Flying in a Heat Wave: Safe? Legal?

I explore the logic behind performance charts and what the FAA told me about flying in hot weather.

Upcoming Weather
Next week’s weather. It’s going to be hot.

I have a Part 135 check ride coming up on Tuesday. Per the National Weather Service — my primary source of weather information — the forecast high in Wenatchee for that day is 112°F.

If you live in any country other than the metric-unfriendly US, that’s 44.4°C.

IGE Hover Chart
The IGE Hover Chart for an R44 Raven II does not chart any performance data for temperatures above 40°C.

The In Ground Effect (IGE) Hover charts for a Robinson R44 Raven II, which is what I fly, end at 40°C. That is, they do not provide any performance data for 44.4°C.

Now I learned to fly in Arizona and on a typical summer afternoon, 112°F was not uncommon. We flew in all kinds of heat. Hell, I remember landing at Bullhead City one day and reading 123°F on my outside air temperature (OAT) gauge. (And that was in a helicopter without air conditioning.) If the flight school I attended — which is still in business — didn’t fly when it was above 104°F (40°C), they wouldn’t be able to fly half the day about a third of the year. No one questioned whether it was safe or legal. We just did it.

Time went by. Someone suggested to me that flying when the temperature was above 40°C was not only unsafe but illegal. “You’re a test pilot when you do that,” more than a few people have told me. “Your insurance wouldn’t cover you in a crash,” another said, “because you’re operating outside of published data.”

Curious to see what other pilots thought about this, I put a poll on Twitter and gave the Pilots of Twitter 24 hours to respond. I also asked for comments. A lively discussion got going in the comments. It was also pointed out that I could have added “Unsafe but legal” as one of the options with the shared opinion that “the FAA gives you enough rope to hang yourself with.”

I do recall airplanes being grounded at Phoenix Sky Harbor airport one day when temperatures were “too hot” for some of the airliners, although it wasn’t clear from articles I read about how the limit was established.

Well, in an effort to head off a “gotcha” by my FAA examiner, I emailed him this morning to warn him of the heat:

A quick heads up.

We’re expecting high temperatures of 112°F on Tuesday. If you are of the school of thought that says we can’t fly when temperatures exceed 104°F because that’s the highest temperature on performance charts, we should probably plan to fly very early, before the temperature tops out. …

If you’re not of that school of thought — I learned to fly in Arizona so I’m not — we should be fine. The helicopter does have air conditioning, although I’ve never tested it in 112°F weather.

Please let me know what time you plan to arrive.

He replied, in part:

I am unaware of a temperature limitation that restricts operations of the R-44. We can complete the ground during the afternoon of the 28th so we can fly on the morning of the 29th to minimize the effects of the heat. …

So that’s telling me that it’s legal. (But he’s not taking any chances or doesn’t want to test my air conditioning.)

Never Exceed Speed
Here’s a limitations chart: Never Exceed Speed. If I extrapolated, I think operations at lower elevations would be fine, but I certainly wouldn’t exceed about 85 knots 44°C at 8000 feet. (Heck, the helicopter would be vibrating like crazy at that speed and elevation anyway.)

Is it safe? Well, as this “test pilot” could tell you, if you extrapolate the data in the charts, keeping in mind the aircraft’s gross weight and the altitude you would be operating at, it can be. Keep the aircraft light, don’t plan any high altitude landings, and keep your speed down.

Chances are, the helicopter will continue to operate in heat that you won’t want to be flying in anyway.

Helicopter Minimum Altitudes

I’m working on a much longer blog post, with photos, about my recently completed autumn vacation, but I thought I’d put this shorter post out because it’s quick and on my mind.

It started with someone on Twitter sharing a video from inside the cockpit of a helicopter flying low and fast over a forest road. There were no cars on the road and no poles or wires. It was an exciting little flight that reminded me of the kind of canyon flying I used to do in some very familiar, remote areas of Arizona. See for yourself.

Helicopter video screenshot.
Here’s a screenshot from the video in question.

