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IH.VII.B both lesson 90–120 minutes

Precision Approach

Instrument Approach Procedures · Task Task B. Precision Approach

Completion Standards

Student demonstrates knowledge of all IH.VII.B items to ACS standards without reference to materials. Risk management items correctly identified. All skill elements performed to ACS tolerances.

Objective

By the completion of this lesson, the instrument-rated helicopter student will be able to safely plan, brief, execute, and complete a precision instrument approach to published DA/DH minimums or to a safe landing, maintaining all ACS standards: altitude ±100 feet prior to final approach segment, heading ±10°, airspeed ±10 knots, no more than ¾-scale CDI deflection, and no more than ¾-scale vertical guidance deflection on final approach. The student will demonstrate proper risk management, recognize when visual references are insufficient to continue below DA/DH, and execute the missed approach procedure when required. This lesson satisfies ACS task IH.VII.B and prepares the student to perform precision approaches (ILS, LPV, GLS) to instrument rating practical test standards.

Content

Introduction to Precision Approaches

A precision approach is an instrument approach with both lateral and vertical guidance to a Decision Altitude (DA) or Decision Height (DH). Precision approaches in helicopters require exceptional scan discipline, stabilized approach management, and single-pilot workload management in IMC. Unlike airplanes, most training helicopters lack autopilots or flight directors, making hand-flying precision approaches to minimums particularly demanding. The three primary precision approach types available to helicopters are:

  1. ILS (Instrument Landing System) — ground-based lateral (localizer) and vertical (glideslope) guidance
  2. LPV (Localizer Performance with Vertical Guidance) — WAAS/SBAS-based GPS approach with angular vertical guidance
  3. GLS (GBAS Landing System) — ground-based augmentation system, less common but increasing

For helicopter operations, precision approaches are typically flown to Point-in-Space (PinS) approaches or heliport-specific procedures, though runway-aligned ILS approaches are also trained and used.

Regulatory Framework (IH.VII.B.K1, K3)

14 CFR §91.175 establishes the requirements for operating below DA/DH. You may not operate below DA/DH unless:

14 CFR §91.171 requires VOR checks every 30 days for IFR operations. While precision approaches don’t use VORs for primary guidance, many terminal procedures involve VOR navigation to the initial approach fix.

14 CFR §91.205(d) lists IFR equipment requirements. For precision approaches, specific additional equipment is required depending on type:

AIM Chapter 1-1-17 through 1-1-21 detail navigation system accuracy, coverage, limitations, and use. Understanding GPS RAIM, WAAS availability, and ILS critical areas is essential for precision approach operations.

ILS System Components and Limitations (IH.VII.B.K2, K3)

The ILS provides precision guidance through two radio beam components:

Localizer (lateral guidance):

Glideslope (vertical guidance):

Critical ILS Limitations:

ILS Categories and Minimums:

For helicopters, most ILS approaches are flown as CAT I with standard minimums or to Point-in-Space followed by VFR transition to a heliport.

WAAS/GPS Precision Approaches: LPV (IH.VII.B.K2, K3)

LPV approaches use Wide Area Augmentation System (WAAS) corrections to provide precision vertical guidance comparable to ILS performance:

System Architecture:

LPV Approach Characteristics:

WAAS Service Levels:

Critical Limitations:

ILS Display Elements:

GPS/WAAS Display Elements (varies by unit):

Critical annunciations to monitor:

In helicopters without GPS coupled to HSI, scan pattern must include frequent cross-checks between GPS display and primary flight instruments — this increases workload significantly in single-pilot IFR.

Approach Planning and Briefing (IH.VII.B.K1)

Every precision approach requires thorough planning and a structured briefing. Use the “Five Ts” (Time, Turn, Throttle, Talk, Track) at each approach segment:

Pre-Approach Planning:

  1. Obtain current approach plate: Verify chart date, check for changes
  2. Weather analysis: Current METAR/TAF, visibility, ceiling in relation to minimums, winds
  3. NOTAM review:
    • ILS components out of service (localizer, glideslope, approach lights)
    • GPS/WAAS NOTAM outages
    • Runway condition, lighting
  4. Minimum determination: Apply inoperative component adjustments per 14 CFR §91.175(d) and approach plate notes
  5. Descent rate calculation (covered below)
  6. Missed approach procedure review: Heading, altitude, navigation

Standard Approach Briefing Format:

Example: “We’ll be flying the ILS Runway 34 approach. Localizer frequency is 110.3, course 340. Final approach fix is JAMUD at 8 DME. Decision Height is 320 feet MSL, 250 feet AGL, visibility one-half mile. We’ll need approximately 530 feet per minute descent rate at 60 knots groundspeed. Missed approach is climb straight ahead to 1,500, then climbing right turn direct to WAXES VOR and hold. We’ll configure for 60 knots indicated on final, and if we have the runway environment in sight at DH, we’ll transition to a normal approach to the FATO.”

