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Summary of violations

Violation count, by ruleset and severity.
	Critical	Serious	Moderate	Minor	Total
WCAG 2.0 A	0	0	0	0	0
WCAG 2.0 AA	0	0	0	0	0
EPUB	0	0	0	0	0
Best Practice	0	0	0	0	0
Other	0	0	0	0	0
Total	0	0	0	0	0

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Violations in the EPUB, with references to severity, guidelines and specific location of problem.
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Metadata

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Publication metadata.
Name	Value
dc:title	Remote Pilot – Small Unmanned Aircraft Systems Study Guide
dc:type	text
dc:language	en
dc:source	urn:isbn:ISBN
dc:identifier	ISBN
dc:creator	U.S. Department of Transportation
cover	cover-image
dcterms:modified	2020-10-15T00:00:00Z
ibooks:version	2.0
ibooks:specified-fonts	true
rendition:layout	reflowable
rendition:spread	none
rendition:orientation	auto
schema:audience	schema:audience
schema:educationalUse	reading
schema:interactivityType	mixed
schema:accessMode	textual \| visual
schema:accessModeSufficient	textual,visual \| textual
schema:accessibilityFeature	tableOfContents \| alternativeText \| longDescription \| printPageNumbers \| readingOrder \| structuralNavigation
schema:accessibilityHazard	none
schema:accessibilitySummary	This publication meets the EPUB Accessibility requirements and it also meets the Web Content Accessibility Guidelines (WCAG-AA). It is screen-reader friendly and is accessible to persons with disabilities. A very complex book with lots of images, tables, list items and complex formatting, which are defined with accessible structural markup. This book contains various accessibility features such as alternative text and long descriptions for images, table of content, page-list, landmark, reading order, Structural Navigation and semantic structure.
a11y:certifiedBy	Benetech
a11y:certifierCredential	https://bornaccessible.org/certification/gca-credential/
dcterms:conformsTo	http://www.idpf.org/epub/a11y/accessibility-20160801.html#wcag-AA

The following accessibility metadata is present: schema:accessMode schema:accessibilityFeature schema:accessibilityHazard schema:accessibilitySummary schema:accessModeSufficient a11y:certifiedBy a11y:certifierCredential dcterms:conformsTo

The following accessibility metadata is missing: schema:accessibilityAPI schema:accessibilityControl a11y:certifierReport .

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Outlines

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TOC Outline

Cover
Title Page
Preface
Table of Contents
Introduction
1. Obtaining Assistance from the Federal Aviation Administration (FAA)
2. FAA Reference Material
Chapter 1: Applicable Regulations
Chapter 2: Airspace Classification, Operating Requirements, and Flight Restrictions
1. Introduction
2. Controlled Airspace
3. Uncontrolled Airspace
4. Special Use Airspace
5. Other Airspace Areas
6. Air Traffic Control and the National Airspace System
7. Visual Flight Rules (VFR) Terms & Symbols
8. Notices to Airmen (NOTAMs)
Chapter 3a: Aviation Weather Sources
1. Introduction
2. Surface Aviation Weather Observations
3. Aviation Weather Reports
4. Aviation Forecasts
5. Convective Significant Meteorological Information (WST)
Chapter 3b: Effects of Weather on Small Unmanned Aircraft Performance
1. Introduction
2. Density Altitude
3. Performance
4. Measurement of Atmosphere Pressure
5. Effect of Obstructions on Wind
6. Low-Level Wind Shear
7. Atmospheric Stability
8. Temperature/Dew Point Relationship
9. Clouds
10. Fronts
11. Mountain Flying
12. Structural Icing
13. Thunderstorm Life Cycle
14. Ceiling
15. Visibility
Chapter 4: Small Unmanned Aircraft Loading
1. Introduction
2. Weight
3. Stability
4. Load Factors
5. Weight and Balance
Chapter 5: Emergency Procedures
1. Introduction
2. Inflight Emergency
Chapter 6: Crew Resource Management
Chapter 7: Radio Communication Procedures
1. Introduction
2. Understanding Proper Radio Procedures
3. Traffic Advisory Practices at Airports without Operating Control Towers
Chapter 8: Determining the Performance of Small Unmanned Aircraft
1. Introduction
2. Effect of Temperature on Density
3. Effect of Humidity (Moisture) on Density
Chapter 9: Physiological Factors (Including Drugs and Alcohol) Affecting Pilot Performance
1. Introduction
2. Physiological/Medical Factors that Affect Pilot Performance
3. Vision and Flight
Chapter 10: Aeronautical Decision-Making and Judgment
1. Introduction
2. History of ADM
3. Risk Management
4. Crew Resource Management (CRM) and Single-Pilot Resource Management
5. Hazard and Risk
6. Human Factors
7. The Decision-Making Process
8. Decision-Making in a Dynamic Environment
9. Situational Awareness
Chapter 11: Airport Operations
1. Introduction
2. Types of Airports
3. Sources for Airport Data
4. Latitude and Longitude (Meridians and Parallels)
5. Antenna Towers
Chapter 12: Maintenance and Preflight Inspection Procedures
Appendix 1: Study References
Appendix 2: Registration and Marking Requirements for Small Unmanned Aircraft
Appendix 3: Abbreviations and Acronyms

