P-428

NAVAL AIR TRAINING COMMAND
NAS CORPUS CHRISTI, TEXAS CNATRA P-428 (New 02-21)
FLIGHT TRAINING INSTRUCTION
NAVIGATION
ADVANCED PHASE
TH-57
2021
DEPARTMENT OF THE NAVY
CHIEF OF NAVAL AIR TRAINING
250 LEXINGTON BLVD SUITE 179
CORPUS CHRISTI TX 78419-5041
CNATRA P-428 CH-1

N714
15 Mar 2022
CNATRA P-428 (NEW 02-21) CHANGE TRANSMITTAL 1
Subj: FLIGHT TRAINING INSTRUCTION, NAVIGATION ADVANCED PHASE, TH-57
Encl: (1) Change 1 Pages iv, v, 1-1, 1-4, 1-7, 1-12, 1-16, 1-19, 1-22, 1-23, 1-26, 1-29, 1-33, 2-1,
2-3, and 2-5.
1. Purpose. To publish Change 1 to the basic publication.
2. Action
a. Remove pages iv, v, 1-1, 1-4, 1-7, 1-12, 1-16, 1-19, 1-22, 1-23, 1-26, 1-29, 1-33, 2-1, 2-3,
2-5 and replace with pages in enclosure (1).
b. Record Change 1 on the Summary of Changes page.
3. Future printing of this Flight Training Instruction will incorporate the change. CNATRA
POC is the Rotary/Tiltrotor PTO, N714, DSN 861-2356.
T. P. ATHERTON
By direction
Releasability and distribution:

This instruction is cleared for public release and is available electronically only via Chief of
Naval Air Training Issuances Website, https://www.cnatra.navy.mil/pubs-pat-pubs.asp.
THIS PAGE INTENTIONALLY LEFT BLANK
FLIGHT TRAINING INSTRUCTION
FOR
NAVIGATION ADVANCED PHASE
TH-57
Q-2C-3156
iii
CHANGE 1
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Original...0...09 Feb 21 (this will be the date issued)
Change Transmittal...1...15 Mar 22
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 50 CONSISTING OF THE FOLLOWING:
Page No. Change no. Page No. Change No.

COVER 0 1-19 1
CHANGE LETTER 1 1-20 – 1-21 0
PROMU LETTER 0 1-22 – 1-23 1
(blank) 0 1-24 – 1-25 0
iii 0 1-26 1
iv – v 1 1-27 – 1-28 0
vi – viii 0 1-29 1
1-1 1 1-30 – 1-32 0
1-2 – 1-3 0 1-33 1
1-4 1 1-34 (blank) 0
1-5 – 1-6 0 2-1 1
1-7 1 2-2 0
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1-16 1 2-6 0
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iv
CHANGE 1
INTERIM CHANGE SUMMARY
The following Changes have been previously incorporated in this manual:
CHANGE
REMARKS/PURPOSE
NUMBER
1 Changes made per transmittal letter (15 Mar 22)
The following interim Changes have been incorporated in this Change/Revision:
INTERIM
CHANGE REMARKS/PURPOSE ENTERED BY DATE
NUMBER
v
INTRODUCTION
Congratulations! Assuming your familiarization flights are complete, you are now entering a
new phase in flight training: advanced navigation. Learning to safely fly the helicopter is no
small feat; however, learning to operationally fly the helicopter from point A to point B in poor
weather conditions, day and night, is not only a fundamental skill required in naval aviation, it
also defines a professional naval aviator. As you progress through flight training, more demand
will be placed on your overall flying abilities (aviation, navigation, and communication skills)
not to exclude situational awareness, Crew Resource Management (CRM), and decision-making
processes. Overall, your goal is to successfully complete this phase of flight training and earn
your Standard Instrument Rating, a major step toward earning your wings of gold.
SCOPE
This publication contains maneuver descriptions encompassing the Navigational events for both
aircraft and simulator listed in the Advanced Multi-Service Pilot Training System Curriculum
(CNATRAINST 1542.156 series); however, it does not contain maneuver descriptions
previously covered in other FTI publications, such as the Contact FTI. It is your responsibility to
have a thorough knowledge of the contents within all FTIs.
CHANGE RECOMMENDATIONS
Change recommendations to this publication may be submitted by anyone to the Commander,

Training Air Wing FIVE, using the Training Change Request (TCR) process which improves
training curricula and its associated training publications. This includes all personnel involved at
every level of flight training. A TCR can be submitted online
(https://www.cnatra.navy.mil/tip.asp) or by submitting a form to the squadron or wing
standardization personnel. Remember, no TCR is too small!
vi
TABLE OF CONTENTS
LIST OF EFFECTIVE PAGES .................................................................................................. iv

INTERIM CHANGE SUMMARY...............................................................................................v
TABLE OF CONTENTS ........................................................................................................... vii
TABLE OF FIGURES ............................................................................................................... viii
CHAPTER ONE - HELICOPTER LOW LEVEL NAVIGATION...................................... 1-1

100. INTRODUCTION ..................................................................................................... 1-1
101. CONDUCT OF MISSION PROCEDURES.............................................................. 1-2
102. MISSION PLANNING PROCEDURES................................................................... 1-2
103. MISSION PRODUCTS ............................................................................................. 1-7
104. CHART/MAP PREPARATION .............................................................................. 1-11
105. MISSION BRIEFING PROCEDURES................................................................... 1-17
106. NATOPS BY EXCEPTION BRIEF ........................................................................ 1-28
107. LOW-LEVEL NAVIGATION EXECUTION ........................................................ 1-28
108. TERRAIN FLIGHT ................................................................................................. 1-31
109. DEBRIEF ................................................................................................................. 1-33
CHAPTER TWO - DAY NAVIGATION STAGE ................................................................. 2-1

200. INTRODUCTION ..................................................................................................... 2-1
201. GENERAL ................................................................................................................. 2-1
202. PREPARATION FOR FLIGHT ................................................................................ 2-1
203. DAY NAVIGATION SOLO GUIDELINES ............................................................ 2-2
vii
TABLE OF FIGURES
Figure 1-1 LZ Diagram Considerations ........................................................................... 1-10

Figure 1-2 Tower Elevation ............................................................................................... 1-12
Figure 1-3 Power Line Marking ........................................................................................ 1-12
Figure 1-4 5 NM and 10 NM for JOG-A Chart Production ........................................... 1-13
Figure 1-5 Boundaries of the Airspace ............................................................................. 1-13
Figure 1-6 Route Checkpoints ........................................................................................... 1-15
Figure 1-7 MCP & LZ ........................................................................................................ 1-15
Figure 1-8 Doghouse ........................................................................................................... 1-16
Figure 1-9 Double Doghouse.............................................................................................. 1-17
Figure 1-10 Low-Level Navigation Briefing Card ............................................................. 1-18
viii
CHANGE 1
CHAPTER ONE
HELICOPTER LOW LEVEL NAVIGATION
100. INTRODUCTION
Helicopter low level navigation is an integral part of the aviator skill set and contributes to
mission accomplishment. The maneuvers introduced in the following sections are the foundation
that all military operational tactics are built upon. The following are some definitions that will
soon be useful to you in training and in your operational squadron:
Aim-Point: Any feature that is obvious and provides a steer to the next checkpoint.
Bingo: Proceed/am proceeding to specified base, field, or ship. Fuel state needed for recovery
IAW NATOPS. Recovery at a NOLF, KNDZ, or other airfield is acceptable.
Dead Reckoning: A method of calculating one's current position by using a previously

determined position, or fix, and advancing that position based upon known or estimated speeds
over elapsed time. It is the primary navigation in underdeveloped areas lacking navigation aids,
and when the tactical situation dictates or Nap-Of-the-Earth (NOE) flying.
Funneling Feature: Any linear feature, manmade (road), or natural (river) that leads to the next
checkpoint (CP).
Joint Operations Graphic (JOG): The Joint Operations Graphic-Air (JOG-A) is an

aeronautical chart for international and joint service air/ground tactical operations that focuses on
identifying horizontal control points and low altitude air navigation hazards. The JOG-A is used
for tactical air support/assault missions with ground forces and is printed on a Mercator
projection. Ground units commonly use the JOG-A as a strategic/operational map to
complement the 1:50,000 topographic line map.
Joker: Fuel State above Bingo at which separation, Bug-Out, or event termination should begin.
Intermediate CP: Any feature on your planned route between two checkpoints that provides a
good navigational reference.
Landing Zone (LZ): Any specified zone used for the landing of aircraft. Typically named after
birds.
Limiting Feature: Any manmade or terrain feature that defines a limit to the leg of flight.
Linear limiting features are best (river or road), but point features (tower) can also be used.
Mission Fuel: The minimum fuel required to complete the mission, [course rules, route,
landings at LZ, and RTB] and land within NATOPS minimums. Recovery at a NOLF, KNDZ,
or other airfield is acceptable.
HELICOPTER LOW LEVEL NAVIGATION 1-1

