PERSONAL POH by Bruce Blaney (Version 6.

0 12/01/06)

“Let’s get one thing straight. There’s a big difference between a pilot and an
aviator. One is a technician and the other is an artist in love with flight”
(Elrey Jeppesen) "High Flight"
Greetings: I have been working on this project for over 2 years now. The Oh! I have slipped the surly bonds of earth
original version started with just 4 pages, and as I came across the great And danced the skies on laughter-silvered wings;
information available around the internet and in books, I started arranging it in a Sunward I've climbed, and joined the tumbling mirth
more cohesive fashion, and in an order that made sense while flying… now it’s Of sun-split clouds - and done a hundred things
many pages! Hopefully, now, instead of trying to remember where you saw You have not dreamed of - wheeled and soared and
something pertaining to a particular phase of fly such as a Rule of Thumb for swung
Descent, for example, it will now be in the appropriate section of the Personal High in the sunlit silence. Hov'ring there,
POH, or you can plug a new one in where you think it belongs. Please feel free to I've chased the shouting wind along, and flung
change it in any way. My eager craft through footless halls of air.
Up, up the long, delirious, burning blue
I use the clear page “Flight Crew Check Lists”, which I purchased at WINGS
I've topped the wind-swept heights with easy grace
Pilot Shop located at KASH or on line at their website. These pages can hold 5
Where never lark, or even eagle flew -
½ X 8 ½ sheets. When I print the POH, I set the printer to print 2 pages per
And, while with silent lifting mind I've trod
page, and then cut then in half and install into the pages. You may have to re-
format the pages as they seem to change on every computer. I then use Ultra fine The high untrespassed sanctity of space,
point Vis-a’-Vis markers by Expo, which won’t smudge, but can be wiped clean Put out my hand and touched the face of God.
with a damp cloth. (available from any office supply store.) In real life as in
John Gillespie Magee, Jr.
flight simulation, I fly different planes… that’s why the V-speeds, etc are blank.
If you fly the same plane all the time, personalize it with your #’s and
information where applicable before printing. I fill out as much of the pages
as I can in the pre-flight session and then the rest while flying.

Please feel free to change this around anyway you like. I just ask that you give
credit to the folks who you get the information from. I have given credit when I
knew who said what if it was something specific. If I missed anyone I need to
give credit to, please contact me. If I have used any copyrighted material, I
apologize and will give credit when I am made aware.
If you have any questions or comments, or have any suggestions to make this "We can make aviation as safe as we
better, please feel free to write. Bruce Blaney (bablaney@ncia.net)
choose. What level of safety do you
I strongly recommend the following web sites to learn every day! choose?"
http://www.overtheairwaves.com - Kevin Clover, FAA National Safety Program Manager
http://www.AOPA.org «Безопасность авиации –вопрос нашего выбора. Какой уровень безопасности
Вы выбираете?»
DISCLAIMER: If you use this in real life flying, please remember that
Кевин Колвер, руководитель национальной программы безопасности FAA.
this is not an approved FAA document (it makes too much sense and is real easy
to read and follow ☺ ), so use your head when using it. Always refer to the
aircraft’s POH, the AIM, PIM or any other official publications in your country
for any particular specifics necessary for your flight.
 • Do I have acceptable "back doors" if I
encounter difficulties along my route of
flight?

A cursory look at the most recent Планирование перелета из пункта А в пункт

В требует учета ландшафта и воздушного
NTSB reports of GA accidents пространства.
(about 5 a day, on average) – Пересекаю ли я горы или большие пространства
открытой воды?
suggests that about 70% of them – Пересекаю ли я переполненное воздушное
involved poor aeronautical пространство?
– Имею ли я необходимые карты?
decision making (ADM). In simple terms, the pilot – Имею ли я приемлимые варианты возвращения
exercised poor judgment, either in commencing the в случае возникновения трудностей на маршруте?

trip or in electing to continue it when circumstances Me Am I both mentally and physically up to the trip?
dictated otherwise. • Do I have the required training, e.g.,
Беглый взгляд на отчеты NTSB об инцидентах в авиации общего назначения (в mountain flying, instrument skills, night
среднем 5 в день) позволяет сделать вывод, что около 70% их произошли по причине
experience.
• Am I both current and proficient for this
неподготовленного принятия аэронавигационного решения (ADM – aeronautical flight?
decision making). В простых терминах, пилот совершил неподготовленное суждение • Don't think in legal terms. Sure, you may
о возможности перелета или продолжения его, когда обстоятельства требовали be "legal" to fly, but are you willing to
wager the farm on the definition of
иного.
"legal?"
There have been lots of tools and techniques developed Готов ли я мысленно и физически для перелета?
Имею ли я достаточную подготовку, например, опыт
over the years to help impart proper ADM skills to pilots.
горных или ночных полетов, инструментальные навыки
One that Bob Miller, CFII, recently developed and have …?
spoken of in talks around the country is "The 4 Ms". Действительно ли я подготовлен и опытен для данного
Имеется большое количество инструментальных средств и методов, развитых перелета?
за эти годы, чтобы помочь передать надлежащие ADM мастерство пилотам. То, Оцените себя фактически, а не по наличию юридических
что Боб Миллер, CFII, недавно разработал и распространил по всей стране, как – 4M. прав на данный перелет.
Is my airplane up to the task?
The 4 "Ms" is a simple mnemonic that helps pilots Machine • Can I fly high enough to clear the terrain
consider the various risk factors before beginning any or weather, e.g., turbocharging, O2,
flight. pressurization?
4M – простой мнемонический код, который помогает пилотам учесть • Do I have sufficient fuel range to span
разнообразные факторы риска перед началом любого перелета.
remote or over-water areas?
• Can I carry or shed ice, handle turbulence,
or outrun a rapidly moving weather
The 4 "Ms" system?
• Do I have sufficient weather avoidance
A planned trip from point "A" to point "B" equipment on board, e.g., spherics, radar,
Mission involves decisions regarding terrain and airspace. uplinked weather?
Задача • Do I have necessary life rafts and
• Will I be crossing mountains or large
bodies of open water? floatation gear? Survival kit?
• Will my route of flight take me through • Do I have a backup radio and portable
congested airspace? GPS?
Подходит ли мой самолет для выполнения задачи?
• Do I have the required charts?
Могу ли я лететь достаточно высоко, чтобы
 преодолеть ландшафт и погоду (турбонагнетатель,
кислород, герметизация кабины)?
Имею ли я достаточно топлива, чтобы преодолеть Aircraft Specification Sheet
большие пустынные или водные пространства? Спецификация воздушного судна
Могу ли я предотвратить или выдержать обледенение,
справиться с турбуленцией, опередить быстро
перемещающиеся погодные образования?
Имею ли я достаточное метеорологическое
Make & Model: _______________________________
Производитель и модель
оборудование на борту, например, spherics?, погодный
радар, передаваемая на борт погода? Vso _________ Vs __________ Vx __________
Имею ли я спасательный плот, поплавковые шасси? Vy _________ Vfe __________ Va __________
Средства спасения?
Имею ли я резервное радио и GPS?
Vlo _________ Vle __________ Vno __________
Is the weather suitable for safe flight from Vne _________ Vr __________ Vref __________
Meteorology departure point, enroute, and at my planned
destination? Maximum Rate of Climb………………..…….. __________ fpm
• Is the weather trending better or worse? Макс. скороподъемность
• Are there fronts along my route of flight? Service Ceiling………………………..…….… __________ msl
• Will I be influenced by low pressure Практический потолок
areas? Best Glide Speed (Vg) ……………………… __________ kts
• Are their any SIGMETS or AIRMETs Наилучшая скорость планирования
along my route of flight? MULTI-ENGINE
• If the weather is questionable, do I have Для самолета с двумя и более двигателями
sufficient "backdoors" to make a safe
escape? Vyse (Blue Radial Line Синяя радиальная линия)…...... _________kts
Действительно ли погода благоприятна в пункте Vsse (Min. Safe Speed Мин. Безопасная скорость).…... _________kts
отправления, прибытия и на маршруте?
– Погода улучшается или ухудшается?
Vmca (Red Radial Line Красная радиальная линия)...... _________kts
– Имеются ли погодные фронты по маршруту перелета? Single Engine Service Ceiling…………... ___________MSL
– Буду ли я под влиянием областей низкого давления? Практический потолок на одном двигателе
– Имеются ли любые SIGMETS или AIRMET по маршруту
перелета?
– Если погода сомнительна, то имею ли я достаточно POWER SETTINGS (knowing the numbers)
безопасные варианты возвращения? Настройки двигателя для разных режимов полета

Climb…. _________ kts. _________RPM. _________”hg. M.P.

Some folks like to reduce poor ADM to simply "dumb pilot
tricks." In truth, poor ADM has many causes.
Sometimes it is ignorance, or arrogance, or the feeling of
invincibility, or impatience. Something interfered with
the pilot's ability to exercise sound judgment.
If we pilots simply pondered these 4 "Ms" before each
flight, our chances of arriving at our destination safely
will be significantly enhanced!
Некоторые люди низводят ADM до сомнительных экспериментальных уловок.
По правде говоря, недостаточный ADM имеет много причин. Иногда это –
невежество, или высокомерие, или чувство непобедимости, или нетерпения.
Это мешает пилоту нормально рассуждать.
Если мы будем обдумывать 4M, наши шансы безопасно достигнуть пункта
назначения значительно возрастут!
Подъем
Cruise… _________ kts. _________RPM. _________”hg. M.P.
Круиз
Descent. _________kts. _________RPM. _________”hg. M.P.
Снижение
ILS App. _________kts. _________RPM. _________”hg. M.P.
ILS подход
MDA…. _________ kts. _________RPM. _________”hg. M.P.
Holding. _________ kts. _________RPM. _________”hg. M.P.
Fuel Burn….________ GPH. Useable Fuel…. _________ gals
Скорость расходования топлива Количество топлива
Normal Range / 45 minutes reserve………… ____________NM
Нормальная дальность полета (с резервом в 45 минут)
Normal Endurance / 45 minutes reserve……. ____________NM
Нормальная дальность полета (с резервом в 45 минут) Each aircraft shall carry enough fuel to fly to the destination airport (considering
weather reports and forecasts) plus:
Oil Grade….. __________ Oil Capacity…..__________qts Каждый самолет должен иметь топлива, достаточного для полета в порт
Тип масла Количество масла назначения (с учетом текущих погодных условий и прогнозов) плюс:
Min. Safe Oil. _________ qts. Max Gross Weight.._______lbs a. Fuel to the filed alternate (if required by FAR 91.169c) and:
Мин. безопасное кол-во масла Макс общий вес Запас топлива до запасного аэродрома (если требуется согласно FAR 91.169c) и:
b. Fuel to fly for 45 minutes thereafter at normal cruising airspeed.
Empty Weight._________lbs Useful Load…... __________lbs Топлива для осуществления полета на нормальной крейсерской скорости в
Вес пустого самолета Полезная нагрузка течение 45 минут.
Engine Type.. ___________ Displacement …..____________
Тип двигателя
Maximum RPM. __________ Horsepower… ____________ 1-2-3 Rule When Alternate is not required FAR 91.169
Правила в случаях, когда запасной аэродром не обязателен
Макс RPM Мощность двигателя (л.с.)
When the destination airport has a published instrument approach procedure and
Electrical ________volts. Alternator……. _________ amps weather reports/forecasts indicate:
Эл. Напряжение (Вольт) Генератор (Ампер) В случае, когда аэропорт назначения имеет процедуры инструментальной посадки и
Nose Wheel… ________psi. Main Wheels……. ________ psi метеообстановка/прогноз показыавет:
Давление в носовом колесе в основных колесах +/- 1 hour of planned ETA;
+/- 1 час до планируемого времени прибытия (ETA)
2,000’ Ceilings or Greater and
GENERAL OPERATING & FLIGHT RULES 2000 футов или более потолок
Основные правила осуществления полетов
3 Miles Visibility or Greater
3 мили или более видимость
PreFlight Planning Required FAR 91.103
Предполетная подготовка
1. Weather Reports and Forecasts Текущие погодные условия и прогноз
Alternate Airports Weather Requirements FAR 91.169
Требования к выбору запасного аэродрома по погодным условиям
2. Fuel Requirements Планирование количества топлива To qualify as an alternate airport, the forecast must indicate at the estimated time
3. Alternatives if flight cannot be completed as planned. Альтернативы, of arrival the weather to be at least:
если полет не может быть выполнен как запланировано
Прогноз погоды на запасном аэродроме во время прибытия должен
4. Any known traffic delays as advised by ATC. Возможные задержки, соответствовать:
связанные с трафиком. Согласно рекомендациям диспетчеров.
* Airports with a Precision 600’ ceiling and 2 miles
5. Runway lengths at airports of intended use. Длины ВПП в аэропортах, Approach Procedure: visibility.
которые планируется посетить.
Для портов с точными процедурами захода 600 потолок и 2 мили видимость
6. Takeoff and landing distance data in the approved
aircraft flight manual. Длины ВПП для взлета и посадки согласно РЛЭ. * Airports with a Non-Precision 800’ ceiling and 2 miles
Approach Procedure: visibility
Special VFR Operations FAR 91.157 Для портов со свободными процедурами захода 800 потолок и 2 мили видимость
Специальные визуальные правила полетов
· Special VFR Clearance Разрешение на выполнение полета согласно * Airports without an Instrument Ceiling and visibility to
специальных правил Approach Procedure: allow a descent from the
· 1 statute mike ground visibility for takeoff and landing. Видимость в 1 MEA to landing in VFR
милю для взлета и посадки Для портов с инструментальными процедурами захода – потолок и видимость
· 1 statute mike flight visibility. Видимость в 1 милю в воздухе для захода по MEA и посадки
· Clear of the Clouds. Запрет влетать в облака по VFR
· Instrument rating and IFR aircraft required at night (sunrise to sunset).
Pilot and aircraft must be instrument current. Инструментальный
рейтинг требуется для ночных полетов. Самолет должен быть IFR CLEARANCES
оборудован соответствующими инструментами. Разрешение на вылет по IFR
IFR Fuel Requirements FAR 91.167 POP-UP CLEARANCE
Требования по планированию топлива для инструментальных полетов
Получение разрешения на вылет
· Call – Contact ATC Связаться с диспетчером
 · Who – State call sign, A/C type and equipment suffix Кто – сообщить позывной, тип CRUISE CLEARANCE (AIM 4-4-3)
самолета и суффикс типа оборудования Круиз
· Where – Current position and altitude Где – сообщить местоположение и · Assigns block of airspace. Знать тип зоны, в которой осуществляется полет.
намерения · Pilot may climb and descend between the MEA and assigned altitude. Пилот может
· What – Make abbreviated Request Что – запросить разрешение вылет осуществлять подъем и снижение в рамках MEA от назначенной высоты.
CLEARNACE DELIVERY (AIM 5-2-1) · Once verbally reporting a descent from an altitude in the block, the pilot may no longer return
Получить разрешение на вылет to that altitude. Однажды сообщив об оставлении высоты в зоне пилот не
· Special frequency at busy tower airports Знать спецчастоту диспетчера в может на нее вернуться.
загруженных портах CONTACT APPROACH (AIM 5-4-22)
· Use ground control at smaller airports – Использовать частоту руления в меньших Связаться с подходом
портах · Only on request by PIC… not assigned by ATC
· Receive and readback IFR clearance. – Получить и повторить разрешение на · Airport must have an Instrument Approach Procedure. Аэропорт должен иметь
вылет процедуры инструментального подхода
· Call not more than 10 minutes prior to taxi – Вызывать диспетчера не более чем за · 1 mile visibility, clear of the clouds and reasonably expect to continue to airport. Видимость
10 минут до вылета 1 миля, свободная от облаков позволяет полагать, что эти параметры не
CLEARANCE VOID TIME (AIM 5-2-4) изменятся до порта.
Время действия разрешения не вылет · Separation provided between IFR and SVFR traffic Обеспечивается разделение
· Uncontrolled airports. В неконтролируемых портах трафика IFR и специального VFR
· Climb through uncontrolled airspace. Набор высоты в неконтролируемых зонах VISUAL APPROACH (AIM 5-4-20)
· Notify ATC within 30 minutes if not airborne. – Сообщить диспетчеру в течение 30 Визуальный заход
минут если вылет не совершен · Still on IFR flight plan. Может осуществляться по плану IFR
· Do not take off after void time. Не взлетать после истечения времени действия · VFR minimums apply. Применяются ограничения VFR
разрешения на взлет · Must have airport or preceding aircraft in sight. Обязателен визуальный контакт с
TOWER ENROUTE CONTROL (TEC) (AIM 4-1-18) предшествующим воздушным судном
Диспетчерский контроль в ходе полета
· Short flights less than 2 hours and under 10,000’ MSL. Короткие полеты BEFORE GOING INTO THE CLOUDS… proficient pilots
продолжительностью до 2 часов и ниже 10000 MSL
· Links approach control areas using identified routes on existing airways. Осуществлять
ALWAYS checks two items. The first is OAT. If the OAT is below
подход к контролируемой зоне с использованием определенных чартами 40F, the pilots turn on the pitot heat. Secondly, the vacuum
маршрутов на существующих воздушных трассах pressure gauge is checked to be the vacuum pump is working
· Request TEC on Clearance Delivery or flight plan. Запросить диспетчерский
контроль во время запроса разрешения на взлет correctly.
VFR-ON-TOP CLEARANCE (AIM 4-4-7)
Разрешение на вылет по правилам визуальных полетов VFR
· Maintain appropriate VFR altitudes. Сохранять правильную высоту
“ Go / No-Go” Evaluation Sheet
(AOPA SAFETY FOUNDATION)
· Maintain VFR cloud clearances and visibility minimums. Держаться на предписанном
расстоянии от облаков и зон с ограниченной видимостью
· Both VFR & IFR rules apply. Исполнять правила как для VFR, так и для IRF.
· Report changes in altitude to ATC. В случае изменения высоты сообщать Factor VFR IFR Score
диспетчеру
· Separation is not always provided. Не забывать, что правила разделения трафика
действуют не всегда. <100 hours in type +2 +3 _____
· Pilot is responsible to see-and-avoid other aircraft. Пилот несет ответственность за Unfamiliar Destination +1 +1 _____
предотвращение столкновений в воздухе.
Fatigue (less than normal sleep) +2 +3 _____
IFR CLIMB TO VFR-ON-TOP Conditions (AIM 4-4-7)
Набор высоты по IFR для осуществления полета по VFR. Flight at end of work day +2 +3 _____
· IFR flight plan. May include a clearance limit. Иметь IFR план полета. Он может
иметь ограничения. Scheduled commitment after flight +2 +2 _____
· Say direction of flight or destination. Сообщить направление вылета и порт Recent death of close family member +1 +2 _____
назначения.
· Clearance will contain a top report if available. Разрешение на вылет может иметь Major domestic problems +2 +2 _____
метеоданные по маршруту. Illness in family +1 +1 _____
· Report reaching VFR-ON-TOP. Сообщить достижение высоты VFR.
· If not VFR-ON-TOP at a specific altitude, advise ATC. Если на предположительной Second rated / current pilot - 1 -1 _____
высоте VFR видимость не соответствует правилам визуальных полетов
сообщить об этом диспетчеру.
Alcohol within 24 hours +2 +2 _____
Taking OTC medications +3 +3 _____ VASI / PAPI at destination - 1 - 1 _____
Inadequate nourishment before flight +2 +2 _____ Radar environment at destination - 1 - 1 _____
Inadequate water before flight / none on board +2 +2 _____ Mountainous terrain +3 +3 _____
Day > 10,000 feet altitude without oxygen +2 +2 _____ Approach / departure over water +1 +1 _____
Night > 5000 feet altitude without oxygen +3 +3 _____ High Bird hazard +1 +1 _____
Flight duration greater than three hours +2 +2 _____ Unpaved runway +1 +1 _____
IFR and only non-precision approach n/a +2 _____
Pilot Subtotal _____
Weather reporting at airport - 1 - 1 _____
Precipitation reducing visibility +2 +1 _____
Wet runway +1 +1 _____
Factor VFR IFR Score
Ice on runway +1 +1 _____
Adequate fuel reserve calculated -1 -1 _____ Crosswind 90 % of demonstrated value +2 +2 _____
Required fuel & reserves < 60 percent of total -2 -3 _____ VFR radar service in busy terminal areas - 1 n/a _____
Weight & Balance calculated -1 -1 _____ IFR flight plan in VMC - 1 n/a _____
Weight within 10 percent of MGTOW +2 +2 _____ Environment Subtotal _____
Take off or landing requires > half of runway +2 +2 _____ GRAND TOTAL ______

