intimidating to some and too costly for others. As a result,  many helicopter pilots choose not to seek an instrument  rating. While commercial helicopter operators often prefer their  pilots to be instrument rated, fatal accidents still occur as  a result of IIMC. Many accidents can be traced back to  the pilot’s inability to recover the helicopter after IIMC  is encountered, even with adequate equipment installed.  Therefore, whether instrument rated or not, all pilots should  understand that avoiding IIMC is critical. A good practice for any flight is to set and use personal  minimums, which should be more conservative than those  required by regulations for VFR flight. In addition, a thorough  preflight and understanding of weather conditions that may  contribute to the risk of IMC developing along a planned  route of flight is essential for safety. Pilots should recognize  deteriorating weather conditions so the route of flight can be  changed or a decision made to terminate the flight and safely  land at a suitable area, well before IIMC occurs. If weather  conditions deteriorate below the pilot’s personal minimums  during flight, a pilot who understands the risks of IIMC  knows that he or she is at an en route decision point, where  it is necessary to either turn back to the departure point or  immediately land somewhere safe to wait until the weather  has cleared. Pilots should recognize that descent below a  predetermined minimum altitude above ground level (AGL)  (for example, 500 feet AGL) to avoid clouds or, slowing  the helicopter to a predetermined minimum airspeed (for  example, slowing to 50 KIAS) to reduce the rate of closure  from the deteriorating weather conditions, indicates the  decision point had been reached. Ceilings that are lower than  reported and/or deteriorating visibility along the route of  flight should trigger the decision to discontinue and amend  the current route to avoid IIMC.  If the helicopter pilot is instrument rated, it is advisable to  maintain instrument currency and proficiency as this may  aid the pilot in a safe recovery from IIMC. A consideration  for instrument rated pilots when planning a VFR flight  should include a review of published instrument charts for  safe operating altitudes, e.g. minimum safe altitude (MSA),  minimum obstruction clearance altitude (MOCA), minimum  in VMC throughout a flight: off-route altitude (MORA),  etc. If IIMC occurs, the pilot may consider a climb to a safe  altitude. Once the helicopter is stabilized, the pilot should  declare an emergency with air traffic control (ATC). It is  imperative that the pilot commit to controlling the helicopter  and remember to aviate, navigate, and finally communicate.  Often communication is attempted first, as it is natural to  look for help in stressful situations. This may distract the  pilot from maintaining control of the helicopter. 11-25 There are five basic steps that every pilot should be familiar  with, and which should be executed immediately at the onset  of IIMC, if applicable. However, remember that if you are  not trained to execute the following maneuvers solely by  reference to instruments, or your aircraft is not equipped  4.  Always have a safe landing area (such as large open  areas or airports) in mind for every route of flight. 3.  Delay or consider cancelling the flight if weather  conditions are already questionable, could deteriorate  significantly based on forecasts, or if you are uncertain  whether the flight can be conducted safely. Often, a  gut feeling can provide a warning that unreasonable  risks are present. 2.  Do not proceed further on a course when the terrain  ahead is not clearly discernible.  1.  Slowly turn around if threatened by deteriorating  visual cues and proceed back to VMC or to the first  safe landing area if the weather ahead becomes  questionable. Remember that prevention is paramount.  Below are some basic guidelines to assist a pilot to remain  in VMC throughout a flight:  Flying at night involves even more conservative personal  minimums to ensure safety and avoidance of IIMC than  daytime flying. At night, deteriorating weather conditions  may be difficult to detect. Therefore, pilots should ensure  that they not only receive a thorough weather briefing, but  that they remain vigilant for unforecasted weather during  their flight. The planned route should include preselected  landing sites that will provide options to the pilot in the  event a precautionary landing is required to avoid adverse  weather conditions. As a pilot gains night flight experience  their ability to assess weather during a flight will improve.  If the pilot is not instrument rated, instrument current nor  proficient, or is flying a non-IFR equipped helicopter,  remaining in VMC is paramount. Pilots who are not trained  or proficient in flight solely by reference to instruments have  a tendency to attempt to maintain flight by visual ground  reference, which tends to result in flying at lower altitudes,  just above the trees or by following roads. The thought process  is that, "as long as I can see what is below me, I can continue  to my intended destination." Experience and statistical data  indicate that attempting to continue VFR flight into IMC can  often lead to a fatal outcome as pilots often fixate on what  they see below them and are unable to see the hazards ahead  of them (e.g., power lines, towers, rising terrain, etc.). By  the time the pilot sees the hazard, it is either too late to avoid  a collision, or while successfully maneuvering to avoid an  obstacle, the pilot becomes disoriented.