2. Airworthiness certificate
Registration
Radio License
Operator's Handbook
Weight and balance info.

3. Annual Inspection
100 Hour Inspection (if used for hire)
Pitot, Altimeter, and Transponder w/in 24 calendar months
ELT Battery at half its shelf life or after 1 hour of use.

4. (ATOMS)*2 ELF
Altimeter
Airspeed Indicator
Techameter
Temperature guage
Oil Temp. guage
Oil press. guage
Manifold Pressure guage (if changable pitch prop)
Magnetic compass
Seat belt
Shoulder harness (if equipped)

Elt, Landing gear indicator, fule guages.

5. FLAPS
Fuses (extra set of each)
Landing lights
Anticollision lights
Position Lights
Source of electricity (generator or alternator)

6.

7.

8.

9. VFR, Marginal VFR, and IFR weather
An abbreviated surface analysis chart.

10. Areas of Precipitation
Thunderstorm Cells
Lines of Cells
Thunderstorm Activity.

11. Observed Temperature/Dewpoint Spread
Wind Direction and Speed
Height of Pressure Surface (in meters)
Highs, Lows, Troughs and Ridges
(issued twice daily for 5 pressure altitudes from 850mb [5000'] to 200mb [39,000].

12. A line of equal wind velocity.

13. The freezing level as reported from upper air observations.

14. Surface to 24000' (400mb)
IFR and marginal VFR
Turbulence
Freezing levels
Frontal Pressure Centers.

15. 24 hour outlook on Thunderstorm and Tornado watches.

16. When the ceiling is under 2000' and/or the visibility is under 3 miles within one hour of ETA.

17. 600' and 2 miles for an airport with a precision approach, 800' and 2 miles for an airport without a precision approach.

18. When the angle of attack increases, the center of pressure moves forward. When the angle of attack decreases the center of pressure moves rearward. This affects the aerodynamic balance and controllability of the aircraft.

19. The cross-sectional shape of the airfoil
The angle of attack
The area of the airfoil
The speed of the moving air moving over the airfoil
The density of the air.

20. Perpendicular to the relative wind.

21. At the center of pressure.

22. The cross-sectional shape of the airfoil
The angle of attack
The area of the airfoil
The speed of the air moving over the airfoil
The density of the air
(induced drag varies proportionally to the airspeed)

23. Form drag, profile drag and interference

24. Thrust is a force which imparts a change in the velocity of a mass. Thrust acts parallel to the centerline of the prop. If the center of thrust is below the CG, an increase in power will produce a nose-up rotational force.

25. Excess power

26. Excess thrust

27. Additional power produces more thrust
Additional thrust causes acceleration
Downward tail load increases
Altitude increases
Increased angle of attack increases drag until drag and thrust are balance again
The upward force of lift is equal to the combined downward force of weight and tail load, and the airplane climbs at a steady speed.

28. Reduction of power reduces thrust
Decreased thrust causes deceleration
Upward lift and downward tail load both decrease
Nose drops and airplane accelerates
Forward vector of descent angle makes up for thrust reduction
Airspeed increases enough to increase downward tail load
Nose rises enough to hold original airspeed (before power reduction)
Drag equals thrust and thrust vector from descent angle
Acceleration stops
Upward force is equal to weight and tail load, and the airplane descends at a constant power and constant speed

29. When the airplane is banked, the lift and induced drag on the raised wing increase, while the lift and induced drag on the lowered wing decrease. This ends when the bank angle increases enough to form a horizontal component of lift

30. The slower airspeed, higher angle of attack, and higher wing load require more aileron deflection than when rolling into a turn. This produces adverse yaw in the direction of the turn, requiring more rudder pressure to counteract it

31. Stability is the quality of an airplane to correct for conditions that may disturb its equilibrium

32. Maneuverability is the quality of an airplane that permits it to be maneuvered easily and to withstand the stresses imposed by the maneuvers

33. Controllability is the capability of an airplane to respond to the pilot's controls, especially with regard to flight path and attitude

34. If the center of gravity is located ahead of the center of pressure, the resulting nose-down moment is balanced with a downward aerodynamic tail load

35. When the center of pressure is located forward of the CG, the airplane has a tendency to nose up and enter a stalled condition

36. A long period oscillation in which the pitch attitude, airspeed, and altitude vary, but the angle of attack remains relatively constant. It is a gradual interchange of potential and kinetic energy about some equilibrium airspeed and altitude. An airplane experiencing longitudinal phugoid oscillations is exhibiting positive static stability and can be easily controlled by the pilot

37. Lateral stability is the result of the dihedral angle. When one wing drops, the airplane will slip to that side, the angle of attack increases on the lowered wing and decreases on the high wing, causing the airplane to return to a level flight attitude

38. Dutch roll tendency

39. Directional stability is the tendency of the airplane to turn into the relative wind, and is achieved by the vertical area of the fuselage and vertical tail surfaces behind the center of gravity

40. The airplane will suffer from spiral instability. When a wing drops, the nose will yaw toward the low wing and the airplane will begin to turn. The increased airspeed of the wing on the outside of the turn will increase the angle of bank and the strong directional stability will force the nose into a low pitch angle. The will cause the airplane to enter a descending spiral

41. Dutch roll is the most objectionable, so some planes might exhibit a degree of spiral instability

42. Initially, heavier weight results in a slower spin rate, but as the spin progresses it becomes more and more difficult to stop

43. A forward CG inhibits the high angle of attack necessary for a stall, so spins are less likely. An aft CG could result in a flat spin, with the axis of rotation close to the CG, which makes recovery difficult or impossible

44. The load factor is the ratio of the amount of load imposed on an aircraft structure to the weight of the structure itself

45. The maximum speed at which an airplane can be safely stalled. This speed is normally 1.7 times the stalling speed. As the stalling speed increases with weight, so does the design maneuvering speed

46. The aspect ratio is the ratio between the span of a wing to its mean chord. A high aspect ratio wing has a lower stall speed and less drag than a low aspect ratio wing

47. Flaps increase the camber of a wing, thus increasing both lift and drag. At first lift is greater than drag, but when the flaps are extended more than 50% then drag exceeds lift

48. Induced drag decreases without a corresponding increase in parasite drag. The lift coefficient for a given angle of attack is higher, so the same angle of attack will produce more lift. There is a reduction in static pressure in the pitot-static system which causes an increase in indicated airspeed

49. Magnetic variation is the difference between true and magnetic north. Magnetic deviation is the result of local magnetic fields produced by metals and electrical systems in the aircraft

50. The compass magnets point downward due to the vertical component of the earth's magnetic field