Aero-Tips!

A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.") It's part of what makes aviation so exciting for all of us... just when you think you've seen it all, along comes a scenario you've never imagined.

Aero-News has called upon the expertise of Thomas P. Turner, master CFI and all-around-good-guy, to bring our readers -- and us -- daily tips to improve our skills as aviators, and as representatives of the flying community. Some of them, you may have heard before... but for each of us, there will also be something we might never have considered before, or something that didn't "stick" the way it should have the first time we memorized it for the practical test.

It is our unabashed goal that "Aero-Tips" will help our readers become better, safer pilots -- as well as introducing our ground-bound readers to the concepts and principles that keep those strange aluminum-and-composite contraptions in the air... and allow them to soar magnificently through it.

Look for our daily Aero-Tips segments, coming each day to you through the Aero-News Network. Suggestions for future Aero-Tips are always welcome, as are additions or discussion of each day's tips. Remember... when it comes to being better pilots, we're all in this together.

Aero-Tips 04.28.06

I’m fascinated with helicopters. I even considered joining the National Guard after my stint in the Air Force, just to qualify in rotary-wing aircraft (side note: the Guard wanted me to attend Warrant Officer School even though I was an Air Force captain. I understand the need for indoctrination, but basic training is something you should only have to do once in a lifetime).

I don’t know why, but the concept of a helicopter flying a "fixed-wing" instrument approach procedure struck me as odd. Couldn’t a helicopter simply park itself over the missed approach point and descend at a very low rate until breaking out or (if the MAP was over the prepared surface) until actually touching down? Such a thought, of course, stems from my ignorance of rotary-wing aerodynamics.

Helicopter approach procedures

As it turns out, however, the unique attributes of helicopters do permit lower instrument approach minima than fixed-wing airplanes flying the same procedure. Aeronautical Information Manual (AIM) section 10-1-2 explains that...

• Helicopters flying conventional (non-Copter) instrument approach procedures 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.

Why? Because helicopters may not be able to "descend vertically over the MAP" like I earlier thought, but they can fly much slower than fixed-wing airplanes, and may be able to pull into an out-of-ground-effect hover if needed... fixed-wing pilots, imagine being able to "stop and think about it" inside the outer marker!

• No reduction in MDA/DA is permitted.

Minimum Descent Altitude (MDA) and Decision Altitude (DA, often referred to as Decision Height) are not negotiable because they are obstacle-clearance minima. Even at a helicopter-ishly slow speed you don’t want to run into the ground or a tower.

Aero-tip of the day: If like me you’re not a rotary-wing pilot, the most important thing to learn from special helicopter approach procedures is that a report a helicopter has landed out of a low-IFR approach does not necessarily mean conditions are good enough for a fixed-wing airplane.

FMI: Aero-Tips