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3. Vnei (never exceed speed - IFR).
4. Maximum approach angle.
5. Weight and center of gravity limits.
6. Aircraft configuration limitations (such as
aircraft door positions and external loads).
7. Aircraft system limitations (generators,
inverters, etc.).
8. System testing requirements (many avionics
and AFCS/AP/FD systems incorporate a self-test
feature).
9. Pilot action requirements (such as the pilot
must have his/her hands and feet on the controls
during certain operations, such as during instrument
approach below certain altitudes).
g. It is very important that pilots be familiar with
the IFR requirements for their particular helicopter.
Within the same make, model and series of helicopter,
variations in the installed avionics may change the
required equipment or the level of augmentation for
a particular operation.
h. During flight operations, pilots must be aware
of the mode of operation of the augmentation
systems, 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 glideslope
deviation, while the horizontal bar of the “crosspointer”
responds to airspeed deviations. The same
system, while flying an ILS in the two-cue mode,
provides for the horizontal bar to respond to
glideslope deviations. This concern is particularly
significant when operating using two pilots. Pilots
should have an established set of procedures and
responsibilities for the control of flight director/autopilot
modes for the various phases of flight. Not only
does a full understanding of the system modes
provide for a higher degree of accuracy in control of
the helicopter, it is the basis for crew identification of
a faulty system.
i. Relief from the prohibition to takeoff with any
inoperative instruments or equipment may be
provided through a Minimum Equipment List (see
14CFR Section 91.213 and 14 CFR Section135.179,
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.
j. Experience 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.
2/14/08 AIM
Helicopter IFR Operations 10-1-3
10-1-2. Helicopter Instrument Approaches
a. Helicopters 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:
1. Helicopters 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
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
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