Returning From The Target
It is NOT mandatory that students complete a cockpit loading assignment in one single attempt. If
aviating, navigating, or communicating demands a delay in the digital tasking then so be it, merely
reattempt the task when higher priorities are no longer an immediate issue. Student solos will not
self-impose cockpit loading.
After each rendezvous, the lead will reshuffle the flight and then descend and accelerate as neces-
sary to begin again.
DIVISION WAYPOINT RENDEZVOUS
Once the three High Angle-Off-Tail Rendezvous are complete, lead will reshuffle the flight to the
original formation and conduct a division waypoint rendezvous at a briefed point and altitude. This
type of rendezvous is an example of a division rendezvous after attacking different targets or an
example of the discipline required for a tanker rendezvous. Lead will detach individual aircraft no
lower than leads briefed rendezvous altitude and disperse wingmen in as many different directions
as possible (i.e., sending wingmen to different corners of the area). Upon detaching, each aircraft
will descend to their appropriate altitude (3000', 2000', or 1000' below the rendezvous altitude) and
head in the direction assigned by lead. Once Dash 4 reports 4 level 12 (for example) then lead can
detach Dash 3, and so on for Dash 2. After detaching Dash 2, lead will station himself around the
briefed point, 30 degrees, AOB, 250 KIAS making the waypoint the center of his turn radius. (Turn
radius will be approximately 2 1/2 miles.) Lead will NOT use any specific radial but he will call N, S,
E, and W of the waypoint as appropriate since wingmen are obviously void of any radar information.
Once a minimum of 5 DME is achieved, using the waypoint, and all wingmen have made their level
call, all wingmen will turn towards the rendezvous point and effect the rendezvous maintaining within
+/- 100' of their assigned altitude with NO EXCEPTIONS. Priorities remain the same as in the high-
angle off rendezvous procedures.
Upon approach to the rendezvous point, aircraft will become visible. Updating the lead with the
number of aircraft in sight is necessary until there is a visual on all aircraft above. Dash 2s call will
be 2 has 1 in sight, Dash 3s call will be 3 has 2 in sight, Dash 4s call will be 4 has 3 in sight.
As Dash 3 or 4, and only one aircraft in sight, the call is 3 or 4 has 1 in sight until other aircraft are
visible. If Dash 4 gets two aircraft in sight report 4 has 2 in sight.
The crucial part of the join up is finding out which aircraft is the lead. Obviously, for Dash 2 the lead
will be the only aircraft that is above him (above the horizon). For Dash 3 and 4 its a little more
difficult. If everyone is in sight, it should be relatively easy to determine who the lead is due to Dash
2 joining on him if Dash 2 is far enough into his rendezvous. Use the lead/lag principle to align your
fuselage and get to a decent bearing line on him. You will join loosely on him at your altitude until
other aircraft are in sight.
The altitude block will not be vacated until: (1) all aircraft ahead are in sight (2) the fuselage is
aligned and is close to the bearing line and (3) the aircraft ahead has vacated his altitude (only
applicable to -3 and -4). Once all three of these criteria are met, step up your altitude as necessary.
Example: Dash 2 not aligned and not on bearing, Dash 3 and 4 are aligned and on bearing - Dash 3
and 4 must remain in their altitude blocks AND Dash 2 must stay at his altitude until he has met the
first two of the above three criteria.
In order to save fuel for landings, cruise maneuvering will occur in the original formation only, just
prior to RTB, and only if fuel permitting. Flights will enter the break with a minimum of 1200 lbs. of