Off airfield confined areas
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Off airfield confined areas
Last Saturday myself and an instructor went to a confined area off airfield - like everything, the one on the airfield I can almost get in and out of blindfold (if it wasn't against the rules, but that's another thread 
)
So, we went, we recced, we got in, turned around and left. Anyone else have their favourite off-airfield sites to do this sort of stuff ? And what sort of stuff do YOU consider, apart from the normal stuff - we included a check for rule 5.
And it was fun - properly recce'ing, approaching and getting into a new site.
)So, we went, we recced, we got in, turned around and left. Anyone else have their favourite off-airfield sites to do this sort of stuff ? And what sort of stuff do YOU consider, apart from the normal stuff - we included a check for rule 5.
And it was fun - properly recce'ing, approaching and getting into a new site.
PPRuNe Enigma
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Fun, and an essential part of your training and ongoing practice.
The ability to visit off-airfield sites is one of the best things about helicopter flight.
Rule 5 - yes. Also, always - always check and double-check for poles, wires and cables. I'm paranoid about 'em. Easy enough to remember when you are recce'ing and approaching the site - and very easy to forget when departing. So watch out.
The other thing is: never assume anything. I found this out after visiting - solo - a site that I had previously been into with an instructor. Put me on the receiving end of an irate call from the landowner - apparently just because the instructor had taken me there didn't mean it was OK to use that site myself.
Not whacking the tail rotor off anything also helps your afternoon go smoothly - I'm very pleased to report that I do NOT speak from experience on that one.
Great way to spend the afternoon though - does wonders for your scan and hover control. Beats pounding around the circuit, doesn't it ?
The ability to visit off-airfield sites is one of the best things about helicopter flight.
Rule 5 - yes. Also, always - always check and double-check for poles, wires and cables. I'm paranoid about 'em. Easy enough to remember when you are recce'ing and approaching the site - and very easy to forget when departing. So watch out.
The other thing is: never assume anything. I found this out after visiting - solo - a site that I had previously been into with an instructor. Put me on the receiving end of an irate call from the landowner - apparently just because the instructor had taken me there didn't mean it was OK to use that site myself.
Not whacking the tail rotor off anything also helps your afternoon go smoothly - I'm very pleased to report that I do NOT speak from experience on that one.
Great way to spend the afternoon though - does wonders for your scan and hover control. Beats pounding around the circuit, doesn't it ?
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Been into quite a few off airfield sites now. I can definitely back up what Grainger says. I fly into a field close to home and know it quite well. I did a take off over some trees one-day and low and behold there was a wire running between two of them that I had never spotted before. Luckily I was light and managed to climb over it. Salutary lesson in recceing the route OUT as well.
Always a challenge to ensure you have thought of everything when you fly to a new site. Keeps your nav up to speed too. Never dropped into the wrong spot…..yet
Always a challenge to ensure you have thought of everything when you fly to a new site. Keeps your nav up to speed too. Never dropped into the wrong spot…..yet
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I always thought that rule 5 did not apply when landing or taking off in accordance with normal aviation practice?
Please let me know if i have mis-understood this point.
Cheers!
Please let me know if i have mis-understood this point.
Cheers!
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My favourite off-airfield confined area is a private house where the garden is just big enough for a Gazelle. And I mean just big enough. When the disc looks as if it's almost touching the front door, the tail is clear.
Challenging, and perfectly safe. But I still wouldn't do it without an instructor ready to utter those comforting words 'I have control!'
Wires, wires and wires.
Not a helicopter story, but it makes the point well......
About 12 years ago I represented a very well-known aviator who had no alternative but to plead Guilty to endangering.
A light single had made a perfect forced landing in a field. The fault was rectified, but the field was pretty marginal for flying out. Solution: Ask X to do it. Very experienced pilot etc.
X went to the site, did all the necessary safety checks, paced the field, made sure it was long enough and, very important, checked for wires on the climb out etc. Tight, but it could be done. After a few fast taxi-runs to make sure, the big moment came.
X did a superb job. There were cheers of admiration as the a/c safely flew out of the field.
