FAR/AIM: Section 1. Helicopter IFR Operations

1. Aerodynamic surfaces, which impart some stability or control capability not found in the basic VFR configuration.
2. Trim systems, which provide a cyclic centering effect. These systems typically involve a magnetic brake/spring device, and may also be controlled by a four-way switch on the cyclic. This is a system that supports “hands on” flying of the helicopter by the pilot.
3. Stability Augmentation Systems (SASs), which provide short-term rate damping control inputs to increase helicopter stability. Like trim systems, SAS supports “hands on” flying.
4. Attitude Retention Systems (ATTs), which return the helicopter to a selected attitude after a disturbance. Changes in desired attitude can be accomplished usually through a four-way “beep” switch, or by actuating a “force trim” switch on the cyclic, setting the attitude manually, and releasing. Attitude retention may be a SAS function, or may be the basic “hands off” autopilot function.
5. Autopilot Systems (APs), which provide for “hands off” flight along specified lateral and vertical paths, including heading, altitude, vertical speed, navigation tracking, and approach. These systems typically have a control panel for mode selection, and system for indication of mode status. Autopilots may or may not be installed with an associated Flight Director System (FD). Autopilots typically control the helicopter about the roll and pitch axes (cyclic control) but may also include yaw axis (pedal control) and collective control servos.
6. FDs, which provide visual guidance to the pilot to fly specific selected lateral and vertical modes of operation. The visual guidance is typically provided as either a “dual cue” (commonly known as a “cross-pointer”) or “single cue” (commonly known as a “vee-bar”) presentation superimposed over the attitude indicator. Some FDs also include a collective cue. The pilot manipulates the helicopter's controls to satisfy these commands, yielding the desired flight path, or may couple the flight director to the autopilot to perform automatic flight along the desired flight path. Typically, flight director mode control and indication is shared with the autopilot.

1. Minimum equipment required for IFR flight (in some cases, for both single pilot and two pilot operations).
2. Vmini (minimum speed - IFR).

   NOTE-

   The manufacturer may also recommend a minimum IFR airspeed during instrument approach.

3. Vnei (never exceed speed - IFR).
4. Maximum approach angle.
5. Weight and center of gravity limits.
6. Aircraft configuration limitations (such as aircraft door positions and external loads).
7. Aircraft system limitations (generators, inverters, etc.).
8. System testing requirements (many avionics and AFCS/AP/FD systems incorporate a self-test feature).
9. Pilot action requirements (such as the pilot must have his/her hands and feet on the controls during certain operations, such as during instrument approach below certain altitudes).

1. Helicopters flying conventional (i.e. non-Copter) IAPs may reduce the visibility minima to not less than one-half the published Category A landing visibility minima, or ¹/₄ statute mile visibility/1200 RVR, whichever is greater, unless the procedure is annotated with “Visibility Reduction by Helicopters NA." This annotation means that there are penetrations of the final approach obstacle identification surface (OIS) and that the 14 CFR Section 97.3 visibility reduction rule does not apply and you must take precaution to avoid any obstacles in the visual segment. No reduction in MDA/DA is permitted at any time. The helicopter may initiate the final approach segment at speeds up to the upper limit of the highest approach category authorized by the procedure, but must be slowed to no more than 90 KIAS at the missed approach point (MAP) in order to apply the visibility reduction. Pilots are cautioned that such a decelerating approach may make early identification of wind shear on the approach path difficult or impossible. If required, use the Inoperative Components and Visual Aids Table provided inside the front cover of the U.S. Terminal Procedures Publication to derive the Category A minima before applying the 14 CFR Section 97.3 rule.
2. Helicopters flying Copter IAPs should use the published minima, with no reductions allowed. Unless otherwise specified on the instrument procedure chart, 90 KIAS is the maximum speed on the approach.
3. Pilots flying Area Navigation (RNAV) Copter IAPs should also limit their speed to 90 KIAS unless otherwise specified on the instrument procedure chart. The final and missed approach segment speeds must be limited to no more than 70 KIAS unless otherwise charted. Military RNAV Copter IAPs are limited to no more than 90 KIAS throughout the procedure. Use the published minima; no reductions allowed.

   NOTE-

   Obstruction clearance surfaces are based on the aircraft speed identified on the approach chart and have been designed on RNAV approaches for 70 knots unless otherwise indicated. If the helicopter is flown at higher speeds, it may fly outside of protected airspace. Some helicopters have a V_MINI greater than 70 knots; therefore, they cannot meet the 70 knot limitation to conduct these RNAV approaches. Some helicopter autopilots, when used in the “go-around" mode, are programmed with a V_YI greater than 70 knots. Therefore, those helicopters when using the autopilot “go-around" mode, cannot meet the 70 knot limitation for the RNAV approach. It may be possible to use the autopilot for the missed approach in other than the “go-around" mode and meet the 70 knot limitation. When operating at speeds other than V_YI or V_Y, performance data may not be available in the RFM to predict compliance with climb gradient requirements. Pilots may use observed performance in similar weight/altitude/temperature/speed conditions to evaluate the suitability of performance. Pilots are cautioned to monitor climb performance to ensure compliance with procedure requirements.

