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IH.XII.D both lesson 60–90 minutes

VI. Instrument Approach Procedures – Operational Requirements

Appendix 3: Aircraft, Equipment, and Operational Requirements & Limitations · Task VI. Instrument Approach Procedures – Operational Requirements

Completion Standards

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

Objective

By the end of this lesson, the instrument helicopter student will understand and demonstrate the operational requirements and limitations for instrument approach procedures in accordance with 14 CFR Part 97 and FAA-S-ACS-14 Task IH.XII.D. The student will be able to:

  1. Explain the regulatory and procedural requirements for conducting non-precision and precision approaches in helicopters
  2. Describe RNAV/RNP approach proficiency requirements and operational standards
  3. Apply the ¾-scale deflection standard for lateral and vertical deviation during final approach segments
  4. Identify approach selection requirements including course reversals, partial panel, and autopilot restrictions
  5. Demonstrate knowledge of practical test standards for approach procedures including landing and missed approach options

Measurable Outcomes:

ACS Task Code: IH.XII.D — Instrument Approach Procedures – Operational Requirements

Content

Introduction

This lesson covers the operational “rules of engagement” for instrument approaches in helicopters — not the flying techniques themselves, but rather the regulatory framework, equipment requirements, and practical test standards that govern when and how approaches may be conducted. Understanding these requirements is critical for both safe operations and successful completion of the instrument helicopter practical test. Unlike flying techniques which we practice extensively, these operational requirements define the boundaries within which we operate.

Think of this as learning the playing field boundaries and game rules before stepping onto the field. You need to know what approaches you’ll be expected to fly, what equipment configurations are required, and what tolerances you must maintain.

RNAV/RNP System Requirements (IH.XII.D.K1-K2)

14 CFR § 91.175 and AC 90-100 Series Requirements:

When you present for an instrument helicopter practical test in an aircraft equipped with an installed, IFR-approved RNAV (Area Navigation) or RNP (Required Navigation Performance) system, you must demonstrate approach proficiency using that system. This is not optional — the evaluator is required to test you on the equipment installed in the aircraft.

IFR-Approved RNAV Systems include:

Key distinction for helicopters: Most training helicopters (R44, R66, Schweizer 300CBi) are equipped with panel-mounted IFR GPS units like the Garmin GTN 650/750 or GNS 430W/530W. These are RNAV systems. Turbine helicopters (AS350, EC130, Bell 407) may have more sophisticated FMS or RNP capability.

Using RNAV on Conventional Approaches (K2):

Per AIM 1-2-3 and AIM 5-4-5, you may use a suitable RNAV system to navigate conventional (VOR, NDB, LOC) approach procedures. This means:

Practical application: If your helicopter has an IFR GPS, you’ll likely fly most approaches using GPS overlay, even when the chart says “VOR” or “NDB.” However, you must still understand the underlying conventional navaid approach logic.

Scale Deflection Standards (IH.XII.D.K3-K4)

The ¾-Scale Deflection Rule:

This is a critical practical test standard. During the final approach segment, you must maintain needle deflection to no more than ¾-scale on either lateral or vertical deviation indicators. Exceeding ¾-scale is considered unsatisfactory performance and will result in practical test failure for that approach.

Understanding Scale Deflection:

“Full-scale deflection” means the needle or indicator has moved from the centered position to the maximum extent it can move in one direction. The “scale” is the total distance the needle can travel from center to its stop.

Lateral (Horizontal) Guidance:

¾ Scale Example (GPS Approach):

Vertical (Glidepath) Guidance:

When This Standard Applies:

Helicopter Considerations: Single-pilot IFR in helicopters creates high workload during approach phase. The ¾-scale standard acknowledges that minor deviations occur, but anything beyond this represents significant navigation error. In a helicopter, you don’t have the speed or aerodynamic stability of a fixed-wing aircraft, making precise tracking more challenging but equally important.

Non-Precision Approach Definitions and Requirements (IH.XII.D.K5-K6)

Non-Precision Approach (K5):

A non-precision approach (NPA) is a standard instrument approach procedure in which:

Examples of Non-Precision Approaches:

Stepdown Fixes: Non-precision approaches often include stepdown fixes — intermediate altitudes you must maintain until crossing a specific waypoint or distance, then descending to the next lower altitude. This provides obstacle clearance without a continuous descent path.

Advisory Vertical Guidance (K6):

Modern GPS navigators and glass cockpit systems often display advisory vertical guidance even on non-precision approaches. This is shown as:

Critical Understanding: Advisory vertical guidance is NOT approved vertical guidance. It does not change the approach type — it remains a non-precision approach with an MDA. However:

Why This Matters for Helicopters:

Helicopters have higher descent rates than airplanes at comparable approach speeds. A 60-knot approach speed with a 500 fpm descent gives you a 3° descent path. Advisory vertical guidance helps maintain this stabilized profile rather than the “dive and drive” stepdown technique, which is less comfortable in helicopters and harder on passengers.

Practical Test Approach Selection Requirements (IH.XII.D.K7-K10)

The instrument helicopter practical test has very specific requirements for which approaches you must fly. Understanding these ensures proper preparation and no surprises on test day.

Required Non-Precision Approaches (K7):

The evaluator must select, and you must accomplish, at least two different non-precision approaches in simulated or actual IMC. “Different” means:

Reality check: Most evaluators will have you fly two GPS LNAV approaches because that’s what’s in the helicopter and available at most airports. However, if the aircraft has VOR or the airport has a VOR approach, be prepared for that.

Course Reversal Requirement (K8):

At least one non-precision approach must include a course reversal maneuver:

Why course reversals exist: When you arrive at an Initial Approach Fix (IAF) from certain directions, you may be too high, too close, or pointed the wrong direction to immediately join the intermediate or final approach course. The course reversal provides distance and time to lose altitude and align with the inbound course.

