9.26. Rejoins.

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9.26.1. Objective. Get the flight back together safely and efficiently.

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9.26.2. Description. Rejoins are commonly practiced from pitchouts and after number 2 has taken spacing. They are also accomplished after breakouts, practice lost wingman, instrument trail departures, and lost-sight situations (anytime the formation is split).

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9.26.3. Procedure. Number 1 initiates rejoin with radio call or visual signal and may use slight climbs or descents during a rejoin when necessary for energy management or area orientation. Number 1 should consider using a radio call to initiate a rejoin when number 2 is not in sight. All rejoins are to fingertip unless directed otherwise by number 1. Unless otherwise briefed, rejoin airspeed in the T-6 is 180 KIAS. (T-2) Number 1 calls out current airspeed if it differs more than 10 knots from briefed or expected rejoin airspeed. The size of the wing rock is based on distance between aircraft. Number 1 should monitor number 2 closely during all rejoins. If number 1 perceives an unsafe situation developing at any time during the rejoin, take positive action immediately to prevent a midair collision.

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9.26.3.1. Straight-ahead Rejoin. Use straight-ahead rejoins when a turn is not possible or practical. Airspeed closure is used to affect a straight-ahead rejoin. Number 1 should maintain a stable platform (level, climbing, or descending), clear, and monitor number 2 during the rejoin.

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9.26.3.1.1. Number 1. Direct the rejoin. If a turn is required after a straight-ahead rejoin is initiated, inform number 2 and clear. Do not turn into number 2 if it would exceed number 2’s capabilities or prevent a safe rejoin. Due to the location of number 2 behind and below number 1, number 2 will be difficult to see until the final stages of a straight-ahead rejoin.

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9.26.3.1.2. Number 2. Rejoin to the left side unless directed otherwise. Increase airspeed to generate closure (initially use 20 to 30 knots of overtake). Establish a position behind and slightly below number 1 with a vector toward number 1’s low 6 o’clock position. Placing number 1 slightly above the horizon helps maintain separation from number 1’s wake turbulence. Continue to close until approximately 500 feet (when details on number 1’s aircraft can be seen such as the pitot tubes). At this point, bank slightly away from number 1 (“make a bid”), toward a position two-to-four ship widths out from number 1’s wingtip. The velocity vector should angle away from number 1. Decrease overtake with a power reduction, and plan to arrive in the route position with the same airspeed as number 1 on a parallel flight path/ fuselages aligned. As a technique, reduce the power such that the PCL moves aft to match number 1’s aft LOS in the windscreen. After stabilizing in route, move into fingertip. If number 1 turns during a straight-ahead rejoin, transition to a turning rejoin, and be alert for possible overshoot situations.

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9.26.3.2. Turning Rejoin. Use a combination of airspeed and angular closure to effect a turning rejoin.

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9.26.3.2.1. Number 1. Direct the rejoin. If using a wing rock, plan to make the first wing dip in the direction of the rejoin. Maintain 30 degrees of bank unless otherwise briefed. After a pitchout, delay long enough for number 2 to roll out in trail. Establish a turn, maintain bank angle, and hold the rejoin airspeed in level flight. Bank and pitch may be varied slightly if required for area orientation. A slight climb or descent is acceptable for energy management (e.g., less than 1,000 fpm). Monitor number 2’s AA and closure. Be ready to take evasive action if required.

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9.26.3.2.2. Number 2. Closure is a combination of aspect and airspeed differential based on Number 1. Once number 1 has signaled for a rejoin, maneuver to get out of number 1's plane of motion (if required). Use a high or low yo-yo as required for range and turn direction. Maneuver to arrive on a 30-45 AA and with the number 1 aircraft 1-2 relative ship-widths above the horizon and to use lead pursuit for proper interception. This ensures that number 2’s plane of motion remains below number 1’s plane of motion throughout the rejoin. Higher aspects may be used to expedite the rejoin. Number 1 must be visible to pilots in both cockpits.

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9.26.3.2.2.1. Establish approximately 20-30 knots of closure and a pursuit curve that will stabilize the aircraft on a 30-45 AA. When stable, there is no forward or aft line of sight. Use the speed brake as needed, but plan the rejoin so that the speed brake is not required to complete the rejoin.

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9.26.3.2.2.2. If the vertical stabilizer appears to move towards the opposite wingtip (45 AA), aspect is increasing. If the vertical stabilizer appears to move towards the opposite wing root (30 AA), aspect is decreasing. Typically increasing bank will increase aspect and decreasing bank will decrease aspect. Use small bank changes to control desired aspect. As range decreases inside route toward close spacing, the vertical stabilizer will appear to move toward the outside wingtip.

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9.26.3.2.2.3. Maintain number 1 approximately 1-2 relative ship widths above the horizon. At large distances number 1 will appear very close to the horizon. As range decreases, number 1’s relative size will increase and the distance between number 1 and the horizon should appear to increase at approximately double the rate. As distance decreases there should be upward line of sight in the canopy. This is how you confirm that your plane of motion is below number 1’s. Zero line of sight indicates your flight path vector is directly on number 1 and must be avoided. Technique: If using approximately 45 AA (vertical stabilizer on the outside wing), then the star on the left wing (or the “SA” in USAF on the right wing) should be directly over the star on the aft fuselage. This is referred to as the “saddle” between where the leading edge of the vertical stabilizer meets number 1’s fuselage and the aft portion of number 1’s canopy.

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9.26.3.2.2.4. The critical stage of the rejoin begins approximately 500 feet from number 1. Inside 300 to 500 feet, the normal close (fingertip) fingertip references will become visible. Align with number 1’s POM approximately two ship-widths below number 1 and move forward (increase aspect with lead pursuit) onto an extension of the fingertip reference line. Modulate airspeed to arrive approximately 3 to 4 ship-widths away with controlled closure and begin to move towards the fingertip position. Number 2 should be approximately co-airspeed with the number 1 aircraft before reaching 1 ship width away. Avoid descending, then vectoring up into number 1 (i.e., avoid the “checkmark”): a good rejoin requires minimal altitude changes relative to number 1 to safely effect a rejoin. Use power and/or speed brake as required to control closure rate. If closure is excessive, overshoot

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9.26.3.2.2.5. During two-ship formation ops, unless prebriefed or directed otherwise, number 2 normally rejoins to the inside of the turn. To rejoin to the outside of the turn (number 3 position), the event will either be prebriefed or directed. Number 2 may request to rejoin to number 3, and number 1 may consent on the radio. Rejoins to the outside of the turn (number 3 position) are initially flown exactly like rejoins to the inside of the turn. In the later portion of the rejoin, number 2 will cross below and behind number 1 with at least nose-tail separation to get outside of number 1’s turn circle. Maintain enough positive closure (about 10-15 knots) to facilitate this move to the outside. Stabilize in route echelon on the outside and then move into fingertip at a controlled rate.

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