CHAPTER ONE NAVIGATION, ADVANCED PHASE, TH-57
Pilotage: is a method of determining a position over the ground using map-to-ground

orientation.
Rolex: Timeline adjustment in minutes; always referenced from original preplanned mission
execution time. “Plus” means later; “minus” means earlier.
Time on Target (TOT): Ordnance impact time on the target; post mission - the actual time of
attack.
Topographic Line MAP (TLM) 1:50,000: The 1:50,000 TLM is a lithographic map that
portrays the greater detail of topographic and cultural information. Relief is shown by contours
and spot elevations measured in meters. The map is a true representation of terrain detail.
Features are plotted to correct orientation and true location. The map depicts the level of detail
required for infantry and reconnaissance units to navigate in various terrain environments
including jungle, mountain, arctic, and desert. The 1:50,000 TLM supplements a commander’s
reconnaissance of his/her zone of action by providing basic terrain analysis information in
sufficient detail to support intelligence preparation of the battlefield.
VFR Sectional – Sectional Aeronautical Charts include the most current data at a scale of
1:500,000 which is large enough to be read easily by pilots flying under Visual Flight Rules.
Sectionals are named after a major city within its area of coverage. They are updated frequently
but are not very detailed. The lack of detail due to scale, makes the VFR Sectional less effective
in the terrain flight environment.
101. CONDUCT OF MISSION PROCEDURES
Any mission may be divided into four phases: Planning, Brief, Execution and De-Brief.
1. Planning - All flight preparation from the receipt of the mission order to the delivery of the
mission brief.
2. Brief – A formal brief of the mission commander’s plan to accomplish the mission.
3. Execution - mission commander’s plan in action.
4. De-Brief - Analysis of the successes/failures of the previous 3 phases.
102. MISSION PLANNING PROCEDURES
The mission planning phase includes all the tasks that must be completed for a successful brief
and mission. For all operations, mission planning always begins with the mission analysis, or
the mission commander’s study of the assigned mission.
Helicopter pilots must be proficient at power management, timing, fuel planning, route
selection, and terminal area tactics. These areas are the foundation for both planning and
executing an array of missions.
1-2 HELICOPTER LOW LEVEL NAVIGATION

NAVIGATION, ADVANCED PHASE, TH-57 CHAPTER ONE
For training purposes, low-level flights shall be conducted only on designated routes. Routes are
delineated in the MPTS according to the event.
Terminal Area/Objective Area
Mission analysis begins by considering the mission objective inside the terminal area (TA), or
objective area, and working outward from there. The objective in the TA dictates every other
aspect of mission planning. First, assess the LZ. Determine ingress, LZ characteristics, wind
effects, egress and obstacles, and power requirements. Ingress is entry into the TA and egress is
the route out of the TA. SWEEP is the acronym that will be used to describe the LZ IAW
NATOPS. SWEEP should be used to brief the LZ, as well as reassess the LZ real time in the
flight.
SWEEP:
 S – Size, slope, suitability, and surface. How big, direction of general slope, how
many aircraft can land in the zone, and the makeup of the terrain.
 W – Wind effect. A cirque (a bowl-shaped mountain basin that can sometimes have
steep walls) may have swirling winds; while a ridge top (a long, narrow elevation of
land) may have hazardous mountain top winds. Similarly, a flat zone may have no
wind below 50’ when obstructed by vegetation.
 E – Elevation. When approaching an LZ, terrain may not be level and knowing the
elevation of the LZ may be the best way to set up for a normal approach profile to the
zone, particularly at night when visual cues are lacking.
 E – Egress / Obstacles. Include egress direction and obstacles. Egress may be a

descending turn when departing a mountain top pinnacle or may be the same
direction as approach. Obstacles and terrain considerations are crucial.
 P – Power Available / Power Required. Power available as calculated from the

NATOPS manual at the LZ elevation. Power required is HIGE/HOGE requirement at
LZ elevation.
Example – “Harold is a 5000’x3000’ T-shaped level grass field. Terrain is marked by 4 gravel
diamonds for each LZ and the grassy areas have some relatively deep holes. Anticipated winds
are 360 and during landing, a loss of wind effect can be anticipated near the northern boundary
due to 75’ tall trees. Elevation is 159’. Egress will be straight ahead with 75’ tall trees. Power
available is 100% and Calculated Power required to HIGE/HOGE based on expected arrival time
and fuel load is 78%/88%.”

CHAPTER ONE CHANGE 1 NAVIGATION, ADVANCED PHASE, TH-57
Power Management
SNAs need to develop a thorough understanding of power calculations and how they pertain to
the planned flight profile. Power required (Pr) shall be calculated for initial takeoff and for the
planned LZ operations. SNAs should also understand power available (Pa) and how it impacts
calculated Pr. During operational missions the aircraft may not have the power to HIGE or
HOGE at certain altitudes and/or weights. Your level flight envelope (the airspeeds at which you
are physically capable of flying without drooping Nr or descending) may be truncated given
environmental considerations and/or configuration of the aircraft. For example, you may be
required to conduct a Humanitarian Assistance and Disaster Relief (HADR) efforts in a
mountain village in Haiti following a hurricane. When assigned to bring more than 2,000 lbs. of
food, supplies, and medical equipment, you run your power calculations. Your calculations
reveal that your Pa exceeds Pr at sea level, but given temperature and altitude at higher
elevations, your Pr will exceed Pa at the village LZ. You will need to consider taking fewer
supplies, less fuel, or landing at a different location.
After assessing the LZ and power requirements, you will estimate the time required to fly the
route and accomplish the objective inside the TA.
Timing
Missions are event driven or time based. If time based, a TOT will be assigned for ordnance on
target or an aircraft arriving at an LZ for an assigned task. Multiple entities may count on you to
hit a TOT within a margin of seconds.
In the planning phase, you may be assigned a specific TOT. The mission commander will work
backwards from the TOT based on TA objective time and planned route time to determine what
time the crews should brief, walk, preflight, takeoff, and arrive at each checkpoint.
TA timing is the required time estimated to achieve the objective. Objectives may include
dropping ordnance on a target, landing to off-load troops, or recovering personnel. Route timing
is based on planned groundspeed. Accurate preflight planning enables aviators to quickly
determine and adjust timing during the mission execution to hit the required TOT.
Timing is imperative for missions with multiple units operating simultaneously around a TOT.
GPS time is typically used to ensure all airborne and ground units use the same time; however, it
is critical that all crews get an accurate time hack prior to takeoff in case a loss of GPS occurs.
If GPS is available in flight, it should be considered the most accurate source of timing
information.
Based on the time required for the TA objective and route, you will calculate mission fuel. For
training purposes, TOTs will be based only on route time from the first CP to the last CP, not
including Dynamic Landing Approaches DLAs at the LZ.

Fuel Planning and Computation
Next, you will use the timing to determine fuel required for the route and TA objective to arrive
at next fuel stop (KNDZ, Site X, Florala, etc.) with NATOPS minimum fuel. If the LZ has
RWOP minimum departure fuel, account for that when determining the mission fuel.
Successful fuel planning is accomplished by utilizing accurate burn rates for max range, max
endurance, ground speed, and full open or flight idle. Fuel flow can be calculated for the
different flight profiles and ambient conditions using the NATOPS charts. The preferred method
for calculating mission fuel is Joint Mission Planning Software (JMPS). JMPS uses data such as
temperatures, altitude, aircraft weight, and airspeed to calculate fuel burn. Actual flight
conditions may change the fuel burn rate, requiring manual fuel flow calculations.
The time required for Dynamic Landing Approaches will be put into JMPS as a ‘delay’ at the LZ
checkpoint. Determine the fuel required for the delay using the charts in the NATOPS using 70
KIAS (pattern airspeed) and the appropriate ambient conditions at the field. This calculation will
be conservative due to the time spent on the deck between approaches.
Determine fuel required to fly from the point of departure to the TA or LZ. This will include
course rules, the low-level route to be flown, and course rules to the NOLF. Your calculations
will be based on 90 KIAS for the route and 100 KIAS for course rules. During execution, you
must assess real-time fuel burn based on environmental conditions. Wind may effect fuel burn
and time.
Route Selection
When selecting routes for operational missions, aircrew plan for time and fuel efficiency or for
detection avoidance. Criteria to consider include terrain, elevation, enemy location, and weapon
engagement zone. Routes are planned to keep higher terrain or thicker vegetation between you
and the enemy and to avoid densely populated areas or linear manmade features.
Terrain features are preferred over manmade objects for route CPs. Manmade features are
subject to change and newly constructed features may be mistaken for intended CPs. Terrain
features change less frequently over time.
In the training environment, the checkpoints and routes are preplanned to enforce basic
navigation for low altitude flight.
GO/NO-GO Criteria
Go criteria are the prerequisites that need to be met (equipment, personnel, or conditions) prior to
mission commencement and are based on friendly disposition. No-Go criteria are those same
prerequisites based on enemy disposition.

NOTE
No-Go criteria will not apply to TW-5 aircraft.
Maps and Chart Study
Different types of maps may be used depending on the mission or the phase of the mission,
including the VFR Sectional, JOG-A, and various 1:50,000 TLM maps/charts will be used.
Reference definitions section.
The maps available during planning and execution may not have the most current aviation
hazards, manmade features, and other topography information. There are many methods of
updating your maps with more current information to help successfully navigate the route.
Map Changeover Point (MCP)
During flight routes it is often necessary to transition between charts/maps. These transitions can
occur when the flight route departs the area depicted on the chart/map, or may occur when it is
necessary to transition to a larger or smaller scale chart/map. You will choose an MCP, a point
easily identifiable on both charts/maps, which facilitates a smooth transition between
charts/maps while in flight. The MCP should be selected so as not to be on the edge of the
chart/map, leaving some additional route beyond the MCP in order to become oriented. A MCP
at the edge of a chart/map may lead to disorientation during the map changeover.
During navigation training the VFR Sectional, JOG-A, and various 1:50,000 TLM maps/charts
will be used.
Photographic/Satellite Imagery
Photographs and satellite imagery provide multiple advantages. They offer greater detail, more
current topographical information, and updated man-made features. There are disadvantages as
well. Details may be obscured by buildings, clouds, or vegetation, position and the location,
scale, and elevations are only approximate unless geo-referenced grids are calculated. Lack of
color and contrast in photos may make them difficult to see in poor light, such as a night flight.
Commercial satellite imagery is another, non-official, source to update your route maps and
perform a map study. An important aspect of using satellite imagery is determining how current
the information is. Imagery that is several months or years old may show topographical
differences that could lead to disorientation during the flight.
Joint Mission Planning System (JMPS) has several tools that can be used to ensure maps/charts
have the most current information, and to perform a thorough map study during pre-mission
planning. After you have built your route in JMPS, zoom in to view to satellite imagery. JMPS
satellite imagery is on a scheduled update cycle and is more current than the JOG-A and
1:50,000 TLM.

