Can Helicopters Land On Ships?

It is a common question asked by those in the cruising community and those who are thinking of taking a cruise but are not in the best of health. Many cruise ships have helipads built on them but does that mean a helicopter can land on them for tourist flights as well as medical evacuation?

Helicopters mostly hover over the helipad on ships to embark and de-embark passengers in emergency medical situations only. Landing a helicopter on a pitching and rolling ship is far more dangerous than winching. The majority of ship helipads cannot support the weight of large medevac helicopters.

Some passengers have seen helicopters sitting on cruise ships and may have even flown off a ship in one so let’s look at why some ships can land helicopters and others cannot.

Are There Cruise Ships That Helicopters Can Land On?

If you have been onto a cruise ship and noticed a helipad this might seem obvious as this is where a helicopter would land, but it is not that simple. Upon closer inspection of most helipads you will see a number painted on the pad:

Oasis Of The Seas Helipad – Source: Saucy

What this number signifies is the maximum weight, in thousands of pounds that the helicopter pad is designed and certified for. This example shows the pad is rated for helicopters up to 10,000 lbs.

Most of the Search and Rescue Helicopters around the world weigh the following: (Links To Wikipedia)

HH-60 Jayhawk – U.S. Coast Guard = Empty Aircraft Weight: 14,500 lb (6,580 kg)
Sikorsky S-92 – HM Coast Guard = Empty Aircraft Weight: 15,500 lb (7,031 kg)
Leonardo CH-149 Cormorant = Canadian Forces = Empty Aircraft Weight: 23,149 lb (10,500 kg)
Leonardo AW139 = Dutch Caribbean Coast Guard = Empty Aircraft Weight 8000 lb (3,630 kg)

These weights are empty weights, which means no fuel, no crew, and no rescue equipment. As you can see they would all be well over the maximum weight limit for the ship’s helipad once they are in an operational state.

Most of the world’s Search & Rescue helicopters are large, twin-engined helicopters that can carry large fuel loads to be able to reach a ship hundreds of miles off the coast. Smaller rescue helicopters are the only ones that will be light enough and small enough to be able to land on the ship providing it is close enough.

For those of you that have seen helicopters on a cruise ship, it is usually parked up in port, anchored off the shore, and has transported crews or executives to the ship. This is only possible when the ship is not moving and the seas are calm. It takes incredible skill, training, and practice to land a helicopter on a moving ship. Watch this video to see what I mean:

Although this video is in extreme sea states and the pitching and rolling on a cruise ship would be nowhere near this aggressive, landing a helicopter on any ship with even just a small swell is very difficult.

Helicopters fly best when flying into the wind. This will require the ship’s officers to maneuver the ship into the wind and maintain a set, slow speed so the helicopter can line up and land. This means putting the ship’s superstructure behind the pilot’s frontal view as most cruise ship helipads are built on the bow of the ship! This increases the risk of collision.

The most common way that helicopters can land on cruise ships is for ships purposely designed for discovery-type cruises. Ships that tour Alaska, the Arctic, the Antarctic, and the like can have dedicated helicopters that are used to ferry crew and passengers on excursions, and their main helipads are built on the stern of the ship.

This allows the pilot to approach from the stern, into the wind and able to match the speed and swell of the ship before touching down. This makes for much safer helicopter operations.

The helicopters used on these types of vessels are small, lightweight helicopters and have strict sea state and weather limitations on when they can operate.

The Scenic Eclipse is a perfect example of this. Carrying two of its own EC130 helicopters for passenger and crew use.

For the majority of the world’s cruise ships, there are many reasons why helicopters don’t generally land on them.

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Why Don’t Helicopters Land On Cruise Ships?

We have already discussed the weight of a helicopter physically landing on a ship’s helipad, but its size also plays a factor. The space required to land a helicopter can be over 75ft in diameter for even the smaller helicopters. This is a lot of valuable real estate that the ship owners do not like to give up.

When a helipad is installed, it is usually used when a medevac is not in operation. Next time you go on a ship with a helipad, have a look around at all the items that need to be removed in order for a helicopter to even come close!

Deck furniture, garbage cans, banners & bunting, string lights, antennas, wires, barriers. All of these need to be removed to prevent them from being obstructions or becoming missiles when the rotor wash of a helicopter gets hold of them.

From a pilot’s point of view landing a helicopter on a moving ship is already a very difficult task, add to that tight confines, the superstructure being behind the helicopter, the presence of obstacles, and then doing this at night is just a huge list of high-risk factors that can be eliminated by one simple operation – Winching.

Why Do Helicopters Winch People Off Cruise Ships?

Winching an injured person off a cruise ship is a much safer alternative to trying to land a helicopter on it.

Rescue helicopter crews train for winching operations constantly because it provides the greatest margin of safety when used. A helicopter hovering over a ship provides the following increase in safety:

Area required for winching can be far smaller – Less equipment to be removed
Ships obstacles are below the aircraft
Pilots have a better view of their position in relation to the ship
Less rotor wash reaches the deck
Pitching and rolling ships can be accessed easier
Better escape options for the pilots if something goes wrong
Easier for the ship’s crew to observe the helicopter

Even Small Rescue Helicopters Will Prefer Winch Operations – Source: Emergency 111

When a helicopter reaches a ship the chances are that this could be the first time the pilots have ever seen this ship and trying to land on an unfamiliar ship, especially at night can make the evacuation very risky.

