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Private pilot · ACS PA.II.A · lesson pack

Preflight Assessment

Why this one matters

Many accidents begin on the ramp: water in the fuel, a control lock left in, frost on the wing, a pilot who shouldn't be flying that day. A real preflight assessment, of yourself and of the airplane, catches these while fixing them is still easy.

1 · Know these cold

  • •Before every flight, assess yourself (IMSAFE), the airplane, the environment and the pressures on you (PAVE).(Risk Management Handbook (FAA-H-8083-2A))
  • •You, as pilot in command, decide whether the airplane is in condition for safe flight.(14 CFR 91.7)
  • •Do the preflight inspection with the POH checklist, every time: knowing why each item is checked is what lets you spot a defect.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • •Check fuel quantity visually and sump every drain for water and contamination; know the right fuel grade and color.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • •No frost, ice or snow on any critical surface (wings, tail, control surfaces, propeller, windshield, pitot-static ports and engine inlets) at takeoff. Frost must be removed, not polished smooth; even a thin layer reduces lift and raises the stall speed.(PHAK (FAA-H-8083-25C); 14 CFR 91.7(a))
  • •Confirm the airplane matches its type design: required placards, no unapproved modifications, documents on board.(14 CFR 91.9, 91.203)
  • •Keep assessing after the walkaround: weather, terrain and obstacles change through the flight.(Private Pilot ACS (FAA-S-ACS-6C), PA.II.A.S4)

2 · The lesson

You first
  • IMSAFE: Illness, Medication, Stress, Alcohol, Fatigue, Emotion (some add Eating, for nutrition, as a separate check). If any of them is a problem, the flight can wait.(Risk Management Handbook (FAA-H-8083-2A))
  • The legal yardsticks behind it: no flying within 8 hours of drinking, while under the influence, or at 0.04 or more (a hangover is still impairment); and no flying with a known medical deficiency or on a medication or treatment that would keep you from meeting the medical standards.(14 CFR 91.17; 61.53)
  • PAVE organizes the whole assessment: P, the Pilot in command (with IMSAFE as the deep check); A, the Aircraft; V, the enVironment; E, External pressures.(Risk Management Handbook (FAA-H-8083-2A))
  • Compare today's conditions with your personal minimums before you're at the airplane with passengers waiting.(Risk Management Handbook (FAA-H-8083-2A))
The right airplane, airworthy
  • Is this airplane right for the flight: performance, range, equipment (night, radios, transponder/ADS-B) and your experience in it?(Risk Management Handbook (FAA-H-8083-2A))
  • Airworthy has two parts: the airplane conforms to its type design (certificated configuration, required placards and markings, no unapproved changes) and is in condition for safe operation today. If an unairworthy mechanical, electrical or structural condition appears in flight, you must discontinue the flight.(14 CFR 3.5(a); 91.7(a)-(b))
  • Find the documents, don't just say them (ARROW): the Airworthiness certificate displayed, the Registration certificate, the Radio station license (only for international flights), the Operating limitations (approved AFM/POH, placards and markings), and current Weight and balance data.(14 CFR 91.9, 91.203)
  • Inspections current and ADs complied with. Inoperative equipment with no MEL: it must not be required by the type certificate or KOEL, by 91.205 or another rule for the flight, or by an AD. If it isn't required, it's deactivated or removed, placarded "Inoperative" and recorded; otherwise the airplane doesn't fly (or only under a special flight permit).(14 CFR 91.213(d); 91.205; 91.409)
The walkaround
  • Follow the POH checklist in order so nothing is skipped; it's organized to walk around the airplane once.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • Before touching anything: magnetos off (key out where the design allows), throttle, mixture and fuel selector as the POH says, control lock removed. Then stand back and look at the whole airplane: is it level and straight, any leaks or puddles, chocks, tiedowns, covers and gear pins.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • Cockpit: documents, master on to check fuel gauges, flaps and lights, then off.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • Fuel quantity: look in each tank (with a dipstick or tabs where fitted) and compare with the gauges. A gauge only has to read zero, in level flight, when the unusable fuel is all that's left, so treat its other readings as estimates and plan from what you saw. After refueling, confirm the amount and grade delivered and that the caps are secure.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations; 14 CFR 23.1337(b))
  • Fuel sampling: drain the strainer (gascolator) and each tank sump before the first flight of the day and after each refueling (after it settles). Check the grade by color (100LL is blue) and smell, and look for water and sediment. If you find water, keep draining that sump and every other one until the samples are clean; if it won't clear, don't fly and get maintenance involved.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • Engine: oil quantity, no leaks, cowling secure, propeller free of nicks and cracks, air intake clear.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • Airframe and controls: surfaces free and moving correctly, hinges and attach points secure, no dents or wrinkles; pitot cover off, static ports and fuel vents clear; stall warning works.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • Landing gear: tire condition and inflation, brakes and lines, struts.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • Frost, ice or snow: remove it all from wings, tail and control surfaces.(PHAK (FAA-H-8083-25C))
  • The regulations behind it: you are responsible for the airplane being in condition for safe flight, and it must meet its type design with placards and markings in place.(14 CFR 91.7, 91.9)
The environment and the pressures
  • The environment is more than weather: the airports you'll use (runway length, NOTAMs), the airspace on the route (classes, TFRs and special use airspace, and their equipment and radio demands), terrain and obstacles, day or night, and the route itself. Keep reassessing all of it as the flight goes on.(Private Pilot ACS (FAA-S-ACS-6C), PA.II.A.S4)
  • External pressures (schedules, passengers, the money already spent) push you toward going. Name them, and decide by your minimums.(Risk Management Handbook (FAA-H-8083-2A))
Security
  • Lock the airplane and secure the keys; look for signs of tampering on the preflight.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
  • Report suspicious activity at the airport to airport management or the GA Secure hotline (1-866-GA-SECURE).(AOPA Airport Watch / TSA GA security program)