Helicopter technique note: Procedure turns in helicopters require careful attention to timing and wind correction. Your lower airspeeds mean wind affects you proportionally more than in airplanes. Most helicopter procedure turns are flown at 70-90 KIAS.

Full Approach Without Autopilot/Vectors (K9):

You must accomplish at least one non-precision approach from an initial approach fix (IAF) without using autopilot and without radar vectors. This means:

Why this matters: This tests your ability to manage single-pilot IFR workload during the highest-workload phase. Most training helicopters don’t have autopilots anyway, so this is normal operations for many students. However, if you train in a more advanced helicopter (AS350, Bell 407) with a coupled autopilot, you must demonstrate manual approach capability.

“Full approach” means:

Partial Panel Requirement (K10):

You must fly one non-precision approach with backup or partial panel instrumentation, representing a realistic equipment failure. This requirement varies based on your aircraft’s configuration:

Steam Gauge Aircraft:

Glass Cockpit (PFD/MFD) Aircraft:

“Realistic failure mode” means the evaluator should select a failure that could actually happen in your helicopter’s systems. In a GPS-only helicopter, the evaluator won’t fail the GPS and then ask you to fly an ILS (which doesn’t exist in that aircraft).

Practical test strategy: Know your aircraft’s failure modes and practice them. In most training helicopters, this means attitude indicator failure for steam gauge panels, or PFD failure/GPS failure for glass cockpits.

Precision Approach Definition and Requirements (IH.XII.D.K11-K12)

Precision Approach (K11):

A precision approach is a standard instrument approach procedure in which:

Examples of Precision Approaches:

NOT precision approaches (despite having vertical guidance):

Key Distinction - DA vs. MDA:

Required Precision Approach (K12):

You must accomplish one precision approach to the DA using aircraft navigational equipment for centerline and vertical guidance in simulated or actual IMC.

Requirements:

Helicopter Precision Approach Challenges:

Unlike airplanes, helicopters conducting precision approaches face unique operational considerations:

  1. Lower approach speeds (60-90 KIAS typical) create proportionally higher control inputs for wind correction
  2. Less aerodynamic damping means gusts and turbulence affect you more significantly
  3. Single-pilot workload is very high on final approach in IMC
  4. Limited autopilot availability in most training helicopters means hand-flying coupled approaches
  5. Height-velocity diagram considerations at DA — if you go missed approach from 200 feet AGL, you must execute immediate climb-out, not hover

Most common precision approach in helicopters: LPV approaches (GPS-based) are more common than ILS for helicopter operations because:

Landing vs. Missed Approach Discretion (IH.XII.D.S1-S2)

Evaluator Discretion Authority:

For both non-precision (S1) and precision (S2) approaches, the evaluator has complete discretion to direct you to perform:

Why this matters:

You must be prepared to execute either option. The evaluator’s decision typically considers:

Standard expectations:

Helicopter-specific considerations:

When transitioning from an instrument approach to a landing:

  1. Breaking out of IMC at 200-500 feet AGL requires immediate transition from instrument scan to visual references
  2. Deceleration profile should begin outside the FAF if planning to land
  3. Landing area assessment must be quick — runway condition, wind, obstacles
  4. Go-around capability must be maintained throughout the approach (stay out of the avoid area of the HV diagram)

Regulatory Framework Summary

14 CFR § 91.175 — Takeoff and Landing Under IFR:

14 CFR § 97 — Standard Instrument Approach Procedures:

14 CFR § 61.65 — Instrument Rating Requirements:

AIM Chapter 5, Section 4 — Arrival Procedures:

AC 90-107 — Guidance for Localizer Performance with Vertical Guidance (LPV):

Risk Management Considerations

While the ACS does not explicitly list risk management elements for this task, understanding operational requirements reduces risk:

Equipment Failure Risk:

Workload Management Risk:

Minimums Busting Risk:

Equipment Proficiency Risk:

Approach Selection Risk:

Schedule

SegmentDurationActivity
Introduction & Objectives5 minReview lesson objectives, relevance to practical test, and ACS task IH.XII.D
RNAV/RNP Requirements15 minDiscuss K1-K2: equipment requirements, IFR-approved systems, overlay approaches, practical test equipment expectations
Scale Deflection Standards20 minExplain K3-K4: ¾-scale deflection rule, calculating deflection limits, lateral/vertical guidance, practical examples with approach plates
Non-Precision Approaches20 minCover K5-K6: definitions, MDA vs. DA, advisory vertical guidance, LNAV+V operations, helicopter techniques
Practical Test Requirements25 minDiscuss K7-K10: two NPA requirement, course reversal mandate, full approach without autopilot/vectors, partial panel configuration
Precision Approaches20 minExplain K11-K12: definition, DA operations, required precision approach, ILS vs. LPV, helicopter-specific challenges
Landing/Missed Approach10 minReview S1-S2: evaluator discretion, preparing for either outcome, transitioning from instruments to visual, go-around planning
Scenario Discussion15 minWork through practical test scenarios: approach selection, equipment configurations, failure modes, evaluator expectations
Regulatory Review10 minSummary of 14 CFR §§ 91.175, 97, 61.65, AIM references, AC 90-107
Questions & Review15 minStudent questions, review key points, verification of understanding
Completion Standards5 minReview ACS standards, evaluate student understanding against completion criteria
TOTAL160 min(2 hours, 40 minutes)

Equipment

Required References

Aircraft-Specific Materials

Approach Charts & Materials

Visual Aids & Training Materials

Training Technology (if available)

Instructor Actions

Pre-Lesson Preparation (Before Student Arrives)

  1. Review ACS task IH.XII.D in FAA-S-ACS-14 and ensure complete understanding of all Knowledge items K1-K12 and Skill items S1-S2.

