Pre-flight Planning

Study-aid disclaimer

Why preflight planning matters (ACS / ADM)

Preflight planning is how you turn a certificate and an airplane into a legal, informed, and reversible flight. The regulation asks you to know what you need before the wheels move. The ACS and PHAK ask you to treat that information as risk management, not a box-check.

ACS framing — Area I (Preflight Preparation). For private airplane, expect knowledge, risk management, and skill threads that feed planning, including:

ACS framing — Area II (Preflight Procedures). Task A (Preflight Assessment) explicitly risks Pilot / Aircraft / Environment / External pressures—the same PAVE buckets. Task B (Flight Deck Management) covers passenger briefing, securing items, checklists, and distraction management.

ADM framing (PHAK Ch. 2). Aeronautical Decision-Making is continuous: gather information, identify hazards, assess options, act—and re-evaluate when new information arrives (including after start, taxi, or takeoff). Meeting the letter of a fuel or weather rule does not mean the flight is wise. Build personal minimums with your CFI that are usually more conservative than the regulatory floor—especially early in training, at night, into short/soft fields, or with passengers.

Instructor point: The best preflight habit is willingness to delay, divert, or cancel. A plan that cannot be reversed under pressure is not a plan.

Suggested internal links: [Weather → /learn/weather/] · [Navigation → /learn/navigation/] · [Regulations → /learn/regulations/] · [Airspace → /learn/airspace/] · [Night flying → /learn/night-flying/]

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§91.103 — what “all available information” means

The rule (plain instructor language)

14 CFR §91.103 — Preflight action (eCFR text verified ~2026-09-06):

Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include—

(a) For a flight under IFR or a flight not in the vicinity of an airport:

• weather reports and forecasts
• fuel requirements
• alternatives available if the planned flight cannot be completed
• any known traffic delays of which the PIC has been advised by ATC

(b) For any flight:

• runway lengths at airports of intended use, and
• takeoff and landing distance information:
• (1) if an approved Airplane/Rotorcraft Flight Manual with takeoff/landing distance data is required — use the data in that AFM;
• (2) otherwise — other reliable information appropriate to the aircraft for expected airport elevation, runway slope, gross weight, wind, and temperature.

How to read it as a student / private pilot

1. “All available information” is broader than the laundry list. Paragraphs (a) and (b) are minimum named contents, not a ceiling. NOTAMs, TFRs, Chart Supplement quirks, aircraft status, and personal fitness are part of becoming familiar with the flight.
2. Local pattern work still triggers (b). Runway lengths and takeoff/landing distance data apply to any flight. Even a “quick hop around the patch” needs performance awareness for the runway and conditions.
3. Cross-country (and IFR) trigger (a). Weather reports/forecasts, fuel, alternatives, and known ATC delays are named for IFR or flights not in the vicinity of an airport.
4. AFM/POH is not optional when it is the approved source. §91.103(b)(1) points you into the flight manual’s performance data. Related: §91.9 — operate within AFM/marking/placard limitations; keep the required manual material available in the aircraft as specified.
5. Alternatives ≠ “I’ll figure it out later.” The regulation’s “alternatives available” clause is the bedrock of contingency thinking: what if the destination weather fails, the runway is closed, or you burn more fuel than planned?

Training memory aids (not FAR text): Some schools teach NWKRAFT / WKFARTN-style lists (NOTAMs, weather, known delays, runway lengths, alternatives, fuel, takeoff data, etc.). Use them as checklists to satisfy §91.103—never as a substitute for reading the regulation.

Cross-link: Fuel floor details → §91.151 section below and /learn/regulations/. Weather products → /learn/weather/.

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PAVE as a risk framework (PHAK)

PHAK Chapter 2 (ADM / risk management) teaches PAVE as a way to perceive hazards before and during flight by sorting risk into four buckets:

How to use PAVE (instructional, not a go tree):

1. List hazards in each bucket for this flight.
2. Decide whether each hazard can be mitigated to an acceptable level under your personal minimums and CFI guidance.
3. If not—delay, change the plan, or cancel.
4. Re-run PAVE when new information arrives (weather update, maintenance squawk, passenger pressure at the FBO).