And, if he hadn't decided to celebrate his success by coming round for a low pass before flying away, all would have ended well. Unfortunately, he'd had no need to check the area behind him, and hadn't noticed the wires which ran from the farmhouse to a barn on the other side of the field!
Result? One wrecked aeroplane, and one very embarrassed pilot who ended up in the local Court.
I won't name the pilot because he wasn't as well-known in those days, and the only Press coverage was in the local paper.
Challenging, and perfectly safe. But I still wouldn't do it without an instructor ready to utter those comforting words 'I have control!'
Wires, wires and wires.
Not a helicopter story, but it makes the point well......
About 12 years ago I represented a very well-known aviator who had no alternative but to plead Guilty to endangering.
A light single had made a perfect forced landing in a field. The fault was rectified, but the field was pretty marginal for flying out. Solution: Ask X to do it. Very experienced pilot etc.
X went to the site, did all the necessary safety checks, paced the field, made sure it was long enough and, very important, checked for wires on the climb out etc. Tight, but it could be done. After a few fast taxi-runs to make sure, the big moment came.
X did a superb job. There were cheers of admiration as the a/c safely flew out of the field.
And, if he hadn't decided to celebrate his success by coming round for a low pass before flying away, all would have ended well. Unfortunately, he'd had no need to check the area behind him, and hadn't noticed the wires which ran from the farmhouse to a barn on the other side of the field!
Result? One wrecked aeroplane, and one very embarrassed pilot who ended up in the local Court.
I won't name the pilot because he wasn't as well-known in those days, and the only Press coverage was in the local paper.
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Correct, whirly - if you are actually landing, but confined area practice doesn't always involve ground contact. Recce - approach to hover - clear the area - depart. Technicality I know but if you do land there are other technicalities to consider such as having permission from the owner. (I've always wondered who the "owner" is if you land on top of a hill in the middle of nowhere... 
).
Also how far do you stretch the definition of "... in accordance with good aviation practice". If you overfly someone's house half a mile away from the site whilst lining up for your recce does that count ? If the site is lower than the surrounding area you may be 500' above the site but less than that directly below you.
Thinking about the 500' keeps me sharp-eyed for peds on the ground too. Hillwalkers are smaller than sheep and less easy to spot.
Finally - always pays to think about being "good neighbours". No point riling the natives if you can think ahead and take a quieter route.
).Also how far do you stretch the definition of "... in accordance with good aviation practice". If you overfly someone's house half a mile away from the site whilst lining up for your recce does that count ? If the site is lower than the surrounding area you may be 500' above the site but less than that directly below you.
Thinking about the 500' keeps me sharp-eyed for peds on the ground too. Hillwalkers are smaller than sheep and less easy to spot.
Finally - always pays to think about being "good neighbours". No point riling the natives if you can think ahead and take a quieter route.
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One more cautionary tale before I get back to my work .....
Vortex says: "Keep your nav up to speed." He's right, and it can happen to the best.
Some years ago, I was defending a pilot in a case some distance from London. We arranged to meet the evening before the trial at a country house hotel not far from the Court. The pilot, a very experienced PPL (one of the best and most professional PPLs with whom I've ever flown) was at the hotel when my solicitor and I arrived. Chatting before dinner, the pilot (who'd flown in) suddenly said: "This place is bl**dy difficult to find from the air. You'll never believe what happened. I landed in the garden of a house a mile away. They were very nice about it. I can't believe it, all my flying is to private sites, I've never done that before. I was using my GPS. I can't understand it." He added he'd prefer we didn't say anything to the expert witness when he arrived because it was too embarrassing.
A little later, our expert witness arrived, an extremely experienced professional pilot. "Sorry I'm a little late. It's rather embarrassing to tell you, but ................. They were very nice about it. In fact, they said I was the second helicopter who'd landed there this evening."
Warning: Be cautious when a hotel receptionist gives you co-ordinates.
I'm pleased to say the pilot was rightly acquitted of all his charges in due course.
Vortex says: "Keep your nav up to speed." He's right, and it can happen to the best.
