Norway PPL Theory cheat sheet

EASA Part-FCL PPL(A) minimum: 45 h total flight time, of which at least 25 h dual instruction and at least 10 h solo, including at least 5 h solo cross-country with one flight of at least 270 km (150 NM) landing at two aerodromes other than the departure aerodrome.

Class rating validity: single-engine piston (SEP, land) is valid 24 months from issue or renewal; within the last 12 months of that period the holder must complete at least 12 h flight time, including 6 h PIC, 12 take-offs and 12 landings, and one training flight of at least 1 h with an instructor.

Medical certificate: EASA Class 2 for PPL. Privileges lapse when the medical expires; a lapsed medical invalidates the licence until renewed. Cabin crew/ATCO standards differ - do not substitute Class 1 or LAPL medical reasoning.

VFR minima in controlled airspace (EASA SERA.5001, generally): flight visibility 5 km and 1500 m horizontal, 300 m vertical distance from cloud; at or below 900 m (3000 ft) AMSL, 5 km visibility and clear of cloud with surface in sight. Norway may set higher national minima - check AIP ENR 1.2.

Special VFR (SERA.5010) requires ATC clearance; ground visibility at least 1500 m and cloud ceiling not higher than 600 m (2000 ft) are the typical European limits, with national variations published in AIP.

SERA.5005 VFR cruising levels: magnetic track 000–179 use odd thousands + 500 ft (3500, 5500...); track 180–359 use even thousands + 500 ft (4500, 6500...). Above 5000 ft in Norway, quadrantal levels apply as published.

Fuel planning: VFR day must carry fuel to destination plus 30 min cruise at 1500 ft above destination; VFR night 45 min. Contingency and alternate fuel are added where required by the operational rules.

Right-of-way order (SERA.3210): balloon, glider, airship, then power-driven aeroplane; converging same category, the one on the right has right-of-way; head-on both turn right; overtaking passes on the right. Landing aircraft has priority over taxiing and surface vehicles.

Airworthiness documents to carry/keep valid: Certificate of Airworthiness (or permit to fly), Certificate of Registration, noise certificate where applicable, aircraft radio licence, and the aircraft flight manual (AFM) - all must be on board or available as required.

ARC (Airworthiness Review Certificate) is valid 12 months; it is renewed after an airworthiness review by a Part-M/Part-CAMO organisation or the competent authority. Flight without a valid ARC is not permitted.

Maintenance programme: PPL-operated aircraft under Part-ML use the manufacturer's maintenance programme or the minimum inspection programme; 100-h/annual inspections and airworthiness directives (ADs) must be complied with and recorded in the aircraft logbooks.

Mass and balance: compute take-off mass, landing mass and CG position from the weighing report plus loading; the CG must remain inside the forward and aft limits for the whole flight. Forward CG increases stall speed and landing distance; aft CG reduces stability.

Pre-flight inspection is the pilot's responsibility even when maintenance is current: check control surfaces and hinges, tyres, brakes, fuel drains for water/sediment, oil level, pitot and static ports, and documents.

Magneto check at run-up: max drop typically 150 rpm, max difference between magnetos 50 rpm (check AFM/POH). Excessive drop or roughness indicates ignition or plug problems - do not depart.

Carburettor icing risk is highest at 0 to +15 °C with high humidity; use carb heat as prescribed, expect rpm drop and apply full heat before reducing power for descent.

Altimeter: set QNH to read altitude above mean sea level; QFE reads height above the reference point; QNE/standard 1013.25 hPa is used at/above the transition altitude. Temperature error: cold air makes the altimeter over-read - true altitude is lower than indicated.

Density altitude = pressure altitude + 120 ft per °C above ISA temperature. High density altitude increases take-off and landing distance and reduces climb rate - apply the POH correction charts.

Take-off and landing distances from the POH are for ISA, sea level, gross mass and specified flap; correct for pressure altitude, temperature, mass, wind (headwind ~50 % of wind speed as a rule of thumb) and surface condition.

Cross-country planning: true course from the chart, apply variation (east is least, west is best) to get magnetic course, then apply deviation from the compass card to get compass heading. Add wind correction for drift.

