The ILS Approach
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Nick, I think you are wrong about helicopters being cat A at any speed. The airspeed you are flying when you arrive at the missed approach point determins the approach catagory and minimums used. If you are at 125 knots at the missed approach point you are a Cat C aircraft. Higher speeds produce a larger turn radius and reduce the climb gradient. Faster aircraft need more protected airspace and have higher approach minimums.
Collective Bias,
I can only speak of one 4 axes system with any knowledge, but the one I'm familiar with uses collective for Height/Vertical speed and cyclic for IAS.
In fact, in the cruise at max power it will use cyclic if required to avoid exceeding power limits, but that doesn't apply to an ILS.
Mighty Gem, you are right; it is frowned upon by UK examiners, part of the skill being tested is the ability to maintain datums accurately and that is not just the ILS needles, it's the IAS too.
I can only speak of one 4 axes system with any knowledge, but the one I'm familiar with uses collective for Height/Vertical speed and cyclic for IAS.
In fact, in the cruise at max power it will use cyclic if required to avoid exceeding power limits, but that doesn't apply to an ILS.
Mighty Gem, you are right; it is frowned upon by UK examiners, part of the skill being tested is the ability to maintain datums accurately and that is not just the ILS needles, it's the IAS too.
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Nick,
Does not your own product, the Black Hawk, come with a Command Instrument System that uses collective for the G/S?
Incidentally it is a great system that will allow you to fly the nicest ILS you are likely to, uncoupled.
I have always found using collective the simplest control for G/S as it controls the RoD and therefore when flying a non precision approach the same technique can be used. Flying approaches at a faster speed can still accomplished using this technique, especially with even the simplest of autopilots - me.
Call me crazy but being a simple guy it allows me to keep everything simple. Left hand angle, right hand speed and direction, footrests for the ball thing.
It even works when I'm not instrument flying and just wanting to land.
My students, who are generally simpler than me also seem to manage it too.
Does not your own product, the Black Hawk, come with a Command Instrument System that uses collective for the G/S?
Incidentally it is a great system that will allow you to fly the nicest ILS you are likely to, uncoupled.
I have always found using collective the simplest control for G/S as it controls the RoD and therefore when flying a non precision approach the same technique can be used. Flying approaches at a faster speed can still accomplished using this technique, especially with even the simplest of autopilots - me.
Call me crazy but being a simple guy it allows me to keep everything simple. Left hand angle, right hand speed and direction, footrests for the ball thing.
It even works when I'm not instrument flying and just wanting to land.
My students, who are generally simpler than me also seem to manage it too.
I'm with JHR on helos not being Cat A at any speed. Reference is PANSOPS Vol I, Pt 11, Ch 1:
"When helicopters use procedure designed for Cat A aeroplanes the following operational constraints must be considered:
a) Range of Final Approach Speeds
b) Rate of descent after fixes.
Ch 2:
"Final Approach Speeds Cat A 70/100, Cat H 60/90"
That deals with the low end of speeds, there is no quote for helo speeds which match those of higher FW Categories, but it seems logical that helos should conform to the appropriate Speed Category.
"When helicopters use procedure designed for Cat A aeroplanes the following operational constraints must be considered:
a) Range of Final Approach Speeds
b) Rate of descent after fixes.
Ch 2:
"Final Approach Speeds Cat A 70/100, Cat H 60/90"
That deals with the low end of speeds, there is no quote for helo speeds which match those of higher FW Categories, but it seems logical that helos should conform to the appropriate Speed Category.
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Homer_J,
How the CIS flys the procedure is not how a pilot does, the CIS is an autopilot with a "Meat Servo." I know, I was the pilot who developed the CIS on the Hawk.
That being said, I think you are inferring there is a "right" and a "wrong" way to fly an ILS. I disagree. Have fun your way, I certainly don't mind.
Hard working pilots who lose situational awareness are the ones who die. I suggest if you have two ways to do something in the air, during a critical procedure, and one way is easier and the other way is harder (but Her Majesty's Helicopter Guide/George Bush's Helicopter Guide says it is "better"), please do it the easy way, so you have more pilot mental capacity at the bottom of the approach, when you need it most.
