g. 22
Group Tutor and The Blades performing at your Station Open day). The MAA applies
annually for and holds this exception for displays at all government aerodromes. It is
also valid for displays at MOD sites other than aerodromes in agreement with the CAA.
DISPLAY FLYING AUTHORISATION
1.2.6 At a MOD establishment, approval for display flying must be given by the AOA
but may be delegated to subordinate formations. For example, Commander JHC may
delegate approval to Commander Wattisham Station for an Apache crew to display at
Wattisham Families Day (a Special Event). However, the JHC FOB must contain display
flying approval and authorisation mechanisms.
Issue 2
31 Jan 13

1.2.7 At non MOD sites, participation in a flying display must be approved by the AOA.
However, Role Demonstrations and flypasts may be delegated as per 1.2.6 above. For
example, AOC 1 Group may delegate participation of a Typhoon for a flypast at a local
RAFA event to Station Commander Coningsby and AOC 2 Group may delegate to Gp
Capt SAR for a Sea King HAR 3 winch demonstration (a Role Demo) at a RNLI open
day. Each example will require appropriate flight authorisation.
1.2.8 Flypasts - A flypast at Yeovilton Station Families Day (a Special Event)
requires a standard authorisation, but the specific details and minimum heights are
to be clearly defined in the flight authorisation. This may be delegated by NC COS
Avn to CO Yeovilton or CO of the NAS providing the asset. A flypast conducted at a
Public Flying Display (e.g. Biggin Hill) may require a PDA see RA 2335 para 34.
1.2.9 Lists of those officers, specified by appointment, empowered to authorize Display
Flying is to be included in Aviation Duty Holders and AM(MF)s Orders. Where
powers of authorisation for display flying is further delegated or granted to subordinate
personnel (e.g. the display pilot, supervising officer), this is to be promulgated on unit
routine or special orders. Limitations and constraints on the authorisation should be
clearly defined.
1.2.10 Where standard or coded authorisations are utilised for display flying and
associated missions, Aviation Duty Holders and AM(MF) must ensure that an
auditable explanation of the code is available and retained with the authorisation sheet.
It is strongly recommended that the display participation or tasking order, description of
routine and a copy of the PDA are also retained.
Issue 2
31 Jan 13

PART 1
SECTION 3 - THE EVENT ORGANISER
1.3.1 Aviation Duty Holders and AM(MF) are responsible for the administration,
organisation and safety management of Flying Displays. A project officer must be
delegated to assume the role of Event Organiser (EO), holding overall responsibility for
organisation of the event and safety of the general public. Duty Holders and
AM(MF) will delegate in writing the appointments of both the EO and a separate
Flying Display Director (FDD), with terms of reference and/or principle responsibilities.
The EO is ultimately responsible for the safety of the general public and the safe
conduct of the event, but is subordinate to FDD in matters relating to Air Safety. The
post of EO may be held by a suitably experienced serviceman, civilian or director of a
commercial organisation.
1.3.2 To allow sufficient time for proper planning and coordination, the Event
Organiser should be nominated well in advance for large scale events. The Event
Organiser will require knowledge of all aspects of the Flying Display, but his key duties
are listed below.
Notification of the event.

Site assessment and suitability.
Site of and control of public enclosures and car parks.
Parking of aircraft (display items, static display and visitors).
Appointment of officials (FDD via DH, FCC etc).
Air Traffic Management.
Determination of display lines and axis.
Weather criteria and minima.
Civil participation.
NATO and / or Foreign Military participation.
Formulation and distribution of; Operation Order, Admin Order, Sub-ordinate
regulations for the control of flying on the day(s), flying programme and aircrew /
groundcrew briefs.
Scrutiny of civil pilots Display Authorisations, Aircraft CofA / Permits and
insurance.
Agreeing pilots planned sequence for Full, Rolling, Flat and Basic (bad weather)
manoeuvres.
Risk Assessment.
Fire Rescue and Post Crash Management Plan.
Medical Plan.
Liaison with local authorities and Police.
Integration of pleasure flights.
Accommodation, victualling, administration and media aspects.
1.3.3 The above list is by no means exhaustive, but may be used as a checklist
against which the Event Organiser can track progress during the planning stages. All
headings in the list will be expanded upon in detail throughout this handbook and further
checklists provided to guide you through the process. In addition, the FDD has some
overlapping responsibilities that will reduce the burden on the Event Organiser to some
extent.
Issue 2
10
31 Jan 13
PLANNING TEAMS
1.3.4 Display organisation is not a one man show. There are many key players
essential to the safe and effective running of an air display. For example the FDD, who is
responsible for the safe conduct of an air display, supported by his Flying Control
Committee (FCC), is probably the most important person during the air display and
Sections 7 and 8 outline their responsibilities.
1.3.5
Strategic planners - dependant upon the scale of your event, the following
minimum grouping is suggested:
Event Organiser
FDD
Flight Operations Manager (normally acts as Event Organisers deputy)
SATCO / Commander Flying
OC Engineering / Ground Support / Workshop
Admin / Finance Officer
OC Media Ops / Liaison Officer
Unit Medical Officer
OIC Defence Fire and Rescue
Unit Security Officer / OIC Service Police or Military Guard Service (MGS)
Catering Officer or Contract Manager
Post Crash Management Incident Officer (PCMIO)
1.3.6 Tactical Working Groups (WG). As the event plan develops, additional personnel
will require co-option into the organisational process. The strategic team will of course
delegate troops to tasks in their chain of command or management stream and
coordinate activity through sub meetings. Additional vital personnel may include:
a.
b.
c.
d.
e.
f.
g.
OIC Flight Planning / Station Operations

FCC Members
Met Officer
OIC Visiting Aircraft Servicing Section / Line Crew
Unit Photographer / Graphics Department
Mess PMCs / Mess Managers
Unit Supply / Quartermaster staffs
1.3.7 Frequency of WG meetings should be dictated by the Event Organiser against

the scale and timing of the event. It is strongly recommended that robust records of
decisions and actions are maintained for audit purposes.
Issue 2
11
31 Jan 13

PART 1
SECTION 4 RISK MANAGEMENT AND RISK ASSESSMENT
A.
B.
C.
RA1210
JSP 375 Vol 2 Leaflets 55 & 57.
HSG195 Chapter 1.
1.4.1 Risk Management (RM), as a process, is a method of identifying and

understanding what can go wrong within a plan or activity, and putting in place
appropriate measures to control the risks arising from them. RM helps make a plan or
activity work by focussing on what could go wrong in the future, it is not about
encouraging risk aversion but about seeking an appropriate balance between the
demands of imperatives and safety. RM is an essential planning tool of Defence Aviation
and the process should be used in the planning and execution of all flying displays and
special events.
1.4.2 Flying displays and special events are termed unique and public interaction
activities that directly involve staff, dependents and / or members of the public, either as
passengers or as spectators. As a legal minimum, the risks to safety from these
activities are to be assessed and reduced as low as reasonably practicable (ALARP).
1.4.3 A risk assessment is the method for deriving risk control measures (risk
mitigation). The risk assessment should be conducted by the organization conducting
the activity and follow the principles set out in RA1210.
1.4.4 Whilst owning the overall risk, the approving authority will delegate RM and risk
assessment processes to the appointed Event Organiser and Display Director. They
should:
Issue 2
Recognise that RA2335 provides Display Flying regulations, which can be

considered as strategic RM.
Ensure that event Terms of Reference (TOR) clearly articulate their safety
responsibilities.
Familiarise themselves with Military Aviation Risk Management processes and
procedures set out in RA1210 and conduct deliberate RM. Of note is that a risk
assessment is only one element of the 5 step RM process.
Consider using the What If? process under the 1st step Hazard ID Process.
Hazard ID is the most important and fundamental step in RM. In particular, it is
the risks which are unique to a particular site which must be identified. Unique
considerations include crowd size and density, proximity of other populations to
aircraft operating areas including holding areas, risk exposure, and the
availability of civilian emergency response organizations.
Avoid using Hazard ID tools suited for equipment Safety Case development,
which require professional input - such as Fault Tree Analysis.
In conducting 2nd step Risk Assessment avoid ascribing mathematical figures to
human performance.
Financial risk is mitigated through appropriate insurances.
Ensure that insurers are apprised of RM documentation.
Provide an event emergency and disaster response plan.
12
31 Jan 13
Conduct both Table Top (CPX) and live emergency and incident response
exercises (FTX).
At 4th step Risk Reduction, report upwards through the chain of command to the
DH or AM(MF), as the accountable risk owner, where risks cannot be
adequately controlled.
Manage change by maintaining RM documentation and keep records of decision
making.
1.4.5 Attached below is an example Risk Assessment for a Naval Air Station Air Day. It
applies the principles set out in RA1210, while recognising the unique nature of
display flying at public air shows, and is offered for guidance and template purposes.
Issue 2
13
31 Jan 13
ATTACHMENT 1
TO SECTION 4
PART 1
EXAMPLE AIR DISPLAY RISK ASSESSMENT
A XXX
28 Jun XX
See Distribution
RNAS XXXXXXXXX AIR DAY 20XX - AIR DISPLAY RISK ASSESSMENT (EDITION
1/XX)
A.
B.
C.
D.
E.
F.
RA2335
BR 767 Order N 335.
STANAG 3533 (6th Edition) Safety Rules for Flying and Static Displays.
JSP 375 MOD Health and Safety Handbook.
DCI JS 93/01 - Coordination of MOD supported Air shows - Medical Support.
COMNAs W244/23 dated 5 Feb 02 Risk Management in Unusual Aviation
Activity.
RA1210
CSOs Chap 2 AIR, Section 29, Emergencies.
MAA Manual of Post Crash Management
CSOs Chap 2, Section 33 XXXXXX Post-Crash Management Plan.
CAP 403 Flying Displays and Special Events.
CAP 403, Ch 16 and CAP 658 Model Aircraft as Part of a Flying Display
G.
H.
I.
J.
K.
L.
INTRODUCTION
1.
Authority For Event. The Commanding Officer RNAS XXXXXX, Captain XX
XXXX Royal Navy, has overall authority in the conduct of the event.
2.
Responsibility For Event. The Commanding Officer RNAS XXXXX and the
Display Director, Commander X XXXX Royal Navy, are responsible for the safe and
efficient management of the event.
3.
Purpose (Mission).
The objectives of Air Day are:
a. Safely conduct public entertainment.

b. Increase public awareness of the Naval Service, its personnel, activities,
achievements and future developments.
c. Attract recruitment target groups and their advisors, and to raise awareness of
the Royal Navy as a good, equal opportunities employer, offering relevant and
attractive careers and training for young people.
Issue 2
14
31 Jan 13

d.
Provide an opportunity for naval families to see something of our working
lives.
e.
Demonstrate modern RN assets, equipment, and the qualities, skills and
professionalism of all our people.
f.
Foster good relations with local communities.
g.
Help raise money for naval charities.
h.
Show RNs commitment to promoting respect for the natural environment.
4.
Description of event. RNAS XXXXX Air Day 20XX (ADXX) is an international
flying and static aircraft display, which will take place this year on 01 Aug.
5.
Key personnel.
Captain (OIC)
Cdr (A&T) (Flying Display Director)
PMO (Medical services)
Lt Cdr (Flying) (Event Organiser / Display coordinator)
SATCO (ATC services)
SMETO (Meteorological services)
Fire Officer (Crash and Rescue services)
6.
Supporting units.
Salvage (A/C Accident/Incident Recovery)
Security (Site Security)
MOD Police (Incident Response)
XXX Police (Police Operations, Planning and Incident Control)
West Country Ambulance Service (Crash and Rescue services)
Local Area Fire Brigade (Crash and Rescue services)
XXXXX County Council (Emergency Planning Unit)
Event Medicine Company (Medical Support)
7.
Estimated crowd.
Up to 25000.
HAZARD IDENTIFICATION & ANALYSIS

8.
Risk ID Team.
Event Organiser
Display Coordinator (Lt Cdr F)
SATCO
ATC USMO
Fire Officer
SHEO
ATC DUSMO
9.
Issue 2
Hazard ID Meeting Date.
The Hazard ID Meeting took place on 24 Apr XX.

15
31 Jan 13
10.
Key Events.
The key events associated with ADXX are as detailed below:
Date Time (local)
Event
Key participants
Resources
31 Jul 0830 - 1700
Aircraft Arrivals
A/R
31 Jul 1330-1700
Press and
Spotters Day
31Jul 0830-1200
Aircraft Arrivals
(Static/Active
Park)
Morning Display
Brief
Main Display Brief
SATCO, Ops, Disp

Aircrews, OIC SFDO
CBM, 1st Lt, MOD Police,
MOD Guard Service,
DATCO
SATCO, Ops, Disp
Aircrews, OIC SFDO
01 Aug 0845
01 Aug 1000-1100
01 Aug A/R
01 Aug 1030-1130
and 1330-1700
01 Aug 1730 A/R
02 Aug 0745
02 Aug 0830 - 1700
Crowd control
barrier check
Flying Displays
Aircraft
Departures
(Static/Active
Park)
Station FOD Plod
Aircraft
Departures
Action
Officer
SATCO
Station
1st Lt,
DATCO
A/R
SATCO
SATCO, Lt Cdr (F)
IT
SATCO
SATCO, Lt Cdr (F)
IT
SATCO
Security Team
MT
1st Lt
A/R
SATCO,
Lt Cdr (F)
SATCO
Cdr (A+T), Lt Cdr (F),

SATCO, Display crews
SATCO, Ops, Disp
Aircrews, OIC SFDO
All available personnel
DATCO
SATCO, Disp aircrews
SATCO
RISK ASSESSMENT (INCLUDING RISK ESTIMATION)

11.
NC requires the Commanding Officer RNAS XXXXXX to conduct a Risk
Assessment for the air display element of AD XX: references D, E and F have been
used to provide a system that is suitable for the purpose. This system together with
elements from Reference G has been combined to provide the format adopted for the
risk assessment process at XXXXX. This has been audited by the MAA, which is
satisfied that current guidance is being followed.
12.
The aim of this paper is to identify, quantify and mitigate the fundamental risks
attributed to the air display element of AD XX. A matrix at Annex C lists specific detailed
areas of Risk, identifies Actions taken to mitigate these risks, and the Result in terms of
risk reduction. This risk assessment is a living document, which will be revisited during
the air display planning process right up to the display itself. Each edition will create an
audit trail of decision-making and ensure that actions are captured in the complex
process of running a Public Military Event (PME).
RISK RATING
13.
To help quantify flying display risks the matrix at Annex A has been used. By
quantifying the Likelihood of an Occurrence, its Severity and the likely Population (or
number and type of casualties) a Risk Rating is established through the following
calculation:
Issue 2
16
31 Jan 13

Likelihood x Severity x Population = Risk Rating
By using this matrix before and after risk mitigation, an overall assessment can be made
of the risk reduction achieved through the risk assessment and planning process.
ASSUMPTIONS
14.
The airfield meets the statutory air display requirements of RA2335. The risk
assessment therefore originates from the point at which the airfield is at its legal
minimum standard to host an air display.
15.
This risk assessment only deals with those hazards that fall within the terms of
reference of the Display Director; as such it is a "stand alone" document generated in
support of the role of the Flying Control Committee (FCC). Therefore only the flying
display risk (and supporting practices, rehearsals & validations) is analysed in this risk
assessment. Routine flying and ground operations are accounted for and concurrent
aircraft activity will be integrated with the flying display; otherwise they are supervised
under normal XXXXXX Air Orders.
16.
While no more than 20,000 people are expected to attend, for the purposes of
this risk assessment it is assumed that the maximum number of people attending the
event is 25,000. This has ensured a wide safety margin and allows fine-tuning of the
risk assessment for subsequent years.
17.
AD is not a new activity, having taken place for many years. Much use has been
made of previous experience and corporate knowledge combined with advice from other
major displays throughout the country.
DESCRIPTION OF RISK
18.
Highest Risk. The most severe risk at AD XX is a crash of an aircraft or
a number of aircraft into the crowd whilst carrying out a flying display, practice or
validation flight.
19. Likelihood of an Accident. The latest information from the MAA shows that the
average military flying accident rate is about 0.21 per 10k flying hrs and it is widely
accepted that display flying carries an even greater risk. While this risk is reduced
through good supervision, management and planning, the possibility of a major accident
at any air display is likely to remain above the normal operating rate.
20.
The highest risk of injury or death is the crash of an aircraft into the crowd area
and the Ramstein accident has been used as a benchmark. This multi aircraft accident
into the crowd resulted in 73 killed and 500 injured, where the crowd density was
assessed as 50 people per 10m2. The XX spectator area is xxxm by xxxm with a
maximum crowd of 25,000. The theoretical crowd density (CD) would therefore be 0.33
persons per 1m2 or 3.3 per 10m2. However, experience shows that the majority of the
crowd will be compressed towards the display line during the flying display, so the
spectator area has been re-assessed as XXXm by XXXm with a theoretical CD of 0.6
persons per 1m2 or 6.0 per 10m2. In the absence of any useable casualty prediction
data the following calculation was made:
Issue 2
17
31 Jan 13
Ramstein CD = 50 people per 10m2

XX CD = 6.0 people per 10m2.
XX CD = 12% of Ramstein density.
12% of 73 fatalities = 8.8 fatalities.
12% of 500 casualties = 60 casualties.
21.
Worst Case. The above assessment assumes uniform crowd distribution, which
is obviously not the case. At XXXX the crowd is at its densest in the xxxx area, which
covers an area of XXm by Xm (XXX m2). With a capacity of XXX this gives a crowd
density of 2.25 persons per 1m2 or 22.5 persons per 10m2. This gives a worst-case
casualty figure of:
33 fatalities/225 casualties (55% reduction on Ramstein)
22.
Casualty Mitigation. To militate against any increase in casualties brought about
by a crowd stampede after an accident and/or not being able to escape from any
subsequent fire, the spectator enclosure has been designed to ensure escape routes
behind and to each side of the crowd line. The barriers at the crowd line are sufficiently
robust to stop the crowd pushing into the display area but easily moved to afford easy
access to emergency vehicles or escape towards the display line if necessary.
Particular attention has been given to ensure that escape routes are not constrained by
fencing or vendors stalls so that Crash and Rescue vehicles can readily gain access to
the spectator site.
SUMMARY
23.
With existing regulatory and statutory measures in place and a management
team who are taking a safety first approach to the planning and execution of AD XX
every effort is being made to identify risks and mitigate against them. This includes a
detailed and integrated ADXX Incident Contingency Plan and local airspace
management combined with the FCC pre-auditing, validating where required and
vigorously controlling the display flying in accordance with best practice, good
airmanship and the Regulations.
24.
Every step has, and will continue to be taken to mitigate the likelihood of an
accident happening and reduce the predicted number of casualties should an accident
occur. All measures implemented reflect regulations and directives contained within RA
2335 with regard to spectator safety both on and off the airfield. Furthermore, they
encompass best practice detailed by the CAA in CAP 403 and demonstrate that RNAS
XXXXX places paramount importance for the safety of the public. However, the
possibility of a major accident will remain much the same for any air display that includes
fast jets, display teams and helicopters and a large public gathering. Future steps to
mitigate the risk further will include close liaison with RNFSC, MAA and other air
display organisers to continue to capture best practice.
25.
Having considered the mitigated risk ratings, it is clear that nearly all of the
assessed hazards fall within the Minimal Risk category for which control measures are in
place. For the one area that is at Medium Risk, the team will continue to look for
Issue 2
18
31 Jan 13

further risk mitigation as final planning matures. Accordingly, the risk assessment for
ADXX is assessed as at least Tolerable and ALARP.
Original signed
XX XXXXXX
Cdr
Display Director
Annexes:
A.
B.
C.
Risk Ratings.
Aircraft Operations - Action and Control Measures.
Hazard Analysis.
Distribution:
1st Lt
Lt Cdr F
OPS
SATCO
Copy to:
CAPT
CDR
CDR(A+T)
PMO
MAA Ops SRG Reg SO1
NC -N7 CSAV SMA S01
ATC USMO
FSO
S, H, E
AIR DAY CO-ORD
Issue 2
19
31 Jan 13

ANNEX A TO
A 570
DATED 28 JUN XX
RISK RATINGS
See RA1210
Likelihood:
1.
2.
3.
4.
Improbable
Remote
Occasional
Frequent
Severity:
1
2.
3.
4.
Minor
Major
Critical
Catastrophic
Population:
1.
2.
3.
4.
5.
6.
Zero.
Less than 5.
More than 5 less than 10.
More than 10, less than 20.
More than 20 less than 50.
More than 50.
Risk Rating:
Likelihood x Severity x Population
Risk Rating
1 - 24
25 - 48
49 - 72
73 - 96
Issue 2
Rating Band
Low Risk
Medium Risk
High Risk
Very High Risk
Action Required
Maintain Control Measures
Review Control Measures
Improve Control Measures
Improve Control Measures urgently / Stop Display
20
31 Jan 13
ANNEX B TO
A 570
DATED XX JUN XX
AIRCRAFT OPERATIONS
Hazard Identification & Control Measures (Risk Mitigation)
Serial
No:
1.
HAZARD & ACTION TAKEN TO CONTROL OR MITIGATE
Initial Risk
Rating
Revised
Risk Rating
OVER RUN OF LANDING / TAKE OFF RWY XX

Risk: Aircraft over runs on landing / takeoff and collides with bus or
other vehicles on AXXX.
20
Comment: Barrier exists at end of Rwy XX but not suitable for all
fixed wing a/c. No over run retard bed. End of runway 157m from
public road (AXXX).
Action/Control Measure:
a.
Extensive soft grass over run area will reduce aircraft speed.
b.
Visiting aircrew provided with ADXX brief containing airfield
parameters (rwy length, barriers etc). It is the aircraft captains
responsibility to ensure that his aircraft type is able to operate safely at
RNAS XXXX within these parameters.
c.
Local Police will place No Parking cones along the perimeter
fence boundary with AXXX.
Result:
2.
Risk:
Likelihood
1 remains 1
Severity
4 reduced to 3
Population
5 remains at 5
OVER RUN OF LANDING / TAKE OFF RWY XX
Aircraft over runs on landing / takeoff.
15
12
Comment: Barrier exists at end of Rwy XX but not suitable for all
fixed wing a/c and no over run retard bed. End of runway is 150m from
perimeter road.
a.
No other complications due to extensive soft grass over run area.
Perimeter road not accessed by public and under traffic light control of
ATC.
b.
Visiting aircrew provided with ADXX brief containing airfield
parameters (rwy length, barriers etc). It is the aircraft captains
responsibility to ensure that his aircraft type is able to operate safely at
XXXXX within these parameters.
Result:
Likelihood
1 remains 1
Issue 2
21
31 Jan 13

Severity
4 reduced to 1
Population 3 reduced to 1
UNDERSHOOT ON LANDING ON RWY XX
3.
Risk: Landing short during an approach to land, roll or overshoot, and

colliding with vehicle/personnel.
Comment:
1
24
Airfield perimeter road is 150m from runway threshold.
a.
Perimeter road not accessed by public and under traffic light
control of ATC. Action ATC.
Result:
4.
Likelihood 2 reduced to 1
Severity
4 reduced to 2
UNDERSHOOT ON LANDING ON RWY XX
Risk: Landing short during an approach to land, roll or overshoot. A/C

could conceivably collide with a vehicle/personnel on AXXX.
2
40
Comment: Threshold of Rwy XX is 157m from the public road

a.
Visiting aircrew to be warned of vehicles crossing approach, and
therefore a pilot conducting a visual approach would be expected to be
visual with any vehicles crossing and manoeuvre to avoid if necessary.
Action ATC.
b.
local Police will place No Parking cones along the perimeter
fence boundary with AXXX.
Result:
Severity
4 remains 4
Population 5 remains 5
20
5.
CRASH ON AIRFIELD (MAJOR)

Risk: Major crash on airfield not impacting crowd or personnel.
Specific risk is from high energy low level manoeuvres on t/o or
landing.
12
a.
All display sequences will be pre-audited by the Display Director
and validated with the requirement to fly within that validation. In turn,
FCC will observe all displays and any tendency to change or elaborate
will be either debriefed or compulsorily terminated. Action Display
Director.
H.
Issue 2
b.
Displays are to be conducted iaw RA2335, CAP 403 and
STANAG 3533, which will be reiterated at aircrew briefing.
Action SATCO.
22
31 Jan 13

c.
Crash and rescue facilities at Mil Crash Cat 4A (plus helicopter
fireball) adequate to attend crash site and (if required / practical)
continue with the display to occupy the attention of the crowd, for crowd
control.
d.
Current airfield crash procedures detailed in References H, I and
J considered to be satisfactory when augmented by XXXXX Incident
Contingency Plan.
e.
Relevant airfield procedures briefed at the flying display brief.
Action SATCO.
f.
Major accident exercises planned for the run up to AD07.
Result:
6.
Severity
2 remains at 2
Population 2 remains at 2
CRASH ON AIRFIELD (MINOR)
Risk: Minor crash on airfield not impacting crowd or personnel.
4
2
Action/Control Measure: As at serial 5.

Result:
7.
Risk:
Severity
1 remains at 1
CRASH ON AIRFIELD INTO CROWD (MAJOR)
Crash on airfield with primary wreckage into the crowd.
1
72
Actions as at 5.
a.
FCC will observe all displays and any tendency to change or elaborate
will be either debriefed or compulsorily terminated. Action Display
Director.
b.
Displays are to be conducted iaw RA2335
CAP 403 and STANAG 3533, which will be reiterated at aircrew
briefing. Action SATCO.
c.
continue with the display to occupy the attention of the crowd for crowd
control.
d.
Comprehensive contingency arrangements centred on Station
Command Centre under control of Station C2 Organisation including
MOD and civilian police, medical and local rescue & emergency
services including helicopter MEDEVAC.
e.
Major accident exercise planned for the run up to ADXX.
Relevant airfield procedures briefed at flying display brief.
Issue 2
23
31 Jan 13

f.
Spectator area designed to ensure escape routes to rear and side
clear of obstructions / vendors etc with display side barriers which
afford emergency access / escape if required. Action XXXX.
Result:
8.
Severity
4 remains at 4
CRASH ON AIRFIELD INTO CROWD (MINOR)
Risk:
Crash on airfield with secondary wreckage into the crowd (e.g.
wheels up or heavy landing)
24
18
Action/Control Measure: Action as at Serial 5, 6 & 7.

a.
Minimum separation of helos from crowd line exceeds required
standards by a factor of 2.
Result:
Severity
3 remains at 3
9.
CRASH OFF AIRFIELD INTO POPULATED AREA
Risk: Crash off the airfield with primary wreckage falling on a
populated area.
48
a.
Over flight of local built up areas is prohibited (town of Hxxx,
Fxxxx, Public Viewing Enclosure (PVE) to be specifically briefed at
flying display brief). Relevant airfield procedures also to briefed at
flying display brief. Action SATCO.
b.
Owners of adjacent land where a gathering of the public is
anticipated will be advised of the potential danger of such a gathering.
Action XXXXX.
c.
the FCC will observe all displays and any tendency to change or
elaborate will be either debriefed or compulsorily terminated. Action
Display Director.
d.
STANAG 3533, which will be reiterated at aircrew briefing. Action
SATCO.
e.
continue with the display to occupy the attention of the crowd for crowd
control.
f.
Command Centre under control of Station C2 Organisation including
Issue 2
24
31 Jan 13

services including helicopter MEDEVAC. Major accident exercise
planned for the run up to ADXX.
Result:
10.
Severity
4 remains at 4
CRASH OFF AIRFIELD INTO NON POPULATED AREA
Risk: Crash off airfield with primary wreckage falling on a nonpopulated area.
Result:
Likelihood
Severity
Population
24
8
Action as at Serial 9.
2 reduced to 1
2 remains at 2
2 remains at 2
11.
AIRCRAFT RUNS OFF RUNWAY TO SOUTH
Risk: Aircraft runs off runway to the south, conceivably entering
spectator area.
22.
Result:
40
Mitigation as at serial 5 to 8 and Paragraph
Severity
4 remains 4
Population 5 reduces to 4
16
12.
IN FLIGHT COLLISION WRECKAGE ENTERING CROWD AREA
Risk: Mid-air collision between aircraft (display team a specific
scenario), wreckage on airfield entering crowd.
48
a.
XX ATC control the local airspace under an Airspace
Classification Notice, notifying the aviation community of the event.
Action ATC.
b.
and validated with the requirement to fly within that validation. Action
Display Director.
c.
Holding areas established for participating aircraft well clear of
display area and non-participating a/c. Relevant Airfield procedures
briefed at flying display brief.
Action SATCO.
d.
All displays will be observed by the FCC and any tendency to
change or elaborate will be either debriefed or compulsorily terminated.
Action Display Director.
e.
STANAG 3533, which will be reiterated at aircrew briefing. Action
Issue 2
25
31 Jan 13

SATCO.
f.
continue with the display to control crowd.
g.
Command Centre under control of Station C2 organisation including
services including helicopter MEDEVAC. Major accident exercise
planned for the run up to ADXX.
Result:
Severity
4 remains at 4
24
13.
IN FLIGHT COLLISION WRECKAGE ON AIRFIELD
Risk: Mid-air collision between aircraft (display team a specific
scenario) wreckage on airfield but not in crowd.
Result:
12
Mitigation as at Serials 6, 8 and 12.
Severity
2 remains at 2
14.
IN FLIGHT COLLISION OFF AIRFIELD WRECKAGE IN
POPULATED AREA
Risk: Mid-air collision between aircraft (display team scenario) off the
airfield, wreckage lands in populated area.
48
a.
NOTAM action, RA(T) in force and standard ATC procedures in
place.
b.
Aircraft arrivals and departures are segregated from flying
displays. Action ATC/OPS
c.
Mitigation as at serial 9.
Result:
Severity
4 remains at 4
24
15.
IN FLIGHT COLLISION OFF AIRFIELD WRECKAGE IN NONPOPULATED AREA
Risk: Mid-air collision between two aircraft off the airfield, wreckage
lands in non-populated area.
Issue 2
26
18
31 Jan 13

Action/Control Measure: Mitigation as at Serials 10 and 14.
Result:
Severity
3 remains at 3
PLEASURE FLIGHT HELO COLLIDES WITH DISPLAY AIRCRAFT
OR CRASHES ON ARRIVAL/DEPARTURE
16.
Risk: Pleasure flight helo infringes display line/area conflicting with or

colliding with display aircraft. Pleasure
flight helo crashes on arrival or departure at its operating area.
72
a.
Pleasure flights will be stopped during formation displays.
b.
Pleasure flight aircrew will be briefed at the aircrew brief on
operating areas/hazards and will be segregated from display areas
under positive ATC control.
c.
Pleasure flights will be flown in compliance with CAA Regulations
and flight paths will be away from crowd areas.
d.
Traffic lights in operation to control vehicles crossing runway 36
threshold.
Result:
17.
Likelihood
Severity
Population
3 reduced to 1
4 remains at 4
6 reduced to 4
16
SPECTATOR SUFFERING INJURY FROM AIRCRAFT ON AIRFIELD

OR IN ACTIVE/STATIC PARK
Risk: A spectator crosses a barrier and/or enters a prohibited area and
suffers death or injury from an aircraft.
16
a.
Barriers will be placed iaw RA2335 to stop spectators from
entering aircraft manoeuvring and parking areas and these will be
patrolled by security teams briefed to apprehend any person on wrong
side of barrier. Action XX.
b.
Marshallers and aircrew will also be briefed on their actions in the
event of unauthorised access.
Action XX.
c.
Static Display conducted iaw STANAG 3533.
Result:
18.
Severity
4 reduced to 2
Risk: Fuel leak from aircraft or spillage during re-fuelling or LOX/ other
chemical spillage. Minor aircraft fire or fire in ground equipment.
Issue 2
FUEL/LOX/CHEMICAL SPILLAGE OR MINOR FIRE
27
27
31 Jan 13

a.
Crash crews placed at strategic positions around airfield to
respond to spillages/leaks/fires rapidly.
b.
Crowd control measures in place to stop members of the public
gaining access to any incident site.
Action XX.
c.
Re-fuelling of unfamiliar types of aircraft to be supervised by
competent personnel.
d.
A prominently displayed ban on smoking within 15m of aircraft,
refuelling areas and refuelling trucks.
Action XX.
e.
Fuel/Oil spill kits to be readily available.
Result:
Likelihood 3 remains at 3
Severity
3 reduced to 2
12
19.
ACTIVATION OF AIRCRAFT OPERATING SYSTEMS

Risk: An ejection seat, canopy MDC or other aircraft operating system
is inadvertently operated on a static aircraft open to the public injuring
people in the vicinity.
12
a.
Explosive charges in jettison and ejection systems removed if
public have access to cockpit.
b.
Aircrew to ensure aircraft made safe iaw SOPs.
c.
Posting of correctly briefed aircraft guards. No aircraft are to be
left unattended. Action XX.
d.
Any person accessing an aircraft to be supervised by a competent
person.
e.
Where possible disconnection of aircraft batteries or electrics
unless these are essential for display of electrically operated
equipment.
Result:
20.
Likelihood
Severity
Population
2 reduced to 1
3 remains at 3
2 remains at 2
MODEL A/C CRASHES INTO CROWD LINE

Risk: A light model aircraft display loses control of one of the a/c and it
crashes into the crowd-line.
18
Issue 2
28
31 Jan 13

a. The minimum separation distance of the display from the crowd
line is increased from 30 to 45 metres.
b. Number of a/c in display limited to three only and to operate only
North of 45m display line from crowd. Model a/c to be of less than 7kg
in weight.
c. Model a/c launch and recovery area supervised by XXX in direct
R/T contact with Tower.
Result:
Issue 2
Likelihood
Severity
Population
2 reduced to 1
3 remains at 3
3 remains at 3
29
31 Jan 13

ANNEX C TO
XXX
DATED 28 JUN XX
HAZARD ANALYSIS - XXXXXX AIRDAY
The table below shows identified hazards and their calculated risk rating, ranked in order of
highest risk rating after control measures and mitigation.
Serial
DESCRIPTION OF HAZARD
Likelihood
Severity
Population
Risk Rating
7
9
12
14
Crash on Airfield into crowd (major)

Crash off Airfield into populated area
In-flight collision, wreckage entering crowd area
In-flight collision off airfield, wreckage in
populated area
Under shoot on landing RWY XX
Pleasure flight Helo collides with display aircraft
or crashes on arrival/departure
Aircraft runs off runway side to South
Over run on landing/Take off RWY XX
Fuel/LOX/Chemical spillage or minor fire
Model a/c crashes into crowd
Crash on Airfield into crowd (minor)
In-flight collision off airfield, wreckage in nonpopulated area
In-flight collision wreckage on airfield
Activation of aircraft operating systems
Crash on Airfield (major)
Crash off Airfield into unpopulated area
Spectator suffering injury from aircraft activity on
airfield or in active/static park
Under shoot on landing RWY XX
Over run on landing /take off RWY XX
Crash on Airfield (minor)
Total Before Mitigation
(Total After Mitigation)
Percentage reduction
3 (1)
2 (1)
2 (1)
2 (1)
4 (4)
4 (4)
4 (4)
4 (4)
6 (6)
6 (6)
6 (6)
6 (6)
72 (24)
48 (24)
48 (24)
48 (24)
2 (1)
3 (1)
4 (4)
4 (4)
5 (5)
6 (4)
40 (20)
72 (16)
2 (1)
1 (1)
3 (3)
2 (1)
2 (1)
2 (1)
4 (4)
4 (3)
3 (2)
3 (3)
3 (3)
3 (2)
5 (4)
5 (5)
3 (2)
3 (3)
3 (3)
3 (3)
40 (16)
20 (15)
27 (12)
18 (9)
18 (9)
18 (9)
2 (1)
2 (1)
3 (1)
2 (1)
2 (1)
2 (2)
3 (3)
2 (2)
2 (2)
4 (2)
3 (3)
2 (2)
2 (2)
2 (2)
2 (2)
12 (6)
12 (6)
12 (4)
8 (4)
16 (4)
2 (1)
1 (1)
2 (1)
42
(22)
47.5%
4 (2)
4 (1)
1 (1)
3 (1)
3 (1)
1 (1)
24 (2)
12 (1)
2 (1)
567
(230)
59.5%
4
16
11
1
18
20
8
15
13
19
5
10
17
3
2
6
Issue 2
30
31 Jan 13
PART 1
SECTION 5 PLANNING AND PARTICIPATION
1.5.1 So you have undertaken your risk assessment with your team and have just held
your initial working group meeting. After a few days, the realisation of the enormity of the
task begins to sink-in and you wonder whether there is going to be enough time to
complete all of the tasks before the big day. Where do you start and which essential
documents do you need to read and understand? You will of course ask for advice and
are likely to be told, Operate your show as a business and always plan for the
unexpected! Easy - or is it? Remember that every event and every location is unique. If
possible, visit other air shows to garner ideas and best practice. Contact and talk to
personnel who have undertaken a similar task recently for top tips. In addition to this
document, read all other material available; MARDS, CAPs, Command Instructions and
previous event Operation Orders. Get on the web and keep abreast of general activities
and trends in display flying.
1.5.2 Above all, dont despair; there are many flying displays organised each year and
there is a wealth of experience willing to give you a helping hand, both military and civil.
The At Home Days at Leuchars, Cosford, Fairford and Waddington IAS have permanent
managers who know a great deal about airshow organisation. Royal Navy Air Days at
Yeovilton and Culdrose are also popular, successful events and extremely well
organised by a mix of serving personnel and contract staff. Major civil venues, for
example Eastbourne and Southport have dedicated companies or consultants that
undertake management and organisation. In addition, there are collective forums that
represent the airshow industry e.g. BADA and EAC. Finally, the MAA and CAA
regulate and inspect many air displays in the UK throughout the year and reports are
available with lessons learnt. Remember there are no stupid questions, so do not be
afraid to ask any of the above agencies for their advice.
THE PLAN
1.5.3 A strategic, chronological plan to organising an air display from the onset will
provide key milestones. The following example has been provided by the Airshow
Manager at Leuchars, a major event held annually in September:
Issue 2
12 Month point:
Outline Risk Assessment.
Bid to single service authorities for military assets.
Bid to individual pilots or managers for civil assets.
5 Months:
Work out provisional static display, ground and car parking plans.
Gain confirmation of bids first draft flying programme.
Make initial bids for accommodation and transport.
4 Months:
Construct the Emergency Plan.
Medical Support Plan.
31
31 Jan 13

Distribute flying display pilot / team administrative questionnaires.
Liaise with DAP AU & OR reference RA (T) and NOTAM action.
Construct your souvenir programme.
3 Months:
Get arrival times and admin requirements for VIPs.
Compile initial flying programme.
Ramp up your media plan.
Distribute static display questionnaires.
2 Months:
Draft display, administration and air operation orders.
Firm up your accommodation plan.
Finalise the display order.
Check condition of display markers.
Arrange repair a/r.
1 Month:
Contact HMRC if you have overseas participants.
Distribute static display and ground orders.
Finalise hire cars / transportation.
Send arrival times to flying and static crews.
Coordinate display slots with take off and landing slots.
Confirm participants and prepare their briefing packs.
Confirm insurance requirements.
Stop accepting last minute participants.
Confirm and distribute display order.
Carry out a table top exercise (CPX) of the disaster plan.
2 Weeks:
Update of accommodation and transport requirement.
Finalise ground plan.
Put out token display lines.
Prepare a list of emergency contact numbers for display crews.
Exercise the emergency plan (FTX).
1 Week:
Publish practice times.
Final accommodation and transport requirement.
Prepare commentary information and check communications.
Confirm that insurance has been paid.
Lay the final display lines.
Confirm parking arrangements.
1.5.4
This is obviously not an exhaustive plan; however, it does provide a
skeleton framework with timescales, around which you can tailor your own needs.
Issue 2
32
31 Jan 13
PARTICIPATION AND DISPLAY TASKING AUTHORITIES

1.5.5 There is no air display without aircraft. In an average year, there are about 2000
requests for display assets throughout the UK of which approximately a half are
approved. The task of collating requests and allocating resources falls on the
tasking authorities for each service. Currently these are;
Navy Command:
JSATO
Room 22 Cormorant House
RNAS Yeovilton
Somerset
BA22 8HL
Tel: Mil 93510 5332
Civ 01935 45 5332
LAND (AAC & JHC):

HQ JHC J3 Tasking ARMY
HQ LAND Erskine Barracks
Wilton
Salisbury
Wiltshire
SP2 0AG
Tel: Mil 94331 3934 Civ 01722 43 3934/6983
AIR:
RAF Events Team
Bentley Priory Building
RAF Northolt
West End Road
Ruislip
Middlesex
HA4 6NG
Tel: Mil 95233 8769
Civ 020 8833 8769
MOD Contractors Aircraft (Regulated by Flight Test Division):

Aircraft participation - via PT Leader or owner of the aircraft (e.g. BAE
Systems)
Deputy Head Flight Test Division
MAA Op SRG
MOD Boscombe Down
Salisbury
Wiltshire
SP4 OJE
Tel: Mil 9214087 3017/3016 Civ 01980 663017/3016
Issue 2
33
31 Jan 13

1.5.6 Getting your asset requires forward planning so bid early. However, avoid direct
contact with display teams or individual pilots / crews and contact the organisations
above who will co-ordinate resources far better than you can arrange on an ad hoc
basis. Assets for special events and unit families days may be allocated by Commands /
Groups, but always check with the RAF Events Team / tasking authorities in the first
instance. All resources require approval. The key to success and the whole process of
display asset allocation for the next year begins before the end of the previous years
display season. Chronologically, the basic format of planning is:
Before the end of September, airshow organisers submit their requests for
display aircraft for the next season. The RAF Events Team / tasking
authority responds by sending the organisers details of display teams, conditions
for their use, information on aircraft projected availability and insurance
requirements.
In the late autumn, service PR organisations look at the last seasons
achievements and set the objectives in terms of PR and recruitment areas that
should be targeted for the next season.
At the end of October, the RAF Events Team / tasking authorities meet for
the first time to discuss the objectives set and agree the way forward in terms of
allocating display assets for the next season. Normally a first draft of the display
programme is produced from the objectives and bids.
Between Jan and Mar, RAF Events Team / tasking authorities normally meet
once again, with the team leaders / managers and agree the programme. Event
Organisers are then informed of their allocation and are given a summary of
the costs which includes; participation fee, any fuel costs and display insurance.
For unique or special events (e.g. Families Days, Regimental Open Days)
elements of these costs may be waived by the MOD see Annex K.
Throughout the season the RAF Events Team / tasking authority deals with
fast balls and changes to the programme. Note that display aircraft may become
available at short notice, so keep in touch with the RAF Events Team /
tasking staff.
1.5.7 So with an insight into the big picture, how does this affect your organisation of
an Air Display? Well, remember, there is no air display without aircraft, so bid early and
use the correct staffing processes. Get buy in from higher formation and alert your chain
of command PR staff to recruiting benefits. Consider; operational pull on aircraft and
other events taking place on the same day. Be prepared to lose or accept a replacement
display item at short notice. Is my proposed flying programme a tad ambitious? What is
my budget? Who are my audience? Hopefully the following sections will answer some of
these questions!
1.5.8 If you intend to use Civilian display items, they will require a direct approach to
the individual or team management. Regulations and guidance on civilian items at
military shows can be found at Section 7.
NATO AND NON NATO FOREIGN MILITARY DISPLAY ITEMS
References:
A. RA2335
Issue 2
34
31 Jan 13

B. STANAG 3533
C. CAP 403 Chapter 2. 3.3
1.5.9 Foreign display items can add tremendous variety and value to your display in
addition to fostering good relations and cementing coalition ethos. Non NATO European,
Middle Eastern and Asian display items are increasingly regular visitors to the UK
display circuit and are popular with the public, e.g. Royal Jordanian Falcons and
the Patrouille Suisse. Remember that Australian and New Zealand items are treated as
foreign military. All Non-UK Military singleton display aircraft and formation teams are
required to operate in accordance with the more stringent of the limitations laid down in
RA 2335, their National PDA equivalent, and NATO STANAG 3533 (if applicable) see
RA 2335 para 9. All foreign display participants must complete an assessment
questionnaire (RA 2335 Annex B), and seek agreement with MAA D (Ops) on the
SQEP-quality of the foreign crew(s) to participate at a MOD-organized display.
Furthermore, foreign display participants should possess a national PDA equivalent and
should be validated by DH or FDD observation of a rehearsal prior to display
participation (see RA 2335 paras 10 and 23). On behalf of the CAA, the MAA approves
non-UK military participants for participation at UK civil flying displays.
The following checklist provides guidance:
Issue 2
Single service tasking authorities and RAF Events Team normally correspond with
NATO Defence Attach annually requesting support for UK military displays. It is
recommended that any bids for NATO items are initiated through them in the first instance.
Non NATO items require formal invitation, security and diplomatic clearances through your
chain of command and MOD.
Once the display item is confirmed as allocated, then start to liaise direct for detailed
administration and requirements.
Read and adhere to the team support manual or display instruction supplied see example
at Attachment 1 below. It clearly delineates all aspects of hosting the teams operation. Team
advance coordinators will provide an outline of requirements. These individuals must be met
and hosted.
Study the support manuals and ensure that your unit can comply. Resolve any problem
immediately with the team coordinator or designated contact officer. An example jet display
team support manual is linked to this handbook.
Determine non NATO standard ground support equipment (GSE) requirements.
Some NATO display items are cleared to dispense IRCM (flares) during their display. UK
regulations on use of flares at displays are subject to a stringent Risk Assessment at selected
venues. The operating authority and FDD are ultimately responsible for safety at the event,
so careful consideration is required before allowing this activity.
Initiate a list of all foreign military aircraft that will perform at your show. Update this list as
required and distribute it to all appropriate agencies (e.g. FDD/FCC) and planning groups.
Copy all ribbon diagrams and / or display sequence criteria received to the FDD or
designated FCC member.
Determine and arrange for supply of unique POL. Determine means of payment by non UK
military participants (credit card, voucher, etc.). The display is required to provide government
contract POL or civil equivalent. Ground support teams generally accompany display items
and carry nonstandard first line POL.
Obtain size and weight-bearing specifications of each aircraft expected to participate to
facilitate apron / static positioning. They are likely to be totally different from unit or UK types.
35
31 Jan 13
Issue 2
Arrange for supplies of stanchions, ropes, barricades and/or fencing for display areas and
aircraft. US and FSU aircraft in particular may well have restricted access and security
issues. Arrange and properly brief 24-hour security and crowd control. Static crews will
normally assist your contract or unit staff in crowd control.
Tow bars, tugs, and NATO-type adapters are generally in short supply. Make sure you have
arranged for them well in advance. Loan from other units and stations as required.
Coordinate all arrivals and parking with VASS, ATC, and your Static Display Team. In
planning, keep in mind weight-bearing capacity, turn radius and jet blast of military aircraft
that do not normally operate from your unit. Remain cognisant of non standard IFR,
instrument or operating procedures. Language!
Consider any unusual safety procedures regarding refuelling, starting of engines, taxiing and
towing. Coordinate briefing or training on non standard emergency egress / access
procedures with unit crash/fire crews.
Keep a log of support personnel and servicing requirements of each aircraft.
Arrange for an adequate supply of smoke oil. Make sure it is the type specified, especially by
the multi aircraft jet display teams.
Leave space on the apron to handle late support aircraft arrivals. Large jet or turbo prop
aircraft may be used to move support staff to/from venues. They may also need to park close
to the display item or team.
Coordinate transportation and accommodation requirements with the appropriate planning
group member. Foreign military personnel may have special or unique requirements and
there is always scope for misunderstanding!
36
31 Jan 13

