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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
later.
HELICOPTER IFR TAKEOFF MINIMUMS
A pilot operating under Part 91 has no takeoff minimums with which to comply other than the requirement
to attain VMINI before entering instrument meteorological conditions (IMC). For most helicopters, this
requires a distance of approximately 1/2 mile and an
altitude of 100 feet. If departing with a steeper climb
gradient, some helicopters may require additional altitude to accelerate to V MINI . To maximize safety, always
consider using the Part 135 operator standard takeoff
visibility minimum of 1/2 statute mile (SM) or the
charted departure minima, whichever is higher. A
charted departure that provides protection from obstacles will either have a higher visibility requirement,
climb gradient, and/or departure path. Part 135 operators are required to adhere to the takeoff minimums
prescribed in the instrument approach procedures
(IAPs) for the airport.
Figure 7-6. Example of a Minimum Equipment List (MEL).
7-8
HELICOPTER
IFR ALTERNATES
The pilot must file for an alternate if weather reports
and forecasts at the proposed destination do not meet
certain minimums. These minimums differ for Part 91
and Part 135 operators.
PART 91 OPERATORS
Part 91 operators are not
required to file an alternate if, at
the estimated time of arrival
(ETA) and for 1 hour after, the
ceiling will be at least 1,000 feet
above the airport elevation or
400 feet above the lowest applicable approach minima,
whichever is higher, and the visibility is at least 2 SM. If an
　
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