Headings Outline

Remote Pilot – Small Unmanned Aircraft Systems Study Guide
Preface
Table of Contents
Introduction
- Obtaining Assistance from the Federal Aviation Administration (FAA)
- FAA Reference Material
Chapter 1:Applicable Regulations
Chapter 2:Airspace Classification, Operating Requirements, and Flight Restrictions
- Introduction
- Controlled Airspace
  - Class B Airspace
  - Class C Airspace
  - Class D Airspace
  - Class E Airspace
- Uncontrolled Airspace
  - Class G Airspace
- Special Use Airspace
  - Prohibited Areas
  - Restricted Areas
  - Warning Areas
  - Military Operation Areas (MOAs)
  - Alert Areas
  - Controlled Firing Areas (CFAs)
- Other Airspace Areas
  - Local Airport Advisory (LAA)
  - Military Training Routes (MTRs)
  - Temporary Flight Restrictions (TFR)
  - Parachute Jump Aircraft Operations
  - Published VFR Routes
  - Terminal Radar Service Areas (TRSAs)
  - National Security Areas (NSAs)
- Air Traffic Control and the National Airspace System
  - Operating Rules and Pilot/Equipment Requirements
- Visual Flight Rules (VFR) Terms & Symbols
- Notices to Airmen (NOTAMs)
Chapter 3a:Aviation Weather Sources
- Introduction
- Surface Aviation Weather Observations
- Aviation Weather Reports
  - Aviation Routine Weather Report (METAR)
- Aviation Forecasts
  - Terminal Aerodrome Forecasts (TAF)
- Convective Significant Meteorological Information (WST)
Chapter 3b:Effects of Weather on Small Unmanned Aircraft Performance
- Introduction
- Density Altitude
  - Effects of Pressure on Density
  - Effects of Temperature on Density
  - Effects of Humidity (Moisture) on Density
- Performance
  - Climb Performance Factors
- Measurement of Atmosphere Pressure
- Effect of Obstructions on Wind
- Low-Level Wind Shear
- Atmospheric Stability
  - Inversion
- Temperature/Dew Point Relationship
  - Methods by Which Air Reaches the Saturation Point
  - Dew and Frost
- Clouds
  - Standing Lenticular Altocumulus Clouds.
  - Stability
- Fronts
- Mountain Flying
- Structural Icing
- Thunderstorm Life Cycle
  - The Cumulus Stage
  - The Mature Stage
  - The Dissipating Stage
- Ceiling
- Visibility
Chapter 4:Small Unmanned Aircraft Loading
- Introduction
- Weight
- Stability
- Load Factors
  - Load Factors in Steep Turns
  - Load Factors and Stalling Speeds
- Weight and Balance
  - Weight Control
  - Effects of Weight
Chapter 5:Emergency Procedures
- Introduction
- Inflight Emergency
Chapter 6:Crew Resource Management
Chapter 7:Radio Communication Procedures
- Introduction
- Understanding Proper Radio Procedures
- Traffic Advisory Practices at Airports without Operating Control Towers
  - Airport Operations without Operating Control Tower
  - Understanding Communication on a Common Frequency
  - Communication/Broadcast Procedures
  - Recommended Traffic Advisory Practices
  - Aircraft Call Signs
Chapter 8:Determining the Performance of Small Unmanned Aircraft
- Introduction
- Effect of Temperature on Density
- Effect of Humidity (Moisture) on Density
Chapter 9:Physiological Factors (Including Drugs and Alcohol) Affecting Pilot Performance
- Introduction
- Physiological/Medical Factors that Affect Pilot Performance
  - Hyperventilation
  - Stress
  - Fatigue
  - Dehydration
  - Heatstroke
  - Drugs
  - Alcohol
- Vision and Flight
  - Scanning Techniques
Chapter 10:Aeronautical Decision-Making and Judgment
- Introduction
- History of ADM
- Risk Management
- Crew Resource Management (CRM) and Single-Pilot Resource Management
- Hazard and Risk
  - Hazardous Attitudes and Antidotes
  - Risk
  - The PAVE Checklist
- Human Factors
- The Decision-Making Process
  - Single-Pilot Resource Management (SRM)
  - Perceive, Process, Perform (3P) Model
- Decision-Making in a Dynamic Environment
  - Automatic Decision-Making
  - Stress Management
  - Use of Resources
- Situational Awareness
  - Obstacles to Maintaining Situational Awareness
Chapter 11:Airport Operations
- Introduction
- Types of Airports
  - Towered Airport
  - Non-towered Airport
- Sources for Airport Data
  - Chart Supplement U.S. (formerly Airport/Facility Directory)
  - Notices to Airmen (NOTAM)
  - Automated Terminal Information Service (ATIS)
  - Aeronautical Charts
  - Sectional Charts
- Latitude and Longitude (Meridians and Parallels)
  - Variation
- Antenna Towers
Chapter 12:Maintenance and Preflight Inspection Procedures
Appendix 1:Study References
Appendix 2:Registration and Marking Requirements for Small Unmanned Aircraft
Appendix 3:Abbreviations and Acronyms

