The

STUDENT PILOT'S
QUICK REFERENCE MANUAL

eBook Series Version 1.3

Copyright 2012 Find-it Fast Books

No part of this eBook, or in its entirety, may be reproduced or retransmitted by any

electronic or mechanical means including information storage and retrieval systems for
the purpose of sharing with others without the express written consent of the author.

by

Jerry Miller
406 Henry Drive
Montoursville, PA 17754

www.finditfastbooks.com

“The writer does the most

who gives his reader the most knowledge,
and takes from him the least time.”
-Sydney Smith (1771-1845)
 TABLE OF CONTENTS
SUBJECT PAGE

Ammeter, Understanding it .............. 30

ATC Shorthand .......................... 9
ATIS ................................... 28
Checkrides, Preparing for .............. 67
Cross Country Flight Planning .......... 22
Density Altitude ....................... 35
Distress, Inflight ..................... 53
Emergency Locator Transmitter .......... 31
Flight Plan, Why File? ................. 10
Flight Plan, Filing .................... 11
Fuel Contamination ..................... 47
Human Element, The ..................... 63
IFR Illusions .......................... 59
Inadvertent IFR ........................ 57
Inflight Distress ...................... 53
Light Gun Signals, from Tower .......... 32
Mid Air Collision Avoidance ............ 39
Military Training Routes ............... 20
Mountain Flying ........................ 41
Night Flying, General .................. 43
Night Flying Fog Hazard ................ 46
Overcast, Trapped on Top ............... 61
Phonetic Alphabet ...................... 2
Pilot Reports, Giving .................. 34
Preflight Inspection ................... 24
Radio Usage ............................ 25

i
 TABLE OF CONTENTS
SUBJECT PAGE

Special Use Airspace ................... 17

Surface Wind Determination ............. 38
Temperature Conversion ................. 1
TFRs (Temporary Flight Restrictions) ... 12
Thunderstorms .......................... 52
Tower, Light Gun Signals ............... 32
Transponder Codes ...................... 5
Trapped on Top of an Overcast .......... 61
Twenty-four Hour Clock ................. 3
Unfavorable Weather .................... 56
Unicom ................................. 27
Vertigo ................................ 58
Vertigo, Preventing .................... 60
Wake Turbulence ........................ 48
Weather Briefing, Receiving ............ 7
Weather Briefing, Requesting ........... 6
Weather Shorthand ...................... 8
Wire Strikes ........................... 50
Zulu Time, Computing ................... 4

ii
 TEMPERATURES - Celsius to Fahrenheit

C F C F C F
41 - 105 22 - 71 03 - 37
40 - 104 21 - 70 02 - 36
39 - 103 21 - 69 02 - 35
39 - 102 20 - 68 01 - 34
38 - 101 19 - 67 01 - 33
38 - 100 19 - 66 00 - 32
37 - 99 18 - 65 M00 - 31
37 - 98 18 - 64 M01 - 30
36 - 97 17 - 63 M02 - 29
36 - 96 17 – 62 M02 - 28
35 - 95 16 - 61 M03 - 27
34 - 94 16 - 60 M03 - 26
34 - 93 15 - 59 M04 - 25
33 - 92 14 - 58 M04 – 24
33 - 91 14 – 57 M05 – 23
32 - 90 13 - 56 M05 - 22
32 - 89 13 - 55 M06 - 21
31 - 88 12 - 54 M06 - 20
31 - 87 12 - 53 M07 - 19
30 - 86 11 – 52 M08 - 18
29 - 85 11 - 51 M08 - 17
29 - 84 10 - 50 M09 - 16
28 - 83 09 - 49 M09 - 15
28 - 82 09 - 48 M10 - 14
28 - 81 08 – 47 M10 - 13
27 - 80 08 - 46 M11 - 12
26 - 79 07 - 45 M11 - 11
26 - 78 07 - 44 M12 - 10
25 - 77 06 - 43 M13 - 09
24 - 76 06 – 42 M13 - 08
24 - 75 05 - 41 M14 - 07
23 - 74 04 - 40 M14 - 06
23 - 73 04 - 39 M15 - 05
22 - 72 03 - 38 M16 - 04

1
PHONETIC ALPHABET

A Alpha
B Bravo
C Charlie
D Delta
E Echo
F Foxtrot
G Golf
H Hotel
I India
J Juliet
K Kilo
L Lima
M Mike
N November
O Oscar
P Papa
Q Quebec
R Romeo
S Sierra
T Tango
U Uniform
V Victor
W Whiskey
X X-ray
Y Yankee
Z Zulu

2
 THE 24 HOUR CLOCK
0100 = 1 a.m.
0200 = 2 a.m.
0300 = 3 a.m.
0400 = 4 a.m.
0500 = 5 a.m.
0600 = 6 a.m.
0700 = 7 a.m.
0800 = 8 a.m.
0900 = 9 a.m.
1000 = 10 a.m.
1100 = 11 a.m.
1200 = 12 p.m.
1300 = 1 p.m.
1400 = 2 p.m.
1500 = 3 p.m.
1600 = 4 p.m.
1700 = 5 p.m.
1800 = 6 p.m.
1900 = 7 p.m.
2000 = 8 p.m.
2100 = 9 p.m.
2200 = 10 p.m.
2300 = 11 p.m.
2400 = 12 a.m.
For the current accurate time, call the U.S. Naval
Observatory Master Clock at 202-762-1401.

3
 COMPUTING "ZULU" TIME
(Universal Coordinated Time – UTC)

For Standard Time:

Eastern Standard Time add 5 hours
Central Standard Time add 6 hours
Mountain Standard Time add 7 hours
Pacific Standard Time add 8 hours
B.C. Standard Time add 8 hours
Yukon Standard Time add 8 hours
Alaska Standard Time add 9 hours
Bering Standard Time add 10 hours
Hawaii Standard Time add 10 hours

For Daylight Savings Time:

Eastern Daylight Savings add 4 hours
Central Daylight Savings add 5 hours
Mountain Daylight Savings add 6 hours
Pacific Daylight Savings add 7 hours
B.C. Daylight Savings add 7 hours
Yukon Daylight Savings add 7 hours
Alaska Daylight Savings add 8 hours
Bering Daylight Savings add 9 hours
Hawaii Daylight Savings add 9 hours

4
 TRANSPONDER

Use one of the suffix codes listed below that describes your
transponder's features and append it to your type of aircraft when
filing a flight plan.

X - No transponder
T - Transponder with
no altitude encoding
U - Transponder with
altitude encoding
D - DME, no transponder
B - DME, transponder with
no altitude encoding
A - DME, transponder with
altitude encoding
W - RNAV, no transponder
C - RNAV, transponder with
no altitude encoding
R - RNAV, transponder with
altitude encoding
G - GPS, transponder with Global
Positioning System
F - FMS, transponder with Flight
Management System

5
 WEATHER BRIEFING

When calling for a weather briefing, give the following

background information to the weather briefer at the Flight Service
Station.

