Free Info for Student Pilots

Free Aviation Information

2010-01-13T18:03:00.000-08:00

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Download aviation books, manuals and informative pamphlets for free: aeronautical knowledge, weather, safety and other resources. New files added frequently. >> more...

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Featured Airfact.

The Restoration of 1968 Cessna C-150H N22507 -by Mark van Wyk

On the cover of this article, there is a before and after comparison of my airplane: a 1968 Cessna C-150H. A lot of work was done and a lot of money was spent to upgrade and restore the airplane.

What inspired me to spend so much time and money fixing up the plane? . >> read more...
Keep checking back frequently for more featured Airfacts.
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Download free student pilot information at http://freepilotinfo.blogspot.com and be a better pilot. All information herein has been compiled from internet resources available for free to pilots. It is the policy of this site not to host copyrighted material without permission, unless it is, and was intended to be, in the public domain, with copyright ownership information embedded. If you notice a copyright violation or believe you are the copyright owner of any item available here that you did not intend to be in the public domain, ,please send email to niladri.roy[at]gmail.com. All information provided is from sources depicted in the documents themselves. This site and its owners accept no liability resulting from their use. Neither does this site purport to provide flight instruction. Use of the materials is at your own risk. Please fly responsibly.

Remembering Correct X-Wind Taxi Technique

2010-01-12T11:59:00.000-08:00

-by Niladri Roy

An important skill we are taught as student pilots is cross-wind taxiing.

The purpose of cross-wind taxi technique is to prevent the wind from getting under one of the wings (especially in high-wing airplanes) and flipping the plane over sideways, and/or preventing the wind from getting under the elevator and tipping the airplane on its nose.

The Theory

If the wind is a direct headwind, tailwind, or sideways wind blowing directly at either wingtip, the POH recommends no explicit elevator or aileron correction, and the elevator and ailerons may be held neutral. (I have experienced violent disagreement on this point, especially from tail-dragger pilots. Their recommendation in case of a perpendicular side wind is to hold the ailerons completely left or right so that the yoke is pointing into the wind. This makes perfect sense once one visualizes the nose up attitude of the tail-dragger while on the ground, and the propensity for tail-dragger wings, therfeore, to catch much more wind than, say, a high-wing plane like the Cessna 172, whose wings are pretty much horizontal and level during taxi. Many tail-draggers are also made of particularly light material, eschewing aluminum in favor of fabric or Lexaan. This essentially makes them very large 'kites' that must be 'flown' as much on the ground as in the air).

In a left quartering headwind the correct taxi technique is to move the aileron of the left wing up so that the wind can blow on it and keep the left wing pushed down. Similarly, a right quartering headwind requires the right aileron to be up. In either case, the elevator is held neutral.

In a left quartering tailwind, the correct taxi technique is to hold the left aileron down, so that the wind can blow on it from behind and keep the left wing pushed down. Similarly, a right quartering tailwind requires the right aileron to be down. In addition, the elevator is held down in either case, so that the wind can keep the tail pushed down, and not try to tip the aircraft over on its nose. In tail-draggers, this has the added benefit of keeping the tail-wheel planted firmly on the ground.

Typically the POH contains a diagram that depicts the proper deployment of ailerons and elevator during taxi, as shown below:

Remembering Cross-Wind Taxi Technique

Even after understanding the theory, however, the diagram can be quite intimidating to remember for the new student pilot. Given below is a technique to simplify that task. Assuming you are aware that both the elevator and the ailerons are held neutral in direct head, tail or side winds, there are only two things you need to remember:

1. For any quartering wind from the front (no matter left or right): elevator neutral. Any quartering wind from the back (no matter left or right): elevator down

2. If the wind direction makes a left slanting diagonal, like a back-slash, through the center of the plane (when viewed from top), then turn the yoke left (i.e. in the direction of the diagonal); if the wind direction makes a right slanting diagonal, like a forward-slash, through the center of the plane, turn the yoke right (i.e. in the direction of the diagonal). A look at the figure below will make this very clear:

Click on the figure for a larger diagram

A Nifty Trick

Your checklist probably tells you to align your heading indicator with the magnetic compass during runup. But a nifty trick you can use is to align the heading indicator (directional gyro) to the compass before you start taxi, so that (as long as you remember which direction the ATIS said the wind was from) you will always be able to tell along which diagonal the wind is blowing in relation to your position simply by checking what kind of 'diagonal' that direction makes with respect to your current heading. Be sure to realign the heading indicator again with the magnetic compass once you are at runup in order to correct for any gyro precession during taxi.