Some years ago, I was defending a pilot in a case some distance from London. We arranged to meet the evening before the trial at a country house hotel not far from the Court. The pilot, a very experienced PPL (one of the best and most professional PPLs with whom I've ever flown) was at the hotel when my solicitor and I arrived. Chatting before dinner, the pilot (who'd flown in) suddenly said: "This place is bl**dy difficult to find from the air. You'll never believe what happened. I landed in the garden of a house a mile away. They were very nice about it. I can't believe it, all my flying is to private sites, I've never done that before. I was using my GPS. I can't understand it." He added he'd prefer we didn't say anything to the expert witness when he arrived because it was too embarrassing.
A little later, our expert witness arrived, an extremely experienced professional pilot. "Sorry I'm a little late. It's rather embarrassing to tell you, but ................. They were very nice about it. In fact, they said I was the second helicopter who'd landed there this evening."
Warning: Be cautious when a hotel receptionist gives you co-ordinates.
I'm pleased to say the pilot was rightly acquitted of all his charges in due course.
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Three things, in no particular order of importance:
1) Check for wires;
2) ALWAYS know the wind direction and approximate strength;
3) Take it SLOW.
Legalities are a secondary consideration IMHO, they presume you're still around to be annoyed by the em******ance...
This last BTW is not a dig at Flying Lawyer whom I'm glad to have in our community.
1) Check for wires;
2) ALWAYS know the wind direction and approximate strength;
3) Take it SLOW.
Legalities are a secondary consideration IMHO, they presume you're still around to be annoyed by the em******ance...
This last BTW is not a dig at Flying Lawyer whom I'm glad to have in our community.
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Following Buitenzorg's last comments, knowing the wind is the trickiest part. If there is no smoke or other indicators, you have no choice but to use the wind at your departure point.
There is a small site I occasionally go into - actually the back car park of a local pub. The pub is at the front, and there are buildings set back on each side so there is only one way in or out directly from the back of the site. This is over open fields which drop away quite sharply, so the approach and departure track are OK. However I won't go there unless there is no wind at all, as if there is you have to either land or depart with the wind behind you.
A question for the experts. Faced with this situation, obviously the best answer is don't go there at all if there is any wind. But if you are faced with a site with one single entry and exit path, would you prefer a small amount of wind behind you on approach, take off or at 90 degrees?
There is a small site I occasionally go into - actually the back car park of a local pub. The pub is at the front, and there are buildings set back on each side so there is only one way in or out directly from the back of the site. This is over open fields which drop away quite sharply, so the approach and departure track are OK. However I won't go there unless there is no wind at all, as if there is you have to either land or depart with the wind behind you.
A question for the experts. Faced with this situation, obviously the best answer is don't go there at all if there is any wind. But if you are faced with a site with one single entry and exit path, would you prefer a small amount of wind behind you on approach, take off or at 90 degrees?
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muffin:
Yeah, helps a lot if the site can fly a flag or small windsock !
In my experience, the local wind will frequently be quite different to the departure point. In the absence of smoke or other surface indicators - you can always fly a "clover-leaf" windfinding pattern. Always being aware of the effect of buildings etc. close to the actual landing point.
As for the site, you can only judge each site on its individual merits - as you say the surrounding topography is as much a factor as anything else.
Yeah, helps a lot if the site can fly a flag or small windsock !
In my experience, the local wind will frequently be quite different to the departure point. In the absence of smoke or other surface indicators - you can always fly a "clover-leaf" windfinding pattern. Always being aware of the effect of buildings etc. close to the actual landing point.
As for the site, you can only judge each site on its individual merits - as you say the surrounding topography is as much a factor as anything else.
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There are a couple of options for guestimating the wind direction when no obvious clues exist.
The best one is the GPS - For an approximate idea just fly to your destination and compare Ground and Air speed. Complete a high circuit around the target comparing GS and AS and it becomes obvious where its coming from.
Even if you only use it to get a rough idea as you get closer to the ground the movement of the trees etc gets more obvious and you make minor corrections.
If you want to be more accurate use the "wind aloft" feature. Both my Garmin GPS's have it so I assume it's standard on other aviation GPS's. Its easy to use.
