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inoperative instruments or equipment may be
provided through a Minimum Equipment List (see
14CFR Section 91.213 and 14 CFR Section 135.179,
Inoperative Instruments and Equipment). 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. Pilots are
cautioned to ensure the pilot−in−command and
second−in−command meet the requirements of
14CFR Section 61.58, Pilot−in−Command Proficiency
Check: Operation of Aircraft Requiring More
Than One Pilot Flight Crewmember, and 14 CFR
Section 61.55, Second−in−Command Qualifications,
or 14 CFR Part135, Operating Requirements:
Commuter and On−Demand Operations, Subpart E,
Flight Crewmember Requirements, and SubpartG,
Crewmember Testing Requirements, as appropriate.

1.10Experience has shown that modern AFCS/AP/
FD equipment installed in IFR helicopters can, in
some cases, be very complex. This complexity
requires the pilot(s) to obtain and maintain a high
level of knowledge of system operation, limitations,
failure indications and reversionary modes. In some
cases, this may only be reliably accomplished
through formal training.
2. Helicopter Instrument Approaches
2.1Helicopters are capable of flying any published
14CFR Part 97, Standard Instrument Approach
Procedures (SIAPs), for which they are properly
equipped, subject to the following limitations and
conditions:
2.1.1Helicopters flying conventional (non−Copter)
SIAPs may reduce the visibility minima to not less
than one half the published Category A landing
visibility minima, or 1/4 statute mile visibility/
1200RVR, 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 14CFR
Section97.3 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. The helicopter may initiate the final
AIP ENR 6.1−3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
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
90KIAS 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 in the front cover of the U.S. Terminal
Procedures Volume to derive the Category A minima
before applying the 14 CFR Section 97.3(d−1) rule.
2.1.2Helicopters flying Copter SIAPs may use the
published minima, with no reductions allowed. The
maximum airspeed is 90 KIAS on any segment of the
approach or missed approach.
2.1.3Helicopters flying GPS Copter SIAPs must
limit airspeed to 90 KIAS or less when flying any
segment of the procedure, except speeds must be
limited to no more than 70 KIAS on the final and
missed approach segments. Military GPS Copter
SIAPs are limited to no more than 90 KIAS
throughout the procedure. If annotated, holding may
also be limited to no more than 70 KIAS. Use the
published minima, no reductions allowed.
NOTE−
Obstruction clearance surfaces are based on the aircraft
speed and have been designed on these approaches for
70knots. If the helicopter is flown at higher speeds, it may
fly outside of protected airspace. Some helicopters have a
VMINI greater than 70 knots; therefore, they can not meet
the 70 knot limitation to conduct this type of procedure.
Some helicopter autopilots, when used in the go−around"
mode, are programmed with a VYI greater than 70 knots,
therefore when using the autopilot go−around" mode,
they can not meet the 70 knot limitation to conduct this type
of approach. It may be possible to use the autopilot for the
missed approach in the other than the go−around" mode
and meet the 70 knot limitation to conduct this type of
approach. When operating at speeds other than VYI or VY,
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
　
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