   NOTE-

   V_MINI - Instrument flight minimum speed, utilized in complying with minimum limit speed requirements for instrument flight
   V_{YI -} Instrument climb speed, utilized instead of V_Y for compliance with the climb requirements for instrument flight
   V_{Y -} Speed for best rate of climb

4. TBL 10-1-1 summarizes these requirements.
5. Even with weather conditions reported at or above minimums, under some combinations of reduced cockpit cutoff angle, approach/runway lighting, and high MDA/DH (coupled with a low visibility minima), the pilot may not be able to identify the required visual reference(s), or those references may only be visible in a very small portion of the available field of view. Even if identified by the pilot, the visual references may not support normal maneuvering and normal rates of descent to landing. The effect of such a combination may be exacerbated by other conditions such as rain on the windshield, or incomplete windshield defogging coverage.
6. Pilots should always be prepared to execute a missed approach even though weather conditions may be reported at or above minimums.

   NOTE-

   See paragraph 5-4-21, Missed Approach, for additional information on missed approach procedures.

   TBL 10-1-1
   Helicopter Use of Standard Instrument Approach Procedures

   Procedure	Helicopter Visibility Minima	Helicopter MDA/DA	Maximum Speed Limitations
   Conventional (non-Copter)	The greater of: one half the Category A visibility minima, 1/4 statute mile visibility, or 1200 RVR	As published for Category A	The helicopter may initiate the final approach segment at speeds up to the upper limit of the highest approach category authorized by the procedure, but must be slowed to no more than 90 KIAS at the MAP in order to apply the visibility reduction.
   Copter Procedure	As published	As published	90 KIAS maximum when on a published route/track.
   RNAV (GPS) Copter Procedure	As published	As published	The maximum speed for a Copter approach will be 90 KIAS or as published on the chart. Note: Higher approach angles may require a lower approach speed and aircraft VMINI. Military procedures are limited to 90 KIAS for all segments.

   NOTE-
   Several factors affect the ability of the pilot to acquire and maintain the visual references specified in 14 CFR Section 91.175(c), even in cases where the flight visibility may be at the minimum derived from the criteria in TBL 10-1-1. These factors include, but are not limited to:
   

   1. Cockpit cutoff angle (the angle at which the cockpit or other airframe structure limits downward visibility below the horizon).
   2. Combinations of high MDA/DH and low visibility minimum, such as approaches with reduced helicopter visibility minima (per 14 CFR Section 97.3).
   3. Type, configuration, and intensity of approach and runway/heliport lighting systems.
   4. Type of obscuring phenomenon and/or windshield contamination.

1. An approach to a specific landing area. This type of approach is aligned to a missed approach point from which a landing can be accomplished with a maximum course change of 30 degrees. The visual segment from the MAP to the landing area is evaluated for obstacle hazards. These procedures are annotated: “PROCEED VISUALLY FROM (named MAP) OR CONDUCT THE SPECIFIED MISSED APPROACH.”
   1. “Proceed Visually” requires the pilot to acquire and maintain visual contact with the landing area at or prior to the MAP, or execute a missed approach. The visibility minimum is based on the distance from the MAP to the landing area, among other factors.
   2. The pilot is required to have the published minimum visibility throughout the visual segment flying the path described on the approach chart.
   3. Similar to an approach to a runway, the pilot is responsible for obstacle or terrain avoidance from the MAP to the landing area.
   4. Upon reaching the published MAP, or as soon as practicable thereafter, the pilot should advise ATC whether proceeding visually and canceling IFR or complying with the missed approach instructions. See paragraph 5-1-15, Canceling IFR Flight Plan.
   5. Where any necessary visual reference requirements are specified by the FAA, at least one of the following visual references for the intended heliport is visible and identifiable before the pilot may proceed visually:
      1. FATO or FATO lights.
      2. TLOF or TLOF lights.
      3. Heliport Instrument Lighting System (HILS).
      4. Heliport Approach Lighting System (HALS).
      5. Visual Glideslope Indicator (VGSI).
      6. Windsock or windsock light.
      7. Heliport beacon.
      8. Other facilities or systems approved by the Flight Technologies and Procedures Division (AFS-400).
2. Approach to a Point-in-Space (PinS). At locations where the MAP is located more than 2 SM from the landing area, or the path from the MAP to the landing area is populated with obstructions which require avoidance actions or requires turn greater than 30 degrees, a PinS Proceed VFR procedure may be developed. These approaches are annotated “PROCEED VFR FROM (named MAP) OR CONDUCT THE SPECIFIED MISSED APPROACH.”
   1. These procedures require the pilot, at or prior to the MAP, to determine if the published minimum visibility, or the weather minimums required by the operating rule (e.g., Part 91, Part 135, etc.), or operations specifications (whichever is higher) is available to safely transition from IFR to VFR flight. If not, the pilot must execute a missed approach. For Part 135 operations, pilots may not begin the instrument approach unless the latest weather report indicates that the weather conditions are at or above the authorized IFR minimums or the VFR weather minimums (as required by the class of airspace, operating rule and/or Operations Specifications) whichever is higher.
   2. Visual contact with the landing site is not required; however, the pilot must have the appropriate VFR weather minimums throughout the visual segment. The visibility is limited to no lower than that published in the procedure, until canceling IFR.
   3. IFR obstruction clearance areas are not applied to the VFR segment between the MAP and the landing site. Pilots are responsible for obstacle or terrain avoidance from the MAP to the landing area.
   4. Upon reaching the MAP defined on the approach procedure, or as soon as practicable thereafter, the pilot should advise ATC whether proceeding VFR and canceling IFR, or complying with the missed approach instructions. See paragraph 5-1-15, Canceling IFR Flight Plan.
   5. If the visual segment penetrates Class B, C, or D airspace, pilots are responsible for obtaining a Special VFR clearance, when required.

