Flying Frost Protection over Vineyards.
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Join Date: Jun 2002
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Flying Frost Protection over Vineyards.
What is the standard operating procedure doing frost?
Any tips, tricks or pitfalls one needs to be aware of?
Cheers.
DB
Any tips, tricks or pitfalls one needs to be aware of?
Cheers.
DB
Join Date: Oct 2005
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if you havnt done it before
go and sit in one night with a pilot if you dont know how to do it ,you start hovering around at the wrong height and speed you will do no good at all and the vine yard owner wont be to happy
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Frost Fighting Procedures
These comprehensive NZ frost fighting proceduures were put together and generously circulated by Peter & Margaret Garden of Peter Garden Helicopters Ltd, previously of Gore, Southland.
The purpose of using a helicopter in Frost Fighting is to raise the air temperature in the area being treated by;
1)Dragging down warmer air from the inversion layer above and; 2) Stopping cold air from ‘Ponding” ie. keeping the air moving.
This is achieved by;
1) finding the ‘cold spots’ in the area and establishing the natural air flow to and from those cold spots and;
2) using the aircraft outside temperature gauge to locate the inversion layer level and then establishing a suitable hover height to drag down the warmer air.
Hazards.
A number of hazards exist in this type of operation and only trained and experienced pilots will be approved to carry out this work.
All frost fighting work must be carried out with visual reference to the ground, if a risk of losing this visual reference to the ground exists then the operation must stop immediately.
Frost fighting is only approved if the pilot has thourghly inspected the area to be treated in ‘daylight conditions’ prior to commencing operations. This requires that the aircraft be positioned to the scene of operations in time to carry out the necessary inspections in daylight.
Any obstacles observed in the inspection that could create a risk must be adequately illuminated prior to the operation commencing.
The pilot must be aware of optical illusions associated with night flying operations some of which can be exasperated when working over a crop with bird covers in place.
Fatigue can also be a problem as frost operations are often programmed after the pilot has completed a normal day’s work. A period of at least 6 hours of rest must precede any frost operations and preferably 8 hours.
Flight operations should be carried out with landing, navigation and strobe lights on. All instrument lights should be operational. Hook mirror must be removed before starting operations and a torch must be carried in the cockpit. The pilot should also check for anything that may reflect light into the cockpit and ground staff and others must be warned of the danger of shining lights that may affect the pilots night vision.
A comprehensive briefing of all personnel involved in the operation must be carried out prior to the start of flying, clearly outlining the responsibilities of those involved and their roll in the safe and efficient completion of the job.
Callout Procedures
1) The client must be advised of the latest time that a Frost Fighting callout will be accepted. That time is calculated by adding the time needed to get the aircraft and crew prepared, the ferry flight time required and the site inspection time. This total time then needs to be deducted from Evening Civil Twilight to establish the final callout time.
2) Prepare the aircraft by (i) removing the hook mirror. (ii) checking that the Frost Fighting ‘Minimum Equipment is on the aircraft. (iii) Carry out thorough preflight inspection including instrument, navigation and landing lights. (iv) Refuel the aircraft as required.
3)Ensure that sufficient fuel will be available to carry out the operation.
4)File a flight plan with Base or ATC and also with the client making sure that both you and the client know were you will be landing the aircraft. (this needs to be as close to the scene of operations as possible to allow the aircraft to hover taxi to the area)
5)Ensure that you have overnight kit and that a suitable bed is available to provide adequate rest prior to commencing night frost operations.
6)Once the aircraft is located at the scene, thoroughly inspect the area for any obstructions paying particular attention to any wires or cables that may infringe onto the area and also those in adjacent areas and in the track that you will need to use to hover taxi from the aircraft park. These will need to be marked prior to commencing frost operations.
7)Cover the bubble with the appropriate cover. (if no cover is available the aircraft must not be lifted off until all condensation has been dried of the outside and the inside of the bubble using the aircraft heater)
Operational Procedures
1) Once the client advises you that temperatures are close to minimum and operations need to be started, safety lights need to be placed were necessary to provide warning of obstructions and to delineate block boundries.
2) Preflight the aircraft and establish the maximum flight time available for the fuel that is on board (allow for minimum fuel of 15 US gallons) and note the time that you will need to refuel.
3)Remove the covers and start the aircraft.
