with such instruments, this guidance may be less beneficial to you and loss of helicopter control may occur: 

1. Level the “wings” – level the bank angle using the attitude indicator. 

2. Attitude – set a climb attitude that achieves a safe climb speed appropriate to your type of helicopter. This is often no more than 10° of pitch up on the attitude indicator. 

3. Airspeed – verify that the attitude selected has achieved the desired airspeed. It is critical to recognize that slower airspeeds, closer to effective translational lift, may require large control inputs and will decrease stability, making recover impossible while in UIMC. 

4. Power – adjust to a climb power setting relative to the desired airspeed. This should be executed concurrent with steps 2 and 3. 

5. Heading and Trim – pick a heading known to be free of obstacles and maintain it. This will likely be the heading you were already on, which was planned and briefed. Set the heading bug, if installed, to avoid over- controlling your bank. Maintain coordinated flight so that an unusual attitude will not develop. 

Try to avoid immediately turning 180°. Turning around is not always the safest route and executing a turn immediately after UIMC may lead to spatial disorientation. If a 180° turn is the safest option, first note the heading you are on then begin the turn to the reciprocal heading, but only after stable flight is achieved (items 1 through 5 above) and maintain a constant rate of turn appropriate to the selected airspeed. 

Each encounter with UIMC is unique, and no single procedure can ensure a safe outcome. Considerations in determining the best course of action upon encountering UIMC should include, at a minimum, terrain, obstructions, freezing levels, aircraft performance and limitations, and availability of ATC services. 

There are new technologies being developed regarding aircraft design, enhanced and lower-cost technologies, and aircraft certification. Because of this promising future, much of the discussion and guidance in this chapter may one day become irrelevant. As helicopters integrate more into the National Airspace System, the IFR infrastructure and instrument training will become more prevalent. In the future, UIMC may no longer be the emergency that ends with a fatality but rather associated with proper prevention, skilled recovery techniques along with the aid of emerging new life saving avionics technology. A helicopter instrument rating may be a life-saving addition to a pilot’s level of 

## EMERGENCY EQUIPMENT AND SURVIVAL GEAR 

Food cannot be subject to deterioration due to heat or cold. There should be at least 10,000 calories for each person on board, and it should be stored in a sealed waterproof container. It should have been inspected within the previous 6 months, verifying the amount and satisfactory condition of the contents. 

A supply of water 

Cooking utensils 

Matches in a waterproof container 

A portable compass 

An ax weighing at least 2.5 pounds with a handle not less than 28 inches in length 

A flexible saw blade or equivalent cutting tool 

30 feet of snare wire and instructions for use 

Fishing equipment, including still-fishing bait and gill net with not more than a two-inch mesh 

Mosquito nets or netting and insect repellent sufficient to meet the needs of all persons aboard, when operating in areas where insects are likely to be hazardous 

A signaling mirror 

At least three pyrotechnic distress signals 

A sharp, quality jackknife or hunting knife 

A suitable survival instruction manual 

Flashlight with spare bulbs and batteries 

Portable emergency locator transmitter (ELT) with spare batteries 

Stove with fuel or a self-contained means of providing heat for cooking 

Tent(s) to accommodate everyone on board 

Additional items for winter operations: 

• Winter sleeping bags for all persons when the temperature is expected to be below 7 °C 

• Two pairs of snow shoes 

• Spare ax handle 

• Ice chisel 

• Snow knife or saw knife 

Figure 11-12. Emergency equipment and survival gear. 

certification. Please refer to the Instrument Flying Handbook (FAA-H-8083-15, as revised); Advanced Avionics Handbook (FAA-H-8083-6, as revised); and the Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25, as revised) for further exploration of IFR operations and how to obtain an instrument rating. 

When faced with deteriorating weather, planning and prevention, not recovery, are the best strategies to eliminate UIMC-related accidents and fatalities. 

