Thanks to satellite-based navigation, it is now possible to perform flights according to instrument flight rules (IFR) independently of fixed installations on the ground. The Swiss Air Force and Skyguide air navigation service have been working together with Rega for a number of years to develop a countrywide network of instrument flight routes known as the Low Flight Network (LFN) and to implement the corresponding approach flight procedures. When visibility is poor, the helicopter flies by autopilot along a route stored in the on-board computer, rather like on a motorway – a considerable benefit in terms of safety. These IFR flight routes link airports, airfields and in particular hospitals with each other.

On 23 December 2017, the Federal Office of Civil Aviation (FOCA) granted Rega a special authorisation to use key intersections of the LFN around the clock. Rega had already been able to use various sections of the network, but only in the daytime on weekdays – a considerable restriction in view of the unpredictable nature of Rega's missions. Further expansion measures are planned to allow the entire LFN to be used at night, as well as to link other hospitals and regions, such as the Engadin, with the network of instrument flight routes. In addition, Rega would like to have unrestricted use of the military approach flight procedures outside normal operating hours.

On 18 July 2024, Rega is the first helicopter operator in the world to be granted authorisation to use new instrument flight procedures at a hospital. This significant step forward was made possible by the close collaboration between Rega, the Federal Office of Civil Aviation FOCA, procedure designers and helicopter manufacturer Leonardo. The new approach flight procedures will benefit patients who will be able to be safely flown to Interlaken Hospital or transferred from there to other hospitals for further treatment even in poor visibility conditions. The new RNP-AR (Required Navigation Performance Authorisation Required) procedure, for which certification has now been granted to Rega for Interlaken Hospital, in combination with the ultra-modern navigation equipment in the helicopter is considerably more accurate than that currently deployed, thus allowing even greater precision in navigation. 

In order to be able to operate all-weather rescue flights, up-to-date meteorological data needs to be available around the clock. Without this information, flights according to instrument flight rules (IFR) are not permitted. Rega's major project, "Thor", aims to make more weather data available for helicopter operations. In addition, around 60 new weather stations and webcams have been installed all over Switzerland. However, the project does not just stop at collecting data. It is also investigating ways of transmitting this information directly into the helicopter cockpit - so that our pilots can immediately take advantage of this virtually up-to-the-minute weather data.

In order to fly under instrument flight rules (IFR), helicopter pilots must complete between 400 and 500 hours of intensive theoretical training, as well as a minimum of 55 hours of flight training. All of Rega’s helicopter pilots fly around 50 training hours in the flight simulator and a further 20 training hours in the helicopter. Even after receiving their IFR licence, Rega pilots (and paramedics) are required to complete corresponding exercises in the flight simulator every three months.

Rega’s vision of all-weather rescue is that sometime in the distant future, a helicopter will not only be able to follow predefined flight routes but also fly to any incident site in rough terrain even in the worst visibility conditions.

This requires systems that enable the pilot to “virtually” see potential risks and obstacles in the immediate surrounding area despite poor visibility. This is referred to as “synthetic vision”. With synthetic vision, computer-generated images of the surroundings are projected into the cockpit. The 3D visual representation is based on a combination of GPS data, terrain databases and sensors and is displayed on a screen in the cockpit or on the pilot’s head-up display (HUD).

Rega has already gained initial experience with synthetic vision systems. However, it will probably be years before they are sophisticated enough to be certified for use in poor visibility and offer real added value.

Already today, thanks to instrument flight rules, the current Rega helicopters can fly by autopilot along predefined routes to various Swiss central hospitals in poor visibility and cross mountainous regions despite low-lying cloud by following the flight routes in the Low Flight Network. One of the last remaining limitations is, however, the icing conditions, which can occur, for example, due to low temperatures in clouds or to heavy snowfall. An anti-icing system would enable flights to be performed even in these conditions, as it heats the critical parts of the helicopter and ensures that no ice builds up there. To date, above all large helicopters are de-iced, but these are too big and heavy to land on hospital helipads and at accident sites.

For this reason, in 2015, Rega commissioned helicopter manufacturer Leonardo to provide it with three new, all-weather AW169-FIPS helicopters within the framework of a development project. However, tests showed that it would not be possible to deliver the ordered rescue helicopters in accordance with the contractually agreed specifications. Consequently, both parties mutually agreed to terminate the purchase agreement. Despite this, it remains Rega’s declared objective to also be able to fly missions for patients under icing conditions. Rega will continue to follow the technological developments very closely and is convinced that one day it will be possible to also equip medium-weight rescue helicopters that are suitable for use by Rega with an anti-icing system.