ACS tie-in: Area II Task A risk elements and Area I Task D risk elements map directly to Pilot / Aircraft / Environment / External pressures.

This page does not tell you when to go. It gives you a structured way to talk with your CFI about how you decide.

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Weather briefing sources & products

Regulatory anchor: §91.103(a) names weather reports and forecasts for IFR or flights not in the vicinity of an airport. ACS Area I Task C tests sources, products, meteorology applicable to VFR, and go/no-go / continue/divert risk management—including personal weather minimums.

AC 91-92 (Active as of access ~2026-09-06) provides an educational roadmap for preflight self-briefings—planning, weather interpretation, and risk identification/mitigation—under the §91.103 obligation. Key instructor takeaways (guidance, not a new FAR):

• A thorough self-briefing from appropriate automated / authoritative resources may satisfy Part 91 familiarity requirements.
• Flight Service remains available in a consultative role when you need a second set of eyes.
• Brief early, then update before engine start and as conditions change.
• Cover more than METARs: adverse conditions, winds aloft, TAFs/forecasts, NOTAMs, TFRs, runway/airport status, and how the weather interacts with your airplane and experience.

Official / accepted sources (high level)

What a solid VFR briefing usually includes (study checklist)

• Adverse conditions — AIRMETs, SIGMETs, Convective SIGMETs, PIREPs that matter to your altitude/route
• Synopsis / big picture — fronts, pressure systems, trends
• Current conditions — METARs/SPECIs at departure, destination, and likely outs
• Forecasts — TAFs (where available), GFA / other forecast tools covering your ETA window
• Winds and temperatures aloft — groundspeed, fuel burn, and climb performance
• NOTAMs — runway/taxiway closures, navaid outages, lighting, FDC items
• TFRs / SUA — see Documents section; verify official sources
• Alternates / outs — airports and routes you can actually use if the plan fails

Be willing to reverse a go decision. New adverse weather, a TFR you missed, or fuel numbers that do not leave margin after wind is applied are reasons to stop—not reasons to hurry.

Deep weather theory and decode: /learn/weather/. This page stays at the planning-obligation layer.

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Weight & balance and performance (PHAK; POH/AFM)

ACS: Area I Task F — Performance and Limitations (charts/tables; atmospheric conditions; configuration; airport environment; CG; weight and balance; possible differences between calculated and actual performance).

Regulatory pointers (careful):

• §91.103(b) — runway lengths and takeoff/landing distance data (AFM when required).
• §91.9 — comply with AFM / markings / placards; carry required manual material.
• §91.7 — no operation unless airworthy; PIC determines condition for safe flight and shall discontinue when unairworthy mechanical, electrical, or structural conditions occur. (Airworthiness inspection depth → regulations / ACS Task B—not expanded here.)

Weight & balance (PHAK Ch. 10 — concepts)

You must know whether the airplane is within approved weight and CG envelope for the flight—and that loading remains acceptable as fuel burns (aft/forward CG shift with fuel depends on tank location—use the aircraft’s data).

Instructor-level effects (PHAK / W&B training standard):

• Excess weight → longer takeoff, reduced climb, higher stall speed, longer landing, less margin.
• Forward CG → generally more stable longitudinally, higher stall speed, heavier elevator forces, more nose-heavy landing behavior.
• Aft CG → less stable, potentially lighter elevator feel, stall recovery can be more difficult—outside aft limit is a serious hazard.

Out of scope here: full worksheet encyclopedia, standard passenger/fuel weights tables, or graph-method tutorials. Practice with your AFM/POH loading charts and empty-weight data (which may differ from sample problems after equipment changes). Companion depth: Aircraft Weight and Balance Handbook (FAA-H-8083-1 series) when your CFI assigns it.

