CP.XI.C.S7

From the FAA library

• Pilot's Handbook of Aeronautical Knowledgep. 14-20
  Chapter 14: Airport Operations › Wind Direction Indicators

  Wind Direction Indicators It is important for a pilot to know the direction of the wind. At facilities with an operating control tower, this information is provided by ATC. Information may also be provided by FSS personnel either located ... receive and broadcast on this frequency. When none of these services is available, it is possible to determine wind direction and runway in use by visual wind indicators. A pilot should check these wind indicators even when information is provided…

• Risk Management Handbookp. 7-2
  Chapter 7: Automation & Flight Path Management › Balancing Automated & Manual Flight

  move to lower levels of automation suitable to a changing environment. 12292 For example, a pilot may track an approach course adequately using manual control inputs. However, the pilot may also need to listen to and record the Automatic Terminal ... Information Service (ATIS), retrieve and load an instrument approach procedure, prepare for the instrument approach, and accomplish the appropriate checklists. These tasks will increase workload and divert pilot attention from monitoring and controlling the flight path. If using an autopilot…

• Pilot's Handbook of Aeronautical Knowledgep. G-34
  Glossary › Pilot’s Operating Handbook/Airplane Flight Manual

  determining position error from the GPS satellites, then transmitting the error, or corrective factors, to the airborne GPS receiver. Wind correction angle (WCA). The angle between the desired track and the heading of the aircraft necessary to keep the aircraft ... tracking over the desired track. Wind direction indicators. Indicators that include a wind sock, wind tee, or tetrahedron. Visual reference will determine wind direction and runway in use. Zone of confusion. Volume of space above the station where a lack…

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

  Figure 2-5. Figure 2-5. Experience and comfort level assessment for combined VFR and IFR. Step 3—Consider Other Conditions Pilots should also have personal minimums for wind and turbulence and record the most challenging wind conditions comfortably experienced ... class, or for a specific aircraft. Figure 2-6. A sample pilot experience and comfort level assessment for wind and turbulence. In addition to winds, “comfort level” inventory should also include factors related to aircraft performance. Completing the table with…

• Helicopter Flying Handbookp. 10-10
  Chapter 10: Advanced Flight Maneuvers › Confined Area Operations › Approach

  area, then one directly into the wind that is over trees. If these conditions exist, consider the possibility of making the initial phase of the approach crosswind over the open area and then turning into the wind for the final ... should be no steeper than necessary to clear any barrier with the tail rotor in the approach path and still land on the selected spot. The angle of climb on takeoff should be normal, or not steeper than necessary…

• Instrument Flying Handbookp. 10-18
  Chapter 10: IFR Flight › Approach to an Airport With an Operating Tower, With an Approach Control › Radar Monitoring of Instrument Approaches

  Radar service is automatically terminated at the completion of a radar approach. No-Gyro Approach is available to a pilot under radar control who experiences circumstances wherein the directional gyro or other stabilized compass is inoperative or inaccurate. When this ... occurs, the pilot should so advise ATC and request a no-gyro vector or approach. The pilot of an aircraft not equipped with a directional gyro or other stabilized compass who desires radar handling may also request a no-gyro…