Aircraft Subtotal _____ VFR Grand IFR Grand Recommended Relative

Total Total Action Risk
"Take nothing for granted; do not jump to conclusions; follow every possible clue to the extent of
usefulness . . . . Apply the principle that there is no limit to the amount of effort justified to prevent the <6 <7 Go Minimal
recurrence of one aircraft accident or the loss of one life." 6–8 7 – 10 Consider alternatives Low
— Accident Investigation Manual of the U.S. Air Force. [Reprinted from the 2005 Nall Report.] 9 – 14 11 - 15 Consult experienced CFI/CFII Medium
> 14 > 15 DON’T GO HIGH
Factor VFR IFR Score
DEPARTING AIRPORT____________Elev________TPA_______
Visibility 3 to 5 miles +2 0 _____
Visibility 1 to 3 miles +3 0 _____ FLIGHT PLAN CLEARANCE – C.R.A.F.T.S. 800-FAA-AFSS
Destination visibility less then 1 mile +20 +1 _____ SEQUENCE: Clearance__________________________________
Ceilings < 3000 feet agl +3 0 _____ 1 – VFR:_____ / IFR:_____ Route_____________________________________
Destination ceilings < 1000 feet agl +10 +1 _____ 2 – N__________________ _________________________________________
3 – Type & equip: ________
Destination ceilings less than 500 feet agl +20 +2 _____ 4 – TAS: _________ kts Altitude___________________________________
5 – Departure point: _______
Convective activity within 20 nm of route +5 +3 _____ 6 – Departure time: ________
Frequency_________________________________
Convective activity without detection capability +10 +3 _____ 7 – Altitude: _____________ Transponder_______________________________
8 – Route --------------
Convective activity with detection capability 0 -2 _____ 9 – Destination: __________ Special instructions: ________________________
10 – Time En-route: ________
Destination dew point spread < 3 degrees F +5 +1 _____ 11 – Remarks:____________ _________________________________________
No de-icing equipment, low-level ice possible +30 +10 _____ 12 – Fuel: _______________ EDC time: ___________ Cleared as filed:______
13 – Alternate^: ___________
No de-icing, enroute icing forecast > light n/a +2 _____ 14 – Pilot / Home base: SID:_____________________________________
15 – People on board: ______
Operating control tower at destination - 2 - 2 _____ 16 – Color: _______________ Expect: FL ______ in: ____minutes/at:_________ .
17 – Destination Contact: Clearance Void if not airborne by:_____________
 First Aid / Survival kit………….. Up-to-Date
POH/flight manual supplement... in Aircraft
Air-Sickness bags and
fluid evacuation bottle….. on board
RIGHT WING
flap…………………………….. check position & security
Equipment Codes Weather Briefing aileron…………………………. Check freedom of movement &
1-800-992-7433 security
/G = GPS capable of IFR 1. Type of briefing and Flight wing tip and landing light…….. condition & security
2. Aircraft ID and Pilot’s name wing…………………………… overall condition
/U = Transponder / Altitude 3. Aircraft Type
4. Departure airport
main landing gear…………… tire condition, strut, psi:_____
/B = DME/Transponder 5. Route of flight microswitches, door, brakes,
/A = DME/Transponder/Altitude 6. Destination j-locks & wheel well
/C = RNAV/Transponder 7. Cruise Altitude(s) fuel vent……………………….. check for stoppage
/I = RNAV/Transponder/Altitude 8. ETD and ETE
* fuel drain……………………… Check for water, sediment &
proper fuel grade
de-icing boots………………….. Check for cracks &/or tears
ASOS/ATIS/AWOS Information_________ Zulu Time: _______________ * Fuel quantity…………………… “Stick” : ______ gals
Winds___________-________ Peak gust________ Vis________________ NOSE
engine oil……………………… proper amount & clean
Sky Conditions _____@_________ | ____@_________ | ____@_______
cowl…………………………… check security
Temperature _________ Dew: _________ Altimeter: __________________ air inlet………………………… check clean
Density Altitude___________________ Runway in Use________________ prop & spinner………………… check for nicks & security
alternator belt…………………. condition & security
NOTAMS_____________________________________________________
landing light………………….. condition & security
Standard Temperature (ISA) is 15C @ SL, and decreases 2C for each 1000’ nose gear……………………… tire condition, strut, door, psi:__
To calculate standard at altitude: Altitude (in thousands):_____ x 2 = ______ , * fuel drain……………………… Check for water, sediment &
And then subtract from 15 = _______ (standard temp at that altitude) proper fuel grade
Example: at FL210, 15 –42 = -27 (standard temp at that altitude)
windshield…………………… cracks & cleanliness

PRE-FLIGHT INSPECTION & INFO PRE-FLIGHT INSPECTION & INFO (Continued)

CABIN LEFT WING
* control locks……………………… REMOVED main landing gear……………… tire condition, strut, psi:____
elevator trim……………………… Free movement & set to 0 microswitches, door, brakes
avionics master……………………OFF j-locks & wheel well
ignition switch…………………… OFF and keys on panel fuel vent……………………….. check for stoppage
landing gear selector switch…….. DOWN before master * fuel drain………………………. Check for water, sediment &
MASTER switch………………… ON proper fuel grade
Instrument sounds………………. ? Abnormal mechanical sounds ? * fuel quantity……………………. “Stick” : ______ gals
flaps…………………………….. DOWN
fuel quantity……………………. Check GAUGES: ______ gals pitot / static masts……………… check for stoppage
alternator warning light………… check on wing……………………………. Overall condition
Pitot Heat……………………….. turn on & check for heat at probe wing tip and landing light…….. condition & security
stall warning……………………. CHECK * aileron…………………………. freedom of movement & security
lights……………………………. Check all, especially landing flap…………………………….. check position & security
MASTER switch………………… OFF de-icing boots………………….. Check for tears &/or cracks
static drain……………………… Drained
* fire extinguisher ……………….. Check PRESSURE & availability
EMPENNAGE M.T.O.W. : _________lbs Useful Load:_________ lbs
ventral surfaces……………….. check condition Fuel: _________ gals (_________usable) x 6 lbs/US gal = _____________lbs
* control surfaces……………….. check freedom of movement, Oil: _____quarts divided by 4 = _____ gal X 7.5 lb/US gallon = ________lbs
condition & security Water: _______ gallons on board X 8.35 lb/US gallon = ______________lbs
de-icing boots………………….. Check for cracks &/or tears Jet Fuel (Jet A): _______ gallons X 6.70 lb/US gallon = ______________lbs
* trim tabs………………………. freedom of movement, (JP-4 ): _______ gallons X 6.50 lb/US gallon = ______________lbs
condition & security Maximum Forward C.G.: __________ Maximum Aft C.G.: ___________
antennas………………………. Security & cleanliness
wing & tail tie-downs…………. Removed Item Length “’s Weight - Moment
(ARM) Pounds IN – LB
Basic Empty Wt. ________ ________ ________
Passenger Briefing: Safety Card ……. Let them read while waiting.
Pilot & Front Pax ________ ________ ________
Before Flight – Use of bathroom and drink some water. Center Pax ________ ________ ________
Rear Pax ________ _______ _ ________
Baggage (1) ________ ________ ________
TOW BAR…………………… “STOWED” Baggage (2) ________ ________ ________
Zero Fuel Weight ________ ________ ________
Basic instruments and equipment must be on any airplane for VFR flight?" Useable Fuel ________ ________ ________
Ramp Wt. ________ ________ ________
"Goose-a-Cat" Gas gauge - Oil pressure - Oil temperature - Seatbelts - Airspeed indicator - Start Taxi T/O ________ ________ ________
Compass - Altimeter - Tachometer
Gross Take-Off Wt. ________ ________ ________
Evidence that the airplane that we're about to fly is airworthy? Fuel Burn ________ ________ ________
Gross Landing Wt. ________ ________ ________
“Tape-Arow" Transponder inspection (every 24 months) - Annual inspection - Pitot static check OAT ________ ________ (Standard )
(every 24 months) - ELT check (yearly) - Airworthiness inspection - Registration - Operating
limitations - Weight & balance
RoT: 10/20 rule = A 10% change in wt will cause at least a 20% change in
Instruments required for IFR flight = "Hac-a-Rat" Heading indicator - Adjustable altimeter - Takeoff & Landing distances.
Clock - Attitude indicator - Radios - Alternator/generator - Turn coordinator RoT: Density Altitude (DA) = Pressure Altitude (PA) plus120 times the
difference between actual OAT & Standard Temperature (15C @ SL)

PRE-FLIGHT INSPECTION & INFO (Continued) PA:_________ + _________(120x temp difference) = DA__________

AIRCRAFT WEIGHT & BALANCE info. PRE-FLIGHT INSPECTION & INFO (Continued)
AIRCRAFT WEIGHT & BALANCE info.
Take the basic empty weight and moment from appropriate weight and balance
records carried in the airplane, and enter them in the below table. In addition to
the basic empty weight and moment noted on these records, the C.G. arm SAMPLE Sample Your
LOADING PROBLEM Airplane Airplane
(fuselage station) is also shown, but need not be used on the table below. Use the
Loading Graph (POH) to determine the moment/1000 for each additional item to (Cessna 172RGII)
be carried; then list these on the table below.
1. Divide the total moment (in-lb) by the total weight (wt) to find the CG location in inches Weight Moment Weight Moment
from the reference datum. 2. If the calculated CG is not between the forward and aft limits, (lbs) (lb.-ins. (lbs) (lb.-in.
as specified in the A/C POH, rearrange the load prior to takeoff. 3. If the weight exceeds the / 1000) / 1000)
maximum allowable, reduce the load prior to takeoff.
1. Basic Empty weight (Us e the date
NOTE: Empty weight specifications for some airplanes may include full oil. Pertaining to your airplane as it is
Check the Aircraft POH. Presently equipped. Includes unusable
Empty Weight:_________ lbs Maximum Allowable Zero Fuel:________lbs Fuel and full oil 1664 / 63.1 _______/________

2. Usable fuel @ 6 lbs. / Gal.)

 Standard tanks (62 Gal. Maximum) ________/________ (“Personally, in turbulence I prefer flying 10 – 15 kts below Va.
Reduced Fuel (44 gallons) 264 / 12.7 _______/________
This not only prevents a gust from temporarily raising my
indicated airspeed above Va, but also it makes things a lot more
3. Pilot & Front Passenger 340 / 12.6 _______/________ comfortable for my passengers and me.” Rod Machado)
4. Rear Passengers 340 / 24.8 _______/________

5. Baggage Area 1* 50 / 4.8 _______/________

6. Baggage Area 2* ________/________ Aircraft and Pilot Currency FAA Inspector is authorized to inspect:
F.R. & Medical 24 mo Airworthiness certificate (91.203[b])
7. RAMP WEIGHT AND MOMENT 2658 / 118.0 ________/________
Transponder 24 mo Aircraft registration
8. Fuel allowance for engine start, taxi Altimeter / Pitot static 24 mo Operating Handbook
& runup -8 / - .4 ________/________ Annual 12 mo Weight & Balance information
IFR 6 mo Minimum equipment list
9. TAKEOFF WEIGHT & MOMENT VFR 90 days Aeronautical charts (for currency)
(subtrack step 8 from step 7) 2650 / 117.6 ________/________ VOR test [FAR 91.171(a)(2)] 30 days General airworthiness of the A/C
Months are calendar ELT Battery / Seats / Safety belts
Locate this point (2650 at 117.6) on the Center of Gravity Moment Envelope, and since this VOR CHECK
point falls within the envelope, the loading is acceptable. Date Place Error 1 Error 2 Signature
_______/_________/_________/__________/_________________________
* The maximum allowable combined weight capacity for baggage areas 1 & 2 _______/_________/_________/__________/_________________________
is 200 pounds _______/_________/_________/__________/_________________________
_______/_________/_________/__________/_________________________
_______/_________/_________/__________/_________________________
_______/_________/_________/__________/_________________________

!! PRE-FLIGHT INSPECTION & INFO………… COMPLETE:_____!!

PRE-FLIGHT INSPECTION & INFO (Continued)
Maneuvering Speed - Va
To get today’s Va, take ½ of the % of decrease from Gross Weight and reduce
the POH Max weight Va by that amount…(example: 2550 gross wt. minus
today’s wt. of 1900 = 650lbs divided by 2550 = 26% less weight, so you decrease
the POH Va of 105 by 13% (13.65kts)=92.65kts to be exact. ☺
(a) A/C gross wt:_________ - (b) Today’s wt:_________ = (c) _________
divided by (a) = (d) ________ % difference.
A/C Gross wt Va: _________ reduced by ½ of (d) _____% or ________kts =
Va of________ kts minus (10 - 15 kts) = ____________ Today’s
Aircraft Operating Speeds
Limiting and recommended V speeds
_____V1 - Takeoff decision speed (multi); formerly denoted as
critical engine failure speed.
_____V2 - Takeoff safety speed (multi).
_____V2 - Minimum takeoff safety speed (multi).
_____VA - Maneuvering speed, the maximum speed at which
application of full available aerodynamic control will not
overstress the airplane; usually decreases as gross weight
decreases.
_____VB — Design speed for maximum gust intensity.
_____VC — Design cruising speed.
_____VD — Design diving speed.
_____VDF/MDF — Demonstrated flight diving speed.
_______VDEC - Decision – Go / No Go
Vdec runway length necessary = _______‘
Va ________/________ Takeoff distance / > 50’
________/________ Landing distance / >50’

_____VEF — Critical engine failure speed, the speed at which
the engine was failed during certification flight testing to
determine accelerate-stop and accelerate-go distances.
_____VF — Design flap speed.
_____VFC/MFC — Maximum speed for stability characteristics.
_____VFE — Maximum flap-extended speed, the highest speed
permissible with wing flaps in a prescribed extended position;
top of white arc.
_____VH — Maximum speed in level flight with maximum
continuous power.
_____VLE — Maximum landing gear extended speed.
_____VLO — Maximum landing gear operating speed.
_____VLOF — Liftoff speed.
_____VMC — Minimum control speed with the critical engine
inoperative (multi).
_____VMCA — Minimum control speed with the critical engine
_____VY — Best rate-of-climb speed, the airspeed that delivers
the greatest gain in altitude in the shortest possible time.
_____VYSE — Best single-engine rate-of-climb speed (multi).
Airspeed indicator markings
Red radial line — Never-exceed speed (VNE); also, for twin-engine aircraft,
minimum control speed with critical engine inoperative (V MC).
Redline or barber pole — Maximum operating limit speed, the speed
that may not be deliberately exceeded at any time for turboprop/jet aircraft
(VMO/MMO).
Yellow arc — Caution range between maximum structural cruise speed (VNO)
and never-exceed speed (VNE).
Green arc — Normal operating range; upper limit is maximum structural
cruise speed (VNO); lower limit is power-off stall speed or minimum steady flight
speed in a specific configuration — usually with flaps and landing gear retracted
(VS1).
White arc — Flap operating range; upper limit is maximum full flaps
extended speed (VFE); lower limit is power-off stall speed or minimum steady
flight speed in the landing configuration — usually with full flaps and landing gear
extended (V SO).

