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Can Helicopters Fly In Snow & Ice? This May Surprise You!

Written by Rick James in Helicopters

Dropping skiers off in the mountains with a helicopter provides some of the best skiing anyone can get, but most videos that we all see are of them skiing on clear blue sky days. The same goes for the mountain rescue helicopters. So does that mean that helicopters cannot fly when it’s snowing or is it just that it is not good for shooting videos?

Helicopters can fly in snow. Some helicopters may need filters or snow deflectors fitted to the engine intake, but every helicopter is able to fly in snow. The limiting factors for flying a helicopter in snow is the pilot’s ability to see and weather conditions like freezing rain & freezing fog.

As I am writing this, the sun has not yet come up and the weather is snowing at -27°F/-33°C with the windchill and I have a flight booked, so I hope helicopters can fly in snow!
Let me tell you about what helicopters can and cannot do when the snow is falling…

Can Helicopters Fly When It’s Snowing?

Yes, all helicopters can fly in the snow but there can be limitations, depending on the helicopter. When a helicopter manufacturer builds and begins testing a new type of helicopter it will be subject to very rigorous winter testing.

Many helicopter manufacturers take their machines up into Scandinavia or Northern Canada for a few months of serious winter testing to see how the helicopter behaves and if any modifications need to be made to allow it to operate in the snow before going into production.

Snow only becomes a problem when large quantities of it begin to get ingested into the engine, or it accumulates in an area and then a big lump of snow gets ingested into the engine. This can create a large volume of water entering the combustion chamber and causing a flame out of the engine.

This was the cause of a police helicopter accident in Canada when the pilot took off with an accumulation of snow on the engine air inlet and it got ingested and caused a flame out on a mountainside. The pilot, unfortunately, did not survive.

To help prevent this, pilots are trained to install covers over the engine intake and exhaust when sitting on the ground during snowfall, to inspect all engine air intakes before taking off, and there are several aftermarket add-ons that can be fitted to helicopters.

For instance, the Bell 206 Jet Ranger can have deflectors fitted to the engine air intakes when winter operations are being conducted. These help the heavy snow get deflected and the clean air ingested. Some snow does make it into the engine intake but it is far less than without the deflectors fitted.

In the AS350 Astar that I currently fly, the manufacturer limits flying in snow depending on how heavy the snow is falling:

  • Flight when visibility is greater than 1500 m (0.81 NM):
    Flight in falling snow is authorized
  • Flight when visibility is within 800 to 1500 m (0.43 to 0.81 NM):
    Total flying time in falling snow is limited to 10 min
    This time limit includes the time required to leave all snowy
    conditions, irrespective of the visibility
  • Flight when visibility is lower than 800 m (0.43 NM):
    Flight in falling snow is prohibited

As you can see, when the amount of falling snow is heavy enough that the pilot is unable to see just under 0.5 mile then the helicopter cannot fly, however…

If the operator installs an approved inlet barrier filter system to the engine air intake all of the above restrictions are lifted and the helicopter can fly in as much falling snow as the pilot is comfortable!

The Engine Air Inlet Barrier on AS350 Astar Helicopter

The reason for this is that the inlet barrier filter helps to block falling snow and allow it to gradually melt so that only small amounts of snow/water are ingested into the engine at any one time. No different to if it was raining.

If the filter did become blocked a pressure sensor illuminates a light in the cockpit and the pilot can open a set of bypass doors to allow the air to bypass the filter.

Bypassed air is good to get the pilot back home but not encouraged for long periods of flying, especially in heavy snow. You can see one bypass door on the side of the cowl sitting behind the black screen mesh. The other is on the opposite side of the cowl.

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Are There Any Precautions Needed When Flying Helicopters In Snow?

Flying in snow is not really that much different to flying in rain but it does come with a few more precautions and things the pilot has to be aware of and prepare for.

Here are some of the most common things associated with operating a helicopter in snow conditions:

Ice on Critical Surfaces

Ice forming on certain parts of a helicopter can have very serious consequences. No helicopter is allowed to fly in known icing conditions unless it is fitted with an anti-ice/de-ice system, and those are generally only fitted to the large, twin-engine helicopters and they are costly and heavy!

Ice Accretion On A Main Rotor Blade

Known icing conditions are things like forecasted freezing rain or drizzle, flying in rain when the temperature is zero or below or when rain begins to stick to the window because it froze upon contact.

When ice begins to adhere to an aircraft it can do several things:

  1. Collect in the control mechanisms and freeze solid preventing the pilot from moving the flight controls
  2. Collect on airfoils like the rotor blades, vertical & horizontal stabilizers, and change the aerodynamic shape of the surface.

A thin layer of ice or frost on an airfoil can reduce the amount of lift it produces by 50% and increase its drag by 30%
(Statistic Source – Nasa)

Rotorcraft Flight Manual (RFM) Limitations

Every helicopter comes with its own RFM dedicated to that particular helicopter and it is a required legal document. In that manual, the manufacturer can list any operations as a limitation that must be complied with by the pilot at all times or the helicopter is deemed unairworthy and thus an insurance policy will be null and void.

