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control) but may also include yaw axis (pedal control)
and collective control servos.
1.2.6FDs, which provide visual guidance to the pilot
to fly specific selected lateral and vertical modes of
operation. The visual guidance is typically provided
as either a dual cue" (commonly known as a
cross−pointer") or single cue" (commonly known
as a vee−bar") presentation superimposed over the
attitude indicator. Some FDs also include a collective
cue. The pilot manipulates the helicopter’s controls to
satisfy these commands, yielding the desired flight
path, or may couple the flight director to the autopilot
to perform automatic flight along the desired flight
path. Typically, flight director mode control and
indication is shared with the autopilot.
1.3In order to be certificated for IFR operation, a
specific helicopter may require the use of one or more
of these systems, in any combination.
1.4In many cases, helicopters are certificated for
IFR operations with either one or two pilots. Certain
equipment is required to be installed and functional
for two pilot operations, and typically, additional
equipment is required for single pilot operation.
These requirements are usually described in the
limitations section of the Rotorcraft Flight Manual
(RFM).
1.5In addition, the RFM also typically defines
systems and functions that are required to be in
operation or engaged for IFR flight in either the single
or two pilot configuration. Often, particularly in two
pilot operation, this level of augmentation is less than
the full capability of the installed systems. Likewise,
single pilot operation may require a higher level of
augmentation.
1.6The RFM also identifies other specific limitations
associated with IFR flight. Typically, these
limitations include, but are not limited to:
1.6.1Minimum equipment required for IFR flight
(in some cases, for both single pilot and two pilot
operations).
1.6.2VMINI (minimum speed − IFR).
ENR 6.1−2 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
NOTE−
VMINI − Instrument flight mimum speed, utilized in complying
with minimum limit speed requirements for instrument flight
NOTE−
The manufacturer may also recommend a minimum IFR
airspeed during instrument approach.
1.6.3VNEI (never exceed speed − IFR).
NOTE−
VNEI − Instrument flight never exceed speed, utilized instead of
VNE for compliance with maximum limit speed requirements for
instrument flight
VNE − Never exceed speed
1.6.4Maximum approach angle.
1.6.5Weight and center of gravity limits.
1.6.6Aircraft configuration limitations (such as
aircraft door positions and external loads).
1.6.7Aircraft system limitations (generators,
inverters, etc.).
1.6.8System testing requirements (many avionics
and AFCS/AP/FD systems incorporate a self−test
feature).
1.6.9Pilot 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).
1.7It 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.
1.8During 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 cross−pointer" 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.
1.9Relief from the prohibition to takeoff with any
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