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AM I SAFE?
Illness
Medication
Stress
Alcohol
Fatigue
Emotional

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IMSAFE, in flight instruction and piloting, stands for a group of six variables that the FAA (US) considers measures of good fitness to fly:

FAA checklist

The six listed items with some further information.

Wikipedia

This Wikipedia entry for IMSAFE simply repeats what the previous one says. However, it calls the attention to a common confusion, whereas E is defined as "Emotion" rather than as "Eating".

Tom HAMILTON's (1999) Checklist

It provides further explanation on each of above items. Although written for balloonists, the message equally applies to pilots.

Authors / Editors

JDPerezgonzalez

page revision: 12, last edited:

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IMSAFE, in flight instruction and piloting, stands for a group of six variables that the FAA (US) considers measures of good fitness to fly: FAA checklist The six listed items with some further information. Wikipedia This Wikipedia entry for IMSAFE simply repeats what the previous one says.

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IS IT SAFE TO GO FLY?
Visit aviation weather overview (start large and broad and work your way to more specifics)
https://www.aviationweather.gov/

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Aviation Weather Overview

Turns off interactive maps on main pages and adds a link to the interactive maps on a secondary page. Turning off maps is recommended for slow browsers and network connections.

Aviation Weather Center Mission Statement:

The Aviation Weather Center delivers consistent, timely and accurate weather information for the world airspace system. We are a team of highly skilled people dedicated to working with customers and partners to enhance safe and efficient flight.

To be the trusted authority and leading innovator for aviation weather information.

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Aviation Weather Center Homepage provides comprehensive user-friendly aviation weather Text products and graphics.

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IS IT SAFE TO GO FLY?
Visit aviation weather prog charts
https://www.aviationweather.gov/

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IS IT SAFE TO GO FLY?
Visit aviation weather "Winds Aloft"
https://www.aviationweather.gov/windtemp

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Aviation Weather Center Homepage provides comprehensive user-friendly aviation weather Text products and graphics.

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IS IT SAFE TO GO FLY?
Visit aviation weather "G-AIRMET"
https://www.aviationweather.gov/gairmet

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Aviation Weather Center Homepage provides comprehensive user-friendly aviation weather Text products and graphics.

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IS IT SAFE TO GO FLY?
Visit aviation weather "SIGMET"
https://www.aviationweather.gov/sigmet

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Aviation Weather Center Homepage provides comprehensive user-friendly aviation weather Text products and graphics.

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IS IT SAFE TO GO FLY?
Visit aviation weather "Radar Imagery"
https://www.aviationweather.gov/radar

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Aviation Weather Center Homepage provides comprehensive user-friendly aviation weather Text products and graphics.

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IS IT SAFE TO GO FLY?
Visit aviation weather "Satellite Imagery"
https://www.aviationweather.gov/satellite

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Aviation Weather Center Homepage provides comprehensive user-friendly aviation weather Text products and graphics.

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IS IT SAFE TO GO FLY?
Visit aviation weather "METARs"
https://www.aviationweather.gov/metar

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AWC - METeorological Aerodrome Reports (METARs)

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Aviation Weather Center Homepage provides comprehensive user-friendly aviation weather Text products and graphics.

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IS IT SAFE TO GO FLY?
Visit aviation weather "TAFs"
https://www.aviationweather.gov/taf

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AWC - Terminal Aerodrome Forecasts (TAFs)

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Aviation Weather Center Homepage provides comprehensive user-friendly aviation weather Text products and graphics.

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IS IT SAFE TO GO FLY?
Visit aviation weather "Aircraft Reports"
https://www.aviationweather.gov/airep

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Aviation Weather Center Homepage provides comprehensive user-friendly aviation weather Text products and graphics.

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IS IT SAFE TO FLY?
Look out side and make a visual judgement after you have done the necessary research and prep to ensure that everything is the way you feel comfortable flying in.

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DO YOU HAVE THE PROPER PERSONAL DOCUMENTATION?
Pilot Certificate
Government Issued Photo ID
Medical

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Paperwork

Lining Up the Proper Documents for Your New Airplane Can Be a Formidable Task. Fortunately, AOPA Can Help

Legend suggests that there was a time when a handshake was enough to complete a transaction, but the days when a man's word was his bond (if those days ever really existed) have passed. Today's world is tightly regulated by paperwork and bureaucrats.

