Preflight Flashcards
An applicant for an instrument rating must have at least how much and what type of flight time as a pilot?
A. 50 hours of x-country time as PIC, of which 10 hours must have been in an airplane
B. 40 hours of actual/simulated instrument time in Part 61 operations, of which 15 hours must have been received from an authorized instructor who holds an instrument airplane rating, and the instrument time includes:
1. 3 hours of instrument flight training from an authorized instructor in an airplane that is appropriate to the instrument-airplane rating within 2 calendar months before the date of the practical test 2. Instrument flight training on x-country procedures, including x-country flight in an airplane with an authorized instructor, that is performed under IFR, when a flight plan has been filed with an ATC facility, and that involves a flight of 250 NM along airways or ATC directed routing, an instrument approach at each airport, and 3 different kinds of approaches with the use of navigations systems.
When is an instrument rating required?
A. Under instrument flight rules
B. In Wx conditions less than the minimum for VFR flight
C. In Class A airspace
D. Under special VFR within Class B, Class C, Class D and Class E surface areas between sunset and sunrise
E. When carrying Pax for hire on x-country flights in excess of 50 NM or at night.
What are the recency of experience requirements to be PIC of a flight under IFR?
A. A flight review
B. To carry Pax, 3 takeoffs and landings within the preceding 90 days in an aircraft of the same category, class and type, if a type rating is required (landings must be to a full stop at night or in a tailwheel)
C. Within the 6 calendar months preceding the month of the flight, performed and logged in actual Wx conditions or under simulated conditions, at least the following tasks in an airplane:
1. Six instrument approaches 2. Holding procedures and tasks 3. Intercepting and tracking courses through the use of navigational electronic systems
If a pilot allows her instrument currency to expire, what can be done to become current again?
The pilot is current following the first 6 months following their checkride or proficiency check. If the pilot has not completed 6 approaches within the first 6 months, she is no longer legal to file IFR. To become legal again, the reg allows a “grace period” in which the pilot may get current by flying with an appropriately rated safety pilot and in simulated IFR conditions only, acquire 6 approaches, etc. If the 2nd 6 month period also passes without accomplishing the minimum, a pilot may reinstate her currency by accomplishing an instrument proficiency check given by an examiner, an authorized instructor, or an FAA approved person.
Explain the difference between being “current” versus being “proficient”?
Being “current” means that a pilot has met the minimum requirements within a specific time period. It means you’re legal to make a flight. A proficient pilot is capable of making a flight with a high degree of competence.
What are the required qualifications to act as a safety pilot?
A. Possess at least a PPL with category and class ratings appropriate to the aircraft being flown.
B. Possess an appropriate medical certificate
C. If the flight is being conducted on a IFR flight plan, the person acting as PIC of the flight must hold an instrument rating and be instrument current
As an instrument rated pilot, can you fly IFR under BasicMed?
Pilots can fly as BasicMed (in covered AC) under VFR or IFR.
Must hold an instrument rating and be IFR current to act as PIC under IFR
AC must be approved for IFR operations when flying in IMC conditions
What conditions are necessary for a pilot to log instrument time?
A person may log instrument time only for that flight time when the person operates the aircraft solely by reference to instruments under actual OR simulated IFR
When logging instrument time, what should be included in each logbook entry?
Each entry must include the location and type of each instrument approach accomplished and the name of the safety pilot, if required.
What conditions must exist in order to log “actual” IFR time?
The FAA has never defined the term “actual”
A reasonable guideline would be any flight time that is accumulated in IMC (ie. below VFR minimums) with flight conducted solely by reference to instruments
What is the definition of the term “flight time”?
Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when th aircraft comes to rest after landing
What requirements must be met before a pilot can log an IAP for currency or training?
- When conducted in an aircraft, sim, flight training device, the pilot must operate that AC or authorized training device solely by reference to instruments
- When conducted in an AC, sim, flight training device, the pilot must be established on each required segment of the IAP to the minimum decent altitude (MDA) or decision altitude/height (DA/DH)
- When conducted in an AC simulating instrument flight conditions, a sim, or flight training device, or aviation training device, the simulated IMC must continue to MDA or DA/DH.
- When conducted in an aircraft, the flight must be conducted under actual or simulated instrument flight conditions
- When conducted in an aircraft maneuvering in IMC, the aircraft transitions from IMC to visual flight conditions on the final approach segment of the IAP prior to or upon reaching MDA or DA/DH.