  2. Gather and organize all required references listed in Equipment section, tabbing relevant sections in 14 CFR Parts 61, 91, 97, and AIM Chapter 5.

  3. Prepare approach chart examples showing at least two non-precision approaches (one with course reversal) and one precision approach from local area airports.

  4. Create scale deflection visual aids showing CDI/HSI with markings at full scale, ¾ scale, ½ scale, and centered positions for both lateral and vertical guidance.

  5. Prepare equipment-specific materials for the helicopter used in training, including GPS manual pages showing approach modes and equipment failure procedures.

  6. Develop scenario cards with practical test-style approach requirements for student to analyze and discuss.

Lesson Introduction (5 minutes)

  1. Welcome the student and establish the lesson’s context: “Today we’re covering the operational requirements for instrument approaches — not the flying techniques, but the regulatory ‘rules of the game’ that govern your practical test and real-world IFR operations.”

  2. Review the lesson objectives and explain that understanding these requirements ensures no surprises on test day and safe IFR operations afterward.

  3. Connect to previous training: “You’ve been flying approaches already. This lesson clarifies exactly what the FAA requires, what your evaluator will expect, and how to meet those standards.”

  4. Establish relevance: “These aren’t just test requirements — they’re operational standards that ensure you can safely conduct approaches in actual IMC as a single-pilot helicopter IFR operator.”

RNAV/RNP Requirements Segment (15 minutes)

  1. Display and explain IH.XII.D.K1: “If your helicopter has an installed, IFR-approved RNAV or RNP system, you must demonstrate approach proficiency using that system on your practical test. This is mandatory, not optional.”

  2. Show examples of IFR-approved RNAV systems commonly found in training helicopters: Garmin GTN 650/750, GNS 430W/530W, Avidyne IFD series. Explain TSO-C129/C145/C146 certifications.

  3. Distinguish between types: “Most training helicopters have panel-mounted GPS. More advanced turbine helicopters may have FMS or RNP systems. Know what’s in your aircraft.”

  4. Explain K2 using approach charts: “Your GPS can substitute for ground-based navaids like VOR or NDB. Show the student an approach titled ‘VOR RWY 17’ and explain: You can fly this entire approach using GPS instead of tuning the VOR, as long as the GPS has the approach in its database.”

  5. Reference AIM 1-2-3: “The key requirements are: the system must be IFR-approved, the approach must be in the database, and you must be in terminal or approach mode — which happens automatically inside 30 miles.”

  6. Clarify practical test implications: “Your evaluator will test you on what’s installed. If you have a GTN 750, expect to demonstrate proficiency with it. You can’t avoid using the installed equipment.”

  7. Address buttonology: “This doesn’t mean you need to memorize every menu — but you must demonstrate competence loading approaches, identifying the active waypoint, checking RAIM, and managing the GPS during approaches.”

  8. Ask checking questions: “What equipment is installed in our training helicopter? Is it IFR-approved? Can we use it to fly VOR approaches?”

Scale Deflection Standards Segment (20 minutes)

  1. Introduce the critical standard (K3): “During final approach, you must maintain no more than ¾-scale deflection of either vertical or lateral deviation. This is a hard standard — exceeding it means test failure for that approach.”

  2. Define terms clearly (K4): “Full-scale deflection means the needle has moved to its maximum displacement. The ‘scale’ is the total distance from center to the stop. ¾ scale means it’s deflected three-quarters of that total distance.”

  3. Use visual aid: Display a CDI or HSI image with the needle at center, then show ¾ deflection: “This is centered — you’re on course. This [point to ¾ mark] is the maximum allowable deflection during final approach.”

  4. Explain GPS sensitivity changes: “On GPS approaches, the scale automatically changes as you get closer to the airport:

    • En route: ±2.0 NM full scale
    • Terminal (inside 30 NM): ±1.0 NM full scale
    • Approach mode (inside FAWP): ±0.3 NM full scale”

  5. Calculate the numbers together: “Let’s say you’re on a GPS approach in approach mode. Full scale is 0.3 nautical miles, which equals 1,800 feet. Three-quarters of 1,800 feet is 1,350 feet. If you drift 1,350 feet off the centerline, you’ve busted standards.”

  6. Demonstrate with approach chart: Show an RNAV (GPS) approach and point to the FAWP: “Once you cross this point [FAWP], your GPS transitions to approach sensitivity. From here to the MAP, you must stay within ¾ scale.”

  7. Explain VOR/LOC sensitivity: “For VOR approaches, full scale is about 10° total (±5° each side), so ¾ scale is about 3.75° off course. For localizer, full scale is typically ±2° or more sensitive, making ¾ scale about 1.5° deflection.”

  8. Address vertical guidance (glideslope/glidepath): “The same ¾-scale rule applies to vertical guidance on precision approaches. If the glideslope needle moves ¾ of the way to the top or bottom of the display, you’ve exceeded standards.”

  9. Emphasize when it applies: “This standard applies during the final approach segment only — from the FAF to the MAP, or on precision approaches, from glide intercept to DA. It doesn’t apply during initial or intermediate segments, though you should still maintain tight tolerances.”

  10. Discuss helicopter implications: “In a helicopter, you’re hand-flying in most training aircraft. Wind gusts affect you proportionally more than an airplane. Small, smooth control inputs are key. If you see the needle approaching ¾ scale, correct immediately but smoothly.”

  11. Use analogy: “Think of the CDI needle like a car between lane lines. You can drift slightly, but if you get three-quarters of the way to the edge of your lane, you’re about to run off the road. Correct before that happens.”

  12. Practice scenario: Give the student a scenario: “You’re on final approach for an RNAV GPS RWY 35, and the approach mode sensitivity is ±0.3 NM. You look down and see you’re 1,000 feet left of course. Are you within standards?” [Answer: Yes, barely — 1,000 ft < 1,350 ft]

  13. Ask checking questions: “What does ¾-scale deflection mean? When must you maintain this standard? What’s the full-scale deflection for GPS in approach mode?”

