PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Flight Crew Last 90 Days 200; Flight Crew Total 2063; Flight Crew Type 400
Human-Machine Interface; Situational Awareness; Confusion; Communication Breakdown
Conflict NMAC; Deviation / Discrepancy - Procedural Other / Unknown
Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Human Factors
After briefing the flight on the ground; a friend and I decided to formation fly to a nearby airport for cheap fuel. We discussed direction; speed; and separation. During formation flight we agreed I would approach and fly at the 4 o'clock position of the lead ship and we would then fly a 120 heading. Approaching the lead ship from the rear right quadrant; we communicated on 122.75. I was 10 knots faster than he. I decreased power and added pitch to slow; which caused my left wing to block my view of his airplane as I climbed. On speed now; but view still blocked; I chose to maintain my current; higher altitude until I got him back in sight. Seconds later; I saw his ship nearly directly under me. He got me in sight at the same time. I put the airplane into a climbing right turn; while he descended away.From this; I have learned that flying in formation solo can be difficult with all of the blind spots in an airplane. Communication is also crucial. I should have voiced my concern right when I lost sight of his airplane. He should have done the same.We briefed flying at 110 knots; and when he stated he was doing 100 knots; I should have broken off and rejoined at proper speed rather than attempt to adjust my speed while joining.All in all; formation flight is overrated in my opinion. There is a lot of hazard associated for such little benefit.
PA-28 pilot reported losing visual contact of lead aircraft during airborne join-up; resulting in loss of separation.