1. >Areas of Operation<
Preflight Preparation
Task B-C-E-G-J
By: Edwin Pitty Sanchez

3. VFR Day:
A nti-collision lamps
T achometer
O oil pressure gauge
M anifold pressure gauge
A irspeed indicator
T emperature gauge
O il teperature gauge
F uel level gauge
L anding gear position indicator
A ltimeter
M magnetic heading indicator
E mergency locator transmitter
S eat belts

4. VFR Night:
F uses
L anding lights
A nticollision lamps
P osition indicator lamps
S ource of power

5. MMEL (TC) > MEL (STC) = Safety
1988> to allow the publication of a (MEL)
14 CFR 91.213 =/ 91.205

8. FAA Form 8130-6 is used to make application
and FAA Form 8130-7 , special airworthiness
certificate, is issued to approve each flight.

9. • ƒ Flying the aircraft to a base where repairs, alterations,
or maintenance are to be performed, or to a point of
salvage
• ƒ Delivering or exporting the aircraft
• ƒ Production flight testing new production aircraft
• ƒ Evacuating aircraft from areas of impending danger
• ƒ Conducting customer demonstration flights in a new
production aircraft that have satisfactorily completed
production flight tests
• ƒ To authorize the operation of an aircraft at a weight in
excess of its maximum certificated takeoff weight

10. FAA Form 8130-6 will indicated:
1. Purpose of the flight
2. Proposed itinerary
3. Crew required to operate the aircraft
4. The ways, if any, in which the aircraft
does not comply with the applicable
airworthiness
requirements

11. Airworthiness Directives:
An airworthiness directive (commonly
abbreviated as AD) is a notification to
owners and operators of certified
aircraft that a known safety deficiency with a
particular model of aircraft, engine, avionics
or other system exists and must be
corrected.

12. Aiworthiness Directives: In detail, the
purpose of an AD is to notify aircraft owners:
• that the aircraft may have an unsafe condition, or
• that the aircraft may not be in conformity with its basis of
certification or of other conditions that affect the aircraft's
airworthiness, or
• that there are mandatory actions that must be carried out to
ensure continued safe operation, or
• that, in some urgent cases, the aircraft must not be flown
until a corrective action plan is designed and carried out.

13. AD’s categories:
• Those of an emergency nature requiring
immediate compliance prior to further
flight, and
• Those of a less urgent nature requiring
compliance within a specified period of
time.

14. Compliance Records

15. The choice of aircraft ownership/operation is one that brings
along responsibilities for airworthiness. Airworthiness has many
elements, but the primary responsibility lies with the owner/operator.
The owner/operator also is responsible for ensuring that
maintenance personnal make appropriate entries in the aircraft
maintenance records indicating the aircraft has been approved
for return to service. It is the responsibility of the owner and
operator to have maintenance performed that may be required
between scheduled inspections.
A prudent owner will ensure that the company’s standard operating
procedures (SOPs) or management company (if used) dictate how
maintenance is to be completed and properly logged per FAA
regulations. Audits of the maintenance records are strongly
recommended to ensure compliance.

16. Maintenance Checks
An A-check is a light routine inspection. On the opposite end of
the spectrum, a D-check is the most intensive, long-term
check.
• A-checks are performed at around 500 flight hours (FH).
This is a routine check, to make sure everything is
functioning safely and efficiently. It can usually be
completed overnight at an airport gate, and can even be
delayed if an aircraft meets certain predetermined
conditions.
• B-checks are more extensive than A checks, but can also
be completed overnight.

17. Maintenance Checks
• C-checks require aircraft to be docked at a hangar or
repair station for detailed inspections. These are
generally performed every 12-18 months, depending on
the type of aircraft and the manufacturer’s specifications.
• D-checks are done approximately every 4-5 years, and
are the most intensive, time-consuming aircraft
inspection. The aircraft needs to have every fastener,
nut, wire, hinge, and component inspected, repaired,
maintained, or replaced.

18. Inspections:
The operating rule also states that no person may
operate an aircraft unless the required
inspections are performed. In addition, the rule
offers inspection options an operator can choose
from in order to maintain aircraft airworthiness.
The rule emphasizes that the
inspection/maintenance must be performed in
accordance with a manufacturer’s maintenance.

