Sir, not an IP, but I can explain how I was taught how to do a turning and/or CV join out here in K'Rock.
First of all, once a CV, always a CV (if lead enters a turn after taking off, and rolls out of the turn, you still join to whichever side was the 'outside' while he was in the turn, if that makes any sense)
ABCs is the bedrock of a CV or turning join from what we were taught... Suitcase the following in this order...
Altitude: Put lead on the horizon, keep lead on the horizon. Unless you are talking night joinups or a tacan rendezvous, you will ALWAYS have lead on the horizon.
Bearing: Stay on the bearing line... Which in the T-45 you can tell if you are on the 30 degree bearing line if lead's outboard wingtip is lined up and hidden behind the top of his vertical stab (lead is turning towards you).
Closure: Keep closure under control. The student should never need more than 8-10 knots over 250 (the airspeed we use for nearly all joins). At night we do co-airspeed joins and let the geometry dictate the closure.
Once you are in close, slide below and aft of lead, and execute the last half of a 'V' crossunder up into the VFR parade turn away position (on the outside of the turn)
For tacan/night, etc rendezvous situations, you maintain a 500 foot stepdown from lead (or your interval) until you have bearing and closure suitcased. Once you have bearing and closure under control, you elevate to lead's altitude and execute the rest of the join.
From the technique department, tell your stud to use 30 AOB as his benchmark. The overall geometry was the key to learning how to properly execute these joins. Bearing line control is the name of the game. If he's getting acute, he'll need to reduce his angle of bank a couple degrees (assuming airspeed is where it needs to be). This will increase his closure, but put him back on bearing line or sucked if he uses too big of a correction. Once he captures bearing line, he should bring it back to 30 degrees (which is what lead will be holding).
Hope this helps sir.