HTML Outline

1. Untitled BODY
  1. Untitled SECTION
1. Untitled BODY
  1. Remote Pilot – Small Unmanned Aircraft Systems Study Guide
1. Untitled BODY
  1. Preface
1. Untitled BODY
  1. Table of Contents
1. Untitled BODY
  1. Introduction
    1. Obtaining Assistance from the Federal Aviation Administration (FAA)
    2. FAA Reference Material
1. Untitled BODY
  1. Chapter 1:Applicable Regulations
1. Untitled BODY
  1. Chapter 2:Airspace Classification, Operating Requirements, and Flight Restrictions
    1. Introduction
    2. Controlled Airspace
      1. Class B Airspace
      2. Class C Airspace
      3. Class D Airspace
      4. Class E Airspace
    3. Uncontrolled Airspace
      1. Class G Airspace
    4. Special Use Airspace
      1. Prohibited Areas
      2. Restricted Areas
      3. Warning Areas
      4. Military Operation Areas (MOAs)
      5. Alert Areas
      6. Controlled Firing Areas (CFAs)
    5. Other Airspace Areas
    6. Local Airport Advisory (LAA)
    7. Military Training Routes (MTRs)
    8. Temporary Flight Restrictions (TFR)
    9. Parachute Jump Aircraft Operations
    10. Published VFR Routes
    11. Terminal Radar Service Areas (TRSAs)
    12. National Security Areas (NSAs)
    13. Air Traffic Control and the National Airspace System
      1. Operating Rules and Pilot/Equipment Requirements
    14. Visual Flight Rules (VFR) Terms & Symbols
    15. Notices to Airmen (NOTAMs)
1. Untitled BODY
  1. Chapter 3a:Aviation Weather Sources
    1. Introduction
    2. Surface Aviation Weather Observations
    3. Aviation Weather Reports
      1. Aviation Routine Weather Report (METAR)
    4. Aviation Forecasts
      1. Terminal Aerodrome Forecasts (TAF)
    5. Convective Significant Meteorological Information (WST)
1. Untitled BODY
  1. Chapter 3b:Effects of Weather on Small Unmanned Aircraft Performance
    1. Introduction
    2. Density Altitude
      1. Effects of Pressure on Density
      2. Effects of Temperature on Density
      3. Effects of Humidity (Moisture) on Density
    3. Performance
      1. Climb Performance Factors
    4. Measurement of Atmosphere Pressure
    5. Effect of Obstructions on Wind
    6. Low-Level Wind Shear
    7. Atmospheric Stability
      1. Inversion
    8. Temperature/Dew Point Relationship
      1. Methods by Which Air Reaches the Saturation Point
      2. Dew and Frost
    9. Clouds
      1. Standing Lenticular Altocumulus Clouds.
      2. Stability
    10. Fronts
    11. Mountain Flying
    12. Structural Icing
    13. Thunderstorm Life Cycle
      1. The Cumulus Stage
      2. The Mature Stage
      3. The Dissipating Stage
    14. Ceiling
    15. Visibility
1. Untitled BODY
  1. Chapter 4:Small Unmanned Aircraft Loading
    1. Introduction
    2. Weight
    3. Stability
    4. Load Factors
      1. Load Factors in Steep Turns
      2. Load Factors and Stalling Speeds
    5. Weight and Balance
      1. Weight Control
      2. Effects of Weight
1. Untitled BODY
  1. Chapter 5:Emergency Procedures
    1. Introduction
    2. Inflight Emergency
1. Untitled BODY
  1. Chapter 6:Crew Resource Management
1. Untitled BODY
  1. Chapter 7:Radio Communication Procedures
    1. Introduction
    2. Understanding Proper Radio Procedures
    3. Traffic Advisory Practices at Airports without Operating Control Towers
      1. Airport Operations without Operating Control Tower
      2. Understanding Communication on a Common Frequency
      3. Communication/Broadcast Procedures
      4. Recommended Traffic Advisory Practices
      5. Aircraft Call Signs
1. Untitled BODY
  1. Chapter 8:Determining the Performance of Small Unmanned Aircraft
    1. Introduction
    2. Effect of Temperature on Density
    3. Effect of Humidity (Moisture) on Density
1. Untitled BODY
  1. Chapter 9:Physiological Factors (Including Drugs and Alcohol) Affecting Pilot Performance
    1. Introduction
    2. Physiological/Medical Factors that Affect Pilot Performance
      1. Hyperventilation
      2. Stress
      3. Fatigue
      4. Dehydration
      5. Heatstroke
      6. Drugs
      7. Alcohol
    3. Vision and Flight
      1. Scanning Techniques
1. Untitled BODY
  1. Chapter 10:Aeronautical Decision-Making and Judgment
    1. Introduction
    2. History of ADM
    3. Risk Management
    4. Crew Resource Management (CRM) and Single-Pilot Resource Management
    5. Hazard and Risk
      1. Hazardous Attitudes and Antidotes
      2. Risk
      3. The PAVE Checklist
    6. Human Factors
    7. The Decision-Making Process
      1. Single-Pilot Resource Management (SRM)
      2. Perceive, Process, Perform (3P) Model
    8. Decision-Making in a Dynamic Environment
      1. Automatic Decision-Making
      2. Stress Management
      3. Use of Resources
    9. Situational Awareness
      1. Obstacles to Maintaining Situational Awareness
1. Untitled BODY
  1. Chapter 11:Airport Operations
    1. Introduction
    2. Types of Airports
      1. Towered Airport
      2. Non-towered Airport
    3. Sources for Airport Data
      1. Chart Supplement U.S. (formerly Airport/Facility Directory)
      2. Notices to Airmen (NOTAM)
      3. Automated Terminal Information Service (ATIS)
      4. Aeronautical Charts
      5. Sectional Charts
    4. Latitude and Longitude (Meridians and Parallels)
      1. Variation
    5. Antenna Towers
1. Untitled BODY
  1. Chapter 12:Maintenance and Preflight Inspection Procedures
1. Untitled BODY
  1. Appendix 1:Study References
1. Untitled BODY
  1. Appendix 2:Registration and Marking Requirements for Small Unmanned Aircraft
1. Untitled BODY
  1. Appendix 3:Abbreviations and Acronyms