Want it all on one page, with scenarios? Read the full lesson.

On the flight

ACS standards

  • Inspect the airplane with an appropriate checklist and verify it's in condition for safe flight and conforms to its type design.(Private Pilot ACS (FAA-S-ACS-6C), PA.II.A.S1-S2)
  • Perform a self-assessment, and keep assessing the environment.(Private Pilot ACS (FAA-S-ACS-6C), PA.II.A.S3-S4)

What your instructor is watching for

Your instructor watches whether you use the checklist rather than memory, actually look at and touch each item (not just glance), sump and inspect the fuel properly, and can explain why each item matters.

3 · Say it out loud

Answer each one out loud, then check yourself and mark how it went.

  1. Remember Recall it

    “What are you looking for when you sump the fuel?”

  2. Understand Explain why

    “Why does a thin layer of frost on the wing matter so much?”

  3. Apply Use it on a flight

    “On your walkaround you find water in the fuel sample from the left tank. What do you do?”

4 · Common mistakes

  • Doing the walkaround from memory.

    Habit skips items, especially when you're rushed or interrupted.

    Instead: Use the POH checklist every time, and restart the section if you're interrupted.

  • Trusting the fuel gauges.

    A light airplane's gauges only have to read zero when the tank is empty of usable fuel; other readings are estimates.

    Instead: Check the fuel visually in each tank and plan from what you saw.

  • Treating the self-assessment as a formality.

    You are the most important item on the checklist.

    Instead: Run IMSAFE honestly and compare conditions with your written personal minimums.

5 · Quick check

Answer, then reveal. Flag anything you want to see again.

  1. 1. Who is responsible for determining that the airplane is in condition for safe flight?

  2. 2. What color is 100LL avgas?

  3. 3. What do you check for when you sump the fuel tanks?

  4. Scenario4. You find a light coat of frost on the wings. What do you do?

  5. 5. What does PAVE stand for?

Trained it? Now prove it: practice preflight assessment out loud with our examiner.

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Connect it

One situation that runs across this lesson and its neighbors in the same ACS area. Decide first, then check.

Connect it · Preflight Procedures

Your fuel sample shows water. Your passenger is in a hurry to make a dinner reservation. At the run-up, the left magneto drop is beyond the POH limit.

Walk through each decision and how the pressure connects them. Decide, then see the worked answer

Sample every drain point into a clear container. A little water that clears is drained until the samples come out clean. Water that keeps coming, or a large amount of it, means the fuel source may be contaminated: stop, keep the samples, report it, and don't fly until the system has been drained or purged and re-sampled clean. The rushed passenger is external pressure, the setup for a 'get it done' decision, so name it and tell them you leave when the airplane is ready. At the run-up, the magneto check fails on an excessive drop, an excessive difference between the two magnetos, roughness, or no drop at all (which can mean a magneto isn't grounding). A fouled plug is only one cause of a large drop: if the POH gives a clearing procedure, try it once, then re-check. If the check still fails, taxi back. You're responsible for the airplane being airworthy before every flight, whatever the schedule.

AFH (FAA-H-8083-3C), Ground Operations; PHAK (FAA-H-8083-25C), Aircraft Systems; Risk Management Handbook (FAA-H-8083-2A); 14 CFR 91.3, 91.7

Brings together: Preflight Assessment · Flight Deck Management · Before Takeoff Check

Teaching this? The instructor lesson plan →

Study aid, not FAA guidance. Sources: Airplane Flying Handbook (FAA-H-8083-3C); Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C); Private Pilot ACS (FAA-S-ACS-6C); Your airplane's POH/AFM; Risk Management Handbook (FAA-H-8083-2A); 14 CFR 91.7, 91.9, 91.203, 91.213. Checked against current sources 2026-11-12.