U.S. DEPARTMENT OF TRANSPORTATION
MASTER MINIMUM EQUIPMENT LIST
FEDERAL AVIATION ADMINISTRATION
AIRCRAFT:
BH-206/407 SERIES
REVISION NO: 3
DATE: 12/22/2008
PAGE:
1. 2. NUMBER INSTALLED
3. NUMBER REQUIRED FOR DISPATCH
SYSTEM &
SEQUENCE
NUMBERS
ITEM
4. REMARKS OR EXCEPTIONS
28 FUEL
1. Fuel Quantity Gauge DELETED. |
2.
***
Auxiliary Fuel Tank D - 0 May be inoperative provided:
a) Flight is not predicated upon
the use of the system,
and
b) Auxiliary tank fuel is
considered in weight and
balance computations.
3. Fuel Low Warning Caution
Light System(206A and
206B only)
DELETED. |
|
|
(206L series and407
only)
DELETED. |
|
4.
***
Solenoid Drain Valve
System
D - 0 (O) May be inoperative provided the
manual drain valve is verified
closed prior to flight.
5. Fuel Boost Pump(Twin
engine models only)
B 4 3 One aft boost pump may be
inoperative.
6. Fuel Flow Indicator
(Twin engine models
only)
B 2 0
SAMPLE NOT FOR ACTUAL USE
Figure 7-6. Example of a Minimum Equipment List (MEL).
and efficiently control the helicopter in IFR operations.
Formal training in the use of these systems is highly
recommended for all pilots.
During flight operations, you must be aware of the mode
of operation of the augmentation system and the control
logic and functions employed. [Figure 7-2]
Helicopter VFR Minimums
Helicopters have the same VFR minimums as airplanes
with two exceptions. In Class G airspace or under a special
visual flight rule (SVFR) clearance, helicopters have no
minimum visibility requirement but must remain clear of
clouds and operate at a speed that is slow enough to give
the pilot an adequate opportunity to see other aircraft or an
obstruction in time to avoid a collision. Helicopters are also
authorized (14 CFR Part 91, appendix D, § 3) to obtain SVFR
clearances at airports with the designation NO SVFR on the
sectional chart or in the Chart Supplement (CS). Figure 7-7
shows the visibility and cloud clearance requirements for
VFR and SVFR. However, lower minimums associated with
Class G airspace and SVFR do not take the place of the VFR
minimum requirements of either Part 135 regulations or
respective OpSpecs.
Knowledge of all VFR minimums is required in order to
determine if a PinS approach can be conducted or if a SVFR
clearance is required to continue past the (MAP). These
approaches and procedures are discussed in detail later.
Helicopter IFR Takeoff Minimums
14 CFR Part 91 imposes no takeoff minimums on the
helicopter pilot. However, Rotorcraft Flight Manuals
may require the helicopter to attain at least Vmini before
entering IMC. For most helicopters, this requires a distance
of approximately 1⁄2 mile and an altitude of 100 feet. If
departing with a steeper climb gradient, some helicopters
may require additional altitude to accelerate to V MINI.
To maximize safety, always consider using the Part 135
operator standard takeoff visibility minimum of 1⁄2 statute
mile (SM) or the charted departure minima, whichever is
higher. A charted departure that provides protection from
obstacles has either a higher visibility requirement, climb
gradient, and/or departure path. Part 135 operators are
required to adhere to the takeoff minimums prescribed in
the instrument approach procedures (IAPs) for the airport.
Helicopter IFR Alternates
The pilot must file for an alternate if weather reports and
forecasts at the proposed destination do not meet certain
minimums. These minimums differ for Part 91 and Part
135 operators.
Figure 7-7. Helicopter VFR minimums.
Airspace
Class A
Class B
Class C
Class D
Class E
Less than
10,000 feet MSL
At or above
10,000 feet MSL
Class G
1,200 feet or less
above the surface
(regardless of MSL altitude)
Day, except as provided
in §91.155(b)
Night, except as provided
in §91.155(b)
More than 1,200 feet above
the surface but less than
10,000 feet MSL
Day
Night
More than 1,200 feet
above the surface and at
or above 10,000 feet MSL
B, C, D, E, Surface Area
Airspace SVFR Minimums
Day
Night
Flight
visibility
Not
applicable
3 SM
3 SM
3 SM
3 SM
5 SM
1/2 SM
None
1 SM
3 SM
5 SM
None
None
Distance from clouds
Not applicable
Clear of clouds
500 feet below
1,000 feet above
2,000 feet horizontal
500 feet below
1,000 feet above
2,000 feet horizontal
500 feet below
1,000 feet above
2,000 feet horizontal
1,000 feet below
1,000 feet above
1 statue mile horizontal
Clear of clouds
Clear of clouds
500 feet below
1,000 feet above
2,000 feet horizontal
500 feet below
1,000 feet above
2,000 feet horizontal
1,000 feet below
1,000 feet above
1 statute mile horizontal
Clear of clouds
Clear of clouds
Helicopter VFR Minimums
Part 91 Operators
Part 91 operators are not required to file an alternate if, at
the estimated time of arrival (ETA) and for 1 hour after, the
ceiling is at least 1,000 feet above the airport elevation or
400 feet above the lowest applicable approach minima,
whichever is higher, and the visibility is at least 2 SM. If an
alternate is required, an airport can be used if the ceiling is
at least 200 feet above the minimum for the approach to
be flown and visibility is at least 1 SM, but never less than
the minimum required for the approach to be flown. If no
instrument approach procedure has been published for the
alternate airport, the ceiling and visibility minima are those
allowing descent from the MEA, approach, and landing
under basic VFR.
