9.2Balance
--Any aircraft load must be arranged to fall within allowable center of gravity limits
--An improperly loaded aircraft out of the C.G. limits will have poor handling qualities.
--A forward CG can overload the nosewheel and cause an uncontrollable condition
--A forward CG will decrease performance
--A forward CG will make the stall speed higher
--An aft CF will decrease static and dynamic longitudinal stability
--A stall with an aft CG will be sudden and violent
--An aft CG will dangerously affect recovery from a stall
--An aft CG will allow the elevator to overstress the aircraft and cause structural failure
9.5 Pre-takeoff Check
--Time check
--Mixture check
--Flap check
--Transponder code in and on
10. Altitude
--Density altitude is the combined effect of pressure, altitude and temperature.
--Aircraft instruments are calibrated under standard conditions for sea level 59 degrees Fahrenheit and 29.92
inches of mercury
--Air temperature and air pressure normally decrease with any increase in altitude
--Density altitude is computed by correcting for pressure and temperature variations from standard
--Higher density altitudes reduce engine power, propeller efficiency and wing lift
--Density altitude can increase takeoff requirements by 25 percent for every 1000' of elevation
--POH takeoff charts require you to use pressure altitude and temperature figures accurately.
--For best performance the air/fuel mixture must be properly leaned.
--Humidity affects engine performance more than anything.
--Add 10% to your performance figures in high humidity situations.
--At high densities use the same usual indicated airspeeds. True air speed changes.
--Be sure to lean the engine for best power at density altitudes above 5000 feet.
--Plan for early morning and late afternoon departures.
--If ever in doubt about density altitude effects, stay on the ground.
11. Wind
--A headwind that is 10-percent of your liftoff speed will lower T.O. distance by 19-percent
--The same amount of tailwind will increase T.O. distance by 21-percent
--Regardless of the wind the indicated airspeed for takeoff will be the same.
--Failure to select the proper runway is a major cause of takeoff accidents
--A 90-degree crosswind is effectively the same as a calm wind.
12. Runway
--Acceleration and braking is affected directly by surface condition
--Manual information is for level, dry and hard surfaces
--Any slope, gradient, composition or condition other than level, dry, and hard makes a difference
--Runway gradient is maximum difference in runway centerline elevation divided by its length
--Maximum runway grade and longitudinal grade change is 2 percent
--Runway length must be increased 20-percent for each 1 percent of upslope
--A one-percent upslope raises takeoff requirements by two to four percent
--An uphill into the wind takeoff is preferred to a down slope and downwind takeoff
--Known effect of water, snow, sand, gravel, mud and grass is hard to determine
--Each pilot must make his own decision but doubling is a minimum requirement
--Dry short grass on firm ground requires 107 percent of book figures.
--If power loss occurs on takeoff, land straight ahead
13. Ground Effect
--Drag is reduced close to the ground due to restricted airflow around the wing.
--Ground effect makes it possible for an aircraft to lift off the ground and not be able to climb.
--Leaving the ground in ground effect at too high an angle means that the nose must lowered to regain
flying speed. With insufficient altitude to do this a crash is certain.
--It is best to lift off in ground effect and stay close to the ground to accelerate

Spacing Departure and Destination Checkpoints
A. Some compromise between a good checkpoint and equal spacing may need to be made. Usually a slight change in distance can make this system work. Likewise, it is important that the distances be measured only by using the scale along the vertical lines of longitude. The checkpoints are not required to be evenly spaced but it does make fuel and time estimates easier. It is more important that checkpoints be easily identified.
B. Three identifiable elements to confirm point
C. Use a 60-degree+ VOR radial as backup for points. 60 degree angle or higher.
D. Preferably on pilots side of course line
E. Located so as to account for visibility, speed and conditions.
F. Use VOR to/from departure/destination
--1. Account for altitude/range/obstructions
--2. Possible malfunction/ident required
--3. Double check OBS/compass/heading indicator
--4. Enter essentials on log and sectional
G. Fly an airport vicinity route. Avoid desolate areas.
H. Start with FULL tanks. Use the POH to figure fuel consumption.
Refuel to FULL at each stop and compare your estimates with actual. Start to revise POH figures to fit actual fuel used as you make other flights until you get more realistic estimates.

Cross-Country Radio Preparation
X-Country preparation
Take a bottle of water (2) and some snack food. Except for STS there are no places to eat planned. Willows is a possible if you must. Be sure to amend/extend flight plan if you stop.
Take cell phone and call me when on the ground if you feel like it.

Write time on chart that you reach each checkpoint.
Don't be afraid to let go of the yoke and hold heading with rudder.
Hold chart so that the course line on the chart is pointed over the nose.
Fold chart so that it is about 8" wide with the course line in the middle.
Hold chart up to check and write on it.
Looking down will cause you to descend and turn.
At each stop review the radio work for the next leg.
Write out flight plan forms ahead of time.

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