Verify the airspeed

CHAPTER FIVE

T-6A NAVIGATION

2. Verify the airspeed. Correct the pilot if off by more than +10

knots.

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

5-10

FLIGHT PROCEDURES