People still "mixing" things. We should return to basics.
One thing is VMC and IMC classification and another related-but-different thing is VFR and IFR types of flight. VFR flight in VMC conditions and IFR flight in IMC conditions don't represent any problem. VFR in IMC does. Point two: IMC can imply but not always, severe weather. I mean, you can get into IMC because of fog, or dust.
A pilot with proper IFR training can fly ANY helicopter (stabilized or not) equipped with the "five basics" sticking to IFR for a short amount of time without any problem. Of course, he will experience some excess of workload but this won't kill him/her in the short term. That a helicopter is not IFR approved doesn't mean that it's not "flyable" in IMC at a certain moment. For instance, to be IFR certified a helicopter needs an stby att indicator with an independent power source. But in a normal situation you only need one operating att indicator. If you have the five basics, and you have IFR training, you can fly IFR in an emergency situation and give explanations at arrival. It's better losing your licence than losing your life.
If the helicopter is stabilized or not is not conclusive in this matter. If you fly the AS332 or the S76 they have good stabilization systems ¿right? but to be IFR rated in those types you should be capable of flying them in IMC without the stabilizations (i'm thinking about an electrical failure or fire in IMC, flying with the stby att indicator and flashlights to illuminate the instruments... situations that you are required to pass in the simulator). And let me tell you that a Superpuma without SAS is far more unstable and difficult to fly that an"unstabilized" R44. Nothing that a medium IFR trained pilot can not do, though.
What makes the difference here is a pilot trying to maintain VFR while in IMC (but not strong weather, just low visibility). Why? Perhaps he had no IFR training. But the R44 is perfectly flyable in IMC and IFR without strong weather for the short time required to a) make a 180º turn to regain VMC or b) switch to IFR and initiate an emergency climb to the msa and see what happens (most probably he would have met clear skies above the fog, wich means VMC as well).
In sum: it was not the helicopter nor the IMC condition what killed the pilot but his wrong decision due to his lack of training in IFR. IFR training is like a red pill that opens your eyes about the risks of flying in IMC. It's not a question of making "light inputs" in the cyclic stick as read here. In IMC you can suffer from vestibular illusions and vertigoes and end in inverted position without noticing even with those "small inputs". If you are not IFR rated, avoid IMC by all means. If accidentally in IMC, return ASAP to VMC. No matter the helicopter, no matter the stabilization system. BUT, if you have IFR training and your helicopter is IFR certified you have another option which is changing to IFR and keep in IMC (changing route and altitudes, of course). AND in a desperate situation you can fly IFR even a non-IFR-certified helicopter while it is equipped with operating five basics in order to save your life. Full stop.
Last edited by palacio802; 9th Jul 2017 at 13:50.