PART 1
SECTION 6 STATIC DISPLAY AND FLY IN AIRCRAFT
1.6.1 Air displays invariably have some form of static display which may consist of
deliberate bids from RAF Events Team or a composite display made up of unit and
visiting aircraft. Statics vary in scale, for example RIAT, Waddington and Farnborough
have extensive display areas with around 200 items, whilst special events may have just
several aircraft.
1.6.2 Air shows also have the potential to attract numerous fly-in crews and transient
guests. Flying to an air show can be enjoyable if proper accommodation and services
are provided. But if your unit or station is ill equipped to receive and park static aircraft,
what could have been an enjoyable experience could degenerate into something much
less! The event, ultimately, is the loser.
1.6.3 You must determine early in the planning stage whether the airfield or location
can adequately and safely receive the planned number of static aircraft. When
determining available space, keep in mind that in many cases, resident aircraft must be
moved to other locations on the airfield to generate space for crowd viewing and static
display areas.
1.6.4 Therefore your first concern is to ensure proper parking for all aircraft normally
based at the host airfield, as operations may need to continue, for example, AT bases
supporting current operations and your flying display aircraft will need to get airborne!
Then determine space available for your static display area. Lastly, work out whether
there is enough remaining space to properly accommodate fly-in guests. If theres
insufficient space to host fly in aircraft, inform the aircraft commanders of parking
restrictions or alternate locations. The following guidance may be helpful in organising a
static display and visiting aircraft parking area:
Issue 2
Static display aircraft require participation approval and appropriate insurance. Ensure you
staff bids to the service participation and tasking agencies highlighted in this Section. At the
very least, you should request resources through Commands / Groups for special events /
unit families days. Avoid direct contact with mates to secure static items on an ad hoc
basis. Remember that JSP 360 applies if you invite civil aircraft. If an aircraft is damaged or
there is an occurrence without the chain of command aware of the activity it will all end in
red faces!
Nominate a dedicated team to your static display. Consider a theme or grouping scheme for
aesthetic purposes. For example; all rotary together, transport section, ISTAR display or
celebration display (XXth Anniversary of Naval, Army or Air Force Flying). Some static
displays have additional sideshows, tents, vehicles or equipment drill munitions, sensors or
interactive items (inert ejection seats). These will all need space, planning and crew
attendance.
Liaise closely with unit ops, air traffic control and your teams to develop arrival, taxiing,
parking and departure procedures.
Do not develop your static or fly in plan with a parking area that requires taxiing aircraft
through a spectator area. During all ground operations, including refuelling, servicing and at
any time when engines or rotors are running, a minimum separation of 15 m must be
maintained between spectator areas and the nearest point of the aircraft concerned. This
37
31 Jan 13
Issue 2
limit applies to aircraft taxiing or hover-taxiing, except when such taxiing is away from a
marked taxiway and without the assistance of a marshaller, when the minimum clearance is
increased to 65 m.
Inspect all potential parking areas for suitability and safety. All parking areas should be free
of pot holes, rocks or other debris that could cause damage to taxiing aircraft. Grass areas
should be mowed to prevent long grass from hiding any potential hazards.
Be extra careful with helicopters the downwash hazard can be significant. Those with
wheels can ground taxi into position. Skidded types will need to hover- taxi (increased
downwash!) or be ground handled into your display area. So ensure they bring wheels and
tow bars if required. Parked or static aircraft can be seriously damaged by downwash. Watch
out for tail rotor hazard when personnel are marshalling helicopters into position.
FOD fast jet and helicopter engines are susceptible to digesting discarded rubbish! Cut the
grass early, as helicopters will generate an impressive green cloud of new cuttings and you
risk contamination of the crowds lunches! Avoid allowing helicopters to arrive or depart low
level over personnel or the crowd enclosures. Panels have been known to fall off the aircraft
post static duty and claims for damaged tentage are common.
Develop a preliminary static plan to determine the numbers required to adequately staff the
parking team (VASS, marshallers etc).
Staff selected to park aircraft should have ground marshalling qualifications and experience.
Likely sources for parking crew staff are VASS, contractors and visiting crews themselves
they know the aircraft! Brief on ground weights, turn radius, wing / rotor spans and unusual
start / shut down procedures. Watch out for GSE / GPUs and loose items dont manoeuvre
aircraft into them! Ensure you have enough chocks and blocks. Have fuel in place and staff
instructed on how each aircraft will pay or sign for services.
Finalise the static / parking plan and brief all personnel of their respective roles to implement
it. Pay careful attention to clearing runways, taxi way and aprons as quickly but safely as
possible. Keep the public out of harms way if aircraft arrive to park or join the static display
on the day.
If HMRC service is necessary, make early contact and coordinate closely with officials.
If access to and from the fly-in parking area requires people to cross active runways or enter
unit secure areas, provide regular transport to and from the parking area. If evening activities
are planned, keep this service in operation until after completion of the last activity.
If regulations require that the fly-in parking area be clear of spectators during the display
performance, provide proper security to enforce the requirement. Therefore attempt to park
transient aircraft outside the live side.
If fly in aircraft will remain overnight, provide security.
Ensure that any agreed landing or display fees are collected / invoiced and tickets issued to
fly in guests.
Coordinate with VASS to meet static aircraft servicing requirements.
If special arrival, departure, or taxiing procedures are required, include that information when
distributing your operation order.
Check liability insurance for proper coverage of static and fly in aircraft (JSP 360 for civil).
Historically, bent props, damaged wingtips, etc. result in claims filed against event
organisers.
38
31 Jan 13

PART 1
SECTION 7 THE FLYING DISPLAY DIRECTOR (FDD)
References:
A.
B.
C.
RA2335
CAP 393 Article 162.
CAP 403 Chapter 2.
1.7.1 The AOA is to appoint a FDD to be in charge of flying at military Flying Displays.
The FDD is to be responsible for the co-ordination, control and safety of all flying
activities and has primacy over the Event Organiser for all matters relating to Air
Safety. He is to issue a programme and specific regulations for the display including
orders for post-crash management. FDDs are to appoint a Flying Control Committee
(FCC) to ensure adequate assessment and scrutiny of participants.
1.7.2 The FDD is to be an officer or suitably qualified and experienced person (SQEP)
of relevant and required experience, commensurate with the task. Where appropriate,
he may scrutinize any display prior to a performance before spectators. He is also
responsible for notification of the Flying Display in accordance with RA 2335 para 4.
The FDD is to arrange for the briefing of participants. All military and civil participants are
to attend a display briefing or receive a telephone brief prior to their display. Where
circumstances dictate, more than one briefing may be necessary to cater for all
participants.
1.7.3 The role of the FDD at both military and civil displays is vital. The ANO,
supported by CAP 403, proscribes legal and regulatory imperatives for a FDD at civil
events. RA2335 regulates the responsibilities of the military Display Director and states
he is to be responsible for the coordination, control and safety of all flying activities. To
satisfy these criteria it is not sufficient to just arrive in the tower on the day and enjoy the
show! There are three words that we believe encapsulates the role of an FDD
oversight, direction and control. He or she is without doubt the event organisers right
hand person. The FDD should be in control of flying during Press and / or rehearsal days
and not distracted with interviews or hosting. There is potentially more scope for an
occurrence on the non public days and firm control of activity is essential.
1.7.4 There is also a danger that the FDD becomes the catch all for the event and his
or her portfolio increases as ground or organisational issues unfold. This mission creep
is to be avoided. The FDD must be off-loaded wherever possible to retain clarity over
flying aspects. As a rule and subject to the scale of the event the FDD will be expected
to address the following key areas:
Issue 2
Location / site assessment.

Crowd enclosures determine criteria for exceptional overflight and note those
formation teams with crowd rear arrival exceptions.
Display lines and markers.
Setting of minimum vertical and lateral separations (if more stringent than extant
regulations).
Setting of maximum speeds.
39
31 Jan 13
Setting of weather minima (if more stringent than extant regulations).

Aircraft ground manoeuvre and static parking.
BATSIM and related safety aspects.
Communications including utility and allocation of approved frequencies.
Compilation of the Display Programme.
Display Brief.
Participant / Aircrew Brief Pack.
Display crew DA / PDA check.
Parachuting Display team checks.
Compilation and publishing event flying orders.
Model aircraft, balloons as part of a display.
1.7.5 The additional areas below fall under the remit of the FDD, but may be
undertaken by the event organiser or delegated team:
Event Risk Assessment and Emergency Plan.

Notification of the event to local authorities and CAA.
Booking Airspace with DAP UAS.
Car parking with due regard to their proximity to display lines.
Civil display aircraft document checks (e.g. Insurance, CofA)
Co-ordination and control of pleasure flights.
1.7.6 Many of the above areas are covered in detail in the relevant annexes and the
signposted references. Remember, where a task area is delegated - retain oversight,
direct as required and control the activity!
DISPLAY SCHEDULE
1.7.7 The flying portion of your display will only be successful after hours of planning,
coordination and cooperation. The display must, at all times, be safe for spectators and
display crews.
1.7.8 The construct of a display programme will depend entirely on the scale of the
event and type and number of items attending. A major international airshow may
contain up to 50 items running over an tight 8 hour programme, but a unit families day
may compose of just 6 items gapped over a couple of hours. Try not to make the display
slots too tight and as a guide try to leave at least 2 minutes between events.
Try to make it easy for participants: take-off, display, land is easiest from an organisers
point of view. Run the show yourself and keep an oversight of whole thing. If possible
co-opt good air traffic controllers to do the actual asset marshalling work. Finally, after
praying for good weather, the final production of your programme will be dependant
upon a variety of factors, some of which are highlighted below.
Issue 2
Display window may be constrained by local authority, environmental and other planning
permissions. For example, no fast jet (reheat) displays before 1000 hrs or after 1800 hrs. The
event permission itself may include some restrictive only between times.
Geography seaside, harbours, lake side, river / valley and small airfield / agricultural sites
will constrain or negate high energy, high radius turn items. You may therefore be limited to
Warbirds, flypasts and helicopters. Remember nearby conurbation may also prohibit or
constrain some displays.
40
31 Jan 13
Issue 2
Airspace commercial / military ATM may impinge upon the height and times available for
your display.
Traffic and crowd ingress / egress will also dictate your start and stop timings. Allow time to
get your paying audience on site before you start!
Runway availability if you plan to have vehicle parades in front of the crowd. This will
restrict flying traffic for the period. Aim to do this activity as a first item.
Some items will have fixed display times as teams and popular items may have several
shows to attend on the day.
Aircraft may either; take off display land, display and depart off slot or fly in display
depart or land off slot. Many aircraft may be required to hold or wish to hold (possibly to attain
safe display weight) before their display slot. Generally, display crews will try to be flexible
and accommodate your plan. Obtain accurate display sequence timings from your
participants. Military items are relatively easy to programme with their fixed PDA routines.
Bear in mind that take offs and landings and fly in / out, generate activity and interest.
Consider this in your overall plan.
Never refuse a flypast if it is authorised and can be accommodated in your production. It is
likely to be gratis and adds interest to your event. But do not pressure or distract other display
items to facilitate the flypast. Especially during rehearsal or press days.
Determine your audience and priorities. Is my event aimed at the general public, industry,
VIPs or dependants / staff? This will steer where you place certain items in the programme.
Reheat during a VVIP lunch or meet & greet might not be a good idea. Anoraks and spotters
will generally stay for the unique item or popular display team. Place them strategically in the
programme to pre-empt crowd departure.
Avoid placing slow recovery items ahead of teams with restrictive criteria (e.g. fast jet display
and parachute teams). For example flypasts or off slot departures ahead of RAFAT are
good ideas.
Royal Flight or VVIP arrivals and departures will require careful planning and co-ordination.
Parachute displays can restrict flying, ground movements and aircraft starts. They also take
time to execute (e.g. woody drop, salutes and drop aircraft flyby). Plan to have something in
the hold ready to run in and display once all chutes are on the ground. Especially if your
programme is tight.
Glider displays remember to allow time for the tow to launch height and airframe recovery
post landing.
Hot Air Balloons are useful attractions. They can be inflated and tethered as a form of static
display or launched subject to met conditions. If launched ensure you allow plenty of time for
the balloon to clear the display area. Ideally, tethered balloons must be deflated or partially
deflated (unable to launch) before other display activity commences. Where concurrent flying
does take place, a max tethered height must be imposed. If Free Flight is planned ensure the
airspace is free of manned systems before the Balloon Master approves flight. Separation
criteria for manned balloons can be obtained from the British Balloon and Airship Club
(BBAC).
Large scale model aircraft are gaining popularity at venues. Treat them as normal display
items with defined slot times.
UAVS are also emerging display items. Like parachutes and gliders they require plenty of
time for launch and recovery. They are useful platforms for crowd estimation and
photography.
Role Demonstrations. Winching, fast roping, tactical landings, heliborne assault and
simulated ground attacks are popular with the public. They require sufficient time and detailed
co-ordination. If they are your centrepiece, clever timing in the programming will be essential
to success.
41
31 Jan 13
There are some unique display items that can prove a challenge to the programme. For
example, glider and tug combinations (consider holding high with a tug and put on a low
level item eg helo role demo), multi aircraft formation dog fights and even a micro light and
bird formation!
Subject to your risk assessment, the use of flares during displays must be carefully planned
and controlled see Section 10.
Remember - at all times, maintain safety as your first consideration, followed by variety and
entertainment.
Remember also if you are planning to continue normal and / or commercial operations at
your site, de-conflict the display flying schedule with ops / commercial schedules.
1.7.9 A successful display will be a blend of the above and other key ingredients. For
example, try and adopt a theme or celebration. Balance fast jet with slow movers and
rotary. Capture crowd centre but do not forget the whole of the crowd line at some
venues this may be some distance! Consider utility of a display producer, working with
the FDD who can focus and advise upon aesthetic aspects. Use your commentator!
THE DISPLAY BRIEFING
1.7.10 One of the most important responsibilities for any FDD is the production and
delivery of a comprehensive, professional and clear display brief. Its effectiveness will be
evident in the conduct of the displays crews and a safe, seamless (less unforeseen
eventualities), incident free execution of the display programme.
1.7.11 The scale and detail of the brief will be directly related to the scale of the event.
However it must cover minimum fundamental areas and a representative military display
brief format is given after the following checklist. It must also be coherent with any
issued aircrew display information pack and operational orders that have been published
(an exemplary Aircrew Brief is linked to this document). Any amendments to those
documents must be briefed at the main brief. The checklist below can be modified to
suit:
Issue 2
Prepare the individual briefing sheets if necessary.

Time the briefing(s) to allow performers to get meals and travel from
accommodation. An early special briefing may be required for BATSIM staff,
early display items and / or those who require travel to remote mounting bases.
Major events tend to hold two mass briefings.
Have primary media ready and checked PC, Laptop, Projector. Visual aids are
important and Powerpoint briefs are now common place. As a minimum, include
the items at the example military brief given below.
Have backup media to hand: blackboard, chalk, pointers, paper, etc.
Arrange briefing room seating. Have desk or table at hand.
Conduct your display TIME CHECK normally BT speaking clock or the FDDs
watch! Remember by convention display slots are LOCAL, but the rest of your
timings may be in ZULU.
It is mandatory for display crews, team leaders or designated representatives to
have attended the mass brief or received at least a telephone brief if flying into
the event. They should also sign a display brief attendance sheet. No brief; no
fly! have one ready for signature.
Ensure as minimum; Air Traffic Control (if employed at the venue), FCC, Met
42
31 Jan 13
Office representatives, commentator are at the briefing and ready to provide

input. Consider additional personnel; Ops Staff, Admin and Support.
Allow time for the FCC and / or MAA inspectors to scrutinise civil DAs if required.
Note: this is normally done ahead of the event by Flt Ops / FDD.
Review Airspace Reservations, NOTAMs, holds, IFR procedures, alternates and
diversions. Other air activity in the vicinity.
Briefing should include mobile telephone POC for key staff.
Provide Actual and TAF weather forecasts for the event and diversion airfields.
Forecast winds are normally used to determine the duty or display runway.
Include the method of communicating changes if actual weather conditions
change.
Make a detailed explanation of any additional limits or minima at the briefing.
Identify any obstacles, special procedures, no over fly locations and / or
prohibited areas.
Present the final programme along with the latest version in print and ensure
each display crew has a copy. It is useful to colour code final versions.
Highlight procedures to be used in the event of various emergencies, including
weather, security and aircraft accidents (airborne or on the ground).
Brief frequencies and communication plan.
Advise all crews to be ready to display at least 1 event prior to their scheduled
slot on the programme. Nominate a (Ground) frequency to check in when
ready.
Cover administrative issues; items including times, places for social events,
transportation, etc.
Finally, allow ample opportunity for crews to make comments or ask specific
questions. This is the time to resolve slot, programme, holding and recovery
issues. The FDD, AT Controller and crews can usually identify and agree areas
that can improve efficiency in the raw programme. For example, subject to
agreement, slow moving formation teams, rotary or aging aircraft may be able to
hold closer to the field when a fast jet is displaying, thereby reducing run in times.
Hold any special event briefings after the general briefing. These would include
ceremonial fly-bys after the main display has ended.
Brief departure procedures separately this normally results in huge debate and
negotiation!
REGULATORY COMPLIANCE
1.7.12 The FDD must also ensure all pertinent regulations, orders and directives are
followed from, the parking of display items, static and fly-in aircraft through to the actual
display itself. If the organiser and his task teams are not conversant with RA2335, CAP
403 or STANAG 3533 regulations, it may be prudent for the FDD to consult a SQEP with
expertise in this area to provision advice. Working with the MAA display desk and CAA
inspectors are courses of action recommended to ensure an awareness of and
compliance with all regulations, especially if civil or unique items are attending.
Additional factors for the FDD to consider are highlighted below:
Issue 2
Ensure that all military display crews are correctly PDA authorised and current. Verify that
participation is approved and that their routines are designed in compliance with current
regulations. Where exceptions for crowd rear arrival or over flight are granted these must be
indicated in either the PDA or Team SOP.
43
31 Jan 13
Ensure that all civil display crews hold; appropriate licence, valid insurance, any required
exceptions, an aircraft CofA and current medical. Also that their declared manoeuvres
(standard, intermediate, advanced or unlimited) are compliant with their current DA. Note that
formation flying also requires a CAA DA.
Civil registered aircraft are required to obtain an exception to the ANO Rules of the Air Rule 5
500ft Low Flying, when displaying at a military event. The MAA applies annually and holds
this exception for all government aerodromes. It is also valid for displays at sites other than
aerodromes.
Ensure that all parachute display teams hold; ANO Article 130 and 131 permission and
exceptions, valid insurance, drop aircraft Cof A and will be jumping under a recognised and
approved Parachute Operations Manual (e.g. CGOs, Air Staff Instructions or BPA). Note that
teams may be approved to dispatch from either military or civil aircraft. Check that
Check any regulations and appropriate licence requirements for balloons and model aircraft
displays if they are participating.
Ensure that pleasure flights are; fully contracted, have an AOC and the crews hold licences.
Where an ANO Article 162 exception is required, submit an application for waiver to the CAA
in time to permit complete review of all the necessary regulations. 90 to 120 days is not too
early to submit the application.
Check any exceptions and special provisions to DAs and determine any conflictions with
event orders or minima.
Ensure that all operational personnel, FCC, ATC and inspectors are aware of any exceptions.
THE FDD AND EMERGENCIES

1.7.13 Recall that the FDD is also responsible for contingency plans to cover the
eventuality of an aircraft accident on or near the airfield during the period of the display.
Section 13 gives the detailed guidance on the emergency plan, however, if the FDD is
not convinced that he has the resources to maintain the right level Duty of Care, then it
his responsibility to cancel the display. In the unlikely event of a crash during the
display, then a checklist for the FDD is essential. This will form part of the emergency
plan and operational order.
Issue 2
44
31 Jan 13
ATTACHMENT 1
TO SECTION 7
PART 1
EXAMPLE - MILITARY AIR DISPLAY BRIEF
Time Check (based on BT Speaking Clock or FDDs watch).

Nominal Roll Attendance check.
Unit Commanders Address
The Mission / Aim of the Event. (Slide)
Met Brief. (Slide or other media).
ATC Brief:
Duty or Display Runway Details. (Slide)

Taxy Routings.
Display Lines and Markers.
Sterile and Closed areas.
Frequencies (e.g. ATIS, Ground, Tower, App and Display). (Slide)
Holds and IFR details. (Slide)
Diversion Details. (Slide)
Local Area Brief Avoids and Sensitive areas. (Slide if required).
Airspace (RA(T)) and NOTAMs. (Slide if required)
Rules and Regulations Brief:
Military and Civil (If applicable) Flying Regulations. (Slide)

Conventional Fixed Wing Aircraft. (Slide)
VSTOL Aircraft. (Slide)
Helicopters. (Slide)
Minimum Heights. (Slide)
Weather Minima. (Slide)
Flying Programme Brief:
Gant / bar type or suitable chronological chart. (Slide)

Refer to issued colour or numbered coded final programmes.
Flight Safety Statement

Questions / Individual Briefings / De-confliction / Negotiations / Departures
Issue 2
45
31 Jan 13

PART 1
SECTION 8 - FLYING CONTROL COMMITTEES
A.
B.
RA2335(2).
CAP 403.
1.8.1 Flying Control Committee (FCC). Each FCC will consist of the FDD, who may
act as Chairman of the committee, and additional members co-opted from nominated
military or approved civilian individuals who have the requisite expertise of Display Flying
and/or organization. The members of the FCC will, in particular:
Assist the FDD in the organising and safe execution of the Flying Display.
Assist the FDD with the monitoring and controlling of the standard and safety of
all flying, and advise where restrictions or additional limitations are required.
Scrutinize participation of all crews.
BACKGROUND
1.8.2 Display Flying Notes 1997 carried an article on FCCs which had been a feature
of the Farnborough International and Royal International Air Tattoo (RIAT) airshows for a
number of years. FCCs were introduced formally for the major RAF airshows in 1996
through the medium of JSP 318. For those unfamiliar with FCCs, they are composed of
an appropriate number of suitably qualified and experienced people (SQEPs) and
headed by the FDD. Specialists, for example a civilian display pilot or an ATC adviser,
may be co-opted.
ROLE OF THE FCC
1.8.3 Not only do FDDs have an equally demanding task in co-ordinating the display
programme to provide a safe environment for participants and onlookers alike, but are
responsible for the safe conduct and control of flying activity. FDDs are to appoint an
FCC to undertake adequate assessment and scrutiny of participants, ensuring that
safety standards are maintained throughout the display. TORs may be issued.
1.8.4 The number and composition of the FCC will depend on the number of items
displaying at the event. Where there are less than 6 items, at the discretion of the FDD
a FCC may not be constituted, with responsibility remaining solely with the FDD. For
more than 6 items it is essential to constitute a FCC. Again the numbers and types
of display items will dictate the numbers and make up of a supporting FCC. For a major
event with a FCC of 4 SQEPs the composition and example expertise could be;
FCC Chair (if not the FDD normally at large scale events).
FCC 1 - Fast Jet (Singleton / Team).
FCC 2 - Light Fixed Wing / Warbird / Multi Engine (Singleton / Team).
FCC 3 - Rotary (Singleton / Team).
FCC 4 - Civil / Glider/ Parachuting.
1.8.5 The members of a particular FCC should be selected well before the display. In
assembling their FCC, the FDD may well find that there are insufficient appropriately
Issue 2
46
31 Jan 13

experienced candidates at home base to provide a properly balanced team. Thus, they
may need to look further a field, either to people they know or to the MAA or CAA where
a database of approved SQEPs is maintained. The members of the FCC will need to
keep tabs on the display programme as it develops, although it is not essential for them
to attend pre-display meetings.
1.8.6 The FCC normally assembles a day or two before the show and disperses when
show activity and the FCC report complete. Just prior to the show, they will need to be
present to;
Familiarise themselves with the arrangements and local regulations and to

ensure that the display area is properly marked.
Approve individual or team displays.
They must attend the Display Brief. It is good protocol to introduce the members
to the display crews.
Check the currency and availability of regulatory documents.
Assist participants and attend briefings and they will monitor each individual
display for safety and compliance with regulations.
If breaches of regulations or other matters of concern do arise, they may be
involved in debriefing the pilot and deciding on further action.
1.8.7 On the day, the FCC will position themselves at FDD designated vantage points
in order to observe, monitor and scrutinise display flying activity. This may be;
On the ATC balcony (remember visibility directly above the field from inside ATC
is not possible!).
A grandstand platform with or near to the commentator. Ideally at Crowd
Centre (CC).
A segregated enclosure at or near CC.
A purpose designed Portakabin at or near CC.
On the minimum lateral display line at the marked CC. Normally located only at
large events where the FCC may be split. Note that personnel will be live side
during display activity indicate this is your risk assessment.
1.8.8 It is imperative that the FCC have good communications with the FDD, ATC (if
utilised) and the displaying aircraft. It is strongly recommended that FCC members are
mandated by the FDD, on his behalf, to communicate directly on the display frequency
to stop the displaying aircraft for air safety reasons. Also consider a communication
link from the FCC to SILVER or event control as members are likely to be the first to
predicate or witness an aircraft crash.
1.8.9 So whats in it for you? To prepare for each season, a training day will be
organised by the MAA. Normally in March, for existing and potential FCC members and
others with an interest. If you have suitable experience and an interest or inclination for
the job, membership of an FCC offers you a few days away, inevitably over a weekend,
the chance to make an invaluable contribution to the success of a flying display, and
enhances your experience into the bargain. And you get to watch the show, usually from
the best seat in the house, for free with lunch provided!
Issue 2
47
31 Jan 13
DISPLAY SCRUTINY
1.8.10 How do you decide that a particular display is safe? Firstly, you will have your
own and the collective experience, knowledge and expertise of the FCC to draw upon.
Secondly, your experience in display flying will also give you a good feel for what the
display pilot is striving to achieve with his type of aircraft in the prevailing conditions.
Finally, you should seek out and exploit knowledge and provenance from the display
fraternity (e.g. organisers, FDDs, FCC members, display pilots and supervisors)
regarding the individual and his aircraft or team.
1.8.11 For military aircraft, the display will have been approved by the AOA, so this
should give you a more comfortable feeling. The crew will have been subject to a taut
approved training plan, mentoring, periodic supervisor checks and scrutiny of
performance by his approving officer. The PDA is the resultant and assurance document
of this process.
1.8.12 Any British Military formation team will be operating to an approved SOP and / or
a PDA. It is the FDDs responsibility to ensure that he has read and accepted the SOP
or PDA prior to the display. Validation of foreign participants must be conducted
following FDD scrutiny of the national PDA equivalent and other relevant material, prior
to the on-site rehearsal. For NATO and Non-NATO military display teams their display
must be validated by DH or FDD observation of a rehearsal prior to display
participation. However, the FDD may accept a verbal brief from another FDD who has
observed the display during a recent validation at a UK display flown in the current
season in lieu of an on-site display rehearsal. However, if there is any doubt a fully
scrutinised rehearsal must take place.
1.8.13 For civilian aircraft, the display pilot must have an authorisation from the CAA
known as the Display Authorisation (DA), clearing him to display. The display sequence
needs to be looked at closely to ensure that individual manoeuvres are in accord with
the DA1. It is also essential that the FDD has some indication from the civilian display
pilot of the number of times he has flown the display sequence he intends to fly at this
airshow.
1.8.14 The following checklist, not exhaustive, provides guidance and tips for FCC
members;
For all aircraft you must have sight or knowledge of the display routine.
Determine provenance and / or track record of the team or item.
Investigate safety record and identify any historical issues.
Obtain copy of; SOP, PDA, Ribbon Diagram, routine brief.
Exploit You Tube and the web for video of recent displays.
Contact FDD / FCC of shows that the item has recently appeared.
1
There are various types of DA dependent on the type of display to be flown. The display pilot has to satisfy
the CAA that he is competent to perform manoeuvres up to the requirement for that DA. Once he has a DA,
the pilot can organise his sequence in any manner he wishes provided he does not perform manoeuvres of
the type that are not covered in his DA. Therefore, he can legally change his sequence at any time without
further approval from the CAA.
Issue 2
48
31 Jan 13
Be cognisant of, but do not be swayed, by anecdotal comments on individual

performances it may just have been the prevailing conditions on the day!
If in doubt request a scrutiny slot through the FDD.
Note any handling quirks tends to dish out of a Derry to the left or energy
appears a little low at stall turn gate entry.
Satisfy yourself (and the FDD) that there are no manoeuvres that are potentially
dangerous at your show.
Consideration should be given for airfield topography and crowd areas etc.
1.8.15 It is important that the FDD prescribes and informs the FCC of the criteria by
which a display item is cautioned or stopped. The following are offered for consideration:
A display item may be stopped for any flight safety reason not directly related to
the routine or handling itself (e.g. ground incident, RA(T) penetration by unknown
or conflicting traffic).
Singular and minor penetrations of lateral and vertical minima (display lines) may
be due to challenging weather conditions. If corrected, it is normal to allow the
item to continue. If not, a short advisory message may be transmitted on the
display frequency.
Obvious poor handling and / or failure to capture gates may also be cautioned.
However, if they are not corrected or develop to extremes, it may require a stop
call to the pilot.
Obvious violations of crowd lines and lateral / vertical limits may require
immediate action.
Remain mindful that a pilot may elect for crowd / car park over flight rather than
jeopardise the aircraft, crew or other team members, for flight safety reasons.
Knowledge of the routine, conditions and experience will generally give you a feel
if this is the case. If in doubt verify that is what the display frequency is for.
If there is any doubt whether a display item is safe to continue, there is no doubt
call it!
1.8.16 FCCs have been used most effectively in the past and it is an invaluable tool for
the larger displays in the effective supervision and control of flying. It is strongly
recommended that they are utilised in some form at your event, especially where display
flying will take place.
Issue 2
49
31 Jan 13

ATTACHMENT 1
TO SECTION 8
PART 1
EXAMPLE - TERMS OF REFERENCE FOR FCC MEMBERS FOR XXXXX AIR SHOW
XX AUG 20XX
References:
A.
B.
RA2335
XXX Air Show Air Operation Order dated XX Jul XX
1.
The XXX Air Show 20XX FCC is a committee comprising an appropriate
number of suitably qualified and experienced personnel as laid down in RA2335. The
FCC is not in the direct organisational chain for XXXX Air Show and will be formed in
order to; assist the FDD with oversight, assessment and scrutiny of participants to
ensure that safety standards are maintained throughout the display.
2.
Members are to offer advice and opinions to the FDD pertaining to the safe
conduct of any flying display routine.
3.
Those co-opted on to the FCC are to:

a. At least 4-6 weeks prior to the display, and through the FDD, ensure that they
are made aware of the display programme and, subsequently, any changes.
b. Satisfy themselves that display sequences are properly cleared and authorised
and accord with national rules and regulations and do not conflict with any local rules
and regulations. There may be a need to view certain displays. MAA, CAA and
Command display staff may need to be consulted.
c. Satisfy themselves, in consultation with the FDD, that the display programme is
sensible and reasonable and that there are no flight safety conflictions.
d. Advise the FDD to notify the relevant authorities of any concerns, clearances
needed, or further information required. Participation at an air display is not to be
cleared until the FDD has been satisfied that all relevant clearances have been
given.
e. Be available prior to the display (1-2 days) for consultation with display
crews/organisers as necessary.
2.
On the display day(s) the FCC is to:

a.
b.
Issue 2
Be present at the display briefing and introduced to display participants.

View the display from a position designated by the FDD, to ensure immediate
contact can be maintained with the display controlling authorities. One member
of the FCC may need to be positioned near to the display crowd line.
50
31 Jan 13

c. Ensure that all rules and regulations are adhered to throughout the display, and
that any infringements are properly reported and/or dealt with.
d. Debrief display crews and authorities as deemed necessary.
e. The Chairman of the FCC is to assist the FDD in the submission of a post display
report in accordance with the directions issued by the approving authority.
f. In the event of an unplanned or flight safety occurrence, the Chairman of the
FCC is to assist the FDD in submission of a Defence Flight Safety Occurrence
Report (DFSOR) report within 2 working days of the event. Where required this
should be in concert with the aircraft commander.
Issue 2
51
31 Jan 13

PART 1
SECTION 9 GROUND PLAN
References:
A.
B.
C.
JSP 375 Leaflet 57.

HSG 195 The Purple Guide.
HSE HS (G) 81 Fairgrounds and Amusement Parks.
1.9.1 At any time hundreds or perhaps thousands of people will gather at your event. There is a
massive requirement for good grounds and facilities management. Your planning teams must work
closely with each other to ensure a smooth event operation. This area of responsibility overlaps and
affects every aspect of the show. Careful consideration must be given to leadership of the ground
team as he/she will be required to devote a tremendous amount of work, time and attention to detail!
1.9.2 Traffic management is likely to be your biggest problem area. Keeping the traffic flowing, with
follow on expeditious parking is the aim. A sound plan coupled with good co-operation between
Police and your own stewards will be required. Consider separate colour coded routing for public,
staff, contractors and above all participants. No sense in having the display crew in the traffic tail
back when he should be wowing the crowds! Exclusive entry gates are also good options.
1.9.3 You must ensure that all regulations pertaining to safety at public events on MOD property are
implemented. In addition, you should take into account and demonstrate reasonable equivalency of
the Purple Guide. The references above give detailed guidance for event organisers and
participants. The following key areas should be considered:
Issue 2
Coordinate with airfield and/or site staff and have regular meetings to keep them updated of
developments and requirements. Get your HSAW advisor on your planning team who will
also be your RIDDOR point of contact.
Remain alert to the requirements for disabled facilities, lost children, animals on site (not
advised at air displays unless controlled, e.g. Police, Search and Display Teams) and other
welfare gotchas.
Think environmental issues, e.g. water table, rubbish disposal, noise management, traffic
management, fuel spillage measures etc.
Arrange for any construction, tentage, signage and installation of utility supplies if needed.
Consider illumination, emergency lighting, cable clearance (over and under ground)
Arrange for necessary barricades, fencing, ropes, stanchions and other crowd-control devices
to be purchased, leased or borrowed, delivered and installed in a timely manner. Obtain a
good airfield or site layout diagram.
Work with appropriate teams to determine location of all static displays and provide for
necessary security and crowd control.
Work with stalls and catering teams to establish a plan for the location of stalls. Make sure
required electrical power is available where and when needed.
Consider military equipment, such as tanks, heavy trucks and other weapons displays that
often have unusual weight requirements. Coordinate with airfield and ATC personnel to make
sure no damage occurs to aprons, taxi ways and access roads.
Set up and clearly mark parking areas and traffic routes on site. You may elect to utilise a
shuttle bus systems to move the public or staff. Keep a route clear if you do.
Arrange for hire of portable lavatories. The contract must include provisions to pump and re-
52
31 Jan 13
Issue 2
supply with chemicals and toilet paper for each day of use.
Most displays are in the summer months - drinking water is essential and supplies must be
readily available on site. Ensure you supply staff and display crews with bottled water, either
collected or delivered (VASS and display items may be some distance away from hospitality
tents). Arrange secondary transport of sufficient quantities of water to the event if required. If
possible, arrange for a gratis supply of bottled water for the public in the event of extremely
hot weather.
Arrange for conveniently-located waste bins for spectators use. Sufficient numbers will
reduce post-show clean up. (Prompt and thorough cleaning of the site will be required to
return airfield back to operational status FOD plod!).
Arrange for emptying of bins and skips throughout the day and for removal from the site at
the end of each day.
Coordinate with entrance and gate tickets sales team to make sure traffic cones, lane
dividers, and entrance locations are properly set up.
Provide personnel to meet and direct arriving staff, stall holders, static display crews and
exhibitors and provide each with a diagram / admin instruction that shows the location of their
designated site.
Coordinate with security staff to properly mark and secure any areas that are off limits to
spectators.
Arrange for the best possible PA system it will make or break your commentary! Coordinate
power requirements, location of speakers and cable laying. Make sure sound covers all
spectator viewing areas including VIP and private party chalets. Engage a contractor or your
media ops staff to set up the system.
Provide for a commentators platform that allows good visibility for the announcer and
assistants. It is recommended that this platform or cabin is at crowd centre and as near to
event control as possible. This will ensure promptness and coherency in communicating,
admin, security or emergency messages.
Plan entrance and exits for emergency vehicles and emergency aircraft (Fireball helicopter
with water bucket).
Plan alternate entrances and exits for emergency vehicles in the event primary routes are
blocked co-ordinate with your emergency planning team.
Plan a route for participating aircraft to get from hangars to the flight line or apron area that
minimises impact upon stalls and stands.
Locate VIP tents on the flight line, but leave room for the paying public to enjoy clear viewing
areas.
Designate a central location (event or show control) for resolving problems. Staff it with a
decision maker who has the authority to take action. Ensure both the commentator and event
control has communications with, FDD, ATC and SILVER / BRONZE command as a
minimum.
53
31 Jan 13

PART 1
SECTION 10 GROUND EFFECTS, PYROTECHNICS, FLARES AND BATTLE
SIMULATION
References:
A.
B.
C.
D.
RA2335.
HSG 195 Chapter 17.
JSP 403 Volume 5 Chapter 1 Battle Simulation.
AC71685 Military Engineering Vol II Pam 4A.
1.10.1
If you are contemplating adding further excitement to your display
consider the utility of pyrotechnics very carefully. A detailed risk assessment will be
essential. The field of pyrotechnics, fireworks and battle simulation (BATSIM - simulated
explosions and shell bursts) is complex, especially in the areas of licensing and the
transport of hazardous materials (HAZMAT). The following common-sense suggestions
may help you experience the excitement of bangs while reducing some of the dangers
inherent in explosives. You must seek expert advice from single service ammunition,
explosive and ordinance disposal (EOD) technical staff and the Royal Engineers (RE).
Do not under any circumstances attempt to locally manufacture your own BATSIM
exploding fuel air devices!
1.10.2
You should only engage an approved contractor or utilise RE personnel
to arrange ground effects or BATSIM. Consider the following:
Know all legal and regulatory requirements.

Get references on your contractor before engaging who must be authorised
under the HSE. This is serious business for professionals only.
Contact the HAZMAT coordinator at your unit (QM, Logistics Officer) or DFS for
assistance.
Establish a secure, remote area for storage and staging of all materials.
Arrange for fire coverage whenever activity occurs in your BATSIM area.
Do not let ground BATSIM for bombing or gun runs to be laid on the display
line. Offset BATSIM to the live side.
Clearly mark ground BATSIM areas with hi-vis markers so that vehicles, gliders
and possible emergency operations know what areas to avoid.
Some areas may need to be pre-burned to avoid stopping your show to
extinguish a grass fire on the airport. Seek the advice of your RE staff /
contractor and Defence Fire Service.
Make sure your event and your contractor have insurance cover for the pyro
activities you plan to execute.
Include your BATSIM staff / contractor in your briefing and fully brief all
participants on the planned BATSIM activities and emergency procedures.
Eliminate any risk of unexploded BATSIM remaining after the show.
Make sure your BATSIM poses no potential problems to civil facilities that may
be located at the air show site.
Develop a dependable communications link with your BATSIM staff / contractor
so that you can stop the activities at any time.
`
Issue 2
54
31 Jan 13
Do not allow organisational staff handle or use any materials they are not
licensed and trained to use.
Insist that BATSIM materials are stored at a secure, remote site at the event
location.
Inform all teams when transporting HAZMAT material so they can prepare for its
arrival and store it properly.
1.10.3 UK military display regulations allow the use of IRCM (Flares) during selected
displays subject to a robust risk assessment. The following points are for consideration
by display crews in respect of ground operations:
Issue 2
Do not fly over the crowd when you have a load of flares on board (not
withstanding wing-tip smoke).
Flares should be released in the vertical and at sufficient height to ensure full
flare burn out.
Ensure the flare firing system remains electrically isolated until airborne.
Make sure the firing system can be shut down in flight in the event of an
emergency.
Ground (earth) your aircraft during flare up / down load.
Load and set up flares in a remote area away from spectators. Arrange this
location with the FDD. Include a misfire parking location.
Fuel your aircraft before going to the remote area to load and set up. Do not fuel
in the remote area.
Unload your flares in the remote area immediately after your performance.
Consider the effect of winds and altitude on the fallout and residue of burning
flares see Part 2 Display Flying
Consider whether electrical storms or radio frequencies (RF RADHAZ) can
conflict with your firing mechanisms.
55
31 Jan 13

PART 1
SECTION 11 AIR TRAFFIC CONTROL
References:
A.
ATM 3000 Series Regulatory Articles and Manual of Air Traffic
Management.
B.
CAP 403 Chapter 5.
1.11.1 Where an ATC service is established at a display site (flying station or airfield), it
is normal practice that ATC staff assist the appointed FDD in his responsibility in
ensuring the safe conduct of the display. It must therefore be recognised by ATC staff
that the FDD has primacy in all flying control matters directly associated with the display
during the prescribed display window.
1.11.2 Where no ATC service exists at an approved display site, ATC personnel may be
co-opted or detached to provide a basic air to ground service.
1.11.3 Orchestration and execution of a display requires aircraft and crews to undertake
many non standard manoeuvres and procedures. All of this unusual activity can be both
an education and exciting challenge for controllers. A flexible and efficient ATC team is a
therefore a valuable key asset for the FDD.
1.11.3 It is worth noting that; neither military nor civil air traffic regulations have any
mandated phraseology directly related to display flying. For example the term clear to
display has no definitive meaning other than that of convention within the display
fraternity. One interpretation of this convention might be The RA (T) is yours, at your
discretion proceed as authorised by your AOA and the FDD, or until told to stop by the
FDD or his representative, or until you have declared that your non standard activity is
complete. We will endeavour to protect you from other traffic during this period and only
talk to you if safety is likely to be compromised. However, it is accepted that standard
phraseology is extant when advising, directing and controlling displaying aircraft pre and
post display slots.
1.11.4 The following checklist provides guidance on ATC issues:
Issue 2
Consideration should be given to the protection of aircraft during their display, positioning for
that display and departing en-route. It is highly probable that additional procedures such as
holds and entry/exit lanes will have to be established for the duration of the event, including
any periods of display practice or approval. NOTAM notification will be required see Section
12.
Traffic to and from your display may be conducted as Operational or General Air Traffic (OAT
/GAT). Sensitive or unusual aircraft may require escort through UK airspace plan ahead!
Remember that some display aircraft may require pressure in inches.
Be prepared for formation aircraft arrivals and non standard runway procedures. It may be
prudent to; set minimum Run in and Break heights and maximum speeds and mandate circuit
direction to avoid over flight of the crowd enclosures.
For major shows with numerous participants unit ATC may be required to liaise with ATM
controlling authorities for Traffic Flow Management.
56
31 Jan 13
Issue 2
Be prepared to have a team member in ATC to interpret where fluency in the English
language may be problematic. Especially for non NATO foreign items.
Planning should take into account weather minimums and the difficulties that might be
encountered should the weather deteriorate and holds become un-useable. Negotiate
diversion airfields.
Display planning should include all aspects of vehicular movement on the airfield, including
display flying periods. Ideally, vehicles will avoid crossing the main runway but this may be
impractical so consideration needs to be given to how and when crossings can be made.
Additional briefing will be needed for visiting drivers including emergency service vehicles.
Additional aircraft ground movements will require careful planning to ensure an effective flow
of traffic. The ground handing plan should consider the use of follow-me vehicles. Aircraft
ground support teams will need appropriate briefing and guidance.
At off base sites, tactical man-pack, vehicle borne or hand held communications will be
required and application made for allocated frequencies. Utility of published base frequencies
may be an option.
The communications plan will vary to scale of the event, but could include ground, taxy, tower
and approach (holding) frequencies. Above all, keep a discreet display frequency. The FDD
should determine procedures and optimum utility during display flying and who is authorised
to transmit safety messages on this frequency. Remember the FCC should always have full
visibility of the displaying aircraft and will best placed to contact the pilot for immediate safety
reasons.
ATC manning levels and experience should be taken into account to ensure that there is
sufficient flexibility to deal with non-standard and unforeseen event. Consideration should be
given to the use of additional Supervisors or support controllers who can maintain an
overview of the traffic situation without being distracted by the control task.
ATC staff should be briefed on all aspects of the display and its organisation. Controllers
should be briefed on the procedures to be used if it is necessary to terminate an aircraft
display and under what circumstances such instructions can be given.
The comms plan should cover all aspects of air to ground, ground to ground and air to air
communications. This should include the phraseology to be used to commence and to stop a
display and circumstances where transmissions may be made during a display. As the
Manual of Air Traffic Management provides no guidance regarding air display procedures and
phraseology, it is essential that all those involved understand the meaning of the words that
will be used.
Under no circumstances should display timings be corrected by asking a pilot to extend or
shorten a display. The alteration of a practiced display routine can result in ad-hoc or nonapproved manoeuvres being flown.
57
31 Jan 13

PART 1
SECTION 12 AIRSPACE
References:
A.
B.
C.
Manual of Military Air Traffic Management.

CAP 403 Chapter 5.
STANAG 3533.
1.12.1 A flying display is an event which could adversely affect the normal operations of
other airspace users and is designated Unusual Aerial Activity (UAA). At your display or
special event there is likely to be one or more of the following unusual activities;
An abnormal concentration of events in time or airspace.