Performance (PHAK Ch. 11 — concepts)

Density altitude is pressure altitude corrected for nonstandard temperature (humidity also reduces density). High density altitude (hot / high / humid) → less power, less propeller efficiency, less lift → longer takeoff rolls, weaker climbs, longer landing rolls.

§91.103(b)(2) explicitly points planners at expected elevation, slope, weight, wind, and temperature. Instructor checklist for takeoff/landing distance work:

1. Use AFM/POH charts for the aircraft—do not “eye” sea-level numbers on a hot day at a high airport.
2. Apply conservative inputs (actual or worse weight, temperature, wind component, runway surface/condition as the chart requires).
3. Account for runway slope, surface (dry paved vs grass/soft), wind (headwind helps; tailwind hurts), and obstacles.
4. Compare computed distance to available runway length with a personal margin—regulatory “it fits on paper” is not the same as “comfortable for my experience.”
5. Remember PHAK/ACS risk note: calculated ≠ actual. Technique, worn engines, soft fields, and unexpected wind shear eat margins.

Do not treat this section as an AFM chart course. Sit with your CFI and the actual POH until you can compute W&B and takeoff/landing data for your training airplane without guessing.

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Route, fuel, alternates, contingencies

ACS: Area I Task D — Cross-Country Flight Planning (route/airspace/SUA; altitude; time/course/distance/heading/GS/ETA/fuel with reserve; VFR flight-plan elements; filing/activating/closing). Risk elements again include Pilot / Aircraft / Environment / External pressures and fuel planning.

Navigation craft (checkpoints, pilotage/DR, diversion, lost procedures) lives on /learn/navigation/. This section is the planning obligations that feed that nav log.

Route and checkpoints (planning layer)

• Select a route that respects airspace, terrain, glide options, and available nav/comm.
• Choose positive checkpoints (PHAK Ch. 16)—features you can identify early enough to correct drift.
• Build outs: airports or routes you can divert to with fuel and weather that still work.
• Plan altitudes with terrain/obstacles, VFR cruising rules (§91.159), wind, and cloud clearance in mind (/learn/airspace/, /learn/weather/).

Fuel — §91.151 (VFR airplane floor)

14 CFR §91.151(a) (airplane VFR; eCFR verified ~2026-09-06):

No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed—

1. Day — to fly after that for at least 30 minutes; or
2. Night — to fly after that for at least 45 minutes.

(b) Rotorcraft VFR reserve is 20 minutes after the first point of intended landing (exam trap; not the ASEL planning default).

Instructor notes:

• The reserve is a time at normal cruise—not a magic gallon number. Convert with the airplane’s cruise fuel flow.
• Wind and forecast weather are in the rule. A headwind that lengthens ETE increases fuel required before you add the 30/45.
• §91.103(a)’s alternatives language means legal reserve to destination is not the whole story when destination weather or runway status is uncertain—plan fuel that still supports a real out.
• Personal minimums often add margin above 30/45 (especially night, unfamiliar airports, convective season). That is ADM—not a substitute regulation invented by this site.

Contingencies (high level)

• Weather fails — divert early while options remain (ACS diversion skills).
• Runway closed / NOTAM — you already checked; if not, you violated the spirit of §91.103.
• Fuel burn higher than planned — recalculate; land with reserve, do not stretch.
• Passenger or schedule pressure — External pressures bucket; have an exit script (“we’re delaying”) rehearsed with your CFI.

VFR flight plan (elements & habits)

ACS expects knowledge of VFR flight-plan elements and procedures for filing, activating, and closing. A VFR flight plan is not required for most Part 91 VFR flights, but it is a strong SAR tool—especially on cross-countries. File with Flight Service / authorized methods; activate when airborne (or as briefed); close on arrival so search-and-rescue is not launched unnecessarily. Details and nav-log craft → /learn/navigation/.