Type of flight (VFR)

Aircraft identification
Aircraft type
Departure point
Route of flight
Destination
Flight altitude
Estimated time of departure
Estimated time en route

Request a standard briefing shortly before your departure to

receive all available weather data pertinent to your flight.

Request an abbreviated briefing to update the information

received from an earlier standard briefing if the weather is
changeable.

Request an outlook briefing to plan for a flight later in the day

or for the next day to see if the weather will be favorable for your
planned flight.

6
 CONTENT OF A
STANDARD WEATHER BRIEFING

After you provide background information to a pilot weather

briefer and request a standard briefing, the following information
should be provided in the below order.

Adverse conditions (IFR weather,

mountain obscuration, turbulence,
icing, thunderstorms)

“VFR flight not recommended”

statement (if applicable to the
current or forecast weather)

Synopsis (position of fronts and

high and low pressure systems

Current weather conditions

En route forecast

Destination forecast

Winds aloft (temperatures

are in degrees Celsius)

Notices to Airmen (NOTAMS)

Temporary Flight Restrictions

7
 WEATHER SHORTHAND

Weather briefers tend to talk fast. Learning the below contractions

will help you to keep up with the pace of the briefing when
copying weather information.
DZ - Drizzle
RA - Rain
SN - Snow
SG - Snow Grains
IC - Ice Crystals
PE - Ice Pellets
GR - Hail
GS - Small Hail or Snow Pellets
UP - Unknown Precipitation
BR - Mist
FG - Fog
FU - Smoke
DU - Dust
SA - Sand
HZ - Haze
PY - Spray
VA - Volcanic Ash
PO - Dust or Sand Swirls
SQ - Squalls
SS - Sandstorm
DS – Dust storm
FC - Funnel Cloud
+FC - Tornado or Waterspout
MI - Shallow
BC - Patches
DR - Low Drifting
BL - Blowing
SH - Showers
TS - Thunderstorm
FZ - Freezing
PR – Partial
VC - In the Vicinity
- Light Precipitation
(No Symbol) - Moderate Precipitation
+ Moderate Precipitation

8
 WEATHER SHORTHAND
Wind Character Words Common to
TAFs (Forecasts)
0000 Calm
G Gust WS Wind Shear
Q Squall CHC Chance
WSHFT Wind Shift ISOLD Isolated
OCNL Occasional
BCMG Becoming
SLT Slight
VCNTY Vicinity
Sky Condition

FEW Few
SCT Scattered
BKN Broken
OVC Overcast
VV Indefinite Ceiling

ATC SHORTHAND
You can reduce your workload during flight by using the below
symbols to copy ATC instructions.

@ At / Until
X Cross Cruise
> Before Freq Frequency
< After or Past M Maintain
SQ Squawk
Climb and Maintain
Descend and Maintain
At or Below
v < Clearance Void If Not Off By...(time)

9
 WHY FILE A VFR FLIGHT PLAN?
A flight plan assures prompt search and rescue if you become
overdue or missing.

Pilots who have not filed flight plans have died of exposure
after forced landings due to extended delays in starting search
efforts.

Although generally not required by the FARs, filing a flight

plan is a good operating practice that can literally save your life.

If you are flying multiple legs on an extended VFR flight, it is

best to file a flight plan for each separate leg to reduce the search
area, if you become overdue or missing.

If you are flying a long route, giving VFR position reports will
reduce the search area, if you become overdue or missing.

CONTENT OF A VFR POSITION REPORT:

IDENTIFICATION ALTITUDE
POSITION VFR FLIGHT PLAN
TIME DESTINATION

When your flight is completed, be sure to:

Close your flight plan!

by radio or, by phone with flight service.

Control towers DO NOT automatically close flight plans.

10
 FILING A VFR FLIGHT PLAN

After receiving your weather briefing, you may wish to file a

VFR flight plan. Provide the below information in the following
order:

Aircraft identification

Aircraft type and transponder suffix

True airspeed

Point and time of departure

Initial cruising altitude

Route of flight and destination

Remarks, if any

Estimated time en route (ETE)

Fuel on board (in hours and minutes)

Pilot's name & phone number

Number of persons on board

Color of the aircraft

11
 Temporary Flight Restriction
(TFR)

Example of a TFR in FDC NOTAM format:

!FDC 3/7836 ZLC MT FLIGHT RESTRICTION SEELEY LAKE,
MT EFFECTIVE IMMEDIATELY UNTIL FURTHER NOTICE.
PURSUANT TO 14 CFR SECTION 91, 137 (A) (2)
TEMPORARY FLIGHT RESTRICTIONS ARE IN EFFECT
WITHIN A 5 NAUTICAL RADIUS OF 472341N/1125856W
THE MISSOULA /MSO/ VOR/DME 040 DEGREE RADIAL AT
054 NM AT AND BELOW 10500 FT MSL TO PROVIDE A
SAFE ENVIRONMENT FOR FIRE FIGHTING AIRCRAFT
OPERATIONS. THE U.S. FOREST SERVICE, TELEPHONE
406-731-5300/ 119.825/HIGH, IS IN CHARGE OF ON SCENE
EMERGENCY RESPONSE ACTIVITIES. GREAT FALLS
/GTF/ AFSS TELEPHONE 406-268-2100, IS THE FAA
COORDINATION FACILITY.

Partial example of a presidential movement TFR in FDC NOTAM

format:
!FDC 3/7886 ZKC PART 1 OF 3 FLIGHT RESTRICTIONS ST
LOUIS, MISSOURI, AUGUST 26, 2003 LOCAL. PURSUANT
TO TITLE 14, SECTION 91.141 OF THE CODE OF FEDERAL
REGULATIONS AIRCRAFT FLIGHT OPERATIONS ARE
PROHIBITED WITHIN 30 NMR UP TO BUT NOT
INCLUDING FL180 OF...

Notice, above, the "SECTION 91.141." This is a red flag

that this FDC NOTAM is a presidential movement TFR. Read
these NOTAMs very carefully.

An FDC NOTAM is regulatory flight information

concerning IFR charts, procedures, and airspace usage.
TFRs are in FDC NOTAM format.

12
 Temporary Flight Restriction
(TFR)

In the current security sensitive environment following the

terrorist attack of "9-11", understanding TFRs has become an
absolute necessity for all pilots.

A TFR restricts or prohibits air traffic operations due to a real

or perceived hazard or condition.

A TFR temporarily restricts or prohibits flight over a specified

area, such as:

For national security purposes

Presidential or vice-presidential "no fly zones"
Sports stadiums
Disaster relief areas, such as floods & earthquakes
Fire fighting operations
Aircraft accident sites
Toxic gas leaks or spills
Nuclear accidents or incidents

The purpose in designating an area as a TFR is to:

Protect persons and property on the surface

Provide a safe environment for the operation

of disaster relief aircraft

Prevent unsafe congestion of sightseeing aircraft

above an event of high public interest

13
 Temporary Flight Restriction
(TFR)

TFRs:

Are not depicted on aeronautical charts

Are usually short term in duration
Can appear, disappear, or change almost daily
Are disseminated as FDC NOTAMS, explaining:

Where the TFR is located

How big it is, usually in terms of a radius
How high it extends in altitude
How long it is expected to remain in effect

TFR information is available from:

Flight Service Station weather briefings

(1-800-WXBRIEF, up to the minute status)

Always note the date and time you

called flight service as proof you
received all available TFR information
if you experience an incursion of a TFR.
Recordings of briefings are maintained
for 15 days.

