#279 - Pilot Has Less Than 3 Minutes To Live - Inadvertent IMC

for those of you that don't know what flying into the soup is or inadvertent imc we're gonna show you a courtesy of this video I'm gonna put the link down below for the Creator because I really appreciate this video you're gonna see what it looks like and this is what you need to be prepared for this pilot makes a good decision to turn around gets back to the airport safely unfortunately many times this doesn't happen and people lose their lives from flying into the soup now here it comes look how quickly boom just like that you're inadvertent and you can't see here's a shot from the cockpit and you go from being able to see - boom visibility gone this is day 279 coffee with Kenny I'm Kenny Keller the creator of helicopter lean ground school and I'm gonna share with you a presentation today from two aviation experts and they're going to tell you about what is double imc flying into the soup why it happens how fast you have to be able to react how you must be prepared or you're gonna lose your life and we're going to show you the second of this video from AOPA on 178 seconds to live if you go inadvertent I am senior not prepared but that's for fixed-wing helicopters are inherently unstable so for helicopters it's probably going to happen to you a lot faster so I'm purposely doing this coffee with Kenny on a Sunday because you should have time to relax kick back it's about a 45 minute presentation but I'm telling you you are gonna learn a lot about double IMC what it is how to avoid it and what to do in the event that this horrible killer happens to you if you don't have time today I highly encourage you to put a like on it save it and come back and view this presentation later this was originally aired as an FAA webinar that we did and put out to basically to the world and today I want to share it with you and it starts off with Rex Alexander then goes to Lois Von D both these guys have around 40 years aviation experience a piece and who I consider experts in the field so kick back check out this presentation and we'll please watch it in its entirety well folks welcome back to another edition of fast team webinar what we are presenting today we hope you will really enjoy we have collaborated once again between online ground school and 5-alpha to present something that we think you will enjoy but also hopefully will provide you with some valuable information to keep you safe in the future what we're talking about is inadvertent instrument meteorological conditions I'll double IMC so what is it double IMC is basically a VFR pilot flying into IMC conditions unprepared and then having the issue with trying to recover the aircraft when we talk about double IMC you'll hear referred to as that and one of the new terms you'll hear out there is unintentional flight into IMC conditions so when you look at what the IMC is instrument meteorological conditions the opposite of that is what we call VMC visual meteorological conditions the average pilot out there flying today helicopter and fixed-wing is what we refer to as a VFR pilot visual flight rules this is directed not only a VFR pilots but also IFR pilots instrument flight rules people who have the certificate to fly in the clouds in IMC conditions today is what we're looking at specifically is inadvertent IMC one of the biggest killers in the helicopter and fixed-wing world today when we look at the statistics on this it's not something new the aircraft owners and Pilots Association actually did a study as far back as 1954 in conjunction with the University of Illinois it took 20 subjects of VFR pilots ran them through a test in IMC conditions anywhere from 20 seconds to 400-plus seconds all of them lost control the average was a hundred and seventy eight seconds from that fast forward to a couple years ago they actually produced a video video link is here below the screen it's on YouTube the AOPA had done a great job of putting this video together and it's a very informative video in that it shows pilots that if you do go IMC and you're unprepared and you haven't had any training in preparation for going IMC your chance of survival is very very low at this point we're gonna go ahead and show you that video to give you a flavor for what that looks like feels like it sounds like it'll make the hair on the back of your neck stand up as a pilot so we're gonna break and watch this video from AOPA they did a fantastic job of this and it's a very informative very short video so let's go ahead and shoot to that clip right now the sky is overcast and the visibility for that reported 5 mile visibility looks more like 2 and you can't judge the height of the overcast your altimeter says you're at 1,500 feet but your chart tells you there's terrain in the area as high as 1,200 feet still you've flown through weather like this before so you press on you find yourself easing back slightly on the controls to give yourself more clearance then with no warning you're in the soup you peer so hard into the mist that your eyes hurt you swallow only to find your mouth dry somewhere a voice is saying you should have turned back you now have 178 seconds to live you push the rudder and add a little pressure on the controls to stop the turn but this feels unnatural and you return the controls to their original position this feels better but now your compass is turning a little faster and your airspeed is increasing you scan the panel for help but you don't find any it doesn't make any sense you're sure you'll break out in a few minutes but you don't have a few minutes you now have 100 seconds to live in glance at your altimeter and are shocked to see it online down to 1,200 feet instinctively you pull back on the controls but the altimeter still on whines the tack is in the red and the air speeds almost there - you now have 45 seconds to live now you're sweating and shaking there must be something wrong with the controls pulling back only moves the air speed deeper into the red you can hear