NAVIGATION, ADVANCED PHASE, TH-57 CHANGE 1 CHAPTER ONE
Another application in JMPS is Sky View. Sky View will give you a 3D sky view of the route,
providing the same perspective that would be seen from a specific altitude. The user can set and
adjust the altitude to view the route.
Map Study
Once the route of flight has been drawn on the map, a thorough map study can be accomplished.
For each leg of flight along the route, the crew should establish both left and right lateral limits, a
CP funneling feature, a CP limiting feature and intermediate features along the intended route.
These features will guide the aircraft toward the desired CP on time and keep the navigator from
straying off the intended route. Consider seasonal changes to determine how a piece of terrain
will appear. Annotate hazards and plan deviations as necessary. Lastly, note the position of the
sun and moon illumination (when visible) throughout the mission timeline.
This map study should include analysis of the assigned area using JMPS and other resources.
Imagery available on JMPS can greatly increase aircrew situation awareness of a given area prior
to conducting the mission. Additionally, intended routes can be flown using mission planning
software to increase SA during the mission. A map study provides the crew with an advance
look at the terrain features and other specifics that may be encountered when operating at TERF
altitudes. A detailed map study will include review of and orientation to the following details:
 Topography such as terrain elevation.
 Hydrography to include lakes, rivers, etc.
 Manmade and natural hazards. This includes towers, power lines, and tall buildings
in addition to mountain peaks and trees.
 Airspace de-confliction such as Class “C” and “D” as well as Restricted Areas and
locally imposed noise sensitive areas.
 The route itself, with expected limiting and funneling features, aim-points, and
intermediate checkpoints.
Consider assembling as many different maps of the area of operations as possible. Additionally,
satellite imagery, road maps, and VFR sectionals will increase SA.
Conducting a good map study will help you reach your TA or objective area on time, alleviate
cockpit workload during a high workload portion of the mission, and aid in hitting your TOT.
103. MISSION PRODUCTS
Mission Smart Packs
A mission “smart pack” ensures all aircrew are referencing the same information and material
throughout the flight. It may include power calculations specific to each aircraft, a

communications card with frequencies, troop and ordinance load outs for the flight, and an
“execution checklist” for the sequence of events for the mission. The “smart pack” is essentially
a gouge packet for the mission that contains information for each “player” involved. Ask your
instructor to elaborate on the use of “smart packs” during operational missions.
Student “smart packs” shall include:
 Cover sheet that includes, at a minimum: aircraft assignments, power calculations,

frequencies for the route, and a sequence of events with timeline. Review the
schedule to determine if you are a hot-seat or cold-go. If you are unsure, call your IP
(crew rest/crew day dependent) or decide on one course of action and plan it. Similar
to operational missions, you may need to adjust your plans according to weather,
OPS, or maintenance.
 JMPS route card for the entire route (KNDZ, course rules to the route, the route,
course rules to OLF, 20 minutes of DLAs, and course rules to KNDZ).
 JMPS route card for the “bingo” route (the route from the “bingo” CP direct to course
rules entry point, then course rules to NOLF, KNDZ, or appropriate airfield all flown
at max-range airspeed).
 LZ diagram for where you will be conducting DLAs.
SNA shall produce two “smart packs.” One will be provided for the IP and the other is for the
SNA.
Route Cards
Route cards are to be created using the mission planning software JMPS and should include the
departure airfield, course rules to the low level route (if applicable), the low level route, delay at
the LZ for DLAs, and course rules to final destination. Follow instructions from the
NAV0101A/B Mission Planning Software overview classes.
NOTE
The route card shall be printed utilizing the MAWTS #1/NVG

format. Ensure CPs and brief physical descriptions of the CPs are
annotated.
Landing Zone Diagram
The LZ diagram is a visual depiction of the landing plan that supports the Mission Commander’s
scheme of maneuver. The diagrams should be a single source document that contains all
pertinent information relative to the landing and actions at the zone. SNAs should consider
including the following details in SWEEP format (“Reasoning” column includes tactical
considerations as amplifying information that may not apply to training events):

Metric to Consider Reasoning
Enables quick identification and confirmation

Location (Grid or Lat / Long)
in navigation equipment if disoriented.
Gives the crew an idea of scale and potentially

what type of approach will be made into the
LZ size in meters
zone. Similarly, this will have implications for
how many aircraft may land at once.
This standard reference allows the crew to

Magnetic north reference
properly orient themselves and others.
Address whether or not the flight can expect a

flat surface, or rolling terrain. Perhaps there
Topography
are areas in the zone that are more ideal to set
the aircraft down given ditches, for example.
Firm packed soil, blowing sand, snow, etc.

Has it rained heavily there recently? All of
these considerations will frame expectations
for what sort of environment the approach will
Soil composition
encounter. Can we expect a “degraded visual
environment” at the end of the approach? Will
we sink into the ground or is it firm enough to
support our weight?
If an LZ is significantly higher than our

departure point, we can expect to have to
calculate a separate set of power numbers.
Elevation Likewise, we will need to confirm these
numbers prior to making the approach to
ensure we meet the margins set by the mission
commander.
Brief hazards such as trees, fence lines, walls,

Hazards
power lines, etc.
Similar to hazards, however, buildings may

house hidden threats or may otherwise be of
interest in our mission. You should orient the
Buildings flight as to where these buildings are, their
numbering/naming convention (if applicable),
and point out particular target buildings if they
exist.

Winds Implications for power requirements.
Direction which we approach the LZ (not

necessarily same as landing direction). This
will impact how the zone will appear to us as
Ingress direction
we fly inbound to it. The particular ingress
direction will also take into consideration
many details about the tactical environment.
The manner in which the section will conduct

themselves with respect to landing in the LZ.
Taking into consideration the entirety of the
mission requirements and LZ details, the
mission commander may prefer certain
Landing formation / sites / points
terminal area tactics. How many aircraft will
simultaneously land in the zone, their
particular formation into the zone, and their
follow-on flight paths out of the zone will all
be particular to each mission and each LZ.
Take into account not only the winds but also

Landing direction
aforementioned hazards and LZ dimensions.
How will we depart the LZ (i.e., north, east,

Egress direction etc.)? The particular egress direction will also
consider the tactical environment.
Given all the details about the LZ and our

mission, a certain wave-off direction will need
Wave-off direction to be selected. A wave-off direction for the
lead aircraft into the zone may be different for
the third aircraft in the formation.
Tactical implications. You are encouraged to

Sun / moon position ask your IP for information how these details
may be applied to terminal area tactics.
Who will we be talking to in the terminal area

and on what primary and alternate frequencies?
Are we checking-in with a Joint Terminal
Frequencies
Attack Controller (JTAC), an Airborne
Mission Commander (AMC), or Rescue
Mission Coordinator (RMC)?
Figure 1-1 LZ Diagram Considerations

104. CHART/MAP PREPARATION
1. Each student is responsible for preparing their own chart/map for each route.
2. Neatness is important. Straightedges and stencils shall be used. Charts/maps should be

legible and clean. Remember in all missions, good chart/map preparation will enhance
situational awareness while poorly prepared charts will detract from your situational awareness.
3. SNA may keep charts/maps that will be used for other syllabus training events; however,
SNAs may not use charts/maps created by someone else and may not give charts/maps to other
SNAs for use.
Recommended Equipment:
 Charts/Maps
 Straightedge
 Protractor (capable of identifying grid locations)
 Stencil (capable of making doghouses, circles, triangles)
 Transparent Tape
 Scissors
 Ultrafine Tip Marker (red)
 Fine Tip Markers (red, blue and black)
NOTE
When writing on the chart/map, the SNA should use a straightedge

to ensure the information is professional and legible.
Step 1. Tape the charts/maps together using scotch tape.
JOG-A (1:250,000) - Ensure Lat/Long and terrain features are aligned properly.
1:50,000 TLM - Ensure the gridlines and terrain features are aligned to the max extent possible.
NOTE
Due to differences in the publish dates of the maps, there can be

some slight feature misalignment even when the Lat/Long or

gridlines are properly aligned. When this occurs, the priority

should be with lat/long or gridline alignment.
Step 2. Chum all the obstacles on the chart using ultrafine tip red marker.
Towers shall be marked in fine tip red marker with the elevation in feet AGL at the base.
Figure 1-2 Tower Elevation

Power lines shall be marked with in fine tip red marker.
Figure 1-3 Power Line Marking

Use the Chart Updating Manual (CHUM), JMPS, VFR Sectional, JOG-A, and local instructions
to update obstacles not that are not printed on the charts/maps.
The CHUM is a supplementary publication, with bulletins published quarterly, that can be
consulted for the most current information on potential low level hazards (towers, power lines,
etc.). The CHUM is available on the National Geospatial-Intelligence Agency (NGA) website.
It is CAC enabled and requires registration
https://www.extranet.nga.mil/servlet/RegistrationForm. Once you have obtained access, select
“Products and Services” on the left side bar, then “AERO Products.” The page will allow you to
select a .pdf of the current CHUM publication or select the current monthly ECHUM. The NGA
Extranet site enables access to all electronic FLIP, from mission planning documents to approach
plates. Access to this site will prove useful throughout your aviation career.
ECHUM can also be viewed in JMPS on the JOG-A map by going to the OVERLAY tab at the
top of the graphical view. Halfway down the list is the OCF overlay which will display the latest
changes to obstacles in the area. The changes will appear red on the map and will have an X
through the obstacle if it has been removed, or just display the tower or object if it has been
recently added. OCF stands for Obstacle Change File and you can view how recently it has been
updated via the system health check.
NOTE
All elevations on the 1:50,000 TLM are in meters and must be
converted to feet.
Step 3. Plot the airspaces on the chart/map.
Airspaces (Class “C”) shall be marked in fine tip blue marker designating the boundaries of the
airspace.

