Factors That Helicopter Pilots Must Consider Before IFR Flights 29/03/19, 9)13 PM

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Factors That Helicopter Pilots Must Consider Before IFR Flights

Business & Commercial Aviation
Patrick Veillette, Ph.D.
Fri, 2016-01-29 04:00

Before launching into the IFR system, pilots need to familiarize themselves with the instrument
requirements for their particular helicopter. Within the same make, model and series of helicopters,
variations in the installed avionics may change the equipment needed or the level of augmentation for a
particular operation. The complexity of the automatic flight control system (AFCS), autopilot and flight
director in some helicopters requires formal pilot training to understand the unit’s operation, limitations,
failure indications and reversionary modes.

For a helicopter to be certified to conduct operations in IMC, it must meet the design and installation
requirements of FAR Part 27, Appendix B (Normal Category) and Part 29 (Transport Category). These
specify necessary flight and navigation equipment, stability, helicopter flight manual limitations, operations
specifications, minimum equipment list and any other applicable miscellaneous requirements.

For example, the basic flight and navigation equipment for helicopter IFR flight is listed under Part 29,
Section 29.1303 and includes a clock, airspeed indicator, sensitive altimeter, magnetic direction indicator,
free air temperature indicator, rate of climb indicator, magnetic gyroscope direction indicator, standby bank
and pitch indicators, non-tumbling gyroscopic bank and pitch indicator, and speed warning device.
Miscellaneous requirements can include overvoltage disconnect, instrument power source indicator,
adequate ice protection of IFR systems, and thunderstorm lights for transport category.

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Helicopter manufacturers often use a combination of stabilization and/or AFCS in order to meet the IFR
stability requirements of Parts 27 and 29. Trim systems typically involve a magnetic brake/spring device to
provide a cyclic centering effect. Stability augmentation systems (SAS) provide short-term rate damping
control inputs. As with trim systems, SAS requires “hands on” flying. Attitude retention systems return the
helicopter to a selected attitude after a disturbance and are usually activated by a four-way “beep” switch or a
“force trim” switch on the cyclic. Autopilot systems provide for “hands off” flight along specified lateral and
vertical paths, with functional modes that include heading, altitude, vertical speed, navigation tracking and
approach. Flight directors provide the pilot with lateral and vertical guidance. “Single cue” flight directors
commonly use the “V-bar” to indicate the roll and pitch attitude to fly. A “three cue” system provides
information to position the collective as well as attitude.

The helicopter flight manual also identifies other specific limitations associated with IFR flight. These
limitations may include the minimum equipment required; the minimum speed in IFR (VMINI); the never-
exceed speed in IFR (Vnei); maximum approach angle; CG limits; configuration limits such as door
positions and external loads; system limitations (generators, inverters, etc.); specific system testing
requirements such as avionics, AFCS, AP and FD systems; as well as pilot action requirements that may
stipulate hands and feet on the controls during certain operations such as an instrument approach below a
specified altitude.

Related

How to Develop Helicopter-Centric IFR

About Multi- and Single-Engine Helicopter IFR

Separating Unmanned Aerial Systems from Helicopters

Knowing the flight characteristics and limitations of the autopilot is key. For example, during flight testing
the FAA noted the Sikorsky S-76’s roll rate of the HDG mode was 5 deg. per second versus only 1 deg. per
second in the NAV mode. This difference would be telling during the execution of a missed approach that
requires a climbing turn. Making that turn in NAV mode would possibly put the helicopter outside of
protected airspace. Thus FAA recommends using the HDG mode in such situations.

The fixed-wing community took years to learn the importance of proper automation management. There is
no need for their rotary-wing counterparts to re-create the same mistakes. Helicopter pilots must be aware
of the mode of operation and the control logic and functions in use. In two-pilot crews there must be an
established set of procedures and responsibilities for control of the FD/AP modes for the various phases of
flight.

A pilot operating under Part 91 has no takeoff minimums other than the requirement to attain Vmini prior to
entering IMC. To maximize safety, the FAA recommends using the Part 135 operator standard takeoff
visibility minimum of 0.5 sm or the charted departure minima, whichever is higher. A charted departure
that provides protection from obstacles has either a higher visibility requirement, climb gradient and/or
departure path.

The pilot must file for an alternate if weather reports and forecasts at the proposed destination do not meet
minimums. Part 91 operators are not required to file an alternate if, at the ETA and for 1 hr. after, the ceiling
is at least 1,000 ft. above the airport elevation or 400 ft. above the lowest applicable approach minima,
whichever is higher, and the visibility is at least 2 sm. If an alternate is required, an airport can be used if the
ceiling is at least 200 ft. above the minimum for the approach to be flown and the visibility is at least 1 sm,

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but never less than the minimum for the approach to be flown. If no IAP has been published for the alternate
airport, the ceiling and visibility are those allowing decent from the MEA, approach and landing under basic
VFR.

Part 135 operators are not required to file an alternate if, for at least 1 hr. before and 1 hr. after the ETA, the
ceiling is at least 1,500 ft. above the lowest circling approach MDA. If a circling approach isn’t authorized for
the airport, the ceiling must be at least 1,500 ft. above the lowest published minimum or 2,000 ft. above the
airport elevation, whichever is higher. The forecasted visibility for that airport must be 3 sm or 2 sm more
than the lowest applicable visibility minimums for the IAP to be used, whichever is greater. Alternate
landing minimums for flights conducted under 14 CFR 135 are prescribed in the OpSpecs for that operation.

All helicopters operated under IFR must carry enough fuel to fly to the intended destination, fly from that
airport to the filed alternate, if required, and continue for 30 min. at normal cruising speed.

This article appears in the February 2016 issue of Business & Commercial Aviation with the title "IFR
Considerations."

Source URL: https://aviationweek.com/bca/factors-helicopter-pilots-must-consider-ifr-flights

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