Non-precision Approach

Objective

Upon completion of this lesson, the student will demonstrate the aeronautical knowledge, risk management, and flight skills necessary to conduct non-precision instrument approaches in a helicopter in actual or simulated instrument meteorological conditions (IMC) to ACS standards (IH.VII.A). The student will plan, brief, and execute non-precision approaches including VOR, NDB, RNAV (GPS), Localizer, and helicopter-specific Point-in-Space (PinS) approaches while maintaining altitude within ±100 feet, heading within ±10°, airspeed within ±10 knots, no more than ¾-scale CDI deflection, and altitude above MDA +100/-0 feet on final approach segment. The student will assess visual reference requirements at MDA and either continue for landing or execute the missed approach procedure.

Content

Introduction

Non-precision approaches provide lateral guidance only, requiring pilots to manage descent rates through precise airspeed and power control. Unlike precision approaches with vertical guidance, non-precision approaches demand heightened single-pilot IFR workload management—particularly critical in helicopters where autopilot systems are often unavailable or limited. This lesson addresses the knowledge, procedures, and risk mitigation strategies essential for safe non-precision approach operations.

IH.VII.A.K1: Procedures and Limitations of Non-Precision Approaches

Non-Precision Approach Definition

A non-precision approach provides course guidance but no glidepath information. The pilot descends to the Minimum Descent Altitude (MDA) and maintains that altitude until reaching the Missed Approach Point (MAP) or acquiring required visual references. Per 14 CFR §91.175(c), descent below MDA is prohibited unless:

• The aircraft is continuously in a position for normal descent to landing
• The flight visibility meets published minimums
• At least one of the visual references in §91.175(c)(3) is distinctly visible and identifiable

Types of Non-Precision Approaches

1. VOR Approach: Uses ground-based VOR radials for course guidance to MAP
2. NDB Approach: Uses ADF bearing information from non-directional beacon
3. Localizer (LOC) Approach: Uses localizer signal without glideslope
4. RNAV (GPS) Approaches:
   • LNAV (Lateral Navigation): GPS-based lateral guidance, temperature-compensated LNAV/VNAV minimums available when WAAS not available or integrity insufficient for LPV
   • LP (Localizer Performance): Requires WAAS, provides localizer-like precision lateral guidance (angular versus linear) but no vertical guidance, typically lower minimums than LNAV
   • LNAV+V: Advisory vertical guidance displayed but not approved for use in determining minimums; fly to LNAV MDA

Key Differences: LP vs. LNAV

• LP approaches use angular lateral guidance similar to a localizer (scales based on distance from runway threshold), require WAAS GPS, and typically offer lower minimums than LNAV due to tighter course sensitivity
• LNAV approaches use linear lateral guidance (full-scale deflection remains constant in nautical miles), available with non-WAAS GPS, suitable for straight-in or circling minimums
• Both are non-precision approaches without approved vertical guidance for determining minimums

Helicopter-Specific Considerations

Helicopters certificated for IFR operations under 14 CFR Part 27 often operate to higher approach category minimums (typically Category A: <91 KIAS). Per the Instrument Procedures Handbook (FAA-H-8083-16B), helicopters may use visibility reduction per §97.3 when flying to Point-in-Space approaches or when operating at speeds below Category A minimums.

IH.VII.A.K2: Navigation System Indications and Annunciations (RNAV)

During RNAV (GPS) approaches, the GPS receiver provides mode annunciations critical to determining approach authorization and CDI sensitivity:

Terminal Mode Annunciations

• TERM: Terminal mode within 30 NM of destination, CDI sensitivity ±1 NM full scale
• LNAV: Approach mode activated, CDI sensitivity transitions to ±0.3 NM at final approach fix (FAF)
• LP: Localizer Performance mode, angular sensitivity active (similar to ILS localizer)
• LNAV+V: Advisory glidepath displayed, LNAV lateral minimums apply
• LPV: Localizer Performance with Vertical Guidance (precision approach, not covered in this lesson)