By sending down trained medical crews on a winch to package the patient, the helicopter can move away from the ship and wait. This reduces not only the noise, wind, and dust created by the helicopter on the ship, but it dramatically reduces the chances of a collision.

Once the crew member and patient are ready for extraction, the helicopter will reposition over the winching area and winch them back on board. With highly trained crews and favorable weather conditions, this can be accomplished in minutes (minus the patient packaging).

To Finish

Emergencies happen on a regular basis on cruise ships all over the world. Well-trained ship and helicopter crews allow for rapid extraction of injured patients because of the winch.

Without a winch, having to land a helicopter on the ship may prove impossible if the aircraft, ship, or weather conditions are not suited leading to a long, agonizing wait for the injured person.

For ships that have regular helicopter operations, they are purposely designed with large, capable helidecks, minimal obstructions, built-in fire suppression systems, and strict operating weather minimums.

Flying off a ship for sight-seeing vs being medevac’d are two completely different types of flight operations and using the best tools and processes for the job allows everyone to stay safe!

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Can A Helicopter Land On Water?

I’m sure you have seen video footage of the coast guard helicopter hovering over the water while a diver jumps in to rescue a stranded swimmer. Why do they not just land on the water and pick them up? I know I have seen some helicopter land on water so it can be done, can’t it?

Only helicopters with specially designed & sealed fuselages, or helicopters fitted with fixed or emergency popout floats can land on water. Helicopters have a high center of gravity caused by the engine & transmission which causes them to topple over. Only helicopters with fixed floats do not topple.

Although not very common, helicopters that operate for the majority of their time over water will have some kind of design feature that will allow them to safely land on water. To find out more about these design features please read on…

Are There Any Helicopters Designed To Land On Water?

During the 1950s & ’60s, several helicopter manufacturers began designing helicopters that could land on water as part of requests from the Navy. Some of these helicopters were to be used in Anti-Submarine Warfare and Troop extraction.

Most of the design modifications included ‘Boat-Like’ hull shapes, pontoons on outriggers, and sealed buoyancy compartments to help keep the helicopter afloat and upright during operations. By far the most iconic amphibious helicopter is the Sikorsky S-61:

Here are some other helicopters designed to land on water:
(Links to Wikipedia)

Sikorsky HH-3F Pelican – U.S. Coast Guard (S-61 Variant)
Sikorsky CH-47 – Chinook
Sikorsky CH-53 – Sea Stallion
Mil Mi-14 – Haze

Due to the complexity and limited operations of water landings, the designs never really evolved into commercial helicopters. The Chinook, Pelican, and Sea Stallion are about the only helicopters operating today that use their amphibious hulls for rapid troop deployment/extraction.

Pretty Cool!

There are however additional systems that can be retrofitted to helicopters to allow for water-based operations and landings.

Can Helicopters Use Floats To Land On Water?

Helicopters can be fitted with a flotation system to help them land on water. There are two main types available:

Fixed Utility Floats
Emergency Pop-Out Floats

Each type has a very different purpose and depending on what the helicopter operator requires will depend on which type of flotation system is installed.

Fixed Utility Floats

These utility floats are an easily removed/installed inflatable airbag system that can be purchased as a kit for specific helicopters. They are mainly available only for light helicopters weighing up to around 5000lbs.

Each float consists of 4 airbags: two on the front and two on the back within each unit. This provides redundancy in case one of the internal airbags begins to lose air pressure.

The utility floats are fitted to an aircraft when work over water or swampy areas requires the temporary use of floats. Water sampling surveys are the most common use for when we use our fixed utility floats. The great thing about these floats is that they are designed to allow the aircraft to land and shut down without the chance of the helicopter overturning.

These floats are limited to Sea State 1 (waves <6″) and are easily filled using a simple air pump with pressure relief valves to prevent over-pressurization when altitude or temperature changes. They are a really simple, yet effective piece of equipment!

Helicopter Autorotation To Water Using Utility Floats

Although fixed utility floats are great for specialist work, depending on the model they can really limit the speed of the helicopter, the weight it can carry inside, and sling loads are prohibited from being carried on the belly hook while they are fitted.

Pilots have to pay special attention when shutting down and starting up the engine in open water as the helicopter can rotate up to one complete revolution while the rotor system spools up and down. When on land, the friction between the ground and the skids (landing gear) prevents the helicopter from rotating while spooling up or down.

However, when a helicopter has landed on water, the friction between the floats and the water is minimal thus allowing the thrust from the turning tail rotor to push the helicopter around. Once the engine is up to flight RPM the pilot will have full directional control of the helicopter.

Until the pilot has full control there can be problems if they have not left enough room for the helicopter slowly rotate on the water and the tail rotor makes contact with an object. Wind can also drift the helicopter if it’s not tied down or anchored. The best way to take off in a helicopter that has fixed floats is to plan the landing so that the aircraft is on the upwind side of the waterbody and anchor off.

When it is then time to depart the pilot allows the wind to push the helicopter into a clear area of the water and then start the engine.

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Emergency Pop-Out Floats

Floats are a great device to have but they are ugly, cumbersome, limit some of the functions a helicopter can do and there is no graceful way to climb over them to get inside the helicopter. You can guarantee no VIP would be doing that!

The second kind of system that allows helicopters to land on water is the emergency pop-out floatation kits. These kits are like airbags in your car. The deflated airbags are tucked away in hidden compartments or exterior pouches and are connected to a gas bottle and a firing system.