What are the four methods a pilot may use to conduct and then log IAPs?
- Actual IMC flown in an AC
- Simulated IMC, using a view limiting device, flown in an AC with a safety pilot
- Simulated IMC conducted in an FAA approved sim
- A combination of methods 1 thru 3
Is a pilot required to fly the entire approach procedure in order to log it for currency?
Except when being radar vectored to the final approach course, or otherwise directed through an appropriate ATC clearance to a specific IAP commencing at an IAF or associated feeder route and fly the initial segment of an IAP. If the pilot completes these segments, or receives vectors to the final approach course, they may log the IAP.
When flying an IAP in IMC, does the FAA require the ceiling to be at MDA or DA/DH before the approach may be logged?
No;
The two possible outcomes are the AC will transition from IMC to VMC allowing a landing, or the AC will remain in IMC and execute the missed approach at the MAP or DA/DH.
In both cases, the pilot may log the IAP.
How can the use of “PAVE” during preflight help a pilot assess and mitigate risk?
Use of PAVE provides pilots with a simple way to remember each category to examine for risk during flight planning.
Pilot
Aircraft
enVironment
External pressures
Explain how the use of a “personal minimums” checklist can help a pilot control risk?
It coincides with understanding the difference between “legal” versus “safe” or “smart”.
Personal minimums are limits unique to the pilot and their experience level
What information must a PIC be familiar with before flight?
Notams Wx Known ATC delays Runway lengths Alternates available Fuel requirements Takeoff and landing distances
What are the fuel requirements for flight in IFR conditions?
Must carry enough fuel to complete flight to the first airport of intended landing, fly from that airport to an alternate, and fly after that for 45 minutes at normal cruise speed.
Before conducting an IFR flight using GPS equipment for NAV, what basic preflight requirements must be conducted?
A. Verify that GPS is properly installed and certified for the planned IFR course
B. Verify database currency
C. Review GPS and WAAS NOTAMs
D. Review RAIM availability for non-WAAS receivers
E. Review operational status of ground based NAVAIDs and related AC equipment appropriate to the route of flight, terminal operations, instrument approaches, at the destination, and alternate approaches at ETA
F. Determine that the GPS receiver operation manual supplement is on board and available for use
Explain the function of RAIM
RAIM is a self-monitoring function performed by a TSO-129 certified GPS receiver to ensure that adequate GPS signals are being received at all times.
When is a RAIM check required?
TSO-C129 (non-WAAS) equipped AC - If TSO-C129 equipment is used solely to satisfy RNAV and RNP requirement, GPS RAIM availability must be confirmed
TSO-C145/146 (WAAS) equipped AC - If used to satisfy RNAV and RNP requirements, it is not necessary to perform RAIM prediction if WAAS coverage is confirmed to be available along entire route.
What are several methods a pilot can use to satisfy the prediction of RAIM requirement?
A. Contact a FSS (not DUATS) to obtain non-precision approach RAIM. Briefers will provide RAIM info for a period of 1 hour before and 1 hour after ETA
B. Service Availability Prediction Tool online
C. Third party interface
D. Use the receivers installed RAIM prediction capability to provide non-precision approach RAIM
What AC instruments/equipment are required for IFR ops?
Generator/alternator Radios Altimeter (sensitive) Ball Clock Attitude indicator Rate of turn Directional gyro DME or RNAV (for at/above FL240 if VOR equipment required for route)
What are the required tests and inspections to be performed on an AC?
Annual AD’s VOR 100 hour Altimeter (pitot static system) Transponder ELT
During preflight in AC that doesn’t have MEL, you notice INOP equipment. How do you determine if the AC is still airworthy?
A. Are INOP instruments/equipment part of VFR day-type certification?
B. Are INOP instruments/equipment listed as “required” on the AC equipment list or “Kinds of Operations Equipment List” for type of operation being conducted
C. Are they required by part 91.205, 91.207, or any other part 91 rule for the type of operation being conducted (VFR/IFR/dat/night ops)
D. Are they required by AD?
May portable electronic devices be operated on board an AC?
