CH.VIII.E.S4

From the FAA library

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

  Figure 2-3, Figure 2-4, and Figure 2-5 layout a sample assessment. Figure 2-3 shows how entries might look in the Experience & Comfort Level Assessment VFR & MVFR table. Suppose a pilot’s flying takes place ... part of the country where clear skies and visibilities of 30 miles or more are normal. The entry might specify the lowest VFR ceiling as 7,000 feet, and the lowest visibility as 15 miles. A pilot may never experience…

• 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…

• Risk Management Handbookp. 2-4
  Chapter 2: Personal Minimums › Personal Minimums › Step 5—Adjust for Specific Conditions

  table as shown in Figure 2-8. Figure 2-8. Sample baseline personal minimums. Step 5—Adjust for Specific Conditions Any flight a pilot makes involves an infinite combination of pilot skill, experience, conditions, and proficiency. Aircraft equipment and performance ... environmental conditions, and external influences vary considerably. Both individually and in combination, these factors can compress or expand the safety buffer provided by baseline personal minimums. Consequently, a pilot should develop a practical way to adjust baseline personal minimums…

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

  intended destination." Experience and statistical data indicate that attempting to continue VFR flight into IMC can often lead to a fatal outcome as pilots often fixate on what they see below them and are unable to see the hazards ahead ... even more conservative personal minimums to ensure safety and avoidance of IIMC than daytime flying. At night, deteriorating weather conditions may be difficult to detect. Therefore, pilots should ensure that they not only receive a thorough weather briefing, but that…

• Helicopter Flying Handbookp. 11-9
  Chapter 11: Helicopter Emergencies and Hazards › Vortex Ring State

  being supplied from the engine. [Figure 11-3] A fully developed vortex ring state is characterized by an unstable condition in which the helicopter experiences uncommanded pitch and roll oscillations, has little or no collective authority, and achieves a descent ... develop. A vortex ring state may be entered during any maneuver that places the main rotor in a condition of descending in a column of disturbed air and low forward airspeed. Airspeeds that are below translational lift airspeeds are within…

• Aeronautical Information Manualp. 6-2-1
  Chapter 6. Emergency Procedures › Section 2. Emergency Services Available to Pilots › 6-2-2. Transponder Emergency Operation

  course of action is available which will permit flight and a safe landing in VFR weather conditions, noninstrument rated pilots should choose the VFR condition rather than requesting a vector or approach that will take them into IFR weather conditions ... continued flight in VFR conditions is not possible, the noninstrument rated pilot should so advise the controller and indicating the lack of an instrument rating, declare a distress condition; or 3. If the pilot is instrument rated and current…