AIM

4/20/23

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5

Helicopter IFR Operations

(d)

Upon reaching the published MAP, or as soon as practicable thereafter, the pilot should advise ATC

whether proceeding visually and canceling IFR or complying with the missed approach instructions. See
paragraph 5

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15, Canceling IFR Flight Plan.

(e)

Where any necessary visual reference requirements are specified by the FAA, at least one of the

following visual references for the intended heliport is visible and identifiable before the pilot may proceed
visually:

(1)

FATO or FATO lights.

(2)

TLOF or TLOF lights.

(3)

Heliport Instrument Lighting System (HILS).

(4)

Heliport Approach Lighting System (HALS).

(5)

Visual Glideslope Indicator (VGSI).

(6)

Windsock or windsock light.

(7)

Heliport beacon.

(8)

Other facilities or systems approved by the Flight Technologies and Procedures Division

(AFS

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400).

2. Approach to a Point

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in

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Space (PinS).

 At locations where the MAP is located more than 2 SM from

the landing area, or the path from the MAP to the landing area is populated with obstructions which require
avoidance actions or requires turn greater than 30 degrees, a PinS Proceed VFR procedure may be developed.
These approaches are annotated “PROCEED VFR FROM (named MAP) OR CONDUCT THE SPECIFIED
MISSED APPROACH.”

(a)

These procedures require the pilot, at or prior to the MAP, to determine if the published minimum

visibility, or the weather minimums required by the operating rule

 

(e.g., Part 91, Part 135, etc.), or operations

specifications (whichever is higher) is available to safely transition from IFR to VFR flight. If not, the pilot must
execute a missed approach. For Part 135 operations, pilots may not begin the instrument approach unless the
latest weather report indicates that the weather conditions are at or above the authorized IFR minimums or the
VFR weather minimums (as required by the class of airspace, operating rule and/or Operations Specifications)
whichever is higher.

(b)

Visual contact with the landing site is not required; however, the pilot must have the appropriate VFR

weather minimums throughout the visual segment. The visibility is limited to no lower than that published in
the procedure, until canceling IFR.

(c)

IFR obstruction clearance areas are not applied to the VFR segment between the MAP and the landing

site. Pilots are responsible for obstacle or terrain avoidance from the MAP to the landing area.

(d)

Upon reaching the MAP defined on the approach procedure, or as soon as practicable thereafter, the

pilot should advise ATC whether proceeding VFR and canceling IFR, or complying with the missed approach
instructions. See paragraph 5

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15, Canceling IFR Flight Plan.

(e)

If the visual segment penetrates Class B, C, or D airspace, pilots are responsible for obtaining a Special

VFR clearance, when required.

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4. The Gulf of Mexico Grid System

a.

On October 8, 1998, the Southwest Regional Office of the FAA, with assistance from the Helicopter

Safety Advisory Conference (HSAC), implemented the world’s first Instrument Flight Rules (IFR) Grid System
in the Gulf of Mexico. This navigational route structure is completely independent of ground

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based navigation

aids (NAVAIDs) and was designed to facilitate helicopter IFR operations to offshore destinations. The Grid
System is defined by over 300 offshore waypoints located 20 minutes apart (latitude and longitude). Flight plan