ENGLISH-LANGUAGE SOVIET MANUAL ENTITLED AIRFORCES, AIR NAVIGATION MANUAL

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A069900010001-5
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 107
• Document Creation Date: December 27, 2016
• Document Release Date: February 15, 2013
• Sequence Number: 1
• Publication Date: October 22, 1963
• Content Type: REPORT

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*MSS
6ENTRAL INTELLI4NCE AGENCY
-*his material contains Information affecting the National Defense of the Uniteil States within the met
18, U.S.C. Sees. 799 and 794, the tiunsmission or revelation of which in any manner to an unauthor
S-E-C-R-E-T
NO FOREIGN DISSEM
COUNTRY USSR
REPORT
SUBJECT
English-Language Soviet Manual
DATE DISTR.
October
1963
Entitled Air Forces, Air
Navigation Manual
NO. PAGES 1
REFERENCES
DATE OF
INFO.
PLACE &
DATE ACO
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THIS IS I INFVAI I !ATM) INFORMATION SCHIRCF (-Demure ADP ncriumve ADBDAICAI r etniveki? an
93-page, English-language Soviet
manual entitled Air Forces Air Navigation Manual
The manual includes a description of/the organization of
the air navigation service, the.riklits?and duties of personnel,
navigation training and flight rules-, and the technique of 50X1-HUM
navigating in aircraft combat operations.
2. The. manual serves as:a guide for all flight personnel of
squadrons, units and large units.,..._as_well as air headquarters,
departments, institutions, and Air Force schools.
5
4
3
2
1
Distribution of Attachment (for Retention):
Air: I
1?Air/FTD:
1 copy
2 copies
, SAC: 1 copy
DIA. 1 cony
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NO FOREIGN DISSEM
STATE I DIA ARMY INAW I AM
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(
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GROUP I
Excluded from owornotic
dowegratUng end
declessiGccalen
I NSA
NIC I OCR
AIR/FTD , SAC
(Note: Field distribution Indicated by "#".)
3-
2
1
,
NFORMATION REPORT INFORMATION REPORT
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?AIR FORCES
AIR NAVIGATION. 'MANUAL .
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The Air Forces Air Navigation Manual describes:
the organization of air navigation service, the rights and
*dirties of personnel, navigation training and flight rules,
the technique of navigation service in aircraft combat operati-
ions.
This manual should serve as a guide for the entire
flight personnel of squadrons, units and large units, as
well as air headquarters, departments, institutions, and
Air Force Schools.
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68010 1
Excluded Iron afftsottle *
downer:Wag uud '
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Chapter I 50X1-HUM
GENERAL
I. The Air Forces Navigation Service deals with problems
'concerning operational use of navigational and bombing equip-
ment, its object being to ensure precise navigation and preci-
sion bombing;
2. The principal tasks of navigation service comprise:
- achievement of maximum accuracy in route-flying;
- attainment of the highest precision in pinpoimt navigat-
ion with regard to time and place of approach to targets/On
ground sea or in air/ and homing to the designated aerodrome
of arrival. .
-attainment of the best marksmanship in bomb or load-dropp-
ing on various targets.
3. Successful solution of these problems is reached by:
- systematic training of navigators /pilots/ in using
the navigating and bombing equipment on ground and in flight,
at different times of day and night, at various altitudes,
under favourable or heavy weather conditions;
- constant improvement of theoretical knowledge by fliglle
personnel;
- precise coordination of navigation Service with other
services engaged in organizing and servicing fliphts.
. 4. The commanders of large Air force units and air units'
and squadrons bear full responsibility for the condition /And
constant perfectionlof the navigation service and its alert-
ness for the fulfillment of flight operations. :
This responsibility imposes upon the
following obligations:
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- to carry on systematie control and guidance of the 50X1-HUM
service activities of subordinate navigators;
- to stimulate the participation of navigators in working
out tactical operation problems, air training schqmes and
programmes;
- to control the navigation training, and navigational
flight preparations of flight personnel of. large 'air force'
units, air units, and squadrons.
5. Navigators, air units and large air units bear
personal responsibility for the prober and thorough navigat-;1
ional training of flight personnel and for the standard of
navigation service.
6. Theeentire flight personnel of the squadrons air
units and large air force units is duty-bound to obey all
navigational orders issued by the navigation officers of the
given squadron or unit..
11
7. Appointments and transfers of navigator personnel
, 1 are effected in accordance with the general rules and are
subject to the approval of the higher navigation officer.
8. The servicing personnel are responsible far the
timely preparation, maintenance and service of aireraft
navigational and bombing equipment, the navigators of squa-
drons air units and large air force units being responsible
for its proper operation and operational, use.
9. The supply of air maps and official printed matter
to flying crews, air units and large air fOrce unite is
placed in the charge of navigational. officers., . 50X1-HUM
. IC). Distribution of navigator's 'eouisment and instru-
ments is the duty of air service comman
orders issued thereto by the respective
navigational officers.
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Cha Eter
OFFICERS' DUTIES
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II. To the Air Force Navigation Service belong officerd
in the rank of military navigators or pilots.
12. A navigation officer is assigned as member of 1
flying crew on every aircraft which provides seat for a
navigator,
On eingle-seater aircraft the pilot combines his own
duties with the duties of navigator.
13. In every branch of aviation a navigation officer
is appointed to all services, squadrons or other units, na-
mely, there is squadron navigation officer, an air unit
navigation officer, or a large air ?unit navigation officer
4
/senior navigation officer/.
14. In large air force unit headquarters Incorporating
target director posts, navigators are appointed to each
of these stations.
15. Navigational support of flights on route airfields
is the duty of garrison navigators, appointed from among the
1
air unit or large air force unit stationed at the given !
aerodrome.
The appointment follows an order issued at -ei's 1garrie.
son and .the navigator'is, as a rule, chosen from the !Aqua
or unit, whose commander is appointed as garrison commander
The garrison navigation officer combines these duties
with those arising out of his principal occupation.
.16. Instructor-navigators are appointed at all lAl-pr;
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air force units and institutions for the purposes of teach-
ing and introducing new methods of air nevi
ing, inspector-navigators being appointed t
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condition of navigation service. 50X1-HUM
i
17. Air navigators of all classes, their first officers i
I
and assistants, as ;well as the target director post navigator,
inspectors and instructors, enjoy the same rights as the
Air Force flight personnel.
IS. Pilots and navigators of the Air Forces, regardless
of office, should systematically perfect their knowledge of '
the theory and practice of air navigation and bombing.
They should keep aircraft navigational equipment and bombing
armament in constant ready use, 'maintain the individual
navigator's eqaipment and air maps in excelient Condition
and be thoroughly acquainted with the flight area; its geo-
graphy and climate.
19. Air navigators and pilots of all air forte branches
should be:
- perfectly familiar with the navigation equipmentiand
bombing armament of theirlaircraft4 and be ableto operate .
f
them intelligently during flights, so as to attain pinpoint
i
preeision in solving flight problems;
as thoroughly and completely prepared for the fulfilment
of every flight regardlese of its nature and repetition; .
- navigate the aircraft exactly in accordance with the
prescribed itinerary;
- ready to hit targets\precisely and efficiently at the. ',-
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fixed time;
- able to make rapid and exact navigation and bombing-
computations and apply all available methods of naviwatinn
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and bombing in flight;
- able to regain lost contact in the fligh
- able to assess meteorological conditions
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T informed at any moment about the fuel supply, and the .
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time of flight until landing;
- able to maintain the navigation equipment and
bombing
armament of their aircraft in constant ready use.
20. When flying with an air navigator onboard, the
pilot is duty bound to
-.strictly observe the flight conditions prescribed by.
the navigator /course, speed, altitude/, making no changes
without informing the latter, excepting such cases, when
there is an obvious threat to the safety of the crew and air-
craft;
ion/ ;
- know the approximate aircraft location /keep orientat-
- know the supply of fuel and lubricants, and the flight
time until landing;
- just as the air navigator, carefully plan the flight
from the point of view of navigation.
21. The navigation officer ef an air pquadron is in
direct subordination of its commander and acts as his assis-
tant in matters offlight navigation training and alertness.
The duties of the navigation officer are:
- to get the squadron ready for flight insofar as
navigation is concerned;
- to participate in operational flight and training
formation flights, as a member of the squadron leader's crew; .
- to make the navigating computations required for the '
successful accomplishment of the flight;
- to participate in drawing up training time-tables
and individual flight plans;
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- to instruct the flight personnel of the squadron'in 0X1-HUM
methods of air navigation and bombingti
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-keep records and control the proficiency of every pilot and
navigator in these subjects;
- to supervise the condition and timely inspection
of aircraft navigation equipment and .bombing armament, and
at least once every month check them-on every aircraft: of
the squadron, as well as the air navigation and special maps
and navigation equipment of the entire flight personnel;
- to see to the accuracy of squadron aircraft clocks
before take off.
22. The air unit navigator 1.6 directly subordinate
to the air unit commander and acts as his .assistant in
matters. of navigational preparation.
His duties are:
to supervise the navigation service of the air
unit;
to make the necessary navigation computations,
request the provision of ground navigation facilities and
necessary weather information and to the fulfilment of
his. request; to participate in drawing up orders, air train-
ing schemes and programmes, as well as time tables;
- to prepare the air unit for operation from the point
of view of navigation, as well as for point-to-point operat-
ion,and training flights and to check the navigational read-
iness of flight personnel and equipment; take part in pre+
paring and performing of air drills;
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- to participate personally, as member of the loading
crew, in operational flights, runiiand
the air unit:
- to Check .he efficiency of ai
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ing during combat and training operations, analyse the errors! 1
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of air navigation and bombing, prepare the necessary data
for flight analysis and to conduct critical analysis of these
data from the point of view of air navigation;
- to indoctrinate squadron commanders and navigators
in the art of navigation and bombing, as well as to check
and keep record of their individual proficiency in these sub:-
Aects, to keep note of and be familiar with the navigational
skill of every crew member of his unit and accordingly repo
to his commander and superior navigation officer his opinion
regarding the necessary transfers of navigators, their
? merits and faults;
- to teach squadron navigators the proper methods
of instructing the flight personnel in the art of navigation
and bombing; to check the quality of lessons conducted by .
squadron navigators, and, if necessary, instruct the latter
in training methods at special lessons; to participate. in
drawing up schedules of exercises and to keep accounts;
- to provide the air unit with topographical.maps,
literature, reference data and navigator's forms;
- to look after the supply of navigation equipment,
check the condition? of aircraft navigation equipment and
bombing armament, personnaly inspecting at least once a mont
the condition of navigation equipment and bombing armament
of sqaudron commander's planes and of other unit planes,
chosen at random for such inspection;
- to investigate personally all cases of loss of
contact and faulty bombing, and immediately report them tc
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the superior navigation officer; to t
such occurences;
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- to bear responsibility for the equipment of air
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navigation and bombing classes;
- to check systeMatically the movement And readings
Sr timers, aircraft clocks and watches.
23. The senior /chief/ Navigation Officer of a large
air force unit is directly subordinate to the commlender of
iuch la unit and acts as his assistant in matters of navigatio?
nal preparation.
His duties are:
- to supervise the air navigation service of air units
,J
dnd .,quadrons;
to 'organize the application of ground navigation faci
litieb by the flight personnel and to control their o;eration4
!- to make the necessary navigation estimates and report,
them to the air unit commander;
to prepare the aviation units for combat missions
and. drill flights from the point of view,of naVigati!on, and'
1
to control their operation;
- to participate porsenally in flights, runs .and'aets
training flights, acting as the leader of anaircraftfr.fort0-
, .