19. 100-Hour Inspection
Reciprocating-engine-powered and single-engine
turbojet/turboprop-powered aircraft (12,500 pounds and
under) used to carry passengers for hire (e.g., air charter)
or used for flight instruction should be inspected within
each 100 hours of time in service by an FAA certificated
A&P mechanic, an FAA certificated repair station that is
appropriately rated or the aircraft manufacturer. An annual
inspection is acceptable as a 100-hour inspection, but the
reverse is not true.

20. Annual Inspection
Any reciprocating-engine-powered or single-engine
turbojet/turboprop-powered small aircraft (12,500 pounds
and under) flown for business or pleasure is required to
be inspected at least annually by an FAA certificated
A&P mechanic holding an inspection authorization
(IA), by an FAA certificated repair station that is
appropriately rated or by the manufacturer of the aircraft.
The aircraft may not be operated unless the annual
inspection has been performed within the preceding 12
calendar months.

21. Progressive Inspections
Some airplanes may be inspected in accordance with a
progressive inspection (FAR 91.409(d)) or an accepted
inspection program (FAR 91.409( f)) wherein portions of
the aircraft are inspected and maintained according to a
predetermined schedule. For example, large and turbine-
powered aircraft and aircraft in fractional operations are
on a continuous maintenance/inspection program derived
by reliability data, in-service experience and utilization
analysis.

22. Appropriate Record Keeping:
An owner/operator has three categories of records to manage:
• Aircraft maintenance records: these document the
airworthiness, care and maintenance of the aircraft.
• Pilot logbook(s): these document flight experience and
endorsements, PIC
currency and insurance compliance
• Expense records: these support tax deductions or other
accounting needs.

24. ASEL and ASES
METAR: is a format for
reporting weather information. A METAR weather
report is predominantly used by pilots in fulfillment of
a part of a pre-flight weather briefing, and
by meteorologists, who use aggregated METAR
information to assist in weather forecasting.
Raw METAR is the most popular format in the world
for the transmission of weather data. It is highly
standardized through International Civil Aviation
Organization (ICAO)
1 January 1968

25. TAF is a format for reporting weather
forecast information, particularly as it relates
to aviation. TAFs apply to approximately
five statute miles (about 4.3 nautical mails or
8km) radius from the center of the airport
runway complex. Generally, TAFs apply to a
24-hour period.

26. FA The aviation area forecast (FA) gives a picture
of clouds, general weather conditions, and visual
meteorological conditions (VMC) expected over a
large area encompassing several states. There are
six areas for which area forecasts are published in
the contiguous 48 states. Area forecasts are issued
three times a day and are valid for 18 hours. This
type of forecast gives information vital to en route
operations as well as forecast information for
smaller airports that do not have terminal
forecasts.

27. Surface Analysis Chart
Surface weather analysis is a special type of weather
map that provides a view of weather elements over a
geographical area at a specified time based on
information from ground-based weather
stations. Weather maps are created by plotting or
tracing the values of relevant quantities such as sea
level pressure, temperature, and cloud cover onto
a geographical map to help find synoptic scale features
such as weather fronts.

28. Radar Summary Chart
Is a computer-generated graphical display of a
collection of automated radar weather reports (SDs).
This chart displays areas of precipitation as well
as information about
type, intensity, configuration, coverage, echo
top, and cell movement of precipitation. Severe
weather watches are plotted if they are in effect when
the chart is valid.

29. Winds And Temperature Aloft Chart
Winds Aloft, officially known as the Winds and
Temperatures Aloft Forecast, is a forecast of
specific atmospheric conditions in terms
of wind and temperature at
certain altitudes, typically measured in feet (ft)
above mean sea level (MSL). The forecast is
specifically used for aviation purposes.

30. Winds and Temperatures Aloft Chart
The components of a Winds and Temperatures Aloft
Forecast are displayed as: DD ss +/- TT.
• Wind Direction (DD) and Wind Speed (ss), displayed
as a 4-digit number, e.g. 3127, indicating a wind
direction of 310 degrees True North and a wind speed of
27 knots. Note that wind direction is rounded to the
nearest 10 degrees and the zero is excluded.
• Temperature (TT), displayed as a +/- two-digit
number, e.g. -12, which means -12 degrees Celsius.