4) Check that the ‘outside air temp gauge’ is operational and visible.
5) Check communications with client/ground crew is operational.
6) Ensure that all condensation on the outside and the inside of the bubble has dried off.
7) Lift off and hover taxi to operational area making sure not to lose sight of the ground and your bearings relative to the operational area.
8) Once on site check the outside air temperature and establish how high the inversion layer is. This operation can be extremely dangerous and you MUST remain in sight of the ground at all times. If it is not possible to establish at what altitude the inversion layer is, you will have to use the procedure to keep the air moving ie. establish the low point of the area were the cold air will ‘pond’ and, with the assistance of ambient air flow, keep the air moving through this zone.
Operations will need to be continued until the air temperature in the block is raised sufficiently or the client advises you to stop.
9) Once the operation has been completed, all equipment must be collected (refueling gear, hazard lights etc)
If this occurs before daylight, the aircraft should be tied down and covers refitted and daylight awaited before ferry flight home is attempted.
Responsibilities
1) Flight Operations Manager must ensure;
i.Clients are aware of their responsibility for the safety of the operation including giving the company sufficient waning of requirement, advising of hazardous obstacles, providing pilot and crew with appropriate rest facilities etc.
ii.That only properly trained and approved pilots are dispatched on frost control operations
iii.That all the necessary resources are available for the operation including hazard lights, outside air temperature indicators, and fuel supplies.
iv.That appropriate documentation is completed pre and post operation including flight plans and flight following.
v.That the pilot and crew are properly briefed on all aspects of the operation.
2)Pilot in Command must ensure;
i.That all the required equipment is on board the aircraft prior to departure from base (see Frost Fighting Equipment List)
ii.That his/her training is current and that he/she holds the appropriate authority to carry out the operation.
iii.That he/she is fully aware of the requirements of these procedures particularly in relation to ferry flight after Evening Civil Twilight and before Morning Civil Twilight
iv.That he/she understands fully, all aspects of the operation and is aware of the exact location that the operation is to be carried.
v.That he/she has completed all the documentation required for the operation including filing a flight plan with ATC or base and completes post operation documentation.
vi.That he/she is fit to carry out the operation both physically and mentally and is aware of the potential fatigue aspects and the flight and duty limits placed on the pilot ie. at least 6 hours of rest prior to commencing frost control ops.
vii.That he/she has briefed the client and the ground crew fully on the safety requirements of the operation and has inspected the area of operations from the ground in daylight prior to commencement of any frost ops.
viii.That he/she has formulated a fuel plan and established refueling times and quantities required and co-ordinated these with the ground crew.
ix.That he/she has established safety hazard lights in those areas, identified in daylight, that pose a risk or potential risk to the safety of the operation.
x.That he/she carries out a full preflight inspection including instrument, navigation and landing lights and that the aircraft windscreen is clear and the mirror has been removed prior to take off on frost ops.
xi.That he/she fully understands the dangers of losing visual reference with the ground during ops and establishes practices that do not allow this to happen.
3)Ground crew must ensure;
i.That they have been fully briefed on all aspects of the operation including the area that the operation is to be carried out in.
ii.That they carry sufficient fuel to carry out the operation and the return flight.
iii.That they carry the necessary equipment for the operation (see Frost Fighting Equipment List)
iv.That were possible they carry out, along with the pilot, although inspection of the block in daylight prior to commencing operations.
v.That, during operations, they maintain a continuous radio watch on the appropriate radio frequency and advise the pilot of any potential threat to the safety of the operation.
4)Client must ensure;
i.That he/she gives the company sufficient notification of pending frost operations to allow them to prepare and dispatch a helicopter to arrive at the scene of operations in time to properly inspect the area to be treated in daylight.
ii.That they provide an area to park the helicopter adjacent to the block to be treated such that the helicopter is able to hover taxi in ground effect from that parking area to the block.
iii.That all hazards or potential hazards are pointed out to the pilot and a method of illuminating them during the operation is established.
iv.That he/she provides suitable facilities for rest for the pilot and is aware of the requirement of at least 6 hours complete rest required before the commencement of frost operations.
v.Were possible, continuous support for the pilot and ground crew during the operation
Frost Fighting Equipment List
1)Hazard Lights (in frost kit)
2)Outside Air Temperature Gauge (in frost kit)
3)Helicopter Covers (bubble)
4)Fuel (sufficient for the operation and return flight)
5)Cockpit Torch
6)Overnight Kit including sleeping bag
7)Front and rear main rotor blade tie downs
8)Bubble cleaning kit
9)Thermos flask and food (optional)
Minimum Equipment will include Landing lights, Navigation lights and Instrument lights
*Ground temperature control lights are available. They change colour as the temperature of the air changes giving the pilot a clear indication as to where the priority is required on the crop/orchard for warm air.
