Aircraft and Equipment Requirements & Limitations

Objective

Upon completion of this lesson, the instrument helicopter student will demonstrate comprehensive knowledge of aircraft, equipment, and operational requirements and limitations for conducting instrument flight operations and practical testing under 14 CFR Part 91 and Part 61. The student will be able to determine aircraft airworthiness with inoperative equipment using 14 CFR §91.213, identify required equipment per §61.45 for instrument practical tests, properly utilize automation management systems including autopilot and flight management systems, demonstrate appropriate electronic flight bag (EFB) procedures, explain and properly use view-limiting devices per §61.45(d)(2), and understand the role and limitations of flight simulation training devices (FSTDs) and aviation training devices (ATDs) in instrument training. This lesson satisfies ACS task IH.XII.A and prepares the student for the practical test equipment verification process and equipment management during instrument flight operations.

Content

Introduction

Aircraft and equipment requirements form the foundation of legal, safe instrument flight operations. As single-pilot IFR operators, helicopter pilots face unique challenges compared to fixed-wing counterparts: higher workload in IMC, limited or no autopilot systems in many training helicopters, reduced equipment redundancy, and specific equipment configurations that differ from airplane standards. Understanding what equipment is legally required, what can be inoperative, and how to manage available automation systems is not just regulatory compliance—it’s risk management that directly affects mission safety and success.

This lesson addresses the regulatory framework for instrument flight equipment, practical test requirements, and operational decision-making regarding aircraft equipment status. Think of this as your “pre-flight legal checklist” that must be satisfied before every instrument flight, whether training, proficiency, or practical testing.

Regulatory Foundation: 14 CFR §61.45 Aircraft and Equipment Requirements for Practical Tests

§61.45(a) General Requirements An applicant for a certificate or rating may use an aircraft with operating characteristics that preclude the applicant from performing all tasks required for the practical test. However, the applicant’s certificate or rating will carry a limitation indicating the applicant has not demonstrated the proficiency in the omitted tasks.

For instrument helicopter practical tests, this becomes critical. If your training helicopter lacks certain equipment (e.g., no autopilot, no FMS), you won’t test those systems—but your certificate reflects this limitation through the notation “Limited to helicopters equipped with [specific equipment]” when the limitation applies.

§61.45(b) Required Aircraft and Equipment The aircraft must:

1. Be of U.S., foreign, or military registry of the same category, class, and type (if a type rating is required) for which the applicant is applying
2. Be capable of performing all tasks required for the practical test
3. Have no operating limitations that prohibit its use in any required tasks
4. Have all required equipment operative, installed, and functioning properly for the required tasks, EXCEPT as allowed by §91.213(d)

For helicopter instrument ratings: The aircraft must be a helicopter (category), rotorcraft (class), and if applicable, specific type (e.g., R44, S300, Bell 206). It must be instrument-capable with the minimum equipment required by §91.205 and capable of performing all instrument tasks in the ACS.

§61.45(c) Required Controls Except for lighter-than-air aircraft, the aircraft must have engine power controls and flight controls that are easily reached and operable in a conventional manner by both pilots unless the Examiner determines that the practical test can be conducted safely without them.

In helicopters, this means collective, cyclic, and anti-torque pedals must be accessible and functional from both seats. The instructor/examiner must have the ability to take control at any moment—especially critical in IMC when recovery from unusual attitudes or inadvertent IMC requires immediate intervention.

§61.45(d) Simulated Instrument Flight Equipment When the practical test involves maneuvering the aircraft solely by reference to instruments (which all instrument practical tests do), the aircraft must be equipped with:

1. Equipment that adequately blocks the applicant’s outside visual references
2. The equipment must not prevent the examiner from having full visual reference outside the aircraft to meet see-and-avoid requirements

This is your view-limiting device requirement (IH.XII.A.K5-K6). Unlike airplanes where the safety pilot can see and avoid traffic from the left seat, helicopter examiners typically conduct tests from the left seat while the applicant flies from the right seat under a hood or foggles. The device must completely prevent the applicant from outside visual reference but allow the examiner unrestricted visibility for traffic avoidance, terrain clearance, and safety of flight.

Common view-limiting devices in helicopters:

• Francis hoods (adjustable visor-style)
• Foggles (frosted vision-restricting glasses)
• Specialized hood systems mounted to helmets

Risk Management consideration (IH.XII.A.R2): Before flight, the applicant and instructor/examiner must brief:

• When to don the device (typically after departure, established in cruise flight)
• When to remove it (on final approach at minimums, for visual maneuvers, emergency situations)
• Hand signals or verbal commands for donning/removing
• Emergency procedure if instructor/examiner becomes incapacitated (remove device immediately, transition to VFR flight)
• What happens if the device falls off or becomes dislodged during a critical phase

Inoperative Equipment: 14 CFR §91.213(d) and Operational Decision-Making

Understanding §91.213(d) “Operations with Inoperative Instruments and Equipment”

For aircraft operated under Part 91 (which includes most instrument training helicopters), you may operate with certain inoperative instruments and equipment provided:

1. The inoperative equipment is not:

   • Part of the VFR-day type certification instruments and equipment prescribed in the applicable airworthiness regulations
   • Indicated as required on the aircraft’s equipment list or Kinds of Operations Equipment List (KOEL)
   • Required by §91.205 or other rules for the specific kind of flight operation being conducted
   • Required to be operational by an AD

2. The inoperative instruments and equipment are:

   • Removed from the aircraft, the cockpit control placarded, and the maintenance recorded per §43.9, OR
   • Deactivated and placarded “Inoperative”

Practical Application for Instrument Helicopter Operations

Consider these scenarios:

Scenario 1: DME Inoperative You’re planning an instrument training flight. The DME is inoperative. Analysis:

• Is DME required by §91.205? No, not for VFR or IFR operations in helicopters
• Is it required for your intended operation? Check the approach you plan to fly—if it requires DME (e.g., “DME Required” note on approach plate), you cannot fly that specific approach, but other approaches remain available
• Is it in the KOEL? Check helicopter-specific supplements
• Conclusion: If not required for your specific operation, placard it “INOP” and fly with other navigation methods