Securing and processing the proper forms you need to operate a new airplane according to federal and local regulations can be a confusing and tedious task if you choose to tackle it all by yourself, but as we shall see, AOPA can provide a considerable amount of assistance in lining up the proper documents. First, let's untangle some of the red tape and see what we are up against.

We'll start on familiar ground, with the mnemonic AROW. The letters stand for the documents that must be carried aboard an airplane. They are an airworthiness certificate, registration certificate, operating limitations, and weight and balance information.

A current airworthiness certificate is required (by FAR 91.203) to be displayed in an airplane where it can be read by everyone aboard. An airworthiness certificate usually is transferred with an airplane when it is sold, but the certificate alone does not fulfill the regulatory requirement. A buyer must ensure that the airworthiness certificate is, as the regulation specifies, current. A Standard Airworthiness Certificate ( FAA Form 8130-6) remains current as long as the airplane is maintained according to regulations and is properly registered, according to the Federal Aviation Administration.

Aircraft owners are required to keep records of all inspections and maintenance required by regulations, as well as any major repairs and alterations. Before purchasing an airplane, you should study the airplane's engine and airframe logbooks to determine if the maintenance and recordkeeping requirements have been fulfilled.

Check for the following information: the total time in service of the airframe, engine(s), and propeller(s); current status of any life-limited parts; time since overhaul of any component that is required to be overhauled at specific intervals; status of compliance with required inspections; status of compliance with applicable airworthiness directives, and copies of descriptions of major repairs and alterations (FAA Form 337s) that have been performed on the airplane.

The FARs also include inspection requirements for specific equipment. For example, if the airplane has a transponder, you should check the logbooks to ensure that the unit was tested within the past 24 calendar months (as required by FAR 91.413).

If you buy an airplane that did not pass a required inspection, you will have to have the appropriate repairs performed and signed off before you can fly the airplane. The FAA may approve a ferry permit so that you can fly the airplane to another airport where the work can be performed. You can apply for the Special Flight Permit at a Flight Standards District Office (FSDO).

Airworthiness directives (ADs) are, literally, federal aviation regulations. An airplane may not be operated unless all applicable ADs have been complied with (FAR 39.3). Therefore, it is very important, when reviewing an airplane's maintenance records, to check for evidence of compliance with all applicable ADs.

If you employ a bit of Holmesian deduction, the airplane's maintenance records may reveal damage history that the owner may not have mentioned. You won't find any tattletale descriptions such as "Airplane landed gear-up, 3/13/87," but you may find such clues as "Fuselage belly skin replaced, 3/14/87." Be skeptical.

As mentioned earlier, an airplane must be properly registered to maintain a current airworthiness certificate. You can re-register an airplane in your own name (and your co-owners' names, if there are any) by sending an Aircraft Registration Application AC Form 8050-1, evidence of ownership, and a recording fee to the FAA Aircraft Registry, AAC-250, Post Office Box 25504, Oklahoma City, Oklahoma 73125. This form is produced as a carbon copy, and can be obtained by calling the Pilot Information Center at 1/800/USA-AOPA (1-800-872-2672), or from your local FSDO. Evidence of ownership can either be an Aircraft Bill of Sale ( AC Form 8050-2) or a conditional sales contract.

After completing the registration application, mail the white and green copies to the FAA, and keep the pink copy as evidence of your application. It will serve as temporary authorization to fly your airplane in the United States until the FAA mails you a Certificate of Aircraft Registration. The certificate is valid until the airplane is sold again, registered in another country, destroyed or scrapped, or until its owner dies.

You can count on extra paperwork and an additional fee if you want to change the airplane's registration number. You can list five different N numbers (actually, either one to four numbers with a suffix letter or one to three numbers with two suffix letters, following the U.S. designation "N"), in order of preference, in a written request forwarded with your registration application. The FAA will let you know which of the five numbers is being reserved for your airplane. But before you paint the new number on your airplane, you have to send another written request to the FAA. The agency will send you another document (AC Form 8050-64), giving permission to change the number. After doing so, you must sign and return one copy of the form to the FAA and present the other copy, as well as the airplane's airworthiness certificate, to an FAA inspector, who will issue a new airworthiness certificate showing the new number.