31. Significant Weather Prognostic Charts
Are available for low-level significant weather from
the surface to FL240 (24,000 feet), also referred to
as the 400 millibar level, and high-level significant
weather from FL250 to FL600 (25,000 to 60,000
feet). The primary concern of this discussion is the
low-level significant weather prognostic chart.
The low-level chart comes in two forms: the 12- and
24-hour forecast chart, and the 36 and 48 surface
only forecast chart.

32. AWOS
The Automated Weather Observing
System (AWOS) units are operated and controlled by
the Federal Aviation Administration (FAA) in the
United States, as well as by state and local
governments and some private agencies. These
systems are among the oldest automated weather
stations and predate ASOS. They generally report at
20-minute intervals and do not report special
observations for rapidly changing weather
conditions.

33. AWOS CATEGORIES:
• AWOS I: wind speed and direction in knots, wind gust, variable wind
direction, temperature, dew point in degrees Celsius, altimeter setting,
density altitude
• AWOS II: AWOS I + visibility, and variable visibility
• AWOS III: AWOS II + sky condition, and cloud coverage and ceiling up
to twelve thousand feet
• AWOS III-P: AWOS III + present weather, and precipitation identification
• AWOS III-T: AWOS III + thunderstorm and lightning detection
• AWOS III-P-T: AWOS III + present weather, and lightning detection.

34. ASOS
These systems generally report at hourly
intervals, but also report special observations if
weather conditions change rapidly and cross
aviation operation thresholds. They generally report
all the parameters of the AWOS-III, while also
having the additional capabilities of reporting
temperature and dew point in degrees
Fahrenheit, present weather, icing, lightning, sea
level pressure and precipitation accumulation.

35. ATIS
Automatic Terminal Information Service, or ATIS, is
a continuous broadcast of
recorded noncontrol aeronautical information in
busier terminal. Contain essential information, such
as weather information, which runways are active,
available approaches, and any other information
required by the pilots, such as important NOTAMs.
Pilots usually listen to an available ATIS broadcast
before contacting the local control unit, in order to
reduce the controllers' workload and relieve frequency
congestion.

36. SIGMETs
SIGnificant METeorological information are in-flight
advisories concerning non-convective weather that
is potentially hazardous to all aircraft. They report
weather forecasts that include severe icing not
associated with thunderstorms, severe or extreme
turbulence or clear air turbulence (CAT) not
associated with thunderstorms, dust storms or
sandstorms that lower surface or in-flight visibilities to
below 3 miles, and volcanic ash.
NOVEMBER - YANKEE

37. AIRMETs
Are examples of in-flight weather advisories that are
issued every 6 hours with intermediate updates issued
as needed for a particular area forecast region. The
information contained in an AIRMET is of operational
interest to all aircraft, but the weather section
concerns phenomena considered potentially
hazardous to light aircraft and aircraft with limited
operational capabilities

38. AIRMETs
SIERRA is the airmet code used to denote
instrument flight rules (IFR) and mountain
obscuration
TANGO is used to denote turbulence, strong
surface winds, and low-level wind shear.
ZULU is used to denote icing and freezing
levels.

39. PIREPs
Pilot weather reports provide valuable information
regarding the conditions as they actually exist in the
air, which cannot be gathered from any other source.
When unexpected weather conditions are
encountered, pilots are encouraged to make a report
to an FSS or ATC. When a pilot weather report is
filed, the ATC facility or FSS will add it to the
distribution system to brief other pilots and provide in-
flight advisories.

40. The world's navigable airspace is divided into three-
dimensional segments, each of which is assigned to a
specific class. Most nations adhere to the classification
specified by the International Civil Aviation
Organization (ICAO).