?
iV; -.7--
ion'and for purposes of Control; ?
' to participate in drawing up combat tralniaeOrdelis,
and programmes,
to control their fulfilment in:lir =net
I ?
dnd squadrons,' to take part in preparing and'organiziag air
drills and tactiCals;
- to train personally the commanders and navigptora
of air units for air navigation And bombing; to control
and keep record of every air unit commander's and navigator
progress in navigation training; I 50X1-HUM
- to conduct systematic methodol
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and model lessons with air unit and squadron navigators; II
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to bring to the knowledge of air units and explain
to them the significance of instructions issued by superior
navigation officers on problems of navigating and bombing;
if necessary, uo supplement these instructions with his own
directions;
- to study and keep records of aircraft unit and squa-
dron navigator's professional skill;
- to keep records of navigational and bombing training
of air units and souadrons and submit timely returns of the
required format;
- to inVestigate personally all cases of lost contacts,
and bombing amiss; to report the conclusions regarding the
causes of these occurences'and the measures necessary for
their elimination to the commander and to the higher navigat-
ion officer;
- to supply the air units and large air force unit
staffs with topographic maps, manuals and reference books on
navigation and bombing;
-to look after provision and 'condition of naVigator's
equipment by at least bi-monthly personal thecks Of navigat-
ion equipment and bombing armamenb on air unit and squadron
commanders aircraft, as well as some other planes, chosen at
random in each air squadron;
- to be respenSible for the equipment of air navigation
and bombing training classes at the large air force unit .
staff and to control the state of. such classes in air units,
240 The air navigator of target director post is
subordinate to the post commander and acts
officer of'the shift of a combat team.
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His duties arc:
-; to supervise the work of target plotters;.
- to determine navigational data on target travel
1 an1 through the intercept officer direct aircraft to objecti
ver;
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1
director post;
?
7 to'look after correct tilde reading at the targe
- by. means of radar facilities, follow the flights of
air unit (large unit). planes on the prescribed itinerary;
plot the tracks of the planes and iudicate. the time that it
took;'
i upon receipt of special signals for the plane, make
the nedessary computations and inform the aircraft formation
commander, through the liaison set, of his flight position
and give him the aerodrome approach data;.
- to have on hand different variants of time computat-
ions prepared in advance, giving the hest fighter climbing
courses in the direction of the most likely enemy appearance, 4
and charts (tables) of computations for intercepting, encountj
ering.enemy planes;
^ to be governed in all other matters by the rules
concernink target detector posts in large forte units.
25u Subordination and :functional duties of instructor
and inspector navigators are governed by special instructionnl
concerning institutions and organizations with application
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to individual office ranks. ?
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Chapter
Im?
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ORGANIZATION OF NAVIGATIONAL SERVICE
26. The basic prinCiple underlying the organization
of navigation service in all force branches is maintaining
the air units in constant. readiness for flight operation
and reducing to minimum the volume of work and time needed
for the preparation of each flight.
The Solution of this task is attained by:
everyday persistent navigation drills of the flight
personnel;
- careful maintenance and Skillful preParation of
flight maps; ,
- filling in air situation maps;
- constant study of the combat area (flight operation
area);
-,intelligent maintenance and timely preparation of
the navigation equipment and bombing armament of the aircraf
. keeping the navigation equipment completely ready fo
- daily contkol of accurate timing;
- skillful application of ground facilities for natl..
gation and bombing;
- organizing constant ground navigation 'control of
flight performance;
- organizing post-flight navigation control, recording
i .
accumulated experience and keeping accounts.
use;
Flirlht Personnel Navigation Trnininsz
27. Excellent navigation training
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nel constitutes one of thc main conditions ensuring success-
ful accomplishment of flight oper-xtions. 50X1-HUM
. 28. F114;ht personnel navigation training is carried
oft on the basis of the general training programme of each
air unit (large air foree unit).
29. Navigation training is chiefly based on systematic
drills.
Training points for navigators:
- rapid and precise flight computation and flight map
preparation;
- various methods of determining navigational ele(entz
and the positiOn fix in flight:
- rapid regaining of cruise control by all possible
?
Meaab;
- prciaion bombing by various mehods.
For pilots:
- rapid and exact flight map preparation and flight _.
planning;
- cruise control by various means, while flying over
different localities and at different altitudes;
- exact maintenance of the course, speed and altitude
of flight, and the ability to make the necessary corrections
in.flight;
-developing capacities for mental navigational computa-
tion and estimation. by sight:
- regaining of cruise contra;
- precioion bombing ensured by Various methods.
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For both pilot and navigator
- thorough and skillful applica
and bombing aids.
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30. The navigational Skill of flight personn-1 shoUld
be-checked: 50X1-HUM
- upon arrivai,at a new duty station;
- after prolonged intervals between flights lover three
months).
The checking should be made by:
the air' squadron commander or navigation=efficer,
when it concerns private flight personnel;
the air unit commander or navigation officer, when
it concerns air squadron commanders or navigation officers;
the commander of a large air force unit or the senio
navigation officer of that unit, when it concerns air unit
commanders or navigation officers.
? ' Air unit commanders end navigation officers should car
4.
out random inspections of private flight personnel,
Inspections should be made as to:
.- knowledge of this Manual;
. knowledge of the combat area (flight operation area);
- knowledge of. air navigational and Dont:ring aids;
? - the theory anu practice of air navigation and -
oomoing as applied to the given air force branch-ana in con-
formity to the training programme.
The results Of an inspection and evaluations should oe
entered into the individual flight records file and pUblishe
'in an order of the day.
Storage and Preparation of Plight Charts
31. Every air unitishould possess the
of flight maps depicting the terrain al
directions of flight.
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necessary supply
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The supply of charts is drawn up directly after arrival
at a new base area or at a new combat area. 50X1-HUM
32, Every flying crew (pilot, navigator) should have
a ready for use set of flying area maps. ?
/he map set (its scale and radius of flight of the
day operatibn area) is specified by a large air force unit
order issued to that effect and depends upon the 'particular
aviation branches it is to serve.
33. The preparation of regional flight maps includes:
- the selection and pasting together of the flight
chart sheets of the given region;
- plotting of the state boundary or front line;
- plotting of the plain symbols marking the ground air
navigation aids;
- convenient folding of charts to fit the chart case:
- the necessary marking for the usq of radio and .
celeStial navigation aids.
When the area is large and the' large scale map is
too big for convenient handling, maps may be made in Sections
,overlapping certain parte, of the region.
Plotting of maps for the use of radio and celestial
:navigation aids, is carried out on' the baSis of an order .
issued by the senior navigation officer depending upon the
aids at his disposal.
34. A sealed package of the flight maps should be
constantly kept on board the plane in a special zit:picot:part-
ment.
All other maps are kept at the air unit staff. It is
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prohibited to keep maps on aircraft,
places, where their security cannot be
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35. In arranging for the storage of charts, it is
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neceseary to, provide for the timely combat alertness of air
Li
squadrons, air units and'large air force units. The 15rder
of releasing charts to the personnel is estatilished bytthe
order of'the day. ?
Flying Situation Map
36. The flying situation map serves for reference
and navigational computation during preflight preparation
and for the personnel'to:. study the flying situation.
37.. The flying situation maps: showing the tactical
situation are plotted by the navigation officers of indivi-
dual units and serve as their staff working charts.
38. The flying situation map is plotted to cover the
entire possible flight operation area, ,depending upon the
radius of operation' of the planes and upon the main flight
'direction.
39. The flying isituation map should have the following
plotted and colOuredion it:
state boundary, frontal restricted area or front,
line;
- main Check points in the flight operation. area;
- main altitude points of the area;
aerodromes and landing grounds;
- restricted areas, entrance and erit corridors to
zones with special flight conditiona;
- =Sae tic declination and areas
- ground air natrimation aids,
The flying Situation map is suppleme
light diagram, calculated for the light
every month at the given locanty (see ap
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Apart from the above, with a 7 ew o ?a
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flight computation, the flying situation map may contwas
other data needed by the navigation officer.
Study of the Combat Area (Flight Operation Area)
40. The combat area (area of flight operation)
should be studied by the flight personnel under guidance
of the air squadron (air Unit) navigation officer, and
independently by using maim of various scales, as well as
diagrams, (air pilots), aerographic descriptionsi.flying
situation maps and photographs of characteristic reference
points.
In combat conditions, acquaintance with the area
should, as a rule, end up with ranging of the combat area,
while training exercises usually end up by ranging of the
home aerodrome net.
41. As a result of studying the flight operation are
the flight personnel should know:
am the peculiarities of orientation in the given.
area, the system of. characteristic ground linear, area
and point references with consideration for season, light
and dark hours, and any changes not reflected on the marl
- the distance and flight time up to the base points
- the location of aerodromes and landing grounds and
their fitness for alighting;
- the location, nature and operating procedure of
ground air navigation aids in the flight operation area
of their air unit; the magnetic course and no-wind -"
50X1-HUM
of flight from the nearest radio navig
(FHT) up to home aerodrome;
- restricted areas in the flight
- SEC RFT
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- the state boundary and front line; 50X1-HUM
- disposition of anti-aircraft defence facilities and
the primary enemy targets;
- terrain;
- weather peculiarities of the flight operation area
and local signs of weather changes;
- time of sunrise and, sunset for the forthcoming period
of time;
- magnetic declination and anomalies in the flight
operation area;
- unified operating procedure of regaining lost
orientation established for the given unit by special instru-
ctions;
- diagram for climbing and 'descent through clouds at ,
the hone aerodrome.
In addition to the above, the flight personnel Should
be able to. identify their home aerodrome unmistakingly,
under any weather conditions, from any altitude or direction.
42. The radius of flight operation area (radius of
operation) to be studied by the flight personnel is deter
mined for every air unit by the navigation officer of the larN-
ge air forte unit. ?
Maintenance and Preparation of Aircraft
Navigation Eouipmen and Bombing Armament
430 The aircraft navigation equipment and bombing
armament should always be in good working order.
It is prohibited to fly with incomplete or faulty equipment.
In order to keep the navigation equipment and bombing
armament in comitant readiness for flight,ITrilflaAa;WoirT
for the navigation officers:
vs 4-44 _
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- to carry out preflight, as well as periodic insrect-
'ions and to check the condition and performancic of enuik=eati
? . 50X1-HUM
in flight;
- to check the compasses and aircraft sextants;
- to participate in checking :the sighting and other
navigation equipment and bombing armament.
44, The purpose of inspection is to:
- ensure the presence of the necessary equipment on the
plane and to check its proper operation;
- ensure the presence of the necessary tables (charts;
of corrections and check the date of their tabulation.
All defects and faults revealed during inspection at
the aerodrome or in flight should be reported to the air-
craft technician for elimination and then entered 4n the
plane acceptance and release log. The elimination of de-
fects is checked against this entry in the presence oi Che
aircraft technician.
45. All navigation instruments and bombing,arament
should be checked at least once in two months.
46. Checking of magnetic compasses comprises:
- determination of the compass card lag and settling
time in accordance with the fixed tolerances;
- measures to determine and reduce deviation. ?
Radio compass and direction finder checking consists
in:
- control tuning by listening in to one of the radio
stations, as well as correcting the compass counse angle
of the radio station;
determining radio deviation;
The determination and reduction oragliFticrEM Cdtr4V
4
compass deviation should be made_ in accordance with spu 1
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- - - S C-14
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bUX1-1-IUM
instructions, depending upon the type of plane and compass.