DUATS (Up to the minute status)

AOPA Online (unofficial information that may

not be up to the minute)

Other unofficial websites that may not be timely

14
 Temporary Flight Restriction
(TFR)

It is the pilot's responsibility to avoid flight into TFRs.

Inadvertently entering a TFR may result in:

A law enforcement official greeting upon landing

Suspension of pilot certificate

Interception by military aircraft

If intercepted by military aircraft, follow the

procedures listed in the Aeronautical
Information Manual (AIM), Section 6,
Para 5-6-2, Figures 5-6-1 & 5-6-2

Even though a pilot may be completely familiar with all TFR

information pertinent to the route of flight, incursions can result
from:

The issuance or change of a TFR after receiving

a weather briefing.

Pilots misled by air traffic controllers:

Even though ATC helps pilots to avoid

TFRs as much as possible, VFR vectors
followed by radar service termination may
mislead a pilot into continued flight on the
last assigned vector into a TFR. Therefore,
always maintain positional awareness when
flying in the vicinity of a TFR. Do not
blindly rely on ATC to keep you out of
TFRs. Refer to your charts throughout
your flight.

15
 Temporary Flight Restriction
(TFR)

Certain aircraft may be authorized entry into a TFR:

Aircraft operating under an IFR flight plan

Aircraft participating in relief operations
Aircraft carrying law enforcement personnel
Aircraft carrying accredited news officials
Aircraft operating to or from airports located
within the TFR - with prior authorization

To protect yourself from inadvertent entry into a TFR:

Call Flight Service for a weather briefing and
ask for NOTAMS and TFR information.
After receiving TFR information either from
Flight Service or DUATS, refer to your
charts to determine if the plotted TFR is
pertinent to your proposed route of flight.
Discuss TFRs with Flight Service briefers and
your fellow pilots to better understand them.
If you receive a pilot weather briefing from
Flight Service, record the date, time, and
name of the Flight Service station you
received your briefing from. The recording
of your of your briefing can then be found
if you violate a TFR and you believe that
you were not informed about the TFR by
the pilot weather briefer.

16
 SPECIAL USE AIRSPACE

Prohibited Area - Designated airspace within which the flight

of an aircraft is not allowed for security or other reasons associated
with the national welfare. Avoid these areas!

Restricted Area - Designated airspace within which flight is

subject to restrictions. They indicate the existence of unusual
hazards such as artillery firing or aerial gunnery. You must receive
permission from the using or controlling agency to enter a
restricted area between designated altitudes during specified times.
Get permission to enter these areas!

Warning Area - Designated airspace located over

international waters along ocean coastlines. U.S. military forces
conduct hazardous operations within these areas. No restriction to
flight is imposed. However, civil aircraft should be aware of
possible hazardous conditions. Be alert to see and avoid in
these areas!

Alert Area - Designated airspace containing a high volume of

pilot training activity or unusual aeronautical activity not
hazardous to aircraft. No flight restrictions apply, but pilots should
be especially alert for collision avoidance. Be alert to see and
avoid in these areas!

17
 SPECIAL USE AIRSPACE

Military Operations Area (MOA) - Designated airspace

containing military training activities depicted to alert pilots of
their location.

MOAs do not restrict VFR operations, however always exercise

extreme caution whenever training activity is in progress. Be
alert to see and avoid in these areas!

Other airspace

Charted National Park Service Areas

U.S. Fish and Wildlife Service Areas
U.S. Forest Service Areas

Although not classified as special use airspace, these areas have

flight limitations imposed by the agencies that administer them.

See the margin of sectional charts for information concerning

flight over these areas.

Altitude restrictions are often applied to reduce the bird strike

hazard and/or to reduce noise disturbance to the area below.

18
 SPECIAL USE AIRSPACE

Special use airspace is depicted on aeronautical charts in many

shapes and sizes.

Information is provided on the borders of these charts

concerning altitudes, times of use, contacting agency, and notice to
airmen (NOTAM) information.

Contacting agencies

Using agency - The agency, organization, or military

command whose activity required the establishment of special use
airspace.

Contact the using agency for information on warning and alert

areas. Flight Service should have using agency phone numbers on
file for you to call.

Controlling agency - The FAA facility or military ATC

facility that may approve flight through or within a restricted area.
Request permission in flight by radio.

You may contact either the using or controlling agency for

authorization to fly through or within special use airspace.

Requesting permission from the controlling agency would be

the simplest and most expedient method to gain entry into special
use airspace.

19
 MILITARY TRAINING ROUTES

Military Training Routes (MTRs) are established for low-

altitude military training operations with airspeeds exceeding 250
knots indicated airspeed (KIAS) below 10,000 feet MSL (and
sometimes higher altitudes).

The route centerline is depicted on aeronautical charts.

Normal route width is five to ten miles either side of the

centerline.

Some route segments may be as narrow as two miles or as wide

as twenty miles from the centerline.

Two types of charted military training routes:

IRs (IFR MTRs) - Operations conducted under instrument

flight rules regardless of weather conditions.

VRs (VFR MTRs) - Operations conducted under visual flight

rules during VFR weather conditions.

(Uncharted slow speed training routes also exist.)

20
 MILITARY TRAINING ROUTES

When receiving your weather briefing you must specifically

request military training route information, otherwise you will not
be told about MTR activity.

While on a flight, contact the local flight service station for

military training route information along your course.

It is in your best interest to always keep alert for hi-speed

military traffic when flying in the vicinity of MTRs - even if they
are inactive.

Regardless of the times of scheduled use and the routes

depicted on charts, high performance military aircraft sometimes
fly during unscheduled times and pilots do occasionally fly off
course.

The Department of Defense publishes three Area Planning

Charts detailing the Military Training Routes covering the Eastern,
Central, and Western U.S.

21
 CROSS COUNTRY PLANNING
Careful preflight planning is essential for conducting a safe
flight. Also you will fly with greater confidence and ease.

The FARs Require That You:

Obtain weather reports and forecasts

Determine fuel requirements
Plan alternatives if flight cannot be completed
Inquire about any known traffic delays

On the Sectional Chart:

Even though most pilots today now rely upon GPS, handheld
or installed, it remains a good practice to be proficient in the art of
navigation techniques performed in the earlier day of aviation:

Draw the course you plan to fly

(Check your local office supply store for removable translucent

tape. It works great for plotting courses and highlighting special
features. You can later remove the tape keeping a clean reusable
chart.)

Study terrain features with emphasis on the highest terrain to be

encountered.

Select checkpoints and calculate estimated times en route

between these checkpoints.

Note special use airspace for avoidance or to request permission

for entry.