Critical Annunciation Monitoring

• Verify approach mode activates by 2 NM prior to FAF
• Monitor CDI sensitivity changes—failure to transition indicates receiver malfunction
• Cross-check against raw navaid data when available (VOR DME, NDB)
• RAIM (Receiver Autonomous Integrity Monitoring) annunciations: RAIM NOT AVAILABLE requires abandoning GPS approach or verifying availability prediction pre-flight

HSI/CDI Presentations

• Digital displays show active waypoint, distance to waypoint, groundspeed, and track
• Scaling transitions automatically based on phase of flight
• Verify “active waypoint” matches approach segment (FAF, MAP, MAHP)

IH.VII.A.K3: Ground-Based and Satellite-Based Navigation Systems

Ground-Based Systems

1. VOR: VHF Omnidirectional Range operates 108.0-117.95 MHz, provides magnetic bearing information from station, subject to line-of-sight limitations and terrain interference
2. NDB: Non-Directional Beacon operates 190-535 kHz, affected by atmospheric conditions, coastal refraction, terrain, and thunderstorm activity; requires ADF receiver
3. Localizer: VHF signal 108.10-111.95 MHz (odd tenths only), provides lateral guidance to runway centerline with increased sensitivity closer to threshold

Satellite-Based Systems

1. GPS (GNSS): Wide Area Augmentation System (WAAS) provides satellite-based corrections enabling LP and LPV approach capability; requires TSO-C129, TSO-C145/146, or equivalent IFR-approved installation
2. System Limitations: GPS susceptible to interference, testing NOTAMs, solar activity, and satellite geometry; monitor GPS RAIM NOTAMs via FAA FIS-B or 1-800-WX-BRIEF

System Selection for Approaches Per AIM 1-2-3, when alternate navigation is required (e.g., GPS approach with VOR or DME requirement), pilot must:

• Monitor the alternate means of navigation when available
• Verify operational status of ground-based navaids
• Recognize GPS may not substitute for required DME on certain approach segments

IH.VII.A.K4: Stabilized Approach and Energy Management

A stabilized approach requires:

1. Aircraft on correct lateral and vertical flight path
2. Appropriate airspeed and configuration maintained
3. Power settings consistent with descent requirements
4. Only minor corrections required to maintain path

Energy Management in Helicopters

Helicopters lack aerodynamic lift devices (flaps, spoilers) found in airplanes, making energy management a pure function of collective (power) and cyclic (attitude) inputs:

• Descent Rate Control: Establish a descent rate matching the approach profile without excessive sink rates (>1,000 FPM in most training helicopters constitutes an unstabilized approach)
• Airspeed Management: Maintain approach airspeed ±10 knots; excess speed requires level-off to dissipate energy before MAP
• Configuration: Most training helicopters operate in single configuration; consider doors, environmental controls, and equipment that might affect performance
• Power Management: Plan power requirements for level-off at MDA, missed approach initiation, and go-around from near-hover positions on PinS approaches

Non-Precision Descent Planning

Use the formula: Groundspeed × 5 = Rate of Descent (FPM) for a 3° descent profile (used for planning only, as non-precision approaches do not provide glidepath):

Example: 90 knots groundspeed × 5 = 450 FPM descent rate

Calculate required descent rate from FAF to MDA, adjusting for wind:

• Distance Available: FAF to MAP distance (typically 3-6 NM)
• Altitude to Lose: FAF altitude minus MDA
• Time Available: Distance ÷ Groundspeed (convert to minutes)
• Required Rate: Altitude to lose ÷ Time available

Initiate descent at FAF if stepdown fixes not present; level off at MDA and continue to MAP.

IH.VII.A.K5: Copter Point-in-Space (PinS) Approaches

Definition and Purpose

Helicopter Point-in-Space approaches terminate at a MAP in space above a designated landing area rather than to a runway. These approaches enable access to hospitals, offshore platforms, and remote sites without prepared landing surfaces. PinS approaches are unique to rotorcraft operations and typically published with “COPTER” prefix.

