On March 3, Airbus Helicopters announced that the Federal Aviation Administration (FAA) has certified the H125 for flight under instrument flight rules (IFR) when equipped with the newly approved Moog Genesys automatic flight control system (AFCS). So, what does this mean for working helicopter pilots?
Today, most pilots in the commercial helicopter world hold rotorcraft instrument ratings. Now, they’ll finally have the opportunity to put those skills to real use — expanding the AStar’s flight envelope and potentially reducing the pressure to maintain visual flight rules (VFR) in marginal weather. It’s a big leap forward — or is it?
We’d be naïve to think the average working helicopter pilot in the U.S. — who has only passed the basic instrument competency check under FAR 135.293(c) — is ready to file an IFR flight plan and fly in the clouds. It all comes down to the pilot’s background.
In truth, a pilot’s first immersion in clouds and total loss of outside visibility is disorienting and scary — even for those trained to fly instruments. In training, it should only be done under the supervision of an instrument instructor pilot. Ask any pilot who’s survived their first inadvertent entry into instrument meteorological conditions (IIMC) — panic is the common denominator.
It’s unfortunate that, even as the rest of aviation moves toward ever-increasing levels of sophistication, helicopter pilots remain vulnerable to a threat that should have been consigned to history long ago.
Military-trained pilots undergo extensive IFR training — and more importantly, they actually fly in instrument conditions. Airplane pilots, too, often experience actual IMC while earning their ratings. Their instructors take them through their first flights in the clouds, guiding them through their baptism of fire.
Civilian helicopter pilots, on the other hand, haven’t had that same privilege. Though they may earn rotorcraft instrument ratings — and even become instrument instructors — few have flown in true IMC. Why? Because most training helicopters aren’t certified for IFR flight. So, we end up with pilots certified on paper but lacking real-world IFR experience.
Now that more light helicopters are being certified for IFR — including the H125 — operators need to provide actual instrument flight experience for pilots operating these machines. Autopilot-equipped helicopters must be flown by instrument-rated pilots who are not only trained, but also current and competent in actual weather conditions.
In my three tours of air medical helicopter flying, the first two were in autopilot-equipped helicopters — a Bell 222 and later a Bell 412. Company policy technically prohibited autopilot use, but I occasionally engaged it, just to stay familiar in case of a worst-case IIMC event. Back in the days of the 222, several of us worked with the local approach control and got clearance to climb through the overcast to VFR on top — no patient onboard, operating under part 91. It was a different time.
My third tour was in the AStar. Despite coming into that job after flying Challengers, I quickly realized that my manual instrument skills didn’t translate well to light helicopters. I had several near-apocalyptic misadventures in the clouds — the kind you don’t forget.
Fortunately, things are improving. Pilot friends flying for air medical companies today report that their employers are providing proper IFR training in the new autopilot-equipped aircraft — including both hand-flying and automation.
What a great leap forward, and a giant step toward pushing IIMC encounters into the history books. One day, we might even see fly-by-wire helicopters — and new pilots will only read about those early days when flying into clouds meant flirting with disaster. How nice it will be to relegate IIMC — and all our misadventures in the clouds — to the history books.
For more stories from Woody McClendon, check out this podcast episode from The Helicopter Podcast with host Halsey Schider.
In his 50-year flying career, Woody McClendon has flown corporate jets across oceans, turboprops and jets on air medical and organ transplant flights, and helicopters in a wide range of roles — from training and demonstration to surveillance and air medical tasks. As a former Boeing flight test engineer, he has brought his technical expertise to bear on a wide variety of operational and mission-related challenges over the years. He has also written articles for a number of aviation trade publications and recently published When the Angel Calls, a timeline of the air medical business from its inception 40 years ago to its present struggles with mission safety while facing pressures to cut expenses.
