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night with a minimum ceiling of 300 feet. If prior to commencing the approach the pilot determines the
reported visibility is 3/4 SM during the day the pilot descends IMC to an altitude no lower than the MDA and
transitions to VMC. If the pilot determines prior to the MAP that the flight visibility is less than 1/2 SM in the
visual segment a missed approach must be executed at the MAP.
Figure 7-16. Point-in-Space Approach Examples.
7-17
approach segment protection is not provided between
the MAP and the heliport. As soon as practicable after
reaching the MAP, the pilot advises ATC whether cancelling IFR and proceeding visually, or executing the
missed approach.
INADVERTENT IMC
Whether it is a corporate or HEMS operation, helicopter pilots sometimes operate in challenging weather
conditions. An encounter with weather that does not
permit continued flight under VFR might occur when
conditions do not allow for the visual determination of
a usable horizon (e.g., fog, snow showers, or night
operations over unlit surfaces such as water). Flight in
conditions of limited visual contrast should be avoided
since this can result in a loss of horizontal or surface
reference, and obstacles such as wires become perceptually invisible. To prevent spatial disorientation, loss
of control (LOC) or CFIT, pilots should slow the helicopter to a speed that will provide a controlled
deceleration in the distance equal to the forward visibility. The pilot should look for terrain that provides
sufficient contrast to either continue the flight or to
make a precautionary landing. If spatial disorientation
occurs, and a climb into instrument meteorological conditions is not feasible due to fuel state, icing conditions,
equipment, etc., make every effort to land the helicopter
with a slight forward descent to prevent any sideward or
rearward motion.
All helicopter pilots should receive training on
avoidance and recovery from inadvertent IMC with
emphasis on avoidance. An unplanned transition
from VFR to IFR flight is an emergency that involves
a different set of pilot actions. It requires the use of
different navigation and operational procedures,
interaction with ATC, and crewmember resource
management (CRM). Consideration should be given
to the local flying area’s terrain, airspace, air traffic
facilities, weather (including seasonal affects such
as icing and thunderstorms), and available
airfield/heliport approaches.
Training should emphasize the identification of circumstances conducive to inadvertent IMC and a
strategy to abandon continued VFR flight in deteriorating conditions.
3
This strategy should include a
minimum altitude/airspeed combination that provides for an off-airport/heliport landing, diverting
to better conditions, or initiating an emergency
transition to IFR. Pilots should be able to readily
identify the minimum initial altitude and course in
order to avoid CFIT. Current IFR en route and
approach charts for the route of flight are essential.
A GPS navigation receiver with a moving map provides exceptional situational awareness for terrain
and obstacle avoidance.
Training for an emergency transition to IFR should
include full and partial panel instrument flight,
unusual attitude recovery, ATC communications, and
instrument approaches. If an ILS is available and the
helicopter is equipped, an ILS approach should be
made. Otherwise, if the helicopter is equipped with
an IFR approach-capable GPS receiver with a current database, a GPS approach should be made. If
neither an ILS nor GPS procedure is available use
another instrument approach.
Upon entering inadvertent IMC, priority must be given
to control of the helicopter. Keep it simple and take one
action at a time.
• Control. First use the wings on the attitude indicator to level the helicopter. Maintain heading
and increase to climb power. Establish climb airspeed at the best angle of climb but no slower
than V MINI .
• Climb. Climb straight ahead until your crosscheck is established. Then make a turn only to
avoid terrain or objects. If an altitude has not been
previously established with ATC to climb to for
inadvertent IMC, then you should climb to an
altitude that is at least 1,000 feet above the highest known object, and that allows for contacting
ATC.
• Communicate. Attempt to contact ATC as soon
as the helicopter is stabilized in the climb and
headed away from danger. If the appropriate
frequency is not known you should attempt to
contact ATC on either VHF 121.5 or UHF
243.0. Initial information provided to ATC
should be your approximate location, that inadvertent IMC has been encountered and an
　
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