Scenario 2: Autopilot Inoperative Your training helicopter’s autopilot (if equipped) is inoperative. Analysis:

• Autopilots are not required equipment under §91.205 for VFR or IFR
• They’re not typically required by KOEL for Part 91 operations
• However, if the ACS practical test requires demonstrating automation management (IH.XII.A.K3), and the evaluator needs to test autopilot proficiency, this becomes an equipment limitation
• Risk Management (IH.XII.A.R1): Inoperative autopilot won’t prevent most training but will require an equipment limitation on the practical test or rescheduling with a properly equipped helicopter

Scenario 3: Airspeed Indicator Inoperative Analysis:

• Required by §91.205(b) for VFR day operations
• Required for all operations under type certification
• Cannot defer this equipment—aircraft is not airworthy
• Flight cannot be conducted

Critical Distinction for Practical Tests (IH.XII.A.K1, IH.XII.A.R1)

When preparing for an instrument practical test, inoperative equipment assessment becomes more stringent. You must evaluate:

1. Can the aircraft legally fly under §91.213(d)? (Basic airworthiness determination)
2. Does the inoperative equipment prevent any ACS task from being completed? (Practical test suitability)

If the answer to #2 is “yes,” you have three options:

• Repair the equipment before the practical test
• Accept an equipment limitation on your certificate
• Use a different aircraft

Example: If the only approach available at your test location requires GPS, and your GPS is inoperative, you cannot complete the required instrument approach tasks. The inoperative equipment interferes with practical test requirements (IH.XII.A.R1).

Automation Management Requirements (IH.XII.A.K3)

Context for Helicopters vs. Airplanes

Helicopter automation differs significantly from fixed-wing:

• Most piston training helicopters (R22, R44, Schweizer 300) have NO autopilot
• Turbine helicopters (Bell 206, AS350) often have single-axis or two-axis autopilots (altitude hold, heading hold) but rarely full three-axis coupled approaches
• Advanced IFR helicopters (EC135, EC145, AW139) may have sophisticated autopilot/flight director systems with coupled approaches

The ACS requires applicants to demonstrate automation management “by utilizing installed, available, or airborne equipment such as autopilot, avionics and systems displays, and/or a flight management system (FMS).” The key word is “installed, available”—if your training helicopter has no autopilot, you cannot be tested on it, and no limitation applies. However, you MUST demonstrate proficiency with whatever systems ARE installed.

Helicopter Automation Systems to Master

1. Autopilot Systems (if installed)

   • Modes: Attitude hold, altitude hold, heading select, navigation tracking, approach coupling
   • Engagement/disengagement procedures and conditions
   • Mode transitions and awareness
   • Failure recognition and immediate manual takeover
   • Trim integration and control force requirements
   • Limitations: airspeed ranges, environmental conditions, approach minimums

2. GPS/FMS Navigation Systems

   • Flight plan programming and modification
   • Direct-to functions
   • Holding pattern entry and execution
   • Approach selection, activation, and sequencing
   • RAIM prediction and monitoring
   • Waypoint alerting and passage
   • Database currency verification (must be current within 28 days per AIM)

3. Avionics System Displays

   • Primary Flight Display (PFD) symbology interpretation
   • Multi-Function Display (MFD) navigation mapping
   • Engine Indication and Crew Alerting System (EICAS) or VEMD monitoring
   • Failure annunciations and reversion modes

4. Flight Director Systems (if installed)

   • Mode awareness (heading, navigation, approach, go-around)
   • Command bar interpretation and following
   • Coupled vs. uncoupled operations

Risk Management for Automation

The single-pilot helicopter instrument pilot faces unique automation challenges:

• Task saturation: Unlike multi-crew operations, you’re pilot flying, pilot monitoring, navigator, and systems manager simultaneously
• Mode confusion: Losing track of what mode the autopilot is in during high-workload phases (approaches, holds, clearance amendments)
• Over-reliance: Allowing the autopilot to fly while you lose instrument scan proficiency
• Under-utilization: Not using available automation when appropriate, increasing workload unnecessarily

Best practice automation management:

1. Brief all automation use before flight
2. Announce mode changes to yourself (“Heading select, 270”)
3. Verify automation is doing what you told it to do
4. Maintain manual flying proficiency—don’t let the autopilot fly every approach
5. Know when to disconnect and hand-fly (turbulence, system anomalies, final approach segments)
6. Always be ready to immediately assume manual control

Electronic Flight Bag (EFB) Operations (IH.XII.A.K4)

Regulatory Status of EFBs

EFBs (ForeFlight, Garmin Pilot, FltPlan Go, etc.) are categorized as:

• Class 1 EFB: Portable, commercial off-the-shelf (COTS) devices like iPads
• Class 2 EFB: Mounted COTS devices with aircraft power
• Class 3 EFB: Installed, certified equipment (rare in training helicopters)

Most helicopter instrument students use Class 1 or 2 EFBs. While incredibly useful, they’re considered “for situational awareness only” unless part of an approved system.

Required Demonstrations for Practical Tests (IH.XII.A.K4)

If you trained with an EFB and intend to use it during your practical test, you must demonstrate:

1. Knowledge:

   • EFB limitations (battery life, overheating, GPS accuracy, database currency)
   • Differences between certified avionics and portable GPS systems
   • Backup procedures when EFB fails
   • Legal use of EFB data vs. installed equipment requirements

2. Risk Management:

   • Battery management and backup power
   • Overheating in direct sunlight (critical in helicopters with large canopies)
   • Loss of GPS signal in valleys, canyons, or urban environments
   • Database currency verification before flight
   • Having paper backup charts or certified chart displays available

3. Skill:

   • Efficient operation without heads-down time
   • Quick retrieval of approach plates, departure procedures, enroute charts
   • Weather interpretation from EFB products
   • Proper mounting to avoid interference with controls (collective, cyclic, pedals)
   • Integration with panel-mounted avionics (cross-checking GPS position)

Critical EFB Risk Management for Helicopters

Helicopters present unique EFB challenges:

• Vibration: Constant rotor vibration can loosen EFB mounts or cause device malfunctions
• Mounting location: Must not interfere with full collective travel (0-100%), full cyclic deflection, or emergency procedures (autorotation entry requires rapid collective reduction)
• Glare and visibility: Bubble canopies create glare issues; test EFB visibility before IMC operations
• Single-pilot workload: Scrolling through EFB screens in IMC while hand-flying increases risk

Best practice: Brief your EFB setup with your instructor/examiner, including mounting location, backup plan, and how you’ll minimize heads-down time during critical phases.

