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Pilots should have an established set of procedures and
responsibilities for the control of flight director/autopilot modes for the various phases of flight. Not only
does a full understanding of the system modes provide
for a higher degree of accuracy in control of the helicopter, it is the basis for crew identification of a faulty
system.
1
A “sensitive” altimeter relates to the instrument's displayed change in altitude over its range. For “Copter” Category II operations the scale
must be in 20-foot intervals.
7-2
HELICOPTER FLIGHT
MANUAL LIMITATIONS
Helicopters are certificated for IFR operations with
either one or two pilots. Certain equipment is required
to be installed and functional for two-pilot operations
and additional equipment is required for single pilot
operation.
In addition, the Helicopter Flight Manual defines systems and functions that are required to be in operation
or engaged for IFR flight in either the single or twopilot configurations. Often, in a two-pilot operation,
this level of augmentation is less than the full capability of the installed systems. Likewise, a single-pilot
operation may require a higher level of augmentation.
The Helicopter Flight Manual also identifies other specific limitations associated with IFR flight. Typically,
these limitations include, but are not limited to:
• Minimum equipment required for IFR flight (in
some cases, for both single-pilot and two-pilot
operations).
• V MINI (minimum speed - IFR). [Figure 7-2]
• V NEI (never exceed speed - IFR).
• Maximum approach angle.
• Weight and center of gravity limits.
• Helicopter configuration limitations (such as
door positions and external loads).
• Helicopter system limitations (generators, inverters, etc.).
• System testing requirements (many avionics and
AFCS, AP, and FD systems incorporate a self-test
feature).
• Pilot action requirements (for example, the pilot
must have hands and feet on the controls during
certain operations, such as an instrument
approach below certain altitudes).
Final approach angles/descent gradient for public
approach procedures can be as high as 7.5 degrees/795
NOTE: The V MINI , MAX IFR Approach Angle, and G/A Mode Speed for a specific helicopter may vary with
avionics/autopilot installation. Pilots are therefore cautioned to refer only to the Rotorcraft Flight Manual
limitations for their specific helicopter. The maximum rate of descent for many autopilots is 1,000 FPM.
Sikorsky
S-76A 60 (AFCS Phase II) 3.5 75 KIAS
S-76A 50 (AFCS Phase III) 7.5 75 KIAS
S-76B 60 7.5 75 KIAS
S-76C 60
SK-76C++ 50 (60 coupled) 6.5
Eurocopter
AS-355 55 4.5
AS-365 75 4.5
BK-117 45 (70 coupled) 6.0
EC-135 60 4.6
EC-155 70 4.0
Bell
BH 212 40
BH 214ST` 70
BH 222 50
BH 222B 50
BH 412 60 5.0
BH 430 50 (65 coupled) 4.0
Agusta
A-109 60 (80 coupled)
A-109C 40 9.0
Manufacturer V MINI Limitations MAX IFR Approach Angle G/A Mode Speed
+
0
couple pled)
4
0
S
Figure 7-2. V MINI Limitations, Maximum IFR Approach Angles and G/A Mode Speeds for selected IFR-certified helicopters.
7-3
7-4
feet per NM. At 70 KIAS (no wind) this equates to a
descent rate of 925 FPM. With a 10-knot tailwind the
descent rate increases to 1,056 FPM. “Copter” PinS
approach procedures are restricted to helicopters with a
maximum V MINI of 70 KIAS and an IFR approach angle
that will enable them to meet the final approach
angle/descent gradient. Pilots of helicopters with a V MINI
of 70 KIAS may have inadequate control margins to fly
an approach that is designed with the maximum allowable angle/descent gradient or minimum allowable
deceleration distance from the MAP to the heliport. The
“Copter” PinS final approach segment is limited to 70
KIAS since turn containment and the deceleration distance from the MAP to the heliport may not be adequate
at faster speeds. For some helicopters, (highlighted yellow in Figure 7-2) engaging the autopilot may increase
the V MINI to a speed greater than 70 KIAS, or in the “goaround” mode require a speed faster than 70 KIAS. It
may be possible for these helicopters to be flown manually on the approach, or on the missed approach in a
mode other than the G/A mode.
Since slower IFR approach speeds enable the helicopter to
fly steeper approaches and reduces the distance from the
heliport that is required to decelerate the helicopter, you
may want to operate your helicopter at speeds slower than
　
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