the wind tearing at the airplane you have ten seconds to live but you see the ground the trees rush up at you you can see the horizon if you turn your head far enough but it's at a strange angle you open your mouth to scream so in that video what we're looking at is basically right here you have less than three minutes if you're not prepared that you could possibly have a loss of control situation now this isn't an airplane when we talk helicopter it's a different situation helicopters are less stable they require more attention from the pilot to maintain stability as an instructor in the military we take individuals out we do what would call unusual attitude recovery during that we'd also take helicopter pilots put them in a very controlled situation a fixed altitude a fixed heading at a fixed power setting and we'd have them close their eyes during that time we just tell them it's and maintain don't do anything different don't adjust anything just keep a level attitude and do not climb do not descend do not turn my personal experience I never had a pilot last more than 45 seconds before they would start to turn then it would exacerbate and there was a kind of like a pendulum effect it get worse worse and then finally you'd have them recover I've never had any student who ever made it past that because we rely so much on our visual indicators for flying the aircraft what we have to do in a situation when we go inadvertent IMC is we have to trust our instruments and we have to fess up to ourselves were inadvertent because you only have a few seconds if you don't take immediate actions from the second you go inadvertent you're behind the power curve now further on studies we looked at inadvertent IMC the u.s. helicopter safety team which is an organization I am a volunteer with did some research on this and they looked at accidents that the 2011 and TSB had reviewed and out of those 52 inadvertent IMC accidents 86% were fatal think about that for a second eighty-six percent fatal accident rate in an invert and I am see that basically gives you a 14% survivability rate if you go I am seeing you're not prepared you're not been trained and you're not ready for it the key is preparedness the key is training so we get into the accident rate the u.s. HST dug a little deeper and they looked at accidents from 2009 to 2013 there's 104 fatals the three most common fatal occurrences were loss of control or we'll refer to as LOC lost control as it says here loss of aircraft control aisle or deviation from intended flight path intended flight lost control in flight extreme manifestation of a deviation generally caused by unintended flight into instrument meteorological conditions what we're talking about today so loss of control is manifested a lot of times by inadvertent IMC now the other one we talked about is low altitude operations collision of near collision with obstacles terrain while intentionally operating near the surface when you go IMC the ground is not your friend that's the one thing you want to get away from because you can't see it and when you do see it it's usually too late and you're out of control in a loss of control situation so these represent 52 accidents all fatal 104 fatalities that is a significant amount so remember if you're not prepared you haven't had the training you have a 14 percent chance of actually surviving it unintentional flight into instrument meteorological conditions that is what today is all about so without any further ado I'd like to introduce our speaker today luis von d is going to join us and give you a very in-depth discussion on inverting IMC prevention and also education Lewis is a CFI double-eye ATP fixed-wing rotary wing pilot and has been in the industry for quite a while and specializes in instrument operations and does a lot of Education within the industry in that specific field Lois please come on up and join us and we'll introduce you and get moving on to the serious content Lois thank you very much for coming really appreciate you being here thanks thanks all right thank you thanks again Rex bringing you this presentation having been a training captain and a chairman in the EMS industry for the last 26 years currently I am the the lead single pilot at fire ground school instructor and an IFR instructor and chairman in the ec135 and the AAS 365 for air methods corporation I have titled my presentation the ins and outs of double IMC and when we think of double IMC let's go back to that premise that Rex just presented AOPA published several years ago that nearly half of all weather related accidents happen as a result of continued on flight VFR into IMC conditions and sadly the majority of those accidents are fatal so considering those statistics which Rex presented I would like to take three flights with which I am familiar that we might learn something about surviving the aspect of encountering double IMC the first flight occurred on October 19th 1984 the pilot was to fly from Laramie Wyoming to Denver Colorado to pick up the owner of the aircraft this flight was to be conducted night VMC and in the flight the pilot who was me encountered lowering ceilings and lowering visibilities approximately 35 miles south of Laramie at that point I made the decision to do in a 180-degree turn to the left flying out of the lowering conditions return back to Laramie put the airplane away and drive home and go to bed my qualifications at the time I was a commercial rated pilot in airplanes and helicopters a CF I again both in airplanes and helicopters total flight time of just under 300 hours 53 of which were instruments entirely hood and I had a whopping 16 hours of night time experience so considering my qualifications how did these help contribute to the decision to turn around there are four elements in my decision-making process first of all what were my priorities my main priority was that of self-preservation secondly I needed to be able to eliminate any pressures to conduct this flight of which there were pressures that day my boss