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its established V MINI . The provision to apply for a determination of equivalent safety for instrument flight below
V MINI and the minimum helicopter requirements are specified in Advisory Circulars (AC) 27-1, Certification of
Normal Category Rotorcraft and AC 29-2C, Certification
of Transport Category Rotorcraft. Application guidance is
available from the Rotorcraft Directorate Standards Staff,
ASW-110, 2601 Meacham Blvd. Fort Worth, Texas
76137-4298, (817) 222-5111.
Performance data may not be available in the
Helicopter Flight Manual for speeds other than the
best rate of climb speed. To meet missed approach
climb gradients pilots may use observed performance
for similar weight, altitude, temperature, and speed conditions to determine equivalent performance.
When missed approaches utilizing a
climbing turn are flown with an
autopilot, set the heading bug on the
missed approach heading, and then
at the MAP, engage the indicated
airspeed mode, followed immediately by applying climb power and
selecting the heading mode. This is
important since the autopilot roll
rate and maximum bank angle in
the Heading Select mode are significantly more robust than in the NAV
mode. Figure 7-3 represents the
bank angle and roll limits of the S76 used by the FAA for flight test-
ing. It has a roll rate in the Heading Select mode of 5
degrees per second with only 1 degree per second in
the NAV mode. The bank angle in the Heading Select
mode is 20 degrees with only 17 degrees in the NAV
Change Over mode. Furthermore, if the Airspeed
Hold mode is not selected on some autopilots when
commencing the missed approach, the helicopter
will accelerate in level flight until the best rate of
climb is attained, and only then will a climb begin.
Wide area augmentation system (WAAS) localizer performance (LP) lateral-only PinS testing conducted in
2005 by the FAA at the William J. Hughes Technical
Center in New Jersey for helicopter PinS also captured
the flight tracks for turning missed approaches. [Figure
7-4] The large flight tracks that resulted during the
turning missed approach were attributed in part to operating the autopilot in the NAV mode and exceeding the
70 KIAS limit.
OPERATIONS SPECIFICATIONS
A flight operated under Part 135 has minimums and
procedures more restrictive than a flight operated under
Part 91. These Part 135 requirements are detailed in
their operations specifications (OpsSpecs). Helicopter
Emergency Medical Service (HEMS) operators have
even more restrictive OpsSpecs. Figure 7-5 on page
7-6 is an excerpt from an OpsSpecs detailing the minimums for precision approaches. The inlay in Figure
7-5 shows the minimums for the ILS Rwy 3R
approach at Detroit Metro Airport. With all lighting
operative, the minimums for helicopter Part 91 operations are a 200-foot ceiling, and 1200-feet runway
visual range (RVR) (one-half airplane Category A
visibility but no less than 1/4 SM/1200 RVR).
However, as shown in the OpsSpecs, the minimum
visibility this Part 135 operator must adhere to is
1600 RVR. Pilots operating under Part 91 are encouraged to develop their own personal OpsSpecs based
on their own equipment, training, and experience.
Autopilot Mode
Heading hold
VOR/RNAV
(Capture)
VOR/RNAV
(On Course)
Heading Select
VOR/RNAV
(Course Change
Station/Fix)
Bank Angle Limit
(Degrees)
< 6
+/- 22
+/-20
+/- 17
Roll Rate Limit
(Degrees/ Sec)
specified
5
1
5 VOR/RNAV Approach
5
1
Ove Over
our
r S
se
Sta
R
rse
R/R
e C
RNA
ha
NAV
ct
+/- / 13
None spe ec
Sec)
it
c)
Figure 7-3. Autopilot Bank Angle and Roll Rate Limits for the S-76 used by the
William J. Hughes Technical Center for Flight Tests.
7-5
MINIMUM EQUIPMENT LIST
A helicopter operating under Part 135 with certain
installed equipment inoperative is prohibited from taking off unless the operation is authorized in the
approved MEL. The MEL provides for some equipment to be inoperative if certain conditions are met
[Figure 7-6 on page 7-7]. 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. Under Part 91, a pilot may defer certain
items without an MEL if those items are not required
by the type certificate, CFRs, or airworthiness directives (ADs), and the flight can be performed safely
without them. If the item is disabled, or removed, or
　
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