F4101

=Combat Cruise=

Description
 * Combat Cruise is designed to allow maximum flexibility, maneuverability, and time on station while retaining control and flight discipline. Fuel conservation is accomplished through use of radius of turn vice power adjustments to maintain position.
 * Combat cruise allows Wing to fly anywhere on an arc from ten degrees forward of abeam on the left to ten degrees forward of abeam on the right. The optimum position is on the 45 degree bearing with four to five rotor diameters of lateral separation and level with Lead.
 * During turns, Wing will maintain longitudinal clearance on Lead utilizing radius of turn. Upon rollout, wing will maintain optimum position to support Lead.
 * Prolonged flight in the area within 30 degrees of the tail of Lead should be avoided.

Good CRM will enhance proper anticipation, and use of turns by Wing to remain in a safe and proper position, PNAC calls turns in anticipation.

During Section Low-Level Navigation, the wing aircraft is not only responsible to remain in position and support lead, but also to provide a backup for route navigation and aid in clearing the flight of any potential threats or hazards.

Procedures

PAC of the wing aircraft is responsible to maneuver the aircraft in such a manner as to best support lead. this is done by applying the radius of turn and cruise turn principles learned earlier in training. PNAC of the wing aircraft is responsible for secondary navigation for the section. Additionally, the PNAC should provide the flying pilot with those items of critical information necessary for mission success. In the training arena, this would include informaiton which would allow the flying pilot to successfully maneuver about Lead's axis, always remaining in a supporting position. This information may include: Checkpoint Identification, Direction and severity of the next turn allowing the flying pilot to anticipate the actions necessary to remain in a good supporting position. Rollout information provided as a clock code allowing the flying pilot to maintain an external scan during high AOB turns.

=Effects of Adverse Weather on Mission Planning= Ceiling and visibility are the two aspects of adverse weather that most affect us.
 * Will determine if a flight can be conducted
 * Adequate visibility required for takeoff, enroute, and in area.
 * During flight, must maintain visual reference with the ground to avoid obstacles.
 * If vis is reduced, A/S may be decreased to provide added response time.

(Inst and Nav FTI Ch.1) Ceiling and Visibility are the two aspects of adverse weather that most affect the ability of the pilot to conduct terrain flight. Low ceilings and reduced visibility can be assets when flying in a threat environment since the reduce detection.

Visibility is the primary limiting factor that will determine whether the flight can be conducted. Adequate visibility is required on takeoff, en-route, and in the area. During the course of the flight, the most important considerations are maintaining both visual reference with the ground and airspeed sufficient to avoid obstacles. Anytime visibility is reduced, airspeed may be decreased to provide the added response time required to avoid obstacles. =JOGAIR preparation= Nothing new here. Just make sure you remember to bring the damned thing.

=Inadvertent IMC at low level= Nothing new here, either. Details of how you'll handle it will be fairly situation-specific, but generally holding with the "climb to cope and turn away from known obstacles" like you briefed in LL's is a good start. Also remember that if you are Lead, you can call out base headings/altitudes that aren't what you are flying, but what you're going to be flying, if they make more sense. Eg, if you're along the powerlines inbound to Harold, you probably don't want to continue trucking ~270 at 700', but maybe want to turn and use 330 and 1300' as base heading/alt to ensure you stay clear of Hwy-90 and towers.

=Checkpoint selection criteria= Same as in Low Levels: pick CPs that you can identify easily both on the map and on the ground. While not directly applicable to this flight, note that CP selection may change depending on expected environmental conditions and time of day, so if you're planning a route with an unknown execution time, ensure you select CPs that you can locate during the day and at night.