had dropped this flight into my lap late in the day after firing my mentor who was originally going to do this flight so he had an expectation that I would do and complete this flight in order to conduct this flight I had to plan this flight well in that flight planning process the weather was supposed to be VMC for the flight down and the flight back but even in the latter aspects of the evening the flight conditions were supposed to deteriorate so I had that in mind and finally I had to realize how prepared I was to conduct this flight how much nighttime experience did I have was I comfortable to go IFR should that occur on the very same night about 40 miles to the east of Laramie Wyoming another moon II was piloted by Anan instrument-rated pilot the plan for this pilot was to fly from Cheyenne Wyoming up to Casper about a hundred and twenty-eight miles to the northwest this pilot took off in light snow and ended up crashing in a field approximately five miles north of Cheyenne NTSB noted that there were no anomalies to the aircraft until it impacted the ground the conditions in Cheyenne at the time it was night it was dark visibility was four miles ceiling was obscured at 400 feet temperature was minus two with a dew point of minus five but that's another story for another time the pilot departed Cheyenne on a VFR IFR flight plan and again as he took off under a special VFR clearance that fight terminated five miles north of the airport his pilot qualifications included almost 1300 hours as pilot command he had 203 hours in the Mooney 201 which happened to be the same number of hours that he had flown in the last 30 days he'd flown almost 360 hours in the last three months and ten in the last 24 hours so considering his qualifications what might we what might we think contributed to his decisions we go back to those four PS again what were his priorities it's really unknown to us but I would think that self-preservation was not one of his priorities and it seemed that with all the flying he had been doing in the last 24 hours even he had places to go and people to see in regard to pressures again we really don't know what was pressuring him to fly or not but again it would seem that he had a purpose he had something motivating him to take this flight this night into IMC conditions in regard to his planning I would say that at best he was arrogant and at worst he was negligent and was he prepared to handle double imc it's my guess that he had spent so much time in the saddle that he was very comfortable flying this aircraft and probably made the assumption that he could handle anything that nature would throw at him so considering these two scenarios how do you think let's look at your priorities are your priorities consistent or do they vary from day to day from condition to condition have you ever taken a flight where you knew that you shouldn't take this flight what pressures did you succumb to as far as planning your flight do you adequately plan your flights or are you the type of pilot who goes out and kicks the tire and lights the fire as we consider these four p's let's take them into consideration as far as getting into double IMC or even better yet avoiding double IMC altogether you might think how does a pilot like me get into this predicament I'd like to ask you a question how many of you have ever thought this will never happen to me well I'd like to present you with this it is my assumption and I'm sure that I'm right that all those pilots that are in the statistics books that Rex pointed out and this pilot that I just talked about probably thought that same thought as you can see from the previous examples the ends of double IMC can be briefly summed up as the pilots priorities pressures planning and preparedness so what are these possible ends you're probably thinking to yourself anybody can get into double imc I'm really more interested of how to get out but that being the case it does take a process to get into double imc so let's look at these four PS in that regard if you have wrong priorities such as you have a time constraint or maybe you have an issue with ego you might want to be impressing yourself demonstrating to yourself that you are a great pilot and you can go ahead and fly into any conditions that nature throws at you or you might want to be impressing others you can never feel obligated to meet the needs of your passengers so you have to eliminate your pressures in that regard but even more commonly do you pressure yourself to go out and get the job done how about pre-flight planning do you consider the process that you learned in your initial training as cumbersome or maybe unnecessary or as you look at the weather do you think you know more about the weather than the forecasters at the NWS and because of that are you seeing yourself beginning to fly into marginal weather conditions and as you fly into these marginal conditions are you becoming more comfortable I would like to tell you this if you are getting comfortable flying in marginal but weather conditions then you are taking the garden path to enter double imc in regard to preparedness do you have a lack of preparedness or an inappropriate level of experience which would be maybe you think too highly of yourself are you over confident in your abilities have you ever told yourself we're never gonna do that again but in the future you find yourself in a similar situation so we've looked at how not to think in regarding to these four P's what should be our focus in regard to these four PS in regard to priorities you must have the priorities of professionalism and safety ahead of everything else and this includes that time that you're planning the flight and during the execution phase of the flight as well your decision to fly has to be solely based on thorough planning and accurate observation as you're conducting the flight and when you plan the first thing to consider is you have to have a plan and once you plan the flight you must fly that plan part of the process of planning is to