Acronyms

I-llness
M-edication
S-tress
A-lcohol
F-atigue
E-motions

W-eather
I-nsta
R-adio
E-nvironment
C-heck

U-pslope fog
S-team Fog
P-recipitation fog
A-dvection fog
R-adiation

A-irworthiness certificate
A-nnual inspection (12cm)
V-OR Checks (30d)
1-00 hr Inspection (required if flying for hire)
A-ltimeter Inspection (24cm)
T-ransponder Inspection (24cm)
E-LT inspection (12cm) (Battery must be replaced after more than 1hr of cumulative use or 50% of battery use)
S-tatic System (24 cm)

"ATOMATOFLAMES"

A - Altimeter
T - Tachometer for each engine
O - Oil Temp indicator for each engine
M - Manifold pressure gauge for each engine
A - Airspeed Indicator
T - Temp gauge for each liquid cooled engine
O - Oil pressure gauge for each engine
F - Fuel quantity gauge for each fuel tank
L - Landing gear position lights
A - Anti-collision lights (aircraft certified after 03/11/96)
M - Magnetic compass
E - ELT
S - Safety belts/shoulder harnesses

F-uses and circuit breakers
L-anding lights (for hire)
A-nticollision light system
P-osition lights
S-ource (either generator or alternator)

P-ilot
A-ircraft
E-environment
E-xternal Pressures

N-ational weather services
F-light service
F-oreflight or Garmin
1-800wx brief
A-viationweather.gov
P-IREPS
C-WAS

N-OTAMS
W-eather briefs
K-nown ATC Delays
R-unway lengths of intended use
A-lterantives
F-uel Requirements
T-akeoff, Landings, Performance Data

VOT
- "VOR Test Facility"
- needs to be +/- 4 degrees of error
Repair Station

VOR Ground Checkpoint
- error must be +/- 4 degrees

VOR Airborne Checkpoint
- error must be +/- 6 degrees of error

Dual VOR Cross-Check
- requires two VORS
- error must be +/- 4 degrees

Above a Prominent Ground Landmark
- must be on a selected radial at least 20 nm from a VOR
- must fly a reasonably low altitude +/- 6 degrees

D-etect
E-stimate
C-hoose
I-dentify
D-o the neccessary actions
E-valuate effect of the action

P-ilot
A-ircraft
V-environment
E-xternal pressures

T-ransfer
* should this decision be made by someone with more authority?
E-liminate
* is there a way to eliminate the hazard?
A-ccept
* does benefit of accepting the risk outweigh the cost?
M-itigate
* what can you do to mitigate the risk?

Percieve
- understand what is going on at all periods of time
Proccess
- evaluate if an event impacts flight safety
Perform
- implement the best course of action to mitigate the risk in order to enhance safety

C-onsequences
A-lternatives
R-eality
E-xternal Pressures

Pilot
* is the pilot safe to fly?
Plan
* flight planning
Plane
* has the POH and weight and balance limitations been reviewed?
Passengers
* is there any pilot passengers? will they help take on some of the workload?
Programming
* does the plane come with a GPS?

A-irworthiness
R-adio operation license
R-egistration
O-peration Handbook
W-eight and balance charts

D-eviation
V-ariation
M-agnetic dip
O-scillation
N-orth/south turn errors (Undershoot North/ Overshoot South)
A-cceleration errors (Accerate North/ Decelerate South

"ICEFLAGS"
I- nversion illusion
C-orolis effect
E-levator illusion
F-alse horizon
L-eans
A-uto Kenesis
G-raveyard spiral
S-omatogravic illusion

"rosey riviter will have fudge for breakfast "
R-unway width
R-unway terrain/slope
F-eatureless terrain
W-ater refraction
H-aze
F-og
G-round lighting

L-ycoming 180hp 4 cylinders
H- oriziontally Opposed
A- ircooled
N- ormally aspirated
D- irect drive

C-lear
R-ime
M-ixed
E-vaporated (frost)

T-race
L-ight
M-oderate
S-evere

C-onfess that you are lost
C-limb for better visibility (day) and to have more altitude to work with (night)
C-onserve your fuel by doing turns until you figure out your situation
C-ommunicate by calling up frequencies that are familiar to you or contact ATC and then Approach Control. If you can't get in contact with control Squawk 7700 and say PAN-PAN for lost on 121.5
C-omply with ATC instructions