Navigate from One Point on the Ground to Another Point While

071-329-1006 Navigate from One Point on the Ground to Another Point While Dismounted Conditions: Given a standard topographic map of the area, scale 1:50,000, a coordinate scale and protractor, a compass, and writing materials. Note. See appendix C in this manual for related skills and knowledge supporting performance of this task. Standards: Moved on foot to designated points at a rate of 3,000 meters per hour. Performance Steps 1. Determine your pace count. a. When traveling on foot, measure distance by counting paces. The average soldier uses 116 paces to travel 100 meters. Check your pace length by practicing on a known 100-meter distance, like a football field plus one end zone, which is 110 yards (about 100 meters). 071-329-1006 3-225 Performance Steps b. When traveling cross-country as in the field, you use more paces to travel 100 meters, usually about 148 instead of 116. This is because you are not traveling over level ground, and must use more paces to make up for movement up and down hills. Pace yourself over at least 600 meters of crisscrossing terrain to learn how many paces it takes you to travel an average 100 meters over such terrain. c. Be sure you know how many paces it takes you to walk 100 meters on both level and crisscrossing terrain. (1) The problem in pacing is maintaining a straight line. At night, you will tend to walk in a clockwise circle if you do not use a compass. In daylight, you should use aiming points and a compass. Also, remember to figure only the straight-line distance when you have to walk around an obstacle. (2) Another problem is keeping count of paces taken. One way is to use pebbles. For instance, suppose you want to pace off one kilometer. (A kilometer is 1,000 meters or the distance between two of the black grid lines on the map.) Put 10 pebbles in your right pocket. When you go 100 meters, move one pebble to your left pocket and start your count over. When all 10 pebbles had been moved to your left pocket, you have traveled one kilometer. Or, tie knots in a string, one knot per 100 meters. d. Sample problem: You are to move 715 meters, and your pace count for 100 meters is 116 paces. (1) Using the pebble methods, you will need seven pebbles. This will take you 700 meters. But what about the other 15 meters? (2) To determine how many paces it will take to go the remaining 15 meters, multiply 15 meters by your pace count (116—15 x 116 = 1,740). Mark out the last two numbers (40). The remainder (17) is how many paces it will take to go 15 meters. (3) So you would go 715 meters using the pebble method by pacing off 116 paces per 100 meters until all seven pebbles are used, then go an additional 17 paces to arrive at 715 meters. 2. Navigate from one point to another using terrain association. a. This technique uses terrain or man-made features to serve as landmarks or checkpoints for maintaining direction of movement. It can be used anywhere, day or night, as long as there are distinguishable terrain features. You use terrain association when moving from the unit area to the motor pool. You walk down the road or sidewalk using intersections or buildings to steer or turn on (landmarks or checkpoints). In the field, with few roads and buildings, use terrain features for your axis and checkpoints. 3-226 071-329-1006 Performance Steps b. In using association, you locate first your position on the map then your destination or objective. It will seldom be the best way to travel. For example, look at figure 071-329-1006-1. Assume that you are to move from point A to point B. You see that a straight line could cause you to climb several small ridges and valleys (the “Xs” on figure 071-329-1006-1). Figure 071-329-1006-1. Straight-line route c. When adjusting your route, consider the following: (1) Tactical aspect. Avoid skylining open areas and danger areas like streams or crossings on roads and hilltops. Your tactical concern is survival. The mission is causing you to move to your objective. You need to be sure you get to that objective. Looking at figure 071-329-1006-2, you decide for tactical reasons to cross the stream where you would not be seen from the road © and to cross the road in a small valley (D). You know that valleys offer better cover and concealment, so you will use them (E) (F). 071-329-1006 3-227 Performance Steps Figure 071-329-1006-2. Adjusted route (2) Ease of movement. Always pick the easiest route that the tactical situation allows. However, you achieve surprise by doing the unexpected. A difficult route increases your chance of getting lost. A difficult route may be noisy and may tire you out before you get to your objective. (3) Boundaries. It is almost impossible to travel in a straight line, with or without a compass. Pick an axis or corridor to travel along. Pick boundaries you will be able to spot or feel. Hard-top roads, streams, high grounds, and railroads all make good boundaries. If you start to wander too far off course, you will know it. d. You decide the route shown in figure 071-329-1006-3 offers you easy movement. You check your axis up the valley (1); across the ridge at the saddle (2); cross the stream and turn left, keeping the stream on the left and high ground on the right (4); to the third valley (5); to the saddle, then on to the objective (6). 