As noted earlier in this publication, the requirement for an FCC Radio Station License was dropped for operation within the continental United States. The final documents - operating limitations and weight and balance data - for relatively new airplanes usually can be found in the approved airplane flight manual. The information for other airplanes may be found on separate documents. You should check to see that all applicable placards listed in the limitations section of the pilot's operating handbook are installed in the airplane. Also, the weight and balance data should be up-to-date and accompanied by a current equipment list.

Now that I may have given you the impression that the paperwork will overgross your new airplane and tie up your spare time for the next few months, let me repeat the good news: AOPA can help. AOPA's Strategic Partner, Aero-Space Reports, provides Aircraft Title and Escrow Services for AOPA members.

With more than 40 years of experience, Aero-Space Reports understands that outstanding customer service and accuracy are the keys to making the aircraft purchase process as simple as possible for our members.

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Lining Up the Proper Documents for Your New Airplane Can Be a Formidable Task. Fortunately, AOPA Can Help Legend suggests that there was a time when a handshake was enough to complete a transaction, but the days when a man's word was his bond (if those days ever really existed) have passed.

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IS THE PLANE'S INSTRUMENTS SAFE?
Airspeed indicator
Tachometer
Oil pressure gauge
Manifold pressure gauge
Altimeter
Temperature gauge
Oil temperature gauge
Fuel gauge
Landing gear position indicator
Anti collision lights
Magnetic compass
Elt
Safety belts

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If you were to tab/highlight/underline any regulation in the entire FAR/AIM it would have to be 91.205.

It is the one regulation I see come up most frequently on checkrides, flight reviews, etc...

How the heck am I going to remember all of that?

I can't think of another profession that has grown so fond of acronyms, so why stop here.

To help remember 91.205(b) (VFR Day Instrument Requirements) we'll use A TOMATO FLAMES. Once filled out it looks something like this

A - airspeed indicator
T - tachometer (for each engine)
O - oil pressure gauge (for each engine using a pressure system)
M - manifold pressure gauge (for each altitude engine)
A - altimeter
T - temperature gauge (for each liquid cooled engine)
O - oil temperature gauge (for each air cooled engine)
F - fuel gauge
L - landing gear position indicator
A - anti collision lights (for aircraft certified after March 11th 1996)
M - magnetic compass
E - ELT
S - safety belts

Kind of a mouth full. A common question I usually get from my students is "but we don't have a manifold pressure gauge or a landing gear position indicator, how can we still fly and not break the regs?"

Answer: If our aircraft is not equipped for such ie: fixed gear or normally aspirated engine, those (the manifold gauge and gear indicator) would not be required.

VFR Night Requirements

Requirements for VFR Night flight can be found in 91.205(c)

They include the above mentioned A TOMATO FLAMES plus FLAPS

F - fuses (one complete spare set)
L - landing light (only if you are flying for hire)
A - anti collision lights*
P - position lights
S - source of electricity (alternator, generator)

This part can get a bit confusing. First off just like above you only need it if your aircraft is equipped for it. For example if your airplane has circuit breakers there's no need to have fuses.

Notice that anti collision lights have come up twice: once for day and once for night. It's the dates that come into play here. For day if your aircraft was registered after March 11th 1996 they would be required all the time. Yet for night they are required for all aircraft registered after August 11th 1971. So my little 1975 150M would be required to have anti collision lights for night flight, but not for day.

91.205 is a wealth of information not just for VFR but also IFR. You can find all IFR instrument requirements in subpart (D). I also have a neat acronym to help remember those. If you're interested shoot me an or drop a comment below.

Happy Flying!

Enjoy this post? Stay in touch!

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Required VFR Day and Night Instruments for Aircraft | MzeroA.com

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If you were to tab/highlight/underline any regulation in the entire FAR/AIM it would have to be 91.205. It is the one regulation I see come up most frequently on checkrides, flight reviews, etc... I can't think of another profession that has grown so fond of acronyms, so why stop here.

