AP.II.F.K1b

From the FAA library

• Pilot's Handbook of Aeronautical Knowledgep. 7-28
  Chapter 7: Aircraft Systems › Fuel Systems › Fuel System Icing

  entrained water that collects at the bottom of a fuel tank. Free water is usually present in easily detected quantities at the bottom of the tank, separated by a continuous interface from the fuel above. Free water can be drained ... drains useless and can later melt releasing the water into the system thereby causing engine malfunction or stoppage. If such a condition is detected, the aircraft may be placed in a warm hangar to reestablish proper draining of these reservoirs…

• Pilot's Handbook of Aeronautical Knowledgep. 7-11
  Chapter 7: Aircraft Systems › Carburetor Air Temperature Gauge › Fuel Injection Systems

  Celsius and Fahrenheit. It provides the outside or ambient air temperature for calculating true airspeed and is useful in detecting potential icing conditions. Fuel Injection Systems In a fuel injection system, the fuel is injected directly into the cylinders ... source is usually operated automatically, with a backup manual system that can be used if the automatic feature malfunctions. A fuel injection system usually incorporates six basic components: an engine-driven fuel pump, a fuel-air control unit, a fuel…

• Risk Management Handbookp. 3-4
  Chapter 3: Identifying Hazards & Associated Risks › Leading Accident Causes › Identifying Hazards

  Identifying Hazards There are several ways pilots can detect hazards. Pilots should use combinations of methods to detect hazards, including the following: • Visual Observation–A pilot’s observations provide a primary means to identify hazards. For example, a pilot ... from them. A pilot who can see terrain can maneuver to avoid it. • Preflight Planning–Many hazards can be detected through preflight planning. Weather briefings identify hazards. Aircraft performance calculations, preflight inspections, and other routine procedures may identify hazards…

• Pilot's Handbook of Aeronautical Knowledgep. 2-20
  Chapter 2: Aeronautical Decision-Making › The Decision-Making Process › Estimate (the Need To React)

  Detect (the Problem) Problem detection is the first step in the decision-making process. It begins with recognizing a change occurred or an expected change did not occur. A problem is perceived first by the senses and then ... determine the nature and severity of the problem. One critical error made during the decision-making process is incorrectly detecting the problem. In the previous example, the change that occurred was a yaw. Estimate (the Need To React…

• Pilot's Handbook of Aeronautical Knowledgep. 2-23
  Chapter 2: Aeronautical Decision-Making › Decision-Making in a Dynamic Environment › Internal Resources

  checked, set, and operating properly, as well as ensuring the proper procedures are performed if there is a system malfunction or in-flight emergency. Students reluctant to use checklists can be reminded that pilots at all levels of experience refer ... carried on board the aircraft and is essential for accurate flight planning and resolving in-flight equipment malfunctions. However, the most valuable resource a pilot has is the ability to manage workload whether alone or with others. External Resources…

• Risk Management Handbookp. 6-1
  Chapter 6: Threat and Error Management › Causes of Errors › Insufficient Training & Experience

  time available for analysis. • A threat requires effective management to contain risk within acceptable levels. Some common threats include: • Malfunction of aircraft systems, engines, flight controls, or automation. • Various unforecast weather hazards. • Collision hazards, including wildlife on airports and birds ... reductions in visibility. • Closures of facilities, runways, or taxiways while en route. • Unreported poor braking action or surface contamination. • Malfunction of a radio navigation aid or service after takeoff. • Unexpected ATC clearances, restrictions, or reroutes that may significantly increase workload…