Procedure Characteristics

1. Approach Termination: The MAP is defined as a waypoint with latitude/longitude coordinates or a bearing/distance from a navaid, typically 200-500 feet AGL
2. Visual Segment: Following the instrument portion, a visual segment from the MAP to the landing area is required; this segment must be conducted in visual meteorological conditions (VMC)
3. Visibility Requirements: Per §97.3, helicopters may reduce visibility requirements by one-half (but never below ¼ SM or 1200 RVR) when flying approaches to PinS, provided the helicopter is certificated for IFR operations
4. Required Visual References: At the MAP, the pilot must have the landing area or appropriate visual references in sight to continue; if not, execute the missed approach immediately

Operational Considerations

• PinS missed approaches often require an immediate climbing turn to avoid obstacles in the visual segment
• Conduct a thorough approach brief including visual segment obstacles, escape routes, and landing area conditions
• The visual segment from MAP to landing area is VFR flight; maintain VFR cloud clearances and visibility
• GPS is typically the only navigation source for PinS approaches due to the need for precise waypoint definition

Descent Point (DP)

Some PinS approaches use a Descent Point (DP) rather than FAF; this is the point where descent from the MDA begins toward the MAP. Timing or waypoint sequencing determines MAP identification.

Risk Management

IH.VII.A.R1: Deviating from Assigned Approach Procedure

Unauthorized deviations from published procedures compromise obstacle clearance and regulatory compliance. Mitigation:

• Brief the entire approach plate including all notes, minimums, and alternate requirements
• Cross-check programmed GPS routing against the approach chart; verify waypoint sequence
• Use the 5 Ts at each waypoint: Turn, Time, Twist, Throttle, Talk
• If ATC assigns vectors-to-final, intercept the final approach course before the FAF
• When in doubt, query ATC or execute a missed approach

IH.VII.A.R2: Selecting a Navigation Frequency

Incorrect frequency selection causes course guidance errors and potential terrain conflict. Mitigation:

• Use written approach briefing cards or flowboard with pre-identified frequencies
• Perform positive identification of all navaids: verify Morse code, compare with chart
• Set standby frequencies in advance; active-to-standby errors are a common failure mode
• For GPS approaches, verify active flight plan matches the approach procedure
• Monitor raw navaid data when available (VOR/DME cross-check on GPS approaches)
• Verbalize frequency changes when single-pilot IFR to catch errors

IH.VII.A.R3: Management of Automated Navigation and Autoflight Systems

Over-reliance on automation or failure to monitor automation leads to loss of situational awareness. Mitigation:

• Most training helicopters lack sophisticated autopilots; practice hand-flying all approaches
• If GPS/autopilot-equipped, understand mode logic, annunciations, and failure modes
• Monitor transitions between approach segments (terminal mode → approach mode)
• Verify waypoint sequencing—especially when using “vectors-to-final”
• Maintain proficiency in manual IFR flight; automation should reduce workload, not replace skill
• Cross-check MFD/PFD indications against raw data and backup instruments

IH.VII.A.R4: Helicopter Configuration During Approach and Missed Approach

Helicopters operate in essentially one configuration, but airspeed, power settings, and weight/balance affect performance. Mitigation:

• Establish a standard approach airspeed appropriate to the helicopter’s Category A speed (<91 KIAS for most training helicopters)
• Verify weight and CG within limits; high gross weight increases power requirements for missed approach
• Plan power requirements for missed approach prior to FAF; recognize that near MDA, power margins are reduced in high/hot/heavy conditions
• Consider door configuration, landing light deployment, and environmental systems’ effect on performance
• Avoid low-RPM or high-power conditions during critical phases of flight

IH.VII.A.R5: Unstable Approach, Including Excessive Descent Rates

Unstable approaches lead to controlled flight into terrain (CFIT) accidents. Mitigation:

• Establish stabilized approach criteria for your operation: typically on course, on speed, proper descent rate (not exceeding 1,000 FPM in most training helicopters), and requiring only minor corrections
• Perform a go-around if any of the following occur:
  • Exceeding ±100 feet of target altitude
  • Exceeding ±10 knots of target airspeed
  • Full-scale or near full-scale CDI deflection
  • Descent rate exceeds 1,000 FPM
  • Not stabilized by 500 feet above MDA
• Recognize that helicopters dissipate energy slowly; allow time to slow down and stabilize before FAF
• Use a descent rate calculation method; avoid “dive-and-drive” profiles