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Images

Images in the EPUB, with their description
`alt`	`aria-describedby`	`figcaption`	Location	Role
Cover: Remote Pilot - Small Unmanned Aircraft Systems Study Guide by Federal Aviation Administration	The cover shows the picture of a Tablet computer fixed to a stand and a remote controlled joy-stick device connected to the tablet. The hands of a man holding the joy-stick are seen. On the tablet, a visual of a horizon is shown. On the top, the name of the publisher, "Federal Aviation Administration" is written and below it, the Title of the book "Remote Pilot -- Small Unmanned Aircraft Systems Study Guide" is shown.	N/A	xhtml/cover.xhtml#epubcfi(/4/2/2/2)	doc-cover
U.S. Department of Transportation: Federal Aviation Administration	N/A	N/A	xhtml/title.xhtml#epubcfi(/4/2/2/4/2/2/2/4)	N/A
This is a chart that depicts Airspace classification and shows the different classes of Air profiles.	This is a chart that depicts Airspace profile classification. It has "FL six hundred" marked on top of the chart centred to the width of the chart. Underneath that is a wide cylinder spanning the width of the chart and occupying about one-fifth of the height. This cylinder is marked with a heading "Airspace Classification on the left". Centered on it are the words, "Class A Eighteen thousand feet M S L". Underneath this are the different classes marked as cylinders from left to right. The first one on the extreme left reads "Class G Fourteen thousand feet M S L". Next to it on the right is a cylinder marked "Non-towered airport with instrument approach". On the right of this is another cylinder marked "One thousand two hundred feet A G L". Right of it is a cylinder marked "Seven hundred feet A G L Class G". Right of it are three cylinders piled one over the other. They are of increasing radius from the bottom to the top. They are marked "Class B". On the right of these are three small height cylinders that are lined up. All of them are marked "Class G" with two of them marked "Seven hundred feet A G L" and one marked "One thousand two hundred A G L". Next on right are two cylinders piled one over another with the smaller radius cylinder at the bottom. These are marked "Class C". On the right of these, there are two cylinders marked "Class G". One of them is "Seven hundred feet A G L" and another "One thousand Two hundred feet A G L". Right of these is a cylinder marked "Class D" and on the right is a short cylinder marked "Non-towered airport with instrument approach".	Figure 2-1. Airspace profile. This is a chart that depicts Airspace profile classification. It has "FL six hundred" marked on top of the chart centred to the width of the chart. Underneath that is a wide cylinder spanning the width of the chart and occupying about one-fifth of the height. This cylinder is marked with a heading "Airspace Classification on the left". Centered on it are the words, "Class A Eighteen thousand feet M S L". Underneath this are the different classes marked as cylinders from left to right. The first one on the extreme left reads "Class G Fourteen thousand feet M S L". Next to it on the right is a cylinder marked "Non-towered airport with instrument approach". On the right of this is another cylinder marked "One thousand two hundred feet A G L". Right of it is a cylinder marked "Seven hundred feet A G L Class G". Right of it are three cylinders piled one over the other. They are of increasing radius from the bottom to the top. They are marked "Class B". On the right of these are three small height cylinders that are lined up. All of them are marked "Class G" with two of them marked "Seven hundred feet A G L" and one marked "One thousand two hundred A G L". Next on right are two cylinders piled one over another with the smaller radius cylinder at the bottom. These are marked "Class C". On the right of these, there are two cylinders marked "Class G". One of them is "Seven hundred feet A G L" and another "One thousand Two hundred feet A G L". Right of these is a cylinder marked "Class D" and on the right is a short cylinder marked "Non-towered airport with instrument approach".	xhtml/ch02.xhtml#epubcfi(/4/2/4/6/2)	N/A
This is an aeronautical chart of a prohibited area, P forty, around Camp David.	This is a map depicting the prohibited area P-forty around Camp David. The map has camp David area in the center of the map. A circle is drawn around the Camp David area like a clock dial with minutes marked on it. Nearby towns like Thurmont, Smithsburg, Cavetown, Rouzerville, Cascade etc are shown on the map. A dotted line goes from the left to the right of the map about one fifths height from the top and is marked "Bittner-Whitsel seven hundred and sixty". Seveal contours, roads and other features of the map are present. The circular area marking the prohibited area is labelled "P-forty R-four thousand and nine". On the left hand bottom are the words "Warning Avoid Prohibited Area". On the right top is a caution message that reads "Caution Contact AFSS for latest flight restriction status and NOTAMs associated with P-forty and R-four thousand and nine".	Figure 2-2. An example of a prohibited area, P-40 around Camp David. This is a map depicting the prohibited area P-forty around Camp David. The map has camp David area in the center of the map. A circle is drawn around the Camp David area like a clock dial with minutes marked on it. Nearby towns like Thurmont, Smithsburg, Cavetown, Rouzerville, Cascade etc are shown on the map. A dotted line goes from the left to the right of the map about one fifths height from the top and is marked "Bittner-Whitsel seven hundred and sixty". Seveal contours, roads and other features of the map are present. The circular area marking the prohibited area is labelled "P-forty R-four thousand and nine". On the left hand bottom are the words "Warning Avoid Prohibited Area". On the right top is a caution message that reads "Caution Contact AFSS for latest flight restriction status and NOTAMs associated with P-forty and R-four thousand and nine".	xhtml/ch02.xhtml#epubcfi(/4/2/10/8/6/2)	N/A