How the CIS flys the procedure is not how a pilot does, the CIS is an autopilot with a "Meat Servo." I know, I was the pilot who developed the CIS on the Hawk.
That being said, I think you are inferring there is a "right" and a "wrong" way to fly an ILS. I disagree. Have fun your way, I certainly don't mind.
Hard working pilots who lose situational awareness are the ones who die. I suggest if you have two ways to do something in the air, during a critical procedure, and one way is easier and the other way is harder (but Her Majesty's Helicopter Guide/George Bush's Helicopter Guide says it is "better"), please do it the easy way, so you have more pilot mental capacity at the bottom of the approach, when you need it most.
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Under FAA and UK CAA (JAA) regulations helicopters are allowed to fly approaches using Category A minimums.
The following is the FAA regulation:
10-1-2. Helicopter Instrument Approaches
a. Helicopters are capable of flying any published 14 CFR Part 97, Standard Instrument Approach Procedures (SIAPs), for which they are properly equipped, subject to the following limitations and conditions:
1. Helicopters flying conventional (non-Copter) SIAPs may reduce the visibility minima to not less than one half the published Category A landing visibility minima, or 1/4 statue mile visibility/1200 RVR, whichever is greater. No reduction in MDA/DA is permitted. The reference for this is 14 CFR Section 97.3, Symbols and Terms used in Procedures, (d-1). The helicopter may initiate the final approach segment at speeds up to the upper limit of the highest approach category authorized by the procedure, but must be slowed to no more than
90 KIAS at the missed approach point (MAP) in order to apply the visibility reduction. Pilots are cautioned that such a decelerating approach may make early identification of wind shear on the approach path difficult or impossible. If required, use the Inoperative Components and Visual Aids Table provided in the front cover of the U.S. Terminal Procedures Volume to derive the Category A minima before applying the 14 CFR Section 97.3(d-1) rule.
FAA AIM extract
The following is the FAA regulation:
10-1-2. Helicopter Instrument Approaches
a. Helicopters are capable of flying any published 14 CFR Part 97, Standard Instrument Approach Procedures (SIAPs), for which they are properly equipped, subject to the following limitations and conditions:
1. Helicopters flying conventional (non-Copter) SIAPs may reduce the visibility minima to not less than one half the published Category A landing visibility minima, or 1/4 statue mile visibility/1200 RVR, whichever is greater. No reduction in MDA/DA is permitted. The reference for this is 14 CFR Section 97.3, Symbols and Terms used in Procedures, (d-1). The helicopter may initiate the final approach segment at speeds up to the upper limit of the highest approach category authorized by the procedure, but must be slowed to no more than
90 KIAS at the missed approach point (MAP) in order to apply the visibility reduction. Pilots are cautioned that such a decelerating approach may make early identification of wind shear on the approach path difficult or impossible. If required, use the Inoperative Components and Visual Aids Table provided in the front cover of the U.S. Terminal Procedures Volume to derive the Category A minima before applying the 14 CFR Section 97.3(d-1) rule.
FAA AIM extract
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Without reading the technical details, I'm not sure how one could tell which control is controlling what, because everything affects everything. Moving the collective can change the airspeed or rate of descent, as can the cyclic. Everything is dependent on everything else, and none of it is independent. The cyclic has to be moved all the time in response to changes in wind, power, etc, and thus it's easier for me to leave the collective alone and use the cyclic, which is going to have to be moved in any case, for controlling as much as possible. When you're flying, you move what you want when you want. IMO this has always been a silly argument.
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Approach categories:
To paraphrase the AIP (CAN) the visual Maneuvering Area is determined by drawing arcs centered on each runway threshold and joining those arcs with tangent lines. The arcs are related to aircraft categories: A 1.3 NM; B 1.5NM; C 1.7NM; D 2.3 NM; E 4.5 NM. Staying within the prescribed arc for your speed category will insure a minimum obstacle clearance of 300 feet.