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Documents, NOTAMs, TFRs, Chart Supplement (high level)

Aircraft / PIC documents (pointer only)

Before flight, confirm you can act as PIC (certificate, medical/BasicMed pathway as applicable, photo ID, currency, endorsements)—/learn/regulations/. Confirm the airplane’s required certificates and inspection status per ACS Area I Task B / Part 91. Training mnemonics such as ARROW are study aids, not regulation titles—verify carriage and currency with eCFR and your CFI.

Chart Supplement

The Chart Supplement (formerly A/FD in older materials) is the FAA civil/military flight-information publication with airport data, communications, weather sources, special notices, and related operational information. FAA AIS publishes it on a recurring product cycle (commonly cited as 56 days—confirm the live cycle on the digital Chart Supplement page). Use it with current charts for runway lengths, lighting, pattern info, and remarks that sectionals cannot hold. Digital products: FAA Digital Chart Supplement.

NOTAMs

Notices to Air Missions (NOTAMs) convey time-critical aeronautical information (closures, outages, hazards, FDC items, etc.). Checking NOTAMs is part of becoming familiar with available information under §91.103. Official search tools and Flight Service briefings are appropriate paths; EFB overlays are convenient but verify against authoritative feeds when something looks critical.

TFRs (pointer only — no invented procedures)

Temporary Flight Restrictions restrict operations in defined airspace for limited times (VIP movement, disaster, sporting events, firefighting, launches, etc., as issued). They are published via the NOTAM system and summarized on official FAA TFR resources.

Official starting points:

• FAA TFR list / map — tfr.faa.gov
• FAA NOTAM search / Flight Service briefing
• Charted SUA / SFRA awareness on sectionals (/learn/airspace/)

Hard rule for this study guide: Do not invent intercept procedures, “how to get through a VIP TFR,” or waiver folklore. Read the NOTAM/TFR text, comply, and ask ATC / Flight Service / your CFI when unsure. Violating a TFR can lead to enforcement action and worse.

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Passenger briefing / sterile cockpit (high-level training)

Regulatory floor — seat belts (§91.107)

For U.S.-registered civil aircraft (with limited exceptions in the rule), the PIC must ensure:

1. Briefing — each person on board is briefed on how to fasten and unfasten the safety belt and, if installed, shoulder harness (before takeoff).
2. Notification — each person is notified to fasten the belt/harness before surface movement, takeoff, or landing.
3. Use — each person occupies an approved seat/berth with belt (and shoulder harness if installed) properly secured during those phases (see rule for limited exceptions, e.g., certain seaplane dock helpers; child-restraint rules are detailed—follow eCFR / CFI guidance).

ACS passenger briefing (Area II Task B)

Beyond the §91.107 belt briefing, ACS skill PA.II.B.S2 expects an appropriate passenger briefing including, as applicable:

• identifying the PIC
• use of safety belts / shoulder harnesses
• doors
• passenger conduct
• sterile aircraft
• propeller blade avoidance
• emergency procedures

Also secure loose items/cargo; manage distractions (ACS risk: passenger distractions).

“Sterile cockpit” for Part 91 training flights

In Part 121 operations, §121.542 defines sterile flight-deck rules for critical phases. That rule does not automatically apply to Part 91 private flying. For training and private passenger flights, treat sterile aircraft / sterile cockpit as good ADM and ACS briefing content: ask passengers to keep non-essential conversation and interruptions to a minimum during taxi, takeoff, climb, approach, and landing so you can fly the airplane and hear the radios.

Do not lecture passengers with invented Part 121 legalisms. Do brief them clearly: who is PIC, belts, doors, props, emergencies, and when you need quiet.

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Tie-ins: weather, nav, regulations, airspace, night-flying

Suggested study sequence (not a syllabus): regulations anchors → weather products → this page’s §91.103/PAVE/fuel frame → navigation XC construction → airspace overlays → night differences → CFI dual on real briefings.