An inability of participants to observe or comply with Military Flying
Regulations, provisions of the ANO or normal navigation conventions,
e.g. Right of Way, Rules of the Air or VFR / IFR.
Dropping of articles or parachutists.
Flypasts, low level formations, weapons or attack demonstrations.
1.12.2 A display could therefore present a hazard to military and civil crews of nonparticipating aircraft if they are not aware that it is taking place. It is vital that your activity is
appropriately approved and afforded the protection of notified and publicised airspace.
DISPLAY NOTIFICATION - OUTLINE
1.12.3 Directorate of Airspace Policy, Airspace Utilisation Section and Off Route
Airspace (DAP AUS & OR) is a joint military and civil organisation responsible for the
efficient and equitable use of UK airspace. For a display the AUS will negotiate the use
of appropriate airspace and co-ordinate with affected and interested ATC agencies. The
AUS will then promulgate details through Airspace Co-ordination Notices (ACN) and
NOTAM. AUS will also de-conflict your display with all the other known UAA in the
vicinity. Major displays are often afforded the extra protection of Restricted Area
(Temporary) (RA (T)). AUS will also advise on whether or not a RA(T) is justified for a
particular display and its associated rehearsals etc.
1.12.4 The timescales for notification of the event to AUS will depend on the nature of
the event:
Issue 2
If a RA(T) is required then 90 days notice should to be given to AUS as

they will need to prepare the legal documentation and have it signed off
by the Department of Transport. The details of the RA(T) also need to be
promulgated as an Aeronautical Information Circular (AIC) (Mauve). The
lead time for the printing of these publications is 6 weeks, which as they
are published on a monthly basis, can mean the information has to be at
the Aeronautical Information Service (AIS) 10 weeks before the date of
the event.
58
31 Jan 13
If an ACN is required then 42 days notice should be given as AUS are

required to publish ACN to the affected ATC agencies 28 days prior to the
event
If only a NOTAM is required, then 14 days notice should be given to AU in
order that they can publish the NOTAM 7 days before the event.
Whilst the above timescales are ideal, AUS should be advised of an event at the earliest
opportunity, even if it is within the timescales. In the event of a late notification, AUS will
always try and achieve whatever is possible within the time available. However, if you do
not tell them in good time you may not get all you need to cover the event.
1.12.5 As the event organiser (and/ or the FDD), you are responsible for the airspace
notification aspects. Aircraft commanders or formation leaders are responsible for
ensuring that they have clearances, authorisation and bookings for LF activity. You of
course will need to be assured of the latter, as LF complaints will in the first instance be
directed to you! The following checklists provide guidance to enable your event:
Issue 2
If your event is at a government aerodrome you are likely to have an ATZ / MATZ
established, but NOTAM, RA(T) and airspace co-ordination may also be required. Remember
that the MATZ is only recognised by military aviation and there is no legal requirement for a
civilian aircraft to observe it. Only the ATZ is legally protected.
At any other MOD approved site, you will need to either establish temporary restricted
airspace (RA (T)), NOTAM and co-ordinate the activity. Contact AU who will determine the
optimum media and notification.
If RAFAT or other jet formation teams are displaying at your event, notify AU who will
promulgate a RA (T), with supporting statutory documents and NOTAM for Jet Formation
Displays example attached below. Note that a Jet Formation RA(T) will only be activated for
the actual display slot times +/- a few minutes.
A RA(T) may be established to cover the actual display days and in some circumstances may
also cover the ancillary days (e.g. press days, rehearsals and arrival /departure periods.
Make sure you inform AUS of your needs. As a minimum they require; dates, timings (specify
local or Zulu), heights, radius and activities (e.g. parachute, balloon release and jet formation
items). Subject to negotiations the notified airspace may also vary in dimensions over the
period. Indicate this to participants in your air operation order and briefing packs.
Remain cognisant of the types and volumes of airspace near or above your site. Adjacent
busy controlled airspace may rule out full displays and constrain participants to rolling or flat,
despite clear blue skies on the day! Your unit Ops and ATC staff are the SME s, who will
normally take on liaison with AU on your behalf.
It is worth ensuring visibility of and coherency between military LF Y series and civil NOTAMS
promulgated for your event. If transiting or holding outside the RA (T) low level, crews often
overlook that a pre-notification LFS booking is required regardless that you have a type H & J
series NOTAMs (Nav Warning & RA(T))in place. Ask the crew if they have booked in with LF
Ops!
59
31 Jan 13
LOW FLYING ACTVITY ASSOCIATED WITH DISPLAYS OR FLYPASTS

References:
A.
B.
RA2335.
MIL AIP Volume 3 UK Low Flying Handbook.
1.12.6 For weather, routing and holding reasons, display aircraft might transit low level
to and from event sites. In addition, RAF Events Team / tasking organisations approve
numerous requests for flypasts every year. The latter can include ceremonial or unique
occasions where aircraft may be unable to comply with or require exceptions to; low
flying (LF) regulations (e.g. flypasts in the TVAA, Prohibited Areas or over built up areas)
and minimum heights. With a majority of this non operational LF occurring at weekends
and public holidays it is essential to approve, co-ordinate and notify the activity. MOD Air
Staff Lower Airspace (AS LA) and associated Low Flying Operations Sqn (LF Ops) at
RAF Wittering are the authority and co-ordination organisations respectively.
1.12.7 The following is offered to organisers and crews for planning and guidance:
Issue 2
Flypasts during the Low Flying Booking Cell (LFBC) system operating hours - standard
booking procedures and LF regulations apply. Where exceptions to regulations are required,
AS LA approval will be required. The approval and supporting authorisation will be required
by the LFBC before a booking number is allocated.
Flypasts at weekends and public holidays (PH) AS LA approval is required and this will be
required by the LFBC before a booking number is allocated.
LFBC are alerted to display activity where notified through ACN and H series NOTAMS. They
will not issue a Y series (LF) NOTAM for those UK military aircraft approved to participate
and will undertake LF in the immediate vicinity of the venue or within the RA(T). However,
crews who deliberately plan to transit low level to / from the event are required to book into
the LFS. At weekends and PH this will be by pre notification of retrospective booking, with AS
LA approval of course!
When forced to LF by weather or for tactical ATM reasons (e.g. holding or delay routing pre
display slot) a retrospective booking will be required IAW reference B above.
Where a flypast or display is taking place inside a Dedicated User Area (DUA) the controlling
authority must be notified. Out of Hours, control of the DUA is transferred to LFBC.
AS LA approve standing clearances for UK national display teams and singletons who will
display throughout the season (e.g. RNHDT (Black Cats) and Typhoon). AOAs should obtain
standing clearances for display assets under command. The standing clearance should detail
all required and approved exceptions to LF regulations with any constraints. However, normal
LFS booking procedures remain extant, especially to alert other military airspace users
through the issue of a Y series NOTAM for formation transits and activity at display sites
where wider ACN is not appropriate (e.g. small charity event at a field site).
Flypasts and formation transits are not considered as an UAA unless 4, or more, aircraft are
involved. However, AU & ORA will produce an H series NOTAM, if requested, for any flypast
or transit. Remember that the LFBC only inform the military of your activity and that you need
to inform AU & ORA if you require other airspace users to be informed.
Where NATO and foreign military aircraft are displaying at your venue, the Commands /
Groups responsible for the event are to sponsor their planned or likely use of the UKLFS. Full
details of the activity should be sent to AS LA at least 30 days ahead of the event.
60
31 Jan 13
Where civil registered aircraft are displaying at a military site an annual exception to Rule 5
Low Flying (500ft rule) of the ANO is required. The MAA Operating SRG apply for and hold
this exception on behalf of the MOD.
Display crews are to ensure that pre notified and retrospective LF is closed by 1200hrs next
or following working day.
Where SAR crews undertake a flying display (i.e. a winch role demo in front of the public) at
weekends or PH, they should; obtain a display authorisation and ensure pre notification of
retrospective booking with LFBC. As this activity is not covered under reference B above.
Remain cognisant to the environmental issues in respect of non operational low flying
especially at weekends and PH. Not all of the general public are in favour of airshows.
Ensure that all low flying in support of flypast and display activity is to be appropriately
approved, authorised and supervised.
1.12.8 Points of Contact for display or flypast activity low flying in relation to:
Airspace Utilisation Section and Off Route Airspace (Attn Airspace Specialist 1)
Directorate of Airspace Policy
CAA House
K6 45-49 Kingsway
London
EC2B 6TE
Tel: Airspace Specialist 1 Mil 96453 6581
Civ 020 7453 6581
AU Ops
Mil 96453 6599
Civ 020 7453 6599
E-mail:
ausops@caa.co.uk
MOD CAS - Air Staff Lower Airspace
Main Building
Horse Guards
Whitehall
London
SW1A 2HB
Tel: Mil 9261 83461
Civ 020 7218 3461
Low Flying Operations Squadron
RAF Wittering
Peterborough
Northamptonshire
PE8 6HB
Tel: Mil 95351 5002
Civ 01780 783838 5002
ATTACHMENTS:
1.
2.
3.
4.
Issue 2
Example Statutory Instrument for a Military Airshow.

Example ACN Military Airshow.
Example NOTAM Proposal Military Airshow.
Example NOTAM RAFAT RA(T).
61
31 Jan 13
STATUTORY INSTRUMENTS
2009 No
CIVIL AVIATION
The Air Navigation (Restriction of Flying) (Royal Air Force
Leuchars) Regulations 2009
Made
Coming into force -
11th September 2009
The Secretary of State deems it necessary in the public interest to restrict flying in the vicinity of
Royal Air Force Leuchars by reason of the holding of a flying display that is scheduled to take place
during the period 11th to 12th September 2009.
The Secretary of State, in exercise of powers conferred under Article 96 of the Air Navigation Order
2005(2), makes the following Regulations:
1. These Regulations may be cited as the Air Navigation (Restriction of Flying) (Royal Air Force
Leuchars) Regulations 2009 and come into force on 11th September 2009.
2. In regulation 3 all times referred to are Co-ordinated Universal Time.
3.(1) Subject to paragraph (2), between 0900 hours and 1600 hours on 11th and 12th September
2009, no aircraft is to fly below 7,000 feet above mean sea level within the area of a circle having a
radius of 5 nautical miles whose centre is at 562228N 0025159W.
(2) Paragraph (1) does not apply to any aircraft flying in accordance with a clearance issued by the
air traffic control unit at Royal Air Force Leuchars.
Signed by authority of the Secretary of State for Transport
Head of Airports Policy Division
(2)
Issue 2
S.I. 2005/1970 to which there are amendments not relevant to these Regulations.
62
31 Jan 13

Date
Department for Transport

EXPLANATORY NOTE
(This note is not part of the Regulations)
These Regulations impose restrictions on flying in the airspace and at the times specified
in regulation 3.
On 11th and 12th September 2009, Royal Air Force Leuchars will hold At Home Days
for the general public that will include flying displays. A large number of aircraft will be
involved in high-energy manoeuvres during the airshows. The Ministry of Defence
consider that Restrictions of Flying should be established in the vicinity of Royal Air
Force Leuchars for reasons of public safety; this has been endorsed by the Directorate of
Airspace Policy (DAP).
Full details of the Statutory Instrument will be promulgated by Aeronautical Information
Circular and NOTAM.
Further enquiries of the Civil Aviation Authority can be made of Mr M M Lee, DAP Airspace
Specialist 7, Telephone 020 7453 6587.
Issue 2
63
31 Jan 13

ATTACHMENT 2
TO PART 12
PART 1
EXAMPLE ACN FOR A MILITARY AIRSHOW
DIRECTORATE OF AIRSPACE POLICY
AIRSPACE UTILISATION SECTION
ACTIVITY NO: 2009-09-0095
26 August 2009
See Distribution
AIRSPACE CO-ORDINATION NOTICE
RAF LEUCHARS AIRSHOW
11 - 12 SEPTEMBER 2009
ALL TIMES UTC
INTRODUCTION
1.
The following measures have been agreed by AUS with the organiser and
airspace controlling authorities to accommodate the subject Unusual Aerial Activity.
ACTIVITY
2.
A major international airshow sponsored by RAF Leuchars. The airshow will
include participation by many civil and military fixed and rotary wing aircraft, a freefall
parachute team display by the RAF Falcons Parachute Display Team, a jet aerobatic
team display by the RAF Red Arrows. Intense activity will take place on the 11 Sep
during the rehearsal and aircraft arrival phase.
DATES AND TIMES
3.
11 Sep
Rehearsals/Arrivals
a.
Start
0900 hrs
b.
Finish
1600 hrs
12 Sep
c.
Issue 2
Display
Start
0900 hrs
64
31 Jan 13

d.
RAF Falcons
0930 1030 hrs (drop time 1000 hrs)
e.
Red Arrows
1255 1335 hrs
f.
Finish
1600 hrs
VERTICAL LIMITS
4.
a.
Top Level
7,000ft amsl
(Extension to 8,100ft amsl for Red Arrows and FL120 for
the RAF Falcons and zoom climbs)
b.
Base Level
Surface.
CO-ORDINATES OF AREA OR EVENT

5.
Within 5nm radius of 562228N 0025159W (RAF Leuchars, Fife), but note para 8b
for RA(T) distances for the Red Arrows.
OPERATING AUTHORITY
6.
a.
Display Co-ordinator: Flt Lt P XXXXXX
b.
Airshow Office: 1 Tutor Road, Leuchars, St Andrews, Fife, KY16 0JW
c.
Telephone: 01334 839000 Option 6
d.
Display Director: Wg Cdr XXXXX
e.
On the day telephone: Contact through RAF Leuchars ATC
CONTROLLING AGENCY
7.
a.
RAF Leuchars Air Traffic Control.
b.
Telephone: 01334 839471 ext 7282 or DFTS (9) 5151 7282
AIRSPACE RESERVATIONS
8.
a.
Restricted Airspace (Temporary ) (RA(T)) has been established under
Article 96 of the Air Navigation Order 2005 (Mil ac should comply with the Manual
of Air Traffic Management) on the 11 and 12 September 2009 between 0900 hrs
and 1600 hrs daily within 5nm radius of 562228N 0025159W (RAF Leuchars)
from surface to 7,000ft amsl. AIC M 073/2009 dated 13 August 2009 refers.
(attached)
b.
Restricted Airspace (Temporary) (RA(T)) will be established in
accordance with Article 96 of the Air Navigation Order 2005 (Mil ac should
comply with the Manual of Air Traffic Management) for the Red Arrows display on
12 September 2009 between 1255 -1335 hrs within 6nm radius 562228N
Issue 2
65
31 Jan 13

0025159W (RAF Leuchars) up to 8,100ft amsl. AIC M 061/2009 dated 16 July
09 refers.
Freefone information giving details of the RA(T)s can be obtained on 0500
354802
CO-ORDINATION ARRANGEMENTS
9.
Operating Authority
a.
The Display Director is required to provide a written brief detailing ATC,
emergency and display procedures to all pilots taking part in the event. This brief
must be supplemented by a mandatory telephone or verbal brief prior to any
aircraft taking part in the display.
10.
ATC Authorities
a.
The display airspace is controlled by RAF Leuchars ATC and is adjacent
to AWY B226 (Base FL085, becoming FL105 north of 5622N). All display
participants are to remain clear of controlled airspace unless cleared to enter by
the appropriate ATC agency.
b. All ATC Supervisors are to note that aircraft not taking part in the display are not
cleared to penetrate the Airshow Display RA(T) without clearance by RAF Leuchars
ATC. ATC Supervisors are also to note that other aircraft are not to penetrate the
Red Arrows RA(T) during the display. The airspace must remain sterile until the end
of the each display.
c.
Wind conditions may require the RAF Falcons support ac to enter AWY
B226 at up to FL 120. Should this be necessary, ScACC clearance will be
subject to GAT traffic flows at the time of the request by RAF Leuchars ATC;
therefore, the RAF Falcons support ac captain is requested to contact RAF
Leuchars ATC before departure to discuss his requirements.
d.
Any extensions to the notified display airspace may infringe AWY B226.
This airway is only established at weekends, and is therefore not effective during
the rehearsal/arrival period on 11 Sep 09. However the Airway is active on 12
Sep 09. ScACC Area Ops have agreed to tactically coordinate requests for
display participants to penetrate AWY B226 on an opportunity basis, subject to a
minimum of 30 minutes notice of any such request. Dedicated control
procedures have been established between RAF Leuchars ATC and ScACC
Area Ops to de-conflict air display traffic with traffic using AWY B226.
e.
The RAF Falcons support aircraft may flypast the display site after the
team has landed. During any such flypast the aircraft is to comply with the
appropriate display line.
f.
In the event that a Police, or emergency services helicopter requires
access to the RA(T) this is to be co-ordinated without any delay, if necessary
halting the airshow to accommodate the request.
Issue 2
66
31 Jan 13

11.
Holding Points
a.
The display IP is a point 5nm on the extended centreline of Runway 27.
The display holding areas are as follows:
(1)
Initial Approach Fix Pt Alpha. The IAF (Point Alpha)
(0890(M)/18nm) RAF Leuchars, not below 1,000 ft agl, with an associated
right hand racetrack hold, height as directed.
(2)
Tentsmuir Forest. For use by light aircraft and helicopters in a
right hand orbit within the boundaries of Tentsmuir Forest (5624N
00250W). Height as directed, not below 500ft agl.
(3)
Mugdrum Island. A left-hand racetrack orientated 2700/0900 (M)
over Mugdrum Island (N56 21.17 W003 16.09) not below 2,000ft agl
(VMC) and not above FL080.
b.
All holds are to be flown on RAF Leuchars QFE as directed by Leuchars
Director. Aircraft are not to enter a hold unless cleared by ATC.
12.
Frequency Allocation
a.
All aircraft are to call Leuchars Approach on an initial contact frequency of
308.875 MHz or 123.30 MHz at a range of 40nm range.
b.
Aircraft instructed to enter a hold will be transferred to RAF Leuchars
Director on 389.525 MHz or 130.675 MHz as directed.
c.
13.
The dedicated display frequency briefed to all participants.
Adjacent Airspace Users

a.
The SATCO at Dundee Airport has agreed to the establishment of the
Red Arrows RA(T) within part of the Dundee ATZ. SATCO Leuchars has
undertaken to ensure that, with the exception of the Red Arrows display, all other
display traffic will be contained within the display RA(T) (see para 8(a) above).
Close co-ordination will be maintained between Dundee ATC and Leuchars ATC
to de-conflict their respective arrival, departure and display aircraft.
b.
The operators at Errol Aerodrome parachuting site have agreed to
operate under the control of RAF Leuchars during the period of the Airshow.
SATCO Leuchars and the operators of the Paragon Skydive School at Errol have
arranged discrete operating procedures which will allow parachuting to continue,
but under the control of Leuchars ATC. Paragon support aircraft pilots will
contact Leuchars ATC on RT immediately after take-off and will operate in
accordance with instructions from Leuchars ATC as required.
c.
The Range Control Officer for the Barry Buddon Range (EG D604) has
confirmed that the range will be active during the period 11 - 12 Sep 09 to a
height of 2000ft amsl. In the event that a display participant should require entry
into the Range this should be co-ordinated through RAF Leuchars ATC.
Issue 2
67
31 Jan 13
d.
RAF Leuchars SATCO is requested to inform any adjacent airfields, not
included on the distribution list, of this activity if considered necessary.
RESTRICTIONS
14.
The Display Director must take note of the following points regarding the conduct
of the display:
a.
The dedicated display radio frequency should not be used for anything
other than essential emergency messages during an aircrafts display period.
The frequency should not be used for passing administrative messages,
regardless of their urgency, until the aircraft captain has acknowledged
completion of his display.
b.
Unmanned balloons or kites are not to be flown during the period of any
airborne activity. Should a balloon or kite be part of a display then it must be
securely tethered and must be on the ground and/or deflated once airborne
activity has commenced. Note: This restriction does not apply to small balloons,
kites etc on vendors stalls, provided that they are properly secured and are not
flown at a height exceeding 10m.
c.
Other aircraft are not to penetrate the Red Arrows RA(T) during the
display. The airspace must remain sterile until the end of the display.
d.
There must be no rotors or propellers turning at the site during the period
of the parachute descents.
e.
In the event that a Police, or emergency services helicopter requires
access to the RA(T) this is to be co-ordinated without any delay, if necessary
halting the airshow to accommodate the request.
AERONAUTICAL PUBLICATIONS
15.
a.
AUS will arrange for the issue of NOTAMs to cover this event.
b.
The Display Co-ordinator is requested to promulgate this ACN to all
participants, other than those on this distribution list, prior to their display as
required.
AMENDMENT ACTION
16.
Proposed changes to this ACN should be sent by the quickest means to AUS for
the attention of AS1 (020 7453 6581) quoting the Activity Number at the top of page 1.
Issue 2
68
31 Jan 13

J Gavin Turnbull
Sqn Ldr
For Head of AUS
Distribution: (* by e-mail)
Action:
RAF Leuchars *Airshow Manager (for distribution to RAF Leuchars units and
participants)*
RAF Leuchars
*SATCO,
Dundee Airport
Errol Aerodrome
RAF Display Crews
RAF Boulmer
RAF Brize Norton
*SATCO
Paragon Skydiving Club
*as appropriate
*No 202 Sqn A Flt
*RAF Falcons Display Team
(please forward to support aircraft captain)
*OC BBMF
*Red Arrows
*RNHF
*ATC Ops
*S Ops O*
RAF Coningsby
RAF Scampton
RNAS Yeovilton
ScACC (Civ)
ScACC (Mil)
Information:
MOD
RAF Henlow
RAF Wittering
NATS AIS
RAF Syerston
RAF Northolt
No 661 VGS
No 662 VGS
Barry Buddon Trg Camp
Edinburgh Airport
Glenrothes Airfield
Kingsmuir Airfield
Perth Airfield
Portmoak Airfield
Scottish Parachute Club
Skymasters Para Team
Issue 2
*CAS ASLF
*DFCIT
*LF Ops Sqn
*MAISO, Team Leader
*Air Cadet FSO
*RAF Events Team
*CGI
*CGI
Range Control Officer
*Mgr ATS
Mgr ATS
ATC Manager
*Mgr ATS
CFI Scottish Gliding Union
Chief Instructor
Chief Instructor
69
31 Jan 13

ATTACHMENT 3
TO PART 12
PART
EXAMPLE NOTAM PROPOSAL FOR A MILITARY AIRSHOW
NOTAM PROPOSAL EGGN
A) EGQL
B) 0909121301
C) 0909121341
E) Q EGPX/QRTCA////5622N00252W006
RESTRICTED AREA (TEMPORARY) AT RAF LEUCHARS, FIFE FOR A RED
ARROWS DISPLAY WI 6NM RADIUS 562228N 0025159W. AREA ESTABLISHED
UNDER ARTICLE 96 OF THE ANO 2005 (MIL ACFT SHOULD COMPLY WITH
MANUAL OF AIR TRAFFIC MANAGEMENT CH.4 PARA 27). AIC M 61/2009 DATED
16 JUL 09 REFERS. AUS 09-09-0095/AS1
F)SFC
G)8100FT AMSL
Issue 2
70
31 Jan 13

ATTACHMENT 4
TO PART 12
PART
EXAMPLE NOTAM RAFAT RA(T) FOR A MILITARY AIRSHOW
NOTAM PROPOSAL EGGN
A) EGQL
B) 0909110900
C) 0909121600
D) 0900-1600
E) Q EGPX/QRTLW//////5622N 00252W005
RESTRICTED AREA (TEMPORARY) AT LEUCHARS. RESTRICTION OF FLYING
REGULATIONS
MADE UNDER ARTICLE 96 OF ANO 2005 (MIL ACFT SHOULD COMPLY
WITH MANUAL OF AIR TRAFFIC MANAGEMENT CH.4 PARA 27). AIC M073/2009
REFERS. NO ACFT IS TO FLY WI CIRCLE RAD 5NM CENTRED AT 562228N
00255159W EXCEPT AUTHORISED BY ATC LEUCHARS. SEE SEPARATE NOTAM
FOR RED ARROWS DISPLAY ON 12 SEP. AUS 09-09-0022/AS7
F)SFC
G)7000FT AMSL
Issue 2
71
31 Jan 13

PART 1
SECTION 13 EMERGENCY, MEDICAL AND SECURITY
References:
A.
B.
C.
D.
E.
F.
JSP 440 Defence Manual of Security Part 7 Section 1 Chapter 6.

HSG 195 The Event Safety Guide The Purple Book.
Surgeon Generals Policy Letter 15/06 Medical Support for Air Shows.
RA1210.
JSP 375 Vol 2 Leaflet 57 Safety at Public Events on MOD Property.
Civil Contingencies Act 2004.
1.13.1 A comprehensive, integrated and practical emergency plan is essential for any
event and the MODs Duty of Care responsibilities. In addition, the FDD is responsible
for the safe conduct of the display and will require a sensible, robust and practical
emergency plan. The scale and extent of the plan will vary but will inevitably fall out of
the risk assessment (see Section 4). At first sight, putting together the emergency plan
may appear a daunting and worrying task do not panic. A sensible and thorough risk
assessment will serve to signpost your needs. Follow the requirements and guidance in
the above references and above all, consult, communicate and co-opt suitably qualified
and experienced personnel in each field to assist. Your strategic planning team should
include emergency service and local planning representatives remember Section 3!
1.13.2 There are four key emergency planning areas and agencies; local authorities
(control of public services and traffic), security (police both service and civilian), fire and
rescue (DFS and civil) and medical (Defence Medical Services and NHS). For a seaside
venue do not forget to include the Maritime and Coastguard Agency and the RNLI.
Contact agencies early; as a rule of thumb consider 10 months for a large public event
and 2-6 months for a special event / unit at home day.
1.13.3 Post Crash Management is considered as a stand alone subject area and is
covered at Section 14. The Surgeon Generals policy on airshow support and additional
guidance found at Chapter 20 of reference B (The Purple Book Resource Requirement
Tables) are fundamental in determination of required medical cover.
1.13.4 The following checklist is by no means exhaustive and must be used in
conjunction with the above references:
Issue 2
Obtain detailed layout drawings of airfield / site and surrounding areas. Include spotter
Campsites and Car Parks. Top tip have some reserve car parks stood by in case of crowd
surge!
Develop a security plan with detailed drawings. Show all locations clearly. Include; event
control / SILVER or BRONZE control, all security posts, displays, medical triage posts, air
ambulance HLS, commentator position, CCTV remote units etc.
Scrutinise any single service or command security instructions for subordinate requirements.
Your service police commander can advise. Remember to coordinate with airfield unit
manager, MGS and MGPS if on unit strength.
Consider utility of portable radio equipment by staff, contractors and stall holders. Approvals
may be required. In addition, public use of air ground transmitter could be a possible issue.
72
31 Jan 13
Issue 2
Consider back up frequencies.

Meet and coordinate with local Police, Fire and Rescue, Red Cross, St John Ambulance and
any contract medical services (e.g. The Event Medicine Company). Unit crash/fire/rescue
(DFS) are key players as is the unit MRS. They will have knowledge of local area NHS
hospitals (e.g. the closest burns unit) and specialist rescue units (e.g. diving teams, foam
tenders and supplemental fire appliances).
Subject to event scale it is recommended that SILVER / BRONZE or event control team meet
at regular intervals (2-3 hours) to allow agencies to report on and deal with current issues
(e.g. traffic back log, minor security incidents, ad hoc BBQs, moinor casualties etc). At Home
or unit events may only require a single co-ordinating briefing prior to gates open. An all
informed net is vital to smooth operations, so get the best communications you can.
Maintain a detailed event log.
Obtain a copy of the standing unit emergency/disaster plan and just augment it with your
event emergency plan. If you are off base or at a green field site modify the base plan.
Circulate your completed emergency plan to all agencies within a reasonable geographic
radius that might, in the event of a large-scale disaster, be called upon to assist.
Arrange for notification of appropriate agencies in the event of an accident. These will
include; the AOA, aircraft parent unit (remember you may have NATO and foreign mil
aircraft), MOD DSCDO (for UK PCM if required), MAA, CAA & AAIB for civil items.
Include weather disaster in your planning. Flooding, high winds and storms are likely to
cause issues.
Ensure that there is a policy in place regarding notification of spectators of severe weather
forecasts. Travelling public are best alerted by national and local radio consider a show
frequency? Inform AA and RAC they may be able to assist. Your best possible
communications plan and PA system will pay off in the event of a weather issue!
Arrange for sensible levels of emergency transport. The Purple Book and your plan will
determine the scale of ambulances, fire appliances etc. Include emergency triage locations
and vehicle access in your plan. Incorporate any helicopters at the show, they can assist in
MEDEVAC, even if they can move sitting casualties and walking wounded.
Plan alternate entrance and exit locations for emergency vehicles in the event primary routes
are blocked.
Make certain an HLS is available at local NHS hospitals. If not, arrange for a nearby site with
ambulance transfer to the hospital facilities.
Arrange for military doctors and medical technicians to be on duty at the show. NHS, Red
Cross, St Johns and specialist contractors may be required to supplement unit staff.
Consider Mobile Response Teams (MRT) to roam the crowd line.
Arrange on site triage stations and for signs directing spectators.
Coordinate with Media staff to have triage and security locations published on the site
diagram in the shows programme.
Arrange robust communications between event / SILVER / BRONZE control and all
emergency facilities.
Publish a list of key phone contacts and radio call signs.
Coordinate with all ground staff and teams the locations of emergency vehicle staging areas,
triage stations, etc.
Coordinate ropes, stanchions, barricades and no smoking signs for the aircraft static displays
and other secured areas.
Arrange security for money transfers and deposit runs with the gate ticket sales and stalls.
Coordinate with local authority, Highways Agency, AA, RAC and Police for traffic control.
Police supervised contract traffic management stewards may be used. Negotiate costs, if
any, and work with finance staff to ensure any contract payment or local authority fees.
73
31 Jan 13
Issue 2
Coordinate with your teams to ensure that only authorized personnel are issued passes to
cross crowd- control lines to performing aircraft parking/staging areas; and station security
volunteers at strategic points to monitor credentials.
Work with your teams to compile a list of all personnel authorized to access the site via
discreet entrances and the access points each is assigned to use. Post staff or contract
security personnel at each access point to check passes.
Coordinate with visiting UK / NATO military teams and foreign military participants to provide
their security and safety requirements. Be wary of any conflicting security protocols that may
lead to diplomatic or legal issues in the UK! Check Status of Forces Agreements.
Review emergency procedures and brief all participating volunteer staff and professional
security/safety/emergency personnel of emergency plan, evacuation routes, crash & rescue
lane locations; and locations of doctors, triage stations, ambulances, air ambulance and coopted MEDEVAC aircraft.
Produce a detailed after-action report to inform next years planning.
74
31 Jan 13

PART 1
SECTION 14 POST CRASH MANAGEMENT
Reference:
A.
Manual of Post Crash Management
1.14.1 A flying accident, aircraft incident, or an incident in the crowd area during the
airshow might constitute a disaster. The event organiser needs to produce an
emergency plan to detail how it will react to meet a disaster on base, or in the immediate
local area. Early and close liaison with local service units and civilian police, fire and
ambulance services will be an essential part of this process. The local Emergency
Planning Department and NHS Executive Health Emergency Planning Department
should also be involved as early as possible. Utilise your local RAF Liaison Officer or
other service military liaison officer.
1.14.2 Officers from the local Police, Fire & Rescue and Ambulance Services should be
on site during the display and integrated with any service or contracted support to deal
with any incident. A Primary Response Team (PRT) under the direction of the
designated Incident Officer (MOD IO) should constitute the primary response and aim to
achieve the following:
A quick appreciation that an accident/incident has indeed taken place and an

accurate and reasonable assessment of its consequences.
Effective initial command and control (C2).
Establishment of a transient Incident / Command Post.
Deployment of manpower to: save life, contain damage, cordon the area, control
the crowd, muster survivors and evacuate casualties.
Securing access and egress routes for the Emergency Services.
Effective liaison and working relationship with the civilian emergency services.
Documenting of casualties.
Establishment of BRONZE C2.
1.14.3 Subsequent and follow on C2:
Issue 2
Overall Control - In the event of an incident involving injury or loss of life, the
Senior (civilian) Police Officer on scene should co-ordinate the response,
whether the incident occurs on or off base.
Event Organiser Has overall responsibility for emergency service liaison.
Display Director The FDD should ideally delegate control of any aircraft related
incident or accident to the designated IO. Subject to the display orders and type
of incident, the FDD may aim to continue with the display or worst case stop all
flying, in which case his responsibilities turn to supporting the emergency (e.g.
MEDEVAC, FIREBALL water bucket aircraft).
MOD Incident Officer can be appointed to exercise command and control over
the personnel of the Primary Response Team (PRT). He may be established at
SILVER command, but may deploy to the incident site with good comms. He /
she may be a trained PCMIO. If deployed they should liaise with the Senior
Police Officer on site.
75
31 Jan 13
PRT- can be collocated with representatives from the local Fire, Police and
Ambulance services in a pre-determined location, together with all the equipment
necessary to fulfil its role. Defence Fire Services will normally respond to
incidents on site or the immediate vicinity of the event (5nm rule of thumb). With
local authority services responding further away (e.g. display aircraft incident in
the hold at 10nm). If on site assets are deployed, this may lower crash state
thresholds to allow the safe continuation of the display!
1.14.4 Outline Reaction to the Incident:
Philosophy - The fundamental philosophy is to avoid alarming the public

unnecessarily. Leaving aside those directly affected by any incident, it must be
recognized that the public potentially represent the most significant obstacle to
the swift and successful reaction to an incident. The flying display may continue
as a means of diverting the attention of the crowd as the situation is assessed,
and it may be prudent to restrict public address announcements referring to the
incident. The use of certain emotive words such as crash or bomb should be
avoided and the word incident used in all public address, Tannoy or radio
broadcasts (event FM?).
Alerting Procedures - The alerting procedures should be decided in advance and
detailed in the emergency plan. Rehearse them in any table top exercise.
Non Flying Incident - If a serious non-aircraft-related incident occurs during the
flying display, the Senior Civilian Police Officer should consult with the Display
Director to decide whether the display should continue.
Civilian Emergency Services Rendezvous Point - for extra civilian resources
should be determined. This would be activated by the SILVER Commander
Emergency Entry and Exit Points -should be identified for use by emergency
vehicles in the event of a disaster, and clearly marked on the site plan.
Emergency Assembly Points - There might be a need to cancel the flying display
and move the spectators to an emergency assembly point. These areas should
be designated on the station map.
1.14.5 Additional Actions if the Disaster Involves an Aircraft Crash. For reasons of
geography and ownership the event organiser may exercise local PCM over the normal
5nm radius. In particular if NATO or foreign military aircraft are involved. Specific
actions, depending on whether the crash is on or off the site, will be in accordance with
the Manual of Post Crash Management and the Emergency Plan. Additional
considerations for on display sites:
Issue 2
No PA broadcast made unless the FDD considers it necessary to inform the

public or to restore public confidence.
The FDD may cancel the flying display.
Standard broadcast messages should be produced in advance so that time is not
wasted trying to compose a suitable message.
Police should ensure that the access roads to the incident site are open for
emergency vehicles and should act to prohibit the approach of non-emergency
vehicles.
Police should ensure that emergency vehicles are allowed unhindered access
through the emergency entry and exit points.
76
31 Jan 13
Police should prohibit the entry of non-emergency vehicles onto the site and
clear access and egress routes of pedestrians and vehicles.
1.14.6 Off Site. The response to an aircraft crash off the site will vary, dependent on the
location. No PA broadcast should be made unless the FDD considers it necessary to
inform the public or to restore public confidence. The FDD should arrange for
subsequent flying displays to be amended or cancelled, as necessary. A decision to
continue the flying display can only be made in the knowledge that an emergency
response to a second incident would not be impeded by the original incident.
PCM SUPPORT
1.14.7 Outline guidance for PCM follow on support:
Issue 2
Cordon Party. The PRT should react to incidents as directed the IO. Reference A
provides detailed orders for the follow on MOD IO, OIC crash guards, crash
guards, cordons and control of access and crash sites within the UK, which
should be followed at all military aircraft accidents. Relevant extracts from
Reference A should be readily available and all cordon personnel should
familiarize themselves with it prior to the event.
SILVER command should trigger follow on support for the incident. UK PCM may
be invoked with medium to long term additional assistance found by the regional
lead PCM unit.
Medical Services. Defence Medical Services may provide additional resources to
NHS, volunteer or contracted services. See section X.
Press Facilities the Media Ops Officer should establish a press briefing facility
in a suitable location. No statements should be issued without the express
authority of the event organiser or unit / site military commander.
Service Casualty Reporting procedures should be in accordance with JSP in
consultation the JCCRC
Mortuary Facilities a temporary mortuary should be established, together with a
receiving and recording cell. A secluded hangar or unit gymnasium would be
ideal. Remember that the civil police will have primacy and acting on behalf of
the Coroner.
Relatives Reception set up a reception area for relatives. Utilise your PR staff,
Notification Officer and unit padre / chaplain to assist.
Good communications are essential in the unlikely event of a disaster. Your
communications plan should include a discreet frequency or net for post disaster
actions. Exercise your COMPLAN before the event. Note any dark areas
around the site where communication may be difficult. Utilise MOD mobile phone
resources.
77
31 Jan 13
PART 1
ANNEX A FINANCE ADMINISTRATION
1.A.1 The key to a successful event is the control of resources available for the funding
of each operational area. Each task group should estimate its expenses, based on its
action plan for operations (e.g. fuel, accommodation, catering and transport) and submit
them to the Budget Manager for incorporation into the event cost plan. In the main unit
or station at home days are not designed for income generation, but must remain within
approved budgetary bounds. On the other hand, larger scale charitable events (e.g.
RIAT and the International Airshows) are required to generate income to be a profitable
air show.
1.A.2 It is your responsibility to stay within budget. If it becomes necessary to exceed
the budget in any area, approval must first be obtained from the Budget Manager and
Command Finance Staff. The following areas are offered for guidance:
Issue 2
Establish strategic cost centres (expense categories based on task areas) by thoroughly
researching and identifying all costs historically associated with and/or anticipated for each
area of event operations. Good examples of centres will be fuel, catering, insurances and
accommodation.
Meet regularly to review budget progress and review with your strategic and tactical teams all
details of cost centre estimates to determine areas of concern or error. Back brief unit chain
of command!
Make every effort to budget for worst-case scenario (e.g. project costs higher than expected
and revenues lower than anticipated).
Establish GPC, credit account, cheque -signing procedures and authorised signatories.
If required, develop special event forms, fuel vouchers, bookkeeping policies, procedures
and records, banking and accounting arrangements. Unit Service Fund Accountant (SFA)
and Admin Support staff will hold all regulation and command instructions on these aspects.
They will normally open a event specific ledger account and appointment an auditor to
scrutinise and advise on your financial activity.
Coordinate the purchasing functions of the teams to insure that the best prices are obtained
and to avoid duplication.
Begin early planning for methods to be used in collecting, handling, counting and depositing
cash / monies at the event. Include the security of all cash receipts.
Establish methods for paying performers and vendors who require payment during or before
the end of the event.
Arrange for the handling and accounting of cash or credit payments on short notice during
the event and out of hours.
Arrange for deposit or credit of monies from advance sale ticket outlets.
Anticipate all requirements to have change floats available for ticket booths, gate sales, and
any concession stands.
Arrange admission gate layout and gate admission procedures and operations.
Devise a system for seller accountability and cash to bank in gate ticketing operations.
Arrange for radio and telephone communications between gates and central collection.
Arrange for secure, cash pick-up (designated personnel and / or coded system) and
transportation of funds to central bank.
Brief and train staff and sellers in money changing and credit card transactions. Only trained
78
31 Jan 13
Issue 2
people can effect correct transactions under the stress of handling large numbers of people
in a short time. This aspect is vital to minimise loss on the day.
Arrange reporting and action on procedures in the event of theft or robbery in all security
and emergency plans. Coordinate these actions with service, civil police and/or contract
security staff.
Make certain that relevant theft / money loss insurance is in place.
Report daily gate revenues and estimates of public attendance. (Whether this is a public or
special event requirement is determined by the event organiser)
For continuity, pass along financial records and recommendations to the following years
organiser, preferably in the form of a post event report.
Prepare statement of accounts with the SFA after the event to report final profitability or loss.
79
31 Jan 13

PART 1
ANNEX B - ACCOMMODATION
1.B.1 Accommodation is an important part of your event, particularly for the
participants, civil teams, NATO military single-ship performers and VIPs. Obtain the best
possible accommodation for them; the additional investment will pay dividends when it
comes time to consider a return visit to your event in subsequent years.
1.B.2 Task one person from your strategic or tactical planning team to book
accommodation and to contract with the lodging providers. Unit Messing or Admin
personnel are generally the SMEs in this area. Key factors to consider are;
Issue 2
Reserve a block of rooms up to a year in advance, depending on local

availability. Some events utilise University or College rooms that are vacant
during academic recess periods.
Base initial reservation on your maximum requirements. Easier to down size than
to have a short fall nearer to the display time.
At initial booking, meet with facility management to negotiate special
requirements. Document all agreements in writing.
Agree on chain of command issues with your accommodation contacts. Who in
your team has the authority to make changes, incur expenses, make
reservations, etc.
Determine last date and time for cancellations without financial penalty.
Determine procedure to guarantee late arrivals.
Determine availability reserved parking if required.
Determine special requirements like meeting or hospitality rooms or special
dining room hours.
Set hours/terms of service for any event-provided hospitality room under a
separate contract. Set hours in the contract. Include sponsored hospitality rooms.
Determine methods of payment. Consider mechanisms where the event pays
room charges less participants personal expenses or prepays for room charges
only; or you issue each participant vouchers on arrival to cover room and nonsponsored meals.
Check in method? Keys at show registration on arrival or exclusive / standard
check-in facility.
If you plan to ask the hotel or facility to deliver messages, keys, hire car keys, or
other information about the event to the participant on check in, make sure that
staff have, the correct information and material that they are distributing on your
behalf, available when your guests arrive.
Update facility management regularly as performers and guests are confirmed.
Determine a process for early or late arrivals.
If appropriate, arrange for placement of welcome gifts in designated rooms.
Where there is a nearby military unit, contact the HQ Admin or Mess staff. They
may be able to provide rooms for military participants at substantial savings for
the event.
Negotiate use of hotel transport for participants when desirable (i.e. to/from your
post show parties or briefings).
80
31 Jan 13

PART 1
ANNEX C MEDIA OPERATIONS
References:
A.
B.
JSP 512 Defence Media Handling.

2008DIN03-020 Contact with the Media and Communicating in Public.
1.C.1 Unit or station at home days are relatively straight forward events for media
ops, where flyers, orders and the wives club jungle drums will usually suffice. However,
if you have been tasked with organising a larger scale public display, then strong public
relations and advertisement effort will certainly be required. Good communication and
manipulation of media and press is the most effective tool for ensuring that the general
public knows about the event. You are aiming for maximum attendance, so a few
adverts and sound bites on the radio, it will be easy? But effective and easy rarely
comes your way as an organiser. A lot of planning and hard work is required. So, make
best use of all the free media and assistance you can get and walk into your PR effort
cognisant that its difficult, time-consuming work.
1.C.2 Unit Media Ops and PR personnel are your primary targets to undertake this
strategic task. They can liaise with higher formation, single service PR and Defence
Media and should have the training and expertise to tackle the following key areas;
Issue 2
Prepare periodic releases and provide to local/regional radio, TV and newspapers.

Determine who on the news staff of each local media will be assigned to cover your event
and begin liaison with that individual on a regular, relationship-building basis.
Advise all media and assist in preparation of special story opportunities. Negotiate
exclusives as appropriate.
Work early with area magazines on cover and story ideas that promote your event.
Notify all calendars of events in magazines and trade publications of dates/location/ticket
prices at least six months in advance of your event. Update regularly.
Submit public service announcement copy to all media, tailored to their particular format and
audience.
Obtain current participant media, press kits. In particular formation teams, unique historic
items and high profile displays.
Provide information packs on participants to media, both before and during the event.
Arrange for press days (see below) and on-site interviews well in advance of performer
arrivals. Provide performers with interview schedule upon arrival.
Arrange for on-site interviews well in advance of display crew arrivals. Provide participants
with interview and press day display schedule upon arrival.
Arrange in advance for media coverage of display crews visits to local hospitals, schools etc.
National display teams are good for this!
Plan on-site media facility and coordinate location and special needs with appropriate task
group. Facility should feature telephones, internet access (if possible) and offer a private
lounge/viewing area if possible.
Distribute media security credentials for access to the site and into the media facility all show
days including the press day (practice) show.
Provide for media briefings, interviews, and photo-taking sessions when participants arrive
and during the display.
81
31 Jan 13
Coordinate media presence at social events social hours for participants, VIPs and air show
personnel when appropriate.
Coordinate with unit chain of command a plan to handle media inquiries in the event of an
incident or accident. (It is strongly recommended that PCMIO and Defence Media Ops Centre
(DMOC) trained media staff have authority to make statements or give interviews should an
accident or incident occur. See media question guide below and Section 14 PCM)
During the show, survey the public for preferences in display items and for demographic and
market information. Use Command PR staff for this.
Provide a media / photographic service for performers attending your event.
Compile scrapbook and after-action report for use by next years organiser.
Develop media pack for public who mail, or telephone, web request for tickets and
information as result of your good advertisement see below!
Develop information packs for performers, to include such items as maps of the area,
accommodation arrangements, transportation plans, schedules, parties, local points of
interest, scenic and historic sites and scheduled performer briefings. Ask the local Chamber
of Commerce for assistance.
Coordinate military recruiting involvement and make sure an area is set aside for service
stands at the event.
Develop a list of key local media and fax them story ideas, fun facts, and last minute
information the week before the show to encourage additional editorial coverage for the
show.
ADVERTISEMENT
1.C.3 If your mission is a public display then strong attendance is the key to success
and will depend directly on the effectiveness of your advertising campaign. You may
elect to constitute a task team for both PR and advertisement. We have separated them
in this handbook to help your teams develop a concentrated and effective effort in each
area. Good coordination between the two teams is essential.
Issue 2
If appropriate, review the previous years advertising successes or failures.

Analyze costs and benefits of media available: radio, television, and newspapers, trade
magazines, posters and brochures.
Determine costs of anticipated advertising expenses.
Prepare timeline for ad campaign preparation and execution.
Determine event theme and overall design style.
Arrange for design and production of posters, bumper stickers, street banners, billboards,
flyers. Your unit graphics and photographic section can assist.
Pre-arrange sites and methods for distribution of posters, flyers, etc. Local pubs, shopping
centres, public libraries etc.
Find out what materials participants have available and incorporate them into your campaign.
Coordinate the location of pre-sale outlets with the advance ticket sale team to incorporate
these locations into your advertising programme.
Obtain quotes and closing dates for advertising placement. Investigate non-profit rates, trade
outs and other opportunities to maximize exposure while minimizing expense.
Determine who can sign contracts for actual advertising space, times, dates.
Prepare advertising copy/artwork for newspapers and magazines, and audio/video
respectively for radio and TV spots.
Monitor effectiveness of advertising on pre-sales and public response. Web site hits?
82
31 Jan 13
Prepare after-events reports for use by next years chairperson.

Target local radio, television and news papers for event promotions and cross-promotions
with sponsors.
Contact local companies to see if they will include inserts for your show in their regularly
scheduled mailings.
PRESS DAYS
1.C.4 Prior to the event you will have devoted a great deal of time and effort to the
media for promotion and publicity. Just prior to public day itself, its worth considering a
final media attack on the public in the form of a Press Day. This also enables your media
contacts the chance for more intimate opportunity to engage with the display crews and
provide a last minute surge in covering the event.
1.C.5 A carefully planned press day is probably the single most dependable tool
available to event organisers for producing strong, positive, memorable media coverage.
More astute event organisers have discovered that, when properly conceived and
executed, press days can produce more spectators and increased ticket revenue.
Sadly the opportunities presented by press days are lost in the face of more pressing
operational concerns, a shortage of PR staff or poor planning. Is this just another day of
hassle prior to the public days? With 60,000 people about to descend on the unit, who
can be bothered with hosting a bunch of television, radio and newspaper reporters?
1.C.6 Waste of effort? Press days can have useful by products; combine it with flying
rehearsals to offer photo and filming opportunities. Invite schools and colleges along on
the same day to engage with service PR and more importantly service recruiting staff!
Use the press as VIPs to prove your car parking, hosting, PA and catering systems - iron
out any faults or flaws! In addition, a little hospitality can pay huge dividends in
transmission time just before your big day.
1.C.7 If a press day is one of your strategic targets, the following areas are offered for
consideration:
Issue 2
Select some key participants to engage with the press. Does the participant have
a reputation for pursuing media coverage? Does the display have something new
or different that will capture the imagination of the press. Use PR staff to direct
personnel on what or what to say or include in any interview.
Who do you invite? Radio, television and newspaper? Local or national? For the
event organiser, this means judgement calls. Which radio stations are worth
inviting? Which television news reporter is most important to secure? The
ultimate goal is saturation coverage in the event target area.
Remain focused. Reporters today are busy. Get their attention with that unique
something a close up and personal air display, meet the worlds best display
pilots and free lunch. That may mean multiple calls to the same newspaper or
station before finding the right person for a ride or repeated reminder calls.
Use legitimate and real reporters. As much as the local papers advertising
manager or the junior accountant at the local radio station might like to attend a
free lunch they are not appropriate and can do little to generate coverage. What
you want is strong, positive media coverage and only a reporter can deliver this.
Know the media. Read it. Watch it. Listen to it. Know the tastes, interests and
83
31 Jan 13
Issue 2
styles of the reporters youll be meeting, so that youll be better equipped to pitch
them a story. Understand the differences between print, radio and television and
how those differences will translate on the press day. This is bread and butter for
your Media Ops team.
Recognize the value and importance of the coverage you receive. Next time your
event is considering what kind of resources it should allocate to PR and
advertising and, more specifically, arranging the press day, consider this: a halfpage advert in a national paper will run to tens of thousands of pounds. A local
paper in the hundreds if you are lucky! But, with strategic use of a press day
you can get a photo and story on the front page of a regional paper for nothing!
Similarly, a short commercial on your local radio station will set you back a
couple of grand. But, with lots of phone calls, professional planning, and the right
combination of display pilot and reporter, it is not uncommon for a station to
devote two and a half to three minutes on a press day interview taken by one of
its reporters. But its not just the air time or print space. News coverage is an
implicit endorsement. Its a clear statement by your communitys news
organizations that your show is newsworthy, that its an important community
event. Thats publicity and prestige that the MOD cannot buy at any price. So
consider, plan and execute your press day, with a clear focus. A good press day
is good public relations with lucrative rewards for those who do it well.
Start early. Experienced air show organisers know that optimum press coverage
is generated on Wednesday and Thursday, not Friday and Saturday. Are there
admin burdens and additional problems associated with holding a press day on
the Tuesday, Wednesday and Thursday before your show opens? Highly likely.
But experience shows that early media flights translate directly to stronger preshow coverage.
Construct a Media Plan. Its not enough to put display pilots and reporters on the
apron together and wait for them to sort things out. Experienced event organisers
will start building their press day schedules a full month in advance of the event,
calling the performers and finding out when theyll be arriving and how many
interviews they can give each day. Use that information to develop the schedule,
filling in the names of the participants versus contacts within the various
members of the media. A full week before the event, participants offering
interviews should have a programme of whom and when they need to meet. The
list should be updated regularly. And pilots should be informed of all changes to
the schedule. If a reporter cancels, find somebody else for the interview. Keep
the schedule full, current and well distributed.
Make it interesting and think creatively. Ultimately, this is the most important
thing about a press day. Dont lose sight of that. The press are expecting to be
engaged, be interested, entertained and have fun, so do everything you can to
make sure they do. For some, that will mean a deep and meaningful interview
with a foreign display pilot, a sit in a high tech cockpit or a sedate aging aircraft
flypast. For others, full-blown aerobatics with reheat may be what theyre
expecting and looking forward to. Construct your rehearsal programme to suit!
Remember: everybody involved wants the same thingan interesting story that
creates positive press for the upcoming the event. The reporter you invite to your
press day may have covered local council elections yesterday and may cover a
bad RTA tomorrow, but hes got different expectations of his story on the display.
They are trying to create community awareness. Hes trying to let his readers
know that there is a jaw dropping air show in town and that it is a good place to
84
31 Jan 13

come and have a good time. In effect, hes trying to do the same thing that youre
trying to do.
PRESS AT THE EVENT
1.C.8 Inform media, in advance, that they can expect special accommodation at the
display. Provide passes in advance or provide an admission ticket and instructions for
accessing a press reserved location to obtain passes on site. Be savvy and tactically
place your media, good post event media is as important as the build up. Consider
establishment of a central and exclusive media work area that incorporates the following:
Volunteer personnel or PR team staff to host and inform the media.

