AA.VII.D.S6

From the FAA library

• Airplane Flying Handbookp. 13-30
  Chapter 13: Transition to Multiengine Airplanes › Low Altitude Engine Failure Scenarios › Landing Gear Control Selected Up, Single-Engine Climb Performance Inadequate

  with the remaining engine producing power, as long as the pilot is not tempted to remain airborne beyond the airplane’s performance capability. Remaining airborne and bleeding off airspeed in a futile attempt to maintain altitude is almost invariably fatal ... control is paramount. The greatest hazard in a single-engine takeoff is attempting to fly when it is not within the performance capability of the airplane to do so. An accident is inevitable. Figure 13-19. Engine failure on takeoff…

• 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 ... wind speed and direction. Note that changes in indicated altitude and airspeed are attained through forces resulting from the pilot’s direct manipulation of the controls. These direct control inputs determine the airplane’s ability to climb/descend or accelerate/decelerate…

• Airplane Flying Handbookp. 3-2
  Chapter 3: Basic Flight Maneuvers › Effect and Use of Flight Controls

  movement of the control wheel, yoke, control stick, or side stick controller (referred to as adding back pressure), the airplane’s nose will rotate backwards relative to the pilot around the pitch (lateral) axis of the airplane. Think of this ... movement from the pilot’s feet to the pilot’s head. ⦁ When pushing elevator pitch control toward the instrument panel, (referred to as increasing forward pressure), the airplane rotates the nose forward relative to the pilot around the pitch axis…

• Pilot's Handbook of Aeronautical Knowledgep. 8-6
  Chapter 8: Flight Instruments › Altimeter Operation

  altimeter indicates an altitude above the actual field elevation. If the barometric pressure setting is reset to the current altimeter setting of 29.68 "Hg, then the field elevation is again indicated on the altimeter. This pressure change ... easily noticed in flight since aircraft fly at specific altitudes. The aircraft steadily decreases true altitude while the altimeter is held constant through pilot action as discussed in the previous section. Knowing the aircraft’s altitude is vitally important…

• Airplane Flying Handbookp. 4-16
  Chapter 4: Energy Management: Mastering Altitude and Airspeed Control › Mitigating Risks from Mismanagement of Energy › Preventing Irreversible Deceleration and/or Sink Rate

  Once the airplane accelerates to an airspeed in which the PS > 0, it can begin to climb again. The above recovery scenario is shown in the energy map Figure 4-16, which illustrates the important role of the elevator ... recover from unintentional and dangerous deceleration and/or sink rate (refer to Additional Role for the Elevator section). The airplane needs to gain speed at the expense of some altitude, moving from point 3 where the PS < 0 to point…

• Aeronautical Information Manualp. 6-4-2
  Chapter 6. Emergency Procedures › Section 4. Two-way Radio Communications Failure › 6-4-1. Two-way Radio Communications Failure

  MOCA along the airway is 2,700 feet and MEA is 4,000 feet. The aircraft is within 22 NM of the VOR. The pilot should remain at 2,700 feet until crossing the VOR because that altitude ... minimum IFR altitude for the route segment being flown. 3. The MEA between a and b: 5,000 feet. The MEA between b and c: 5,000 feet. The MEA between c and d: 11,000 feet. The MEA between…