PL.XIII.A.S2

From the FAA library

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

  Step 4—Assemble and Evaluate Combining all these numbers results in a baseline personal minimums 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 ... 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. 2-1
  Chapter 2: Personal Minimums › Personal Minimums › Step 2—Assess Experience and Comfort Level

  Chapter 2: Personal Minimums Introduction Personal Minimums Step 1—Review Weather Flight Categories Step 2—Assess Experience and Comfort Level Introduction Federal regulations that apply to aviation do not cover every situation nor do they guarantee safety. For example ... night even though low visibility and night hazards increase the risk for an incident or accident. Therefore, pilots should consider non-mandatory self-regulation in the form of personal minimums. Personal Minimums Pilots who understand the difference between what…

• 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 ... table with reference to the aircraft type and terrain typical for most flying [Figure 2-7] will establish a safety buffer. If the pilot has never operated an airplane from a runway shorter than 5,000 feet, the shortest runway…

• Risk Management Handbookp. 2-5
  Chapter 2: Personal Minimums › Using the FAA WINGS Program for Risk Mitigation & Safety

  Using the FAA WINGS Program for Risk Mitigation & Safety The FAA maintains a safety program that provides courses on a variety of topics as a means to enhance safety. The WINGS Pilot Proficiency Program is based on the premise that ... also lead pilots to situations where lack of proficiency and equipment capability become a factor. Responsible pilots set personal minimums to help reduce the probability of experiencing an encounter that could lead to an incident or accident. A copy…

• Pilot's Handbook of Aeronautical Knowledgep. 15-4
  Chapter 15: Airspace › Special Use Airspace › Military Operation Areas (MOAs)

  Military Operation Areas (MOAs) MOAs consist of airspace with defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic. Whenever an MOA is being used, nonparticipating IFR traffic may be cleared through ... provided by ATC. Otherwise, ATC reroutes or restricts nonparticipating IFR traffic. MOAs are depicted on sectional, VFR terminal area, and en route low altitude charts and are not numbered (e.g., “Camden Ridge MOA”). [Figure 15-5] However…

• Aeronautical Information Manualp. 7-5-2
  Chapter 7. Safety of Flight › Section 5. Bird Hazards and Flight Over National Refuges, Parks, and Forests › 7-5-6. Flights Over Charted U.S. Wildlife Refuges, Parks, and Forest Service Areas

  Fish and Wildlife Service, and Wilderness and Primitive areas administered by the U.S. Forest Service. NOTEFAA Advisory Circular AC 91-36, Visual Flight Rules (VFR) Flight Near Noise-Sensitive Areas, defines the surface of a national park area (including parks ... forests, primitive areas, wilderness areas, recreational areas, national seashores, national monuments, national lakeshores, and national wildlife refuge and range areas) as: the highest terrain within 2,000 feet laterally of the route of flight, or the upper-most…