in values less than the appropriate 3⁄4 SM or 1 SM visibility requirement. The 14 CFR Part 97.3 visibility reduction rule does not apply, and you must take precautions to avoid any obstacles in the visual segment. Procedures with penetrations of the final approach OIS are annotated at the next amendment with “Visibility Reduction by Helicopters NA.” 

Until all the affected SIAPs have been annotated, an understanding of how the standard visibilities are established is the best aid in determining if penetrations of the final approach OIS exists. Some of the variables in determining visibilities are: decision altitude (DA)/MDA height above touchdown (HAT), height above airport (HAA), distance of the facility to the MAP (or the runway threshold for non- precision approaches), and approach lighting configurations. 

The standard visibility requirement, without any credit for lights, is 1 SM for non-precision approaches and 3⁄4 SM for precision approaches. This is based on a Category A airplane 250–320 feet HAT/HAA; for non-precision approaches a distance of 10,000 feet or less from the facility to the MAP (or runway threshold). For precision approaches, credit for any approach light configuration; for non-precision approaches (with a 250 HAT) configured with a Medium Intensity Approach Lighting System (MALSR), Simplified Short Approach Lighting System (SSALR), or Approach Lighting System With Sequenced Flashing Lights (ALSF)-1 normally results in a published visibility of 1⁄2 SM. 

Consequently, if an ILS is configured with approach lights or a non-precision approach is configured with MALSR, SSALR, or ALSF-1 lighting configurations and the procedure has a published visibility of 3⁄4 SM or greater, a penetration of the final approach OIS may exist. Also, pilots are unable to determine whether there are penetrations of the final approach OIS if a non-precision procedure does not have approach lights or is configured with ODALS, MALS, or SSALS/SALS lighting since the minimum published visibility is 3⁄4 SM or greater. 

As a rule of thumb, approaches with published visibilities of 3⁄4 SM or more should be regarded as having final approach OIS penetrations and care must be taken to avoid any obstacles in the visual segment. 

Approaches with published visibilities of 1⁄2 SM or less are free of OIS penetrations and the visibility reduction in Part 97.3 is authorized. 

## Copter Only Approaches to An Airport or Heliport 

Pilots flying Copter SIAPs, other than GPS, may use the published minima with no reductions in visibility allowed. The maximum airspeed is 90 KIAS on any segment of the approach or missed approach. Figure 7-10 illustrates the COPTER ILS or LOC RWY 13 approach at NewYork/La Guardia (LGA) airport. 

Copter ILS approaches to Category (CAT) I facilities with DAs no lower than a 200-foot HAT provide an advantage over a conventional ILS of shorter final segments and lower minimums (based on the 20:1 missed approach surface). There are also Copter approaches with minimums as low as 100-foot HAT and 1⁄4 SM visibility. Approaches with a HAT below 200 feet are annotated with the note: “Special Aircrew & Aircraft Certification Required” since the FAA must approve the helicopter and its avionics, and the flight crew must have the required experience, training, and checking. 

The ground facilities (approach lighting, signal in 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 AP, FD, 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 pilot in command (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. The procedure to apply for this certification is available from your local Flight Standards District Office (FSDO). 

## 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. 