No person may operate portable electronic devices:
A. On AC operated by an air carrier or commercial operator
B. On any other AC while it is operated under IFR
Exceptions: Voice recorders, hearing aids, pace makers, electric shavers, or any device that will not cause interference with NAV/Comm systems
Are electronic chart systems approved for use as a replacement for paper charts?
Yes, when it is functional equivalent of paper charts, is current, up-to-date, and valid
What documents are required on board an AC prior to flight?
Airworthiness certificate Registration Radio License (if international) Operating limitations - AFM/POH Weight and balance
Compass deviation card
External data plate/SN
What additional documentation should be on board an AC equipped with an IFR approved GPS?
Airplane Flight Manual Supplement and Cockpit Reference Guide
How often are GPS databases required to be updated?
NAV - Every 28 days
Obstacle databases - Every 56 days
Terrain - As needed
Can a GPS with expired database be used for IFR operations?
Must be current if used for IFR approaches
Some units allow enroute IFR ops if waypoints are manually verified with paper charts
Can a pilot perform the required database updates or must the action be accomplished by Mx?
Updates may be performed by the pilot if they can be initiated from the flight deck, don’t require disassembly, without use of tools.
When utilizing GPS for IFR navigation , are you required to have an alternate means of navigation appropriate for the route of flight?
AC using non-WAAS navigation equipment under IFR must be equipped with an approved/operational alternate means of navigation appropriate to the route. Ensure the equipment is onboard, operational, and all required checks have been performed. Active monitoring is not required when RAIM is available, but is required when RAIM is lost.
AC equipped with WAAS receiver may use WAAS as primary navigation. No alternate means is necessary.
How can a pilot determine what type of ops a GPS receiver is approved for?
Reference the AFM and AFM supplement.
Can a handheld GPS receiver be used for IFR navigation?
VFR and handheld GPS systems are not authorized for IFR navigation, IAP, or as a principal instrument flight reference. ONLY for situational awareness.
When must a pilot file an IFR flight plan?
Prior to departure from within or prior to entering controlled airspace, a pilot must complete, file and receive clearance from ATC if Wx is below minimums.
The pilot should file at least 30 minutes prior to ETD.
When will ATC delete from the system a departure flight plan that has not been activated?
A minimum of 2 hours after proposed departure time. If delayed more than 2 hours, pilot should notify ATC
When can you cancel your IFR flight plan?
At any time the flight is operating in VFR conditions outside of Class A airspace.
Pilots must be aware that other procedures may be applicable to a flight that cancels an IFR flight plan within an area where a special program, such as TRSA, Class C airspace, or Class B airspace has been established.
After filing an IFR flight plan, can you depart VFR and pick up your IFR clearance in the air?
A VFR departure can be used as a tool that allows you to get off the ground without having to wait for a time slot in the IFR system.
Departing VFR with intent of receiving an IFR clearance in the air may present hazards. A VFR departure changes takeoff responsibilities for you and ATC:
- Upon receiving clearance for a VFR departure, you are cleared to depart; however you must maintain separation between yourself and other traffic.
- You are responsible for maintaining terrain and obstruction clearance as well as remaining in VFR Wx. You can not fly into IMC without receiving IFR clearance.
- Departing VFR relieves ATC of these duties and requires them only to provide you with safety alerts as workload permits.
- You must maintain VFR until you have obtained IFR clearance and have ATC approval to proceed on course in accordance with your clearance. If you accept this clearance and are below minimum IFR altitude for ops in the area, you accept responsibility for terrain/obstruction clearance until you reach that altitude.
The requested altitude on an FAA flight plan form represents which altitude for the route of flight - the initial, lowest, or highest?
Enter only the initial altitude requested. When more than one IFR altitude or flight level is desired along the route of flight, it is best to make a subsequent request direct to the controller
What are the alternate airport requirements?
1-2-3 rule
If from one hour before to one hour after your planned ETA at the destination airport, the Wx is forecast to be at least 2,000-foot ceilings and 3-mile visibilities, no alternate is required.
If less than 2,000-foot ceilings/3 mile visibilities, an alternate is required using the following criteria:
A. If an IAP is published for the airport, the alternate minimums specified in that procedure or, if none are specified, the following minimums:
- Precision Approach Procedure: 600-foot ceiling/2 SM visibility - Non-Precision Approach Procedure: 800-foot ceiling/2 SM visibility
B. If no IAP has been published for that airport, the ceiling and visibility minimums are those allowing a decent from the MEA, approach, and landing under basic VFR.
