LA Basin helicopter routes
Thread Starter
LA Basin helicopter routes
Morning All.
I'm looking for a some info on the operation of the Los Angeles Basin helicopter routes. I'm currently working on a personal project to see wether some of these procedures could be adopted for U.K. practice, (and not only for helicopters). The question is...If you are operating on a frequency that has 'no ATC intervention'. How is an alerting service provided? Is it just left up to other pilots monitoring the frequency to relay to a 'monitored' ATC frequency? Or something more subtle? Thanks for any help!
Spiney
I'm looking for a some info on the operation of the Los Angeles Basin helicopter routes. I'm currently working on a personal project to see wether some of these procedures could be adopted for U.K. practice, (and not only for helicopters). The question is...If you are operating on a frequency that has 'no ATC intervention'. How is an alerting service provided? Is it just left up to other pilots monitoring the frequency to relay to a 'monitored' ATC frequency? Or something more subtle? Thanks for any help!
Spiney
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You can purchase the LA Helicopter Route chart from here:
http://www.sportys.com/acb/showdetl....=4071&CATID=92
The Baltimore-Washington Helicopter Route charts were quite handy, until 9/11. Obviously, you'll want to select "Los Angeles" from the online menu.
http://www.sportys.com/acb/showdetl....=4071&CATID=92
The Baltimore-Washington Helicopter Route charts were quite handy, until 9/11. Obviously, you'll want to select "Los Angeles" from the online menu.
Thread Starter
Thanks.
I've got one on the way but it's not quite clear wether the procedures are included in the text of the chart. Particularly the answer to my query above.
Spiney
I've got one on the way but it's not quite clear wether the procedures are included in the text of the chart. Particularly the answer to my query above.
Spiney
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Perhaps an LA pilot can explain this better, but I'll give it a shot. Some of this information was previously posted here...
In the U.S., helicopter routes can be identified on terminal area charts of major metropolitan areas. However, you can purchase specific "Helicopter Route Charts" for Chicago, New York, Los Angeles, Boston, Baltimore-Washington, Dallas - Ft. Worth, Houston, and Salt Lake City. These are the ONLY areas for Helicopter Route Charts (that I know of). They are easier to read than standard charts (blue, brown, and white colors only) and provide a lot of detailed information for low altitude flights.
I don't mean to insult anyone's intelligence, but I'll list the following example anyway. In the Washington area, they put a picture of the Mormon Temple on the chart. It actually looks like a drawing of the Temple, and it says "Mormon Temple" on the chart... very easy. Helicopter routes usually parallel major roads or rivers and there are different frequencies for each route (depends on approach heading to controlling ATC).
Example...
The chart will be very specific about frequencies and instructions. In this case, I rely on the dialogue box for frequencies, because it is specific to helicopters...
Also, each route will be highlighted in dark blue with a route number and the frequency of that route along your corridor. Depends on the day of the week, but usually ATC will have dedicated staff for just the helicopter routes. Oh ya,
helicopters entering a route will usually squak a predfined transponder code until you get into Class B (codes found on chart, as well).
Something like this...
You squak 5274 for Civilian Helicopter (as specified on chart) before you even call approach control. You aren't in Class B, yet - but this is like squaking 1200 for VFR (only it tells ATC you are a helicopter and they can tell what route you are following before you even contact them). When you get close to the Class B, you'll have to follow normal procedures to enter Class B.
The call goes something like this...
"Washington, Helicopter N2649D 3 miles west Cabin John for Route One... request Class B, landing Reagan."
At our altitudes, it is doubtful that ATC will have you on radar contact until you get much closer, which is why radio communications/transponder is much more important when using the routes. You wouldn't think it, but there is a LOT of helicopter traffic along these routes. In the U.S., we usually fly on the RIGHT side of the route (road, river, whatever), and hope the other guy coming the opposite direction is doing the same. One more thing... if you aren't in Class B (under ATC control) and switch helicopter routes, make sure you switch over to the right frequency (each route will usually have it's own freq and you self-announce when outside TRACON).
