Avoid the common mistake of assuming that a “congested area” will appear on a cross-sectional chart as a yellow area describing cities and towns. Even the FAA can`t tell you exactly what constitutes a “congested area,” “other than a congested area,” “open water,” or “sparsely populated area.” These terms are neither defined nor easily determinable by a formula. Instead, the FAA uses a case-by-case approach, taking into account all circumstances, to determine compliance with section 91.119 of the FAR. Precedents show that a “congested area” can include a small area with ten houses and a school, a university campus, a beach along a highway, or a camp with many people on the docks and children playing on the shore. An aircraft can legally fly up to 500 feet above the ground and if there is no minimum altitude limit in sparsely populated areas or above water, but must remain at least 500 feet away from a ship, structure or person. Aircraft can also fly below 500 feet during landing and takeoff. The section map (far left) gives the maximum altitude (11 3) and other terrain information, but the low-level road maps (left) add additional safety margins for each segment of an airway, reflecting the terrain rising and falling below. Minimum en route elevations (MEA) in mountainous terrain result in 2,000 feet of off-road clearance. MEAs keep you at least 1,000 feet above the highest obstacle along a four-nm wide path on either side of an airway. They are also set high enough to allow communication with TAC; In mountainous regions, MEAs offer a distance of 2,000 feet from Terra Firma. MOCAs issued with MEAs are often inferior, but offer similar protection against terrain and obstacles. However, you may be too weak to receive accurate VOR transmissions (if they are greater than 22 nm from a station) or for ATC to see your tag returns.
ACMs tell you when to climb to higher altitudes when the rising terrain is ahead. The idea is to use GPS-RNAV navigation to avoid the tedious routes and inefficiencies associated with the use of ground navigation aids – which plague GA pilots who wanted to navigate in or around Class B and C airspace. T-routes are displayed on IFR road maps and terminal maps, marked with a “T” prefix and offer minimum route heights (MEA). Sometimes a maximum permissible altitude (MAA) is also published for sections of route where the airspace above is controlled by another air traffic control facility. Q routes have also been established for flights at higher altitudes. Overcrowded areas consist of cities, villages, settlements, and gatherings of people in the open air. When a pilot flies over a congested area, he must fly his aircraft at least 1000 feet above the highest obstacle within a horizontal radius of 2000 feet around the aircraft. As always, the “reckless or reckless” catch-all clause applies to low-altitude flying. The regulation states: “No person shall operate an aircraft recklessly or recklessly for the purpose of endangering the life or property of others.” With passengers on board, the FAA may view low-altitude flying as a threat to life. Low-level flights over property, livestock, people are only a small incident away from a major disaster.
Flying low leaves very little time for emergency assessments, significantly reduces your emergency landing sites, and can mean the difference between a rescued plane and a crashed plane, not to mention the carnage that can be inflicted on innocent bystanders! (a) Everywhere. An altitude that, in the event of an engine failure, allows an emergency landing without undue danger to people or property on the surface. We know that the factors that play a role in determining whether an area is considered congested, the residential density of the area, the presence of people and the occupancy of buildings. But what is a “congested area”? Unfortunately, the FAA doesn`t define this. Rather, it is decided on a case-by-case basis. Police helicopters and news helicopters could be over a scene for a long period of time, covering the incident and should take off once the action is over. Ambulance planes tend to go around in circles to assess the landing zone, and then enter and exit, resulting in minimal disruption. When flying over uncongested areas, a pilot must fly his or her aircraft at least 500 feet above the surface.
In short, what this rule establishes is that with the exception of a pilot`s landing and takeoff: military aircraft can participate in urban training exercises, low-altitude remote tactical exercises, or even national security operations. If they have to hum in your neighborhood at 200 feet, then they will. A good, well-trained helicopter pilot should be able to land a helicopter without engine power in an open area the size of a tennis court. For this reason, helicopters are allowed to fly lower, provided they are able to reach a suitable area if this emergency occurs. For decades, the FAA has argued that low-altitude passes are not necessary for takeoff or landing. If you are not configured to land (speed down, flaps out), the FAA will assume that you have not done a “bridging” if that is your reasoning. While the FAA is unlikely to contact you to take a low-altitude pass on your next fly-in camping trip, it is entirely within its power to do so. Thus, in this case, the “congested zone” rule would still apply and the runway would have to be more than 2,000 feet away from a group on the ramp. The FAA covers 91,119 minimum safety heights in 14 CFR.