The purpose of using a helicopter in Frost Fighting is to raise the air temperature in the area being treated by;
1)Dragging down warmer air from the inversion layer above and; 2) Stopping cold air from ‘Ponding” ie. keeping the air moving.
This is achieved by;
1) finding the ‘cold spots’ in the area and establishing the natural air flow to and from those cold spots and;
2) using the aircraft outside temperature gauge to locate the inversion layer level and then establishing a suitable hover height to drag down the warmer air.
Hazards.
A number of hazards exist in this type of operation and only trained and experienced pilots will be approved to carry out this work.
All frost fighting work must be carried out with visual reference to the ground, if a risk of losing this visual reference to the ground exists then the operation must stop immediately.
Frost fighting is only approved if the pilot has thourghly inspected the area to be treated in ‘daylight conditions’ prior to commencing operations. This requires that the aircraft be positioned to the scene of operations in time to carry out the necessary inspections in daylight.
Any obstacles observed in the inspection that could create a risk must be adequately illuminated prior to the operation commencing.
The pilot must be aware of optical illusions associated with night flying operations some of which can be exasperated when working over a crop with bird covers in place.
Fatigue can also be a problem as frost operations are often programmed after the pilot has completed a normal day’s work. A period of at least 6 hours of rest must precede any frost operations and preferably 8 hours.
Flight operations should be carried out with landing, navigation and strobe lights on. All instrument lights should be operational. Hook mirror must be removed before starting operations and a torch must be carried in the cockpit. The pilot should also check for anything that may reflect light into the cockpit and ground staff and others must be warned of the danger of shining lights that may affect the pilots night vision.
A comprehensive briefing of all personnel involved in the operation must be carried out prior to the start of flying, clearly outlining the responsibilities of those involved and their roll in the safe and efficient completion of the job.
Callout Procedures
1) The client must be advised of the latest time that a Frost Fighting callout will be accepted. That time is calculated by adding the time needed to get the aircraft and crew prepared, the ferry flight time required and the site inspection time. This total time then needs to be deducted from Evening Civil Twilight to establish the final callout time.
2) Prepare the aircraft by (i) removing the hook mirror. (ii) checking that the Frost Fighting ‘Minimum Equipment is on the aircraft. (iii) Carry out thorough preflight inspection including instrument, navigation and landing lights. (iv) Refuel the aircraft as required.
3)Ensure that sufficient fuel will be available to carry out the operation.
4)File a flight plan with Base or ATC and also with the client making sure that both you and the client know were you will be landing the aircraft. (this needs to be as close to the scene of operations as possible to allow the aircraft to hover taxi to the area)
5)Ensure that you have overnight kit and that a suitable bed is available to provide adequate rest prior to commencing night frost operations.
6)Once the aircraft is located at the scene, thoroughly inspect the area for any obstructions paying particular attention to any wires or cables that may infringe onto the area and also those in adjacent areas and in the track that you will need to use to hover taxi from the aircraft park. These will need to be marked prior to commencing frost operations.
7)Cover the bubble with the appropriate cover. (if no cover is available the aircraft must not be lifted off until all condensation has been dried of the outside and the inside of the bubble using the aircraft heater)
Operational Procedures
1) Once the client advises you that temperatures are close to minimum and operations need to be started, safety lights need to be placed were necessary to provide warning of obstructions and to delineate block boundries.
2) Preflight the aircraft and establish the maximum flight time available for the fuel that is on board (allow for minimum fuel of 15 US gallons) and note the time that you will need to refuel.
3)Remove the covers and start the aircraft.
4) Check that the ‘outside air temp gauge’ is operational and visible.
5) Check communications with client/ground crew is operational.
6) Ensure that all condensation on the outside and the inside of the bubble has dried off.