The RFM For An AS350 B2 Astar

The snow visibility requirements for my AS350 Astar listed above are a great example of this. They are listed in the ‘Limitations’ section of this RFM, but the limitations for the installed inlet barrier filter are in the ‘Supplements’ sections and they override the ‘Snow Limits’ in the Limitations section.

Aircraft Configuration

Certain helicopters can have manufacturer-approved aftermarket kits fitted to them to help reduce or remove the limitations stipulated by the manufacturer. The inlet barrier filter is a kit.

Deflection baffles, engine inlet filters, particle separators are all common kits that are used to help improve the helicopters operating capabilities in snow. Each kit will have its own supplement in the RFM that lists any changes to the aircraft performance, weight & balance, and limitations.

Visibility

Even if the aircraft is equipped and certified to fly in the heaviest snow conditions, a pilot that cannot see out of the windows when flying around the mountains can get into serious trouble, real quick. The heavier the snowfall the further the visibility reduces.

Many helicopter operators will have company limitations that terminate all flying operations when the visibility gets below 1 to 1/2 a nautical mile. The only helicopters that usually fly in visibility lower than this are twin-engine, IFR helicopters with instrument-rated pilot/s at the controls.

A pilot should land way before the visibility gets anywhere near one mile if they are unfamiliar with the area, or they know there are hazards around like unlit towers and powerlines that could easily be hit in low level, low visibility flight conditions.

Whiteout

Whiteout occurs in two cases when flying a helicopter:

  1. When coming into land and the rotorwash blows up a snowstorm so thick that the pilot loses visual reference with the surface. This can lead to heavy landings or disorientation leading to impacting obstacles or terrain.

    To overcome this pilots will keep an object in sight at all times during the final stages of the approach. A tree, crouching person, flagged marker, or something similar are common. They may also pause the approach at around 50ft above the landing spot and allow the snow to be blown away by the rotorwash before continuing to land.

    The current weather conditions, location, and pilot experience will dictate what kind of approach the pilot will make.
  2. When flying under an overcast sky, the horizon can seem to blend or merge into the ground as the sky and snow become the same shade of gray. Flying out over a snow-covered lake or plain under overcast skies are a typical scenario where pilots lose reference and unknowingly fly the helicopter into the ground, usually with dire consequences.
A Typical Whiteout. Where Does The Ground Stop & The Sky Begin?

Hidden Objects

Snow is great for covering and hiding objects that can cause helicopter pilots serious headaches. Once the loose snow has been blown away by the hover, the task of setting the helicopter down in an unknown location out in the bush can present quite a challenge!

As a helicopter begins to settle on the snow it compacts it down and slowly sinks into it until the snow has compacted enough that the sinking stops. This is where mishaps can occur:

  1. Objects buried under the snow can puncture the belly of a helicopter because it was not seen. Tree stumps are typical belly punchers!
  2. Semi-frozen water can be hidden by snow. I know a few pilots who have been sitting in the back of their helicopters after landing in a “Good Spot” only to be suddenly disturbed as the unknown ice layer the helicopter was sat on has given way and the helicopter now sits in water!
  3. The main weight of the helicopter sits over the back of the skid tubes. This causes the back end of the helicopter to sink further into the snow than the nose. This becomes a problem because the tail rotor sticks way out the back and can make contact with the snow. Not good!

    To prevent this Bear Paws are fitted to the skids to give a larger footprint at the rear of the skids and keeps them sinking too far into the snow and lets the nose sink, allowing the tail rotor to stick up higher.
Bear Paws

To Finish

All helicopters can fly in snow but care must be taken by the pilot to ensure the flying conditions remain acceptable and the aircraft is not contaminated by snow or ice before lifting off.

Having barriers and deflectors help to prevent large amounts of water from entering the engine in one go that could cause a flameout and make the pilot really have to work to try and get the aircraft safely down into a spot.

Winter operations provide a unique set of challenges but vigilance and knowing when to stay on the ground is paramount to ensure everyone stays safe.

Further Reading

If you found this article interesting and would like to keep reading, I highly recommend the following articles from my blog:

Why Do Planes Look Like They Land Sideways?

Written by Rick James in Airplanes,General Aviation

There are some fantastic videos out there of large commercial airliners coming into land practically sideways then at the last minute the pilot straightens up and lands or even drops the rear tires down while looking down the runway through their side windows! Why do they not just land facing straight?

Airplanes approach the runway sideways when a strong crosswind would otherwise blow it off course. By facing the aircraft into wind the pilot is able to maintain a straight line to the runway and then straighten up the aircraft just at touch down by using the rudder & ailerons to keep it straight.

So it is the wind that causes the pilot to be landing sideways! So let’s take a look at what’s going on…

How Does The Wind Make an Aircraft Drift?

When an aircraft is flying, the wind will push the aircraft in the direction it is blowing. This is known as ‘Drift’. The stronger the wind, the more the drift will be.

If the wind is blowing directly toward the pilot when they want to land, that is perfect. Aircraft always try to land into wind as it helps with the aerodynamics of the aircraft and increases its performance for free.