The periods of correction tests are indicated in the
same instructions. .
47. Speed indicators and altimeters should be checked
by the engineer by the instruments provided foi the purpose
.and under supervision of the navigation officer.
Furthermore; the flying crew should be informed about
the value of speed indicator aerodynamic correction, depend-
ing upon the type 'and series of the plane. t,f necessary,
its correctness should be checked in flight.-
48. The checking of the aircraft sextant deterigines.
the value of constant index corrections, the correct level
!
.and lighting. '
49 The results of checking the navigational instrds
ment errors (for compasses, speed indicators and altimeters)
are recorded in correction calei hung Up in'th&unvigatorts ?
and pilots cockpits in piace&convenient for their use.
'The result of'speed indicator and altimeter cheqks
-seetern are registered in the instrument logs.
50. Bathing armament checks should be pada by armament;
personnel with the participation of navigators. Bomb sights,
depending upon their type, should be checked in accordance
with special instructions thereto* the performance of
mechanical and electric bomb releases and bomb racks should
be checked during indiVidual and pattern bombing.
Sight checking consists in inspecting the nound
condition of optics,'computers and the precision of sight
installations on the plane. 50X1-HUM
Mnintenance and ite oration of
Equipment
E _ICE I
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51. The navigation equipment is divided 50X1 - Triw
HUM
the navigator's equipment and that of the pilot.
?
? 52. A navigator's equipment comprises the following
items:
- case for rasps, tools and other accessorkes;
- map scale;
protractor;
- navigator's rule (speed-time-distance computer);
wind drift computer;
navigator's wrist watch (high-grade quality record-
ing chronograph);
- pocket compass;
- table of radio beacon data;
- holders for flight log forms;
- pen knife;
- set of pencils and eraser;
- navigator's reference book;
- star chart;
- tables of dropping angles;
- Air Almanac (astromical data pertaining to air
navigation).
In addition to the above, the navigator may of his own
choice add various tables, reference books, nomogrames and
other accessories necessary for flight computation.
53. The pilot's navigation equipment contains:
- quadrilateral chart case for keeping maps;
50X1-HUM
- map scale;
- protractcr;
- speed-time-distance computer;
I. - navigstor's wrist watch;
SEW/
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- pocket compass;
- set of pencils with an eraser;
50X1-HUM
- pen knife;
a- knee-pad.
54. Every-navigater and pilot should personally see
to the completeness of his navigation equipment. a
55. For the purpose of .making precomputations before
flight and for the convenience of work in flight, it it
advisable for the flight personnel to include :Late the
navigation equipment duplicate copies of navigation inStro-
ment correction chart's for the plane they are flying on.
Precise Time Recordinc
56. Precise and safe flying, as well as the efficiency
of aviation performance as a whole greatly depend upon the
exactness of time recording. ,
Regular clock timing and precise time recording
should be organized in all air units.
57. The duty of time observation rests upon the-
navigators of air units and constitutes part of their daily
.activity,
53. The precise recording and settinE of clocks :4
accomplished by accurate radio time signals transmitted
over broadcasts.
59. In all cases, whenever possible, accurate radio
time signals should be relayed over radio transmitting
*nets, 30 that they may be heard in all service buiidin: and
'dwelling quarters of the unit.
60. When it is not possible to organize Itha I"itn'tZiaje
50X1-HUM
sion of radio time signals, they should be replaced by c.oat
signals given at least twice a day (during
'
and consisting of apreparatory_and.aafli-?1.
xe
;- ? nt;
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otherwise, the transmission of radio signals should be
arranged by telephone.
50X1-HUM
61. In every air unit command post or meteorological
station (MS) there Should he a timer (chronometers), checked
according to the accurate radio time signals twice every
day, Near the timer a log Should be kept into which the
chronometer corrections made and change over a day are
entered.
The titers should be of high quality (with steady
daily rate). They serve to define the necessary corrections
of all other time pieces in the periods between accurate
time signals and to determine the instants of accurate time
sound signaling.
62, Not later than two hours before flight, all
navigators should net their watches according to the timers
or by the correct time signals. The accuracy of corrections
made on navigation watches -Should be +2 seconds.
63, The chronometer correction of aircraft clocks, as
well as watches of the flight personnel should be made
according to timer or accurate time signals at most two '
bouts prior to flight. The difference between aircraft
clocks and the personal watches of the flight personnel
should not exceed half a minute..
64. The sir unit (or air squadron) navigation officer
should avail himself of every flight personnel line-oup
made by the air unit (or air squadron) commander, to check
their personal watches, giving the time signal by his own
checked watch.
Application of Ground Aids to Air Navigation
50X1-HUM
65. Navigation officers of large a.
4 m R
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'by the navigation officer on duty from the Command Post 50X1-HUM
(air-traffic Control point) of the air unit (large air force
unit).
70. The navigation officer on duty at the command
post (air-traffic control point) should have at his disposal
- general survey short, showing the net of related
aerodromes and restricted areas;
- route map for the given day of flight operations;
- large scale map of the aerodrome and the target
ground area with all tones plotted on it;
- map showing the bearings of the radio beacon and the
radio direction finder;
- map showing the disposition of ground air navigation
S.
aids;
- a diagram of climbing and descent through clouds
and over-the-top. join-up procedures for the given aerodrome;
- operation instructions of the target ground and
a. diagram of it;
- instructions concerning the application of ground.
radio-direction finders and radar sets;
- exactly set and checked time-pieces, speed time-
-distance calculator, protractor, wind drift computer, map
scale and pencils;
- command post or air-traffic .control point log,
kept by the navigation officer on duty;
- diagram and instructions for preventing loss of
contact for the Given net of related aerodromes; ?
- a radio receiver for controlling the operation of
50X1-HUNk
uound, air navigation aids.
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? 50X1-HUM
I% is prohibited to begin the flight operations
. ,
without checking the reliability and precision of round
air navigation aids.
kir Weather Service
67. Air weather 'cervice is. provided for the sake of
lensuring precision of air navigation and. in order to proven
the possibility of encountering dangerous weather phenomena
in flight. This i.s attained by:
- proper organisation of weather reconnaissance;
- proper .information of flight personnel about the
meteorological situation and the weather changes;
; - timely :(not later than one hour: before takb off) and
:precise balloon sounding information about the wind velocity;
in the aerodrome area at every .500. d. .Ofi altitude:.
i ? ;
? - timely and exaCti determination oX the wind on. syno-
ptical weather charts for various route !sections.
Ground Navigation Flight Control
68. Ground navigation control of flight operations
is accomplished by:
- organizing reliable radio communication betWeen the
planeland the command post (air-traffic control point) of
the air unit (large air force unit);
? - ground radio direction, finders;
- radar control and identification. system;
- control of aircraft from early waning posts of
Air Defence; 50X1-HUM
- observation by help of special .supervisers sent out
to various points on route.
69. Navigation control of, flight Op
? *el Vier,: 42-
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Av n
A T nWJM
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?
7/. The pre-flight duties of the navigation officer
on duty are: 50X1-HUM
- to receive the briefing from the air unit (large
unit) commander;
- if necessary attend the flight preparation and bps.-
Pings of aircraft personnel;
study the itineraries and flight plans for each
flying crew;
- study the flying :situation in the flying area,
especially the actual meteorological situation and the trend
of weather for the period of flight operations;
- check the operation of ro4uested ground air navi-
gation aids;
- give timely information to the entire flight person-
nel about all changes occuring in the flying situation;
- make all necessary computations and recomputations
of the impending flights on the basis of wind forecasting
and Introduce the necessary corrections in urgent flight
computations.
72. During the period of flight operations, the
navigation officer is in subordination of the flight operat-
ions officer.
By direct wire communication with the liaison set,.
radio-direction finding station, radar post, air defence
early warning posts and ground air navigation aid stations
in the aerodrome area, the navigation officer is dutybound:
- to verify continuously that air unit (large air
force unit) aircraft should fly strictly adhering to
designated routes as to place, time and alti
bOX1-HUM
- plot ion the chart the actual tracks
6 r
NO Mali DisSEW
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by the navigation officer on duty from the Command Post
1 ' ?
(air-traffic Control point) of the air unit (
60)-6_k_if force
unit).
70. The navigation officer on duty at the command
post (air-traffic control point) should have at his disposal
- general survey chart, showing the net of related
aerodromes and restricted areas;
- route map for the given day of flight operations;
- large scale map of the aerodrome and the target
ground area with all zones plotted on it;
- map Showing the bearings of the radio beacon and the
radio direction finder;
- map sh? oving the disposition of ground air navigation'
r aids;
- a diagram of climbing and descent through Clouds
and over-the-top.join-up procedures for the given aerodrome;
- operation instructions of the target ground and,
, a diagram of it;
- instructions concerning the application of ground
radio-directiOn finders and radar sets;
- exactly set and checked time-pieces, speed time-
-distance calculator, protractor, wind drift comPuter, map
scale and pencils;
command post or air-traffic control point log,
kept by the navigation officer on duty;
- diagram and instructions for preventing loss of
contact for the given net of related. aerodromes;
- a radio receiver for controlling the operation of
ground, air navigation aids. 50X1-HUM
? sEcRET
ITO`FOREIbN_DISSE14_)
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spent by the planes, to record estimated and actual data con-1
corning the flight of each plane in its loft
-450X1-HUM
- to verify the work of radio direction.finders, radio;
homing stations and other ground air navigation aids; '
- to see that meteorological information on weather
changes is transmitted to the flying crews;
-to be in readiness for directing flying crew or an
aircraft formation to some other point en route or give
orders to return when the weather threatens flight safety;
-to help a crew or aircraft formation to take the fixed:
?
flight line or to make their Way towards the designated
reference point when the planes sheer;
? assist flying crew or aircraft formation 'in re-
gaining lost orientation or direct them toWards their hone
or the nearest aerodrome (depending uPou the tactical situat-1
ion);
- to be on the alert to direct a crew or group to
some other airfield for landing in case of sudden weather
changes threatening the safety of flight;
- during descent through clouds and in over-the-top
jo4n-4 procedure, to assist the flight operations 'officer
by preIParias data and computations and chocking computations
made by air crews;
7 in the event of loss of contact by a flying crow or
an aircraft forthation to prolong the operation of requested
ground air navigation aids and engage other aids to navigat.:
ion (if they are idle), such a?adio-directiot50X1-HUNA,
radio beacons, and keep them in action until the return and
landing of the flying crew or aircraft formation
measures to inform the flying crews about t
ground navigation aids :IrsEoughtilinto service.
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73. In line of duty the navigation officer on duty
should be guided by special inatructions bat5OX1-HUMIcrete
base conditions of the air unit (large air force unit) on
the specific features of the particular air forces branch
and the nature of the mission on hand.
Post?Flight Navigation Controls Accumulation
of 1...xperieSce and Keeping Accounts.
174. The' air unit (large unit) navigation officer
'should organize in air squadrons (air units) post?flight
control of the quality accomplishment of mission in respect
of navigation and personally carry out this control work.
Post?flight navigational control should pursue the.
following purposes:
? to ascertain whether the flying crew (air squadron)
has approached the target Or seen the object of reconnaiss?
ance in the palce indicated, and thereby Check the authent?
ieity of the report made by the flying ore* (pilot);
? to ascertain whether hitting actually took place
during bombing and determine its effects;
? to reveal the errors and faults in the navigator's '
navigational ancleombing activities, in order to raise the
accuracy of navigation and precision of bombing during sub?
sequent flights; to prevent possible failures to arrive at
a target, bombing amiss or loss of contact; to ascertain the
crew's skill;
? to reveal examples of excellent operation, generalize
the combat (drilling) experience and pass them en for the
benefit of other crews;
? to accumulate documental data f
50X1-HUM
and evaluating the flight operation of
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sua.i.v.suuus 1,1?usv?, 1:11 V-1,r%liVAUWW?
force, units).