7) Lift off and hover taxi to operational area making sure not to lose sight of the ground and your bearings relative to the operational area.
8) Once on site check the outside air temperature and establish how high the inversion layer is. This operation can be extremely dangerous and you MUST remain in sight of the ground at all times. If it is not possible to establish at what altitude the inversion layer is, you will have to use the procedure to keep the air moving ie. establish the low point of the area were the cold air will ‘pond’ and, with the assistance of ambient air flow, keep the air moving through this zone.
Operations will need to be continued until the air temperature in the block is raised sufficiently or the client advises you to stop.
9) Once the operation has been completed, all equipment must be collected (refueling gear, hazard lights etc)
If this occurs before daylight, the aircraft should be tied down and covers refitted and daylight awaited before ferry flight home is attempted.
Responsibilities
1) Flight Operations Manager must ensure;
i.Clients are aware of their responsibility for the safety of the operation including giving the company sufficient waning of requirement, advising of hazardous obstacles, providing pilot and crew with appropriate rest facilities etc.
ii.That only properly trained and approved pilots are dispatched on frost control operations
iii.That all the necessary resources are available for the operation including hazard lights, outside air temperature indicators, and fuel supplies.
iv.That appropriate documentation is completed pre and post operation including flight plans and flight following.
v.That the pilot and crew are properly briefed on all aspects of the operation.
2)Pilot in Command must ensure;
i.That all the required equipment is on board the aircraft prior to departure from base (see Frost Fighting Equipment List)
ii.That his/her training is current and that he/she holds the appropriate authority to carry out the operation.
iii.That he/she is fully aware of the requirements of these procedures particularly in relation to ferry flight after Evening Civil Twilight and before Morning Civil Twilight
iv.That he/she understands fully, all aspects of the operation and is aware of the exact location that the operation is to be carried.
v.That he/she has completed all the documentation required for the operation including filing a flight plan with ATC or base and completes post operation documentation.
vi.That he/she is fit to carry out the operation both physically and mentally and is aware of the potential fatigue aspects and the flight and duty limits placed on the pilot ie. at least 6 hours of rest prior to commencing frost control ops.
vii.That he/she has briefed the client and the ground crew fully on the safety requirements of the operation and has inspected the area of operations from the ground in daylight prior to commencement of any frost ops.
viii.That he/she has formulated a fuel plan and established refueling times and quantities required and co-ordinated these with the ground crew.
ix.That he/she has established safety hazard lights in those areas, identified in daylight, that pose a risk or potential risk to the safety of the operation.
x.That he/she carries out a full preflight inspection including instrument, navigation and landing lights and that the aircraft windscreen is clear and the mirror has been removed prior to take off on frost ops.
xi.That he/she fully understands the dangers of losing visual reference with the ground during ops and establishes practices that do not allow this to happen.
3)Ground crew must ensure;
i.That they have been fully briefed on all aspects of the operation including the area that the operation is to be carried out in.
ii.That they carry sufficient fuel to carry out the operation and the return flight.
iii.That they carry the necessary equipment for the operation (see Frost Fighting Equipment List)
iv.That were possible they carry out, along with the pilot, although inspection of the block in daylight prior to commencing operations.
v.That, during operations, they maintain a continuous radio watch on the appropriate radio frequency and advise the pilot of any potential threat to the safety of the operation.
4)Client must ensure;
i.That he/she gives the company sufficient notification of pending frost operations to allow them to prepare and dispatch a helicopter to arrive at the scene of operations in time to properly inspect the area to be treated in daylight.
ii.That they provide an area to park the helicopter adjacent to the block to be treated such that the helicopter is able to hover taxi in ground effect from that parking area to the block.
iii.That all hazards or potential hazards are pointed out to the pilot and a method of illuminating them during the operation is established.
iv.That he/she provides suitable facilities for rest for the pilot and is aware of the requirement of at least 6 hours complete rest required before the commencement of frost operations.
v.Were possible, continuous support for the pilot and ground crew during the operation
Frost Fighting Equipment List
1)Hazard Lights (in frost kit)
2)Outside Air Temperature Gauge (in frost kit)
3)Helicopter Covers (bubble)
4)Fuel (sufficient for the operation and return flight)
5)Cockpit Torch
6)Overnight Kit including sleeping bag
7)Front and rear main rotor blade tie downs
8)Bubble cleaning kit
9)Thermos flask and food (optional)
Minimum Equipment will include Landing lights, Navigation lights and Instrument lights
*Ground temperature control lights are available. They change colour as the temperature of the air changes giving the pilot a clear indication as to where the priority is required on the crop/orchard for warm air.