This is an aeronautical chart of a restricted area around Camp Shelby.	This is a map showing restricted areas in a Sectional chart. In the map camp Shelby is surrounded by a rectangular periphery marked throughout the periphery by perpendicular lines on both sides. The map has the marks 596, 430, 753, 481, 475, 630, 497, 126 and 582. In the bottom of the rectangle, it is labelled as "Restricted for R 4401 A and B".	Figure 2-3. Restricted areas on a sectional chart. This is a map showing restricted areas in a Sectional chart. In the map camp Shelby is surrounded by a rectangular periphery marked throughout the periphery by perpendicular lines on both sides. The map has the marks 596, 430, 753, 481, 475, 630, 497, 126 and 582. In the bottom of the rectangle, it is labelled as "Restricted for R 4401 A and B".	xhtml/ch02.xhtml#epubcfi(/4/2/10/10/6/2)	N/A
This is an aeronautical chart of a Warning area on the Pacific coast of the USA.	This is a map showing a warning area on the pacific coast near Seattle, USA. There is a nearly quadrilateral looking area marked "Warning W-237 B" covering most of the pacific coast west of Olympic hot springs.	Figure 2-4. Requirements for airspace operations. This is a map showing a warning area on the pacific coast near Seattle, USA. There is a nearly quadrilateral looking area marked "Warning W-237 B" covering most of the pacific coast west of Olympic hot springs.	xhtml/ch02.xhtml#epubcfi(/4/2/10/12/6/2)	N/A
This is an aeronautical chart of a Military Operations Area or M O A.	The map shows the Camden Ridge Military Operations Area or M O A. Most of the area in the map is marked as a M O A with a top line going almost across the map from left to right at the top. Similarly, a vertical line showing the demarcation from North to South is also runs almost on the whole of the map area. The demarcation at the bottom runs from the left to the right to half of the map area and is connected to an obtuse angled line that goes up from the bottom demarcation line at nearly a thirty degree angle. The end of this line is connected to the top demarcation line with another vertical line running parallel to the edge of the map. There is another demarcation line running diagonally from the top left to the bottom right of the M O A. On the top left hand corner is a circular area. Inside the M O A periphery, some Military Operations Areas are marked. They are Camden Ridge M O A, Pine Hill West M O A, and Pine Hill East M O A.	Figure 2-5. Camden Ridge MOA is an example of a military operations area. The map shows the Camden Ridge Military Operations Area or M O A. Most of the area in the map is marked as a M O A with a top line going almost across the map from left to right at the top. Similarly, a vertical line showing the demarcation from North to South is also runs almost on the whole of the map area. The demarcation at the bottom runs from the left to the right to half of the map area and is connected to an obtuse angled line that goes up from the bottom demarcation line at nearly a thirty degree angle. The end of this line is connected to the top demarcation line with another vertical line running parallel to the edge of the map. There is another demarcation line running diagonally from the top left to the bottom right of the M O A. On the top left hand corner is a circular area. Inside the M O A periphery, some Military Operations Areas are marked. They are Camden Ridge M O A, Pine Hill West M O A, and Pine Hill East M O A.	xhtml/ch02.xhtml#epubcfi(/4/2/10/14/6/2)	N/A
This is an aeronautical chart of an Alert Area.	This shows the aeronautical chart with the Alert area A- Two One One. The Alert area covers most of the bottom right portion. It is labelled "A- Two one one". It is also mentioned that there is "High volume of Rotary and Fixed wing Flight training" in the area. A rectangular box outside the alert area on the chart has a notice reading "Alert area does not exist within restricted areas".	Figure 2-6. Alert area (A-211). This shows the aeronautical chart with the Alert area A- Two One One. The Alert area covers most of the bottom right portion. It is labelled "A- Two one one". It is also mentioned that there is "High volume of Rotary and Fixed wing Flight training" in the area. A rectangular box outside the alert area on the chart has a notice reading "Alert area does not exist within restricted areas".	xhtml/ch02.xhtml#epubcfi(/4/2/10/16/6/2)	N/A
This is an aeronautical chart showing an example military training route.	The aeronautical chart shows the Military Training Route I R zero three seven. This goes in a North-westerly direction from and passes through cedar creek. Merrill, Lucedale and Factory are also shown on the chart.	Figure 2-7. Military training route (MTR) chart symbols. The aeronautical chart shows the Military Training Route I R zero three seven. This goes in a North-westerly direction from and passes through cedar creek. Merrill, Lucedale and Factory are also shown on the chart.	xhtml/ch02.xhtml#epubcfi(/4/2/16/6/2)	N/A
This is an illustration showing the turbulence and airflows in a mountainous region.	The image depicts air currents and turbulence in mountainous regions. The illustration has three mountains from the left to the right. The one in the middle is the highest with the one on the left-most being of medium size and the right-most one being the smallest mountain. An air-current is shown with several thick arrows and is shown to move from the left to the right. The air current is parallel to the ground when it passes over the medium sized mountain on the left extreme and continues to be stream-lined when it rises over the large mountain in the middle. After passing over the larger middle mountain, the air current is shown to become turbulent with multiple thick arrows pointing in different directions before reaching the smaller mountain. A couple of clouds are also depicted along with mountains at a distance in the background.	Figure 3-3. Turbulence in mountainous regions. The image depicts air currents and turbulence in mountainous regions. The illustration has three mountains from the left to the right. The one in the middle is the highest with the one on the left-most being of medium size and the right-most one being the smallest mountain. An air-current is shown with several thick arrows and is shown to move from the left to the right. The air current is parallel to the ground when it passes over the medium sized mountain on the left extreme and continues to be stream-lined when it rises over the large mountain in the middle. After passing over the larger middle mountain, the air current is shown to become turbulent with multiple thick arrows pointing in different directions before reaching the smaller mountain. A couple of clouds are also depicted along with mountains at a distance in the background.	xhtml/ch03b.xhtml#epubcfi(/4/2/12/10/2)	N/A