The problems lie when pilots want to land at an airport that only has one runway and the wind is blowing across it and not down it.

This is when a crosswind landing has to be made.

When an airplane is on final approach to a runway, a crosswind will blow the airplane off course if no action is taken by the pilot. The stronger the wind is blowing, the more off course the airplane will be. As you can see in the diagram above, landing in the grass would lead to a serious amount of paperwork!

To prevent this drift pilots can use various techniques when on final approach to ensure the airplane lands on the runway and is not blown off course by the crosswind:

  1. A Crabbed Landing
  2. A De-Crab Landing
  3. A Slip Landing

What Is A Crabbed Airplane Landing?

When the pilot turns onto the final approach heading for the runway they must steer the airplane into the wind. The harder the wind is blowing the more the nose of the airplane must point into the wind and away from the runway.

By turning the nose into wind it looks like the aircraft would fly to the right of the runway in the case below, but because the wind is blowing it towards the runway the airplane’s shadow flies a direct line to the runway. Matching the amount of nose point or ‘Crab Angle’ as it’s known, to the wind speed is key.

As the airplane’s main landing gear touches the runway surface the pilot puts in left pedal to bring the nose of the airplane to the left and line it up with the runway. They will also put in a little right aileron to prevent the airplane from drifting across the runway then they plant the nosewheel.

In strong and gusty wind conditions this can be a very tricky maneuver to master as many aircraft cannot land with large sideways forces imparted on their main landing gear. This could result in a blown tire, or structural damage if the airplane’s full weight is placed onto the landing gear before the aircraft has straightened up.

This video of the giant Airbus A380 shows how much work the pilots need to do to keep the airplane on the runway:

What Is A De-Crab Airplane Landing?

The De-Crab landing technique is very similar to the crabbed approach where the nose of the aircraft points into wind. However, just before touching down the pilot ‘de-crabs’ the airplane by bringing the nose left to line up with the runway centerline and then immediately touches down before the wind has the chance to blow the aircraft across the runway.

The first airplane in this compilation video shows a great example of a De-Crab landing:

This kind of approach places far less sideways load on the landing gear but it can be tricky to get the timing just right, especially in strong winds or gusty conditions.

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What Is A Slip Airplane Landing?

The Slip or Side-Slip landing keeps the airplane’s shadow lined up with the runway centerline by banking the airplane into wind. The wing on the upwind side will be rolled toward the ground as if turning to the right.

To stop the aircraft from turning to the right the pilot balances the aircraft with the left rudder and the elevator to maintain the path over the ground for the given wind strength.

This maneuver can make the passengers feel quite uncomfy as the airplane will appear to be wanting to hit the wing on the ground first. If the wind is gusting, the pilot will also be increasing and decreasing the amount of wing down to maintain track. This can become very discomforting.

As the airplane approaches the runway the art is keeping the wingtip or the engine cowl from hitting the ground. The upwind main landing gear will touch down first, then the downwind main landing gear, followed by the nosewheel.

This is a maneuver not recommended by Airbus because excessive bank angles have led to contacted wingtips or engines when the wind gust happened at just the wrong moment!

Here is a flight simulation of how the slip approach works:

Do Airplanes Have Maximum Crosswind Landing Limitations?

Yes they do! Every aircraft manufacturer will issue maximum crosswind speeds that the airplane can land and takeoff in. Once the wind speed passes this limitation, the aircraft is not allowed to operate.

Crosswind limits also change depending on the runway surface conditions. Dry runways provide the maximum amount of grip when landing and so airplanes will have a higher crosswind limit.

When a runway is under heavy standing water or covered in snow and ice the maximum crosswind limitation begins to drop because the friction on the tires also reduces.

Here are the crosswind landing limitations & guidelines for Boeing 757/767 airplanes (Source – Boeing)

Runway ConditionCrosswind – Knots
Dry40
Wet40
Standing Water/Slush20
Snow – No Melting35
Ice – No Melting17

Once an airport begins to see sustained winds reaching 35 knots they can start to delay takeoffs and possibly divert aircraft to other airports. Pilots are constantly trained for crosswind landings and although they can look spectacular on video, to the pilots it’s just another day in the office.

If a pilot feels the approach is not going just right or the technique being used is not working for the type of wind and approach they will initiate a ‘Go-Around’ where they climb back up and try the landing again.

To Finish

When airplanes appear to be landing sideways it is to keep the aircraft lined up with the runway centerline during their final approach. Depending on the wind strength, the airport’s location, the type of aircraft, and the pilot’s skill will dictate which technique they will use.

Sometimes pilots may even use a mix of various techniques to try and keep the approach and landing as smooth and safe as possible. If it’s not going right, then the Go-Around will be initiated and another attempt will be made.

Crosswind landings are a daily occurrence for professional pilots but when you are first learning them, boy do they make you sweat and pucker!!

Further Reading

If you found this article interesting and would like to keep reading, I highly recommend the following articles from my blog:

How To Pop & Clear Ears During a Flight?