A helicopter is considered to be in category A [speed up to 90 knots] for all approaches. How ever if maneuvering for a circling approach at speeds above 90 knots then the appropriate circling minima for the speed category should be applied to ensure obstacle clearance. i.e. if maneuvering at 125 knots then the minima associated for a category C aircraft should be applied.
Flying ILS approaches:
When I was an IFR instructor pilot I encouraged pilots to maintain glide slope (GS) with collective. Reason; it was simple, effective and it gave them something to work with.
A Flight director in either FW or RW flies the GS using pitch, power {collective or throttles} is used to control airspeed.
In reality flying a glide slope is a combination of both pitch an attitude. When an immediate rectification is required pitch (cyclic) is the most effective; for minor trend variations collective would be more appropriate.
I use a combination of both when on the GS. A 3-degree glide slope is a decent of 318 feet per nautical mile. A good rule of thumb to determine the rate of decent required to maintain a 3 degree glide slope is:
AS/2 * 10= ROD, example: 120knots/2 *10= 600 ft per min..
I would then adjust attitude and power to maintain AS and ROD.
To paraphrase the AIP (CAN) the visual Maneuvering Area is determined by drawing arcs centered on each runway threshold and joining those arcs with tangent lines. The arcs are related to aircraft categories: A 1.3 NM; B 1.5NM; C 1.7NM; D 2.3 NM; E 4.5 NM. Staying within the prescribed arc for your speed category will insure a minimum obstacle clearance of 300 feet.
A helicopter is considered to be in category A [speed up to 90 knots] for all approaches. How ever if maneuvering for a circling approach at speeds above 90 knots then the appropriate circling minima for the speed category should be applied to ensure obstacle clearance. i.e. if maneuvering at 125 knots then the minima associated for a category C aircraft should be applied.
Flying ILS approaches:
When I was an IFR instructor pilot I encouraged pilots to maintain glide slope (GS) with collective. Reason; it was simple, effective and it gave them something to work with.
A Flight director in either FW or RW flies the GS using pitch, power {collective or throttles} is used to control airspeed.
In reality flying a glide slope is a combination of both pitch an attitude. When an immediate rectification is required pitch (cyclic) is the most effective; for minor trend variations collective would be more appropriate.
I use a combination of both when on the GS. A 3-degree glide slope is a decent of 318 feet per nautical mile. A good rule of thumb to determine the rate of decent required to maintain a 3 degree glide slope is:
AS/2 * 10= ROD, example: 120knots/2 *10= 600 ft per min..
I would then adjust attitude and power to maintain AS and ROD.
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instrument a/c handling
The Canadian IPM has: collective= altitude control, cyclic= airspeed control, and t/r pedals= trim.
Nick L., is that not the reason for the PBA.... maintains attitude thereby maintaining airspeed during collective inputs???
I was told that the DAFCS computers ( HP's/ AP's) substitute for the PBA action during the ILS for example.
I am not disagreeing with anyone here. I just want to know how the a/c systems( S76) are designed to be used.
As well, during my instrument training years ago, I was taught that chasing altitude with cyclic is a big no-no.
Anyone else( from Canadan training background) care to add.
Gratzie!!
D.K
Nick L., is that not the reason for the PBA.... maintains attitude thereby maintaining airspeed during collective inputs???
I was told that the DAFCS computers ( HP's/ AP's) substitute for the PBA action during the ILS for example.
I am not disagreeing with anyone here. I just want to know how the a/c systems( S76) are designed to be used.
As well, during my instrument training years ago, I was taught that chasing altitude with cyclic is a big no-no.
Anyone else( from Canadan training background) care to add.
Gratzie!!
D.K
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Woolf, the paragraph's from the US TERPS explain the application of approach catagories. FAR 97 does authorize helicopters to use Cat A minimums, if you look at "copter only" procedures the max airspeed is 90 knots. The speed limit is not because of stall speed. It's a limit because of the size of the airspace protected for the approach procedure.