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good fun untill the fog rolls in!!!.....just keep vis ref with the ground, mark obstacles with Red portable landing lights and perimeters with green or white lights and dont be afraid to park it up for the night if it gets too claggy!...the night can be unforgiving if not respected
........oh and if you make it back to the hut in the morning make sure you have a cold one on hand before you have a kip...but good fun for the month with the boys.....mainly playing golf at the local....the aussie "frosty boys" will know what im talking about
...the night can be unforgiving if not respected........oh and if you make it back to the hut in the morning make sure you have a cold one on hand before you have a kip...but good fun for the month with the boys.....mainly playing golf at the local....the aussie "frosty boys" will know what im talking about
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Is this something that generally only happens in Oz or do anti-frost helicopter operations happen elsewhere in the world too? In England, perhaps (we do have a wine industry here, I'm reliably informed)?
Really, what I want to know, as a double-figure-hours newbie, is would I be able to go and see a frost-fighting operation first hand? It sounds interesting and something an inexperienced beginner could learn a lot from.
Really, what I want to know, as a double-figure-hours newbie, is would I be able to go and see a frost-fighting operation first hand? It sounds interesting and something an inexperienced beginner could learn a lot from.
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I have flown frost patrol over avocado plantations in California - cold and boring work and to be honest not something I really miss doing!
I was talking with a guy just now who farms vegetables in Washington State. His neighbour grows 1000 acres of cherries and uses a 212 to dry them with.
In order to increase the downwash they load it up with sandbags. After it rains the water collects where the stem joins onto the cherry. As the sun comes out and warms them up it splits the crop, rendering them unmarketable. They sell them for about $2-3 per pound.($5500 per ton)
I was talking with a guy just now who farms vegetables in Washington State. His neighbour grows 1000 acres of cherries and uses a 212 to dry them with.
In order to increase the downwash they load it up with sandbags. After it rains the water collects where the stem joins onto the cherry. As the sun comes out and warms them up it splits the crop, rendering them unmarketable. They sell them for about $2-3 per pound.($5500 per ton)
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Let your downwash do the walking!
i.e you dont have to get too close to the shelter belts and other hazards if the inversion layer is low and your at same height as the hazards.
Pays to have two on board, and constantly remind each other of the hazards, especially wires. Vineyards are bound to have a few floating around.
One block I had, was quite narrow and had a 200' fall from top to bottom. With power lines right in middle of block. Now these lines didnt follow the fall of the land, the land dropped away, so the wires got higher at certain points.
So we set altimeter to zero at low point and made sure we kept certain heights on way back up hill.
Now, before people jump on and say stuff like "why fly on such a slope", they wanted the buds protecting at the low points, as cold air "pooled" in the ends of the small blocks. And as PIC I had full support of the land owners if I choose not to go, which I did stop once til the moon came out as it was far to black....As others have said, dont be afraid to stop if its not good.
Hughesy
i.e you dont have to get too close to the shelter belts and other hazards if the inversion layer is low and your at same height as the hazards.
Pays to have two on board, and constantly remind each other of the hazards, especially wires. Vineyards are bound to have a few floating around.
One block I had, was quite narrow and had a 200' fall from top to bottom. With power lines right in middle of block. Now these lines didnt follow the fall of the land, the land dropped away, so the wires got higher at certain points.
So we set altimeter to zero at low point and made sure we kept certain heights on way back up hill.
Now, before people jump on and say stuff like "why fly on such a slope", they wanted the buds protecting at the low points, as cold air "pooled" in the ends of the small blocks. And as PIC I had full support of the land owners if I choose not to go, which I did stop once til the moon came out as it was far to black....As others have said, dont be afraid to stop if its not good.
Hughesy
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Frost
About 10 years ago I did some frost prevention. Basicly, it was my very first job. We used to fly with two pilots, one to wake up the other when he fell asleep 
The operation was totally unprofessional (doors removed on one site, copilot usind a flash light to point out the wires ) but very adventurous and a lot of fun.