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Common pitfalls

1. Treating §91.103 as “only for cross-countries.” Runway lengths and takeoff/landing data apply to any flight.
2. Skipping performance charts on a hot/high day because “we’ve always made it.”
3. Legal fuel without wind — §91.151 requires considering wind and forecast weather.
4. Destination-only fuel thinking — no real alternate/out when weather or runway status is soft.
5. Ignoring External pressures — the PAVE letter that cancels the other three.
6. NOTAM/TFR blind spots — EFB overlay off, or assuming “nothing near here.”
7. Stale Chart Supplement / chart dates — wrong frequencies, closed runways, missing remarks.
8. W&B with sample empty weight after the airplane gained avionics.
9. Belt briefing skipped because passengers “already know.” §91.107 still applies.
10. Calling Flight Service “required for a legal briefing.” AC 91-92 / AIM allow compliant self-briefings—but you must actually cover the information.
11. Inventing TFR workarounds from forum posts.
12. Refusing to reverse a go decision after a last-look weather update.

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FAQ

Q: Do I have to call Flight Service every time?
A: §91.103 requires familiarity with available information—not a specific phone call. AC 91-92 recognizes thorough self-briefings; Flight Service remains an excellent consultative resource, especially when weather or NOTAMs are complex.

Q: Is 30 minutes of day VFR fuel “enough”?
A: It is the regulatory floor in §91.151(a)(1) after reaching the first point of intended landing (with wind/weather considered). Personal minimums and §91.103 alternatives often argue for more. Night airplane VFR is 45 minutes.

Q: Does PAVE appear in the FARs?
A: No. PAVE is a PHAK / risk-management framework. ACS risk elements mirror the same buckets.

Q: Is sterile cockpit required under Part 91?
A: The formal §121.542 rule is Part 121. For private/training flights, sterile-aircraft expectations appear in ACS passenger-briefing skills and good ADM—not as a Part 91 FAR clone.

Q: Where do I check TFRs?
A: Start with official FAA TFR resources (tfr.faa.gov), NOTAMs, and/or a Flight Service briefing. Do not rely on memory or social media.

Q: What does §91.103 say about takeoff distance?
A: For any flight, know runway lengths and takeoff/landing distance information—from the approved AFM when required, or other reliable aircraft-appropriate data for elevation, slope, weight, wind, and temperature.

Q: Is a VFR flight plan mandatory?
A: Generally not for Part 91 VFR, but ACS expects you to know the elements and how to file/activate/close. Strongly recommended for cross-country SAR value—ask your CFI.

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Practice questions

1. Quote the opening duty of §91.103. What two categories of information does paragraph (b) require for any flight?

Show answer

Become familiar with **all available information** concerning that flight. Paragraph (b): **runway lengths** at airports of intended use, **and** takeoff/landing distance information (AFM when required, or other reliable aircraft-appropriate data).

2. Airplane VFR fuel under §91.151: day vs night reserve times after the first point of intended landing? What must the calculation consider?

Show answer

**Day 30 minutes** / **night 45 minutes** at normal cruising speed, considering **wind and forecast weather**.

3. Expand PAVE. Which letter do PHAK/risk materials often treat as especially dangerous for decision-making?

Show answer

**P**ilot, **A**ircraft, en**V**ironment, **E**xternal pressures — often **External pressures**.

4. True/False: AC 91-92 is regulatory and replaces §91.103.

Show answer

**False.** AC 91-92 is guidance (Active); it clarifies how to meet §91.103 familiarity—it does not replace the regulation.

5. List at least five items an ACS-style passenger briefing should cover (Area II Task B).

Show answer

Examples: identifying the **PIC**; safety belts/shoulder harnesses; doors; passenger conduct; sterile aircraft; propeller blade avoidance; emergency procedures.

6. Why might density altitude force a weight reduction even when under max gross weight on paper?

Show answer

High density altitude reduces performance; AFM charts may show inadequate runway or climb margins for the conditions.

7. Where do you look for official TFRs (name at least one authoritative path)?

Show answer

[tfr.faa.gov](https://tfr.faa.gov/), FAA NOTAM search, and/or a Flight Service briefing.

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