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Inadvertent IMC
I feel I have to respond to your editorial
(“Stay Proficient”, Feb. 2010, page 4.) You
admit to having difficulty understanding
how inadvertent IMC is such an issue in
helicopters, so perhaps you’re not the only
one. Let’s examine what we really mean by
IIMC. … First off, while the IFR system in
the U.S. is probably the best in the world, it
is still ill-suited to many helicopter operations. Certainly, there are those operators
which use IFR very effectively, but the
reality is that in most cases they must take
advantage of deviations, exemptions and
other work-arounds in order to make the
system function—square peg, round hole.
The conventional wisdom for many
years has been that the solution to inadvertent IMC is IFR currency. But there are
two problems with this approach. First,
despite being adopted as policy by some
operators, it almost invariably degenerates
to lip service. In the real world of administrative and fiscal considerations it’s almost
impossible to maintain true IFR currency
(much less proficiency) in an operation
where most flights are conducted under
VFR. For one reason or another, it just
doesn’t happen. We delude our customers, our insurers, even ourselves that 15
minutes under a hood every three months
(or six months, or even a year) is suffi-cient… But secondly, and more importantly, there is a huge difference between
unplanned IFR and truly inadvertent
(unexpected) IMC in helicopters. You
may well ask how any pilot who considers
him/herself a professional could possibly
not see the situation developing and take
timely appropriate action. The answer is
that there are many factors involved, and
the combination can be pretty insidious.
It begins long before the pilot ever climbs
into the helicopter.
I file and fly IFR in helicopters on a regular basis, and I can tell you from personal
experience that even recent currency may
not be of much help when you unexpectedly find yourself without outside visual
reference. While sufficient instrument
practice can make almost anyone a good
instrument pilot, virtually no amount of
▶
instrument practice will make one a good
unexpected IMC pilot.
The key for operators is to create a
climate that doesn’t routinely place the
pilot in the untenable position of having
to decide to abort a flight in progress due
to weather. Either equip the aircraft such
that IIMC is a non-event, or set conservative minima for VFR operations and
reward pilots for making prudent weather
decisions. For us pilots it’s a matter of
establishing and adhering to firm, realistic criteria for launching and continuing
flight under VFR, and for ensuring there’s
always a viable alternative. When push
comes to shove, it’s a matter of making the
decision to transition to IFR before that
decision is unexpectedly made for us.
Stanley L. Grossman
Line Pilot, Gulf of Mexico Pensacola, Fla.
For a full version of this letter, please
visit us online at: www.aviationtoday.
com/rw/issue/columns/feedback/
Proficiency Challenges
I was somewhat surprised that your Edi-
tor’s Notebook column in February did
not consider that most light single engine
(piston and turbine) helicopters are not
certified for IFR operation and, as a result,
under FAA regulations, may not legally
file in the IFR system, even for flight in
VMC. As both a fixed-wing and helicop-
ter pilot, I understand that staying cur-
rent is a good idea, but is easier said than
done in single-engine helicopters. Most
of us are not rated in and do not have
access to multi-engine helicopters with
the required autopilot system. I suspect
the fact that it isn’t legal to fly IFR in most
helicopters discourages pilots from recur-
rent training, as this would be of value
only for an inadvertent encounter, which
is thought to be very unlikely.
Kirkland’s Heroics
The March issue of Rotor & Wing was
great. I particularly enjoyed the article on
Richard Kirkland (“Angel Came Down to
Get Me”, page 44). He is a hero to all of us.
John Taylor, C W4 (Ret.)
Airport Manager
Brandy wine Airport, West Chester, Pa.
Ventrella’s Honors
There’s nobody with whom I’d rather
share a cockpit with than Gerry Ventrella
(“From Mozart to Huey”, March 2010,
page 52). I’ve had the pleasure of flying
with him numerous times and learned
something every time. My reward flying
with Gerry was not only learning from his
expertise but also learning of great restaurants near airports where we had to refuel.
He and Jim Jenke set the standard in the
brigade I had the honor of commanding.
Hugh Reed
U.S. Army Col. (Ret.)
Lucky to Know Him
I’m one of the lucky ones to have known
Gerry [Ventrella] personally. He is everything the article states and more! His standards have never waivered, and his skills
are exemplary! Thanks good friend, for
making me, and many others, a lot better!
Jim Lomonaco
U.S. Army (Ret.), Chicago, Ill.
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