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space, hold lines, maintenance, etc.) and air traffic
infrastructure for CAT II ILS approaches are required
to support these procedures. The helicopter must be
equipped with an autopilot, flight director or head up
guidance system, alternate static source (or heated
static source), and radio altimeter. The pilot must have at
least a private pilot helicopter certificate, an instrument
helicopter rating, and a type rating if the helicopter
requires a type rating. Pilot experience requires the
following flight times: 250 PIC, 100 helicopter PIC,
50 night PIC, 75 hours of actual or simulated
instrument flight time, including at least 25 hours
of actual or simulated instrument flight time in a
helicopter or a helicopter flight simulator, and the
appropriate recent experience, training and check.
For “Copter” CAT II ILS operations below 200 feet
HAT, approach deviations are limited to 1/4 scale of the
localizer or glide slope needle. Deviations beyond that
require an immediate missed approach unless the pilot
has at least one of the visual references in sight and otherwise meets the requirements of 14 CFR Part
91.175(c). The reward for this effort is the ability to fly
“Copter” ILS approaches with minima that are sometimes below the airplane CAT II minima. [Figure 7-11
on page 7-12] The procedure to apply for this certification is available from your local Flight Standards
District Office.
COPTER GPS APPROACHES TO AN AIRPORT
OR HELIPORT
Pilots flying Copter GPS or WAAS SIAPs must limit
the speed to 90 KIAS on the initial and intermediate
segment of the approach, and to no more than 70
KIAS on the final and missed approach segments. If
annotated, holding may also be limited to 90 KIAS to
contain the helicopter within the small airspace provided for helicopter holding patterns. During testing
for helicopter holding, the optimum airspeed and leg
length combination was determined to be 90 KIAS
with a 3 NM outbound leg length. Consideration was
given to the wind drift on the dead reckoning entry leg
at slower speeds, the turn radius at faster airspeeds,
and the ability of the helicopter in strong wind conditions to intercept the
inbound course prior to the
holding fix. The published
minimums are to be used with
no visibility reductions
allowed. Figure 7-12 on page
7-13 is an example of a
Copter GPS PinS approach
that allows the helicopter to
fly VFR from the MAP to the
heliport.
The final and missed approach
protected airspace providing
obstacle and terrain avoidance
is based on 70 KIAS, with a
maximum 10-knot tailwind component. It is absolutely
essential that pilots adhere to the 70 KIAS limitation in
procedures that include an immediate climbing and
turning missed approach. Exceeding the airspeed
restriction increases the turning radius significantly,
and can cause the helicopter to leave the missed
approach protected airspace. This may result in controlled flight into terrain (CFIT) or obstacles.
If a helicopter has a V MINI greater than 70 knots, then it
will not be capable of conducting this type of approach.
Similarly, if the autopilot in “go-around” mode climbs
at a VYI greater than 70 knots, then that mode cannot
be used. It is the responsibility of the pilot to determine
compliance with missed approach climb gradient
requirements when operating at speeds other than V Y
or V YI . Missed approaches that specify an “IMMEDI-
ATE CLIMBING TURN” have no provision for a
straight ahead climbing segment before turning. A
straight segment will result in exceeding the protected
airspace limits.
Protected obstacle clearance areas and surfaces for the
missed approach are established on the assumption that
the missed approach is initiated at the DA point and for
nonprecision approaches no lower than the MDA at the
MAP (normally at the threshold of the approach end of
the runway). The pilot must begin the missed approach
at those points! Flying beyond either point before
beginning the missed approach will result in flying
below the protected OCS and can result in a collision
with an obstacle.
The missed approach segment TERPS criteria for all
Copter approaches take advantage of the helicopter’s
climb capabilities at slow airspeeds, resulting in high
climb gradients. [Figure 7-13 on page 7-14] The OCS
used to evaluate the missed approach is a 20:1 inclined
plane. This surface is twice as steep for the helicopter
Figure 7-10. Part 97 Excerpt.
97.3 SYMBOLS AND TERMS USED
IN PROCEDURES
　
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