9.27. Overshoots.

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9.27.1. Objective. Safely dissipate excessive closure and/or aspect.

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9.27.2. Description. A properly flown overshoot will safely dissipate excessive closure and/or aspect during a rejoin. Number 2 must not delay an overshoot with an unusually aggressive attempt to save a rejoin.

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9.27.3. Procedure. Keep number 1 in sight at all times during any overshoot. Reduce power and use speed brake (if required) as soon as excess overtake is recognized.

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9.27.3.1. Straight-ahead Rejoin Overshoot. A straight-ahead rejoin with excessive closure results in a pure airspeed overshoot. Maintain lateral spacing to number 1 on a parallel or divergent vector (i.e., turn away). Do not turn into number 1, which is a common error while looking over the shoulder at number 1’s aircraft. This can cause a vector into number 1’s flight path and create a dangerous situation requiring a breakout. Reduce power and use speed brake as required. A small, controllable 3/9 line overshoot is easily managed and can still allow an effective rejoin. There is no need to breakout if flight paths are not convergent and visual contact can be maintained. After beginning to slide back into formation, retract the speed brake and increase power prior to achieving co-airspeed (no LOS) to prevent excessive aft movement.

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9.27.3.2. Turning Rejoin Overshoot. A turning rejoin with excessive closure, airspeed results in a combination airspeed-aspect overshoot in a POM about two ship-widths below number 1. Attempt to overshoot early enough to cross number 1’s 6 o’clock with a minimum spacing of two ship lengths. Breakout if unable to maintain nose-tail separation. Reduce power and use speed brake as required. Once outside the turn, use bank and back stick pressure as necessary to stabilize in route echelon position. Fly no higher than route echelon. Climbing higher than route echelon will prevent an accurate assessment and elimination of excess energy, excess airspeed will be converted to potential energy in the form of altitude. This could result in an undesirable airspeed increase when descending back down to move back to the inside of the turn. Excessive back pressure causes closure. A co-airspeed overshoot due to excess aspect may not require maneuvering outside of number 1’s turn circle. Instead, there may be sufficient space in number 1’s low 6 o’clock to align fuselages and stop the overshoot. When under control with no aft LOS, complete a crossunder to the fingertip position (or as directed) on the inside of the turn. If aft LOS is not adequately controlled, #2 may need to reestablish the rejoin line inside #1’s turn and complete the turning rejoin.

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