View-Limiting Device Procedures (IH.XII.A.K5, K6, R2)

Regulatory Requirement: §61.45(d)(2)

Any practical test involving instrument flight requires a view-limiting device that:

• Prevents the applicant from outside visual reference
• Does NOT prevent the evaluator from seeing outside to avoid traffic and ensure safety

Helicopter-Specific Considerations

Unlike airplanes where the safety pilot often sits left seat (typical PIC position), helicopter practical tests usually have:

• Examiner in LEFT seat (typical PIC position with better visibility and control access)
• Applicant in RIGHT seat under hood/foggles

This configuration requires careful briefing because:

• The examiner must maintain continuous visual reference outside
• The applicant must have zero outside reference to simulate actual IMC
• The hood/foggles must allow quick donning/doffing for emergency procedures

Required Hood/Foggles Briefing (IH.XII.A.R2)

Before every instrument flight, brief:

1. Donning procedure:

   • When: “I’ll tell you ‘hood on’ once we’re established in cruise flight, clear of traffic”
   • How: Secure fit, verify zero outside reference, confirm instrument scan
   • Stabilization: Allow 10-15 seconds to stabilize scan before maneuvering

2. Doffing procedure:

   • Planned: “On final approach at MDA/DA, I’ll call ‘hood off’ for landing”
   • Unplanned: “If I say ‘hood off immediately,’ remove it and I’ll take the controls”
   • Emergency: “If I become incapacitated, remove your hood immediately, transition to VFR flight, and land as soon as practical”

3. Emergency scenarios:

   • Hood falls off during approach: Announce “hood dislodged,” don’t look outside, request missed approach, reposition hood when able
   • Traffic conflict: Instructor calls “hood off for traffic,” applicant removes hood, follows instructor’s commands
   • System failure requiring visual references: Instructor directs hood removal

4. Communication:

   • Establish verbal or hand signal for hood on/off commands
   • Common: “Hood on” / “Hood off” verbal calls, or tap on shoulder for non-verbal signal
   • Confirm applicant understands and acknowledges briefing

Practical Test Specific Requirements

The DPE will evaluate:

• Proper hood fit and zero outside visibility for applicant
• DPE’s unrestricted visibility for safety
• Smooth, safe transitions between hooded and visual flight
• Appropriate hood removal at minimums (DH/MDA or MAP)

Failure to properly manage view-limiting device can result in:

• Discontinuance if device doesn’t meet §61.45(d)(2) requirements
• Task failure if applicant gains outside visual reference during instrument portions
• Safety issues if examiner’s visibility is compromised

Flight Simulation Training Devices (FSTDs) and Aviation Training Devices (ATDs) (IH.XII.A.K7-K10)

Understanding Device Categories

The FAA categorizes simulation devices under 14 CFR Part 60 and Part 61:

1. Full Flight Simulators (FFS): Highest fidelity, motion platform, visual systems, exact cockpit replica
2. Flight Training Devices (FTD): High fidelity without motion requirements
3. Aviation Training Devices (ATD): Lower fidelity, subdivided into:
   • Basic ATD (BATD): Generic controls, basic aircraft systems
   • Advanced ATD (AATD): Higher fidelity with more realistic controls and systems

Regulatory Limitations for Practical Tests (IH.XII.A.K7, K8)

§61.45(a)(1) and Part 60 FSTD Use:

• Applicants CAN accomplish all or part of a practical test in an FSTD qualified under Part 60
• HOWEVER, this is ONLY permitted when conducted within an FAA-approved training program (Part 141, 142)
• Part 61 applicants typically CANNOT use FSTDs for practical tests unless in an approved program

ATD Limitations (IH.XII.A.K8): Applicants CANNOT use an ATD to accomplish:

• A practical test for any certificate or rating
• A §61.58 proficiency check (required for PIC operations under Part 135, Part 91K)
• The flight portion of a §61.57 flight review

ATDs are ONLY for training and logging instrument currency/experience, NOT evaluation.

ATD Authorization Process (IH.XII.A.K9, K10)

Each ATD receives an FAA Letter of Authorization (LOA) that:

• Is valid for 60 calendar months (5 years)
• Specifies the training credit allowed (e.g., “up to 20 hours toward instrument rating experience requirements”)
• Must be renewed before expiration to continue using the device for credit

Critical for Instructors/Evaluators: When an applicant uses ATD time to meet instrument rating experience requirements (e.g., part of the 40 hours required under §61.65), the evaluator MUST:

1. Request a copy of the manufacturer’s LOA
2. Verify the LOA is current (not expired)
3. Ensure the training was conducted within the LOA’s authorized parameters
4. Verify the training was properly logged by a qualified instructor

If an applicant presents ATD training time but cannot produce a valid LOA, that time cannot be counted toward experience requirements, potentially making the applicant ineligible for the practical test.