1. The large number (over 300) of waypoints in the grid system makes it difficult to assign phonetically pronounceable names to the waypoints that would be meaningful to pilots and controllers. A unique naming system was adopted that enables pilots and controllers to derive the fix position from the name. The five-letter names are derived as follows:
   1. The waypoints are divided into sets of 3 columns each. A three-letter identifier, identifying a geographical area or a NAVAID to the north, represents each set.
   2. Each column in a set is named after its position, i.e., left (L), center (C), and right (R).
   3. The rows of the grid are named alphabetically from north to south, starting with A for the northern most row.

      EXAMPLE-

      LCHRC would be pronounced “Lake Charles Romeo Charlie.” The waypoint is in the right-hand column of the Lake Charles VOR set, in row C (third south from the northern most row).

2. In December 2009, significant improvements to the Gulf of Mexico grid system were realized with the introduction of ATC separation services using ADS-B. In cooperation with the oil and gas services industry, HSAC and Helicopter Association International (HAI), the FAA installed an infrastructure of ADS-B ground stations, weather stations (AWOS) and VHF remote communication outlets (RCO) throughout a large area of the Gulf of Mexico. This infrastructure allows the FAA's Houston ARTCC to provide “domestic-like” air traffic control service in the offshore area beyond 12nm from the coastline to hundreds of miles offshore to aircraft equipped with ADS-B. Properly equipped aircraft can now be authorized to receive more direct routing, domestic en route separation minima and real time flight following. Operators who do not have authorization to receive ATC separation services using ADS-B, will continue to use the low altitude grid system and receive procedural separation from Houston ARTCC. Non-ADS-B equipped aircraft also benefit from improved VHF communication and expanded weather information coverage.
3. Three requirements must be met for operators to file IFR flight plans utilizing the grid:
   1. The helicopter must be equipped for IFR operations and equipped with IFR approved GPS navigational units.
   2. The operator must obtain prior written approval from the appropriate Flight Standards District Office through a Letter of Authorization or Operations Specification, as appropriate.
   3. The operator must be a signatory to the Houston ARTCC Letter of Agreement.
4. Operators who wish to benefit from ADS-B based ATC separation services must meet the following additional requirements:
   1. The Operator's installed ADS-B Out equipment must meet the performance requirements of one of the following FAA Technical Standard Orders (TSO), or later revisions: TSO-C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment, or TSO-C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information.
   2. Flight crews must comply with the procedures prescribed in the Houston ARTCC Letter of Agreement dated December 17, 2009, or later.

      NOTE-

      The unique ADS-B architecture in the Gulf of Mexico depends upon reception of an aircraft's Mode C in addition to the other message elements described in 14 CFR 91.227. Flight crews must be made aware that loss of Mode C also means that ATC will not receive the aircraft's ADS-B signal.

5. FAA/AIS publishes the grid system waypoints on the IFR Gulf of Mexico Vertical Flight Reference Chart. A commercial equivalent is also available. The chart is updated annually and is available from an FAA approved print provider or FAA directly, website address: http://www.faa.gov/air_traffic/flight_info/aeronav.

FIG 10-1-1
Departure Charts