CP.VI.A.R9

From the FAA library

• Risk Management Handbookp. 6-4
  Chapter 6: Threat and Error Management › Defenses Provided by the Pilot or Crew › Flying Skills (The Last Resort)

  Flying Skills (The Last Resort) Employing this defense becomes necessary after experiencing an undesired aircraft state that cannot be remedied with other defenses alone. Ability to take full control of the aircraft and return to safe flying parameters ... situation that could occur. Effective risk management and threat and error management usually prevent occurrences of an undesired aircraft state that may require a pilot to rely solely on flying skills as a defense. Proficiency A pilot who remains proficient…

• Risk Management Handbookp. G-2
  Glossary

  flight director operating modes and to engage or disengage the autopilot system. National Transportation Safety Board (NTSB). A United States Government independent organization responsible for investigations of accidents involving aviation, highways, waterways, pipelines, and railroads in the United States ... NTSB is charged by the Congress of the United States to investigate civil aviation accidents. Notice to Airmen (NOTAM). A notice filed with an aviation authority to alert aircraft pilots of any hazards en route or at a specific location…

• Pilot's Handbook of Aeronautical Knowledgep. 14-27
  Chapter 14: Airport Operations › En Route › Vortex Behavior

  Vortex Behavior Trailing vortices have certain behavioral characteristics that can help a pilot visualize the wake location and take avoidance precautions. Vortices are generated from the moment an aircraft leaves the ground (until it touches down), since trailing vortices ... byproduct of wing lift. [Figure 14-46] The vortex circulation is outward, upward, and around the wingtips when viewed from either ahead or behind the aircraft. Tests with large aircraft have shown that vortices remain spaced a bit less than…

• Pilot's Handbook of Aeronautical Knowledgep. 5-9
  Chapter 5: Aerodynamics of Flight › Wingtip Vortices › Avoiding Wake Turbulence

  speed of 2 or 3 knots (top). A crosswind will decrease the lateral movement of the upwind vortex and increase the movement of the downwind vortex. Thus a light wind with a cross runway component of 1 to 5 knots ... could result in the upwind vortex remaining in the touchdown zone for a period of time and hasten the drift of the downwind vortex toward another runway (bottom). safety that allows wake turbulence dissipation. [Figure 5-15] For more information…

• Risk Management Handbookp. 6-3
  Chapter 6: Threat and Error Management › Defenses Provided to the Pilot or Crew › Checklists, Standard Operating Procedures, and Best Practices

  Defenses against Threats, Errors, and Undesired Aircraft States When a pilot perceives a flight condition that requires attention, the pilot may know what to do immediately or may need time to process alternatives. The pilot may utilize several different strategies ... manufacturer’s approved checklists, placards, and emergency procedures provide a basic defense against threats, errors, or undesired aircraft states. Many flight schools, flying clubs, and larger flight departments may develop checklists and standard operating procedures (SOPs) that enhance the procedures…

• Risk Management Handbookp. 7-2
  Chapter 7: Automation & Flight Path Management › Reliance on Automation

  accumulation. However, if the system exceeds its limits, it could disconnect and leave the aircraft in an undesired state. A pilot who has become unaccustomed to manual flight may not be prepared to handle the situation. 12290 Reprogramming tasks that ... occur unexpectedly can trigger pilot errors, which may result in flight path deviations or other undesired aircraft states. Pilots should anticipate the need to fly manually and be prepared to maintain the desired flight path when manual control becomes necessary…