• Navigation aids, dead reckoning, and pilotage are skills that can be used as well. 

• Do not forget air traffic control (ATC)—controllers assist pilots in many ways, including finding a lost helicopter. Once communication with ATC has been established, follow their instructions. 

These common-sense procedures can be easily remembered by using the four Cs: Climb, Communicate, Confess, and Comply. 

• Climb for a better view, improved communication and navigation reception, and terrain avoidance. 

• Communicate by calling the nearest flight service station (FSS)/automated flight service station (AFSS) on 122.2 MHz. If the FSS/AFSS does not respond, call the nearest control tower, center, or approach control. For frequencies, check the chart in the vicinity of the last known position. If that fails, switch to the emergency radio frequency (121.5 MHz) and transponder code (7700). 

• Report the lost situation to ATC and request help. 

• Comply with controller instructions. 

Pilots should understand the services provided by ATC and the resources and options available. These services enable pilots to focus on aircraft control and help them make better decisions in a time of stress. 

When contacting ATC, pilots should provide as much information as possible because ATC uses the information to determine what kind of assistance it can provide with available assets and capabilities. Information requirements vary depending on the existing situation, but at a minimum a pilot should provide the following information: 

• Aircraft identification and type 

• Nature of the emergency 

• Aviator’s desires 

To reduce the chances of getting lost in the first place, use flight following through active contact with an aircraft during flight either by radio or through automated flight following systems when it is available, monitor checkpoints no more than 25 miles apart, keep navigation aids such as Very High-Frequency Omni-Directional Range (VOR) tuned in, and maintain good situational awareness. Flight following provides ongoing surveillance information to assist pilots in avoiding collisions with other aircraft. 

Getting lost is a potentially dangerous situation for any aircraft, especially when low on fuel. Due to the helicopter’s unique ability to land almost anywhere, pilots have more flexibility than other aircraft as to landing site. An inherent 

risk associated with being lost is waiting too long to land in a safe area. Helicopter pilots should land before fuel exhaustion occurs because maneuvering with low fuel levels could cause the engine to stop due to fuel starvation as fuel sloshes or flows away from the pickup port in the tank. 

If lost and low on fuel, it is advisable to make a precautionary landing. Preferably, land near a road or in an area that would allow space for another helicopter to safely land and provide assistance. Having fuel delivered is a minor inconvenience when compared to having an accident. Once on the ground, pilots may seek assistance. 

## VFR Flight into Instrument Meteorological Conditions 

Helicopters, unlike airplanes, generally operate under Visual Flight Rules (VFR) and require pilots to maintain aircraft control by visual cues. However, when unforecast weather leads to degraded visibility, the pilot may be at increased risk of Inadvertent flight into Instrument Meteorological Conditions (IIMC). During an IIMC encounter, the pilot may be unprepared for the loss of visual reference, resulting in a reduced ability to continue safe flight. IIMC is a life- threatening emergency for any pilot. To capture these IIMC events, the Commercial Aviation Safety Team (CAST) and International Civil Aviation Organization (ICAO) Common Taxonomy Team (CICTT) categorizes this occurrence as Unintended flight in Instrument Meteorological Conditions (UIMC). This term is also recognized by the National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA). It is used to classify occurrences (accidents and incidents) at a high level to improve the capacity to focus on common safety issues and complete analysis of the data in support of safety initiatives. 

The onset of IIMC may occur gradually or suddenly, has no simple procedural exit, and is unlike flight training by reference to while in Visual Meteorological Conditions (VMC). Most training helicopters are not equipped or certified to fly under Instrument Flight Rules (IFR). Therefore, General Aviation (GA) helicopter pilots may not have the benefit of flight in actual Instrument Meteorological Conditions (IMC) during their flight training. Helicopter pilots that encounter IIMC may experience physiological illusions which can lead to spatial disorientation and loss of aircraft control. Even with some instrument training, many available and accessible helicopters are not equipped with the proper augmented safety systems or autopilots, which would significantly aid in helicopter control during an IIMC emergency. The need to use outside visual references is natural for helicopter pilots because much of their flight training is based upon visual cues, not on flight instruments. This primacy can only be overcome through significant instrument training. Additionally, instrument flight may be 