inoperative out of ground effect — red radial line (multi). White triangle — Standard designator used for certain speed limitations;
for example, maximum flap-extended speed with flaps in a prescribed extended
_____VMCG — Minimum control speed with critical engine position (VFE) or maximum landing gear extended speed (VLE); the manufacturer
inoperative during takeoff roll (multi). determines the type of speed limitation for which the designator is used.
_____VMO/MMO — Maximum operating limit speed, the speed Blue radial line or arc — For twin-engine aircraft, one-engine inoperative
that may not be deliberately exceeded at any time; redline or best rate-of-climb speed (VYSE).
"barber pole" (turboprop/jet).
_____VMU — Minimum unstick speed. PAC = Power, Attitude and Configuration
_____VNE — Never-exceed speed, the speed that may not be
exceeded at any time; redline. POWER ATTITUDE CONFIGURATION PERFORMANCE
Gear / Flaps IAS / VS
_____VNO — Maximum structural cruising speed, the speed Takeoff:
that should not be exceeded except in smooth air and then only
_______ ________ ______ / _______ _______ / _______
with caution; top of green arc.
_____VR — Rotation speed.
_____VREF — Reference speed for final approach, usually 1.3 Cruise Climb:
times VSO.
_____VS — Stall speed or minimum steady flight speed at _______ ________ ______ / _______ _______ / _______
which the airplane is controllable.
_____VS1 — Stall speed or minimum steady flight speed
obtained in a specific configuration. Cruise:
_____VSO — Stall speed or minimum steady flight speed at _______ ________ ______ / _______ _______ / _______
which the airplane is controllable in the landing configuration;
bottom of white arc.
_____VSSE — Minimum safe single-engine speed (multi). En Route:
_____VTOSS — Takeoff safety speed for Category A rotorcraft. _______ ________ ______ / _______ _______ / _______
_____VX — Best angle-of-climb speed, the airspeed that
delivers the greatest gain of altitude in the shortest possible
horizontal distance. Let Down:
_____VXSE — Best single-engine angle-of-climb speed (multi).
_______ ________ ______ / _______ _______ / _______
 Seats & seat belts secure, but if slips, don’t grab yoke.
Medical Factors If at any time you feel ill, tell me… do
Level Prior not be embarrassed or timid – it will only
To FAF, PT.2: make things worse…
Exits how to open…
_______ ________ ______ / _______ _______ / _______ Signal when to open…
Commands what I’ll say…
Descent to Turbulence explain the how and why…
Minimims Communications how to use radios and X-ponder…
Mayday 121.50 on Com 1 and 7700 on X-ponder.
_______ ________ ______ / _______ _______ / _______ Speak slowly and clearly. Use “Mayday”
Pilot incapacitated Fly the airplane… look out the window…
don’t be concerned with the instruments. Just
Maintaining keep the horizon level in the windscreen and
The MDA: call for help. There are professionals at the
other end who can help you.
_______ ________ ______ / _______ _______ / _______
!! Before Engine Start Checklist ……..COMPLETE:_____!!
Missed Approach:
_______ ________ ______ / _______ _______ / _______ If you are in a hurry… you are in trouble!!!
(IFR - A Structured Approach by John C. Eckalbar)
EMERGENCY Procedures
BEFORE ENGINE START Starting Engine
Charts…………………….………. on board & current
Engine FIRE during Start
Flashlight……………………….…checked (if flight will go into darkness)
* Control locks………..………..… confirmed REMOVED 1. Cranking……………….. CONTINUE, to get a start which
* Controls…………..………….... FREE & proper response would suck the flames and
* Seats & Belts………..………….... Adjusted & SECURE accumulated fuel through the
Load & baggage…………………. SECURE carburetor and into the engine.
* Weight & CG……………………. CHECKED: ______
* Altimeter………………………… Set: within 75’ of field elevation If engine starts:
Avionics…………..…………..…. Off 2. Power…………………… 1700 RPM for a few minutes.
Circuit breakers……….………..... Check & note location 3. Engine…………………… SHUTDOWN and inspect for damage.
Electrical switches……………….. Off If engine fails to start:
Gear handle…………………....… “DOWN” before Master “ON” 4. Throttle………………… FULL OPEN
Oxygen…………………………… Charged & available
5. Mixture………………… Idle CUT OFF
Cowl flaps…………….…………. OPEN
Trims………………………….…..Set for Takeoff 6. Cranking……………….. CONTINUE
Manifold Pressure Gauge (MP)…. Check: (Note the altimeter setting in the 7. Fire Extinguisher…….. OBTAIN (have ground attendants
Kollsman window, subtract one inch per thousand feet above sea level, and the MP obtain if not installed).
gauge should show very close to that value with the engine not running. Anything
else is an error in the instrument!) 8. Engine…………………… SECURE.
Fuel selector…………………….... BOTH / SOP a. Master Switch……. OFF
Passenger Briefing………………. Topics to be covered during the briefing: b. Ignition Switch…… OFF
c. Fuel Selector Valve. OFF
9. Fire……………………… EXTINGUISH using fire extinguisher,
wool blanket, or dirt.
10. Fire Damage…………… INSPECT, repair damage or replace
damaged components or wiring before
conducting another flight.
Flooded Engine - Weak intermittent firing followed by puffs of black
smoke from the exhaust stack indicates over-priming or flooding.
Excess fuel can be cleared from the combustion chamber by the following
procedure: MASTER Switch- OFF; Set the MIXTURE control at FULL
LEAN and the THROTTLE at FULL OPEN; crank the engine through
several revolutions with the starter. Repeat the starting procedure without
any additional priming
STARTING ENGINE
MASTER Switch…………..…….. On
Flaps & flap handle………………. Up
* Fuel quantity…………………….. Compare to visual “sticked” level
Rotating beacon………………..… On
Gear lights…… ………….…….…GREEN lights / NO RED
Mixture………………..…………. SOP – Rich or Idle cutoff
Fuel boost pump…………………. SOP / (On for Hot start on N9554B)
Prop…………………..….……..... HIGH RPM
Magneto switches………………… ON
Carb Heat………………….…..…. COLD
Primer …………………………… 2-4 shots if engine cold
Throttle……………………………”Cracked”
Prop area…………………………. CLEAR
Start sequence……………………. Initiate
Mixture………...…If at IDLE, advance slowly to rich as engine fires
ONCE ENGINE IS RUNNING…
RPM……………………………… 1000 rpm or less for 2 – 3 min.
Oil Pressure……. ….……………. Rise within 15 seconds or shutdown
Oil Temperature…………………. Warm up before takeoff
Fuel pressure…………………….. Check
Hydraulic warning indicators……. Check
Alternator output………………… Charging
Avionics Power Switch………….. ON
Radios……………………………. ON & set for Departure (next page)
GNS / GPS………………………. Power ON
Engine instruments……………… in Green / Normal ranges
Instrument Air…………………… Above 3 psi
Annunicator / Warning Lights……Press to Test / Clear
Fuel Selector………………………Opposite tank for taxi / SOP
Fuel pump…………………………Off for taxi
Autopilot………………………… Preflight check & then OFF
Transponder…………………….. “STBY” Confirm^
^ Ifthe Transponder is in the ‘Altitude-Reporting’ mode (ALT), the TCAS
(Traffic Collision & Avoidance System) of a landing aircraft may register your
close proximity and signal the pilot to ABORT the landing a thereby causing an
unnecessary Go-Around!!!
!! Starting Engine Checklist ……..COMPLETE:_____!!
The most important part of flying…
The Next Two Things!!!
(Rod Machado)
Before TAXI
ASOS/ATIS/AWOS Frequency: ______________ Information_________
Zulu Time: ________ Winds_______-_____ Peak gust____ Vis_________
Sky Conditions _____@_________ | ____@_________ | ____@_______
Temperature _________ Dew: _________ Altimeter: __________________
Density Altitude___________________ Runway in Use________________
Remarks______________________________________________________
CLEARANCE DELIVERY on __________.______ (if available) for departure info.
** Who you are, What you are, Where you are… What do you want to do **
_________________/______________/________________/____________________________.
ie: Manchester Clearance Delivery… Beechcraft N109GE is a King Air B200 at Wiggins…
VFR to Concord… 2500’… with Bravo…
Clearance Instructions: ________________________________________
______________________________________________________________.
Departure Procedure: (must have textual or graphic description) __________
______________________________________________________________.
Departure Frequency: _________._____ / Squawk:________
Ground Control on: __________.____. Re-Back: _____ completed IAS……………………… 0
Attitude…………………. Erect (may not be centered on ground)
Nav 1: Return:_________on__________ / Leg 1:____________on________ * Altitude…………………. +/- 75’ of field elevation
VSI………………………. 0 or note error
Nav 2: Leg 1 cross check: ___________ / Leg 2: ___________on________ DG heading …………….. = compass & turns correctly
Turn & Bank……………. Shows proper turns
** Tune Com 2 to CTAF on ___________ to monitor Takeoff instructions to ball moves opposite
get an idea of what to expect when it’s your turn. Alternate Static………… check OFF
Flight Director…………. ON / SOP
GNS/GSP ………………………. D Departure Airport * OAT: –2C = 42% chance of icing / -22C = 10% chance
GNS/GPS ………………………. Set Up all pages for Takeoff After reaching the run up area for the departure runway, switch to tower
OBS……………………………… Runway Heading or return IAP frequency and complete you before-takeoff checklists. Then tell the tower you’re
Autopilot………………………… Run Pre-Flight tests ready for departure. Don’t be surprised with any last minute instructions, such
as a new heading or altitude to fly after takeoff.
!! BEFORE TAXI Checklist ……..COMPLETE:_____!!
The Next ‘2’ Things !! TAXI Checklist ……..COMPLETE:_____!!
TAXI Takeoff Distance per POH
• If Clearance already completed on previous page…
Liftoff Speed / Avg. Speed / Avg. Speed / 1000’ / 1250’ / 1500’
(Knots) (Knots) (Feet Per Second)
N ________________ @____________________ , taxi for takeoff______.
50 25 41.7 23.98 28.77 35.97
or 52
54
26
27
43.3
45.0
23.09
22.00
28.86
27.77
34.64
33.33
56 28 46.7 21.41 21.41 32.11
• If no Clearance has been obtained before hand… 58 29 48.3 20.70 25.87 31.05
60 30 50.0 20.00 25.00 30.00
N___________ @ _______________ w/information_______ ready to taxi, 62 31 51.7 19.34 24.17 29.01
VFR, N___ / S___ / E___ / W___ departure to: __________ @________ft. 64 32 53.3 18.76 23.45 28.14
66 33 55.0 18.18 22.72 27.27
68 34 56.7 17.63 22.04 26.45
… also requesting handoff for Flight Following.”
70 35 58.3 17.15 21.44 25.82
72 36 60.0 16.66 20.83 25.00
… also requesting DP:___________________________.”
74 37 61.7 16.20 20.25 24.31
76 38 63.3 15.79 19.74 23.69
ATC: Taxi to RW:__________using taxiway:____________________ 78 39 65.0 15.38 19.23 23.07
80 40 66.7 14.99 18.74 22.48
TWR: __________ Departure:__________ Squawk:________ 85 43 71.6 13.96 17.45 20.94
(move frequencies to Departure Page if necessary) 90 45 75.0 13.33 16.66 20.00
95 48 80.0 12.50 15.62 18.75
!!! At uncontrolled airports, before Taxiing, call Flight Service or 100 50 83.3 12.00 15.00 18.00
listen to ASOS to be sure radios are transmitting and receiving
and that volume is turned up to adequate levels!!! Lift increases in proportion to the square of airspeed. For example, when
airspeed doubles, lift increases by a factor of four! Stated the other way, lift
Mixture…………………………. LEAN for Taxi decreases by a factor of four for each 50% reduction in airspeed. This fact is
Brakes…………………..………. CHECK illustrated by the following formula for lift:
Flight Instruments………………. Monitor L = (1/2) d v2 s CL
 • L = Lift, which must equal the airplane's weight in pounds Gas…………………………… proper tank, fuel pump on/ SOP
Attitude ……………………… Trims & Flaps
• d = density of the air. This will change due to altitude. Run-Up………………………. SOP for A/C: Mags, Props, Carb
heat, etc.
• v = velocity of an aircraft expressed in feet per second
Throttle friction lock…………..… Adjust
• s = the wing area of an aircraft in square feet * Autopilot…………………………. verify OFF
* Pitot heat / Anti-Ice……………… VFR – Considered
• CL = Coefficient of lift, which is determined by the type of airfoil and IFR – “on” at 40F or lower
angle of attack. * Primer…………………………… In & “LOCKED”
Seats, belts, shoulder harnesses….. Secure
Diverse Departure: Cross DER at or above 35’; climb straight ahead at no less
than 200’ per nautical mile (nm) to 400’ above DER; turn in any direction while
maintaining at least 200’ per nm until reaching an appropriate altitude, such as
!! BEFORE – TAKEOFF Checklist…...COMPLETE:_____!!
an IFR altitude or MEA. The Next ‘2’ Things
EMERGENCY Procedures: Takeoff
BEFORE TAKEOFF
TOWER / CTAF:______________________________ Landing Gear Fails to RETRACT
Flight Planning Checklist Takeoff Minimums_______________________
1. Master Switch ……………. ON
2. Landing Gear Lever…………. CHECK (Lever full up)
_____________________________ Nearby Alternates __________________
3. Landing Gear & Gear Pump Circuit Breaker…..IN
Departure Obstacles, Climb Performance Required______________________
4. Gear Up Light………………. CHECK
Time, Distance and Fuel to Climb___________________________________ 5. Landing Gear Lever………… RECYCLE
Today’s / Pressure Altitude / Ground Roll / Grnd roll >50’ Obst. 6. Gear Motor…………. CHECK Operation
weight (ammeter & noise)
_____________/_______________/________________/________________
RoT: (-10% for each 9kt headwind / +10% for tailwind up to 10kt / +15% for dry grass runway)
PAC = Power, Attitude and Configuration
RoT: Density Altitude effect on T.O.: For each degree C change from standard, T.O. roll changes by
1%.
POWER ATTITUDE CONFIGURATION PERFORMANCE
RoT: 50% rule… If in doubt, add 50% to the figures found in the POH. Gear / Flaps IAS / VS
Departure Procedure (must have textual or graphic description) __________ Takeoff:
______________________________________________________________.
_______ ________ ______ / _______ _______ / _______
Diverse Departure: Cross DER at or above 35’; climb straight ahead at no less than 200’ per
nautical mile (nm) to 400’ above DER; turn in any direction while maintaining at least 200’ per nm until
reaching an appropriate altitude, such as an IFR altitude or MEA.

RoT: If 70% of T.O. speed (Vr) is not obtained by 50% of runway used, ABORT!
VFR Takeoff – “3 to Go”
Vr =______ X 70% =______ / Runway length = _______ / 50% = _______ For a smooth departure, there are 3 things necessary…

GROUND CHECK / RUN-UP 1. As part of your pre-flight planning, think through how you’ll clear the
pattern and turn on course, keeping in mind the usual pattern-entry
procedures and departure procedures from the AIM, as well as terrain
CIGAR
and obstruction concerns.
Controls Check ………………. Confirm free & correct
Instruments…………………. SET (should already be set)
 2. Check traffic in the pattern and any using another runway, make sure ATC: “Cleared for T.O. Fly:__________________
the runway is clear before you cross the hold-short line, and be on the
lookout for aircraft not following the local traffic pattern procedures ___________________________________________.”

3. When you make your radio call upon departure, clarify your intentions
and departure heading once clearing the pattern. As you leave the
pattern, make one last call prior to leaving the frequency to give your
altitude and intentions again. Leave your landing lights on until 10
miles away from your departure airport.
!! TAKEOFF Checklist………..COMPLETE:_____!!
Turn to next page before applying power to have Takeoff
Emergency numbers in front of you.!!
! After applying power, LOOK, LISTEN, FEEL & SMELL !
(Rod Machado)

“DUCK UNDER” Non-Controlled Traffic Patter Exit = 300’ below TPA

TAKEOFF DURING TAKEOFF ROLL

Airspeed………………. CALLOUT when active
!! Look for reasons to be Disappointed on Take-Off !! * Oil Pressure / Temp….. Monitor
(Rod Machado) Manifold Pressure…… Monitor
RPM…………………. Monitor
* Fuel Flow…………….. Monitor
Takeoff Briefing: Explain takeoff (VFR / IFR)… What to expect…
What will happen in the event of emergencies… on the ground… in
the air… climbing out… Where to land in the event of engine EMERGENCY Procedures – Departure
failure…
! After applying power, LOOK, LISTEN, FEEL & SMELL ! (Rod Machado)

HOTTS Engine Failure / Fire / Malfunction

After Vr -Low altitude: < 1000 ft. DO NOT TRY TO TURN BACK!!
Heading……………………. Set DG to compass The risk of death or serious injury is eight times greater
Oil Temperature / Pressure… monitor when a “turnback” is attempted!!!
Transponder………………. switch to “ALT” (A 10 year Canadian study) [Aviation Safety, January 2005]

