System Capacity

Fuel Fuel

Fuel Capacity

Fuel System Total: gal. Usable: gal.

Circle the type(s) of fuel system(s) in your aircraft:
TIP:
• Gravity-fed Some airplanes have long range and/or tip tanks. Make sure you use
• Pump Driven the correct “usable” fuel amounts for yourairplane’s endurance calcu-
lations.
• Fuel-injected
• Carbureted
Locations Weight
and
Drains and
Type
Fuel Fuel

Fuel Drains and Locations Fuel Type and Weight

Number of Drains: Type (e.g., avgas, jet):

Locations: Weight: lb./gal.
(Make, Model, HP,rpm) (Min./Max./Type)

Engine Oil
1. FOLD HERE 1. FOLD HERE

Engine

Make: Model: Oil

Horsepower: Max. rpm:
Minimum:
TIP:
Engine model numbers can tell you a lot. For example, a C172R has
Maximum:
a Lycoming IO-360 engine. The “I” means fuel injected and the “O”
means the cylinders are horizontally opposed. The “360” refers to
Type:
cubic inches of displacement, describing the physical size of the
engine.
 Check System
Magneto Electrical

Magneto Check Electrical System

Runup rpm: Max. rpm Drop: Alternator Voltage: Battery Voltage:
Alternator Amperage:
Max. Difference Between
Left and Right Abnormal Indications and Warnings:

TIP:
Question on how magnetos work? Check out theAOPA
Air Safety Foundation’s Engine and Propeller online course at
www.asf.org/courses.
TIP:
Electrical component amperage is listed on the faces of the circuit
breakers. Turning OFF the components with the largest draw will
lengthen the life of the battery following an alternator failure.
Locations Steering
Antenna Nosewheel

Antenna Locations Nosewheel Steering

Nav
GPS Comm 1and 2

ELT
Steerable through degrees
or
Free Castering

ADF Transponder Marker Beacons

Sample aircraft antenna locations.
TIP:
This is important when maneuvering the aircraft on the ground with a
TIP: tug and/or tow bar. Look for markings on the nosewheel strut, wheel
pant, or cowling that indicate the steering limit. This does not apply if
Aircraft antenna locations vary based on the aircraft make/model and
the nosewheel is freecastering.
equipment installed.
 Weights
VNE Maximum

V NE - Never Exceed Speed Maximum Ramp Weight

lb.
Maximum Takeoff Weight

lb.
TIP:
V NE is denoted by the red line. TIP:
Maximum ramp weight usually includes the weight of fuel
needed to taxi and complete the runup. This is why the maxi-
mum ramp weight may exceed the maximum takeoff weight in
the normal category.
 VA VNO
V A - Maneuvering Speed V NO - Maximum Structural Cruising Speed
At Max. Gross Weight:

TIP:
V A is the maximum speed at which you may TIP:
apply full control deflections without over- V NO is shown where the green and
stressing the airplane. It varies with weight. Pi- NOTMARKED yellow arcs meet. It should not be exceeded
lots should fly below this speed in severe SEEPOH except in smooth air.
turbulence.
 VX VY
V X - Best Angle of Climb V Y - Best Rate of Climb

TIP: TIP:
V X delivers the greatest altitude gainover V Y delivers the greatest altitude gain over a
NOTMARKED given period of time. NOTMARKED
a given distance. SEEPOH
SEEPOH
 VFE VR
V FE - Maximum Flap Extension Speed V R - Rotation Speed
Increment Speed
Normal:
Short-field:
Soft-field:
TIP:
TIP: This is not marked on the airspeed
indicator and will change depending on NOTMARKED
Flap operating range is shown on the airspeed indicator by the
the takeoff procedure. SEEPOH
white arc. Often, the first flap extension speed is not included in the
white arc.
 VSO VS1
V SO - Stall Speed – Landing Configuration V S1 - Stall Speed – Clean

0º Bank 0º Bank
60º Bank 60º Bank
TIP: TIP:
V S O is shown on the bottom of the V S 1 is shown on the bottom of
white arc.
the green arc.
Remember: V S O = “Stuff Out,” which
means gear and flapsextended. Remember: V S 1 = “Stuff In,” which
means gear and flaps retracted.
Procedures Procedures
Landing Takeoff
Normal Normal