Helicopter FSTD/ATD Reality Check

The helicopter training industry has significantly fewer simulation options than fixed-wing:

• Full flight simulators exist primarily for turbine helicopters (S76, S92, EC135, H145, H225)
• FTDs are rare in the piston training helicopter world
• Helicopter-specific AATDs are growing (Frasca helicopters, Precision Flight Controls devices)
• Many helicopter BATDs are generic and don’t replicate helicopter-specific control harmony

When using ATDs for instrument training:

• Ensure the device reasonably represents helicopter control inputs (collective, cyclic, pedals—not airplane yoke and rudder)
• Understand that helicopter-specific handling (torque effect, translating tendency, ground effect) won’t be accurately modeled in most ATDs
• Use ATDs for procedures training (holds, approaches, navigation) rather than aircraft control skills
• Always validate ATD training with actual aircraft experience

Equipment Required by §91.205 for IFR Operations

§91.205(d) Instrument Flight Rules In addition to VFR equipment requirements, helicopters operated under IFR must have:

1. Generator or alternator of adequate capacity
2. Gyroscopic rate-of-turn indicator (turn coordinator or turn-and-slip indicator)
3. Slip-skid indicator (inclinometer—ball)
4. Sensitive altimeter adjustable for barometric pressure
5. Clock displaying hours, minutes, and seconds with sweep-second pointer or digital presentation
6. Generator or alternator of adequate capacity
7. Gyroscopic bank-and-pitch indicator (artificial horizon/attitude indicator)
8. Gyroscopic direction indicator (directional gyro/heading indicator)
9. For helicopters certificated after March 29, 1979: DME or suitable RNAV system when operating at or above 24,000 ft MSL

Additional Equipment Required by FAA for Helicopter IFR Operations:

• Two-way radio communication system
• Navigation equipment appropriate to the facilities to be used
• Appropriate IFR-certified GPS when operating GPS approaches or RNAV routes

Pre-Flight Equipment Verification Process

Before every instrument flight, verify:

1. All required instruments per §91.205 are installed and operative
2. Any inoperative equipment is properly placarded or deferred per §91.213(d)
3. Navigation database currency (GPS must be current within 28 days for IFR)
4. Appropriate charts and approach plates are current and accessible
5. View-limiting device is available and serviceable
6. EFB (if used) is charged, mounted securely, and databases are current
7. Communication and navigation frequencies are available for the planned route

Risk Management: Practical Test Specific Considerations (IH.XII.A.R1, R2)

Risk Management Item R1: Inoperative Equipment Must Not Interfere with Practical Test Requirements

Pre-practical test equipment verification checklist:

1. Review the ACS tasks you’ll be tested on—does the aircraft have the required equipment?
2. Check all required instruments and equipment per §91.205 for IFR
3. Verify all systems needed for automation management demonstrations (autopilot, GPS, flight director)
4. Confirm the aircraft can perform all required approaches (ILS, VOR, GPS, etc.)
5. Test EFB operation and have backup charts available
6. Verify view-limiting device meets §61.45(d)(2) requirements

If ANY equipment required for ACS tasks is inoperative:

• Determine if the test can proceed with equipment limitations noted on certificate
• Consider rescheduling with a properly equipped aircraft
• Discuss with the DPE before the test date to avoid discontinuance

Risk Management Item R2: View-Limiting Device Briefing

As covered in detail above, this briefing must occur before EVERY instrument flight and should cover:

• Donning and doffing procedures (when and how)
• Emergency procedures (hood removal in abnormal situations)
• Communication methods (verbal calls, hand signals)
• Traffic conflict procedures
• Hood dislodgement procedures

This briefing is NOT optional—it’s a required risk management procedure that directly affects flight safety in IMC or simulated IMC conditions.

Scenario-Based Application

Scenario 1: Pre-Checkride Equipment Assessment

You’re preparing for your instrument helicopter checkride in a Robinson R44 Raven II. You arrive at the aircraft and discover:

• The DME is inoperative and placarded
• The GPS database expired 3 days ago
• The #2 VOR indicator has a stuck needle
• The autopilot switch is broken off (the R44 doesn’t have autopilot anyway)

Decision process:

1. DME: Not required by §91.205 for IFR. Check the approaches you plan to fly—if none require DME, you can proceed. If the DPE plans to test a DME approach, you need to repair it or use another location.
2. GPS database: CANNOT fly IFR with expired GPS database. Must update before checkride or you’re grounded for GPS approaches and RNAV operations. This IS a checkride stopper.
3. #2 VOR indicator: If you have a #1 VOR that works, you’re legal per §91.205 (“navigation equipment appropriate to the facilities to be used”). However, if the ACS requires demonstrating dual VOR navigation or the DPE wants to test VOR cross-check skills, discuss this before the test.
4. Autopilot switch: R44s aren’t typically equipped with autopilots, so this is a non-issue. If it were an autopilot-equipped helicopter, you’d need to determine if the practical test requires autopilot demonstration.

Scenario 2: In-Flight Hood Procedure

You’re conducting an instrument training flight. You’re established at 3,000 feet MSL in cruise flight, and your instructor says “Hood on.” You don the view-limiting device and begin your instrument scan. Ten minutes later, while executing a hold, the hood’s elastic strap breaks and it falls to the floor.

Correct procedure:

1. Announce: “Hood dislodged, looking inside only”
2. Maintain instrument scan—do NOT look outside
3. Continue flying the aircraft safely by reference to instruments
4. Instructor directs: “Request vectors out of the hold, we’ll reset and try again”
5. When workload permits and instructor directs, carefully retrieve and reposition hood
6. Verify hood security before continuing training

This demonstrates proper risk management—a dislodged hood doesn’t automatically mean look outside and break the simulation; it means manage the situation professionally as you would if you were accidentally transitioning from IMC to VMC (maintain instrument proficiency, don’t fixate outside).

Summary and Key Takeaways

Equipment requirements and limitations form the foundation of legal, safe instrument helicopter operations:

1. Know §91.213(d) cold—you must be able to determine airworthiness with inoperative equipment in 30 seconds
2. Verify practical test equipment compatibility well before test day—inoperative equipment CAN prevent testing
3. Master your installed automation—whatever GPS, autopilot, or FMS is in your aircraft, you WILL be tested on it
4. EFB proficiency is required if you trained with one—know the risks, limitations, and backup procedures
5. View-limiting device briefings are mandatory and safety-critical—brief every flight, no exceptions
6. Understand FSTD/ATD limitations—they’re excellent for training but cannot be used for practical tests (except FSTDs in approved programs)
7. §91.205 equipment is non-negotiable—if it’s required, it must work, or you’re grounded

As a single-pilot IFR helicopter operator, YOU are the equipment manager, the risk assessor, and the decision-maker. Unlike multi-crew operations with maintenance controllers and dispatch, you must make these determinations independently. Develop the habit now: every flight begins with a thorough equipment assessment using §91.205, §91.213, and the ACS requirements as your guide.