This is a illustration showing the three states in the life-cycle of a Thunderstorm.	This illustration depicts the life cycle of a thunderstorm. There are three panels showing the three stages that a thunderstorm passes through. The maturity happens from the left to the right. The left most panel shows the Cumulus stage which happens at the height of three to five miles. The clouds do not cover the entire area of the pane and there are several upward pointing arrows showing the flow of air starting from Five thousand feet up to twenty thousand feet. Thirty two degrees fahrenheit line is drawn on all three panes and occurs between ten thousand and twenty thousand feet. The equilibrium level is shown with a horizontal level between thirty thousand feet and Forty thousand feet. The clouds are below the twenty thousand feet mark in the cumulus stage. The second stage is depicted in the middle panel which is the second from the left. This shows the mature stage where the clouds have reached the forty thousand mark and some dissipation is shown with rains coming down on the right side. Upward pointing arrows are on the left side of the panel showing the flow of air towards the top of the cloud. Downward arrows are shown on the right showing rainfall. On the third and right most panel is shown the dissipating stage which occurs five to seven mile height. Rainfall is shown across the panel and is marked by thick arrows pointing downwards. The upward airflow occurs above twenty thousand feet.	Figure 3-4. Life cycle of a thunderstorm. This illustration depicts the life cycle of a thunderstorm. There are three panels showing the three stages that a thunderstorm passes through. The maturity happens from the left to the right. The left most panel shows the Cumulus stage which happens at the height of three to five miles. The clouds do not cover the entire area of the pane and there are several upward pointing arrows showing the flow of air starting from Five thousand feet up to twenty thousand feet. Thirty two degrees fahrenheit line is drawn on all three panes and occurs between ten thousand and twenty thousand feet. The equilibrium level is shown with a horizontal level between thirty thousand feet and Forty thousand feet. The clouds are below the twenty thousand feet mark in the cumulus stage. The second stage is depicted in the middle panel which is the second from the left. This shows the mature stage where the clouds have reached the forty thousand mark and some dissipation is shown with rains coming down on the right side. Upward pointing arrows are on the left side of the panel showing the flow of air towards the top of the cloud. Downward arrows are shown on the right showing rainfall. On the third and right most panel is shown the dissipating stage which occurs five to seven mile height. Rainfall is shown across the panel and is marked by thick arrows pointing downwards. The upward airflow occurs above twenty thousand feet.	xhtml/ch03b.xhtml#epubcfi(/4/2/28/10/6/2)	N/A
This illustration indicates how the centrifugal force and gravity contribute to the load factor of a plane during banking.	The illustration depicts how two forces cause load factor during turns on an airplane. The front view of an airplane is shown. The propeller of the plane is at the top left corner of a right angle. A thick arrow runs along the top side of the rectangle and is marked as the centrifugal force of 1.73 Gs. There is a downward pointing thick arrow that runs along the left side of the rectangle depicting gravity which is 1 G. A thick arrow runs diagonally from the top left of the rectangle to the bottom right of the rectangle to show the resultant vector of these two forces. It is the load factor which is 2 Gs. The wings of the plane are shown to be at a sixty degree angle while making the turn in the illustration.	Figure 4-1. Two forces cause load factor during turns. The illustration depicts how two forces cause load factor during turns on an airplane. The front view of an airplane is shown. The propeller of the plane is at the top left corner of a right angle. A thick arrow runs along the top side of the rectangle and is marked as the centrifugal force of 1.73 Gs. There is a downward pointing thick arrow that runs along the left side of the rectangle depicting gravity which is 1 G. A thick arrow runs diagonally from the top left of the rectangle to the bottom right of the rectangle to show the resultant vector of these two forces. It is the load factor which is 2 Gs. The wings of the plane are shown to be at a sixty degree angle while making the turn in the illustration.	xhtml/ch04.xhtml#epubcfi(/4/2/10/12/6/2)	N/A
This is a graph depicting how the bank angle of a plane varies the load factor on it.	The graph shows how the Bank angle changes with the Load factor. On the Y-axis, Load factor in G units is marked from zero to seven. On the x-axis, bank angle is marked from zero degrees to ninety degrees. The graph starts at one G for zero degree banking angle and shows an ascending curve that asymptotes with the vertical at just above eighty degrees banking angle.	Figure 4-2. Angle of bank changes load factor in level flight. The graph shows how the Bank angle changes with the Load factor. On the Y-axis, Load factor in G units is marked from zero to seven. On the x-axis, bank angle is marked from zero degrees to ninety degrees. The graph starts at one G for zero degree banking angle and shows an ascending curve that asymptotes with the vertical at just above eighty degrees banking angle.	xhtml/ch04.xhtml#epubcfi(/4/2/10/12/12/2)	N/A
This is a graph showing the variance of load factor with stall speeds.	This is a graph that shows how the load factor changes the stall speed. On the x-axis on the left are marked the Ratio of Acceleration Vs to unaccelerated Vs. On the x-axis are marked "G Load" on the left and "Accelerated stall speed on the right". The x-axis on the right shows "Unaccelerated stall speed". The ratio is from zero to five, the G load is from zero to eight and accelerated stall speed is from zero to two hundred and sixty miles per hour.	Figure 4-3. Load factor changes stall speed. This is a graph that shows how the load factor changes the stall speed. On the x-axis on the left are marked the Ratio of Acceleration Vs to unaccelerated Vs. On the x-axis are marked "G Load" on the left and "Accelerated stall speed on the right". The x-axis on the right shows "Unaccelerated stall speed". The ratio is from zero to five, the G load is from zero to eight and accelerated stall speed is from zero to two hundred and sixty miles per hour.	xhtml/ch04.xhtml#epubcfi(/4/2/10/14/12/2)	N/A
