Precision Instrument Approaches

Objective

The student will demonstrate the knowledge, risk management, and skills necessary to plan, brief, fly, and execute precision instrument approaches (ILS, LPV) in a turbine helicopter to ATP standards, both with all engines operating and simulated one engine inoperative (OEI), while maintaining stabilized approach parameters, applying appropriate adjustments to published minima, and executing timely missed approach decisions when required visual references are not acquired at DA/DH. Performance will meet or exceed standards specified in FAA-S-ACS-ATP Task AT.VI.C.

Content

Regulatory Basis and Approach Categories

14 CFR §91.175 — Takeoff and Landing Under IFR

• (c) Operation below DA/DH or MDA: No pilot may operate an aircraft below the authorized MDA or continue an approach below the authorized DA/DH unless:
  • The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers
  • The flight visibility is not less than the visibility prescribed in the standard instrument approach procedure being used
  • At least one of the required visual references is distinctly visible and identifiable (runway threshold, approach lights, TDZ markings, etc.)
• ATP candidates must demonstrate immediate compliance with this regulation — professional discipline at DA/DH is non-negotiable

Helicopter Approach Categories (14 CFR §97.3)

• Category A: Speed less than 91 knots (typical for most single-engine helicopters)
• Category B: Speed 91 knots or more but less than 121 knots (some larger twins)
• Helicopters may use Category A minima regardless of speed
• Approach category determines visibility minima and timing — verify aircraft approach category and ensure you’re applying the correct minima from the approach plate

AIM Chapter 10, Section 1 — Helicopter IFR Operations

• Helicopters are classified as Category A aircraft unless operating at speeds exceeding Category A limits
• Helicopter-specific approach procedures published at certain locations (Point-in-Space, Copter-only approaches)
• Stabilized approach concepts apply — establish configuration and approach speed early

Precision Approach Systems and Equipment

ILS (Instrument Landing System)

• Localizer provides lateral guidance (±3° to 6° course width, typically 700 feet at threshold)
• Glide slope provides vertical guidance (typically 3°, 1.4° sensitivity above/below)
• Marker beacons or DME provide position information
• Decision Height (DH) is the height on the glide slope at which a missed approach must be initiated if required visual references are not acquired
• Category I ILS: DH typically 200 feet HAA, visibility ½ statute mile or RVR 2400
• Category II/III: Special authorization required, not typically applicable to Part 91 helicopter operations

LPV (Localizer Performance with Vertical Guidance)

• WAAS-based approach providing ILS-like performance
• Published as RNAV (GPS) approach with LPV minimums
• DA (Decision Altitude) rather than DH — referenced to MSL
• Angular lateral and vertical guidance similar to ILS
• Requires WAAS-certified GPS — verify RAIM prediction or WAAS availability
• No ground-based equipment to fail — highly reliable in WAAS coverage areas

Flight Director and Autopilot Use

• Flight director provides computed pitch/roll commands to follow localizer and glide slope
• Autopilot in coupled approach mode (if installed/approved) can fly the approach to minimums
• ATP standard: smooth, precise tracking using flight director as primary reference
• Monitor autopilot engagement and be ready to immediately take over if anomalies occur
• In helicopters, many operators hand-fly approaches due to autopilot limitations near the ground

Approach Planning and Briefing

WIRE Briefing Format (one professional standard)

• Weather: Current and forecast, visibility, ceiling, windshear/turbulence reports, altimeter setting
• Instrument Approach: Type (ILS/LPV), runway, frequencies, final approach course, DA/DH, missed approach procedure
• Runway: Length, width, surface, lighting, VASI/PAPI, displaced threshold, obstacles
• Exit: Taxi plan after landing or missed approach intentions (straight-ahead, climbing turn, etc.)