Schedule

Total Time: 2 hours 45 minutes (ground instruction)

Note: This lesson is ground-only. Equipment demonstrations will occur in the aircraft during ground operations (engine off or at idle as appropriate). Actual flight practice integrating these procedures occurs throughout instrument training curriculum.

Equipment

Required References

• FAA-S-ACS-14, Instrument Rating – Helicopter Airman Certification Standards (current edition)
• 14 CFR Part 61, Certification: Pilots, Flight Instructors, and Ground Instructors (current)
• 14 CFR Part 91, General Operating and Flight Rules (current)
• 14 CFR Part 60, Flight Simulation Training Device Initial and Continuing Qualification and Use (current)
• FAA-H-8083-15B, Instrument Flying Handbook, Chapter 5 (Helicopter Attitude Instrument Flying)
• FAA-H-8083-21B, Rotorcraft Flying Handbook, Chapter 11 (Helicopter Emergencies and Hazards)
• FAA Advisory Circular AC 120-76D, Authorization for Use of Electronic Flight Bags
• FAA Advisory Circular AC 61-136B, FAA Approval of Aviation Training Devices and Their Use for Training and Experience

Training Aircraft/Equipment

• Training helicopter (appropriately equipped for instrument flight per §91.205)
• Aircraft logbooks, weight and balance data, equipment lists, KOEL (if applicable)
• Sample “inoperative equipment” scenarios with placards and logbook entries

Visual Aids and Materials

• View-limiting device (hood or foggles) meeting §61.45(d)(2) requirements
• Electronic Flight Bag (iPad or equivalent) with current aviation app installed
• Whiteboard or tablet for regulatory diagrams and equipment flowcharts
• Printed copies of relevant FARs (§61.45, §91.205, §91.213)
• Sample ATD Letter of Authorization (LOA) for review
• Equipment checklist template for practical test preparation
• Laminated “Inoperative Equipment Decision Tree” (§91.213 flowchart)

Optional Supplementary Materials

• Sample practical test discontinuance letter due to equipment issues (for discussion)
• GPS/FMS operator’s manual for installed avionics
• Autopilot operator’s manual (if installed in training aircraft)
• ForeFlight or Garmin Pilot user guide for EFB operations
• GoPro or recording device to record and debrief student’s equipment briefings

Instructor Preparation

• Pre-review training helicopter’s equipment status and any inoperative items
• Prepare 3-4 realistic equipment scenarios for student problem-solving
• Ensure view-limiting device is clean and functional
• Verify installed avionics are operational for automation demonstrations
• Have current sectional chart, approach plates, and AFD available for EFB comparison

Instructor Actions

1. Begin with motivation and context: “Today we’re covering ACS task IH.XII.A—Aircraft and Equipment Requirements. This isn’t just paperwork and regulations; this is the legal foundation that determines whether you can legally fly, whether you can take your checkride, and how you manage risk when equipment isn’t working perfectly. In single-pilot IFR helicopters, YOU are the equipment manager, the maintenance decision-maker, and the risk assessor. Unlike airline operations with dispatch and maintenance control, you’re making these calls yourself. Let’s make sure you’re ready.”

2. Conduct pre-lesson assessment: Ask student, “Have you ever encountered inoperative equipment in an aircraft? How did you handle it? What regulations did you reference?” Gauge current knowledge level and adjust lesson depth accordingly. Ask, “What do you think happens if the GPS is broken on the day of your checkride?”

3. Present §61.45 requirements systematically: Use whiteboard to diagram the four main requirements (appropriate aircraft, required controls, simulated instrument flight equipment, and capability to perform all required tasks). Emphasize: “Think of §61.45 as your practical test gatekeeper—if your aircraft doesn’t meet ALL four criteria, you’re not taking the test that day.”

4. Demonstrate practical test equipment verification process: Walk to the training helicopter with student. Systematically point to each required instrument per §91.205(d): “Generator—check, functional. Turn coordinator—check, functional. Inclinometer—check, the ball is free. Sensitive altimeter—check, barometric adjustment works. Clock—check, sweep second hand operational.” Continue through all required equipment. Then say: “This is your pre-checkride verification—every piece of equipment required by §91.205 and needed for ACS tasks must be confirmed operational.”

5. Teach §91.213(d) inoperative equipment regulations using the decision tree method: Draw flowchart on whiteboard: “Is it required by §91.205? → YES = Aircraft not airworthy, cannot fly. → NO = Continue. Is it required by AD, type certification, equipment list, or KOEL? → YES = Cannot fly. → NO = Can fly if placarded and deactivated or removed.” Emphasize: “This is a step-by-step process, not guesswork. You must work through this flowchart every time you encounter inoperative equipment.”

6. Present realistic inoperative equipment scenarios: Scenario 1: “The DME reads ‘FAIL’ on startup. You’re planning to fly an ILS approach that has no DME requirement, but also a VOR approach that has ‘DME Required’ in the notes. Can you fly? What approach can you fly?” Guide student through decision process. Scenario 2: “Your GPS database expired yesterday. Can you fly IFR?” Answer: “No—GPS database must be current within 28 days for IFR operations per §91.205 and AIM. This is a showstopper; you cannot take your checkride or fly IFR until it’s updated.” Work through 2-3 more scenarios until student demonstrates systematic problem-solving.

7. Address practical test equipment requirements specifically: “Now let’s talk about the checkride-specific concern—IH.XII.A.R1 says inoperative equipment must NOT interfere with practical test requirements. What does this mean practically?” Discuss: “If the only GPS in the aircraft is inoperative, and the DPE needs to test you on GPS approaches per the ACS, you cannot take the test that day—period. You either repair it, accept a limitation on your certificate, or reschedule with a different aircraft. The DPE can’t just skip GPS approaches; they’re required ACS tasks.”