The second is the manual version. Fly a square circuit at a fixed airspeed straight and level. Pick a "time unit" for each leg and fly it precisely (say 1 minute per leg but with upwind and approach being each a half of the unit time.) Do tightish turns on accurate compass headings.
If you are in nil wind you would fly a square with the target in the midpoint of the approach/upwind leg. That is after you've flown the square you should be directly overhead the target.
If there is wind you will end up downwind of the target. Turn toward the target and you are into wind.
The best one is the GPS - For an approximate idea just fly to your destination and compare Ground and Air speed. Complete a high circuit around the target comparing GS and AS and it becomes obvious where its coming from.
Even if you only use it to get a rough idea as you get closer to the ground the movement of the trees etc gets more obvious and you make minor corrections.
If you want to be more accurate use the "wind aloft" feature. Both my Garmin GPS's have it so I assume it's standard on other aviation GPS's. Its easy to use.
The second is the manual version. Fly a square circuit at a fixed airspeed straight and level. Pick a "time unit" for each leg and fly it precisely (say 1 minute per leg but with upwind and approach being each a half of the unit time.) Do tightish turns on accurate compass headings.
If you are in nil wind you would fly a square with the target in the midpoint of the approach/upwind leg. That is after you've flown the square you should be directly overhead the target.
If there is wind you will end up downwind of the target. Turn toward the target and you are into wind.
Whirlycopter
The bit that I think you mean is Rule 5(4)(a) and (b). This does include the statement-
"-nothing in this rule shall prohibit any aircraft from flying in accordance with normal aviation practice, for the pupose of taking off from, landing at or practising approaches----"
But carries on to say-
"-at, a Government aerodrome, an aerodrome owned or managed by the Authority or a licensed aerodrome in the UK or at any aerodrome in any other country."
Part (b) goes on to say-
"The practising of approaches to landing shall be confined to the airspace customarily used by aircraft when landing or taking off in accordance with normal aviation practice at the aerodrome concerned.
So I fear that you can not throw consideration of rule 5 out of the window just because you are landing/taking off from your confined area.
Cheers
TeeS
The bit that I think you mean is Rule 5(4)(a) and (b). This does include the statement-
"-nothing in this rule shall prohibit any aircraft from flying in accordance with normal aviation practice, for the pupose of taking off from, landing at or practising approaches----"
But carries on to say-
"-at, a Government aerodrome, an aerodrome owned or managed by the Authority or a licensed aerodrome in the UK or at any aerodrome in any other country."
Part (b) goes on to say-
"The practising of approaches to landing shall be confined to the airspace customarily used by aircraft when landing or taking off in accordance with normal aviation practice at the aerodrome concerned.
So I fear that you can not throw consideration of rule 5 out of the window just because you are landing/taking off from your confined area.
Cheers
TeeS
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In Blighty,
The dilemna for instructors doing confined area training (rather than practice) is that you are likely to bust the 500 ft rule if you do not land, but you are only permitted to land at licensed airfields during training. An airfiled is generally not very confined, of course!
The proposed changes to Rule 5 (see recent thread) could make it even more difficult - if the 500 ft becomes a height rather than a separation distance.
Very occasionally, the CAA will issue an exemption for a particular site. However, since it involves someone in the CAA being responsible for something these are very hard to obtain.
The dilemna for instructors doing confined area training (rather than practice) is that you are likely to bust the 500 ft rule if you do not land, but you are only permitted to land at licensed airfields during training. An airfiled is generally not very confined, of course!
The proposed changes to Rule 5 (see recent thread) could make it even more difficult - if the 500 ft becomes a height rather than a separation distance.
Very occasionally, the CAA will issue an exemption for a particular site. However, since it involves someone in the CAA being responsible for something these are very hard to obtain.
Avoid imitations
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The UK Military teach "The five S's".
Size
Shape
Slope
Surface
Surrounds (look for those wires etc)
A sixth "S" for good measure is "Surface wind".
My missus says she chose me for similar reasons
Size
Shape
Slope
Surface
Surrounds (look for those wires etc)
A sixth "S" for good measure is "Surface wind".