Ensure that only media and other authorized personnel enter the press area.
This must be a focus for the working media and not a viewing area for
families and children!
Can you provision; internet access and telephone communications, photo
copy machine, FAX machine, paper products and miscellaneous standard
office supplies?
Ensure you have participant resumes or media packs and aircraft data.
PR releases and event overview.
List of event key staff and VIPs consider a short interview?
Air show programmes for each media representative attending.
Tables, chairs, marquee, coffee, soft drinks, lunch.
Photo, filming locations and highlight any security issues with aircraft!
Airfield / unit layout and site diagram.
Media platform, particularly for video and photo journalists (i.e. scissor lift,
scaffolding, Tower balcony access).
Interview area or meet the crew location.
Written procedures for an emergency situation on side and well briefed
media will be a huge plus in the unlikely event of!
Clear instructions as to where the media may and may not go. Escorted if
necessary.
MEDIA IN THE EVENT OF AN ACCIDENT / INCIDENT AT YOUR EVENT

1.C.9 An accident at your event will become a newsworthy item and you can expect to
hear from the media very quickly. How you handle or work with the media will have more
impact on coverage of the accident than the accident itself. You should only designate a
media ops trained spokesperson to deal with the media in the event of a disaster. Ideally
the Unit Press Officer who should contact the Defence Press Office as soon as possible
0207 218 7907.
1.C.10 You must ensure that a consistent and accurate message comes from the unit
command and / or organiser and it is important to establish a strong and honest
relationship with the media.
Issue 2
85
31 Jan 13
1.C.11 The following are some basic rules in dealing with the media:
Protect Sensitive Information That does not mean just classified information but
also media sensitive information. Your crash may just be the foreign military
developmental fighter at your display. It may have political implications. Pass or
bridge the subject.
Never speak Off the Record You will hear terms like, Off the Record, Unattributable Background Brief, Chatham House Rules etc. Dont be confused.
Assume that nothing is off the record and anything you say may be used.
Only talk at your own level You are only in a position to talk about what you are
responsible for and what you are doing right now. Anything else is not your
responsibility.
Never Speculate Journalists are masters at encouraging you to guess what
might be the cause of the accident or what is happening at the off base crash site
down the road. They will then use your statement as fact and force other people
to give ground as they defend your inaccurate guesses. Dont do it.
Never Lie Sometimes when faced by the media you may be tempted to take
the line of least resistance and be inaccurate. Dont do it. Being caught in a lie
will damage you personally and damage the military. We are generally trusted
by the media to tell the truth and that gives us a big advantage. We dont have to
waste time arguing our case over simple things. If you lie you damage that
privileged starting position.
Protect Casualties Remember, never name the dead until their next of kin have
been informed and never name the wounded or injured at all. Dont identify their
unit either or we will have families worried. In display flying this may be difficult,
as teams and pilots are well known. Dont forget the other casualties to protect.
For example a young display pilot who has just crashed and injured a member of
the public may not be in a fit state to talk to the media. Protect him and the
identity of his family.
1.C.12 Below are a few possible answers to common post accident questions. Answers
will depend on the specific circumstances of your accident, but its worth time and effort
with your PR / media staff, brainstorming likely scenarios and your likely answers to the
media:
Q.
Why are there so many accidents at air shows?
A.
Any fatal accident is a tragedy and this accident is no exception, but the
fact is that air show accidents are relatively infrequent. Because they are often
dramatic and are nearly always captured on various media, put onto TV and the
web very quickly, the incidents receive widespread publicity.
Q.
Isn't it just a matter of time before somebody from the audience is
involved in an air show accident?
A.
No. Because of the very stringent regulations in place in the UK it is
highly unlikely that spectators will ever be involved in an air show aircraft
accident. Since current regulations were put into effect in 1953, there has never
been a spectator fatality in an UK air show. A safety record that is exemplary to
Issue 2
86
31 Jan 13

all other spectator sports.
Q.
What safeguards are in place to protect spectators?
A.
Spectator safety at air shows depend on layered elements of a very
effective safety programme:
First, every military pilot performing a display is evaluated by experts and

approved by his/her commander.
Second, display crews are prohibited from executing manoeuvres that direct
their aircraft toward the crowd or car park areas in which spectators are
sitting. In addition, flight over or near the crowd is very strictly controlled and
limited to straight and level flight.
Third, the military aviation authorities strictly enforce minimum distances and
heights that have been developed to ensure that, in the event of an accident,
pieces of the aircraft will not end up in the spectator area.
Q.
Shouldn't the military do something to stop pilots from killing themselves?
A.
There are a very strict range of regulations and mechanisms in place to
ensure that our display pilots are trained, qualified and competent to display in
front of the public. But despite these rules and the huge attention paid to safety,
accidents sometimes happen. Accidents happen in Formula 1 motor racing,
horse racing, football games and accidents happen at air displays. Our pilots
understand the inherent risks of display flying and I can assure you that they and
their commanders do everything they can to minimise that danger.
Q.
Why did the crash/fire/rescue personnel take so long to respond?
A.
(This will depend on whether or not Fire and Rescue did take a
long time to respond.) In any accident situation, even road traffic incidents, it's
not unusual for people to perceive the emergency services response time as
being longer than it actually was. However based on information I have from our
Incident Control team, it appears that the emergency response was timely and
professional.
Q.
Was there anything that event organiser could have done differently to
avoid this accident?
A.
Before each show we review and exercise our safety procedures and our
emergency plan and make adjustments, additions and changes. Following this
accident, there will be a detailed Service Inquiry which will review that process
again. Based upon information that I have from Incident Control, I see no reason
to change our emergency plans. Our systems and staff appear to have
performed exactly as they were supposed to perform.
Issue 2
87
31 Jan 13

Q.
Why did the organisers decide to carry on with the show? Or why did
show organisers decide to cancel the rest of the display?
A.
Unit commanders and organisers met immediately following the accident
and, as part of our safety plan process. The advantages and disadvantages of
continuing the event were subject to detailed consultation with military and civil
regulatory officials, event key staff and the display crews. The unit commander
made a decision to go ahead with (or cancel) the remainder of the show. The
decision on whether or not to display laid with the individual pilots, along with the
commanders and display organisers assurances recognising this as a personal
decision that to be made by each individual crew.
Q.
How many display accidents are there each year?
A.
As you would expect, this varies around the world. Each year, in the UK
there are approximately 60 -70 air displays and a significant number of minor
flypasts and smaller charity events. At those shows, military pilots can fly up to
100 individual performances. A very, very small number experience some sort of
problem and that may be of a technical nature. Historically, the air display
industry can experience one or two accidents per year.
Q.
What government organisations are responsible for air show regulation?
A.
The Military Aviation Authority develops and enforces display regulations
in concert with the operational commanders of the participating aircraft, Navy,
Army or Air Force. The Civil Aviation Authority has responsibility for all civil
events and civil display pilots. Add as required - The (MAA/ CAA) had inspectors
on-site today to monitor activity.
Q.
Will you hold the event again next year?
A.
It's too early to answer that question. This unfortunate incident will be
subject to a thorough inquiry to determine the cause and we will have to wait for
the findings. However, in parallel to this, Military commanders and event
management will be meeting on a number of issues during the coming days and
weeks. I am sure the future of the show will be discussed.
Issue 2
88
31 Jan 13

PART 1
ANNEX D SOUVENIR PROGRAMMES
1.D.1 Nearly all air shows produce some type of event programme. They can range
from a simple booklet to a high end glossy magazine and are usually sold as souvenirs.
They contain; photos and articles about featured military and civilian participants and
their aircraft, information about and/or diagrams showing the locations of important
facilities and spectator services.
1.D.2 Most programmes include information about the sponsoring organization, the unit
or show site and governmental agencies and staff involved. Programmes are often used
to recognize sponsoring businesses that help underwrite show expenses. Your
command finance staff must be informed if you are going to engage is sponsorship.
1.D.3 A colourful, informative and professionally-produced souvenir programme can be
a significant income source for the event. There are two primary methods for production,
funded by local MOD resources (e.g. Graphics / Photo Section) or by the sale of
advertising to local business. One is for the unit to assume all production, advertising
sales and publication responsibilities. The second is to contract with an independent
publisher.
record.
LOCAL PRODUCTION
1.D.4 This option can generate additional funds for the event if advertising income
exceeds production expense. It also allows maximum control over design and content
with your Media Ops and Graphics Departments. Equally, this option involves financial
risk: if sales income does not cover production costs, you may be forced to produce at a
deficit or go cap in hand to higher command to write off the costs! This option also
involves a great deal of time, effort and expertise.
Issue 2
Establish costs of printing and type of programme desired (number of pages,

colour versus black and white, type of paper, size). Graphics section will have the
expertise to guide you.
Establish the selling price of programme. If advertising is paying publication
costs, base selling price on expense and revenue projections.
Project revenue from advertising sales. Most shows plan for advertising sales to
cover or exceed production costs.
Project revenue from programme sales to spectators, drawing on past
experiences at your show or past experiences of events with similar scale to
yours.
Plan advertising sales strategy and appoint personnel to solicit advertising well in
advance of show date (four to six months).
Set a firm deadline for receipt of all advertising and editorial copy.
Coordinate with static display, flying events, grounds and facilities and other
appropriate task teams to obtain key photographs and information in time for
editorial deadline.
Request participant media packs for biographies and photos.
Prepare sponsors page(s) to recognize support.
89
31 Jan 13
Plan for last-minute inclusion of show-site diagram, possibly as an insert.

Consult with MOD or Command printers for (1) typesetting; (2) design and layout;
(3) colour separations; and (4) printing/binding.
Specify delivery location(s) and date(s).
Require final approval at all stages of production. Proof carefully, including
advertising.
CONTRACT PRODUCTION
1.D.5 This method allows a contractor to deliver a finished, professional programme to
you at no cost. The publisher covers expenses and generates a profit through
advertising sales. Properly contracted and supervised, this method can guarantee a
programme without financial risk to you. And it requires significantly less time and effort.
Contracts must be structured to allow as much control as possible and must be
undertaken by your Command Finance staff. The risk lies in selection of a reputable firm
or individual with a proven track record in the field.
Develop a contract specification that clearly outlines your objectives and defines
the areas of design, editorial, research and production responsibilities for both
publisher and air show.
Determine the firms or professional individuals within reasonable geographic
area which are capable of fulfilling the contract.
Devise a tender and invitation with specifications a minimum of six months in
advance of your event.
Carefully review each proposal. Check references and sample materials. Meet
with each likely bidder to explore their responsiveness to your requirements, their
flexibility, and their genuine interest in the project.
Develop a contract that: incorporates the original specifications plus the results of
any subsequent negotiations and changes, details division of
responsibility/labour, includes a delivery deadline, establishes ownership and
clearly states it is the publishers responsibility to meet the specifications whether
or not the publishers advertising sales goals are met.
Develop a production timetable (specify in your contract that this is the
publishers initial responsibility); a list of planned editorial content; and a clear
chain of responsibility. Use your media team and / of staff.
Provide input and access to photo and materials sources, proof and give
approvals at each stage of pre-production.
Stick to the timetable and require the publisher to do the same.
Establish delivery dates, delivery locations, and method of delivery.
SALES ON THE DAY

1.D.6 Coordinate your programme sales with your strategic and tactical task teams.
Key considerations are;
Issue 2
Locations: gate ticket sales areas, VIPs enclosures, show grounds and facilities,
merchandising and catering locations.
Arrange for method of programme sales prior to the event and to spectators
during the show. Roving sales people or specific programme sales booths may
be used.
90
31 Jan 13
Issue 2
Put a sales trained team together. Provide communications, cash & change bags
and other aids to facilitate the on-site sales operation.
Coordinate with task teams if complimentary programmes are to be provided to
performers, participants, VIPs, media, etc.
A raffle or draw can boost sales. For example, numbered programme or insert
slip could win a prize.
If a raffle or prizes are associated with the programme, check with finance staff
regarding any regulations or legal aspects.
91
31 Jan 13

PART 1
ANNEX E SPONSORSHIP
Reference:
A.
JSP 462 Chapter 25.
1.E.1 Unless you are familiar with the mechanics of sponsorship it can be a difficult
task area and will require expert advice from service / command finance (wider markets)
staff, as contracts and financial agreements will be involved. Unless the event (normally
a large scale public display) is dependant upon sponsors to help underwrite its
expenses, minimise the use of this medium. That said, for your smaller unit event, local
sponsors can provide a variety of services at no cost as well as financial contributions.
Your unit personnel are usually active in the community and local businesses are
avenues to sponsorship, donations or prizes. The open day and / or families day is
generally perceived as a credible event so take advantage of it.
1.E.2 Consider the following three areas when planning your sponsorship efforts:
Target companies that offer products or services you would normally buy and
encourage in-kind trades for as many of your event expenses as possible.
Companies that have a retail or corporate customer base in your community
can be interested in contributing financially in exchange for on-site sales,
recognition and/or chalets in which they can entertain or thank their
customers. For example, outdoor clothing manufacturers, car dealers, car
hire, retail outlets, and insurance companies all have longstanding links with
military communities and are obvious target areas.
Some companies may simply want their names associated with your event.
Contracting with sponsored performers can enhance your marketing efforts.
Military and civil teams all have high profile sponsors who may contribute to
your event.
1.E.3 What follows is a checklist for sponsorship marketing, but read reference A and
contact your wider markets staff first .
Issue 2
Create a theme that defines the desired image of your event i.e. family fun,
community social, vintage aircraft fly in, meet the unit, commemoration event.
Determine your key market and focus your marketing/advertising
expenditures and message on them.
Select mediums and media to communicate with your key markets.
Set attainable sales goals and plan a realistic sales strategy.
Prepare a marketing case that is; concise, clearly states benefits for the
sponsor, details the plan to deliver the benefits and sets the price.
Prepare your presentation carefully. Dress for your presentation: its an
important first impression. Your confidence is communicable. You may have
only minutes to make an impression: poor preparation will lose you that key
sponsor!
Back the promised benefits with measurable statistics like attendance history,
spectator demographics, media exposure, poster and brochure distribution;
92
31 Jan 13
and any other form of sponsor exposure such as t-shirt or hat imprinting,
courtesy car acknowledgement signs, etc.
Develop a sponsorship contract that can be easily modified for each sponsor.
Wider markets staff should review the standard contract for accuracy.
Make your benefits package unique. Companies get hundreds of proposals
each year. Know your competition and use a combination of fact and
imagination to attract the sponsor. Know the companys goals and its
contribution history.
Identify the decision-maker and make your sales call on the person who can
commit the company.
Document your efforts and successes. They are great future sales tools.
Photos, news clips, video footage, aerials of the crowd and survey results tell
your story better than words.
SPONSOR CHALETS
1.E.4 Private entertainment chalets are a traditional way to recognize corporate
sponsors as well as provide additional income for your event. Their marketing can be a
good test for your organisation team, and can be vital to the shows overall financial
success. Considerations for private purchase chalets:
Determine the number and size of special viewing areas your site can
accommodate while leaving good flight-line viewing areas for the general public.
Determine costs and availability of tents, flooring, carpeting, temporary
landscaping, fencing, signage, catering, chairs, umbrellas and tables.
Set costs on facilities offering varying degrees of amenities.
Prepare an information sales piece for distribution to prospective clients.
Have catering information available for a range of menus.
Develop a marketing strategy and team sales approach.
Prepare detailed diagrams of each chalets layout and maintain a detailed list of
each chalet holders special requirements.
Provide adequate sanitary facilities for each tent/chalet.
Plan for daily clean-up crews and equipment.
Arrange with your communications team for PA.
Arrange to have souvenir programmes available for purchase in these areas.
Arrange special parking and transport to and from these areas or place signage
adequate to allow guests to find their way.
Mail passes or tickets well in advance so that chalet holders have plenty of time
to distribute them to their guests.
1.E.5 A sponsors chalet is often used to thank and entertain event sponsors and other
VIPs. Additional considerations for sponsor chalets:
Issue 2
Determine sponsor eligibility.

Get the finance team to develop a sponsor chalet budget. This area should be
consummate in order to attain maximum effect.
Determine number of admissions for different levels of sponsorship activity.
Set policy governing additional admissions for event sponsors.
Determine who will have admission and status - unauthorized entry could be
93
31 Jan 13
Issue 2
disastrous. Overcrowding is a liability: sponsors have paid generously for the

luxury of privacy and privilege of your hospitality.
Have delegated staff close at hand to solve problems.
94
31 Jan 13

PART 1
ANNEX F - TRANSPORT
Reference:
A.
JSP 800 Volume 5.
1.F.1 Transport will be critical to the event as key staff, display crews and support
personnel will need to be in place on time. Where possible obtain command clearance to
use service means as it is local and planning is straight forward. However, unit
resources are likely to be sparse. Your transport plan for either, a special event or a full
public display, are likely to be centred upon utility of contracted or hired / self drive
transport or a mix of both.
1.F.2 Economy of effort is your aim, so your strategic and tactical planning teams must
have all event information readily available. This includes; layout maps indicating
entrances, exits and parking areas; routes to accommodation, social functions and visit
sites (e.g. radio stations and schools), information on car hire agencies and bus
schedules. Tourist associations, local authorities and Graphics Sections can supply or
produce area maps. The transport team must work closely with the accommodation
team to coordinate individual arrival and departure times and any special vehicle
requirements.
1.F.3 The following considerations are highlighted:
Issue 2
If using hired in buses or coaches, get quotations early from charter companies. Confirm
arrangements by written contract. Publish routes, schedules and locations of stops for
distribution to staff, drivers and passengers. Assign staff as necessary and monitor the
service regularly throughout the event.
Working closely with the accommodation team, estimate vehicle requirements as early as
possible (six months in advance is not too early). Refine requirements downstream.
Arrange for hire and courtesy cars from dealers. Negotiate for complimentary vehicles or a
special forces rates - consider sponsorship status. Shop for best group rates. Investigate
insurance coverage provided and determine need for any liability cover
Determine early whether dealers will shuttle vehicles to the events distribution point or
whether a staff pick-up and return method is required. Ensure that staff drivers meet licensing
requirements and dealers driver age requirements- dont forget to shuttle the staff to/from the
venue!
Establish a central distribution point with staff to issue vehicles and brief drivers.
Prepare vehicle allocation matrix.
Use unit fuel for white NC / green vehicles. Arrange credit for refuelling of hire and air show
operational vehicles at a nearby, convenient location.
Explain refuelling procedures to each hire car recipient. Issue chit or other identification that
will authorize credit on the air shows account.
Clearly explain hire car charges and insurance requirements to drivers as appropriate.
Brief each driver of their responsibility to return the vehicle and keys at a specified time to a
specified location, and to maintain it in good condition. Dealers will be more willing to
participate as sponsors of complimentary vehicles if cars are returned in good condition.
Check that each driver who receives a hire vehicle has proper insurance and licence. If
95
31 Jan 13
Issue 2
foreign participants are expected, bus or chauffeur service may be required.

Provide each driver with contact phone numbers where the transport team can be reached in
case of breakdown or emergency. Work out a simple but robust car pass scheme vital if the
right people are to get to the right location at the right time.
Prepare checklist of all cars returned. Check for damage. Arrange for cleaning and refuelling
of each vehicle prior to its return.
It is vital to cater for vehicles of military demonstration teams upon their arrival. Check the
team support manual for exact numbers and types of vehicles and requirements.
If helicopters are to be used for VIP transport, liaise with the flight operations manager, FDD,
ATC and VASS team to arrange for safe and efficient operations.
96
31 Jan 13

PART 1
ANNEX G - COMMERCIAL TRADERS AND STALLS
Reference:
A.
B.
HSG 195 The Event Planning Guide The Purple Book Chapter 13.
JSP 375.
1.G.1 If you are tasked with a full blown public event stalls and traders will be a major
task area. Special events are less demanding in scale but the organisational principles
remain. Set up a strategic task team who will be responsible for planning and organizing
commercial exhibits (booths and aircraft) inside hangars and outside on the apron. It
should also be responsible for security and safety of all commercial aircraft and booth
displays before, during and after the show see Section 13. This group must work
closely with the aircraft parking, exhibits, facilities, and security teams.
1.G.2 Considerations;
Issue 2
Negotiate the use of hangar areas with sub units, engineering sections or
contract hangar owners as appropriate. Consider utility of taxiway, apron or
grassed areas for tented stalls.
Arrange for cleaning and preparation of any display or stall (in particular catering)
areas.
Arrange for booth dividers, curtains, carpeting (where necessary), lighting,
telephones and power for the displays or stalls.
Note any HMRC requirements if you invite foreign sales!
Arrange for forklift and moving equipment to off load exhibits or displays.
Plan the stalls and ramp space layouts, and distribute copies to all concerned
parties.
Arrange for exhibitor / stall owner passes and badges and send well in advance
of the display dates. Include detailed instructions on display set-up and set-up
times, display regulations, special parking areas, electrical requirements, and
exhibit removal at conclusion of the event.
Arrange for manpower to assist exhibitors in setting up booths, one to three days
prior to the show (large scale event). Generally, most will stall holder will be self
set up.
Arrange security patrols.
COSHH & HSAW - Check regulations and use your unit HSW representative.
Check on any use of flammable materials or liquids and warn stall holder
immediately. Require that gas tanks of vehicles on indoor display be purged.
Arrange for daily refuse and FOD pick-up.
Arrange for and post signage with information on the opening and closing times
of public access doors.
Advise exhibitors of parking areas for their vehicles, lavatories, amenities and
media facilities.
Have a good supply of mine tape, piquets and rope available.
Have all pertinent HSW signs available (e.g. No Smoking near Aircraft, etc.)
Have trash receptacles available in good numbers.
97
31 Jan 13
Issue 2
Keep access clear to fire extinguishers, axes, hose outlets, stairways and exits.
Review fire procedures with DFS / Unit Fire Officer and make sure exhibitors
have written information.
Arrange with service and local police for occasional foot patrols around displays
and ramp area.
Make daily contact with exhibitors to discuss with them possible complaints,
special requirements and suggestions. Keep notes.
Arrange for final cleanup and unpaid display fee collection prior to departure of
exhibitors.
Work with marketing, Media Ops and PR staff to coordinate invitations to
prospective buyers of aircraft and components or of other displayed materials in
your area.
Most commercial displays and stalls will have electrical requirements. If electrical
feed or service is not available, make sure that all portable electrical generating
equipment is appropriately grounded and compliant with safety / building codes.
98
31 Jan 13

PART 1
ANNEX H CATERING
Reference:
A.
HSG 195 The Event Planning Guide The Purple Book Chapter 11.
1.H.1 Integral to any display or event will be the food and beverage sales. They are
important as a major source of revenue, only when properly executed and adds to the
publics overall experience. However, if food and drink is poor, it will cause more
complaints than any other element of your event.
1.H.2 Proper attention must be paid to food and beverage provision in your advance
planning as it will be a direct reflection of your organisation and concern for your
spectators. Some events serve alcohol, others do not, so this is a key decision and
should be carefully considered. Clearly there are the legal implications, MOD policies
and public attitudes. Remember, a fair portion of your audience will be under the legal
age to consume alcohol, but responsible drinking through controlled outlets, can add to
the event experience. Proponents of alcohol point out that its availability does not
generally cause problems at most air displays, and that most spectators may carry in
their own anyway. Those against argue that air shows are family affairs (so remember
your mission and event focus!) and that flying and alcohol should not be mixed. Your
chain of command will have a policy and this will direct your final decision after careful
consultation and consideration.
1.H.3 Because each event will vary in scale and structure, you will need to decide on
the optimum catering structure. The following is offered as guidance:
Issue 2
Determine gate hours food available from and to.

Arrange for construction/rental of food and beverage stands.
Coordinate catering locations with facilities and smooth public access / egress.
Remember: catering sales are a mix of impulse and planned buys, so stands
should be located in areas where crowds gather.
Coordinate event admission and parking passes for vendors and casual staff.
Determine requirements for utilities see also Section 9.
Ensure that all catering stands are located in a position to be resupplied during
the event.
Establish menu and pricing parameters.
Research wholesale food & drink sources and determine which distributors will
permit discounted purchase cash and carry or MOD suppliers?
Order product well in advance and arrange for on-site storage.
Determine catering needs, if any, for VIP chalets and functions.
Coordinate catering area set-up and removal plan with your static display and
other teams.
Determine method of refuse collection and removal at each stand for vendor use
and for spectators.
Establish off site refuse disposal and clean-up procedures. Coordinate dumping
with local authority see Section 9.
Design road access for catering and refuse collection traffic.
99
31 Jan 13
Issue 2
Establish an accounting and reporting method.

Coordinate requirements for change, money collection and accounting
procedures with finance staff
Investigate; insurance requirements (check all contractor Food Handling
accreditation!) and if required get appropriate policy cover through command
staff.
100
31 Jan 13

PART 1
ANNEX I VIP GUESTS
1.I.1 This is a demanding assignment and vital to the image of any event. The VIP
team is responsible for planning and implementing all VIP arrangements for the duration
of their visit as event guests. Consider the following:
Issue 2
Confirm with unit chain of command to compile the invitation list and to structure
letters of invitation. RSVP is vital.
Establish early those VIPs whose expenses or any major part thereof are to be
borne by the show. Coordinate costing of these expenses with unit finance staff.
Record all acceptances.
If a formal dinner or lunch is involved, facilities should be planned early.
RSVP should include a response admin form to determine time and date of
arrival, duration of stay, number in party, type of accommodation required and
transportation needs.
Advise VIPs of appropriate dress and any special requirements well in advance.
Arrange for nominated and briefed staff to meet VIPs on arrival to drive or escort
them to their accommodations; provide maps and schedule of events, any
necessary passes, etc. In some cases, staff may be assigned to host a VIP
throughout their stay.
Coordinate arrangements for rental or chauffeured vehicles with transport team.
Coordinate arrangements for accommodation see Annex B.
For social events: arrange menu, wines, reception facilities, protocols, control of
access, order, place and method of assembly; media accommodations, VIP
greetings and introductions; table layouts and appointment of table hosts.
If royalty, ambassadors or heads of state are guests, determine and clear all
protocol requirements in advance with Private Secretaries, ADCs, higher
command / MOD or the DA/ Embassy involved.
Determine if any special security/safety arrangements are required and maintain
close liaison with the notified security agency, e.g. Royal Protection or Special
Branch.
Arrange for VIP entry and departure and/or entry into reserved VIP seating area.
Arrange for VIPs to receive a copy of the souvenir programme and other selected
event and community materials.
Prepare an alternate platform and public address facilities in the event of
inclement weather.
Keep all appropriate teams informed of all arrangements.
Foreign VIPs may expect or require special foods, beverages or other
considerations for religious or political reasons. Inquire and prepare for this
possibility.
101
31 Jan 13

PART 1
ANNEX J CADETS AND VOLUNTEER PERSONNEL
1.J.1 Unit events and major public displays are excellent mediums for service Cadet
Forces and other volunteer organisations (e.g. Scouts, Guides, Red Cross, St John
Ambulance, Aero Clubs and Societies) to engage with the public. They are generally
enthusiastic and keen to support you in the more menial (but no less important)
administrative tasks. A token workforce in some respects but despite their volunteer
status, they require special consideration. For example there are legal supervision and
duty of care requirements for minors (people in the under 16 and under 18 age groups).
1.J.2 The service sponsored Cadet Forces are voluntary youth organisations and
operate under their respective Charters. They aspire to careers in the military so are
disciplined and well supervised by serving or ex served members of the regular / reserve
Armed Forces. Given a deliberate task or mission they can be expected to execute the
duties in a professional manner. However, if used as traffic / car parking stewards they
must be directly supervised by an adult at all times. They should not be used as aircraft
marshallers.
1.J.3 Your volunteer services team should establish and maintain a volunteer data
base. The team then trains and accredits all volunteers and provides identification for
their admission to the event. The team coordinates with organisation managers or
commanders to gather and disseminate information including numbers of volunteers
required for each event area and requirements of each assignment. Additional
considerations:
Issue 2
Contact all Cadet Force commanders and volunteer managers about 4 months
before the event.
Communicate the process for the flow of information and staffing requirements.
Mail volunteer interest and information questionnaires.
Record feedback information into the data base.
Devise volunteer task lists and distribute to the commanders / managers and
OICs of your own planning teams.
Advise volunteers of their assignment, training requirements and reporting date
and time.
Recruit additional volunteers for specific tasks as they arise and establish a
tactical volunteer reserve to fill in where needed on the show days. For example,
extra car parking and programme sales teams may be required!
Recognise volunteers - T-shirts, complimentary pens / tags etc, air display
survivors party, and similar benefits do wonders to boost incentive and morale.
Note: Be careful with parties for the under 18 group where alcohol is provided!
Prepare and distribute passes / ID for event access.
Brief Cadets and volunteer groups as necessary on their tasks prior to show days
and provision for a Cadet / volunteer information centre.
Provide for meals, water, drinks, meal scheduling and relief as necessary.
Your team should constantly circulate on show days to assist and coordinate
where necessary.
Collect comments and suggestions from volunteers for post-show critique.
102
31 Jan 13

PART 1
ANNEX K INSURANCE, LIABILITY AND WIDER MARKETS
References:
A.
B.
C.
D.
JSP 462 Chapter 42.

JSP 360 Civil Use of Military Airfields.
2010DIN08-004 Activities Not Covered by MODs Self-insurance
Arrangements and Non Core Business Activities.
2009DIN08-018 Insurance Arrangements for Open Days, Displays and
Other Functions
BACKGROUND
1.K.1 The MOD does not normally purchase commercial insurance policies to cover its
legal liabilities as the cost of premiums would likely exceed the cost of paying claims for
compensation. Instead, the MOD pays claims for compensation out of its current
expenditure. Consequently, the MOD is not governed by the terms of insurance
policies but is subject to Departmental financial procedures and the common law to pay
compensation for acts of negligence. This means that the MOD is only authorised by
Parliament and HM Treasury to make compensation payments for injury or damage that
occurs as a result of its core Defence business (i.e. publicly funded events, officially
sponsored by MOD using existing resources, in most cases this will mean that the event
is wholly funded through the Planning Round (PR) process and identified in the Defence
Plan). When other activities outside the scope of core Defence business are undertaken
(i.e. those events where funding is not provided through the PR process or where
activities are organised privately, but are not in the normal course of MODs Defence
business) arrangements must be made to transfer the legal liability to pay compensation
to another person or organisation by obtaining an indemnity normally backed by
commercial insurance.
1.K.2 The activities that may be undertaken by MOD Units and Establishments which
are not part of MODs core Defence business, and therefore not covered by MODs selfinsurance arrangements, are many and varied. They often involve the provision of a
service or assistance to people or organisations outside of the MOD. Examples include:
At Home / Unit Open Days.

Air Displays.
Charitable Events.
Civil Use of Military Airfields.
Visits to Units for Community Engagement, Open Days, Displays and Other
Functions.
1.K.3 For all activities that are not part of MODs core Defence business, the following
arrangements must be put in place. Either:
Issue 2
Where not otherwise provided for in contract documentation such as a DE

licence, the person or organisation that will benefit from MODs assistance must
103
31 Jan 13
sign the Form of Indemnity attached at Annex A to reference B before any

assistance is given, and a copy is to be retained locally;
If no other beneficiary can be identified, then the MOD personnel organising the
activity or event must purchase commercial insurance using non-public funds.
Advice should be sought from an insurance broker as to the nature and extent of
the risks that are to be entered into and which should be covered by the
insurance policy. Due to potential conflicts of interest and Financial Services
Authority (FSA) insurance regulations MOD is not able to direct personnel to a
particular commercial insurance provider;
Where commercial insurance cover is required to be placed in respect of an
MOD risk, advice and insurance implementation should be via MODs appointed
insurance Willis Limited (see 2007DIN08-014);
If the Departmental Insurance Scheme (DIS) is to be utilised refer to 2008DIN08014
LIABILITY
1.K.4 The MOD requires; cover for liability for bodily injury or property damage as a
result of, or arising out of, any accident at a civilian or military flying display and/or
ground display or any public or private function undertaken by MOD fixed wing or rotary
wing aircraft either owned or leased and parachute teams (including the aircraft), whilst
flying to and from said displays, including take-off and landing at the aircrafts normal
operational field, or the display airfield or area should this take place, and whilst
practising/setting up/completing such displays at the venue.
1.K.5 Coverage shall continue to apply in the event an aircraft is required for
emergency evacuation duties due to an incident at the display site. The policy shall also
cover legal liability to passengers being carried by such aircraft, excluding aggravation to
existing injuries where the MOD is not liable for the injuries arising from the original
incident.
1.K.6 Cover includes aircraft from NATO countries taking part in airshows in the United
Kingdom and United Kingdom aircraft taking part in airshows in NATO countries covered
by the NATO Status of Forces Agreement. Under the SOFA each country waives any
claims it may have against another country and the host country deals with and settles
claims from third parties arising out of the acts of visiting forces in the territory of the host
country. The visiting forces country then repays the host country 75% of the amount of
compensation awarded.
INSURANCE
1.K.7 Where admission charges or other charges are raised for any events to which
members of the public are admitted, or where any event has all its costs covered by
commercial sponsorship, insurance cover must be purchased to cover all additional
compensation risks to which the MOD may be exposed as a result of the activity taking
place. This should include third party public liability insurance, and where appropriate,
employers liability insurance. Consideration should also be given to insuring other risks
that may arise. The cost of any insurance premium that is incurred should then be
Issue 2
104
31 Jan 13

recovered from the charges raised or other income that is received. This is recovered
through insurance charges for participating aircraft determined by each service.
1.K.8 The level of insurance cover required should be determined in consultation with
the insurance broker to reflect the degree of risk posed by the event, but in respect of
third party public liability it should not be less than a Limit of Indemnity of 5 million per
occurrence. Based upon an appropriate risk assessment, in relation to small scale
events or those with a low risk profile, a third party public liability Limit of Indemnity of 2
million may be justifiable. Wherever major events are being undertaken, the MODs
insurance advisers, Willis Limited, will provide assistance with both risk assessment and
the purchase of suitable commercial insurance(s). Such services are available either on
a fee or brokerage basis depending on the size of the insurance premium, in accordance
with 2007DIN08-020: FI 30/07. For smaller scale events, suitable insurance cover can
be purchased from a local insurance broker.
1.K.9 Event organisers should also ensure that other parties providing equipment
and/or services (e.g. provision of catering facilities, go-cart rides, bouncy castles etc) to
the event carry adequate insurance in respect of their risk and incurred legal liabilities. It
is recommended that depending upon the scale of the event and nature of the
equipment and/or services provided that such parties are required to hold appropriate
third party public liability and employers liability insurance.
1.K.10 Where no charges are raised the MOD will deal with any claims for
compensation which arise from third parties on the basis of the Departments legal
liability to pay compensation. However, there may be occasions where members of the
public, or Service families, are invited to participate in activities which are, or could be
regarded as, inherently dangerous (e.g. abseiling, assault courses etc.). Commanding
Officers and organisers should consider prior to events taking place whether the
increased risk of claims arising from the activity might outweigh the publicity or
recruitment value of the event. If this appears to be the case then, regardless as to
whether charges are raised during the event or not, the Commanding Officer should
ensure either that the activity is not undertaken or that public liability insurance is
purchased from non-public funds to cover the risks.
1.K.11 The MOD will stand behind its employees (both Service personnel and civilian
staff) present at any of the events covered by this instruction who are acting in the
course of their official duties if any claim for compensation is made against them. MOD
pays compensation in accordance with its legal liability to do so and claims should be
submitted to the address shown in paragraph 1.K.20. Off duty personnel attending such
events in a private capacity are not, however covered by MODs liability and are
responsible for the consequences of their own actions. All MOD personnel whether on or
off duty are advised to take out personal accident insurance to cover injuries to
themselves caused by an Act of God or pure accident.
1.K.12 Insurance charges for military display items can be obtained from the service
participation or tasking staff. Certain special events may have charges waived by the
service providing the asset. However, commanders must be aware of the guidance at
X.9 above when determining the risk versus liability.
1.K.13 Checklist of likely gotchas for an air display or event:
Issue 2
105
31 Jan 13
Aircraft and aircrew liability in particular civil participants (check valid insurance
certificates).
General event liability note any exclusions (or what the insurer will not pay!).
Organisers and executives liability and indemnity.
Cancellation (poor weather) cover.
Accident liability volunteer staff.
Passenger liability if flown in service aircraft, except in an emergency. Additional
regulations apply for the carriage of passengers see RA 2340.
Property Theft/Damage.
Money & Securities.
Selling of Alcohol.
Vehicle and Collision liability.
BATSIM / Pyrotechnics / Fireworks liability.
Civil use of military airfield check JSP 360.
Military and Civil Sport Parachute Display Team insurance (BPA policy in place?).
NATO and Foreign Military items check cover!
WIDER MARKETS INITIATIVE

1.K.14 The aim of the Wider Markets Initiative (WMI) is to align public and private sector
interests, extract best value from assets and investments, generate activities which
deliver core public services and provide the desired level of public sector control. The
WMI encourages public bodies to make use of these assets to increase commercial
activity and in turn provide more money for public investment and higher levels of
productivity across the UK economy.
1.K.15 MOD business areas are encouraged to exploit spare capacity in their assets on
a commercial basis in order to make the best use of MOD's extensive physical
(equipment, land, premises) and non-physical (intellectual property, data, skills) asset
base. Business areas can use the income generated by this 'Wider Markets' activity,
either to support core MOD objectives, or contribute to local 'quality of life' improvements
for military and civilian personnel.
1.K.16 Government Accounting provides for departments to take out commercial
insurance where they consider it necessary to protect core budgets from possible claims
resulting from incidents arising during WMI activities.
1.K.17 In accordance with Government Accounting, MOD does not normally insure its
assets nor the activities that its personnel undertake, since the cost of paying premiums
would exceed the cost of paying claims for compensation. Income generation activity is
an exception to this rule, and it is an important principle that MOD must not be exposed
to unnecessary risks in the course of carrying out WMI activities. It is not MODs
intention to fund claims arising from WMI activities.
1.K.18 Contracts under this section can include one off events/celebrations such as
Enthusiasts Day, Veterans Weekend and Falkland Islands commemoration at an HM
Naval Base and television/film documentaries.
1.K.19 For all activities that are not part of MODs core Defence business, the following
arrangements must be put in place.
Issue 2
106
31 Jan 13
The person or organisation that will benefit from MODs assistance must sign the
Form of Indemnity attached at Annex A to reference B before any assistance is
given, and a signed copy of the Form passed to DBR (CLCP) at the POC
address below or
If no other beneficiary can be identified, then the MOD personnel organising the
activity or event must purchase insurance using non-public funds. Advice should
be sought from an insurance broker as to the nature and extent of the risks that
are to be entered into and which should be covered by the insurance policy. This
is relevant to organisers who contract military sports parachute teams who
undertake display activity.
1.K.20 Claims and Insurance Points of Contact:

Insurance: Policy and Finance Team
Common Law Claims and Policy
Directorate of Business Resilience
Level 1, Spine 3, Zone J
MOD Whitehall
LONDON
SW1A 2HB
Tel: Civ 0207 807 0322 / Mil 9621 70332
Claims:
DBR (CLC&P) 1b
Zone A 7th Floor
St Georges Court
2-12 Bloomsbury Way
London
WC1A 1SH
Tel: Civ 020 7305 3201 / Mil96305 3296 / 3201
e-mail: DBR-CLCP-Claims 1b
Issue 2
107
31 Jan 13

Intentionally left blank for print pagination
Issue 2
108
31 Jan 13
PART 2
SECTION 1 SUPERVISION
2.1.1
It is not possible to sum up display flying in a short paragraph. The
display arena can be stressful and demanding not just upon the time and patience for
the crew, but the supervising staff as well. A display supervisor must make every effort
to ensure that the display pilot conducts a professional display with safety as the
predominant factor. Thorough planning, preparation and supervision will minimize the
risk in this inherently dangerous activity.
2.1.2
Display flying of any sort requires impeccable standards of airmanship,
flying and supervision. Before a pilot displays their aircraft in front of a crowd at an air
display, whether that be an International Air Show or a Families Day, they need training,
close supervision and thorough briefing. Authorisation must be taut, pragmatic but
without ambiguity. Supervisors, operating and approving authorities must ensure that
this is the case. Part 2 of this handbook is designed to guide and help all of you involved
in the pure flying and supervisory aspects to meet the exacting standards of the mission.
SELECTING THE SUPERVISOR
2.1.3
Ultimately the responsibility for supervising a display crew rests with the
approving officer. This is then delegated to the unit or Stn Cdr with responsibility for the
display asset, however, due to the continual supervisory process required during the
preparation and training of display aircrew it is essential that the unit commander
nominates an officer to meet the close supervisory requirements. The nominated
supervisor need not necessarily be a senior commander, indeed given the heavy
demands on time, particularly during training, it may be better to choose a pilot with a
minimum rank of OF3 or suitable appointment. Preferably this individual should have
previous display experience and whose primary job allows him the time to meet the
demands of the task. Chief Instructor, Flying Standards Officer, Senior Pilots are targets.
2.1.4
The supervisor should be dedicated to all display practices where
possible; this is of particular importance during the early practices when continuity, trust
and easy communication are so important to the success of the work up. Once the pilot/
crew gains confidence and skills improve, selected practices can be monitored by either
the mentor (normally last seasons or a previous display pilot) or a flying standards
officer. The unit commander will obviously take a close interest in the work up and will no
doubt join the supervisor during some of the practices. Also, he will probably insist on a
full record of training, detailing the training carried out and any problems encountered. It
is a good idea if this record is scrutinised by the unit commander at least once a month.
2.1.5
The key question what are the key requirements of a display
supervisor? A blend of the following qualities might signpost a suitable individual:
Previous display experience highly desirable but not essential. With no display
experience then the supervisor should engage with and utilise SMEs unit
QHI/QFI, CI or mentors to advise on manoeuvres and handling.
A good communicator a discreet, firm but tactful word in the display pilots ear
sooner is better than shouting later.
Issue 2
31 Jan 13
Sound interpersonal skills is he or she likely to engender a safe but disciplined

culture.
Human Factors awareness is the supervisor cognisant of and sympathetic to
those pressures and distractions prevalent in the display arena?
Is he or she unit culture aware? It is important not lose supervisory situational
awareness of the display team or detachment and remain aware of an excessive
can do culture that can lead to corner cutting for those urgent last minute
display requests.
Does the individual understand regulations and orders? A sound working
knowledge of the display regulations is essential. However, use your experts to
assist and advise!
Is he or she a good at Staff work? Detailed recording of the display training
activity and critique is vital. Time consuming, but essential activity.
Risk management Is the supervisor perceptive to inherent risks in display
flying? Able to identify issues early and take action? Mitigate, control or eliminate!
For example, mandate a mid season leave period for the crew.
Leadership above all does the candidate demonstrate moral courage. If the
display looks or feels wrong, to low or the crew looks knackered, then it probably
is and they probably are! Would the individual exercise moral courage to stop the
activity? Remember the supervisor is there to oversee, direct and control.
2.1.5
The above list is by no means exhaustive and the principles of flying
supervision can be expanded upon by attendance at the Pre and Post Season Display
Symposiums and the Flying Supervisors Course at the MAA Operating SRG courses at
RAF Northolt.
SELECTING THE DISPLAY CREW
2.1.6
There are many aspects to the process of selecting the right aircrew for
the job whether for solo, 2 seat aerobatics, multi-crew or formation team displays. The
AOA will make the final selection, but nominees must demonstrate the following
attributes:
Above average handling skills.