Figure 1-4 5 NM and 10 NM for JOG-A Chart Production
Prohibited Areas, Restricted Areas, and No-Fly Areas shall be marked in fine tip red marker
designating the boundaries of the airspace with parallel lines through the middle of the airspace.
Figure 1-5 Boundaries of the Airspace
All airspaces should include the name of the airspace and altitude limitations to the max extent
possible.
Step 4. Cut excess areas from charts/maps.
The chart/map should be cut to a manageable size, but not so small that important details are lost.
A good rule of thumb for the topographic line maps is to keep six grid squares as a border
between the checkpoints and the edge of the map. The six grid squares provide 3.6 miles of
important terrain/manmade features that could assist in navigation if disoriented. Also, if the
grid numbers are listed within +/- one grid, the grid numbers should be kept to assist with
navigation. For JOG-A charts, leave enough map area for navigation and for orientation.

Additionally, the chart should be cut in order to leave the grid numbers and lat/long information
on the side of the chart. If doing so makes chart/map size untenable, then the margin data should
be written in using black marker.
Step 5. Place marginal information on the chart.
JOG-A
Front side –Scale shall be on the front of the chart in a location that does not cover other
important details. The appropriate Low-Level Navigation Route Checkpoint Table shall be
added from local SOP. Back side – All other information shall be added.
1:50,000 TLM
Front side – Scale and Magnetic Deviation shall be on the front of the chart in a location
that does not cover other important details. The appropriate Low-Level Navigation Route
Checkpoint Table shall be added from local SOP. Back side – All other marginal
information shall be added. Only one legend is needed, but coordinate conversion
information, adjoining sheets, name, scale and addition (Crestview, Florida 3645 I V747
Edition 6-NIMA) should be placed on the chart for each map used.
NOTE
If using more than one 1:50,000 TLM chart and there is a

discrepancy between the maps’ marginal information, use the most
current data.
Step 6. Place chart/map type, scale, route (if applicable), name, and date on the chart.
Do not cover up important terrain features. Over water is a good place to write this information,
if able. If lamination is available, this information should be under the lamination.
JOG-A, 1:250,000: 1:50,000 TLM:

GREEN ROUTE ORANGE ROUTE
PREPARED BY LTJG SMITH PREPARED BY 1stLT JONES
7 JUL 15 7 JUL 15
Step 7. Use Joint Mission Planning System (JMPS) to plan entire route of flight. Routes shall
be planned using course rules from KNDZ or VFR departures from locations other than KNDZ
or as directed by the IP. Airspeed for course rules shall in IAW RWOP. Airspeed on the
navigation route shall be planned for 90 KTS ground speed. Twenty minutes of DLAs shall be
planned at the LZ as applicable.

NOTE
In order to obtain accurate fuel planning from JMPS, adjustments

in airspeed will have to be made in the Combat Flight Planning
Software (CFPS). Aircraft configuration will have to be changed
to calculated, required fuel at takeoff.
Step 8. Place the route CPs and LZs on the chart/map. Plot CP’s with the protractor and mark
them with a circle. Route CPs are marked with a circle about the size of a nickel using a fine tip
black marker. Course rules CPs are marked with a smaller circle about the size of a dime using a
fine tip black marker. LZs shall be marked with a triangle using a fine tip black marker. The
size of the triangle should be approximately the same size of the route CP circles.
Step 9. Connect the CPs with a single black line using a straight edge drawn from one CP to
next CP as depicted below.
Figure 1-6 Route Checkpoints
Step 10. Label the CPs. Route CPs shall be labeled using the number of the CP and include
brief description.
Step 11. Laminate (If available, not a requirement).
Step 12. Place map changeover points (MCPs) and LZs on the chart/map as required. MCPs are
marked with a square about the size of a quarter using a fine tip black marker with the letters
“MCP.”
LZs should be labeled LZ “name of the OLF or airfield,” i.e., “LZ Bay Minette” or “LZ Harold.”
Figure 1-7 MCP & LZ

Mileage tic marks may be used to assist in range estimation while traveling along the course. A
mark drawn to bisect the course line every one nautical mile works best. Mileage tic marks will
help maintain orientation between CPs.
Time tic marks may be used to assist in dead-reckoning navigation as well. Use appropriate time
intervals as required; the distance between the time tic marks is dependent on groundspeed and
CP distance. Time tic marks help identify intermediate checkpoints and maintain timing to hit
the assigned TOT.
While not required, it is highly encouraged to use tic marks to increase SA. SNAs may use
mileage tic marks or timing tic marks at their discretion. Timing tic marks are typically used
without the use of a NAVAID to provide distance to the next CP.
An intermediate CP is a landmark selected along the flight route used to verify position. An
intermediate CP should be an easily recognizable feature or group of features. A lake, open
field, road intersection, and even towers may be used as intermediate checkpoints. They need
not be directly on your ground track. For example, a large lake passing by the aircraft
approximately 1 NM to the west can confirm your position. You may mark features on your
chart/map; however, too many markings will clutter the chart and may confuse you.
Step 13. Place doghouses on the chart. Doghouses should not be used for course rules to the
route, only on the route itself. Place the doghouses between the appropriate checkpoints but be
careful not to cover important features. Doghouses shall contain magnetic heading, distance
between CPs, leg time, total time, fuel state and reverse magnetic heading. Grid magnetic angle
must be converted to magnetic headings for the course. Use a fine tip black marker.
Figure 1-8 Doghouse
NOTE
Double dog houses for reverse routes are not authorized. The SNA
shall add information for the reverse route in between the magnetic
headings, extending the dog house size making sure not to
duplicate Leg Time and Distance. The information should be
oriented in the direction the route is being flown.

Figure 1-9 Double Doghouse
105. MISSION BRIEFING PROCEDURES
1. All operational missions are preceded with a mission brief. The brief can range from a
very simple, short discussion to a complex multimedia presentation involving several different
aircraft, combat elements and supporting elements.
2. The following is an example of a mission brief for the Low-Level Navigation syllabus.
The format of the brief is the OSMEAC Format (Orientation, Situation, Mission, Execution,
Administration and Logistics, Command and Signal). The Formation and Night Tactical Stages
will use a similar, but more extensive, form of this brief.
3. The briefing card (Figure 1-10) shall be used when briefing the Low-Level Navigation
flights. The information does not need to be memorized word for word, but needs to be
presented in the order below. The SNA can use the briefing guide as an aid during the brief but
shall not read from a script. Information encapsulated by arrows (< >) is not covered in the
brief, it is amplifying information of operational procedures.

Figure 1-10 Low-Level Navigation Briefing Card

ORIENTATION
Introduction – Introduce yourself and your event.
“Attention to brief. I am (Rank & Last Name) and I will be flying the N4302. Please hold
all questions to the end.”
Time Hack – Obtain the accurate time prior to the brief from the Naval Observatory Master
Clock by calling (202)762-1401, DSN 762-1401, or the Naval Observatory website.
Time Hack shall follow the below format:
“Orientation – Time Hack - In one minute the time will be 1545L.”
“Thirty seconds to hack.”
“Ten seconds to hack.”
“5, 4, 3, 2, 1, hack. At the hack, the time was 1545. If anyone requires an additional time
hack, see me after the brief.”
NOTE
While waiting on 1 minute to elapse, SNA may introduce

him/herself and the event.
Aircraft Assignment
“We will be in aircraft______ on spot_____.”
Call Sign
“Our call sign today is Eight-ball/Factory Hand/Lucky (XXX).”
Smart Pack Inventory – Inventory is to ensure that all aircrew has the same information.
Operational missions can require a single ship or a division of aircraft. The Smart Pack is
essential to ensure all players have the appropriate call signs, squawks, frequencies, etc.
Inventory shall begin with the first page and continue in order to the last page. For the N43 and
N44 Low-Level Navigation syllabus events, the SNA should provide the appropriate kneeboard
grade card and completed weight and balance sheet to the instructor. Do not include these 2
pages in the smart pack.

NOTE
Page numbers shall be centered on the bottom and labeled, “1 of

(X).’
Pen and ink changes should be avoided to the max extent possible but may be necessary. If it is
not originally printed on the smart pack then a pen and ink change will be required and shall be
briefed.
“Page one of X is the Cover Sheet. Page two of X is the route card starting at NAS Whiting
Field and ending at CP3. Page three etc.”
“Pen and ink changes are as follows…”
Maps/Charts – All charts/maps to be used on the route shall be inventoried.
“Map required for the flight is the Pensacola 1:250,000 JOG-A chart.”
Weather – Obtain current and forecast weather prior to the brief and state required weather for
the block of flight. If the flight is an NVG flight, include Solar & Lunar Almanac Planning
(SLAP) data.
“Current weather is ______________________________________.”
“Destination weather is ___________________________________.”
“Weather required for the flight is 600-1, winds less than 35 knots.”
SITUATION
Situation – For an operational mission brief, “SITUATION” is where the enemy and friendly
situation is briefed. Normally, the enemy situation will be briefed by the intelligence department
and friendly situation will be briefed by the operations department. This section is not
applicable and shall not be briefed.
MISSION EXECUTION
Mission – A brief mission statement shall be made.
“Mission – At (Takeoff time) L, HT-28 will launch a single TH-57C in order to safely
complete a (N4301).”