In this article, we will focus on airplanes, as helicopters have completely separate minimum altitude rules. Whenever you have to fly at low altitude, you should pay close attention to the highest obstacles and the terrain around you, which are indicated on the cutting map. Obstacles that span more than 200 feet of AGL are usually displayed on cut maps unless they are in the yellow hue of a city. Examples of obstacles marked on a section are chimneys, tanks, factories, observation towers, antennas, etc. The actual definition of an agglomeration or an uncongested area does not exist. The FAA has not defined the term “congested area” by regulation and does not use a mathematical formula to determine the boundaries of a congested area. We are a GPS-based world, direct to navigation. Who still needs anachronistic, ERP-based airways, you might ask? Direct-to is a very convenient way to get around, but don`t let it blind you to the dangers below. Even if you follow the airways and stay above minimum altitudes, there are certainly risks associated with losing an engine in the mountains, where there are few friendly forced landing sites. The orographic turbulence caused by aerial cascades above and around mountain ridges can make flying at minimal cruising altitudes anything but enjoyable – not to mention the strong turbulence in all the rotors against the wind of a mountain range. Note that the restrictions listed below do not apply if a low-altitude flight is “required for take-off or landing”. This is one of the reasons why you can fly so low over highways, roads, and homes during takeoff and landing.
In Canada, we have to apply for a Transport Canada Air Force work permit if we want to work at low altitudes with people and property. It`s essentially a plan and risk assessment that can help identify hazards, minimize risk, and inform the public of intentions so dozens of homeowners don`t flood 911 resupply with calls! If you`re flying over an unpopulated area, such as open fields or open water, the FAA is a little more forgiving. Here`s what 91,119(c) says about “other than congested areas”: The U.S. FAA can grant companies exemptions to legally violate low-altitude flight regulations for things like aviation occurrences or certain work tasks to allow flights with advance planning and risk analysis. Although the protection of local populations has always been the intention of this regulation, this lack of a formal definition creates a grey area. This can cause a pilot to question what is allowed and what is not. (c) Above areas other than congested areas. An elevation of 500 feet above the surface, except above open water or sparsely populated areas. In these cases, the aircraft must not be operated within 500 feet of a person, vessel, vehicle or structure. Don`t look now, but over the past eight years, the FAA has established a new type of GPS-based airway structure, or inertial reference systems. They are called RNAV terminal routes (T-roads or Tango routes) and are designed as the VFR flyways installed over and around the country`s busiest airspace.
T-routes range from 1,200 feet agl to 18,000 feet msl, and instrument pilots can submit them on IFR flight plans. This information is ideal for knowing the highest terrain or obstacles, as well as colored elevations. It is intuitive and extremely useful for choosing safe cruising altitudes. But it can be difficult to determine these maximum altitudes to know if they will be factors. Sure, they`re somewhere in the grid or on the graph, but you`ll have to look for them. If you`re flying over a congested and populated area, the FAA has issued a relatively strict minimum safety level. Here is the literal wording of 91.119(b): 14 CFR Part 91.119 lists the lowest altitude or minimum safe altitude a pilot can use at any given time. To minimize wind chaos, the higher you fly, the better. Due to the scarcity of Doppler weather radar sites in mountainous regions, there can be large gaps in radar coverage. Don`t forget the need for oxygen at altitude! Some MEAs in the west go up to 12,000 feet and beyond. To simplify matters, several parts of one of the FAA`s regulations govern low-altitude flight rules in the United States.
VFR drivers, you have information about high terrain and obstacles on section, WAC and terminal area maps.