90KTS is not too fast if there is faster traffic behind you. The FARs don't give much guidance. They only tell you who, what where or when. If you want "how", go to the AIM. (It says on the cover that its The Official Guide to Basic Info AND ATC procedures) Go to para 5-4-7. They stripped out a lot for the current year. Last years edition said that if you wanted Cat A minimums, you had to hold a stabilized airspeed from FAF to MAP. BTW, anybody know where I can find the FAA definition for stabilized airspeed? Its not in FAR 1.1 or AIM glossary. Previous years editions said that you had to fly the entire procedure at a Stabilized Airspeed. Procedure turn outbound,FAF inbound. Sounds like that should slow everybody up. The whole idea of slipping into approach cat B or higher is not too likely. Look at the approach light arrays at destinations with ILS. They burn through the soup nicely. Cat A through D usually have the same minimums. Full disclosure: I am IFR rated in both airplanes and helos. Helo pilots go to AIM para 10-1-2 for guidance. A helo can get vectors to the localizer (at, say KIAH) capture the GS at more than 25 miles out and 5,000', pass the FAF at 155KTS with the gear still up and an air liner, number two behind you. ATC request that you keep your speed up. Within 7 or 8 miles DME from the MAP, select DECL on the flight director and the AP starts a deceleration. Get the wipers at 140KTS and drop the gear at 130. The AP brings you over the RW at 70KTS and 50'. Run it on, get on the brakes, Make the first turn off.. If you have time to kill, read both paragraphs that are cited. Helos like to get into approach cat A. IAW Aim para 10-1-2, a helo appr cat is determined at whatever speed it passes the MAP at. 90 kts or less means you can go to FAR 97.3 (C) for bonus points. You may then cut the required visibility in half to not less than 1/4 mile or RVR 1200.