50X1-HUM '
75. The principal and most unbiassed mewaat vs post-.
-flight control-is by way of air photography.
Other methods of control may be by:
?
- first-hand observation by the air unit (large unit)
navigation officer (commander) in flight;
- interrogating flying or indiiiidual membcrs of the
same flying crew;
- checking the entries in aircraft logs and the plot-
ting on charts:
checking the computation figures and actual data;
- obtaining inforamtion fropeand?forces about bombing
result; by commissioning representatives to the lend forces
units for this purpose':
- reverse planning of. the route, with'consideration
for recent balloon sounding information about the wind.,
76. The shortcomings in the crew's navigation should
be pointed, out to it and its Commander personally or during
critique-of the flight operation, with thol,view of eliminit
Inc similar deficiencies during subsequent flight.
77. The study, generaliztion and recording of navigat-
ional experience should be the duty of navigation officers,
beginning with air squadron officers. and higher up.
The navigation officer of an air unit (large unit)
should reveal and take into account;
? - the advantages and shortcomings of various navigatio*
nal and bombing methods, as well as new Suggestions of the
flight personnel; confirmed by their flight experijnee;
50X1-HUM
the experience of organizing and
operations and bombing under heavy.metele
. stcprr ?
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- the experience of organizing and performing flight
operations and bombing under heavy meteorologic-0X1 - "-HUThenM tions;
50
- the experience of applying ground air navigation
aids;
- the merits and demerits of aircraft navigation
equipment and bombing armament, navigator's equipment, sight-
ing devices, bomb-releases, computers, references, practical
,manuals and maps;
- tho experience of navigation personnel of air s4uadron0,
air units and large air force units.
78. The air unit (large unit) navigation officers, a
si
accumulating practical navigation experience, should apply
it in their own air units, and after supplementing this data
with their own suggestions for improving navigation service,
present reports to their senior navigation officers, using
? the standard report forms.
50X1-HUM
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SECHbf
118 voREIGN DISSR
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a VJ.
JaV1
Service in Comba
50X1-H UM
.General
79. When assigning and performing combat missions
and adopting decisions, the air units and large air force
units commanders should bear in mind the flying situation
and the level of the navigational attainment of the air
unit flight personnel.
80. The air unit navigation offiCer Should be made
familiar with the combat mission immediately upon its
receipt from the superior staff office.
81. Upon receiving instructions from the commander '
or Chief of Staff, and having?studied the mission
as well as the tactical situation and the weather
the navigation officer prepares his report td the
on hand,
forecast,,
commander,
concerning his suggestions and computations on the following
points:
*i - the best possible route and?flightiprofilei
- air unit (large unit) join-up ?procedures and rendez.;
,
-voUs with the escort fighters;
- the endurance of flight up to the target and the -
take off time ensuring mission fulfilment in the allotbd
time;
- target maneouvring;
- the bombing method,
-.point of view of the nature
bability calculations;
? -return run and time of landing;
- procedure of using radio navigat
for the purpose of navigation andjhetbiiil
? A-- : -J-00)44
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the bast bomb.-loading from the 1
of the target and bombing pro=.,.1:
. ,
? A ?
. Ala
50X1-H UM
m UOThq
Cf OftiORfl
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?
-.break-up pattern procedure and procedure of descend-
big through clouds prior to landing; 50X1-HUM
82. The navigation officer's presence is necessary,
when the commander adopts a decision and also when assigning
combat missions to be performed by air squadrons (air Units)
and services.
? 1!
? 83. When the combat order is given by the commander
orally, the navigation officer upon demand of the Commander,
announces his instructions pertaining to navigation, bombing
i ?
An ?
and the application of ground air navigation aids.
84. ten the commander issues a written combat order,
the.navigation officer supplements it With his navigational,
. .
flight plan or with directives for navigation'support,
depending upon the may the combat mission is to be Carried
out.'
The navigational Slight plan is issued,-when all the
air squadrons of the unit are to fulfil the mission along
one and the same route.
The navigation directives are issueU when the Unit
scram.= receive missions to be perforMed 'on different '
routes. 'AJ4
85. After assigning the combat mission to the air
squadrons (units) the navigation officer should organize
and check up:
- the provision of ground air navigation aids for the
flight and the flight personnel's knowledge of them; ,
- the level of navigation training of the flight e.=
personnel of air squadrons (and Units) to carry'out their
50X1-HUM
combat missidn;
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SG. The 'navigation officer reports through.channeis about
the air 'units (large units) navigational rea5 "---- fu1-
0X1-HUM
fil the combat mission on hand.
' 87. The Unit Navigation Officer should simultaneously
with ensuring the alert comition of his air unit (large .
unit), make timely and thorough personal preparations for
fligSt.
Bombardment Aviation
88. Navigation service in bombardment aviation pre-
vides for:
- join-;up procedure of bomber formations into combat
order and their rendez-vous with the escort fighters;
. - navigation of planes and aircraft formations over
cifferent ranges and at different altitudes, eith4 by day
or. by night, under different weather conditions anti in the
absence of ground visibilt*i.
location of the designated targets and precisely
timed approach to them;
precise target hitting;
-- photographic control of bombing results;
- homing the planes to the asSigned aerodrome of: -
arrival upon dompleti4n of the mission.
, 89. In readying the bombardment aviation flight
personnel for navigation, it in neces6ary to pay special
attention
1
to:
e' the ability to find camouflaged enemy targets and
precisely run the planes aircraft formations over them,
without losing assume combat formation-
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Un rnomrrm TTOOPH
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I.
50X1-HUM
MAE
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- the ability to make precisi!on sighting on short ,
course of operational flight;
50X1-H UM
- coordination of crew activities during bombing, bear-
ing in mind that bombing precision depends equally upon the
pilot and navigator.
90. During :actions of large aircraft formations, the
.
leading navigator should inferm the leaders of separate
bombing aircraft formations about the wind data received
at the control point. During dive bombing and sighting by
4
individual planes, the leading navigator also relic's sight.
data to all flying crew's.
-91. When hitting targets located in close proximity
to friendly troops, special care should he taken that all
crews recognize .the signals Marking the front line. '
Attack Aviation
92. Navigation service in attack aviation ensures:'
? - rapid readying for urgent sorties;,
? accurate coordination with ground forces both as to
I
time and Place;
? - safety of friendlY troops when bombing targets
cated close to the front line. ?.?
93. While preparing the attack aviation flight person-,
nel for flights, it is necessary to pay special attention to
' -
- knowledge of the flight operation area. and e0ecially4
of the target area, where the pilot Should know the Leceisary
typical landmarks, elevations, hollows, ravines and their .
directions, the minor inhabited points and their characteris
tic features;
- the lability to introduce mental car
3
50X1-H UM
for winds, target travel and mode 01',ope5at
? Lit
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cluuages.
94. An important part in ensuring the150? Xl-HUKAY and
reliability of attack aviation navigation is played by the
stationary and mobile control identification check points,
marking the front line, run of route approach to target .
and to aerodrome of arrival. ?
.The positioning system of these check points should
be silple and easy to remember.
95. A rum over home territory should be planned' with
the least number of bends by the most characteristic re-:
ference:points, at and in proximity to advance fighter Plane
1
aerodromes, in order to ensure landing.of damaged pianos and
to cut-off pursuing enemy fighters. 'From the flnt line
to the target and back, the route should Mo laid away from
large inhabited points, aerodromes, anti-aircrift'defence
facilities and the main coMmunidation lines of the enemy.
The distance between the check points should not
.exceed 50 km.
1 Special attention should be paid to chosing the final
refe-rence point, removed about 5-10 km from the target.site
as this reference point Serves as the initial point for, :*
ground strafing. This point should be chosen on a largs-sca.1:
Ie map based on local topography,. 1.
96. Navigational flight plans of attack aviation
should be made up in the form of diagrams. Apart from
the general problems, the navigation plan should provideolOr
:?4:J
computation of bomb sighting on the basis of wind forecaStil
ing'in the target area, with subsequent introe50X1-HUMt
corrections in flight, coMputations of the compass coursea
and the time of the run by balloon sounding
about wind velocity. ,
A e
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97. While bombing targets located.close to the main
line of resistance, special orientation and sZXl:HiNrecisio
should be ensured, to avoid hltting friendly troops.
95. Photographic control of attack aircraft bombing is,
as a rule, made by one aircrew specially assigned for this
task, on behalf of the entire aircraft formation..
In via of the difficulty of establishing the results of
bombing on the battlefield, it is of. primary importance to .
make photographs of the targdt before and after bombing. .
99.. During operations of solitary attack airplanes,
It is neeesary:
- to define the combat arca (flight operation area),
study the rt.ference points bordering it, wdrk oat the track
along the points 'of probable targets location, lay the
track- to-the cntrance rufirOnCO point and from the that re-
i
forence point of the flight area towards the point of arriva
.in the terminal area;
? ?
to concider the best combination of bomb ammunition
sets, depending upon the nature of' theprobable targebs.
IOD. During interaction of attack aeroplanes with
mobile elements, it is necessary to.plan In advance the
tracks leading to the chosen control reference points, lo-'
r ?
cated aloug the axis of displacement of the mobile elements:
These check points'will serve as basic check points on the
-route; when the attack aeroplanes make their run when orde-
red up. Upon arriving at the basic route check point, the
.attaci aeroplanes should proceed, towards the indicated tar'
.et-upon.coMmand of the target director post or from the
commander of the mobile elements command -'" a .
50X -HUM
6 T
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In the absence of such direction, the attack planes make
their approach to the target along the desigA50X1-HUMse
and in the appointed time ? paying special attention to avoid i
.destruction of friendly troops, for which purpose they should
carefully examine the target, observe the recognition :Amalfi
and the .revealing signs of the targets.
ICU. During preparation of attack aeroplanes for night
operation, special attention should be paid, to support
plane navigation along the route and in the target area, by
providing light beacons, light signal bombs and also radio-
-homing aids.
The target run should be .made from the last light
check point on the course and in time.
The principal method of night bombing is by low angle
dive bombing.
The search for a target, its identification, and, if
necessary, illumination, are entrusted to specially chosen
and well drilled flying crews; the use of night bombardment
aviation flying crews for this purpose is allowed..
' Fighter Aviation
102. Fighter aviation navigation service ensures:
- Constant alertness for rapid sorties by unknown
routes within the area of operation;
- the best join-up procedure of fighters;
- rapid and precise solution of all tactical navigat,..
ional problems, connected with escorting and guiding to one
planes;
- homing.
103, During navigational preparation of 50X1-HUM
pilots for flight special attention should be
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- excellent knowledge of the Combat area and the base
? 50X1-HUM
area, memorization of the magnetic track angles ana tne time
of flight to the principal typical landmarks; knowledge
of the area and of the orientation methods should be perfect-
ed to such a degree, that every pilot after an air battle
should be able to regain orientation immediately and take the
direction for his home aerodrome;
knowledge of the location of radio-'range and homing
.stations and the procedure of using them for the air navigat-
ion;
- knowledge of the procedure of sending out request
for data from targep director posts, for the purposetof po-
sition finding or honing to the landing aerodrome;
- abilitY to use the standard anti-craft defence map;
/040' Air navigation by pilots in fighter aviation as
-
distinguished from'other branches of aviation, should be
supplemented by ground control effected from cc:impend posts-
,
I'and target director posts by way of:
-guiding the fighter planes to the enemy target;
1
- giving friendly fighter planes their location;
- indicating to them the course towards the landing
.aerodrome.