Demonstrate sympathy with the aircraft. Especially for aging types.
Be a bit of a showman without being a poser.
Be totally reliable.
Be trustworthy in all respects.
Demonstration of and acceptance of authority.
Have credibility to deal with situations and people (sometimes quite senior!) who
may not be acting in the best interests of safe display flying.
Display team leaders, solo and 2 seat display pilots must be capable of
supervising and looking after the whole team, spare aircrafts pilot and all support
crew.
Bachelor may be preferred as he has fewer distractions than a married man. The
display commitments may involve many weekends away.
2.1.7
Both aircrew and groundcrew must be volunteers and be made fully
aware of the total commitment required to complete a successful season. Unit
commanders must also be aware that enabling a successful display, will also require unit
Issue 2
31 Jan 13

/ Station commitment and support. Throughout the season aircrew and groundcrew will
experience thousands of distractions. They must be capable of rising above these and
carry on with a safe performance. So, choosing the right man for the job makes all the
difference between anguish and relaxation. With the right crew selected and
demonstrating good self-discipline, initiative and common sense, supervision becomes
relatively straight forward. However, do not become complacent and withdraw to the
office. Keep oversight on the activity and the crew, as the need for some firm direction
may arise during the season.
BRIEFING
2.1.8
Unit commanders and the nominated display supervisor must ensure that
display crews are thoroughly briefed on what is required of them, making clear the huge
responsibility and the great commitment that they are accepting. The briefing of display
crews both in general terms and for specific sorties, is integral to the supervisory
process and as such is the responsibility of the supervisory chain. As a guide to
supervisors, experience has shown that briefings are required on the following
occasions:
Unit commander to brief the display crew and the supervisor at the beginning of
training.
Unit commander to brief again following display clearance but before the first
public display.
Supervisor to brief display crew before each practice and prior to detaching for
display commitments.
2.1.9
The following bullet points contain some of the guiding topics for inclusion
in the briefs:
Display aircrew must be made aware that they are the public image of the
Service and as such must conduct themselves in a thoroughly professional way
at all times. To be selected as display aircrew is a great honour, but carries with it
a great responsibility.
Display aircrew must be informed that display flying is a very demanding flying
discipline, which requires full knowledge and understanding of the strict orders
that control display flying and the need for full compliance with them.
Emphasise also the need to display the aircraft in accordance with its RTS and
any approved manoeuvres. A good display pilot is one who is sympathetic with
their aircraft and remains within the flight envelope. Except in an emergency,
there is little justification to exceed limitations. Previous experience has governed
the need for these rules, stretching or breaking them will almost certainly end in
disaster.
A flying display is to be treated as a mission. The aircraft commander must fully
understand the aims of that mission. It requires thorough planning and strict
control to be executed in a professional and safe manner. There are no
operational imperatives at a flying display that necessitate departure from
regulations. Display aircrew must ensure that they are fully conversant with those
regulations, orders and any extra restrictions imposed by the FDD.
Issue 2
31 Jan 13
To this end they must read and understand the display operation order and they
must attend the display briefing. At the briefing they should clarify any points or
issues they have and satisfy themselves that the event is properly organised.
Before flying display crews must have a good situation awareness of the conduct
of the airshow and, in particular, for the period they are airborne they must have
the following information at their fingertips. Take off time and landing slot;
diversion details including weather; holding points and are they in use; details of
aircraft airborne immediately before, during and immediately after your display;
the crowd and crowd safety lines and how they are marked; the display quiet and
chat frequencies; fuel requirement including any hold off requirement; and, an
accurate time check.
If the display crew have any reason to doubt the conduct or safety at an event,
they should inform the FDD and if required cancel even if it means a gap in the
show and a huge loss of pride.
SUPERVISING A DISPLAY PILOT

2.1.10
Aircraft Selection. Primary and secondary aircraft must be identified as
soon as possible and they must be prepared for the season. With operational pull on
most aircraft fleets, dedicated display airframes may be problematic and detailed fleet
management may be required. In the case of aerobatic displays choose an aircraft with
low fatigue and one which can be reasonably certain of being available for the whole of
the display season. Also, remember that the special requirements of the display aircraft
may limit its availability for the daily flying programme and aircraft generation on
exercises. It is also important to plan early for any re-painting requirements.
2.1.11
Display Sequence. Supervisors must be totally involved in the
development of the display sequences Full, Rolling, Flat and any approved basic
manoeuvres to be flown in minimum weather conditions. Use the guidance in Section
and, finally, when the display sequence has been agreed, double check (on paper) the
heights and speeds required at the top of each vertical manoeuvre as these will form the
basis of the all important safety gates, again described in Section X. In the 2 crew
environment it is useful for the NHP or WSO to have heading details for the start and
finish of each manoeuvre, particularly if it is offset, since this ensures that the pilot does
actually pull through to the exact angle-off heading.
2.1.12
Learn the Sequences. It is of enormous benefit when you are monitoring
the rehearsals to know what is coming next, at what speed, at what height / gate and in
what configuration. This is of vital importance in your safety and supervisory role and will
be useful during the AOAs public display authorisation sign off as he is likely to ask
some demanding questions! When supervising rehearsals, you are required to be in 2way contact with the display crew; a HiCom type system will allow you to stand at a good
vantage point and watch the sequence. You may choose to act as a de-facto FCC
member at crowd centre on the crowd line or on the ATC balcony, either is a good way
of meeting this requirement, whilst maintaining a clear view of the whole display. It is
essential that you have an agreed call if, for any reason you wish the practice to be
curtailed and let the pilot know if you notice a wrong configuration. By convention this is
C/S - Knock it Off. Stop, Stop, Stop is normally a safety critical call. Dont assume that
he knows he has altered the sequence or configuration and is doing it for a good reason,
inadvertent selections have happened before and could be absolutely crucial to the
display minimum criteria. Make sure that your display pilot / crews do not suffer
Issue 2
31 Jan 13

unnecessary distractions, e.g. do not allow any other transmissions on the display
practice frequency.
2.1.13
Work-up. It is worth mapping out the work-up and check-ride rules carefully and then decide on how many sorties need to be flown at medium altitude. Flying in
the back or LH/RH seat (if available) during the any check ride is definitely
recommended for three reasons:
To keep the bull, that always exudes from the display pilot, down.
To confirm in your own mind the practicality and feasibility of each manoeuvre.
To clarify that a safe recovery could be made anywhere in the sequence in the
event of a major failure.
2.1.14
Further check rides should be flown at lower heights at the supervisors
discretion or as dictated by higher authority: Aerobatics below 2000 are entirely different
so at least one check ride at the lower altitudes can prove beneficial. As supervisor, you
will need to submit a work-up programme to the AOA anyway; it should also serve as a
nice guide to match the work-up rate to meet the date on which the AOA finally checks
the final display;
The date of the first display must be established as soon as possible. This is not
as easy as it sounds!
As soon as this date is reasonably firm, the date for the AOAs PDA sign off must
be decided and the work up tailored to that aim.
For high energy fixed wing displays, experience has shown that the pilot must be
practising at 1500 ft six weeks prior to the AOAs PDA and at 500 ft five weeks
prior; this will probably mean starting training in late February or early March
when the weather is by no means reliable.
Try and arrange work-up and currency rides to match the crews daily routine; in
other words, the crew do not want to be under any hassle or feel rushed when
they go out to practise. For example, aerobatic competitions that are predicated
on work up training or decided at AOA sign offs are to be avoided.
Ideally, a pattern should be established for practising with the sorties being flown
before or after normal unit flying; this will help the display aircrew to settle into a
routine, prevent practices being disrupted by other aircraft recoveries and
minimises impact on the unit flying programme.
Once practice times are known, let other local flying units know so that the circuit
can be kept clear.
Once the pilot is proficient in good weather, he must practice the sequences in
weather that is close to the lower limits; the first time he encounters a tricky day
should not be on his first display.
When the pilot is proficient at his home base, it is vital that he practices at other
bases; it is easy to become over-familiar with ground features, display lines etc at
home. The first display at a new site could be demanding!
2.1.15
Record of Practices. Keep a record of each practice (Height flown,
Full/Rolling/Flat) plus a remarks column for the odd note to support the all important
debrief. Such a record also acts as an indication of any tendency (e.g. always dishes out
of a Derry to the left, hover unsteady OGE during high rate yaw pedal turns). As
previously mentioned, this record is an ideal tool for keeping your unit commander up to
Issue 2
31 Jan 13

speed. He will require to see it, but in any case, ensure that it is scrutinised at least once
a month. The record is also a useful prompt for producing your end of season report or
any other report required by higher authority.
2.1.16
Display Season. Supervision must continue throughout the display
season although the emphasis naturally changes as your display pilot becomes
proficient with more emphasis placed on oversight, direction and control of the display
missions rather than training. It is important that, once the season is in full swing, the
display pilot and crews are given freedom and the flexibility to operate autonomously.
Supervision should not be over-zealous, heavy handed and interference should

be avoided unless circumstances require actions remember moral courage is a
supervision quality.
Any signs of overconfidence should not be firmly dealt with and are normally
quelled with a quiet word under the nearest tree of knowledge.
s soon as possible during the season, the supervisor should attend one of the
displays, not with the sole intention of checking on his own pilot (remember
oversight!), but primarily to see at first hand what problems and pressures there
are on the pilot/ crews and his team.
Ideally, a large display should be chosen as these are generally the most
demanding, especially unique geographical event such as seaside shows. How
are the crews coping?
The supervisor must be careful not to be perceived as a gotcha or distraction to
the display crews. Acting as support staff for the day is an ideal approach.
A couple more visits to displays should suffice for the remainder of the season
making sure to monitor one display towards the end of the season.
Experience has shown that you will soon hear if your display crew is performing
well or badly but dont rely on this as your only form of feedback. Indeed the
display pilot himself must be relied upon to handle the whole spectrum of display
flying and be trusted to let his supervisor know if he runs into any real problems
integrity (remember why you had a pilot selection process!).
2.1.17
Rest Periods. Supervisors must insist on the display pilot / crews taking
days off mid-week when he is away at weekends. As mentioned already, the squadron
must anticipate this burden, in addition to losing him, and probably the spare pilot, on
Fridays and Mondays at regular intervals.
SUPPORTING THE DISPLAY CREW
2.1.18
During a busy season the display crew will have enough to deal with
during the season without any unnecessary hindrances and distractions. Throughout, he
must be fully supported by the unit / command in all areas to help ease the burden. It is
your responsibility as supervisor to ensure that this happens. Remember the display is a
unit push!
2.1.19
Manager. The pilot of the spare aircraft can take as much of the load
away from the display pilot and indeed should be utilised role as display manager. A
majority of display teams use a ground based manager who deploys by road ahead of
the aircraft.
Issue 2
31 Jan 13
He must get involved early in the planning sequence arranging slot times,
practice times, arrival and departure times to other displays, turnaround facilities
etc.
During transits, he can plan the routes and if required lead the display pilot
around, leaving him with no demands other than simply flying the display.
On the ground, the manager can deflect admin trivia from the display pilot. On
occasion there can be a significant amount. However, better admin planning with
event organisers generally negate unwarranted admin issues. In sum,
The manager is most definitely not someone on a weekend jolly, he must be
competent, conscientious and an integral part of the whole team. By the same
token, the supervisor must be prepared to allot time without distractions to his
task. The briefing, authorising, watching, debriefing, cycle can be 11/4 to 11/2
hours.
Personnel must also be nominated to record the practices and actual displays on
video.
2.1.20
Engineering. Experience shows that a small pool of reliable, competent
and resourceful engineers must be established to support the display. They must be
competent to service the aircraft safely in some unusual locations during busy
weekends. The selection of this support team, in its own way, is just as important as the
selection of the display crew.
2.1.21
Administration. The administrative backup by the unit must be good,
prompt and flexible. Some unusual requests may well appear which require resolution at
short notice; the display crews must be able to rely totally on the back up of the admin
staff to minimise distractions. Displays equals extra work and some of it at weekends
nothing to do with me , can be an attitude that unit command must manage out!
2.1.22
ATC/Ops. There may well be occasions during the season when the
display crews ask for the airfield to be open at strange hours and at weekends for
seemingly trivial reasons. However, it must be borne in mind that the pilot loses many
weekends throughout the season, thus, what on the surface may appear a thin reason to
open up on a Saturday evening, must be measured sympathetically against the number
of Saturday nights he is away from his home during the year. Especially compared with
the total number of weekends worked by ATC personnel.
2.1.23
Noise. In the early stages, there are undoubtedly going to be a lot of
practices flown at low-level overhead the unit. The unit PR staff must, therefore, prepare
the ground and let the local population know what is happening. Emphasis should be put
on the care taken by the unit before and during these practices. In 1989 BBC South
West produced a half hour documentary on solo aerobatics, stressing the care and
supervision taken; this programme may well be of use to units who face criticism from
the local population concerning environmental impact.
CONCLUSION AND TOP TIPS
2.1.24
We hope the above guidance proves helpful. Remember that all aspects
of display supervision can be very satisfying and enjoyable providing you tackle them
properly. Even if things are going exceptionally well, it does no harm to talk to the crew
firmly now and again, to take stock of the situation, to re-assess heights and speeds, to
Issue 2
31 Jan 13

warn the pilot against complacency or over-confidence. If the pilot declares he finds the
sequence easy and he is very happy about it all - watch out. He must keep the
concentration going and be constantly reminded that, whilst he or she is the public face
of defence aviation they are also the flight safety system goalkeeper!
2.1.25
Finally, both the approving officer and supervisor have huge
responsibilities in delivery of a competent and qualified display crew. They must not
relax and oversee, direct and control the activity from selection through to the final
display of the season.
Issue 2
31 Jan 13
PART 2
SECTION 2
A PERSONAL OVERVIEW OF ASPECTS OF DISPLAY PILOT SUPERVISION
2.2.1
The following article is based on the experiences of Wg Cdr M Jenkins
who, as OC 20(R) Sqn, was the supervisor for the 2000/2001 Harrier display pilots. His
personal views strongly support the opening passages in the previous section.
CHOICE OF DISPLAY CREW
2.2.2
Crew Selection should have been based on the balance between skill,
experience and attitude. Assuming the volunteers are able, attitudes in the air and on the
ground are key elements in preventing overconfidence or poor performance under
pressure. Other elements should be considered, family circumstances (babies or
pregnancies) previous experience, administration skills (see later) and promotion
prospects. There is little point selecting in Oct a crew which will be promoted from the
board in the middle of the season, delay acting rank (without their knowledge and
consent) or be selected for exchange. PMA are very helpful in this aspect and close
consultation will avoid later difficulty; especially as those most suitable for the display
season are often those senior enough to be close to promotion.
WORK-UP PERIOD
2.2.3
In my view the key for the work-up is not to hurry the pilot; he will be the
best judge of when he is fit to practice at lower heights. Putting the emphasis on him
also builds the close, friendly relationship of trust, which you will need when the first
display infringement occurs. You need to be an umbrella but also the safety valve.
Debrief every practice HUD film/video and make notes on all the practices but beware,
unless you have done it yourself you could show a complete lack of credibility and lose
it; take advice read the MAA Display Handbook, CAP 403 and watch a few videos before
jumping in. Above all, use the previous crew as mentor for the new team if they are
available. Ensure that the crew practice at different airfields and sites including over the
water, we use Holbeach for some events, in a variety of weather conditions and if
possible, when it is hot (Cyprus?).
2.2.4
Beware planning too long a sequence and trying to tighten it up into a set
time. Agree gates and standards on the ground and ensure the crew firmly adheres to
them. Discuss escape manoeuvres at length especially from looping manoeuvres (at
what height 90 degrees nose down may be outside seat and flight envelopes!) Be very
wary of comments like, yes it was safe, though in my experience it is usually
accompanied by a change of shorts in private. Before going low-level practice every
conceivable failure/emergency in the flight simulator, in the GR7 we experiment with
escape manoeuvres without auto flap or with nozzle runaway (we try full power and fwd
nozzle as an escape from the blown loop as well).
2.2.5
On the ground the planning of the sequence needs to be completed and
submitted for approval early, every staff officer is a display expert when clearance time
comes! Dont change it when its approved unless experience shows a safer way, a
Issue 2
31 Jan 13

change will make the scrutiny worse (healthily so) as it brings into doubt your judgement
at getting it right first time. Ensure that sponsored flying suits, badges and the like are
sorted early. Make sure that the crew, and you, goes on the media-handling course at
Halton. Approach PMA for a holding officer to assist in the display season planning and
admin. Get the publicity photos and publications sorted and audit the display fund.
2.2.6
Once the PR material and Ribbon have been done these can be passed
to the display organisers so ensure that they are in a format that all can use. A short Sqn
history should also be included and a summary of the aircraft systems for the
commentating team at the show.
DURING THE SEASON
2.2.7
Try to go on as many display weekends as you can but dont crowd out
the guys. Ensure that you keep a handle on creep, STC are always facing new requests
for flypasts and displays and the season can get out of hand. Limit the crew to 2 base
locations a weekend if you can. Beware mates asking for flypasts during transits
between shows and clear everything through STC/AS21.
2.2.8
Give the crew time off, the display is a burden to all the Sqn as they pick
up the additional work, this can cause resentment in the ground and aircrew. Try to get a
coach or partner crew who work well with the display crew to look after all the positioning
and transit planning etc. Be particularly aware of the crew tightening the display, fatigue
and family stress. Work induced stress is easier to manage and keep people off the back
of the crew while they are at work. Remember that the display is a Sqn commitment and
it will hurt! Remember also that the public is our employer and master so dont treat them
with disdain, they may be a bunch of spotters but their impression of us is very
important.
2.2.9 Ensure that the crew gives you a full briefing on the displays, venues contact
numbers and all matters before you authorise them. They will always want self auth
powers but because the Harrier can amend its displays slightly (venue constraints at
some sites) I retain power of auth as the last link in the common sense chain however,
Im on call all of the summer. If you feel comfortable the Gp Capt can delegate self-auth,
it does help all concerned but leaves one less check on the system. Ensure that each
weekend is debriefed properly and a post display file is run with comments on each
venue (example attached).
POST SEASON
2.2.10
Make sure the filing system is adequate so that post venue reports are
completed and available to the next pilot and supervisor, blacklist any goats and feed up
the line to Displays 1.
2.2.11 Dont forget to pat the bloke on the back if its all gone well, write it up in the
ACRs of all the Team and reflect some of the associated bits as secondary duties.
SUPERVISION
2.2.12
It is essential that a supervisor develop an open, friendly and trusting
relationship with the display pilot. While closely monitoring the display and pilot for
Issue 2
10
31 Jan 13

stress, tightening, over aggressive flying or family personal issues, the supervisor must
provide top-cover for the inevitable mistakes during the season, be it an airmiss with
puddle jumpers in transit between displays or trouble from crusty Flying Control
Committee members. A balanced and protective view needs to be maintained but in
extremis the crew may need to be cautioned or stopped. Above all you must trust the
crew.
2.2.13
A key issue is credibility and, if you have no display experience, dont be
tempted to tell people how best to do something and keep views to the display looked
good but you appeared to be tight on XXXX. Try the sequence yourself at high level and
in the Flight Simulator. Go away on at least 3 weekends, beginning middle and end, so
that you experience the display admin pressures. If you do go away be useful and dont
expect the guy/gal to look after you! Be cautious about the intake of alcohol by all the
team members and be aware of a detachment mentality of the ground crew; if the
ground crew is boozy change them.
2.2.14
Try to establish a couple of guys who are prepared to go away and
support the display pilot, that means sitting in the tower or spare and acting as DP while
the display is on. In addition, the spare can pre-book ATC clearances and brief
controllers and display organisers on the needs of your jet in an emergency. It is also
possible that both the pilots will have static display duties and be smart and
knowledgeable to the public, our employers!
2.2.15
The best thing you can do for your crew is to get a holding officer to
manage the phone and venue work during the season. PMA are very helpful in this
respect and it allows the display crew to do at least some routine work on the Sqn. Be
aware that the ground crew envy the Team Groundcrew and will moan about manpower
shortages on shifts yet when it comes around for volunteers there are very few to
commit themselves for the season. In addition, be wary of too many venues in a
weekend; the duty of care to the engineers travelling all over the country at the weekend
can be stretched to the limit.
SUMMARY
2.2.16
For what they are worth I have laid out my thoughts on the display and its
supervision. You may wish to accuse me of teaching to suck eggs or whatever else but, I
know that good supervisors are those who are regarded as such by their charges, not by
themselves. Its worth asking your team what they think of you or your performance
every now and then, in the bar on the display circuit perhaps.
2.2.17
Trust, openness, protection and caution are the key words in my
experience. Coupled with an understanding of the extra burden the display causes on
the air and ground crew, those 4 words will stand you in good stead, 20 Sqns motto is
deeds not words and my display commitment has tested my Sqn to the limit at times.
We maintain a role demo pilot to stand in if the display pilot is maxed out however, a
cancelled display is better than a poor one or a flight safety incident through overstretch.
Issue 2
11
31 Jan 13

PART 2
SECTION 3
NOTES FOR DISPLAY CREWS AND LOW LEVEL AEROBATICS
References:
A.
B.
RA2335.
AP 3456.
2.3.1
Display flying is a mission that demands a very specialised form of flying
that should be approached with great caution. It has cost many people their lives. This
article gives some personal advice on the many problems that will face a novice to lowlevel aerobatics. It highlights some of the difficulties and supplies some solutions in the
hope that it will lead to a safe and professional display. It has been gleaned from many
years of display experience but is not an alternative for common sense or good
airmanship.
MOTIVES
2.3.2
Before embarking on a season of solo aerobatics take a serious look at
your principal motivation. This will be the mainstay when the gilt has begun to wear off
the gingerbread. There are a number of possible motives that lead to the application for
that prestigious display slot, but like many things in life, it tends to look a little different
when viewed from the inside. Let us examine a few possible motives with a view to
seeing whether they will stand up to the wear and tear of reality.
2.3.3
Glamour. Glamour is often a strong motive for applying, but will soon be
overhauled by the other pressures by mid-season. No doubt you will have your hand
shaken by visiting celebrities and receive thank-you letters from grateful organisers, but
if it is your dream to be cheered by an adulating crowd then you are in for
disappointment. Not all the British public are air-minded and it is common knowledge
among display pilots that one is constantly competing against the attractions of an icecream cornet!
2.3.4
Promotion. You know the promotion system as well as the next man.
Being selected for the display, perhaps over your peers, will mean you have been
assessed as above average. Enduring a display season will show your dedication.
However, this is not a back door to the top, but will probably be viewed by the promotion
board as the equivalent of a major secondary duty.
2.3.5
Excitement. A popular misconception is that something that looks thrilling
from the ground must feel so from the cockpit. If you have anything like a worthwhile
routine you will be too busy watching the altimeter, ASI and the g meter and you will not
have time for anything but hard work. If you crave excitement, buy a motorcycle!
2.3.6
Quality Time. Being a display pilot will certainly mean you are away from
home most weekends. If you are married then this will wear thin very quickly. Your
partners nearest and dearest is defying death every time you display and even if they
Issue 2
12
31 Jan 13

hate the sight of your ugly mug it is a hard diet to swallow 3 or 4 times a week for nearly
half a year. Add to this no Saturday shopping and chronic pre-show nerves and you will
soon see that this is a motive for giving up the whole idea!
2.3.7
Professional Satisfaction. When your energy flags and things seem to be
going against you, this is the one that will carry you through when the others have failed.
GETTING OFF ON THE RIGHT FOOT
2.3.8
Your unit and unit commanders will need to assess whether the unit and
you can absorb the additional burden before committing to a display season. Will the
additional obligations compromise your performance in your basic job? Or disrupt the
security of your family unit? You should be harbouring no illusions about the amount of
work and commitment that will be involved.
2.3.9
The decision to display rests with unit/Squadron concerned and the
AOAs, who decide how many events/displays their crews are going to perform. The
service participation and tasking agencies will liaise with the singleton pilots/display
teams and between them they will draw up an outline program. These programs are
ratified at participation meetings in the first 2 months of the New Year, following which
they are distributed to the crews concerned. The applicants are told of the status of their
applications by formal letter from the agencies.
2.3.10
Having volunteered yourself into the display business, how do you set
about preparing for the season ahead?
2.3.11
Define the Aim. It sounds corny but its not. You must get clear in your
own mind what you are setting out to do. Who exactly, are you aiming your routine at?
Before you can design a routine you must decide whom you are performing for. It
should be the general members of the public (and our taxpayers) who deserve your
attention. You need something that will make as much noise and looks impressive to
them. There is no need to be terribly skilful as the general public cannot tell the
difference between a stall turn and a wing-over. They will be rapturous over a steep turn
in full reheat but put their noses right back into the old cornet as soon as the noise stops,
ignoring your immaculate 4-point roll. However, beware of completely ignoring technical
merit at the expense of artistic impression: air-show enthusiasts are becoming
increasingly knowledgeable about the academic quality of a flying display. The
professionals, on the other hand, know when you are not really under control and do not
want to see the aircraft wheeled around at the edge of its limits. A controlled,
professionally flown display is what you should be aiming for.
2.3.12
Know your Boss. This doesnt mean that you should start asking your OC
round to dinner, but that you establish exactly to whom you will be responsible as far as
display flying is concerned.
2.3.13
Understand your Supervisors problems. In most cases you will find that
your OC, CO or unit commander has mixed feelings about having to fulfil an aerobatic
commitment. They know from experience that it is going to mean an awful lot of extra
work for the whole base, with not a great deal to show for it locally. You, as the
performer, have their peace of mind in your hands. So be as understanding as you can.
Issue 2
13
31 Jan 13

As soon as your supervisor realises that your one aim in life is not to rush off and break
every rule in the book when their back is turned, the sooner they will trust you.
Remember, the regulations have been formulated to protect you from yourself as well as
for the protection of the public. Conversely, if something is suggested which you feel
uncomfortable about, whether that be due to you capabilities, experience or another
reason, you should express your concerns. You will gain more credibility by saying This
is beyond my current capabilities than pressing a poor situation and getting things
wrong.
SETTING THE SCENE
2.3.14
Peer Pressure. Whatever routine you decide upon you will not please all
of the people all of the time. You alone are the best judge to give a consistent analysis
of your display. You will need to have your display practices videoed and watch them
time and time again. Of course, many people will have viewpoints and if you are getting
consistent comments from colleagues about a particular manoeuvre it may well be in
need of review. Any unsafe manoeuvres will need to be discussed and modified even if
they look the bees knees.
BUILDING UP A ROUTINE
2.3.15
The most important single factor in deciding your routine will be
presentation. However good your aerobatics may be, they will not be much use if the
crowd cannot see them. Another important implication of the presentation is the time
factor. With high-speed, high wing-loading aircraft you have got to have a pretty tight
routine, or you are only going to get one or two manoeuvres into your 6mins of show
time. Rule number one then is keep it close to the field. Rule number 2 is avoid flying
straight and level between manoeuvres. This tip was given by a very experienced
aerobateur, and it is surprising how much pruning and compressing is required at the
beginning of the season to cut out all those little straight bits where you gather a few
extra knots, or make up for a wind effect that you had failed to allow for.
2.3.16
First of all study the Aircraft Document Set, pick the brains of the previous
display pilot and, if possible, fly with them or with some other experienced exponent.
Get the display limits clearly defined and challenge any anomaly or grey area in any
regulations. Remember that you are displaying the aircraft, not performing aesthetic
manoeuvres for your own satisfaction. Consider your aircrafts appeal and its impact on
the spectators. Is it noisy/quiet, small/large, fast/slow? Select manoeuvres that show off
the aircraft to its best advantage. Assess, query and explore the aircraft handling
qualities in various configurations, including with or without stores.
2.3.17
The next step is to see how much leeway you have got in time and space.
What you want are facts not dreams, so be prepared to go to a certain amount of
trouble. Take a piece of paper and draw a line representing the runway, for, as
beginners, this will be our reference for the first few weeks of practice. Mark the centre
point. Now measure off the runway line, about the centre, the distance your aircraft
travels during a slow roll. Since a really slow roll takes about 10 seconds, this distance
will be about 1500 yds for 250kts and 2000 yds for 360kts. Remember that this is only
the bit where you are actually rolling. It does not include the time required to settle down
from the previous turn or wing-over.
Issue 2
14
31 Jan 13

2.3.18
Now calculate the radius of the best turn that you can make at low level.
This information can be obtained from the ODM. Instantaneous turn rates (Max AoA,
usually bleeding speed) will differ from Sustained turn rates, which is the graph to be
used. Alternatively, conduct a flight trial by flying a few steep turns at about 1000ft and
note what g the aircraft can sustain for a full 360 at various speeds. To calculate the
radius of the turn substitute these values into the formula below:
Radius (in ft) = (knots x 1.688) (32.2 x load factor (what you see on your g meter))
Typical results are:
250kts 4g radius approx 1400ft /diameter mile.
360kts 5g radius approx 2300ft/diameter mile.
500kts 7g radius approx 3100/diameter one mile.
Take this radius and draw two turns at each end of the slow roll line. Make one the
absolute minimum for getting back onto the roll heading and the other a full reversed
turn, beginning at the end of the slow roll. See Fig 1.
Figure 1.
2.3.19
Now you have something concrete to work with. If your mount is to be a
Tucano you will find that you have plenty of room to work in. If you are flying something
like the Tornado, you will find to your dismay that even the inner (shown dotted) turns,
making up the absolute limit pattern, cover an awful lot of the local countryside, let alone
the airfield.
2.3.20
Wing-overs instead of steep turns help to cut down the diameters, but it is
disappointing how little difference it makes in the heavier type of aircraft which lose all
their performance once the speed gets near the magic back-side-of-the-drag-curve
figure.
2.3.21
Now draw out your proposed sequence of manoeuvres making all rolls
the appropriate length and all turns not less than the minimum radius. This may seem a
Issue 2
15
31 Jan 13

lot of trouble but it is no good building on dreams, and it is all too easy to draw wingovers like Fig 2, when they will actually be flown like Fig 3.
Figure 2.
Figure 3.
2.3.22
n the high performance bracket the sequence almost builds itself as there
are only a very limited number of combinations that will fit together without taking you
into the next parish. Remember, as you fit your jigsaw together, the finishing speed of
one manoeuvre must be the entry speed for the next.
2.3.23
Whilst considering the practicalities of your manoeuvres you must bear in
mind the following guidelines and principles (these are figures for the Hawk but will work
for most fast-jet types):
Loop will finish mile beyond the pull-up point.

Half Cuban Eight will base out mile beyond the pull-up point.
Half Horizontal Eight will base out mile behind the pull-up point.
Do not plan on any straight and level bits - the aircraft must be kept moving the
whole time.
Try not to have any fill-in manoeuvres such as aileron rolls at this stage - you will
need these when the wind is blowing.
Aim to keep your sequence simple. Before doing a show you must be able to go
through your routine every time without making any big mistakes in positioning,
entry speeds and heights.
Issue 2
16
31 Jan 13

A BALANCED ROUTINE
2.3.24
There are many other secondary factors to bear in mind while
constructing a sequence, which will make the difference between a good or bad show.
Here are a few of them:
2.3.25
Even distribution of vertical and horizontal manoeuvres. Obviously it
would be unbalanced to have all the rolls first, followed by all the loops. Also, try to keep
high when far away from the crowd and low when near. The acid test being, can a
spectator keep you in sight throughout the display without craning their necks?
2.3.26
Speed and Noise. The distribution of speed can also be important, thus a
slow run looks best if preceded by something fast. Noise can be used to good
advantage to keep the attention of the spectators when you are furthest from them, just
as the sudden silence when throttling back from full power can also be an effective
attention-getter. Since you cannot ad-lib these sound effects they must be designed into
your sequence from the beginning.
2.3.27
Display Straight from Take-Off or Run-in? An experienced display pilot
has said that you should not go straight into your sequence from take-off in your first
season. That is probably sound advice but will depend upon the aircraft type. It is a fact
that it is much more settling to get airborne, get away from the crowd, and get a measure
of the met conditions for the day before running in. This gives you an opportunity for an
inverted flight check and triple check the trivial things that could cause a distraction. g
tolerance would also be assured during a short warm-up routine. However, one
significant advantage of taking-off and landing as part of the display is that fuel
consumption can be more easily predicted, and timing becomes less critical with the
onus being put on the display directors take-off clearance.
WINDAGE!
2.3.28
Wind Effect. The effect of wind on a display is subtler than a cursory
examination would suggest, so no apologies for the following detailed examination.
2.3.29
The wind has a vast effect on your show and must be catered for. It is
quite complex to write about but much simpler in practice. To simplify the problem, divide
the wind into two components, one along the display line from left to right, and the other
at right angles to it, either on-crowd or off-crowd. Now let us study the effect of these
components on the various types of manoeuvre.
2.3.30
When rolling into wind the distance covered will be shortened, so you will
have to start a bit later and roll more slowly than normal. If it is downwind then the effect
is reversed and the roll must be started early and hurried slightly. Unfortunately, one
aggravates the other, for if you finish the into-wind roll early, which tends to put your
wing-over too close to the crowd; you are then faced with a downwind roll which, if
anything, you wanted to start further away, not closer. The net result is that your show
begins to drift away downwind, and you cannot rescue it once it has gone without an
ignominious straight leg while you steam against the current in an effort to make up for
lost ground.
Issue 2
17
31 Jan 13
Figure 4
The wind continues to affect you in the turns and wing-overs, and since you spend three
times as long in a full turnabout as you do in a slow roll it is important to compensate. To
illustrate this point, Fig 4 shows the effect of a 30 kt wind on a representative steep turn
through 360 at 360 kts.
Note: the drift is equal to a quarter of the diameter, not the sort of thing that can be
ignored.
2.3.31
In all cases the technique is the same: ease the back pressure whenever
the aircraft is pointing into wind (if you keep the bank on as much as possible the
spectators will hardly be aware of what you are doing) and crank round as hard as
possible as you turn downwind. The increase in speed that results from easing the turn
can be used to get a temporary increase in turning performance as the wind swings
round to your rear. It is good practice to over-correct all the time as this puts you in a
better position for the next manoeuvre. The easiest to deal with is the off-crowd wind as
you are playing the turn in the second half when the crowd line is in view. The hardest is
the on-crowd component as you have your back to your reference during the vital
moments and are committed once you get the crowd back in view again. It is in this
situation that over-allowance pays off.
Issue 2
18
31 Jan 13

2.3.32 A word of warning here:
NEVER, NEVER BE TEMPTED TO USE GROUND REFERENCE POINTS, OTHER
THAN THE CROWD FRONT, IN PRACTICE.
They will do you no good at all when you arrive in the Little Muddlecome circuit for the
first time in your life. You must train yourself to work on a crowd front only.
2.3.33
Cases 4a and 4b apply to the looping manoeuvres with the wind blowing
in the same plane as the loop. The effect is more pronounced with the wind behind you
as the tendency is to gain ground in a loop anyway. Under these circumstances it is
almost impossible to make a round loop and the only way to maintain your positioning is
to accept this and pull up really early.
The effect of the on-/off-crowd wind component on loops done along the crowd line, i.e.
at right angles to the loop, needs special consideration as will be seen from the following
analysis (see Fig 5).
Figure 5.
2.3.34
Imagine that you are about to pull up for a loop with the wind blowing from
your right. You lay off 10 to the right to keep on the centre line as you pull up. As soon
as you get past the vertical that 10 is corkscrewing you in the wrong direction, that is, it
is increasing the drift effect! By the time you get to the pullout you will be right over the
heads of the crowd. The same applies for a loop or half loop begun off the end of a slow
roll, in which the drift has been laid off. The only place that you can change that 10 so
that it is still acting in your favour is when you are vertical.
Issue 2
19
31 Jan 13

2.3.35
The technique, then, for a crosswind loop is this: lay off the drift on the
run in to keep you tracking along your line. As you approach the vertical, roll quickly
through at least twice the number of degrees that you laid off in the pull-up, towards the
direction that the wind is coming from. Continue the loop and, as you come through the
vertical again, roll back to the original angle. This will probably be done instinctively as
the crowd line will be in view. The bigger your loop, the more trouble you must take over
this correction.
2.3.36
Laid out step by step it sounds a bit complicated but once you have tried
it out in practice you will find yourself doing it automatically. The usual fault is to make
the corrections too small, with the result that on each manoeuvre the downwind drift
accumulates until eventually you have to put in a straight leg to recover. The secret is
little and often, with a strong bias in favour of overdoing it, for you will never have any
difficulty in losing a little ground if you do get too far upwind.
2.3.37
Limit Manoeuvres. In the early days, despite the fact that your
calculations show that you should be getting 8 manoeuvres into 6 minutes, your
stopwatch will keep proving you wrong. Do not despair, by the end of July you will find
that you can reel them off and still have 50secs to spare. The opposite happens with the
fuel consumption. As you get familiar with the routine you will fly nearer to the limits, and
this means more power to overcome the drag. Beware of the temptation to tighten your
display as the season progresses.
2.3.38
Safety Gates. All display crews should determine safety gates using
experience gained in practice. You will need to calculate gate points for various
manoeuvres, particularly for the inverted pull-through height and the vertical pull-out
minimum. Of course, these will vary depending on the display height and your IAS. To
calculate the gates find out how much height your loop will take at 5000ft and note the
speed over the top. By varying the speed over the top you can work out the variation in
pull through height for each advance of speed (typically 100ft extra is required for every
extra 10kts increase in speed [within certain parameters], although you will have to
experiment with your own aircraft type). Once you have calculated your gate heights
you should use pull through heights calculated at 5000ft (added to your base height)
when you start practising at 1500ft. Clearly, as the air is now a bit thicker, you will be
able to reduce these minima, but by using the 5000ft pull through heights initially you will
give yourself opportunity to adjust sensibly as experience is gained. Having refined the
figures for 1500ft use these when you descend to 1000ft, and then refine again. Do not
refine further when cleared down to 500ft. The difference will be negligible and the extra
couple of feet might prove useful one day! However, the situation is further complicated
by changes in airfield elevation, temperature and humidity, so dont shave it to
minimums.
2.3.39
As emphasised elsewhere in this Section, by getting the entry parameters
right you will make the gate heights over the top and in the vertical. With experience you
will be able to determine whether you will make the gates by checking at specific places.
Therefore, anticipating and loosen or tighten the manoeuvre accordingly. Technique will
also have an effect on the pull through height. On the way down, try to get most of the
loop completed in the early part of the pull-through so you can be letting-out towards
base height rather than pulling for it (the punters will not notice this). However, do not
forget the effect of speed and have a minimum pull-through speed as well as a sensible
correction for a speed in excess of the norm. An F4 crashed during a practise for an
Issue 2
20
31 Jan 13

open-day at RAF Abingdon because the pilot extended into wind over the top of a
loop, remaining in reheat and accelerating whilst inverted. Despite achieving his
gate height he failed to appreciate the effect this extra speed would have on the
pull-through and both crew were tragically killed.
2.3.40
Though it is nice to know that you can get round a loop in 3000ft, it is not
advisable to make this the standard for your show. There are many things that can
upset the best performance of you or the aircraft, so you need to have something in
hand to allow for these. The larger the loop the greater the allowance should be. As a
rule-of-thumb add 100ft per 1000ft of loop: if your aircraft can loop in 3000ft aim for a
gate height of at least 3300ft above base. The audience will not know how high you are
over the top and there is no point shaving the limits. Remember, it is not that these
things might happen, in the course of a display season they will happen, so be prepared.
2.3.41
Left Hand, Right Hand. If you are operating a heavy, high-performance
aircraft you will find that the tight routine necessary to keep you near the airfield makes it
surprisingly difficult to change the direction of the show. Build a sequence that is easily
reversible.
2.3.42 S
Sequence Card. Do use a sequence card, and have it fixed where you
can see it n the instrument panel. The sequence will be firmly engraved on your
memory, but for the one (or more!) occasion when your mind suddenly goes blank, you
will be glad of it. All the professionals have one. You can also use it to display vital
information such as the QFE.
2.3.43
Bad Weather Show. During a European summer there are many days
when low cloud prevents vertical manoeuvring. It is not possible just to omit them from
your routine as you will not fulfil your slot time, and in many cases you will not have the
required energy and position for the subsequent manoeuvre. Therefore, you must
design a separate routine for poor weather. The PDA Form in RA2335 allows for the
inclusion of basic low level manoeuvres in the event of cloud base minima. In some
aircraft types it may be possible to plan one routine that caters for both the fine and the
bad weather option. If a separate rolling display is required the same rules of
construction apply and a number of extra items can be introduced to fill the gaps. A run
with undercarriage and flap down, a second 4 or 8-point roll are popular extras. Having
as many similarities to your full display as possible will make it easier to learn. Do not
neglect this aspect of preparation, as there is every chance that your first show will be in
limited conditions.
2.3.44
Choice of Airframe. In consultation with the engineers, choose 2 or 3
airframes that will have sufficient fatigue hours for the whole season and which will not
be taken away for a long period for servicing. In addition, negotiate the cleanest
configuration that you can use without resorting to excessive role changes for displays.
This will pay dividends with availability, particularly if you take the trouble to explain the
reasons. Do not carry snags and always inspect the red lines carefully before accepting
the aircraft. It is fundamental to have flown the aircraft before the display to discover any
hidden quirks, and it is preferable to do the practice in the same aircraft. Do a careful
external and internal inspection paying particular attention to full and free control
movement and check for loose articles.
Issue 2
21
31 Jan 13

2.3.45
Authorisation. Once display pilots have been given Public Display
Authority by their AOA, delegation of authorisation should follow at the earliest
opportunity. Supervisors cannot expect to foresee every eventuality that may occur over
a 4-day, 10-sortie period and a blanket authorisation would be ineffective. If a number of
displays are being flown over a weekend from different airfields, the weather can alter
plans, even change operating bases. Self-authorisation greatly increases flexibility and
should be considered a must for all display pilots.
PRACTICE
2.3.46
Do not under-estimate how early in the year the practice needs to be
started. Therefore, diplomatic pressure to start practicing should be applied as early as
possible. If able, fly through a sequence with the previous display pilot and learn from
their experience. It must be understood by aspiring aerobaters that it is primarily their
own responsibility to ensure that they get enough practice. It is another thing to know
what is enough? Although it does depend to some extent on how demanding your
routine is, you are unlikely to get enough practice in one season to get your sequence as
perfect as you would like. What then can you settle for as being reasonable? The
yardstick is your performance. You must be able to run through the routine consistently
without making mistakes big enough to cause you to throw it away. Loops and Derry
turns are particularly unforgiving. The ASI must be obeyed absolutely on this score.
When practising or displaying, do not ignore small errors; they have a habit of
accumulating in the worst sense. When you get out there in front of the crowd nerves
will play their part. If you feel distracted or nerves will have a detrimental effect on your
performance, do not be tempted to press on regardless; its one of the most common
recipes for doom. You must feel happy in what you are doing and the height at which
you are doing it. Once you have got your sequence mapped out on paper you can start
flying it at 5000ft. Initially, you will find it difficult to link the manoeuvres together and fly
them accurately.
2.3.47
You will probably need regular time-outs in order to practice individual
manoeuvres before performing them sequentially. You will need to know the routine
backwards before flying it at low-level. At 5000ft, your sequence will take considerably
longer than at low-level. Typically, a 6mins display will take over 7mins at 5000ft. This
is due to the increased turning and looping radii and lack of practice and experience at
this stage. Do not despair if you have difficulty positioning the display at 5000ft; it
becomes easier as altitude decreases. You will also find that your techniques for flying
the sequence change. You will rely much more on looking out of the window and less
on chasing the altimeter.
2.3.48
When you are cleared down to a low-level, the presence of the ground
will hold a large part of your attention. It will not be as close as it appears at first, but its
proximity does not allow for error. You must therefore plan safety into your display from
the start. Try to think of possible problems in advance and plan escape manoeuvres
(more about these later). Always remember how much height you require to pull through
from inverted and vertical attitudes; work out your absolute minimum heights for those
manoeuvres and stick to them-irrespective of the pressures to press on. You should
also know how to fly an absolute minimum radius turn in your aircraft. However, you
should always leave a little in reserve, even when you are practising. The whole
sequence should be designed so that it can be flown consistently at just below the
aircrafts ultimate manoeuvre capability.
Issue 2
22
31 Jan 13
2.3.49
Once you are at display height, treat every practice session as a full
display. Give yourself a time on and a time off, and you will eventually be able to stick to
5 seconds, provided you always check the surface wind and assess its effects.
Occasionally practise at your maximum permissible fuel weight, which will happen if you
have more than one display in an afternoon, or if an airfield cannot provide refuelling.
2.3.50
Continuity is as important as the amount of practice. Today, a laid down
minimum number of practices are required before a show. Remember that this is the
minimum and make sure they are spread out over a reasonable period, not all done at
the last minute to satisfy the book. Do not be brow-beaten into the deception that the
abortive 10 minutes you did last Tuesday constituted a full practice. It is your duty to
yourself, your Approving Officer, and your Supervisor to make sure that you are properly
prepared.
2.3.51
Once you can run through your routine near-perfectly under ideal
conditions, the time has come to start simulating a display environment. It is very
tempting to continue practising on bright blue days only, up and down your own main
runway and feel that you are getting the right sort of preparation. However, it is in your
own interest to make sure you get some practice on the limits in the familiar security of
your own base environment, happy in the knowledge that you can throw it away if you do
not like it. It does not make good sense to practise under the easiest conditions and
then go off to perform under more difficult ones. Also, think of all the possibilities when
practising. For example, you may not be used to navigating at low-level and, in order to
make the exact start time at your display venues, you may need to practise low-level
navigation with timings to a specific point.
2.3.52
You will need to consider, and practice, escape manoeuvres. If you are
denied visual references by unexpected cloud, do not sit there hoping; recover while
there is time. The most sensitive item is the loop. It is all too easy to find yourself
suddenly in cloud where you thought there was none. If you are just going over the top
and everything is as planned, and you are certain that you will be in the clear again in a
few seconds, then it is safe to continue, provided you maintain the pull. If you have any
doubts at all, do not continue the loop. Revert to instruments, once you are over the top
ease the pull, roll gently the right way up and find out what the score is, under control.
The crowd will be quite happy if you reappear later from an unexpected direction and
complete the demonstration. If you cannot get out of the cloud by a reasonable height,
thank your stars you did not carry on with the loop, and go home. The attitude indicator
can be a help in this sort of emergency, but beware, even the most sophisticated
instruments have a nasty habit of toppling when subjected to continuous high g turns.
Practise these escape loops until you can roll the right way up using a combination of
main AI/HUD, the standby, and feel.
2.3.53
So, with all that practice there should be no problem when you arrive at
your first display venue. Wrong! There are many additional problems that I have tried to
summarise below:
Pre-show nerves.
Navigating at low-level, especially if this is not part of your normal job.
Operating at a strange airfield. Some do not even have a runway, which can
increase your work-load when adhering to display axes and crowd lines.
Issue 2
23
31 Jan 13
Non-standard or cluttered R/T. You do not realise how your local Air Traffic spoil
you until they are not there. Some places operate on a portable radio brought in
for the occasion. There are often few aids and half the other participants are
operating on a mixture of hand signals and divine intervention.
Timing. You have to be the star of the show before they will run their programme
to fit your navigation. Generally speaking, if you are two minutes late you will
lose two minutes of your time.
Fuel. There are many variables during an air-show so you will find yourself
operating very close to your fuel margins. Make sure that you never operate
below them. Most displays end up running late so it is worth planning to have
sufficient fuel for those few extra minutes that you will spend holding off.
Weather. Some controlling authorities cancel on the TAF or as soon as the limits
are reached. Others like to suck it and see. Do not be tempted to push a display
in unfit weather, even if some other participants are. There may well be some
pressure to continue from the show organiser, because it is their job to deliver
the goods to a fare paying public. They may not argue about half a mile and 800
ft; you must. Performing a flat show in unfit weather, and crashing due to
disorientation is far worse than cancelling; blame the weather! If you are already
at the hold, an instrument approach and some basic manoeuvres will show them
you have made the effort to get there, even if you cannot display!
2.3.54
The above list looks formidable, because it is formidable, and it is up to
you to make the most of your training periods to acclimatise yourself to these
distractions. Overcome your natural inertia and do as many of your practices as
possible with one or more of the above limitations built in: a navigation exercise ending
up at base at an exact time; a visit to the nearby airfields in your command, beginning
again at an exact time.
CRITICISM
2.3.55
Constructive and critical comment is invaluable during your work-up, and
if possible during displays too. However, you should insist on having only one mentor
and authoriser - with whom you have complete rapport, mutual trust and respect. This is
the only way to get consistent criticism based on a proper insight of what you are trying
to achieve. Do not be discouraged by criticism though; you must get used to it and learn
from it. That said, the most important source of criticism is yourself.
CREW CO-ORDINATION
2.3.56
In a 2-seat aircraft you must include your NHP / WSO right from the
beginning. They need to trust you just as much as your boss does, and the 2 of you
must work together to develop and polish your display. It is very important that you are
firm friends. As for his other qualifications, your NHP/WSO must know the aircraft well,
be proficient at low-level navigation, be calm and competent in all situations, and
qualified in first-line servicing. Naturally, he must also be prepared to work most
weekends in the summer as well as putting in extra effort Mondays to Fridays. You will
find that such an individual is invaluable in talking you into position, holding you on stage
and providing audio information on aircraft performance. For instance, during inverted
runs they can make useful advisory calls such as up, up slowly, down fast which will
allow you to correct without looking inside. Teamwork means that you know they will
Issue 2
24
31 Jan 13

