POINT IN SPACE (offshore) IFR approach
(Offshore Cloud break procedure)
We currently have a small dilemma here in China which I would like to see rectified. We have CAAC approval for the standard NDB/ARA approach to the rig , albeit to slightly higher minima. This serves us well for the outbound trip.
Inbound , if the weather is really ugly then we have access to an ILS at destination but it requires some extra off route flying time.
Our track from the field to helibase (which is for all practical purposes , on the beach) , takes us over a small island located 5 miles offshore (highest point 600 feet)
Invariably ATC has us descend to 1000 feet and report that we have this island in sight before he will give us clearance to make a VFR approach. Fair enough.
The “ugly” weather here in the tropics is very rarely cloud base below 500 feet. (Visibility is another matter. When the rain starts it can drop the visibility down to damn near zero.)
For those days when the Wx is not ILS ugly (but am in cloud at normal cruising 2000 feet) , I would sooner letdown , on track to say 500 feet but 5 miles back from the previously mentioned island and motor in to say 2 miles (Chinese VFR requires 1.6 nm vis). If I cannot see the island at this juncture then it is time to turn around and request clearance to the ILS.
This let down as mentioned above would be with the aid of NDB , DME , GPS and Wx radar.
When I was with Shell Brunei many moons ago , they had a “point in space” approach that allowed just such a let down.
Now here is my request from all you folk out there. I have a better chance of getting a CAAC approval IF I can show that other civil aviation authorities regularly give such approvals to IFR heli ops.
Could you please send me your ideas but better still your “point in space” cloud break procedures if you have them.
Tanks muchly
Peter