In the U.S., helicopter routes can be identified on terminal area charts of major metropolitan areas. However, you can purchase specific "Helicopter Route Charts" for Chicago, New York, Los Angeles, Boston, Baltimore-Washington, Dallas - Ft. Worth, Houston, and Salt Lake City. These are the ONLY areas for Helicopter Route Charts (that I know of). They are easier to read than standard charts (blue, brown, and white colors only) and provide a lot of detailed information for low altitude flights.
I don't mean to insult anyone's intelligence, but I'll list the following example anyway. In the Washington area, they put a picture of the Mormon Temple on the chart. It actually looks like a drawing of the Temple, and it says "Mormon Temple" on the chart... very easy. Helicopter routes usually parallel major roads or rivers and there are different frequencies for each route (depends on approach heading to controlling ATC).
Example...
The chart will be very specific about frequencies and instructions. In this case, I rely on the dialogue box for frequencies, because it is specific to helicopters...
Eastbound Contact Washington Tower on 120.75
helicopters entering a route will usually squak a predfined transponder code until you get into Class B (codes found on chart, as well).
Something like this...
You squak 5274 for Civilian Helicopter (as specified on chart) before you even call approach control. You aren't in Class B, yet - but this is like squaking 1200 for VFR (only it tells ATC you are a helicopter and they can tell what route you are following before you even contact them). When you get close to the Class B, you'll have to follow normal procedures to enter Class B.
The call goes something like this...
"Washington, Helicopter N2649D 3 miles west Cabin John for Route One... request Class B, landing Reagan."
At our altitudes, it is doubtful that ATC will have you on radar contact until you get much closer, which is why radio communications/transponder is much more important when using the routes. You wouldn't think it, but there is a LOT of helicopter traffic along these routes. In the U.S., we usually fly on the RIGHT side of the route (road, river, whatever), and hope the other guy coming the opposite direction is doing the same. One more thing... if you aren't in Class B (under ATC control) and switch helicopter routes, make sure you switch over to the right frequency (each route will usually have it's own freq and you self-announce when outside TRACON).
Last edited by RDRickster; 6th May 2004 at 23:17.
Thread Starter
RDRickster.
Thanks for the help, and your patience! As you might have assumed. I'm not a helicopter pilot but am examining some U.S. Procedures to see lessons learned and if they could help with some airspace problems in the U.K. I did try the search but it produced so many 'finds' it didn't help!
Regards
Spiney
Thanks for the help, and your patience! As you might have assumed. I'm not a helicopter pilot but am examining some U.S. Procedures to see lessons learned and if they could help with some airspace problems in the U.K. I did try the search but it produced so many 'finds' it didn't help!
Regards
Spiney
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Spiney
Flew in La for over a year and can add the following. Yes, the Route Chart is great for landmark references with diagrams depicting landmarks, commonly used for, though not required as, reporting points.
Down side is the size of the chart and ease of use in the cockpit and lack or topographical terrain info (unlike the Terminal Chart).
Practically speaking, which i gather is the jist of your post though, many commercial operators fly point-to-point in the LA basin, ENG certainly do and most corporate also, no triangular routes flollowinging freeways when a straight line will do is the rule. That said, instructors and students tend to follow the highways when training and transitioning pilots less familiar with the area.
So its a mixed bag of how does and doesnt follow the "routes". In LA when outside controlled airspace, helis give position/altitude/direction reports on air-to-air 123.025
ENG Brit
Flew in La for over a year and can add the following. Yes, the Route Chart is great for landmark references with diagrams depicting landmarks, commonly used for, though not required as, reporting points.
Down side is the size of the chart and ease of use in the cockpit and lack or topographical terrain info (unlike the Terminal Chart).
