CH.II.A.K2

From the FAA library

• Helicopter Flying Handbookp. 8-2
  Chapter 8: Ground Procedures and Flight Preparations › Preflight › Minimum Equipment Lists (MELs) and Operations with Inoperative Equipment

  Figure 8-1. The pilot in command is responsible for the airworthy condition of the aircraft and using checklists to ensure proper inspection of the helicopter prior to flight. There are two primary methods of deferring maintenance on rotorcraft operating ... widely used by most pilot/operators. Its popularity is due to simplicity and minimal paperwork. When inoperative equipment is found during preflight or prior to departure, the decision should be to cancel the flight, obtain maintenance prior to flight, determine…

• Helicopter Flying Handbookp. 11-25
  Chapter 11: Helicopter Emergencies and Hazards › VFR Flight into Instrument Meteorological Conditions

  Many accidents can be traced back to the pilot’s inability to recover the helicopter after IIMC is encountered, even with adequate equipment installed. Therefore, whether instrument rated or not, all pilots should understand that avoiding IIMC is critical ... more conservative than those required by regulations for VFR flight. In addition, a thorough preflight and understanding of weather conditions that may contribute to the risk of IMC developing along a planned route of flight is essential for safety. Pilots…

• Helicopter Flying Handbookp. 11-15
  Chapter 11: Helicopter Emergencies and Hazards › Low-G Conditions and Mast Bumping

  rotor system can sever the mast or allow rotor blades to strike the tail or other portions of the helicopter. Figure 11-8. Result of improper corrective action in a low-G condition. Turbulence, especially severe downdrafts, can also cause ... condition and, when combined with high airspeed, may lead to mast bumping. Typically, helicopters handle turbulence better than a light airplane due to smaller surface area of the rotor blades. During flight in turbulence, momentary excursions in airspeed, altitude…

• Risk Management Handbookp. 2-2
  Chapter 2: Personal Minimums › Personal Minimums › Step 2—Assess Experience and Comfort Level

  ceiling as 7,000 feet, and the lowest visibility as 15 miles. A pilot may never experience MVFR conditions and would leave the dash in place. However, in this example and as shown in Figure 2-3, the pilot regularly ... flies in an area where normal summer flying involves hazy conditions over relatively flat terrain and is more experienced and comfortable in MVFR. The pilot used the MVFR column to record personal minimums of a 2,500-foot ceiling…

• Risk Management Handbookp. 2-3
  Chapter 2: Personal Minimums › Personal Minimums › Step 3—Consider Other Conditions

  this example, the pilot did not fill in the LIFR boxes for known “comfort level” in instrument meteorological conditions (IMC) after deciding to avoid flight in those conditions. 12402 Experience and “Comfort Level” Assessment Figure 2-4. A sample pilot ... single table, the summary of a pilot’s known “comfort level” for VFR, MVFR, IFR, and LIFR weather conditions might appear as shown in Figure 2-5. Figure 2-5. Experience and comfort level assessment for combined…

• Airplane Flying Handbookp. 2-1
  Chapter 2: Ground Operations › Preflight Assessment of the Aircraft

  Aircraft The visual preflight assessment mitigates airplane flight hazards. The preflight assessment ensures that any aircraft flown meets regulatory airworthiness standards and is in a safe mechanical condition prior to flight. Per 14 CFR part 3, section ... term “airworthy” means that the aircraft conforms to its type design and is in condition for safe operation. The owner/operator is primarily responsible for maintenance, but in accordance with 14 CFR part 91, section 91.7(a) and (b) no person…