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IS THE PLANE LEGAL TO FLY?
External Data Plate
Airworthiness Certificate
Radio Station License
Registration Certificate
Operating Handbook
Weight and Balance
Compass Deviation Card

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$\begingroup$

The ARROW acronym-Airworthiness Certificate, Registration, Radio License, Operating Limitations, Weight and Balance is fairly straight forward until you get to the Operating Limitations and Weight and Balance part. Then there it gets a little complicated.

There are three occasions when you may be asked for these documents. When being ramp checked, when the aircraft goes in for an annual inspection, or when the aircraft is involved in an accident or incident.
CHAPTER 56 CONDUCT A FAR PART 91 RAMP INSPECTION

AIRCRAFT DOCUMENTS. Following are considerations when examining aircraft documents, including registration and airworthiness certificates and approved flight manuals. Discrepancies found concerning the airworthiness or registration certificates shall be brought to the attention of the operator, documented, and given to the airworthiness unit for action.

A. N-Numbers. The N-number on the registration certificate must match the N-number on the airworthiness certificate.

B. Registration Certificate. If the registered owner has changed you may see a temporary registration (Pink Slip) which is good for 120 days. If the ownership has changed without a Pink Slip or the N- numbers do not match, the registration is not valid.

C. Radio Station License. An aircraft FCC radio license is required although the FAA does not regulate the requirement. The license may be for that particular N-number or a fleet license. The expiration date of the license is in the upper right hand corner. Any discrepancy concerning the radio license should be brought to the attention of the operator only.

D. Flight Manual. An Aircraft Flight Manual is required to be on board the aircraft (FAR § 91.9 {91.31}) along with the appropriate markings and placards.

E. Weight and Balance Information. Weight and balance documents, including a list of equipment, must be on board the aircraft. Some multiengine operators have Minimum Equipment Lists (MEL's) with a letter of authorization issued by a district office. These constitute a supplemental type certificate for the aircraft and must be on board. The inspector should compare inoperative equipment to the MEL to assure compliance. (Refer to Related Task #58, Approve a Minimum Equipment List.)

F. Airworthiness Certificate. The certificate most often seen by an inspector is a standard airworthiness certificate, which is issued for normal, utility, acrobatic, and transport category aircraft. A restricted, limited, or experimental certificate must be accompanied by a list of limitations and conditions (FAR § 21.183 -191) necessary for safe operation. A Special Flight Permit (Ferry Permit) is issued to aircraft that may not be airworthy but are capable of safe flight under certain conditions which are listed and issued with the permit (FAR §§ 21.197 , 91.203 {91.27}, and 91.213 {91.30}). Review the list of limitations and conditions to assure a valid airworthiness certificate. The N-number on the certificate must match the N-number on the fuselage to be valid.

Airworthiness Certificate and Registration Certificate The standard airworthiness certificate is issued when the airplane is manufactured or when the N number changes. In addition to the standard Airworthiness Certificate, there are Experimental, Restricted, or Special Flight Certificates that may apply to your aircraft.

Registrations must be renewed every three years. The FAA has a page that explains the process. You can also check the status of an aircraft's registration and who it is registered to on the FAA website.
§91.203 Civil aircraft: Certifications required. (a) Except as provided in §91.715, no person may operate a civil aircraft unless it has within it the following: (1) An appropriate and current airworthiness certificate. Each U.S. airworthiness certificate used to comply with this subparagraph (except a special flight permit, a copy of the applicable operations specifications issued under §21.197(c) of this chapter [Special flight permits], ... (2) An effective U.S. registration certificate issued to its owner or, for operation within the United States, the second copy of the Aircraft registration Application as provided for in §47.31(c), a Certificate of Aircraft registration as provided in part 48, or a registration certification issued under the laws of a foreign country.
Radio Station License A radio station and operators license is required if you make international flights or communicate with foreign stations. As far as I can tell, this requirement is not enforced for flights to Canada, Mexico, and the Caribbean. I got my restricted operators permit in 1980 when they were still required for domestic operations but have not flown internationally.

...you do not need a license to operate a two-way VHF radio, radar, or emergency locator transmitter (ELT) aboard aircraft operating domestically. All other aircraft radio stations must be licensed by the FCC either individually or by fleet. Aircraft operating domestically do not land in a foreign country or communicate via radio with foreign ground stations. Source FAA website.