Part 135 Operators
Part 135 operators are not required to file an alternate if,
for at least one hour before and one hour after the ETA,
the ceiling is at least 1,500 feet above the lowest circling
approach minimum descent altitude (MDA). If a circling
instrument approach is not authorized for the airport,
the ceiling must be at least 1,500 feet above the lowest
published minimum or 2,000 feet above the airport
elevation, whichever is higher. For the IAP to be used at
the destination airport, the forecasted visibility for that
airport must be at least 3 SM or 2 SM more than the lowest
applicable visibility minimums, whichever is greater.
Alternate landing minimums for flights conducted under 14
CFR Part 135 are described in the OpSpecs for that
operation. All helicopters operated under IFR must carry
enough fuel to fly to the intended destination, fly from that
airport to the filed alternate, if required, and continue for
30 minutes at normal cruising speed.
Helicopter Instrument Approaches
Many new helicopter IAPs have been developed to take
advantage of advances in both avionics and helicopter
technology.
Standard Instrument Approach Procedures to
an Airport
Helicopters flying standard instrument approach
procedures (SIAP) must adhere to the MDA or decision
altitude for Category A airplanes and may apply the 14
b) (1) “Copter procedures” means helicopter procedures
with applicable minimums as prescribed in §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 ½ the published
visibility minimum, but in no case may it be reduced
to less than one-quarter mile or 1,200 feet RVR.
97.3 Symbols and Terms Used in Procedures
Figure 7-8. Part 97 excerpt.
CFR Part 97.3 (d-1) rule to reduce the airplane Category A
visibility by half but in no case less than 1⁄4 SM or 1,200 RVR.
[Figure 7-8] The approach can be initiated at any speed up
to the highest approach category authorized; however, the
speed on the final approach segment must be reduced to
the Category A speed of less than 90 KIAS before the MAP in
order to apply the visibility reduction. A constant airspeed
is recommended on the final approach segment to comply
with the stabilized approach concept since a decelerating
approach may make early detection of wind shear on the
approach path more difficult. [Figure 7-9]
When visibility minimums must be increased for inoperative
components or visual aids, use the Inoperative Components
and Visual Aids Table (provided in the front cover of the U.S.
Terminal Procedures) to derive the Category A minima before
applying any visibility reduction. The published visibility
may be increased above the standard visibility minima due
to penetrations of the 20:1 and 34:1 final approach obstacle
identification surfaces (OIS). The minimum visibility required
for 34:1 penetrations is 3⁄4 SM and for 20:1 penetrations 1
SM, which is discussed in chapter 5 of this handbook. When
there are penetrations of the final approach OIS, a visibility
credit for approach lighting systems is not allowed for
either airplane or helicopter procedures that would result
Figure 7-9. Helicopter use of standard instrument approach procedures.
Procedure
Standard
Copter Procedure
GPS Copter Procedure
Helicopter Visibility Minima
The greater of: one half the
Category A visibility minima,
¼ statute mile visibility or
1,200 RVR unless annotated
(Visibility Reduction by
Helicopters NA.)
As published
As published
Helicopter MDA/DA
As published for
Category A
As published
As published
Maximum Speed Limitations
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 MAP in order to apply the
visibility reduction.
90 KIAS when on a published route/track.
90 KIAS when on a published route, track, or
holding, 70 KIAS when on the final approach
or missed approach segment. Military procedures
are limited to 90 KIAS for all segments.
