This section discusses general planning and conduct of instrument approaches by pilots operating under Title 14 of the Code of Federal Regulations (14 CFR) Parts 91,121, 125, and 135. The operations specifications (OpSpecs), standard operating procedures (SOPs), and any other FAA- approved documents for each commercial operator are the final authorities for individual authorizations and […]
This section presents information on IFR helicopter operations in the National Airspace System. Advances in avionics technology installed in helicopters such as Global Positioning System (GPS) and Wide Area Augmentation System (WAAS) are bringing approach procedures to heliports around the country. Icing tests. To safely provide an all-weather capability and flight into known icing conditions
Pilot Proficiency Helicopters of the same make and model may have variations in installed avionics that change the required equipment or the level of augmentation for a particular operation. The complexity of modern AFCS, AP, and FD systems requires a high degree of understanding to safely and efficiently control the helicopter in IFR operations. Formal training
Helicopter Instrument Flight Rule (IFR) Certification – Part 2 Read Post »
It is very important that pilots be familiar with the IFR requirements for their particular helicopter. Within the same make, model, and series of helicopter, variations in the installed avionics may change the required equipment or the level of augmentation for a particular operation. The Automatic Flight Control System/Autopilot/Flight Director (AFCS/AP/FD) equipment installed in IFR
Helicopter Instrument Flight Rule (IFR) Certification – Part 1 Read Post »
Understanding the capabilities and limitations of the navigation systems installed in an aircraft is one of the pilot’s biggest concerns for IFR flight. Considering the vast number of RNAV systems and pilot interfaces available today, it is critical that pilots and flight crews be familiar with the manufacturer’s operating manual for each RNAV system they
Operational Limitations of Airborne Navigation Databases Read Post »
Compiling and maintaining a worldwide airborne navigation database is a large and complex job. Within the United States, the FAA sources give the database providers information, in many different formats, which must be analyzed, edited, and processed before it can be coded into the database. In some cases, data from outside the United States must
The path and terminator concept is a means to permit coding of terminal area procedures, SIDs, STARs, and approach procedures. Simply put, a textual description of a route or a terminal procedure is translated into a format that is useable in RNAV systems. One of the most important concepts for pilots to learn regarding the limitations
Path and Terminator Concept | Airborne Navigation Databases Read Post »
Beginning in the 1970s, the requirement for airborne navigation databases became more critical. In 1973, National Airlines installed the Collins ANS-70 and AINS70 RNAV systems in their DC-10 fleet, which marked the first commercial use of avionics that required navigation databases. A short time later, Delta Air Lines implemented the use of an ARMA Corporation RNAV
Area Navigation (RNAV) systems, aeronautical applications, and functions that depend on databases are widespread. [Figure 1] Since the 1970s, installed flight systems have relied on airborne navigation databases to support their intended functions, such as navigation data used to facilitate the presentation of flight information to the flight crew and understanding and better visualization of
In the upcoming years, exciting new technologies will be developed and implemented to help ease air traffic congestion, add to system capacity, and enhance safety. Some of these seamless changes will be invisible to pilots. Others will entail learning new procedures, aircraft equipment, and systems that will introduce powerful new capabilities and dramatically increase the
