AP.VII.D.S4

From the FAA library

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

  Other The top four causes of 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 ... will often reveal inadequate risk management as a common thread. To begin with, pilots should recognize hazards linked to causes of aircraft accidents as presented below: 11806 1. Loss of Control In-flight (LOC-I)–Examples of loss of control…

• Risk Management Handbookp. 8-2
  Chapter 8: Aeronautical Decision-Making in Flight › Analytical Decision-Making

  thunderstorm affecting the aircraft could be high and the consequences could be severe. Process: The pilot considers the options available to mitigate the threat. Choices may include: • Diverting to a nearby airport • Turning back, if conditions allow • Rerouting the flight ... thunderstorms • Flying above the weather. During analytical decision-making, the pilot evaluates the pros and cons associated with each option and chooses one that should adequately reduce the level of risk. For example, the aircraft may not have the equipment…

• Risk Management Handbookp. G-3
  Glossary

  their status in the near future. Stress. The body’s response to demands placed upon it. System component failure of the powerplant (SCF-PP). An accident caused by failure of an engine component that may lead to complete failure ... management (TEM). A risk management methodology designed to anticipate and prevent threats from creating errors, trap errors before they cause undesired aircraft states, and mitigate undesired aircraft states to stop an incident or accident from occurring. Total risk…

• Pilot's Handbook of Aeronautical Knowledgep. 10-10
  Chapter 10: Weight and Balance › Determining Loaded Weight and CG › Weight Shifting

  most satisfactory solution to this problem is to shift baggage, passengers, or both. The pilot should be able to determine the minimum load shift needed to make the aircraft safe for flight. Pilots should be able to determine if shifting ... location will correct an out-of-limit condition. There are some standardized calculations that can help make these determinations. Weight Shifting When weight is shifted from one location to another, the total weight of the aircraft is unchanged. The total…

• Pilot's Handbook of Aeronautical Knowledgep. 7-25
  Chapter 7: Aircraft Systems › Flameout › Performance Comparison

  purposes only and is not for specific models of engines. The following are the four types of engines: • Reciprocating powerplant • Turbine, propeller combination (turboprop) • Turbine engine incorporating a fan (turbofan) • Turbojet (pure jet) By plotting the performance curve for each ... means of comparison, numerical values for net thrust, aircraft speed, and drag are not included. Comparison of the four powerplants on the basis of net thrust makes certain performance capabilities evident. In the speed range shown to the left…

• 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…