JHR
212. APPROACH CATEGORIES (CAT). Aircraft performance differences have an effect on the airspace and visibility needed to perform certain maneuvers. Because of these differences, aircraft manufacturer/operational directives assign an alphabetical category to each aircraft so that the appropriate obstacle clearance areas and landing and departure minimums can be established in accordance with the criteria in this order. The categories used and referenced throughout this order are Category A, B, C, D, and/or E. Aircraft categories are defined in Part 97.
213. APPROACH CATEGORY APPLICATION. The approach category operating characteristics must be used to determine turning radii minimums and obstacle clearance areas for circling and missed approaches.
JHR
212. APPROACH CATEGORIES (CAT). Aircraft performance differences have an effect on the airspace and visibility needed to perform certain maneuvers. Because of these differences, aircraft manufacturer/operational directives assign an alphabetical category to each aircraft so that the appropriate obstacle clearance areas and landing and departure minimums can be established in accordance with the criteria in this order. The categories used and referenced throughout this order are Category A, B, C, D, and/or E. Aircraft categories are defined in Part 97.
213. APPROACH CATEGORY APPLICATION. The approach category operating characteristics must be used to determine turning radii minimums and obstacle clearance areas for circling and missed approaches.
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JHR,
The Catagory is tied to the stall speed, directly, since the approach speed, which deternines the catagory, is based on 1.3Vso.
Helicopters have no stall speed, and they can decel independant of their descent angle (they are direct lift machines) thus the Catagory a helo uses is always Catagory A. The exception is where the speed restriction is declared as 90 knots (or 70 for designated GPS approaches), sometimes imposed for copter only approaches, and when you halve the visibility.
The Catagory is tied to the stall speed, directly, since the approach speed, which deternines the catagory, is based on 1.3Vso.
Helicopters have no stall speed, and they can decel independant of their descent angle (they are direct lift machines) thus the Catagory a helo uses is always Catagory A. The exception is where the speed restriction is declared as 90 knots (or 70 for designated GPS approaches), sometimes imposed for copter only approaches, and when you halve the visibility.
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In the below example if doing an approach to rwy 25 at YGR the MDA would be 300 feet. If doing the approach to runway 25 with the intention of circling for rwy 16 or 07 your MDA would be 540 feet if your manuvering speed was up to 120 knots. Should the pilot choose to manuever at 125 knots then the MDA would be 560 feet to comply with obstacle clearance requirements.
(NOT FOR NAVIGATION)
(NOT FOR NAVIGATION)
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Straight-in and circling approaches are not the same thing. A helicopter is always Cat A for a straight-in approach, but for circling the speed used in the circling maneuver applies. But to me this is a moot point, because why would you ever want to circle to land at more than 90 kts in a helicopter? In fact, why would you circle to land at all, unless instructed specifically to do so by the tower, or if flying an approach that is specifically a circling approach? We fly a straight-in approach, and then perhaps turn into the wind while air-taxiing for the final touchdown, while over the runways or ramp, but this isn't a circling maneuver.
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GLSNightPilot I agree with you.
The point I was trying to make is that; if for some reason you have to circle for a runway[especially at night] other than the one that you've flown the approach to because of wind, weather, ATC then in order to meet obstacle clearance requirements you have to maintain the minimum altitude appropriate for the speed flown.
As an aircraft doubles its speed the turning radius quadrupules.
The point I was trying to make is that; if for some reason you have to circle for a runway[especially at night] other than the one that you've flown the approach to because of wind, weather, ATC then in order to meet obstacle clearance requirements you have to maintain the minimum altitude appropriate for the speed flown.
As an aircraft doubles its speed the turning radius quadrupules.
IHL, the speed analogy hits the nail on the head (though our deceleration is not limited by stall), and that is why I adjust minima (straight in or circling) to suit my selection of finals speed. More importantly, I select a finals speed to be under the limit of the minima I anticipate requiring. Though I see Nick's point of always being CAT A, I prefer a more conservative interpretation of our Oz regs: the finals speed determines minima at the missed approach point/DH.
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Nick:
Where are the words that say "Helicopters are always Cat A regardless of approach speed."?