Time off: ___________________________
Strobe / landing lights…….. ON
Final Items… When you are Number 1 for takeoff:
Doors & Windows………………… Locked
* Mixture……………………………. Full rich < 3000’
* Parking Brake…………………….. Confirm “released”
T.O. Request: N_________ @ RW:_____ ready
for Takeoff… IFR/VFR, N___ / S___ / E___ / W___
departure to:____________ @__________ft.
After Vr -High Altitude: > 1000 ft. Return A/P Heading: _________
IFR Procedure if considered for use: ________________________________
Return hdg: __________ Freq:__________ Course:__________
FAF: ___________ Altitude:__________ Distance:__________
* BEWARE – Departing planes and… A/C landing downwind
REMEMBER - FLY THE AIRPLANE!!!
Normal
Flaps……………………………… 0
Rotate…………………………….. Vr:___________KIAS
Climb Speed……………………… Vy:__________ KIAS
Multi-engine……………………. Vsse:_________KIAS
 Vyse:_______KIAS
Short Field Takeoff !! TAKEOFF / CLIMB Checklist .. COMPLETE:_____!!
Flaps……………………………… _____ / SOP
Brakes……………………………. APPLY ATC Instructions: _____________________________________________
Power……………………………. FULL mp / MAX rpm
Elevator Control…………………. Maintain slightly tail-low attitude Convert Climb Gradient To Climb Rate: (in hundreds of feet) Divide your current ground speed
by 60 and multiply by climb gradient. Ex. If you are required to gain 200 ft per nautical mile and you have a 150kt ground
Rotate…………………………….. Vr:___________KIAS speed, your rate of climb in hundreds of feet is 500. (150/60=2.5*200=500)
Climb Speed……………………… Vx: __________ KIAS
Multi-engine…………………….. Vyse:_________KIAS GS________/60=_______*_______(gradient) =_________fpm required.
Brakes……………………………. APPLY momentarily
Landing gear…………………… RETRACT in climb out
FDC NOTAM 4/4386 = “All aircraft, if capable, shall
maintain a listening watch on VHF guard 121.5”
TAKEOFF - Continued
Landing Gear……………………. RETRACT when no more usable
The Next ‘2’ Things
runway is left beneath you EMERGENCY Procedures - Cruise
Com1:___________@____________ Stby: ___________@____________ Engine Fire In Flight
1. Mixture……………IDLE CUT OFF
Com2:___________@____________ Stby: ___________@____________
2. Fuel Selector………OFF
3. Master Switch…….OFF
Nav 1:___________@____________ Stby:____________@____________
4. Cabin Heat & Air…OFF 9except overhead vents)
Nav2: ___________@____________ Stby:____________@____________ 5. Airspeed………….DIVE to Vmo to put out fire
LAND IMMEDIATELY
ATC Instructions: _________________________________________________
Electrical Fire in Flight
Airspeed…………………………. _______ KIAS 1. Master Switch…………………. OFF
Power (Normal Climb).…………. Full Power & RPM to at least 1000 2. Avionics Power Switch……..… OFF
agl, then 3. All other switches (except ignition switch… OFF
______ “ mp / ______rpm 4. Vents / Cabin Air / Heat……………….. CLOSED
Power (Maximum Performance)…. MAX mp / MAX rpm 5. Fire Extinguisher………………………. ACTIVATE
Mixture…………………………… FULL RICH (SOP for altitude)) WARNING – After discharging extinguisher within a closed cabin, ventilate
Cowl Flaps……………………….. FULL OPEN (CHT: middle green)
Yaw Damper……………………. ON /SOP the cabin & LAND IMMEDIATELY
ECS system……………………… SOP Cabin Fire
Oxygen………………………….. On when required 1. Master Switch…………………………… OFF
Engine Instruments……………… Monitor 2. Vents / Cabin Air / Heat……………….. CLOSED
* OAT: –2C = 42% chance of icing / -22C = 10% chance 3. Fire Extinguisher………………………. ACTIVATE
FL180…………………………… Altimeter 29.92 (1013mb)
< FL100………………………… 250 KIAS max WARNING – After discharging extinguisher within a closed cabin, ventilate
FLARE the cabin & LAND IMMEDIATELY
F…………………………..… FLAPS UP (wing & cowl) Wing Fire
L…………………………..… Lights as required 1. Navigation light switch………………………. OFF
A…………………………..… Auxiliary FUEL Pump (if On) 2. Strobe Light Switch………………………….. OFF
R…………………………..… Radar Transponder – ”ALT” 3. Pitot Heat Switch……………………………. OFF
E…………………………..… Engine (Lean as needed) NOTE: Sideslip to keep flames away from the fuel tank and cabin.
 LAND IMMEDIATELY Ditching
1. Radio………………. 121.5, giving location & intentions
2. Transponder……….. 7700
RoT: Glide Ratio: 100 ft/min is approximately 1 knot. So to figure your 3. Heavy Objects……… Secure or Jettison
glide ratio: ground speed divided by VSI/100 (just drop the zeros). 4. Flaps ………………. 20 – 30 degrees
5. Power……………….. Establish 300’ descent at 1.3 Vsl
Example: VSI shows 500 ft/min down… Ground speed = 100kts 6.Approach… High Winds, Heavy Seas – INTO THE WIND
Drop the zeros on VSI = 5 kts. 100 divided by 5 = 20:1 glide ratio Light Winds, Heavy Swells – PARALLEL TO SWELLS
7. Cabin Doors…………….. UNLATCH
8. Splashdown…………….. LEVEL ATTITUDE
VSI:________ = (a):______kts. Ground speed: (b)_________
9. Face……………………. CUSHION with pillow or folded coat
10. EVACUATE & INFLATE vests & raft if available.
(b)__________ divided by (a)______ = ________ :1 glide ratio 11. If no raft &/or vests available…. K.Y.A.G. (Kiss Your Ass Goodbye)
GPS / IMC Emergency Landing
EMERGENCY Procedures (Bob Miller, MCFI)
http://www.rjma.com/flight/airwaves/
Cruise – Cont’d
Engine Failure During Flight 1. Advise ATC: Declare an emergency . . . even at the first sign of engine
difficulty. This will enable ATC to begin clearing the airspace below you.

2. Achieve Best Glide Speed: This is the same thing you do with an engine
1. Establish GLIDE 2. Switch TANKS
failure in VFR.
3. Mixture RICH 4. CARB Heat
5. BOOST Pump 6. PRIMER locked 3. Hit the "Nearest" Button on Your GPS: Know you GPS unit well enough to
7. Check MAGS 8. IGNITION Switch ON or instantly locate the nearest suitable airport.
START if prop stopped
4. Point the Airplane in the Direction of the Nearest Airport: Here is the best
Emergency Landing Without Power – 13 “Lucky” Steps to a reason to always operate at the highest possible altitude whenever in IMC
SAFE Forced Landing conditions. Hopefully, you are within glide range to an airport. If not, continue
1. To avoid landing downwind, especially in IMC, compare the following these suggestions and hope for the best!
GPS groundspeed to true airspeed.
2. Compare GPS heading with DG to find crosswind direction and 5. Attempt an Engine Restart: Don't start troubleshooting the engine or
strength. attempting a restart until you are pointed to the nearest airport. Minutes and
3. Find an airport, field, or deserted road if possible seconds apply in this scenario.
4. Remember the best landing area may be behind you.
6. Circle Over the Nearest Airport: Using the GPS moving map, begin a
5. Seatbelts as tight as you can stand
standard rate circling turn over the airport. Monitor your descent rate so as to
6. Stow loose objects.
reach the base key point 500' AGL (see illustration below).
7. Once landing area is made, slow to minimum sink rate. ( It’s
close to maximum endurance speed and roughly 1.2 times clean stall
speed.
8. Give position report to ATC… GPS coordinates if you can.
9. Flaps to full.
10. Landing gear is a toss-up. Make your best call
11. Try to relax
12. Electrics, fuel off, and doors cracked open.
13. Cushion face with pillow, folded jacket or blanket
 Your goal is to make a controlled descent through the clouds to VFR conditions MHT 119.55 122.1R / 114.4T 124.90 BC
121.3 668-8992
below and close enough to glide to the runway.
MPV 132.675 122.6 / 2 135.70 BC
122.8 802-229-2037

EN-ROUTE Flight Watch: 122.0 HIE

122.8
118.525 122.4
837-2769
135.75 BC

Weather / FSS / ATC / En-Route ASH 125.1 122.3 124.90 BC

133.2
(Maine, New Hampshire & Vermont)
PIREP FORM PWM 119.05 122.25 25.5N/119.75S/128.20BC
120.9 207-775-1039 ATIS / 207-874-7914 ASOS
(www.aopa.org/asf/skyspotter) AP // WX // FSS // ATC
Location; Time; Altitude; AUG 118.325 122.6 128.35 PWM PSM 132.05 122.25 125.05 BC
128.4 603-430-3232 ATIS
A/C Type; Clouds; 123.0 207-623-0432
Vis/Precip; Temp; Wind BGR 127.75 122.2 124.50 BGR DAW 135.275 122.25 125.05 BC
122.7
Turb/Icing; Remarks 120.7 207-947-5293

BML 135.175 122.35 135.75 BC RUT 118.375 122.3 135.70 BC

122.7 449-3328 122.8
Flight Watch: 122.0
FSS: 122.2 and as published BTV 123.8 122.6 121.1BTV / 120.35BC SFM 120.025 122.25 119.75 PWM
118.3 802-658-8382 122.8 207-324-1958

6B8 119.275 121.725 135.70 BC VSF 134.125 122.5 134.70 BC

122.8 122.8 207-886-6006

CON 132.32 122.3 / 2 127.35 BC BGR FSS:866-295-3835 / BTV FSS: 866-847-1846 / BDR: 866-293-5149
IAS to TAS 122.7 224-6558

Rule of thumb: Add 2% IFG 135.775 122.55 125.5 PWM / 128.20BC Air-to-Air Frequency: 122.75 & 122.85
122.8 207-935-2882
Per 1000’ of altitude.
Ex. Altitude – 8000’ EEN
123.0
119.025 122.1T/ 109.4T
358-6424
123.75 BC CRUISE
IAS – 100 kts
LCI 133.525 122.3 134.75 BC FLIGHT FOLLOWING: Facility: ___________________on __________
TAS = 100+16%=116kts 123.0 524-5134
Make / N# / type / position / altitude / route / destination / squawk
LEB 118.65 122.5 / 2 134.70 BC

Cowl Flaps……………………… Closed / SOP

Fuel Gauges…………………….. Switch to all tanks above FL5.0
To be sure all tanks are flowing
CRUISE Power settings: _____-_____” MP / _______-_______rpm
Mixture…………………………… SOP
Flight Planning Checklist MEA’s, MOCA’s and MCA’s _____________
Reporting Points (mandatory).______________________________________
Transition Route to IAF. __________________________________________
Fuel Required with Reserves._______________________________________
Va:_____Vb:_____Vno:_____Vmo:_____Vne:_____
Waypoint HDG / NM ALT FREQ ID ETE - ACT
Route

________/________/________/________/________/________/_____ - ____

125.95 298-8780 ________/________/________/________/________/________/_____ - ____

Kts=nmm // mph = smpm
60 = 1 // 69 = 1.15
________/________/________/________/________/________/_____ - ____

________/________/________/________/________/________/_____ - ____

________/________/________/________/________/________/_____ - ____

________/________/________/________/________/________/_____ - ____

________/________/________/________/________/________/_____ - ____

________/________/________/________/________/________/_____ - ____

________/________/________/________/________/________/_____ - ____

________/________/________/________/________/________/_____ - ____

FLIGHT MANEUVERS – S.W.A.T.

S – Surface / W – Weather / A. Airspace / T – Traffic
Waypoint HDG / NM ALT FREQ ID ETE - ACT
Route True Altitude: Actual height in feet above mean sea level.
Absolute Altitude: Actual height above the ground.
________/________/________/________/________/________/_____ - ____ Pressure Altitude: Weight of the atmosphere measured in inches of mercury,
millibars, or hectopascals.
________/________/________/________/________/________/_____ - ____
Density Altitude: Equals pressure altitude corrected for non-standard
temperature.
________/________/________/________/________/________/_____ - ____

________/________/________/________/________/________/_____ - ____ Fuel Flow/Management

________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
________/________/________/________/________/________/_____ - ____
Pounds of Fuel vs. Gallons For every 100 pounds of fuel there is 15 gal. Ex. So
if you need 1000 pounds of fuel that equates into 150 gallons.
Convert Pounds of Fuel to Gallons Take the amount of pounds needed, drop the
last zero, divide that new number by 2 and add it to the new number. That is the
same amount in gallons!! Ex. Say 400 pounds is needed. Drop the last zero = 40.
Then divide by 2 which = 20. Add 40 and 20 to get 60 gallons of fuel
Fuel Flow If your airplane has a fuel flow gauge multiply that number by 3 to get
gallons per hour. Ex. If your fuel flow is 2.3 per engine. Then, you are burning
69 gallons per hour per engine. (2.3*3=69 gals)

Handoffs and Notes:

 carburetor ice or air intake filter ice. Lean the mixture if carburetor heat is used
Cruise - IFR Communications Failure continuously.
Actions required by FAR 91.185 * NRST on GPS and plan on landing ASAP. With an extremely rapid ice build-
· The route assigned by ATC in the last clearance received. up, plan for an “off airport” landing.
· If being radar vectored, the direct route from the point of radio failure to * With ¼” of ice or more on the wing leading edge, be prepared for significantly
the fix, route, or airway specified in the radar vector clearance. HIGHER STALL SPEED.
· In the absence of an assigned route, the route ATC has advised to expect * Leave WING FLAPS Retracted.
in a further clearance. * Perform a landing approach using a FORWARD SLIP, if necessary, for
· In the absence of an assigned or expected route, the route filed in the improved visibility.
flight plan. * Approach at 1.5 Vsl or higher depending on the amount of ice build-up.
· The altitude or flight level assigned in the last ATC clearance.
· The minimum altitude or flight level for IFR operations.
· The altitude or flight level ATC has advised to expect in a further STATIC SOURCE BLOCKAGE
clearance.
1. Squawk 7600 1. Alternate Static Source Valve (if installed) ….. PULL ON
2. Descend to a VFR altitude (no other IFR traffic should 2. Windows………………………………………. CLOSED
be at a VFR altitude in IMC conditions.) 3. Airspeed……………………………………….. Slightly Slower
3. Fly to known VFR conditions or get on the first NOTE: In an emergency on airplanes not equipped with an alternate static
instrument approach you can find and land source, cabin pressure can be supplied to the static pressure instruments by
breaking the glass in the face of the vertical speed indicator
Turn, Time,Twist, Throttle, Talk & Track
RoT: GLIDE RATE: Every 1000’ agl =1.5 miles of glide
EMERGENCY Procedures
En-Route
ICING Carburetor Icing…Carburetor ice is most likely to occur when
temperatures are below 70°F (21°C) and the relative humidity
INADVERTENT ICING ENCOUNTER is above 80 percent. However, due to the sudden cooling that
takes place in the carburetor, icing can occur even with
* Turn Pitot Heat switch ON temperatures as high as 100°F (38°C) and humidity as low as
* Turn back or change altitude to obtain an OAT that is less conducive to icing. 50 percent. This temperature drop can be as much as 60 to
Stratus Ice – Most stratus ice is less than 3000’ thick and can be climbed 70°F. Therefore, at an outside air temperature of 100°F, a
through with enough surplus performance. temperature drop of 70°F results in an air temperature in the
Warm-Front Ice – Dropping through it to colder air below. carburetor of 30°F.
Cumulus Ice – may be a large distance vertically, but may allow bobbing
& weaving to stay largely in the clear.
* Contact ATC and tell them you need to take action due to icing.
* Do use ALL POWER AVIALBLE when climbing through an icing layer.
* Do enter the icing layer at MAXIMUM FORWARD SPEED possible.
* Do ZOOM CLIMB through layer if you can
* Pull cabin heat and cabin air controls full out and open defroster valves to
obtain maximum defroster airflow.
* Increase engine speed to minimize ice build-up on propeller blades.
* Watch for signs of carburetor air filter ice and apply carburetor heat as
required. An unexplained loss of manifold pressure could be caused by
RoT: The ability of the atmosphere to hold moisture doubles
with each 11°-Celsius temperature rise.
RoT: Temperature in Farenht minus dew point divided by 4.5
times 1000 = cloud bases.
Ie: 75F minus 70 (d.p.) divided by 4.5 x 1000 = 1555’ agl.
RoT: Velocity of Windshear to be expected: Speed of a
thunderstorm + 30 divided by 2 = Velocity of Windshear to be
expected. Ie: 30 kts + 30 = 60 / 2 = 30Kts
En-Route … (Continued)
RoT: To find total trip time, including climb, cruise and decent: Double flight
level, then divide by 10. Add this value to the trip distance. Divide this number
by the cruise speed.
Ie: 300 NM trip. Cruise GS 350 Kts at FL250. FL250 x 2 = 500/10 = 50.
Trip distance of 300 + 50 = 350.
350/350GS = 1 hour.
Flight Level: __________ X 2 = _________ / 10 = ___________; added to
trip Distance of: ___________ = ___________; divided by the cruise speed
of: ____________ = _____________ total time of trip
RoT: Time to cover distance.
To find the time required to fly a given distance, take your groundspeed remove
the last digit and you have the distance in miles you will cover in six minutes.
Ie: 180=GS distance to travel=36 miles you remove the 0 in 180 to get 18 miles
in six minutes so 36 miles will take 12 minutes.
RoT: High speed aircraft – Ground Speed Calculations with DME: Note distance
traveled in 36 seconds = 1% of 1 hours X 100 = GS
EVALUATING CHANGE
Too often, we are forced to change our plans. Unforecast storms intrude, a tailwind becomes a headwind
or fuel consumption is greater than normal. How pilots recognize, evaluate and react to changes in their
planned flight often means the difference between a boring trip and a more exciting one.
A process for decision-making, called DECIDE, has been used to train more than 200,000 emergency
response professionals with impressive results. Based on that process, a training program for pilots was
developed by the AOPA Air Safety Foundation.
DECIDE is a six-step decision-making model that can be learned and practiced. Here are the six steps…
D – Detect change
E – Estimate the need to react
C – Choose the flight’s desired outcome
I – Identify successful actions to control the change
D – Do something positive to adapt to the change
E – Evaluate your actions’ effects
Descent
Distance To Descend and Rate of Descent
1. Take your altitude to lose and multiply it by 3. That equals your distance in
miles to begin your descent. 2. Now take half your ground speed. This is your rate
of descent in hundreds of feet. Ex. If you are flying at 12000’ at a ground speed of
150kts and you need to descend to 2000’, the difference is 10000’. Multiply
10*3=30 miles out you must begin your descent. Half your ground speed is 75,
add a zero, and 750 ft per minute is your rate of descent.
1) ALT (000’s) ______ X 3 = _______ distance in miles to begin descent
2) GS: _______ / 2 = ______, add a 0 =_____ R.O.D.
RoT: 3 Degree Glide Slope To maintain a 3 degree glideslope (eg: ILS)
multiply the groundspeed you are achieving by 5. The resulting number is
the rate of descent to fly. Ex. Groundspeed = 110 Kts x 5 = 550fpm rate
of descent to maintain 3 degree glideslope.
 GS: ___________ x 5 = ____________3 degree Rate of Descent. Power Reduction Restrictions…………… Observe per POH
FL180…………………………… Altimeter to local setting
< FL100…………………………. 250 KIAS max
Pitot heat………………………… ON
RoT: VFR Approach to a controlled airport (Class B,C or D airport) Wing Anti-ice…………………… ON if required
When instructed to: “Fly left downwind…”, or “Enter right base for…”, Engine Anti-ice…………………. ON if required
Continue flying toward the airport until approximately 1 nm out and then enter Fuel selector……………………. Fullest tank / Both
pattern as instructed. Ignitions……………………….. Arm / SOP
Mixture…………..……………… ENRICHEN as required
PAC = Power, Attitude and Configuration Propellers………………………. Forward as desired (Beware of Noise
Abatement restrictions)
POWER ATTITUDE CONFIGURATION PERFORMANCE Cowl Flaps……………………… CLOSED
Gear / Flaps IAS / VS Fuel pumps……………………… SOP for aircraft
Descent: Wing Flaps………………………. SOP / 10’ <_____ / 30’< _____
_______ ________ ______ / _______ _______ / _______ * OAT:…………… –2C = 42% chance of icing / -22C = 10% chance
Carburetor Heat…………………. FULL HEAT as required
Level Prior Heading Indicator………………. X-check with Nav / GPS
To FAF, PT: * GPS…………………………….. Confirm VLOC if on ILS / VOR
VFR flight: Comm 2 to IFR freq to monitor for any inbound IFR arrivals
_______ ________ ______ / _______ _______ / _______
Landing gear may be lowered < _________ KIAS to increase the rate of descent.