3-228 071-329-1006 Performance Steps Figure 071-329-1006-3. Route of travel e. With boundaries to keep you straight, you need to know where, along your corridor, you are. You do this with checkpoints. The best checkpoint is a line or linear feature that you cannot miss. A linear feature across your corridor, or axis, is crossed no matter where you are in the axis. Use hard-top roads, railroads, power lines, perennial streams (solid blue lines, the dash blue lines are frequently dry), rivers, ridges, and valleys. Note. DO NOT use light-duty roads and trails; there are always more on the ground than the map shows. DO NOT use wood lines, which are rarely permanent. f. Referring to figure 071-329-1006-3, pick your checkpoints. (1) Saddle, use Hill 241 to line on up the right valley, and follow to— (2) Stream, move along it until— (3) Bend in the stream, turn right to— (4) Road in the valley (the ridge crossing on the road on the 12-grid line will serve as a limiting feature), then up to— (5) Far saddle, and right to your objective (B). 071-329-1006 3-229 Performance Steps g. If you cannot find linear features, use an elevation change—hill or depression, small ridge, or valley. Look for one contour line of change during the day, two at night. Regardless of contour interval, you will spot a contour interval of change on foot. h. Determine the distance between checkpoints. DISTANCE IS THE CAUSE OF MOST NAVIGATIONAL MISTAKES. Estimate or measure the distance from one checkpoint to another. Trust that distance. i. Referring to figure 071-329-1006-4, check your distances: (1) 500 meters to the saddle (1). (2) 800 meters to the stream (2). (3) 500 meters to the bend in the stream (3). (4) 300 meters to the road (4). (5) 1,000 meters to the far saddle (5). Figure 071-329-1006-4. Checkpoints 3. Navigate from one point to another using dead reckoning. a. Dead reckoning is a technique of following a set route or line for a determined distance. This technique is used on flat terrain, like deserts and swamps. It can be used day or night. To use dead reckoning— 3-230 071-329-1006 Performance Steps (1) Locate the start point and finish point on the map (figure 071-329-1006-5). Figure 071-329-1006-5. Distance between checkpoints (2) Determine the grid azimuth from the start point to the finish point, or to the first intermediate point on the map. (3) Convert the grid azimuth taken from the map to a magnetic azimuth. (4) Determine the distance between the start point and the finish point, or any intermediate points on the map. Note. If you do not know how many paces you take for each 100 meters, you should move to a 100-meter course and determine your pace count. (5) Convert the map distance to pace count. (6) Make a thorough map reconnaissance of the area between the start point and the finish point. 071-329-1006 3-231 Performance Steps b. Before moving from the start point, shoot an azimuth on a welldefined object on the ground in the direction of travel. These objects, known as steering points, may be lone trees, buildings, rocks, or any easily identifiable point. At night, the most likely steering point will be a star. Because of the rotation of the Earth, the positions of the stars continually change. You must check your azimuth frequently. Do this only when halted. Using your compass while moving will cause you to go off-course. Your steering mark may be beyond your objective. Remember to travel the distance you determined. c. Once you have selected a steering point, move toward it, remembering to begin your count. You should have some method devised to keep track of the number of 100 meters you travel. d. Upon reaching your first steering point, shoot an azimuth to another steering mark, and repeat c, until you reach the finish point. e. If you should encounter an obstacle, you may have to detour around it (figure 071-329-1006-6). To do this, complete a series of 90-degree turns until the obstacle is bypassed and you are back on the original azimuth. Figure 071-329-1006-6. Bypassing an obstacle (1) At the edge of the obstacle, make a note of the number of paces taken to this point. 3-232 071-329-1006 Performance Steps (2) If your detour is to the right, add 90 degrees to the original azimuth. (3) Using the new azimuth, pick a steering mark and move toward it, making sure you begin a new pace count. Move on this azimuth until reaching the end of the obstacle. (4) Stop and make a note of the number of paces taken, again as in (2) above, add or subtract 90 degrees from the azimuth just read, and move to the far side of the obstacle. (5) Upon reaching the far side, stop the count and make note of the number of paces taken; add this pace count to the pace count noted in (1). (6) At this time, again add or subtract 90 degrees from the azimuth used. Using this new azimuth, move the same number of paces taken on the first leg of the offset or detour. (7) Place the compass on your original azimuth, pick up the pace count you ended with when you cleared the obstacle, and proceed to your finish point. f. Bypassing the same obstacle at night calls for special considerations: (1) To make a 90-degree turn, hold the compass as you would to determine a magnetic azimuth. (2) Turn until the center of the luminous letter “E” is under the luminous line (do not change the setting of the luminous line). Note. If you turn to the right, “E” is under the luminous line. If you turn to the left, “W” is under the line. (3) Proceed in the direction until you have outflanked the obstacle. (4) Turn until the north arrow is under the luminous line and proceed parallel to your original course until you have bypassed the obstacle. (5) Turn until the “W” is under the luminous line and move back the same distance you originally moved. (6) Finally, turn until the north arrow is under the luminous line and proceed on your original course. (7) You must do the pace count the same as you do for bypassing the obstacle during daylight. g. After reaching the finish point, conduct a detailed terrain analysis to confirm your location. 