DRAFT
Level
If weather or local course rules dictate, the flight may perform a level rendezvous instead of a climbing
rendezvous. In that case, the lead levels off at the briefed altitude and maintains constant airspeed,
altitude, and AOB. The wingman performs a circular rendezvous by keeping the lead on the horizon,
maintaining the bearing line, and monitoring his airspeed using a maximum of 10 KIAS of closure when
within 1,000 ft to avoid excessive closure. In contrast to the climbing CV rendezvous in which power
additions have a smaller effect on closure than power reductions, level rendezvous power additions and
reductions have the same effect on closure.
Running Rendezvous
The running rendezvous is used to join a flight while
proceeding on course. The running rendezvous is
normally the initial procedure following an interval
takeoff. The lead will be climbing at a reduced power
setting (92-94%) in order to allow the wingman to close
sufficiently. Wingman should begin the maneuver by
initially placing the lead slightly above the horizon while
allowing their aircraft to accelerate. Once sufficient
airspeed has been achieved (approximately 250 kts),
the wingman should continue to climb to place the lead
on the horizon, as in a CV rendezvous. The wingman
should exploit any turns made by the lead by cutting
inside lead's radius and converting to a CV
rendezvous as required. As in the climbing CV
rendezvous, any throttle decrease will have a greater
effect on reducing airspeed when compared to a level
rendezvous. Conversely, any throttle increase will
have a smaller effect on closure when compared to a
level rendezvous.
The most important aspect in a running rendezvous for
the wingman will be setting the distance abeam the
lead. This distance is critical because visual closure
cueing is derived from the lead's aircraft tracking aft on
the wingman's canopy. If too wide a distance is
chosen, the wingman will arrive on the bearing line
with a large distance to traverse in order to join. If too
narrow a distance is chosen, the wingman may not
recognize closure early enough when approaching the
bearing line. Also, closure on any airplane day or night
is most difficult to perceive when approaching from
directly behind and constitutes a flight hazard as
excess closure may easily develop. Therefore, the
appropriate distance abeam should be set as soon as
possible in the maneuver, which will normally be just
outside the HUD field of view and corresponds to 250-
300 feet abeam the lead. (This is 8-10 wingspans.)
Once this distance is chosen, the wingman should
look forward through the HUD (referencing velocity vector as required) and concentrate on flying the aircraft on a
straight line that projects forward to a point abeam the lead (Fig 17). Airspeed should be monitored so that no
more than 50 kts excess is maintained. Approaching 2,000 ft of nose to tail distance, the lead should displace
from the 11/1 o'clock position and begin to drift
DRAFT
Previous Page