Concept of Operations – Big Picture. Give a general overview of the mission to provide a
broad sweep of the operation, no longer than 10 seconds.
“Execution -Concept of Operations - We will launch from NAS South Whiting Field to fly
the green route forward at 500’ AGL, then conduct DLA’s at LZ Site X. The flight will
recover at NAS South Whiting Field.”
Boundaries – Natural or manmade features that define the area of operation. Boundary
considerations are:
1. Linear features
2. Cardinal in direction (East/West/North/South)
3. Easily recognizable features
4. Should include entire area of operation (consider including NAS South Whiting Field and
appropriate NOLF’s if able; additional techniques prescribe defining the Operational Area
excluding familiar course rules and home field).
“Control Measures – Boundaries.”
“The northern boundary will be…” SNAs shall brief boundaries and taking into
consideration the boundaries found in local SOPs for the operating areas.
Airspaces – Describe the airspaces in the local area with dimensions and altitudes.
Class “C” – Give the feature that defines the center of the Class “C” (NAVAID, Lat/Long, etc.)
and the dimensions of the airspace.
“Airspaces – Class “C. We have three Class “C” airspaces in our area. The Whiting
Class “C” is centered on the Whiting TACAN (NSE). The Pensacola Class “C” is
centered on Pensacola International (KPNS) at Lat/Long (30° 28’N - 87° 11’ W). The NAS
Pensacola Class “C” is centered on the Pensacola TACAN (NPA). All three have an inner
core from the surface to 4200’ MSL out to 5 NM radius and an outer shelf from 5-10 NM
radius from 1400’-4200’MSL.”
Restricted Areas – Describe the boundaries and altitude restrictions.
“Restricted Area – The Eglin Restricted Area R-2915A is located south of I-10 from the
surface to unlimited altitude.”
Prohibited Areas – Describe the boundaries and the altitude restrictions. Also included are
No-Fly areas.
“Prohibited Area – No-fly zone in the…” SNA shall brief IAW local SOPs.

Obstacles to Flight – Provide a general overview of the obstacles in the operating area, along
with avoidance procedures.
“Avoidance – We will maintain an active VFR scan and call out all obstacles using the
clock method and state the action necessary to avoid the obstacle.”
“Power-lines – There are multiple power-lines running through the operating area today
and should be crossed at the stanchion at the max extend possible.”
“Towers – We will callout towers and voice which side we intend to pass it on, offsetting to
avoid the towers and the guy lines.”
“Aircraft – We will call at each checkpoint along the route of flight and coordinate as
necessary to avoid other aircraft.”
“Birds – We will make control inputs as required to avoid a bird strike.”
Scheme of Maneuver – Brief the aircrew on the mission’s entire conduct of flight from brief to
landing. The scheme of maneuver should begin with a brief timeline and end when the flight has
terminated. Takeoff time is represented by “T.” Any time before Time “T” is “T minus (the
time)” and any time after Time “T” is “T plus (the time).”
Preflight – Preflight should be conducted 30 minutes prior to the takeoff time. Be flexible, this
might be adjusted as necessary by the IP.
Turn-up – For planning/briefing purposes, start-up 15 minutes prior to takeoff.
Taxi – For planning/briefing purposes, taxi 5 minutes prior to takeoff.
Takeoff – Takeoff time should be the time set on the flight schedule. Again, be flexible.
“Scheme of Maneuver – We will preflight at T minus 30. We will call outbound with Base
on button X, get ATIS on UHF button #1, and call ground on button #3 to request taxi with
the appropriate ATIS information. We will plan to taxi at T minus 5 for a 1500 takeoff. We
will taxi single-ship to the appropriate spot as directed by ground. We will remain single-
ship throughout the flight. Anti-collision lights – On, 70X in the TACAN, 0100 in standby
in the transponder. Approaching the hold short line, we will switch button #4, South
Whiting Tower, and inform Tower we are #1 holding short spot X for a Baker departure.
Once cleared for takeoff we will complete the 4Ts and takeoff. We will climb at 70 KIAS to
900’AGL at which time we will accelerate to 100 KIAS and turn outbound to Pt Baker.”
NOTE
Students shall brief the actual aircraft condition for the mission
aircraft. If you are a hot seat, brief a timeline for a hot seat.
Stating that you will conduct a preflight at T-30 is incorrect.

Route – The route shall be brief to include course rules to and from the route, low-level route,
and transit to/from the LZ. Brief changes in airspeed, altitude, radio frequencies, and
transponder codes at each applicable point along the route. A good technique for briefing these
considerations is using the acronym “FALCON” (Formation, Airspeed/Altitude, Lighting,
Communications/Squawk, Obstacles/Terrain, and Navigation/NVGs). While briefing each
checkpoint, if any of the FALCON considerations have changed then they must be mentioned. If
the FALCON considerations remain constant, only brief considerations that change. For
example, at the beginning of the brief we state, “We will remain single-ship throughout the
flight.” Therefore, the brief may omit the “F” from the remainder of the brief and must only
consider ALCON. Omit any items that have already been briefed.
Formation – If single-ship, state that the aircraft will remain “single-ship throughout the flight.”
For formation navigation syllabus events, brief the type of formation flight, such as cruise,
parade, or combat cruise.
Airspeeds/Altitudes – If the airspeed/altitude changes, brief the change.
Lighting – Brief the lighting scheme to be used during the flight IAW local SOPs.
Communications/Squawk –Brief changes in frequencies and squawks as applicable.
Obstacles – Any physical feature that might provide a hazard to flight. In this section, brief only
the obstacle’s location relative to the portion of the route being briefed. Brief the obstacles from
big too small.
Power-lines – Wire hazards include power lines, communication wires, and cables used in
transportation such as gondolas The safest place to cross is at the stanchion, particularly when
unable to visually acquire the wires or when crossing wires strung across a valley or saddle.
Visual clues to wire locations during flight are a swath through vegetation, poles/stanchions, and
wires along roads, near towers and in the vicinity of buildings.
“Power-lines - Between CP1 and CP2 there is a northwest-southeast running power-line.

In the vicinity of CP5 and the town of Bay Minette, there is a north-south running
power-line. All power-lines are 150’ AGL or lower.”
Towers – Briefly describe the towers in the working area. Describe the towers using the height
in AGL. If there are multiple towers in a specific area, state the highest of the group in AGL. If
there are specific towers important to your conduct of flight, make sure to mention them (even if
they are in a group of towers).
“Towers - There are multiple towers in the working area. Towers of specific note are as
follows: the 1414’ AGL tower just east of the town of Barrineau Park, multiple towers
south of I-10 in the vicinity of CP7 the tallest of which is 1953’ AGL …”

Aircraft – Briefly describe potential aircraft hazards in the area including other training aircraft
as well as potential transient aircraft.
“Aircraft – There will be other aircraft in the area. Both military and civilian fixed wing
traffic will be operating in the area in addition to other helicopters.”
Birds – Describe the potential bird hazard in the area. Bring attention to areas with increased
hazardous potential such as rivers, lakes, marshes, and trash dumps
Navigation – SNA shall brief each leg of the route to include the following:
When briefing the route, ensure clock codes are given first and follow-up with a backup heading.
“CP 4 is the intersection of a north-south running road and an east-west running railroad
track. At CP 4, we will come left to 10 O’clock, back up heading 320 for 5 miles and time
of 3 minutes and 20 seconds.”
Use limiting features, funneling features, aim points, and intermediate points to highlight key
aids to navigation along the route so all aircrew are aware of them.
When describing roads, use the physical feature of the road instead of the legend term. In the
legend on the chart, roads are usually described as “Primary” or “Secondary” roads. This
description stems from the volume of traffic on the roads and not necessarily the type of road.
As aviators, it is more useful to use the physical description of the road itself. Roads fall into
one of four categories: all-weather or hardball, improved surface, unimproved surface, and jeep
trails.
1. All-Weather or Hardball - Concrete or asphalt.
2. Improved Surface – Leveled and packed down with improvements such as culverts and
bridges. Not paved.
3. Unimproved Surface – Loose surface.
4. Jeep Trails – Tracks going through the woods.
NOTE
There is a difference in the depiction of roads on the JOG-A and

the roads on the 1:50,000 TLM. Jeep trails will not be shown on
the JOG-A. The smallest roads depicted on a JOG-A will be
unimproved surface roads.