"Turn into a headwind; dive away from a tailwind"

Aircraft Restoration

2009-12-18T12:41:00.000-08:00

>> Download The Restoration of 1968 Cessna C-150H N22507
Aircraft restoration can be a fascinating hobby, though rarely will someone have the time to do more than one in one's lifetime - if one makes a living doing something else.

For people contemplating aircraft ownership, buying an old aircraft and restoring it offers several benefits

a. lower costs, since an airplane in not-so-great condition will cost a lot less to acquire
b. knowing the ins and outs of what is in your airplane
c. the peace of mind of knowing that critical components are new and correctly installed
d. the satisfaction of a project well-done

Download and read Mark van Wyk's artcile about restoring his airplane:

>> Download The Restoration of 1968 Cessna C-150H N22507

Flight Safety

2009-12-08T17:58:00.000-08:00

>> Download Runway Incursions- Intro to Runway Safety
>> Download Personal Minimums Checklist
>> Download Accident Prevention During Ground Operations
>> Download Avoiding Midair Collisions
>> Download Pilot Judgment
>> Download Weight & Balance Safety
>> Download Aircraft Fuel Control
>> Download The Impossible Turn
>> Download Effective Flight Review

Flight safety consists of many items, some applicable on the ground, others during different phases of flight, and still others that are applicable at all times, collectively called situational awareness.

One important part of flight safety is being aware of your own capabilities and setting personal minimums with respect to visibility, crosswind, etc which may be higher than FAA mandated minimums.

Pilot judgment is another area of importance to flight safety. Judgment is often a series of evaluations made over a period of minutes, hours or even longer that keep pilots out of danger.

Flight safety also consist of knowing your aircraft performance limitations and weight and balance restrictions and fuel awareness.

Finally, regular evaluation of pilot skills and aeronautical knowledge via flight reviews is intended to offer pilots the opportunity to design a personal currency and proficiency program in consultation with a certificated flight instructor (CFI).

A wealth of resources is available on flight safety from the Federal Aviation administration:

>> Download Runway Incursions- Intro to Runway Safety
>> Download Personal Minimums Checklist
>> Download Accident Prevention During Ground Operations
>> Download Avoiding Midair Collisions
>> Download Pilot Judgment
>> Download Weight & Balance Safety
>> Download Aircraft Fuel Control
>> Download The Impossible Turn
>> Download Effective Flight Review

Aircraft Fuel

2009-12-08T16:30:00.000-08:00

Maintaining vigilance while refueling so that the correct variety of fuel (usually 100LL: 100 octane low-lead) is used to refuel your aircraft is of the utmost importance to avoid engine failure during flight.

Careful fuel planning and fuel awareness are also important to avoid inadvertent fuel exhaustion.

>> Download free: All About Fuel
>> Download free: Aircraft Fuel Control
>> Download free: Time In Your Tanks
>> Download free: Aviation Fuels Technical Review (discussion on 100LL starts page 43)

Aircraft Maintenance

2009-12-08T16:24:00.000-08:00

>> Download free Maintenance Aspects of Owning Your Aircraft

The Federal Aviation Regulations (FAR) Part 43, Maintenance, Preventive Maintenance, Rebuilding, and Alteration, permits the holder of a pilot certificate issued under FAR Part 61 to perform specified preventive maintenance on any aircraft owned or operated by that pilot as long as the aircraft is not used under FAR Part 121, 127, 129, or 135. FAR Part 43, Appendix A, Subpart C, Preventive Maintenance, lists the authorized preventive maintenance work. One restriction on such work is that it cannot involve complex assembly operations.