include what do I need to do should I encounter abnormal contingencies for example double IMC and when you have a good plan it gives you a solid foundation from which you can deviate should that become necessary how about preparation when was the last time that you practiced unusual attitude recoveries with an instructor by the way and as I previously noted don't let your perception of self make you write a check that you can't cash know your limitations so what I've really pointed out to looking at the four PS initially is that of avoiding double imc altogether but what if double IMC becomes a reality what if the unimaginable happens and you're up to your eyeballs and clouds well we can't do like the turtle in the old cartoon and say ho boomers tour wizard so now that you're in double imc how are we going to get out of double imc first of all we have to have those right priorities you have to understand you must a v8 first then navigate then communicate you also have to understand there will be pressures associated with the fact that you are in the clouds on planned you will experience pressures mentally and physically that you have to overcome believe it or not planning is going to give you a point from which to start for example if you planned as I previously mentioned for abnormal contingencies you already have an idea what you're going to do and how about that preparedness aspect you need to really get frequent and perfect preparation or we might even think of it as frequent and perfect practice Vince Lombardi once said practice does not make perfect only perfect practice makes perfect now let's fast forward to August 7 1998 this particular flight once again involves me I was an EMS pilot in Duluth Minnesota flying in a dual pilot IFR operation on this particular day the second pilot was unavailable so I am by myself I'm actually giving you two scenarios for the price of one at this point early in the day I had a request to fly from Duluth Minnesota to Ironwood Michigan as I was about halfway to Ironwood I encountered low ceilings and low visibilities and I made the determination as I did in my first example to do a 180 degree turn and fly back to base later that day on a subsequent request the crew and I were requested to go from Duluth Minnesota up to Grand Marais but as Paul Harvey would say and now the rest of the story shortly after I took off from Grand Marais to return to Duluth I encountered lowering ceilings and visibilities as I got abreast of this high ground visibility ahead of me was deteriorating I was experiencing flat light as I looked out across Lake Superior and it appeared that the ceilings were getting lower as the winds were blowing the cloud deck over the mountains after making those observations I'd made the determination that there was no good place to land turning around created some risk because of the high ground to my right and the flat light to my left so I made the conscious decision at that point to control the aircraft climb into IMC and contact ATC and let them know what I just did my qualifications at this time I was now an ATP helicopter pilot commercially rated in airplanes both single and multi-engine I was also a CFI and double-eye and airplanes and helicopters I had a total flight time of close to 4200 hours thirty three hundred and twenty four of which were instrument a combination of actual instrument and hood and finally I include 513 hours of nighttime experience because flying in northern Minnesota in the rural areas that we experienced much of that time at night we did not have a visual horizon so we were experiencing IMC so what contributed to my decision you guessed it it's those same four p's priorities pressures planning and preparedness my first priority is to maintain aircraft control my second priority is that I would make decisions based on the fact that I wanted to come back and fly this same mission again tomorrow also it has become my mantra that I will never take a flight that I won't be comfortable flying my own family with let alone a medical crew and a patient how about pressures were there any pressures for me to fly really there wasn't I had eliminated those even at the point of taking off from Grand Marais had the visibility not been acceptable for my departure I knew that the patient was much better off in the facility than - maybe land on a highway and have to wait for an ambulance and again I was comfortable enough that I would do this fight with my family on board if they were there how had I planned for this event I had done thorough pre-flight checks regarding whether on both of these flights before I took off on a second the flight visibility in Duluth was VMC it was turning into a beautiful day weather forecast and route to Grand Marais indicated that the weather wasn't quite as good but it was well within the VMC realm how had I planned for this flight well first of all the weather on the first flight that I did to Ironwood appeared that I would be able to have a successful completion of that flight that not having happened as the day progressed weather in Duluth improved to where was clear blue and 22 but the weather up along the North Shore was not quite as good but still within the realm of VMC additionally I had been planning for years what I would do if I got into the predicament of double IMC as far as preparation goes I had been a training captain and Czech airman for this company for the past seven years I was training nine pilots in this organization and one of the tasks that I trained regularly was that of unusual attitude recovery and in that time I had seen pilots make excellent recoveries and I'd also seen pilots that made less than stellar recoveries and having made these observations I was able to store them in my personal database and in a sense save them for a rainy day just like today as we look at this I have philosophically given you good information in regard to double imc first off avoid it whenever possible secondly if you're encountering Laurin conditions stop short turnaround