(whichever is higher). The visibility is limited to no lower  than that published in the procedure until canceling IFR. If  VFR minimums do not exist, then the published MAP must  be executed. The pilot must contact air traffic control (ATC)  upon reaching the MAP, or as soon as practical after that, and  advise whether executing the missed approach or canceling  IFR and proceeding VFR.  To proceed VFR in uncontrolled airspace, Part 135 operators  must observe minimum regulatory VFR conditions, but  under some conditions, such as provided for in 14 CFR  135.613 for HAA operators, specific weather minimums are  required when near the MAP and the heliport of intended  landing. These minimums apply regardless of whether the  approach is located on the plains of Oklahoma or in the  Colorado mountains. However, for heliports located farther  than 3 NM from the heliport, Part135 HAA operators are  held to an even higher standard and the minimums and  lighting conditions contained in Figure 7-15 apply to the  entire route. Mountainous terrain at night with low light  conditions requires a ceiling of 1,000 feet and either 3 SM or  5 SM visibility depending on whether it has been determined  as part of the operator’s local flying area.  In Class B, C, D, and E surface area airspace, a SVFR clearance  may be obtained if SVFR minimums exist. On your flight plan,  give ATC a heads up about your intentions by entering the  following in the remarks section: “Request SVFR clearance  after the MAP.”  The note associated with these procedures is: “PROCEED  VISUALLY FROM (NAMED MAP) OR CONDUCT THE  SPECIFIED MISSED APPROACH.” Due to their unique  characteristics, these approaches require training. They  are developed for hospitals, oil rigs, private heliports, etc.  As Specials, they require Flight Standards approval by a  Letter of Authorization (LOA) for Part 91 operators or by  OpSpecs for Part 135 operators. For public procedures, the  heliport associated with these procedures must be located  within 2 SM of the MAP, the visual segment between the  MAP and the heliport evaluated for obstacle hazards,  and the heliport must meet the appropriate VFR heliport  recommendations of AC 150/5390-2, Heliport Design.  The PinS optimum location is 0.65 NM from the heliport.  This provides an adequate distance to decelerate and land  from an approach speed of 70 KIAS. Certain airframes may  be certified to fly at reduced V$_{MINI}$ or below V$_{MINI}$ speeds  as a result of flight control design or adherence to AC  29-2, Certification of Transport Category Rotorcraft. In  these cases, an approach procedure stating the minimum  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 or VFR  minimums as required by the class of airspace, operating rule  and/or OpSpecs, whichever is higher. Visual contact with the  landing site is not required; however, prior to the MAP, for  either Part 91 or 135 operators, the pilot must determine if  the flight visibility meets the basic VFR minimums required  by the class of airspace, operating rule and/or OpSpecs  The note associated with these procedures is: “PROCEED  VFR FROM (NAMED MAP) OR CONDUCT THE SPECIFIED  MISSED APPROACH.” They may be developed as a special  or public procedure where the MAP is located more than 2  SM from the landing site, the turn from the final approach  to the visual segment is greater than 30 degrees, or the VFR  segment from the MAP to the landing site has obstructions  that require pilot actions to avoid them. Figure 7-13 is an  example of a public PinS approach that allows the pilot to  fly to one of four heliports after reaching the MAP.  Helicopter approaches to VFR heliports are normally  developed either as public procedures to a PinS that may  serve more than one heliport or as a special procedure to  a specific VFR heliport that requires pilot training due to its  unique characteristics. These approaches can be developed  using very high frequency omni-directional range (VOR)  or automatic direction finder (ADF), but area navigation  (RNAV) using GPS is the most common system used today.  RNAV using the WAAS offers the most advantages because  it can provide lower approach minimums, narrower route  widths to support a network of approaches, and may  allow the heliport to be used as an alternate. A majority  of the special procedures to a specific VFR heliport are  developed in support of HAA operators and have a “Proceed  Visually” segment between the MAP and the heliport.  Public procedures are developed as a PinS approach with a  “Proceed VFR” segment between the MAP and the landing  area. These PinS “Proceed VFR” procedures specify a course  and distance from the MAP to the available heliports in the  area.  segment instead of the 40:1 OCS used for the airplane is  that obstacles that penetrate the 40:1 missed approach  segment may not have to be considered. The result is  the DA/MDA may be lower for helicopters than for other  aircraft. The minimum required climb gradient of 400 ft/  NM for the helicopter in a missed approach provides 96  feet of required obstacle clearance (ROC) for each NM of  flightpath.  Helicopter Approaches to VFR Heliports  Approach to a PinS  Approach to a Specific VFR Heliport  7-14 