Calculating Required Descent Rate (IH.VII.B.K1)

Precision approaches require descending on a defined glidepath, typically 3°. Calculating the descent rate necessary to maintain glidepath is critical — too shallow and you’re above glidepath (potential unstable approach), too steep and you risk excessive descent rate (high risk in helicopters).

Formula Method: Descent Rate (fpm) = Groundspeed (knots) × 5

This formula works for standard 3° glidepath:

More Precise Formula: Descent Rate (fpm) = (Groundspeed in knots × Glidepath angle in degrees) / 60 × 100

For 3° glidepath at 60 knots: (60 × 3) / 60 × 100 = 300 fpm

Practical Application in Helicopters: Most training helicopters fly final approach at 60-70 KIAS. Factoring wind:

Rule of thumb: If you don’t know groundspeed, start with 60 knots IAS = 300 fpm, then adjust by watching the glidepath indicator. A steady half-dot low indication means you need approximately 50 fpm more descent.

Critical for helicopters: Excessive descent rates (>1,000 fpm in training helicopters) dramatically increase the difficulty of transition to landing and create high-energy approach risks. If you find yourself needing more than 600-700 fpm to stay on glidepath in a typical training helicopter, you may be too fast — reduce airspeed first, then adjust descent rate.

Inoperative Equipment and Minimum Adjustments (IH.VII.B.K1)

14 CFR §91.175(d) requires adjustments to approach minimums when components are inoperative. Approach plates contain tables showing adjustments required.

Common inoperative component scenarios:

Approach Lighting (ALS):

Glideslope Inoperative:

WAAS/LPV Unavailable:

VGSI (PAPI/VASI) Inoperative:

Increase in DH/DA:

Example Decision Process: Approach plate shows: “ILS RWY 16, DA 350 (250), Vis ½” ATIS reports: “Approach lighting system out of service” Approach plate note: “ALSF out, increase vis to ¾ mile” Adjusted minimums: DA 350, Vis ¾ mile

If current weather is 400 overcast, 1 mile visibility, approach is legal. If weather is 400 overcast, ½ mile visibility, you cannot legally descend below DA even though ceiling is adequate.

Energy Management and Stabilized Approaches (IH.VII.B.K4)

A stabilized approach is one where the helicopter is on the proper flight path, at the proper airspeed, with the proper configuration and power setting, descending at a controlled rate, requiring only small control inputs to maintain parameters. Stabilized approaches are the single most critical risk management tool for preventing controlled flight into terrain and approach accidents.

Stabilized Approach Criteria (industry standard and practical test application):

Stabilized Approach Gates (when to evaluate):

Energy Management in Helicopters: Energy = potential energy (altitude) + kinetic energy (airspeed). In helicopters, energy management differs from airplanes:

Unstable Approach Risks (IH.VII.B.R5):

Go-Around Discipline: If the approach becomes unstable, execute the missed approach procedure immediately. In single-pilot helicopter IFR, attempting to “save” an unstable approach has led to numerous accidents. The go-around decision requires discipline:

Helicopter Configuration and Approach Airspeeds (IH.VII.B.R4)

Helicopter configuration for precision approaches balances controllability, visibility, performance margins, and manufacturer recommendations.

Typical Training Helicopter Configuration:

Rationale for 60-70 KIAS in Light Helicopters:

Configuration Changes During Approach:

Special Considerations:

Risk: Configuration Errors (IH.VII.B.R4):

Risk Management: Deviations from Approach Procedure (IH.VII.B.R1)

Definition: Any unauthorized change to the published approach procedure clearance, including lateral, vertical, or speed deviations beyond ACS limits.

Common Deviation Scenarios:

  1. Descending early: Beginning descent before the FAF or glideslope intercept point — loses obstacle clearance
  2. S-turning to extend: ATC vectors you too close to intercept; attempting S-turns on final approach — dangerous, unacceptable
  3. Continuing below DA/DH without visual references — violation of 14 CFR §91.175, extremely dangerous
  4. Shortcuts: Cutting across procedure turn, bypassing depicted course reversals — loses obstacle protection
  5. Altitude busts: Descending below assigned altitudes on intermediate or final segments

Mitigation:

In single-pilot helicopter IFR, the workload is high. Deviating because you’re task-saturated is a symptom of poor planning, incomplete briefing, or insufficient proficiency. Requesting vectors to extend, holding, or going missed to re-attempt are always preferable to unsafe deviations.