terminate the flight but if you find yourself painted into that corner of double imc ensure that you are proficient enough to have a successful outcome should you encounter that condition so now let's go from the philosophy to the toolbox are there any tools that you can use to help you get out of double imc first of all I want you to realize that over the years the methodology of recovering from double imc has changed in the early 80s the common recovery for exiting double imc was to conduct a 180 degree turn out of the deteriorating weather in fact this was the method I used in my first scenario and in the first half of my second scenario but the current conventional wisdom requires a three-tier process climb call and confess the association of air medical services aims several years ago produced a checklist that many EMS operators utilize and that includes a long list first of all maintain aircraft stability by keeping it level turning only to avoid knowing obstacles adjusting your collective to have climb power airspeed for of best rate of climb engage the autopilot if you have one climb to a minimum safe altitude contact ATC and let them know that you are in an emergency condition and finally request vectors to VM C or the nearest approach I want to focus on the first four aspects of that previous slide and they are really the climb aspect of the three C's that I pointed out earlier I remember this as the acronym AHP a American helicopter pilot Association but we're gonna change that just a little bit for our purpose here the a is attitude level H heading maintain the heading only changing that to avoid known obstacles power to climb airspeed decline but let's think this through if we as good helicopter pilots react as we have been taught to react in a rather rapid manner during an emergency situation might there be any negative connotations so let's first of all consider helicopter aerodynamics can the result of an appropriate control input lead to an aerodynamic resultant of an unusual attitude you're probably thinking to yourself well since Luis is asking this question the answer must be yes but how can that be with that in mind it's time to take a little quiz let's brush the cobwebs out of the mind and maybe you brush a little of that rust off in these two questions first what happens to the helicopter about the lateral axis if the pilot makes a rapid increase on the collective to initiate a climb is it a there will be no pitch change and the attitude of the aircraft be the nose of the aircraft will pitch up see then those of the aircraft will pitch down or D all of the above you're correct the answer is B the nose of the aircraft will pitch up question 2 how will the helicopter respond if you make a rapid movement laterally with the cyclic while simultaneously rapidly increasing the collective will that lateral cyclic movement a balance the rapid increase of collective thus ensuring a level attitude B over compensate for the rapid increase of collective causing the aircraft to pitch down and Bank in the opposite direction C magnify the pitch up response which may put the aircraft into a decelerating steep Bank in the direction of application or D caused an uncontrollable yaw in the direction of the cyclic application the answer C it will magnify the pitching up response thus decelerating the aircraft and possibly causing a steep Bank in the direction of lateral application so as this is occurring what about you the pilot I want you to understand that there is a neurological response that wherever your eyes look your head shoulder arms and hands are going to follow so as you're looking VMC conditions as you're getting into the lowering visibilities you're going to look maybe to the left as you look to the left you're going to drop your left shoulder you're going to start a descent when you look back to the right you're probably going to increase the collective start a bank to the right maybe even increase the collective so that you're climbing just a little bit as this happens you're going to find yourself in the clouds at that time you'll move your head quickly to the attitude indicator and if you think about this might this tumble your internal gyros absolutely absolutely so what type of illusion are you experiencing it doesn't matter who cares when we overanalyze things trying to answer questions like these we're going to lose everything in double jeopardy in just under three minutes so when this happens we have to remain calm cool and collected when we're making control inputs but let's not complicate this process too much Bruce Webb the former chief pilot of airbus helicopters took these ideas of cool calm and collected and put it into one term the sea of composure and here's a tool that will help you maintain your composure when you come down to your attitude indicator I want you to consider that the five degree nose up and the five degrees nose-down attitude markings are your pong paddles the ball of the nose of the aircraft is your pong ball I realize that I am dating myself but I'm sure that you have all seen the retro game of pong the idea is this you will have to be very slow and meticulous in making pitches with a cyclic up or down and when that ball touches one of these paddles you have to audibly hear in your head the click or the clack so that you make a correction in the opposite direction if you do this you will be only changing your pitched no more than plus or minus three degrees I want you to realize this unless you are in a position to make the choice to enter double IMC as I did in my final example more than likely you're going to suffer some degree of vestibular illusion and you're going to start making those over-controlling aspects with your control inputs remember maintain composure if you do go into vert and IMC while you're trying to keep your head on the swivel looking around for VMC conditions you have to come back and think composure so perform those three C's of climb call and confess but always preface those three C's with