SH.IV.D.R2

From the FAA library

• Aeronautical Information Manualp. 4-1-5
  Chapter 4. Air Traffic Control › Section 1. Services Available to Pilots › 4-1-9. Traffic Advisory Practices at Airports Without Operating Control Towers

  communicating with a CTAF FSS, check the airport’s automated weather and establish two-way communications before transmitting outbound/inbound intentions or information. An inbound aircraft should initiate contact approximately 10 miles from the airport, reporting aircraft identification and type, altitude ... location relative to the airport, intentions (landing or over flight), possession of the automated weather, and request airport advisory or airport information service. A departing aircraft should initiate contact before taxiing, reporting aircraft identification and type, VFR or IFR, location…

• Aeronautical Information Manualp. 5-3-18
  Chapter 5. Air Traffic Procedures › Section 3. En Route Procedures › 5-3-2. Position Reporting

  repeated to the pilot when handed off to another controller. At times, the aircraft identity will be confirmed by the receiving controller; however, this should not be construed to mean that radar contact has been lost. The identity of transponder ... equipped aircraft will be confirmed by asking the pilot to “ident,” “squawk standby,” or to change codes. Aircraft without transponders will be advised of their position to confirm identity. In this case, the pilot is expected to advise the controller…

• Aeronautical Information Manualp. 10-2-19
  Chapter 10. Helicopter Operations › Section 2. Special Operations › 10-2-4. Emergency Medical Service (EMS) Multiple Helicopter Operations

  operators should attempt to contact other helicopters on 123.025, and state their position and route of flight intentions for departing the LZ. 2. Hospital Operations. Because many hospitals require landing permission and have established procedures (frequencies to monitor, primary ... into the hospital heliport, the helicopter nearest to the heliport should contact other inbound helicopters on 123.025 and establish intentions. Follow the guidelines established in the LZ operations. (b) To facilitate approach times, the pilot-in-command of the helicopter…

• Risk Management Handbookp. 6-2
  Chapter 6: Threat and Error Management › Causes of Errors › Psychological Effects

  triggering an internal “uh-oh.” The phenomenon, not to be confused with expectation bias, has the slightly different name “confirmation bias.” The result of either, if uncorrected, may lead to an error. Either case results in the pilot continuing with ... perceived. Fatigue tends to stop pilots from taking extra steps to verify perceived reality and contributes to expectation and confirmation bias susceptibility. An incident at the San Francisco, California airport (KSFO) is another example involving expectation bias. The NTSB docket…

• Currency Requirements and Guidance for the Flight Review and Instrument Proficiency Checkp. 4-1
  CHAPTER 4. FLIGHT REVIEW › 4.1 Intent and Structure of the Flight Review › 4.1.1 Intent of Flight Review

  CHAPTER 4. FLIGHT REVIEW 4.1 Intent and Structure of the Flight Review 4.1.1 Intent of Flight Review. The purpose of the flight review required by 14 CFR part 61, § 61.56 is to provide for a regular evaluation of pilot skills…

• Airplane Flying Handbookp. 9-12
  Chapter 9: Approaches and Landings › Intentional Slips

  climb out of ground effect prematurely. 9. Failure to adequately compensate for torque/P factor. 10. Loss of aircraft control. Intentional Slips A slip occurs when the bank angle of an airplane is too steep for the existing rate of turn ... Unintentional slips are most often the result of uncoordinated rudder/aileron application. Intentional slips, however, are used to dissipate altitude without increasing airspeed and/ or to adjust airplane ground track during a crosswind. Intentional slips are especially useful in forced landings…