Adjustments to Published Minimums The ATP candidate must know when and how to adjust published DA/DH and visibility:

1. FDC NOTAMs — May increase minimums due to:

   • Navaids out of service (e.g., glide slope OTS converts precision approach to nonprecision)
   • Runway/taxiway closures
   • Changes to approach procedures not yet charted

2. Class II NOTAMs — Affect usability of approach:

   • Lighting systems inoperative (approach lights, VASI, REIL)
   • Consult 14 CFR §91.175(d)(3) and approach plate notes for increases to visibility minima when components inoperative

3. Inoperative Helicopter Equipment

   • Loss of primary navigation equipment may require use of higher minimums or alternate approach procedure
   • Example: Loss of GPS in helicopter equipped for LPV approach may require reverting to LNAV or ILS
   • Reference aircraft’s AFM/RFM and MEL (if applicable under Part 135) or KOEL under Part 91

4. Inoperative Visual Aids

   • Approach lighting system components inoperative: 14 CFR §91.175(d)(3) and approach chart notes specify visibility increases
   • VASI/PAPI inoperative: May increase visibility requirement by ⅛ to ¼ mile depending on approach type
   • Refer to legend on approach plate for specific increases

5. NWS Reporting Factors — Visibility adjustments:

   • Ceiling and visibility reported in statute miles (helicopters use statute miles, not RVR conversion in most GA operations)
   • Prevailing visibility vs. tower/surface visibility: use the reported visibility controlling the approach
   • RVR when available: Converted to statute miles (RVR 2400 = ½ SM, RVR 4000 = ¾ SM, RVR 5000 = 1 SM)
   • Temporary visibility restrictions (heavy precipitation, blowing snow, dust): evaluate real-time and consider going missed early

Stabilized Approach Criteria

At ATP level, a stabilized approach is mandatory. Professional standards dictate go-around if approach becomes unstabilized.

Stabilized by 500 feet AGL (300 feet AGL for helicopters in VFR patterns):

• Helicopter in landing configuration (landing gear down if retractable, appropriate flap setting)
• On correct flight path (localizer and glide slope within ½ scale deflection or ¼ at DA/DH)
• Airspeed within +5 knots of target approach speed
• Descent rate appropriate for glide slope (typically 500-700 fpm for 3° glide slope at 60-90 knots)
• Power setting appropriate and not requiring significant adjustments
• All checklists completed

If not stabilized, execute missed approach — Do not attempt to salvage an unstabilized approach at ATP level

OEI Precision Approach Considerations

ATP helicopter candidates must demonstrate precision approaches with simulated OEI conditions:

Performance Considerations

• Reduced climb performance: Know single-engine service ceiling and OEI climb rate for your aircraft
• DA/DH decision: If visual references not acquired at DA/DH, OEI missed approach must be executable — know OEI climb gradient capability vs. published missed approach gradient requirement (typically 200 ft/nm or 3.3% for helicopters)
• Approach speed: May need to increase approach speed for OEI to maintain sufficient power margin and avoid Vne/VH in descent
• Anticipate higher power requirements: More collective needed to maintain glide slope, particularly in turbulence

Configuration and Energy Management

• Establish OEI approach speed early (typically higher than normal approach speed)
• Use shallower bank angles — limit to 15° during OEI approaches to minimize altitude loss and power required
• Be prepared for go-around to be more demanding: OEI missed approach requires aggressive collective application and immediate transition to OEI best rate of climb speed (Vyse or OEI Vy)
• Coordination with ATC: Advise if unable to comply with climb gradients or altitude restrictions on missed approach

ATC Communications and Clearance Compliance

Timely Communication

• “Unable” calls: If unable to comply with a clearance due to weather, performance, or OEI limitations, advise ATC immediately
• Report outer marker/final approach fix inbound: “Tower, [callsign] outer marker inbound”
• Missed approach: “Tower, [callsign] going missed” — immediate, clear statement

Proper Phraseology

• Approach clearance: “Cleared ILS Runway 36 approach”
• Readback all altitude assignments, heading assignments, approach clearances, and hold-short instructions
• Use standard phraseology: “Roger,” “Wilco,” “Unable”

Decision Height/Decision Altitude Discipline

At DA/DH, the pilot must see required visual references to continue below DA/DH (14 CFR §91.175(c)(3))

Required visual references include (at least one must be distinctly visible and identifiable):

• Approach light system (ALS)
• Threshold, threshold markings, or threshold lights
• Runway end identifier lights (REIL)
• Visual approach slope indicator (VASI/PAPI)
• Touchdown zone or touchdown zone markings/lights
• Runway or runway markings
• Runway lights

“Distinctly visible and identifiable” is not negotiable. If there’s any question, go missed. At ATP level, professional discipline requires immediate missed approach at DA/DH if visual references are not clearly acquired.

The 100-foot rule: Some operators brief “If not visual by 100 feet above DA/DH, go missed” to ensure aircraft does not descend below DA/DH while the pilot is still searching for the runway.