always call airspeed or height at a certain point, will have an eye for your fuel state, or
will look after the radio for you. Since the NHP/WSO is there, make use of them, but get
them to tell you what you want and when you want it. Finally, you cannot work
effectively as a crew unless you have earned their trust: a display NHP/WSO must be
absolutely steadfast in their support for the pilot.
PHYSICAL FITNESS
2.3.57
Display flying is extremely fatiguing. One 6 to 10min routine can be the
equivalent of one normal sortie. Regulations lay down the fatigue limits for display flying
but these are the upper limits; you must use both your own and your supervisors
sensible judgement to keep within these values. There are no set formulae for how
physically fit you need to be, the yardstick is performance. If you can cope with 3 or 4
sessions of 6mins each, at a fairly constant 5g, with a sprinkling of -3g, without losing
your precision, then you are fit. The test is to be capable of staying at the top of your
form while you are in the air. Remember that it is your neck that you are sticking out and
if you are tired you start to make slip-ups that can be fatal. If you are in good physical
condition you tire less easily, so do not let fear of ridicule stop you taking exercise if you
need it.
2.3.58
Each person must judge for themselves whether they are fit to fly. Do not
under-estimate the effect that feeling rotten can have on your ability to do the job
properly. In display flying there is little margin for error. The same applies to the effects
of alcohol. You must know the limits and stay safely within them. Do not be tempted to
stay up for one for the road because everyone else is; they may have already cancelled
or be with the spare aircraft or static display! Never drink on a forecast.
2.3.59
To round this off, do not display or practice if you are tired, unwell or
suffering the after effects of alcohol. This is when mistakes can, and do, occur. In the
arena of low-level aerobatics even a comparatively simple mistake can be fatal.
STRESS
2.3.60
All flying, particularly military flying, imposes a degree of stress upon the
crew. How much stress is involved on any given sortie depends on a number of wellknown factors such as weather and sortie content. However, there is an extra source of
stress which is peculiar to display flying: the distracting effect of the crowd. Even the
coolest of operators will probably feel a little nervous when performing in front of a large
crowd, and their performance will be affected in relation to the nature of the event and
according to their individual temperament and display experience. Nervousness may
result in a slightly less polished performance than normal; at worst it could cause an
accident. The shame is that it is usually the most elementary mistakes that produce the
disaster: when an onlooker would say Fancy pulling through from there or How come
he flicked off a slow roll.
PREPARATION FOR THE SHOW
2.3.61
Paperwork. As usual, display flying is accompanied by its share of
paperwork. Every show that you attend will require information. This ranges from
planned arrival time, display length, accommodation requirements, fuel requirements,
departure details, personal details about you and your crew, facts and figures about the
Issue 2
25
31 Jan 13

aircraft and its role and a myriad of other items. A good idea is to produce your own fact
sheets covering yourself, the display, the aircraft and its role. Get the paperwork out of
the way early to ease the mid-season workload.
2.3.62
Display Literature. Each set of organisers has a different questionnaire
format and the list seems endless. Although there are moves to rationalise these forms
across the display industry. Send full details of your display to the organisers as soon as
possible. Not only does this give them more time to progress any special requests that
you may have made, but you are also much more likely to get better coverage for your
squadron/aircraft/self in the display brochure. Occasionally the display literature will
arrive late. If it has not arrived by 7 days before the event you will be forced to find out
the necessary details, perhaps by lengthy phone calls. Some displays will attract an
excessive number of written Orders and Instructions and you will find yourself reading
perhaps 4 sets of Op Orders for one show. However, do not be lulled into thinking that it
is all sheer duplication. There will be the inevitable 2% of conflicting or irreconcilable
information that will have to be sorted out. Some pilots find it useful to condense all of
the relevant material prior to each display and record it in a personal book. Adding
detailed comments after each display will allow an interesting picture to be built up over
the season and will help with the end of season report.
2.3.63
Site Photos. Order a set of site photos from JARIC asking for the same
format as the RAFAT or consider using a commercial web based mapping and image
site. Be careful to specify the LAT/LONG of the display site (you will need to check with
the organisers). At some of the unusual sites such as Buchan and Boulmer, it may not
be coincident with the radar head or domestic site. Establish the exact display datum
and line with the organiser and prepare a 1:50 000 Site Map marked with your different
axes and headings. You can then transfer this information to the site photograph.
2.3.64
Public Relations. Plan ahead for PR. Produce a script early in the season
that includes a description of the display and aircraft, and a bibliography of yourself.
This saves embarrassing misquotes and incorrect publicity. Try to persuade your photo
section to produce a host of small pictures of your aircraft. You will always meet
enthusiasts who will treasure such a photograph autographed in their presence. Above
all, liaise closely command Media Ops to maximise PR opportunities.
2.3.65
Aircraft Servicing. Make sure that you are conversant and qualified to
perform aircraft servicing. If possible take supporting ground crew to relieve you of the
tiring business of servicing the aircraft on an unfamiliar airfield, especially if it is
complicated. This will also ensure that the work is done to the highest possible standard
with on-the-spot expertise available to rectify minor snags. This policy is of course
expensive but it can contribute quite a lot towards ensuring that you have a trouble-free
season. It also involves the ground crew in a prestigious activity. Of course, if you are
accompanied by a spare aircraft, the crew can help with servicing matters.
PRE DISPLAY PREPARATION
2.3.66
Detailed Planning. Detailed preparation for each show must be thorough
and should follow a pattern so that nothing is missed. You must plan everything
thoroughly including your recovery and transit maps. Prepare maps of the run-in to your
start point, marking the time in minutes and seconds at outstanding features to give you
an exact on-show time. Choose a convenient holding point about 12 miles along the
Issue 2
26
31 Jan 13

extended centre-line, something nice and easy to see in poor weather, and plan the rest
of your trip to this point (of course the holding point may have been pre-selected by the
display organisers). On a gin clear day you will wonder if the planning was all worth it,
but come the day of an unexpected front, or a contrary shift in the wind bringing
industrial haze, you will be very grateful for that extra half-hour spent the night before.
As mentioned earlier, plan a 1:50 000 map with axes and headings and transfer to a site
photograph if possible. The Red Arrows can be a useful source of information. The
team leader and the synchro leader both do extensive preparation which they will share
with you. Additionally a P&SS report, prepared for the RAFAT, contains a great deal of
useful information on obstacles and sensitive areas within the vicinity of the show.
Advice on these reports can be obtained through RAFAT or P&SS.
2.3.67
Pre-show Visit. If at all possible visit the display airfield before the
display. Check suitability of runways, grass areas (if applicable), and other landing
surfaces (e.g. Mexe pads). At small sites you will need to ensure that the fire/ambulance
cover is adequate and that spectator clearances are correct including aircraft guarding
arrangements. Consider the Birdstrike hazard on the airfield and ascertain the RA(T)
height of the display. If you have more than one display during a day you will need to
liaise with the organisers to establish different slot times with a suitable gap between
displays.
2.3.68
Practice. Perform your routine at least once in the week before the
display. Tailor your practice to the shape size/layout of the display airfield. Fly the
display aircraft if possible.
2.3.69
Met. Make sure you have made arrangements to get met information,
especially at weekends. This may be obtained through MEDA stations or UK Met Office
Get Met Aviation site.
2.3.70
Timing. It is essential that display timings are adequate for your needs. If
you are doing two or more shows in one day, ensure that sufficient spare time is built
into the transits to cater for the unexpected: tight timings inevitably involve short cuts and
changed plans which increase the possibility of mistakes. Plan your fuel and know your
hold-off capability. Ensure that you always have some fuel in-hand to cater for lastminute requests to hold. Final flight planning on the day will require an early start.
Always check the latest state of the programme with the FDD with a display time check
to synchronise with your own. Add all of the variables to the basic plan and check the
weather. Remember that in deteriorating weather you will have to allow for a different
time en route if you wish to use ATC; moreover, the programme timing may also change.
In such conditions it is as well to ask your own ATC to keep in touch with the display so
that they can pass changes to you direct. Planning forward from your operations room,
make up a knee pad with the details shown in Fig 6.
Eng Start
Taxi
T/O
En-Route
Display
On
Off
1415
1419
1426
12 mins
1438 Local
1444
C/S
RT Hold
Display
Run in Hdg
QFE
TOR 06
282.6
321.4 (Stud 6)
240
1005
Figure 6.
Issue 2
27
31 Jan 13

2.3.71
Stopwatch. One tip that may ease the airborne calculating process is to
take an accurate time check into the cockpit just before a whole hour comes around.
Then start the cockpit stopwatch exactly on the hour. However, you must ensure first
that no one will subsequently tamper with the watch and that it will run accurately until
the time of your cue. One pilot who arrived at datum at the same time as a four-ship
discovered that his watch had gained 1 minute 10 seconds in the previous hour!
THE SHOW
2.3.72
Planning. An air-show may be counted as a success when you arrive
exactly on time, perform your chosen sequence of manoeuvres without error in exactly
the right part of the sky, and depart in good order exactly on time. Note that arrival back
at base is not included as a necessary ingredient for a good display. If, however, you
hope to be anything more than a one-day wonder you had better make some
arrangements on that score. Although luck, determination, skill, etc, all play their parts
the secret of success is detailed preparation. If you fail to fulfil the requirements listed
above because of something that you could have anticipated, then it is your fault.
Excuses may or may not satisfy the display committee but they should not satisfy you.
The chance to do low-level display aeros should be a highlight in your flying career, so
surely it is worth a little extra effort to ensure that each of the displays you fly is as
perfect as you can make it. Ask anyone who has done any motor racing or rallying and
they will tell you the same thing. It is the well prepared teams that come out on top.
2.3.73
Fuel. The actual fuel state during the display will be dictated by the
distance you have to recover afterwards. The lower the fuel weight the better your
aircraft will perform and it is well worth investigating the possibilities of only partially
fuelling when going straight into a show from take-off. If you run yourself too short you
will be distracted by worrying about your safe recovery; on the other hand too much fuel
can seriously limit the aircrafts performance. During the pre-season practices increase
the fuel weight on each sortie until you reach the highest weight at which you are happy
with the aircrafts performance and handling. Having done this, never exceed this figure
and reduce it in hot weather. Never start a show at a fuel state that you have not
previously practised at. Several pilots have received a nasty shock at the bottom of the
first heavy weight loop! In a high performance aircraft you will use a lot more fuel on a
hot summer afternoon than on a cold spring morning, so be prepared. Fuel may be
offered to you from an unmarked bowser. Make sure that it is right for your machine.
2.3.74
Temperatures. When operating heavy aircraft at low speed and high
angles of attack, you are relying very extensively on thrust to keep you flying. At high
temperatures your engine power is reduced and this can cause considerable
embarrassment if you go into your routine without allowing for it. Particular care should
be taken when going to air shows abroad where the afternoon temperatures can reach
figures quite uncommon in the UK.
2.3.75
Functional Test. Try to make it a rule never to start a display without first
giving your aircraft a quick functional test. The exception will be when you are starting
the show from take-off. Climb to a safe height - say 6 or 7 thousand feet, and check the
engine acceleration up to full power, and reheat lighting if applicable; pull your maximum
permitted g and do a short inverted run.
Issue 2
28
31 Jan 13

2.3.76
Getting There. Although most displays have some sort of arrangement
for giving you an Air Traffic approach to the airfield, it is more reliable to get into the habit
of making your own way VMC, visual with the ground. That way you will not be let down
suddenly because the system, which can be pretty chaotic at some shows, breaks down.
Remember that map reading is a skill and needs regular practice. If the distance from
your operating base is too great to manage the whole trip at low-level and the weather
prevents you map reading at height, do a let-down at the nearest convenient airfield,
with plenty of time in hand, and go VMC from there. If the weather is good enough to do
a display then it is good enough to map read at low-level. Remember UK LFS
procedures and book in with LF Ops at Wittering for weekend and Public Holiday
transits. Better still get Commands to obtain a blanket clearance from CAS AS LF for the
season. By the time you arrive in the display area you will be thoroughly accustomed to
the look of the ground under the current conditions. This is an important point as it can
be dangerously disorientating to pop out of cloud for the first time in 10 minutes and find
that you are 20 seconds to pull-up with no horizon, poor visibility and an indeterminate
cloud base. However, on transit to the display airfield remember that weekend flying is
marked by a profusion of gliders and light aircraft, so give glider sites and minor airfields
a wide berth. Plan to fly outside the general aviation dominated height bands; below
1000ft or above 3000ft would be sensible depending on your aircraft type and
authorisation. This is a good opportunity to check the aircraft for serviceability. Make a
point of doing an inverted flight check at (a safe height!) some time during the transit. It
is advantageous to arrive the day before a display for several reasons. You get to see
the display area and are able to think about your display orientation. You can iron out
any minor problems with organisers and, last but not least, you actually get there!
Nothing is more frustrating than having a CAVOK met report from the show venue when
you have 8/8 clag at base, or have to negotiate an active front en route, etc.
2.3.77
The Airfield Itself. If any display airfield is not known to you, have a
careful check of the En Route Supplement, 1:50,000 maps, the Op Order and its
Annexes. If you are pre-positioning, aim to fly an arrival practice if you can get
authorisation and clearance. Even a normal join, circuit and overshoot will allow you to
get to know the place and note such things as pylons, wires and tall aerials which may
infringe on your safety margins. If your aircraft is one of the types that is capable of
operating into small club fields, beware the fact that they are unlike any RAF aerodrome.
Plan your arrival cautiously: such runways are normally short, made of various materials,
have dubious approach and overshoot areas, and sometimes slope dramatically.
Special hints appear later in this booklet for helicopter and Harrier pilots who may be
called upon to perform displays at such sites.
2.3.78
After You Have Arrived. Make sure that you are absolutely satisfied with
the parking and taxiing arrangements at the display airfield. Aircraft are quite likely to be
parked closer than normal and adjacent light aircraft are in danger of being blown over
when you taxi. So exercise extreme caution, particularly when members of the public
are nearby; many seem unaware that jet efflux is hot, fast-moving and may contain
stones. Some parking areas at displays are covered in FOD and demand extreme
caution. A large crowd also means a large litter problem so if aircraft are parked near
the crowd barrier there is a very real danger that litter will get sucked into the engines.
For similar reasons you should avoid being parked near to helicopters - unless you are
flying one! Balloons sold at displays may also represent a hazard to your aircraft, in
which case do not hesitate to make the point to the organisers.
Issue 2
29
31 Jan 13

2.3.79
Display Briefing. Ensure you get to the display briefing in plenty of time.
If you are too early you can always grab a coffee and wait; if you are late you will miss
something. Listen carefully to the entire brief: has your slot time changed and become
unworkable? Get the latest winds. Confirm that ATC frequencies have not changed;
sometimes the published frequencies for a station are altered for the duration of the
flying programme. If it is a civil display the briefing might not be quite what you are used
to and you may have to ask for particular facilities, for instance clearance to take-off into
wind! Look for potential hazards in timing or positioning and make your views known for nobody else will. You might find, for example, that a civilian joyride aircraft is planned
to fly close to your display. Do not let this happen if you are not absolutely happy about
it, as you cannot afford to fly a display with any unnecessary distractions. The Display
Director will often ask you to be ready to take the slot ahead of you in case of a fall-out.
Therefore, it is useful to chat to the participants who appear on either side of you on the
programme.
2.3.80
Brief Your Support Personnel. Once you are satisfied, fully brief your
support personnel. Check that they know what time to arrive at the aircraft, again give
yourself plenty of time. Do not get in a situation where you have to rush checks and risk
missing something.
2.3.81
FOD and Insects. Take care to have the intake and jet pipe covers fitted
until shortly before start up. Before flying, take extra time over your pre-flight inspection,
particularly if your aircraft has been parked outside or has been in the static display.
Make sure that the windscreen is clear before you start. Summer insects and dirt on the
windscreen can easily impair forward vision, especially if youre on the programme late
in the afternoon and the sun is low in haze.
2.3.82
Positioning. Having arrived at the right airfield at the right time you now
want to be sure that you present the display to the best possible advantage. Do take the
trouble to find where the crowd centre is. The public could well be sequestered in a
small enclosure at one end of the field and at a sharp angle to the main runway. If the
display organisers do not send you a plan of their airfield with all the relevant details
marked on it, ring them up and find out. The terminal approach procedure charts give a
plan of most of the airfields that you are likely to visit, and photographs are invaluable for
giving some idea of what to expect when you arrive at an airfield for the first time.
2.3.83
Run-In Check List. It is also well worth preparing a personal pre-run-in
check list to cover such items as fuel balance, angle of attack gauges, loose
articles/pockets, engines, altimeter setting, etc. The content of any such list will be
dictated by your aircraft type and style of display, but could save you from omitting
something important when the danger of distraction is highest. It is recommended to
deselect guard and turn off the radio not in use. Also ensure that your harness is
suitably set, especially if your sequence involves negative g.
2.3.84
Wind. Since the wind can have such a vital effect on your positioning, it is
most important to have the latest surface wind at the display airfield interpreted into
terms of two components: across and along the display line. Knowing how the surface
wind compares to the forecast 2000ft wind may also be of benefit. Consider turbulence
if the wind is gusty; it can have a marked effect on all aircraft types particularly on the
slow speed and formation manoeuvres.
Issue 2
30
31 Jan 13

2.3.85
Air Traffic Control. Air Traffic Control at air shows can be excellent, but
can also be less than ideal. Read Part 1 Section 11 and the role of ATC. The only safe
moral is to treat all information as highly suspicious until proved reliable. Make a
personal telephone call to the operations officer or his civilian counterpart as near to
your take-off time as possible. Agree on the plan of action, even if it is only confirming
the original schedule, and then inform him that if there is any R/T confusion you will stick
to this plan. From then on you treat the R/T as though it was confused, and try and
confine your communications to brief unequivocal statements of what you are about to
do. If something really important comes up they will soon let you know. This may sound
a bit severe, but there is a tendency for both controllers and exhibitors alike to play
things off-the-cuff once a show has got under way and one method to avoid ending up in
the circuit at the same time as the previous item is to make your own arrival seem as
inevitable as possible.
2.3.86
Other Aircraft. However careful the organisers are, there will always be a
number of light aircraft swanning about, sometimes without R/T, either in the show or
giving joy rides. They have every right to be there and in many ways it is probably more
their show than yours. However, it is obvious that some of these pilots do not fully
appreciate the implications of 15 tons of screaming aluminium doing better than 600kts
at low-level, and their cloth taxis are inclined to swim into your field of vision at the most
awkward moments. The only provision you can make is to speak to the organisers
beforehand and form a robust de-confliction plan. You may require the circuit to be
completely clear from one minute before your display until one minute after. Since
private pilots airmanship, radio procedures and discipline may not always be as one
would expect, the lesson is to fly defensively.
2.3.87
Mental Preparation. Until the process has become second nature to you,
you should consciously aim to achieve the best possible mental and physical state prior
to your display. The following points are all old chestnuts but are worth repeating:
Get a good nights sleep with little or no alcohol the evening before.
Plan to do nothing demanding prior to the display.
Always give yourself more time than you think you need for turn-rounds, pre-flight
preparation or checking.
Go out to the aircraft earlier than normal and plan to have an extra 10mins in the
cockpit prior to engine start.
Conduct a dirt dive it is a useful tool to walk through the routine with the calls.
Declare yourself in the mission bubble and start to deflect distractions.
Once in the aircraft, do the full checks methodically.
Start-up in good time so that you can swap aircraft without rushing too much.
Because there are manifold distractions you must exercise exaggerated care
with all checks.
Think the whole display through before take-off.
2.3.88
Learn to control your emotions before, during and after a display. If
things do not go smoothly prior to the display you are likely to become irritated. There is
always a natural tendency to become keyed up, so avoid being rushed. On the other
hand, there can be a tremendous feeling of elation when taxiing in after a good display
and this sensation must be controlled because it has caused pilots in the past to make
uncharacteristic errors.
Issue 2
31
31 Jan 13
2.3.89
Pressures. Ensure that you have the right millibar setting on the
altimeter. Flying a display on QNH instead of QFE could have disastrous
consequences. Some overseas shows may require QNH to be set due to high
elevation. Ensure your preparation is thorough: calculate the gate heights to include
elevation and the corresponding increase in turn radius/reduction in turn performance. A
USAF F16 from the Thunderbirds crashed in 2003 at Ohio due to a miscalculated
gate height; and QNH operations are the norm for them!
2.3.90
The Big Moment. As your display time approaches, re-check all the
details. Some of the larger shows, IAT for example, have several hours of flying planned
and things can change during the day. It is not unknown for things to change even after
take-off so be prepared for anything! Analyse the real wind now that you are flying, look
at the crowd line and display line and plan to fly just as you have practised. DO NOT get
tempted to modify your display dramatically to adapt to local conditions or inputs, and if
you are not happy, land. At worst, no one will know whether you really did or did not
have a minor problem, but everyone will know if you press on and muck it up.
2.3.91
Phew! Finally, you have flown your sequence to perfection and the crowd
loved it and you are feeling great. Do not relax. Someone else is just starting his run-in
and wants you out of the way. Fly your planned departure and be on the lookout for
things that have moved since you got airborne. Accidents can, and have happened
whilst aircraft (especially helicopters) are taxiing. Once you have shut down you can
relax.
2.3.92
Departing for Home Base. On leaving the show site do not be tempted to
do anything silly - I know you wouldnt, but others have! Leave sensibly, get back to
base and tell the Boss how great it all was and how much you are looking forward to the
next one. If leaving the day after the show, watch out for the day after display syndrome.
You may have another display to go to, but yesterdays show organisers will have lost
any sense of urgency they might have had the day before. This last comment applies to
everyone, not just engineering support personnel. In 2008 a Typhoon came close to
disaster after a spirited and poorly handled departure from a static display
mission at RAF Odiham.
2.3.93
Double Effort and Treble Check. At the end of the day, the great deal of
effort that you have put in should have paid off. Do not allow yourself to think that
because one show has gone well that the rest are in the bag. Each show has its own
problems, and unless you prepare for the worst you could become unstuck. Distraction
is possibly the biggest hazard that you will meet. There is no way of being completely
undisturbed by the innumerable distractions that are present at an Air-show, so the
answer is to evolve a steady routine for displays and stick to it. Treble check everything,
because you can rest assured that if your IQ is normally halved whenever you close the
canopy, it will be reduced almost to zero on the day of the show.
CONCLUSION
2.3.94
All of the advice above may seem daunting, but most of it is common
sense. As a military display crew you are a representative of the service, and the
general public will to some extent, judge us all on your performance. We would like
them to think that we are responsible professional pilots, so act accordingly.
Issue 2
32
31 Jan 13
2.3.95
Finally then, do not be satisfied with less than your best. Do not be too
quick to take other peoples advice, but never scorn to learn from their experience.
Determine to be your own severest critic; then, when you put your trust in your own
judgement, it will be well placed.
2.3.96
By way of a summary, a list of dos and donts is highlighted below:
Do get the sequence properly planned before you start - you are wasting
valuable time otherwise.
Do de-brief thoroughly - preferably with the same person and using a display
chart.
Do read all of the rules and limitations produced by the display organiser and
attend their briefing, otherwise study a map or photograph of the display area
and get a telephone briefing!
Do try to arrange a practice over the display site if required.
Do know the aeroplane - know exactly what to do if something goes wrong during
a critical period of a manoeuvre. Think out contingencies for all stages of the
display to cover engine malfunctions, system failure, instrument malfunctions.
Do talk to the display organisers and make your requirements clear.
Do get to bed sober and on time - even though everyone wants to host you.
Do check the flying programme carefully for conflictions-Zulu or Alpha time? As a
convention display times are actual / local times.
Do prepare yourself mentally - visualise the whole sequence by studying a largescale map.
Do check the wind - it has a considerable effect.
Do remember your PINS.
Do go through your personal check-list before running in and always include a
check of the altimeter setting.
Do fly within your own capability.
Do stick rigidly to your weather minima.
Do perform your display EXACTLY AS PRACTISED WITH NO AD LIBS. It is
very natural to feel rushed - try not to be.
Do not be afraid to ask for advice: better to profit from someone elses
experience than to learn the hard way.
Do not be worried by crewroom criticism
Do not fly with a hangover.
Do not deliberately fly into cloud.
Do not overstress the aircraft display her sympathetically!
Do not change your sequence. You may be asked to fill in time but resist the
temptation unless you specifically authorised for on the PDA.
Do not be tempted to fly just that little bit nearer to the limits.
Do not fly below your briefed or authorised minimum height.
Do not enter into competition with the other display pilots.
Do not tighten up your display on the day. This can be a temptation especially
over a small display area - succumb and you will disturb your sequence and
affect your timing.
Do not assume the wing over is a routine positioning manoeuvre. It has no gate
heights and is potentially as fatal as any aerobatic manoeuvre.
Issue 2
33
31 Jan 13
Do not improvise on your sequence by adding unpractised manoeuvres. This can

be tempting if you have time left at the end of your display slot. If your sequence
goes wrong, do not take a chance on entering a manoeuvre with insufficient
speed.
Do not attempt your good weather sequence in marginal weather. Stick to your
weather limitations.
Do not squeeze your sequence up too close to the crowd line; spectators prefer
to look up at about 45, not 60 to 90.
Do not get sucked in by the Barnstorming atmosphere that you will sense at
some shows.
Do not try to emulate the performance of those who have great skill but set a
poor example. You are a professional military pilot, and while you are on display,
the reputation of the Service rests on your shoulders.
Do not fly a farewell beat-up. They are dangerous and the crowd will have gone
home anyway.
When you get back on the ground, do watch the rest of the display and learn
from others. Resolve to do it better next time, and expect by mid-season to have
got it nearly right!
Remember that the responsibility you bear to the Service does not end when you
land.
2.3.97
This may seem to be a forbidding list of Dos and Do Nots, and indeed
there are a considerable number of rules associated with display flying. The degree of
control imposed on the individual may appear stifling to any young blood starting the
display game, but this close supervision has necessarily evolved from bitter experience
over the years. The risks are high but are minimised by full preparation and mature,
responsible attitude. Display flying presents a deeply satisfying physical and mental
challenge, but you can rest assured that it is also enormous fun.
Issue 2
34
31 Jan 13
PART 2
SECTION 4 - I LEARNT ABOUT DISPLAY FLYING FROM THAT!!!
LIGHTNING - PRIDE PRECEDES THAT SINKING FEELING
2.4.1
Some years ago I was a Lightning OCU instructor and about to become
one of the units official aerobatic display pilots. This was in the good old days when
almost every station had its own resident display pilot.
2.4.2
Shortly before the start of the season one such station decided to give up
its display commitment because of a spate of fuel leaks brought on by too much g. This
meant that the displays previously allocated to that unit were passed around the rest of
the Groups display pilots. It so happened that I was allocated the first of these
commitments - as my first ever show. The display, which was midweek, was for a group
of visiting foreign dignitaries and was to be flown at the home base of the unit that had
withdrawn.
2.4.3
I arrived on the afternoon preceding the display, having arranged with my
supervisor and with the host station that an arrival display would be in order; this was
to be the only chance I would have to practise at this airfield - which I had never visited
before. All went smoothly enough, although I had to cut short because of fuel shortage.
When I got to the crewroom, however, I could immediately sense the atmosphere. As
plainly as if the words had been spoken aloud, I could hear everyone saying things like:
So this is the blue-eyed whiz kid thats doing our displays for us and I wasnt
too impressed with his arrival show, our man was much better than that
It seemed that only the Station Commander and OC Ops Wing were pleased to
see me.
2.4.4
Well, worse was to come. The weather the following day prevented
looping and I couldnt even demonstrate the famous Lightning rotation! I took off - on
time of course - and ran in for my display on cue. Then the problem started. I didnt
seem to be getting enough power. At that stage in the turn I should have been throttling
back the reheat to maintain 350 kts but I barely had 300! Both donks showed full reheat.
Agh, the blasted airbrakes were out! With no time to wonder why they had come out I
selected in, got my 350 kts just in time, cancelled reheat and went smoothly into a roll for
an inverted pass. The nose dropped alarmingly and I had to shove the stick hard forward
against the stop to prevent a further descent. Youve guessed it, the airbrakes had come
out again! I completed the inverted pass, rolled upright, selected airbrakes in and
decided to cut out any further rolling manoeuvres. That nose-slice had really scared me!
That meant no Derry turn and no slow roll. You can well imagine the comments after I
landed.
2.4.5
Still, the situation was not beyond redemption. The airbrake solenoid was
changed, and I was to operate from this base for a display at a nearby GCI site 2 days
later. I had already been authorised for a practice at the GCI on the intervening day, but I
felt the need to save face so rang my boss at the OCU and poured out my tale of woe.
Issue 2
35
31 Jan 13

He promptly gave me permission for another practice at my host Station under the
supervision of their ex-display pilots commander.
2.4.6
The following day dawned bright and clear with blue sky, a slight off-wind:
in short, perfect display weather. Pre-flight preparation was faultless. I had briefed with
my supervisor, cleared the display time with Wing Ops and Air Traffic, and the ground
crew had prepared the aircraft to my requirements with the ventral tank empty, wing and
flap tanks full giving 2,600 lbs per side.
2.4.7
As I was starting up I noticed a Canberra taxi behind me. No problem, I
thought, he will be airborne by the time I get to the take-off point. Wrong! There he was,
stuck right in my patch and he wouldnt budge despite the fact that Id booked the airfield
for my exclusive use! By the time hed wakened his navigator and lumbered off into the
air my precious fuel was down to 1,800 Ibs per side!
2.4.8
I thought that, if I missed out on one of the less spectacular manoeuvres
and didnt do the reheat climb to contrail height at the end of the display, I would
probably only be a couple of hundred pounds below minimum touch-down fuel!
2.4.9
With a final check that the canopy was down and locked I roared down
the runway and straight into a half loop. The practice went very well indeed and no-one
could have noticed that Id missed out a turn. A final check as I was positioned for my
high speed run showed that I was already at minimum touch down fuel! Without giving it
a second thought I flashed over the airfield at a great rate of knots, pulled the power
back to idle and, popping the airbrakes as I crossed the perimeter fence, positioned for a
straight-in approach. As soon as I got 3 greens I chopped the No 2 engine and started
transferring what little fuel there was left to the No 1. Apart from the higher than normal
pulse rate the landing was uneventful and I even had enough fuel to taxi back in - though
goodness knows I deserved the ignominy of a flame out on the taxiway!
2.4.10
That was certainly quite an introduction to the art of display flying. I learnt
innumerable lessons from that one experience, and through 3 display seasons I never
again allowed myself to fall victim to wounded pride.
HARRIER - ANY AIRFIELD WILL DO!
2.4.11
I was displaying the Harrier back in the days when the Bona Jets were
based at Wildenrath.
2.4.12
One of the difficulties with Harrier display flying in Germany is that many
of the Air Shows are located at small club airfields, which have limited facilities. One day
I took a telephone message from Command requesting that I display at a civil airfield
called Hexter. A quick glance at the map confirmed that this was near Paderborn, had a
small tarmac runway and appeared suitable. I was fairly familiar with the area, time was
short, and details of the show were to appear in the mail later, so a letter came from the
club giving an outline of the show, some airfield details and a photo of the airfield. All
seemed good.
2.4.13
On the Sunday appointed I set off in my Harrier. A quick call on the VHF
flying club frequency and then in to land on the strip.... wait a minute, whats that?
Issue 2
36
31 Jan 13

" Harrier this is Hexter, you may not land, we are not expecting you
Thanks?"
Hexter, are you having a flying show to-day?
" Harrier, Negative, no flying display here
2.4.14
Fuel now getting low, no time to argue lets land at Gutersloh and sort it
out (thanks heavens for Master Divs). Land at Gutersloh find piece of paper with Hexter
telephone number. Ring up....
"Why didnt you let me land, arent you having a display today?
"Oh yes we are, but no Harrier has been near here today.
"Oh horror, where was I then suspicion dawns in my mind"
"How do you spell your airfield name?
"H-O-X-T-E-R, Hoxter, near Hamlin
2.4.15
Suspicion now confirmed, I dig out the photo that theyd sent me. Yes,
nothing like the place I tried to land at! Another look at the map confirms Hoxter to be
some 60 miles away from Hexter!
2.4.16
Red faced, I explain on the telephone that there had been a small
administrative error but that I can still make the planned display time if I rush. Usual
excellent co-operation from VASS Gutersloh and Im airborne again this time for Hoxter.
Raise them on the radio, dump a bit of fuel all set to land. Request temperature and
pressure?
"89F and 28.50 inches
2.4.17
Oh hell, whats that in real terms? No time to convert, got a bit of hover
weight in hand, so here we go. Suddenly, while on finals for a rolling vertical landing,
there is a 15 second warning staring at me! More adrenalin, overshoot, think again. Must
be hotter than I thought. Luckily I took a full water tank, so I stick water on, and try again
(low on fuel for the second time). Land, quick refuel, then successful display using the
rest of the water.
2.4.18
Why no hover first time? 89 f and 28.50 inches = 32C and 965 mb.
Hoxter, as it says on the map, is 932 ft above sea level! I learnt about how to get to your
display from that!
HARRIER - IS THIS HOW YOU WANTED ME TO POSITION?
2.4.19
I once set off for a display airfield in a Harrier, which slipped on the
brakes at 52% (normal hold being 55%) only to block the runway at Biggin Hill for an
hour by bursting 3 tyres very gently on landing. The problem had not been slightly worn
brakes, as I had thought, but a leaking main oleo on the main undercarriage leg, which
allowed the aircraft to effectively land on the outriggers. When I switched off the anti-skid
the 2 main wheels slowly burst, and after a short taxi, one outrigger gave up the ghost.
Things are never as they seem!
Issue 2
37
31 Jan 13

PUMA - HELICOPTERS HAVE THEM TOO!
2.4.20
s far as embarrassing experiences go I can mention two. The first was at
an Open Day at a Royal Air Force station and involved a car underslung beneath a
Puma. This car had supposedly been illegally parked, and during its transportation
away by helicopter, was to be accidentally dropped: a well-worn trick I know. Fortunately
I had decided to have a trial run on the morning of the show. The trouble was that some
kind soul, thinking that helicopters could carry nothing more than a verbal message, had
removed the cars engine and gearbox. As a result it was so light as to be almost
impossible to carry. At speeds above 40 kts the car swung quite dangerously, and it was
worse in turns. Thus I found myself flying away from the airfield at 30 kts, unable to turn
back. Eventually I managed to return by coming to the hover, spot turning, and then
slowly flying back. The show went off as planned but I was careful when manoeuvring
with that car underneath.
2.4.21
he second incident occurred during a winching demonstration at a school
fete. It was during a summers drought and happened when my survivor ran out of the
crowd as briefed, waving a Day Night flare. The flare promptly set the grass alight and
the downwash from the aircraft fanned the flames. Fortunately there was sufficient water
available to douse the fire and the display continued without the aid of a flare. This was a
predictable incident, which could have been avoided with a little forethought.
TYPE UNKNOWN - COMPLACENCY
2.4.22
I did not suffer any embarrassment in the second years flying; however, I
learnt two valuable lessons in my previous season. The first was not to get blas and
over-confident over a sequence; through lack of concentration I ruined the entry to an
inverted run by applying opposite rudder, with the result that I stopped the roll at about
l50 of bank and entered a shallow dive and lost 150 ft. Since I had started at only 300 ft
the resultant pullout was quite spectacular.
2.4.23
The second lesson I learnt was that, no matter how pressed for time you
are, you must do all the basic checks. I was forced to change aircraft after start up and
rushed rapidly through the checks in the new one. On entering the display in time
honoured fashion with a 6g turn I was dismayed to note that I was greying out. I realised
that the anti-g was still off and I changed hands on the stick, reached down and turned it
on. The resultant punch in the guts unsettled me for the following few minutes.
2.4.24
I was practising a rolling display on the fourth sortie of the day when I
really learnt about display flying. The manoeuvre that went wrong was a Derry turn with
the wheels down, but the problem had its source much earlier in the sequence. I
normally flew the preceding manoeuvre by turning away from the crowd through 180
inverted, then rolling upright and lowering the undercarriage whilst decelerating.
2.4.25
On the day in question, the entry speed to the manoeuvre preceding the
inverted turn was a little high, so I took off some power. This took effect but I was still
about 20 kts fast in the turn. The deceleration was normal, but the extra few knots was
exacerbated by a strong on-crowd wind. Things were now getting a bit tight, so the
undercarriage was lowered a little later than normal, full power was selected and the
Derry begun.
Issue 2
38
31 Jan 13

2.4.26
The aircraft stalled inverted half way round. The subsequent pitch down
gave a most arresting and detailed view of a small area of grass and a windsock. I
watched in detachment as a set of hands that did not seem to belong to me applied full
aileron, confirmed full power etc. As the world re-appeared the right way up and rather
adjacent, I began to think again and set about achieving a minimum radius turn in the
approach configuration. I did this and cleared the ground by about 20 ft. Thats when I
discovered that the manoeuvre required full power to work properly, and that engine
acceleration time has to be taken into account sometimes. I had equated a selection of
full throttle with the production of full power. I learnt about display flying from that.
HUNTER - THERE I WAS, UPSIDE DOWN, WITH NOTHING
2.4.27
I had done two seasons of low level aerobatics in the Hunter Mk 9 and
then switched to the T7 the next year. My show included a fair amount of negative g, so
from the outset I had made it my business to learn as much as I could about the fuel
system in the Mk 9. For instance, although the Pilots Notes made no mention of it in
those day, I had worked out for myself that I should allow an interval of 45 seconds to
permit the recuperator bags to refill between negative g manoeuvres.
2.4.28
When it came to working up on the T7 I used my basic Mk 9 routine, but
naturally had to make some allowances for the lower thrust in the T7. Equally naturally, I
liked to rehearse with as low a fuel weight as possible in order to offset the lower thrustto-weight ratio in the T7.
2.4.29
After four rehearsals at low level I had adjusted to the slightly lower
performance of the Hunter T7 and had got back into the old groove. I normally landed off
my last manoeuvre, and knew by now exactly what fuel state to run in with to provide for
a touchdown at landing minima. It was therefore slightly annoying to be asked on my fifth
practice to hold off for 2 minutes - having started my run-in. I didnt want to land with 70
Lbs a side less than the stipulated requirements, but on this occasion it would have to
do.
2.4.30
The final part of my display was an outside break to downwind, where I
would roll out inverted, extend the undercarriage and wait upside-down for 3 greens. I
always added 200 ft to the normal downwind height just in case.
2.4.31
Just as well in this case, because no sooner had I selected the
undercarriage than the engine flamed out. There was a distinct lack of noise and an
excess of red lights - generators, fuel pressure.... plus 2 undercarriage reds. I rolled out
from the inverted into the finals turn and hit the relight. That kept both hands fully
occupied because the relight switch was pre-mod and had to be held on to keep the
igniters running. There was no sign of life from the engine however, and I could see that
I would soon have to move my left hand to the RT button to answer Air Traffics Check 3
Greens with Finals 1 Green, or get on with pulling the emergency selector in time for the
undercarriage to blow down. Not that I could be hasty with the emergency undercarriage
though: I Couldnt afford to increase drag until the last moment.
2.4.32
Fortunately the emergency system worked well and the final clunk was
heard very audibly and thankfully in that quiet cockpit 3 Greens were confirmed just
before the threshold was crossed for a fairly normal touchdown. The ensuing roll-out
was without incident, but the ride back to dispersal behind the tractor was nothing if not
Issue 2
39
31 Jan 13

embarrassing. So were the subsequent discussions, although to be fair no-one else on
the Wing knew until after I had written out my Incident Report that the Hunter T7 was not
equipped with recuperator bags. Subsequently it became clear that the Pilots Notes
statement about 15 seconds worth of inverted flight at full power was based on having
full negative g fuel traps. In the event, my downwind fuel state had not been quite
sufficient to keep the booster pumps covered, so the engine naturally flamed out.
2.4.33 I certainly learnt about display flying from that, but two obvious lessons are worth
stressing:
Always plan to have a sensible amount of fuel in hand.

Just because you have made a special effort to extend your aircraft knowledge
during the work-up, dont let the process stop there.
BEAVER AL1 NOTHING COULD POSSIBLY GO WRONG!

2.4.34
I had formulated a simple routine that put the rotary section (Alouette II,
Scout and Sioux) in formation on the B axis to break at CC just short of the A axis or
runway. The Auster AOP 9 and Chipmunk T10 depart to respective holds before running
in, in turn, post my 3 min limited Role Demonstration in the Beaver. I would execute a
scheduled take off on the rotary break, STOL at CC, on the prop, lots of noise and nose
over into the low level (200ft MSD) routine. A figure of 8 and 2 racy steep turns and land
off the second. Might not set car alarms off and perforate eardrums, but anoraks would
appreciate the sight of the aging airframes in the air!
2.4.35
A first, it was Colour Code Blue at Culdrose for the Airday! Brilliant
sunshine with only a breath of wind from the SE. Perfect display conditions for all of our
aging types. Detailed brief done, dirt dived and all in the bubble. Weather still perfect,
nothing could possibly go wrong, it doesnt get better than this for historic aircraft
displays..woo hoo! Wind check - SE 4kts. Quick calculation, tiny on crowd component
but nothing to worry about and can even dare a downwind departure. Ready, rotary
section running in Break, Break GO! Off the brakes, max RPM, 55kts (add 5 for the
2kts downwind component just in case) and rotate. Nice, hold the high nose up
attitude, 250 ft, nose down, power back, balloon to 300ft top job, clean up flap and
turn. Looking for 250ft, accelerate to 65kts..and .high sink rate..IAS falling off..what
the **** is happening!!
2.4.36
55 stay alive - open throttle and nose down - need IAS quickly and roll
off bank to assist. That will be the car park ahead with arriving public! DO NOT
OVERTIGHTEN TO MAKE THE LINE!! Overfly the car park , b**ger! Airspeed recovered
to 65kts, positive rate of climb. Now turn and capture the runway. Avoid sheepish glance
at the FFC on the ATC balcony on the way past. Settle down, settle down and complete
rest of the routine. Epic finish and rest of the boys do well, top job!
2.4.37
What could possibly have gone wrong? I had thought of everything. 2-3
kts on crowd could not have caused that sink rate? What about the wake turbulence of 3
helicopters breaking at CC just ahead of my take off, drifting gently downwind and on
crowd at the same time and point in space as I execute the turn! B**ger, I didnt think of
that! Why didnt I attempt to tighten the turn to avoid the car park? Firstly, there was no
imperative to do so. Why risk worsening the situation and jeopardising the aircraft? If you
have to, over fly the crowd and better to do so in controlled rather than uncontrolled
Issue 2
40
31 Jan 13

flight! Secondly, the only Beaver display pilot to get killed was at Culdrose.possibly
executing a low level steep turn trying to capture the line and avoiding over flight of the
crowd. Now I did think of that!
Issue 2
41
31 Jan 13

PART 2
SECTION 5 - THE TUTOR
Reviewed by Flt Lt Howard Carby, 2002 Tutor Display Pilot
2.5.1
Being small and relatively quiet, the Tutor may lack some of the dramatic
impact enjoyed by fast jets, but it does have a degree of manoeuvrability which can be
exploited to make an impressive aerobatic display. The secrets are to keep it close to
the crowd, and to keep the manoeuvres coming; there are few less impressive things
than a Tutor flying straight and level.
2.5.2
These notes contain some guidelines on how to design and fly a Tutor
sequence, how to avoid some of the pit-falls peculiar to the Tutor, and how to survive the
season.
PERFORMANCE CONSIDERATIONS
2.5.3
Height and Speed. The engine performance and, therefore, the ability to
maintain height during manoeuvres decreases markedly with altitude. It follows that the
lower you start, the less height you will consume during the sequence if there are no
other variables. During the work down, the start height should be reduced progressively
until a minimum for the sequence is found. This may even be as low as the minimum
permitted base height. The performance lost by starting higher may itself be the cause of
the height consumption throughout the sequence. Remember that your available energy
consists of height and speed so that if at any point you are at the right height, but low on
speed, you are actually low on energy and may not be able to complete your sequence
without going below base height. Your aim should be to trade speed for height and viceversa with the minimum possible loss of energy. (See Flying the Sequence for more
about this). You should also start with as much energy stored as possible and as close
to base height as possible, so dive to start low and fast.
2.5.4
Temperature. The OAT has a significant effect on the performance
available from the Tutors engine. An extra 10C may increase your height consumption
by as much as 200 ft. On a hot summers day, the cockpit environment of the Tutor with
the canopy shut can affect your own performance, as well as your g threshold. So, if its
hot, remember to open both punkha louvers, keep the canopy open when possible, or
better still, plan to land for a breather and re-hydrate before the show - if you can.
2.5.5
Turbulence. Whether caused by convection, or by wind, turbulence can
steal your valuable energy in the form of airspeed loss. Beware the hot, bumpy summer
afternoon.
2.5.6
Fuel Load. Fuel load makes little difference to the display (I did one once
with full fuel), but Im not sure what the impact might be if flick manoeuvres were
included in the sequence.
2.5.7
Aircraft. They should all be the same, but they arent. Find one you like,
and a spare, and fight to keep them. That way, you will have confidence in your aircrafts
performance and consequently fly a better display. You will also detect problems sooner.
Issue 2
42
31 Jan 13

2.5.8
Transits. The IMC restriction has now been cleared, but be aware lower
airspace is busy at weekends and a radar service is recommended. Whenever possible,
plan to transit the day before the show, or failing that, as early as possible on the actual
day, so that you have a fallback. Remember that a headwind can have a considerable
effect on longer transits. Keep a close eye on the long-range met forecast, you may
need to go even earlier than planned if you really want to get there. Finally, dont give up
until you have investigated every avenue. With a little ingenuity and careful planning, you
can get just about anywhere in a Tutor. But remember, no one will thank you for taking
unnecessary chances, and, if its that bad, the display will probably be cancelled
anyway.
CHOOSING AND FLYING A DISPLAY
2.5.9
For the Command competition, you will require a 4 minute aerobatic
display sequence. It should contain a good variety of looping, rolling and vertical
manoeuvres, which should not be biased to a particular side of the datum. It will be flown
to a MSD of 500 ft. The limited performance of the Tutor, however, leads to certain
constraints if the aircraft is to be kept low and close to the datum. The following Do's and
Do Nots will help you to avoid most of the pitfalls, but there is no substitute for individual
style and lots of practice in the air.
DESIGNING A SEQUENCE
2.5.10
Do not be too ambitious; a well presented, accurately flown display is
much nicer to look at than a valiant but unsuccessful attempt to do the impossible. The
chances are that few, if any, of your spectators would recognise your inverted conical
lomcovak anyway. It is ESSENTIAL that you feel comfortable and confident with all
your manoeuvres at low level when performing in public. So, if in doubt, throw it out. Do
plan to run in at 90 degrees to the crowd line, i.e. straight toward the crowd. Even at full
speed the Tutor will probably look as though its on finals if you run in along the line.
Remember though to tell the organiser about your run-in as he will not automatically take
it into account when allocating a holding point etc. Do plan to start with a vertical
manoeuvre, during which you can regain lots of height from a low, fast arrival in front of
the crowd. Beware the wind blowing you onto the crowd line in your first pull up, an error
you will not be able to see until it is too late.
2.5.11
Do not include manoeuvres that involve long periods of negative g. The
increased drag and the loss of propeller efficiency leave you with a speed penalty, which
can only be regained by height expenditure. Do make sure your sequence is adjustable
for wind direction. You must be able to position it centrally, whatever the wind velocity.
To allow this, you must change from the A (crowd line) to the B (90) axis regularly or
combine the two (use the 45 axis), using turning manoeuvres which can be flown in
either direction. You should be able to turn directly into wind after every two or three
manoeuvres. In still air, your sequence should not track in one particular direction, or
you will not be able to compensate easily for the worst wind.
FLYING THE SEQUENCE
2.5.12
Do give yourself some flex. Having worked out the start height, add a little
so that you are not struggling to maintain base height. Make sure that you always start
manoeuvres with the correct energy, i.e. height and speed must be correct or you will
Issue 2
43
31 Jan 13

not make your top gates. Achieving the bottom gate is especially important when flying
vertical manoeuvres, where you cannot roll out of the top. When flying looping
manoeuvres, do relax the pull and allow the aircraft to go ballistic over the top - you will
gain up to 200 ft by doing this, and as the speed is now very low, i.e. totally traded for
height, you will save height on the pull-out which you can now adjust to get the exact
entry speed for your next manoeuvre. Do not pull any more g than you have to - it kills
the speed, and robs you of energy. This is another reason for getting the speed low at
the top of your manoeuvres - if you are fast on the way down, you will have to pull
harder, which wastes energy. About +3 to +4g is enough. Do practise your rolling and
vertical manoeuvres in both directions, so you can always do them into wind when
required. Even hesitation and reverse stall turns are quite possible against the
propeller, and they must be done into wind, or they will bridge. This not only looks bad,
but will spoil your positioning. Do allow the aircraft to gain as much height as possible in
vertical manoeuvres. From 120 kt and 500 ft, the Tutor can actually make some height in
a plain stall turn finishing at the same speed. If a vertical roll is necessary on the way
down, get on with it immediately and do not let excess speed build up.
2.5.13
Do use a sequence card, and have it fixed where you can see it on the
instrument panel. The sequence will be firmly engraved on your memory, but for the one
(or more!) occasion when your mind suddenly goes blank, youll be glad of it. All the
professionals do this. You can also use it to display vital information like the QFE. Do
think about the wind before you go. In the Tutor, you cannot afford to slip downwind as
you will probably never get back to crowd centre. On the ground, work out how you will
fly your turns, and where you will extend to compensate for wind. Annotate your
sequence card accordingly, but stay flexible in case the 1000 ft wind isnt what you
expected. At air shows, it pays to watch other light aircraft, particularly those which trail
smoke, if you have the chance before your slot. Remember that the wind has a
particularly marked effect when you are in the vertical and very low speed. The drift here
is also less apparent to the pilot. You may need to pull up upwind of the normal position
as you cannot entirely compensate for drift in the vertical. Plan ahead! The following
guidelines will be useful when considering the effect of wind:
Whenever possible, start your looping manoeuvres into wind.