Stowed & Blown Emergency Floats – Source: Rob Schleiffert

When a helicopter has to make an emergency landing to water the pilot can either:

Arm the system and then the detection of water automatically inflates the airbags, or
The pilot activates the inflation via a button on the collective or cyclic controls.

When the activation system activates a valve opens on the pressurization bottle (usually filled with nitrogen) and the gas instantly fills the airbags very rapidly. See the video below:

Test Inflation Of Emergency Pop-Out Floats – The Dust Is Chalk Used For Packing

Just like the fixed utility floats, each individual airbag is made up of two chambers. If one chamber develops a leak, the other chamber will prevent that part of the helicopter from sinking.

This system allows the helicopter to land on water and provides enough time for the occupants to evacuate into a life raft. Because of the narrow width between the floats, it is not uncommon for a helicopter to overturn, especially in rough water.

The whole purpose of the pop-out float system is to be there if needed and then to allow for escape. If the helicopter owner is lucky enough the helicopter remains upright until recovery of the aircraft can take place.

Why Do Helicopters Sink?

Most helicopters will roll upside down and sink within seconds of landing on water due to their high center of gravity from the transmission, engine/s, and rotor system mounted above the cabin. Emergency floatation bags can keep a helicopter upright long enough for the occupants to safely evacuate.

If a pilot in a helicopter that is not fitted with the equipment mentioned above tries to land on water it would immediately capsize, roll onto its roof and begin to sink.

To make helicopters more ‘Roomy’ for their passengers the designers place all the big stuff on top of the cabin roof. The main transmission, engine/s, hydraulic systems, and HVAC system (if fitted) are mounted above the cabin. This achieves several things:

Provides for a bigger passenger cabin
Allows the cabin to be structurally strong to improve crash protection
Allows the cabin to be sound and vibration proofed from the noisy stuff
Allows maintenance engineers easy access

This raises the helicopter’s Center of Gravity and makes the helicopter very top-heavy. This is not a problem when the helicopter is on the ground as the skids or wheels give the helicopter a wider footprint to sit on.

As soon as the helicopter touches down on water, the skids or wheels are unable to provide that wide footprint because of the viscosity of the water.

Once the aircraft begins to lean and its Center of Gravity goes past the edge of the aircraft floor, it will turn over and begin to sink.

This layout is mainly applicable for the larger helicopters that carry more than 4 passengers, but the main thing to understand here is where the weight of the majority of the helicopter is – and that is towards the top of the aircraft. This makes the center of gravity of the helicopter higher than its waterline if it lands on the water. A boat stays upright because its center of gravity (CofG) sits low to its waterline, but because the helicopter’s CofG is high this will cause it to roll over within seconds of touchdown on the water.

Once the helicopter has rolled over, its cabin will soon begin to fill with water. While the cabin is filling with water it will contain air that will keep the helicopter from sinking, but once the cabin is completely filled with water, the air is displaced and the weight of the transmission, engines, and rotorhead will cause the helicopter to sink.

To prevent this from happening the helicopter needs to be fitted with floats or the boat hull design to provide enough time to allow the occupants to make a safe evacuation.

To Finish

Helicopters can land on water with the aid of the fuselage design or floatation bags. Depending on the size of the aircraft the flotation bags will either be able to be easily removed or permanently installed.

When an aircraft is unable to glide to a shoreline when operating over water it needs to carry at least an emergency liferaft and life jacket for each occupant. Having an additional float system fitted really helps ease any anxiety a passenger, pilot, or owner may have.

I have done the underwater escape training course and I can tell you that trying to escape from an upturned helicopter is almost impossible without the training! Floats give EVERYONE the opportunity to complete their overwater work safely or get out in an emergency!

Do All Pilots Need Sunglasses? : Yes, Find Out Why!

If you have a keen eye you may have noticed that most pilots are wearing sunglasses when they fly. Is it a coincidence they all seem to be wearing them or is it just the stereotype? There are good reasons why all pilots have a good pair of sunglasses and it’s not just to ‘Pick Up Dates’ in a bar!

Pilots need to wear sunglasses to protect their eyes from UVA & UVB radiation. UV radiation increases by 5% for every 1000 feet increase in altitude. Gray, Green/Gray & Brown are the best lens color & polarized lenses should not be used as they can filter out instrumentation colors on glass screens.

So let’s take a look at what these reasons are as to why all pilots seem to be wearing shades, and trust me it’s not to schmooze the ladies or fellas!

To help with this article I created a page recommending some of the best and most used aviation sunglasses. You can find the page HERE at the Pilot Teacher Store .

Do Pilots Wear Sunglasses For Protection?

By far the main reason why pilots wear sunglasses while flying is to protect their eyes from harmful ultraviolet rays. When we are on the ground the earth’s atmosphere does a pretty good job at filtering out most of the sun’s harmful UV rays.

Depending on where you are located, the time of year, and the altitude your eyes are at will depend on how much UV radiation they will receive. The altitude is the part that is of concern to pilots.

As your eyes climb higher into the atmosphere the amount of UV radiation they receive increases.

SR-1 Blackbird Helmets Required Extensive UV Protection

For every 1000ft of altitude gained, the amount of UV radiation increases by 5%, therefore when a pilot flies at 10,000ft their eyes are receiving 50% more UV radiation than on the ground!