105. The general preparation of maps for fighter
aviation should be carried out in accordance wit:lithe rules
laid down in chapter 6 of the given Manual.. These 'naps should
furthermore contain the center lines of routes in the direCtie
1 ;
ions of probable sorties, with a complete course lay-out and,
no-wind precomputations.
106. The center lines of routes plotted on the ba s
?
1 in advance are used for urgent sorties.
I.
n FIR 17_11 ?
:
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vath even a short time available, all necessary flight
time and course corrections should be made c5?X1- HUN/bio
of balloon sounding information about the effective win(.
107. In order-tip flights, navigation computations
? shoule bu corrected after take off on the basis of track!:
laid ;out previously and supplemented by knowledge of the
',-
area, visual measurement and mental computation.
108. When covering the operations of friendly groind
troops and objects on the battlefield, the navigator should
figure but the time of sending and changing patrols, allow-
ing for the longest tolerable patrolling time of each shift.
;Patrol plane navigation in the objects area should be
supported by studying. the typical landmarks and y planning
manoeuvring in advance taking into consideration solar
azimuths,
109. Air squadrons flying out to parry a bp.ow of, enemy
. .
aircraft should be aware of, or possess data on the cklartet..
flight time, altitude and place of encounter.
-
.:Success of approach to enemy aircraft depends upon the
rapiditY and precision of its accomplishment and in exact
fulfilment of all pre-computed elements in flight.
??
II0. While escorting, attack planes or transports,
the fighter navigation service should ensure:
? - a reliable procechire'for rendez-vous.with the eacer4
bed aircraft formations;.1
V
.- retainment of orientation by escort fighter creWs;',"
i ? ' '1217
the
timely return of fighter planes to landing at::::
llie The rendezvous-of fighter planes with:
..'rl
H.,.
bombers or attack planes may.take place:
- C411 T
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ynorraw DisSEm
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above the home station of fighters
- above the typical landmarks within.th-
50X1-HUM
local flying area or over the radio navigation post;
- on the target run;
112. In solving escort problems, the figbter unit
navigators Should know:.
;
- route, speed, flight altitude and composition of the ;
escorted aircraft. formation and the battle station of fighter6
- the time of passing the check point or the time of
arrival to the rendezvous.
113. The escort fighters carry on independent track
control along the flight route of the escorted aircraft
formation and should at any moment be ready to continue the ?
flight independently.
The leaders of bomber Or attack plane formatione duty-
-bound to inform the fighters about the numbers of check
points passed during flight.
1/40 For the solution of escort teaks the fighters''
should know the terrain line Or the time after which they
should -turn back to the landing aerodrome for fear Of land-
ing outside the aerodrome on account of fuel shortage.
The range of escorting is determined with relation
to the bomber fiit.ipeed and the fuel capacity of fighters.
Liaison and Ambulance Aviation
1/5. In its navigational preparation the flight'
personnel engaged in liaison and ambulance service, should'
pay attention to :
- acquiring excellent knowledge Of the flight area
up to the smallest typical landmarks, necessary for orienta
'ion by visual moans at ?.ow and zero'altitudes (separate
A- -
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buildings, configuration of forests and fields, individual
50X1-HUM
details of local topography); ?
? . provision of every flying crew with a prepared large:
scale map of the entire flight area with the principal
routes plotted in advance;
- excellent training of flight personnel, in orientation
?by visual means at low and zero altitudes.
116. The flight:route should be laid along typical .
(though perhaps small) landmarks, standing .not more than
50 km apart, with regard for terrain and camouflaging eondit.
ions.
117. In accordance with the conditions and tasks ful-
.
filled by the liaison and mediacal service atiation, navi-
gation should proceed mainly by aid of .magnetic composSes.
On curved route sections the flying crew should carry On
uninterrupted orientation by visual means, referring to the
general compass heading.
118. In flights over areas deficient in reference
points sand in. dark hours, it is necessary to be guided by
landmarks and vispal air navigation aids, in order ?t? ensure
track control and to find pinpoint targets. !
119. On liaison planes no radio equipped, orientation
should be regained by running to some large ground linear re-
ference,
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CLa?tcr
UAIIGATOR13 FORM- 50X1-HUM
120. As to Llicr purase navir ,or service foim: muy
be classified into: .
- documents orcanizing navigation service within
staff headquarters;
- documents drawn up to provide navigational service
for flights* runs aw combat training;
- documents drawn up for navigational service of.
combat operations;
121. Documents organizing navigation iervice in staff
headquarters include:
- documents drawn up in order to prepare material
for adopting decisions (reports, oserations, diagrams,
tables, graphs);
- documents drawn up for the purpose of planning and
organizing navigation service (working plans, inspection 1
schedules, etc.);
- record and accounts material (logs, summaries,
reports, individual flight records filcs, individual record
cards). 1 ?
The documents used to organize navigation service
- work within staff headquarters, should not, as a rule, be
sent out of the headquarters.
' . 122. Among the documents prepared for navigational
purposes to be used in flights, runs and combat training
are the following:
- :instructions lesioned to prevent the less of contact
in. flights within the lir unit (or lance air force unit)
brut azea;
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nnyrTrIT
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- instructions concerning the use of target ranges
and the safety measures to be observed during Ar411 tvvnbings;
50X1-HUM
?
- directions given to air unit and large air force um/
on readying the flight personnel for navigation duty;
- directives on the provision of navigational support
of flights (runs);
- instruction concerning cloud breaking and, landing
with the help of ground approach control systems in heavy
meteorological conditions and at night; .
.6 instructions given to 'the nevigatOr-on;-dutyiat
the command post (air traffic control point);
- instructions containing the use of radio navigation
and bombing aids. .
All instructions And orders drawn up by the navigation
service of flights (run0).,.ehould be signed by the chief .of
staff and navigation officer and are subject to; approval by
the commander.
??. The directions concerning navigational indoctrination
of flight personnel shotild.be signed by the navigation offic
and approved by the commander or chief of staff.? :
123. The navigators forms drawn up for combat operatio
include:
-m directives concerning navigation support of eotbat
operations;
- navigator forms;
124. A directive on navigational support of combat
Operations provides fort
a, organization of air units and large air force units
and their rendezvous with escort fighters;
- routes (or routes center line) of air unit and large
air force unit flights;
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NLI PA/HH:11:U II
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- flight profile and variants thereof, to be used in
? the event of changing weather conditions; sten ^14-44.1?de of I
50X1-HUM
flight;
- bombing approach procedure and heading; time of
arrival to target of air units and large air force units;
time in the air above target, manoeuvring in target area;
- bombing procedure, brief description of targets and
technique reconnoitring; aiming points; variants of bomb
loads with regard to targets assigned; bombing methods,
-
alternate targets, and methods of appraising bombing results;
- designation of the main line of resistance, marking
of friendly troops' disposition and target designations;
- alternate aerodromes and restricted areas;
- provision of air unite and large 'air force units;
with meteorological data, inoluding balloon sounding infor-
mation, before take-off and in flight;
? - instructionS on use of radio and other ground air
navigation aids for join-up purposes, route flights, target
approach and retUrn;
- directions for preventing loss of 'contact and its
regaining;
- special directions to flying crews in distress;
directions on jettissoning:of hung or unreleased.bombs;
procedure for navigational preparation Of air units
and large air force units for cOmbat missions;
- anti-radar measures;
- organization of navigation control.
125. The combat navigation support directive maj;
if necessary, be provided with the following. supplements:
- join-up precedures (or join-up area). diagrams and 1
air units and.large,air force units flight routes diagraML.
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- manoeuvring target chart; ' 50X1 -HUM
- engineering and navigation flight computations
(worked out together with the engineer);
- changes and. additions to the ? list of ground air
navigation aids.
The directive shoald be signed by the chief of ,staff
a : -
and the navigation officer, with its subsequent confirmation
by the commander.
126. Navigator forms should include:
? - flight zaps for various scaled, necessary to ful-i
fill the flight mission;
- photographic plotting boards and target diagram:31,
- flight logs;
- navigational reference tables and charts of join-
-up procedure, dropping angles, etc.;
? navigational' reference books.
127. The only forms allowed to be taken on board in
flight, are those essential for the fulfilittent of the MiSai
and flying safety.
In each particular instance the list of navigators
1 ?
flights. forms it determined by the (commander releasing the
flight mission order. . .
? . 128. The plotting ?of alternate aerodromes end ground.
,
air navigation aids on mapi3, should toe ?made.Only by pcmaissi
and choice of the commander releasing the mission order to
the flying crew, and the only points to be plotte& are rthose
he indicates to that crewo
The co=ander is goVerned in his -choice 'by the degree
of their secrecy and by the necessity of ensuring the
successful fulfillment of the ?flight mission and the safety
of flight. S - ; E T
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- manoeuvring target chart;
? - engineering and 'navigation flight comP50X1-H UM
(worked out together with the engineer);
- changes and additions to the list of ground air
navigation aids.
The directive should be signed by the chief. of ,staff
and the navigation officer, with its subsequent Confirmation
by the commander.
126. Navigator forms should include:
- flight maps for various scaled, necessary to fu].-
fill the flight mission;
- photographic plotting boards and target diagramst.
- flight logs;
- navigational reference tables and charts of join-
-up procedure, dropping angles, etc.;
- navigational reference books.
127. The only foram allowed to be taken on board in ?
flight, are those essential for the fulfilment Of the missi
and flying safety.
.` In each particular instance the list of navigators
flights forma i's determined by the (commander releasing the
flight mission order.
?. 128. The plotting -of alternate ?aerodromes and ground
air navigation aids on maps, should be -made Only by perMied,
and choice of the commander releasing the mission order to
the flying crew, and the only points to' be plotted- are /those
he indicates to that orewo
The commander is goterned in his choice by the degree'
of their secrecy and by the necessity of ensuring the
successful fulfillment of the 'flight mission and the safety
of flight.
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Chapter 6
a
NAVIGATIONAL FLIGHT vkaPARATION5 ?
OX1-HUM
129. Navigational preparations for flight begin upon
receipt of the flight mission. The purpose of these prepare
ions is to minimize the volume of work in flight, to have
everything necessary provided for and prepared Prior to
take off.
130. In all flights including combat flights the nigh
personnel should be allowed sufficient time to ensure the
most thorough navigational alertness.
131. Navigational night preparation comprises;
. the selection and planning of the route;
- flight,precomputationst
- thorough study of the route;
?
the study of meteorological data and of the ground
air navigation aids nedeteary to Garry out the flight
mission;?
elaboration of the navigational flight plan;
. preflight preparation of the navigation equipment,
bombing armament. and personal navigators equipment;
,Check-Up of flightileadiness.
SeleatiOn and Planniag Of 'Unite
Ma When the 'route is not definitely specified by
the combat or traininguission, it Should be.choSen upen
consideration of the following;
- reliability of orientation;
- minimum number of bends on the flight course;
? maximum..concealment during flights over the enemy
territory:
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Chapter 6
NAVIGATIONAL FLIGHT ritsPARATIOR 50X1-HUM
129. Navigational preparations for flight begin upon
receipt of the flight mission. The. purpose of these prepare
ions is to minimize the volume of work in flight s7rto have ?
everything necessary provided for and prepared prior to
takeoff,
130. In all flights includiag:cembat flighte the nigh
personnel Should be allowed sufficient time to ensure the
most thorough navigational alertness. :
131. Navigational flight preparation comprises:?
? the selection and planning Of the route: .