Although the examples of preventive maintenance authorized by FAR Part 43 can be done by a certificated pilot under the conditions listed in the FAR, each individual planning on doing such work should make a self-analysis as to whether or not he or she has the ability to perform the work satisfactorily and safely.

If any of the preventive maintenance authorized by FAR Part 43 is done, the person doing the work must make an entry in the appropriate logbook or record system to document the work done. The entry shall contain:
1. A description of the work performed (or references to data that is acceptable to the Administrator).
2. Date of completion.
3. Signature, certificate number, and kind of certificate held by the person performing the work. The signature constitutes approval for return to service ONLY for work performed.

>> Download free Maintenance Aspects of Owning Your Aircraft

Airfacts: Attitude Controls Airspeed

2009-12-08T13:38:00.001-08:00

- by Niladri Roy

One of the more difficult concepts to grasp in learning to fly light propeller aircraft is that attitude controls airspeed while power controls rate of climb (or descent). The reason why this causes so much confusion among student pilots is that we are so used to the fact that the speed of an automobile increases when we step on the gas. The concept of maintaining the same airspeed but changing only the rate of descent (ROD) by varying power seems totally counterintuitive.

One way to convince ourselves that attitude controls airspeed is experimenting with various attitudes at constant power, and with various power settings at the same attitude. At constant power, it is possible to indefinitely hold, say, 85 knots by holding a particular attitude constant, and equally possible to indefinitely hold 75 knots at a slightly more nose-up attitude. Similarly, by scanning the attitude indicator, airspeed indicator and rate of climb indicator it is possible to confirm that for a particular attitude, different power settings only produce different ROD.

It is important to realize that there will be a period of adjustment after making an attitude or power change before the aircraft settles down. It is perfectly possible that an initial increase in power might result in an initial increase in airspeed (just as lowering the nose will initially result in increased ROD). However, the aircraft will soon settle down to the airspeed determined by its attitude and a ROD determined by its power setting.

Aircraft are designed to be inherently stable. The phenomena described above are no different from the phenomenon of phugoid oscillations observed when an aircraft flying straight and level is momentarily disturbed nose up or nose down and then the disturbing control input is removed. Phugoid oscillations describe the behavior of the aircraft of oscillating between alternate shallower and shallower nose up and nose down attitudes about a median flight path before settling down to equal the median flight path again.

Download FREE Aviation Information

2009-12-08T13:28:00.000-08:00

Download FREE
Click on the Categories on left to read about and download topics that interest you.

A fascinating amount of information is available on the web for student pilots and experienced pilots alike. Some of this information is easy to find; others, not so easy. A very large amount of this information is also printed up and published as paper books available at significant prices.

>> Download The Pilot's Handbook of Aeronautical Knowledge
>> Download The Airplane Flying Handbook

Sometimes - not often - websites have even been known to charge for downloads of documents otherwise available on Federal Aviation Administration (FAA) and National Oceanic and Atmospheric Administration (NOAA) for free.

Click on the Categories on top left to download.

Aircraft Performance & Operations

2009-12-08T10:30:00.000-08:00

>> Download Takeoff Performance Considerations
>> Download Weight & Balance Safety
>> Download Density Altitude
>> Download Engine Operations

Aircraft Performance considerations are very important to safe flying.

It consist of knowing your airplane, including all of its subsystems. Making sure that when you're transitioning to a new airplane, you get a complete checkout, by a competent flight instructor. Using your Pilot's Operating Handbook in determining your airplane's weight and balance limitations, performance and runway length requirements.

And don't forget to calculate the effects of density altitude! And finally, take into consideration the winds and the condition of the runway part of every preflight planning you do.

Proper engine operations at altitude are also an important consideration in safe aircraft performance. Always follow the engine operating procedures provided by the aircraft manufacturer for your aircraft in the 'Pilot's Operating Handbook (POH).

