DRAFT
CROSSUNDER
The box crossunder will be used at night. The procedures for the nighttime crossunder are the same
as for daytime. The command will be given over the radio.
BREAKUP AND RENDEZVOUS EXERCISE
The procedure is similar to daytime with the following exceptions: 1) to kiss off the wingman, the lead
switches his external lights to bright and steady and turns on his anti-collision light, 2) breakup is
performed with a 2-second interval at 14-15 units AOA, 250 KIAS, and 180 degrees, 3) the lead rolls
wings level and waits about 10 seconds for the wingman to get established in trail, and 4) the lead then
rolls into a 30-degreeAOB turn in either direction maintaining rendezvous airspeed and altitude. When
the lead begins the turn, the wingman waits until the lead is 10-20 degrees left or right of the nose, then
initiates an AOB turn (not to exceed 45 degrees) to begin the rendezvous. Ensure an inside/outside scan
while maintaining rendezvous position. The wingman maintains rendezvous airspeed and performs a co-
airspeed rendezvous.
The rendezvous and breakup techniques are discussed in the Carrier Rendezvous section.
UNDERRUN
The procedures for the nighttime underrun are the same as for daytime, except that after the
underrun, maintain altitude outside lead's radius of turn and establish 500-ft stepdown and 250
KIAS. NOTE: Do not maneuver to day "stepped-up" position.
RUNNING RENDEZVOUS
Night running rendezvous procedures are similar to day procedures. However, night closure cueing is
difficult to discern, especially when closing from the rear quadrant. This is mainly because there is very
little surface area of the lead's aircraft that is visible from the six o'clock position. Additionally, the AFT
navigation light of the lead will tend to create a halo around the aircraft, essentially shrouding the aircraft
as invisible other than a white glow. For this reason, the extreme aft cone of the lead aircraft (20 degrees
to either side of the lead's tail) should always be avoided. So, just as in the day procedure, the lead
should initially be placed just outside the HUD field of view when the wingman attains the trail position.
Airspeed will be closely monitored so that the wingman arrives at 2,000 ft with no more than 25 kts of
closure. Just as in the day procedure, it is imperative that a proper distance abeam is set and maintained.
Wingman must be vigilant in preventing their aircraft from banking into and "mothing" toward the lead.
Instead, the wingman's aircraft should track forward on a course parallel to the lead's, toward the
extended bearing line. Power should be reduced so that at 1,000 ft, no more than 15 kts of closure
exists. Inside 1,000 ft, as the lead tracks aft on the canopy, additional aircraft lighting should
become visible. The tracking rate on the canopy (provided the wingman is maintaining a straight flight
path and not banking toward the lead) is of course the primary visual closure cue (constantly cross-
checked with airspeed). By flying slightly stepped down (approximately 10 ft), the bottom anticollision light
should be visible. The bearing line is achieved by aligning the bottom anticollision light with the wingtip
light. Closure to the parade position should not begin prior to achieving the bearing line. Once the bearing
line is acquired the wingman will then move inboard to the parade position using no more than 5 kts of
closure, calling for "lights" if required. (Figure 47)
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DRAFT
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