? flight ,precomPitationss
? thorough study .of the routes
,
* the study of meteorological data and of the ground
i -
air navigation aids nedessaty to Carry out the flight.
mission.;
elaboration of the navigational flight plans .
, preflight preparation of the navigation equipment,
bombing armament and personal ravigatert equipment;
'
ii?i'dhetk4-up. of flight,readinese0
peledtion'andllammingvf,Wourte
1320 When the ionte is not definitely specified by
the combat or training mission, it should be chosen upon?
consideration of the following:
- reliability of orientation;
- minimum number of bends on the night course;
- maximum. concealment during flights over the enemy
territory;
E C, 12
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? unu bt.a.1.-Gw11 4Lppwavu4
- terrain and meteorological conditions along the
50X1-HUM
route;
- restricted areas.
During drill flights the route may be planned without
consideration of some of these items, but with mandatory
accomplishment of all drill and flight element? prescribed
for the given exercises..
133. Route planning includes:
plotting the track;.
marking the :distances, track angles and time of
flight;
-
Marking the lett;
marking checks points, magnetic declination and
configuration.
? The route Should be Plotted in clearl solid lined,
figurep and symbols, avoiding unnecessary obscuring of the,
Map and check points. The size of figures should be 7-10 mM.
During formation flights all air crews should be provided._
with maps identicarwith ihe leader's. '
134. The track lite begins at the. point of departure
411. (Mn M) .and ends at the point of terminal .-Pits
/IR departure should be'some reliable reference point
Or radio navigation post (radio beacon, homing station or
some radio direction finding station), at a distance e
aircraft formation's join-up. In some combat situatiotei
the. departure may, by decision of the commander be transfers
red to some place as far.renote from the aerodrome as the .
front line. .
The departure of the return trip eFDT6- (loom) may be
the bombing target or some typical landmark in the target
?
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asv.a, a amwa.w 44avatiamascia yvomi u=utiVil VA: WILUAU
rence located on home territory and near the front line.
50X1-HUM
No marks from the aerodrome to the deparvuio Ana from
the terminal to the aerodrome should be made on the map
during flights over the enemy territory*
135. The magnetic track !STA- (Mill) Should be Indicate
to the right of the line of flight, further right than the
Marks Showing the distance en flight time, tiler base of
"figures directed to the deliarture (on the return track to
the terminal of the return trip).1, The figures marking Magme?i
tic path angles Should bear degree 'ague (s). "
The magnetic track angle should be Shown:
? ^ at every bend In the'deurse;
..:..efter every 15-20 otti:. on strai t legs On the tap;
;-; at All change0 of Magnetic declination exceeding
to? , ,
During triangular route-flights with rightshand turhs
and Amin* legs, the figures should be written tt; the left
of the flight path.
/304 0heCk points should be choseni
'fro* among the most 414061 reference Points,
allowing for orientation As to and heading.;
- within the range of Viaibility from the path line;
- at Avery 50450 km: Of.natb4. depending Upon the
tactical' navigational situatitAi and the particular branches
of aviation*
The-ebOten Check points should be surrounded With
circles.
;370 When flying without:a navigator on board* the
pilot should mark the with AYAbols on the flight map side.
; ways of the route;
s E
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light, or if the flight is made at night - the time of day-
-break. 50X1-HUM
?
138. When the target is barely noticeable, the route
should be planned to the reference point nearest to the targe
from which the flying crew approaches the target.
When the target is situated on a linear reference the route:
should be plotted with a deliberate deviation from it, in
order that the crew, on approach to the linear reference #
might know in what direetion to complete the target change- .
139. The difference in height between the terrain and
the aerodrome of departure Should be shown in a rectangle in.
meters near the target or landing aerodrome. When the height
of the terrain exceeds that of the aerodrome of departure,
it is marked by the plus sign, if vies versa by the minus
sign.
. 140. It change over to orientation by visual mane On
a,seardh for thataxget, a large setae map of the target aroa
should be prepared. The track tram the last cheek point Witt
distance.laSking, the track angle and time of flight to the:
target Should be plotted on the nap; *0' elevation difference
of the site area and.takesoft Airfield Should be indicated
near the target.
Durisig.flights to =knot aerodromes a large scale map
of the landing aerodrome area should also be prepared
When operations take place at the enemy maily.ine Of
resistance, it is necessary to' use large scale naps, phOtOgra..
phic plans and diagrams to search for the target. The maps,
photographic plans and diagrams should have plotted On them:
' the configuration of the terrain, front line, target (narked
_
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oy a rea cross wltn a circle around it) and anti-aircraft
defence facilities.
50X1-HUM
Matt PrecompUtation
141. Plight precomputation should help to determine:
length of route sections between principal: check
points;
total length of rOute;
time of flight on separate route sections;
total endurance;
spare flight time, depending on the endurance and
the fuel capacity:
- time to take off and departure from the paint of
departure for arrival over the. target or the lanSing I:crease-
me at the appointed timsi '
- time of landing;:
- time of-twilight?and daybreak;
." safe altitude of flight.
, 142. On the basis of balloon soinding infOrdatiOn,
obtained net later than thour prior to take,OTf: yr in
accordance with wind. forlOast data, it is necessary-to tele*.
late the ground speed va0es,:as well' as the flight time'
on every straight leg O6he route and the total flight time
over the entire route..2a-the absence of a naVigator: the ' A
coMpass bourses should alio be eitimated: lf no information,,
about the Wind is available -the flight.timehhould. be oalLii'
culated on the basis of air speeds:
The time spent. on flying from the ..aerodrome io the:
point of departure and'Irtm the terminal to the aerodrome,.
, .
'as well as the time on take-off, joinrsup procedurevlanAing
for locating the target, as well as the time spent in'the.
S (7.
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8 E C Athl
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uartscv aniat BII011.1.CL oe aaaea to the flight time en route.
The figure obtained shows the total endurance.
50X1-HUM
143. For Ma-1M= range flights, estimation of the
fuel capacity should be made by the air unit engineer to?
gether with the navigator, on ?the basis of special instruct?
ions for range and endurance estimation on aircraft of tho
given type.
144. The results of flight recomputation should be '
entered into the respective columns of the flight log.
? Plight log formsare .provided for each aviation arm (see
? Appendices 3 and 4).
?
Route Study
14% The route should be studied and plotted on the
flight Map simultaneously covering a Strip of from TOO to
200 km, depending upon the particular branch of aviation
and the nature of Situation.
The flying crew should carefully and thoroughly ewe?
Mine and 'study the entire route from beginning to end. ,
As ?a result Of studying the route the flying crew
should possess ,knowledge of: - _ ? ,
?the system of linear landmarks and the possibility
Of using them for orientation;
? the lOcation of aerodrcnaes landing grounds end
restticted, areas en route; 1.
the changes of terrain on the route and the Safe
? flight altitude;
? the reference points defining the front line or the
State border;
. the reference. points allowing use of radar facili?
ties for orientaticvp,
E T
12"
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Iqo FOREIGN DIESER ,T-
- the distinguishing features dT refer-t
OX1lanta
in the given navigational situati
146. The target area. should studied on the basis
of large scale maps, plans and pho ?graphs.
As a result of studying the targetlarea, the flying
crew should knows
- the nature of. the targli its dimensions and exaCt
location;
- the system of reference6oints, ensuring rapid and
reliable location of primary and alternate targets;
- a reliable reference point for locating the target
Lx heavy meteorological conditions en route or in the target
ares;
- the difference in height bOtween.the target area
and aerodrome of departure and altitude corrections;
- anti-aircraft defence f the target.
147. The location of aerodromes and landing grounds
should be studied by. larj. scale maps, iiiagrams and air'
pilots.
PJ'eflight Studs Of,Neather Data and Aids to Air PaVigation
MA. As a result of studying. the meteorological data
and aidsto navigation, the flying Orew should knows
- the meteorolog/cal Conditions on all route sections
lad the trend of weather change during the flight;
- the location, kind andmature of operation of the.'
a`41s.to navigation .and. the possibility of using them for tree
track control,' target approach and homing. '
?
Navigator's Flight,Plan
149. The navigacto,r's flight plan is a predetermined
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NO FOREIGN DISSEM
plan covering the procedure of the crew in the air as regards
navigation and bombing. 50X1-HUM
Depending upon the difficulty of flight and available
time, the navigation plan may be:
- memorized;
- written down in the order of consecutive operations'
of the flying crew; ,
- made up in the fora Of a diagram with explanatory
notes (see appendix 5).
. The navigation plan Should be made up for every route
flight by air unite navigators in case of formation flights,
,
and also by the crews of all Awls of aviation in case of
indiVidnal flights with preleribedlitinerary following the
instructions of their superiOr naVigatiot officers or in
compliance with basic training tin the ease of try:Wing
flights).
'A thoroughly Worked out navigator's flight plan ensures
sUccesafUl accomplishment of the flight, prevents hasty
decisions without preliminary Computation, relieves the ,
flying crew of superfluous discussion in the air, and ensures
coordination among the Crew.
150. The navigational flight plan should include:
join-up procedure, as well as Approach to the point
of departure; beginning from take-offs,
- procedures of entering a traffic pattern;
- procedure of tiadk control and heading Correctionlon
separate parts of flight lines
- procedure of preparing bombing data, air photography
etc.;
- approach to the target;,
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- uvmvsne yKut.icuw..4.-c4
- approach to the terminal and landing aerodrome;
50X1-HUM
- break-up pattern and descent through cluuu ucsuse
landing;
- method of regaining orientation after becoming
disoriented while running for the target and back;
measures to be taken in the event of drastic' weather
changes.
Preflight Preparation of Navigational Equipment
Bomb-droOping Armament and. Yersonal Navigator/is
Equipment.
151. The pre-flight preparation of navigation equipment
bombing armament and personal navigator's equipment includes:
- choice and inspection of the navigator's equipment,
necessary to fulfil the flight mission;
- checking of the available navigation equipment and
bombing armament, loose, at well as stationary, and of their
condition; special attention should be paid to the magnetic
and radio compasses, time pieces, sights, bombing-up =With
pending to the bomb load, setting and timing .of botb fuses;
- arrangement and fastening of loose equipment and
navigation equipment within the cockpits.
Control of Beadiness for. Plight
152, .Not a siOgle aeroplane should be cleared :cult of
the local fl area the t che the creWs navi
ti
alertness.
153. Navigation chedk-ups of crews cover the following
points:.
- readiness of the map and knowledge of the route;
- presence of flight computations and navigator's
-?
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flight plan and the ability of the crew to recite them by
heart;
?SOX1-kUM
- presence of flight logs, tables and reference data
for navigation and bomb dropping;
- presence of navigation equipment, bombing armament
and navigator's personal equipment, all tested out And in ,
good condition;
- correct recording of data on the performance of aids
for air navigation;
- knowledge of airspaoe restricted areas and alternate
? aerodromes en route.
All faults revealed during checking Should be eliminate
on the spot before take-off.
154. Navigation alertness control should be. Carried
? out by the commanders d their navigation officers clearing
out the given.aircraft or aircraft formation. namely* .
- the commander and navigation officer of a squadron .
should check the navigational alertness of every crew of
their squadron; ?
- the commander and navigation officer of an air unit
? Should cheek the navilational alertness Of every crew'sUbord-
/abated to squadron commanders, as .well AtLeVery Crew to fly
110;
the commander and navigation ?Mail' of a largo or
t should check every crew subordinate to the air unit
clmanders.