41. Minimum Pilot Qualifications:
Instrument Rating
VFR Entry and Equipment Requirements:
IFR Flight Plan and IFR Clearance Required
ATC Services:
All aircraft separations

42. VFR Minimum Visibility:
3SM
VFR Minimum Distance from Clouds:
Clear of Clouds
Minimum Pilot Qualifications:
Private Pilot Certificate-Student Pilot Certificate
Endorsement
VFR Entry and Equipment Requirements:
ATC Clearance – Transponder with Mode C
ATC Services:
All aircraft separations

43. VFR Minimum Visibility:
3SM
VFR Minimum Distance from Clouds:
500 ft B – 1000 ft A – 2000ft H
Minimum Pilot Qualifications:
Student Pilot Certificate
VFR Entry and Equipment Requirements:
Establish 2way Radio– Transponder with Mode C
ATC Services:
IFR/IFR Separation IFR/VFR Separation VFR traffic
Advisories

44. VFR Minimum Visibility:
3SM
VFR Minimum Distance from Clouds:
500 ft B – 1000 ft A – 2000ft H
Minimum Pilot Qualifications:
Student Pilot Certificate
VFR Entry and Equipment Requirements:
Establish 2way Radio
ATC Services:
IFR/IFR Separation VFR traffic Advisories

45. VFR Minimum Visibility:
Below 10000ft > 3SM At or Above 10000MSL > 5SM
VFR Minimum Distance from Clouds:
Below 10000ft 500 B-1000 A – 2000 H
At or Above 10000MSL 1000 B – 1000 A – 1SM H
Minimum Pilot Qualifications:
Student Pilot Certificate
ATC Services:
IFR/IFR Separation VFR traffic Advisories

46. VFR Minimum Visibility:
Below 10000ft > Day 1SM(Clear of Clouds) Night
3SM(500B-1000 A- 2000H) At or Above 10000MSL > 5SM
Above 1200ft AGL
VFR Minimum Distance from Clouds:
Below 10000ft 500 B-1000 A – 2000 H
At or Above 10000MSL 1000 B – 1000 A – 1SM H
Minimum Pilot Qualifications:
Student Pilot Certificate
ATC Services:
VFR traffic Advisories

47. Is a delimited airspace in which radar and air traffic
control services are made available to pilots flying
under instrument flight rules or (optionally) visual flight
rules for the purposes of maintaining aircraft separation.
TRSAs are most often encountered surrounding busy U.S.
airports. In recent years many of them have gradually
been replaced by Class B or Class C airspace.

48. Is an area designated for operations of a nature such
that limitations may be imposed on aircraft not
participating in those operations. Often these
operations are of a military nature. The designation of
SUAs identifies for other users the areas where such
activity occurs, provides for segregation of that activity
from other users, and allows charting to keep airspace
users informed of potential hazards. SUA's are usually
depicted on aeronautical charts.

49. Is a block of airspace in which military training and other
military maneuvers are conducted. MOAs usually have
specified floors and ceilings for containing military
activities.
VFR are not prevented from flying through active MOAs,
but it is wise to avoid them when possible.

50. Is airspace of defined dimensions, extending from 3nM
outward from the coast of the United States, that
contains activity which may be hazardous to
nonparticipating aircraft.
Over domestic or international water or both.

51. Often have invisible hazards to aircraft, such as artillery
firing, aerial gunnery or guided missiles. Permission to
fly through restricted areas must be granted by the
controlling agency.

52. Are established for security or other reasons
associated with national welfare and contain airspace
within which the flight of aircraft is prohibited. You
must obtain permission from the controlling agency to
operate within a prohibited area.

53. Are established at locations where there is a
requirement for increased security and safety of
ground facilities. You are requested to voluntarily avoid
flying throught an NSA.
NOTAM is issued to advise you of any changes in an
NSA’s status.

54. Extend 10 statute miles from airports where there is a
flight service station located on the field and no
operating control tower. You normally will contact the
FSS on the plublished CTAF frequency of 123.6MHz prior
to entering the airport advisory area.
LAA, which includes advisories on wind direction and
velocity, favored runway, altometer setting, and
reported traffic within the area.

55. MTRs below 10000ft MSL for operations at speeds in
excess of 250knots. Below 1500ft AGL are designed to
be flown under VFR, and above 1500ft AGL flown
under IFR.

56. Are imposed by the FAA to protect persons or property
on the surface or in the air from a specific hazard or
situation. The objectives are to provide a safe
environment for rescue/relief operations and to
prevent unsafe congestion .