Stall turns should be made into any sidewind component.
Rolling manoeuvres look best with the wind behind you, but they travel a long
way, so they may have to be flown into wind for positioning reasons.
With the wind behind you, a steeper pull-up or dive will help you compensate,
and vice-versa, with a headwind.
When rolling with a crosswind, roll into it, and pick an aiming point, which allows
for drift.
When looping with a crosswind, roll into wind on the way up, reverse the roll by
twice the amount over the top, and you will come out with the right drift on.
If in doubt, over-compensate; it is much easier to slip downwind again than to
struggle back against it.
Make sure you know which way each of your manoeuvres would track in still air;
a loop, for example, will track in the direction in which you started. Armed with
this knowledge you can make the appropriate corrections more quickly if things
do not work out as planned.
SOME SAFETY HINTS
Issue 2
44
31 Jan 13
Empty the side pockets of anything that cant be firmly wedged in, otherwise, you
might find yourself forced to read the aircrew manual during the first slow roll.
Check the throttle friction. Its value is debatable in some aircraft, but it may be
wound tighter than you really want.
When strapping in, give your harness lugs a sharp tug to make sure theyre
securely in the QRF before you tighten up. In the same vein, make an extra
check of the fire extinguisher security before you get in.
Double-check the really important things as you run in: QFE, fuel cock,
magnetos, flaps, harness and canopy, spring immediately to mind.
Dont start anything you cant finish; make sure you have enough height and
speed at the beginning of your manoeuvres.
CONCLUSION
2.5.14
Displaying the Tutor is great fun, but like any other aeroplane, it will bite
you if you ask too much, so dont be tempted to push your limits. Careful energy
management will get the most out of the aeroplane. You cannot emulate a Pitts Special,
so dont try. Instead, stick to what you and your Tutor can do well and you will have a
safe, enjoyable and successful season.
FURTHER READING
2.5.15
There is an excellent book by the late Neil Williams on the subject of
aerobatics. Entitled simply AEROBATICS it is published by AIRLIFE and is a must for
novice light piston display pilots.
Issue 2
45
31 Jan 13

PART 2
SECTION 6 - THE TUCANO
2.6.1
The Tucano is just like a Jet Provost but with a propeller on the front.
This is a quite common comment heard when people are discussing the merits of the
Tucano in comparison to its venerable predecessor the Jet provost. However, this
statement is not true and the Tucano is a very different aircraft, requiring fresh ideas to
show it at its best. In display flying especially, the Tucano can turn tighter, climb quicker
and carry out manoeuvres that were not possible in the Jet Provost.
2.6.2
When I started preparing a Tucano aerobatic display sequence I had less
than 30 hours on type. The display was, therefore, based primarily on what I had
previously flown in the Jet Provost. Added to this was a list of Tucano manoeuvres that,
after practice and post-flight discussion, were thought to be suitable in a low-level
display. The guidance given elsewhere in the Display Flying Notes was invaluable and I
followed the recommendations about sequence construction very closely.
2.6.3
What a manoeuvre looks like from the ground is the most important
factor; for this reason, some esoteric manoeuvres were dropped from the display. One
such manoeuvre was a stall turn flown facing the crowd with the undercarriage down
during the pull up. With a 0g to + 1.7g limit during retraction, the manoeuvre was too
slack and, anyway, nobody seemed to notice the undercarriage from the ground!
2.6.4
The final display was centred around three outstanding display flying
attributes of the Tucano:
A very tight turning ability (300m turn radius).

A short take-off run and quick acceleration, allowing a take-off straight into the
display.
A short landing run which can be used to finish the display.
2.6.5
Close liaison with my supervisor and other experts from the crewroom
produced the following 5 minute sequences for the 1990 season:
FULL DISPLAY
Take-off, horizontal 8
Aileron roll
hesitation Cuban
Aileron roll
loop roll down
Noddy stall turn
Canadian break, max rate turn
Stall turn (45 degree line)
Canadian break, max rate turn
Hesitation stall turn (45 degree line)
Outside turn
Knife edge bridge, roll down
Slow roll
180 degree max rate turn
Issue 2
ROLLING DISPLAY
Take-off, climbing turn
Slow roll
Max rate turn
Reverse wing-over
4 pt roll
Derry wing-over
Aileron roll (45 degree line)
Turn aileron roll (45 degree line)
Wing-over
Barrel roll
Slow roll
Reverse wing-over
Spectacles (360 max rate turn, inverted
46
31 Jan 13
Aileron roll
clover
Inverted run
Reverse wing-over
Land
run, 360 max rate turn)

Wing-over
Oblique loop
Inverted run
45 degree Outside turn
Reverse wing-over
Land
2.6.6
The tight turning ability is a feature of the Tucano which should be utilised
fully when designing a sequence. The display can be very compact and the crowd can
watch the aircraft perform immediately in front of them. Also, because the aircraft is
fairly quiet, it is desirable to keep the display as close to the crowd as possible.
FLYING THE DISPLAY
2.6.7
At low-level the Tucano can be displayed at low speed; this keeps the
manoeuvres tight, allows a large number to be flown and restricts the top height of the
full display to 2300ft. The speeds for the display range from a minimum of 120kts for the
slow roll after take-off in the rolling sequence, to a maximum of 220kts for the loop in
the full sequence. Most manoeuvres are flown in the speed range 160 - 190kts. This is
ideal for turns at 180kts, which coincides with 6g and the light buffet. For stall turns,
keeping the speed low is vital to restrict the time in the vertical; 150-160kts is ideal but a
stall turn can easily he flown from a pull up speed as low as 120kts.
2.6.8
Gate heights are vital for low-level display flying. In the Tucano I used
1800ft MSD for a pull through from inverted and 1200ft MSD from the vertical for a 500ft
base height. These gates were absolute minimums, while still allowing adequate safety
margins, and who in the crowd will notice if you commence pull out 100ft high?
2.6.9
The Tucano has limitations when flying inverted and, if negative g is
used, the oil system recuperation times are quite long. If a negative g manoeuvre of
over 10secs is flown, the recuperation time is twice the inverted time and after 3
consecutive minimum recovery periods an additional 60secs is needed. It is very
important to note here that a stall turn entered from 170kts gives 15 seconds at less than
+ 0.5g. A hesitation or a noddy stall turn (from 170kts) gives 18-20 seconds. Hence,
another reason to keep entry speeds to a minimum. Analysis of the ADR can he very
useful in finding out whether the proposed sequence is sailing close to the wind!
2.6.10
Roll rate is much faster than in the Jet Provost, and very crisp hesitation
rolls can be flown. Best roll rates are at speeds above 200kts and, as can be seen from
the previous paragraph, this is too fast for stall turns; again, careful sequence planning is
required.
2.6.11
The propeller produces a large amount of drag at low speed and flight
idle, a feature that can be used to restrict speed build up in the vertical. It can also be
used to allow a steep approach or a rapid deceleration prior to landing where the
airbrake is not very effective.
Issue 2
47
31 Jan 13

2.6.12
Listed below are details that might be of help in flying some individual
manoeuvres:
Stall Turn. Entry speed is 150 - 160kts. If fast, pull up with flight idle - bringing
the power up as you reach the vertical. Yaw at 60kts (to the left) to reduce
unwanted sideways movement (bridging).
Noddy Stall Turn. Torque can be used effectively to aid the yaw rate - nod left
(full power), nod right (reduce power), nod left (full power). If a stall turn hangs,
judicious use of power can be used to provide slipstream on the rudder.
Knife Edge Bridge, Stall Turn. Pull up at idle to 60 nose up, roll right to 90 AOB
and keep the nose up with rudder increasing to full deflection. At 80kts yaw
down to the vertical. The manoeuvre must be flown using left top rudder to hold
the knife edge, otherwise insufficient rudder is available to counteract the torque.
Take-Off/Slow Roll. Accelerate the aircraft to 100kts on the runway, then rotate
quickly into a climbing turn (NB tyre limiting speed of 110kts). On cleaning up
beware of pulling too much g as the gear will stop retracting. On reaching 500ft
start a slow roll at approximately 100kts and accelerate to 140kts during the roll.
Take-Off Horizontal 8. Hold the aircraft down, until 170kts (approximately 56000ft from brakes off), then pull 4-5g to commence the loop. The aircraft tops at
1200ft and the roll out is commenced at 900ft levelling at 500ft; it is important not
to commit the nose too low.
Max Rate Turn. An entry speed of 180kts allows at least 5g to be sustained for
of the turn with the speed stabilizing at 150kts.
DISPLAY CONSIDERATIONS
2.6.13
A 5 minute display takes only 30kg of fuel (50kg start up to landing); this
allows a low start up fuel weight - ideally I used 200kg or less - which gives a 150nm
diversion range! Higher fuel weights do not significantly degrade aircraft performance
but must, nevertheless, be taken into account eg, add 100ft to gate heights and apply
power from stall turns earlier.
2.6.14
Long holds on the ground prior to takeoff should be avoided, particularly
in a cross wind from the left, to prevent the oil temperature from creeping up. OAT has a
marked effect on engine performance with the maximum torque being 85% on hot days.
Flying with the air-conditioning off would increase torque available but is not
recommended because 100% oxygen would be required and cockpit temperature would
he high. On cold days over-torquing can be a problem but this can be solved by using
the air-conditioning on boost.
2.6.15
Tucano has an excellent range which helps significantly when planning a
display schedule. Its good short take-off and landing performance mean that it can be
landed at almost any display venue which has a runway.
CONCLUSION
2.6.16
Overall, the Tucano is an excellent aircraft to display. It can turn on a
sixpence, fly a full range of aerobatics and, with its take-off and landing performance,
give an impressive start and finish to its display.
Issue 2
48
31 Jan 13

PART 2
SECTION 7 - THE HAWK
2.7.1
The following notes have been extracted from the end-of season report
submitted by Flt Lt Ian Wood after the 1992 display season, and make good reading for
all would be aeros pilots.
INTRODUCTION
2.7.2
I was selected as the Hawk Display Pilot at the end of the last season and
was lucky enough to fly with the previous display pilot on his final display of that season.
This was of tremendous benefit. Not only did I witness at first hand the excitement and
precision of flying low level aerobatics but I also saw just how much planning and
preparation goes into every show. The display was overseas at a very difficult site, in
poor weather, with minimal display organisation. It was a classic lesson in the various
pressures that can be applied to a display pilot operating on his own a long way from
base. I considered this to be an invaluable step in my preparation for the forthcoming
season.
2.7.3
There are numerous sources available to the prospective display pilot
which can help him design a sequence that will work: previous end of season reports;
DASC Flying Display Notes; and the Synchro Pair Finally, by talking to the British
Aerospace Hawk Test Pilots, particularly when unusual manoeuvres are planned, he can
find out how close he might come to something nasty happening! I have tried to collate
the information that I found invaluable to produce an account of how I designed and flew
my aerobatic sequence in the Hawk.
PREPARATION
2.7.4
Firstly, decide what aspects of the aircraft you wish to present.
Remember that ultimately you are displaying the aircraft to the public. Although
professional pride will dictate that you include something difficult or unusual for the
aviation buffs, most of the punters will be happy to see you flash past making lots of
noise. Because the Hawk is a relatively quiet aircraft you will probably want to have full
power selected for as long as possible and control speed with airbrake. The attributes I
tried to highlight were the excellent roll rate, small turn radius, the high sustained rate of
turn and the negative G capability of the aircraft.
2.7.5
The next stage of designing the sequence is like a 3 dimensional jigsaw
puzzle. Make a list of the manoeuvres that you can fly in the Hawk and pick about 10
that you wish to use. These are the basic manoeuvres such as a slow roll or half-cuban.
By the time you have included your link flying manoeuvres such as Derry turns and
wing-overs you will have got about a 6-minute batch of aerobatic material. Six minutes is
a good length; it is the required timing for the Wright Jubilee Trophy and it is about the
right length for your own G tolerance plus Joe Publics interest retention span for a
singleton Hawk.
2.7.6
I felt that there were 2 ways of starting the sequence, either arriving fast
and low or from a standing start; both impressive in their own way. An experienced
display pilot told me that you shouldnt go straight into your sequence from take-off in
Issue 2
49
31 Jan 13

your first season. With hindsight I think that was sound advice. It is much more settling to
get airborne, get away from the crowds and get a measure of the met conditions for the
day before running in. This gives you a slow time opportunity to do an inverted flight
check and triple check the trivial things that can throw you out of your stride. I always
had a warm-up routine, which included an 8 point roll, an outside turn and a max rate
turn. I then knew that I was not going to black out for any reason and that my hands and
feet were working at the same speed. I therefore elected, for my display, to run in fast
and low from the hold.
2.7.7
My final manoeuvre was easily chosen because I wished to include
vertical rolls in the sequence and if you dont want to waste valuable time coming back
down again, you have to put these at the end.
2.7.8
There are other manoeuvres that you will probably have your own ideas
about how you wish to present them. In my case I was determined to include an outside
turn which went from one 45 line to the other with the canopy glancing the 230m line
crowd-centre. This means that you have certain pieces of the jigsaw which are
immovable. There are probably other manoeuvres which have similarly fixed positions.
2.7.9
You must now carefully draw to scale your proposed manoeuvres making
sure that what you want to do is feasible in still wind conditions. This can be done by
drawing 3 abutting circles with a radii of conditions. This can be 1500 ft against a 6000 ft
line as shown in Fig 1. This represents the framework within which you should try and
stay for a good tight show. 6000 ft is the approximate distance covered during slow rolls
and 8-point rolls, after which you should always aim to be turning back or pulling up
towards crowd-centre. The 45 axis should be used as well in order to keep the display
compact and provide variety. Exploiting a secondary axis in the Hawk is straight forward
because of the accuracy of the AHRS (Attitude Heading Reference System).
2.7.10
Whilst considering the practicalities of your manoeuvres you must bear in
mind the following rules:
A loop finish 0.25 mile beyond the pull-up point.

A Half Cuban Eight will base out 0.5 mile beyond the pull-up point.
A Half Horizontal Eight will base out 0.5 mile behind the pull-up point.
Do not plan on any straight and level bits - the aircraft must be kept moving the
whole time.
Try not to have any fill-in manoeuvres such as aileron rolls at this stage - you will
need these when the wind is blowing.
The sequence must be balanced. Ensure that you have an even spread of
vertical manoeuvres crowd-left, right and centre. Vary your rolls to the left and
right and do not have all the flat manoeuvres in one half of the show followed by
all the vertical manoeuvres.
2.7.11
Once you have got your sequence mapped out on paper you can start
flying it at 5000 ft. Initially you will find it difficult to link the manoeuvres together and fly
them accurately at the same time. You will probably need regular time out in order to
practice individual manoeuvres before stringing them all together again. You will need to
know the sequence backwards before flying it at low-level. At 5000 ft, your sequence will
take considerably longer than at low-level. I reduced mine from 7.5 minutes to 6 minutes
Issue 2
50
31 Jan 13

and 10 seconds. This was partly due to the reduced turning and looping radii at low level
and partly due to my increased proficiency the more I practised. Do not despair if you
have difficulty positioning the display at 5000 ft - it becomes easier as altitude
decreases. You will also find that your techniques for flying the sequence change. You
will rely much more on looking out of the window and less on chasing the altimeter.
2.7.12
The AHRS is an invaluable aid in the Hawk, particularly at non-airfield
display sites. I suggest you dial into the course window the heading of your line and use
the yellow bug for one of your 45 axes. If you now select ILS mode and switch the ILS
box off you will get a solid bar, which instantly tells you where your line is. The yellow
bug will either be at the 12 oclock position or on the 90 point when you are working the
45 line. This accuracy of heading position is invaluable especially when flying
something like an outside turn. Pitch information is also important during the sequence
and you will rapidly acquire a feel for how it is going on all the vertical manoeuvres
relative to pitch angle. During your pre-season work-up, calibrate your eyes accurately
on exact 45 cues for 8-point rolls versus the AHRS. I would strongly suggest that an
AHRS unserviceability is a no-go item unless the weather is very good and it is an easy
display site.
2.7.13
Gate Heights. How does one define gate heights? I suggest you use 2
separate gate heights. Have a minimum height which is that required to recover from a
particular manoeuvre, a never go below height. Then set a target height which is what
you are actually going to aim for every time. In the Hawk, to recover by 500 ft you are
going to have a minimum height for your looping manoeuvres of 3600 ft plus 100 ft for
every 10 kts in excess of 200 kts. You would therefore set yourself a gate to aim for of
3700 - 3900 ft with the speed below 200 kts. This feels comfortable and can be achieved
consistently with practice. Be aware that speed over the top will dramatically alter your
looping radius and could catch you out if you extend and accelerate for any reason at
the apex of a manoeuvre. At 5000 ft your minima and gates will be much larger - work
out what they are, and then apply these when you do your first practice at 1500 ft
gradually reduce these during your 1500 ft practices until you have a realistic figure for
this height. When you move down to 1000 ft retain the same gates and repeat the
process of whittling away gradually. Once down to 500 ft you will slowly arrive at the
same gates proven through experience. It is important that you go through the process
of learning these and proving them for yourself - only then will you be comfortable in
pulling through every time.
2.7.14
Wind. See Section 1 for some good advice on how to deal with wind. I
found that you soon become accustomed to how wind affects your particular sequence
in different ways, particularly when flying slow-speed manoeuvres. Initially I used to
divide the wind into 2 components - on/off-crowd and crowd-left/right - and then consider
how this would affect each manoeuvre. Later in the season you will be able to assess
the wind effect automatically if you have flown in a variety of conditions. The only
manoeuvre I found to be very difficult to control was the slow loop. At near ballistic
speed over the top, this manoeuvre is very susceptible to wind. If the wind was oncrowd, the pull-up had to be started a long way off the line and once committed, there
was little flex for bending it. Therefore, if the wind is more than 25 kts on-crowd, consider
discarding the slow loop and go straight into the next manoeuvre - a wing over. Taking
out the wind during the full show is straightforward because you are constantly getting a
plan view of how it is going and you can see the line readily. It is also easier taking the
wind out in the vertical. The problems are more difficult during the rolling and flat shows
Issue 2
51
31 Jan 13

particularly with an on crowd wind. This is because most of the time you are turning
away from the line blind and having to put in a few bananas of wind correction. Once
you pitch back you are committed and can do nothing more than fly at max performance
in order to prevent flying through the line. This is a potential trap whilst flying wingovers
back onto the line during a tightening wind. The temptation may be to deepen the wingover in order to gain more turning room - remember there are no specific gates for
wingovers so beware this pitfall.
TRAINING
2.7.15
Once you start training at low-level, include the following extra checks
before you start every practice or display:
Double check the security of the rear seat apron - especially the pip pins at the
top. I lost one cover completely in the middle of a display!
Check that both PEC covers are firmly stowed.
Select the ILS off, dial your line into the CSE window and bug the 45 line.
Turn off the radio not in use and deselect guard.
Turn off TCAS.
Tuck your shoulder strap ends back under the harness. During my first outside
turn at 500 ft, the end of the shoulder strap went up under the corner gap in my
visor and gave me an instant eye patch.
PLANNING
2.7.16
Once you have finalised your full sequence, start to think about a rolling
and flat show. Try to keep the order of manoeuvres the same so that there is a logical
progression from one display to the other. There is nothing worse than running in for a
full display and suddenly being told you have to go rolling for airspace restrictions. You
need to be able to go from one to the other without a complete brain dump. Try and fly
some of your vertical manoeuvres in an oblique manner to cope with varying cloud
bases and to maintain position in any transition from full to rolling. Thorough preparation
will ensure that your first few displays go as smoothly as possible. Once into the season
you will be able to decide exactly how much you need to do before. Once you get your
list of displays from Command, you can then start planning. It is easier to get as much
done early on rather than to suddenly find you are working like a one-armed paper
hanger in the middle of July. Order a set of site photos from JARIC asking for the same
format as the Red Arrows. Be careful to specify the LAT/LONG of the display site (you
will need to check with the organisers) At some of the unusual sites such as Buchan and
Boulmer, it may not be coincident with the radar head or domestic site. Establish the
exact display datum and line with the organiser and prepare a 50,000 Site Map.
2.7.17
If you are arriving straight into the display from somewhere else you will
need to combine this with an IF-to-Target run. To sort out your timing before the season
starts, fly at 2000 ft and 360 kts and select full power from a known point on the ground
and measure on a 50,000 map your own timing marks. This assumes you plan to arrive
as fast as possible. It is easy to accurately measure your 6000 ft line on the 50,000 and
plot your different axes and headings. You can then transfer this information to your
photograph, which will be a very good briefing aid. If you have more than one display
during a day you will need to liaise with the organisers to establish different slot times
Issue 2
52
31 Jan 13

and try to give yourself as long as possible between displays. Plan your route on a half
mil and have a bad weather back-up planned on a high-level map. I enjoyed transiting at
2000 ft if the weather was good and I was not going through areas of high civvy
intensity. Give glider sites and minor airfields a wide berth at weekends and if necessary
fly at medium level. I planned to go everywhere at 360 kts for 2 reasons: firstly, 360 kts
gives you good speed-up/down capability to make hard TOTs; secondly, because
arriving at the correct fuel weight is important, you can adjust fuel weights accurately by
using the airbrake. At 360 kts/2000 ft, a clean Hawk uses 15kg fuel per min whereas
with airbrake out, full power will maintain 360 kts using 30kg per min. If I had a long
transit, then I would take an extra 100 kgs as flex for the all-too-often delays. This could
then be burnt off once an accurate display time had been established. The portable
telephone was a great aid in getting a last minute check on timings.
RULES
2.7.18
Sequence. Before the beginning of the season, one needs to be aware of
the rules covering approval of the display sequence. In PTC the Stn Cdr has the
authority to approve a display sequence and directly supervise the work-up of his display
pilot. Others may be subject to GASOs, which require them to have their sequences
approved by their Group. This can cause delays, so start the process early. Additionally
if something doesnt work in a sequence, or looks wrong, it is helpful to be able to
change it at Station level.
2.7.19
Authorisation. Delegation of authorisation to display pilots once their AOC
has given Public Display Authority is also helpful. Supervisors cannot expect to foresee
every eventuality that may occur over a 4-day, 10-sortie period and this makes blanket
authorisation meaningless. If a number of displays are being flown over a weekend from
different airfields, the weather can drastically alter your plans and force you to operate
from bases other than those planned.
ORGANISATION
2.7.20
The early appointment of the display pilot gives him ample opportunity to
sort our his publicity material. I approached British Aerospace and asked them if they
could produce a brochure for me. Obviously this sort of thing takes time to organise and
print British Aerospace were also very generous in providing a display flying suit and a
good deal of promotional material eg, stickers, badges, posters and ties. This Sort of
support helps tremendously in rounding off the whole display and giving it a professional
finish. RAFSC ASIs require you to produce a display brief which you send to Air Show
organisers in advance. In addition to this, you should send information about yourself
and your sequence with suitable photographs. Obviously, Air Show organisers who have
a display in early May are having their brochures printed a few weeks earlier, so have
your material ready to send out as soon as displays are allocated. The pre-season MAA
symposium provides an excellent forum for meeting people involved in running the
display season, particularly your desk officer at Command, and for hearing lectures from
people who have done it before. The provision of mobile telephones to display crews in
RAFSC helped enormously. On numerous occasions the ability to check on last minute
details such as weather and timing proved invaluable.
Issue 2
53
31 Jan 13

FLYING THE SEQUENCE
2.7.21
Here are the techniques I used for flying individual manoeuvres during the
1992 display:
Half Horizontal Eight with Push-out to Inverted Flight
2.7.22
This was a manoeuvre I saw the Mirage 2000 perform the previous year
and thought looked impressive. After some experimentation at 5000 ft, I found it was
perfectly feasible in the Hawk. The difficult thing to quantify was a gate height. This
varied tremendously with speed so it was particularly important to perform the whole
manoeuvre consistently in order to achieve a safe and consistent recovery. I pulled up
from a 100 ft high-speed pass at idle with the airbrake selected using +7.5G. This gave
an apex of about 4300 ft; the nose was pulled to 60 nose down and then checked, at
the same time selecting air-brake in and full power; my gate height of 3 100 ft arrived
very soon with a speed of about 270 kts. The stick was then pushed to the front stop;
initial recovery is good but then slows as the speed increased to about 380 kts at the
inverted position. The negative G increases to -3.5G, but I backed off the push with
about 100 to go to the inverted position. This gave me about 300 ft of flex for the
unexpected or slightly different entry parameters and also allowed me to feel the last bit
of the recovery to a nice level inverted attitude. Psychologically this was the hardest
manoeuvre to bring down to low-level. It was certainly a real eye-opener for the first time
at 500 ft! My pull-up point for a good centred recovery was 300m beyond the end of my
6000 ft line; this was then adjusted for head/tail wind.
Derry Wing-overs
2.7.23
These were always a flexible feast adjusted for the wind of the day.
Nominally flown to 60 nose up, these were flown flatter with an on-crowd wind to gain
greater displacement from the line, and steeper with an off-crowd wind. The danger here
is that there is no clearly defined gate height with this type of oblique manoeuvre. Angle
of bank versus nose-down attitude has to be carefully monitored to ensure a safe pullout, particularly when pulling hard for the line with a strong on-crowd wind. The angle off
the line (usually 45) when pulling up for the wingover is also adjusted for the left/right
wind component. I flew one of my wingovers as a negative-G manoeuvre with a push-up
instead of pull-up just for variety; the principles remain exactly the same.
Eight-Point Roll
2.7.24
An extremely satisfying exercise when you fly a good one. You need to
ensure that you start any rolling manoeuvre m the Hawk with the nose in the right place
and also achieve a good level inverted attitude. Pronounced pushes are required at the
135 and 225 points in order to stay straight and stop the nose dropping. A lot of
practice is required to hit 45 on every point - cross referencing of visual attitude versus
the AHRS ensures accuracy.
Max Rate Turn into Derry
2.7.25
Because I had flown the Eight-Point Roll at full power, I needed airbrake
at the entry into the max rate turn to reduce speed from approx 400 kts to 350 kts to
avoid overstress. Speed could then be controlled through minor buffet variations. The
Issue 2
54
31 Jan 13

max rate turn was let out as required for on-crowd winds. In order to Derry the turn, a
positive unload was required to avoid a big corkscrew in the smoke. Loaded rolls look
very untidy. Again, nose position was very important prior to entering the Derry turn. A
hesitation Berry at the inverted position was flown to cater for strong off-crowd wind.
Half Cuban Eight
2.7.26
Flown on the 45 line, I pulled to 70 nose-up for this manoeuvre +10
depending on the on/off-crowd wind component. Airbrake was used briefly on the pull-up
to ensure a speed of less than 200 kts over the top. A hesitation roll was included at the
selected nose-up attitude, which required a lot of top rudder to hold the nose up due to
the low speed. Minimum height to pull through was 3600 ft + 100 ft for every 10 kts in
excess of 200 kts. I therefore elected to have a gate height of 3700 ft to 3900 ft with a
speed of less than 200 kts.
Outside Turn
2.7.27
Coming out of the Half Cuban, speed was controlled with airbrake in
order to enter the outside turn with 330 kts. This meant the stick could be put on the front
stops without overstressing and gave about -3.25G. It was important to roll in and select
the right AOB in order to make a good level turn. Minor changes in AOB were then used
to stay level. At low level, I noticed that the altimeter rapidly unwinds to about 100 ft as
you roll in and push due to pressure error, which can be quite disconcerting; you have to
look out the front and convince yourself that you are not descending. The other
uncomfortable aspect of the outside turn was at sites which had tall obstructions atone
end of the line. Even though you knew geographically that you were clear, it was tense
turning towards them unsighted. Inevitably these were flown with an increased MSD.
Decelerating Half Horizontal Eight
2.7.28
The pull-up for this manoeuvre was flown at idle and airbrake so that as
the aircraft came over the top undercarriage and full flap could be selected. This gave a
relatively low apex height at approx 3300 ft. The nose was pulled to approx 40 pitch
down and checked briefly, before rolling erect. This was a difficult roll to fly without
dishing out. The aircraft was then flown towards crowd-centre with a large correction for
the wind of the day in order to position accurately for the dirty 360 turn.
Dirty 360 Turn
2.7.29
This was entered at 190 kts with full power coming on as I turned away
from crowd-centre. It was flown at 300 ft with gear and full flap down. In still wind the turn
could be flown at +2G and the speed would sit at the 190kt mark. If this turn was let out
for wind, then care had to be taken not to exceed the speed or G limits. The positioning
of this turn was critical because it preceded the slow loop, which had to start in the
correct place for the wind of the day. It was also imperative to have 190 kts as I rolled
out with full power already established.
Slow Loop
2.7.30
As I rolled out on the line, I selected the flap up and then gear up,
simultaneously pulling up at 200 kts. Care had to be taken not to enter the buffet
Issue 2
55
31 Jan 13

especially when the flap was travelling those last few degrees. As the aircraft reached
the vertical, I used to unload my pull slightly to ensure I got my minimum height of 3000
ft over the top. Wings level had to be carefully maintained on the AHRS during pull-up.
Speed over the top reduced to around 60-70 kts which resulted in more of a flop over
with the nose pitching through the horizon quickly. Height loss builds up very quickly and
you must keep the pull on throughout the recovery on the very lightest of buffet. Entry
parameters were critical to achieving my target height of 3100 ft. If I found I was slightly
slow coming out of the dirty 360, then flap could be selected to mid for the last part of
the turn in order to gain a few more kts before pull-up. This does however increase your
turning radius so you must have a bit of flex before the 230m line. In emergency,
remember that you can always select mid flap during the recovery from any looping
manoeuvre. You will undoubtedly overstress the aircraft and have to land, but it may
save you from hitting the ground. Careful planning and attention to critical heights will
avoid either of these eventualities.
Slow Roll
2.7.31
I flew the slow roll to the right and from an inverted to inverted position in
order to be unusual. This meant establishing a good inverted attitude prior to
commencing the roll and finding that same attitude on the exit. As with all my rolling
manoeuvres I tried to fly them at the same cadence and achieve the inverted (or erect in
this case) position at crowd-centre by starting from the right place. This was obviously
adjusted for crowd-left/right wind. At the end of any rolling manoeuvre which went down
the line and then into a hard turn, I would throw in a Canadian Break or roll the long way
round into the turn which ensured the jet was always moving.
Quarter Clover
2.7.32
The pull-up for this manoeuvre was at 350 kts on the light buffet checking
as soon as the aircraft hit the vertical, rolling rapidly through 90 and then straight back
into the light buffet. Where the line was a nice long runway, this was a straight forward
manoeuvre, rolling the runway to the top of the canopy and then pulling it through the
nose. At other sites, you have to pick a feature close to the aircraft at 90 once in the
vertical, and roll onto that. As you pull through you can use the rudder to bend it back
onto the line if you are slightly out. Gate heights are the same as for the Half Cuban
Eight. If you wish to extend into wind you can put a roll-off into this manoeuvre. Beware
accelerating and note well the notes on gate heights.
Push-up Half Cuban Eight
2.7.33
Exit speed from the Quarter Clover needed to be 330 kts which was
achieved with airbrake. As per the outside turn, the sticktop could then be put on the
front stop without worrying about overstress. The push was kept on until 80 nose-up,
which coincided with about 3000 ft. Airbrake was needed again on the push-up to
reduce speed to 200 kts. The pull through was as before; once ensured of capturing 500
ft MSD the pull was slackened to level at 100 ft MSD.
Vertical Rolls
2.7.34
A +7.5G pull to the vertical from approx 430 kts meant that vertical rolls
could be flown to 10,000 ft. This should ensure that even on a good clear day you will be
Issue 2
56
31 Jan 13

out of sight to most people. Use the AHRS to achieve the vertical and once rolling, a lot
of forward stick is needed to maintain it.
The following additional manoeuvres were flown during the rolling display:
Four-Point Roll
2.7.35
The points to this roll need to be held twice as long as the eight-point roll
in order to cover the same ground track. This means they come under longer scrutiny
and need a slight fudge factor in order to look right. Imagine you were flying a four-point
roll to the left from crowd-left to right. The first point should be at 85 and the third point
at 265. This makes the aircraft appear in plan form from the crowd sight line. Full rudder
is required to keep the nose up on the points with a good push at the inverted position.
Oblique Loop
2.7.36
This was a useful manoeuvre to make maximum use of the cloudbase on
the day. Positioned crowd-centre, it was very much a case of looking at the clear sky
available, and pulling hard to a point at 90, holding the same angle of bank, and varying
the pull to suit the wind of the day. The idea being to glance off the cloud opposite crowd
centre. On a day with a 3500 ft cloudbase, this would not be far off the vertical; with a
1000 ft cloudbase, it would be not much more than a max-rate turn. The only problem
with the manoeuvre is the lack of gate heights. Nose-down attitude must be carefully
monitored against height on the pull out.
Barrel Roll
2.7.37
A useful manoeuvre which can be flown with care in a 1500 ft cloudbase.
When practising always practise for the worst case. The technique I found best was to
position parallel off-crowd by 3000 ft. This was done by flying a max-rate turn through
180 at the end of a rolling manoeuvre. Crowd centre was now in the 1.30 position. A
pull-up to around 50 was initiated, maintaining the back pressure as roll was fed in, to
be pointing at crowd-centre 90 off the line. The roll and pull were then combined to
finish close to the line and once again parallel to it. A good safety check is at the halfway
point as you are pointing at crowd centre. If the nose is above the horizon, things are
looking good. If the nose is below the horizon then alarm bells should start to ring;
slacken the pull and keep rolling for the horizon. Once a few have been flown at lowlevel you will get a feel for back-pressure versus pitch.
Issue 2
57
31 Jan 13

PART 2
SECTION 8 - THE HARRIER
2.8.1
Demonstrating the Harrier GR7 to its best effect calls for attention to all of
the details that have already been mentioned in this booklet. However, because of the
Harriers ability to hover and land at small grass airfields, some problems will be met
which are peculiar to the type.
THE DISPLAY ROUTINE
2.8.2
As with any aircraft, it is vital, having selected a display routine, to stick to
it. Changes should only be made after careful thought, followed by consultation with an
authorising officer and then some practice. Four routines will be necessary: the full
show, rolling show, flat show and the hovering-only routine for very poor weather. Rather
than devise four entirely different routines, it should be possible to produce one basic
show with variations to suit the circumstances. However, a Harrier pilot is at an
advantage over most others when it comes to weather minima; so long as the spectators
can see the aircraft, a Harrier can be displayed, albeit in jetborne fashion, in poor
weather. This makes every weekend a challenging experience. Again, in front of the
spectators, the Harrier makes a lot of noise at 100 ft, so there is no need to hover low in
the wingborne part of the display in order to impress the crowd.
2.8.3
The first essential is to note the position of the display line, which should
normally be parallel to, and must be at a safe distance from, the line of spectators. This
line should not be crossed except in dire circumstances - running out of performance
and crashing at the display line is not as safe as translating away, albeit over the crowd!
Particular care must then be taken when planning maximum performance turns towards
this line, such as low speed/high g, as any misjudgement results in the crowd line being
infringed in a big way! Note that your display lines change as you accelerate from
jetborne to wingborne flight.
2.8.4
Clearly, all planned manoeuvres must be safe and within the Release to
Service; however, some limits are more hazard than others. In a slow speed aileron roll,
the Harrier will dish out quite markedly, often throwing it off the crowd line. Moreover, the
pilot must take great care during a hard decelerating turn with nozzles and STOL flap
selected; a high power setting will avoid the nasty pitchdown when the flaps schedule at
165 kts, or select them as you pass through 120 kts. Partially jetborne turns made in the
30 kt to 120 kt regime add great interest to the display; however, pilots should be careful
to keep the AOA and side slip under control otherwise the GR7 will depart. If the ac is in
3-pylon fit, take extra care to ensure that 15 AOA is not exceeded. During these turns
the SAS bleeds a lot of thrust, and this combined with the loss of lift due to vectoring in
turns, can combine to produce a very nasty sinking feeling, especially if coupled with
hot-air re-ingestion in a down wind manoeuvre.
2.8.5
Steep decelerating transitions are exciting, but care should be taken
during the flare. The flare at the bottom of the descent should be made whilst still
wingborne - do not rely on jet-lift to arrest the descent - the use of water should be
avoided, as steep attitudes can blow the water pump. Steep accelerations from the
hover (when permitted) require extra care. An over-enthusiastic nozzle movement can
result in the nozzles going fully aft before wingborne speeds are achieved, giving a
Issue 2
58
31 Jan 13

tremendous pitch-down. One Harrier pilot resorted to ejection after experiencing just
such a pitch change.
2.8.6
Lastly, an unusual feature of any Harrier display sequence is the number
of times the undercarriage is raised and lowered to fit in with the VSTOL routines. Build
in extra checks prior to landing, to make sure the gear is not out of sequence!
PREPARING FOR A DISPLAY
2.8.7
Considerable preparation is necessary prior to a Harrier display at an
away airfield. Firstly, it is highly desirable to visit the airfield before the display to inspect
the facilities and discuss the show with the organiser. The following particular Harrier
points are additional to those quoted in Section 3:
2.8.8
Fire Cover. Ensure that fire cover is adequate and brief the fire crews on
your ejection seat and escape facilities. Otherwise, it is usually best to take your own fire
vehicles to small airfields.
2.8.9
Runway. Emphasise the FOD potential of the Harrier and insist that the
runway is swept. For grass airfields, ensure that the LDA is sufficient even when wet,
and that a loading test has been carried out before landing.
2.8.10
Fuel. Fuel must be of the correct grade, with FSII. Otherwise provide your
own bowser.
2.8.11
ATC. Inspect air traffic facilities or provide your own mobile ATC - a pilot
in the spare ac can assist by wearing a headset and being on hand with a set of FRCs .
In any event it is worth liaising with the ATC controller and explaining the foibles of your
display discussing how they can assist during emergencies such as an undercarriage
problem that requires an inspection.
2.8.12
Briefing. Brief the organiser carefully on the special aspects of the Harrier:
its relative shortage of fuel, the danger from jet blast in the hover, the requirement for
wind and accurate temperature readouts. All parked gliders and light aircraft must be
kept well away from the parking slot and hovering areas. Helicopters must not be
permitted to operate close to the Harrier as they can blow FOD into intakes.
FLYING THE DISPLAY
2.8.13
A Harrier display is demanding on the aircraft as well as the pilot. The
biggest single factor is the wind. Lack of appreciation of a tightening crosswind on finals
can naturally ruin the display. Temperature is the other big problem in the Harrier, and it
is wise not to place too much trust in temperature readouts from the tower. A full water
tank is a very useful precaution to employ against unexpectedly high temperatures; and
if you are flying overseas, remember that many civil airfields are well over 1000 ft AMSL.
2.8.14
Fly the display as if it were a practice, ignoring as far as possible the
distractions of the crowd. Post-display euphoria can be particularly hazardous; it looks
silly to taxi into a ditch whilst waving to the applauding masses. The unhappy example of
the Harrier pilot, who was inadvertently ejected after forgetting to safe up his ejection
seat after a display, is the saddest case in point here.
Issue 2
59
31 Jan 13
HINTS AND PITFALLS

2.8.15
To complete the picture, the following are a few extra hints applicable to
the Harrier, potential pitfalls and ways to avoid them:
2.8.16
Practice emergencies in the simulator whilst flying the display sequence.
Know undercarriage and engine emergencies intimately as these usually occur at very
low fuel states.
2.8.17
Visit the display airfield before the display - if possible read site notes
made by previous display pilots. Check suitability of runways, grass areas, Mexes etc.
Ensure that fire/ambulance cover is adequate. Confirm that spectator clearances are
correct. Check aircraft guarding arrangements. Consider the birdstrike hazard on the
airfield. Ensure that a NOTAM has been promulgated for your display and that the
vertical limits are sufficient.
2.8.18
Practise at least once in the week before the display. Tailor your practice
to the shape size/layout of the display airfield. Fly the display aircraft if possible.
2.8.19
On transit to the display airfield remember that weekend flying is marked
by a profusion of gliders and light aircraft - flying above 5000ft can reduce this risk.
Check the aircraft for perfect serviceability. Do an inverted flight check. Confirm all JPTL
datums are correctly set. Ensure that fuel is feeding symmetrically.
2.8.20
The show is not over until you have shut down and are out of the cockpit
with the seat safe!
2.8.21
If the worst comes to the worst and there is some aspect of the display
organisation that you dont like, but which the organisation wont change, dont fly.
Withdraw your aircraft and report to Group/Command, who should back you all the way.
CONCLUSION
2.8.22
Displaying the Harrier should be fun, impressive and absolutely safe.
Safety is mainly a matter of sticking to the rules and applying common sense. However,
the tricks of the trade that have been described in the preceding paragraphs can save a
would-be display pilot from pumping excessive adrenaline and will ensure that he enjoys
a smooth, trouble free performance when operating from small, unfamiliar airfields
equipped with limited facilities and amateur organisers.
Issue 2
60
31 Jan 13

PART 2
SECTION 9 - THE TORNADO
2.9.1
My concept of display flying is to keep the aircraft as close as possible to
the crowd centre, always be manoeuvring, and generating the largest amount of noise
you can! For simplicity the displays were designed to the same geometrical plan/form,
so that you could easily switch from one to the other, which was really useful in
deteriorating weather. Also, you finished heading in the same direction as you started,
so the display could be finished quickly with a break to land if you were short of fuel or
time. The rules were a 5000ft cloudbase for a full display, 1500ft for a rolling display and
1000ft for a flat display. The minimum height for aerobatic manoeuvres was 500ft; 300ft
was used in turns and 100ft for fly-bys.
THE DISPLAY SEQUENCE
Full
Take-off into Min Radius/Max Rate turn
Cuban eight
67 Wing Flypast
Derry Wingover
4 Point Roll
270 Turn
Canadian Break towards crowd & Derry
Slow speed flypast & turn away
Slow speed steep climb from crowd
Dirty Barrel Roll
Horizontal Derry
Oblique Loop
Derry Turn
Slow Roll
Derry Wingover
High Speed Pass
Vertical Departure
Rolling
Take-off into Min Radius/Max Rate turn
Derry Wingover
67 Wing Flypast
Derry Wingover
4 Point Roll
270 Turn
Canadian Break towards crowd & Derry
Slow speed flypast & turn away
Slow speed climb from crowd
Dirty Barrel Roll
Wingover
Canted Max Rate Turn
Derry Turn
Slow Roll
Derry Wingover
High Speed Pass
67 Wing Break
2.9.2
Those are the sequences and what follows is how I did it. Bear in mind
that these techniques (and more importantly, safety gates) work for me; however, you
should find out what works for you before you get too close to the ground.
2.9.3
Take-off. This has got to be impressive to make people forget about their
hamburgers but remember, wings must be level for departures in accordance with
RA2335 para 46. The Tornado looks good at low speed in a tight turn near the ground.
Lift off at crowd centre at 180kts which takes about a 3000ft. I maintained 15 AOA and
240kts until 60 before roll-out heading. Flaps then selected up with thumb on
manoeuvres for crisp roll out and accelerating to 330kts for the Cuban.
2.9.4
Looping. You have to loop the loop to keep the punters happy. To
change the theme slightly I included an oblique loop, half Cuban eight and a half
horizontal eight. Safety gates are all important and I used the nav to confirm good gate
Issue 2
61
31 Jan 13

before I continued. He used his head down altimeter for this. 5500ft was the gate for
the half Cuban with a max speed of 250kts. The aircraft was then always max
performed through a 90 nose down gate of 3500ft / 300kts to 40 nose down gate of
1500ft. Only then was the pull let out setting up for the 67 wing flypast.
2.9.5
Rolling. The secret to performing slow and hesitation rolls in the Tornado
is your initial attitude. With the CSAS fighting you all the way in knife edge flight, the
best you can do is to slow, with rudder, the speed at which the nose drops. The roll
starts at 2 nose up, falling to 2 nose down when inverted. Push the nose back above
level then start the process again to completion of the roll. Imagine flying mini barrel
rolls, but keep it as flat as you can.
2.9.6
Dirty Barrel Roll. I flew the dirty barrel very procedurally as I felt it was
the one manoeuvre that could give you a significant difference in nose down attitude for
a minor change in pull and roll rates. It was started with an offset of 20 away from the
display axis so the roll could be completed towards the crowd. I started at 220kts with
gear down, mid flap and probe out and used full reheat as I pulled to 20 nose up when
the roll was started topping at 30 nose up. Roll cadence was varied to be inverted as
the nose came through the horizon and I never allowed the nose to drop below 30 nose
down. I also used a gate height of 30 nose down and 1300ft.
2.9.7
Gate Heights. As mentioned earlier the gate heights I used were: 5500ft
before pulling through, 3500ft at 90 nose down, and 1500ft at 40 nose down. Find
your own heights through trial and error at height, and stick to them. It can be done
tighter; however, in over 100 displays and practices, my underpants stayed the same
colour throughout the display! For the Horizontal, I pulled inverted to 60 nose down
which I held to 3500ft before rolling out and pulling into the oblique loop. Although you
cannot have a gate for the oblique loop, I used to aim for 30 nose down at 1500ft which
seemed to work well.
2.9.8
Wind. Theres already a lot of wind in this article you may say. Well
strangely enough, even in a high performance jet, wind is still a big player as far as
display flying is concerned. The normal display axis is 230 metres from the crowd line.
Imagine a 20kt on-crowd wind and say a manoeuvre such as a 360 turn, which if it took
30secs to complete would result in a downwind drift of 280 metres; very embarrassing if
not allowed for. Wind has to be compensated for in virtually every manoeuvre
performed. In the Tornado it was convenient to have the wind displayed on the EHDD
(Pilots Electronic Head Down Display) to back up any feelings in the water. The nowind ground track was plotted on a 1:50,000 map and ground features used throughout
the display. The cadence of the display was equally important adding 1sec to the
outbound Derry heading for every 10kts of on crowd wind component which is all you
have over the sea.
2.9.9
And finally. The Tornado, although not exactly the most agile jet on the
circuit, is a good display aircraft. Its noisy, looks impressive with the wings back at
600kts and turns well enough for your average airshow punter. Know and plan your
displays so that you dont get put off by the many distractions and pressures that will
undoubtedly appear during the display season.
Issue 2
62
31 Jan 13