The checkup4 of crew belonging to other units And
in cross-country flights should be made by commanders Ann
navigation officers, to whom this duty:I6 entrusted by order
of the garrison commanding officer.
Qt't'nr'm
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flights made by large units, the chief navigation officer
50X1-HUM
of a large unit should summon to the base aeroarome all the
unit navigators for instructions and inspection, allowing
them enough time to return to their Units within three hours
before take-off.
Clearance is granted by an entry in the flight log
made by the controlling navigator and in the aeroplane flight
report by the commanding officer.
155. Navigation alertness control in units and squadro
may be carried out in the fort- of a quiz arranged at the end
of preliminary preparation ot, in exceptional cases, during
pre-flight preparation.
? All checking should be finished 15-20 min. before
taxying out to the starting line.
156. It is prohibited to clear planes out of the local
flying area, or for runs and operational flights, when:
- the flying crews are not prepared fez% accomplishment
of mission under the given conditions;
- when intending to land within one hour before
twilight, excepting cases when night landing is provided for
by the commander's decision and ensured by homing and night
start aids; if the time it the air is less than one hour,
take-off is allowed provided that landing will tdke place 30
minutes before nightfall;
- without a navigator on board the plane, if such, is
authorized by the crew staff list.
Preparation
157. Plight maps should be folded in such a manner
SO to be always ready for use, without refolding, for the
entire flying area or probable flight sector.
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50X1-HUM
flights made by large units, the chief navigation officer
of a large unit should summon to the base aerodrome all the
unit navigators for instructions and inspection, allowing
them enough time to return to their Units within three hours
before take-off.
Clearance is granted by an entry in the flight log
made by the controllinj navigator and in the aeroplane flight
report by the commending officer.
155. Navigation alertness control in units end squad.ro
may be carried out in the form of a quiz arranged at the end
of preliminary preparation a, in exceptional cases, during
pre-flight preparation.
All checking should be finished 15-20 min, before
taxying out to the starting line.
156. It is prohibited to clear planes out of the local
flying area, or for runs and operational flights, when:
- the flying crews are not prepared Or accomplishment
of mission under the Oxen conditions;
- when intending to land within one hour before
twilight, excepting cases when night landing is provided for
by the commander's decision and qnured by homing and night
start aids; if the time in the air is less than one hour,-
take-off is allowed provided that landing will take place 30
minutes before nightfall;
- without a navigator on board the plane, if such, is
authorized by the crew staff list.
Preparation for Flights without Nevi ?ors
157. Plight maps should be folded in cut lir malfei
as to be always ready for use, without refoldi for the
entire flying area or probable flight sector.
?
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158. The flight precomputation and the'neceesary data
for flight track control should be register50x1 _Hum pilot
in his flight log (Appendix 3), which should be inserted
into a special metal knee plotting case, or fattened on tho
instrument board.
159* Pilots should Memorize all magnetic track angles,
distances and times in the air from all stationar7 reference
points and other aids for air navigation as far as the base
aerodrome.
?
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?
Chapter I 50X1-HUM
: NAVIGATIONAL FLIGHT RULES
160. The air unit (large unit) navigation officer is
dut36-bound to ensure that all flight personnel know and
observe _flight navigation rules. He must clearly realize that
neglect of these rules leads to loss of contacts and failure
et the flight mission.
.161. The flight shOUld be carried out in confornitY
with the determined navigation plan and flight computations.
Rush deviations from the plan usdally lead to flight compli-
catiOns.
X62. The principal Procedure of the sir crew in flight
Comprises the following:
- approaCh to the point ordsparture after leaving the
aerodrome;
- entry on the true course;
- track control,' ,
- torrectiOnA of heading in case of side-slipping;
- manoeuvring with the pUrpose Of arriving at the
target at the appointed time;
a preparation of navigation data to ensure accomplish...
meat of the flight missibn:
- approach to the target and accompliehment,of the
flight mission;
- approach to
return trip line;
- control and
- approach to
- approach to
In accordance
nal preparation and
the departure of return trip and the,
correction of track on return trip;
the terminal;
the aerodrome of arrival. ?
with Chapter 6 of this Manuals navigatie-
drawing up of the navigational flight plani
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should be carried out in the stages indicated,50X1-HUM
163. Approach to the point of departure may be
accomplished:
- by compass (the course having been computed before
take-off), with simultaneous orientation by visual means;
- by use of aids for air navigation (homing radio-
stations., light beacons) installed at the point of departure.
. Flight above the point of departure should be accomp-
lished with utmost precision.
Entr, noon the Atagnnted Track
- 164. The compass course to be followed Should be
decided and corrected at the Moment of Approach to the point
of departure.
The course-of flight is determined byt ,
7 ground precomputations based on balloon sounding
information or.prognosticatod wind data;
. wind measurements taken in flight, Prior to" passing
the point of departure;
- alignment of two reference points, or by a rectilinesa
check inark lying along the plotted- track4
- radio bearing.. ?
The procedure of finding the given flight' course should
he indicated in the navigation pun.
pradk control end Correction :1
/65. Control of the track Consists in determining the
actual line of flight. .
uDepending upon the situation, track control May be
eithext
. - complete with aircraft position finding;
? rn
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?
^ by heading (determining the ?deviation5oxi_Hipm
plotted track), or
- by range (determining the position reached).
. 166. Complete control is accomplished by:
ground references;
- marking the moment of patsing over the radio-navigat-
ion post;
- dead reckoning;
- by plotting of intersecting lines of aircraft
position;
- obtaining aircraft position information from ground
through' inquiry by radio;
- combining several of the above mentioned methods.
167. Track control by heading may be accomplithed byt
- ground references;
- measuring the drift angle;
= a bearing from a radio navigation post falling in
line with the track;
celestial lint of position parallel to the track.
168. Range control may be accomplished by: , ?
- linear ground reference perpendicular to the freak
)
line, or by reference points tying abreast of:the track;
-.dead reckoning;
- a bearing of i radio navigation jest lying aside
of the track;.
169. The deviations revealed by heading and, range
control should be taken into consideration during flight
computation, or, if necessary, corrected with the aim of:
- recovery of the designated track;
- flight to the next control point;
S E c r; n
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? flight to the liziet-ohedineint before. the target;
": approach to the target:.
? 50X1-HUM
? arrival to the target at the appointed time;
? timing the target approach.
170. Correction of the track heading is accomplished
by:
-4 correcting the previous beading, depending upon
the?extent of lateral deflation or changing . of the drift
angle;
? determining the new headizz computed on the basis
of new navigation data:
171. Correction of track by range to ensure arrival
at the target at the appointed time is accomplished by:
? changing the speed;
? changing the route length;
? combining both methods.
172. On the control route section the flying crew
*should define the navigation data (flight speed, altit-uds,
wind),. necessary for the fulfilment of the flight mission.
Computation of all data needed for the fulfilment of the
flight minsion, should be finished prior to entering .the
aiming zone.
173. Upon completion of the mission, the flying crew,
following the navigation flight plan, should run for the
initial point of the return trip and fly to the aerodrome,
observing all navigation rules.
Formation Inn= (Ravigation.)
174., Ith.e tem "aircraft formation" denotes two or nave
aircraft proceeding in reliable visu.sl. contact and fulfill
one common MirsaiOn?
- S C' 1-311
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175. The flying crew leading an aircraft formation
should carry out the flight in accordance w1t-50k1 - H U Meral
rules of air navigation; in addition to that:
- the pilot should avoid drastic evolutions, as well
as drastic changes of mode of operation in flight, ensuring
.thereby the successful navigation of the mingSen;
- the navigator or pilot of a single:seatei'plane
? should inform the wingmin about the chock points passed and
communicate when necessary the magnitudes of navigagonal
and bombing data;
. under heavy meteorological conditions compelling
to extend the formations :the leading pilot,- apart from giving
orders th extend, should inform the mingmen about location.
I7. The navigator of an aircraft Eormation Should be
on board the leader. Ihenan aircraft formation consists of
single-:seaters, the navigator should be a commander or '
assistant commander of the aircraft formation.
.-177. The wingmennre duty-bound to keep constant orient.h
ation, dead'reackoning and track control', and be ready to
begin solo flight at any ,moment.
. 178. The navigators of guided aircraft are always,
except in air battles, fully responsible for track control,
and dead reckoning, as well as for .determining other data
necessary for 'the performance of the mission, and haintein
all Meet forms.
179. Depending upon the type of aircraft and the
.situation, join-up procedure of an aircraft formation up to
air units unclusively, say be arranged:
- in a circling flight (in the local flying area, over
a typical landmark or a homing radio-station);
- by turning through. 170-180o;
2- 2
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? - Dy turning together to the rated angle (approaching
one another in a close sheaf or on parallel courses);
- by circling flight about a linear refer50X1-HUMrom
a radio-navigator post.
?
180.. Join-up procedures of large aircraft formations
are carried out depending on the situation:
- by circling along a linear landmark, or from a
radio-navigation post;
- en route, while passing check points at the appointed
I time;
- by use of the homing radio station onboard the leade
7 with the help of a ground 'radar set.
18I.All variants of join-up procedure Should be so
organized, as to ensures
- minimum time. loss;
- maximum reliability of rendezvous;
- ImposSibility of confusion of air squadrons and units
Work MAD and_Plikht Log Entries
. /82. Accurate and rapid map work in flight is one of
the prerequisites of successful flight.
The following are plotted an the map during flights
- aircraft position syMboIel
- line of a new true course or track;
- line of aircraft position, by corresponding Symbelsg
- reconnaissance data (about the erten, weather, etc.).
Radio bearings and celestial lines of position, as a
rule, are plotted on a special map. If necessary, the toll
data .may be transferred from the special map to the flight*
map.: the aircraft position - by a symbol, radio bearing live
- by a double-headed arrow, celestial line of position - 1).7
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a dash with arrow heads at both ends. 50X1-HUM
In all events thA/actual time to vzhiy the map mark
refers should be recorded./
It izi allowed to plotion the map:,/
A
- estimated time of flying over chock point (to the
ir
right of the flight line);
- true flight heading;
- actual time of flying over check points (if not,
coincident with'eatimated); recorded above the estimated time
and underscored. '
When actual and estimated time coincide a new entry is
not made; it is sufficient to underscore the estimated time. ,
183. Map plotting is done with lead pencils of medium
hardness. All entries should be made legibly, no unneceSsary
data or figures encumbering the map. When no refolding of
the map in the plotting case is needed, the planning and all
marks may be made on the opaque celluloid surface of the
case.
184. The flight log represents atom on which pre-
computations of the actual value of flight elements are re-
corded at the time of their observation or determination. '
? Legible and comPlete entry of all flight elements into
the log facilitates air navigation and promotes the successful
accomplishment of the flight mission. The log represents .
also a report document on plane navigation and bombing.
185. In all flight forms the actual values should be e
either underscored or entered into a'special column. The
corrected flight altitude and the true air speed should also
be underscored.
True values, regardless of their degree of precision,
include all navigation and bombing data, obtained as a result
ErPhifl
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of track control and referring to the present or past.
All precomputed navigation and bombing 5-0)6 -1:1U1V1dig
to the estimated Values.
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Chapter
50X1-HUM
FLIGHT SAFE= RULES
186. Flight safety rules requires the following
navigational measures:
- prevention .Of loss of flight orientation;
prevention of premises to collisions with terrestrial
obstacles, as well as flight collisions;
- prevention of possible penetration into the airspace
of restricted areas and tufforseen penetration into enemy
.territory or neighbouring states;
- prevention of possible ,entry into weather conditions
threatening flight safety;
- prevention of casualties from one's own bombs.