IH.VII.A.R6: Deteriorating Weather Conditions on Approach

Continuing an approach into conditions below minimums causes spatial disorientation and CFIT risk. Mitigation:

• Obtain current weather within 1 hour of ETA via ATIS, AWOS, ASOS, or ATC
• Compare reported visibility and ceiling to approach minimums plus a personal safety margin
• If weather is marginal, consider diversion before beginning the approach
• Monitor for pilot reports (PIREPs) of missed approaches due to visibility or ceiling
• Set a firm personal decision point: if required visual references are not acquired at MDA or before MAP, immediate missed approach—no “see if I can find it”
• Be especially cautious of fog, blowing snow, or heavy precipitation that reduces visibility suddenly

IH.VII.A.R7: Operating Below MDA Without Proper Visual References

Descending below MDA without required visual references is a violation of 14 CFR §91.175 and a primary CFIT causal factor. Mitigation:

• Memorize required visual references per §91.175(c)(3): approach lights, threshold, TDZ markings/lights, VASI/PAPI, runway environment
• At MDA, establish a level attitude and perform a deliberate visual scan for references
• “Black hole” landings (unlighted areas beyond runway) create descent illusions; use available lighting references
• For PinS approaches, the landing area or prominent visual reference must be unmistakably identified
• If visual references are lost after descent below MDA, execute an immediate missed approach
• Brief missed approach procedure prior to FAF so execution is instinctive

Procedures: Conducting Non-Precision Approaches

Pre-Flight Planning

1. Review NOTAMS for approach lighting, navaid status, GPS RAIM availability
2. Calculate required visibility adjustments for inoperative components (ALS inop = +¼ SM)
3. Determine MDA for aircraft category and operational conditions
4. Verify alternate airport requirements met per §91.169 (1-2-3 rule)

Approach Brief (WIRE-TM Method)

• Weather: Ceiling, visibility, wind, temperature/dew point, altimeter
• Instrument Approach: Name, primary/backup navaid, frequency, inbound course, FAF/IF, stepdown fixes
• Reviewing: Missed approach procedure (4 Cs: Cling, Climb, Clean, Communicate), MAP identification (timing/waypoint/DME), go-around power and pitch attitude
• Elevations: MDA, DA, FAF/IF altitude, field elevation, TDZE, obstacles
• Times/Speeds: Time from FAF to MAP (calculate groundspeed), approach speed, descent rate calculation
• Minimums: MDA, visibility, lighting requirements, decision criteria

Approach Execution

1. Approach Clearance: Copy clearance verbatim; verify understanding
2. Initial Segment: Intercept and track initial approach course within ±10° and ¾-scale CDI deflection
3. Intermediate Segment: Complete approach checklist (GUMPS for helicopters: Gas, Undercarriage/weight-on-wheels squat switch if applicable, Mixture/fuel selector, Power available, Seatbelts/security)
4. Final Approach Fix (FAF): Execute 5 Ts—begin descent using calculated rate, configure for approach speed, start timing if required
5. Final Approach Segment: Maintain CDI deflection ≤¾ scale, airspeed ±10 knots, descend to and maintain MDA +100/-0 feet
6. Missed Approach Point (MAP): Assess visual references; if not in sight, execute missed approach immediately without descending below MDA

Completion Standards Summary

Student must perform to ACS standards (IH.VII.A) with specific emphasis on precision tracking (≤¾-scale CDI), altitude control (+100/-0 feet above MDA on final), and adherence to published minimums.

