Justificante original de que vive en la provincia donde solicite el trámite. Ej

8.17.1. General. The TOT can be based off a chronometer hack or a real-time TOT. If you are using a real-time TOT, back your times up to takeoff so you know the latest possible takeoff time to meet

your TOT without modifying preplanned flight parameters. Allow for the possibilities of being delayed or getting to the start point early. An early arrival may necessitate holding at the entry point, if allowed.

8.17.2. Timing and Airspeed Errors. Low-level route timing is dependent upon flying a precise GS for a precise amount of time. An inaccurately planned IAS (this is, not corrected for temperature, pres- sure altitude, or wind) or poor throttle control will almost certainly result in timing errors. Timing errors are further complicated by poor airspeed control when climbing, descending, and turning. For example, if your airspeed and/or bank angles during turns are not as planned, the turn radius (and thus, the timing) will be different. Additionally, timing errors are further complicated by incorrect map-reading and/or the use of poorly defined landmarks for timing references.

8.17.3. Timing Corrections. There are two basic methods of correcting elapsed time errors on a low-level mission—changing the airspeed and changing the route of flight. The following subpara- graphs indicate several methods of airspeed correction:

8.17.3.1. Airspeed Correction—10-Percent Method. This method is based on the approxima- tion that a 10 percent increase or decrease of GS, held for 10 minutes, will gain or lose 1 minute. However, it is not necessary to wait until a 1-minute error exists because the time error (in frac- tions of a minute) is directly proportional to the duration of the speed change. The calculations for the 10-percent method are as follows:

8.17.3.2. Airspeed Correction—Incremental Method. In the incremental method of time con- trol, airspeed in miles per minute is used to determine the speed change. To obtain nm per minute, divide your planned GS by a factor of 60. At 360 knots GS, you are traveling at 6 nm per minute; at 420 KIAS, you are traveling at 7 nm per minute. To determine the speed change increment, mul- tiply the nm per minute by a factor of 10 (for example: 6 nm per minute x 10 = 60 knots). Maintain corrected GS (GS ± the speed change increment) for 1 minute for every 10 seconds early or late. 8.17.3.3. Airspeed Correction—Proportional Method. This method is simple and closely resembles the incremental method. For each second early or late, increase or decrease IAS by 1 knot for the number of minutes equal to the GS in nms per minute. For example, if you are on a 360 knots GS route (6 nm per minute) and 10 seconds early, decrease airspeed by 10 knots and hold that correction for 6 minutes.

8.17.3.4. Airspeed Correction—Next-Leg Method. This method of timing correction is simple and particularly useful to single-seat pilots. Airspeed (in nm per minute) is used to determine the speed change increment (in GS). First, determine the number of seconds early or late. Divide this by the time (in minutes) for the next leg of the low-level route. Multiply the dividend by the nm per minute. The result is the GS correction. Add or subtract the GS correction to the original cruise airspeed. Fly the corrected GS for the entire next leg. For example, if you are on a 360 knot GS route and 20 seconds late at the IP, the IP to target is 2 minutes and 40 seconds. Increase airspeed by 45 knots and hold the correction for the entire IP-to-target leg.

10 percent of GS = GS factor. GS ± GS factor = corrected GS.

8.17.3.5. Airspeed Correction—Leg Correction (Thorton Method):

8.17.3.5.1. Derived from the proportional and next-leg methods, the Thorton method uses a time or distance increment and the next-leg time or distance (either one works) to establish a correction factor for each leg. The time/distance increment is that time or distance at which the proportional method would result in a one-to-one relationship between speed change and sec- onds early or late. (For example, at 360 knots planned GS, the time or distance increment is 6 min/36 nm. This is because using the proportional method when you are 10 seconds early or late would result in a 10-knot correction held for 6 min/36 nm. At 420 knots planned GS, the time/distance increment is 7 min/49 nm).

8.17.3.5.2. When planning to use this technique, it is best to calculate the correction factor during the planning stage and annotate it on the low-level map. To calculate the correction fac- tor, take the time/distance increment and divide it by the next-leg time/distance. For example, dividing the time/distance increment (6 min/36 nm) by the next-leg time/distance (4 min/24 nm), 6 min/4 min or 36 nm/24 nm yields a leg correction factor of 1.5. Write that correction factor on the low-level map next to that leg. When airborne, determine your timing deviation in seconds and multiply it times your leg correction factor. Apply that correction for the entire next leg. For example, 10 seconds late times the correction factor of 1.5 yields a correction of 15 knots, so fly 15 knots faster for the entire leg.

8.17.3.6. Airspeed Correction—Ground Track Method. This method is viable only when prominent ground features are used as turn points. If you are within 10 seconds early or late, plan to make the next turn point prior to or just after the desired turn point. Remember to add an addi- tional ground track correction to return to the planned routing and consider the time required for route correction. This technique is heavily based on TLAR (That Looks About Right), but can be used effectively to adjust timing and minimize task saturation.