Practically speaking, which i gather is the jist of your post though, many commercial operators fly point-to-point in the LA basin, ENG certainly do and most corporate also, no triangular routes flollowinging freeways when a straight line will do is the rule. That said, instructors and students tend to follow the highways when training and transitioning pilots less familiar with the area.
So its a mixed bag of how does and doesnt follow the "routes". In LA when outside controlled airspace, helis give position/altitude/direction reports on air-to-air 123.025
ENG Brit
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I fly regularly through LA, either going up to Long Beach, LAX, or going through to somewhere else.
The route chart is a great idea, but as already stated the size of it is a problem. It is also interesting to note that the LA chart was last updated on December 30, 1999 (actually there was an update to some of the LAX routes not so long ago, but the chart was not re-printed). There are quite a few wrong frequencies on it, and also now it does not show the permanent TFR (temporary flight restriction) (Permanent temporary flight reastiction ?!) around Disneyland.
If you know what you are doing it is possible to fly right through the middle of LA without talking to anyone, either in or out of controlled airspace.
You will find that the majority of the published 'must fly' routes are in controlled airspace. It makes transitioning controlled airspace that much easier, but unless you are familiar with the route it is easy to get yourself in hot water. A lot of the routes are for noise abatement and if you stray from the path you will find out about it. The first time I went into and out of Van Nuys I got the departure route wrong (I thought I had it right though). The first we knew of it was when a letter arrived in the office with a nice little radar track of my flight path against where I should have been. Apparently I managed to generate 4 noise complaints. Speaking with the guy at the airport he stated that the anti-aviation brigade around there sit outside and wait for people to screw up then promptly pick up the phone to complain. What is interesting though is that all these routes are voluntary. So therefore my little indiscretion carries no penalty, only a request not to do it again.
The main problem I find with listening to the local pilots going through LA is that (a) they speak fast and (b) they use local slang. If you are not right up there with the lingo then the whole thing becomes rather useless. A lack of uniformity I suppose. Also the fact that it is voluntary makes it questionable as it only takes one person not to be on frequency to send everthing into chaos.
Personally I tend to follow freeways/river beds through LA and give my reports as to direction, altitude and freeway junctions.
Finally I still find it amazing that I can fly right through Downtown and be in uncontrolled airspace!
The route chart is a great idea, but as already stated the size of it is a problem. It is also interesting to note that the LA chart was last updated on December 30, 1999 (actually there was an update to some of the LAX routes not so long ago, but the chart was not re-printed). There are quite a few wrong frequencies on it, and also now it does not show the permanent TFR (temporary flight restriction) (Permanent temporary flight reastiction ?!) around Disneyland.
If you know what you are doing it is possible to fly right through the middle of LA without talking to anyone, either in or out of controlled airspace.
You will find that the majority of the published 'must fly' routes are in controlled airspace. It makes transitioning controlled airspace that much easier, but unless you are familiar with the route it is easy to get yourself in hot water. A lot of the routes are for noise abatement and if you stray from the path you will find out about it. The first time I went into and out of Van Nuys I got the departure route wrong (I thought I had it right though). The first we knew of it was when a letter arrived in the office with a nice little radar track of my flight path against where I should have been. Apparently I managed to generate 4 noise complaints. Speaking with the guy at the airport he stated that the anti-aviation brigade around there sit outside and wait for people to screw up then promptly pick up the phone to complain. What is interesting though is that all these routes are voluntary. So therefore my little indiscretion carries no penalty, only a request not to do it again.
The main problem I find with listening to the local pilots going through LA is that (a) they speak fast and (b) they use local slang. If you are not right up there with the lingo then the whole thing becomes rather useless. A lack of uniformity I suppose. Also the fact that it is voluntary makes it questionable as it only takes one person not to be on frequency to send everthing into chaos.
Personally I tend to follow freeways/river beds through LA and give my reports as to direction, altitude and freeway junctions.
Finally I still find it amazing that I can fly right through Downtown and be in uncontrolled airspace!