Schedule

Equipment

Required References

• FAA-S-ACS-14, Instrument Rating – Helicopter (IH.VII.A)
• FAA-H-8083-15B, Instrument Flying Handbook (Chapters 9, 10)
• FAA-H-8083-21B, Rotorcraft Flying Handbook (Chapter 11)
• FAA-H-8083-16B, Instrument Procedures Handbook (Chapters 2, 4)
• 14 CFR §91.175 (Takeoff and Landing Under IFR)
• 14 CFR §97.3 (Symbols and Terms Used in Instrument Approach Procedures)
• AIM Chapter 1, Section 1-2 (Performance-Based Navigation); Chapter 5, Section 4 (Arrival Procedures)

Helicopter Equipment Requirements

• IFR-certified helicopter with required instruments per 14 CFR §91.205(d)
• Approved GPS system (TSO-C129/C145/C146) for RNAV approaches
• Dual VHF comm, dual VHF nav (or GPS as primary), operable ADF if conducting NDB approaches
• Current IFR databases (GPS approach database not expired)
• View-limiting device (hood or foggles) for simulated IMC
• Approach plate collection (current terminal procedures for training area)

Instructional Materials

• Whiteboard or tablet for descent rate calculations and procedure diagrams
• Sample approach plates: VOR-A, GPS LNAV, GPS LP, NDB-B, COPTER GPS-A (PinS)
• Approach briefing card template (WIRE-TM or student’s preferred format)
• Visual aids showing LP vs LNAV sensitivity differences, GPS annunciations
• Scenario weather sheets with METAR examples (above/below minimums)

Additional Resources

• Flowboard or kneeboard for approach setup reminders
• Timer or stopwatch for timing approaches from FAF to MAP
• Airport Facility Directory (Chart Supplement) for destination airport information

Instructor Actions

1. Pre-Flight Ground Brief: Begin with question: “What’s the fundamental difference between a precision and non-precision approach?” Establish that non-precision approaches provide lateral guidance only—pilots must manage the vertical profile. Use analogy: “Think of it like driving with lane markers but no speed limit signs—you know where to go, but managing your descent is entirely on you.”

2. Explain Approach Types: Display approach plates for VOR, GPS LNAV, GPS LP, and NDB approaches side-by-side. Identify common elements (planview, profile view, minimums section, missed approach) and unique characteristics. Emphasize: “Every approach plate tells a story—learn to read the story before you fly it.”

3. Demonstrate LP vs LNAV Concept: Draw diagrams showing linear lateral deviation (LNAV: ±0.3 NM full-scale deflection regardless of distance) versus angular lateral deviation (LP: scales with distance like a localizer). Explain: “LP gives you tighter course guidance closer to the runway—think of it as a funnel narrowing toward the threshold. LNAV is a constant-width corridor.”

4. Brief GPS Annunciations: Use helicopter GPS unit or simulator to show mode transitions from TERM to LNAV to LP. State: “The GPS is talking to you through these annunciations—if you don’t see the approach mode activate by 2 miles before the FAF, something’s wrong. Abort and troubleshoot or fly the missed approach.”

5. Teach Descent Planning: Work through descent rate calculation on whiteboard. Example: “We’re at 2,500 feet at the FAF, MDA is 800 feet, and the MAP is 5 NM away. Our groundspeed is 90 knots. That’s 1,700 feet to lose in 3.3 minutes. Divide: 1,700 ÷ 3.3 = 515 FPM. Can we stabilize at that rate, or is it too steep for comfort?” Discuss pilot technique for achieving calculated descent rates using power and attitude.

6. Explain Stabilized Approach Criteria: Define stabilized approach parameters: on course (≤¾-scale CDI), on speed (±10 knots), acceptable descent rate (<1,000 FPM), small corrections only. State: “If you’re not stabilized by 500 feet above MDA, go around. Period. Helicopters can’t dump energy quickly like an airplane—don’t get behind the aircraft.”

7. Demonstrate PinS Approach Plate Analysis: Show a COPTER GPS-A approach. Identify the MAP coordinates, MDA, visibility minimums, and visual segment requirements. Emphasize: “The approach ends in the sky, not on a runway. You must have the landing area positively identified before leaving the MDA. If you’re unsure, go missed—don’t try to find it while descending VFR in marginal weather.”

8. Discuss Risk Management: Address each risk management item from the ACS. Use real accident case studies (de-identified) to illustrate consequences of operating below MDA without visual references, continuing unstable approaches, or deviating from procedures. Ask probing questions: “What would you do if the weather report shows visibility at minimums but the pilot before you reported missed approach due to fog?” Encourage conservative decision-making.