22
 CROSS COUNTRY PLANNING
Review destination airport information on the sectional and
especially in the Airport/ Facility Directory or its equivalent.

Note the location of enroute airports for emergency or

intermediate landing areas and refueling stops.

List frequencies of navigational aids, flight service stations (for

weather updates), and ATC frequencies (tower, ground control,
clearance delivery, approach and departure control).

Obtain a complete weather briefing.

File a VFR flight plan.

Equipment Checklist:

Sectionals and other charts

(Take charts adjoining your
route in case you divert due
to weather or fly off course)

Airport/Facility Directory

Aeronautical Information Manual

Computer and plotter

Pen or pencil

Flight log and note pad

Flight bag with your own

personal miscellaneous items

23
 PREFLIGHT INSPECTION
Use the appropriate checklist contained in the aircraft flight
manual or pilot's operating handbook.

A clogged pitot tube or static port require a mechanic's attention

NEVER blow or probe into a pitot tube..

Always treat the propeller as "HOT" whenever you move or

touch it.

Look for bird or bee nests or rodent infestations in the engine

compartment, under cowlings, and in all openings - especially if
the airplane has been idle for a long time.

Don't rely on the accuracy of cockpit fuel or oil gauges.

Always visually check your fuel and oil quantities, and be sure to
replace the filler caps!

After maintenance has been performed on the aircraft you are

about to fly, perform an especially detailed preflight inspection to
ensure all aircraft components have been re-secured properly and
no rags or tools have been left behind by the mechanics.

If you find anything wrong, DO NOT TAKE OFF. Tell a

mechanic so the problem can be inspected and/or repaired.

24
 RADIO USAGE
Listen momentarily before transmitting so you won't override
other radio transmissions.

Plan what you will say before transmitting.

Key your microphone button, then pause a second before

speaking. This will ensure that the first words you say will be
transmitted over the radio.

Keep your transmissions as brief as possible, using terminology

listed in the Pilot/Controller Glossary contained in the Airman's
Information Manual (AIM). When you use this standardized
phraseology, broken or garbled transmission can be better
understood.

Upon initial contact with ATC use your full call sign, and then
wait. ATC may be talking to another aircraft on another frequency
and unable to respond immediately.

If radio reception is weak or garbled or you cannot establish

radio communications, you may be too low or too far away from
the ATC facility you are attempting to contact.

If weather conditions permit, climbing to a higher altitude may

allow you to establish radio contact.

25
 RADIO USAGE
If radio contact is still not established, check:

Comm radio - On
Radio volume - Up
Frequency - Selected
Radio circuit breakers – In

Also, your headset may be malfunctioning or the plug may not

be seated all the way into the jack.

Check the plug to be sure it is firmly seated. The radio

frequency you are trying to transmit over may be inoperative either
in your aircraft radio or at the ground station you are calling.

Try calling on another frequency. It's also possible that your

receiver is not working, but your transmitter is functioning
normally, so make reports and advisories "in the blind."

Remember - Good radio technique involves:

Brevity - Be brief in your transmissions

to reduce radio congestion.

Understanding - Use proper phraseology

to reduce confusion.

Courtesy - Listen before transmitting to

prevent frequency override.

26
 UNICOM
Unicom is a private aeronautical radio station monitored by
Fixed Base Operators. It is not an air traffic control frequency.

Common UNICOM frequencies include 122.7, 122.8, 122.975,

122.725, and 123.0, and others.

At non-tower airports, UNICOM can provide

Runway and wind conditions

Weather conditions

Fuel types and availability

Information regarding food, lodging

and ground transportation

Activation of Pilot Controlled

Lighting System (PCL)

At tower controlled or FSS served airports, use the tower or

FSS to obtain runway and wind information and weather
conditions.

Check the Airport Data on your charts or consult the

Airport/Facility Directory for UNICOM availability and
frequencies at specific airports you plan to use.

Communications cannot always be established on UNICOM

due to unattended or unmonitored radio receiver sets at airport's
Fixed Base Operator facility.

27
AUTOMATIC TERMINAL INFORMATION SERVICE
(ATIS)
ATIS is a continuous broadcast of recorded non-control
information at high activity terminal areas.

ATIS relieves radio congestion on control frequencies by

continuously transmitting routine but essential information.

ATIS is broadcast for use by all departing and arriving IFR and
VFR aircraft.

All pilots should listen to ATIS prior to requesting taxi

clearance if departing, and prior to reporting to ATC if arriving.

ATIS information includes

A phonetic alphabet code word

identifying the broadcast

Sky condition and visibility

Winds

Altimeter setting

Instrument approach and

runways in use

Notices to airmen (NOTAMs)

Other pertinent information

28
AUTOMATIC TERMINAL INFORMATION SERVICE
ATIS
Consult the Airport/Facility Directory or sectional charts for the
ATIS frequencies for the specific airports you plan to use. Either a
discrete VHF frequency or a VOR frequency will be listed,
identified by the word "ATIS.“

When listening to ATIS on a VOR frequency, it may be

occasionally interrupted by FSS talking over it to other aircraft.

Upon initial contact to approach control, tower or ground

control, indicate to ATC that you have the current ATIS
information by stating that you have the ATIS code letter (ie, "I
have information Bravo.").

ATIS broadcasts are generally updated hourly, but more

frequent updates are possible if a significant change in information
occurs.

With each subsequent ATIS update, the next succeeding

phonetic alphabet code letter is used to identify the current ATIS
message.

Remember

ATIS information is non-control information. It is not a

clearance to taxi for take off, or a clearance to land.

29
 AMMETER
Do you really know what that ammeter indicates?

If the needle indicates a plus value, the battery is being charged.

After engine start, the ammeter will indicate a plus charge for
awhile as the generator is recharging the battery, then it will
stabilize to a lower plus charge value.

If the needle indicates a minus value, generator/alternator

output is not adequate and energy is being drawn from the battery
to supply the aircraft electrical system.

This could be caused by either a defective generator and/or

alternator or by an overload in the system, or both.

Full scale ammeter needle deflection to the discharge side or

rapid fluctuation of the needle usually means generator and/or
alternator malfunction.

If this happens to occur, you should cut the generator/alternator

out of the system to conserve battery power. This reduces the load
on the electrical system. Turn off all unnecessary electrical
components. Then land at the first suitable airfield - especially at
night.

30
 ELT

(EMERGENCY LOCATOR TRANSMITTER)

The ELT is one of your best means of being found if you
experience a crash landing.

Always know the ELT location in your aircraft, how to remove

it, and how to activate it manually.

The range of an activated ELT varies from 75 to 150 miles and

useful life is from 3 to 8 days, depending on battery condition.

Warming the ELT battery (ideally to 70 degrees) in an

emergency situation will increase ELT performance and length of
operating time.

After an accident, if your radio is working, tune your radio to

121.5 to see if the ELT is transmitting. Then transmit on 121.5 to
call for help.

If you detect an activated ELT signal during a flight,

immediately notify ATC of the ELT signal and give your aircraft
position.

After completing a flight and before shutting down your

aircraft, monitor 121.5 to ensure that your ELT did not
inadvertently activate.