You must obtain an FCC Aircraft Radio Station License if you make international flights or communicate with foreign stations. If you are not required to obtain a license - you do not need to file this form [Form 605] with the FCC. The license has a term of 10 years. Source FAA website.

At least one person on each aircraft flying or communicating internationally must have a Restricted Radiotelephone Operator Permit. This requirement is in addition to the requirement to have an aircraft radio station license for the aircraft. No Restricted Radiotelephone Operator Permit is required to operate VHF radio equipment on board an aircraft when that aircraft is flown domestically. You may obtain a Restricted Permit using FCC Form 605. No test is required to obtain this permit. The permit when issued will be valid for your lifetime. The fee for a Restricted Permit is in addition to any fee paid for an aircraft license. Source FAA website.
PART 87-AVIATION SERVICES §87.18 Station license required. (a) Except as noted in paragraph (b) of this section, stations in the aviation service must be licensed by the FCC either individually or by fleet. (b) An aircraft station is licensed by rule and does not need an individual license issued by the FCC if the aircraft station is not required by statute, treaty, or agreement to which the United States is signatory to carry a radio, and the aircraft station does not make international flights or communications. Even though an individual license is not required, an aircraft station licensed by rule must be operated in accordance with all applicable operating requirements, procedures, and technical specifications found in this part.
§87.87 Classification of operator licenses and endorsements.(b) The following licenses are issued by the Commission. International classification, if different from the license name, is given in parentheses. The licenses and their alphanumeric designator are listed in descending order. (7) RP Restricted Radiotelephone Operator Permit (radiotelephone operator's restricted certificate)

§87.89 Minimum operator requirements.(a) A station operator must hold a commercial radio operator license or permit...

Acceptable Radios As of January 1, 1997, each VHF aircraft radio used on board a U.S. aircraft must be type accepted by the FCC as meeting a 30 parts-per-million (ppm) frequency tolerance (47 C.F.R. § 87.133). The vast majority of aircraft radios that have been type accepted under the 30 ppm frequency tolerance utilize 25 kHz spacing and have 720 or 760 channels. Each aircraft radio has a label with an FCC ID number on the unit. See this post for a short history of radio frequencies. Source FAA website.

Operating Limitations This part of the acronym seems to generate the most confusion. Per §21.5 aircraft delivered after March 1, 1979 must have an FAA approved flight manual (AFM). Aircraft prior to that date were delivered with an Owner's Handbook, Pilot's Operating Handbook, Owner's Manual, Information Manual or similarly named booklet. These did not have a standard format and the information contained in them varied wildly. They are not required to be in the airplane, however since they give information like landing and takeoff distances-which are required to be calculated for each flight-it would make sense to have them readily available. Many aircraft were sold with an Airplane Flight Manual that listed the operating limitations, required placards, instrument markings, installed equipment, and the weight and balance information when the aircraft left the factory. These are not the same thing as an Approved AFM and there is no regulation requiring that they be in the plane.

If an FAA approved flight manual is required, it is specific to that airplane (Serial number specific.) and is required to be in the aircraft along with any required flight manual supplements.