9. Model Approach Briefing: Conduct a full approach briefing using WIRE-TM format on a GPS LNAV approach. Verbalize each element, demonstrate frequencies programmed in standby, show navaid identification, calculate times and descent rates, and rehearse missed approach procedure including the 4 Cs (Cling to MDA until committed, Climb at published rate, Clean up configuration if needed, Communicate intentions). State: “Briefing is not optional—it’s your mental rehearsal that prevents task saturation in IMC.”

10. Pre-Flight Demonstration: Walk student through GPS programming for an approach: select approach, verify transitions, confirm active waypoints, check final approach course, ensure GPS is properly annunciating. Verify navigation radios tuned and identified for backup. Review missed approach procedure and identify key decision points.

11. In-Flight Demonstration (VOR or GPS LNAV): Fly one complete approach from initial fix through MAP or landing. Verbalize each action: “Cleared for the approach. I’m now turning to intercept the 180° radial inbound. Frequency set, identified, standby ready. Approaching the FAF—5 Ts: Turn to 180°, Time started, Twist verified, Throttle set for 500 FPM descent, Talk—‘FAF inbound.’ Leveling at MDA, holding altitude, looking for runway environment… I have the approach lights in sight, continuing for landing.”

12. Monitor Student Practice (Approach 1): Allow student to set up and brief the approach. Prompt as necessary: “What’s your time from FAF to MAP?” Provide gentle corrections during flight: “CDI is drifting to full scale—what’s your heading correction?” Monitor altitude control and be prepared to intervene if student descends below MDA without visual references. Do NOT allow shortcuts in briefing or checklist discipline.

13. Introduce Complexity (Approach 2): Add radio communication taskloading (position reports), variable wind conditions requiring drift correction, or partially failed equipment scenario (e.g., “Your GPS has lost WAAS signal—what approach capability do you have now?”). Coach decision-making: “Are you stable? Check your altitude, airspeed, and CDI deflection. Are you going to be at MDA with time to assess visual references?”

14. Evaluate Independent Performance (Approach 3): Observe student flying approach with minimal prompting. Introduce a realistic scenario: weather deteriorates to minimums, or ATC issues last-minute change (“Cleared direct FAF, cleared for the approach”). Assess SRM, workload management, precision of tracking, and decision-making at MDA. Ensure student verbalizes visual reference acquisition or executes missed approach appropriately.

15. Missed Approach Execution: At MAP, state “Runway environment not in sight” or allow student to make call. Observe immediate compliance with missed approach procedure: positive climb established, power added smoothly, heading and altitude captured per published instructions. Emphasize: “The missed approach is not a failure—it’s a planned procedure. Fly it decisively without hesitation.”

16. Post-Flight Debrief: Review each approach flown using approach plates and student notes. Identify positive actions (“Your briefing was thorough, and you caught the CDI deflection early”). Address errors specifically: “On the second approach, you leveled off 150 feet above MDA—what happened?” Discuss decision-making at MDA and importance of adhering to minimums. Assign preparation for next lesson and answer questions. Reinforce confidence: “Non-precision approaches are challenging single-pilot IFR, but you’re developing the discipline and precision the task requires.”

Student Actions

1. Pre-Flight Preparation: Arrive with current approach plates for training area, personal briefing card or kneeboard prepared, GPS operation manual reviewed, and questions regarding previous lesson material or approach procedures written down. Review weather minimums and approach categories for the helicopter being flown.

2. Ground Lesson Participation: Actively engage with instructor’s presentation by asking clarifying questions, working through descent rate calculations independently, and comparing approach plate elements across different approach types. Take notes on LP vs LNAV differences, GPS annunciations, stabilized approach criteria, and risk management mitigation strategies.

3. Approach Briefing Practice: Conduct a practice approach briefing on a provided approach plate using WIRE-TM or preferred format. Include all required elements: weather assessment, approach identification, missed approach brief, elevations and obstacles, timing/descent rate calculations, and minimums. Accept instructor feedback and re-brief as needed until proficient.

