How to Fill Out a Navigation Log Properly - VFR
Checkpoints - Choose from Sectional Chart points easily identifiable and preferably not more than 15 nautical miles apart. Examples of good checkpoints are populated places (denoted in yellow), airports with hard-surfaced runways, large bodies of water such as rivers or reservoirs, highways and primary roads, and railroad lines.
VOR Identification / Frequency - Fill in this box if you intend to use VOR radials to assist you in finding checkpoints, or if navigating on Victor airways or selected VOR radials.
Course (Route) - If you drew a straight line to your destination, your course is Direct. If you’re using a Victor airway, enter its identifier here. If you’re using a specific radial from a VOR, enter it here. In most situations, you’ll be navigating direct to your destination, so the 'D with an arrow through it' symbol will suffice.
Altitude - Select an appropriate VFR cruising altitude as dictated by 91.159. Remember to select your altitude by the Magnetic Course. (TC ± variation = MC) The rule only applies above 3000’ AGL and below FL180. Your cruising altitude should consider obstacle/terrain clearance for your entire route, winds and temperatures aloft for desirable performance, and distance consideration, i.e., don’t select 8500’ MSL for a 50 NM route.
Wind (Temperature, Direction, Velocity) - Here you’ll enter the closest winds for your checkpoint. You can consider surface winds for your departure and arrival points, and the nearest station forecast for your enroute checkpoints. In most situations, winds will differ along your route a minimum of 3 times (departure, enroute, arrival).
CAS / TAS - Enter the TAS found for your flight conditions along your route. Remember, you’ll have to convert the IAS best climb speed and approach and landing speeds to CAS and then to TAS to be accurate, since groundspeed is dependent on TAS. The CAS box is used so you can easily convert CAS to IAS to know what IAS you must maintain for your flight planning to be accurate.
TC - Enter the TC found by referencing your course to a line of longitude. Remember, following a line of longitude north will take you to True North, the geographic North Pole.
-L +R WCA - Using your winds entered earlier, you can use a flight computer to determine your wind correction angle necessary to maintain your course. When you apply wind correction to course, you end up with a heading (In this case a True Heading).
-E +W Variation - Find the isogonic line closest to your route and enter its value here. If you're flying perpendicular to lines of variation match the value for your closest checkpoint. Variation converts True to Magnetic. Variation changes with geographic location. If you follow a line of variation (isogonic or agonic) north, you’ll end up at the magnetic North Pole. The result changes you from true to magnetic. (In this case, magnetic heading)
+ / - Deviation - Deviation is caused by electromagnetic disturbance surrounding the compass (i.e. radios, lots of metal, etc.) It’s the difference between what the compass reads and magnetic heading. The compass card does not give the aircraft deviation, it simply tells the pilot what correction to apply to fly the desired magnetic heading on the compass. Deviation is different for each aircraft (65637’s correction is different from 65973’s).
Compass Heading - After you apply the correction for deviation found on the compass card, your result is compass heading. This is what you’ll actually fly in order to get to your destination, assuming all the information you’ve entered so far is accurate.
Distance (Leg / Remaining) - Here you’ll enter the total distance of your trip (A) the distance of that leg (B), and the distance remaining for your journey (C). Be accurate, avoiding decimals, using your plotter, course drawn, and sectional chart.
Groundspeed (Estimated / Actual) - You’ll determine groundspeed by referencing TAS and forecast wind conditions on a flight computer. If groundspeed is greater than TAS you have a tailwind component; if groundspeed is less than TAS you have a headwind component. When you actually fly your route, you’ll determine the actual groundspeed by dividing distance by time using a flight computer and adjust your ETA(s) accordingly.
Time - Time off - enter your time off (takeoff time). Your first ETA is this time plus ETE. You’ll also use time off when you activate your flight plan. After your first checkpoint, you’ll enter three numbers at each following checkpoint. ATA, ATE, (for the checkpoint you’re at) and ETA for the next checkpoint. You’ll do this at each checkpoint until you reach your destination. Be sure to check your groundspeed is accurate at each point as well, and make any changes necessary to subsequent checkpoints. Notify the FSS if your ETA at your destination changes by 30 minutes or more, though a report of a change of 15 minutes is desirable.
GPH (Fuel / Remaining) - Enter the fuel burn rate here, and multiply time by this number to determine fuel required for each checkpoint.
Additional Information that’s beneficial - Airport Diagram - you can draw a basic airport sketch to familiarize yourself with the taxiways and runway layout.
Time, Fuel, and Distance to Climb - Using the performance data in the POH, determine your time, fuel, and distance to climb so that you know where to expect your level off.
Required Indicated Airspeed - This number is the basis of all of your flight planning. Since groundspeed is determined from TAS and there is a direct relationship to TAS from IAS, you must maintain the correct IAS to hold the TAS constant, which holds the groundspeed constant, the number all your time and fuel burn is based on.