From the number of times I've heard the opposite, there are a lot of folks who don't know that, and we need to make sure we get the word out.
Where are the words that say "Helicopters are always Cat A regardless of approach speed."?
From the number of times I've heard the opposite, there are a lot of folks who don't know that, and we need to make sure we get the word out.
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The important thing for this speed question (from a legal standpoint) is that the Catagory speed for a helicopter has NOTHING to do with your speed on approach, it is, by FAR, Catagory A for airplane instrument procedures:
"(d-1) Copter procedures means helicopter procedures, with applicable
minimums as prescribed in Sec. 97.35 of this part. Helicopters may also
use other procedures prescribed in Subpart C of this part and may use
the Category A minimum descent altitude (MDA) or decision height (DH).
The required visibility minimum may be reduced to one-half the published
visibility minimum for Category A aircraft, but in no case may it be
reduced to less than one-quarter mile or 1,200 feet RVR."
http://www.gofir.com/fars/part97/
Let me be very specific. If I have a 156 knot helicopter, and I fly an ILS at 156 knots, I use Catagory A mins and I would be legal. It is also quite possible that an ILS to JFK or Heathrow at this speed would allow me to break out at mins at 156 knots, slow to a hover, and then have to reaccelerate to get to the ramp.
Note that several types of Copter procedures exist, and they specify the maximum speed on approach, and have no Catagories. Of special note are the new GPS 70 knot "T" procedures, which must be flown at 70, because you will not fit around the T if you are going very much faster.
From a non-legal standpoint, the idea of being slower at night, or when the wx is poor, or when you feel it is right, is certainly good sound airmanship!
"(d-1) Copter procedures means helicopter procedures, with applicable
minimums as prescribed in Sec. 97.35 of this part. Helicopters may also
use other procedures prescribed in Subpart C of this part and may use
the Category A minimum descent altitude (MDA) or decision height (DH).
The required visibility minimum may be reduced to one-half the published
visibility minimum for Category A aircraft, but in no case may it be
reduced to less than one-quarter mile or 1,200 feet RVR."
http://www.gofir.com/fars/part97/
Let me be very specific. If I have a 156 knot helicopter, and I fly an ILS at 156 knots, I use Catagory A mins and I would be legal. It is also quite possible that an ILS to JFK or Heathrow at this speed would allow me to break out at mins at 156 knots, slow to a hover, and then have to reaccelerate to get to the ramp.
Note that several types of Copter procedures exist, and they specify the maximum speed on approach, and have no Catagories. Of special note are the new GPS 70 knot "T" procedures, which must be flown at 70, because you will not fit around the T if you are going very much faster.
From a non-legal standpoint, the idea of being slower at night, or when the wx is poor, or when you feel it is right, is certainly good sound airmanship!
Last edited by NickLappos; 6th Feb 2005 at 00:18.
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Nick,
The current US Airmans Information Manual helps clear up the issue. The entire TERPS manual is incorporated into the current FAR 97. Paragraph 212 & 213 detail how the aircraft approach catagories are used to determin obstacle clearance during approach construction. It's certainly possible to fly the ILS to JFK at 150 Kts, land and have to accellerate to get to the ramp. It's done every day by 747's and other large aircraft. When you are flying the approach to BFE and the straight in CAT B minimum is higher than the CAT A minimum I think you need to concider what you may run into during the missed approach segment if you fly the higher airspeed.
10-1-2. Helicopter Instrument Approaches
a. Helicopters are capable of flying any published 14 CFR Part 97, Standard Instrument Approach Procedures (SIAPs), for which they are properly equipped, subject to the following limitations and conditions:
1. Helicopters flying conventional (non-Copter) SIAPs may reduce the visibility minima to not less than one half the published Category A landing visibility minima, or 1/4 statue mile visibility/1200 RVR, whichever is greater. No reduction in MDA/DA is permitted. The reference for this is 14 CFR Section 97.3, Symbols and Terms used in Procedures, (d-1). The helicopter may initiate the final approach segment at speeds up to the upper limit of the highest approach category authorized by the procedure, but must be slowed to no more than
90 KIAS at the missed approach point (MAP) in order to apply the visibility reduction. Pilots are cautioned that such a decelerating approach may make early identification of wind shear on the approach path difficult or impossible. If required, use the Inoperative Components and Visual Aids Table provided in the front cover of the U.S. Terminal Procedures Volume to derive the Category A minima before applying the 14 CFR Section 97.3(d-1) rule.