Risk Management: Navigation Frequency Selection (IH.VII.B.R2)

ILS Frequency Errors:

GPS Approach Errors:

Mitigation Procedures:

  1. Verify frequency before tuning: Check approach plate, read frequency aloud
  2. Identify navigation aid: Listen to Morse code identifier (ILS/VOR) or verify GPS waypoint/approach name on display
  3. Cross-check: If you have dual nav radios, tune and identify on both; compare indications
  4. Monitor frequency: ILS localizers can fail mid-approach — if needles start erratic movement or flag appears, confirm continuing validity
  5. GPS database check: Verify current database during preflight — must be within 28-day cycle for IFR
  6. Approach plate match: Compare GPS flight plan display against approach plate — every waypoint, every course, every altitude

Ryan’s Analogy: “Tuning the wrong ILS frequency is like putting the wrong address in your GPS on a cross-country drive — you’ll navigate precisely to the wrong place. And in IMC, you won’t notice you’re lost until you hit something.”

Risk Management: Automated Navigation and Autoflight Systems (IH.VII.B.R3)

Most training helicopters lack autopilots or flight directors, but GPS navigation with coupled HSI or moving map displays is common. Even with simple automation, risks exist:

Mode Awareness:

Over-reliance on Automation:

Programming Errors:

Mitigation for Single-Pilot Helicopter IFR:

  1. Program and brief on the ground: Load approaches in GPS during preflight or before taxi, not while hand-flying in IMC
  2. Verify loaded approach against plate: Check waypoints, courses, altitudes
  3. Activate approach at appropriate time: Typically when cleared for the approach, or on downwind/base for pattern entry
  4. Verbalize mode changes: Say out loud “GPS switching to approach mode, CDI scaling to 0.3”
  5. Monitor raw data: If GPS shows 3 miles to FAF, does that match DME? Does altitude match what’s expected?
  6. Backup navigation: Know how to fly the approach using raw VOR/DME if GPS fails
  7. Cover failures in briefing: “If GPS fails before FAF, I’ll request vectors or proceed to XYZ VOR”

Helicopter-Specific Consideration: Without an autopilot, you’re hand-flying while managing GPS, navigation radios, communications, checklists, and monitoring systems. This is a very high workload. Pre-program everything possible. Use timers and altitude alerts. Consider using audio panel features to auto-identify navigation aids (if available) to reduce head-down time.

Risk Management: Deteriorating Weather (IH.VII.B.R6)

Scenario: You depart with weather at 800 overcast, 3 miles visibility, minimums are 250 AGL, ½ mile. While enroute, destination weather drops to 300 overcast, ¾ mile.

Decision Points:

Regulatory Requirement:

Risk Mitigation:

When to Discontinue: If weather is deteriorating rapidly and you’re uncertain about getting in, exercise your authority under 14 CFR §91.3 (PIC authority) and divert to your alternate or to VFR conditions. Pressing an approach into below-minimums weather has killed pilots.

Risk Management: Continuing Below DA/DH Without Visual References (IH.VII.B.R7)

This is the most critical risk management item for precision approaches.

14 CFR §91.175(c)(1): No pilot may operate below DA/DH unless:

  1. Aircraft is continuously in position to make normal descent to landing on intended runway using normal maneuvers and descent rate, AND
  2. Flight visibility is at or above the minimum prescribed, AND
  3. At least one of the following visual references for the intended runway is distinctly visible and identifiable:
    • Approach light system (except that you may not descend below 100 feet above TDZE using only approach lights unless the red terminating bars or red side row bars are visible and identifiable)
    • Threshold
    • Threshold markings
    • Threshold lights
    • Runway end identifier lights (REIL)
    • Visual approach slope indicator (VASI/PAPI)
    • Touchdown zone or touchdown zone markings
    • Touchdown zone lights
    • Runway or runway markings
    • Runway lights

What “Distinctly Visible and Identifiable” Means:

Critical Understanding: The moment you reach DA/DH:

There is no “I see ground lights” or “I think I see something” — you must see one of the prescribed visual references clearly and be able to identify it.

Common Errors Leading to Accidents:

  1. “Ducking under”: Descending slightly below DA/DH hoping to see the runway (illegal, fatal)
  2. Confusing ground lights with runway: Seeing car headlights, building lights, or lights from an adjacent runway and assuming it’s the intended runway
  3. Continuation bias: Psychological pressure to land after flying an approach — “I came this far, I’m going to land”
  4. Scud running from DA/DH: Breaking out at DA/DH but losing visual contact, then trying to visually navigate to the runway at low altitude (extremely dangerous in helicopters)

Mitigation:

Helicopter-Specific Consideration: Helicopters can land in smaller areas and can maneuver differently than airplanes. Some helicopter approaches are designed as Point-in-Space approaches where you break out at DA, visually acquire a heliport or landing area offset from the approach course, and maneuver VFR to land. Even in these cases, you must have the prescribed visual references at DA — you cannot descend below DA hoping to find the heliport.