Common student errors at DA/DH:

• “Ducking under” — descending below DA/DH before acquiring visual references (regulatory violation and unsafe)
• Delaying missed approach decision — continuing beyond DA/DH hoping to see the runway
• Misidentifying visual references — mistaking ground lights for runway lights

Weather Hazards and Go-Around Decisions

Turbulence, Windshear, and Microbursts

• Brief expected turbulence and add airspeed margin if necessary (typically +5 to +10 knots)
• Windshear on approach: Recognize performance change (increasing headwind = ballooning above glide slope, decreasing headwind or tailwind shear = sinking below glide slope)
• If windshear encountered: Add power, arrest descent, execute missed approach, report windshear to ATC
• Microburst encounter: Maximum power, level pitch attitude, ride it out — do not attempt to climb aggressively in downdraft

Icing Conditions

• If icing encountered beyond aircraft certification: Execute missed approach, advise ATC, request different altitude or route to VMC
• Ice accumulation affects performance: Higher approach speed may be required, longer landing distance

Making the Go-Around Decision Professional ATP pilots brief go-around triggers:

• Not stabilized by 500 feet AGL
• Glide slope deviation exceeds ¾ scale deflection below 500 feet AGL
• Airspeed deviation exceeds ±10 knots below 500 feet AGL
• Sink rate exceeds 1000 fpm below 500 feet AGL
• Visual references not acquired at DA/DH
• Any unsafe condition or uncertainty about aircraft state

Risk Management Summary

• Advise ATC when unable to comply: OEI climb performance, unable to maintain assigned altitude/heading, unable to accept approach clearance due to weather below minimums
• Establish appropriate configuration early: Final approach speed (±5 knots at DA/DH), landing configuration before FAF, stabilized descent rate matching glide slope
• Never descend below DA/DH without visual references: This is a regulatory violation and primary accident causal factor in CFIT accidents
• Immediate missed approach at DA/DH if not visual: No delay, no “just a little further,” no hoping — if not distinctly visual, go missed now

Schedule

Equipment

Required References

• FAA-S-ACS-ATP (Airline Transport Pilot Helicopter ACS)
• FAA-H-8083-15B, Instrument Flying Handbook
• FAA-H-8083-16B, Instrument Procedures Handbook
• FAA-H-8083-21B, Rotorcraft Flying Handbook, Chapter 11 (Helicopter IFR)
• 14 CFR §§91.175, 91.177, 97.3
• AIM Chapter 5, Section 4 (Arrival Procedures) and Chapter 10, Section 1 (Helicopter IFR)
• Current instrument approach plates for local airport (ILS and LPV)
• Current NOTAMs for approach procedures to be flown

Aircraft and Equipment

• Turbine helicopter certificated for IFR flight (e.g., Bell 206, Bell 407, AS350, R66)
• Functioning ILS receiver or WAAS GPS certified for LPV approaches
• Current database in GPS navigator
• Operable flight director (if installed)
• Operable attitude indicator, HSI or CDI, altimeter, vertical speed indicator
• Intercom system for flight instruction

Materials and Visual Aids

• Whiteboard or tablet for diagramming approach profiles and missed approach procedures
• Sample approach plates with NOTAM examples showing inoperative equipment
• Visibility conversion chart (RVR to statute miles)
• ATP ACS performance standards reference card (approach tolerances)
• OEI performance charts for aircraft being flown

Instructor Actions

1. Conduct pre-lesson briefing: Verify student has reviewed precision approach procedures, 14 CFR §91.175, and current approach plates; confirm student understands ATP performance standards differ from commercial (tolerances tighter, no deviation at DA/DH).

2. Present precision approach systems: Draw ILS system layout showing localizer, glide slope, marker beacons; explain LOC/GS sensitivities (localizer ±3-6° width, glide slope ±1.4°, meaning at 10 miles out full-scale deflection = ~1 mile lateral, at DH full-scale deflection = ~200 feet vertical).

3. Teach LPV approach concepts: Emphasize WAAS-based angular guidance provides ILS-like precision without ground equipment; demonstrate how to check WAAS availability on GPS unit; explain difference between DA (altitude MSL) and DH (height AGL).

4. Demonstrate approach plate analysis: Show student where to find helicopter approach category minimums; point out DA/DH vs. MDA, visibility requirements, lighting systems listed, inoperative components table, missed approach procedure, and required obstacle clearance.

