PH.V.E.S4

From the FAA library

• Helicopter Flying Handbookp. 13-12
  Chapter 13: Effective Aeronautical Decision-Making › Risk Management › Using the 3P Model to Form Good Safety Habits

  approach path that will serve as go/no-go points should the pilot feel any assessed parameter is being exceeded. Wind direction and velocity are assessed as a medium risk because (for this scenario) the direction of the wind is slightly offset ... from the chosen approach path, creating a 15–20° crosswind with a steady 10-knot wind. The pilot also takes into consideration that, due to the terrain, the wind direction and velocity may change during the approach. The pilot…

• 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…

• Pilot's Handbook of Aeronautical Knowledgep. 6-2
  Chapter 6: Flight Controls › Flight Control Systems › Primary Flight Controls

  Flight Control Systems Flight Controls Aircraft flight control systems consist of primary and secondary systems. The ailerons, elevator (or stabilator), and rudder constitute the primary control system and are required to control an aircraft safely during flight. Wing flaps, leading ... edge devices, spoilers, and trim systems constitute the secondary control system and improve the performance characteristics of the airplane or relieve the pilot of excessive control forces. Primary Flight Controls Aircraft control systems are carefully designed to provide adequate responsiveness…

• Pilot's Handbook of Aeronautical Knowledgep. 17-9
  Chapter 17: Aeromedical Factors › Health and Physiological Factors Affecting Pilot Performance › Diving or Rolling Beyond the Vertical Plane

  Diving or Rolling Beyond the Vertical Plane This maneuver may produce extreme disorientation. While in straight-and-level flight, the pilot should sit normally, either with eyes closed or gaze lowered to the floor. The instructor pilot starts a positive ... left, then immediately returns his or her head to an upright position. The instructor pilot should time the maneuver so the roll is stopped as the pilot returns his or her head upright. An intense disorientation is usually produced…

• Helicopter Flying Handbookp. 9-16
  Chapter 9: Basic Flight Maneuvers › Common Errors › Turns Around a Point

  Errors 1. Using antitorque pedal pressures to assist turns. 2. Slipping or skidding in the turn. 3. An unsymmetrical ground track during S-turns across a road. 4. Improper correction for wind drift. 5. Failure to maintain selected altitude ... airspeed. 6. Excessive bank angles. Turns Around a Point This training maneuver requires flying constant radius turns around a preselected point on the ground using a bank angle of approximately 30°–45°, while maintaining both a constant altitude…

• Helicopter Flying Handbookp. 3-3
  Chapter 3: Helicopter Flight Controls › Cyclic Pitch Control

  Cyclic Pitch Control The cyclic pitch control (or simply “cyclic”) is usually projected upward from the cockpit floor, between the pilot’s legs or between the two pilot seats in some models. [Figure 3-4] This primary flight control allows ... pilot to fly the helicopter in any direction of travel: forward, rearward, left, and right. As discussed in Chapter 2, Aerodynamics of Flight, the total lift force is always perpendicular to the tip-path plane of the main rotor…