Missed Approach Procedures (IH.VII.B.S13, S14)

When to Execute Missed Approach:

  1. Reaching DA/DH without required visual references (mandatory per §91.175)
  2. Approach becomes unstable and cannot be corrected (safety)
  3. ATC instructs you to go around
  4. Any unsafe condition develops (traffic conflict, wind shear, equipment failure)

Missed Approach Execution: The missed approach procedure is published on the approach plate. Typical missed approach for precision approach:

  1. At DA/DH, if not visual:

    • Simultaneously: Add power (collective up), pitch for climb attitude, transition to climb airspeed
    • Maintain runway heading (unless missed approach specifies otherwise)
    • Initiate climb

  2. Positive rate of climb established:

    • Complete “go-around” or “missed approach” checklist (brief checklist; varies by helicopter)
    • Retrim for climb

  3. Comply with missed approach instructions:

    • Altitude: Climb to published altitude
    • Course: Turn as specified (e.g., “Climb to 2000, then climbing right turn direct ABC VOR”)
    • Navigation: Tune and track appropriate navigation aid

  4. Communicate:

    • Inform ATC: “N123 is going missed approach”
    • Await further clearance (vectors, hold, re-attempt approach, proceed to alternate)

Critical Points:

Decision to Land (IH.VII.B.S14, S15): If you have the required visual references at DA/DH, you may continue. Transition to normal landing approach:

For Point-in-Space approaches: After visually acquiring the heliport at DA, maintain VFR cloud clearance and visibility while maneuvering to the heliport. If you lose visual contact or cannot maintain VFR, climb and execute the missed approach procedure.

Communication Requirements (IH.VII.B.S2, S4, S6)

Precision approaches require clear, concise, professional communication with ATC.

Standard Phraseology:

Clearance readback: “N123H is cleared ILS Runway 34 approach, maintain 3000 until established.”

Established on approach: “N123H established ILS 34.”

Going missed: “N123H missed approach.”

Unable to comply: “N123H unable” (followed by reason if relevant: “unable, unstable approach”)

Key Principles:

Helicopter-Specific: Some ATC controllers are unfamiliar with helicopter approach speeds (slower than airplanes). If vectored too close for stable intercept, inform ATC: “N123H, we’re a helicopter, we need a longer final for the approach, request extended downwind.”

Practical Application: Flying the Precision Approach (Skills Integration)

Pre-Approach Phase:

  1. ATIS/Weather
  2. Approach plate review and briefing
  3. Navigation setup and identification (IH.VII.B.S3)
  4. Checklists complete (IH.VII.B.S7)

Procedure Turn/Vectors to Final:

Intercept and Track Localizer/LPV Course:

Glidepath Intercept (IH.VII.B.S11):

Final Approach Segment (FAF to DA/DH) (IH.VII.B.S12):

Approaching DA/DH:

Transition to Landing (IH.VII.B.S14, S15):

Missed Approach (IH.VII.B.S13):

Use of MFD/Graphical Displays (IH.VII.B.S16): If installed, moving map displays provide excellent situational awareness:

Single-Pilot Resource Management (IH.VII.B.S17):

Schedule

TimeContentMethod
0:00-0:10Introduction, Objectives, Standards ReviewLecture
0:10-0:30Precision Approach Theory: ILS and LPV Systems, RegulationsLecture
0:30-0:50Navigation Displays, Descent Rate Calculation, Inoperative ComponentsLecture, Demo
0:50-1:10Stabilized Approaches, Energy Management, ConfigurationLecture
1:10-1:30Risk Management: All Seven ACS Risk Items, ScenariosDiscussion
1:30-1:50Approach Briefing, Communication, Missed Approach ProceduresGuided Practice
1:50-2:00Ground Demonstration: Approach Planning and SetupDemonstration
2:00-2:10Pre-Flight Briefing, Aircraft Setup, Clearance ProceduresPre-Flight
2:10-3:10Flight: ILS Approach (Full Procedure to Minimums, Go Missed)Flight Training
3:10-3:40Flight: LPV Approach (Vectors to Final, Descent to DA, Landing)Flight Training
3:40-4:00Post-Flight Debrief, Errors Analysis, Standards ReviewDebrief
Total4:00

Note: Actual flight time varies by location, ATC workload, approaches available. Schedule includes contingency for ATC delays, weather considerations, or extended debrief.

Equipment

Required Materials

Aircraft Equipment Requirements

Visual Aids and Supplementary Materials

Instructor Reference Materials

Instructor Actions

  1. Conduct pre-lesson briefing: Review lesson objectives, ACS standards for IH.VII.B, and completion standards. State: “Today we’re training precision approaches to ACS standards. By the end of this lesson, you will plan, brief, and fly an ILS and an LPV approach to DA minimums, maintaining lateral and vertical guidance within ¾-scale deflection, airspeeds within 10 knots, and demonstrate proper go-around procedures. We’ll also thoroughly discuss risk management for precision approaches, which is where most instrument accidents occur.”

