Be sure to use the latest weight and balance information in  the FAA-approved AFM or other permanent aircraft records,  as appropriate, to obtain empty weight and empty weight  CG information.  Determine the takeoff and landing distances from the  appropriate charts, based on the calculated load, elevation  of the airport, and temperature; then compare these distances  with the amount of runway available. Remember, the  heavier the load and the higher the elevation, temperature,  or humidity, the longer the takeoff roll and landing roll and  the lower the rate of climb.  Check the fuel consumption charts to determine the rate of  fuel consumption at the estimated flight altitude and power  settings. Calculate the rate of fuel consumption, and compare  it with the estimated time for the flight so that refueling points  along the route can be included in the plan.  VOR station that is off the direct route, but makes navigating  easier, may be chosen (radio navigation is discussed later in  this chapter).  Appropriate checkpoints should be selected along the route  and noted in some way. These should be easy-to-locate  points, such as large towns, large lakes and rivers, or  combinations of recognizable points, such as towns with  an airport, towns with a network of highways, and railroads  entering and departing.  Normally, choose only towns indicated by splashes of yellow  on the chart. Do not choose towns represented by a small  circle—these may turn out to be only a half-dozen houses. (In  isolated areas, however, towns represented by a small circle  can be prominent checkpoints.) For this trip, four checkpoints  have been selected. Checkpoint 1 consists of a tower located  east of the course and can be further identified by the highway  and railroad track, which almost parallels the course at this  point. Checkpoint 2 is the obstruction just to the west of the  course and can be further identified by Will Rogers World  Airport, which is directly to the east. Checkpoint 3 is Wiley  Post Airport, which the aircraft should fly directly over.  Checkpoint 4 is a private, non-surfaced airport to the west of  the course and can be further identified by the railroad track  and highway to the east of the course.  Once the weather has been checked and some preliminary  planning completed, it is time to chart the course and  determine the data needed to accomplish the flight. The  following sections provide a logical sequence to follow in  charting the course, complete a flight log, and filing a flight  plan. In the following example, a trip is planned based on the  following data and the sectional chart excerpt in  Figure 16-25.  The following is a suggested sequence for arriving at the  pertinent information for the trip. As information is determined,  it may be noted as illustrated in the example of a flight log in  Figure 16-26.  Where calculations are required, the pilot may  use a mathematical formula or a manual or electronic flight  computer. If unfamiliar with the use of a manual or electronic  computer, it would be advantageous to read the operation  manual and work several practice problems at this point.  First, draw a line from Chickasha Airport (point A) directly  to Guthrie Airport (point F). The course line should begin at  the center of the airport of departure and end at the center of  the destination airport. If the route is direct, the course line  consists of a single straight line. If the route is not direct, it  consists of two or more straight line segments. For example, a  The course and areas on either side of the planned route  should be checked to determine if there is any type of airspace  with which the pilot should be concerned or which has  special operational requirements. For this trip, it should be  noted that the course passes through a segment of the Class  C airspace surrounding Will Rogers World Airport where the  floor of the airspace is 2,500 feet mean sea level (MSL) and  the ceiling is 5,300 feet MSL (point B). Also, there is Class  D airspace from the surface to 3,800 feet MSL surrounding  Wiley Post Airport (point C) during the time the control  tower is in operation.  Study the terrain and obstructions along the route. This is  necessary to determine the highest and lowest elevations,  as well as the highest obstruction to be encountered so  an appropriate altitude that conforms to 14 CFR part 91  regulations can be selected. If the flight is to be flown  at an altitude of more than 3,000 feet above the terrain,  conformance to the cruising altitude appropriate to the  direction of flight is required. Check the route for particularly  rugged terrain so it can be avoided. Areas where a takeoff  or landing is made should be carefully checked for tall  obstructions. Television transmitting towers may extend to  altitudes over 1,500 feet above the surrounding terrain. It is  essential that pilots be aware of their presence and location.  For this trip, it should be noted that the tallest obstruction is  16-18  Steps in Charting the Course  Charting the Course  Route of flight: Chickasha Airport direct to Guthrie Airport  True airspeed (TAS)........................................115 knots  Winds aloft...........................................360° at 10 knots  Usable fuel.....................................................38 gallons  Fuel rate...............................................................8 GPH  Deviation..................................................................+2°