Non-Precision Approaches Segment (20 minutes)

  1. Define non-precision approach (K5): “A non-precision approach provides lateral guidance only — it tells you where to go left and right, but not when to descend vertically. You descend to an MDA — Minimum Descent Altitude — and level off there.”

  2. List examples: Write on whiteboard: VOR, NDB, LOC (no glideslope), RNAV GPS LNAV, RNAV RNP LNAV. “All of these are non-precision. They have an MDA, not a DA.”

  3. Distinguish MDA from DA: “MDA is the lowest altitude you can descend to on a non-precision approach. You can level off at MDA and fly level to the MAP looking for the runway. DA is different — we’ll cover that with precision approaches.”

  4. Explain stepdown fixes: Show an approach chart with stepdown fixes: “Non-precision approaches often have these intermediate altitudes. You maintain each altitude until crossing the fix, then descend to the next. This provides obstacle clearance without a continuous glidepath.”

  5. Introduce advisory vertical guidance (K6): “Modern GPS units often display LNAV+V — that’s advisory vertical guidance. The ‘plus V’ means there’s a suggested glidepath displayed, even though this is still a non-precision approach.”

  6. Show approach chart: Display an RNAV GPS approach with LNAV and LNAV+V minimums: “See here — same MDA for both. The +V just gives you a glidepath to help fly a stabilized descent. You may use this if available.”

  7. Clarify what +V is not: “Advisory vertical guidance is not approved vertical guidance. It doesn’t change the approach type or the MDA. It’s a helper, not a requirement. Think of it as a suggested descent path painted on your display.”

  8. Explain the VDA (Vertical Descent Angle): “Many non-precision approaches publish a VDA — like 3.00° — on the chart. This tells you the optimal descent angle if you want to fly a stabilized approach to the MDA. Your GPS uses this to generate the +V guidance.”

  9. Discuss helicopter advantages: “In helicopters, we prefer stabilized descents over dive-and-drive stepdown techniques. Flying a 60-knot approach at 3° with 500 fpm descent is much smoother than descending rapidly then leveling abruptly at each stepdown fix.”

  10. Relate to practical test: “On your instrument checkride, if the GPS shows LNAV+V, you can use it. But the evaluator will still grade it as a non-precision approach to MDA. Don’t confuse it with precision approach minimums.”

  11. Ask checking questions: “What’s the difference between a non-precision and a precision approach? What’s an MDA? Can you use LNAV+V guidance if it’s available? Does LNAV+V change the approach type?”

Practical Test Requirements Segment (25 minutes)

  1. Introduce the practical test approach matrix (K7): “The instrument helicopter practical test has specific requirements for which approaches you must fly. Let’s build the complete picture.”

  2. State the two non-precision requirement: “You must fly at least two different non-precision approaches in simulated or actual IMC. ‘Different’ means different types or different configurations.”

  3. Provide examples: “You might fly a GPS LNAV approach and a VOR approach — different types. Or two GPS approaches to different runways with different IAFs or course reversals — different configurations. Most evaluators will use two GPS approaches because that’s what’s available.”

  4. Explain course reversal mandate (K8): “One of your non-precision approaches must include a course reversal. This means a procedure turn, holding-in-lieu-of-procedure-turn, or a course reversal from an IAF in a TAA.”

  5. Display approach chart with procedure turn: Point to the barbed arrow: “This symbol indicates a procedure turn. You’ll intercept the outbound course, fly outbound for a specified time or distance, execute a 45°/180° turn, and return inbound on the final approach course.”

  6. Show HILPT example: Display an approach with a holding pattern: “This is a holding-in-lieu-of-procedure-turn. Instead of a procedure turn, you fly the published hold to lose altitude and reverse course before continuing inbound.”

  7. Explain TAA course reversal: Show a TAA diagram: “In a Terminal Arrival Area, depending on which sector you enter from, you may need to fly to the IAF, then execute a course reversal before proceeding inbound. This counts as meeting the requirement.”

  8. Discuss why course reversals exist: “When you arrive at an IAF from certain directions, you might be too high, too fast, or pointed the wrong way to immediately join the approach. The course reversal gives you time and distance to set up properly.”

  9. Helicopter course reversal technique: “In helicopters, procedure turns are flown at 70-90 knots typically. Time your outbound leg carefully — at 80 knots, you’re covering about 1.3 miles per minute. Wind will affect you significantly, so adjust your timing.”

  10. Introduce full approach requirement (K9): “You must fly one non-precision approach from an IAF to the runway or missed approach point without autopilot and without radar vectors. This tests your single-pilot workload management.”

  11. Break down ‘full approach’: “This means:

    • You navigate to and intercept the IAF yourself
    • You fly any course reversal if required
    • You fly the complete intermediate segment
    • You fly the final approach segment
    • No autopilot — you hand-fly everything (yaw damper and flight director are okay)
    • No ATC shortcuts — you do all the navigation”

  12. Explain practical test reality: “Most training helicopters don’t have autopilots, so this is your normal operation. But if you train in a turbine helicopter with a coupled autopilot, you must demonstrate you can fly a complete approach manually.”

  13. Discuss workload considerations: “This is the highest workload task in the practical test. You’re navigating, managing the GPS, flying the aircraft, configuring, communicating, and monitoring — all single-pilot. Preparation and procedures reduce workload.”

  14. Introduce partial panel requirement (K10): “You must fly one non-precision approach with backup or partial panel instrumentation, representing a realistic equipment failure for your helicopter.”