To protect their eyes, pilots need a good quality pair of sunglasses that protect against both UVA and UVB radiation.

The American Optometric Association advises wearing of sunglasses that
incorporate 99 – 100% UVA and UVB protection (AOA Link).

I learned this lesson the hard way when I moved to the US from England and started flying using my cheap, no-name sunglasses I brought from the UK. Within weeks my eyes were beginning to get sore and it wasn’t until a student, who was also an optometrist solved my problem by asking me about my sunglasses!

This is when they informed me all about the information I am now passing on to you. That weekend I went and got myself a high-quality pair of Ray-Ban sunglasses that you can see in the header picture of this article! Luckily at my next eye exam, there was no damage to my eyes but it led to a great conversation with the optometrist!

Buying the right pair of sunglasses for flying is paramount but there are also other things to consider, not just protection from UVA & UVB. Keep reading to find out what other things you need to look for when selecting a pair of sunglasses.

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What Are The Best Sunglass Lens For Flying?

Sunglasses are a very personal purchase and style can be just as important to a person as function. To help with this, most sunglasses manufacturers produce lenses of all colors but there are certain lens types that can really make a difference to a pilot.

The four most common lens colors used in aviation-specific sunglasses are:

Gray
Grey/Green
Brown
Black

By far the most recommended lens color is gray as it distorts color the least. This becomes incredibly important when looking over cockpit instrumentation showing limitations depicted by bands of color.

According to the FAA:
“sunglass lenses should screen out only 70 – 85% of visible light and not distort color. Tints that block more than 85% of visible light are not recommended for flying due to the possibility of reduced visual acuity, resulting in difficulty seeing instruments and written material inside the cockpit” – (FAA Source)

Grey/Green and brown lenses work well in hazy conditions as they help to increase contrast and enhance the vividness of objects.

Any of the above lens colors are perfect for aviation and it’s a case of picking the color which best suits the areas in which you fly.

NOTE:
Using lenses of a yellow tint can cause you to fly into weather that can be deteriorating more than you realize! I made this mistake with a yellow visor on my helmet. It was a foggy day and I took off down an exploration cut line a few hundred feet off the ground – I was in a helicopter ;).

Several minutes into the flight I looked over at my passenger who was as white as a ghost. I flipped up my visor and we were in near-zero visibility!! To me, the visibility had looked fine under the visor!

Yellow tints should ONLY be used to help you find your way OUT of poor visibility conditions, not to get you into them!!!

Flying Into The Sun Can Make Your Eyes Sore Without Good Sunglasses!

Can Pilots Use Polarized Sunglasses?

A question often asked by flight students is about the use of Polarized Sunglasses while operating an aircraft as they are so good at cutting out glare.

Polarized sunglasses should NOT be worn while in active flight duties.

Polarized sunglasses work by blocking light and reducing glare from horizontal light while allowing in vertical light. This can prevent accurate reading of cockpit instrumentation, especially a glass cockpit that emits polarized light and have anti-glare filters installed.

Polarized lenses also reduce the pilot’s ability to spot other aircraft when looking outside. Glimmers or glare given off by other aircraft as they catch the light can be blocked by polarized lenses leading to the aircraft being unnoticed by the wearer.

Things to Consider When Buying Sunglasses For Aviation

So we have lens colors and Non-Polarized lenses figured out, but what else?

Frame Material – Frames must be light, strong, and comfortable. I bought a pair of plastic-framed sunglasses just for driving, but they clamped into my temples so hard they gave me a headache. The same is true for flying.

Be sure to find frames that sit comfortably under the earcups of your headset and don’t apply too much pressure around the sides of your head.

Both Glasses & Sunglasses Need To Be Comfortable Under Headsets

Ease of Installation – This might sound odd, but when flying a helicopter, for instance, the pilot is unable to let go of the cyclic with their right hand. This means everything has to be done with the left hand, including taking sunglasses on and off. Tight-fitting ones can be difficult to put on with just one hand! – Trust Me I Found Out The Hard Way!

Lens Coating – Many sunglasses come with coatings to help reduce glare but lenses made of CR-39® plastic can scratch easily. I have lost count of how many times I’ve scratched a lens when doing a preflight inspection and they have fallen off my head or I’ve bumped them on a part of the aircraft.

Crown Glass and Polycarbonate lenses scratch the least.

Transition or Photochromatic Lenses – These are the lens that can auto-dim according to the amount of UV radiation they receive. Care should be taken as they take some time to adjust to their darkness. This could cause potential problems when flying in and out of cloud shade in busy airspace.

Also, be aware that at temperatures over 70°F the lenses may not darken enough to correctly shield the eyes from UV radiation. A hot cockpit at high altitudes could lead to eye irritation or worse if used for long periods.

To Finish

All pilots need a good pair of sunglasses that protect the eyes from UVA and UVB radiation. The higher the aircraft climbs, the more risk of damage to the eye becomes. Selecting a pair of sunglasses that are hard-wearing, comfortable, non-polarizing, and of the correct lens color will ensure your eyes remain protected while allowing you to see inside and out with the clearest vision.

My recommendations for a good quality pair of sunglasses would be Randolph, Serengeti, Ray-Ban, Oakley, or AO. These are all well-tested and highly popular among both male and female aviators worldwide and you can find a great selection Here at our Pilot Store:

Aviation Sunglasses Collection

Launching A Glider – How Do They Get Airborne?

