2. Verify the airspeed. Correct the pilot if off by more than +10
Do not mention altitude deviations unless they are more than
100 feet and the pilot is not attempting to correct.
4. State total pounds of fuel on board. State how many pounds
above/below MCF, the trend (if there is one), and your
recommendation. There is no need to state "continue" if above
MCF. If you are below MCF, you are the Mission Commander in
training--come up with a plan. For example, "higher fuel burn
trend noted--continue for further analysis," or "cut off the last
leg/exit early," or "abort the route."
5. Determine your exact position relative to course after the
turn. If you are off course by 1/2 NM or more after rolling wings
level based on turnpoint analysis, then immediately put in a
correction to get back on course! Include a "time in" and "time
out" for the correction.
If a time correction is needed, increase or decrease the wind
compensated airspeed 20 knots for the required time. A 40 knots
increase/decrease is also acceptable but not normally required.
State the time in and out for any correction.
Contrast your arrival time against the preflight time. Include
the effects of turnpoint geometry to arrive at an accurate updated
ETA. Remember that if you are more than 12 seconds off mission
time, you should have initiated a correction during your time
analysis if not. State the times as early or late, avoid using terms of
fast or slow as a reference to time. If a correction was initiated,
determine when the next turnpoint will be crossed and state that
time. For example, "The correction will be complete by the time
we reach the next turnpoint, updated time is preflighted time of 30
+ 00" or "The correction continues about two minutes past the
turnpoint, we will still be approximately 12 seconds early, at time
29 + 48." (Remember these computation tools will be explained
later in the chapter).
8. Briefs should be given off of preflight compensations. That
does not preclude you from adjusting your crab or compensated
airspeed in flight to changing winds. Note the empirical data from
the previous leg (distance and time off course), consider that in
relation to other information (i.e. visual cues such as smoke). In