Written by Rick James in General Aviation,Medical

When I was 15 I was painfully made aware of what ear popping was, or in my case, the lack of ear popping during a descent into Tenerife in the Canary Islands.

To be honest, I think that was the most tremendous pain I have ever felt in my life, and back then I wish my parents had known about the techniques in the article to help get my ears popped!

Pilots use chewing, swallowing, yawning, medication & ear clearing techniques to pop ears during flight. A blocked Eustachian Tube does not allow the air pressure to equalize on either side of the eardrum, thus causing pain. Avoiding flight with colds & blocked sinuses is a must for pilots.

So if I felt like this during the descent, how do pilots not get this considering how often they are climbing and descending, because if they did, I can tell you they would not be in any state to command an aircraft!

Techniques Pilots Use To Clear Blocked Ears During Flight

The first thing you need to know about seasoned pilots is that they do not fly when they have a cold, stuffy nose, ear infection, blocked sinus, or any symptom that affects the sinuses or ears.

Even when a pilot feels they are coming down with one of those symptoms or is just recovering from one of those illnesses, pilots stay on the ground! Usually, all pilots will start their career all ‘Gung-Ho’ and nothing stops them flying, until that one flight when they wish they had stayed home!

For general day-to-day flight operations, these are the most common techniques used by pilots of all types of aircraft the world over. They are tried and tested ways of popping ears, so be sure to take note of them and use them yourself next time the ground begins to drop away from you!

Yawning

This stretches the area around the inner ear and can help open the constricted eustachian tube (more about this later) and allow the pressure to equalize on either side of the eardrum.

Swallowing

Non-Alcoholic Drinks Are A Must On All Flights! – Source: Claus Ableiter

You may hear your ears make a small popping sound as you swallow. This is the air escaping from and clearing the Eustachian tube. Drinking plenty of fluids during all phases of flight not only helps prevent dehydration but will also keep the areas around your inner ears moving helping keep your ears equalized during climb and descent.

Chewing

Chewing also stretches the areas around your ears. Chewing gum or sucking on hard candies on both climb and descent is a great way and very popular among pilots.

Valsalva Technique

A common technique used by many people, not just pilots, but one that must be used with great care. When the above methods are not working this technique can work:

  • Close your mouth
  • Hold both nostrils closed with thumb and finger
  • Begin to gently blow into your mouth keeping your mouth closed
  • You should feel your ears clear

If your ears do not clear, do not try blowing harder as this could rupture an eardrum and lead to an infection or even long-term hearing problems in some cases.

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Toynbee Technique

Similar to the Valsalva technique, but much safer. This places far less pressure on your eardrums:

  • Close your mouth
  • Hold both nostrils closed with thumb and finger
  • Swallow multiple times, instead of blowing
  • You should feel your ears clear

EarPlanes

These are a great, inexpensive & drug-free devices designed purposely for helping to prevent and relieve problems with ear popping.

Used by many pilots and passengers all over the world, these simple earplugs fit neatly into your ear and help keep the ear equalized on both sides of your ear drum.

With over 2000 4.5 Star Ratings they are worth taking a look at if the above techniques never seem to work for you.

They also help reduce noise which is a nice feature too!

You can find them Here at Amazon.com

Kids Versions Are Also Available Too

Avoid Sleeping

This is one we all hope the pilots don’t do but flights with multiple crews on long hauls flights do take it in turns to sleep in crew bunks built into the aircraft, however, they are generally not in them during climb and descent.

But, this does apply to any person in an aircraft, even a pilot sitting back in the cabin catching a ride – Do not sleep during takeoff and descent!

When you sleep, you are unable to do any of the techniques mentioned above. This can cause you to wake up with considerable pain and you may have reached a point where you are unable to equalize your ears and relieve the pain!

Sleep once the aircraft is in level cruise and you will not have any problems!

Decongestion Medications

Decongestion medications can help to reduce any swelling around the Eustachian tube and allow pressure to equalize. Products that contain Pseudoephedrine will help providing they have been taken before the flight or before descent with enough time to take effect.

Any medication that is taken while flying must be approved by a medical professional and if any pilot suspects they are coming down with blocked sinuses, they will not fly.

Sudafed is a typical decongestant medication.

Vasoconstrictor Sprays

These sprays can be handy to use in an emergency. Think of them like a fire extinguisher. There when you need them but not routinely used.

Vasoconstrictor sprays can give immediate relief to painful, blocked ears, however, they can lead to worsening symptoms once the medication begins to wear off.

Many pilots carry these in their flight bag to use as a last resort during descent, but then make sure they do not fly again until fully fit and well.

Afrin by Bayer is one of the most commonly used Vasoconstrictor medications.

You can find Afrin at any pharmacy or Here at Amazon.com

Tips For Popping Ears In Children During Flights

Children have much smaller eustachian tubes and as we know kids seem to always have a runny nose, thus they are probably having some sinus issues. Because of this, their eustachian tubes are much easier to block and cause pain for the child as the pressure changes.

We have all heard babies crying on a plane, especially during climb and descent and now you know why!