An FAA approved Flight Manual (AFM) is required to be in the aircraft for all aircraft over 6,000 lbs and for aircraft manufactured after March 1, 1979. In addition, the Type Certificate Data Sheet (TCDS) specifies placards and markings that are required. These placards may include, aircraft category, whether aerobatics or spins are approved, airspeed limitations for flaps and gear, and takeoff and landing checklists. Additional placards may be required by Airworthiness Directives for specific aircraft. One example is AD 79-15-01, requiring a placard next to the fuel gauges detailing the steps required to handle a fuel vapor lock. Some Supplemental Type Certificates (STCs) require additions to the AFM and must be kept in the aircraft. The operating manuals for GPSs, autopilots, and engines usually have this requirement. STCs for things that don't have an operating component, like exhaust systems or mirrors, do not usually require changes to the AFM.
§91.9 Civil aircraft flight manual, marking, and placard requirements. (a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying with the operating limitations specified in the approved Airplane or Rotorcraft Flight Manual, markings, and placards, or as otherwise prescribed by the certificating authority of the country of registry. (b) No person may operate a U.S.-registered civil aircraft- (1) For which an Airplane or Rotorcraft Flight Manual is required by §21.5 of this chapter unless there is available in the aircraft a current, approved Airplane or Rotorcraft Flight Manual or the manual provided for in §121.141(b); and (2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is available in the aircraft a current approved Airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof. (c) No person may operate a U.S.-registered civil aircraft unless that aircraft is identified in accordance with part 45 of this chapter.
The reference it part 45 is regarding the placement and size of the N number.
§21.5 Airplane or Rotorcraft Flight Manual. (a) With each airplane or rotorcraft not type certificated with an Airplane or Rotorcraft Flight Manual and having no flight time before March 1, 1979, the holder of a type certificate (including amended or supplemental type certificates) or the licensee of a type certificate must make available to the owner at the time of delivery of the aircraft a current approved Airplane or Rotorcraft Flight Manual. (b) The Airplane or Rotorcraft Flight Manual required by paragraph (a) of this section must contain the following information: (1) The operating limitations and information required to be furnished in an Airplane or Rotorcraft Flight Manual or in manual material, markings, and placards, by the applicable regulations under which the airplane or rotorcraft was type certificated. (2) The maximum ambient atmospheric temperature for which engine cooling was demonstrated must be stated in the performance information section of the Flight Manual, if the applicable regulations under which the aircraft was type certificated do not require ambient temperature on engine cooling operating limitations in the Flight Manual.
Weight and Balance Every textbook I checked says that a document showing the current weight and balance is required to be in the aircraft. None of them cite a source for the requirement. The FARs do not specifically state "a weight and balance report is required to be in the aircraft". There are two cases where the regulations do require a Weight and Balance in the aircraft. First, if it is specified in the TCDS and second if the aircraft was manufactured after March 1, 1979 and therefore requires an AFM.

The aircraft I fly do not require a weight and balance in the TCDS. The TCDS may contain language like:

Current weight and balance report including list of equipment included in certificated weight empty, and loading instructions when necessary, must be in each aircraft at the time of original certification and at all times thereafter...

If an AFM is required, then the § 25.1583 Operating limitations requires that weight and balance information be included in the AFM.

Neither of my airplanes is required to have a §21.5 "approved Airplane or Rotorcraft Flight Manual" ergo, they are not required to have a W&B in the plane. You could also argue that §23.1589 (a) The weight and location of each item of equipment that can be easily removed, relocated, or replaced and that is installed when the airplane was weighed under the requirement of §23.25. does not require that an updated W&B be included in the AFM only that one must be provided by the manufacturer.

Since the list of things that an FAA inspector is looking for on a ramp check includes a W&B, most people carry it.
§23.1589 Loading information. The following loading information must be furnished: (a) The weight and location of each item of equipment that can be easily removed, relocated, or replaced and that is installed when the airplane was weighed under the requirement of §23.25. (b) Appropriate loading instructions for each possible loading condition between the maximum and minimum weights established under §23.25, to facilitate the center of gravity remaining within the limits established under §23.23.

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Which regulations require the ARROW documents?

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begingroup$ The ARROW acronym-Airworthiness Certificate, Registration, Radio License, Operating Limitations, Weight and Balance is fairly straight forward until you get to the Operating Limitations and Weight and Balance part. Then there it gets a little complicated. There are three occasions when you may be asked for these documents.

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IS THE PLANE'S AIRWORTHINESS UP TO DATE?
Annual
VOR check
100 Hour
Altimeter
Airworthiness Directives
Transponder
ELT
Static Inspection

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Annual (12 months)VOR Check (30 Days)100 Hour or Progressive inspection (required if aircraft is used for hire or flight instruction for hire-91.409(b)) Altimeter (24months 91.411) andAirworthiness DirectivesTransponder (24 months 91.413)ELT (12 months)Static inspection (24 months

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IS IT SAFE TO CONTINUE?
Are all my observations and prep proving to be accurate?
Is it safe to continue to my destination?
Do I need to divert to an alternate?
Are there an controversial PIREPS or other reports ahead of me?

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WHAT WOULD I DO DIFFERENTLY?
Did I do enough to prep for my flight?
Did I encounter any hazards, risks, or external dangers that could have been avoided with more thorough prep and planning?