Timid Virgins Make Woefully Dull Companions - Convert True Course to Compass Heading

75 - Taken Alive, 76 - In a Fix, 77 - Going to Heaven to remember transponder codes

I always used "seatbelts" for the S in GUMPS. I like switches better though, in a two place airplane it's not like anyone removes a seatbelt. Of course, it's a fixed gear, so the undercarriage better be there without any input from me as well or I'm in deep trouble.

I'm sure you know AROW for the required documents on board: *A*irworthiness Certificate; *R*egistration, *O*perators Handbook; *W*eight and Balance.

My CFII has an odd one for an in-range or descent check to do the approach prep and brief: ARTHAM

• ATIS (get the latest ATIS so you can report having it when requesting an approach, then review/set/brief the following from the plate for the approach:)
• Radios & Radials
• Time (to fly the approach for a given speed)
• Heading
• Altitudes
• Missed Approach Procedure

It's a little awkward but seems to get the job done.

Here's another one, though it's not really a mnemonic I find it very helpful. Primarily intended to do the mandatory instrument checks during taxi for an IFR flight.

It's just a "Z" check (though it's really sort of a backwards Z).

Assuming you have the standard 6-pack of instruments, it looks like this:

                                                                              Compass
                                                                                    ^                                                                                     ^
Top row:       Airspeed           Attitude --> Altitude --->
                                                   ^
                                                   ^
Bottom row:  Turn & Slip --> Heading      Vertical Speed

As you taxi out of parking, after your brake check and during your first taxi turn (where it's safe and you have enough clearance to look inside, of course), you start at the bottom left and check:

• The turn & slip indicator for a bank indication and the ball to the outside of the turn (and fluid in the slip/skid indicator).
• Then move right and check the heading indicator for an increasing heading for a right turn, or decreasing for a left turn.
• Then move up to the attitude indicator which should be stable and not indicating a bank of more than 5 degrees while you turn.
• Then over to the altimeter which should be within 75 feet of field elevation (assuming you've set the barometric pressure).
• And lastly up to the whiskey compass which should have fluid and show an increasing heading for a right turn or decreasing for a left turn.

For traditional steam gauges, you have I believe 5 minutes after engine start for your vacuum pump to spin up and stabilize your gyros, so if something like the attitude indicator isn't quite up to snuff on the turn out of parking, you need to make a mental note to check it again and make sure it's working properly after the five minute stabilization period.

There are numerous mneunomics available for the pilot to remember things by.

91.205(b) - TOMATOFLAMES (Day VFR)

91.205(c) - FLAPS (Night VFR)

91.205(d) - GRABCARD (IFR)

Required maintenance/checks documentation - AV1ATE (Annual / VOR Check / 100 hr inspection / Altimeter (Static Check) / Transponder / ELT

Compass Errors - VDMONA (Variation / Deviation / Magnetic Compass Correction Card / Oscillation / Northerly Turning Errors (UNOS) / Accelerations Errors (ANDS)

UNOS - Undershoot North / Overshoot South

ANDS - Accelerate North / Decelerate South