If you have a flight coming up in the next few days and you find your child is starting to develop a runny nose, irritability, or rubbing their ears make sure you see a qualified pediatrician and seek their advice. Flying with a sick child could cause long-term issues for them, let alone the pain and discomfort they may feel.

If your child is healthy, here are some great tips I have learned flying many times with my children as they have grown over the years:

  • For Babies – The use of a soother or bottle feeding at takeoff and start of decent will help them to clear their ears before the pressure starts changing
  • For Smaller Children – Chewing gummies while watching a movie for distraction is great
  • For Older Children – Sucking on hard candies or chewing gum keeps the areas surrounding the eustachian tubes moving and helps prevent blocking – Showing them the Toynbee Technique is also a good idea
  • Water Bottles – Having a water bottle where they have to suck up the water through an internal straw works great to help pop their ears. Keeping them hydrated is also very important.
    Be sure to send them to the bathroom before getting on the plane and before descent also keep them relaxed

Why Do Our Ears Pop In Flight?

It is all to do with gasses expanding and contracting as an aircraft climbs and descends. As an aircraft climbs, the air pressure in the atmosphere decreases but a body of trapped air seems to expand – This is known as Boyles Law (Link to NASA).

You may have seen a bag of chips on a flight seem to be ready to burst once you have reached cruising altitude. This is because the pressure on the outside of the bag is lower than the pressure inside the bag, so the air in the bag is trying to get out so it can be equalized to its surroundings.

This happens to every pocket of air in our bodies when we fly. Have you ever been on a plane and needed to burp or fart during a climb, this is why! I tell my wife this and she calls B.S. on me!
This air inside you is wanting to get out. This is the same as the air behind your eardrum!

To prevent the air behind your eardrum from expanding and bursting it like a balloon, we have a small tube connecting the space behind the eardrum to your throat. This is called the Eustachian Tube. This tube allows air on both sides of the eardrum to be at the same pressure.

Image Source: OpenStax

The pop you feel when unblocking your ears is the eustachian tube opening and the air equalizing between your inner ear and the outside ambient air pressure.

If however, the eustachian tube becomes blocked and you are unable to ‘Pop It’ the air behind the eardrum is not able to equalize with that of the ambient air pressure and it will begin to swell on a climb or become compressed on a descent.
This is what can cause severe pain and is known as ‘Ear Lock’.

Most pilots and passengers will become susceptible to ear lock during descent because the pressure inside the inner ear will gradually become less than that of the surrounding air. This can cause the eustachian tube to collapse and clamp shut, the lower the aircraft descends.

Once on the ground and the pressure is no longer changing most pilots and passengers’ ears will clear naturally, but until that time, they can be in excruciating pain.

To help prevent rapid changes in air pressure during flight commercial airliners have an automatic cabin pressure control system. During climb and descent, it allows the cabin to slowly change pressure at around 3-500ft per minute to give passengers and crew a chance to pop their ears. During the cruise, most aircraft are pressurized to around 6-8000ft even though they are flying up above 35,000ft.

When the eustachian tube is blocked or becomes blocked in flight, this is when problems occur no matter how slow the pressure change occurs.

To Finish

A blocked eustachian tube will cause pain in a pilot as the aircraft climbs and descends. Using techniques or medications prevents them or relieves them from not being able to equalize their inner ears and causing pain.

Technique practice and popping their ears before commencing a climb or descent will allow the pilot to be pain-free and maintain their flight duties. Having sinus illness before a flight should make them stay home but we all know that sometimes that doesn’t happen and for those pilots who take the gamble, the pain they could feel will make them think twice before doing it again!

Further Reading

If you found this article interesting and would like to keep reading, I highly recommend the following articles from my blog:

Why Do Fighter Pilots Pass Out? Or Can They Prevent It?

Written by Rick James in Airplanes,Medical

As I was perusing the internet, YouTube suggested a video to me of a pilot in a centrifuge and his face was all warped and then he blacked out! I’m sure you may have seen similar videos and I wanted to explain what this is all about.

Fighter pilots lose consciousness or blackout when they pull a High-G maneuver in their aircraft which forces all the blood from their brain and into the abdomen and feet. Without blood delivering oxygen to the brain, it can cause unconsciousness within 5-10 seconds at 4g and higher.

I’ve been on roller coasters where I have experienced several g’s but I cannot imagine how a fighter pilot can deal with a 9g maneuver! Read on to find out what causes this very common phenomenon…

Why Does A Fighter Pilot Pass Out?

To function, our brains need oxygen, and that oxygen is brought to the brain from our lungs via blood. During normal daily life, our brains require approximately 3.3 ml of oxygen per 100 g of brain tissue per minute (Butterworth, Roger F. (1999). “Hypoxic Encephalopathy“).

When a brain is starved of oxygen, it is known as cerebral hypoxia and mild symptoms can be short-term memory loss, inability to complete complex tasks, decreased motor control, and bluing of the skin. Kind of all the things a fighter pilot would need when flying!