5. Explain adjustments to published minimums: Use real approach plate and NOTAM examples — “If approach lighting system is out of service, note says visibility increases from ½ mile to ¾ mile. If VASI is inoperative, add ¼ mile. You must know these adjustments cold — at ATP level, you’re expected to calculate this in your head on the fly.”

6. Teach stabilized approach discipline: State criteria clearly — “At 500 feet AGL, you must be on speed +5 knots, on course within ½ scale deflection, descent rate appropriate, configuration set, checklists complete. If not, go missed. No salvaging, no ‘just a little correction.’ Professional standard is go-around if unstabilized.”

7. Emphasize DA/DH decision-making: “At DA/DH, your eyes go outside. If you see the required visual references clearly and distinctly, you may continue. If there is any doubt, any straining to see, any question — you go missed immediately. This is not a gray area. It’s black and white. The NTSB is full of reports where pilots continued below minimums ‘just to see’ and hit terrain.”

8. Brief OEI approach techniques: Explain performance limitations — “Your single-engine service ceiling in this aircraft is 8,000 feet. If the approach DA/DH is 10,000 feet MSL, you cannot execute a missed approach OEI. Know your numbers. OEI approach speed is [specific aircraft speed], which is 10 knots faster than normal to give you power margin. On the miss, you need immediate collective and transition to Vyse.”

9. Demonstrate approach briefing using WIRE format: Conduct full approach brief for selected ILS approach, modeling professional tone and thoroughness — include all weather, minima, frequencies, courses, missed approach, obstacle notes, and personal minimums decision.

10. Conduct flight pre-brief: “Today we’ll fly three approaches: first, a standard ILS to minimums with a miss; second, an OEI ILS with adjusted speeds; third, an LPV with simulated inoperative approach lighting requiring you to adjust visibility minimums. My standard: localizer within ¼ scale at DA/DH, glide slope within ¼ scale at DA/DH, speed within 5 knots. Let’s review ATC frequencies and initial vectors.”

11. Set up flight scenarios with ATC communication requirements: Prior to each approach, assign student the task of copying ATIS, contacting approach control, reading back clearances verbatim, and making all required position reports.

12. Observe and coach during approach setup: Monitor student’s tune-identify-test of navigation equipment; verify correct frequencies loaded; ensure approach plate is readily accessible; confirm checklist completion before FAF.

13. Monitor tolerances during approach: Call out deviations in real-time — “Localizer approaching ½ scale,” “Speed 5 knots fast,” “Glide slope ¼ scale low” — allow student to correct, but be prepared to take controls if deviation approaches limits or safety is compromised.

14. Simulate DA/DH callout: At DA/DH, state “Decision height” and observe student’s eyes transition outside and decision-making process; if required visual references not present (simulated IMC), evaluate immediacy of missed approach execution.

15. Conduct OEI approach with coaching: Reduce power on one engine (simulated) after established on final approach; coach student through higher approach speed, increased collective requirements, shallower bank angles, and OEI missed approach procedures.

16. Introduce scenario with NOTAM/inoperative equipment: Provide student with NOTAM (real or simulated) stating “Approach lighting system Runway 36 out of service” — require student to reference approach plate notes, calculate new visibility minimum, brief adjustment, and state whether approach is legal given current weather.

17. Evaluate communications with ATC: Listen for timely “unable” calls if clearance cannot be complied with; assess readback accuracy; ensure missed approach is reported immediately and clearly.

18. Debrief each approach immediately after execution: “Your localizer tracking was excellent, within ¼ scale throughout. Glide slope went to ½ scale at 300 feet — what caused that? Your miss was immediate, good. Speed control: you were 8 knots fast at DA/DH. ATP standard is 5 knots. What’s your technique for nailing that number?”

19. Critique approach briefing thoroughness: “Your WIRE brief covered weather and instrument approach well, but you didn’t mention the tower frequency or the displaced threshold. At ATP level, every detail counts. Your passengers and crew are listening — brief like a professional.”

20. Summarize lesson and assign practice: “Today you demonstrated solid precision approach skills. Your tracking met ATP standards on two out of three approaches. Focus on speed control in the last 500 feet — that’s where you’re losing 3-5 knots. For next lesson, review missed approach procedures and practice mental calculations for adjusted minimums. You’re expected to do that in your head, not fumbling with the approach plate at 300 feet AGL.”