Normal Landing Procedures

Leg Power Setting Flap Setting Airspeed
Crosswind:
Downwind: Normal Takeoff Procedures
Base: Flap Setting:
Final:
Rotation Speed:
TIP: Climb Speed:
Memorizing proper power settings and airspeeds for each segment
of the approach will help stabilize the approach and landing.
Procedures Procedures
Landing Takeoff
Short-Field Short-Field

Short-Field Takeoff Procedures

Short-Field Landing Procedures
Flap Setting:
Leg Power Setting Flap Setting Airspeed
Crosswind: Rotation Speed:
Downwind: Climb Speed:
Base:
Final: Flap Retraction:

TIP:
The objective of the short-field landing is to transfer the aircraft’s
weight from the wings to wheels as soon as possible. Touch
down as slowly as possible, while simultaneously applying maximum
braking.
TIP:
The objective of the short-field landing is to transition from the
takeoff roll to best-angle-of-climb speed as quickly, efficiently,and
safely as possible. This generally means using minimal runway
length, neutral elevator for low drag, proper flap setting, and
avoiding lifting off too soon.
Procedures Procedures
Landing Takeoff
Soft-Field Soft-Field

Soft-Field Landing Procedures Soft-Field Takeoff Procedures

Leg Power Setting Flap Setting Airspeed Climb Speed:
Crosswind: Flap Setting:
Downwind: Flap Retraction: (airspeed or altitude)
Base:
Final: TIP:
Don’t forget these soft-field takeoff techniques: Hold full aft elevator
TIP: while taxiing into position and avoid unnecessary stopping or braking.
The objective of a soft-field landing is to have the wings support the After rotation, remember to fly in ground effect until reaching the
aircraft's weight as long as possible, which helps minimize the chance proper climb speed. In many light general aviation aircraft you may
of sinking in the soft soil. Touch down as softly as possible, hold need to push forward on the yoke to stay in ground effect while build-
the nosewheel off the ground, and avoid unnecessary braking. ing up airspeed.
You may need to add power in the flare to avoid a hard landing.
 Component
Speed

2. CUT HERE
Crosswind
Best Glide Demonstrated
Maximum

Best Glide Speed Max. Demonstrated Crosswind Component

TIP:
Most light general aviation aircraft will glide TIP:
about two miles for every 1,000 feet of alti- This is the maximum crosswind in which the aircraft was
tude. Usually you’ll want to extend the glide as NOTMARKED tested during certification. Although it is not technically a
SEEPOH
2. CUT HERE

long as possible by strictly maintaining the limitation, it should be treated as one.

best glide speed and keeping the aircraft’s
configuration clean (e.g., gear and flaps up,
feathered prop).
 Failure Operations
Engine Typesof
EmergencyProcedures:

Types of Operations

Emergency Procedures: Engine Failure N ight Yes No

Memory Items: IFR Yes No
Known Icing Yes No

TIP:
Even if an aircraft has deice or anti-ice equipment, it may not be certi-
fied for flight into known icing conditions. In fact, few light general avi-
ation aircraft have this certification.
 inFlight onStart
EngineFire EngineFire
EmergencyProcedures: EmergencyProcedures:

Emergency Procedures: Engine Fire in Flight Emergency Procedures: Engine Fire on Start
Memory Items: Memory Items:
 Encounter inFlight
Icing Fire
Inadvertent Electrical
EmergencyProcedures: EmergencyProcedures:

Emergency Procedures: Emergency Procedures: Electrical Fire in Flight

Inadvertent Icing Encounter Memory Items:
TIP:
Due to lack of anti- or deice equipment, most light general aviation aircraft are
not approved for flight into icing conditions. If the aircraft is not equipped and
certified for icing, you M U ST exit icing conditions immediately. If you have an
inadvertent icing encounter in an aircraft without windshield anti-ice, adjust
the defroster setting to provide maximum heat to help keep a portion of the
windshield clear. Turn off the cabin heat, if that will provide more heat to the
windshield.

For more information, visit www.asf.org/advisors and select the Aircraft Icing TIP:
Safety Advisor, and take the Weather Wise: Precipitation and Icing Electrical fires are usually smelled long before they areseen.
online course at www.asf.org/courses.
www.asf.org Recovery
Spin

Spin Recovery
Memory Items:

www.asf.org
The AOPA Air Safety Foundation is dedicated to making flying easier
and safer for general aviation pilots. For information on free live
seminars, online courses, and print materials visit www.asf.org.
TIP:
Some pilots commit to memory the PARED acronym, which
means Power-reduce, Ailerons-neutral, Rudder-full opposite,
Elevator-forward to break the stall, and Dive-recover.