The Next ‘2’ Things

DESCENT / DESTINATION
ALT to lose (000’s) X 3 = _______ distance in miles to begin descent.
GS:__________ / 2 = __________, add a 0 = _______Rate of Descent
AIRPORT: ________________ID: ________ Ele: ________ TPA:______
Com1: Appr Ctrl @____________ Stby: ATIS @____________
Com2: Tower/CTAF @____________ Stby: Ground @____________
ATIS/AWOS – information:____ :__________________________________
Nav 1:___________@____________ Stby:____________@____________
IAP: ________________ freq: __________ IAF:___________ Alt: _______
FAF: _______________ freq: __________ Alt:________ Distance:_______
MDA: ______________________ DH:______________________________
Nav2: ___________@____________ Stby:____________@____________
ATC Instructions: _____________________________________________
!! DESCENT Checklist…………...COMPLETE:_____!!
Turn, Time, Twist, Throttle, Talk, Track
Destination ATIS information________ Zulu Time: ________
Winds_________-______ Peak gust________ Vis__________________
Sky Conditions _____@________ | ____@________ | ____@________
Temperature ______________ Dew: ____________ Altimeter: _________
Density Altitude_________________ Runway in Use_______________
Remarks_____________________________________________________
Traffic Pattern Operations
Parallel Runways
“We can make aviation as safe as we
choose. What level of safety do you
choose?"
- Kevin Clover, FAA National Safety Program Manager
 Then maneuver at least two miles away from the airport, then descend to the published TPA.
Make a proper pattern entry, then land.

Lastly, when approaching the airport, announce your position and intentions in aeronautical terms,
e.g., "N109GE two miles west of Mayberry, 2,500 feet, entering a left downwind to
Runway 28." Keep your eyes outside the airplane and land.

What if the visibility is poor and you are having difficulty locating your
destination airport?

Please pay close attention here. This is where lots of traffic pattern
accidents occur. If the visibility is, say, less than three miles, you DON'T
want to be stooging around at traffic pattern altitude searching for
the airport. You might accidentally blast through and scatter those
airplanes already in the pattern, or worse! (Bob Miller, MCFI)

The solution to poor visibility approaches to non-towered fields is found in AC 90-

66a. That is, climb to an altitude at least 500 feet above your destination's
published traffic pattern altitude (TPA), then begin your search. Once you find
your airport, maneuver to a point well clear of the traffic pattern, then descend to
the TPA and make the proper pattern entry.

Always Fly Coordinated: The turn coordinator ball must

ALWAYS be centered, particularly when maneuvering low and
slow. [Exception: Deliberate forward and/or side slips.]

RECOMMENDED STANDARD TRAFFIC PATTERNS AND

PRACTICES FOR AERONAUTICAL OPERATIONS AT AIRPORTS APPROACH - (M.A.R.T.H.A.)
WITHOUT OPERATING CONTROL TOWERS. FAA Advisory Circular 90-66a Instrument Procedure to be used: ___________________________________

This publication comes closest to providing life-saving guidance Com1: Appr Ctrl @____________ Stby: ATIS @____________
governing traffic patterns at non-towered fields. Com2: Tower/CTAF @____________ Stby: Ground @____________
“Prior to entering the traffic pattern at an airport without an
operating control tower, aircraft should avoid the flow of
traffic until established on the entry leg. For example, wind
M – Missed approach procedure :
and landing direction indicators can be checked while at an Nav 1: _______________ on__________ / ______________ on__________
altitude above the traffic pattern. When the proper traffic Nav 2: _______________ on_________ / ______________ on__________
pattern direction has been determined, the pilot should then
proceed to a point well clear of the pattern before · CLIMB straight ahead at MAX rate of climb to: _____________
descending to the pattern altitude.” · Climb (L) (R) turn to altitude of ………………. _____________
The first thing a proficient pilot should do is listen to the airport's AWOS or ASOS at least 10 · To some particular heading: _____________________________
miles out. If there is no AWOS or ASOS, or if the winds do not clearly indicate the runway in · Go to some FIX: ___________________________, “and HOLD”
use, call the airport UNICOM or CTAF frequency and request airport advisories. If no answer,
listen to what other aircraft in the pattern are saying. · _____ Standard Hold (right turns) _____ Non-Standard (left turns)

If still no answer, proceed to the airport at an altitude at least 500 feet above the published
A – Approach plan big picture: ILS: _____ / LOC: _____ / GPS: _____
traffic pattern altitude (TPA), then look down for a windsock, wind tee, or some other wind VOR: _____ / NDB: _____ / TACAN: _____ / DME Arc: _____
direction indicating device. Continue circling until you have a clear sense of the wind direction.
IAF: __________ / Altitude:_____________ / FAF: _______/___________
 R – Radio frequencies available, tuned & identified:
Localizer: ________/ __________ NDB: ________/ ___________
VOR: ________/___________ DME: ________/___________
T – Time from FAF: 90:_____ / 120: _____ / 150: _____/ 180: ______
H – Heading: Outbound (IAF): ________ / Inbound (FAF): _________
PT Outbound: ________ / PT Inbound: _________
A – Altitude at MDA: _____________’ / DH: ______________’
!!! The Five Most Common ILS errors!!!
1. Failure to understand the localizer course dimensions
2. Failure to intercept & capture the localizer outside the
marker.
3. Failure to establish stabilized power settings and trim for
airspeed.
4. Failure to make the “mental movie” of where you are
relative to the approach.
5. Failure to understand the approach, study the plate, and
copy the numbers before you need them.
Turn, Time, Twist, Throttle, Talk, Track
______________________________________________________________.
Landing Clearance: “N________, CLEARED TO LAND Rwy:_________”
Confirm landing clearance: ____________________________
G.U.M.P.F.E.S.T.
Gas……………………………… BOTH / Fullest tank
Undercarriage……………… Down (Vle= ______ KIAS) Green Light
Mixture………………………… Rich (as necessary)
Props…………………………… High RPM (check for noise abatement)
Flaps…………………………… As needed (see below)
Engine instruments……… Monitor
Seats(belts)…………………… SECURE
Trim…………………………… Set for Landing
Keep the “BALL” CENTERED in all traffic pattern turns!!!
(Except when “slipping-In” to loose altitude)
!! PRE - LANDING Checklist………...COMPLETE:_____!!

The Next ‘2’ Things

!! APPROACH Checklist………...COMPLETE:_____!!
PRE-LANDING EMERGENCY Procedures
Landing Briefing… E.S.C.A.P.E. Landing
E.- Exits……………….. how to open… Landing Gear Fails To EXTEND
S – Signal……………… when to open…
C – Commands……..…. what I’ll say… 1. Master Switch………………………..……….… ON
A – Assess conditions…. discuss weather outside 2. Landing Gear Lever….……………………..….. DOWN
P – Procedures………… explain appr & landing… 3. Landing Gear & Gear Pump Circuit Breakers…. IN
E – Equipment………… all set to go… 4. Emergency Hand Pump --- EXTEND HANDLE and PUMP until
resistance becomes heavy --- about 35 cycles.
RoT: X-wind component (xwc)…If the wind differs from the RWY hdg by 15 5. Gear Down Light……………………………….. ON
degrees, the XWC is 25% of the wind velocity. 30 degrees = 50%. 45 = 75%. 6. Pump Handle…………………………………… STOW
60 degrees, assume same as total wind. Wind:__________@________
GEAR-UP Landing
Runway Heading:________. Difference = ________ degrees = _______xwc
1. Landing Gear Lever --- UP
2. Landing Gear & Gear Pump Circuit Breakers --- IN
Set GPS - HSI /OBS to RWY Heading if not on IFR approach 3. Runway --- SELECT longest hard surface or smooth sod runway.
4. Wing Flaps --- 30 degrees (on final approach
ATC instructions:_____________________________________________ 5. Airspeed --- 1.2 Vsl
6. Doors --- UNLATCH PRIOR TO TOUCHDOWN.
7. Avionics Power and Master Switches --- OFF when landing is assured. 55 71.5 75 97.5 95 123.5
8. Touchdown --- SLIGHTLY TAIL LOW. 56 78 80 104 100 130
9. Mixture --- IDLE CUT OFF. 65 84.5 85 110.5 105 136.5
10. Ignition Switch --- OFF Calm wind: Vso:_____ X 1.3 = ______ Vref kias
11. Fuel Selector Valve --- OFF
EVACUATE IMMEDIATELY Gusty: Vref: _______ (from above) + ½ Gust Factor of: ______ =
______ Vref kias for this landing. (Thomas A. Horne “Flying Final” AOPA July 2003

ATC Instructions: ____________________________________________

PAC = Power, Attitude and Configuration
Flaps…………………………….. LANDING Config
POWER ATTITUDE CONFIGURATION PERFORMANCE Yaw Damper……………………. OFF
Gear / Flaps IAS / VS Autopilot ……………………….. Off (configure for “Missed”)
Speed Control………………….. confirm OFF
Descent to Minimums: Speedbrakes. …………………… Confirm RETRACTED
Spoilers…………………………. “Armed” (if available)
Propeller(s)……………………. FULL FORWARD
_______ ________ ______ / _______ _______ / _______ Mixture………………………… FULL RICH < 3000’
Power levers…………………… Beta range or Reverse
Maintaining MDA:
* Keep the “BALL” CENTERED in all traffic pattern turns!! *
_______ ________ ______ / _______ _______ / _______
”Final is clear… Check the GEAR!!!”
MISSED Approach:
!! LANDING Checklist………...COMPLETE:_____!!
_______ ________ ______ / _______ _______ / _______

LANDING Circling to Land - Using Standard-Rate Turns:

Carb Heat………………... Check (apply full heat before closing throttle, but
be careful of OAT, as you could create ice instead of 120 second circumference, 40 seconds diameter (OK, 39.2 seconds).
avoiding it)
1. Get to the MAP and maintain minimum until lined up with the runway
Landing Distance: ______________ Over 50’ Obstacle: ______________ and cross the threshold to get a reading on the windsock.
** If you have a GSP, “Set OBS and Hold” to runway heading for
RoT : Crossing the threshold 50’ too high increases the landing distance by 25% added situational awareness. (this extends the centerline out)
“Death is nature’s way of telling you to watch your AIRSPEED” 2. When ready, (say 10 seconds after crossing the threshold) Start a
standard-rate turn to 22.5 degrees off the runway. (15 seconds, +/-)
Flaps-Vfe <___________ kias Gear Vle: <___________ kias
3. Time for 40 seconds. (+/- a bit to allow for any crosswind)
Vref (See Below) Vs: ___________ kias 4. Start standard-rate turn back to the runway.
Vs1 ___________ kias Vso ___________ kias 5. Maintain minimum until 90 degrees to the runway and it’s in clear
view. **Turn off the AP (if in use) and hand-fly the airplane to a
* Demonstrated crosswind capability – ___________kias perfect landing on the VASI or PAPI.
(Alan Jeffs, Pembroke Ontario – IFR * February 2006)
As protection against shear-induced stalls…
“Calm” Vref = 1.3 Vso / “Gusty” Vref = 1.3 Vso + ½ Gust Factor
Vso / Vref Vso / Vref Vso / Vref
50kts 65kts 70 91 90 117
 Cowl flaps…………………………OPEN (keep CHT middle green)
* Speed Brakes / Spoilers…………. Confirm RETRACTED
Multi:Vmc______ Vsse _______ Vxse ______ Vyse ______

GO BACK TO APPROACH PAGE for MISSED INFO.

“Missed-Approach means
‘CLIMB’… not reading
the approach plate while
farting around in the
cockpit a couple of
hundred feet in the air!!!”

John Conrad, MCFI

RoT: 70 knots is 118 feet per second, and 60 is 101 fps.

from the AIM: (d) While other entry procedures may enable the aircraft to enter the
So if the approach speed should have been 60 knots and holding pattern and remain within protected airspace, the parallel, teardrop and direct
is 70, and if it takes five seconds to dissipate the extra entries are the procedures for entry and holding recommended by the FAA.
speed, the airplane will have traveled about 550 feet in
the float. No firm rule of thumb, but 10 knots extra Having said that, ATC really doesn’t care how you enter the holding pattern.
on the approach speed usually uses about 500 Also, if you have any questions about timing the legs, request mileage legs
extra feet of runway. instead.

Here are several instrument approach rules you should always pay attention to: (Bob Miller, MCFI) If ALTERNATE airport
is necessary: D.R.A.F.T.
Instrument Approach Rule # 1: Never descend on an instrument approach unless you are established on a solid black line printed on the
published approach procedure.

Instrument Approach Rule # 2: Never descend below the minimum altitude published for that solid black line.
D–Destination:
_______________________
Instrument Approach Rule # 3: Never descend below the published minimum descent altitude (MDA) or decision altitude (DA) unless
Elev:_________
A. the flight visibility is equal or greater than that prescribed in the
published approach procedure, and
B. Runway lighting system is visible, or
C. Landing runway is visible. -- FAR 91.175 Non-Standard Alternate
Minimums apply to this airport? –
Yes___ / No ___
GO-AROUND / GOING MISSED
Navaids: Type / ID / Freq / Radial / Distance
___________/_________/___________/___________/__________
“POWER UP / PITCH UP / CLEAN-UP”
___________/_________/___________/___________/__________
Power……………………………. MAX mp / MAX rpm
* Carb heat………………………… COLD Approach Frequencies: ___________________________________________
Climb Speed……………………… Vx=_____ Vy=_____ Kts
Flaps……………………………… RETRACT slowly @ positive ROC ATIS/AWOS/ASOS Frequency: ___________ / Tel #: __________________
Gear……………………………… RETRACT @ positive ROC
Unicom: ___________ / TWR: ___________ / Ground Control: ________ Fuel Pumps……………………… OFF

CTAF: ____________ / CLNC DEL: _________________ on ___________

FSS: _____________________ on ________________________________

TAXI - Ground Control: ___________.______
LEAN MIXTURE for taxi / SOP if different
ASOS/ATIS/AWOS Information_________ Zulu Time: _______________

Winds___________-________ Peak gust________ Vis________________ “N__________ @_____________… taxi to:_____________________ “

Sky Conditions _____@_________ | ____@_________ | ____@_______ ATC: Taxi to:_____________using taxiway: ____________________.

Temperature _________ Dew: _________ Altimeter: __________________ CLOSE VFR Flight Plan with __________@ _______.____ on Arrival
FBO: ___________________________ Frequency: _____________.
Density Altitude___________________ Runway in Use________________
Airport Diagram N
NOTAMS_____________________________________________________

R – Route: _____________________________________

A–Altitude: _____________________________________

F -Fuel needed: ________________plus reserve of 45 minutes

T –Time to get there:____________________________________ W E
Alternate Airport per FAR 91.169… When to file = 1-2-3 Rule (1 hr before and 1 hr
after ETA, the ceiling will be at least 2000’ above the airport elevation and the visibility will be at least 3
statute miles.

Weather at Alternate to qualify = 600/2 (precision) or 800/2 (non-precision)