58. 

59. 
Primary Flight Controls

60. 
Primary Flight Controls

61. 

62. 
Flaps

63. 
Slats

64. 
Krueger Flap

65. 
Vortex Generator

66. 
Stall Fence

67. 
Gap Seal

68. 
Stall Strip

69. 
Spoilers

70. 
Water Rudders

71. 
Powerplant

72. 

73. 

74. 

75. 
Propeller

76. 

77. 
Landing Gear

78. 
Fuel,Oil, Hidraulic

79. 

80. 
12V or 24V, alternator or generator, fuses or
circuit breakers, Amp gauge, regulator, spare
fuses, turn coordinator, lights, radios, starter.
Electrical Systems

81. 
 GPS
 Nav/Com
 DME (Distance Measuring Equipment)
 ADF (Automatic Direction Finder)
 Intercom
 Audio panel
 Loran (LOng RAnge Navigation)
 Marker beacons
Avionics

82. 

83. 

84. 

85.  The airspeed indicator compares the ram air pressure in the pitot tube
with the static pressure at the static port.
 The vertical speed indicator has a calibrated bleed hole connected to the
static port. A change in pressure through the bleed hole will make the
needle move up or down.
 The altimeter has a diaphragm that changes size with a change in static
pressure. When the diaphragm changes size, it will cause the needles to
move.
 ice protection.
 The pitot static system and the altimeter must be checked every 24 months.
Pitot Static System

86. 
Pitot Static System

87. 
 An engine driven vacuum pump drives the artificial
horizon (attitude indicator) and directional gyro (heading
indicator).
 There is a filter on the inlet and a gauge to measure the
vacuum pressure.
 A green arc on the gauge will indicate normal operation. If
there is no green arc, consult the POH for normal vacuum
pressure readings.
Vaccum System

88. 
Vaccum System

89. 
Heater, AC, vents.
Environmental

90. 
Our airplanes have carburetor heat or alternate air that
can be used if the air cleaner ices over.
 They also have Pitot heat to keep the air speed
indicator working, an alternate static source to keep
the static system operating and a defroster to keep
the ice off windshield.
 There are other systems: Pneumatic boots on the
wings and tail, weeping wings, heated props and
windshields.
Deicing and Anti-Icing

92. Occurs when the tissues in the body do not
receive enough oxygen. The symptoms of
hypoxia vary with the individual. Hypoxia
can be caused by several factors including
an insufficient supply of oxygen, inadequate
transportation of oxygen, or the inability of
the body tissues to use oxygen.

93. Decrease of oxygen molecules at sufficient
pressure can lead to hypoxic hypoxia.
Related with high altitudes during rapid
decompression, and lower altitudes when
you are exposed to insufficient oxygen over
an extended period of time.

94. When your blood is not able to carry a
sufficient amount of oxygen to the cells in
your body.
Deficiency in the blood (anemia)

95. CO2 prevents the hemoglobin from carrying
oxygen to the cells.
2.5% cigarettes = smoke
4% blood saturation = 3 cigarettes

96. Loss of blood that occurs during a blood
donation.
Effects of the blood loss are slight at ground
level, there are risks when flying during this
time.

97. Is an oxygen deficiency in the body due to
the poor circulation of the blood. Several
different situations can lead to stagnant
hupoxia such as shick, the heart failing to
pump blood effectuvely or a constricted
artery.

98. The inability of the cekks ti effectively use
oxygen. The oxygen may be inhaled and
reach the cell in adequate amounts, but the
cell is unable to accept the oxygen once it is
there.

99. Occurs when you are experiencing
emotional stress, fright, or pain, and your
breathing reate and depth increase although
the carbon dioxide is already at reduced
level in the blood.

101. Can occur when there is a conflict between
the information relayed by your central
vision scanning the instruments, and your
peripheral vision which has virtually no
references with which to establish
orientation.

102. Is a condition in which a disagreement exists
between visually perceived movement and
the vestibular system's sense of movement.
Common symptoms of airsickness are
general
discomfort, paleness, nausea, dizziness, sw
eating and vomiting.

105. Scuba Dives