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generate a visual representation of what would be visible
from that particular position in space. The dynamic image
can be displayed on a head-down display (HDD) on the
instrument panel, or projected onto a HGS in such a way
that it exactly matches what the pilot would see in clear
weather. Even items that are normally invisible, such as
the boundaries of special use airspace or airport traffic
patterns, could be incorporated into such a display. While
the main elements of such a system already exist, work is
continuing to combine them into a reliable, safe, and practical system. Some of the challenges include choosing the
most effective graphics and symbology, as well as making
the synthetic vision visible enough to be useful, but not so
bright that it overwhelms the real view as actual terrain
becomes visible. Integrating ADS-B information may
make it possible for synthetic vision systems to show
other aircraft. [Figure 6-14]
A natural extension of the synthetic vision concept is the
highway in the sky (HITS) program. This technology
adds an easy-to-interpret flight path depiction to an electronic flight instrument system (EFIS) type of cockpit
display, which may be located on the instrument panel
or projected on a HUD. The intended flight path is
shown as a series of virtual rectangles that appear to
stand like a series of window frames in front of the aircraft. The pilot maneuvers the aircraft so that it flies
“through” each rectangle, essentially following a visible
path through the sky. When installed as part of a general
aviation “glass cockpit,” this simple graphic computer
display replaces many of the conventional cockpit
instruments, including the attitude indicator, horizontal
situation indicator, turn coordinator, airspeed indicator,
altimeter, vertical speed indicator, and navigation indicators. Engine and aircraft systems information may
also be incorporated. [Figure 6-15]
160
140
100
80
60
10
10
4 11
7800
7600
7400
7200
20
00
75
220
240
Figure 6-14. Synthetic Vision.This system uses projected images
to provide a virtual view of terrain and other data in reduced
visibility.
Figure 6-13. Head-up Guidance System.
6-15
.
5
200
5 5
5 5
8040 20
7500
AGL 1173
GND 6874
8500
VS FPM ALT FT
10 10
300
DEPARTURE MODE
AS KTS POWER
60%
250
016
10 20 30
10 10
Figure 6-15. Highway in the Sky. The HITS display conveys flight
path and attitude information using an intuitive graphic interface.
6-16
This chapter presents information on instrument flight
rule (IFR) helicopter operations in the National Airspace
System (NAS). Although helicopter instrument flight is
relatively new when compared to airplane instrument
flight, the global positioning system (GPS) and the
developing Wide Area Augmentation System (WAAS)
are bringing approach procedures to heliports around the
country. As of February 2006 there were approximately
45 public “Copter” instrument flight procedures, including 23 instrument landing system (ILS), 5 RNAV (GPS)
point-in-space (PinS), 6 non-directional beacon (NDB),
8 VHF Omni-directional Range (VOR), and 227 private
RNAV (GPS) “Specials” either to runways or PinS
approaches to heliports. This does not include approach
procedures that are located five miles or more from shore
in the Gulf of Mexico and other locations.
The ability to operate helicopters under IFR increases
their utility and safety. Helicopter IFR operators have an
excellent safety record due to the investment in IFR
equipped helicopters, development of instrument
approach procedures, and IFR trained flight crews. The
safety record of IFR operations in the Gulf of Mexico is
equivalent to the safety record of the best-rated airlines.
Manufacturers are working to increase IFR all-weather
capabilities of helicopters by providing slower minimum
instrument airspeeds (V MINI ), faster cruising speeds, and
better autopilots and flight management systems (FMS).
As a result, in October 2005, the first civil helicopter in
the United States was certified for flight into known
icing conditions. [Figure 7-1]
HELICOPTER IFR CERTIFICATION
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
　
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