AIR FORCE T-38 TRACK INTERMEDIATES
d. Common Errors
(1) Lead delays Rejoin signal while attempting to establish position in area. Plan
ahead; use a Crossunder to put the Wingman opposite the direction you want to go, and plan the
pitchout so that the subsequent Rejoin is accomplished in the direction you want the formation to
Wing loses sight of lead monitoring airspeed, altitude, and G meter.
a. Description. The Rejoin is used to bring the formation back together should it be
separated for any reason (pitchout, breakout, extended trail maneuvering, Lost Wingman, etc.).
b. General. Rejoins can be done either straight ahead or turning. Rejoins in T-38
FORM will be different from Primary in that Two can use whatever tools are necessary to effect
a Rejoin on the Lead, -- pursuit curves (radius of turn), power, or altitude. Likewise, Lead can
direct a Rejoin in either direction when turning or at any airspeed, as long as Lead's parameters
are made known to the Wingman. The standard airspeeds for Rejoins will be 150 knots for
Turning Rejoins, and 120 knots for Straight Ahead Rejoins. Signal for Rejoin visually
(Appendix A) or via radio call. After directing the Rejoin, Lead may either continue straight
ahead, or roll into a turn in either direction for the Rejoin, depending on area orientation.
STRAIGHT AHEAD REJOIN
Straight Ahead Rejoins are commonly used after an interval takeoff or going to, or returning
from, the MOA. Two will always rejoin to the left side of Lead unless directed otherwise, or
rejoining from a Lost Wingman scenario. Note that Wing rocks to tighten up the formation to
Fingertip from Route or tactical are not commands for a Straight Ahead Rejoin, rather the
Wingman should close up the formation on the side he is on unless Lead directs otherwise.
When Lead directs a Straight Ahead Rejoin, he will give three distinct wing rocks or will make a
call over the radio directing Two to rejoin. After directing the Rejoin, Lead will smoothly pull
the power back sufficiently to gradually slow to 120 knots, climbing if appropriate to convert
excess airspeed to altitude. Make a gradual climb to provide the Wingman a predictable
platform. The Wingman will bid (move) to Lead's six o'clock position, by setting max power
and immediately turning to place the Lead at 12 o'clock. Once line of sight is established on the
lead aircraft, turn to fall in trail with the Lead slightly above the horizon (fist width). Keep Lead
at the 12 o'clock position. The Wingman should monitor airspeed as he closes on Lead.
Approximately three ship-lengths behind Lead, start pointing the aircraft to the Route position on
the Rejoin side and monitor your closure, about 10 knots for every ship length is a good gouge,
30 knots of closure three ship lengths back, 20 knots two ship lengths back and 10 knots
one ship length back. Point your aircraft to the Route position as you get closer to Lead so that if
you have to overshoot (underrun) you will have a vector away from Lead. Do not hesitate to use
idle power or overshoot procedures if it looks like you have excessive closure. If you are slow,
dip your nose down to gain energy by exchanging altitude to build closure airspeed. Remember,
Lead is at 120 knots, closure may build quickly. You will not be able to assess closure very well
behind Lead, so you have to reference your airspeed indicator often. As you get closer, you will
see the aspect increase on Lead and you will be able to assess the rate that you are moving to the
T-38 FORMATION ADMIN 5-11