No published instrument procedure at Alternate = VFR conditions apply
Minimum Weather conditions at Alternate to qualify = Published Minimums
!! AFTER LANDING Checklist………..COMPLETE:_____!!
AFTER LANDING SHUT DOWN & POST-FLIGHT
!! After crossing the hold-short line onto the taxiway, complete the ‘After
CHECKLIST
Landing’ checklist and contact ground control, unless instructed otherwise !! Parking Brake…………………… SET
BEFORE SHUTDOWN, 121.5 to be sure that ELT is not broadcasting
Strobe Lights…………………….. OFF Avionics Power Switch…………. OFF
Landing Lights………………….. OFF Electrical Equipment……………. OFF
Transponder…………………….. STBY Throttle…………………………. 1000 RPM
Trims…………………………….. Set for Takeoff Mixture………………………….. IDLE
Wing Flaps………………………. UP Throttle…………………………. CLOSE as RPM drops
Speedbrake………………………. OFF Ignition Switch…………………… OFF – key on top of panel
Carb Heat…………………..…… COLD Control Lock……………. ……… INSTALL
Cowl Flaps………………………. OPEN
Anti-Ice…………………………. OFF
 Cabin …………………………… Complete any necessary paperwork,
including tach time, VOR checks,
maintenance issues
Exterior Walk-a-round …………. Check for missing static wicks, fuel
stains, oil streaks, tire / strut
inflation. Antennas, Gear doors,
cowl flaps, inspection covers. Clean
leading edges of bugs. Polish
windows. Inspect prop for new
nicks, especially after flying through
rain.
Fueling ………………………….. Attend the aircraft’s refueling to
ensure proper grade and load request
is met. Match amount pumped to
fuel burned; investigate any
discrepancies.
Wait for water /particulates to settle
before sump-ing the tanks.
Other Consumables…………….. Check levels in brake fluid reservoir,
O2 system, deicing fluid, and other
consumables.
Replenish and inspect for leaks.
Oil needs to drain back into sump
before checking, or you risk wasteful
and messy overfilling..
!! POST-FLIGHT Checklist………..COMPLETE:_____!!
* = “Killer Items” / SOP = Standard Operating Procedure
Version 6.0 12/01/06 bablaney@ncia.net
“Nuggets of Wisdom”
The following pages are not part of the Personal POH, but I have included them
as they are “nuggets of wisdom”, and this is a nice place for them so they can be
reviewed from time to time.
SPIN RECOVERY P.A.R.E.
1) Power – Idle P - Power
2) Ailerons – Neutral A - Ailerons
3) Rudder – Full OPPOSITE rotation direction R - Rudder
4) Yoke – Full FORWARD w/ neutral ailerons E - Elevator
5) Rudder – Neutral when rotation stops
Always Fly Coordinated: The turn coordinator ball must
ALWAYS be centered, particularly when maneuvering low and
slow. [Exception: Deliberate forward and/or side slips.]
Instrument Flight RoT’s
Reciprocal Heading If known heading is 0 -180, add 200 and subtract 20. If known
heading is 181 - 360, subtract 200 and add 20. This is easier and quicker than trying 34 to
add or subtract 180. Ex: Reciprocal of 120 is 120 + 200 = 320, 320 - 20 =300. Ex:
Reciprocal of 210 is 210 - 200 = 10, 10 + 20 = 30.
Northerly Turning Error: Another easy way to remember this compass tendency is: ANDS.
Accelerate - North, Decelerate - South.
VOR orientation When using a second VOR for cross radials, "Same side, not yet arrived"
Ex., If the CDI is on same side of VOR head as the VOR is from your course, you have not
yet arrived at the cross radial fix. Conversely, if the VOR is say, to the left of your course, and
the needle is to the right, you have passed the fix
Partial Panel Remember that if doing partial panel , that you have the other instruments,
such as the obs on NAV 1 to help you visualize your position or heading. If every 30degress
takes 10 seconds, then anytime you have the big numbers on the DG, such as 030, 060,
090, the time in between each will be 10 seconds. In order to also help you, if you think that
you have to turn to a heading that is LOWER usually turn LEFT. I know that this does not
work if you are on a NW heading and have to go to a north east heading, but use common
sense.
Instrument Landing Check C ompass L ights I dentify F laps F uel Use this on my
procedure turn outbound in lieu with of the gump check. Check heading, runway lights,
landing lights, frequency, approach flaps, check fullest tank.
IFR approach or hold. Time, turn, throttles, twist, track, talk Time: start timing as required
Turn: start turning to the desired course Throttles: set as applicable, precision approach,
holding, etc Twist: re-set the HSI inbound course window if required Track: fly the airplane
and track the inbound course Talk: tell the controller if you need to.
Calculating VDP VDP - A point along a straight-in approach at which a 3 degree slope to
the runway can not be maintained resulting in a, missed approach, circle to land, or unsafe
maneuver. VDP’s are for straight in approaches and are simply used for a reference. it will
indicate to you that a 3 degree descent path to the runway will not be obtainable from that
position without an evasive maneuver There are three ways to calculate VDP: 1. They are
published on the approach plate. 2. By DME - 300ft per nautical mile (from end of
the runway) Ex. Say the MDA = 600 and the runway is 1 DME from the fix VOR, LOC,
NDB, ETC) Your VDP = 3 DME 600/300 = 2 DME plus the 1 DME = 3 DME 3. Take
10% HAT off your time.
Ex. Say the published HAT is 800ft and the time for that approach is 5:20 Your RoT: DME – be one or more miles from station for each 1000’ of altitude above
VDP will be at 4:00 along the approach. 10% of 800 = 80 seconds, subtract that the facility for DME to be considered accurate.
from 5:20 and you get 4:00
Always Fly Coordinated: The turn coordinator ball must
Drift Correction 300 divided by TAS) X (Crosswind divided by 5) = correction ALWAYS be centered, particularly when maneuvering low and
in degrees Ex. TAS 150, Crosswind=10 300/150=2 Times (10x5) 50 =100...drop slow. [Exception: Deliberate forward and/or side slips.]
the “0” 10 degrees correction
Altitude Deviation Correction 2 X deviation in feet = VSI indication back to
altitude
Partial Panel Compass Flying "OSUN" used for partial panel compass flying.
O vershoot S outh U ndershoot N orth Remember that the magnetic compass
lags from the North and leads to the south. How much you over or under shoot
your desired heading depends on the degrees latitude that you are flying.
Overshoot the South heading by the required degrees and Undershoot the North
heading by the required degrees. Ex.1 Suppose you are flying in Kansas
(approximately 30 degrees latitude) and your heading is 090 degrees and you
want to turn to a North heading. Because of the lags to the North you should roll
out of your turn when your com pass reads 330 (360- 30=330 degrees) if your
turn is to the right and 030 (360+30=030 degrees) if your turn is to the left. Ex.2
Suppose you are still flying in Kansas and your heading is still 090 and you want
to make a turn to a south heading. Because the compass leads to the South you
should roll out of your turn when your compass reads 210 (180+30=210 degrees)
if the turn is to the right and 150 (180-30=150 degrees) if your turn is to the left
ATC Speed Reductions In a turboprop a/c a quick rule of thumb for a speed
reduction is take the airspeed subtract 100 from it divided by two and add five.
that will give you your torque setting in percent. Ex: 180 kias. 180-100=80
80/2=40 add 5= 45% torque 210 kias. 210-100+110 110/2=55 add 5= 60%
torque

1 In 60 Rule For every 1 degree displacement equals 1 nm in 60 nm. Ex.If Weather Planning
heading is altered 5 degrees to the left: In 60 nm you will be 5 nm left of track.
In 30 nm you will be 2.5 nm left of track. METAR WEATHER REPORT FORMAT
Report Location Date / Weather & Sky Temp C/ Altimeter
Estimating Cloud Bases: Temp. minus dew point divided by 4 and multiply by Type ID Time Wind Visibility Obstructions Conditions Dew PT
1000' Ex. 72-52=20 20/4=5 5x1,000=5,000' bases = 5,000' agl during instability
and warmer part of day METAR KOKC 011955Z 22015KT 3/4SM TSRA BR BKN015 06/05 A2990

METAR/TAF WEATHER REPORT CODES

Compass errors on an east-west heading ANDS: Accelerate North error
Decelerate South
OBSTRUCTIONS TO VISIBILITY PRECIPITATION
Course Heading True Virgins Make Dull Company for figuring course Heading
Code Definition Think Code Definition Think
(True course +/- variation = magnetic, +/- deviation= Course heading.) Ex. 240
+ 7 degrees equals 247 magnetic + 3 degrees deviation = FG FOG< ½ MI VIS FoG RA RAIN Rain
250 for a course heading. BR MIST > ½ MI VIS Baby Rain DZ DRIZZLE DriZzle
FU SMOKE Fumes SN SNOW Snow
DU DUST Dust PL ICE PELLETS ice PeLetts
SA SAND Sand SG SNOW GRAINS Snow Grain
 • Middle
• High (least likely of no icing (cirrus type)

• Nimbus = Rain Cloud

PRECIP./OBSTRUCTIONS TO VISIB • Standing Lenticular Altocumulus Clouds (ACSL) = signals to you very
SKY COVER
high turbulence and wind shear. Indication of mountain wave for
Code Definition Think Code Definition Think several hundred miles down range on the leeward side.
TS THUNDERSTORM Thunder Storm SKC CLEAR 0
DR LOW DRIFTING low DRifting CLR CLEAR 0 • Stable air – cools off with altitude at a rate less than “standard lapse
SH SHOWERS Showers FEW FEW 1/8 – 2/8 rate”… will give you poor visibility, steady rain, flat layers of clouds
FZ FREEZING FreeZing SCT SCATTERED 3/8 – 4/8 (stratus type clouds)
MI SHALLOW Minimal BKN BROKEN 5/8 – 7/8
BC PATCHES Bits & Chunks OVC OVERCAST 8/8 • Temperature inversion = very stable air (Warm above / Cool below)
BL BLOWING Blowing VV VERTICAL VIS 8/8 will give you smooth air, poor visibility, fog, haze, low clouds,
PR PARTIAL PaRtial especially in high humidity.
• Radiation = clear, relatively still night = most frequent type of temp
inversion.
AIRSPACE VFR REQUIREMENTS • Unstable air = cools off with altitude at a rate > than standard lapse rate.
(Above 1,200’ AGL and Below 10,000.’ MSL)
General characteristics = good visibility, showery précip, turbulence,
AIRSPACE THINK ACTION REQ’D VIS DIST. FROM CLOUDS cumuliform type clouds (a lot of vertical height)
• Orographic lifting = wind raising up mountains = cumuliform type
CLASS B BIG CLEARANCE 3sm Clear of Clouds
CLASS C CONGESTED COMMUNICATE 3sm 500 / 1000 / 2000 clouds, good visibility, showery rain, clear type ice due to big droplets
CLASS D DIALOGUE COMMUNICATE 3sm 500 / 1000 / 2000 (worst type of icing)
CLASS E ELSEWHERE NONE 3sm 500 / 1000 / 2000
CLASS G GO FOR IT NONE 1sm (Day) 500 / 1000 / 2000
3sm (Night) Cold (unstable) air moving over a warm surface = cold front = fair weather
cumulus clouds = turbulent ride. Wind Circulation: “Coriolis Force” = force in
CEILING: lowest broken or overcast layer aloft or VV into a surface based Northern Hemisphere that acts at right angles to wind and deflects wind to the
phenomenon. right until it tends to parallel
The isobars (example… a string with a washer on it, and then swing it around
FAA definition of “CEILING”: Height of the lowest layer of clouds or obscuring your finger… it goes faster as it winds on the finger).
phenomenon aloft that is reported as broken or overcast. • As air moves from the equator, it is forced to the right.
• Makes winds go counter clockwise around a low pressure at altitude, say
Weather – Continued 2000’ (ie: wind aloft is one direction while wind at the surface is
another. This is caused by friction.)
• Dry Adiabatic Lapse Rate = 3 degrees per 1000’ (Unsaturated air) Fronts – Boundary between fronts.
• Saturated air – does so slower • Wind Shift – is ALWAYS associated with the passage of a frontal
• Standard Lapse rate = 2 degrees per 1000’ (until stratosphere = system!
isothermal @ about –59 degrees below zero. (example - +8c / standard • A “WAVE” will be associated with a stationary or slow moving front.
= Oc… so freezing will be at 4000’ • Steady precip = statiform clouds = little or no turbulence
• Troposphere = an abrupt change in temperature lapse rate.
• Stratosphere = small changes in temperature w/increase in altitude. Water Vapor – amount of water vapor air can hold depends on OAT. Warm air
can hold a lot.

Types of Clouds… 4 types – classified by height: Dew point = Temperature to which air must be cooled to become saturated.
Clouds, fog & dew will form when water vapor condenses.
• Low Level Clouds
• Extensive vertical development (unstable moist air)
Fog Example – Standard 3 degree glideslope –
• Radiation Fog: clear skies, little or no wind, small temp / dew spread,
flatland surface. Headwind shears to Tailwind:
• Advection Fog: warm air that moves in over cold surface. (requires a • Decrease in IAS – pitch attitude decrease
wind) • Airplane pitches down
• Upslope fog: also requires wind to form. • Increase in VSI
• Industrial Fog: Abundance of condensation nuclei from combustion • Increase power… back up to glide path and the decrease power
products. • Tendency to drop below the Glideslope

Frost: Happens when temperature is below dew point and dew point is below
freezing. (this will cause “early airfoil separation” on your wing.)
Freezing Rain: Warmer layer of air above. Causes the highest rate of icing. If
encountered, climb immediately to get to the warmer air if possible.
Ice Pellets: Freezing rain at a higher altitude… so don’t climb.
Wet Snow: Temp is above freezing at your altitude.
!! Frost, Ice and snow in the consistence of medium to rough sandpaper can
reduce lift by as much as 30% and increase drag by as much as 40%!!
Weather Hazards: Cumulonimbus = Thunderstorm cloud = must have
sufficient moisture, unstable lapse rate and some lifting action, such as
convection, or a cold front, or up a hill.
Thunderstorm: Mature stage = start of rain at surface. Downdrafts start.
Dissipating Stage = pronounced anvil and all downdrafts.
Lightening / Thunder = Thunderstorm… otherwise is just a
Cumulonimbus cloud.
Tailwind shears to Headwind
• Increase in IAS
• Airplane pitches up
• Decrease in VSI
• Decrease power… increase once back on Glideslope
• Tendency to raise above Glideslope
Microburst = tremendous downdraft from a Thunderstorm
• Expected duration is seldom more than 15 minutes.
• Maximum downburst can be up to 6000’ per minute downdrafts.
• Unexpected increase in IAS = GO AROUND NOW!!!
Troposphere = near the surface of the earth up to about 37000’
Jetstream = 50 kts or grater at the top of the troposphere.
• In winter, jetstream is located south and is strong…
• In summer, it is weaker and further north.

Embedded Thunderstorm =- obscured by massive cloud layer.

Cumulonimbus Clouds = the greatest turbulence. Private Pilot – 30 minute Workouts

Squall line: heavy hail, destructive winds, often time moving in front of a fast Review FAR parts 91 & 830 & POH
moving cold front.
Squall = Abrupt increase in wind speed of at least 16 kts to a peak of 22kts or Quote: ”Some people fly so far behind the airplane that if they had a mid-air,
more, lasting for at least 1 minute. they wouldn’t even be involved!!!”
Ron Caraway, MCFI
Airborne Weather Avoidance radar: shows echoes and returns from
precipitation… therefore turbulence. It does not show clouds. TAKEOFF
Per the POH: Calculate V-speeds, takeoff distance and takeoff
!! Flight into unseen embedded TS – Vb or Va and attempt to remain level distance to clear a 50’ obstacle for the prevailing conditions.
flight attitude. Set power for Vb or Va!! Vx = ________ / Vy = ________

Wind Shear: Wind shift or wind speed gradient at any level of the atmosphere,
by low-level temperature inversion (warm air above / cool air below), such as a
jetstream, frontal zone, TS (and all around the storm). Warm front – most
critical is when front hasn’t passed by the airport yet.
A/C weight / Pressure Alt / Ground Roll / ground Roll . 50’
___________/___________/_______________/___________________
(-10% for each 9kt headwind // +10% for tailwind up to 10kts // +15% for dry grass runway)
 Actually measure the runway and then see if it’s true. 0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent

Execute a soft-field takeoff (nurse aircraft off the ground at the 4. EMERGENCY Procedures: do some and pick a spot where A/C
will come to a stop based on published data.
lowest possible speed and fly at one (1’) foot above the ground until Vy.
5. On takeoff, while on climb out, do some Dutch Rolls (Coordination
0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent exercise) while in this slow speed , high power configuration. Roll
back & forth, keeping the nose nailed on a point. Level out at cruise
flight level & trim immediately for hands-off flying.
If you haven’t achieved 70% of takeoff speed by the time 50% of the runway is used, ABORT!
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get CFI dual below average average above average excellent

At Takeoff… E.S.C.A.P.E.
6. Dutch Rolls @ cruise, keeping nose nailed.
E.- Exits 0---------------------1---------------------2---------------------3---------------------4
S – Signal get CFI dual below average average above average excellent

C – Commands
A – Assess conditions outside 7. Steep Turns – 720 degrees each way & rolling out on specific heading
P – Procedures and altitude. (keep head outside)
E – Equipment
0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent
After takeoff, pick a spot to maintain runway heading
8. Hoodwork: fly straight & level / shallow turns / track navaid / put
0---------------------1---------------------2---------------------3---------------------4 hands in lap & keep level and “On heading” by rudder pedals only.
get CFI dual below average average above average excellent
0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent

Pro Pilot – 30 minute Power Workout

Quote: “In truth, if you don’t use it… you lose it!” ”
Private Pilot – 30 minute Workouts John Conrad, MCFI

LANDING
1. Per the POH, calculate the following:
a: normal landing distance ………………
b: landing distance over the 50’ obstacle ..
c: short-field……………..………………
d: soft-field……………………………..
2. Put “spot” on runway & try to touch down there.
3. Land on “Spot” with full flaps carrying a little power
(see: “The Threshold of Immediate Control” by Rod Machado) at just
above stall / Vs1 = _______ &hold nosewheel off as long as possible.
Note: John Conrad’s Holding Entry from any direction & any timer: “Fly to the fix, turn to the
outbound heading and hack the watch. On the Outbound leg, dial up the inbound leg on the
OBS & determine which side of the radial the aircraft is on. Make a 180 degree turn toward
the inbound radial or bearing. Fly back to the fix and start holding.”
_________
_________ 1) While tracking a navaid, pick a # between 1 & 360 and choose
_________ left or right (holding clearance) 1 minute legs. Take a turn at level
_________ flight… then… add power, re-trim and climb 1000’ - level off, set
power, fuel pumps, cowl flaps, etc., & go another turn in level
flight… then… slow plane to config & speed used inside F.A.F.
(Vref - ______) (gear, flaps, etc.) then go another turn… then…
descend 1000’, level off… one more turn.
0---------------------1---------------------2---------------------3---------------------4
get CFI dual below average average above average excellent
 down, make a simulated "may-day" call, advising ATC of the fire, aircraft
position, and the intention to land immediately!!!
2) (Multi-engine) At this point the engines are nice and cool… pull one
engine back to 0 thrust and go through engine failure and feathering Fire or Smoke - First Action Should be: Point the Airplane Downward!
checklist… while still in holding pattern.
6. Engine failure in IMC
0---------------------1---------------------2---------------------3---------------------4 0---------------------1----------------------2----------------------3----------------------4
get CFI dual below average average above average excellent get CFI dual below average average above average excellent

2a) (Single-engine) fail the attitude indicator or turn off GPS… then…
fly approach to airport 1. Advise ATC: so they can clear the airspace.

0---------------------1---------------------2---------------------3---------------------4 2. Achieve Best Glide Speed:

get CFI dual below average average above average excellent

3. Hit the "Nearest" Button on Your GPS:

3) Carry approach through to Circling Minimums and Circle to land…
make a short-field approach & transition into a soft-field touchdown 4. Point the Airplane in the Direction of the Nearest Airport:
without wasting any runway. Check armpits
5. Attempt an Engine Restart: only after heading for airport.
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get CFI dual below average average above average excellent
6. Circle over nearest airport: standard rate circling turn down.
Monitor descent rate so as to reach the base key point 500’agl

Your goal is to make a controlled descent through the clouds to VFR

conditions below.

Pro Pilot – 30 minute Power Workout FIRST AID

(Carol Jewett)
2) Missed Approach - 99.9% of all missed approaches in the USA
use this order: GET OUT: Get yourself and any passengers out of the airplane immediately.
1) Full Power, Clean-Up & Climb straight ahead Don’t presume there won’t be a fire because you don’t see or smell fuel. Grab a
at MAX rate of climb. Vx - _____ / Vy - _____. first-aid or survival kit only if they are within easy reach – don’t waste time
2) Turn to some particular heading looking.
3) Level off at some altitude
4) Go to some fix and “hold” GET SAFE: Gather passengers at least 100 feet away from the wreckage.
0---------------------1---------------------2---------------------3---------------------4 Wait at least 30 minutes before returning. Ensure the cockpit is well-ventilated
get CFI dual below average average above average excellent before manipulating any electrical equipment, which may be uninsulated and
create a spark.
3) At altitude… “I SMELL SMOKE… I SEE FLAMES!!!”

