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OR CONDUCT THE SPECIFIED MISSED
APPROACH."
3.1.1.1This phrase requires the pilot to either
acquire and maintain visual contact with the landing
site 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 site, among
other factors.
3.1.1.2The pilot is required to maintain the
published minimum visibility throughout the visual
segment.
3.1.1.3Similar to an approach to a runway, the
missed approach segment protection is not provided
between the MAP and the landing site, and obstacle
or terrain avoidance from the MAP to the landing site
is the responsibility of the pilot.
3.1.1.4Upon reaching the MAP defined on the
approach procedure, or as soon as practicable after
reaching the MAP, the pilot advises ATC whether
proceeding visually and canceling IFR or complying
with the missed approach instructions. See
SectionENR 1.10, paragraph11.2, Canceling IFR
Flight Plan.
3.1.2Approach to a Point−in−Space (PinS). At
locations where the MAP is located more than 2 SM
from the landing site, or the path from the MAP to the
landing site is populated with obstructions which
require avoidance actions or requires turns greater
than 30 degrees, a PinS procedure may be developed.
These approaches are annotated PROCEED VFR
FROM (NAMED MAP) OR CONDUCT THE
SPECIFIED MISSED APPROACH."
3.1.2.1These 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, 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.
3.1.2.2Visual contact with the landing site is not
required; however, the pilot must maintain 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.
3.1.2.3IFR obstruction clearance areas are not
applied to the VFR segment between the MAP and
the landing site. Obstacle or terrain avoidance from
the MAP to the landing site is the responsibility of the
pilot.
3.1.2.4Upon reaching the MAP defined on the
approach procedure, or as soon as practicable after
reaching the MAP, the pilot advises ATC whether
proceeding VFR and canceling IFR, or complying
with the missed approach instructions. See
SectionENR 1.10, paragraph11.2, Canceling IFR
Flight Plan.
3.1.2.5If the visual segment penetrates Class B, C,
or D airspace, pilots are responsible for obtaining a
Special VFR clearance, when required.
ENR 6.1−6 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
4. The Gulf of Mexico Grid System
4.1On October 8, 1998, the Southwest Region of the
FAA, with assistance from the Helicopter Safety
Advisory Conference (HSAC), implemented the
world’s first Instrument Flight Rules (IFR) Grid
System in the Gulf of Mexico. This navigational route
structure is completely independent of ground−based
navigation aids (NAVAIDs) and was designed to
facilitate helicopter IFR operations to offshore
destinations. The Grid System is defined by over
300offshore waypoints located 20 minutes apart
(latitude and longitude). Flight plan routes are
routinely defined by just 4 segments; departure point
(lat/long), first en route grid waypoint, last en route
grid waypoint prior to approach procedure, and
destination point (lat/long). There are over
4,000possible offshore landing sites. Upon reaching
the waypoint prior to the destination, the pilot may
execute an Offshore Standard Approach Procedure
(OSAP), a Helicopter En Route Descent Areas
(HEDA) approach, or an Airborne Radar Approach
(ARA). For more information on these helicopter
instrument procedures, refer to FAA AC 90−80B,
Approval of Offshore Standard Approach Procedures,
Airborne Radar Approaches, and Helicopter
En Route Descent Areas, on the FAA web site
http://www.faa.gov under Advisory Circulars. The
return flight plan is just the reverse with the requested
stand−alone GPS approach contained in the remarks
　
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