Prevention of Orientation Less
187. Orientation is considered lost, when the flying
crew does not know its flight position and is unable to
, deterMine the further heading of flight for the fulfilment
of its mission.
188. Orientation may be lost as a result of:
- poor preparation of the crew for flight (poor
ledgeof the iflight area, incorrect and negligent preparation'
of maps, errors made in flight computations, absence of
navigational flig,ht plthai defective navigation equipment of
aircraft, inability to use ground aids for air navigation or
lack of knowledge ? of the nature and operation data of these
aids)i.
- violation of regulations of air navigation by the
flying crew, due to carelessness and lack of discipline
(inobservance of the navigational flight plan, disregard of
_flight courses, lack of track control, gross errors i
s n
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determining actual track data, failure to use duplicate
navigation instruments when the original ins60X1-HUNlrefuse
in flight);
- poor supervision of flight operations the crew bei
cleared out insufficiently ready for flight under heavy
meteorological conditions, failure to provide the flight wit
ground aids for air navigation, or careless operation of
these facilities, irresolute or incorrect action of the
flight operations officer during weather deterioration or
other changes in the navigational situation);
- involuntary non-observance of the principal navigat-
ion rules under emergency conditions or lack of self-control
on the part of the flying crew (for instance, during strong
counteraction from the enemy).
189. The flying crew actions to regain lost orientatio
? are determinate by this 'Manuel and defined by an order
issued in the Air unit (large airlorce unit), containing
special instructions for preventing the loss of orientation
and by the navigation plan, depending upon the concrete
conditions of the air unit's (large air force Unit's)
disposition, the situation and the nature of the flight.
190. When the loss of orientation is established, the
crew should;
- immediately report the loss of orientation to the
air unit (large air force unit) command post (air-traffic
control. point);
- estimate of the situation, determine the residual
fuel level, and immediately apply the methods provided for
regaining orientation by the instructions and navigation
plan, or follow directions received from the air unit
(large air force unit) command -post (air-traffic control
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I.
point);
When orientation is lost in the area of the state
border or front line, the flying crew should plan its course
to home territory, taking subsequent measures to regain orien
ation while flying over home territory.
191. The crew should begin efforts to regain orientati
by determining the aircraft position (by plotting on the map
or mentally the track travelled down by the plans, by inqui-
ries addressed to aground radar station or radio-direction
finder, by plotting intersecting lines of the aircraft
sition, determined by flying Crew with the air navigation
aids at its disposal). "
In the event of impossibility to determine the:.aircraft
position, orientation should be regained by flying towards
navigation post or some linear (large), typical land-
Mark.
After first resorting to the air navigation aids
available for restoring orientation, the crew its also obliged
' when ground !reference 'points are visible, to take measures
for regaining orientation by visual means, by iomparing the
map with the terrain.
! 192. Orientation being regained, depending upon the
nature of the miedion on band, the fuel reserve and the tire
of dais the flying crow should make its decision as to its
further actions, i.e.,:thether to continue or cease fulfil-
Mont of the mission, return or land at the nearest suitable
aerodrome
193. When it proves impossible to regain orientation,
[ the crew commander shoUld t ?
- take all possible measures, to save the crew and the
aircraft, for which, not allowing out-of-fuel, he should land
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? at tire nearest aerodrome or suitable ground; 50X1-HUM
- in night flight, if the fuel capacity is sufficient,
remain in mid-air until dawn;
- in the absence of possibility to land even on the
fuselage, measure's should be taken for the crew bail out. ,
194. When orientation is lost during a formation flight
the leader should be governed by the general rules on re
ing orientation and in addition to that immediately send out
inquiries to the flagmen about location. Upon receipt of the
.latter, the leader should cheCk his own position, or, if
necessary, order one of the wingmen that lorows his loce.tion,
to proceed forward to keep station and duties of leader.
In absence of radio communication in the aircraft
formation, the crew which has retained orientation, on recei-
ving the leader's signal showing loss of orientation, should
come ionrard. and 'signal their readiness to lead the formati
When the crew a 8317 .of the guided aircraft has retain-
ed orientation but is convinced that the same had been lost
by the leader, they should immediately, without awaiting
inquiry, 'report location to the commander, Or, when coca-
nication is absent, head forward and signal their readiness
to lead the formation.
Replacement of an aircraft formation commander, who has
lost orientation does not relieve him of responsibility for
the final outcome of the flight.
Guided aircraft 5n becoming disoriented should keep
station and report to the aircraft formation commander about
the loss of orientation.
195. When orientation is regained in time? during night
and followed by accomplishment of the mission and landing on
the home (indicated) aerodrome, but has necessitated a spec
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50X1-HUM
it is regarded as temporary lose of orientation.
Orientation not regained in flight or not regained
in time, as a resuit of Which the flying crew (or aircraft
formation) was forced to abort the mission or to make a
/orced landing, is regarded as coMplete loss of orientation
196. Every case of lost orientation (temporary or
coMplete) should be investigated and analyzed in the presence
of the. flight personnel, for the purpose of establishing the
cause od incident, ascertaining the guilty parties, and ? :
preventing the recurrence of each incidents. The results ofl
this inquiry, recorded in due form-, should be reported to
the setier navigation officer.
? 179. Persons guilty of complete loss of orientation
owing to carelessness or lack of discipline, should he
severely punished, up to being referred for trial.
Temporary loss of orientation, restored as a result .
of correct measures taken by crewYdoes not involve punish?
. Prevention Of Collisions
, Ma. No crew flying under conditions of restricted
Visibility or within a cloud, has the right to descend below
the designated safety altitude.
Safety altitude is the Mltitnde which guaranties
against collisieta with the ground and obstacles during blind
flight.
'Curing flight preparations, the commander Should an the
basis of the navigator's report, determine the safety alti:
tude* taking into account: terrain, the height of possible
obstacles and the change of atmospheric pressure en route
. -
?von*
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When the conditions do not warrant the fulfilment of
the mission, the crew should land at the nearaki _HLWrome
or return.
Safety Measures During Bomb-Dropping
204. To ensure safety during bombing the following
occurenceS should be avoided:
- bomb dotage;
-collision of the plane with a bomb dropped by a
plane:
- destruction by one's own bombs, which results from
dropping bombs below, the minimum altitude designed for the
given bombs and fuses;
- destructions by his own bombs during forced landings.
205. The preparation of bombs and bombing armament for
the flight, so as to ensure safety of the crew, is the respon-
sibility of engineering personnel.
The duties Of 'the flying crew are:
- to cheek the proper preparation of bombs and bombing
armament on the ground;
- to obey orders, directions and instructions concern-
ing bombing and operation of bombing armament, as well as
the handling of ammunition in flight.
206. In formation bombing at low altitudes, when using
bombs with delay intes, the commander should so arrange
the combat formation, that the aircraft and aircraft format-
ions flying behind, should not be hit by the bombs dropped
by the aircraft in front.
For this purpose the distance between aircraft format,-
ions should be determined with relation to:
- depth of the aircraft formation;
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199. While performing flight along a large linear
reference or airway the Crew should make 8u1'e5ox1 _Hum? the
' right of it.
In flying under heavy meteorological conditions and by
night on airways the flying crew is obliged to maintain the
altitude fixed for the given airline and given echelon.
Prevention of Encounter with Dangerous
Plying Conditions.
200. Plying conditions that are dangerous to flight
safety and lead to become disoriented and failure of mission,
maybe:
_fog;
- restricted visibility;
- overcast below the safe altitude of flight;
- thunder clouds, as well as squalls, spouts, etc.;
- ice-formation.
201. Traffic control clearance is given under various
weather conditions by the air unit commander in accordance
with Air Force Flight Operations Regulations.
202. A crew in flight is'duty-bound to carry on const-
ant observation of weather changes, especially the developm
of conditions dangerous-to flight, and to report them to the
commander, inquiring about the weather conditions en route,
alternate aerodromes and at the terminal.
203. In encountering dangerous weather conditions un-
forseen by the weather forecast, the decision regarding the
possibility of fulfilling the mission, as far as navigation
is concerned, should be based en.the Skill of the crew and
the ground navigation aids for fulfilling the mission under
the given conditions.
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- fuse delay;
- splinter spray radius; 50X1-HUM
- plane speed;
- length of bombing train.
207. To avoid collisions with bombs dropped from other
aircraft (or aircraft formations) it is necessary,to observe
definite time intervals between aircraft or aircraft format-
' iOrte.
208. -During dive bombing, in erder:to avoid collision
of a dropped bomb with an aircraft, the diving turn Should
be made directly after releasing the bombe.
209. In case Of 'forced landing on an unprepared areas,
on home territory, the flying crew Should release. .the babe, :
having set them in the "safe" position. Precision boMbing
should be' carried ,on, with. a. View to the safety of local
population and Structures.
210. The safety measures for human beings and
structures to be exercised during bombing drills, are deter-,
mined by the Target Ground Service Manual;
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- fuse delay;
50X1-HtJNA
- splinter spray radius;
- plane speed;
- length of bombing train.
207. To avoid collisions with bombs dropped from other 1
aircraft (or aircraft formations) it is necessaryi.):to observe
definite time intervals between aircraft or aircraft format-
ions. ?
208. During dive bombing, in order to avoid collision
of a dropped bomb with an aircraft, the diving turn should
be made directly after releasing the boMbs.
209. In case of forced landing on an unprepared areas,
on home territory, the flying crew should relesie the bombs,
, having set them in the "safe" position. Precision bombing
should be' carried on, with, a flew to the safety of local
population and structures.
210. The safety measures for human beings and
structures to be exercised during bombing drills, are deter-,
mined by the Target Ground Service Manual; ?
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Antendixill
ABBREVIATIONS AND SMOTE USED50X1-HUM
NAVIGATION SERV/CE.
? Z. Points and Lines
04ni0 7 Departure
'T .(.(11M) 7 Terminal
TPR (nnb) - Turning Point of Route
/PER: (mom) - Initial Point ,of Return Route
. 1
Ap ? (MC) - Airplane Position
Tb (I16P) - Tactical Divergence Point
CP (KO) 7 Cheek Point
.CLP (till) celestial biiie?ei: Position
DP' (Knn ) -Departure Point
MCP (rim) - Main Control Point
TDP (MO - Target. Director.Post
REP (PET) - Radio Navigation Post(homing radi4station,
4
radio-direction finder, radio beacon, etc.)
'(CET) - Navigational Light Markers (beacon search-
lights, etc.)
BS (11,BPC) - Broadcast Station
RI)? (POOR) - Radio pirection and Finding
20 Angles and Bearings
N (C) North
? (B) East
S 00) -South
? (3) - West
TTA (ey) - True Track Angle
MTA .(mni) - Magnetic Track Angle
DTTA OurIV)-7 Designated True Track Angle
DTA (311Ny) - Designated Track Angle
?
?
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AMTA (WWII) - Actual Magnetic Track Angle
ATTA (0:01MnY) - Actual True Track Angle
DA (IC) - Draft of Angle
TC (14K) - True Course
MO (MK) a Magnetic Course
CO (101) - Compass Course
(4K) - Deviation
m magnetic Declination
A -Variation
(4) - Radio ? Deviation
- Wind Direction
WFA (TB) - Wind-Fire Angle .
CAW (KM) - Course Angle of Wind
CARP (ICE0) ? - Course Angle of Reference Point
CARNA?