When prolonged oxygen deprivation occurs (from 5-10 seconds) the pilot can begin to lose consciousness.

The reason why a fighter pilot’s brain is not getting enough oxygen to their brain is because the high g forces are pulling all the pilot’s blood into their abdomen and feet via centrifugal force. The human heart is not strong enough to overcome the high g forces and keep the blood flowing up to the brain under such high loads.

This video is a great example of what happens when a pilot is subjected to high g forces:

Once blood flow and oxygen levels are restored the pilot will come around quite quickly, but if this were to happen while piloting a jet flying low to the ground, the consequences are usually fatal. To prevent the brain from being starved of oxygen, pilots are trained to know and prepare for the kind of maneuvers that will create high g forces and use several things to keep the blood around the brain.

What Situations Cause A Fighter Pilot To Pass Out?

1g or Gravitational Force Equivalent is the weight we feel from the earth’s gravity pulling us to the ground. When you step on a scale, your weight shown is the earth’s gravity pulling the mass of your body down onto the weighing system.

If you have been on a roller coaster or an airplane and you get a bump that makes your stomach feel funny and light in the seat, this is zero-g or a weightlessness feeling.

The opposite happens when you begin to feel heavier in the seat, like when a car accelerates or on a roller coaster at the bottom of a dip. This increased feeling in your weight is positive g. It is the positive g that pilots have to deal with the most.

An F/A-18F Super Hornet During A High G Pull Up After Take Off

Fighter pilots experience positive g during certain maneuvers of their aircraft that imparts high centrifugal loads on their bodies. Two of the maneuvers that can impart the highest g on a pilot are:

  • Tight banking turns
  • Sudden climbs from a level flight, also called ‘Pull Ups’

Some of these maneuvers can lead to +10g of force being felt by the pilots in an instant. This means their body can now weigh 10x heavier! When under these high g forces for prolonged periods of time (several seconds), a lot of physical work has to be done by the pilot to stay conscious.

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How Can A Fighter Pilot Prevent Passing Out?

The ‘several things’ I mentioned earlier that pilots use to help keep blood around the brain are a mixture of equipment and techniques. Here are some of the most common things used by fighter pilots all over the globe:

Breathing Techniques

There are many different methods used by pilots. Some say words, some shout and some just talk to themselves very forcefully, but the function of what they are doing is the same.

By taking in a breath before the maneuver then forcefully saying the words, or noises during the high g it helps to tighten the muscles in their necks and face to constrict the blood vessels. This helps to stop the blood flowing down towards their feet.

During prolonged high g they may spit out the last of the word, take a quick deep breath, and repeat. It is kind of hard to describe, but in the video at the end of the article, you will see what I mean.

Muscle Tensing

Fighter pilots are trained to tense every muscle in their body during high g maneuvers to restict the blood flowing down. This acts like a traffic jam. If the blood can’t flow, then it can’t leave the brain. This allows the brain to suck up every last bit of oxygen from the blood while it has the chance.

You will never see an obese fighter pilot because to withstand the high g they have to work out and train hard to keep their bodies in peak physical shape to be able to cope under these flight conditions. It only takes one blackout and that could be it for the pilot.

G-Suits

Fighter pilots are kitted with an Anti-G or more commonly known as a G-Suit. This suit is a special pair of tight-fitting pants that the pilot wears, usually over their flight suit.

A Plots G-Suit With The Bladder Connection Hoses On Their Left

This suit is fitted with bladders that are inflated by the aircraft when high g forces are sensed. The bladders press against the pilot’s legs and abdomen to restrict the blood flow. When the aircraft leaves the high g the bladders automatically deflate.

To Finish

The g-suit coupled with the pilot’s breathing and muscle tensing techniques are what allow pilots to stay fully conscious when flying high g maneuvers.

It’s also not just fighter pilots who are subject to passing out under high g forces, but aerobatic and racing pilots also face the same demon. Some of the best video footage you will see of pilots fighting high g is in the Red Bull Air Racing series. This video below shows exactly how these guys deal with not passing out:

Further Reading

If you found this article interesting and would like to keep reading, I highly recommend the following articles from my blog:

MAYDAY: Why Do Pilots Say Mayday?

Written by Rick James in General Aviation,Rules & Regs

As a pilot, declaring a Mayday over the radio means that all hell is about to break loose or already has. This is a saying we train to use in the hope that we never do, but when we do it triggers a chain of events that hopefully leads to a positive outcome for all involved.

Mayday, Mayday, Mayday is used by pilots when an incident is taking place on an aircraft & they need to make other pilots & air traffic control aware of their situation. Aircraft identification, position & aircraft problem are communicated to help get as much assistance to the pilot/s as possible.

When a situation occurs, getting help any way a pilot can is greatly received and the word Mayday is an instant way to get the attention of everyone on the same frequency who hears the distress call. Of course, only certain assistance can be given over a radio call, but that assistance can change everything in the right situation.

Why Would A Pilot Say “Mayday”?

Pilots should declare a Mayday whenever they feel they are in distress or have encountered an emergency situation. Mayday is an international word and announcing it in any country has the same effect.

