9.34. Close Trail Exercise (Figure 9.24).

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9.34.1. Objective. Practice maneuvering with number 2 in a position below and behind number 1. Number 1 will maneuver similarly to the WW Ex.

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9.34.2. Description. Close trail spacing is one-to-two aircraft lengths (nose-to-tail) behind number 1, just below number 1’s wake turbulence. To prevent encountering wake turbulence, avoid flying high in the close trail position. Number 1 may direct close trail from fingertip, route, or echelon.

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9.34.3. Procedure—Number 1. Close trail maneuvering limitations are the same as the WW Ex. Direct number 2 to the close trail position with a radio call (“Texan 2, go close trail). Wait for number 2 to call “In” before maneuvering. Maneuver in a smooth, predictable manner similar to the WW Ex using combinations of turns and lazy-eight-type maneuvers. Maintain positive G at all times. Avoid sudden releases of back stick pressure, rapid or inconsistent turn rates, and rapid turn reversals. Power and maneuvering requirements are identical to fingertip formation.

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9.34.4. Procedure—Number 2. Acknowledge number 1’s directive with a radio call, “2” or by aircraft movement, respectively. Maneuver into the close trail position. Once established in the close trail position, advise number 1 with a radio call (“Texan 2, in”).

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9.34.4.1. Maintain position primarily with power. As number 1 maneuvers, anticipate power changes. As number 1 starts to climb, lead’s aircraft will decelerate (“go up, slow up”). Likewise, when number 1 begins a descent, lead’s aircraft will accelerate (“lead dips, he zips”). Additionally, during turns at higher G, a small amount of lead or lag pursuit may be necessary to maintain position (e.g., see more of one exhaust stack than the other side).

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9.34.4.2. Use the relationship between the tips of number 1’s horizontal tail and the underside of number 1’s wing to estimate nose-tail separation. At approximately two ship lengths, the tips of number 1’s elevator line up about one-third of the way out the wings (just past the dihedral break in the wing). As a vertical reference, the engine exhaust stacks should be visible directly on top of the wing. Any space between the engine exhaust stacks and the wing is too high, and the possibility of encountering wake turbulence increases. Other references include making a “T” out of the aft edge of the speed brake and the UHF/VHF antenna, or placing number 1’s wingtips between the AOA indexer and magnetic compass.

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9.34.4.3. Closure rates are difficult to recognize and correct when directly behind and below number 1. If excessive spacing develops, do not attempt to correct forward with power alone. Add power and establish a small amount of lead pursuit if in a turn. If in a wings-level attitude, move off to one side to obtain a better visual perspective of number 1’s aircraft. The two most important points to remember are to remain below number 1’s wake turbulence and always keep number 1 in sight.

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9.34.5. Reform from Close Trail. Number 1 may direct number 2 to fingertip with a shallow wing rock (visual) or radio call. Unless directed otherwise, number 2 goes to fingertip on the left side if number 1 is in a wings-level attitude or to fingertip on the inside of the turn. Number 1 may also direct number 2 to route or fighting wing with a radio call. Number 1 maneuvers in a smooth, predictable manner and avoids significant power changes until number 2 is in the directed formation position.

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