>> Download Takeoff Performance Considerations
>> Download Weight & Balance Safety
>> Download Density Altitude
>> Download Engine Operations

A Student Pilot's Perspective of Landings

2009-12-08T00:48:00.000-08:00

>> Download free: Landings Part I
>> Download free: Landings Part II
>> Download free: Landings Part III

Perhaps the most satisfying flying skill a student pilot learns is the landing. However, landing phase errors are responsible for nearly half of all general aviation mishaps. By fortifying your knowledge of the "whys" and "wherefores" of approach and landing incidents, you can become a safer pilot.

Safe landings require an understanding not only of the principles and techniques but also an understanding of undershooting and cross-control stalls which can happen before you reach the runway. Also, you need to be aware of hard landings, porpoising, and loss of directional control-problems encountered after reaching the runway.

Learning the theory of landings and what to consider and watch out for will make you a safer pilot.

Radio Communications

2009-12-07T09:53:00.000-08:00

>> Download free: Say It Right Card
>> Download free Radio Communications Phraseolgy & Technique

Radio communications are a critical link in the ATC system. The link can be a strong bond between pilot and controller or it can be broken with surprising speed and disastrous results.

The single, most important thought in pilot-controller communications is understanding. It is essential, therefore, that pilots acknowledge each radio communication with ATC by using the appropriate aircraft call sign. Brevity is important, and contacts should be kept as brief as possible, but the controller must know what you want to do before he can properly carry out his control duties. And you, the pilot, must know exactly what he wants you to do. Since concise phraseology may not always be adequate, use whatever words are necessary to get your message across.

>> Download free: Say It Right Card
>> Download free Radio Communications Phraseolgy & Technique

Dead Reckoning Navigation

2009-12-07T09:24:00.000-08:00

Download Dead Reckoning Navigation

It is generally agreed that the compass is a pilot's primary navigation tool. But when it comes to specifying the second most valuable such device in the cockpit, there is often some difference of opinion. New pilots generally favor the GPS or VOR receiver. But those with more experience vote for the clock. After all, when a fuse blows or the left-right needle behaves like a metronome gone berserk, a pilot must resort to basics. The reliable compass and clock bromes his primary weapons in a battle of wits against the elements. The compass indicates where he's going and the clock tells him how far. Without either of these allies, a pilot can get lost, very fast, especially when above clouds or when over terrain where checkpoints are confusingly few and far apart.

Compass-and-clock, or dead-reckoning navigation, however, is slowly becoming a lost art as increasingly more reliance is placed on electronic guidance. Although no one can deny that VOR navigation has simplified cockpit workloads, pilots must avoid becoming too complacent.

Download Dead Reckoning Navigation

When NOT to Aim for the Numbers

2009-12-01T22:31:00.000-08:00

- Niladri Roy

We have been taught as student pilots to aim for the numbers while on final for landing.

Aiming for the numbers (or other aim point) is good advice, since it is one way of ensuring we stay on glide slope. However, it is often what we are not explicitly told that becomes the bane of successful execution of a maneuver, whether in flying or other activity. Namely, when is aiming for the numbers no longer a good idea? Knowing when to break off aiming for the numbers can help alleviate the problems many students seem to have in the final moments before touchdown. After flying a consistently stable approach, they still manage to slam the aircraft onto the runway somewhere between the traditional roundout and the flare.

Let us first examine why aiming for the numbers is good advice.

We know, either intuitively or through experience, that a stabilized approach is key to a good landing. A stabilized approach means that the aircraft is:

a. in the recommended landing configuration – gear down and flaps extended as recommended in the POH

b. aligned to runway centerline at airspeed recommended in the POH

c. on the correct glide-slope to the runway

Aiming for the numbers is a mechanism to keep the aircraft on glide slope. Essentially, aiming at a fixed point on the runway means that we do not let that point move up or down in relation to another imaginary fixed point on the aircraft windshield. (Instructors sometimes advise marking a cross on the windshield with a soft pencil and keeping that mark and the aim point aligned at all times).

