AA.VII.C.K4

From the FAA library

• Airplane Flying Handbookp. 9-30
  Chapter 9: Approaches and Landings › Faulty Approaches and Landings › High Final Approach

  sudden decrease in lift and causes the airplane to sink more rapidly. If there is any doubt about the approach being safely completed, it is advisable to execute an immediate go-around. Figure 9-30. Right and wrong methods ... correction for low final approach. High Final Approach When the final approach is too high, the pilot may lower the flaps as required. Further reduction in power may be necessary, while lowering the nose simultaneously to maintain approach airspeed…

• Pilot's Handbook of Aeronautical Knowledgep. 2-4
  Chapter 2: Aeronautical Decision-Making › RISK › Crew Resource Management (CRM) and Single-Pilot Resource Management

  Crew Resource Management (CRM) and Single-Pilot Resource Management While CRM focuses on pilots operating in crew environments, many of the concepts apply to single-pilot operations. Many CRM principles have been successfully applied to single-pilot aircraft ... development of Single-Pilot Resource Management (SRM). SRM is defined as the art and science of managing all the resources (both on-board the aircraft and from outside sources) available to a single pilot (prior to and during flight…

• Airplane Flying Handbookp. 4-2
  Chapter 4: Energy Management: Mastering Altitude and Airspeed Control › Viewing the Airplane as an Energy System › A Frame of Reference for Managing Energy State

  Likewise, the indicated airspeed displayed in the airspeed indicator and its associated kinetic energy are based on the speed of the airplane relative to the air, not on the speed relative to the ground below, which varies with changes ... varying terrain elevation and wind, which the pilot cannot alter. Of course, the pilot should manipulate the airplane’s energy in such way as to minimize any risks associated with terrain or wind. For example, the pilot may seek…

• Airplane Flying Handbookp. 9-6
  Chapter 9: Approaches and Landings › Final Approach › Stabilized Approach Concept

  Descent rate. A descent rate (generally 500-1000 fpm for light general aviation aircraft) makes for a safe approach. Minimal adjustments to the descent rate as the airplane approaches the runway provide an additional indication of a stabilized and safe ... approach. If using a descent rate in excess of 500 fpm due to approach considerations, the pilot should reduce the descent rate prior to 300 ft AGL. 6. Power setting. The pilot should use a power setting appropriate…

• Airplane Flying Handbookp. 4-17
  Chapter 4: Energy Management: Mastering Altitude and Airspeed Control › Mitigating Risks from Mismanagement of Energy › Preventing Irreversible Deceleration and/or Sink Rate

  Figure 4-16. The energy loss scenario recovery viewed in the energy map. Specific excess power (PS) contours are labeled in units of feet per minute. The above rising terrain scenario is just one example illustrating the risk of irreversible ... deceleration and/or sink rate. Pilots need to be aware that unintentional depletion of mechanical energy can happen in various instances, especially as the airplane approaches the slow edge of its energy envelope at low altitude, where available specific excess power…

• Instrument Flying Handbookp. 10-18
  Chapter 10: IFR Flight › Approach to an Airport With an Operating Tower, With an Approach Control › Radar Monitoring of Instrument Approaches

  Radar service is automatically terminated at the completion of a radar approach. No-Gyro Approach is available to a pilot under radar control who experiences circumstances wherein the directional gyro or other stabilized compass is inoperative or inaccurate. When this ... occurs, the pilot should so advise ATC and request a no-gyro vector or approach. The pilot of an aircraft not equipped with a directional gyro or other stabilized compass who desires radar handling may also request a no-gyro…