NVG considerations for each segment of flight shall be briefed for NVG syllabus events. These
considerations shall include, but are not limited to, cultural lighting, environmental conditions,
relative sun/moon position, shadowing, etc.
ROUTE→LZ – The specific route of flight from the last checkpoint to the LZ shall be briefed in
detail ending with the LZs arrival point. It is not acceptable for the SNA to simply state, “We
will fly from CP10 to Site X.” The course rules shall include, but are not limited to,
Time/Distance/Heading, airspeed and altitude.
LZ - Brief the terminal procedures on how to enter the landing pattern and the planned sequence
of events.
“At Pt. Racetrack, we will call LZ Harold on button #12 and report inbound. We will
follow course rules by flying over the power lines and split the field for the appropriate
course in use. We will conduct DLAs for 20 minutes.”
In addition, brief the LZ utilizing the “SWEEP” format.
“LZ Site X is roughly a thousand foot by thousand foot grass field. There is slope on the
southeast corner and we will avoid conducting DLA’s in that area. The LZ is suitable for a
single TH-57. Winds are expected from the NE at 15KIAS. The LZ is 159MSL. Our egress
on a waveoff is straight ahead, with departure egress in the SE corner. Our power
required at the LZ is calculated as HIGE of XX% and HOGE of XX%.”
During some syllabus events, the LZ might be an airfield. In this case, the SNA shall brief the
plan to enter the field for the planned runway in use.
“At checkpoint 2, we will turn to the 2 O’clock position for a heading of 348, distance of
10.5NM and timing of 6 minutes, 48 seconds for Atmore Municipal. We will make a call on
button #19, Western Area Common, that we are off the route inbound for Atmore, then
make a 10 mile call inbound to Atmore on VHF frequency 122.8. We will then make a five
mile call to Atmore traffic. With winds out of the south, we will plan to enter a left
downwind for runway 18 at Atmore. We will conduct 1 normal, and 1 steep. Atmore is
SWEEPS.”
LZ→KNDZ –- Specific course rules from the route shall be briefed in detail starting at the
departure corner and ending at the NAS South Whiting Field VFR entry point. It is not
acceptable for the SNA to state, “We will fly course rules from Site X to South Whiting.” The
course rules shall include, but are not limited to, Time/Distance/Heading, airspeed and altitude.
NOTE
SNA should plan for de-confliction measures between other

training areas and course rules traffic while transiting to and from
the route. SNA should determine how many other aircraft are
expected to be in the area and at the LZs. This enables the
members of the flight to have higher SA about the expected
working area and LZ traffic.

Contingencies – Contingencies are the immediate actions in the event the conduct of flight
deviates from the Scheme of Maneuver. Brief these considerations regarding the low-level
route, as they will be different from other phases of flight. This is a mission brief, not a
NATOPS brief. The NATOPS brief (by exception) is briefed after the mission brief and will
include how to handle the cockpit in the case of emergencies.
Emergencies/System Failures
“Coordinating Instructions – Emergencies/System Failures – If we have an

emergency/system failure during the flight, we will handle in accordance with NATOPS.
We will always endeavor to turn a flying emergency into a ground emergency.”
Inadvertent Instrument Meteorological Conditions (IIMC) – Brief a plan on how to handle

this emergency. Study the chart/map to find the highest obstacle in the area taking. Add a
minimum of 200’ to the height of the obstacle in MSL and designate a Minimum Safe Altitude
(MSA) for the route. Then determine the cardinal direction that leads away from the majority of
obstacles and clear of all airspaces. Designate this as the Safe Heading (SH). More than one SH
is necessary at different phases of the flight; however, assigning too many will be ineffective.
Additionally, study the chart/map to determine the proper controlling agency to contact if IIMC
is encountered.
“IIMC – IIMC is an emergency. If we go IIMC, the PAC will switch to an instrument scan,
level the wings, level the nose, center the ball, and start a standard rate climb to the
established MSA and execute a standard rate turn the shortest direction to the SH. PNAC
will squawk 7700, dial up 124.05 Eglin Approach in the VHF, request handling, and a
discrete squawk for an approach back to (KNDZ or appropriate airfield). If we regain
VMC, we will remain VMC.”
Lost Communications – As a crew, determine the appropriate course of action for the route
flown and the appropriate landing area. If returning to NAS South Whiting Field, comply with
the local lost communications SOPs.
“Lost Communications – If we experience a total radio failure, we will climb to a safe

altitude to gain altitude separation for other route traffic and troubleshoot. If unable to
regain radio communications, we will maintain VMC, squawk 7600, make all calls in the
blind. We will intercept course rules to NAS South Whiting Field. Once at NAS South
Whiting Field, we will overfly the field with navigation lights in flashing bright, determine
the course for the runway in use, and look for an Aldis lamp signal from the tower.”
Disorientation Procedures
“Disorientation Procedures – If we become disoriented on the route of flight, we will

attempt to identify a known reference point. Options include; climbing, orbit or hold until
reoriented, or return to the last known checkpoint and continue the flight.”

ADMINISTRATION & LOGISTICS
Administration & Logistics – Any considerations concerning the basic logistics for the flight.
Flight Duration – The total flight time shall be calculated using JMPS and will be briefed
appropriately.
“Administration & Logistics – Flight Duration will be 1 hour and 33 mins.”
Fuel – Two fuels are calculated.
Mission Fuel
“Fuel – Mission Fuel is XX gallons.”
Bingo Fuel
Bingo fuel is calculated using the appropriate NATOPS charts. The SNA is required to do a
detailed chart/map study and calculate a bingo to an appropriate fuel source.
“Bingo fuel is XX gallons for a VFR arrival at (applicable fuel source) within NATOPS
mins.”
“We will depart the LZ with ____ gallons or a steady low fuel light.”
COMMAND & SIGNAL
Communications
Frequencies – Brief frequencies for controlling agencies, CTAFs, and those listed in local SOPs.
“Command & Signal – Communications – Preset/Manual frequencies will be as required.

Additional VHF frequencies for today’s flight will be 124.85 Pensacola Approach, 124.05
Eglin Approach when on the Purple Route and 121.95 Instructor Common.”
NAVAIDS – Brief all NAVAIDs to be used throughout the flight and ensure they are plotted on
charts/maps.
“NAVAIDs – Today on the Purple Route we will be primarily using visual navigation. We
can use Crestview VORTAC 106X/115.9 for reference. Also, the Purple Route will be
loaded in the GPS for backup as required.”

ID and Recognition
Squawk – Review all squawks to be used.
“ID and Recognition – Squawk – We will squawk 0100 outbound to Pt Pond. At Pt Pond,
we will squawk the Western Operating Area code of 4777. At the Welcome Station, we will
squawk 1200 inbound to Site X. We will squawk 0400 inbound on course rules to NAS
South Whiting Field.”
Additional Mission Brief Considerations
1. Face and address the audience, not the chart/map.
2. Practice pointer use for the brief, and put the pointer down when it’s not in use.
3. Rehearse, rehearse, and rehearse. Be prepared and practice with other SNAs.
106. NATOPS BY EXCEPTION BRIEF
The NATOPS By Exception Brief covers items such as aircraft emergencies/system failures,
cockpit crew coordination, and items not specifically addressed in the mission brief.
107. LOW-LEVEL NAVIGATION EXECUTION
SNAs must develop a systematic approach to navigation. The 6Ts is a recommended technique.
At each checkpoint, the PNAC verbalizes each step. The PAC is responsible for avoiding
obstacles and controlling the aircraft and is primarily on an outside scan.
Execution – 6 Ts
1. T = Time
When the PNAC has the checkpoint in sight, he should reset the 8-day clock. Inform the PAC
the checkpoint is in sight and the next direction of turn.
“McDavid intersection is off the nose. McDavid is the intersection of Hwy 29 running
north-south and the hardball road coming in from the West. There is a tower on the
northwest side. At McDavid, we’ll be coming right to 2 O’clock.”
2. T = Turn
Advise the PAC the direction to turn clear left and right.
“Come right to 2 O’clock, I will call your rollout. Clear right”

PAC turns toward the assigned clock code, PNAC calls the roll out based on the backup heading.
PNAC refines the heading based on winds and ground track. Remember that the backup
heading is for the PNAC reference only, the PAC is 100% on an outside scan. PNAC shall
give the PAC an aim-point to fly toward.
“Rollout. Aim down the right side of the catfish ponds.”
An aim-point is given so the PAC can scan outside and stay clear of obstacles or terrain. It can
be a natural or manmade feature. SNAs may use a “target talk-on” to talk the PAC onto their
chosen aim-point/CP. Start big and work smaller, choosing a large, easily identifiable feature
near the point and describe it to the PAC. Once the PAC verifies they have it in sight, PNAC
will call out a smaller feature, closer to the point. Repeat this process until the PAC verifies
sight of the aim-point/CP.
“Rollout. Aim to fly over the fishponds at the 12 o’clock. At the 11:30 there are two white
grain silos, call contact. Just in front of those silos are train cars that mark the railroad
tracks, call contact. Follow those railroad tracks to the right, where they meet the road
coming from the right. Where those intersect is your checkpoint.”
T = Time
Once rolled out, start the 8-day clock for leg time. Note the actual total time on the ADF and
compare to the planned total time.
3. T = Transition
Confirm airspeed, altitude, NAVAIDs, squawks and adjust as required. PNAC informs the PAC
of adjustments in altitude and airspeed as well as changes to the NAVAIDs and transponder code
if necessary. Note fuel state and compare with planned fuel.
4. T = Twist
Twist the backup heading in the HSI.
5. T = Talk
PNAC give gas/gauges check.
PAC makes proper external traffic call.
“Gauges checked normal. We have 45 gallons.”

“Lucky 066, CP 1 to 2”
SNA needs to consider fuel status and determine if the aircraft is on track with mission fuel or if
the aircraft is getting close to BINGO fuel and then determine how to proceed.

Use of Global Positioning System
The Global Positioning System (GPS) is an excellent tool for navigation. In some areas of the
world where terrain features are limited or over water, it may be your best/only source of
information; however, it has limitations. If satellite reception is inadequate, control points are
programmed incorrectly, or the GPS receiver fails etc., the aircrew must rely on navigation skills.
Use of GPS for training flights is at the discretion of the PIC.
Navigation Parameters
The low-level navigation flights are designed to introduce the aviator to navigation at 500 feet
AGL and below on large-scale maps.
The SNA shall maintain orientation along the route and with each CP. Airspeed should be
adjusted accordingly to maintain orientation and timing as required. In the event the aircrew
becomes disoriented, a climb to a minimum of 500 feet AGL is required until established back
on the route.
NOTE
During operational missions, disorientation procedures will change

based on a variety of factors including threats in the AOR.
The SNA shall be +/- 2 minutes of timing starting from the first CP and ending with the last CP.
Adjusting airspeed, delaying time to CP, and holding are permitted to meet timing. With
sufficient time and CPs remaining, adjusting airspeed is the preferred method to get back within
the 2-minute time constraint. If the SNA recognizes that adjusting airspeed alone will not allow
sufficient time to get within parameters, the SNA can request a ROLEX and the IP can elect to
extend the overall route time.
“Sir, request ROLEX, PLUS 2 mins.”
Fuel Checks and Calculations
At each checkpoint, SNA shall assess fuel on board compared with fuel required to complete the
route and bingo fuel. There are two ways of presenting the fuel on board: gallons or time. Both
have useful applications, and both are important overall fuel management.
When conducting fuel checks in flight, use the fuel quantity in gallons to compare with the fuel
required to continue the mission from your route card. With less fuel on board than is required
from your detailed mission planning, adjustments to the route or the time in the TA must be
made.

