The angle between your course and true north. MC 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.
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They said it was boring. I thought it was quite thrilling. I was actually thrilled to write that post. What a thrill. Well, after reading that post again, I kind of came to the conclusion that unless you are an airplane geek, you would probably get a big dent in your head from the thud of your skull hitting the desk in front of you while reading that thing. I mean, I had a full glass of water next to me on the desk when I started reading it and by the time I was done reading…the glass was empty.
Interested in receiving my posts by email? This is your chance! This should make it up to you. If you are not completely thrilled by the time you are done reading this, by all means, please let me know. You know…I am a riot at parties. I completed this navigation log this morning for a trip to a nearby airport.
I hope this helps you fill in your own navigation log. Draw line directly from your departure airport to your destination airport. In this case, the distance was 50NM. Find and mark checkpoints along the way. Draw a line through the checkpoint on your sectional chart.
To do this, use your plotter and find the true course from the departure airport to the VOR station. To do this, look at your sectional chart.
You must add two zeros to the number to get the altitude for the highest point. You must fly at least FT above the highest point. In the case of this course, the departure airport section has a highest point of FT, the VOR station section has highest point of , we cross through a section with the highest point of FT and the destination airport has the highest point of FT.
Since we are flying east, we fly an odd number altitude ex. Since we know the area of the departure airport and we are no where near the highest point the Shawangunk Ridge , we decide to fly at FT. We could fly at FT, but decide not to. Record your cruising altitude in the first box in the altitude column.
Ask for the information for the winds aloft closest to your cruising altitude. In this case, I asked for the wind direction, velocity and temperature for FT aloft.
CAS is the speed found in the front page of your POH pilot operating handbook recorded by the airplane manufacturer. Enter the pressure altitude , the temperature 3C and the CAS Round up for This means that since the air is more dense due to the cold temperature, your airplane will fly more efficiently. To do this, simply re-record your course from the course box earlier. Enter the wind direction , the wind speed 37 , the course or 64 and the TAS This should give you a heading of Now, you can see that heading is different than the TC by 2 degrees.
Record the WCA as the difference between the two. In this case, the WCA is -2 degrees. To do this, just use the result from the prior calculation and find the closest isogonic line to your course on the sectional chart. Record Now, look inside your airplane on the compass deviation chart right near your magnetic compass.
Find the deviation closest to your magnetic heading and solve. In this case, we chose -2 deviation. For all the following checkpoints along this heading, use the information that you recorded above. In this case, the distance is 51NM. Fill in the required information and you should get a result of In this case we departed at Type in the distance 7 and the GS You should get , rounded as 3 minutes enroute. Your actual time enroute ATE will be recorded as you fly over your checkpoint. In this case, we recorded Your actual time of arrival ATA will be recorded during flight.
In this case, our airplane C burns 9 GPH. We started our flight with 40 gallons of fuel on board. Type in for the time and 9 for the FPH. You should get a result of. Now, subtract this number from the total fuel on board and record your result Now, repeat the steps above for each checkpoint of the trip to the VOR. Once the VOR is reached, change the course and the following figures that relate to that course. Related posts:.
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