Copter Only Approaches to An Airport or  Heliport  Copter GPS Approaches to an Airport or  Heliport  7-10  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.  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.  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.  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.  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.  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 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.  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.  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. 