4. GPS Programming: Demonstrate loading an RNAV approach into the GPS, verifying waypoint sequence, confirming final approach course, and checking approach mode annunciations. Practice on ground trainer or aircraft GPS unit under instructor supervision. Identify errors and correct before flight.

5. Pre-Flight Equipment Check: Conduct thorough IFR equipment check per aircraft checklist: verify GPS database currency, test navigation radios, identify all navaids required for planned approaches, test backup instruments (vacuum/electric gyros), and confirm approach plates are current. Verbalize findings to instructor.

6. In-Flight Observation: During instructor demonstration approach, observe and mentally follow along with each action. Note pitch and power settings used for approach speed and descent rate. Observe CDI management and how instructor makes heading corrections. Pay particular attention to decision-making at MDA and missed approach execution.

7. Approach Execution (First Approach): Set up, brief, and fly assigned approach with instructor coaching. Maintain altitude ±100 feet, heading ±10°, and airspeed ±10 knots prior to FAF. Descend at planned rate from FAF, level at MDA +100/-0 feet, maintain CDI deflection ≤¾ scale. Verbalize visual reference acquisition or decision to go missed. Execute missed approach per published procedure if required.

8. Self-Critique and Adjustment: After each approach, verbally self-assess performance: “I let the CDI drift to nearly full scale on the turn to final—I need to anticipate the turn radius better.” Identify specific areas for improvement and apply corrections on subsequent approaches. Ask instructor for technique recommendations if struggling with specific elements (e.g., descent rate management, CDI tracking).

9. Approach Execution (Second Approach): Incorporate feedback from first approach. Demonstrate improved briefing, setup, and tracking precision. Manage increased complexity (communication taskloading, equipment failure scenario) while maintaining ACS standards. Use SRM techniques: verbalize actions, prioritize tasks (aviate, navigate, communicate), and request clarification from ATC/instructor when task saturated.

10. Independent Approach (Third Approach): Plan, brief, and execute approach with minimal instructor prompting. Demonstrate proficiency in all ACS skill elements: communication, navigation equipment management, checklist completion, precision tracking, stabilized descent, visual reference assessment, and missed approach execution if needed. Make all decisions independently with instructor monitoring for safety only.

11. Decision-Making at MDA: At MDA on each approach, perform methodical visual scan for required references. Verbalize: “At MDA, looking for the runway… I have the approach lights and threshold in sight, continuing” or “At MDA, approaching MAP, no visual references, executing missed approach.” Demonstrate understanding that continuing beyond MAP or below MDA without visual references is prohibited.

12. Missed Approach Execution: When visual references not acquired or as directed by instructor, execute missed approach immediately and decisively: add power smoothly, establish climb attitude, verify positive climb rate, track missed approach course/heading, comply with altitude restrictions, and communicate intentions to ATC. Avoid fixation on “trying to find the runway”—commit to the go-around without hesitation.

13. Post-Flight Duties: Secure aircraft per checklist, assist with post-flight inspection if required, debrief approaches with instructor using approach plates and notes, identify personal performance strengths and weaknesses, and ask questions about any procedures or decisions made during flight. Log flight time with appropriate instrument approach endorsements.

14. Post-Flight Study: Review areas of difficulty identified during debrief. Study approach plate symbology, practice mental calculations for descent rates and times, and prepare questions for next lesson. Review ACS standards for precision approaches in preparation for upcoming training.

Completion Standards

The lesson is complete when the student demonstrates competency in non-precision approach procedures to the standards outlined in FAA-S-ACS-14, Area of Operation VI, Task A (IH.VII.A). Specifically, the student must:

Knowledge Standards (Oral Assessment)

• Explain procedures and limitations of non-precision approaches including differences between LP and LNAV lateral guidance (K1)
• Describe GPS annunciations (TERM, LNAV, LP, LNAV+V) and explain CDI sensitivity changes during approach transitions (K2)
• Identify ground-based (VOR, NDB, LOC) and satellite-based (GPS/WAAS) navigation systems used for non-precision approaches and their operational limitations (K3)
• Define stabilized approach criteria, explain energy management techniques for helicopters, and calculate descent rates from FAF to MAP (K4)
• Explain Point-in-Space approach characteristics, visual segment requirements, and helicopter-specific visibility reductions per §97.3 (K5)