  15. Explain partial panel variations by aircraft type:

    • “Steam gauge helicopters: typically the attitude indicator is covered, simulating vacuum failure. You’ll use turn coordinator, altimeter, airspeed, compass/DG, and VSI.
    • Glass cockpit helicopters: typically PFD failure with reversionary display, or GPS failure requiring VOR navigation, or flight director/HSI failure requiring backup instruments.”

  16. Define ‘realistic failure mode’: “The evaluator won’t create an impossible scenario. If your helicopter only has GPS, they won’t fail the GPS and ask you to fly an ILS that doesn’t exist in your aircraft. The failure must be something that could actually happen.”

  17. Show partial panel example: If using steam gauges, demonstrate attitude indicator covered: “Without the attitude indicator, you’ll use turn coordinator for bank information and airspeed/altimeter for pitch. It’s workload-intensive but manageable with good scan technique.”

  18. Discuss preparation: “Practice partial panel approaches extensively before the practical test. Know which instruments you’ll have available and develop your scan pattern. Brief the failure mode during approach planning.”

  19. Create a practical test matrix on whiteboard: Draw a table:

    | Required Approach | Type | Special Requirement |
|-------------------|------|---------------------|
| NPA #1 | GPS, VOR, LOC, NDB | Must have course reversal |
| NPA #2 | GPS, VOR, LOC, NDB | Full approach (IAF, no AP, no vectors) OR partial panel |
| Precision #1 | ILS, LPV, GLS | To DA |

  20. Explain flexibility: “The evaluator decides which specific approaches and can combine requirements. For example, your full approach without vectors could also be the partial panel approach. Or your course reversal approach could be partial panel. But you must meet all the requirements.”

  21. Ask checking questions: “How many non-precision approaches must you fly? What’s the course reversal requirement? What does ‘full approach’ mean? What’s a realistic partial panel failure in our helicopter?”

Precision Approaches Segment (20 minutes)

  1. Define precision approach (K11): “A precision approach provides both lateral and vertical navigation guidance from an approved system. You descend on a glideslope or glidepath to a Decision Altitude — a DA — not an MDA.”

  2. List precision approach types: Write on whiteboard: ILS (Instrument Landing System), LPV (Localizer Performance with Vertical Guidance), GLS (GNSS Landing System). “These are true precision approaches with approved vertical guidance.”

  3. Distinguish DA from MDA: “DA — Decision Altitude — is the altitude where you must decide: continue to land if you have the runway in sight, or execute a missed approach immediately. You don’t level off at DA and continue — you’re either landing or going missed right now.”

  4. Explain why it’s a ‘decision’ altitude: “On a precision approach, you’re on a continuous descent path. When you reach DA, you’re committed to one action or the other immediately. There’s no ‘level off and look around’ like at MDA.”

  5. Clarify what is NOT precision: “LNAV/VNAV is not precision — it uses barometric VNAV, which doesn’t meet precision approach standards. LNAV+V is advisory only. They publish MDA, not DA. Only ILS, LPV, and GLS are precision.”

  6. Show approach chart comparison: Display two charts side-by-side: one RNAV GPS LNAV (non-precision) and one RNAV GPS LPV (precision). Point out:

    • LNAV shows “MDA” and “Visibility” requirements
    • LPV shows “DA” and “Visibility” requirements
    • LPV has lower minimums (typically 200-250 feet vs. 400-500 feet)
    • Both use GPS, but LPV uses WAAS for vertical guidance integrity”

  7. Explain practical test requirement (K12): “You must accomplish one precision approach to the DA using the aircraft’s installed equipment for centerline and vertical guidance, in simulated or actual IMC.”

  8. Break down the requirement: “This means:

    • You must use the aircraft’s ILS receiver or GPS (for LPV)
    • You must fly to DA (not LNAV minimums, not circling minimums)
    • You must track both lateral and vertical guidance within ¾ scale
    • You’ll either land or execute missed approach at DA (evaluator’s choice)”

  9. Discuss ILS vs. LPV in helicopters: “Most training helicopters encounter LPV approaches more often than ILS because:

    • Many airports lack ILS but have GPS approaches with LPV minimums
    • LPV doesn’t require ground equipment maintenance
    • Helicopter landing areas (helipads, hospital pads) can have GPS approaches but rarely ILS
    • LPV performance rivals ILS — some LPV approaches go down to 200 feet HAT”

  10. Explain WAAS and LPV: “LPV requires WAAS — Wide Area Augmentation System. This is a network of ground stations that improve GPS accuracy and integrity. Your GPS must be WAAS-capable (most modern IFR GPS units are). When you load an LPV approach, your GPS annunciates ‘LPV’ on final approach.”

  11. Address helicopter-specific precision approach challenges: “Helicopters face unique challenges on precision approaches:

    • Lower speeds (60-90 knots) mean wind affects you proportionally more
    • Less aerodynamic damping — turbulence and gusts cause more deviation
    • Single-pilot IFR workload is highest during precision final
    • Most training helicopters lack autopilots — you’re hand-flying coupled approaches
    • Height-velocity diagram considerations — if you go missed from 200 feet, you must climb immediately, not hover”

  12. Demonstrate glideslope/glidepath tracking: “On a precision approach, you’re tracking both needles simultaneously: the CDI for lateral course and the glideslope/glidepath indicator for vertical. Both must stay within ¾ scale from glide intercept to DA.”

  13. Explain glide intercept: Show on approach chart: “The glideslope/glidepath intercept point is typically at or just before the FAF. When you intercept the glide, you begin descending on the glidepath and maintain it all the way to DA. Small pitch adjustments with collective and cyclic keep you on the glide.”

  14. Discuss descent rates: “A 3° glidepath at different speeds produces different descent rates:

    • 60 knots: ~320 fpm
    • 70 knots: ~370 fpm
    • 80 knots: ~425 fpm
    • 90 knots: ~480 fpm

    Know your aircraft’s approach speed and target descent rate. In helicopters, most precision approaches are flown at 70-90 knots.”