31
 AIR TRAFFIC CONTROL TOWER
LIGHT GUN SIGNALS

AIRCRAFT ON THE GROUND

COLOR AND TYPE AIRCRAFT ON
OF SIGNAL THE GROUND

Steady green ................................. Cleared for takeoff

Flashing green ................................. Cleared for taxi

Steady red ............................................ STOP

Flashing red ..................................... Taxi clear of the

runway in use

Flashing white ................................. Return to starting

point on airport

Alternating ....................................... Exercise extreme

red and green caution

32
 AIR TRAFFIC CONTROL TOWER
LIGHT GUN SIGNALS

AIRCRAFT IN FLIGHT
COLOR AND TYPE AIRCRAFT IN
OF SIGNAL FLIGHT

Steady green ................................... Cleared to land

Flashing green ................................. Return for landing

(to be followed by
steady green)

Steady red ........................................... Give way to

other aircraft
continue circling

Flashing red ........................................ Airport unsafe

do not land

Alternating ......................................... Exercise extreme

red and green caution

33
 PILOT REPORTS
Give FSS or ATC, as a minimum, the first four items listed
below and at least one of the weather items.

Your location

Your present altitude

Your aircraft type

Sky cover (Bases or tops

of clouds - Scattered,
Broken or Overcast)

Flight visibility
and weather encountered

Temperature (Celsius)

Wind direction and velocity

Turbulence (Light, Moderate,

Severe or Extreme)

Icing (Trace, Light,

Moderate or Severe

Any remarks you wish to add

34
 DENSITY ALTITUDE COMPUTATION
Required:
1. PRESSURE ALTITUDE: Set the altimeter to 29.92
and read pressure altitude directly from altimeter.
DON'T FORGET TO RESET THE ALTIMETER!
2. Use a constant of 120.
3. ACTUAL AIR TEMPERATURE: Read this directly
from the aircraft's outside air temperature gauge.
4. STANDARD AIR TEMPERATURE: Compute this
by subtracting 2 degrees centigrade for each 1,000
feet above sea level from 15 degrees centigrade.

Sample Problem:
Field Elevation: 1,000 feet Mean Sea Level
Pressure Altitude: 2,000 feet (Altimeter set at 29.92)
Actual Temperature: 25 degrees centigrade (OAT)
Standard Temperature: 13 degrees centigrade
(15 degrees minus 2 degrees)

Now, the Density Altitude Computation:

Density Altitude = 2,000' + [120 X ( 25O - 13O )]
Density Altitude = 2,000' + ( 120 X 12 )
Density Altitude = 2,000' + 1,440
Density Altitude = 3,400 feet

35
 DENSITY ALTITUDE
High elevations combined with high temperatures create high
density altitude.

High density altitude reduces aircraft performance.

The combination of high density altitude with high aircraft

gross weight and a calm wind condition creates a very real hazard
for the unsuspecting pilot.

DURING A HIGH DENSITY ALTITUDE CONDITION:

Aircraft engines ingest less air which

REDUCES POWER

Propellers cannot "grab" the thin air which

REDUCES THRUST

Wings have less force on them which

REDUCES LIFT

These factors, in turn, cause a longer take off roll and reduce
the aircraft's rate of climb.

It is critically important that you always take density altitude

into account in a high altitude, high temperature airport
environment, especially with heavy aircraft gross weights.

36
 DENSITY ALTITUDE
Be sure to calculate your take off roll and rate of climb from
your aircraft performance charts to determine that you have
adequate runway length available for take off and sufficient power
to climb to a safe cruise altitude.

This is especially critical if you depart a low lying airport

during the cool morning hours and then depart a high elevation
airport later in the day after temperatures have risen.

In a high density altitude condition, your landing distance will

also be longer.

So runway length must be carefully considered before going

into a high altitude airport to ensure sufficient runway length is
available for landing and rollout.

DENSITY ALTITUDE SUMMARY:

HIGH ALTITUDE

HOT TEMPERATURES

HEAVY AIRCRAFT

CALM WINDS

ALL OF THE ABOVE:

REDUCE AIRCRAFT PERFORMANCE

37
 SURFACE WIND DETERMINATION
Note during your weather briefing, the current surface winds,
the forecast surface winds, and the forecast winds aloft.

Forecast winds aloft are useful wind direction information if

you plan on operating at the higher elevations in mountainous
terrain.

Inflight Sources

Note smoke plumes and flags.

Groups of grazing livestock generally stand facing downwind in

a relatively strong wind.

Bodies of wind whipped water show a smooth surface near the

upwind shoreline.

Broadleaf tree leaves showing their undersides indicate the

upwind direction.

Note your drift while performing a constant rate 360 degree

turn.

The most common prevailing wind for a given area can be seen
on a sectional chart by noting the airport runway alignments
depicted on the chart.

38
 MID-AIR COLLISION AVOIDANCE
Scan continuously, even in good weather.

Use clearing turns, always.

During climbs and descents, execute gentle banks to the left and
right while looking for traffic.

Turn on your strobes, rotating beacon, and landing light - even

during daylight hours.

Talk and listen on your radio, even when it is not mandatory.

When in radar contact, continue to maintain your scan.

Most Inflight Collisions and Near Misses Occur:

Within 5 miles of an airport. Especially in the airport traffic

pattern and on final approach.

Over VOR stations.

On warm weekend afternoons when more pilots are flying.

39
 MID-AIR COLLISION AVOIDANCE
If an observed aircraft in flight appears stationary, it may be a
collision hazard approaching you at your altitude.

Scanning Techniques

Attempt to develop a systematic scan pattern that is comfortable

to you.

Try a left to right scan pattern shifting your eyes in ten degree
increments.

Allow only 1/4 to 1/3 of your total scan for viewing your
instruments or for performing cockpit chores.

Inactive, relaxed eyes focus at a distance of only 10 to 30 feet in

front of you. Essentially, you are looking but not seeing.

Maintaining an active scan pattern reduces collision risks by

preventing relaxation of your eyes.

So, keep those eyes moving to:

SEE AND AVOID!

40
 MOUNTAIN FLYING
Get a full weather briefing. A marginal VFR forecast usually
means IFR conditions in the mountains. Especially if the flight
precaution of "mountain obscuration" is forecast.

If forecast winds aloft exceed 25 knots below 12,000 feet MSL,

the wind velocity may be twice as strong in or near mountain
passes or canyons.

Plan your trip for early morning or evening hours. Turbulence

is usually greatest between 10:00 AM and 6:00 PM.

Keep your aircraft as light as possible to increase aircraft

performance in the high density altitude environment of
mountainous terrain.

Mountain winds follow contours like a stream of water. The air

on the downwind (leeward) side of a mountain can be extremely
turbulent. Fly on the upwind side of a canyon or mountain
whenever possible.

Make a continuous check of wind speed and direction.

Fly as smoothly as possible and avoid steep turns.

Cross mountain peaks and ridges high enough to stay out of

downdrafts on the leeward side of the crest.

Avoid downdrafts prevalent on leeward (downside) slopes.