Gliders are as close as a person can get to being a bird. The silence of flight and using moving air currents to stay aloft make this form of aviation pure fun! But to get to this point a glider needs to get airborne, the question is ‘How do they do that?’

Gliders become airborne by being pulled by a ground-mounted winch, towed by an engine-driven airplane, or using an engine/electric-driven propellor mounted onto the glider. Once at height, the glider is either released from its tow cable or shuts down its propeller to allow the silent flight to begin.

Let’s take a look at each of the common methods used to get a glider or sailplane, as they are commonly referred to, into the air.

How Does A Glider Get Airborne?

For a glider to become airborne it needs to get air flowing over its wings to create the required amount of lift to keep it afloat. The exact speed that a glider needs can vary by each model but most will need to reach a speed of around 80-100kph (50-60mph) and a height where thermal air currents can be found.

There Are 3 Main Launch Methods Used:

Winch Launch

A Typical Portable Glider Winch – Source Lewis Clarke

A glider winch is made up of a gas engine or electric motor connected to a large drum with a long steel cable wrapped around it. The winch is made portable so it can be positioned at the end of any runway to allow the glider to be pulled into wind.

Before the launch, the cable is pulled out from the drum to the far end of the runway and connected to the nose hook of the glider. Once the glider pilot is ready, they will call the winch operator via the radio and the winch will begin to rapidly wind up the cable.

This accelerates the glider to the required launch speed at which point the pilot pulls aft on the flight control to raise the nose of the glider to around 40° causing the glider to rapidly climb.

Upon reaching around 500ft – 1,500ft above the ground the pilot will pull on the hook release, the winch cable becomes disconnected and falls back toward the runway under a parachute.

The glider is now airborne and free for the pilot to begin flight.

Although winch launches are an easy way to get a lot of gliders airborne in a fairly short space of time, cheaper, easier to maintain, and easier to operate, it does come with a couple of downsides:

The rapid acceleration of the glider places large loads on the rope, the tow hook, and the glider. These loads can fatigue the equipment faster which will require often inspection.
If the rope stops towing halfway through the launch sequence (jammed winch, broken launch cable) it can leave the glider airborne but at a low airspeed which could result in a stall. Training and practice help to minimize the risk of this event.
Winches are only able to launch the glider to around 500ft – 2,000ft above the ground, depending on the winch. If thermal weather conditions are not favorable then the length of flight may be short. Launching to higher altitudes requires a different launch method.

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Aero Tow

Aero Tow is when a glider is towed into the sky behind an engine-driven airplane. Many of the airplanes used are small tail draggers and can be flown by any pilot who has at least a private pilot certificate (without being paid), 100 hours of flying time, and is endorsed on the aircraft used.

An aero tow is accomplished by lining up the tow aircraft in front of the glider to connect a 100ft – 200ft cable from the back of the tow aircraft to the release hook on the nose of the glider.

Once connected, the tow aircraft will creep forward to take up the slack in the cable and wait for the signal to begin towing from the glider pilot or the helper who is keeping the glider’s wings off the ground.

Once towing commences, the tow pilot gently increases speed and starts to accelerate. Because of the high-aspect-ratio wings on a glider, the glider will get airborne before the tow plane.

It is now up to the glider pilot to remain around 3ft above the ground until the tow plane becomes airborne to prevent pulling the tow plane’s tail into the air and driving the prop into the ground.

Most tow plane pilots aim to climb out at around 55-60mph for basic training gliders and up to around 75-85mph for high-performance gliders. The airspeed required will have been ascertained before takeoff.

The tow pilot will now climb using this set airspeed to the altitude that was requested by the glider pilot. Aero tows are a great way to get gliders high into the air, but the time it takes to get there could be considerable.

Once at the predetermined altitude, the glider pilot will release the tow hook and bank to the right while the tow pilot will bank left and begin a descent back to the airfield ready for the next launch.

Tow planes are a great way to get gliders to high altitude but they also have a few downsides:

Increased cost to the club for buying, maintaining, and running an engine-driven fixed-wing airplane
Having a qualified pilot to fly the tow aircraft available when the glider pilots wish to fly
Increased risk of towing aircraft in busy airspace on perfect flying condition days

Self-Propelled Gliders

Gliders can be built with on-board self-propelling units to take off like a regular airplane and then turn off and stow the propulsion system when ready to begin gliding.

Self-propelled gliders come in three main types:

Nose-mounted propeller
Stowable fuselage-mounted propeller
Stowable fuselage-mounted jet engine

Nose-Mounted Propeller

An Electric Nose-Propelled Glider – Source: Jmcc150

Gliders can be fitted with an electrically-driven nose-mounted propeller. Powered by batteries, the pilot can turn on the propeller to launch the glider into the air and climb to the desired altitude.

The propeller blades are spring-loaded to ensure they stay flat to the fuselage when not in use to prevent them from creating drag while in flight and being damaged during landing.

When the pilot activates the electrical motor, centrifugal force forces the blades outwards to form a typical airplane propeller and create thrust.

Stowable Fuselage-Mounted Propeller

A Retractable Gas-Powered Propeller Unit – Source: Jmcc150

Some gliders come with an integrated 2-stroke gasoline-powered propeller unit that can be retracted and stowed into the fuselage when not being used.

When the pilot wishes to take off, they extend the propulsion unit and fire up the engine to drive the propellor. This thrust will power the glider into the air and up to the desired altitude.