A button labelled A	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/2/2/2/2)	N/A
A button labelled B	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/4/2/2/2)	N/A
A button labelled C	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/6/2/2/2)	N/A
A button labelled D	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/8/2/2/2)	N/A
A button labelled E	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/10/2/2/2)	N/A
A button labelled F	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/12/2/2/2)	N/A
A button labelled G	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/14/2/2/2)	N/A
A button labelled H	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/16/2/2/2)	N/A
A button labelled I	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/18/2/2/2)	N/A
A button labelled J	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/20/2/2/2)	N/A
A button labelled K	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/22/2/2/2)	N/A
A button labelled L	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/24/2/2/2)	N/A
A button labelled M	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/26/2/2/2)	N/A
A button labelled N	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/28/2/2/2)	N/A
A button labelled O	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/30/2/2/2)	N/A
A button labelled P	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/32/2/2/2)	N/A
A button labelled Q	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/34/2/2/2)	N/A
A button labelled R	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/36/2/2/2)	N/A
A button labelled S	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/38/2/2/2)	N/A
A button labelled T	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/40/2/2/2)	N/A
A button labelled U	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/42/2/2/2)	N/A
A button labelled V	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/44/2/2/2)	N/A
A button labelled W	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/46/2/2/2)	N/A
A button labelled X	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/48/2/2/2)	N/A
A button labelled Y	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/50/2/2/2)	N/A
A button labelled Z	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/52/2/2/2)	N/A
A button labelled 1	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/54/2/2/2)	N/A
A button labelled 2	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/56/2/2/2)	N/A
A button labelled 3	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/58/2/2/2)	N/A
A button labelled 4	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/60/2/2/2)	N/A
A button labelled 5	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/62/2/2/2)	N/A
A button labelled 6	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/64/2/2/2)	N/A
A button labelled 7	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/66/2/2/2)	N/A
A button labelled 8	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/68/2/2/2)	N/A
A button labelled 9	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/70/2/2/2)	N/A
A button labelled 0	N/A	Figure 7-1. Phonetic Alphabet.	xhtml/ch07.xhtml#epubcfi(/4/2/6/8/2/6/72/2/2/2)	N/A
The illustration demonstrates the scanning techniques to be adopted by a pilot.	This shows how pilots should scan the field of view. To scan effectively, pilots must look from right to left or left to right. They should begin scanning at the greatest distance an object can be perceived (top) and move inward toward the position of the aircraft (bottom). The image shows two mountainous terrain on the left and right and greenery in the middle at a distance. There is a thick arrow pointing from left marked as one to the right on the top marked as two and another thick arrow pointing from top marked two to bottom marked as three. From three a left pointing arrow moves to the point marked four. A few mountains and some clouds are also depicted in the background.	Figure 9-2. Scanning techniques. This shows how pilots should scan the field of view. To scan effectively, pilots must look from right to left or left to right. They should begin scanning at the greatest distance an object can be perceived (top) and move inward toward the position of the aircraft (bottom). The image shows two mountainous terrain on the left and right and greenery in the middle at a distance. There is a thick arrow pointing from left marked as one to the right on the top marked as two and another thick arrow pointing from top marked two to bottom marked as three. From three a left pointing arrow moves to the point marked four. A few mountains and some clouds are also depicted in the background.	xhtml/ch09.xhtml#epubcfi(/4/2/8/6/6/2)	N/A
Flow chart of Risk management Decision making process.	The image shows the flow chart for Risk management Decision making process. On the top left, the flow starts with a right point thick arrow marked with a start. There are six globes that form a hexagon. The top one is where it starts and is marked "Identity hazards". The next steps are marked "Assess Risks, Analyze controls, Make control decisions, Use controls and monitor results". These are the six steps in the Risk management decision making process.	Figure 10-1. Risk management decision-making process. The image shows the flow chart for Risk management Decision making process. On the top left, the flow starts with a right point thick arrow marked with a start. There are six globes that form a hexagon. The top one is where it starts and is marked "Identity hazards". The next steps are marked "Assess Risks, Analyze controls, Make control decisions, Use controls and monitor results". These are the six steps in the Risk management decision making process.	xhtml/ch10.xhtml#epubcfi(/4/2/8/6/2)	N/A