1-in-60 rule: a 1° heading error gives 1 NM lateral error per 60 NM flown. Use it for track-error correction and for estimating drift from a known wind.

Time and fuel: time = distance / groundspeed; fuel = time × hourly consumption. Always compute a PLOG with waypoint ETAs, legs, fuel at each checkpoint and a reserve.

VFR navigation methods: dead reckoning (heading, time, distance), visual map reading with line features, towns, lakes and coastlines, and radio navigation (VOR/DME, GNSS) as cross-check. Never rely on a single method.

Magnetic variation in Norway is roughly 0° to +10° east depending on region and is changing; use the value printed on the current chart and note the annual change.

Weather planning: obtain METAR, TAF, area forecasts and wind/temperature charts; check cloud base, visibility, icing and turbulence. Minimum VFR fuel plus alternate must be available before departure.

Hypoxia: symptoms include euphoria, tingling, headache and impaired judgement; time of useful consciousness at 25 000 ft is about 3–5 minutes. Above 10 000 ft use supplemental oxygen per rules; do not fly with a cold or after scuba diving within 24 h.

Hyperventilation and hypoxia are easily confused; both give dizziness and tingling. If in doubt, slow the breathing rate, use oxygen, descend and land.

Carbon monoxide poisoning from cabin heat: suspect with headache, nausea and drowsiness; shut off heater, open vents, descend and land.

IMSAFE checklist before flight: Illness, Medication, Stress, Alcohol (8 h bottle-to-throttle and no residual effect), Fatigue, Emotion/Eating.

Decision making: use a structured model (e.g. DECIDE or FOR-DEC) - detect, estimate, choose, identify, do, evaluate. Plan personal minimums and stick to them.

Sterile cockpit: no non-essential conversation or activity below 10 000 ft or during taxi, take-off, approach and landing. Distraction is a leading cause of incidents.

Lookout and collision avoidance: systematic scan (e.g. 10° sectors, 2 s each), clearing turns before manoeuvres, and radio calls at uncontrolled aerodromes on the published frequency.

Threat and error management: brief threats (weather, terrain, unfamiliar aerodrome), trap errors early, and debrief after flight. Report occurrences to the safety authority via the national reporting scheme.

Stall recognition and recovery: reduce angle of attack by pushing forward, apply full power, keep wings level, then recover. Practise at altitude with an instructor; do not practise stalls close to the ground.

Wake turbulence: avoid the flight path of heavy aircraft; land after the preceding aircraft has touched down and rotate before its touchdown point; stay above its flight path on approach.

Wind shear and microburst: go-around if approach speed or glide path cannot be maintained; do not attempt to recover below 500 ft - apply full power and climb.

Emergency: engine failure after take-off - lower the nose to maintain best glide speed, choose a landing area within reach, do not turn back below 500 ft. Mayday on 121.5 MHz, squawk 7700.

Emergency descent: use maximum available descent, turn away from traffic, set 7700 and transmit. Do not exceed VNE or flap limiting speeds.

Fire: shut off fuel and electrics, use extinguisher, land as soon as possible. Electrical fire - master switch off, then land.

Loss of control prevention: maintain speed above stall margin, respect crosswind limits, go around if unstable by 300 ft.

Airmanship: pre-flight briefing, passenger briefing, checklists, and a clear go/no-go decision based on weather, aircraft and pilot condition.

Radio failure in VFR: squawk 7600, continue VFR, keep a lookout, and land at the nearest suitable aerodrome; try alternate frequencies and listen on the published frequency.

Position reporting: use the standard phraseology - station called, own call sign, position, altitude, next position and ETA. Read back clearances and runway instructions.

At uncontrolled aerodromes: standard circuit direction, position reports on the published frequency, and no overtaking in the circuit. Announce downwind, base and final.

Transponder: squawk 7000 for VFR in Europe unless ATC assigns otherwise; 7700 emergency, 7600 radio failure, 7500 unlawful interference.

