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PREPARING FOR THE FLIGHT
The success and enjoyment of a navigation flight depends greatly on systematic preparation and planning. There are several factors to consider which may vary with the conditions under which the flight has to be conducted. The weather, terrain, landing sites, and fuel facilities, together with the availability of en route check-points, may influence decisions and we recommend that you carry out itemized preparation, study, and calculations for the flight,  in the following order:
1. weather;
2. route selection;
3. NOTAM’s and landing site condition reports;
4. aeronautical chart preparation;
5. flight log preparation; and
6. filing of a flight plan or flight itinerary.
WEATHER
Pilot navigation flights must not be conducted unless VFR weather prevails and is forecast to prevail over the selected route. Therefore, you must obtain adequate weather information. They may be obtained by different means and sources. Be sure to check the actual reports against the forecast weather for aerodromes at which you intend to land and along the selected route. Pay particular attention to the winds. The strength of the wind could play a vital part in your flight planning. Weather conditions are always subject to change; therefore, regardless of meteorological forecasts, in preparing for a cross-country flight, plan the possibility of having to divert to an alternate landing site. This may be done by listing all the suitable alternate landing sites along the route in chronological order on the flight log form. They may also be circled on the navigation chart.
CHARTS
The chart used almost exclusively for pilot navigation is the Transverse Mercator Projection, with a scale of 1:500,000. With this scale, 1 inch on the chart represents 500,000 inches on the ground (approximately 8 miles to the inch). Other scales you may encounter are 1:1,000,000 (approximately 16 miles to the inch) and 1:250,000 approximately 4 miles to the inch). For fine detail, the 1 mile to the inch chart can be used. This chart even shows individual buildings, and is particularly useful for helicopter operations. The 1:500,000 statute mile scale does not exactly correspond to 8 miles to the inch, which is 1:506,880. For short distances the differences may be ignored.
THE ROUTE
Once you have determined that the weather for a flight will be satisfactory, all pertinent  factors must be analyzed and a route decided upon. The most direct route may not be the most desirable; it could be largely over water beyond gliding distance from land, or over a prohibited or danger area. Refuelling stops will play a large part in selecting the route as most helicopters only have fuel for relatively short legs.
In selecting routes, try to avoid those, which include extended periods of flight over areas where map reading is difficult. The ability to read maps is a very important part of pilot navigation. The objective is to get there safely. “As quickly as possible” is an aim that can be sacrificed for this objective.
A checkpoint or pinpoint is a prominent feature or group of features along, or close to the route, used to establish the position of the helicopter. They are also used for other purposes such as in-flight calculation of ground speed and revisions to the ETA.
Main highways, rivers, railroads, and lakes afford excellent and readily identifiable checkpoints for pilot navigation. Take full advantage of them and choose a route, if possible, which will encompass most of them. In the event of any situation that requires diverting from the original flight plan, a pilot strengthens his hand considerably when he knows exactly where he is at the time the diversion must be made.
It is important that the aeronautical chart used is up-to-date and not so dog-eared from use that important details are obscured. Many experienced pilots augment aeronautical charts with information from current automobile road maps, since the latter invariably include more up-to-date secondary roads and highway detail. Remember to use road maps only as a secondary source of information, as distance scales and physical land features are not always displayed accurately.
　
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