  15. Address power management: “Maintaining glidepath in a helicopter requires coordinated collective (power) and cyclic (attitude) inputs. Lead the glidepath — if you see it starting to drop, add power and slightly increase pitch before it deflects. Chasing the glidepath creates porpoising.”

  16. Explain missed approach from DA: “If you reach DA without required visual references, you execute the missed approach immediately. In a helicopter, this means:

    • Add power to maximum continuous or takeoff power
    • Pitch for climb attitude (typically 5-10° nose up)
    • Establish positive rate of climb
    • Retract any approach configuration
    • Follow published missed approach procedure”

  17. Ask checking questions: “What’s the difference between precision and non-precision approaches? What’s a DA? What precision approach types are we likely to fly in helicopters? What’s required for LPV approaches? What are the helicopter-specific challenges?”

Landing/Missed Approach Segment (10 minutes)

  1. Explain evaluator discretion (S1 and S2): “At the completion of any approach — non-precision or precision — the evaluator can direct you to land or to execute a missed approach. You must be prepared for either outcome.”

  2. Clarify this applies to all approaches: “This discretion applies to:

    • Both non-precision approaches (S1)
    • The precision approach (S2)
    • Every approach flown during the practical test”

  3. Discuss factors affecting evaluator’s decision: “The evaluator considers:

    • Actual weather conditions (VFR, IMC, or simulated IMC)
    • Traffic and airport operations
    • Runway suitability for helicopters
    • Practical test time management
    • Your performance during the approach”

  4. Explain typical expectations: “On most approaches, expect:

    • The evaluator will let you fly the approach to minimums (MDA or DA)
    • At minimums, they’ll either call ‘runway in sight, continue to land’ or ‘execute missed approach’
    • If continuing to land, fly a normal helicopter approach to the touchdown zone
    • If going missed, execute the published missed approach procedure immediately”

  5. Discuss transition from instruments to visual: “Breaking out of simulated or actual IMC at 200-500 feet requires immediate transition:

    • Your scan shifts from instrument cross-check to visual references
    • You assess the landing area: runway condition, wind, obstacles, alignment
    • You continue the approach or go missed based on visual references and safety
    • This transition must be smooth and confident — practice it extensively”

  6. Address helicopter landing considerations: “When transitioning to land from an instrument approach:

    • Begin deceleration outside the FAF if planning to land (not on final approach segment)
    • Maintain approach speed through minimums
    • If cleared to land, decelerate after breaking out and transitioning visual
    • Assess landing area quickly — helicopter pilots evaluate LZ suitability constantly
    • Maintain go-around capability throughout (stay out of height-velocity avoid area)”

  7. Explain go-around vs. missed approach: “There’s a subtle difference:

    • Missed approach: executed at DA or MAP because you don’t have required visual references
    • Go-around: executed after transitioning visual because the landing isn’t safe (traffic, obstacles, wind, etc.)
    • Both use the published missed approach procedure for routing and obstacle clearance”

  8. Discuss decision-making: “The decision to land or go missed approach is ultimately the pilot’s decision, even during a practical test. If you don’t have required visual references, you must go missed. If something doesn’t look right during the landing, go around. Safety trumps everything.”

  9. Prepare student for test day: “On your practical test, you might:

    • Land from some approaches (typically when VFR or breaking out of simulated IMC)
    • Execute missed approaches from others (evaluator testing your missed approach procedure)
    • Be asked to brief both options during approach planning

    Be prepared for either outcome every time.”

  10. Ask checking questions: “Who decides whether you land or go missed? What factors affect this decision? What’s the difference between a missed approach and a go-around? When must you execute a missed approach?”

Scenario Discussion Segment (15 minutes)

  1. Introduce scenario-based learning: “Let’s work through some practical test scenarios to apply everything we’ve covered. This will help you understand how all these requirements come together.”

  2. Scenario 1 — Approach Selection: “You’re at XYZ Airport for your practical test. The airport has these approaches available:

    • RNAV GPS RWY 17 (LNAV, LNAV+V, LPV)
    • VOR RWY 17 (with procedure turn)
    • ILS RWY 35 (with localizer-only option)

    The helicopter has a Garmin GTN 650. What approaches could your evaluator select to meet all requirements? Work through this together.”

  3. Guide student through analysis: “What do we need?

    • Two non-precision approaches (one with course reversal)
    • One full approach from IAF without autopilot/vectors
    • One partial panel
    • One precision approach

    Possible solution:

    • GPS LNAV RWY 17 with procedure turn (meets: NPA #1, course reversal)
    • VOR RWY 17 full procedure from IAF (meets: NPA #2, full approach; could also be partial panel)
    • GPS LPV RWY 17 (meets: precision approach)

    Or combine requirements differently. Multiple correct solutions exist.”

  4. Scenario 2 — Scale Deflection: “You’re flying the RNAV GPS RWY 17 approach. You cross the FAWP, and your GPS transitions to approach sensitivity (±0.3 NM full scale). A wind gust pushes you off course. The CDI needle deflects about 60% of its total travel to the right. Are you within standards?”

  5. Work through calculation: “60% deflection is less than 75%, so yes, you’re still within standards. But you’re getting close to the limit — correct immediately. At approach sensitivity, 60% of 0.3 NM is 0.18 NM or about 1,080 feet off centerline. At 75%, you’d be 1,350 feet off — that’s your limit.”

  6. Scenario 3 — Partial Panel: “During your GPS LNAV approach, the evaluator says, ‘You’ve lost your attitude indicator — continue the approach.’ What instruments do you still have? How does this change your scan?”

