PL.V.I.R3

From the FAA library

• 14 CFR Part 91 — General Operating and Flight RulesOpen
  14 CFR § 91.527 Operating in icing conditions.

  Operating in icing conditions. (a) No pilot may take off an airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb ... authorized by the FAA. (b) No pilot may fly under IFR into known or forecast light or moderate icing conditions, or under VFR into known light or moderate icing conditions, unless— (1) The aircraft has functioning deicing or anti-icing…

• 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. 2-4
  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…

• 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…

• Pilot's Handbook of Aeronautical Knowledgep. 6-9
  Chapter 6: Flight Controls › Flight Control Systems › Leading Edge Devices

  downward. During the last portion of its travel, the flap increases the drag with little additional increase in lift. Leading Edge Devices High-lift devices also can be applied to the leading edge of the airfoil. The most common types ... fixed slots, movable slats, leading edge flaps, and cuffs. [Figure 6-18] Fixed slots direct airflow to the upper wing surface and delay airflow separation at higher angles of attack. The slot does not increase the wing camber, but allows…

• Pilot's Handbook of Aeronautical Knowledgep. 14-19
  Chapter 14: Airport Operations › Airport Lighting › Stop Bar Lights

  when installed, are used to confirm the ATC clearance to enter or cross the active runway in low visibility conditions (below 1,200 ft Runway Visual Range (RVR)). A stop bar consists of a row of red, unidirectional, steady-burning ... steady-burning red lights on each side. A controlled stop bar is operated in conjunction with the taxiway centerline lead-on lights which extend from the stop bar toward the runway. Following the ATC clearance to proceed, the stop…