Student Actions

1. Complete pre-lesson study of precision approach procedures in FAA-H-8083-15B Chapter 9, 14 CFR §91.175, and AIM Chapter 5-4; review current approach plates for approaches to be flown.

2. Demonstrate understanding of helicopter approach categories by explaining which category applies to the training aircraft and where to find category-specific minimums on approach plates.

3. Identify and explain components of ILS and LPV approach systems, including how localizer and glide slope provide guidance and what full-scale deflection represents at various distances from the runway.

4. Calculate adjusted DA/DH and visibility minimums given simulated NOTAMs for inoperative equipment (e.g., approach lighting OTS, VASI inoperative) by referencing approach plate notes and applying regulatory requirements.

5. Conduct thorough approach briefing using WIRE or similar format, including weather minimums, approach type and frequencies, runway data, and missed approach intentions — demonstrate professional tone and completeness expected at ATP level.

6. Establish communications with ATC using proper phraseology; read back all clearances verbatim; report position at FAF or outer marker; immediately advise ATC if unable to comply with any clearance or instruction.

7. Accomplish all checklist items appropriate to approach phase in a timely manner without prompting from instructor; ensure descent checklist, approach checklist, and landing checklist completed before respective phases.

8. Tune, identify, and monitor navigation equipment (ILS frequencies, GPS approach mode, CDI/HSI configuration) before FAF; crosscheck navigation indications throughout approach to detect any anomalies or equipment failures.

9. Establish and maintain approach configuration and speed prior to FAF; configure helicopter for landing (gear down if retractable, appropriate power setting); stabilize at final approach speed ±5 knots before beginning final descent.

10. Maintain approach course and altitude prior to FAF within ATP standards: altitude ±100 feet, airspeed ±10 knots, heading ±5°, and accurately track localizer course (within ½ scale deflection).

11. Establish predetermined rate of descent at glide slope intercept that approximates glide slope (typically 500-700 fpm for helicopter at 60-90 knots on 3° glide slope) by adjusting collective smoothly and cross-checking vertical speed indicator.

12. Maintain stabilized final approach from FAF to DA/DH with localizer and glide slope within ¼ scale deflection and airspeed within ±5 knots of target approach speed; make small, smooth control corrections to maintain precision.

13. Continuously cross-check flight instruments (altitude, airspeed, vertical speed, attitude indicator, HSI/CDI) using instrument scan appropriate for precision approach; detect and correct deviations promptly before they exceed ATP tolerances.

14. Avoid any descent below DA/DH before acquiring required visual references or initiating missed approach; maintain altitude awareness and prepare for transition to visual references or missed approach at DA/DH.

15. At DA/DH, immediately look outside for required visual references; if runway environment is distinctly visible and identifiable (threshold, approach lights, runway markings clearly visible), transition to landing; if not distinctly visible, immediately initiate missed approach without descending below DA/DH.

16. Execute missed approach procedure immediately and precisely when required visual references are not acquired at DA/DH: simultaneously apply climb power, pitch to climb attitude, retract landing gear (if applicable), track missed approach course, and comply with all altitude and navigation restrictions.

17. Transition to normal landing approach only when helicopter is in position from which descent to landing can be made at normal rate of descent using normal maneuvering; do not maneuver aggressively or dive toward runway after breaking out.

18. Demonstrate OEI precision approach by configuring for higher approach speed (as briefed), maintaining stabilized approach parameters with simulated OEI power, and executing OEI missed approach with appropriate climb speed (Vyse) and performance awareness.

19. Apply adjustments to published minimums in real-time given NOTAM or equipment failure scenario; brief revised minimums clearly; state whether approach may legally be continued given current weather and adjusted minimums.

20. Participate in post-flight debrief by self-assessing performance against ATP standards, identifying specific deviations (e.g., “I was ½ scale low on glide slope at 400 feet,” “My speed was 7 knots fast at DA/DH”), and articulating corrective actions for future approaches.