41
 MOUNTAIN FLYING
Plan your flight to take advantage of the updrafts on the
windward slopes.

Avoid high rates of descent when approaching landing sites.

Know your route and plan thoroughly for flying into

mountainous areas.

Carry a good survival kit and know how to use it.

And bring along a coat or jacket, even in the summertime, when

flying in mountainous terrain.

42
 NIGHT FLYING
YOU are the most important element in flying at night.

Be well rested. Fatigue resulting from your activities earlier in

the day can significantly reduce your ability to perform safely at
night.

It is difficult enough to see at night, but when fatigued your

vision is further impaired.

Regain your currency for night flying with a qualified instructor

if you are planning a night flight with no night experience in your
recent past.

Spend at least one-half hour in a dimly lit environment, if

possible, prior to flight.

Use a red-lensed flashlight during your preflight walk-around

inspection to preserve your night vision.

Take a flashlight (preferably two) and spare batteries on your

flight in case of aircraft electrical failure - check them for proper
operation prior to flight.

Make sure the navigation lights, anti-collision and landing

lights are functioning properly to allow others to see and avoid you
at night.

43
 NIGHT FLYING
A thorough and complete weather briefing is especially
important for night flying. Clouds easily avoided during the day
may not even be noticed at night until you fly into them.

Plan your route carefully to allow adequate terrain clearance by

consulting the aeronautical charts.

In planning for intermediate and destination airports, be sure

they are attended at night and have the type of fuel you need.
Calling these airports to verify hours of operation and fuel
availability is well worth your time.

During your descent and approach into an airport at night, use

all airport lighting aids available to you.

Know the CTAF frequencies of any airports you plan to use so

you can activate the Pilot Controlled Lighting (PCL) devices
during your landing.

Use the Visual Approach Slope Indicator (VASI) or the

Precision Approach Path Indicator (PAPI) to ensure adequate
terrain clearance during final approach. If no VASI or PAPI is
available, fly a steeper than normal approach to avoid unseen
terrain hazards.

And always check Notices to Airmen to be sure all airport

lighting aids will be available to you.

44
 NIGHT FLYING
Also, at night do not look directly at an object you wish to see.
If you stare directly at the object, it will disappear.

To preserve your night vision, keep your cockpit lights as dim

as possible.

Night approaches into unlighted areas over smooth terrain can

result in complete loss of depth perception and even lead to
inadvertent contact with the ground.

And, if flying under instrument flight rules in the clouds at

night, turn off the anti-collision lights and turn the navigation
lights to steady in order to prevent spatial disorientation.

45
 NIGHT FLYING FOG HAZARD
A major concern associated with night flying for the VFR rated
pilot is fog formation.

When fog is forecast, it can begin to form anywhere from two

hours before to two hours after the time referenced in the terminal
forecasts.

When the temperature-dewpoint spread is less than five

degrees, fog formation is very likely - especially with light wind
conditions.

When fog forms, your first indication may be the twinkling of

lights on the ground caused by diffusion.

This is a good time to land at the nearest suitable airport while

you still can.

When landing, be very cautious if a thin fog layer covers your

airport of intended landing.

The fog may look deceptively thin from above where you can
see down through it.

But on final approach when you enter the fog, all visibility
looking ahead may be lost.

Be prepared to do a go-around with no hesitation if your

visibility suddenly deteriorates during landing.

46
 HAZARDS
Fuel Contamination

Typical contaminants include water, rust, sand, dust, microbial

growth, and certain fuel additives.

Parking an aircraft overnight with a partially filled fuel tank

may cause condensation and resulting water contamination of fuel.

Unintentional mixing of other types or grades of fuel may

reduce engine efficiency or cause engine failure.

Refueling from small tanks or drums or from improperly

filtered fuel tanks may introduce dirt, sand, rust, or water into an
aircraft fuel tank.

Precautions to Prevent Fuel Contamination

During preflight, drain several ounces of fuel from the fuel

sumps and examine it for contaminants.

Be present during refueling operations to ensure that the proper

type and grade of fuel is added.

During the final post-flight inspection at the end of the last

flight for the day, top off the fuel tank to prevent water
condensation in the aircraft fuel tank.

47
 WAKE TURBULENCE
Aircraft generating lift upon take off until touchdown create
invisible horizontal swirling air masses that spin downstream of
the aircraft wingtips.

These cylindrical counter-rotating vortices can be avoided by

learning to envision their location and adjusting your flight path.

Hazards associated with wake

turbulence encounters include:

Aircraft structural damage

Inability to stop aircraft roll caused

by entering the wake vortex

To avoid wake turbulence

generated by other aircraft:

During landing - Remain at or above the leading aircraft's

flight path and land beyond its touchdown point.

During take off - Observe the preceding aircraft's rotation

point. Take off before that point and climb above the preceding
aircraft's flight path.

48
 WAKE TURBULENCE
Points to Remember

The heaviest aircraft generate the strongest wake turbulence

vortex and pose the greatest danger to aircraft.

Light aircraft are the most vulnerable to wake turbulence.

Encounters with wake turbulence are most dangerous close to

the ground during take off and landing when less altitude is
available for recovery.

During final approach, fly at or above and upwind of the

leading aircraft's path of flight.

On approach, use the spacing ATC advises to avoid wake

turbulence. Runway length can serve as a guide in judging
distance.

The most hazardous wake turbulence situation is during a calm

or no wind condition where wing tip vortices persist longer on the
final approach or departure path.

49
 WIRE STRIKES
About one of twenty general aviation accidents are caused by
wire strikes.

Most wire strikes occur in the vicinity of an airport familiar to

the pilot.

The wire strike hazard doubles at dusk or at night at unfamiliar

airports.

Typical Causes of Wire Strikes Include:

Intentional low flying over lakes and rivers

“Buzzing” objects on the ground

Flying between high terrain points such as:

Between hilltops

Through river valleys

Down canyons

Through mountain passes

Forced landings following engine failure

Takeoffs from soft and wet sod airstrips with wires

located at the departure end of the runway.

Departures over gross takeoff weight and/or during a

high density altitude condition.

50
 WIRE STRIKES
To Reduce the Wire Strike Hazard:

Avoid the causes of wire strikes previously mentioned.

Always fly at safe altitudes.

Be aware of wire hazards during airport operations.

Check the Airport Facility Directory for the notation of wire

hazards.

During night landings, especially at unfamiliar airports, use the

Visual Approach Slope Indicator (VASI) or the Precision
Approach Path Indicator (PAPI).

If a VASI or PAPI is not available, fly a steeper than normal

approach to avoid unseen wire hazards.

Inform the local Flight Standards District Office (FSDO) of any

airport wire hazard you know is not listed as a hazard in the
Airport Facility Directory.

And keep your windscreen clean for optimal visibility.

51
 THUNDERSTORMS
Avoid all thunderstorms by at least 20 miles.

Never fly under a thunderstorm even if it's not raining and VFR
conditions exist underneath. Severe turbulence, wind shear or
microbursts could be lurking below the cloud bases.