If the aim point seems to be drifting up on our windshield, we are sinking below the glide slope; if it drifts below, we are rising above. (For the more sharp-eyed readers: Yes, the mere fact that the aim point and the imaginary cross on the windshield are aligned does not mean we are on the correct glide slope. All that the drift can tell us is that we are sinking below or rising above an arbitrary slope. In effect what we really do is that we rely on experience to recognize the runway picture of the glide slope (3, 4 or 5 degrees; power-on approach assumed), acquire that glide slope as our arbitrary slope, and then use the aligning technique to maintain that glide slope).

So why does this seemingly useful technique cause so much grief?

The fault lies not in the technique, but in not knowing when to break out of this rule. Students religiously follow the glide slope almost down to the runway, and then try to execute fairly abrupt roundout and flare by attempting to yank the aircraft level parallel to the ground. This, more often than not, results in abrupt ‘arrivals’ rather than landings as the yanking is invariably too late and the aircraft still carries considerable downward momentum and more or less 'impacts' the ground.

When must one break off aiming for the aiming point?

Aiming for the numbers does not mean that one must almost reach the numbers before one can flare. Keep coming down the glide slope while aiming for the numbers, but, at between 30 and 50 feet above, start pulling gently on the yoke so that the roundout starts very gently and the runway starts leveling out. This will cause your aiming point to drift below the imaginary point on your windshield. This is normal and desirable at this point. Keep practicing this (with your instructor carefully guarding the controls) till you can get to the point where you can fly almost level parallel to the runway and may be 10 to 20 feet from the threshold, while being about 5 feet up. You may elect to cut the power now, or even at an earlier point during the maneuver if you felt you were too high for the "about 5 feet up" to be accomplished at the right time. This will come with judgment developed by practice.

Hold that attitude (do not release control pressure) and look straight ahead at the far end of the runway. It will appear to be not rising or falling with respect to your line of sight. Keep watching and you will see a rise begin (meaning your airplane is dipping). The moment you perceive your airplane begin to dip, smoothly increase elevator pressure (no jerking -- and, BTW, this is flare; the earlier leveling out was the roundout) and continue to increase backpressure (do not ever stop), till the main wheels touch the runway. Then, gently relax backpressure (no abrupt letting go) till the nose wheel touches.

Breaking off from aiming for the numbers is essential to proper roundout and flare – and, consequently, to good landings.

The Romance of Flying

2009-12-01T20:16:00.000-08:00

"For once you have tasted flight you will walk the earth with your eyes turned skywards, for there you have been and there you will long to return."

- Leonardo da Vinci

Since the first flight of the Wright Brothers, the romance of flying has lived in people's hearts and souls. Every so often has come around a book or a movie that has captured timelessly the romance of flying.

>> Click here for a list of recommended movies

>> Click here for a list of recommended books on the romantic side of flying

FreePilotInfo Search Results

2009-12-01T18:22:00.000-08:00

The New Student Pilot

2009-12-01T18:14:00.000-08:00

Thinking of learning to fly?
>> Download the free Student Pilot Guide
>> Recommended Reading
>> Recommended Movies

Before you begin flight training, it is important to have a basic understanding of the responsibilities, safety regulations, and issues applicable to such an endeavor. This includes the choice of a flight school, selected study materials, study habits, and the role of the instructor, student, and Federal Aviation Administration (FAA).
>> Download the free Student Pilot Guide
>> Recommended Reading
>> Recommended Movies

A Pilot's Perspective of Medication

2009-12-01T17:21:00.000-08:00

>> Download free: Medications & Flying.
>> Download free: Pilot Medical Facts
>> Download free: Alcohol & Flying
>> Download free: Altitude Induced Decompression
>> Download free: Flight Physiology

Should you take the medication?

Just like any other decision (equipment, weather, etc.) that you must make when you fly, you should know all the facts before you can answer this question. There are several things that you need to know and take into account before you make the go/no-go decision. Add these to your checklist:

First, consider the underlying condition that you are treating. What will be the consequences if the medication doesn’t work or if it wears off before the flight is over? A good general rule to follow is not to fly if you must depend on the medication to keep the flight safe. In other words, if the untreated condition is one that would prevent safe flying, then you shouldn’t fly until the condition improves — whether you take the medication or not.

