8.21. Mission Analysis A successful low level mission begins with meticulous and extensive mission analysis. The first step is to become familiar with route requirements and all applicable guidance (FLIP, Area Planning/1B [AP/1B]]). Select a groundspeed that is easily converted to miles per minute but allows for airspeed corrections (e.g., 180, 210, or 240 knots GS). Normally, plan to use 210 knots GS. Planned airspeed below 160 KIAS is not recommended due to decreased maneuverability. Check the forecast weather for the route. Use the forecast temperature, pressure altitude, and winds to compute indicated airspeeds. Use T.O. 1T-6A-1 charts to determine the fuel flow for the planned true airspeed. It is important to schedule the route and call the scheduling agencies for all crossing or conflicting routes to reduce midair collision risk.

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8.21.1. Chart Preparation. Use a 1:500,000-scale map (TPC or sectional chart) to fly low level MTRs or VFR legs below 5,000 feet AGL. A 1:250,000-scale map (joint operations graphic [JOG]) may also be used for route study and on short low level routes; however, JOG charts are normally too cumbersome for use in the aircraft. Each pilot in the aircraft should have an identical and current chart or identical and current overlay files on the EFB.

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8.21.1.1. Draw the route corridor, and then update the chart with the latest information from the Chart Update Manual (CHUM). This step is imperative for flight safety. Next, identify all significant obstacles and high terrain within the route corridor.

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8.21.1.2. Check FLIP for mandatory turn points. Select easily recognizable points. Normally, it is preferable to use natural features to identify the target and turn points, as they seldom change. Choose turn points for uniqueness, vertical development, funneling features, and surrounding terrain. Avoid features that may be hidden by high terrain or trees. When picking turn points, consider the turning room required to remain within route corridor. Remain clear of any FLIP-directed, noise-sensitive areas or airfields.

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8.21.1.3. Choose the target first, then the initial point (IP), turn points, and entry point. Choose an IP about 1 to 3 minutes from the target. An IP is an easily identifiable point used to fine tune navigation and increase the probability of target acquisition. Minimize the heading change at the IP to increase the accuracy of the IP-to-target leg. The start point must be within the route corridor, but it is not necessarily the published entry point.

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8.21.1.4. Begin timing measurement at the route start point. Timing runs continuously from the start point to target.

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8.21.1.5. A thorough and detailed chart study is an essential part of mission analysis. A JOG may help analyze both man-made and natural features. Visualize key points on the route and the general features around them to minimize the requirement for constant reference to the map.

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8.21.2. Chart Marking. See AFMAN 11-202V3 and local directives for detailed chart preparation guidance. Good examples for T-6As are below:

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8.21.2.1. The MTR corridor from entry to the planned exit point.

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8.21.2.2. Route lines and circles around turn points. Do not obscure critical details with the black line or turn circles.

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8.21.2.3. Timing lines along the planned ground track. Marks at a 1- or 2-minute interval are sufficient.

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8.21.2.4. Information boxes aligned with each leg that include heading, leg time, and any other relevant information.

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8.21.2.5. Highlighted obstacles or high terrain along the route.

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8.21.2.6. Fuel calculations. Calculate average fuel flow using tab data. Determine fuel flow per minute by dividing pounds per hour (pph) by 60 and round up to the nearest whole number to make in-flight calculations easier. (Example: Tab data indicates a fuel flow of 450 pph, which is 7.5 pounds (lb)/minute, so use 8 lb/minute for in-flight updates and (or) predictions.)

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8.21.2.7. Continuation fuel for the start point and other selected points along the route. Continuation fuel is the minimum fuel required to complete the route at planned speeds and altitudes and to return to base with the required fuel reserves.

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8.21.2.8. Bingo fuel from the most distant point on the route to the recovery airfield. Bingo fuel is calculated for the most practical means of recovery (route and altitude). Consider factors such as cloud ceilings, winds, freezing level, and forecast icing.

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8.21.2.9. Compute an Emergency Route Abort Altitude (ERAA) for the planned portion of the low level route and clearly annotate it for easy in-flight reference. Compute this IAW AFMAN 11-202V3.

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8.21.2.10. Circles around emergency and alternate airfield locations. Additional information as necessary to expedite emergency recovery or divert.

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8.21.2.11. Route and timing to and from the low level route.

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