4. Navigate from one point to another by combining terrain association with dead reckoning. 071-329-1006 3-233 Performance Steps a. Frequently, you must consider the advantage and disadvantage of both navigation techniques. (1) Terrain association is fast and easy, and allows for mistakes. It is also subject to map accuracy and can only be used with recognizable terrain features. (2) Dead reckoning is accurate and works on flat terrain that lacks terrain features; however, all work must be precise, and the technique takes time. b. There may be times when you combine both techniques. For instance, in the desert, you may need to use dead reckoning to arrive at or near a road, or a ridge, and then use terrain association to follow that feature to an objective. Evaluation Preparation: Setup: Select an area with varying terrain and vegetation and large enough to have two points, 1,000 meters to 2,000 meters apart. Ensure each point is on or near an identifiable terrain feature and marked on the ground with a sign containing a letter or number. Place dummy signs not less than 100 meters but not more than 200 meters to the right and left of the correct point. Clearly mark correct points on the map. Prepare a sheet of paper giving the azimuth and distance for each leg of the course to be covered. Have pencils available for the tested soldier. Brief Soldier: 1. Terrain Association. a. Give the soldier the map and tell him to identify the best route to take between the two points plotted on the map (1,000 meters to 2,000 meters apart). Note. The best route must have been determined by an SME before the test. b. Give the soldier the map and tell him he must move from point A to point B (1,000 meters to 2,000 meters apart) using terrain association (no compass is used). Tell the soldier he has _______ (standard in minutes and/or hours) to complete the course. 2. Dead Reckoning. Give the soldier the sheet of paper with the azimuth and the distance for each leg of the course (three to five points, 200 meters to 500 meters apart), and the compass; no map will be used. Tell the soldier to move over the course shown by the azimuth and the distance on the paper. Tell the soldier to record the letter or number at the end of each leg of the course. Tell the soldier he has ______ (standard in minutes and/or hours) to complete the course. 3-234 071-329-1030 Note: Time standards are based on the average time it takes two SMEs to complete the course plus 50 percent. For example, if the SME time is one hour, course test time is one hour and 30 minutes. SME time (1 hour) + 50 percent (30 minutes) = course test time of one hour and 30 minutes. Tell the soldier he has 10 minutes to study the map and determine a course of action. At the end of this time, he will move to the start point and begin the test. Time starts when soldier leaves the start point and ends when he crosses the finish point. Performance Measures GO NO GO 1. Terrain association. —— —— a. Identified the best route within 10 minutes and explained the reason for picking that route. b. Wrote down the correct letter or number at the end of each leg of the course. 2. Dead reckoning. —— —— a. Wrote down the correct letter or number of each leg of the course. b. Arrived at correct destination within the specified time. Evaluation Guidance: Score the soldier GO if all performance measures are passed. Score the soldier NO GO if any performance measure is failed. If the soldier scores NO GO, show what was done wrong and how to do it correctly. References Required Related FM 3-25.26 STP 21-1-SMCT 071-329-1030 Navigate from One Point on the Ground to Another Point While Mounted Conditions: Given a standard 1:50,000-scale topographic map of the area, a coordinate scale, a protractor, and a compass, while mounted in a vehicle with cross-country capability and tasked to move from a known start point to one or more distant points. 071-329-1030 3-235 Note: See appendix C for related skills and knowledge supporting performance of this task. Standards: Directed the driver to the designated point(s) at a rate of nine kilometers per hour using terrain association and dead reckoning. Performance Steps 1. Determine the effects of terrain on the vehicle when navigating mounted. a. Vehicle speed and mobility. (1) Great distances may be covered quickly. Develop the ability to estimate the distance traveled. Meanwhile, use the odometer, which shows the distance traveled. Remember that .1 mile is roughly 160 meters, and 1 mile is about 1,600 meters or 1.6 kilometers. (2) Mobility is an advantage while navigating. When disoriented, mobility makes it easier to move and reorient. b. Vehicle capabilities. (1) Most military vehicles can knock down a tree. Larger vehicles can clear more trees but cannot knock down several trees at once. Find paths between trees that are wide enough for the