When a pilot declares an emergency over the radio they can start the radio transmission with the words “Emergency” or “Mayday”, however, the preferred method is to declare “Mayday” three times if time permits, and then the rest of the message.

Maydays can be declared for situations like:

  • Engine or aircraft fires
  • Smoke in the aircraft
  • Engine failures
  • Bird strikes
  • Hydraulic failures
  • Total electrical failure
  • Landing gear failure
  • Rapid Depressurization
  • Loss of visual reference
  • Crew/passenger medical emergency
  • Low fuel
  • Heck, even getting lost warrants a mayday!

As the pilot is running through the emergency checklist, fighting with a malfunctioning aircraft, or trying to keep the aircraft upright and flying, having another person aware of their situation can begin to assist or arrange help which could save precious minutes if the aircraft is involved in a crash.

Many pilots have a fear that declaring an emergency will get them into trouble with the FAA or air traffic control but that is so far from the truth. The sooner air traffic control is aware of the pilot’s predicament, the sooner they can begin to assist the pilot in any way they can.

Aviation follows three rules:

  1. Aviate
  2. Navigate
  3. Communicate

In that order. It is the pilot’s main concern to fly the aircraft while dealing with the emergency. Air traffic control can assist with helping navigate the aircraft through sight or by radar, and communication can be offered to help the pilot, who may now only have the mental capacity to just listen.

Emergencies in flight are a terrifying and mentally challenging experience, but with regular training, most events can be dealt with efficiently and smoothly to allow the pilot to maintain the more mental capacity to help deal with the details surrounding the emergency – Like where to land!

My Regular Flight Simulator Training Allows Endless Practice Of Emergency Situations

When a pilot is in an emergency situation they can break EVERY rule in the book to ensure the survival of everyone on board.

What Happens When A Pilot Declares Mayday?

When a pilot declares a Mayday over the radio several things can happen depending on where the pilot is:

In Remote Locations

When piloting an aircraft in remote parts of the world the mayday call may go on deaf ears if no other aircraft or air traffic controller are within radio range. Even when flying in the middle of nowhere it is always good airmanship to make the call just in case someone does hear.

That someone could be a pilot in a commercial airliner flying overhead that hears the message and relays it to the air traffic controller they are in contact with. Airliners fly much higher than many small aircraft and their line of sight to a radio communications station is far, far greater than an aircraft flying at low altitude.

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If no one hears, then the pilot is on their own and hopefully, they may have a cell or satellite phone onboard and connected to their radio system or the last option is to rely on the Emergency Locator Transmitter (ELT).

The ELT can broadcast a signal containing GPS coordinates to the Search & Rescue satellite system by turning the ELT on or when it detects a hard impact in the event of a crash. This will immediately begin the aviation search and rescue procedures run by the FAA.

In Populated Areas & Airspace

When an aircraft is flying around populated cities, outlying areas, or in the airway system most aircraft will be on a frequency assigned to a nearby airport, airspace controller, or the general air-to-air traffic frequency used in that area.

When a mayday is declared it will be heard by someone, whether that be a pilot or an air traffic controller. If only another pilot hears it they can relay the information to an air traffic controller, at which point the air traffic controller may try and reach the pilot in distress on that frequency.

When a mayday call is acknowledged by the air traffic controller most countries demand strict radio silence on the frequency to allow the pilot & air traffic controller to easily communicate without any distractions.

In busy airspace, the air traffic controller may ask the pilot in distress to switch to an alternate frequency, or if unable due to workload, then ATC may issue a broadcast for all other pilots to switch so as to keep the current frequency clear.

Air traffic controllers will now be working hard to:

  • Clear all nearby traffic away from the area
  • Keep an eye on the distressed aircraft to maintain separation from other aircraft and terrain
  • Give the distressed aircraft priority handling into any area or airport they wish
  • Talk to the pilot to see what help they need
  • Liaise with an airport of intended landing to get emergency crews on standby and the airport airspace and runways cleared
  • Help with directions by giving the pilot headings/altitudes to fly to get them to the nearest suitable airport
  • or any other help they can offer to reduce the pilot’s workload

This is usually done by bringing in an additional air traffic controller (if staffing allows) to let the main controller deal solely with the distressed aircraft and let the secondary controller liaise and arrange the peripheral help.

To Finish

Declaring a Mayday is asking for help when something could be on its way to going wrong, like a low fuel situation, or when the pilot is fighting for their life.

Even if there is nothing that other pilots or air traffic controllers can do just having someone to talk to can keep the pilot calm which can be just enough to keep making the right decisions and achieving a positive outcome.

Unfortunately, there are many occasions where mayday calls are heard by pilots and the distressed pilot has their mic keyed all the way to the end, which I can tell you from personal experience is a haunting memory that will stay with me forever.

For those pilots that get help early by not worrying about getting into trouble, the help far outweighs any paperwork that may follow – Heck I would much rather do days of paperwork than not be able to go home again!

Header Image:
Source: NMOS332

Further Reading

If you found this article interesting and would like to keep reading, I highly recommend the following articles from my blog:

Police Helicopters – Can They See In Your House?