8. Demonstrate automation management with installed avionics: In the aircraft (ground operations), power up the avionics. “ACS item IH.XII.A.K3 requires you to demonstrate automation management with whatever is installed in your aircraft. Let’s walk through each system.” Demonstrate GPS/FMS: “I’m going to enter a flight plan from here to XYZ airport. Watch my procedure: verify database currency first—see the date in the top corner? Current through [date]. Now I’ll enter the departure point, route waypoints, and destination. Notice I’m verbalizing each step—this is critical in single-pilot IFR to maintain situational awareness.” Student observes, then CFI guides student through same process.

9. Teach autopilot operations (if installed) or explain automation limitations: If autopilot is installed: “The autopilot in this helicopter has [specify: altitude hold, heading select, etc.]. I’ll demonstrate each mode, engagement procedure, and how to verify it’s doing what you commanded. Watch the flight instruments as I engage altitude hold—see the ALT HOLD annunciation? Now I’ll make a small pitch input—notice the autopilot returns us to the selected altitude. Always verify the autopilot’s actions match your intent.” If NOT installed: “This helicopter doesn’t have an autopilot, which is common in piston training helicopters. This means you won’t be tested on autopilot operation, and no limitation will be placed on your certificate. However, you’ll be hand-flying every approach, which increases workload—this is why we emphasize smooth, efficient scan techniques.”

10. Discuss helicopter-specific automation challenges: “In helicopters, especially single-pilot IFR, automation can be a double-edged sword. Unlike airplanes, helicopters are dynamically unstable—if you let go of the controls, the aircraft won’t maintain attitude. This means even with an autopilot, you need to stay in the loop, hands and feet ready to take over instantly. The workload is higher, and task saturation happens faster. Use automation when it reduces workload safely, but never become dependent on it.”

11. Cover Electronic Flight Bag (EFB) requirements per IH.XII.A.K4: “If you’ve been training with ForeFlight, Garmin Pilot, or any EFB, and you want to use it on your checkride, you MUST demonstrate appropriate knowledge, risk management, and skill. Let’s set up your EFB properly.” Have student retrieve their EFB device. “First, show me your mounting setup. Where will this be mounted in the helicopter? Can you reach it easily without removing your hand from the cyclic or collective for extended periods? Does it interfere with full control travel—especially full down collective for autorotation entry?” Check mounting location physically in the aircraft.

12. Evaluate EFB risk management understanding: Ask student: “What happens if your iPad overheats and shuts down during an IFR approach in IMC?” Correct answer should include: “I have backup procedures—either paper charts or the certified GPS approach plate display in the panel. I verify database currency before every flight. I manage battery life and have backup power available. I position the EFB to avoid direct sunlight when possible.” If student doesn’t articulate these risks, provide instruction: “EFBs are incredibly useful, but they’re not certified flight instruments. Battery can die, GPS can lose signal, devices overheat in sunlight—especially in helicopters with bubble canopies. You MUST have backup procedures briefed and ready.”

13. Demonstrate proper view-limiting device fitting and use: Retrieve the hood or foggles. “This device must meet two requirements per §61.45(d)(2): prevent you from seeing outside, and NOT prevent me from seeing outside. Let’s check both.” Have student put on device. CFI verifies: “Can you see any outside reference?” Student should answer: “No.” CFI checks own visibility from left seat: “I have full visibility outside for traffic avoidance. Good.” Remove device. “Now let’s brief the critical procedures—IH.XII.A.R2 requires we establish donning and doffing procedures before every instrument flight. This isn’t optional; it’s required risk management.”

14. Conduct comprehensive view-limiting device briefing with student: CFI states, then has student repeat: “We’ll don the hood after departure, once established in cruise flight and clear of traffic. I’ll call ‘hood on,’ you’ll secure it and verify your instrument scan before I assign any maneuvers. For planned hood removal, on final approach when we reach minimums, I’ll call ‘hood off’ and you’ll remove it for the landing. For unplanned or emergency removal, if I say ‘hood off immediately,’ you remove it instantly and I’ll take the controls. If the hood falls off or becomes dislodged, announce ‘hood dislodged,’ don’t look outside, and I’ll provide vectors to reposition it when workload permits. If I become incapacitated, remove your hood immediately, transition to VFR flight, and land as soon as practical. Do you understand and agree to this briefing?” Student must acknowledge understanding.

15. Address FSTD and ATD regulations per IH.XII.A.K7-K10: “Let’s talk about simulation devices. There are three main categories you need to understand: Full Flight Simulators, Flight Training Devices, and Aviation Training Devices. The critical regulation is this—you CANNOT use an ATD for any practical test, §61.58 proficiency check, or the flight portion of a flight review. ATDs are for training only, not evaluation.” Show student a sample ATD Letter of Authorization. “See this LOA? It’s valid for 60 months. If you use an ATD for instrument training time that counts toward your 40-hour requirement under §61.65, your DPE will ask to see this LOA. If it’s expired or you can’t produce it, that time doesn’t count, and you might not meet the experience requirements for the checkride.”

16. Explain FSTD practical test allowances and limitations: “FSTDs qualified under Part 60—these are the high-fidelity simulators—CAN be used for practical tests, but ONLY within an FAA-approved training program like Part 141 or 142. If you’re doing Part 61 training like most helicopter instrument students, you’ll be taking your checkride in an actual helicopter, not a simulator. Understand this distinction because students sometimes think they can test in a simulator to save money—that’s not how Part 61 works.”

17. Integrate all concepts with scenario-based problem-solving: “Let’s put this all together with realistic scenarios. I’ll give you a situation, and you’ll walk me through your decision-making process.” Scenario A: “You arrive for your instrument checkride. The aircraft’s GPS database expired last week, the autopilot has a stuck pitch trim, the DME works fine, and the #2 VOR indicator is inoperative but placarded. The DPE plans to test you on an ILS, GPS approach, VOR approach, and holding. Can you take the checkride? What needs to be fixed?” Guide student through systematic analysis: GPS database is a showstopper (expired = no IFR GPS), autopilot depends on whether it’s installed and required by ACS task demonstration, #2 VOR might be acceptable if #1 VOR works, DME operational is good.