  7. Discuss solution: “You still have:

    • Turn coordinator (bank indication)
    • Altimeter and vertical speed
    • Airspeed indicator
    • Heading indicator or compass
    • GPS for lateral guidance

    Your scan shifts: use turn coordinator for bank, airspeed and altimeter for pitch, VSI for trend. Small corrections, constant scan. Slow down to reduce workload if necessary.”

  8. Scenario 4 — Landing Decision: “You’re flying the ILS RWY 35 to DA of 250 feet AGL. At DA, the evaluator says, ‘Runway environment in sight.’ What do you do?”

  9. Discuss proper response: “Continue to land:

    • Transition from instrument to visual references
    • Verify you have required visual references (runway, approach lights, etc.)
    • Continue descent visually while maintaining safe approach profile
    • Land in the touchdown zone
    • If anything looks unsafe during transition, execute missed approach/go-around”

  10. Scenario 5 — Approach Equipment: “The helicopter has both a GTN 750 GPS and dual VOR/ILS receivers. For the practical test, must you demonstrate GPS approaches?”

  11. Answer: “Yes — per K1, if you have an installed IFR-approved RNAV system, you must demonstrate proficiency with it. You can’t choose to use only VOR/ILS and ignore the GPS. However, you might also fly VOR approaches to demonstrate versatility.”

  12. Scenario 6 — Course Reversal Types: “You arrive at the IAF from the north. The approach plate shows ‘NoPT’ for arrivals from the north. Can this approach count toward your course reversal requirement?”

  13. Answer: “No — ‘NoPT’ means no procedure turn required. You’d proceed straight-in. For the course reversal requirement, you must fly an approach where you actually execute the procedure turn, hold-in-lieu, or TAA course reversal. The evaluator will select an approach and arrival direction that requires the course reversal.”

  14. Ask for student scenarios: “Do you have any questions about how these requirements work together? Any scenarios you’d like to walk through?”

Regulatory Review Segment (10 minutes)

  1. Summarize key regulations: “Let’s review the regulatory framework that governs instrument approaches.”

  2. 14 CFR § 91.175 — Takeoff and Landing Under IFR: - Prescribes requirements for conducting approaches in IMC - Defines required visual references for descent below DA/MDA - Establishes visibility requirements - Specifies when you may descend below MDA (past MAP with required flight visibility and visual references) - Prohibits descent below DA/MDA without required visual references”

  3. 14 CFR § 97 — Standard Instrument Procedures: - Contains all published instrument approach procedures - Establishes procedure design criteria - Defines minimums for different aircraft categories - Helicopter approaches often have different minimums than airplanes (lower approach speeds allow steeper descent angles)”

  4. 14 CFR § 61.65 — Instrument Rating Requirements: - Specifies training requirements for instrument rating applicants - Requires approaches of different types using different navigation systems - Mandates training in partial panel - Requires 40 hours actual or simulated instrument time”

  5. AIM Chapter 1-2-3 — Use of Suitable Area Navigation (RNAV) Systems: - Explains when and how you may substitute GPS for ground-based navaids - Clarifies RNAV system requirements for different operations - Describes GPS overlay approaches”

  6. AIM Chapter 5-4 — Arrival Procedures: - Provides detailed procedures for flying instrument approaches - Explains approach chart symbology - Describes procedure turn, holding-in-lieu, and TAA procedures - Covers missed approach procedures”

  7. AC 90-107 — LPV and LP Approach Operations: - Guidance for flying WAAS-based GPS approaches - Explains LPV and LP minimums - Describes equipment requirements - Clarifies operational procedures for vertical guidance approaches”

  8. Reference practical test context: “During your practical test oral exam, the evaluator may ask about any of these regulations. Know where to find them, what they say, and how they apply to helicopter operations.”

  9. Emphasize helicopter-specific considerations: “Remember that helicopters have unique regulatory considerations: - Different approach categories (usually Category A) - Often lower minimums due to slower approach speeds - Point-in-space approaches for heliports - Special provisions for helicopter-only approaches”

  10. Ask checking questions: “Which regulation governs when you can descend below MDA? Where are instrument approach procedures published? What AIM chapter covers arrival procedures?”

Questions & Review Segment (15 minutes)

  1. Open the floor: “We’ve covered a lot of detailed information about approach operational requirements. What questions do you have? What areas need clarification?”

  2. Review key points through questioning: - “What equipment must you demonstrate proficiency with on the practical test?” - “What’s the maximum allowable CDI deflection during final approach?” - “How many non-precision approaches must you fly, and what are the special requirements?” - “What’s the difference between non-precision and precision approaches?” - “Who decides whether you land or execute missed approach?”

  3. Address any student questions thoroughly, using approach charts, visual aids, and regulations as needed.

  4. Clarify common misconceptions: - “LNAV+V is not a precision approach — it’s still non-precision with advisory vertical guidance” - “You don’t level off at DA like you do at MDA — you’re either landing or going missed immediately” - “¾-scale deflection applies to final approach only, but practice tight tolerances throughout” - “Course reversal must be actually flown, not just available on the chart”

  5. Connect to next steps: “In your next lessons, you’ll actually fly these approaches. Today’s knowledge gives you the framework for understanding what’s required and how you’ll be evaluated.”

  6. Review study materials: “Before next lesson, review: - ACS Task IH.XII.D in detail - Approach plates for local airports - Your GPS manual for approach procedures - 14 CFR §§ 91.175 and 97 - AIM Chapter 5-4”

  7. Assign specific preparation: “For our next session, bring: - Approach plates for [specific approaches you’ll practice] - Questions about any Knowledge items K1-K12 - Your GPS manual with approach loading procedures tabbed”

Completion Standards Segment (5 minutes)

  1. Review ACS completion standards: “Let’s verify you’ve met the completion standards for this lesson per ACS Task IH.XII.D.”