During preflight planning, you notice that your destination airport has no published IAP. The Wx is forecast to be 3,000-foot ceilings with 5 SM visibility within 1 hour before to 1 hour after ETA.
Are you required to file an alternate airport?
Yes;
Each person filing IFR flight plan must include in it:
A. Info required under 14 CFR 91.153 (VFR flight plan)
B. An alternate airport
An alternate MUST be included unless:
- The first airport of intended landing has a SIAP or special IAP, and
- Appropriate Wx reports or forecasts, or a combination of them, indicate the following for at least 1 hour before to 1 hour after the ETA, the ceiling will be at least 2,000-feet and visibility will be at least 3 SM.
What is the definition of the term “ceiling”?
Height above the earth’s surface of lowest layer of clouds or obscuring phenomena reported as “broken” or “overcast”, or “obscuration” and not classified as “thin” or “partial”.
What minimums are to be used on arrival at the alternate?
If an IAP has been published for that airport, the minimums specified in that procedure are used.
What restrictions apply concerning filing an airport as an alternate when using TSO-C129/TSO-C196 (non-WAAS) GPS equipment?
Non-WAAS GPS users may file a flight plan for a GPS-based IAP at either the destination or the alternate airport, but not both locations.
At the alternate airport, pilots may plan for applicable alternate airport Wx minimums using:
A. LNAV or circling MDA
B. LNAV/VNAV DA, if equipped with and using approved baro-VNAV equipment
C. RNP 0.3 DA on an RNAV (RNP) IAP if specifically authorized with approved baro-VNAV equipment
To take advantage of this option the pilot must:
A. Ensure the navigation system has fault detection and exclusion (FDE) capability
B. Perform preflight RAIM prediction at the airport where the RNAV (GPS) approach will be flown
C. Have proper knowledge and any required training and/or approval to conduct a GPS-based IAP
If the above conditions cannot be met, any required alternate airport must have an approved IAP other than GPS that is not anticipated to be operational and available at the ETA, and which the AC is equipped to fly.
What IAP may you flight plan to use as the planned approach at the required alternate when using WAAS equipment?
PIlots with WAAS receivers may flight plan to use any IAP authorized for use with their WAAS avionics as the planned approach at a required alternate, with certain restrictions.
What restrictions apply to flight planning when using WAAS avionics at the alternate airport?
When using WAAS avionics at an alternate airport, flight planning must be based on flying RNAV (GPS) LNAV or circling minima line, or minima on a GPS approach procedure, or conventional approach procedure with “or GPS” in the title. 14 CFR Part 91 non-precision Wx requirements must be used for planning.
Upon arrival at an alternate, when the WAAS nav system indicates that LNAV/VNAV or LPV service is available, then vertical guidance may be used to complete the approach using the displayed level of service.
What are preferred routes and where can they be found?
Preferred routes are those established between busier airports to increase system efficiency and capacity. Preferred routes are listed in the Chart Supplement U.S.
What are Enroute Low Altitude Charts?
Provide aeronautical info for navigation under IFR conditions below 18,000 MSL. These charts are revised every 56 days. All courses are magnetic and distances are nautical miles.
What are Enroute High Altitude Charts?
Designed for navigation at or above 18,000 feet MSL. This four color chart series includes the jet route structure; VHF NAVAIDs with frequency, identification, channel, geographic coordinates; selected airports; reporting points. Revised every 56 days.
What are “area charts”?
Show congested terminal areas at a large scale. They are included with subscriptions to any conterminous U.S. set Low. Revised every 56 days.
Where can updated information be obtained about changes to charts that occurred between chart publication dates?
The Chart Supplement U.S. provides a means for pilots to update visual charts between edition dates. Chart Supplement is issued every 56 days while sectional and VFR terminal area charts are generally revised every 6 months
What other useful information can be found in the Chart Supplement U.S. which might be helpful in route planning?
A. Special notices
B. ARTCCs
C. FSS frequencies
D. Routes/waypoints
E. GPS Q routes
F. VOR receiver checkpoints
G. Aeronautical chart bulletins
How does a pilot determine the type and status of an instrument approach light system at the destination airport?
The pilot should check the Chart Supplement US and any NOTAMs to determine the availability and status of any lighting systems, intensities, and radio controlled light system frequencies. An FSS briefer will also have access to any recent changes in the status of airport lighting systems.