  2. Explain precision approach concept: Use whiteboard to draw localizer and glideslope beams intersecting at runway. Explain: “A precision approach gives you two things a non-precision approach doesn’t: vertical guidance and lower minimums. In a training helicopter without an autopilot, you’ll hand-fly this approach, which demands excellent scan discipline and stabilized approach technique. The glideslope or LPV glidepath gives you a 3-degree descent path — think of it as an invisible wire from the sky to the runway. Your job is to fly the helicopter down that wire.”

  3. Demonstrate navigation system setup: Using cockpit mock-up, approach plate, or actual aircraft panel, demonstrate: (a) tuning ILS frequency (e.g., 110.3), identifying station (Morse code or identifier readout), confirming course; (b) loading GPS approach, activating approach mode, verifying waypoints against approach plate. Emphasize identification step: “Every time, no exceptions — identify the navigation aid. Wrong frequency = wrong approach = terrain impact in IMC. This is non-negotiable.”

  4. Teach descent rate calculation: Work through the groundspeed × 5 formula on whiteboard. Provide examples: “You’re flying 60 knots groundspeed on a 3-degree glidepath. 60 × 5 = 300 feet per minute. Now, winds give you 70 knots groundspeed. 70 × 5 = 350 feet per minute. Always round up slightly — better to be slightly high and adjust than to be low and chasing the glideslope.” Demonstrate using approach plate profile view: show descent from FAF altitude to DA over depicted distance, calculate average descent rate.

  5. Review inoperative component adjustments: Using actual approach plate, point to inoperative components table. Demonstrate: “If the approach lighting system is out, look here — visibility increases from one-half mile to three-quarters mile. If the glideslope is inoperative, we can’t fly this as a precision approach — we’d use localizer minimums, which are higher and non-precision. Always check NOTAMs and apply adjustments before you start the approach.”

  6. Explain stabilized approach criteria in detail: Use Ryan Dale’s direct style: “Here’s the deal. A stabilized approach means you’re on altitude, on glidepath, on airspeed, and you’re not making big control inputs. If you’re diving and driving, chasing needles all over the place, you’re not stabilized. Industry standard: if you’re not stabilized by 1,000 feet AGL, or absolutely by 500 feet AGL, you go missed. In a helicopter, an unstable approach can lead to settling with power, hard landings, or worse. We don’t press unstable approaches — we go around and try again.”

  7. Demonstrate risk management decision-making using scenarios: Present realistic scenarios and walk through decision process:

    • Scenario 1: “You’re on the ILS, 800 feet AGL, and the glideslope needle suddenly swings full-scale up. What do you do?” (Answer: Suspect glideslope failure; cross-check other instruments, altitude, distance; if glideslope unreliable, transition to localizer approach or go missed)
    • Scenario 2: “At decision altitude, you see lights ahead — but you’re not sure if it’s the runway or highway lights. What do you do?” (Answer: Go missed immediately. “Not sure” means “not visual.”)
    • Scenario 3: “You’re on the LPV approach, passing through 1,000 AGL. Your descent rate is 700 fpm, airspeed is 75 knots (target was 60), and you’re half-dot low on the glidepath. Stabilized or not?” (Answer: Not stabilized — fast, high descent rate, low on glidepath. Should reduce airspeed, adjust descent rate, or go missed if unable to correct quickly.)

  8. Conduct approach briefing demonstration: Using actual approach plate, verbally deliver a complete approach briefing: “We’ll fly the ILS Runway 16 approach at [Airport]. Frequency 109.9, course 163. Final approach fix is HEGNU, 5.2 DME. Decision altitude is 420 feet MSL, 250 feet AGL. Visibility minimum is one-half mile. At 60 knots groundspeed, we’ll need 300 feet per minute descent. If we go missed: climb straight ahead to 1,500 feet, then climbing left turn direct to ABC VOR and hold. We’ll configure for 60 knots on final approach. At decision altitude, if we have the runway in sight, we’ll transition to a normal approach to land on the runway. If not visual, immediate missed approach.” Explain: “That’s how you brief every approach. Every time. Brief it before you start it.”

  9. Demonstrate missed approach procedure using flight controls or simulator: Walk through missed approach actions step-by-step: “At decision altitude, if I’m not visual — and I mean the runway is clearly, obviously visible — I simultaneously add power, collective up, pitch to climb attitude. I hold runway heading unless the missed approach says otherwise. As soon as I have a positive rate of climb, I clean up the helicopter if necessary, retrim, and then I comply with the missed approach procedure. I don’t level off, I don’t turn early — I follow the procedure exactly because that’s where obstacle clearance is guaranteed.”

  10. Set up aircraft for training flight: During preflight, verify all required IFR equipment operative, review weight and balance, check NOTAMs for navigation aids and approaches. Ensure student completes preflight inspection. Explain: “Today we’ll fly two approaches: one ILS and one LPV. I’ll act as ATC for some calls, and we’ll coordinate with real ATC for the actual approaches. I’ll provide safety oversight and coaching. Your job is to plan, brief, and fly each approach as if I’m not here. Let’s get the helicopter ready.”

