8.24. Flying the Route With proper planning, DR (flying accurate headings and airspeeds) should result in a ground track close to black line and accurate timing.

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8.24.1. Departure. Attempt to fly the planned route to the entry point. If the route is a long distance away or IFR flight is required to the entry point, identify a point short of the entry point from which DR can begin. The point may be visual, a GPS waypoint, or a VOR radial or DME. The easier it is to identify, the more accurate DR navigation will be.

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8.24.2. Route Entry. Before the entry point, accomplish a Descent Check and compare the EHSI heading with the magnetic compass to verify accuracy. Prepare the clock and review the hack procedure with the other pilot. Identify the entry point as early as possible. Maneuver to hit the entry point on the correct first leg heading. Use “ready, ready, hack” to initiate timing. Regardless of the timing or cadence of the calls, “hack” always follows the second “ready.” Inside the route structure, accelerate to planned airspeed.

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8.24.3. Route Basics. Sound task prioritization and an organized approach are essential to a successful low level mission. On the route, there are three distinct mission elements that must be integrated. These mission elements, listed in priority order, follow:

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8.24.3.1. Safety. Stay clear of terrain, obstacles, and other aircraft. Focus on terrain clearance is most critical during turns.

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8.24.3.2. Systems Operation. Perform required checks. Monitor systems and fuel consumption.

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8.24.3.3. Navigation. Follow route and identify required points. Meet timing goal.

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8.24.3.4. Mission. Pay sufficient attention to safety and systems operation to ensure survival; these needs must be met first. Therefore, accomplish navigation with the attention capacity remaining after survival priorities are maintained. The challenge is to work efficiently, so sufficient time is available for success in all mission elements.

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8.24.3.5. Priority. The highest priority task is clearing the ground, obstacles, other aircraft, and birds. The neutral position during low level where 80 percent of time should be spent is “head up and eyes out”. Always return focus to clearing after momentary diversions to accomplish other tasks or subtasks. Bring the map up to eye level to read it; don’t move the eyes and (or) head down. During turns, fly the aircraft and clear; do nothing else.

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8.24.3.6. Fly Accurately. Successful DR is based on solid planning and accurate flying. Failure to maintain heading and airspeed can corrupt the entire process. Visual navigation with the chart is based on being close to the expected position.

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8.24.3.7. Trim the Aircraft. Trim the aircraft and set the proper IAS or power setting for the planned groundspeed. A stable platform makes navigation much easier.

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8.24.3.8. Clock-to-Map-to-Ground. Use the “Clock-to-Map-to-Ground” method as previously described in this chapter to maintain course and timing.

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8.24.3.9. Identify. Start trying to identify turn points about 1 to 1-1/2 minutes out (approximately 3.5 to 5 miles at 210 knots GS). If possible, verify the point with multiple features. If the point is not identified, turn on time. Turns at low altitude require extra emphasis on clearing and aircraft control. Clear in the direction of the turn. Clearing is enhanced by selection of a visual rollout reference; turn to the visual reference, then fine tune heading.

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8.24.4. Big Picture. Keep an eye on the big picture. Use major terrain features (mountains, lakes, obvious geological formations, etc.) to improve positional awareness.

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8.24.5. Altitude Control. Visually assess the height above the ground. Occasionally cross- check the altimeter against the known elevation of towers, lakes, airfields, and peak elevations. Visual navigation is easier as altitude increases. When in doubt, climb early if the route structure allows it.

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8.24.6. Heading Control. Pick a ground reference in the distance and fly to it. Set the heading bug on the wind-corrected heading. The ARC mode on the EHSI can be helpful. Heading deviations occur often during low level (obstacle avoidance, poor wind analysis, etc.). One method to correct to course is to aim for a distant feature on the route. Landmarks that parallel the route or funnel toward the route (roads, rivers, drainage patterns, etc.) are also useful. Course correction methods are based on the 60-to-1 rule and can be found in the AFPAM 11- 216. For example, 210 knots GS = 3.5 NM/min, 60/3.5=~17 degrees held for 1 minute causes a 1-mile course shift. 240 knots GS = 4.0 NM/min, 60/4=15 degrees.

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8.24.7. Timing. Accurate DR relies on a good clock “hack” started at the actual start point. Features perpendicular to the ground track, such as roads, rivers, power lines, and pipelines, are good timing update points.

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8.24.7.1. Proportional Method. For every second early or late, increase or decrease indicated airspeed by 1 knot, and hold that change for the number of minutes equal to the NMs per minute you are flying. For example, if flying at 210 knots GS (3.5 miles per minute) and 10 seconds late, increase indicated airspeed by 10 KIAS and hold for 3.5 minutes.

