Straight Rejoin

To request a practice straight rejoin the Wing will call "[Callsign] turning right/left for rejoin". The Lead will conduct a clearing lookout before approving the rejoin with a thumbs-up or by radio. The straight rejoin is performed as follows:

  1. The Wing is to simultaneously pull up and away from the Lead, applying full power and rolling to approximately 45-50° AOB (continue to look at lead until losing sight) and then perform a good lookout up and in the direction of turn.
  2. After turning through approximately 60°, reverse back to 60° AOB towards the Lead (maintaining this AOB) and look for the Lead who should appear in the 10-11 or the 1-2 o'clock low position.
  3. Commence a descending turn to position the aircraft on the rejoin line. The Wing must start to descend to bring the Lead towards the horizon, then call [Callsign] rejoining echelon right/left". The Wing then stabilises with the lead aircraft the equivalent of one aircraft length above the horizon.
  4. With the Lead in the desired position, the exact line of approach is determined by ensuring that the nose wheel is vertically aligned with the main wheel on the side that you are rejoining. (See Straight Rejoin Line.) The Wing now maintains this constant line of approach by controlling heading. The following work cycle is used on the approach:
    1. Height - lead one aircraft length above the horizon.
    2. Line - nose wheel vertically aligned with the main wheel.
    3. Speed - closure rate (power to maintain a 10 to 15 kts overtake).
  5. About 50 m (approx 6 wingspans) out, set 2600 rpm. When the Lead's aircraft 'blooms' (sudden change in size) the power is reduced, by feel, to approximately 15". The wingman judges the deceleration to pass through the key position which is one aircraft length aft, one length wide and slightly low of echelon. The emphasis in the work cycle is now: Height (below lead, not climbing or descending), Line (key position), and Speed (closure rate). If the closure rate is still too high, select Idle. The closure rate should be monitored to achieve no lateral closure and a 5-10 kts overtake passing through the key position. The power can then be increased and the aircraft flown UP, FORWARD, then IN to the echelon position. There is no requirement to stop in the key position.
    Note:
    A common error is to arrive at the correct position, at the same speed but with the power too low, which will result in you falling back. You must anticipate the power increase requirement to avoid falling back.
Figure 1. Straight Rejoin Line