18. Present checkride preparation equipment verification checklist: Provide student with structured checklist: “Use this checklist 1-2 days before your practical test: (1) Verify all §91.205(d) required instruments are operative. (2) Test all avionics and automation systems you’ll be demonstrating—GPS, autopilot, flight director. (3) Verify GPS database is current within 28 days. (4) Confirm view-limiting device is functional and acceptable to DPE. (5) Test EFB operation and have backup charts. (6) Review any inoperative equipment with DPE before test day. (7) Prepare equipment-related knowledge questions you might be asked.” Emphasize: “Do NOT show up on checkride day hoping everything works. Verify equipment status in advance.”

19. Address Risk Management items explicitly: “We’ve covered IH.XII.A.R1—inoperative equipment must not interfere with practical test requirements. This is risk management. You assess equipment status well in advance, not the morning of the test. We’ve also covered IH.XII.A.R2—view-limiting device procedures must be briefed before flight. Every single instrument flight, training or testing, requires this briefing. These aren’t suggestions; they’re required safety procedures in the ACS.”

20. Conduct oral evaluation of knowledge items per ACS: Ask student to explain: “Explain §91.213(d) and how you determine if you can fly with inoperative equipment.” “What are the four requirements of §61.45 for practical test aircraft?” “Can you use an ATD for your instrument checkride? Why or why not?” “Your GPS database is 30 days old. Can you fly IFR?” “Demonstrate a proper view-limiting device briefing right now.” Student must answer correctly per ACS standards. If any area is weak, provide additional instruction before ending the lesson.

21. Assign homework and preview next lesson: “For homework, I want you to review 14 CFR §61.45 and §91.213 thoroughly. Practice programming flight plans in ForeFlight or your EFB. Write out your own view-limiting device briefing and memorize it—you’ll give it every instrument flight from now on. Next lesson, we’ll integrate these procedures into actual instrument flight operations. You’ll give me the hood briefing, demonstrate EFB use during flight planning, and we’ll assess any equipment considerations for your upcoming checkride. Any questions on today’s material?”

22. Debrief student performance: “You did well identifying [specific strength, e.g., ‘the GPS database currency issue as a showstopper’]. We need to continue working on [specific area for improvement, e.g., ‘systematic application of §91.213(d)—don’t skip steps in the decision tree’]. Overall, you’re developing the risk management mindset needed for single-pilot IFR operations. Equipment management isn’t glamorous, but it’s foundational to safe, legal instrument flight. Keep building these habits.”

Student Actions

1. Participate in pre-lesson discussion: Answer CFI’s questions about prior experience with inoperative equipment, demonstrate current knowledge level, and ask clarifying questions about lesson objectives.

2. Take detailed notes during regulatory instruction: Write down key regulations (§61.45, §91.205, §91.213), create personal reference materials, and annotate important distinctions between requirements for training vs. practical testing.

3. Follow along during aircraft equipment verification: Walk through training helicopter with CFI, physically locate and identify each required instrument per §91.205(d), practice verbalizing “check, functional” for each item, and develop systematic scanning pattern for equipment verification.

4. Work through inoperative equipment scenarios using decision tree: Apply §91.213(d) flowchart to each scenario presented by CFI, verbalize decision-making process aloud, determine aircraft airworthiness, and identify which operations are permitted or prohibited with specific inoperative equipment.

5. Practice solving practical test equipment problems: Analyze whether aircraft with various inoperative items can be used for checkride, identify showstopper equipment issues, discuss repair vs. reschedule decisions, and develop pre-checkride equipment verification procedures.

6. Observe and then demonstrate avionics programming: Watch CFI demonstrate GPS/FMS operation, then perform same tasks under supervision, verbalize each step while programming, verify database currency, and practice efficient operation to minimize heads-down time.

7. Learn and practice autopilot operation (if installed): Observe CFI demonstrate each autopilot mode, practice engaging and disengaging autopilot, verify autopilot is performing commanded functions, recognize mode transitions and failures, and develop callouts for mode changes (“Altitude hold engaged, 3,500 feet”).

8. Demonstrate EFB setup and risk management: Show CFI current EFB setup and mounting location, verify database currency, explain backup procedures if EFB fails, discuss battery management strategy, demonstrate efficient chart retrieval, and articulate limitations of EFB vs. certified avionics.

9. Practice view-limiting device fitting and procedures: Properly don and doff hood or foggles, verify complete outside vision blockage, practice smooth transitions between hooded and visual flight, and ensure device doesn’t restrict control movement or create discomfort.

10. Deliver comprehensive view-limiting device briefing: Practice briefing CFI using standardized format (when to don, when to doff, emergency procedures, communication methods), rehearse until smooth and complete, memorize key elements for immediate recall, and prepare to give this briefing before every instrument flight going forward.

11. Review sample ATD Letter of Authorization: Examine LOA structure and content, identify validity dates and authorized training credit, understand evaluator requirements for LOA verification, and determine if any personal ATD training time requires LOA documentation.

12. Solve integrated equipment scenarios: Work through complex scenarios involving multiple equipment issues, systematically apply regulations to determine legality and practicality, make checkride go/no-go decisions with justification, and explain risk management considerations for each decision.

13. Complete equipment verification checklist: Use provided checklist to assess training aircraft equipment status, identify any concerns or inoperative items, determine whether aircraft is suitable for continued training and upcoming practical test, and create personalized pre-checkride equipment verification procedures.

14. Prepare responses to oral exam questions: Practice explaining §61.45 requirements clearly and completely, demonstrate understanding of §91.213(d) application, articulate FSTD/ATD limitations, explain EFB risk management procedures, and describe view-limiting device requirements and safety procedures.

15. Ask questions to clarify understanding: Seek clarification on any regulatory requirements that remain unclear, ask for additional examples or scenarios if needed, request demonstration of any equipment operation not fully understood, and confirm personal readiness for practical application.