SNA shall notify IP when actual fuel differs from the planned mission fuel or when reaching the
bingo fuel with instructions for proceeding, VFR, to a fuel source.
“Sir, we only have 45 gal, I calculated required mission fuel as 55 gal, we need to cutout
DLA’s to complete the route.”
“Bingo fuel is 35 gallons. Current fuel is 40 gallons, I recommend we turn left to 165 and
proceed to LZ Site X.”
Fuel may also be converted from gallons to time and may be used to estimate time left on station.
“Sir, fuel quantity is 41 Gallons, BINGO fuel is 15 Gallons, and we have 1+00
remaining until BINGO.”
Route Timing
Total route time will be calculated in JMPS during pre-mission planning. TOT timing starts at
the first CP on the route and ends at the last CP.
Overall route timing should be monitored using the ADF. Leg time should be kept on the 8-day
clock with the sweep hand timer.
SNAs must monitor route time and leg time at each checkpoint to ensure proper groundspeed is
being flown. Head winds and tail winds can effect on groundspeed. Winds are briefed in the
mission brief but must be assessed real-time early in the route.
If you are behind timeline and cannot arrive at the TOT, SNAs must coordinate with the IP for
permission to ROLEX to a new time. If ahead of timing along the route, you may adjust
groundspeed or to hold at a checkpoint prior to the objective area.
If a ROLEX becomes necessary, the SNA must estimate a new TOT and request a ROLEX for
the new TOT from the IP. For example, “Sir, request ROLEX 3 minutes.” Approval of ROLEX
will be at the discretion of the IP. ROLEX should not be used to correct for wind effects. Proper
weather planning and execution is required.
108. TERRAIN FLIGHT
Application
1. Terrain Flight (TERF) is flight at or below 200 feet AGL. The purpose of TERF is to
utilize terrain, vegetation, and manmade objects to enhance survivability by degrading the
enemy’s ability to visually, optically, and/or electronically detect or locate the aircraft.

2. TERF is flying close to the earth's surface using low-level, contour, or Nap Of the Earth
(NOE) techniques to prevent or counter an enemy's capability or efforts to acquire, track, and
engage the aircraft. Three types of terrain flight are:
a. Low-level flight is flown at a selected altitude at which detection along the route is
avoided or minimized. The flight route is pre-selected and flown at a constant
airspeed and indicated altitude.
b. Contour flight is flown at low altitude conforming to the contour of the earth's
surface. It is characterized by varying airspeed and altitude as terrain and obstacles
dictate. Minimum recommended altitude for contour flight is 50 feet AGL.
c. NOE flight is flown as close to the earth's surface as terrain and obstacles permit. It
is characterized by varying airspeed and altitude as influenced by terrain, weather,
ambient light, and enemy situation. Typically airspeed varies from 0 - 40 knots and
altitude varies from 10 - 50 feet above terrain.
Of the three modes of terrain flight, low-level flight is the least crew intensive. Contour and
NOE provide certain threat avoidance advantages over low-level but are significantly more
challenging and will not be flown in the advanced rotary syllabus.
Additional Low-Level Considerations
 Crew Resource Management (CRM)
CRM is paramount for safe and effective TERF. It is used to establish individual pilot
responsibilities and to organize cockpit duties.
a. The PAC has two primary responsibilities: controlling the helicopter and avoiding
obstacles. During low level flight, aircraft control is critical due to terrain and
hazards associated with the low altitude. The PAC must keep their scan outside the
helicopter to avoid hazards. They should report terrain and landmark information to
the PNAC to assist with navigation. PAC retains control of the helicopter during
aircraft or system emergencies and completes the critical memory items requiring
flight control input in accordance with the NATOPS brief.
The PAC will follow directions from the PNAC and assist in actively searching for
features and intermediate CPs along the route as directed by the PNAC. Upon
identifying a landmark called out by the PNAC, the PAC will promptly identify it by
direction and distance.
b. PNAC is primarily responsible for accurate navigation. He/she must remain oriented
at all times, monitor cockpit instruments and perform assigned duties as briefed.
During an aircraft or system emergency, PNAC executes the critical memory items
not requiring flight control input in accordance with the NATOPS brief.

The PNAC must be proficient in chart/map reading, terrain interpretation, and

correlating terrain features with map symbols. PNAC must continuously integrate
cockpit instrumentation (heading, airspeed, and timing information) with map and
geographic information to maintain SA and orientation
The PNAC should relay information and directions to the PAC to enable the PAC to
maintain an outside scan. PNAC shall direct the PAC with aim-points, altitude, and
airspeed changes.
It is important that both pilots not focus only on close features, but scan from the bigger, broader
terrain features to the smaller, more precise terrain features. Keep your scan out far for easily
identifiable features and work your way closer to the aircraft.
NOTE
Maps and charts may not always depict features accurately. For
example, routes that are flown after periods of drought or heavy
rains may have water features, or lack thereof, that are drastically
different from the depiction.
109. DEBRIEF
A thorough debrief shall be conducted at the completion of every flight. All participating
aircrew should meet at a designated location and time to discuss the successes/failures of the
flight. The discussion is led by the mission commander and should be debriefed by phase
(Planning, Brief, Execution). The debrief should be held as close as possible to the completion
of the mission in order to preserve as much information as possible. The critiques of the mission
should start with something positive and then move into the mission failures. All aspects of the
flight should be covered.
In the training environment, the IP will debrief the SNA’s event planning and event brief prior to
the flight. This debrief should cover chart/map preparation as well as delivery and content of the
brief. The execution of the flight shall be debriefed at the completion of the flight IAW local
SOPs. This will facilitate the SNA receiving an honest critique of the entire flight and guide the
IP in conducting a standardized debrief.

THIS PAGE INTENTIONALLY LEFT BLANK

CHANGE 1
CHAPTER TWO
DAY NAVIGATION STAGE
200. INTRODUCTION
VFR navigation flights are intended to be cross-country flights to familiarize the pilot with
techniques and procedures of helicopter dead reckoning (D/R) navigation and pilotage away
from the familiarity of course rules.
201. GENERAL
D/R navigation is the method for determining position by means of a heading indicator and
calculations based on speed, elapsed time, wind effect, and direction flown from a known
position. Pilotage is a method of determining a position over the ground using map-to-ground
orientation.
Crew Resource Management
1. PAC verbally describes topography and landmarks while on route. (Communication)
2. PNAC performs “Groundspeed/Fuel Checks.” (Situational Awareness)
3. PNAC properly performs navigation and CP procedures. (Mission Analysis)
4. PNAC provides position updates to PAC while on route. (Communication)
202. PREPARATION FOR FLIGHT
In preparation for the flight the pilot will perform the following tasks:
1. Attend the appropriate phase lecture.
2. The route of flight shall be drawn out on the sectional chart. The flight path should be
relatively straight, using prominent landmarks as fixes when changing direction and for time
distance checks. The pilot should be familiar with all the markings on the sectional chart,
minimum en route altitudes, airspace information, and general VFR procedures.
3. Two complete flight logs should be prepared after a current weather brief, allowing for
magnetic variance and the winds aloft.
4. Two copies of the DD 1801 VFR flight plan will be completed.
5. The weather must be forecast to be VFR for the entire route for the duration, plus or minus
one hour. The SNA will personally obtain a weather brief and complete two copies of the
DD 175-1.
DAY NAVIGATION STAGE 2-1

CHAPTER TWO NAVIGATION, ADVANCED PHASE, TH-57
6. Time distance checks should be made at each CP and fuel checks computed at least once
on each leg of the flight.
203. DAY NAVIGATION SOLO GUIDELINES
Preflight Preparation
Plan for cruise airspeed to be between 90 and 100 KIAS.
FDO/ODO Brief and flight plan/Weather Brief approval
Submit a copy of the DD 1801 flight plan, DD 175-1 weather brief, and weight and balance to
the FDO/ODO for review and approval. Retain a copy of these items and place them in your
flight suit. Listen intently to the FDO/ODO's instructions and if you have any questions, do not
hesitate to ask! If you are confused about the NOTAM abbreviations, ask the FDO/ODO before
you file and fly to a closed airport!
Ensure you have:
1. Fuel Packet
2. Appropriate VFR publications for route of flight
3. NATOPS
4. Flight Plan/Weather Brief/Flight Logs
5. Checked NOTAMS (PPR number, if required)
6. Received FDO/ODO Brief
7. Wallet/ID Card
Aircraft issue
Ensure your aircraft has no downing discrepancies against the transponder or numerous repeat
gripes against the UHF radio. If so, advise the FDO/ODO, and another aircraft will be issued.
These items are important to you in the event an actual emergency occurs. The SNA PIC will
sign for the aircraft. Whoever is functioning as the PIC shall sit in the right seat, start the
aircraft, take off, and land.
Preflight
If you are unsure of any discrepancy on preflight, ASK! Ask a nearby IP, use the “T” to call a
troubleshooter, or call your FDO/ODO desk.
2-2 DAY NAVIGATION STAGE

