Figure 1-12 Incremental Method

LOW-LEVEL AND TACTICAL FORMATION

CHAPTER ONE

Time ahead

Time to hold

or behind

speed change

(seconds)

(minutes)

1 min

1 min 30 sec

2 min

2 min 30 sec

3 min

3 min 30 sec

4 min

4 min 30 sec

5 min

5 min 30 sec

Figure 1-12 Incremental Method

107. FLYING THE ROUTE

Route Entry. This is probably the most difficult part of low-level training. Get your chart out

and begin DR right after takeoff (complete your checklists before you pull out the chart). You

will be more successful if you begin with a known point (your departure base) and then chart

read continuously to the route entry. If possible, have a radial/DME backup for the entry point.

This will help you locate ground features and prevent you from becoming temporarily

disoriented prior to route entry. Try to identify the entry point as early as possible to allow for

time to get lined up, coordinate with the appropriate agencies, etc.

Call "ready, ready, hack" at the entry point and hack both clocks. Broadcast entering the route

and route flying on base frequency. Notify FSS on 255.4 when entering an IR or VR route.

Give them your call sign, route, entry point and time, and exit point and time. Because your

route probably has alternate entry and exit points, be sure to announce the points you will be

using to the applicable agency. There is no requirement listed in FLIP AP/1B to contact any

ATC agency when entering an SR route, but FLIP does state that you should monitor 255.4 if it

is not detrimental to your mission. Work hard to achieve a smooth route entry so you do not

start behind the power curve.

On the Low-Level. Clearing (outside scan) cannot be overemphasized! Typically, most

student pilots will be guilty of "thumbing the charts." It is very unlikely you can effectively

clear with your head down, thumbing your chart. A thorough route study on the ground must

include an examination and explanation of how the terrain is laid out, both on and to either side

of the route. A proper understanding of DR will maximize training and flight safety. Update

points should be preplanned; they should not just occur every half-mile.

LOW-LEVEL NAVIGATION 1-27