  11. Provide clearance for first approach (ILS): After departure/positioning, issue clearance: “N123H is cleared for the ILS Runway [XX] approach, maintain [altitude] until established on the localizer.” Ensure student reads back clearance accurately. If readback incorrect, state: “Negative, read back again” and repeat clearance.

  12. Monitor student throughout approach intercept and tracking: Observe student setting up navigation (tuning, identifying ILS), establishing on localizer course, maintaining assigned altitude and airspeed. Provide coaching cues if student begins to deviate: “Altitude — check your altitude” or “Localizer is going — small correction left.” Do not take controls unless safety of flight compromised; allow student to make and correct errors within ACS tolerances.

  13. Coach glideslope intercept: As glideslope needle begins descending toward center, prompt: “Glideslope’s coming alive.” Ensure student initiates descent smoothly, establishes appropriate descent rate. If student over- or under-corrects, provide guidance: “You’re chasing it — smaller corrections. Let it stabilize, then fine-tune.”

  14. Monitor final approach segment and provide callouts: Call “1,000 feet above minimums” and “500 feet above minimums” to increase student’s altitude awareness. Observe adherence to lateral and vertical guidance (¾-scale deflection), airspeed (±10 knots), and descent rate. If approach becomes unstable (exceeds ACS limits and student does not correct), state: “Approach is unstable — go missed approach.”

  15. Ensure decision at DA/DH: As student approaches decision altitude, state: “Approaching minimums.” At DA, state: “Decision altitude.” Student must immediately make decision: visual and continue, or not visual and go missed. If student hesitates or begins to descend below DA without being visual, command: “Missed approach, now.”

  16. Supervise missed approach execution: Monitor student’s execution of missed approach procedure: power application, pitch attitude, heading maintenance, climb to assigned altitude, turn/navigation as published. Provide coaching if student deviates: “Hold runway heading until 1,500 feet” or “You’re supposed to turn to 090, not 180 — check the plate.”

  17. Debrief first approach: After completing missed approach and maneuvering for second approach, conduct brief debrief: “Good setup and briefing. On final, you were chasing the glideslope a bit — remember, small corrections. Your decision at minimums was correct and immediate — that’s exactly what I want to see. Let’s refine the scan for the next approach.”

  18. Provide clearance for second approach (LPV): Issue vectors to final or clearance for full approach: “N123H, turn left heading 270, maintain 3,000 until established on the final approach course, cleared RNAV GPS Runway [XX] approach.” Ensure student activates approach in GPS, verifies waypoints, confirms LPV minimums are displayed.

  19. Monitor LPV approach execution: Similar to ILS, monitor lateral and vertical guidance tracking, airspeed control, descent rate, configuration. Note any improvements or recurring errors. Provide coaching as needed: “Airspeed is creeping up — back to 60 knots” or “Glidepath is half-dot low — adjust descent 50 feet per minute.”

  20. Direct landing or missed approach at DA: Depending on training objective and actual weather, direct student: “Continue to land” (if visual and safe) or “Execute missed approach at decision altitude” (to practice missed approach procedures again). Ensure student complies with decision correctly.

  21. Supervise landing or second missed approach: If landing, ensure student transitions smoothly from instrument flight to visual flight, maintains control of helicopter, and lands safely. If missed approach, monitor proper execution of procedure, communication with ATC, and maneuvering for next clearance.

  22. Conduct comprehensive post-flight debrief: On the ground, review both approaches in detail. Use approach plates to illustrate where deviations occurred. Discuss scan technique, control inputs, decision-making. Highlight successful performance: “Your navigation setup was perfect — every frequency identified, GPS approach loaded and verified. That’s excellent discipline.” Address errors constructively: “When you intercepted the glideslope, you pushed the nose over too aggressively and ended up low. Next time, ease into the descent and let the rate stabilize. Remember: small corrections, early.” Review ACS standards and assess student’s performance against each criterion.

  23. Assign post-lesson study: Direct student to review missed items: “Tonight, review the IFH chapter on ILS approaches and focus on glideslope tracking techniques. Also, study the AIM section on GPS approach types — make sure you understand the difference between LNAV, LNAV/VNAV, and LPV. We’ll discuss it next lesson before we move to circling approaches.”

  24. Document lesson and student performance: Complete instructor logbook entry and student training record. Note areas of proficiency and areas requiring additional training. If student meets ACS standards for precision approaches, annotate as such. If additional training required, specify focus areas: “Additional training needed: glideslope tracking and stabilized approach discipline.”

Student Actions

  1. Review lesson objectives and ACS standards: Read through ACS task IH.VII.B prior to lesson. Identify knowledge, risk management, and skill elements. Bring questions to ground briefing.

