Altitude CH Freq. Route Rem. Time Check. Airport Frequencies. Departure Destination.
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A navigation log is a tool that you use to guide your preflight planning, and a plan that you execute in flight. The value you obtain from the navigation log is the centralization of all of the information you need in an easy to read, single location.
There are many different versions of navigation logs. Many aviation publishers sell printed copies, there are electronic versions available on the internet, and online and tablet-based flight planners can automatically generate navigation logs. Many pilots create their own version in spreadsheet software to have control over how the information is organized, tailoring the format to their own specific needs.
You will learn how to complete a navigation log using an example flight. After you have flown this flight, think about how the experience of preparing the navigation log aided situational awareness in flight.
Also, you may want to make changes to what information you include in the navigation log, or use a different navigation log format. Before starting to complete the navigation log, a review of terms and abbreviations is important.
Print a copy of this planner out now and follow along using the tutorial. You can check out the other versions of this planner, as well as pilot submitted versions here. Identify Checkpoints Checkpoints should be clearly identifiable landmarks along your route of flight, spaced every miles.
As you approach your destination airport, you should identify a 10 NM and 5 NM checkpoint to aid you in identifying the airport. They will also serve as triggers for making radio announcements at a uncontrolled field, or establishing contact with the tower at a tower controlled field.
Measure Distances and True Course Using your navigation plotter, determine the true course along your course line, and measure the distances between checkpoints. Enter these values in the navigation log, and total the distances. Find the reporting stations along your route of flight. If you unfamiliar with the station identifiers, searching for the identifer using flight planning website such as AirNav. As the ft winds are light and variable and the ft winds are 9, interpolation is difficult.
We can also determine our TAS and fuel burn rate. This means we should use the Standard Temperature column in the cruise performance chart. TAS is knots for both and ft, so no interpolation is required. Fuel burn rate is 8. Round this up to 8. Convert True Course to Magnetic Course Look for an isogonic line on the sectional chart closest to the drawn course. Recall that westerly variations are added to the true course to convert to magnetic course, and easterly variations are subtracted from the true course to convert to magnetic course.
Easterly variations are found west of the agonic line, because magnetic north lies east of true north from any position west of the agonic line. Westerly variations are found east of the agonic line, because magnetic north liest west of true north from any position east of the agonic line.
In this case, the result is a WCA of -1 and a groundspeed of Each compass installation must be calibrated and deviation card is produced to inform the pilot of the expected error. The deviation card is typically located in a holder next to the compass. This gives us 6 mins, 1. This leaves 8. We can then calculate the remaining legs using the E6-B. Then select one of the two methods below:. MC Magnetic Course The angle between your course and magnetic north.
Var Magnetic Variation The number of degrees left or right used to correct a true course to a magnetic course. CH Compass Heading This is the compass heading you will fly for a specific leg of your flight in your specific airplane. Step Description Example Plot your course Using your plotter, draw a course line on your sectional chart. Use a pencil or better yet, an erasable highlighter so that its easier to view your course line. You may need to fly around terrain or airspace, navigate using radio navigation radials, or choose a route that is over airports.
After drawing your course, examine the terrain and airspace along your route. You may find that you need to alter the course.
Also, this examination is the first step in developing situational awareness about your flight. Are there airports along your route of flight that are suitable for diversion? Are there any types of special use airspace, MTRs, parachute operations, wilderness areas, obstructions, or other unique features?
Post to Cancel. The correction applied to a course to correct for wind drift. This is the compass heading you will fly for a specific leg of your flight in your specific airplane. You will record the actual amount of time each leg took to fly.
Using your plotter, draw a course line on your sectional chart. Checkpoints should be clearly identifiable landmarks along your route of flight, spaced every miles. Using your navigation plotter, determine the true course along your course line, and measure the distances between checkpoints.
The optimum cruise altitude for any flight depends on a number of factors. Obstacle Clearance — Compare the field elevation of your departure airport, destination airport and all terrain and obstructions 10 miles each side of your planned course to determine the height of the tallest obstruction. Add ft to this altitude.
This is your minimum safe altitude that will ensure obstacle clearance, give you a few miles of glide range if the airplane experience engine failure, and will help you see checkpoints and your destination airport. This is a minimum altitude, not the optimum altitude. Winds Aloft — Compare the true course for your flight with the winds aloft. Recall that the winds aloft are aligned with true north.
Determine if specific altitudes have a favorable headwind or unfavorable tailwind. Generally, winds will increase as you climb. Generally, is going to be the most efficient altitude for a normally aspirated engine, balancing the highest TAS with least amount of fuel burned per knot of TAS. Obstacle Clearance — In this example, we are departing from O61 field elevation and landing at Nutree field elevation There is no terrain or obstacles along the route of flight.
This results in a good minimum altitude for this flight of ft MSL. You can use your Crosswind Component chart or the rule of thumb. This is a westerly course, requiring an even altitude plus ft. We could choose , , , etc. Look for an isogonic line on the sectional chart closest to the drawn course.
There are two approaches to planning when to initiate a descent. We now have a plan to initiate our descent for Nuttree airport 3 minutes after crossing our Sacramento Executive airport checkpoint. The fuel requirement is 1.
To understand the total distance, time and fuel, sum up each column and enter it at the bottom of the navigation log table.
VFR Navigation Log Jeppesen