Originally Posted by
Uplinker
Some very wise words, and a superb image about having a piano suspended above your head. Really brings it home
This is not a dig at all, but as a fixed wing pilot who spent a lot of time about 6 miles above such hazards, do heli pilots not refer to and obey MORAs?, (minimum off route altitudes). MORAs allow for obstacles up to 1000' above the surface, and electricity pylons are, what 200-300' high? which is bloody low from a flying point of view, (and below the low flying rule limit).
So if the cloud base does not allow flight above local MORA, then surely to goodness it should not be attempted, no matter what the forward visibility is perceived to be??
And why would any pilot fly en-route below the height of electricity pylons......Ever?? Surely asking for trouble?
Not having a go, just confused why anyone would do this.
I understand it must seem insane from the pressurized cabin point of view. To answer your questions: When you're flying from airport to airport then obviously you don't need to use a helicopter with all of its disadvantages. A helicopter by it's nature must sooner or later descend into the obstacle environment in order to get the job done, apart from few exceptions such as news gathering or some police work. Even if it's just for that one off-airport landing or take-off at one end of an A to B flight. Most utility work is based on constantly flying very low. Low flying is our bread and butter.
As you asked specifically about en-route: Crab already explained that scud running
can be done relatively safely with helicopters due to the fact that they can fly as slow as required. When you get caught out by degrading conditions you can simply land (given the environment offers enough suitable spots).
However, adequate reduction of speed as well as the right timing for a precautionary landing both require proper perception and assessment of the current situation. That judgement is not black and white but very individual and subjective compared to the highly standardized procedures of IFR flight at three-digit flight levels. I'd say generally the line between flying safely and "asking for trouble" is a lot thinner in VFR helicopter ops.
Originally Posted by
Uplinker
In Gordy's still frame, above, the wires go across a valley, so the minimum height would need to be much higher than 200 - 300: above the valley floor to clear those.
Gordy wrote: "I was patrolling a different circuit at the time and was flying in the wire environment by choice."
Meaning he was inspecting another wire. This means flying right next to the line and simply cannot be done at a "safe" height.
Originally Posted by
KiwiNedNZ
Sounds like one of those "Do as I say Not As I Do"
Agreed.