曝光台 注意防骗
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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
Section 91.175(c), even in cases where the flight visibility
may be at the minimum derived by TBL 10−1−1. 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.
2/19/04 AIM
Helicopter IFR Operations 10−1−5
10−1−3. Helicopter Point−in−Space (PinS)
Approach Procedures
a. PinS nonprecision approaches are normally
developed for heliports that do not meet the design
standards for an IFR heliport or the heliport is not
located within 2,600 feet of the MAP. A helicopter
PinS approach can be developed from conventional
NAVAIDs or area navigation systems (including
GPS). These procedures involve a visual segment
between the MAP and the landing area. There are two
types of notes associated with a PinS approach:
1. To a location 10,500 feet or less from the
MAP: “PROCEED VISUALLY FROM (NAMED
MAP) OR CONDUCT THE SPECIFIED MISSED
APPROACH.”
(a) This phrase requires the pilot to 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.
(b) The pilot is required to maintain the
published minimum visibility throughout the visual
segment.
(c) IFR obstruction clearance areas are not
applied to the visual segment of the approach and
missed approach segment protection is not provided
between the MAP and the landing site.
(d) Obstacle or terrain avoidance from the
MAP to the landing site is the responsibility of the
pilot.
(e) Upon 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 paragraph
5−1−13, Canceling IFR Flight Plan.
(f) In those cases where proceed visually
cannot be approved, the procedure will be annotated
proceed VFR. The visual requirements are contained
in subpara 2(b) below.
2. To a location greater than 10,500 feet from the
MAP: “PROCEED VFR FROM (NAMED MAP)
OR CONDUCT THE SPECIFIED MISSED APPROACH.”
(a) This phrase requires the pilot, at or prior to
the MAP, to determine if the published minimum
visibility, or the visibility 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.
(b) Visual contact with the landing site is not
required; however, the pilot must maintain VFR
weather minimums throughout the visual segment (as
required by the class of airspace, operating rule
and/or operations specifications), provided the
visibility is limited to no lower than that published in
the procedure, until canceling IFR.
(c) IFR 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.
(d) Upon 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 paragraph
5−1−13, Canceling IFR Flight Plan.
(e) If the visual segment penetrates Class B,
C, or D airspace, pilots are responsible for obtaining
a Special VFR clearance, when required.
NOTE−
In both cases, a substantial visual segment may exist. Pilots
are cautioned to reduce ground speed during the approach
so as to arrive at the MAP at a ground speed which will
promote a safe transition from IFR to VFR flight.
10−1−4. The Gulf of Mexico Grid System
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