AP.IV.C.R2

From the FAA library

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

  general aviation fatal accidents include loss of control in-flight (LOC-I), controlled flight into terrain (CFIT), system component failure of the powerplant (SCF-PP), and fuel-related issues. These causes often signify the final result of a chain ... Examples of loss of control scenarios include continued VFR into IMC, wake turbulence upsets, thunderstorm encounters, instrument failure, improper aircraft loading, loss of outside references during flight at night or over water, and conditions that exceed the pilot’s capability…

• Pilot's Handbook of Aeronautical Knowledgep. 11-5
  Chapter 11: Aircraft Performance › Performance › Straight-and-Level Flight

  remain in steady, level flight, equilibrium must be obtained by a lift equal to the aircraft weight and a powerplant thrust equal to the aircraft drag. Thus, the aircraft drag defines the thrust required to maintain steady, level flight ... becomes four times as great, but the power required to overcome that drag is eight times the original value. Conversely, when the aircraft is operated in steady, level flight at twice as great a speed, the induced drag…

• Pilot's Handbook of Aeronautical Knowledgep. 16-11
  Chapter 16: Navigation › Distance D = GS X T › Converting Knots to Miles Per Hour

  Converting Knots to Miles Per Hour Another conversion is that of changing knots to miles per hour (mph). The aviation industry is using knots more frequently than mph, but is important to understand the conversion for those that ... hour (NMPH). Because there are 6,076.1 feet in 1 NM and 5,280 feet in 1 SM, the conversion factor is 1.15. To convert knots to mph, multiply speed in knots by 1.15. For example: a wind speed…

• Risk Management Handbookp. 7-3
  Chapter 7: Automation & Flight Path Management › Failure to Anticipate, Act, & Verify

  Failure to Anticipate, Act, & Verify Automation offers increased safety with enhanced situational awareness. However, these systems make it possible for a pilot to become complacent, unprepared, or lose situational awareness. If this occurs and an unexpected change in flight plan ... crew was unexpectedly cleared for an approach, lost situational awareness, and crashed into mountainous terrain. The accident summary cites failure of the flight crew to revert to basic radio navigation at the time when the FMS-assisted navigation became confusing…

• Pilot's Handbook of Aeronautical Knowledgep. 3-7
  Chapter 3: Aircraft Construction › Alternate Types of Wings › The Powerplant

  Powerplant The powerplant usually includes both the engine and the propeller. The primary function of the engine is to provide the power to turn the propeller. It also generates electrical power, provides a vacuum source for some flight instruments…

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

  Section 4. Two-way Radio Communications Failure 6-4-1. Two-way Radio Communications Failure a. It is virtually impossible to provide regulations and procedures applicable to all possible situations associated with two-way radio communications failure. During ... radio communications failure, when confronted by a situation not covered in the regulation, pilots are expected to exercise good judgment in whatever action they elect to take. Should the situation so dictate they should not be reluctant…