2. Helicopters flying Copter SIAPs may use the published minima, with no reductions allowed. The maximum airspeed is 90 KIAS on any segment of the approach or missed approach.
3. Helicopters flying GPS Copter SIAPs must limit airspeed to
90 KIAS or less when flying any segment of the procedure, except speeds must be limited to no more than 70 KIAS on the final and missed approach segments. Military GPS Copter SIAPs are limited to no more than 90 KIAS throughout the procedure. If annotated, holding may also be limited to no more than 70 KIAS. Use the published minima, no reductions allowed.
JHR
NOTE-
The current US Airmans Information Manual helps clear up the issue. The entire TERPS manual is incorporated into the current FAR 97. Paragraph 212 & 213 detail how the aircraft approach catagories are used to determin obstacle clearance during approach construction. It's certainly possible to fly the ILS to JFK at 150 Kts, land and have to accellerate to get to the ramp. It's done every day by 747's and other large aircraft. When you are flying the approach to BFE and the straight in CAT B minimum is higher than the CAT A minimum I think you need to concider what you may run into during the missed approach segment if you fly the higher airspeed.
10-1-2. Helicopter Instrument Approaches
a. Helicopters are capable of flying any published 14 CFR Part 97, Standard Instrument Approach Procedures (SIAPs), for which they are properly equipped, subject to the following limitations and conditions:
1. Helicopters flying conventional (non-Copter) SIAPs may reduce the visibility minima to not less than one half the published Category A landing visibility minima, or 1/4 statue mile visibility/1200 RVR, whichever is greater. No reduction in MDA/DA is permitted. The reference for this is 14 CFR Section 97.3, Symbols and Terms used in Procedures, (d-1). The helicopter may initiate the final approach segment at speeds up to the upper limit of the highest approach category authorized by the procedure, but must be slowed to no more than
90 KIAS at the missed approach point (MAP) in order to apply the visibility reduction. Pilots are cautioned that such a decelerating approach may make early identification of wind shear on the approach path difficult or impossible. If required, use the Inoperative Components and Visual Aids Table provided in the front cover of the U.S. Terminal Procedures Volume to derive the Category A minima before applying the 14 CFR Section 97.3(d-1) rule.
2. Helicopters flying Copter SIAPs may use the published minima, with no reductions allowed. The maximum airspeed is 90 KIAS on any segment of the approach or missed approach.
3. Helicopters flying GPS Copter SIAPs must limit airspeed to
90 KIAS or less when flying any segment of the procedure, except speeds must be limited to no more than 70 KIAS on the final and missed approach segments. Military GPS Copter SIAPs are limited to no more than 90 KIAS throughout the procedure. If annotated, holding may also be limited to no more than 70 KIAS. Use the published minima, no reductions allowed.
JHR
NOTE-
What is wrong with the world.
Why are we discussing the protected airspace in the event of a go-around, when, as helicopter pilots, we "should" never even have to consider this event.
I want zero/zero approaches. I want them now. I want to fly the glide at max continous Q, slowing to 50 at 4 miles if wx warrants, and then land - EVERY TIME. I'm fed up of pretending my aircraft is an aeroplane.
I dream of the possible - when will the rest of the world join me??
(Dontcha love red wine....specially the second bottle............
)
Why are we discussing the protected airspace in the event of a go-around, when, as helicopter pilots, we "should" never even have to consider this event.
I want zero/zero approaches. I want them now. I want to fly the glide at max continous Q, slowing to 50 at 4 miles if wx warrants, and then land - EVERY TIME. I'm fed up of pretending my aircraft is an aeroplane.
I dream of the possible - when will the rest of the world join me??
(Dontcha love red wine....specially the second bottle............
)