What are NOTAMs?
Notice to Airmen
Time critical information, which is either temporary or not known sufficiently in advance to permit publication on charts or other publications, receives immediate dissemination via the NOTAM system.
Explain the following types of NOTAMs:
(D) NOTAMs
FDC NOTAMs
Pointer NOTAMs
Military NOTAMs
SAA NOTAMs
(D): Info that requires wide dissemination via telecommunications, regarding enroute NAVAIDs, civil public use airports listed in Chart Supplement US, facilities, services, and procedures.
FDC: Flight info that is regulatory in nature including, but not limited to, changes to IFR charts, procedures, and airspace usage.
Pointer: Issued by FSS to highlight another NOTAM.
Military: These pertain to US Air Force, Army, Marine, and Navy NAVAIDs/airports that are part of the NAS.
SAA: Issued when Special Activity Airspace will be active outside the published schedule times and when required, SAA includes special use airspace (restricted area, MOA, warning area, and alert area airspace), instrument and visual military training routes, aerial refueling tracks and anchors.
FICON: (Field condition) provide contamination measurements for paved RWYs
All (D) NOTAMs will have keywords contained within the first part of the text. What are several examples of these keywords?
RWY, TWY, APRON, AD, OBST, NAV, COM, AIRSPACE, ODP, SID, STAR, CHART, DATA, IAP, VFP, ROUTE…
Where can NOTAM info be obtained?
A. FSS
B. DUATS vendors
C. Notices to Airman publication
D. FAA website
How can a pilot obtain the latest GPS NOTAMs?
A pilot can specifically request GPS aeronautical information from a FSS during preflight briefing. Also, NOTAMs about known GPS service disruptions can be found online.
What do the NOTAM terms “UNRELIABLE” and “MAY NOT BE AVAILABLE” indicate when used in conjunction with GPS and WAAS NOTAMs?
The terms are advisories to pilots indicating the expected level of service may not be available. “UNRELIABLE” does not mean there is a problem with GPS signal integrity. If GPS service is available, pilots may continue ops. If the LNAV or LNAV/VNAV service is available, pilots may use the displayed level of service to fly the approach. When flying an approach at a location NOTAM’d “WAAS MAY NOT BE AVBL”, if the WAAS avionics indicate LNAV/VNAV or LPV service is available, then vertical guidance may be used to complete the approach using the displayed level of service. Should an outage occur during an approach, reversion to LNAV minima or an alternate IAP may be required.
When flight planning an RNAV route, where should your route begin and end?
Plan the random route portion of the flight to plan to begin and end over appropriate arrival and departure transition fixes or appropriate NAVAIDs for the altitude stratum within which the flight will be conducted. The use of normal or preferred departure and arrival routes (DP/STAR), where established, is recommended.
What instruments operate from the pitot/static system?
The altimeter, VSI, and airspeed indicator. All 3 instruments receive static air pressure. The airspeed indicator receives both static and pitot pressure.
How does the altimeter work?
In an altimeter, aneroid wafers expand and contract as atmospheric pressure changes, and through a shaft and gear linkage, rotate pointers on the dial of the instrument.
What type of errors is the altimeter subject to?
A. Mechanical errors: Differences between ambient temperature and pressure can cause erroneous indication on the altimeter
B. Inherent errors: Non-standard temperature and pressure
- Warmer than standard: Air is less dense and the pressure levels are farther apart. Pressure level for a given altitude is higher than it would be in air at standard temperature, and the AC is higher than it would be if the air were cooler. True altitude is higher than indicated when temperature is warmer than ISA. - Colder than standard: Air is more dense at pressure levels are closer together. The pressure level for a given altitude is lower than it would be in air at ISA, and the AC is lower than it would be if the air were warmer. True altitude is lower than indicated altitude when the temperature is colder than ISA.
C. Extreme Cold Altimeter Errors: A correctly calibrated pressure altimeter indicates true altitude above MSL when operating within ISA parameters of pressure and temperature. When operating in extreme cold, pilots may wish to compensate for the reduction in terrain clearance by adding a cold temperature correction.
D. High pressure to low pressure: In an AC is flown from an area of high pressure to an area of lower pressure without adjusting the altimeter, the true altitude will be lower than indicated.
