曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

1600 RVR. Pilots operating under Part 91 are encouraged to develop their own personal OpsSpecs based
on their own equipment, training, and experience.
Autopilot Mode
Heading hold
VOR/RNAV
(Capture)
VOR/RNAV
(On Course)
Heading Select
VOR/RNAV
(Course Change
Station/Fix)
Bank Angle Limit
(Degrees)
< 6
+/- 22
+/-20
+/- 17
Roll Rate Limit
(Degrees/ Sec)
specified
5
1
5 VOR/RNAV Approach
5
1
Ove Over
our
r S
se
Sta
R
rse
R/R
e C
RNA
ha
NAV
ct
+/- / 13
None spe ec
Sec)
it
c)
Figure 7-3. Autopilot Bank Angle and Roll Rate Limits for the S-76 used by the
William J. Hughes Technical Center for Flight Tests.
7-5
MINIMUM EQUIPMENT LIST
A helicopter operating under Part 135 with certain
installed equipment inoperative is prohibited from taking off unless the operation is authorized in the
approved MEL. The MEL provides for some equipment to be inoperative if certain conditions are met
[Figure 7-6 on page 7-7]. In many cases, a helicopter
configured for single-pilot IFR may depart IFR with
certain equipment inoperative, provided a crew of two
pilots is used. Under Part 91, a pilot may defer certain
items without an MEL if those items are not required
by the type certificate, CFRs, or airworthiness directives (ADs), and the flight can be performed safely
without them. If the item is disabled, or removed, or
marked inoperative, a logbook entry is made.
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 in the use of these systems
is highly recommended for all pilots.
Bin Mean
Bin Maximum
Approach Tracks
MAP 1000 ft. 2000 ft. 3000 ft. 4000 ft. 5000 ft. 6000 ft. 7000 ft. 8000 ft.
Distance from MAP
Figure 7-4. Flight tests at the William J. Hughes Technical Center point out the importance of airspeed control and using the
correct technique to make a turning missed approach.
During flight operations, you must be aware of the
mode of operation of the augmentation system, and the
control logic and functions employed. For example,
during an ILS approach using a particular system in
the three-cue mode (lateral, vertical, and collective
cues), the flight director collective cue responds to
glide slope deviation, while the horizontal bar of the
“cross-pointer” responds to airspeed deviations. The
same system, while flying an ILS in the two-cue
mode, provides for the horizontal bar to respond to
glide slope deviations. This concern is particularly
significant when the crew consists of two pilots. Pilots
should establish a set of procedures and division of
responsibility for the control of flight
director/autopilot and FMS modes for the various
phases of flight. Not only is a full understanding of
the system modes essential in order to provide for a
high degree of accuracy in control of the helicopter, it
is the basis for identification of system failures
7-6
HELICOPTER VFR MINIMUMS
Helicopters have the same VFR minimums as airplanes
with two exceptions. In Class G airspace or under a
special visual flight rule (SVFR) clearance, helicopters
have no minimum visibility requirement but must
remain clear of clouds and operate at a speed that is
slow enough to give the pilot an adequate opportunity
to see other aircraft or an obstruction in time to avoid a
collision. Helicopters are also authorized (Part 91,
appendix D, section 3) to obtain SVFR clearances at
airports with the designation NO SVFR in the Airport
Facility Directory (A/FD) or on the sectional chart.
Figure 7-7 on page 7-8 shows the visibility and cloud
clearance requirements for VFR and SVFR. However,
lower minimums associated with Class G airspace and
SVFR do not take the place of the VFR minimum
requirements of either Part 135 regulations or respective OpsSpecs.
Figure 7-5. Operations Specifications.
7-7
Knowledge of all VFR minimums is required in order
to determine if a Point-in-Space (PinS) approach can
be conducted, or if a SVFR clearance is required to
continue past the missed approach point (MAP). These
approaches and procedures will be discussed in detail
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊下(153)