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8.24.7.2. 10 Percent Method. Changing KIAS by 10% for 10 minutes will equate to 1 minute change. For example, flying 210 KIAS the change of 21 knots (flying 231 KIAS for 10 minutes) will gain 1 minute. This also means that one can lose or gain 6 seconds for every minute flown at the adjusted speed.

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8.24.7.3. Timing Triangle. Turing off course for one minute at a specific angle and then back to course at twice the degree will lose a specific time. Make sure that if performing the timing triangle that the aircraft does not fly out of the low level corridor.

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8.24.7.3.1. Turning off course 30 degrees for one minute and turning back to course will lose ~16 seconds

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8.24.7.3.2. Turning off course 45 degrees for one minute and turning back to course will lose ~30 seconds

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8.24.7.3.3. Turning off course 60 degrees for one minute and turning back to course will lose ~60 seconds

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8.24.8. In-flight Checks. Perform normal in-flight checks during low level missions. Compare actual fuel to planned fuel. Do not perform checks during turns. Primary techniques to update required items before or after turn points include the “SHAFT” check or a variation of the “6 Ts”:

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8.24.8.1. SHAFT.

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8.24.8.1.1. S - Speed for new leg.

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8.24.8.1.2. H – Heading for new leg.

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8.24.8.1.3. A - Altitude for new leg.

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8.24.8.1.4. F - Fuel at turn point. Compare to plan.

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8.24.8.1.5. T - Timing at turn point. Compare to plan, determine correction/Threats for new leg.

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8.24.8.2. 6 Ts.

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8.24.8.2.1. T - Time ahead or behind.

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8.24.8.2.2. T - Turn to specific heading for new leg.

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8.24.8.2.3. T - Torque set to hold desired airspeed, check fuel, and fuel flow.

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8.24.8.2.4. T - Twist heading bug or course arrow to proper heading.

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8.24.8.2.5. T - Track course centerline at desired altitude.

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8.24.8.2.6. T – Threats for new leg/Talk if at a required reporting point.

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8.24.9. Making the Turn.

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8.24.9.1. Low altitude turns make up 5 percent of low-level flying but account for 52 percent of all low-level accidents. Turn to the next leg when directly over the turn point, using the bank angle and G loading the planned ground track and timing are based on. If pilots do not visually acquire the turn point, they should turn on time. Note: Use caution when making turns at low altitude because sink rates can quickly develop if overbanked, and there will be little time or altitude with which to recover.

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8.24.9.2. In the turn, 100 percent of the pilot’s attention should be focused on making the turn until rolled out, wings level. Make the turn clearing visually and maximizing outside references. Roll and pull to maintain a level turn. If a descent is detected, reduce bank to stop the descent and ensure compliance with the minimum required altitude. If a climb is detected, control the bank to arrest the climb, but do not attempt to descend back to 500 feet during the turn. If the turn is misjudged, make corrections after rolling wings level and referencing the EHSI and GPS.

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8.24.9.3. It is critical that pilots clear throughout the maneuver. While in a turn, clear from the top of the canopy to the nose of the aircraft, until approaching the outside reference point for rolling out on course.

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8.24.9.4. Bank Angle and G loading. Table 8.1 shows the Gs required to maintain coordinated level flight at higher bank angles and the time-to-impact from 500 feet AGL at various overbank or G conditions at any airspeed.

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8.24.9.5. Effect of Undetected Descent—Time-to-Impact. The time-to-impact from 500 feet AGL with a 2 degree dive at 240 KIAS is approximately 35 seconds. Any bank angle will greatly shorten the time-to-impact. Reference AFMAN 11-202V3 for additional information on low-level time-to-impact.

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8.24.9.6. After the Turn. After completing the turn, ensure the In-flight checks are complete and the avionics are set for the appropriate leg segments.

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Table 8.1. Time-to-Impact (Overbank—From 500 Feet AGL). Columns: Item | Bank angle | Gs for level turn | Overbank/Expected G | Time-to-impact. 1 | 60 degrees | 2 G | 70 degrees/2 G | 9.9 seconds. 2 | 70 degrees | approximately 3 G | 80 degrees/3 G | 8.1 seconds. 3 | 75 degrees | approximately 4 G | 85 degrees/4 G | 6.9 seconds. 4 | 80 degrees | approximately 6 G | 90 degrees/6 G | 5.6 seconds.

Table 8.1 (PDF p. 167)