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GET TREATMENT: A first-aid kit is only as good as the person using it;
get CFI dual below average average above average excellent you don’t have to be a medical professional to handle injuries and illnesses in a
wilderness setting.
Here’s what should happen: Push the yoke aggressively forward, retarded the
throttle, reached down switched the fuel valve to "closed," pulled the throttle to GET SHELTER: As soon as injuries are assessed and treated, get ready for
idle, the mixture to idle cut-off, and switched the ignition off. On the way the first night. Build a fire and gather items that can protect you from the
weather. (Don’t forget the airplane may be a great source of protection form the
elements.)
GET WATER: You will need water before you need food. Assess your
resources and remember you can survive for weeks without food, but you’ll last
only a few days without water.
GET SEEN: Know how to use the signaling devices you carry in the plane,
how to make them and how to attract passing planes and ground-rescue parties.
GET HOME: No one survives a crash uninjured. Even if you walk away
without a scratch, there will always be some emotional trauma. Know what to
expect in feelings and behaviors as well as physical symptoms in the coming
weeks and months
TRIAGE & TREATMENT: 1. = Immediate 2.= Later 3.= Last
One of the most important triage technique is LOC (Level Of Consciousness). Is
the person: alert and oriented to time and place; only responds to voice; only
responds to pain; does not respond at all. Another technique is “Clearing” the
spine.
Additional Information pages & other Rot’s
EMERGENCY= PANICC
P – Panic, DON’T – Stay CALM
A – Aviate: Pitch for best glide
N – Navigate: Find the best place to put down
I – Investigate: Try to restart if time allows
C – Communicate – 7700 / 121.5
C – Crash Prep – Shut everything off, ensure seat belts are on
and tight and open door.
Temperature Conversions
In the formulas below, / represents division, * represents multiplication, -
subtraction, + addition and = is equal.
Tc = (5/9)*(Tf-32); Tc = temperature in degrees Celsius,
Tf = temperature in degrees Fahrenheit
For example, suppose you have a Fahrenheit temperature of 98.6 degrees
and you wanted to convert it into degrees on the Celsius scale. Using the
above formula, you would first subtract 32 from the Fahrenheit temperature
and get 66.6 as a result. Then you multiply 66.6 by five-ninths and get the
converted value of 37 degrees Celsius.
Below is the formula to convert a Celsius scale temperature into degrees on
the Fahrenheit scale.
Tf = (9/5)*Tc+32; Tc = temperature in degrees Celsius, Tf = temperature in
degrees Fahrenheit
Assume that you have a Celsius scale temperature of 100 degrees and you
wish to convert it into degrees on the Fahrenheit scale. Using the stated
formula, you first multiply the Celsius scale temperature reading by nine-
fifths and get a result of 180. Then add 32 to 180 and get the final converted
result of 212 degrees on the Fahrenheit scale.
Weight and balance terminology
Arm (moment arm) — Horizontal distance in inches from the
reference datum line to the CG of an item. The algebraic sign is
plus (+) if measured aft of the datum and minus (-) if
measured forward of the datum.
CG — Point about which an aircraft would balance if it were
possible to suspend it at that point. It is the mass center of the
aircraft or the theoretical point at which the entire weight of the
aircraft is assumed to be concentrated. It may be expressed in
inches from the reference datum or in percent of mean
aerodynamic chord (MAC; see below). The latter method is used
primarily for large or long-body aircraft.
CG limits — Specified forward and aft or lateral points beyond
which the CG must not be located during takeoff, flight, or
landing. These limits are indicated on pertinent FAA aircraft
type certificate data sheets, specifications, or weight-and-
balance records and meet the requirements of the Federal
Aviation Regulations.
CG range — Distance between the forward and aft CG limits
indicated on pertinent aircraft specifications.
Datum (reference datum) — Imaginary vertical plane or line
from which all measurements of arm are taken. The datum is
established by the manufacturer. Once the datum has been
selected, all moment arms and the location of permissible CG
range must be taken with reference to that point.
Delta — Greek letter expressed by the symbol [delta]. It is
used in weight-and-balance calculations, as well as in other
forms of mathematics, to indicate a change in values; e.g.,
[delta]CG indicates a change (or movement) of the CG.
Fuel load — Expendable part of the load of the aircraft. It
includes only usable fuel, not fuel required to fill the lines or
that which remains trapped in the tank sumps.
LEMAC — Leading edge of the MAC (see below).
Mean aerodynamic chord (MAC) — Average distance from
the leading edge to the trailing edge of the wing. The MAC is
specified for the aircraft by determining the average chord of an
imaginary wing that has the same aerodynamic characteristics
as the actual wing.
Moment — Product of the weight of an item multiplied by its
arm. Moments are expressed in pound-inches (lb-in) or inch-
pounds (in-lb). Total moment is the weight of the aircraft
multiplied by the distance between the datum and the CG.
Moment index (or index) — Moment divided by a constant
such as 100, 1,000, or 10,000. The purpose of using a moment
index is to simplify weight-and-balance computations of large
aircraft where heavy items and long arms result in large,
unmanageable numbers.
Reduction factor — Constant that, when divided into a
moment, results in an index (see above).
Standard weights — Established for numerous items involved
in weight-and-balance computations. These weights are not to
be used in lieu of available actual weights. Some of the standard
weights are:
Passengers — adults, 170 lb*; children (age 2
through 12), 80 lb
Aviation gasoline — 6 lb/U.S. gallon
Oil — 7.5 lb/U.S. gallon
Water — 8.35 lb/U.S. gallon
Jet fuel (Jet-A) — 6.7 lb/U.S. gallon; (JP-4) —
6.5 lb/U.S. gallon
*The FAA is considering raising this figure to reflect more
adverse loading conditions.
Station — Location in the aircraft that is identified by a number
designating its distance in inches from the datum. The datum
is, therefore, identified as station zero. The station and arm are
usually identical. An item located at station plus 50 would have
an arm of 50 inches.
Useful load — Weight of the pilot, copilot, passengers,
baggage, usable fuel, and drainable oil. It is the empty weight
subtracted from the maximum allowable takeoff weight. This
term applies to general aviation aircraft only.
Weight, basic operating — Weight of the aircraft, including
the crew, ready for flight but without payload or fuel. This term
applies to transport aircraft only.
Weight, empty — Consists of the airframe, engine(s), and all
items of operating equipment that have fixed locations and are
permanently installed in the aircraft. It includes optional and
special equipment, fixed ballast, hydraulic fluid, and undrainable
(residual) fuel and oil. When oil is used for propeller feathering,
such oil is included as residual oil.
Weight, maximum allowable zero fuel — Maximum weight
authorized for the aircraft not including fuel load. Zero fuel
weight for each particular flight is the operating weight plus the
payload.
Weight, maximum landing — Maximum weight at which the
aircraft may normally be landed. The maximum landing weight
may be limited to a lesser weight when runway length,
atmospheric conditions, or other variables are adverse.
Weight, maximum takeoff — Maximum allowable weight at
the start of the takeoff run. Some aircraft are approved for
loading to a greater weight (e.g., ramp weight or taxi weight;
see below) only to allow for fuel burnoff during ground
operations. The takeoff weight for a particular flight may be
limited to a lesser weight when runway length, atmospheric
conditions, or other variables are adverse.
Weight, ramp or taxi — Maximum takeoff weight plus fuel to
be burned during taxi and runup.
Operating Limitations
Aircraft load factors (Source: FAA)
Airplanes are designed to withstand the limit-load factors shown
in the following table. Limit loads should not be exceeded in
flight.
Category of Aircraft Positive Limit Load
Normal (nonacrobatic) 3.8 times gross weight
Utility (normal operations and 4.4 times gross weight
limited acrobatic maneuvers)

Acrobatic 6.0 times gross weight
Note: Negative limit-load factors are not less than minus 0.4
times the positive load factor for the Normal and Utility
categories and not less than minus 0.5 times the positive load
factor for the Acrobatic category.
Rules of Thumb
The precise pilot does not fly by rules of thumb, axioms, or
formulas, but there are times when knowledge of an
approximate way to calculate things or knowledge of a simple
rule can pay big dividends.
• The ability of the atmosphere to hold moisture doubles
with each 11°-Celsius temperature rise.
• When the wind aloft is more southerly and stronger than
forecast, it means that the weather may become worse
than forecast — especially if the temperature aloft is
warmer than forecast. Higher temperature means the
atmosphere can hold more moisture. More southerly and
stronger winds mean there is a stronger than forecast
low or front or trough to the west, heading your way
(Northern Hemisphere only).
• The standard temperature (ISA) is 15°C at sea level, and
it decreases 2° for each 1,000 feet. To calculate standard
at altitude, multiply the altitude (in thousands) by two
and subtract that number from 15. At Flight Level 210,
15 - 42 = -27, which is the standard temperature at that
altitude.
• If the winds aloft velocity is 10 percent of the true
airspeed, there will be 4° of drift if it is 45° off the
• The air is conditionally unstable if the temperature drops
more than 2° per 1,000 feet on ascent.
• When the surface wind shifts to the north or northeast
after passage of a cold front, that front may well be back
as a warm front in a day or so.
• A VOR course deviation indicator reflects 10° off course
when full scale in either direction. One degree equals 1
mile when the aircraft is 60 miles from the station, so if
you are 60 miles out with a full scale, you are 10 miles
off course. If 30 miles out and a half scale (5°), you
would be 2.5 miles off course.
• Performance speeds — such as maneuvering, approach,
and climb speeds — are often given in the POH only for
operations at gross weight. To calculate speeds for
lighter weights, decrease the speed by half the
percentage of the weight decrease. For example, flying a
3,000-pound-gross airplane at 2,400 pounds, a 20-
percent reduction in weight, reduce the applicable
speeds by 10 percent to hold the margins the same as at
gross.
• How long to get there? If the groundspeed is 150 knots,
multiply the distance by four and drop the last zero: 20
miles × 4 = 80. It will take eight minutes at 150. For
100, multiply by six for 120, minus the zero for 12
minutes. For 120, just divide by two; 180 means dividing
by three.
• Specific fuel consumption is the measure of how many
pounds of fuel an engine burns per hour to make 1
horsepower. Properly leaned, the most efficient engines
are about 0.4, with a good average being 0.42 or 0.43.
Turbocharged engines wander up to 0.45 or 0.475. Say
you have a 200-hp engine that is fairly efficient at 0.42,
and you are flying along burning 12 gallons an hour and
want to calculate the amount of horsepower being used.
Twelve gallons is 72 pph ÷ 0.42 = 171.4 hp, or almost
86-percent power. Going the other way, 75 percent is
150 hp × 0.42 for 63 pph.
• To make an approximate calculation of the bases of fair-
weather cumulus, divide the temperature/dew-point
 spread by four: 84/60 would mean the cloud bases would
be somewhere around 6,000 feet.
• Winds aloft velocity almost always increases in a frontal
zone. This is seldom reflected in forecasts, and
depending on the strength of the front, you'll likely see
an increase over the forecast value from about 200 miles
ahead of the front to 200 miles behind the front.
• Best Rate-of-climb: to maintain during climb, reduce the
sea-level best-rate indicated airspeed by 1% per
thousand feet. This value is about 1 knot per thousand
for most light airplanes through medium twins. (The
Axioms of Flight)
In a normally aspirated airplane, add about 3 pounds per
cylinder to total fuel burn for the extra amount required to take
off and climb to cruise. For start and taxi fuel, the time has to
be known. A ballpark figure for idling fuel flow is from 15 to 20
pph, depending on the engine.
Descent
3 Degree Glide Slope Descent Rate Add a zero to your indicated
speed, divide by two. This should keep you stabilized on the approach.
Ex: 150 knots on the GS. 150(0) / 2 = 750fpm descent. 120(0) / 2
=600fpm descent, etc.
Double the DME for a 1000' ft per minute drop rate at 200 kts IAS.
That would tell you how far out you should start the descent. Ex. I'm
at FL230, cruising at 200 KIAS. I know I want to be down to what ever the
IAF alt is (say 4000') before I get there, maybe 3-5 miles. Based on 1000
ft/min descent rate, if I start the descent when I am FL alt minus the alt of
the IAF that gives me 19k to loose. This means if I start with 38 DME and
add a fudge factor of about 6-8 then I will hit a point before the IAF at the
alt I need. This is not an Exact science as under FL180 you have to
change to the local alt setting. But, it does work and it usually has you
down with plenty of time to spare
The distance to descend at 500 ft per minute. Equals 2 times the
ground speed in miles-per-minute times the altitude to lose in thousands
of feet. Ex. If ground speed in the descent is 155kts/180mph(3 miles-per-
minute) and you must descend 8000ft, you must begin you descent 48
miles from the point at which you must be at the lower altitude. 2 times
your 3 miles per minute ground speed equals 6 times 8 (your altitude to
be lost in thousands) equals 48 miles.
Distance To Descend Take your altitude and multiply it by 3. That
equals your distance in miles to begin your descent. 2. Now take half
your ground speed. This is your rate of descent in hundreds of feet.
Ex. If you are flying at 12000ft at a ground speed of 150kts and you need
to descend to 2000ft, the difference is 10000ft. Multiply 10*3=30 miles out
you must begin your descent. Half your ground speed is 75, add a zero,
and 750 ft per minute is your rate of descent.
Ground Speed
High Speed Aircraft - Ground Speed For relatively high speed aircraft-
say 250 kts or better the quickest way of calculating Ground Speed using
the DME (without G/S readout) is to note the distance traveled in 36
seconds. 36 seconds = 1% of one hour Thus if you travel 3.25 nm your
Ground Speed is 325 Kts- voila!!
Ground Speed 1. To find ground speed note the time required to fly a
published distance. 2. Pick a number that when multiplied by the flight
time yields approximately 60. 3. To get that ground speed, multiply that
number by the distance. Ex.15 minutes is required to fly 30nm
(15*4=60)Ground speed equals 120kts. (4*30=120)
Wind Components/Correction
Wind Correction Angle 1. To determine the wind correction angle you
must know the crosswind component at that altitude. 2. Divide the
crosswind component by your True Airspeed in miles per minute, which
will yield the wind correction angle. Ex. If the crosswind component is
14kts and the True Airspeed is 2 miles per minute (120kts),the wind
correction angle is 7 degrees (14/2=7 degrees)
Wind Components 1. The 45 degree multiplier is 0.7 for headwind,
tailwind & crosswind components. 2. And, for every 15 degree variation in
wind direction from the 45 degree position, the 0.7 multiplier is adjusted
by 0.2 Ex. Your heading is 090 and the wind is 165 degrees at 14kts. The
wind is 75 degrees off the nose. (165-90=75) The headwind multiplier is
0.3, So your Headwind Component is 4kts (14*0.3=4kts) The crosswind
multiplier is 1.0, So your Crosswind Component is 14 kts (14*1.0=14kts)
Bank Angles
Leading a Heading 1/2 Standard Rate = 1/3 your bank angle Standard
Rate = 1/2 your bank angle
Bank Angle for standard rate turns 1. If indicated airspeed is in MPH,
divide airspeed by 10 and add 5 for standard rate turn. Ex. IAS is
110mph, divide by 10 equals 11, plus 5 equals 16 degrees
(110/10=11+5=16 degrees) bank angle for a standard rate turn. 2. If
indicated airspeed is in knots, divide airspeed by 10 and add 50% of that
value. Ex. IAS is 100kts divided by 10 equals 10 plus 5 (50% of 10)
equals 15 degrees (100/10=10+5 (50% of 10) =15 degrees) bank angle
for a standard rate turn.
True Airspeeds
True Airspeed Calculation Divide your indicated altitude by 1000,
multiply this figure by 5, and add this number to your indicated airspeed.
Ex: 30000/1000= 30*5= 150+280= 430 is your TAS.
True Airspeed (TAS) To find True Airspeed increase your indicated
airspeed by 2% per thousand feet of altitude. Ex. If your indicated
airspeed at 8000ft is 120kts, add 16% (2*8=16%) to your indicated
airspeed. Your True Airspeed is 139kts
Fuel Flow/Management
Pounds of Fuel vs. Gallons For every 100 pounds of fuel there is 15
gal. Ex. So if you need 1000 pounds of fuel that equates into 150 gallons.
Simple and Fast Way To Determine Fuel Burn: 1. Set the indEx of the
rotating bezel (or a marker on the planes clock) of that fancy pilot watch
you bought to the minute hand at takeoff. 2. Figure out how many gallons
you burn in a unit of time. Example: an old Stinson burns a gallon every
five minutes. 3. Now just count off the units. The bezel on my watch is
graduated in 5 minute increments. 15 minutes would be 3 units and three
gallons. Simple, just count off from the index one, two three...three
gallons! You'll always know how much fuel you've burned and
consequently how much is left. Try it! Fast and easy.
Convert Pounds of Fuel to Gallons Take the amount of pounds
needed, drop the last zero, divide that new number by 2 and add it to the
new number. That is the same amount in gallons!! Ex. Say 400 pounds
is needed. Drop the last zero = 40. Then divide by 2 which = 20. Add 40
and 20 to get 60 gallons of fuel
Fuel Flow If your airplane has a fuel flow gauge multiply that number by
3 to get gallons per hour. Ex. If your fuel flow is 2.3 per engine. Then, you
are burning 69 gallons per hour per engine. (2.3*3=69 gals)
Horsepower
Horse-Power At Altitude For Turbo-Prop To find out what amount of
horse-power you are producing at certain altitudes, use this formula.
HP=RPM times Torque times .00019 Ex. Assume 1900 on the rpm and
9's on the torque. Hp will equal 325. (1900*900*.00019=325)
Pressure Altitude
Pressure Altitude For Performance Charts To find pressure altitude for
use on performance charts take standard pressure (29.92), subtract the
current pressure setting , multiply that number by 1000, and add the
elevation and to equal your pressure altitude. Ex. Current pressure
altitude is 28.92 and the elevation is 1200ft msl. 29.92 (Standard
pressure) - 28.92 (current pressure) = 1.00 * 1000 + 1200 = 2200 This is
your new pressure altitude.
Temperature Conversions
Temperature Conversion Number 2 Another alternative to the above
temperature conversion is to 1) Double the number 2) Deduct 10% and
3) Add 32 to get the Fahrenheit figure. Ex. We have a current
temperature of 35 degrees Celsius. Double it which equals 70, deduct
10% (7) equaling 63, and add 32, which equals 95 degrees Fahrenheit
Temperature Conversion To convert Celsius to Fahrenheit, you must
multiply the current temperature by 9, divide that number by 5, and add
32. Ex. We have a current temperature of 35 degrees Celsius. Multiplied
by 9 it equals 315, divided b y 5 equals 63, and add 32, which equals 95
degrees Fahrenheit
Climb Gradient/Climb Rate
Convert Climb Gradient To Climb Rate To convert the climb gradient to
the climb rate in hundreds of feet, divide your current ground speed by 60
and multiply by climb gradient. Ex. If you are required to gain 200 ft per
nautical mile and you have a 150kt ground speed, your rate of climb in
hundreds of feet is 500. (150/60=2.5*200=500)
Instrument Flight
Reciprocal Heading If known heading is 0 -180, add 200 and subtract
20. If known heading is 181 - 360, subtract 200 and add 20. This is easier
and quicker than trying to add or subtract 180. Ex: Reciprocal of 120 is
120 + 200 = 320, 320 - 20 =300. Ex: Reciprocal of 210 is 210 - 200 = 10,
10 + 20 = 30.
Northerly Turning Error: Another easy way to remember this compass
tendency is: ANDS. Accelerate - North, Decelerate - South.
VOR orientation When using a second VOR for cross radials, "Same
side, not yet arrived" Ex., If the CDI is on same side of VOR head as the
VOR is from your course, you have not yet arrived at the cross radial fix.
Conversely, if the VOR is say, to the left of your course, and the needle is
to the right, you have passed the fix
Partial Panel Remember that if doing partial panel , that you have the
other instruments, such as the obs on NAV 1 to help you visualize your
position or heading. If every 30degress takes 10 seconds, then anytime
you have the big numbers on the DG, such as 030, 060, 090, the time in
between each will be 10 seconds. In order to also help you, if you think
that you have to turn to a heading that is LOWER usually turn LEFT. I
know that this does not work if you are on a NW heading and have to go
to a north east heading, but use common sense.
Instrument Landing Check C ompass L ights I dentify F laps F uel Use
this on my procedure turn outbound in lieu with of the gump check.
Check heading, runway lights, landing lights, frequency, approach flaps,
check fullest tank.
IFR approach or hold. Time, turn, throttles, twist, track, talk Time: start
timing as required Turn: start turning to the desired course Throttles: set
as applicable, precision approach, holding, etc Twist: re-set the HSI
inbound course window if required Track: fly the airplane and track the
inbound course Talk: tell the controller if you need to.
Calculating VDP VDP - A point along a straight-in approach at which a 3
degree slope to the runway can not be maintained resulting in a, missed
approach, circle to land, or unsafe maneuver. VDP’s are for straight in
approaches and are simply used for a reference. it will indicate to you
that a 3 degree descent path to the runway will not be obtainable from
that position without an evasive maneuver There are three ways to
calculate VDP: 1. They are published on the approach plate. 2. By
DME - 300ft per nautical mile (from end of the runway) Ex. Say the
MDA = 600 and the runway is 1 DME from the fix VOR, LOC, NDB, ETC)
Your VDP = 3 DME 600/300 = 2 DME plus the 1 DME = 3 DME 3. Take
10% HAT off your time. Ex. Say the published HAT is 800ft and the time
for that approach is 5:20 Your VDP will be at 4:00 along the approach.
10% of 800 = 80 seconds, subtract that from 5:20 and you get 4:00
Drift Correction 300 divided by TAS) X (Crosswind divided by 5) =
correction in degrees Ex. TAS 150, Crosswind=10 300/150=2 Times
(10x5) 50 =100...drop the “0” 10 degrees correction
Altitude Deviation Correction 2 X deviation in feet = VSI indication back to
altitude
Partial Panel Compass Flying "OSUN" used for partial panel compass
flying. O vershoot S outh U ndershoot N orth Remember that the
magnetic compass lags from the North and leads to the south. How
much you over or under shoot your desired heading depends on the
degrees latitude that you are flying. Overshoot the South heading by the
required degrees and Undershoot the North heading by the required
degrees. Ex.1 Suppose you are flying in Kansas (approximately 30
degrees latitude) and your heading is 090 degrees and you want to turn
to a North heading. Because of the lags to the North you should roll out
of your turn when your com pass reads 330 (360- 30=330 degrees) if
your turn is to the right and 030 (360+30=030 degrees) if your turn is to
the left. Ex.2 Suppose you are still flying in Kansas and your heading is
still 090 and you want to make a turn to a south heading. Because the
compass leads to the South you should roll out of your turn when your
compass reads 210 (180+30=210 degrees) if the turn is to the right and
150 (180-30=150 degrees) if your turn is to the left
Cue Words To Remember Reporting Points Harry Maintains That Little
Cats Don't Ever Vacuum Willows.
H. holding entry M. missed approaches T. TAS changes by 5% or 10
knots L. loss of navigation equipment, VOR / DME etc. C. compulsory
reporting points D. deviating for weather E. ETA changes V. vacating
altitude W. when unable to climb or descend 500 feet per minute
Items Needed For Instrument Flight According to FAR 91.205. GRAB
CARD Generator Radio Attitude indicator Ball Clock Altimeter with
pressure window Rate of turn Direction indicator
Airworthiness
Items Needed for Day/Night VFR Flights Day VFR A FAST MOOSE;
MAT A- airspeed indicator F- fuel gauges A- altimeter S- seat
belt/shoulder harness T- tachometer M- magnetic compass O- oil
pressure gauge O- oil temp gauge S- safety gear (flares, flotation device)
E- ELT MAT M- manifold pressure A- anti-collision lights T- transition light
NIGHT VFR: ASLAP A- anti-collision lights S- spares fuses (3) L- Landing
light when for hire A- adequate source of electrical power P- position
lighting
Miscellaneous Rules of Thumb
The Nautical Thumb For the average person, the distance from the tip
of your thumb to your knuckle is equal to approximately 10 nautical miles
on the Sectional Chart scale. This makes it fast and easy to estimate
distances on the sectional chart, especially during diversions to an
alternate airport. To "calibrate" your thumb, just bend your thumb and
place it on a standard 10nm class C airspace on your sectional chart. It
should fit almost perfectly between the center of the airport to the 10nm
ring!
Course Reversal Add 2 subtract 2 or subtract 2 add 2 for course
reversal. Ex: If you are on a heading of 060 you +2 & -2 = 240 Ex: If you
are on a heading of 340 you -2 & +2 = 160 A little common sense and it
always works.
Gumps For Low-Wing Aircraft: BCGUMPS: Boost pump on; Carb heat
off; Gas on fullest tank (no both position in a PIPER); Undercarriage -
gear down and locked; Mixture – Rich; Props - High RPM; Seat Belts
Fastened
ATC Speed Reductions In a turboprop a/c a quick rule of thumb for a
speed reduction is take the airspeed subtract 100 from it divided by two
and add five. that will give you your torque setting in percent. Ex: 180
kias. 180-100=80 80/2=40 add 5= 45% torque 210 kias. 210-100+110
110/2=55 add 5= 60% torque
1 In 60 Rule For every 1 degree displacement equals 1 nm in 60 nm.
Ex.If heading is altered 5 degrees to the left: In 60 nm you will be 5 nm
left of track. In 30 nm you will be 2.5 nm left of track.
Shut Down Checklist "Remember to shut everything down"
(R-E-M-M-M ber) Radios; Electrical; Mixture; Master; Mags
Diversion-Figuring out time to new destination. A quick way to figure
out how long it will take to get back on course or to a new destination
when diverting is: Ex. Take 2/3 and multiply it by the distance to be
traveled. 2 - X 15(miles) = 2 X 15 = 30/3 = 10 minutes. 3 This would work
with the slow airplanes like a 150 or Cherokee 140.For faster aircraft all
you would have to do is work out a different factor.
Quick Shutdown Checklist S - Switches (all electrics) L - Lean I -
Ignition (magnetos) M - Master Switch
Weather Radar Normal Operating Weather Radar should be able to
ground paint (Dist.) : Square root of your AGL Altitude
Anatomy of a Radio Call: Who they are, Who you are, Where you are,
and What you want
Weight & Balance WAM: W eight x A rm = M oment
Estimating Cloud Bases: Temp. minus dew point divided by 4 and
multiply by 1000' Ex. 72-52=20 20/4=5 5x1,000=5,000' bases = 5,000'
agl during instability and warmer part of day
Compass errors on an east-west heading ANDS: Accelerate North
error Decelerate South
Course Heading True Virgins Make Dull Company for figuring course
Heading (True course +/- variation = magnetic, +/- deviation= Course
heading.) Ex. 240 + 7 degrees equals 247 magnetic + 3 degrees
deviation = 250 for a course heading
The Startle Factor
1. Environmental: Turbulence, CAT, mountain wave,
windshear, thunderstorms, microbursts, wake turbulence and
airplane icing.
2. System anomalies: Flight instruments, autoflight
systems, and flight control anomalies.
3. Pilot-Induced: Instrument cross-check, inattention and
distraction from primary cockpit duties, vertigo or special
disorientation, and improper use of airplane automation.
Required Pilot Actions Following Aircraft Upset
4. Recognize and confirm: Determine aircraft bank
and pitch attitude. Cross check instruments to confirm.
5. Auto-Pilot: Disengage the auto-pilot.
6. LEVEL the WINGS: Referencing the turn
coordinator, apply rudder opposite to the turn (step on the
high wing)
7. Establish level pitch attitude: Re-establish level
flight to prevent stall or over-speeding the aircraft.
Note: Failure to apply these corrective
measures on a timely basis can result in the
aircraft entering an unrecoverable attitude.

