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@SToL said above, there are those who won’t slow down when the WX goes to crap. I’ve been with guys in Army and I look over and say “weather is going to $**** right? Ok, why are we still doing 140 knots?”
Now, why are they still going so fast? Simple, they are so preoccupied with what’s going on externally, they won’t divert their attention “inside” by slowing down and working the problem. It’s one of the ADM things I used to evaluate in the Army if I were to put up a new pilot for PC. If they’re quiet, not working thru the problem and talking to me (CRM / ACT), they’re not ready to go out on there own and “run the show” as a PC.
Quick story. One time at night in Kosovo I was running a little low level training route with a 2Lt (copilot) in the right seat. He was actually using a route that I had planned but I was on the controls. Still running at maybe 120 indicated, I crested a ridge, almost went IIMC and nosed it over into a small valley that appeared to have us blocked in by clouds. It’s a scary sight during the day, it’s even scarier under NVGs. Anyway, my PI freaks out and starts yelling “where the F are we!!...Where in the F are we!!” I actually chuckled a bit, told him to relax and brought the aircraft swiftly to a 200 ft stationary hover. I snatched the map (yes, paper) and gave him the controls. Took about 2 minutes to find an alternate route to low ground towards Pristina, got around the ridge, hung a right and clear all the way back to base. Work the problem.
So, why do helo pilots not do anything with the controls and stay VMC? Because like my PI that night, they panic and can’t work the problem. Not saying this is what happened to the accident pilot, but I’ve seen pilots first hand panic or have a mental block. Same thing happens to some who can’t adapt and flat out call an abort. I always tell my med crew, I judge a pilot in some ways on how many times they’ve tapped out and aborted. That’s someone who hasn’t let internal / external pressure influence their ADM.