What was very astonishing is the fact that the very next morning you could exactly see those spots you missed with your downwash. Those tomatoes didn't look too healthy.
Good advice is to get yourself a big thermos flask with some hot coffee, tea or chocolate.
The operation was totally unprofessional (doors removed on one site, copilot usind a flash light to point out the wires ) but very adventurous and a lot of fun.What was very astonishing is the fact that the very next morning you could exactly see those spots you missed with your downwash. Those tomatoes didn't look too healthy.
Good advice is to get yourself a big thermos flask with some hot coffee, tea or chocolate.
When it is Frost season in NZ just about every machine in the country is used !
Good fun if your on a vineyard with a good bunch of guys talking S
T all night .
Head starts to slump in the wee hours of the morning but if you have someone beside you giving you a nudge , its not to bad.
Top tip for frost is having a tidy shiela sitting next to you. Every now and then get to reach over and give you " cyclic " a tap !
Good fun if your on a vineyard with a good bunch of guys talking S
T all night .Head starts to slump in the wee hours of the morning but if you have someone beside you giving you a nudge , its not to bad.
Top tip for frost is having a tidy shiela sitting next to you. Every now and then get to reach over and give you " cyclic " a tap !
Avoid imitations
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I understand it is also done over citrus fruit plantations in Florida.
Cherry drying....ah....yes....much fun! Usually a couple of crashes a year in the Northwest doing that. Lots of very thin hard to see wires....or sticking the tail rotor into something.
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Belly Tank,
Frost flying is fun, especially the drinking at 0700 after a long night.
Waiting up to see what the temperature will drop to is the only pain in the bum. The golf is great as well. Loosing all those balls cost a fortune. Did do a night on a tobacco farm once, dark and bloody cold. In an unheated R22 as well. Dressed in about five layers of clothes, (could hardly fit in the cabin, doubt I would have been hurt in the event of a crash, I was wearing enough to act as an air bag
) doors off because of the condensation inside the windscreen, flying sideways all the time. Did it twice, the first and last time. Only in something with a heater and music to listen to if the other guys stop telling jokes...................
Frost flying is fun, especially the drinking at 0700 after a long night.
Waiting up to see what the temperature will drop to is the only pain in the bum. The golf is great as well. Loosing all those balls cost a fortune. Did do a night on a tobacco farm once, dark and bloody cold. In an unheated R22 as well. Dressed in about five layers of clothes, (could hardly fit in the cabin, doubt I would have been hurt in the event of a crash, I was wearing enough to act as an air bag
) doors off because of the condensation inside the windscreen, flying sideways all the time. Did it twice, the first and last time. Only in something with a heater and music to listen to if the other guys stop telling jokes...................
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When it is Frost season in NZ just about every machine in the country is used !
Good fun if your on a vineyard with a good bunch of guys talking S T all night .
Head starts to slump in the wee hours of the morning but if you have someone beside you giving you a nudge , its not to bad.
Top tip for frost is having a tidy shiela sitting next to you. Every now and then get to reach over and give you " cyclic " a tap !
Good fun if your on a vineyard with a good bunch of guys talking S
T all night .Head starts to slump in the wee hours of the morning but if you have someone beside you giving you a nudge , its not to bad.
Top tip for frost is having a tidy shiela sitting next to you. Every now and then get to reach over and give you " cyclic " a tap !
Last year on one single night there was 56 machines in Blenheim alone(from memory). they came from everywhere and there was a half hour wait at the fuel pumps( looked impressive though 10-15 machines lined up waiting at any one time).
One bit of advice is get in early and then you don't have to wait so long for gas!!plus the guy in tower gives up as well sometimes because it gets very busy quickly!!
As for the talking s
t one, well we all no that no pilot talks s t!! but if you have the right radio channel like one lot that i know, you can order up taxis from the town and try and talk them into delevering pizza to you!!but if there is a few of you on the one channel then it can get interesting as the night slow goes bye!!Then look out again first thing in the morning, it is a mad rush outta there for everyone in every direction!!
I didn't know you took your misses with you last year? i thought you said you had your pet chihuahua with you!! did you get that to tap your stick?
plus the guy in tower gives up as well sometimes because it gets very busy quickly!!