Once at the desired altitude, the pilot will shut off the engine, allowing the propellor to stop, then retract it into the fuselage.

Propulsion Unit Retracting – Source: Jmcc150

Each propeller blade is free to fold so the unit can be stored in a small an area as possible. Just like the nose-mounted propeller, centrifugal force keeps the propeller blades in position when the engine is running.

Stowable Fuselage-Mounted Jet Engine

A Small, Gas Turbine Propulsion Unit – Source: Jmcc150

We have all seen how jet engines launch gigantic airliners into the air, well miniature versions can be fitted to retractable mechanisms to power the glider to become airborne.

Although not as popular, these small engines have a compact footprint allowing them to be installed in even the smallest gliders where weight and space are a premium.

Just as the propeller unit, these engines will be retracted into the fuselage when not in use.

To Finish

Gliders need to be towed or propelled by their own onboard system to get them into the air. Each way has its pros and cons but all of the techniques mentioned are the most popular ways used all over the world on a daily basis.

Gliders can be simple or complex and once they have reached their required altitude the silent flight can begin, leading to flights of many hours and hundreds of miles to be flown under the right weather conditions and pilot skill.

How Much Do Airplanes Weigh? (With 20 Examples)

To this day it still amazes me how something that can weigh so much can even get airborne! Some of the weights that airplanes take off are staggering. In this article, I want to look at some of the most recognizable aircraft and break down what they weigh and what makes up the weight.

The Boeing 737 can weigh from 132,000lbs/60,000kg to 187,000lbs/85,000kg at takeoff depending on the model, compared to a small Cessna 172 weighing around 2,400lb/1,11kg. An aircraft’s empty weight, fuel, passengers & cargo must not weigh more than the aircraft’s Maximum Gross Takeoff Weight.

The weight of the aircraft is needed to be calculated by the pilot for every flight to ensure the aircraft remains within the weight limitations set by the manufacturer. These limitations are to ensure the aircraft is able to perform and recover from all flight maneuvers and withstand structural loading.

Typical Airplane Weights

Below is a table of some of the most common aircraft flying around our skies today:

Aircraft	Empty Weight	Max Fuel Weight	Max Cargo Weight	Max Gross Takeoff Weight
Antanov AN-225	628,000 lbs 285,000 kg	661,400 lbs 300,000 kg	417,000 lbs 190,000 kg	1,411,000 lbs 640,000 kg
Airbus A380-800	611,000 lbs 277,000 kg	560,000 lbs 254,000 kg	185,000 lbs 84,000 kg	1,268,000 lbs 575,000 kg
Boeing 747-800	485,300 lbs 220,100 kg	427,400 lbs 194,000 kg	295,000 lbs 134,000 kg	987,000 lbs 447,700 kg
Airbus A340-500	370,000 lbs 168,000 kg	386,300 lbs 175,000 kg	119,000 lbs 54,000 kg	820,000 lbs 372,000 kg
Boeing 777-300ER	370,000 lbs 168,000 kg	320,800 lbs 145,500 kg	148,000 lbs 67,100 kg	776,000 lbs 352,000 kg
Boeing 787-10	299,000 lbs 135,500 kg	223,500 lbs 101,500 kg	126,300 lbs 57,300 kg	560,000 lbs 254,000 kg
Boeing 737-900	98,500 lbs 44,700 kg	53,100 lbs 24,000 kg	44,600 lbs 20,200 kg	187,000 lbs 85,000 kg
Airbus A320-100	93,900 lbs 42,600 kg	48,700 lbs 22,100 kg	44,000 lbs 20,000 kg	150,000 lbs 68,000 kg
Embraer 190	63,500 lbs 28,800 kg	28,600 lbs 13,000 kg	28,800 lbs 13,100 kg	106,000 lbs 48,000 kg
Gulfstream G650	54,000 lbs 24,500 kg	48,200 lbs 21,900 kg	6,500 lbs 3,000 kg	100,000 lbs 45,200 kg
Bombardier CRJ900	48,160 lbs 21,850 kg	19,600 lbs 8,900 kg	6,075 lbs 2,760 kg	80,500 lbs 36,500 kg
Bombardier Q400	39,300 lbs 17,800 kg	11,700 lbs 5,300 kg	18,700 lbs 8,500 kg	62,000 lbs 28,000 kg
Learjet 75	13,900 lbs 6,300 kg	6,060 lbs 2,750 kg	2,900 lbs 1,300 kg	21,500 lbs 9,700 kg
Cessna Citation CJ4	10,300 lbs 4,700 kg	5,800 lbs 2,650 kg	2,200 lbs 1,000 kg	17,200 lbs 7,800 kg
Beechcraft King Air B100	7,100 lbs 3,200 kg	3,200 lbs 1,450 kg	4,150 lbs 1,900 kg	12,000 lbs 5,400 kg
Diamond DA50 RG	3,200 lbs 1,450 kg	340 lbs 155 lbs	1,250 lbs 560 kg	4,400 lbs 2,000 kg
Beechcraft Bonanza G36	2,500 lbs 1,150 kg	450 lbs 200 kg	850 lbs 385 kg	3,660 lbs 1,660 kg
Cessna 206H	2,200 lbs 990 kg	520 lbs 235 kg	1,150 lbs 520 kg	3,600 lbs 1,630 kg
Sirrus SR22	2,250 lbs 1,000 kg	485 lbs 220 kg	950 lbs 430 kg	3,600 lbs 1,630 kg
Cessna 172R	1,700 lbs 770 kg	380 lbs 170 kg	560 lbs 255 kg	2,425 lbs 1,100 kg

All Links In This Table To Wikipedia.com

The Antanov AN-225 – Source: Kārlis Dambrāns

What Do Aircraft Weight Names Mean?

