Hi,
do you have any Inadvertent Instrument Meteorological Condition (IIMC) syllabus?
Thank you
army_av8r
26th Feb 2014, 02:06
Respond to Inadvertent Instrument Meteorological Conditions
STANDARDS:
1. Maintain aircraft control, announce IIMC and make the transition to instrument flight immediately.
2. Initiate IIMC procedural steps IAW this task.
3. Comply with all ATC procedural instructions, local regulations, and unit SOP.
DESCRIPTION:
1. Crew actions.
a. The Pilot Flying(PF) will—
(1) Announce IIMC.
(2) Transition to instrument flight.
(3) Perform procedural steps without delay.
(4) Announce if disoriented and unable to recover.
b. The PF will call out—
(1) Desired heading.
(2) Desired torque.
(3) Desired airspeed.
c. The Pilot Not Flying(PNF) will—
(1) Announce IIMC if first to observe, be prepared to take the controls if the PF becomes disoriented,
and monitor the attitude indicator, heading, torque, and airspeed as announced by the PF and
immediately alert the PF of any unusual attitude condition or deviation from the announced
information. The PNF may need to take the controls and implement recovery procedures.
(2) Tune the radios to the appropriate frequencies, make the appropriate radio calls, and set
transponder to the appropriate code.
(3) Request ATC assistance, acknowledge ATC instructions, and record ATC information.
(4) Perform any other crew tasks as directed by the PF.
2. Procedures.
a. If IIMC is encountered by both crewmembers, the crew will announce they
are IIMC, transition to instrument flight, and perform the following:
•Attitude. Level the wings on the Primary Flight Display(PFD) or standby attitude indicator.
•Heading. Maintain announced heading; turn only to avoid known obstacles.
•Torque. Adjust the collective to the desired climb power torque.
•Airspeed. Adjust the airspeed to the desired climb airspeed.
•Trim. Maintain the aircraft in trim.
•Set the transponder to emergency once the aircraft is under control.
•Complete the procedure per local regulations and policies.
b. Maintaining aircraft control and initiating a climb is extremely important to avoid ground, obstacle, or
other aircraft contact. The PF should announce if spatial disorientation occurs and the PNF should always be prepared to take the controls and recover the helicopter. Crosscheck the PFD with the standby flight
instruments throughout the maneuver. Do not become fixated on any one instrument or indication, a
continuous scan and cross-check and understanding the correlation between indications will provide better
results.Once committed to IMC, do not attempt to regain VMC until the aircraft is under control.
Rapid changes in attitude and bank angle can induce spatial disorientation causing loss of aircraft
control. Tune the radios to the appropriate frequencies, make the appropriate radio calls, and set
transponder to the appropriate code. Request ATC assistance. Comply with all ATC procedural
instructions, local regulations, and unit SOPs for recovery procedures. Practicing this task at night provides greater benefit since external cues are less visible.
NIGHT OR NVG CONSIDERATIONS:
Entering IIMC with the searchlight on may induce spatial disorientation. The NVG may be removed
or flipped up once stable flight is established. When using NVG, it may be possible to see through thin obscuration such as fog and drizzle with little or no degradation. It may be beneficial
for the PNF not to completely remove the NVG. The NVG may assist in recovery by allowing the PNF to see through thin obscuration that would otherwise prevent seeing the landing environment.
Some key things to point out from the above paragraphs
1. if weather is deteriorating, LAND THE F#%CKING HELICOPTER
2. when visibility and ceilings come down, you need to fly slower and lower(this can also put you closer to obstacles)
3. once you have commited to IIMC, dont go straight to max power and max rate of climb airspeed. this combination is generally an aggresive flight profile and is counter productive to IFR flight. instead establish a normal cruise climb to the minimum IFR altitude. (obstacles permitting, of course)
4. Minimum IFR Altitude can come from many sources( MSA on approach charts, OROCA, MEF+1000feet in flat lands, MEF+2000 feet in mountains, or a pre-established altitude prior to departure)
5. Contact ATC only after the aircraft is under control, and abuse them if needed, they are there for you, utilize Radar vectors if available, have them locate the nearest VFR conditions, possibly climb above the weather and get ON-TOP. This will vastly reduce workload.
6. and finally, remain calm, if you have a 2 pilot crew, share the workload, Fly the aircraft first, then determine the plan, THEN talk to ATC!
if you find yourself in IIMC, and you dont do anything else, keep the aircraft level, and start a smooth climb. if you survive the first minute you will likely survive the entire event.
Thank you army_av8r,
do you have a syllabus for a IIMC course (Meteo, Decision Making, S.A. etc.)?
Fafe
Miklavz
26th Feb 2014, 08:52
Thanks for posting this syllable; few years ago I found somewhere - at the moment I cannot recall where - timetable between entering IIMC and crash into ground; as I remember from training in Sym it was Quite simillar. It was divided into 2 groups - FW and RW; as I remember ita was osmewhere approx 46 sec of the rest of the life.
Anybody has this?
Writing the article on this subject so - help!?
Mike