E. Low pressure to high pressure: If an AC is flown from an area of low pressure to high pressure, the true altitude will be higher than indicated.
For an IFR flight, what is the maximum allowable error for an altimeter?
75 feet of field elevation
Define and state how to determine Indicated Altitude
Read directly from the altimeter when set to the current altimeter setting
Define and state how to determine true altitude
The vertical distance of the AC above MSL.
Airport, terrain, and obstacle elevations on aeronautical charts are true altitudes.
Define and state how to determine Absolute Altitude
The vertical distance of an AC above the terrain, or above ground level (AGL). It may be read on a radio/radar altimeter.
Define and state how to determine pressure altitude
Indicated altitude with an altimeter set to 29.92 in. Hg. Pressure altitude is used to compare density altitude, true altitude, TAS and other performance data.
Define and state how to determine Density Altitude
Pressure altitude corrected for variations from standard temperature
Does adjusting the altimeters Kollsman window have any effect on the altitude that is displayed to an ATC controller? Why?
No, encoding altimeter measures the pressure referenced to 29.92” Hg and delivers this data to the transponder. When a pilot adjusts the barometric scale to the local altimeter setting, the data sent to the transponder is not affected. This is too ensure that all Mode C aircraft are transmitting altitude data referenced to a common pressure level. ATC equipment adjusts the displayed altitudes to compensate for local pressure differences allowing display of targets at correct altitudes.
How does the airspeed indicator operate?
It measures the difference between RAM pressure from the pitot and atmospheric pressure from the static source.
What are the limitations the airspeed indicator is subject to?
Position error, density error, & compressibility error
Describe position errors in airspeed indicator
Caused by static ports sensing erroneous static pressure; slipstream flow causes disturbances at the static port preventing actual atmospheric pressure measurement. It varies with airspeed, altitude, configuration and may be a plus or minus value.
Describe density error in an airspeed indicator
Changes in altitude and temperature are not compensated for by the instrument
Describe compressibility error in airspeed indicators
Caused by the packing of error into the pitot tube at high airspeeds, resulting in higher than normal indications. It usually occurs above 180 KIAS.
What are the different types of aircraft speeds?
Indicated Airspeed (IAS), Calibrated Airspeed (CAS), Equivalent Airspeed (EAS), and True Airpeed (TAS)
What is indicated airspeed (IAS)?
Shown on the dial of the instrument, uncorrected for instrument or system errors
What is Equivalent Airspeed (EAS)?
CAS corrected for compression of the air inside the pitot tube. EAS is the same as CAS in standard atmosphere at sea level. As the airspeed and pressure altitude increase, the CAS becomes higher than it should be, and a correction for compression must be subtracted from the CAS.
What is calibrated airspeed (CAS)?
The speed at which the AC is moving through the air, which is found by correcting IAS for instrument and position errors. The POH/AFM has a chart to correct IAS for these errors and provide the correct CAS for the various flap and gear settings.
What is true airspeed (TAS)?
CAS corrected for nonstandard pressure and temperature. TAS and CAS are the same in standard atmosphere at sea level. Under nonstandard conditions, TAS is found by applying a correction for pressure altitude and temperature to the CAS.
What airspeeds is indicated by the white arc found on the dial of an airspeed indicator?
Flap operating range
What airspeed is indicated by the lower limit of the white arc on the airspeed indicator (Vso)?
Stall speed or minimum steady flight speed in landing configuration (gear and flaps down)
What airspeed is indicated by the upper limit of the white arc on the dial of the airspeed indicator?
Max speed with the flaps extended
What airspeed is indicated by the green arc on the dial of the airspeed indicator?
Normal operating range
What airspeed is indicated by the lower limit of the green arc (Vs1) on the dial of the airspeed indicator?
Stall speed or minimum steady flight speed obtained in a specified or clean configuration
What airspeed is indicated by the upper limit of the green arc (Vno) on the dial of the airspeed indicator?
Maximum structural cruising speed. Do not exceed this speed except in smooth air
What airspeed is indicated by the yellow arc on the dial of the airspeed indicator?
Caution range; fly within this range only in smooth air, and then, only with caution
What airspeed is indicated by the red line (Vne) on the dial of the airspeed indicator?
Never exceed speed; operating above this speed is prohibited; may result in damage or structural failure.