NAVIGATION, ADVANCED PHASE, TH-57 CHANGE 1 CHAPTER TWO
Prior to Takeoff
Call out with the FDO/ODO on squadron common and if applicable, call WHITING METRO,
and extend your DD 175-1 VOID time if your actual takeoff time will be greater than 30 minutes
after your proposed takeoff time. As a matter of courtesy, have your weather brief number
readily available.
Turn your position lights STEADY BRIGHT and inform ground of your intention to taxi by
saying, “South Whiting Ground, (call sign), solo, taxi, VFR, (destination).”
Weather Criteria
DAY NAVIGATION SOLO weather criteria is 1500/3. This applies to your departure field,
en route, and destination forecast. If the weather forecaster suggests an alternate to you, advise
the FDO/ODO immediately. If your en route weather deteriorates below 1500/3 because of an
isolated thundershower or smoke, you may circumnavigate that area and continue on course;
however, at no time will you lose basic VFR minimums of 1000/3. If you are unable to remain
1500/3 continuously or circumnavigate isolated weather, return to the last airport from which
you took off. Advise FSS of your intentions so that they may inform your destination of your
decision to turn around. Under no circumstances will you operate the aircraft below 1000/3
(VFR minimums). Special VFR minimums with which you are familiar only pertain to the
Whiting Field Control Zone.
En route Procedures
Monitor squadron common within 40 miles of home field if not already assigned a frequency on
UHF. If you are going to TYNDALL via the beach, this will not apply since you will be under
radar contact/positive control by Eglin approach. At other times, monitor FSS.
If you are transiting along the beach, do not fly or be vectored more than ½ mile (autorotative
glide distance) from the beach. When transiting over open areas of water, always pick the
shortest distance from land mass to land mass.
At no time will you descend below 1000 feet (unless under positive control or preparing to land).
Do not flat hat! “Flat Hatting” is flying at low altitude and/or a high rate of speed for thrill
purposes. Remember, when dealing with controllers, tell them who you are, where you are, and
what your intentions are. If you do not understand something you are told, ASK for clarification.
En route Emergency Procedures
During the NATOPS brief with your co-pilot, clearly delineate the duties each of you will
perform in the event of an actual emergency. A vast majority of the actual emergencies
encountered by DAY NAVIGATION SOLO SNAs are single instrument indications or caution
lights.

WARNING
Do not enter an autorotation for a single instrument indication or

caution light. Ensure the twist grip is in the full open position
throughout the entire approach.
Listed below are the duties the pilot/copilot perform:
1. Pilot duties:
a. First and foremost – Aviate! Fly the aircraft.
b. Advise copilot of your intentions (degree of urgency in landing and choice of landing
site).
c. Communicate!
Communicate with your copilot. Plan the final approach into the wind whenever
practical. If landing near populated areas, be especially vigilant for power lines or
telephone lines on final.
2. Copilot Duties:
a. Switch UHF to GUARD XMIT.
b. Squawk 7700.
c. Broadcast appropriate emergency call.
d. Perform LANDING CHECKLIST.
e. Assist pilot as requested and ensure NATOPS procedures are followed/performed.
3. In the event an actual emergency occurs, regardless of where you are on your route of
flight, switch to GUARD XMIT on the UHF, squawk 7700, and declare an emergency (RADAR
environment), or MAYDAY (non-RADAR environment), (CALL SIGN), (position), (intentions
and nature of emergency), will report safe on deck.” For example:
“[Controlling Agency], (CALL SIGN) is declaring an emergency, 2 miles north of Barin

Field, landing with an engine chip light, will report safe on deck.”
Listen for interrogations by ground stations or other aircraft and answer their questions, time
permitting.
Perform a LANDING CHECKLIST and specifically note the position of the TWIST GRIP.

NAVIGATION, ADVANCED PHASE, TH-57 CHANGE 1 CHAPTER TWO
If the emergency is other than a single instrument indication or caution light, utilize the
NATOPS CHECKLIST and review the procedures with the pilot. Ensure they are done
correctly.
4. After the rotors have come to a complete stop:
Exit the aircraft and turn the blade clockwise for two complete revolutions. Tie down the blade
and perform a post flight inspection. Disconnect the battery and install the engine inlet/exhaust
covers. Leave one person with the aircraft, while the other goes to contact the squadron by
telephone.
This discussion cannot cover every possible emergency situation, and as such, LOST
COMMUNICATIONS or LAND AS SOON AS PRACTICABLE emergencies are left up to the
pilot's headwork and common sense.
At Destination
Before landing, ensure you know the wind direction. Do not let the transient line personnel
land you more than 45º out of the wind line or taxi you too close to an obstacle or other
aircraft. After shutdown, perform a good post-flight, turn the blade two times clockwise, tie
down the rotor blade, and secure all your panels, windows, and doors.
Refueling
Ensure you get your credit card back and a copy of the receipt marked “CUSTOMER.” Note to
see if blocks 25 - 29 have been filled in with the “approximate” amount of fuel you expected to
receive. Visually check your fuel level and ensure the cap is secure. Complete the summary sheet
included in each fuel packet after returning to NAS Whiting Field.
Ground Time
Plan for one hour. Close out your flight plan and ensure your return leg is filed. Check with
weather to ensure your return leg is still >1500/3. No DD 175-1 is required.
 Maintenance. If your aircraft requires fluid servicing, ask the transient personnel to
provide the fluids IAW the NATOPS. Consult your NATOPS for NATO compatible
numbers if required.
a. MIL-L-7808 may not be mixed with MIL-L-23699. MIL-H-5606 may be mixed

with MIL-H-83282A if it is the only hydraulic fluid available. Be sure to call the
FDO/ODO prior to adding an oil/fluid, which is not MIL-L-23699 or MIL-H-
83282A.
b. If any other problems are encountered, call the FDO/ODO from BASE
OPERATIONS.

Preparing for Start
Ensure the grounding wire has been removed from your aircraft. Ensure all your panels are
closed and servicing caps secured. The transient personnel will not do a walk around
inspection of your aircraft!
Upon Return
Log your NAVFLIR in maintenance control, dividing the flight time as necessary between first
pilot time and copilot time. Return all items you checked out. If you encountered any unusual
circumstances during the flight, please debrief them with the FDO/ODO.
Restrictions
Solo SNAs are specifically prohibited from performing running landings, full autorotation,
simulated engine failures, boost-off flight, simulated tail rotor malfunctions, 180º autorotations,
no-hover landings, simulated emergencies, maximum load takeoffs, and the carrying of
passengers.

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NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-428 (New 02-21)

FLIGHT TRAINING INSTRUCTION

CNATRA P-428 CH-1

CNATRA P-428 (NEW 02-21) CHANGE TRANSMITTAL 1

Subj: FLIGHT TRAINING INSTRUCTION, NAVIGATION ADVANCED PHASE, TH-57

1. Purpose. To publish Change 1 to the basic publication.

b. Record Change 1 on the Summary of Changes page.

Releasability and distribution:

NAVIGATION ADVANCED PHASE

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 50 CONSISTING OF THE FOLLOWING:

Page No. Change no. Page No. Change No.

INTERIM CHANGE SUMMARY

The following Changes have been previously incorporated in this manual:

The following interim Changes have been incorporated in this Change/Revision:

Change recommendations to this publication may be submitted by anyone to the Commander,

LIST OF EFFECTIVE PAGES .................................................................................................. iv

CHAPTER ONE - HELICOPTER LOW LEVEL NAVIGATION...................................... 1-1

CHAPTER TWO - DAY NAVIGATION STAGE ................................................................. 2-1

Figure 1-1 LZ Diagram Considerations ........................................................................... 1-10

Dead Reckoning: A method of calculating one's current position by using a previously

Joint Operations Graphic (JOG): The Joint Operations Graphic-Air (JOG-A) is an

HELICOPTER LOW LEVEL NAVIGATION 1-1

Pilotage: is a method of determining a position over the ground using map-to-ground

101. CONDUCT OF MISSION PROCEDURES

3. Execution - mission commander’s plan in action.

4. De-Brief - Analysis of the successes/failures of the previous 3 phases.

102. MISSION PLANNING PROCEDURES

1-2 HELICOPTER LOW LEVEL NAVIGATION

Terminal Area/Objective Area

 E – Egress / Obstacles. Include egress direction and obstacles. Egress may be a

 P – Power Available / Power Required. Power available as calculated from the

HELICOPTER LOW LEVEL NAVIGATION 1-3

1-4 HELICOPTER LOW LEVEL NAVIGATION

Fuel Planning and Computation

HELICOPTER LOW LEVEL NAVIGATION 1-5

No-Go criteria will not apply to TW-5 aircraft.

Maps and Chart Study

Map Changeover Point (MCP)

1-6 HELICOPTER LOW LEVEL NAVIGATION

 Topography such as terrain elevation.

 Hydrography to include lakes, rivers, etc.

103. MISSION PRODUCTS

Mission Smart Packs

HELICOPTER LOW LEVEL NAVIGATION 1-7

Student “smart packs” shall include:

 Cover sheet that includes, at a minimum: aircraft assignments, power calculations,

 LZ diagram for where you will be conducting DLAs.

The route card shall be printed utilizing the MAWTS #1/NVG

Landing Zone Diagram

1-8 HELICOPTER LOW LEVEL NAVIGATION

Metric to Consider Reasoning

Enables quick identification and confirmation

Gives the crew an idea of scale and potentially

This standard reference allows the crew to

Address whether or not the flight can expect a

Firm packed soil, blowing sand, snow, etc.

“We will be in aircraft__ on spot_.”