Written by Rick James in Helicopters

I imagine most of you have heard or seen a police helicopter orbiting your neighborhood or have seen the video footage on the news or YouTube that comes from a police helicopter, but to many people, the privacy in their home can come into question when the eye in the sky is above them.

Police Helicopters can see into your home only when looking through a window with the HD color camera. The infrared camera is unable to look through walls, roofs, or structures because it only detects heat given off by an object. It can see if a house, room, or roof is hotter than its surroundings.

The privacy of your home is well respected by law enforcement when operating in a helicopter but if there is reason to suspect criminal activities are being conducted from a home they may be given permission to use the camera to try and see inside.

Let’s have a look at what they usually look at.

How Can Police Helicopters See?

Several years ago I got the opportunity to spend a night shift as a passenger in a police helicopter and it was a great experience. During that flight, I got talking with the civilian pilot and the enlisted police officer about what they can and cannot see, and the legalities of where they point their camera. It was a great eye-opener!

Some of the most common camera systems mounted onto many law enforcement helicopters are manufactured by FLIR. One of the worlds leading experts in camera technology.

The aircraft-mounted cameras are mounted on a gyro-stabilized platform that can be controlled by the police observer. The stabilized platform eliminates any vibration caused by the helicopter. Within the camera unit is an HD (High Definition) color camera used for daytime video capture and an Infrared thermal imaging camera.

The zoom power of these cameras is staggering and with units capable of 120x an observer at 1000ft above the city can easily read the license plate of a car on the highway – Both day and night!

What Can Police Helicopters See During The Day?

HD Color Camera

During the day the police will mainly use the HD color camera as it gives an incredibly clear image of the subject. Just like any camera that you own, it is also unable to see through walls, floors, roofs, and structures.

This camera, however, is able to see through windows if the pilot maneuvers the aircraft to be able to get a line-of-sight view into a room. As I briefly mentioned earlier, this operation of looking into people’s windows is highly unethical and is not allowed under most circumstances.

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Most police helicopters are able to establish a live downlink of the video feed to police headquarters and to the individual police cruisers from the camera. This gives good peace of mind to most civilians knowing that a rogue camera operator would soon be observed and punished.

The main reason that a police helicopter would be granted permission to look through a window is when authorized by the police force when conducting reconnaissance, investigations, or providing aerial oversight.

Many SWAT teams like to have a camera looking into a building if possible before entering to establish if any threats are waiting on the other side of the door. This is when a police helicopter comes into its own.

Day Footage From a Police Helicopter

Infrared Camera

The infrared camera is used to detect thermal heat given off by an object. Cold objects appear dark and as an object gets hotter the color seen on the camera goes from gray to white.

During the day the infrared camera can be used really well for looking for hot bodies in wooded areas. This makes it a great tool for search and rescue, however, if the subject is under a dense tree canopy the camera is unable to see the heat signature as the leaves are blocking the view.

Smoke and fog do not pose a problem to the infrared camera and it can be used to help search for people especially in areas of wildfire smoke or missing hikers in the early morning fog.

What Can Police Helicopters See During The Night?

HD Color Camera

Depending on the amount of celestial and city light there is under the aircraft will dictate how much the HD color camera can see. In a well-lit city, the camera can be used to quickly search areas to look for anything that may look like the police officer is looking for. They can then switch to the infrared camera for greater detail.

But, in areas of very little ambient light, the color camera is not the right tool for the job. The night time domain is where the infrared camera stretches its legs!

Just like during the day, if the requirement is to look through a window and the blinds and curtains are open it is quite easy to see what is happening inside of a well-lit room!

Infrared Camera

During the night the heat radiated off objects is more easily detected by the camera because the sun has stopped heating the ground and structures and only things that create their own heat start to stand out vividly.

Infrared Image Of A Boat Interception

Walls, roofs, and structures still cannot be seen through, even at night because the walls block the heat being radiated by something or someone on the other side. What they can do is show areas of where heat is different to that of its surroundings.

For example, attic space used to grow illegal substances under hot, powerful grow lamps are easily spotted by the police helicopter as the lamps heat up the entire roof of the building. In comparison to its neighbors, it is easily spotted and radioed back to headquarters for further investigation by land crews.

So now what about windows? Glass prevents infrared waves from passing through to the camera, so the camera is unable see through windows!

Because of this, the ‘Glass’ that covers the camera lens on the helicopter is actually made of Germanium to allow the camera to see. So no infrared camera will be able to see through a window even if the room is brightly lit and the blinds are fully open!

To Finish

Cameras mounted on a police helicopter are able to look through windows using the HD color camera, but the glass prevents the infrared camera from seeing in.

Walls, roofs, structures, and vehicles do not allow any type of visual inspection through them as the current technology required to do that is not available, however over time it may become available but then the legality of its use will be under heavy scrutiny to help protect the privacy and freedoms of the law-abiding citizens.

Further Reading

If you found this article interesting and would like to keep reading, I highly recommend the following articles from my blog: