Approach minimums: Think of minimums as the point where the pilot must either have the required visual references or begin the missed approach.
DA versus MDA:DA is tied to a decision with vertical guidance; MDA is a minimum descent “floor” for procedures without the same vertical guidance.
Airport diagrams: Treat the sketch as a ground-navigation map. It helps anticipate taxi routes, intersections, runway crossings, and entry procedures.
Drag curve: At low speed, induced drag dominates; at high speed, parasite drag dominates. The minimum-drag point separates these regions.
Normal versus reversed command: In normal command, slowing requires less power; in reversed command, slowing requires more power.
Turn mechanics: Banked lift is divided into a vertical part that supports weight and a horizontal part that turns the aircraft.
Spatial disorientation: The vestibular system reports changes in motion, not a reliable permanent picture of attitude. A prolonged constant turn can feel like no turn.
Weather radar: Radar returns show reflected precipitation energy, not the complete hazard environment. Turbulence and cloud structure may be present without being displayed.
Cold temperature: Pressure surfaces are closer together in colder air, so indicated altitude can exceed true altitude.
Instrument flying: Establish the attitude, verify performance, and make small corrections. The attitude indicator provides the reference; supporting instruments verify the result.
Trend vectors: A trend is an early warning. It helps detect a developing deviation before the displayed value becomes significantly wrong.
Icing: Ice changes the airfoil rather than merely adding weight. It reduces lift capability and increases drag.
FMS: The FMS acts as a central computer that combines navigation inputs and presents a usable computed position and route guidance.