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2.24. Endurance. Endurance is the length of time an aircraft can remain airborne, not including
minimum required fuel. Endurance can be computed by taking the last plotted fuel reading and following
a line parallel to the fuel remaining lines in the direction of increasing time remaining until intercepting
the minimum line. This point and its corresponding time remaining represent the endurance at the time
of the fuel reading that is being used. Endurance is critical in making in-flight diversion decisions.
AFPAM11-216 1 MARCH 2001 81
Section 2G—Route Study
2.25. Mission Planning. During mission planning, crewmembers should conduct a route study. For the
navigator, a route study encompasses three phases of flight—takeoff and climb, cruise, and approach and
landing. The following paragraphs discuss these three areas in general terms as specific weapon systems,
and missions will most often differ in their objectives and parameters.
2.26. Takeoff and Climb. Before completing pre-flight planning you should be familiar with the
departure procedure filed. Check the NAVAIDs, such as tactical air navigation (TACAN), VHF
omnidirectional range (VOR) and automatic direction finder (ADF) to be used on the departure
procedure. Note magnetic headings, radials, or bearings and altitude restrictions. AFMAN 11-217,
Volumes 1 and 2, Instrument Flight Procedures, discuss as how to accurately monitor instrument
departures.
2.26.1. Duties. During takeoff and climb, the navigator's duties include monitoring the departure
procedure, copying clearances, and ensuring applicable altitude restrictions and terrain clearance are
maintained.
2.26.2. Estimated Times of Arrival (ETA). During climb-out, controlling authorities may request
ETAs, and generally it's the navigator's duty to compute these ETAs. Use the best source of groundspeed
to compute ETAs. As a backup, you can use the INS, flight-planned GS, or TACAN distance measuring
equipment (DME) change for groundspeed. When a controlled time of arrival is required, the navigator
should compute an indicated airspeed (IAS) or true airspeed (TAS) for the pilot to maintain when
approaching cruise altitude.
Section 2H— Cruise
2.27. Navigator's Duties. While the primary duty is to monitor and direct the progress of the aircraft,
the navigator must meet many associated requirements, such as completing the log, filling out forms,
working controlled ETAs, and analyzing the information received from the navigation equipment.
2.28. Log. The navigator's log is usually the only record of the aircraft's actual position at any given time
during the flight. For this reason, it must be accurate and complete. Log procedures vary between
organizations; however, the basic log requirements and purpose remain the same—to keep an accurate
record of data for the navigator's reference and debriefing purposes and to serve as a worksheet for the
navigator. Generally, required items for log entry are all information necessary to reconstruct the
mission.
2.29. Celestial Precomps. Like logs, celestial precomp forms also vary between organizations. Like the
log, the computational format may vary; however, the celestial computations themselves are essentially
the same.
Section 2I— Approach and Landing
2.30. Standard Approaches. The descent portion of the flight is similar to the climb portion. Instrument
approach plates are established for almost all airfields of any significance in the world. The published
approaches are normally flight-checked for safety of flight; if not, they are appropriately annotated. The
82 AFPAM11-216 1 MARCH 2001
navigator must make certain that the route affords adequate terrain clearance given by the approach
control. Because of congested air traffic, approaches must be followed precisely. The navigator should
monitor the aircraft position and altitude during descent and advise the pilot of any deviations. AFMAN
11-217 discusses how to accurately monitor instrument approaches.
2.31. Airborne Radar Approach (ARA). Another type of approach to the terminal airfield is the
airborne radar approach. The ARA is an alternate procedure used when the other approaches are not
available. During an ARA, the navigator provides all directions and altitudes to the pilot. ARA letdown
plates are published for some airfields, and when one is not available, the navigator can construct one. A
typical ARA approach is shown in Figure 2.8. Compute the absolute altitude above field elevation for
each 1-mile increment from touchdown point on final approach, using the rate of descent and the final
approach speed for the aircraft being flown. Add the field elevation to each of the altitudes to compute
the correct indicated altitude for the pilot to fly.
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