Don't take off or land during an approaching thunderstorm.

Low level wind shear or a sudden wind shift may be encountered.

Inadvertent Thunderstorm Encounter:

Establish the reduced airspeed power setting for turbulence

penetration recommended by your aircraft manual to lessen
structural aircraft stresses.

Maintain a constant attitude and let your altitude vary with the
up and down drafts to reduce structural stresses on your aircraft.

Set cockpit lights to high intensity to reduce temporary

blindness from lightening flashes.

Once in a thunderstorm, don't turn back. Aircraft structural

stresses are increased by turning. The quickest way out of a
thunderstorm is straight ahead.

52
 INFLIGHT DISTRESS
(Urgent or Emergency Handling)

If you have a problem during flight, and you need URGENT

handling, transmit to ATC: "PAN, PAN, PAN".

When communications with ATC is established, state your

problem.

If you are in distress during flight and wish to declare an

EMERGENCY, transmit to ATC: "MAYDAY, MAYDAY,
MAYDAY".

This gets ATC's attention

It gives you priority handling

It commands others to stay off

the frequency for your priority

If you cannot establish radio contact with ATC, and are

transponder equipped, squawk emergency code 7700
and mode C.

Climb, if possible (maintain VFR conditions)

For improved radio communications

For better radar and direction finding

(DF) detection

For more glide range to increase your

landing options

53
 INFLIGHT DISTRESS
If you can communicate with ATC or an FSS, be ready to
provide the following:

Aircraft identification and type

Nature of distress or emergency
Weather at your location
Present position, heading and altitude
(if lost, last known position and time
and heading since that position.)
Fuel remaining in hours and minutes
Number of people on board
Any other pertinent information

Follow all instructions and advice given by ATC.

Do not change radio frequency unless necessary.

If you must change frequency, and cannot re-establish radio

contact, immediately return to the last frequency used.

If a forced landing or crash is imminent and you have the time,

transmit to ATC or FSS:

Visible landmarks
Aircraft color and type
Number of persons on board
Emergency equipment on board

Before set-down, crack the doors open to prevent jamming.

54
 INFLIGHT DISTRESS
If possible, land in an open area to:

Reduce aircraft damage

Reduce occupant injury
Increase aircraft visibility

After landing, make the aircraft as visible as possible using

flares, strobes, signal fires, colored tarps or pieces of the aircraft.

A mirror is the best signal device during daylight.

Check your ELT, if possible, to be sure it activated.

Search and rescue (SAR) satellites constantly circle the globe

and report all activated ELT signals.

Volunteer search groups, such as the Civil Air Patrol (CAP)

will then use airborne and mobile ground receivers to locate the
activated ELT.

So, remember, your best means of being found after a crash or

forced landing is to have a reliable and well-maintained ELT.

DID THAT ELT ACTIVATE? CHECK IT!

55
 UNFAVORABLE WEATHER
A major cause of VFR fatal accidents is continued flight into
unfavorable weather.

When making a go-no-go preflight decision in evaluating

marginal weather, keep in mind that conditions between weather
reporting stations may be lower than reported at those stations.

You may encounter areas of reduced ceilings and visibilities

because weather is seldom uniform - even over short distances.

This is especially true in remote locations with longer distances

between weather reporting stations.

And be aware that a forecast may be quite inaccurate and it is

wise to compare current weather trends with forecast information
to determine the validity of the forecast.

Cockpit visibility may be lower than reported visibility due to

glaze on the windscreen as well as the slant range effect of looking
down at the ground at an angle. And, cockpit visibility is further
reduced by rain, drizzle or snow obscuring the windscreen.

Also, flying toward the sun in haze or dust conditions severely

reduces flight visibility.

56
 INADVERTENT IFR
The best possible thing you can do to be prepared for the
eventuality of inadvertent IFR is to get some "hood time".

Learn to fly your aircraft by reference to the instruments only

and practice basic instrument flight maneuvers to maintain
proficiency in aircraft control.

If you suddenly go inadvertent IFR, your main objective is to

fly the airplane.

Do not let any other actions or distractions prevent you from

keeping the airplane in stable, wings-level flight.

If you immediately and inadvertently lose visual reference with

the ground:

CONTROL THE AIRCRAFT

Transition to the flight instruments.

CLIMB

Climb to an altitude to clear all terrain and obstacles.

CALL

Call for ATC assistance on Emergency Frequency 121.5

Squawk 7700 on your transponder, if so equipped.

Above all else:

MAINTAIN AIRCRAFT CONTROL!

57
 INADVERTENT IFR
Once contact is established with ATC, state your problem,
giving:

The nature of your difficulty

Your position, if known
Your heading and altitude
Weather conditions at your location
Your destination
Advise if you are transponder equipped
Advise if your are able to maintain
positive aircraft control

Follow ATC instructions completely and advise if you cannot

comply.

VERTIGO

(SPATIAL DISORIENTATION)

Which Way is Up?

When flying in low visibility, a pilot is vulnerable to vertigo.

The spatially disoriented pilot may place the aircraft in a

dangerous attitude.

Head colds and plugged ears can cause vertigo.

58
 VERTIGO
Other Causes of Vertigo Include:

An obscured horizon

Night flying - especially over sparsely populated areas,

or when ground lights and stars blend together

Over-water flights

Whiteout condition caused by snow

Reflections from outside lights from the anti-collision

rotating beacon

COMMON IFR ILLUSIONS:

A sensation of banking when your aircraft is level.

A desire to bank your aircraft in the opposite direction upon

leveling after banking.

A perception of straight and level flight or climbing when in a

turn.

Upon recovery from a steep climbing turn, a feeling of turning

in the opposite direction.

Confusion in attempting to mix visual cues and aircraft

instrument cues.

59
 STEPS TO PREVENT VERTIGO:
Be trained and proficient in aircraft control by reference to
instruments.

Maintain night currency.

Use flight instruments in association with visual references

when flying at night or in reduced visibilities.

Obtain a complete weather briefing and watch for deteriorating

weather conditions.

Do not swivel your head to look around any more than

absolutely necessary in low weather conditions. This can cause
spatial disorientation.

Believe your instrument indications. They are more reliable

than your sensations.

The importance of the effects of vertigo cannot be

overemphasized. Spatial disorientation can be so overpowering
that even instrument rated pilots may sometimes have difficulty
controlling their aircraft even when they know vertigo is affecting
them.

So, again, get basic instrument training and stay proficient so

you can recognize the false sensations caused by vertigo and will
be able to overcome it!

60
 TRAPPED ON TOP
OF AN OVERCAST
If you are VFR rated do not fly over a widespread overcast or
broken layer of clouds (more than five-tenths coverage).

However, flying over a scattered cloud layer may be practical at

times to take advantage of more favorable winds, smoother air,
improved visibility, or for terrain clearance.

Flight above scattered clouds is recommended only if weather

conditions are improving or stable.

If the clouds below you increase in coverage immediately

descend below the cloud deck (remain VFR) or turn around.

If you find yourself stuck on top of an overcast, spatial and

geographical disorientation may quickly follow.