This illustrates the two types of decision making that are recognized world wide, namely, the analytical method and the automatic/naturalistic method.	This image shows the two types of decision making recognized worldwide. This has two flow charts shown side by side. The left one shows the Analytical method and the right one shows the Automatic/Naturalistic method. The steps in the Analytical method depicted in the flow chart are Situation, detection, Evaluation of event, outcome desired, the different solutions that you get there from Solution A to Solution D, the best action to do, effect of the decision. If the problem remains, the process should be repeated, otherwise, it will be done. On the right pane is the depiction of the Automatic/Naturalistic method. The steps involved here are Detection, Evaluation of event, Outcome desired, Take action, If not successful, to repeat take action and ends with successful.	N/A	xhtml/ch10.xhtml#epubcfi(/4/2/18/8/2/2/2)	N/A
Sample chart supplement in the US which was formerly the Airport directory excerpt.	This is a scanned image of a chart supplement for Alabama and specifically gives all the details pertaining to the Birmingham International Airport. It contains among other things, Airport remarks, communication channels, weather sources etc. It also has a quick reckoner chart of the airport and its runways on the top right hand corner.	Figure 11-1. Chart Supplement U.S. (formerly Airport/Facility Directory excerpt. This is a scanned image of a chart supplement for Alabama and specifically gives all the details pertaining to the Birmingham International Airport. It contains among other things, Airport remarks, communication channels, weather sources etc. It also has a quick reckoner chart of the airport and its runways on the top right hand corner.	xhtml/ch11.xhtml#epubcfi(/4/2/8/8/6/2)	N/A
This shows the seasonal chart and legend.	This shows the aeronautical chart called the sectional chart. On the map are two panes on the left. The left top pane contains illegible information. The bottom left pane shows the state wise map of the USA. Another pane on the lower right shows the clearance instructions for the pilots. The aeronautical chart itself is marked with several circular areas.	Figure 11-2. Sectional chart and legend. This shows the aeronautical chart called the sectional chart. On the map are two panes on the left. The left top pane contains illegible information. The bottom left pane shows the state wise map of the USA. Another pane on the lower right shows the clearance instructions for the pilots. The aeronautical chart itself is marked with several circular areas.	xhtml/ch11.xhtml#epubcfi(/4/2/8/16/8/2)	N/A
Picture of a globe showing the prime meridien, the latitudes and longitudes.	This is an illustration of a globe showing the various latitudes and longitudes of the Americas. The latitudes depicted are the equator and fifteen degrees North and South, thirty degrees North and South, forty five degrees North and South, sixty, seventy five and ninety degree North and eighty degrees South. The longitudes shown are the prime meridian, fifteen, thirty, forty five, sixty, seventy five, ninety, one hundred and five, one hundred and twenty, one hundred and thirty five, and one hundred and fifty West. This is shown for pilots to understand the basis of measuring time, distance and direction.	Figure 11-3. Meridians and parallels—the basis of measuring time, distance, and direction. This is an illustration of a globe showing the various latitudes and longitudes of the Americas. The latitudes depicted are the equator and fifteen degrees North and South, thirty degrees North and South, forty five degrees North and South, sixty, seventy five and ninety degree North and eighty degrees South. The longitudes shown are the prime meridian, fifteen, thirty, forty five, sixty, seventy five, ninety, one hundred and five, one hundred and twenty, one hundred and thirty five, and one hundred and fifty West. This is shown for pilots to understand the basis of measuring time, distance and direction.	xhtml/ch11.xhtml#epubcfi(/4/2/10/6/2)	N/A
Picture of the globe as seen from above the North Pole showing the magnetic North Pole and the Magnetic meridiens.	This picture shows the picture of the earth's globe with latitudes and longitudes and also the magnetic meridians. Several magnetic meridians are shown to radiate from the Magnetic North pole indicated by a circle and marked MN. The globe is shown from above the North pole and shows most of the Northern hemisphere. From these lines of variation (magnetic meridians), one can determine the effect of local magnetic variations on a magnetic compass.	Figure 11-4. Magnetic meridians are in red while the lines of longitude and latitude are in blue. From these lines of variation (magnetic meridians), on can determine the effect of local magnetic variations on a magnetic compass. This picture shows the picture of the earth's globe with latitudes and longitudes and also the magnetic meridians. Several magnetic meridians are shown to radiate from the Magnetic North pole indicated by a circle and marked MN. The globe is shown from above the North pole and shows most of the Northern hemisphere. From these lines of variation (magnetic meridians), one can determine the effect of local magnetic variations on a magnetic compass.	xhtml/ch11.xhtml#epubcfi(/4/2/10/10/8/2)	N/A
An illustration showing the magnetic variations in various places in the USA.	This picture shows the magnetic variations around the United States. It shows the map of the United States of America and also shows a thick line indicating the agonic line. This agonic line passes through the Florida Pan Handle and throw the Great Lakes in the North. The variations on the right of the agonic line are Westerly variations and the variations on the left of the agonic line are the Easterly variations. Positive and negative variations are shown on both Westerly and Easterly directions.	Figure 11-5. Note the agonic line where magnetic variation is zero. This picture shows the magnetic variations around the United States. It shows the map of the United States of America and also shows a thick line indicating the agonic line. This agonic line passes through the Florida Pan Handle and throw the Great Lakes in the North. The variations on the right of the agonic line are Westerly variations and the variations on the left of the agonic line are the Easterly variations. Positive and negative variations are shown on both Westerly and Easterly directions.	xhtml/ch11.xhtml#epubcfi(/4/2/10/10/12/2)	N/A

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