PART 2
SECTION 10 - THE TYPHOON
2.10.1
Sqn Ldr Matt Elliott provided these notes from his experiences of the
RAFs first years of displaying the Typhoon.
2.10.2
These notes are written to try and pass on some of my experience having
displayed the Typhoon for 2 very enjoyable seasons (2005 & 2006), but they must be
taken in some context. My first season was limited to displaying 2 seat ac only, and
during my second season I could not guarantee getting my hands on a single seat ac
every weekend; therefore all my gate heights and assumptions are based on the lowest
common denominator the two stick tub. Along with this, both seasons were flown with
FCS Phase 3 software, which is/was some way short of the ultimate ac performance. If
you are lucky enough to guarantee a single seat ac with FCS Phase 4 software (or
whatever the future holds), then your display may well include more dynamic
manoeuvres than these.
2.01.3
My premise on putting the display sequences together was that someone
could stand at display centre and see the ac at all times whilst having to move his or her
head as little as possible, and so I tried to keep the routine as tight as possible (by
staying slow enough to be limited rather than g limited most of the time), and also
making use of the 45 axis as seen from crowd centre. The jet is also fantastically loud
in full reheat, so comparisons of full power noise and idle power silence can be used to
good effect.
2.10.4
2006 Display Sequence:

Take-Off into loop.
100 Arrival (430kts) into loop.
45 Off-Crowd VV reversal.
100 450kt pass.
90 Off-Crowd idle VV reversal.
Slow Speed arc from 45 on-crowd to 45 off-crowd (110kts, 500).
Cuban 45 off-crowd.
Oblique Loop.
Clover into Pirouette.
Loop towards crowd centre.
Min radius level 360 turn.
45 off-Crowd VV reversal.
Inverted 4 point roll.
Canadian break from inverted into 270 flat turn.
Derry turn towards crowd centre
Square Loop.
60 Off-Crowd VV reversal.
Hi Speed pass into Vertical departure.
Hi speed pass into Reverse break to land.
Issue 2
63
31 Jan 13

2.10.5
The display used approximately 2400 kgs of fuel from a display venue
take-off, less if starting from an airborne arrival. Thus at some venues I was able to
take-off with only 4000 kgs total fuel, making the initial loop that much tighter (and
easier!). The display could also be flown with a centre line fuel tank fitted, as long as the
tank was empty prior to starting the display useful for displays that you either cant, or
dont want, to land at (or close by).
2.10.6
The mechanics of the manoeuvres that worked for me are as follows:
2.10.7
Loop from Take-Off: During my first season I flew this from a rotate
speed of 125kts, and then nursed the tub into the vertical trying desperately to avoid an
ALSR engagement (not always successfully!). The trouble with this technique was that
at relatively hot and high (for the UK) airfields the performance of the tub was barely
sufficient. A much more satisfactory technique (even in a single seat ac) is to keep the
ac on the ground until 160kts and then rotate no one will notice that you have cheated
slightly to gain some more energy. The rotate can be flown with Full Back Stick (FBS)
as the FCS will limit the ac performance with the gear down. As the gear travels ease
back the stick to capture 15 and hold this until you are through the vertical by at least
30 - you should be at 230kts through the vertical, but dont accept any less than 200kts
as this will inevitably lead to an ALSR engagement (at FCS Phase 3). The control is
the critical path, any more and you will not accelerate in the initial climb. Once through
the vertical and with the knowledge that you either have already, or are going to, capture
your gate height and speed you can back stick the ac to perform a tight(ish) loop that
you can easily recover by the base height. My personal gates for looping manoeuvres
were height greater than 3200 and speed less than 250kts at the apex.
If you have to capture a 230m display line that is offset from the runway, then kick 10
towards the display line once above 50 and roll 10 towards the display line once in the
vertical. This should get you laterally displaced from the runway and parallel to it once
you are at the apex of the loop. This method is also useful for strong on-crowd cross
wind components.
2.10.8
100 Arrival into Loop: Much easier, but doesnt look anyway near as
impressive! Arrive at the datum at 100 and 430kts, use FBS and ensure that you
capture your gates. Continue the FBS pull until the ac is pitching up through the 40
nose down attitude, only then be tempted to ease the pull to level off at a base height if
you have height to spare (the same can be said of all the looping manoeuvres).
2.10.9
45 Off-Crowd VV Reversal: Outbound on the 45 axis, pitch the ac using
FBS to 45 nose-up and then initiate full roll control in the opposite direction to your
intended turn whilst holding FBS and full power for 270 of roll essentially a Derry
Turn. At FCS Phase 3 the ac rolls around its velocity vector during the manoeuvre; this
is more pronounced at slower speeds, ideally 250kts. The manoeuvre can be flown at
up to 400kts, but is nowhere near as tight a turn. The pitch can be started below 500 (I
used a limit of 300) so long as the ac is above 500 prior to rolling through 90 of
attitude.
2.10.10
100 High Speed Pass: Nothing much to say, other than that you
dont need to be at max speed by the start of the crowd line. Keep the ac tight to the
crowd and accelerate down the line the crowd can then see the ac accelerate and get
an idea of its performance.
Issue 2
64
31 Jan 13
2.10.11
90 Off-Crowd VV Reversal: After my attempt at using an oncrowd idle barrel roll to slow in to the slow speed pass in my first season backfired
somewhat at RIAT, I used this much simpler (and safer!) technique during my second
season. At the end of the high speed pass, aim to have at least 450kts at the end of the
crowd line. Select idle power and max perform the ac to 90 off-crowd, then immediately
perform a VV Reversal/Derry maintaining idle power to point back at crowd centre. This
will then leave you at about 180kts and 45 displaced from crowd centre, the entry
parameters for the slow speed arc. If you enter the manoeuvre at less than 450kts, you
may need power during the later half of the reversal to avoid an ALSR excursion.
2.10.12
Slow Speed Arc: Decelerate the ac on-crowd from the previous
manoeuvre to 120kts pointing at crowd centre. Below 150kts the will quickly build to
max available at idle power, so anticipate this to catch 120kts (holding FBS) with power.
I held this at 800 on-crowd, using the power to stop any sink rate, with the intention
being that the crowd saw the ac plan form from below almost hovering towards them.
Before you bust the 230m line (easy with an on-crowd wind and limited manoeuvre
capability at this attitude) turn through 90 at crowd centre to depart on the opposite 45
axis.
2.10.13
Cuban: Entered from the end of the slow speed arc. Select full
reheat, and as it bites pull using FBS to 70 nose-up. The ac stabilized at 170kts on the
way up from my normal entry speed and weight. At 1500 roll inverted the technique I
used was to start the roll and almost immediately push to full forward stick as the ac
started to move. Capture 60 nose-up once inverted, and at a minimum of 2500 pull
FBS. Ensure that the gates are met at the apex and then continue to pull through.
2.10.14
Oblique Loop: Entered at 300kts, use full reheat throughout
manoeuvre. Roll to 45 off-crowd and simultaneously pitch to 30 nose-up. Ensure you
are parallel to the crowd line at the apex (approx 1500) with the nose coming down
through the horizon; capture no more than 25 nose-down to complete the manoeuvre.
2.10.15
Clover into Pirouette: Pitch up at 350kts using FBS and full
reheat into the vertical, and roll 90away from the crowd at 1500 to place the underside
of the ac towards the crowd. Pitch back (relatively gently) to be inverted at 4000 flying
perpendicular to the crowd line select idle power when required to be at 250kts when
level. Roll the ac to 90 of bank towards crowd centre and arc through 90 of turn to
end up displaced from crowd centre by 4000 and parallel to the display line, at less than
250kts (ideally 200kts) and a height of 4000. Simultaneously apply FBS and full rudder
towards crowd centre at idle power, and maintain this until the ac is pointing vertically
down and parallel to the crowd in the opposite direction to that at which you started. Roll
to place the lift vector towards crowd centre and at your gate (mine was 2500 minimum
and a maximum of 250kts) pull FBS whilst selecting full reheat.
2.10.16
Loop towards Crowd: Watch any on-crowd wind component its
easy to get caught out! Pitch into the loop from the B-axis with minimum of 250kts,
using a maximum of 18. If above approximately 330kts then FBS can be used
throughout, the gates remaining as before. To break the on-crowd vector on exiting the
loop, I rolled through 90 and used full in-to-turn rudder as well as FBS to skid the ac
away from the crowd line whilst still nose down.
Issue 2
65
31 Jan 13
2.10.17
Min Radius Turn: Use FBS and full reheat to stabilise at 230kts
and 300. Dont select reheat until sub 270kts if entering from a faster speed as the ac
will take some time (and most of the turn) to decelerate, and so will not be a MIN radius
turn!
2.10.18
4-Point Roll from Inverted: Aim to get lined-up with the display
axis early, with a minimum of 300kts but ideally 350kts; hold this speed with use of the
autothrottle. Roll inverted prior to the start of the display line, then bunt from the inverted
to 4 climb followed by rolling to 90 attitude whilst simultaneously feeding in full rudder
control. The FCS will not hold the nose up on the knife-edge, hence the initial bunt, nor
will it enable the ac to track in a straight line without bunting whilst holding the 90
attitude. Once the nose has dropped to the horizon roll upright, followed by a pitch to 4
climb before the second knife-edge. Roll out inverted and Canadian break from this
attitude through 270 to track away from the crowd line.
2.10.19
Derry Turn Towards Crowd Centre: Position the ac pointing
towards crowd centre on the B-axis at 300 with at least 4000 lateral spacing from the
230m line on a calm wind day. Pitch up to 50 nose-up (or more if you need to stop any
unwanted closure with the display line) and perform a VV Roll through 270. End the
manoeuvre by descending back to 300 along the display line. If in doubt, use more
lateral spacing at the start as any on-crowd wind will exacerbate your problem with
closure to the line I bust my line enough times to learn the lesson!
2.10.20
Square Loop: Arrive 2500 displaced from crowd centre along the
display axis at 350kts and 300, pitch using FBS and full reheat to the vertical and hold
this attitude until 3000. At 3000 select idle power and pull using FBS to the inverted to
track back along the display line at 4000. Catch the speed at 200kts with dry power;
you may get a FUEL LOW caption/audio warning at this point as the fuel computers
cannot calculate fuel usage at differing power settings whilst inverted trust the RtS
times for inverted flight as published. When 2500 displaced from crowd centre on the
other side than that from which you started, select idle power and pull FBS until 90
nose-down pointing at the 230m line. Hold this attitude until reaching either 2500 or
250kts, then select full reheat and FBS to level out pointing back along the display line.
Again, this gate is generous for a single seat ac but will work for the tub as well.
To compensate for on or off crowd winds during the manoeuvre, roll 5 towards or away
from the crowd whilst in the vertical, or track wing low whilst inverted. Remember that
roll stick inputs have to be reversed to get the same effect whilst inverted to that given
in level flight it can feel very odd to input roll towards the crowd to then track away.
2.10.21
Vertical Departure: Roll through 360 whilst in the vertical to show
the impressive roll rate of the ac. Pick a feature first (sun, cloud) to enable the roll to
stop crisply back at the start heading else you will get disorientated.
2.10.22
Avionic Set-Up: Have the HSI on the PA format with the HSI
Course Marker orientated to the display axis and the Heading Marker on the B-axis
outbound heading. Relate this to crowd centre by using Steer Hold on a nav point
entered at crowd centre. I also had the fuel page permanently on the left MHDD, as
5000kgs of fuel can disappear very quickly! Good luck, and ENJOY yourself!
Issue 2
66
31 Jan 13

PART 2
SECTION 11 - THE HEAVIES
2.11.1
If you are a heavy display pilot and have given the preceding s of this
booklet a miss, you should turn back to the beginning. Although this section will
inevitably reiterate some of the earlier points, the content of Sections 1 and 2 is of
paramount importance to you and should also be of consuming interest.
PRESENTING YOUR AIRCRAFT
2.11.2
Clearly, pre-display preparation and a thorough knowledge of both ones
own and the aircrafts capabilities and limitations are fundamental to any sort of display.
However the great difference between heavy and fighter displays must inevitably lie in
the content. The range of manoeuvre afforded to large aircraft by Air Staff Instructions
and structural considerations is limited. You must therefore compensate for any possible
loss of spectacle by detailed planning, skilled presentation, accurate timing, correct
positioning, the imaginative use of lights and pyrotechnics, and the use of bank to
display the lines of the aircraft and show off the low level handling characteristics.
Obviously, therefore, the manner in which the aircraft is to be presented deserves the
most careful consideration. In Section 1, members of the bloodshot-eyes brigade are
advised never to fly their aircraft straight and level during a display. This is impractical for
the heavy pilot. That advice must be modified to avoid straight and level constant-speed
fly pasts when possible; and every opportunity must be taken to pass the crowd with
bank on. Use of large bank angles will show off the aircraft in plan form to the
spectators; slightly less bank may reveal the bomb bay contents to the crowd.
BASIC PLANNING
2.11.3
Basic planning must be done for the heavies (as for the fighter pilot) on
the drawing board. You must know the diameter of your turns. Fast jets maths is
complicated, so do it this way: a Rate 1 turn completes 360 in 2 minutes. The
circumference of a turn is expressed as it x diameter. Thus at 180 knots the
circumference equals 6 miles = it x d. The diameter of the turn can be found by
rearranging the equation thus: diameter = 6 divided by it, which equals 1.9 miles. At Rate
3, the turn will be completed in 40 seconds, thus the diameter equals 2 miles (40
seconds worth of 180 kts) divided by it, which is 1300 yards. In the same way as the
aerobatic pilot plans out his sequence on a scale map, so the heavy aircraft display pilot
should plan the turns which link his sequence.
GETTING THE FEEL
2.11.4
In the case of all heavy aircraft, you must also work the aircraft out
thoroughly at a sensible height to know how hard you can pull, how much is too much
buffet, how far the speed can decay before the wing-over becomes unique, how long
you have to wait before the way you are pointed becomes the way you are going, and
the effect of various AUWs.
PUTTING IT TOGETHER
Issue 2
67
31 Jan 13

2.11.5
Irrespective of aircraft type, you must practise each manoeuvre
separately until it works right every time and allows for change of run-in direction. The
visibility from the left-hand seat will be a dominant factor in your display, particularly
when turning right. By the time you can see that you have misjudged it, its usually too
late to do much about it so make sure that you are aware of the effect of wind, haze
layers and the late afternoon sun. Most important, educate your co-pilot and make full
use of him. When you are confident of each manoeuvre - with and without
undercarriage/bomb doors/etc - put them together. There arent many so it wont take
long, but remember that a smooth and speedy transition is necessary if you want to keep
the display crisp and near the datum.
FINE TUNING
2.11.6
Naturally you will have practised your manoeuvres at height before
presenting the sequence to your executives. You must always have the same mentor
watch and debrief your show; you should then get a consistent standard of criticism.
Remember that the aim of display flying is to impress the public - which in general is
often highly entertained by some of the more basic aural and visual assaults on their
senses, and upon whom the finer (and often more demanding) points of flying and
airmanship are lost. If you have clearance to use them, pyrotechnics and searchlights
may indeed arrest the consumption of ice-cream. For example, landing lights can be
turned on with the undercarriage down; the Nimrod searchlight can be switched on and
the night illumination flasher selected with the bomb doors open; taxi lights can also be
used effectively throughout a display.
2.11.7
You will find that the use of large bank angles does make accurate height
keeping a little more difficult. Variations in height during prolonged turns look bad,
particularly with the aircraft in full plan form. However, since the crowd cannot judge
aircraft height very accurately, you can compromise and make the whole sequence look
tidy by adjusting height when turning away or towards the crowd, and accepting
whatever height you have when in full plan form view of the spectators (provided you are
at or above your MSD). Accurate positioning in front of the crowd is probably the one
most important point, it is very easy to find one-self drifting away. A crosswind coupled
with a continuously reducing radius of turn compounds the problem, but there is no
substitute for practice in coping with the various wind effects. Pilots must practise in both
on-crowd and off-crowd winds- on any one day the display can be practised in both wind
conditions simply by having an observation point at either side of the main runway.
TIMING
2.11.8
Accurate timing of course is important for the smooth progress of the
whole show, but to arrive at the threshold bang on time adds that professional touch.
When you only have a speed range of 130 kts to 250 kts within which to make ETA
adjustments, it is useful to plan a route from the holding point to the display datum that
allows corners to be cut or legs to be extended. Then with sensible use of the aircraft
navigation system, combined with speed adjustment in the later stages of the run in,
display times can he made to within 2 or 3 seconds.
2.11.9
Notwithstanding the structures of the programme, it is an exceptional
show that runs absolutely on time throughout. When changes take place, the aircraft
with the most fuel (the heavies) are inevitably the ones that are asked to hold off and
Issue 2
68
31 Jan 13

accept the longest delays. Your subsequent arrival precisely on the revised time should
not only be a matter of personal pride, but will also assist the organisers to avoid further
delays. Your limited speed range means that the size and orientation of the holding
pattern must be carefully planned to enable you to lose or gain time. Most air shows
have laid-down holding points to which aircraft are allocated by broad category, i.e. all
the heavies together. However, if you would rather use a different holding point - or vary
from defined patterns or heights - ask the organisers. Most are amenable to necessary
change. In any event, be sure to select some track features between the hold and the
display to ensure that you arrive on the right line and pointing in the right direction.
2.11.10
Naturally you must know precisely how long your display lasts, you must
establish markers during the sequence to keep you informed of any variations and use
your crew to monitor adherence to the schedule. It also helps to know the duration of
individual manoeuvres; thus, if half way through your show the display controller tells
you that the Blunder twits will be on stage 45 seconds early, you will perhaps be able to
miss out one manoeuvre and still make an orderly departure.
2.11.11
It goes without saying that slower speeds tend to increase the effect of
any wind, and it is only too easy to exceed g or angle of bank limitations in an attempt
to rescue a poorly planned turn. Practice and more practice is the ultimate solution, but
prior attention to the wind strength can make life easier. The use of landmarks may be
counter-productive for the fast jet display pilot, but ground features can be very useful
when displaying a heavy aeroplane. When you practise around your own airfield, take
note of the features under your turn-in/pull-up/procedure turn. When you are back on the
ground, get hold of the 1:50000 map and measure these points as a range and bearing
from the display datum. Then when you are displaying at Little Snoring, you can get the
local 1:50000, mark on the crowd datum, measure off the same range and bearing, and
look for a likely feature. You will often find features that will be of use, but of course you
must allow for wind rather than place blind faith in a still-air plan. Moreover, it is
worthwhile ensuring whenever possible that you get a visual reconnaissance of the
topography surrounding the airfield or site at which you are to display. A display
rehearsal offers the best value, a long hard look from circuit height is a poor second
best, but be very wary indeed of accepting display commitments at completely unknown
sites.
CREW CO-ORDINATION
2.11.12
Displaying a large aeroplane requires as much team work as operating
the aeroplane in its tactical role. It is therefore important that the pilot practises and flies
on displays with the same crew. As your own confidence grows, be sure to instil the
same feeling in them. This is not what most AEOs and navigators had in mind when they
joined, and they are not sitting in the comforting Martin-Baker embrace. Each crew brief
must be confident and comprehensive and detail exactly what is expected of the
members. If your aircraft has no look-out stations, positioning assistance cannot be
expected from anyone other than the co-pilot. However, in aircraft that have
astrodome/beam windows/nose/tail look-out stations, the crew can provide the pilot with
invaluable clues as to how a turn onto the datum is going. Further-more, in the crowded
air traffic environment of most air displays, the look-outs may be of considerable use in
calling the position of other aircraft. However, beware too much chatter on the intercom,
which is not only distracting but could cause you to miss a vital call.
Issue 2
69
31 Jan 13

POOR WEATHER
2.11.13
Having a separate bad weather show up your sleeve is less important to
a heavies man than to a fighter pilot. The majority of your manoeuvres will be fairly flat
at any rate; thus with few adjustments the same show can be done equally well with a
1200 ft cloudbase as with 2500 ft. However, you must bear in mind the potential dangers
of goldfish-bowl/no-horizon weather. In such conditions you must increase the height of
your turns by 100-250 ft or more. The weather parameters for the good weather/bad
weather display formats are largely a matter of judgement for the display pilot and
therefore have to be decided beforehand. Quite contrary to their normal practice, Met
men at display airfields often tend to be optimists. They, like the organisers, want the
display to be a success. Moreover, in marginal weather conditions, reported cloud bases
and visibilities can be the best, not the worst. On the other hand, when displaying on a
hot summers day in a flat calm you may experience trouble in flying into your own
slipstream. Aircraft have been slightly over-stressed because of this as well as
turbulence on windy days.
OVER COMMITMENT
2.11.14
Finally, you must consider in advance - and honestly - whether what is
being asked of you is not going to stretch you just a little too much. A straight forward
display, taking off and landing at the mounting base is fine, but look carefully at those
Bank Holiday tours. You may be asked to perform two, three or more times in one sortie.
That could make it a three hour job, with the air traffic complications, timing problems,
varying display environments, and an aircraft (to begin with at least) much heavier and
less forgiving than you would prefer. Dont succumb to the temptation to make do with a
bit less fuel so that you can enter the first display at a more acceptable weight. Equally, if
the aircraft is heavy, dont fly just below the g limit - buffet or turbulence can quickly
take you over it. In fact, it makes sound sense for you to have a separate sequence
ready for a heavy aircraft display. You must plan these multi-show days extra carefully,
eliminate the surprises, and if you have doubts, express them clearly in good time.
Better to reduce the commitment than increase the risk.
2.11.15
If you have done all these things, then the show itself should be almost a
formality. You know what you can do, you know what you intend to do, and you have
practised dealing with the unexpected. Now practise humility. Do only that which is
within your training, briefing and authorisation. Ignore with a distant smile the
Mephistophelian characters, always present at those displays far from home, who will
assure you that nobody else will bother with the height and proximity minima, that there
are no FAA observers on the island, that last years Shackleton/Nimrod/VCl0 stole the
show with a vertical roll. If it turns out that they suddenly want 10 minutes rather than 7,
dont come up with some-thing new at this stage. At best, somebody will write to the
AOC with a photograph and graphic description of your brilliance. At worst, the Board of
Inquiry will enter its own commentary. Playing to the crowd is unrewarding,
unprofessional and unacceptable
Issue 2
70
31 Jan 13

PART 2
SECTION 12 - HELICOPTERS
By Flt Lt P Lees, 1992 and 1993 Wessex Display Pilot.
INTRODUCTION
2.12.1
Helicopter displays before the public range from the simple role demo to
a full scale display at IAT or the like. Nevertheless, each must be planned with care and
attention. Many of the back-ground factors relating to planning, preparation, practice, PR
and other pressures described in previous pages of this booklet are relevant to
helicopter displays. The following notes should be used as a guide to preparing for your
display/role demo and are aimed at all helicopter types. Displays and role demos are
considered separately.
DISPLAYS
2.12.2
As the build up to the display season begins several weeks or months
prior to the first display lets start at the beginning and progress from there.
SELECTION OF PILOT AND CREW
2.12.3
As a conscientious would-be display pilot you cant do much about this
phase except volunteer for the job. Before putting yourself forward ensure that you know
what you are letting yourself in for - many days away from base, lots of paperwork, extra
days at work etc... If this all appeals, then volunteer and good luck.
SELECTION OF THE ROUTINE
2.12.4
So you have been chosen to display your aircraft this year. The choice of
routine is your opportunity to stamp your individual mark on the season, but how? You
may have seen previous shows and been impressed (or disappointed) with some
aspects of them. Think about how the display flowed, what would you change? Is the
aircraft capable of more? If possible, talk to last years pilot and discover what he would
have changed.
2.12.5
At this stage, you will not be authorised to practise the full sequence so
you will have to imagine how one manoeuvre will blend with another. Remember that
you are flying a helicopter you will never be able to out-aerobat a Hawk or Tucano for
instance, but you can hover, fly backwards, etc. It is worth thinking about who you are
trying to impress. Most of the people who will watch your display will be lay public and
very easily impressed by even very simple manoeuvres, so dont push it to the limits.
APPROVAL BY HIGHER AUTHORITY
2.12.6
The first approval from above will probably come in signal form allowing
you to practise your new sequence. Be mindful of any caveats that may have been
imposed. If the big man has questioned a particular manoeuvre, it is worth rechecking
that it is possible or sensible to fly it. If you still believe it to be safe, fine.
Issue 2
71
31 Jan 13

PRACTICE
2.12.7
After initial selection of your routine, the most important factor is practice,
and then more practice! Start gently though. Think about your entry heights and speeds
again, set absolute limits for yourself AND NEVER BE TEMPTED TO GO BELOW
THEM. Start your practices at a safe height, say 1000 ft - 1500 ft, so that any wrinkles
can be identified and ironed out, and you can be-come fully conversant with the routine.
Once you are happy at this height go down lower as soon as possible. High energy, low
altitude helicopter flying is heavily reliant upon visual clues. These clues are not
available at height and most flight instruments are not responsive enough to
compensate, so get lower as soon as cleared.
2.12.8
By repeating the process a few times you will soon be down towards your
legal base height - and this can be as low as 50 ft for some parts of the display.
Remember a couple of things about flying this low. One, there is very little room to play
with if things go wrong, and two, if you fly very low and close to a large crowd only the
front few rows will see you! Perhaps a more realistic compromise is 100 ft.
2.12.9
As you get more confident at this height, start to introduce variables.
These include poorer met conditions, using different display line orientations, etc. You
should aim to fly a few times, at least, in weather conditions as close as possible to your
legal minima so that poor weather will not come as a surprise. Vary the wind velocity
angles by changing runways, this also prevents you relying on fixed visual markers
unique to your base. If you are planned to display over the coast or open grass areas try
to practice in similar locations. You are aiming to reach a situation where whatever
happens on your first display, you will have seen something like it before.
PRE-DISPLAY PLANNING
2.12.10
OK, so now you are the fully checked out, approved and qualified display
pilot. What next? After practice, the biggest part of your preparation will be paperwork.
Every show that you attend will require information. This ranges from planned arrival
time, display length, accommodation requirements, fuel requirements, departure details,
personal details about you and your crew, facts and figures about the aircraft and its role
and a myriad of other items. Each set of organisers has a different questionnaire format
and the list seems endless. A good idea is to produce your own fact sheets covering
yourself, the display, the aircraft and its role.
2.10.11
Ensure that when you write to the organisers you brief them fully on rotor
downdraught, otherwise you could end up parked close to a light aircraft, unable to lift-off
and show the world your well-rehearsed display. If your helicopter can ground taxi, say
so, adding any restrictions you may have.
2.12.12
Several organisers may ask whether you are SAR capable in the event of
a major disaster on the day. Only you can answer that, but if you have a
stripped down machine and no crew then the answer is probably no. If you are not SAR
capable say so now, or else you could find yourself planned as an integral part of the
disaster plan. It is worth remembering that if you are at a large show, and maybe a mile
or so from your helicopter when an accident happens, you will be next to useless
anyway. It is better to say no and be a possible bonus should circumstances permit, than
vice a versa.
Issue 2
72
31 Jan 13
2.12.13
Plan your maps carefully - most helicopters are not capable of flying
above, or through, a summer weather front with associated thunderstorms. Make sure
you know where you can get fuel at weekends should you need it. This may sound
obvious, but it is better to be prepared than embarrassed. Even if you are not a declared
SAR asset, it is worth having local area maps with hospital landing sites marked - just in
case!
2.12.14
Whatever else, confirm exactly what the organisers want from you. It has
been known for a helicopter crew to be requested to fly a VIP before the start of the
show to allow him to view the scene from the air. Dont be pressurised into performing
these tasks on the spur of the moment - if you dont want to do it due to fuel,
authorizations, weather, or just that it is too adjacent to your slot time -DONT DO IT.
2.12.15
Finally, if you can plan to arrive the day before, do so. This is
advantageous for several reasons. You get to see the display area and are able to think
about your display orientation, you can iron out any minor problems with organisers and,
last but not least, you actually get there. Nothing is more frustrating than having a
CAVOK met report from the show venue when you have 8/8 clag at base, or have to
negotiate an active front en route, etc. Plan ahead and try to get there early.
THE BIG DAY
2.12.16
Here you are then, well rested, relaxed and fully prepared for your first
live display. What is there left to do? Probably not a great deal if you have planned
ahead correctly, but even the tiniest task will take on mammoth proportions in your
highly aroused state. So here are a few tips.
2.12.17
Ensure you get to the briefing on time. If you are too early you can always
grab a coffee and wait; if you are late you will miss something. Listen carefully to all the
brief- has your slot time changed and become unworkable? If you need 20 minutes to
get airborne after starting rotors check that no one has slipped a parachuting display into
this period. Check the wind and work out how it will affect your sequence. Confirm that
ATC frequencies have not changed - sometimes the published frequencies for a station
are altered for the duration of the flying programme. It sounds ludicrous but it has
happened.
2.12.18
Once you are satisfied, fully brief your support personnel. Check that they
know what time to arrive at the aircraft, again give yourself plenty of time. Dont get in a
situation where you have to rush checks and risk missing something.
2.12.19
As your flying time approaches, re-check all the details. Some of the
larger shows, IAT for example, have several hours of flying planned and things can
change during the day.
2.12.20
OK, so youve done all the pre-flight, got airborne and are now off and
running. It is not unknown for things to change even at this stage so be ready for it.
Analyse the real wind now you are flying, look at the crowd line and display line and
plan to fly just as you have practised. DO NOT get tempted to modify your display
dramatically to adapt to local conditions or inputs, and if you are not happy, land. At
Issue 2
73
31 Jan 13

worst, no one will know whether you really did or didnt have a minor problem, but
everyone will know if you press on and muck it up.
2.12.21
Finally, you have flown your sequence to perfection and the crowd loved
it and you are feeling great. Dont relax. Someone else is just starting his run-in and
wants you out of the way. Fly your planned departure and be on the lookout for things
that have moved since you got airborne. Accidents can, and have happened whilst
helicopters are taxiing. Once you have shut down you can relax.
DEPARTURE
2.12.22
On leaving the show site do not be tempted to do anything silly - I know
YOU wouldnt, but others have! Leave sensibly, get back to base and tell the Boss how
great it all was and how much you are looking forward to the next one.
FINAL POINTS
2.12.23
Be prepared for organisers to throw a couple of fast balls. To you it is
another show, to them it is one of the highlights of the year, perhaps with much prestige
at stake. Some fast ball examples are: requests that you fly an altered sequence in
weather below your minima, that you extend/shorten your routine by a couple of
minutes, let VIPs and/or the public look around your helicopter, put on a mini show the
next day, etc. If you dont have a formal, approved poor weather show, dont fly an
impromptu one. (Better to plan one in January to cater for the British summer!) Other
requests maybe possible but could compromise your schedule. Before you fly, do not
allow yourself to be distracted by a special favour to the Stn Cdr. Either suggest an
alternative time or politely decline.
2.12.24
Lastly, if, despite all this, you do not enjoy yourself quit. Display flying
should not become a chore for that is when it gets dangerous.
ROLE DEMOS
2.12.25
The helicopter has unique handling qualities that invite it to be used as a
PR vehicle for the RAF at small fetes and shows throughout the summer. These are not
aerobatic displays, but role demos. Regulations and separation distances concerning
role demos can be less restrictive than those for aerobatic displays, thus several
different types of event can be supported, however if performed in front of the general
public a PDA will normally be required.
2.12.26
Many of the points raised in the display section are pertinent here too.
However, there is no format, approved sequence, practices are not always required and
a special pilot/crew is not always employed. Despite all this do not be led into a false
sense of security.
2.12.27
Many role demos are organised on a small scale, often by a local charity,
and occasionally little or no aviation knowledge is present. Venues can be far too small,
surrounded by vertical obstructions and totally unsuitable. It is not uncommon for there
to be no RT comms available and the helicopter is the only thing flying. The organisers
will be incredibly keen, and very persuasive, that you show up to do something. Resist
Issue 2
74
31 Jan 13

the temptations to compromise the rules and your safety in an attempt to please those
on the ground.
2.12.28
If you are going to perform a SAR demo make sure the survivor is well
briefed, his kit tested and the dinghy will inflate. Remember the possible falseness of the
scenario if you are over a field, or the potential risks if you have a man in the sea at a
coastal show. Try to keep it interesting, the tiny blob that is a helicopter several hundred
yards away will not keep peoples attention for long. The best way to demonstrate SAR
capability is for real - over a boat or near a cliff. Often this is impossible, so do not get
too tied down with authenticity.
2.12.29
Similarly for SH demos. The natural SH environment is moving fast at low
level, trying not to be seen. Try to identify a method of portraying this role, but let the
crowd see you. If you decide to use an under-slung load, check it is correctly rigged.
Also check that there are safe approach and departure lanes.
2.12.30
If you intend parking the helicopter at the event for any length of time,
ensure that it is properly guarded. The public has an uncanny knack of being able to
remove bits as souvenirs, or of accidentally breaking essential components, so only let
them near your aircraft under close supervision.
2.12.31
Finally, just as for display flying, if you dont like the way things are going,
stop. It could save some very red faces later.
Issue 2
75
31 Jan 13

PART 2
SECTION13 - THE SPITFIRE and HURRICANE
Provided by Sqn Ldr Clive Rowley OC BBMF 2004
2.13.1
The lucky few pilots who are permitted to display the Fighters of the
BBMF are extremely privileged, after all most pilots dream of having the opportunity to
fly a Spitfire or Hurricane. BBMF flying is sometimes exciting and often rewarding; it is
also just plain old-fashioned fun! However, this dream come true can also be very
challenging, occasionally even nerve racking and, like all display flying, could be
potentially hazardous. The BBMF Fighter display sequence is intended to allow the
public to see and hear these rare aircraft in flight, not to demonstrate the aircrafts full
capabilities or the pilots skill. In addition, the BBMF is dedicated to the long-term
preservation of these historic aircraft and therefore operates them with power settings
and g limits much reduced from the original design limits. The BBMF Fighter display
sequence is therefore very simple and quite short. It consists of a series of linked
wingovers, steep turns and low passes to the minimum cleared height of 100 feet. The
only truly aerobatic manoeuvres are the Derry wingovers and the final climbing aileron
or victory roll. The sequence can be flown either as a singleton or, with only minor
amendments, as a synchro pair. All manoeuvres are flown using between +1 and +3g
(+4g never-exceed for Spitfires only). The simple display sequence has the advantage
that it can easily be flown left or right handed, it requires no alteration to fit into the 3-ship
(Lancaster, Hurricane, Spitfire) display and can also be flown as a synchro display if
required.
2.13.2
The following notes do not attempt to detail Spitfire or Hurricane flying
techniques nor how to fly the BBMF Fighter display as these skills are taught to new
BBMF fighter pilots during their conversion and display work-up. However, some of the
specific problems involved in displaying these historic, single-engine aircraft are
described below. An understanding of these points could be useful to other display
aircrew and air show organisers and this, in turn, may be helpful to the BBMF.
LIMITED FLYING HOURS
2.13.3
Accurate and detailed planning is essential to the successful completion
of displays and flypasts. BBMF fighter pilots work in a single-seat cockpit with no
modern navigation aids; they have to transit VFR below cloud or in sight of the surface
(this is an engine failure / forced landing consideration and the aircraft do not have an
IFR clearance) and they often arrive at a venue in close formation. Sometimes the first
opportunity that a pilot gets to orientate themselves with the display line and datum is as
they break out of close formation with only 30 seconds and a positioning turn to get their
bearings before commencing their individual display. Although the pilot may be
expecting to be a formation wingman and to be led to the display venues, aircraft
unserviceabilities may result in him becoming the leader or going as a singleton.
Thorough planning is therefore, self evidently, a very necessary requirement. In
addition, BBMF sorties frequently involve multiple tasking, perhaps 2 full displays and
several flypasts at different venues utilising the full fuel capacity and range of the aircraft.
A BBMF fighter pilots pre-flight planning, therefore, typically takes up to 4 hours for
every BBMF sortie and, of course, this has to be done in the pilots own time to fit around
his primary duties. On occasions the full details of display venues and timings are not
provided to the Flight in adequate time to ease this pre-flight planning burden, despite
Issue 2
76
31 Jan 13

the best efforts of the BBMF Ops staff. This is an area where display organisers can
either make the lives of the BBMF aircrew much easier or alternatively more stressful.
2.13.4
One of the principal factors governing BBMF flying operations is the
seasonal limit on flying hours, intended to ensure the long-term preservation of these
historic aircraft. In practice this does not present a problem, merely a challenge, but one
that is not always fully appreciated by those who do not have to work within it. Each
display season is planned jointly by the Participation Committee and the BBMF to wring
the maximum possible benefit from every hour in the air. Each sortie will be planned to
appear over as many venues as possible and sortie durations of over 2 hours with 5 or
6 mixed displays and flypasts are not uncommon. Excessive use of flying time due to
slack planning by the aircrew, e.g. over-generous holding time or unnecessary
navigational detours, is actively discouraged. With all this effort to minimise the wastage
of flying hours and to maximise their value, requests to hold-off at air shows or to
prolong airborne time unnecessarily may meet with little sympathy from the BBMF crews
unless there are very good reasons. This is not personal nor is it bloody mindedness
and any assistance that can be provided by organisers or other display aircrew to avoid
wasting valuable flying hours will be much appreciated. The bottom line is that wasted
airborne time could result in the cancellation of someone elses display or flypast later
that season.
DISPLAY SITE HAZARDS
2.13.5
The Enthusiast. When operating from away airfields especially those
hosting a display, one of the greatest hazards facing the pilot of an historic aircraft is the
persistent enthusiast and, to only a slightly lesser extent, the air show video cameraman.
One well-known and very experienced civilian warbird pilot swears by remaining
incognito to counter this hazard, dressing in such a way that no one would ever guess
(or even believe) that he was a pilot, he dons his flying overalls only immediately before
entering the cockpit. Unfortunately, that option is not open to military aircrew who must
dress the part and accept that being pestered goes with the territory. This is no problem
when time is available and the pilot is outside the sortie bubble. However, it can be
distracting and even, potentially, a flight safety hazard once pre-flight preparations have
begun. The best solution to the problem is always to leave more than sufficient time for
each activity especially those in public areas, e.g. sortie briefing at the aircraft or preflight walk round, and to avoid becoming rushed. The only place that a pilot cannot be
disturbed is in the cockpit; strapping in 5 minutes earlier than needed provides an
invaluable few minutes of thinking and focusing time.
2.13.6
Off-Airfield Venues. The BBMF frequently flies full display routines or
flypasts, as a formation or as a singleton, at rather less well-defined and/or poorly
controlled venues such as summer fetes or veterans reunions. Dog and pony shows
present a variety of problems; even finding the site in the first place can prove an
interesting challenge. Typically, there is no R/T contact with these shows, sometimes
even pre-sortie telephone contact is impossible as the organisers mobile is switched off
or has no signal. The precise timing of events is not of paramount importance to the
organisers of such shows. It is a good idea in these cases to make a positive effort, both
in the planning stages and in the execution, to de-conflict the display/flypasts with any
animal-related events on the ground, e.g. the pony rides, the dog obedience show or the
sheepdog demonstration. An arrival at low level and high speed, smack on time may be
cause for celebration inside the cockpit but might not be appreciated to the same degree
by those on the ground chasing bolting ponies, sheep or dogs whose obedience has
suddenly deserted them. BBMF fighters therefore tend to arrive at such venues from
Issue 2
77
31 Jan 13

altitude if possible, perhaps even spiralling down in the overhead before commencing
the display or flypast, giving the people on the ground plenty of warning of their arrival.
This technique has the added benefit of allowing the pilot to recce the site for any
unexpected obstacles.
AIR DISPLAY SPECIFICS
2.13.7
Engine Overheating. One of the perennial problems of operating BBMF
fighter types, particularly the Baby (MkII and MkV) Spitfires, is the tendency for the
engines to overheat rapidly on the ground. (To a lesser extent this affects all marks of
Spitfire in the air at display power settings or with the undercarriage down). When
operating from the display airfield, BBMF pilots are under remit to ensure that the display
director and ATC are briefed on the likely engine overheating problems. Typically, on a
hot summer day a Baby Spitfire will overheat in approximately 5 minutes from engine
start and it would be necessary either to take-off within that timescale or to shut down.
Clearly, once the show timing has been confirmed, clearance to start commits all
concerned to a take-off within the pre-briefed time scale or a ground abort will ensue.
This overheating problem also applies after landing and very long taxy distances, ground
holding or snails-pace follow me vehicles could lead to having to shut down on the
taxyway, possibly causing an inconvenient blockage.
2.13.8
Cockpit Noise Levels and R/T. At display power settings, the ambient
cockpit noise levels are high in a Spitfire and extremely high in a Hurricane. This can
make it difficult for the pilots to hear the R/T. Please rest assured that if the response to
your R/T transmission is a Say Again, this is not (entirely) down to the age and
deafness of the BBMF pilot. One of the standard points in the BBMF written brief to air
show organisers is a reminder of the possible need to fire a red very cartridge to stop
the display should this be necessary and if an R/T call is unsuccessful. Unnecessary
R/T transmissions on the display frequency should be avoided during BBMF displays,
partly because it may be misheard for the reasons above and also because, during
formation displays, the radio is needed for co-ordination between aircraft in the team.
BBMF fighter aircraft are equipped with VHF-only radios and a dedicated VHF display
frequency is therefore highly desirable at all displays and essential for team or synchro
displays.
2.13.9
Weather Limits. The crosswind and maximum wind strength limits for the
BBMF aircraft are restrictive compared with most other types because of the directional
control difficulties generated by the undercarriage arrangement on the ground. In
addition, the BBMF will not display its fighter aircraft in rain as this causes damage to the
wooden propellers. With the long-term preservation of these precious aircraft in mind,
these sensible limits mean that, on occasions, the BBMF will not be able to appear when
others have no problems doing so.
2.13.10
Runway Availability During Display. An engine failure during the display
would transform a BBMF fighter into an instant and not very efficient glider with a rate of
descent in the order of 2,600 fpm. In most display circumstances this would allow no
more than 30 seconds before the aircraft reaches terra firma one way or the other. It is
therefore essential that the runway is kept clear during BBMF displays to permit a forced
landing should it become necessary. If other aircraft are required to be on the runway,
perhaps lining-up for take-off or backtracking, then it is essential that they are listening
out on the (VHF) display frequency and could react to an emergency immediately by
clearing the runway (onto the grass if necessary). If, after an engine failure, it were not
Issue 2
78
31 Jan 13

possible to reach the runway for a forced landing, the pilots next choice would be to
force land, probably wheels-up, on any suitable grass area.
2.13.11
Holding Areas. BBMF aircraft usually ask to set up a 4-minute hold
approximately 2 minutes out from the display datum prior to the run-in to display. During
a BBMF team display the aircraft waiting their turn for their individual displays, hold
crowd rear at heights (depending on the cloud base) between 500ft and 2,000ft. From a
BBMF perspective the location of published display holding areas is often unacceptable
and the crews have to negotiate for dispensation. Because the fighter aircraft are singleengined, the pilots will wish to avoid holding over water, built-up areas or any terrain that
is unsuitable for forced landing. In general, the fighters will want to hold above 1500 ft,
this being Low Key for a forced landing and also the minimum bailout height. The
regulations governing BBMF display flying do not permit any helicopter pleasure flying
from anywhere on the airfield during the display, even from crowd rear, as this is where
the BBMF aircraft hold and run-in from during a team display.
2.13.12
Circuits and Landings. Because of the need to remain within gliding
range of the airfield from downwind and to counter the poor view over the aircrafts nose
on the final approach, BBMF fighter pilots fly tight circuits and curved approaches to
land. They will not take kindly to being asked to extend to fit in behind other aircraft
flying long straight-in approaches or bomber circuits. Finally, landing these aircraft
neatly is really not that easy so please feel free to banter if any are less than perfect
whilst, of course, continuing to make no mention at all of those occasions when a pilot
gets it absolutely right so as not to encourage over-confidence or over-inflated egos!
Issue 2
79
31 Jan 13

Maa Display Flying Handbook

Diunggah oleh

Informasi Dokumen

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

Maa Display Flying Handbook

Diunggah oleh

Hak Cipta:

Format Tersedia

DISPLAY

MAA DISPLAY FLYING HANDBOOK

MILITARY AVIATION AUTHORITY

Definitions and Types of Event

MAA DISPLAY FLYING HANDBOOK

Part 2 Display Flying

MAA DISPLAY FLYING HANDBOOK

Air Vice Marshall P Atherton OBE RAF

MAA DISPLAY FLYING HANDBOOK

MAA DISPLAY FLYING HANDBOOK

MAA DISPLAY FLYING HANDBOOK

Stalling and spinning.

MAA DISPLAY FLYING HANDBOOK

MAA DISPLAY FLYING HANDBOOK

MAA DISPLAY FLYING HANDBOOK

MAA DISPLAY FLYING HANDBOOK

Notification of the event.

MAA DISPLAY FLYING HANDBOOK

OIC Flight Planning / Station Operations

1.3.7 Frequency of WG meetings should be dictated by the Event Organiser against

MAA DISPLAY FLYING HANDBOOK

1.4.1 Risk Management (RM), as a process, is a method of identifying and

Recognise that RA2335 provides Display Flying regulations, which can be

MAA DISPLAY FLYING HANDBOOK

MAA DISPLAY FLYING HANDBOOK

The objectives of Air Day are:

a. Safely conduct public entertainment.

MAA DISPLAY FLYING HANDBOOK

Foster good relations with local communities.

Help raise money for naval charities.

Show RNs commitment to promoting respect for the natural environment.

HAZARD IDENTIFICATION & ANALYSIS

Hazard ID Meeting Date.

The Hazard ID Meeting took place on 24 Apr XX.

MAA DISPLAY FLYING HANDBOOK

The key events associated with ADXX are as detailed below:

Date Time (local)

31 Jul 0830 - 1700

SATCO, Ops, Disp

SATCO, Lt Cdr (F)

SATCO, Lt Cdr (F)

Cdr (A+T), Lt Cdr (F),

SATCO, Disp aircrews

RISK ASSESSMENT (INCLUDING RISK ESTIMATION)

MAA DISPLAY FLYING HANDBOOK

MAA DISPLAY FLYING HANDBOOK

Ramstein CD = 50 people per 10m2

33 fatalities/225 casualties (55% reduction on Ramstein)

MAA DISPLAY FLYING HANDBOOK

MAA DISPLAY FLYING HANDBOOK

Likelihood x Severity x Population

MAA DISPLAY FLYING HANDBOOK

HAZARD & ACTION TAKEN TO CONTROL OR MITIGATE

OVER RUN OF LANDING / TAKE OFF RWY XX

MAA DISPLAY FLYING HANDBOOK

Risk: Landing short during an approach to land, roll or overshoot, and

Airfield perimeter road is 150m from runway threshold.

Risk: Landing short during an approach to land, roll or overshoot. A/C

Comment: Threshold of Rwy XX is 157m from the public road

CRASH ON AIRFIELD (MAJOR)

MAA DISPLAY FLYING HANDBOOK

Major accident exercises planned for the run up to AD07.

Risk: Minor crash on airfield not impacting crowd or personnel.

Action/Control Measure: As at serial 5.