Flight plan: file before departure for cross-country flights as required; close the flight plan (or report arrival) to avoid unnecessary search and rescue.

Aerodrome operations: check NOTAMs, runway condition, wind and circuit direction; comply with local procedures published in the AIP and aerodrome manual.

Clearance readback: read back altitude, heading, frequency and runway instructions; if unsure, ask - never guess a clearance.

Emergency communications: MAYDAY for distress, PAN PAN for urgency; state call sign, position, nature of problem, intentions and persons on board.

QNH is the pressure reduced to mean sea level; QFE is pressure at the aerodrome reference point. Altimeter set to QNH reads elevation above MSL.

Standard atmosphere: 1013.25 hPa, 15 °C at MSL, lapse rate 1.98 °C per 1000 ft (about 2 °C/1000 ft).

Cloud base estimate: cloud base (ft) ≈ (temperature − dewpoint) × 400. A spread of 5 °C gives roughly 2000 ft.

Icing: most likely between 0 and −20 °C in visible moisture; structural icing increases weight and drag and reduces lift. Avoid cloud with temperatures near 0 °C.

Thunderstorms: avoid by at least 10 NM; do not fly under a storm or in the anvil. Expect severe turbulence, hail, icing and wind shear.

Mountain waves and föhn: expect strong downdrafts on the lee side and turbulence; maintain terrain clearance and avoid the lee side of ridges in strong winds.

METAR/TAF decoding: wind direction/speed/gusts, visibility, cloud amount and base, temperature/dewpoint, QNH, and trend. TAF gives forecast validity period.

Sea breeze and local winds in Norway: coastal areas often have afternoon sea breeze; fjords and valleys can channel wind and create local turbulence.

True airspeed (TAS) increases with altitude for a given IAS: roughly 2 % per 1000 ft. Use the POH or the navigation computer to convert IAS to TAS.

Groundspeed = TAS ± wind component along track. Headwind reduces groundspeed and increases time and fuel; tailwind does the opposite.

Wind triangle: use the navigation computer or vector method to find heading and groundspeed from TAS, wind direction/speed and true track.

Magnetic heading = true heading + easterly variation (or − westerly). Compass heading = magnetic heading + deviation.

1-in-60 rule: drift correction = (distance off track / distance flown) × 60 degrees. Use for in-flight corrections.

PLOG: record leg, true track, wind, heading, groundspeed, distance, ETA, fuel remaining. Update at each checkpoint and recalculate.

GNSS as primary navigation must be backed up by visual references and dead reckoning; do not rely on a single navigation system.

Chart reading: identify line features, towns, lakes, coastlines, restricted areas and controlled airspace boundaries; keep track of position at all times.

Take-off distance increases with mass, altitude, temperature and tailwind; landing distance increases with mass, altitude, temperature and tailwind.

Use the POH charts for the specific aircraft; never use generic rules as a substitute for the approved data.

Mass and balance: total mass = empty mass + fuel + crew + passengers + baggage. Check against MTOM and MLM.

CG limits: forward limit increases stall speed and reduces elevator authority; aft limit reduces static stability and can cause stall/spin recovery problems.

Fuel: usable fuel must cover trip, reserve, contingency and alternate; check fuel quantity by dipstick or gauges before flight.

Crosswind: check the aircraft crosswind limit and the runway condition; use the crab or wing-low method as appropriate.

Density altitude: high, hot and humid conditions reduce performance; apply the POH correction and consider a shorter runway or lower mass.

Runway surface: grass, snow and wet runways increase take-off and landing distance; check the runway condition report and NOTAM.

Vision: use off-centre viewing at night (rods are more sensitive away from the fovea); allow 30 min for dark adaptation; avoid bright light before night flight.

Hypoxia: above 10 000 ft without oxygen, judgement and vision degrade; use supplemental oxygen as required and descend if symptoms appear.

Decompression sickness: after scuba diving, wait at least 24 h before flying (12 h for dives without decompression stops, per common guidance).

Fatigue: impairs reaction time and decision making; plan rest, avoid long duty days, and do not fly when tired.

Stress and workload: use checklists, prioritise tasks, and use automation appropriately; avoid task saturation during critical phases.