Risk Management (Scenario Discussion and Flight Demonstration)

• Articulate strategies to prevent deviation from assigned approach procedures, including briefing discipline and cross-checking programmed routes (R1)
• Demonstrate correct frequency selection, positive navaid identification, and verbalization techniques to prevent errors (R2)
• Explain automation management principles, mode awareness, and proficiency in manual flight (R3)
• Describe appropriate helicopter configuration for approaches and missed approaches, including power planning for go-arounds (R4)
• Identify unstabilized approach indicators and demonstrate willingness to execute go-around when criteria not met (R5)
• Discuss weather assessment procedures and personal minimums for approach continuation decisions (R6)
• State 14 CFR §91.175 requirements for descent below MDA and demonstrate discipline in adhering to regulatory minimums (R7)

Flight Skills (Measured Performance)

The student must accomplish non-precision approaches selected by the instructor and:

1. Communication (S2): Establish and maintain two-way communication with ATC, use proper phraseology for all approach segments (clearance copy-back, position reports, missed approach notification)

2. Equipment Management (S3, S5, S7): Select, tune, identify, and confirm operational status of navigation equipment; recognize inaccurate or inoperative instruments and take appropriate action; complete all required checklists at appropriate times

3. Clearance Compliance (S4, S6): Comply with all ATC clearances; advise ATC immediately if unable to comply with any clearance

4. Approach Setup and Minimums (S10): Correctly adjust published MDA and visibility for NOTAMs, inoperative equipment (ALS, ALSF, VASI/PAPI, GPS WAAS), and helicopter category; calculate and brief adjusted minimums

5. Precision Tracking Before FAF (S9): Maintain altitude ±100 feet, selected heading ±10°, airspeed ±10 knots, and no more than ¾-scale CDI deflection on all approach segments prior to FAF

6. Stabilized Descent (S11): Establish a stabilized, controlled descent from FAF using calculated descent rate, appropriate power setting, and approach airspeed; avoid excessive descent rates (>1,000 FPM) and “dive-and-drive” profiles

7. Final Approach Segment Precision (S12): From FAF to MAP, maintain no more than ¾-scale CDI deflection, airspeed ±10 knots, and altitude above MDA +100 feet/-0 feet; track final approach course accurately with only minor corrections required

8. Visual Reference Decision (S13): At or before MAP, assess availability of required visual references per §91.175(c)(3); initiate missed approach immediately if references not available; continue for landing only when visual references distinctly visible and identifiable and aircraft continuously in position for normal descent to landing

9. Technology Utilization (S14): Use MFD and graphical navigation displays (if installed) to monitor position, track wind drift, and maintain situational awareness; cross-check electronic displays against raw data and backup instruments

10. Single-Pilot Resource Management (S15): Demonstrate effective workload management, task prioritization (aviate-navigate-communicate), division of attention between flight instruments and approach monitoring, and decision-making under task saturation; verbalize concerns or request clarification when uncertain

Performance Tolerances Summary (ACS IH.VII.A)

• Altitude: ±100 feet (prior to FAF and on all approach segments); +100/-0 feet above MDA on final approach segment
• Heading: ±10°
• Airspeed: ±10 knots
• Course Tracking: ≤¾-scale CDI deflection at all times
• MDA Compliance: No descent below MDA without required visual references; immediate missed approach at MAP if visual references not acquired

Instructor Endorsement Criteria

The instructor will endorse the student’s logbook for instrument approach training when the student demonstrates consistent performance meeting all ACS standards on at least three different types of non-precision approaches (VOR, RNAV GPS, NDB/LOC, or PinS), exercises sound aeronautical decision-making regarding approach continuation or missed approach execution, and verbalizes understanding of all knowledge and risk management elements. The student must demonstrate readiness to progress to precision approach training and, ultimately, the instrument proficiency check.