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the suitability of performance. Pilots are cautioned to
monitor climb performance to ensure compliance with
procedure requirements.
NOTE−
VMINI − Instrument flight mimum speed, utilized in complying
with minimum limit speed requirements for instrument flight
VYI − Instrument climb speed, utilized instead of VY for
compliance with the climb requirements for instrument flight
VY − Speed for best rate of climb
2.1.4TBL ENR 6.1−1 summarizes these requirements.

ENR 6.1−4 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
TBL ENR 6.1−1
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
CategoryA
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 when on a published
route/track.
GPS Copter Procedure As published As published 90 KIAS when on a published
route or track, EXCEPT 70
KIAS when on the final
approach or missed approach
segment and, if annotated, in
holding. Military procedures are
limited to 90 KIAS for all
segments.
NOTE−
Several factors effect the ability of the pilot to acquire and
maintain the visual references specified in 14 CFR
Section91.175(c), even in cases where the flight visibility
may be at the minimum derived by TBL ENR 6.1−1. 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 a conventional nonprecision approach
with a reduced helicopter visibility minima (per 14 CFR
Section 97.3).
3.Type, configuration, and intensity of approach and
runway lighting systems.
4.Type of obscuring phenomenon and/or windshield
contamination.
2.1.5Even with weather conditions reported at or
above landing minima, some combinations of
reduced cockpit cutoff angle, minimal 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) during the approach,
or those references may only be visible in a very small
portion of the pilot’s available field of view. Even if
identified by the pilot, these 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.
2.1.6Pilots are cautioned to be prepared to execute
a missed approach even though weather conditions
may be reported at or above landing minima.
NOTE−
See Section ENR 1.5, paragraph 26, Missed Approach, for
additional information on missed approach procedures.
AIP ENR 6.1−5
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
3. Helicopter Approach Procedures to VFR
Heliports
3.1Helicopter approaches may be developed for
heliports that do not meet the design standards for an
IFR heliport. The majority of IFR approaches to VFR
heliports are developed in support of helicopter
emergency medical services (HEMS) operators.
These approaches can be developed from conventional
NAVAIDs or a RNAV system (including GPS).
They are developed either as a Special Approach
(pilot training is required for special procedures due
to their unique characteristics) or a public approach
(no special training required). These instrument
procedures are developed as either an approach
designed to a specific landing site, or an approach
designed to a point−in−space.
3.1.1Approach to a specific landing site. The
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 site is evaluated
for obstacle hazards. These procedures are annotated:
PROCEED VISUALLY FROM (NAMED MAP)
　
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