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NAVIGATION LOG
With the W/V selected for the altitudes to be flown, calculate headings, ground speeds and times and then fill out the navigation log (Fig 20-2b). Itemize all tracks, headings, distances, speeds, times, etc., pertinent to the flight. This provides an organized record and schedule for the flight and minimizes the possibility of forgetting important data and having to compute problems in flight. Fuel requirements should be calculated, and while en route these calculations should be checked against actual consumption to determine if the calculated reserves will be available at the destination. There are various forms of flight planning forms and navigation logs, each designed for a particular purpose. Your flight instructor, who will also assist in their preparation, will supply the training organization forms.
The Navigation Log
The helicopter pilot has little time for log keeping in the air (Fig 20-2b), but the following are some of the items that should be recorded, although this may not be possible in most types of helicopter:
1. each compass heading (use 3 digits - i.e., 037);
2. the time the helicopter sets out on each compass heading;
3. ETA at destination and planned turning points;
4. time over or by check-points and turning points; and
5. new ground speeds and revised ETA.

 
Figure 20-2b: Navigation Log
FLIGHT PLAN AND FLIGHT ITINERARY 
It is mandatory that a flight plan or flight itinerary be filed prior to any flight beyond 25 miles of the departure’s point. Among other things, this ensures that the appropriate authorities are alerted should the helicopter become overdue. Air searches can involve considerable time and expense. It is imperative that the pilot closes his flight plan/flight itinerary by notifying the appropriate agency when the intended or alternate destination is reached.
GENERAL TECHNIQUE
In this text, we do not intend to discuss all the details involved in conducting a pilot navigation flight since the training unit will provide appropriate instruction by means of dual navigation exercises. However, the following are some general points applicable to any cross-country flight.
Magnetic Compass
When you read about vagaries of the compass later in this chapter, you will note that this navigation instrument may be unreliable while the aircraft is being turned, banked, accelerated, or decelerated. Therefore, in order to maintain the all-important heading of an aircraft by means of a magnetic compass, the helicopter must be held straight and at a constant airspeed.
Compass Turns
Compass readings are unreliable when the helicopter is turning. Dependent upon individual aircraft design a turn of more than, or a fraction of, 90 degrees can be estimated by using the angle between the nose of the helicopter and the 9 o’clock and 3 o’clock position as a guide. For example, a turn of 100 degrees to the left can be made by turning on to a reference point which lines up with the 8:30 clock code position.
Heading Indicator
This instrument is subject to the precession errors. The heading indicator must be set manually by the pilot to the magnetic compass and reset about every 15 minutes. It is important to set the heading indicator accurately WHILE IN STRAIGHT FLIGHT.
Altimeter
Atmospheric pressure varies from time to time, and place to place; therefore the pilot must reset the altimeter to compensate for these variations. Current altimeter settings may be obtained on request from control ATSs and Flight Service Stations, or by tuning in to Automatic Terminal Information Service (ATIS) broadcasts.
MAP READING
The generally accepted term to describe navigation by means of a chart is map reading, although the publication used is more correctly called a chart than a map. You will begin to gain experience in map reading during earlier air exercises and learn it progressively, first by identifying highways, railroads, or rivers and relating them to other prominent features on the ground such as towns, airports, power lines, etc. Then, as your ability increases, a specific compass heading should be maintained while reading a chart.
　
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