  2. Check Knowledge items verbally: Ask the student to explain: - K1: RNAV/RNP demonstration requirements - K2: Use of RNAV systems on conventional approaches - K3-K4: ¾-scale deflection standard - K5-K6: Non-precision approach definition and advisory vertical guidance - K7-K10: Practical test approach requirements (two NPA, course reversal, full approach, partial panel) - K11-K12: Precision approach definition and requirement

  3. Verify understanding of Skill items: - S1-S2: Evaluator discretion for landing vs. missed approach

  4. Assess comprehension through scenario questions: Present a final scenario requiring the student to integrate multiple Knowledge items.

  5. Document lesson completion: Record in student’s training records that ACS Task IH.XII.D (Instrument Approach Procedures – Operational Requirements) knowledge phase has been completed satisfactorily.

  6. Establish readiness for next lesson: Confirm student understanding is adequate to proceed to flight training for actual approach procedures.

Student Actions

Pre-Lesson Preparation

  1. Review assignment materials including ACS Task IH.XII.D in FAA-S-ACS-14, reading all Knowledge items K1-K12.

  2. Read FAA-H-8083-15B Chapter 9 (Helicopter Instrument Approaches) to gain context for operational requirements.

  3. Gather required materials: approach charts for local airports, GPS manual for aircraft to be used in training, current 14 CFR Parts 61, 91, 97.

  4. Review previous lessons on instrument approaches to refresh foundational knowledge.

  5. Prepare questions about any aspects of approach operational requirements that are unclear.

During Lesson — Active Participation

  1. Listen attentively during instructor presentation of each Knowledge item, taking notes on key points.

  2. Ask clarifying questions immediately when concepts are unclear — don’t wait until the end.

  3. Engage with visual aids: study approach charts, scale deflection diagrams, and CDI/HSI displays shown by instructor.

  4. Participate in calculations: work through scale deflection math (¾ of 0.3 NM = 1,350 feet) and descent rate calculations alongside instructor.

  5. Answer instructor checking questions throughout the lesson to demonstrate understanding of each segment.

  6. Take detailed notes on:

    • RNAV/RNP equipment requirements and when they must be demonstrated
    • ¾-scale deflection tolerances for different approach types and modes
    • Practical test approach requirements matrix (two NPA, one with course reversal, one full approach, one partial panel, one precision)
    • Differences between precision (DA) and non-precision (MDA) approaches
    • Regulatory references for each requirement

  7. Work through scenarios actively: when instructor presents practical test scenarios, think through solutions before hearing answers.

  8. Reference approach charts: follow along on approach plates as instructor explains course reversals, IAFs, FAFs, MAPs, and minimums.

  9. Identify equipment in training helicopter: confirm with instructor exactly what RNAV/GPS system is installed and must be demonstrated.

  10. Ask “what if” questions: explore edge cases and realistic scenarios that might occur during practical test or actual operations.

During Scenario Discussion

  1. Analyze approach selection scenarios: determine which approaches meet practical test requirements given specific airport/aircraft configurations.

  2. Calculate scale deflections: practice determining whether given CDI deflections are within or exceed ¾-scale standards.

  3. Describe partial panel procedures: explain how instrument scan and approach procedures change with realistic equipment failures.

  4. Make landing/missed approach decisions: apply evaluator discretion concepts to determine appropriate outcomes for approach scenarios.

  5. Integrate multiple requirements: demonstrate understanding of how practical test requirements can be combined (e.g., course reversal approach that’s also partial panel).

During Regulatory Review

  1. Follow along in regulations: locate and tab 14 CFR §§ 91.175, 97, and 61.65 for future reference.

  2. Note AIM references: mark AIM 1-2-3 and 5-4 for study of RNAV substitution and arrival procedures.

  3. Connect regulations to operations: understand how each regulatory reference applies to practical helicopter approach operations.

Post-Lesson Actions

  1. Review lesson notes within 24 hours to reinforce learning and identify any gaps in understanding.

  2. Study approach plates for local airports, identifying:

    • Non-precision approaches with course reversals
    • Precision approaches (ILS or LPV)
    • Approaches suitable for full procedure from IAF
    • RNAV GPS approaches with LNAV, LNAV+V, and LPV minimums

  3. Practice scale deflection calculations: create sample problems (e.g., “GPS approach mode sensitivity is ±0.3 NM. CDI shows 800 feet deviation. Within standards?”) and solve them.

  4. Review GPS manual: study approach loading, mode transitions, approach sensitivity changes, and failure modes for installed system.

  5. Read referenced regulations thoroughly: study 14 CFR §§ 91.175 and 97 to understand full regulatory context.

  6. Prepare practical test approach matrix: create a chart showing how you could meet all practical test requirements given approaches available at local airports.

  7. Formulate questions for next lesson: write down any items requiring clarification before flight training begins.

  8. Study partial panel procedures: review attitude instrument flying using backup instruments for steam gauge or reversionary modes for glass cockpit.

  9. Complete self-assessment: verify you can explain all Knowledge items K1-K12 without reference to notes.

Ongoing Study

  1. Create study aids: develop flashcards or summary sheets for:

    • ¾-scale deflection limits for different approach types
    • Practical test approach requirements
    • Differences between precision and non-precision approaches
    • Equipment requirements for RNAV approaches

  2. Practice scenario analysis: work through additional approach selection scenarios independently.

  3. Review before flight lessons: revisit this ground lesson content before each flight lesson involving approaches to maintain currency on operational requirements.

Completion Standards

The lesson is complete when the student demonstrates thorough understanding of instrument approach operational requirements per ACS Task IH.XII.D. The student must meet the following standards:

Knowledge Demonstration Standards

IH.XII.D.K1 — RNAV/RNP Equipment Demonstration:

IH.XII.D.K2 — RNAV Substitution:

IH.XII.D.K3-K4 — Scale Deflection Standard:

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