16. Complete homework assignment: Review 14 CFR §61.45 and §91.213 and highlight key sections, practice EFB flight planning with emphasis on database currency verification, write and memorize personal view-limiting device briefing, and prepare questions for next lesson based on regulation review.

17. Self-assess knowledge and skills: Honestly evaluate understanding of equipment requirements and limitations, identify areas requiring additional study or practice, recognize personal proficiency with installed avionics and automation, and determine readiness for integrating equipment management into flight operations.

Completion Standards

The lesson is complete when the student demonstrates comprehensive knowledge, appropriate risk management, and beginning skills related to aircraft and equipment requirements and limitations per ACS task IH.XII.A. The student must meet the following measurable standards:

Knowledge Standards (IH.XII.A.K1-K10):

1. K1 - Inoperative Equipment per §91.213: Student correctly explains the four criteria that must be met to operate with inoperative equipment under §91.213(d) and systematically applies the decision tree to determine airworthiness in at least 3 different scenarios with 100% accuracy. Student identifies when inoperative equipment makes aircraft unsuitable for practical test requirements.

2. K2 - Aircraft Requirements per §61.45: Student recites the four main requirements of §61.45 for practical test aircraft: (1) appropriate category, class, type; (2) capable of performing required tasks; (3) no operating limitations prohibiting required tasks; (4) required equipment operative except per §91.213(d). Student explains how each requirement applies to helicopter instrument practical tests.

3. K3 - Automation Management: Student identifies all automation systems installed in the training helicopter (GPS/FMS, autopilot if equipped, flight director if equipped, avionics displays) and explains the basic operation of each system. Student articulates why automation management is more challenging in single-pilot helicopter IFR operations compared to multi-crew or fixed-wing operations. Student demonstrates ability to program a basic GPS flight plan and verify proper operation.

4. K4 - EFB Operations: Student explains the three classes of EFBs and identifies which class they use for training. Student articulates at least four risk management considerations for EFB use in helicopters (battery management, overheating, backup charts, database currency, mounting security, control interference). Student demonstrates efficient chart retrieval on their EFB in less than 15 seconds for a given approach plate.

5. K5 & K6 - View-Limiting Device Requirements: Student correctly states the two requirements of §61.45(d)(2): device must prevent applicant’s outside visual reference AND must not prevent evaluator’s outside visibility. Student explains the practical implications for helicopter operations (examiner in left seat needs full visibility, applicant in right seat needs complete visual blockage).

6. K7 & K8 - FSTD and ATD for Practical Tests: Student correctly explains that FSTDs CAN be used for practical tests but ONLY within FAA-approved training programs (Part 141/142), meaning typical Part 61 students will test in actual aircraft. Student correctly states that ATDs CANNOT be used for practical tests, §61.58 proficiency checks, or flight portion of §61.57 flight reviews under any circumstances.

7. K9 - ATD Authorization Duration: Student correctly states that ATD Letters of Authorization are valid for 60 calendar months (5 years) and must be renewed before expiration to continue using the device for training credit.

8. K10 - ATD LOA Verification: Student explains that when an applicant uses ATD time to meet experience requirements, the evaluator must request and verify a copy of the manufacturer’s current LOA before counting that time toward practical test eligibility. Student recognizes that inability to produce a valid LOA means that ATD time cannot be counted.

Risk Management Standards (IH.XII.A.R1-R2):

1. R1 - Practical Test Equipment Interference: Student develops and articulates a pre-checkride equipment verification procedure that includes: checking all §91.205(d) required equipment, testing all avionics/automation to be demonstrated, verifying GPS database currency, confirming view-limiting device suitability, and identifying any inoperative equipment that could interfere with ACS tasks. Student correctly determines that expired GPS database, inoperative required instruments, or lack of equipment needed for automation demonstration would require repair, rescheduling, or acceptance of certificate limitations.

2. R2 - View-Limiting Device Briefing: Student delivers a complete, memorized view-limiting device briefing covering: (1) when and how to don the device, (2) when and how to doff for planned removal, (3) emergency removal procedures, (4) communication methods for donning/doffing commands, (5) procedures if device becomes dislodged, (6) traffic conflict procedures, and (7) incapacitation procedures. Briefing must be delivered smoothly in under 2 minutes and include all seven elements without prompting.

Skill Standards (IH.XII.A.S1):

1. System Knowledge Demonstration: Student correctly identifies and explains the operation of all systems installed and operative in the training helicopter that are relevant to instrument operations. For GPS/FMS: Student programs a complete flight plan including departure, enroute waypoints, and destination in under 3 minutes with no errors. For avionics displays: Student interprets PFD symbology and MFD navigation displays correctly. For autopilot (if installed): Student explains each available mode, engagement/disengagement procedures, and demonstrates understanding of mode transitions. For EFB: Student retrieves approach plate, departure procedure, and enroute chart in under 30 seconds combined. Student articulates at least three helicopter-specific considerations for automation management (higher workload, dynamic instability requiring readiness for manual takeover, limited autopilot capabilities in most training helicopters).

Overall Performance Standard:

Student demonstrates comprehensive understanding of ACS task IH.XII.A by correctly answering oral questions covering all knowledge areas with 90% or better accuracy, articulating appropriate risk management procedures for inoperative equipment and view-limiting device use, and demonstrating beginning proficiency with installed avionics and automation systems. Student shows readiness to integrate equipment management procedures into flight training operations and pre-practical test preparation. Any areas scoring below 90% require remedial instruction before progressing to integrated flight lessons involving equipment management in actual instrument conditions.

The student is prepared for practical test equipment-related questioning when they can, without reference to notes: (1) systematically determine aircraft airworthiness with inoperative equipment using §91.213(d), (2) explain all four §61.45 requirements for practical test aircraft, (3) deliver a complete view-limiting device briefing, (4) articulate EFB risk management and backup procedures, (5) explain FSTD/ATD limitations for practical testing, and (6) demonstrate proficiency with all installed avionics and automation systems in the training helicopter. Student must demonstrate this knowledge, risk management, and skill both during ground instruction and continuously throughout subsequent flight training.