Nav Planning Flashcards
Name some weather considerations for LL route planning
Sun position - Important for LOA. N to S target run in winter will be in to sun. Morning W-E, afternoon E-W LOAs will be in to sun.
Cloud - Contingencies for LL cloud and weather aborts. Let down services around your LLEP. Options for weather re-routing in low ground when transiting over areas of higher ground. Consider off route hazards in these areas + continually assess lines of escape and weather when in the air.
Wind - TOT affected by forecast ML and LL forecast winds.
Anticipate areas of possible turbulence.
Consider the effect of wind on your TOT and fuel (incl. FOG calcs).
Wind arrows in the map with strength annotated.
Snow cover - Features without vertical extent could be hard to spot and lakes may ‘disappear’.
What chart should you plan your ML legs on?
1:1 mil chart
What charts should you plan your LL legs and IP-TGT runs on?
LL - 1/2 mil LFCD
IP-TGT - 1:50,000 OS map (with power line overlay)
What climb and descent speeds does GECO assume?
Climb: 180kts (CAS)
Descent: 220kts (CAS)
I.e. en-route descent, 220, 5% TQ, 9 deg. ND, speedbrake IN
What fuel consumption figures does GECO plan for at LL?
650lb/hr
10lb/min
2lb/nm
At 240 KIAS
What speeds does GECO presume for ML and LL respectively?
ML: 0.38M
LL: 240 KIAS
Where should you always begin your LL planning?
At the target (on the 1:50,000 OS map) to ascertain the optimum LOA.
What will you base your LOA selection on?
Target vulnerabilities
Ability to easily acquire the target during the final stages of an attack
Sun position
What should you use to name the IP and TGT?
TARGET elevation
E.g. I554 and T554
Name some considerations when selecting the ML cruise FL?
CBs
Cloud tops and bases/cloud cover
Icing layer
Upper level winds
Semi-circular cruising FLs
Airways and controlled airspace
Danger areas/other airspace
Services available and ATSUs
Utilise airways crossing corridors whenever possible (reduces the chance of being re-routed by ATC and increases the probability of remaining ‘on plan’)
What should you annotate the ML chart with in the vicinity of the LLEP?
SALT
Time of arrival
Relevant ATC frequencies
ToD - (Ht in FL) + 4, i.e. FL180 = 18 + 4 = 22nm
What is a good leg length for planning at LL?
3 to 8 mins (12-32 miles)
Too short = High workload
Too long = Limited timing flexibility
Where possible, how should turns be planned at LL?
At 90 deg. to allow effective TOT adjustments.
Turn of 10-20 deg. not much good when trying to make up time.
Greater than 90 deg. = Belly up for too long at LL
How should you plan to fly across coastlines to reduce birdstrike risk?
90 deg.
1000ft AGL
What parameters should you aim to achieve with the pre-IP waypoint?
On TGT LOA (+/- 20 deg. of LOA hdg)
30-60 secs pre-IP
Ideally leg prior to this waypoint will be almost 90 deg. difference to allow final timing correction
How long should you plan to maintain hdg after target overfly?
30 seconds
How far in to a 5 min ‘window’ should you plan to overfly the target?
1 minute
During the LL phase, when should you reset the HUD UFC CLK in order to practice TOT technique?
At the LLEP
Where should you typically take JOKER fuels on a LL nav route?
LLEP
TGT 1
TGT 2
What do JOKER fuels indicate?
Fuel required at that point to complete the route as planned
What is combat fuel?
The (positive) difference between remaining fuel and JOKER fuel
Can convert this to an estimate of how much time you can spend off the planned route using a fuel flow figure of 10lbs/min.
Use for re-attacks, new taskings, weather re-routing, etc.
What options do you have if below JOKER fuel?
Cut short the route to save time and fuel and make the fuel req. at the next check.
Work a running BINGO
What is BINGO fuel?
The min fuel required to reach the destination airfield and land with FOG.
Where should you calculate BINGO fuels for?
Pertinent points on route (e.g. targets, intended pull up points)
BINGO arcs centred on the destination
At any point, if your fuel remaining is the same as your BINGO fuel what actions should you take?
Initiate a BINGO recovery appropriate to the BINGO fuel (LL or ML)
Once you are below JOKER fuel it is important to regularly update the BINGO fuel, paying attention to whether you’re tracking towards or away from base.
How do you calculate ML BINGO recovery fuel?
Double the range + 20lbs
E.g. 80nm from base - BINGO = 160 + 20 = 180lbs
How do you calculate LL BINGO recovery fuel?
2.5 x range
E.g. 80nm from base = 2.5 x 80 = 200lbs
Add an allowance for headwind from your intended pull out point, as well as consideration for any airspace you might need to cross.
How often should you plan fuel checks?
At least every 10 mins
Avoid coinciding with high workload periods
What radial distances should BINGO rings be marked at?
Every 20nm radius from base
What does each BINGO ring equate to?
50lb
20nm, 4nm/min, 5 mins, 10lbs per min
If a long RTB transit is anticipated from the low level area, what else can you add to your map and why?
Additional BINGO rings centred on the planned low level exit point.
Allows a low level BINGO profile to be flown to the planned exit point. Consider using the FMS BINGO function as a reminder.
Apart from on your map, where else should you note the pertinent fuels for the sortie?
On your admin card
How do you calculate the additional fuel required on top of your FOG to allow for a headwind?
1lb per kt per hour
E.g. 50 kt headwind at height, 30 min transit time, therefore + 25lb of fuel
What taxy time should you allow for each runway?
13 - 10 mins
31 - 14 mins
19 - 12 mins
01 - 10 mins
Typically, what fuel should you plan to take-off with?
1020lbs
What are Joker 1, 2 and 3 typically assigned to?
Joker 1 - Planned fuel at LLEP
Joker 2 - Min fuel at Tgt 1 to re-attack (min to complete route + 60)
Joker 3 - Min fuel at Tgt 2 to re-attack