Quote:” There are Rules and there are Laws. The rules are made by men who
think that they know better how to fly your airplane than you do. Laws (of
Physics) were made by the Great One. You can, and sometimes should
suspend the Rules but you can never suspend the Laws”
Airplane Compass turns: 1st – When on an easterly or westerly heading
and the aircraft is accelerated the compass will show a false turn towards the
north. If the aircraft is decelerated the compass will show a false turn towards the
south., hence: “ANDS” – Accelerate North, Decelerate South…
2nd – when on a northerly heading and a turn towards the east or west is made
the compass will lag behind the actual heading the aircraft is flying through.
RoT – for aircraft making this turn, a lead rollout heading of approximately five
degrees before the compass shows east or west should be used.
3rd – when on a southerly heading and a turn towards the east or west is made the
compass will lead the actual heading the aircraft is flying through.
RoT - for aircraft making this turn, a rollout heading of approximately ten
degrees early before the compass shows east or west should be used.
The lead or lag roll out heading when making turns to other directions other than
east or west is computed using the line of latitude and the bank angle the aircraft
is using to make a standard rate turn. In order to calculate bank angle for a
standard rate turn, knowledge of airspeed must be know. RoT- using airspeed
requires that the first number of the airspeed be dropped then add five. For
example, if the airspeed is 90 knots, drop the zero and ass five. The bank angle
in this example would be (9 + 5 = 14) 14 degrees. Or if the airspeed is 122 knots,
drop the 2 and add 5 = 17 degrees. The line of latitude is the maximum lead or
lag a compass will have. For example… an airplane flying at 45 degrees north
latitude making a turn to north from east or west maintaining a standard rate
turn, a pilot would need to roll out of the turn when the compass was 45 degrees
plus one half of the bank angle before north. (From east to north at 90 knots:
0+45+7=52) A pilot would begin to roll out to straight flight and on a heading of
north when 52 degrees was read from the compass. (From west to north at 90
knots 360 – 45 – 7 = 308) A pilot would begin to roll the aircraft out of the bank
at 308 degrees from the compass to fly on a north heading. Making a turn
towards south from west, the pilot would have to roll the aircraft out of the turn
when the compass was 45 degrees minus half the bank angle. (From west to
south at 90 knots: 180 = 45 – 7 = 218) (From east to south: 180 – 45 + 7 = 142)
E6-B FLIGHT COMPUTER
Time, Speed & Distance:
1. Set Rate Arrow to speed in knots
2. Distance to be traveled. (Speed & Distance are always on the outer
scale.
3. Directly opposite distance on inner scale to find Time En Route.
Solve for Distance if Fuel Endurance is known: (4.5 hours endurance, GS = 125 kts)
1. Set Rate Arrow at 125 on outer scale.
2. find 4:30 on inner scale
3. The value on the outer scale is slightly more than 55. 4 hrs x 125 kts = 500 miles, so
the outer scale is read as 500, not 50 or 5000, which makes each large calibration mark
worth 10 nm. The answer is 564 nm.
Solve for Unknown Speed, time & distance are known. The Rate Arrow represents the answer. Ie. – you
have flown between 2 known ground reference points 26 NM apart and checked the time between them to
be: 13 minutes.
1. Set 13 minutes on the middle scale opposite to 26 on outer scale.
2. The Rate Arrow points to the ground speed: 120 knots
Fuel Consumption Problems: these problems use the same numbers used above, only the names change.
Assume POH shows fuel consumption of 8.4 gpr at a given power setting; usable fuel capacity is 64 gals,
how many hours endurance do you have in the tanks?
1. Line up Rate Arrow (“something per hour”) with 8.4 on outer scale.
2. Find 64 on outer scale… and opposite 64 on the inner scale is fuel endurance in hours: 7:37
endurance
Average Fuel Consumption: Ex: 32 gallons to fly 4:20…
1. Set 4:20 on inner scale opposite of 32 on the outer scale.
2. The Rate Arrow indicates the average fuel burn rate of 7.4 gph.
Conversions:
Nautical to Statute Miles: Outer scale has NAUT and STAT on it by the 70.
1. Set the NAUT arrow on value, and read converted value under STAT.
Nautical or Statute to Kilometers:
1. Set value to convert under NAUT or STAT and read the KM reading (just past the 12)
U.S. Gallons to Imperial Gallons:
1. Line up the U.S. GAL arrow on the middle scale opposite the IMP. GAL arrow on the outer
scale.
2. Find value on the middle scale, say 64…
3. Read 53.2 Imperial gallons on the outer scale. Because Imperial gallons are larger than U.S.
gallons, the number of U.S. gallons will always be larger.
Quantity / Weight Conversions: Aviation gas = 6 lb per U.S. gallon. Weight per gallon can be determined
by lining the U.S. GAL arrow on the idle scale with the FUEL LBS arrow on the outer scale. Fuel gallons
are read on the middle scale and fuel weight on the outer scale.
Oil weight, Imperial Gallon weight is determined the same way… by lining up arrows… Also, you can 1.
convert US gallons, pounds to kilograms or feet to meters by aligning the appropriate arrows on the 2.
middle and outer scales.
3.
Altitude & Speed Correction Windows
True Airspeed and Density Altitude: Note outer scale is marked TAS (true airspeed) and the middle scale 4.
is marked CAS (calibrated airspeed) The POH contains a conversion table that allows you to convert
indicated airspeed to CAS. The difference is greatest at low speeds and becomesnegligible at cruise 5.
speeds. To determine true sirspeed you must first know the pressure altitude. Set your altimeter to 29.92 6.
and read the altitude indicated; that is the pressure altitude. Note the outside air temperature and convert it
to Celsius using the conversion scale at the bottom of the E6-B
1. Set the pressure altitude in the window opposite the outside air temp in Celsius.
2. Without moving the computer’s scales, read the true airspeed on the outer scale oppositre CAS
on the middle scale.
3. Read the density altitude over the arrow in the DENSITY ALTITUDE window.
Set 180 at TRUE INDES
Move slide until grommet falls over the line marked 120. The true heading is 20 less than the
true course, which means that you have a 20 left wind correction angle.
With the grommet on the 120-knot ground speed line, find the point on the slide where the 20
degree left wind correction angle crosses the line marked 140 and make a pencil mark.
Rotate the disk until the pencil mark is on the centerline between the grommet and the TRUE
INDEX.
Determine the wind velocity by counting the lines between the grommet and the pencil mark.
Read the true wind correction under the true index. You should have a wind direction of 104
degrees and a wind speed of 50 kts. NOTE: If you have a GPS, the direct track readout is
used instead of true heading. Correct for variation, because the direct track information is
magnetic.

Mach Number to True Airspeed: rotate inner dial until you see the Mach No. Index inside the airspeed
correction window on the inner dial. Line up the true or outside air temperature (do not use Indicated Air NOTES & SCRIBBLES
Temperature) opposite this Mach No. Index. Mach Number on the inner scale reads opposite True
Airspeed (kts) on the outer scale.
True Altitude:
1. Determine pressure altitude by setting 29.92 momentarily on the altimeter.
2. Set pressure altitude next to outside air temperature in the altitude correction window.
3. Subtrack station altitude from indicated/calibrated altitude to determine calibrated altitude
AGL.
4. Find calibrated altitude AGL on the middle scale and read the correction to station altitude on
the outer scale.
5. Add the correction to station altitude to get true altitude MSL.
Feet Per Mile vs. Feet Per Minute
1. Set the Rate Arrow on ground speed… ie: 90kts
2. Find Feet per mile on middle ring… ie: 300’ per mile.
3. Climb rate in fpm is found on the outer ring opposite the feet per mile value… ie: 450fpm.
Off Course Problems Ex: after flying 125 miles, you are 8 miles off course…
1st step:
1. Set 125 on the middle scale to line up with 8 on the outer scale.
2. Read approximately 3.8 degrees at the Rate Arrow
nd
2 step: On middle scale, set distance remaining opposite of the distance off course; read additional
degrees of heading change opposite of the Rate Arrow. Add the two answers and apply the result to your
heading. Ex: 235 miles left to go
1. Set 235 on the middle scale opposite 8 on the outer scale.
2. Read 2.4 degrees at the Rate Arrow
3. Change course 6 degrees (3.8 + 2.4) toward the course line and, if the wind doesn’t change,
you will join the original course line as you approach the destination.
The WIND side of the Slide… Ex: a course laid out and measured to be 90 degrees true. Winds aloft
forecast calls for wind at chosen altitude to be 230 at 18kts, and the performance data for the A/C says
that you can expect a true airspeed of 125 kts at that altitude.
1. Set 230 at the TRUE INDEX
2. Using any convenient starting point, measure 18 units up from the grommet towards the
TRUE INDEX and make a dot at 18 units.
3. Rotate the disk to bring 090 to the TRUE INDEX.
4. Move the slide until the wind dot falls on the arc for 125 kts.
5. Read the ground speed of 138 kts under the grommet; the fact that the wind dot is below the
grommet indicates a tailwind.
6. The wind dot is 5 degrees to the right, indicating that a true heading should be 095. Now all
you have to do is apply local magnetic variation to derive magnetic heading.
Note: If the upper winds forecast applies to you entire trip, simply use the wind dot in this matter with the
true course for each leg.
Determining WINDS IN FLIGHT (GS, true heading, true course, and true airspeed needed)
EX: True course is 180; true heading 160, GS 120kts, Ture airspeed at altitude 140kts.