  2. Participate actively in ground instruction: Take notes during lecture. Ask questions about concepts that are unclear (e.g., “How do I know if the glideslope signal is reliable?” or “What’s the difference between LPV and LNAV/VNAV?”). Engage in risk management scenario discussions, verbalizing decision-making process.

  3. Perform descent rate calculations: Work through instructor-provided examples using the groundspeed × 5 formula. Practice with different groundspeeds (60, 70, 80 knots). Use approach plate profile view to cross-check calculated descent rates against depicted glidepath.

  4. Complete approach briefing practice: Using provided approach plate, deliver a complete approach briefing to instructor. Include all elements: approach type, frequency/waypoint, course, FAF, DA, visibility, descent rate, missed approach procedure, configuration, landing plan. Accept feedback and refine briefing.

  5. Plan training flight: Using approach plates, chart, and weather information, plan the flight: departure, transition to approach environment, intercept procedures, approach execution, missed approach, second approach setup. Calculate weight and balance. Complete navigation log.

  6. Conduct preflight inspection: Perform thorough preflight inspection of helicopter per checklist. Verify all IFR-required equipment is operative. Report any discrepancies to instructor. Load navigation data into GPS (if required): frequencies, waypoints, approaches.

  7. Set up cockpit for IFR flight: Organize approach plates, arrange navigation log, set radios to initial frequencies, set altimeter to current barometric pressure. Ensure seat, belts, controls adjusted properly. Complete “Before Taxi” checklist.

  8. Obtain clearance and read back accurately: Contact clearance delivery or ground control, receive approach clearance, read back all elements. If any portion unclear, request clarification: “Say again the altitude restriction” or “Confirm cleared for the ILS 16 approach.”

  9. Navigate to approach environment: Fly assigned headings, altitudes, and routes precisely (±100 feet altitude, ±10° heading, ±10 knots airspeed). Comply with all ATC instructions. Communicate professionally using standard phraseology.

  10. Set up navigation for first approach (ILS): Tune ILS frequency, identify Morse code or identifier readout, confirm course on HSI or RMI matches approach plate. If dual navigation radios available, set up both and cross-check. Set course indicator to inbound approach course.

  11. Brief approach aloud to instructor: Prior to commencing approach, deliver complete briefing as practiced: “ILS Runway [XX], frequency [XXX.X], course [XXX], FAF at [fix], DA [altitude], visibility [value], descent rate [rate], missed approach procedure [procedure], configuring for [airspeed].” Instructor confirms or corrects.

  12. Intercept and track localizer course: Intercept localizer at appropriate angle (30° or as assigned by ATC). As CDI centers, roll out on inbound course. Make small, precise heading corrections (2-5°) to maintain centerline. Achieve and maintain CDI within ¾-scale deflection. Maintain assigned altitude until glideslope intercept.

  13. Configure helicopter for approach: At or before FAF (or glideslope intercept), reduce airspeed to target approach airspeed (typically 60 knots). Set power for level flight at approach airspeed. Complete approach checklist (if applicable). Verify gear down (if retractable), RPM in green arc.

  14. Intercept and track glideslope: As glideslope needle descends toward center, reduce power, lower collective, initiate descent. Establish calculated descent rate (e.g., 300 fpm for 60 knots GS). Monitor glideslope needle continuously; make small descent rate adjustments (±50 fpm) to maintain glideslope within ¾-scale deflection.

  15. Maintain stabilized approach on final: From FAF to DA, maintain:

    • Lateral guidance: CDI within ¾-scale deflection
    • Vertical guidance: glideslope within ¾-scale deflection
    • Airspeed: target airspeed ±10 knots
    • Scan: continuous cross-check of attitude, altitude, heading, CDI, glideslope, airspeed, VSI
    • Make timely, small corrections to maintain parameters

  16. Call out decision altitude: As altimeter approaches DA, state: “Approaching minimums.” At DA, state: “Decision altitude.”

  17. Make decision at DA: At DA, immediately look outside for visual references. If runway environment (threshold, lights, markings) is clearly visible and identifiable, state: “Runway in sight, landing.” If not visual, state: “Not visual, going missed,” and execute missed approach procedure immediately.

  18. Execute missed approach (if not visual): Simultaneously: add power (collective up), pitch for climb attitude, maintain runway heading (unless otherwise specified). Establish positive rate of climb. Clean up helicopter if necessary (flaps, gear). Retrim. Follow published missed approach procedure: climb to altitude, turn to heading/navaid as specified. Communicate: “N123H going missed approach.”

  19. Transition to landing (if visual): Maintain visual contact with runway environment. Transition smoothly from instrument scan to visual flight. Descend at normal rate to landing. Execute normal landing on runway or as directed by instructor.

  20. Set up for second approach (LPV): After missed approach or landing, maneuver as directed by ATC or instructor. Load GPS approach in navigator, activate approach mode. Verify approach waypoints, course, and LPV minimums against approach plate. Tune backup navigation (if available). Complete approach checklist.