vehicle (figure 071-329-1030-1). Figure 071-329-1030-1. Vehicle capabilities 3-236 071-329-1030 Performance Steps CAUTION During training, follow installation SOP or local guidelines concerning crosscountry vehicle travel. (2) Military vehicles are designed to climb 60-percent (30-degree) slopes if the surface is dry and firm. If gravel, vegetation, or mud is on the slope, the practical slope-climbing capability is about 40 percent (20 degrees) (figure 071-329-1030-2). Figure 071-329-1030-2. Climbing slope and side slope capabilities (a) Determine the approximate slope by looking at the route selected on a map. One contour line in any 100 meters of map distance on that route indicates a 10-percent slope. Two contour lines indicate a 20-percent slope, and so forth. If there are four contour lines in 100 meters, look for another route. Note. The above figures are true for a 10-meter or 20-foot contour interval. If the map has a different contour interval, adjust the arithmetic. For instance, if there is one contour line in 100 meters, a 10-meter interval would give a 10-percent slope. (b) The side slope is more important than the climbing slope. A 40-percent side slope is the maximum in good weather (figure 071-329-1030-2). Traverse a side slope slowly and without turning. Rocks, stumps, or sharp turns can cause a downhill track to be thrown under the vehicle, which is a major recovery task. (3) For tactical reasons, movement is often in draws or valleys due to the cover they provide. Side slopes make slow movement necessary. 2. Know the effects of weather on vehicle movement. a. Weather can halt mounted movement. Snow and ice are dangerous. Rain and snow affect soil load-bearing ability. Heavy rain may restrict cross-country vehicles to road movement. b. Adjust the route to avoid flooded or muddy areas. A stuck vehicle hinders combat capability. 071-329-1030 3-237 Performance Steps 3. Know both methods of navigation. a. Terrain association. This is the most used method of navigation. The navigator plans the route for movement from one terrain feature to another. An automobile driver uses the same technique while driving along the streets in a city. He guides himself using intersections or other landmarks. Like a driver, the navigator selects routes, or “streets,” between key points, or “intersections.” These routes must sustain vehicle travel, and should be as direct and easy to follow as possible. In a typical move, the navigator determines his location and the location of his objective. He notes the position of each on his map and selects a route between the two. (1) Determine the start point and destination. (2) Draw or visualize a straight line between the two points on the map. (3) Inspect the terrain along that line for ease of movement, for features recognizable under predicted weather conditions, and for tactical considerations. (4) After analyzing the terrain, adjust the route by doing the following: (a) Consider tactical aspects. Avoid skylining, select key terrain for overwatch positions, and select concealed routes. (b) Consider ease of movement. Use the easiest possible route. Bypass difficult terrain. A difficult route is hard to follow, noisier, causes more wear to the vehicle (and possibly recovery problems), and takes more time. Tactical surprise is achieved by doing the unexpected. Try to select an axis or corridor and not a specific route. Allow room for vehicles to maneuver. (c) Use terrain features as checkpoints. Checkpoints must be easily recognizable, from a moving vehicle, under the current light and weather conditions. The best checkpoints are linear features that cross the route. Use perennial streams, rivers, hardtop roads, ridges, valleys, and railroads. The next best are elevation changes; hills, depressions, spurs, and draws. Look for two contour lines of change. Less than two lines of change cannot be spotted while mounted. (d) Follow terrain features. Movement and navigation along a valley floor or near or on the crest of a ridgeline are easiest. 3-238 071-329-1030 Performance Steps (e) Determine directions. Break the route into smaller segments and determine the rough direction that will be followed. The compass is not needed; use the main points of direction (north, northeast, east, for example). Before moving, note the location of the sun and the direction of north. Locate changes of direction, if any, at the checkpoints chosen. (f) Determine distance. Obtain the total distance to be traveled and the approximate distance between checkpoints. Plan to use the vehicle odometer to keep track of distance traveled. Note. Convert map distance to ground distance by adding 20 percent for crosscountry movement. (g) Make notes. Usually, mental notes are adequate. Imagine what the route will be like and remember it. (h) Plan. Restudy the route selected. Determine where problems may occur and how they may be avoided. b. Dead reckoning. Dead reckoning means moving a set distance along a set line. It involves moving so many meters along a set line, usually an azimuth in degrees. Note. There is no accurate method of determining direction in vehicles. (1) Dead reckoning with steering marks. This procedure is the same as it is for on foot travel. (a) Dismount from the vehicle. (b) Move away from the vehicle (about 50 meters). (c) Set the azimuth on the compass and choose a steering mark (rock, tree, hilltop) in the distance on that