What followed was a bunch of comments, including some from a few people too lazy to look up the regulations who claimed that flying like that was illegal. When I pointed out that it was not illegal in the US, a particularly lazy, uninformed idiot quoted my tweet with a portion of the FARs in an attempt to prove me wrong. He didn’t. All he proved is that like so many people these days, he’s only capable of reading until he gets confirmation of what he wants the truth to be. The rest doesn’t matter.

Here’s the entire FAA regulation covering minimum flight altitudes in the US:

§91.119   Minimum safe altitudes: General.

Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:

(a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.

(b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.

(c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.

(d) Helicopters, powered parachutes, and weight-shift-control aircraft. If the operation is conducted without hazard to persons or property on the surface—

(1) A helicopter may be operated at less than the minimums prescribed in paragraph (b) or (c) of this section, provided each person operating the helicopter complies with any routes or altitudes specifically prescribed for helicopters by the FAA; and

(2) A powered parachute or weight-shift-control aircraft may be operated at less than the minimums prescribed in paragraph (c) of this section.

[Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as amended by Amdt. 91-311, 75 FR 5223, Feb. 1, 2010]

Did you read paragraph (d) and paragraph (1) right beneath it? I did, but the know-nothing twit pretending to be an expert on Twitter didn’t. It basically says that the paragraphs he quoted (paragraphs (b) and (c) above) don’t apply to helicopters.

I distinctly remember this FAR coming up during my primary training back in the late 1990s. It basically gives helicopter pilots permission to fly at any altitude they need or want to, given that “if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.”

Take a look at the video. It looks to me as if the pilot is 50-100 feet off the ground. He’s moving at a good clip — at least 60 knots. (I tried to read the airspeed indicator but couldn’t.) With that altitude and airspeed combination, he’s not operating in the shaded area of the height/velocity diagram (or “deadman’s curve“). That means that a safe emergency landing is possible. And with nice smooth pavement beneath him, there’s plenty of suitable space for a landing if it was necessary. So it’s not in violation of paragraph (a) either.

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Lots of people don’t get this. They assume the altitude rules apply equally to all aircraft. But they don’t. This makes it pretty clear. Trouble is, there are too many self-important assholes out there — especially on Twitter — who share inaccurate or incomplete information as fact — and too many lazy people willing to believe them without doing their own homework.

If you want to read more about this topic, here’s an old, long, rambling post I wrote about an experience related to this years ago.

Oh, and by the way, this post is about whether the flight is legal in the US. I won’t make any comments about whether it’s safe or whether the pilot is using good judgement. That’s a whole different topic.

Self-Publishing a Paperback with Amazon KDP

Easy enough, but not ideal.

Part 107 Explained
Want to become a commercial drone pilot? Start by learning all about the FAA’s Part 107. This book will help. Buy the ebook edition on Amazon or from Apple. Or buy the paperback edition on Amazon.

Back in April, I wrote and published a short guide to FAR Part 107, which are the regulations governing commercial small UAS (drone) pilot operations. In the U.S., a pilot who wants to fly a drone for hire must get some training on these rules and then prove they know them by taking a test. If you’re not already a pilot, there’s additional certification and training that must be done. The FAA has recognized that a small UAS is an aircraft and must be regulated as such. As a helicopter pilot sharing airspace with drone pilots, I’m pretty happy about that, although I’m not happy about the folks who operate with little or no regard for the rules.

In preparing for the test and later answering people’s questions about the regulations, I looked for a guide that explained everything in plain English. When I couldn’t find one, I wrote one. It was my first book project in about four years and it wasn’t very tough for me. When it came time to publish it, I did it the easy way: I created ebook files in the correct formats and published them in the Apple bookstore and on Amazon.com.

Understand that I’m a big proponent of ebooks and very rarely buy printed books anymore. It’s a lot more convenient for me to read on my iPad and I get the added benefit of taking as many books as I want with me on trips without adding any weight to my luggage. I assumed that the folks who wanted a book like this would be on the same page as me.

But apparently that isn’t so. Lots of people seem to really like printed books, even for something as short as this one.