the forth of composure some of you might be in a position where you're flying helicopters that have a simple or maybe even a more complex autopilot and you might think to yourself ah since I'm flying this aircraft with an autopilot I can always use that to rescue me I recently read an advertisement in one of the helicopter publications that said this brand new type of autopilot is going to be the best thing that you could ever have should you encounter double I MC but I'm here to tell you this you must understand the operational limitations of your autopilot you have airspeed limitations as to when that autopilot can be engaged if you're too slow and you try to push the button the autopilot is going to do nothing for you if you are oscillating such that you are in a rapid descent gaining airspeed you may have exceeded the maximum airspeed for that autopilot or maybe you are within the realm of the air speeds the low and the high but still in an accelerated attitude when you engage the autopilot if you exceed that limitation of the high end airspeed the aisle autopilot will disengage therefore you must be able to recover double imc solely based on your ability to fly this aircraft hands-on the focus thus far has been focused on that first aspect of climb but we can't forget the aspects of call and confessed either once you have maintained control of the aircraft you've climbed to a safe altitude it is now your obligation and duty to contact approach control and let them know that you are in double IMC conditions you would state something like this approach control this is helicopter one two three four five I'm IMC declaring an emergency you might wonder well why am i declaring an emergency if I've finally gotten to the point where I'm under control and I'm comfortable declaring an emergency allows you to utilize F AR 91 three-paragraph B and that is in an in-flight emergency requiring immediate action the pilot and command may deviate from any rule of this part to the extent required to meet that emergency the mere fact that you entered IMC without a flight plan and without a clearance really means that you've already violated regulations so this will help you in protecting your certificate it's also going to help the pilots that are flying in your area in that ATC will now clear them out of your way so let's review those four p's in regard to priority you have to exercise the fact that you are the leader that everyone in that helicopter is depending on you can never let any of the passengers or yourself pressure you into conducting a flight in regard to planning you have to plan the flight fly the plan and also take into account at contingencies how might I exit an intervertebral together or to be able to have a successful outcome should you encounter the condition let's revisit these three flights in my two flights my priorities remain consistent I was concerned about self and being able to come back tomorrow and fly this flight again should it arise secondly I was able to mitigate any pressures that could be associated with conducting one of these flights I had planned this flight ought to include any contingencies of lower visibilities or lowering ceilings and finally I understood how prepared I was in both cases in the first I understood my lack of experience and I would not let myself get too far into the lower conditions in a second I had many more years of experience and understood exactly how I would deal with double imc should I encounter it where as our second example we can see that the pilot was not in the position to exercise any sort of good priorities there were pressures whether they were internal or external that made him even possibly avoid planning the flight or being negligent in that fight planning and finally he may have thought too highly of himself he'd been flying that aircraft for over 200 hours and so he felt comfortable possibly in encountering conditions that he was not able to successfully successfully fly from in conclusion I want you to realize that no one ever plans to become a statistic of the NTSB so if we consider this we should realize that that puts you and me on a level playing field the only difference is we can utilize these three examples and the ones presented by Rex to stay alive and not become a statistic so I want you to remember this first of all avoid double imc whenever possible even in the pre-flight planning phase we can avoid that double IMC through good pre-flight planning and also assessing our weather accurately as we're on a flight and remember if you've painted yourself into a corner regarding these deteriorating conditions make the choice to keep the aircraft under control if you truly enter IMC and remember this composure is key to your survival regardless of how you get into the double imc maintain composure climb considering attitude heading power and air speed and finally call a TC and confess what you've done I'd like to thank you for attending our wim C webinar if you have any questions you can contact me at Lewis at copter vectors comm or any of us here at helicopter online ground schools thank you alright that was a really long presentation that's some life-saving material there and in the Midwest it's that time of the year where we have to really start thinking about this it could happen any time in the year but I thought this would be a great day to do it on a Sunday we're into fall this is just hands-down good information so put your comments down below go to helicopter ground comm below if you'd like to check out any of our courses private commercials see if I an instrument please subscribe and click the bell so you can notified of our daily video and we'll see you in day 280 peace out you [Music] you

Channel: Helicopter Online Ground School

Views: 69,247

Rating: 4.8654709 out of 5

Keywords: IIMC, seconds to live, Crash, Accident, Helicopter, Fatal, EMS, AOPA, Kenny Keller, Online Ground School, Coffee With Kenny, Day 279

Id: dEHpqMAmETg

Length: 47min 38sec (2858 seconds)

Published: Sun Oct 13 2019