Second, you must consider your reaction to the medication. There are two broad categories of medication reactions. One is a unique reaction based on an individual’s biological make-up. Most people don’t have such reactions but anyone can, given the right medication. Because of this, you should NEVER fly after taking any medication that you have not taken before. It is not until after you have taken the medication that you will find out whether you have this uncommon and unexpected reaction to the medication.

Third, consider the potential for adverse reactions, or side effects — unwanted reactions to medications. This type of reaction is quite common, and the manufacturer of the medication lists these on the label.You MUST carefully read all labeling. If you don’t have access to the label, then don’t fl y while using the medication.

Look for such key words such as lightheadedness, dizziness, drowsiness, or visual disturbance. If these side effects are listed or if the label contains a warning about operating motor vehicles or machinery, then you should not fl y while using the medication. Side effects can occur at any time, so even if you’ve taken the same medication in the past without experiencing side effects, they could still occur the next time. For this reason, you must never fly after taking a medication with any of the above-noted side effects.

>> Download free: Medications & Flying.
>> Download free: Pilot Medical Facts
>> Download free: Alcohol & Flying
>> Download free: Altitude Induced Decompression
>> Download free: Flight Physiology

Wake Turbulence

2009-12-01T14:55:00.000-08:00

>> Download free Wake Turbulence
>> Download free Wake Turbulence Advisory Circular (FAA)

All aircraft produce wake turbulence, which consists of wake vortices formed any time an aerofoil is producing lift. Lift is generated by the creation of a pressure differential over the wing surfaces as the aircraft moves forward. The lowest pressure occurs over the upper surface and the highest pressure under the wing.

Air will always want to move towards the area of lower pressure. This causes it to move outwards under the wing and curl up and over the upper surface of the wing. This starts the wake vortex. The same pressure differential also causes air to move inwards over the wing. Small trailing edge vortices, formed by outward
and inward moving streams of air meeting at the trailing edge, move outwards to the wingtip and join the large wingtip vortex.

Swirling air masses trail downstream of the wing tips. Viewed from behind, the left vortex rotates clockwise and the right vortex rotates counter-clockwise. They spread laterally away from the aircraft.

>> Download free Wake Turbulence
>> Download free Wake Turbulence Advisory Circular (FAA)

Night Flying

2009-12-01T13:37:00.000-08:00

>> Download free: Night Operations

Night flying presents its own unique challenges. According to statistics, night flying is 5 times as dangerous as day flying, with landings being 3 times as hazardous as takeoffs.

Reduced visibility, illusions, inoperative/marginal equipment in the aircraft or on the ground, that during the day might present no hazard, all contribute to the risks of night flying.

Knowing what can go wrong and being completely prepared, with backup procedures and equipment is the best defense against those risks.

>> Download free: Night Operations

Recommended Movies

2009-12-01T12:10:00.000-08:00

One-Six Right - The Romance of Flying

If you are a pilot or just someone who is fascinated by aviation this movie is a must see. Experience an exhilarating documentary about the history of small airports in the USA, and how important it is to keep them open. Too many are disappearing each year, and once closed are lost forever. The movie traces the life, history and struggles of an airport icon: Southern California's Van Nuys Airport.

Featuring thrilling aerial photography, in-depth research, and a sweeping original score, the film dispels common misconceptions and opposes criticism of general aviation airports.

Through the love story of one airport, past to present, the film shares the timeless romance of flying.

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The Aviator

From Hollywood's legendary Cocoanut Grove to the pioneering conquest of the wild blue yonder, Martin Scorsese's The Aviator celebrates its subject--Howard Hughes in his prime (played by Leonardo DiCaprio).

The film's exciting flight scenes (including one of the most spectacular crashes ever filmed), showcase Scorsese's meticulous attention to art direction and costume design, and suggest an impassioned pursuit of craftsmanship from a bygone era; every frame seems to glow with gilded detail.

