Task II.A
Preflight Assessment
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with preparation for safe flight.
References: FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23, FAA-H-8083-25, FAA-H-8083-28; POH/AFM
Study Notes
I run the IMSAFE self-check before every flight. If any item is questionable, I don't fly. Beyond the checklist, I honestly ask whether external pressures (a schedule, passengers waiting, get-there-itis) are pushing me to fly when I otherwise wouldn't (PHAK ch 2).
Two parts. Legally airworthy: required documents on board (ARROW), required inspections current (annual, 100-hour if for hire, transponder/altimeter as applicable, ELT), ADs complied with, and any inoperative equipment handled per 91.213. Practically appropriate: the preflight inspection shows it conforms to type design and is in condition for safe operation — and it has the performance and equipment for this mission (runway lengths, terrain, night, weather).
Memory fails under distraction — the classic missed items (fuel caps, tow bar, pitot cover, baggage door) happen when a flow gets interrupted. The POH checklist exists so nothing depends on my memory: I follow the manufacturer's sequence, and if I'm interrupted I back up several steps or restart the section.
Detect: I sump each drain point into a clear tester and check for water (bubbles or a distinct layer at the bottom), sediment, and correct color/smell.
If I find water: I keep sumping until I get clean samples — and if it won't clear, or I suspect a larger problem (bad fuel batch, cap seal leak after rain), the airplane doesn't fly until a mechanic looks at it.
I also verify quantity visually, never trusting gauges alone.
I assess the whole environment, not just departure conditions:
- Weather along the entire route
- Terrain and obstructions relative to my climb performance
- Density altitude
- Runway conditions and lengths
- Airspace
- NOTAMs and TFRs
I keep assessing after engine start — preflight assessment doesn't end at the hangar (PA.II.A.S4).
I use PAVE to structure it: Pilot (IMSAFE, currency vs. proficiency), Aircraft (airworthiness, performance, fuel), enVironment (weather, airport, terrain, airspace), External pressures (passengers, schedules). For each category I identify hazards, mitigate what I can, and set personal minimums in advance so the go/no-go decision isn't made under pressure (PHAK ch 2).
I take basic security steps and stay TFR-aware:
- Lock the aircraft
- Verify no tampering during preflight
- Challenge unfamiliar people around the aircraft
- Know the airport's security procedures
- Report suspicious activity (AOPA's Airport Watch, 866-GA-SECURE)
I also stay aware of TFRs — a security violation is one of the easiest ways to meet an F-16.
Official ACS elementsreference
Knowledge8 elements
The applicant demonstrates understanding of:
PA.II.A.K1Pilot self-assessment.PA.II.A.K2Determining that the airplane to be used is appropriate and airworthy.PA.II.A.K3Airplane preflight inspection, including:PA.II.A.K3aa. Which items should be inspectedPA.II.A.K3bb. The reasons for checking each itemPA.II.A.K3cc. How to detect possible defectsPA.II.A.K3dd. The associated regulationsPA.II.A.K4Environmental factors, including weather, terrain, route selection, and obstructions.
Risk Management5 elements
The applicant is able to identify, assess, and mitigate risk associated with:
PA.II.A.R1Pilot.PA.II.A.R2Aircraft.PA.II.A.R3Environment (e.g., weather, airports, airspace, terrain, obstacles).PA.II.A.R4External pressures.PA.II.A.R5Aviation security concerns.
Skills4 elements
The applicant exhibits the skill to:
PA.II.A.S1Inspect the airplane with reference to an appropriate checklist.PA.II.A.S2Verify the airplane is in condition for safe flight and conforms to its type design.PA.II.A.S3Perform self-assessment.PA.II.A.S4Continue to assess the environment for safe flight.