You may have been looking at the table above and thinking the numbers don’t work out because if you took the Aircraft Empty Weight and added the Maximum Fuel Weight and Maximum Cargo it could carry, it could be well over the aircraft’s Maximum Gross Weight.

Welcome to the world of aviation! This is where a compromise of fuel vs cargo/passengers is required and is referred to as the Useful Load.

Aircraft Empty Weight (AEW)

This is sometimes referred to as OEW – Operating Empty Weight and it is the weight of the aircraft with all its equipment on board but no fuel, no passengers, or no cargo.

Think of this like the aircraft has just come out of the factory and is sitting waiting to be fueled up for delivery to the customer.

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Aircraft Maximum Gross Takeoff Weight (MGTW)

This is the maximum permissible weight the aircraft can weigh as it lifts off the ground at takeoff. This includes the aircraft’s empty weight, the fuel, the crew, the passengers, and all the cargo.

This weight limit is set by the manufacturer and is gospel. Many aircraft accidents have been caused by an aircraft being overweight and the pilot/s have not had enough power or maneuverability to prevent the accident.

Aircraft Useful Load

This is the weight that a pilot can place in the aircraft. Take the MGTW figure and subtract the AEW and this is the total useful load that can be placed into the aircraft. This is the fuel, crew, passengers, and cargo. The bigger the load, the more useful the aircraft can be to its customers!

How Fuel, Passengers & Cargo Affect Aircraft Weight

Each item of weight added to the aircraft has to be accounted for and some items can be left off the flight and others not so much. There are several scenarios we can look at, and for these examples, I will use the Astar helicopter I fly, as it is really easy for me to work out the numbers:

AS350 Astar B2 Helicopter Specs:

Aircraft Empty Weight: 3000 lbs
Aircraft Maximum Gross Weight: 4961 lbs
Aircraft Maximum Fuel Weight: 1000 lbs
Aircraft Useful Load: 1961 lbs

Scenario #1: All Fuel & No Cargo or Passengers

This would be on a flight when I have finished a job and I am returning back to the hanger after dropping off the passengers and their cargo:

Aircraft Empty Weight: 3000 lbs
Pilot Weight: 185 lbs
Aircraft Full Fuel Weight: 1000 lbs
Total Aircraft Weight = 4,185 lbs (776 lbs under MGTW)

Scenario #2: Full Passengers & 200 lbs of Cargo

This would be on a flight when I am starting a job in the morning and I am departing from the hanger with a work crew and their tools:

Aircraft Empty Weight: 3000 lbs
Pilot Weight: 185 lbs
Passengers Weight: 950 lbs
Cargo Weight: 200 lbs
Aircraft Full Fuel Weight: 1000 lbs
Total Aircraft Weight = 5,335 lbs (374 lbs OVER MGTW)

In this scenario, I would need to offload weight. The 3 variables are:-

Passengers
Cargo
Fuel

Usually, the passengers and their cargo need to go as they are the ones doing the work, so fuel has to be reduced. Instead of filling the aircraft fuel tank up to 100%, I can only fill it to around 60% to keep the aircraft under its MGTW.

This just means that I may need to refuel more often or plan the day to have a fuel stop en route somewhere.

If you would like to know how much fuel today’s modern commercial airplanes can carry and how much it costs to fill them please check out this article:

How Much Fuel Do Airplanes Carry?

To Finish

Because the maximum Gross Takeoff Weight of an aircraft is so important it a listed in the Limitations Section of every aircraft flight manual. The exceedance of any weight in the limitations section deems the aircraft unairworthy.

Even the mammoth Antanov AN-225 has a maximum weight limit that the flight crew must adhere to, albeit considerably higher than the maximum takeoff weight of a Gulfstream G650!

This compromise is what pilots do for every flight to ensure the maximum fuel can be taken given the load to be lifted by the aircraft. No matter what aircraft are taking to the skies, the same calculations are the same for every aircraft! Fuel, Passengers, Cargo – That’s all the pilots can manipulate!

How Do Pilots Know When To Takeoff?

We have all been there sitting on the runway getting ready to go on vacation but the jet is not going anywhere! What the heck!? Why can’t pilots just line up and go like they sometimes do? How do the pilots know when to take off?

Pilots are able to take off at large, busy airports only when air traffic control gives them clearance to enter the runway and then clearance to take off. For small or remote airports with no air traffic control, the pilot can take off at their own discretion once established it is safe to do so.

There are many things that affect when an aircraft can take off and depending on the type of aircraft and where it’s going will dictate how simple it is to get airborne. In this article, I’m going to tell you about both large aircraft, and small aircraft procedures.

Before Any Aircraft Can Takeoff…

One thing you may not realize is that while passengers are getting themselves settled in on the aircraft the pilot/s are running through a series of checklists to get the aircraft configured and ready for flight.

Depending on the size of the aircraft, these checklists can either be done by memory for a small aircraft or large planes and helicopters will require company-mandated ‘Challenge & Response’ checklists to be completed by both pilots.

How Do Pilots Know When To Takeoff In Large Jets?