azimuth. (d) Remount and have the driver identify the steering mark. Proceed to it in as straight a line as possible. (e) On arrival at the steering mark or when direction is changed, repeat paragraphs (a) through (c) for the next leg of travel. (2) Dead reckoning without steering marks. Use this only in flat, featureless terrain. (a) Dismount from the vehicle, which has been positioned in the direction of travel. Move about 50 meters to the front of the vehicle. (b) Face the vehicle and read the azimuth to the vehicle. (c) By adding or subtracting 180 degrees, determine the forward azimuth (direction of travel). (d) Have the driver drive on a straight line toward you. 071-329-1030 3-239 Performance Steps (e) Remount the vehicle, hold the compass as it will be held while the vehicle is moving, and read the azimuth to the front. (f) The compass swings off the azimuth determined, but it should pick up a constant deviation. For instance, the azimuth to the steering mark was 75 degrees while you were away from the vehicle. When you remounted, and the driver drove straight forward, the compass showed 67 degrees. There is a deviation of minus 8 degrees. All that is needed is to hold the 67-degree heading. (g) At night, do the same thing without a steering mark. From the map, determine the azimuth of travel. Line the vehicle up on that azimuth, then move well in front of the vehicle. Be sure it is aligned correctly. Mount, have the driver move slowly forward, and note the deviation. Note. If the vehicle has a turret, traversing the turret changes the deviation. (3) Turret alignment. If the vehicle has a stabilized turret, another method is alignment of the turret on the azimuth to be traveled. Switch the turret stabilization system ON. The gun tube remains pointed at the destination no matter which way the vehicle is turned. CAUTION If you have to take the turret off-line to engage a target, repeat the entire process. Note. This technique works, and it is not harmful to the stabilization system. However, the vehicle is subject to stabilization drift; therefore, use this technique for no more than 5,000 meters before resetting. (4) Distance factor. Computing the distance factor in dead reckoning is usually a simple process. Determine the map distance to travel and add 20 percent to convert to ground distance. Use the vehicle odometer to control the distance of travel. 4. Learn to combine and use both methods. a. Terrain association is fast and error-tolerant. It is the best method under most circumstances, and it can be used day or night. b. Dead reckoning is accurate if done correctly—precision is a requirement. Dead reckoning is slow, but works in flat terrain. c. Often, dead reckoning and terrain association are combined. Use dead reckoning to travel across a large, flat area to a ridge. Use terrain association for the rest of the move. d. The ability to use both methods is required. Probable errors, in order of frequency, are as follows: (1) Failure to determine distance(s) to be traveled. 3-240 071-329-1030 Performance Steps (2) Failure to travel the proper distance. (3) Failure to properly plot or locate the objective. (4) Failure to select easily recognizable checkpoints or landmarks. (5) Failure to consider the ease of movement factor. Evaluation Preparation: Setup: At the test site, provide the materials and equipment given in the task conditions. Select an area that has varying terrain and vegetation. The area must be large enough to have three to five points that are 1,000 meters to 5,000 meters apart. Each point is on or near an identifiable terrain feature and is marked on the ground with a sign containing a letter or number. Place dummy signs not less than 100 meters or more than 200 meters to the right and left of the correct point. Clearly mark all correct points on the map. Prepare a sheet of paper giving the azimuth and distance for each leg of the course. Have pencils available for the soldier. Brief Soldier: 1. Terrain association. Give the soldier the map and tell him to direct the driver and vehicle over the course recorded on the map. Tell the soldier to record the letter or number at the end of each leg of the course. Tell the soldier the course will be covered using terrain association. 2. Dead reckoning with steering marks. Give the soldier a protractor, a compass, and a sheet of paper with the azimuth and distance for each leg of the course. Maps are not used. Tell the soldier to direct the driver and vehicle over the course recorded on the paper. Tell the soldier to record the letter or number at the end of each leg to the course. Tell him the course will be covered using steering marks. Performance Measures GO NO GO 1. Terrain association. Wrote the correct letter or number found at the end of each leg of the course. —— —— 2. Dead reckoning. —— —— a. Moved away from the vehicle. b. Set azimuth on compass and selected steering mark. c. Had the driver identify the steering mark. d. Wrote the correct letter or number found at the end of each leg of the course. e. Repeated steps in performance measure 2a, b, and c for each leg of the course. 113-571-1022 3-241 Evaluation Guidance: Score the soldier GO if all performance measures are passed. Score the soldier NO GO if any performance measure is failed. If the soldier fails any performance measure, show what was done wrong and how to do it correctly. References Required Related FM 3-25.26 FM 90-3