An epic biopic depicting the early years of legendary director and aviator Howard Hughes' career, from the late 1920's to the mid-1940's

Aviation Weather Resources

2009-11-09T05:30:00.000-08:00

>> Download VFR WX-Minimums Quick Reference Card
>> Download Weather Chart Symbology
>> Download Aviation Weather
>> Download Aviation Weather Services
>> Download VFR Weather Analysis Checklist
>> Download Thunderstorms Advisory Circular
>> Download Thunderstorms - Accident Prevention Program
>> Download Cloud Chart
>> Download Estimating Inflight Visibility & Cloud Clearance
>> Download Atmospheric Turbulence Avoidance
>> Download Pilot Windshear Guide
>> Download Wind Shear - Accident Prevention Program
>> Download GA Pilot Preflight Weather Guide
>> Download Obtaining a Good Weather Briefing
>> Download NOAA METAR / TAF Key

Weather is aviation’s most challenging variable. New weather data resources, a greater understanding of hazardous weather phenomena, and new reporting formats enable today’s pilot to picture actual and forecast weather better than ever before.

If we stayed on the ground every time the word “thunderstorm” or “icing” was uttered in a forecast, there would be remarkably few airplanes in the air. We also know skies forecast to be clear can turn angry in a hurry when weather doesn’t behave as the computer model predicted a few hours ago. That’s why pilots need to be familiar with the weather-producing forces at work in the atmosphere, know how to acquire the information they need, and interpret the data they get.

Click here to download >> Aviation Weather
Click here to download >> Aviation Weather Services

Garmin GNS 430/530 GPS Quick Reference Guide

2009-11-08T09:40:00.000-08:00

Garmin GNS 430/530 GPS units are panel mounted on numerous General Aviation aircraft.

This printable version of the AOPA Air Safety Foundation Garmin 430/530 course is a quick reference for VFR functions of these units.

Topics covered include:

Power-On sequence
Controls
Using the VHF Com
Emergency Frequency
Using VLOC
Selecting NAV Source
Selecing Direct-To (airport)
GPS Maps
Selecting Nearest (airport)
Adjusting Range

Download Garmin GNS 430/530 GPS Quick Reference Guide

Aviation Weather Services

2009-11-08T08:35:00.000-08:00

>> Download free Aviation Weather Services or click on the link from Amazon to buy a printed copy.

Aviation Weather Services is published jointly by the National Weather Service (NWS) and the Federal Aviation Administration (FAA). This publication supplements its companion manual Aviation Weather, which documents weather theory and its application to the aviation community.

This advisory circular, Aviation Weather Services, explains U.S. aviation weather products and services. It details the interpretation and application of advisories, coded weather reports, forecasts, observed and prognostic weather charts, and radar and satellite imagery.

Topics include:
Aviation weather service
Aviation weather product classification and policy
Observed text products
Radar and satellite products
Graphical observations and derived products
Products for aviation hazards
Forecast text products
Forecast graphical products
Supplementary products

>> Download free Aviation Weather Services or click on the link from Amazon to buy a printed copy.

Aviation Weather

2009-11-08T08:15:00.000-08:00

Published jointly by the Federal Aviation Administration's Flight Standards Service and the National Weather Service (NSW), Aviation Weather for Pilots & Flight Operations Personnel is an extremely useful resource for understanding weather phenomena.

Each aspect of weather is discussed as it applies to aircraft operations and flight safety.

Topics discussed include:

Chapter 1 - 3
The Earth’s Atmosphere
Temperature
Atmospheric Pressure & Altimetry
Chapter 4 - 6
Wind
Moisture, Cloud Formation & Precipitation
Stable & Unstable Air
Chapter 7 - 9
Clouds
Air Masses & Fronts
Turbulence
Chapter 10 - 12
Icing
Thunderstorms
Common IFR Procedures
Chapter 13 - 15
High Altitude Weather
Arctic Weather
Tropical Weather
Chapter 16
Soaring weather
Glossary of Weather Terms

Click on the chapter links above to download, free, relevant portions of Aviation Weather or click the Amazon ad to buy a printed copy.