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surface), or continue to 1000 feet
above a suitable heliport, clearing all
obstacles as above (drift down
techniques can be used). You must
allow for winds, safe fuel jettisoning
(not below 1000' agl) consistent with
reaching the heliport with required
reserves, and you may reduce width
margins to 5 nm if navigational
accuracy is good enough.
Class 3
You must be able to continue
without flying below MOCA, but, if
an engine fails, you must land
without danger to persons or
property on the surface. The
minimum cloudbase must be 600
feet, visibility 800 m, you must be in
sight of the surface not beyond 10
mins from land, and must not be at
night or operating from a helideck or
heliport in a hostile environment,
which is where more stringent rules
apply, that is, a safe forced landing is
impossible, you cannot be protected
from the elements, SAR is lacking or
there is unacceptable endangering of
persons or property on the ground
(the sea areas north of 45N or south
of 45S are considered hostile).
When VFR, most pilots (ex-military,
anyway) fly above 1200 feet or so agl
(a bit more at night) unless under
instructions from ATC or on a
specialist task such as filming (with
suitable exemptions). This is a
hangover from avoiding small arms
fire, but is also good for keeping the
neighbours happy and not disturbing
wildlife, particularly caribou, if you’re
in Canada, because running reduces
their Winter reserves. It's also worth
noting that you find less birds at
1500 feet.
Aerodromes and Heliports
All destinations or alternates,
naturally, must be adequate and
suitable for the aircraft using them;
in this context, ‘adequate’ means that
runway/FATO (Final Approach and
TakeOff Area) dimensions and
significant obstacles do not interfere
56 Operational Flying
with performance, but it also means
that services, such as ATS, lighting,
communications, navaids, weather
and emergency services should be
there as well.
For IFR, an approved approach
procedure must be available for each
destination and alternate, with up-todate
copies of the plates for each
pilot. Under VFR, minimum
operating visibilities and cloud
ceilings must be clearly stated on
your flight brief; the letters ‘VFR’ by
themselves imply compliance with
VFR minima in the Ops Manual.
Airfield Categorisation
Airfields are graded as to suitability
for the average pilot, depending,
amongst other things, on
surroundings and local weather.
Actually, proper grounds for
classification into one area or
another include lack of details in the
normal flight guides, performance
restrictions (runway conditions or
obstructions), complex departure
procedures and political problems.
They should be colour coded and
graded in ascending order of
difficulty, and the pilots' self-briefing
file on them kept in the Operations
office, being reviewed quarterly by
Ops based on advice from the Chief
Pilot and feedback from crews. On
return from a flight, it is your
responsibility to check that the
information concerning the airfield
is correct. Where changes have
occurred, you should inform
Operations; temporary ones will be
recorded in the file, while those of a
more permanent nature will go in
the Ops Manual. Anything not
mentioned should be checked out
with the Chief Pilot.
Of course, if you ask for all that you
may well get a puzzled silence. In
practice, any briefing will be
something like:
Chief Pilot: “Been there
before?”
You: “No.”
Chief Pilot: “Well, I’m sure
you’ll enjoy it.”
Category A—GREEN
Airfields with no undue difficulties
and an approved let-down
procedure, a non-performancelimited
runway with night capability,
and circling minima below 1000 feet
agl. You may operate into these
airfields at any time provided you're
signed up as current on your Route
Competency Certificate. No prior
briefing is required and this category
is unrestricted.
Category B—YELLOW
Airfields with some degree of
difficulty, like non-standard
approach patterns, high ground,
unusual weather, performance
limitations or other peculiarities.
You may operate into them if you're
specifically briefed (by a little
something in your flight brief) and
certified as competent into each
　
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