Immediately call ATC or flight service and state your

predicament, giving:

Nature of your difficulty

Your position, if known

Your altitude and heading

Your destination

Advise if transponder equipped

61
 TRAPPED ON TOP
OF AN OVERCAST
Delay in requesting assistance reduces your amount of fuel
available for regaining visual ground contact, so don't flounder
around on your own hoping to solve your own problem.

GET HELP IMMEDIATELY!

Use your maximum endurance power setting to conserve your

fuel.

Follow ATC instructions completely and advise if you cannot

comply or maintain VFR above the cloud layer.

ATC will assist you in finding an area of improved weather

where you may descend safely below the cloud deck.

Advise ATC when you regain ground contact and are once
again in control of the situation and can proceed safely under
visual flight rules.

If you are VFR rated only:

NEVER FLY ON TOP OF AN OVERCAST!

62
 THE HUMAN ELEMENT
A Pep Talk

The National Transportation Safety Board (NTSB) reports that

nearly 80 percent of all general aviation accidents are related to or
caused by pilot error. The same basic mistakes are made year after
year.

Accident causes include

Flying technique errors

Thinking errors
Decision errors
Attitude errors

According to one study, 68 percent of these accidents are

caused by carelessness and recklessness.

You, as a general aviation pilot, represent a significant part of

the aviation community. And it is important to remember that the
vast majority of aviation accidents are attributable to lapses in
human performance.

How can you maintain a high level of performance?

By maintaining the proper attitude.

63
 THE HUMAN ELEMENT
Attitude is all-important in the process of practicing safe
operating procedures.

Avoid complacency - a major cause of accidents. Resist &

fight it.

Stay alert even when things are going well.

Avoid shortcuts in procedures.

Do not fly with minimal information or inadequate preflight

planning.

Understand that your proficiency level varies from one flight

task to another.

Recognize your strengths and your weaknesses.

Maintain open communications with your flying partners to

prevent misunderstandings in the cockpit.

Be willing to accept criticism and give it, constructively, so that

you and others can mutually benefit and continuously learn.

Do not allow peer pressure to push you into doing things that
you would not ordinarily do.

64
 THE HUMAN ELEMENT
You can maintain your flying proficiency and mental skills in a
number of ways:

Keep your emergency training up to date to enable you to

overcome an emergency you otherwise would not be able to
handle.

Stay ahead of your aircraft and anticipate problems.

Always have more than one alternative course of action when

planning and conducting a flight.

Periodically review your aircraft operator's manual.

Read accident reports, safety bulletins. and pilot magazines, and

apply those lessons learned by other's experiences.

Maintain currency & flying proficiency.

Always use precision and care with the proper flying technique.

Keep safety paramount in mind.

Always leave yourself an out!

65
 THE HUMAN ELEMENT
Know your aircraft and its:

Limitations

Performance

Systems

Switches

Endurance

Loading

Emergency procedures

Know YOUR limitations and adhere to them.

Don't hesitate to ask questions about things you do not

understand.

Above all, constantly practice professionalism, maintain the

proper attitude, and strive for excellence during each and every
flight.

Regardless of whether you fly for hire, for business purposes, or

just for pleasure, always fly like a true professional.

66
 CHECKRIDES
(AND BIENNIAL FLIGHT REVIEWS)
Get a copy of the FAA Practical Test Standards (PTS) which
list standards of performance for all the maneuvers performed
during checkrides.

The PTS is great test preparation. You will know beforehand

exactly what's expected of you during your checkride.

PTS ordering sources:

Commercial aviation book companies

Government Printing Office Book Stores
Superintendent of Documents
U.S. Government Printing Office
Washington, D.C. 20402

Your instructor's task is to give you the proper knowledge and

ability to pass your checkride.

Your instructor should give you a simulated checkride, to

include:

A timed cross-country preparation problem

A weight and balance problem
A comprehensive oral examination

67
 CHECKRIDES
Personal Item Checklist

View limiting device (visor)

Pen/Pencil & notepad
Headset
Current charts & publications
Plotter
Flight computer
Logbook - signed & endorsed
Current medical certificate
FCC Restricted Radio Operator Permit

Photo ID Card with physical description and address (P.O. Box

addresses need a statement explaining the requirement for a P.O.
Box by the Postal Service.).

Checkbook for the designated flight examiner's fee (if checkride

is evaluated by a designated flight examiner - you don't pay FAA
examiners.).

Have Memorized:

Key airspeeds
Aircraft limitations
Aircraft performance data

68
 CHECKRIDES
The Day of Your Checkride:

Start off right and arrive early.

Be prepared and be professional and pay attention

to detail.

Be mentally ready to fly in an airworthy aircraft.

Have all paperwork organized and readily available. Paper

clipping or inserting slips of paper at the appropriate pages aids
retrieval of documents for review by the examiner.

Make a good first impression with thorough preparation to set a

positive tone with your examiner.

When performing the weight & balance computation, be sure to

use current data. Never use the sample weight & balance supplied
by the manufacturer.

Answer oral examination questions directly. Admit you don't

know an answer - don't try to bluff the examiner.

69
 CHECKRIDES
Before Flight

Your examiner will check the following - Be sure they are in

proper order:

Endorsements:

Pre-solo Written Test:

Administered by a Certified Flight Instructor (CFI)

CFI endorsement in your logbook
CFI endorsement on your student pilot's certificate

Solo Cross Country:

CFI endorsement (solo flight endorsements have a 90 day

expiration).
Student pilot change of aircraft type, if applicable (CFI
endorsement is required on the student pilot certificate).

Forms:

FAA Form 8080-2, Airman Written Test Report. (Proves you

passed your written exam).
FAA Form 8710-1, Application for Certificate and/or Rating.
Be sure the correct amount of flight time is entered on the form.
An endorsement by a CFI must be entered.

70
 CHECKRIDES
Records:

As the pilot-in-command, you must ensure that your aircraft is

airworthy by inspecting the aircraft and it's logbooks before your
checkride.

Check aircraft maintenance record currency

Check that inspections are recorded and signed off
Check for attached Airworthiness Directives (AD's), if
applicable:
AD number
Method of compliance
Is it a one-time or recurring AD?
Who accomplished the AD?

Be sure the aircraft airworthiness certificate and registration are

current, valid, and original.

Check that the following are on board:

Aircraft radio station license
Operating limitations
Minimum Equipment List (MEL), if applicable, and the
FAA letter of authorization

71
 CHECKRIDES
During Flight

If you make a few small errors or sometimes deviate outside of

the performance standards for maneuvers, it does not necessarily
spell doom for your checkride.

Don't dwell on your errors - just keep flying and concentrate on

the here and now. If you are distracted by past mistakes, it will
affect your present performance.

The examiner is looking at your overall performance as well as

your ability to fly safely and exercise good judgment.

And One Final Point:

If the weather deteriorates during your checkride, you should

make the decision to discontinue the flight before your check pilot
does.

This would be an excellent demonstration of your judgment as

pilot-in-command.

GOOD LUCK!

72