Medication: many common drugs impair performance; check with an AME before flying. Alcohol: 8 h bottle-to-throttle and no residual effect.

Spatial disorientation: trust the instruments in IMC; VFR into IMC is a leading cause of fatal accidents - turn back or divert.

Passenger safety briefing: seat belts, doors, emergency exits, oxygen and fire extinguisher location; ensure passengers understand the briefing.

PPL(A) privileges: act as PIC of aircraft in the appropriate class rating, carry passengers, but not for remuneration unless specific conditions are met.

Recency: 3 take-offs and 3 landings in the last 90 days to carry passengers; night currency requires 3 take-offs and 3 landings at night.

Logbook: record all flights, including dual, solo, PIC and cross-country time; keep it accurate and up to date.

Licence and medical: carry them on board; check validity before flight.

Rules of the air: comply with SERA and national AIP; obey ATC clearances and instructions.

Airspace: know the classes, controlled and uncontrolled airspace, and the VFR minima applicable.

Aircraft documents: C of A, C of R, radio licence, insurance, AFM, mass and balance, and maintenance records.

Incident reporting: report accidents and serious incidents to the accident investigation board and the civil aviation authority as required.

Pitot-static system: pitot tube measures total pressure; static port measures static pressure. Blocked pitot causes airspeed indicator to behave like an altimeter.

Altimeter: aneroid capsule responds to static pressure; set QNH for altitude above MSL.

Airspeed indicator: coloured arcs - white flap range, green normal range, yellow caution range, red never-exceed (VNE).

Vertical speed indicator: rate of climb or descent in ft/min; lag and lag correction are inherent.

Gyroscopic instruments: attitude indicator and heading indicator are gyroscopic; vacuum or electric power.

Magnetic compass: subject to deviation and variation; use the compass correction card.

Engine: check oil pressure, oil temperature, cylinder head temperature, fuel flow and rpm; know the normal ranges from the POH.

Electrical system: alternator, battery, master switch, circuit breakers; know the load and the backup for essential instruments.

Circuit: join on the downwind leg at circuit altitude, fly a standard rectangular pattern, announce position on the published frequency.

Take-off and landing: use the runway in use, check wind, and comply with ATC or aerodrome procedures.

Go-around: apply full power, maintain directional control, climb, and rejoin the circuit.

Wake turbulence: land after the preceding aircraft has touched down and stay above its flight path.

Runway incursion: check the runway is clear before entering; use the standard calls and read back clearances.

Aerodrome signs and markings: runway designators, holding points, taxiway markings and signs.

Emergency: know the aerodrome emergency procedures and the location of fire and rescue services.

Noise abatement: comply with published noise abatement procedures and avoid unnecessary power changes.

Risk assessment: identify hazards, assess likelihood and severity, and apply mitigations before flight.

Personal minimums: set weather, wind, visibility and currency minimums and do not exceed them.

Decision making: use a structured model and consider alternatives before committing to a course of action.

Situational awareness: monitor position, weather, fuel and traffic; avoid fixation on a single task.

Threat and error management: brief threats, trap errors, and debrief after flight.

Reporting: report occurrences to the safety authority; use the national reporting scheme.

Safety culture: just culture, open reporting, and learning from incidents.

Crew resource management: communication, leadership, workload management and decision making.

Icing: most likely between 0 and −20 °C in visible moisture; avoid cloud with temperatures near 0 °C.

Thunderstorms: avoid by at least 10 NM; do not fly under a storm or in the anvil.

Wind shear: expect near thunderstorms, fronts and strong surface winds; go around if approach is unstable.

Mountain waves: strong downdrafts on the lee side; maintain terrain clearance.

Fog and low visibility: check METAR/TAF and trend; do not depart into conditions below VFR minima.

Turbulence: expect mechanical turbulence near terrain and convective turbulence in unstable air.

Fronts: cold fronts bring rapid weather changes and gusty winds; warm fronts bring low cloud and poor visibility.

Weather decision: obtain a full briefing, check trends, and have an alternate plan.