DRAFT
Join-up
Assuming that the preceding aircraft is in position, Dash-3 and Dash-4 will transition to the crossunder
as they approach the projected leading edge of the stabilator of the aircraft ahead. Without pausing on
the lead's radius of turn, they continue crossing below and behind the preceding aircraft with 10 ft nose-
to-tail and 15 ft of stepdown into the parade turn away position. The wingman requires more power as
he moves outside the lead's radius of turn.
UNDERRUN
The underrun in division is similar to the underrun in section. Situations which dictate an underrun
are uncontrolled closure in-close, or when the wingman is extremely acute and unable to return to
proper bearing prior to join-up.
Whether a wingman recognizes the need to underrun or he is ordered to underrun by the lead, it is performed
the same way. The wingman simultaneously lowers the nose to ensure vertical separation, levels the wings,
reduces power to idle, and extends speed brakes. He then notifies the lead of the underrun by calling, "[call
sign], position number, underrunning." The wingman passes below and behind all preceding aircraft and
stabilizes outside the flight lead's radius of turn at a parade turn-away position at approximately 200 ft and
slightly stepped up on the lead so as to be visible to other aircraft still rendezvousing. Any aircraft that is behind
the underrunning aircraft should complete the rendezvous and join in parade echelon.
When cleared to rejoin the flight by the lead, the wingman moves below and behind the flight to return
to the rendezvous bearing on the inside of the turn. When directed by lead, the appropriate aircraft
will move back, leaving a space for the joining aircraft. The underrunning aircraft then executes the
join-up moving into the open slot. The lead continues to turn until the underrunner has joined up.
In the event that multiple aircraft need to underrun during a division rendezvous, great care must be
taken to remain clear of all aircraft during the procedure. The first aircraft to execute an underrun will
pass below and behind all preceding aircraft and establish the "perch" position described above. Any
subsequent underruning aircraft will also pass below and behind all preceding aircraft and establish
the perch position outside of the previous uderrunner. In general, the last aircraft to underrun will be
the first aircraft cleared to re-join using the procedures described above. Exercise caution during this
process as aircraft may not be in their original position after a multiple aircraft underrun. A good rule
of thumb is that only one aircraft should be moving at any given time, and only when the lead directs.
DRAFT
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