  21. Execute LPV approach: Following same procedures as ILS approach: intercept final approach course, track lateral guidance, configure, intercept glidepath, maintain stabilized approach within ACS standards, make decision at DA, execute missed approach or land as appropriate.

  22. Participate in post-flight debrief: Review approach performance honestly. Identify areas where performance met standards and areas needing improvement. Ask questions about errors or confusion during flight: “I struggled to keep the glideslope centered during the ILS — what scan technique should I refine?” Accept feedback constructively and commit to improvement areas.

  23. Complete post-lesson study: Review assigned reading from IFH, AIM, and regulations. Study specific areas of weakness identified during debrief. Practice mental approaches: visualizing scan pattern, control inputs, decision-making at DA. Prepare questions for next lesson.

  24. Log flight time: Record flight time in logbook, including instrument approaches performed (ILS, LPV), conditions (simulated instrument or actual), and instructor endorsement. Review progress toward instrument rating requirements.

Completion Standards

The lesson is complete when the student demonstrates mastery of ACS task IH.VII.B, Precision Approach, by consistently meeting all of the following standards during the conduct of at least two precision approaches (one ILS or LPV, as available):

Knowledge (Assessed via Oral Questioning and Practical Application):

  1. Explains procedures and limitations of precision approaches, including descent rate calculations for various groundspeeds and glidepath angles, and correctly applies inoperative equipment adjustments to approach minimums per 14 CFR §91.175(d) and approach plate notes (IH.VII.B.K1).

  2. Accurately describes navigation system displays for ILS (localizer, glideslope needles, TO/FROM) and GPS/WAAS (CDI, glidepath indicator, scaling modes, annunciations), and correctly identifies system modes and operating states (IH.VII.B.K2).

  3. Demonstrates thorough understanding of ground-based (ILS) and satellite-based (GPS/WAAS/LPV) navigation systems, including system architecture, coverage, limitations, signal integrity monitoring, RAIM/WAAS requirements, and appropriate use of navigation data per AIM Chapter 1-1 (IH.VII.B.K3).

  4. Defines stabilized approach criteria and explains energy management in helicopters, including the relationship between altitude, airspeed, power, and descent rate; articulates go-around criteria for unstable approaches (IH.VII.B.K4).

Risk Management (Assessed via Oral Questioning and Decision-Making During Flight):

  1. Identifies risks of deviating from assigned approach procedures and describes mitigation: thorough briefing, clearance readback, altitude discipline, immediate communication with ATC if unable to comply (IH.VII.B.R1).

  2. Describes risks of incorrect navigation frequency selection and demonstrates mitigation: verify frequency against approach plate, identify navigation aid, cross-check with alternate navigation if available, monitor for signal reliability (IH.VII.B.R2).

  3. Explains risks of automation management in GPS/WAAS systems and demonstrates mitigation: mode awareness, approach activation verification, monitoring of raw navigation data, pre-programming approaches on the ground (IH.VII.B.R3).

  4. Identifies appropriate helicopter configuration for precision approaches, including airspeed selection (typically 60-70 KIAS), power settings, RPM management, and describes risks of improper configuration: excessive descent rates, inability to execute go-around, control difficulties (IH.VII.B.R4).

  5. Articulates risks of unstable approaches and excessive descent rates in helicopters, including settling-with-power, hard landings, loss of control; commits to go-around discipline at 500 feet AGL if not stabilized (IH.VII.B.R5).

  6. Describes decision-making process for deteriorating weather conditions: monitoring ATIS/AWOS, fuel planning for missed approach and alternate, personal minimums, willingness to divert (IH.VII.B.R6).

  7. Demonstrates firm understanding that descending below DA/DH without required visual references is illegal and dangerous; correctly identifies required visual references per 14 CFR §91.175(c) and commits to immediate missed approach if not visual at DA/DH (IH.VII.B.R7).

Skills (Assessed During Flight Performance):

  1. Successfully completes at least two different precision approaches (ILS, LPV, or GLS as available and selected by instructor), flown to published DA/DH or to landing (IH.VII.B.S1).

  2. Establishes and maintains two-way communications with ATC appropriate for each phase of flight; uses correct phraseology for clearances, position reports, and missed approach notifications (IH.VII.B.S2).

  3. Correctly selects, tunes, identifies, and confirms operational status of navigation equipment (ILS frequencies, GPS approaches loaded and activated) for each approach prior to commencing the approach (IH.VII.B.S3).

  4. Complies with all clearances issued by ATC or evaluator, including altitudes, headings, approach clearances, and missed approach instructions (IH.VII.B.S4).

  5. Recognizes inaccurate or inoperative flight instrumentation (e.g., erratic glideslope needle, GPS loss of integrity warnings) and takes appropriate action (cross-checks with other instruments,

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