All large jets operate under a set of flight rules called Instrument Flight Rules or IFR for short. Flying under IFR allows pilots to fly into clouds and at night under the watchful eye of air traffic control.

But, to have a watchful eye they will be given a timeslot from air traffic control for when they need to be ready for takeoff at the runway. Most timeslots are a time with a buffer zone around them of 5 minutes before to 10 minutes after.

This timeslot will be when the aircraft can be ‘Slotted’ into the airway system once airborne. Think of this like joining a freeway from an onramp during rush hour. If you miss the open spot (The Timeslot), you have to sit on the onramp until the next free space becomes available.

The pilot’s job is to work backward from this issued timeslot and ensure everyone is onboard, the doors are closed, the aircraft is ready, it is pushed back and engines are started ready to meet the allotted time.

Once all of this is complete, the pilot will ask the airport’s Ground Controller for instructions to taxi to the runway in use.

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When the pilot gets to the entrance to the runway, the pilot will change frequency and talk to the Tower Controller. When the runway is safe to enter this controller will give clearance to the pilot to either ‘Lineup & Wait’ or give clearance to takeoff immediately.

‘Lineup & Wait’ instructions are issued when a landing aircraft has not cleared the runway yet or there needs to be a delay to allow turbulent air to dissipate from the previous aircraft just landing or taking off.

The pilot can only take off once they have received clearance to do so from the air traffic controller.

How Do Pilots Know When To Takeoff In Small Planes?

The process for large planes to take off seems pretty straightforward, but what about small planes like Cessna’s and Pipers? Well, at most large airports only aircraft flying under IFR rules will be allowed to takeoff and land. For smaller airports that are controlled by an air traffic controller, the process is very similar but it applies to ALL aircraft.

Once the pilot and the aircraft are ready, they will call for clearance to taxi, then will be given permission to enter the runway when it is clear and safe, and then clearance to take off.

No time slots are needed as the pilot may be just doing training circuits or be flying under Visual Flight Rules – VFR, to a destination. VFR relies on the pilot being able to see the ground and other aircraft to avoid them. Very minimal control will be given by the air traffic controller once the aircraft has left the airport.

How Do Pilots Know When To Takeoff In Helicopters?

This is my territory and I think it’s one of the easiest ways to be able to take off in an aircraft from an airport. The main bonus to taking off in a helicopter is that we don’t need a runway!

Once the helicopter is all ready, I give the Ground Controller a call on the radio to let them know I’m ready for takeoff. They will usually ask me what my intentions are and my direction of flight away from the airport.

I then call the Tower Controller on a separate radio frequency once I’m ready to pick up into a hover, and depending on my route of flight, they will usually give me clearance to take off from where I am.

If I have to cross a runway or there is an aircraft taxiing across my intended route of departure they will ask me to ‘Hold Position’ before giving me clearance to depart once the traffic is clear.

Once outside of the airport’s control zone and clear of any of their landing/departing traffic, they are done with me and wish me on my merry way.

Being Above The Clouds In A Helicopter Usually Requires IFR

If however, the helicopter is wanting to depart under IFR and fly into the clouds or at night, then the pilot will have to file their flight plan and join the takeoff lineup just like the big guys.

They may need permission to taxi, lineup, and depart from ATC just as if they were a fixed-wing, or they can depart from their location on the apron or hanger and then join the IFR airway system once airborne and under the control of the airport’s Departure Controller.

How Do Pilots Know When To Takeoff At Airports With No ATC?

At small airports with no air traffic controller or the controller has gone home for the day, then knowing when to take off relies solely on the pilot.

All pilots are under rules to ‘See & Avoid’ no matter what aircraft they fly, but if an aircraft is in the cloud or at night then this is when ATC becomes their eyes. For the rest of us flying VFR, we need to ensure we do not hit each other.

When wanting to takeoff at a location or airport with no air traffic controller, a pilot will make a radio call on the airport’s radio frequency before they enter the runway. Providing no other pilot replies saying they are landing and the pilot can see there is no one landing (from either runway direction), the runway is clear of obstacles (Wildlife etc), then they can line up and take off at their own discretion.

Good piloting requires discretion, communication, and a good awareness of what is going on around them when operating at airports with no air traffic control.

To Finish

When pilots are flying out of a remote location or an airport with no air traffic control then it is up to them to decide when it is safe to take off and depart.

As airports get larger and traffic load increases, then pilots will be under the complete control of air traffic control to be given clearance to enter the runway and depart.

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Typical Airplane Weights

What Do Aircraft Weight Names Mean?

Aircraft Empty Weight (AEW)

Aircraft Maximum Gross Takeoff Weight (MGTW)

Aircraft Useful Load

How Fuel, Passengers & Cargo Affect Aircraft Weight

AS350 Astar B2 Helicopter Specs:

Scenario #1: All Fuel & No Cargo or Passengers

Scenario #2: Full Passengers & 200 lbs of Cargo

To Finish

Further Reading

Before Any Aircraft Can Takeoff…

How Do Pilots Know When To Takeoff In Large Jets?

How Do Pilots Know When To Takeoff In Small Planes?

How Do Pilots Know When To Takeoff In Helicopters?

How Do Pilots Know When To Takeoff At Airports With No ATC?

To Finish

Further Reading

Are You Wanting To Become a Pilot?
Find Out How to Save Hundreds to Thousands of Dollars When it Comes to Your Flight Training!