AP.II.B.K2

From the FAA library

• Pilot's Handbook of Aeronautical Knowledgep. 7-18
  Chapter 7: Aircraft Systems › Starting System

  starter engages the aircraft flywheel, rotating the engine at a speed that allows the engine to start and maintain operation. Electrical power for starting is usually supplied by an onboard battery, but can also be supplied by external power through ... starter switch draw current from the main bus bar, but the starter will not operate until the starting solenoid is energized by the starter switch being turned to the “start” position. When the starter switch is released from the “start…

• Aeronautical Information Manualp. 4-3-15
  Chapter 4. Air Traffic Control › Section 3. Airport Operations › 4-3-9. Runway Condition Reports

  Runway condition codes for each zone (touchdown, mid-point, roll-out) (d) Pilot-reported braking action report (if available) (e) The contaminant (for example, wet snow, dry snow, slush, ice, etc.) 2. Assessments for each zone ... prohibited from being reported in a FICON NOTAM. 3. When any 1 or more runway condition codes are reported as less than 6, airport management must notify ATC for dissemination to pilots. 4. Controllers will not issue runway condition codes…

• Risk Management Handbookp. 2-4
  Chapter 2: Personal Minimums › Personal Minimums › Step 5—Adjust for Specific Conditions

  table as shown in Figure 2-8. Figure 2-8. Sample baseline personal minimums. Step 5—Adjust for Specific Conditions Any flight a pilot makes involves an infinite combination of pilot skill, experience, conditions, and proficiency. Aircraft equipment and performance ... environmental conditions, and external influences vary considerably. Both individually and in combination, these factors can compress or expand the safety buffer provided by baseline personal minimums. Consequently, a pilot should develop a practical way to adjust baseline personal minimums…

• Aeronautical Information Manualp. 6-2-1
  Chapter 6. Emergency Procedures › Section 2. Emergency Services Available to Pilots › 6-2-2. Transponder Emergency Operation

  course of action is available which will permit flight and a safe landing in VFR weather conditions, noninstrument rated pilots should choose the VFR condition rather than requesting a vector or approach that will take them into IFR weather conditions ... continued flight in VFR conditions is not possible, the noninstrument rated pilot should so advise the controller and indicating the lack of an instrument rating, declare a distress condition; or 3. If the pilot is instrument rated and current…

• Aeronautical Information Manualp. 6-2-1
  Chapter 6. Emergency Procedures › Section 2. Emergency Services Available to Pilots › 6-2-1. Radar Service for VFR Aircraft in Difficulty

  qualified for instrument flight cannot maintain control of their aircraft when they encounter clouds or other reduced visibility conditions. In many cases, the controller will not know whether flight into instrument conditions will result from ATC instructions. To avoid possible ... hazards resulting from being vectored into IFR conditions, a pilot in difficulty should keep the controller advised of the current weather conditions being encountered and the weather along the course ahead and observe the following: 1. If a course…

• Risk Management Handbookp. 2-2
  Chapter 2: Personal Minimums › Personal Minimums › Step 2—Assess Experience and Comfort Level

  ceiling as 7,000 feet, and the lowest visibility as 15 miles. A pilot may never experience MVFR conditions and would leave the dash in place. However, in this example and as shown in Figure 2-3, the pilot regularly ... flies in an area where normal summer flying involves hazy conditions over relatively flat terrain and is more experienced and comfortable in MVFR. The pilot used the MVFR column to record personal minimums of a 2,500-foot ceiling…