Helicopter Use of Standard Instrument Approach Procedures
in values less than the appropriate 3⁄4 SM or 1 SM visibility
requirement. The 14 CFR Part 97.3 visibility reduction rule
does not apply, and you must take precautions to avoid
any obstacles in the visual segment. Procedures with
penetrations of the final approach OIS are annotated at the
next amendment with “Visibility Reduction by Helicopters
NA. ”
Until all the affected SIAPs have been annotated, an
understanding of how the standard visibilities are
established is the best aid in determining if penetrations
of the final approach OIS exists. Some of the variables in
determining visibilities are: decision altitude (DA)/MDA
height above touchdown (HAT), height above airport
(HAA), distance of the facility to the MAP (or the runway
threshold for non- precision approaches), and approach
lighting configurations.
The standard visibility requirement, without any credit
for lights, is 1 SM for non-precision approaches and 3⁄4
SM for precision approaches. This is based on a Category
A airplane 250–320 feet HAT/HAA; for non-precision
approaches a distance of 10,000 feet or less from the
facility to the MAP (or runway threshold). For precision
approaches, credit for any approach light configuration; for
non-precision approaches (with a 250 HAT) configured with
a Medium Intensity Approach Lighting System (MALSR),
Simplified Short Approach Lighting System (SSALR), or
Approach Lighting System With Sequenced Flashing Lights
(ALSF)-1 normally results in a published visibility of 1⁄2 SM.
Consequently, if an ILS is configured with approach lights
or a non-precision approach is configured with MALSR,
SSALR, or ALSF-1 lighting configurations and the procedure
has a published visibility of 3⁄4 SM or greater, a penetration
of the final approach OIS may exist. Also, pilots are unable
to determine whether there are penetrations of the final
approach OIS if a non-precision procedure does not have
approach lights or is configured with ODALS, MALS, or
SSALS/SALS lighting since the minimum published visibility
is 3⁄4 SM or greater.
As a rule of thumb, approaches with published visibilities of
3⁄4 SM or more should be regarded as having final approach
OIS penetrations and care must be taken to avoid any
obstacles in the visual segment.
Approaches with published visibilities of 1⁄2 SM or less are
free of OIS penetrations and the visibility reduction in Part
97.3 is authorized.
Copter Only Approaches to An Airport or
Heliport
Pilots flying Copter SIAPs, other than GPS, may use the
published minima with no reductions in visibility allowed.
The maximum airspeed is 90 KIAS on any segment of the
approach or missed approach. Figure 7-10 illustrates the
COPTER ILS or LOC RWY 13 approach at NewYork/La Guardia
(LGA) airport.
Copter ILS approaches to Category (CAT) I facilities with
DAs no lower than a 200-foot HAT provide an advantage
over a conventional ILS of shorter final segments and lower
minimums (based on the 20:1 missed approach surface).
There are also Copter approaches with minimums as low as
100-foot HAT and 1⁄4 SM visibility. Approaches with a HAT
below 200 feet are annotated with the note: “Special Aircrew
& Aircraft Certification Required” since the FAA must approve
the helicopter and its avionics, and the flight crew must have
the required experience, training, and checking.
The ground facilities (approach lighting, signal in space, hold
lines, maintenance, etc.) and air traffic infrastructure for CAT
II ILS approaches are required to support these procedures.
The helicopter must be equipped with an AP , FD, or head
up guidance system, alternate static source (or heated static
source), and radio altimeter. The pilot must have at least a
private pilot helicopter certificate, an instrument helicopter
rating, and a type rating if the helicopter requires a type
rating. Pilot experience requires the following flight times:
250 pilot in command (PIC), 100 helicopter PIC, 50 night
PIC, 75 hours of actual or simulated instrument flight time,
including at least 25 hours of actual or simulated instrument
flight time in a helicopter or a helicopter flight simulator, and
the appropriate recent experience, training and check. For
Copter CAT II ILS operations below 200 feet HAT, approach
deviations are limited to 1⁄4 scale of the localizer or glide
slope needle. Deviations beyond that require an immediate
missed approach unless the pilot has at least one of the visual
references in sight and otherwise meets the requirements of
14 CFR Part 91.175(c). The reward for this effort is the ability
to fly Copter ILS approaches with minima that are sometimes
below the airplane CAT II minima. The procedure to apply for
this certification is available from your local Flight Standards
District Office (FSDO).
Copter GPS Approaches to an Airport or
Heliport
Pilots flying Copter GPS or WAAS SIAPs must limit the speed
to 90 KIAS on the initial and intermediate segment of the
approach and to no more than 70 KIAS on the final and
missed approach segments. If annotated, holding may also
be limited to 90 KIAS to contain the helicopter within the
small airspace provided for helicopter holding patterns.
Figure 7-10. The COPTER ILS or LOC RWY 13 approach at New York/La Guardia (LGA) airport.
Figure 7-11. COPTER RNAV (GPS) 291° at Indianapolis Downtown Heliport.