Formations Flying Standards

Rejoins

Note: Much of the following comes from the T-34 Formation Flight Manual, 4^th Edition, edited for Grummans and our Cathouse Formation Standards.

Understanding the effect of angular relationships between aircraft is essential for proper control of relative motion between aircraft in formation. Generally speaking, any change from a parallel relationship between the axes of leader and wingman will result in a change in relative motion and a consequent displacement of the relative flight paths of these aircraft. Depending upon the direction of displacement, aircraft separation will decrease or increase. This becomes graphically clear when flying in relatively close formation (fingertip), when a small displacement creates an immediate position change! What is less obvious, but no less critical, is the change that takes place when the flight is separated and attempting to rejoin.

In order to demonstrate this, we use the “pitchout and rejoin” maneuver in the practice area. Lead signals a pitchout, does a 180° turn; #2 follows after a 2-5 second spacing, all while slowing to 90 knots. When 2 calls “ready”, lead signals a rejoin to fingertip (wing rock) and begins a 10°-15°-banked turn in either direction. When he turns, you (#2) should match his turn immediately, placing his aircraft at approximately a 45° angle off your nose. Note that if you turn when he does, your view of his airplane changes from the 12 o’clock position to a few degrees either side of dead ahead, and you will begin to join up on him (quickly or gradually, depending upon the angle of bank chosen). Now, if you are far enough back, and his angle of bank is shallow enough, you may not notice this action taking place right away, but it is happening!

A quick join-up is affected by getting to a 45° “line” on the lead aircraft as quickly as possible. That is, position the lead aircraft to a 45° line from your airplane (see first pic below). Keep lead at a 45° line until you are close enough to distinguish the fingertip line. If lead remains in the turn, you will cut him off and join up, simply because your turn radius is smaller than lead’s. Simple geometry will show you that it is much easier to achieve an expeditious rejoin if you maintain a position that guarantees you will cut off the lead airplane. That means turning inside of him. Keep that in mind, and your joinups will happen more quickly. Remember that if you exceed the “ideal” 45° angle-off joinup position, you will be faced with a possible overshoot. The key to a smooth joinup is achieving the 45° angle off, then holding the lead airplane stationary in your field of view using varying amounts of bank angle. Any movement of the lead in your windscreen will result in an overshoot or undershoot.

The overshoot usually comes as a complete surprise to the new wingman, whose eye is not trained to recognize the increasingly rapid rate at which the target airplane is growing. Just make darn sure you overshoot under your lead (roll wings-level and pass behind & under lead!), stabilize to the outside of the turn, then turn inside again to complete the joinup. If it looks as though you might stop the overshoot by increasing your angle of bank dramatically … DON’T!! This usually leads to a situation where lead disappears under that lifted wing, which prevents you from seeing if you actually did stop the overshoot. This can be hazardous to the health of everyone involved. NEVER go belly-up or lose sight of the leader!

The best way of dealing with an overshoot is 1) roll wings level, 2) watch lead, 3) pass below & behind lead, and 4) stabilize the overshoot on the outside of the turn (which should happen quickly). Once stabilized, move back to the inside of the turn and begin another slightly-less-aggressive rejoin.

Having less than the desired angle-off will result in your falling behind (tail-chase). You can tell when you are in a tail-chase if the joinup does not happen. You just keep going around and around in a turn, never seeming to close on the target airplane. A good rule of thumb is that experienced wingmen should join up within 180 degrees of turn, while a novice should be able to join up within 360 degrees of turn.

It is also necessary to caution against being too low on the joinup. Many a perfect joinup has been blown by the wingman coming in 100 feet too low, then rolling out on the same heading as the leader and, as he pulls up into position on the leader’s wing, he falls back because he has expended his reserve energy on the pull-up.

One final thought on rejoins. It is always easier and faster to rejoin in a turn. Straight-ahead rejoins take a long time, since there is no angular/cutoff component. Also, in a Grumman, it is very difficult to slow down when carrying additional airspeed required for a straight-ahead rejoin. And I don’t even want to mention the problems associated with overshooting a straight-ahead rejoin! So, I recommend turning rejoins for all rejoins, whether it’s a 2-ship, 3-ship or 4-ship.

These take a lot of practice and a lot of seeing the geometry, so don’t get frustrated if they don’t work out the first time. Keep practicing and you’ll get it. Take a look at the pics below (expand as necessary; will also be emailed).

Wizz

A good initial 45° line for the rejoin.

Too far forward! Roll out immediately to get back on the 45° line, or overshoot to the outside of the turn.

Moving into position from the 45° line, slightly behind the fingertip line.

Ahhhh, back into fingertip!