My missus says she chose me for similar reasons
PPRuNe Enigma
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Sheep can be very useful regarding the 500' rule.
If you can't see the sheep's legs you are more than 500' away from it.
If you can see the legs, you are closer than 500'.
If you can't see the sheep's legs you are more than 500' away from it.
If you can see the legs, you are closer than 500'.
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Another option to consider for finding winds is doing a OGE hover (if possible). The direction that uses the least amount of power will be in the wind.
Or find a point on the ground and set up a fixed angle of bank around it. See which way the wind pushes you. Also while flying, look at your ground track and the angle of crab you may have in.
Landing downwind, is not a bad thing. Have done it a fair amount due to some of the area's I land in. But, it has to be respected and any hint that it is not working, get out.
Or find a point on the ground and set up a fixed angle of bank around it. See which way the wind pushes you. Also while flying, look at your ground track and the angle of crab you may have in.
Landing downwind, is not a bad thing. Have done it a fair amount due to some of the area's I land in. But, it has to be respected and any hint that it is not working, get out.
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S - sun, will you be approaching, or departing directly into the sun. Can make it really interesting when approaching a one-way pad when the sun is directly in your face.
S - shadow you can see whether the a/c will fit by using your shadow. If you have a good shadow, fly so that you put the shadow into the hole. Your shadow will never be smaller than the heli, so if it fits with a safety margin, so will you. I've used this one many, many times while on the initial attack of a forest fire. It's saved the blades a couple of times, and helped me get the firefighters into spots I didn't think we could get into.
Approaching/landing downwind can be done, and done safely. Sometimes it is the safest way into a confined area. Transport Canada's Vortex talks of one way to do it safely. http://www.tc.gc.ca/civilaviation/sy.../2-02/V021.htm
To find the wind, slow to 35-40 kts, and fly in trim (very important) by the confined area one way, then reversed. If a x-wind, your nose will point to it's direction (if you are in trim). To tell if it's a tail/head wind, watch your groundspeed. The a/c will handle differently too. Headwind, groundspeed slower, controls feel more positive, tailwind, g/s higher, and controls feel a little more vague. Try it out next time you're doing circuits, if it's not too busy, pick a line on the ground, slow to 35-40 kts, and fly the line into wind, and then down wind. This way you can see/feel the difference. Then try it with a bit of x-wind. It won't take long, and you'll be able to feel the wind's direction without thinking about it too much.
Cheers
Randy_G
S - shadow you can see whether the a/c will fit by using your shadow. If you have a good shadow, fly so that you put the shadow into the hole. Your shadow will never be smaller than the heli, so if it fits with a safety margin, so will you. I've used this one many, many times while on the initial attack of a forest fire. It's saved the blades a couple of times, and helped me get the firefighters into spots I didn't think we could get into.
Approaching/landing downwind can be done, and done safely. Sometimes it is the safest way into a confined area. Transport Canada's Vortex talks of one way to do it safely. http://www.tc.gc.ca/civilaviation/sy.../2-02/V021.htm
To find the wind, slow to 35-40 kts, and fly in trim (very important) by the confined area one way, then reversed. If a x-wind, your nose will point to it's direction (if you are in trim). To tell if it's a tail/head wind, watch your groundspeed. The a/c will handle differently too. Headwind, groundspeed slower, controls feel more positive, tailwind, g/s higher, and controls feel a little more vague. Try it out next time you're doing circuits, if it's not too busy, pick a line on the ground, slow to 35-40 kts, and fly the line into wind, and then down wind. This way you can see/feel the difference. Then try it with a bit of x-wind. It won't take long, and you'll be able to feel the wind's direction without thinking about it too much.
Cheers
Randy_G
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Whirly,
We all know why Welsh pilots want to recce a sheep; it's certainly not covered by a rule 5 exemption and it also begins with "S"
Another way to find the wind direction: watch the direction of travel of cloud shadows across the ground.
We all know why Welsh pilots want to recce a sheep; it's certainly not covered by a rule 5 exemption and it also begins with "S"
Another way to find the wind direction: watch the direction of travel of cloud shadows across the ground.