Completion Standards

The lesson is complete when the student demonstrates the knowledge, risk management, and skills required by FAA-S-ACS-ATP Task AT.VI.C — Precision Instrument Approaches, to the following standards:

Knowledge:

• Explains precision instrument approach procedures (ILS, LPV) applicable to helicopters with all engines operating and with one engine inoperative, including differences in configuration, speed, and performance limitations (AT.VI.C)
• Correctly applies adjustments to published DA/DH and visibility criteria for inoperative equipment (FDC NOTAMs, Class II NOTAMs, approach lighting, VASI/PAPI, ground-based navigation equipment) by referencing approach plate notes and 14 CFR §91.175(d)(3) (AT.VI.C)
• States NWS reporting factors affecting visibility (prevailing visibility vs. RVR, statute mile conversion, temporary visibility restrictions) and applies them to approach minimums determination (AT.VI.C)
• Describes required visual references per 14 CFR §91.175(c)(3) necessary to descend below DA/DH and distinguishes between “distinctly visible and identifiable” vs. inadequate visual references (AT.VI.C)

Risk Management:

• States clear personal policy to advise ATC immediately any time helicopter is unable to comply with clearance due to performance, weather, OEI limitations, or other reason (AT.VI.C)
• Briefs appropriate helicopter configuration and approach speed considering turbulence, windshear, microburst potential, OEI conditions, and other meteorological factors before each approach (AT.VI.C)
• Commits to avoiding any descent below DA/DH before initiating missed approach or transitioning to landing, with understanding that descent below DA/DH without required visual references is regulatory violation and primary CFIT causal factor (AT.VI.C)
• Demonstrates commitment to initiate immediate missed approach when at DA/DH if required visual references are not distinctly visible and identifiable, without delay or “just a little further” mentality (AT.VI.C)

Skills:

• Establishes and maintains two-way communications with ATC using proper phraseology and procedures; reads back all clearances accurately; makes required position reports; advises ATC immediately when unable to comply (AT.VI.C)
• Accomplishes precision instrument approach procedure (ILS or LPV) selected by evaluator/instructor; complies in timely manner with all ATC clearances, instructions, and procedures (AT.VI.C)
• Completes all helicopter checklist items appropriate to phase of flight or approach segment without prompting (descent checklist, approach checklist, before landing checklist) (AT.VI.C)
• Prior to beginning final approach segment, maintains altitude ±100 feet, airspeed ±10 knots, heading ±5°, and accurately tracks radials, courses, and bearings (AT.VI.C)
• Selects, tunes, identifies, and monitors operational status of ground and helicopter navigation equipment used for approach (ILS frequencies properly identified, GPS approach mode active, CDI/HSI set correctly); detects any anomalies or failures (AT.VI.C)
• Correctly applies necessary adjustments to published DA/DH and visibility criteria when given real or simulated NOTAMs, inoperative equipment, or NWS reporting factors; states revised minimums clearly before beginning approach (AT.VI.C)
• Establishes predetermined descent rate at glide slope intercept point that approximates rate required to follow glide slope (typically 500-700 fpm); makes smooth collective adjustments to maintain glide slope (AT.VI.C)
• Maintains stabilized final approach from FAF to DA/DH, arriving at DA/DH with no more than ¼ scale deflection of localizer and glide slope indicators and airspeed within ±5 knots of target approach speed (AT.VI.C — ATP precision standards)
• Avoids any descent below DA/DH before initiating missed approach or transitioning to landing; maintains altitude discipline throughout visual transition decision (AT.VI.C)
• Initiates missed approach immediately when at DA/DH and required visual references are not distinctly visible and identifiable; executes published missed approach procedure with proper power, pitch, configuration changes, and navigation tracking (AT.VI.C)
• Transitions to normal landing approach only when helicopter is in position from which descent to landing can be made at normal rate of descent using normal maneuvering; does not dive, maneuver aggressively, or rush landing after breaking out (AT.VI.C)
• Demonstrates precision approach with simulated OEI conditions, using appropriate configuration and speed adjustments, maintaining stabilized approach parameters, and executing OEI missed approach within aircraft performance capabilities (AT.VI.C)

Instructor Evaluates:

• Approach briefing completeness and professionalism appropriate for ATP-level pilot
• Precision of localizer and glide slope tracking throughout approach (ATP standard: ¼ scale deflection or less at DA/DH)
• Speed control discipline in final 500 feet (±5 knots at DA/DH non-negotiable)
• Immediacy and decisiveness of missed approach execution at DA/DH when visual references not acquired
• Ability to calculate adjusted minimums correctly and apply them in decision-making
• Quality of ATC communications and clearance compliance
• Overall demonstration of professional, systematic approach to precision approaches at ATP performance standards