I normally use a print on demand publisher for my paperback book publishing needs: Lightning Source. They are affiliated with Ingram, so any book I publish using their service is automatically listed in Books in Print and appears in bookstore book catalogs, including Amazon and Barnes and Noble. The service isn’t difficult to use if you have the ability to create a PDF in the correct format. I usually write my books in InDesign, which can spit out documents in the formats I need. I fill out a few online forms, I upload the content and cover files, I pay a nominal fee, and I wait. The books are usually available within a week or so.

But yesterday, while checking the sales for the Part 107 book on Amazon, I saw a link for creating a paperback using Kindle Direct Publishing (KDP). I did some research on how it worked, what it cost, and how royalties were calculated. It seemed straightforward enough so I thought I’d give it a try. I figured that if I didn’t like the results, I could cancel publication and get the paperback printed through Lightning Source.

I spent about five hours yesterday prepping the manuscript for print publication. The trouble was, the manuscript I’d published as an ebook was absolutely filled with links to references on the web and cross-references to book content. In the ebook, you could tap a link to go right to that source — another benefit of ebooks over printed books. I had to manually convert all of the references to URLs in footnotes or page references in parentheses. I also had to remove all of the URL formatting that had been applied to link text. And because many of the URLs were really long, I had to use a URL shortener — I prefer bit.ly — to give each link a short, custom URL.

When I was done, I tried creating a PDF but didn’t like the results. I was working with Microsoft Word 2011 — I never did go to the Office 365 suite — and it doesn’t offer many options for PDF files. And, for some reason, it was spitting out a separate PDF for each section of the document. (I used sections to add custom headers for each chapter of the book.)

Since the KDP system accepted Word documents, I uploaded in that format. I then spent another half hour recreating the book cover for print.

When I was all finished, I previewed the book. That’s when I discovered that KDP had changed pagination for some reason that wasn’t immediately apparent, thus making my table of contents incorrect. Great.

I was offered the option of downloading a “corrected” Word document, so I did. When I opened it up, I discovered that the “correction” included changing the margins for the document. I knew what they said the margins should be, but I thought that was a suggestion. Apparently, it was a requirement. So I opened my “uncorrected” file, changed the margins, updated the table of contents and cross-references page numbers, and made a few other minor tweaks. Then I saved the file, uploaded it again, and previewed the results. It was fine.

Ready for Publishing
Here’s the dialog that appeared when I clicked Publish.

I clicked the buttons that needed clicking and eventually saw a dialog box telling me that my paperback had been submitted. Although one message had told me it could take 72 hours, this one said 12 hours. Whoa.

I shut down my computer for the day and went about my business. It was only 3 PM. I think I spent a total of 6 or 7 hours on the conversion process.

This morning, a little black dog who will remain nameless in this discussion decided she needed to bark at the coyotes howling off in the distance at 3:15 AM. That was all I needed to wake me up.

I lay in bed for a while with my iPad, checking weather, doing a word puzzle I do every morning, and checking in on Twitter. Then I decided to check Amazon to see if my paperback book appeared. I was very surprised to see that it did.

Book Listing
Here’s my book, all ready for purchase. I think it might be #1 in New Release and #11 in in Books > Arts & Photography > Photography & Video > Aerial because I bought two copies this morning.

Of course, I bought two copies right away: one for me and one for my friend Jim, who got me into drones. The only way I’m going to see the book is by buying it. At least I earn royalties on the purchase.

I guess what blows me away is just how quickly the book was made available. When they said 12 hours, they weren’t kidding. I used standard Prime shipping; my book will arrive Monday because today is a holiday and they don’t deliver on weekends. Still, that means they’ll print and ship the book tomorrow.

If the book looks as good as the ones I get through Lightning Source, I might have a new provider for my limited audience paperbacks. Let’s face it: Amazon sells more books than anyone else. For a book that normally would not appear in a brick and mortar bookstore, there isn’t much of a reason to get it in that Ingram catalog. And although I need to run the numbers, I suspect I might actually make more money publishing through Amazon; I’ll have to do a cost analysis to see.

As for ease of publishing, well, if you don’t try to get fancy and you use the Word template Amazon provides, it’s pretty darn easy to publish a book. So easy that I’m thinking of doing it again this month. The only thing I miss is the flexibility of getting my manuscript just the way I like it. Maybe it’s time to fire up InDesign and use that to create PDFs that KDP can’t change.