The Backcountry Airport Guide does indeed mention 3 recon passes, starting with a high recon. If you're going to cite an FAA guide, it's a good idea not to cherry pick. The whole point of the high recon is to determine LZ suitability.My problem with this whole deal is grammar. As the regulation is published, there is no question the actions described meet the definition needed for exception.
The regulation clearly states "except when necessary for landing..." And that phrase refers to the prohibited actions (XYZ). In court I would get two or three post` graduate level grammarians to diagram the sentence and depose them to support that. The exception does not regulate or even require a landing, only some the actions necessary for a landing. This is the summary dismissal point, in a real court. No impartial jurist would risk their career by allowing further proceeding with that simple concept properly presented.
What's important (to an appeal) is we're told the "judge" appears to have made a ruling based on the necessity of the landing as opposed to the necessity of (XYZ). Most days in the US there are zero necessary landings made. Landing is never necessary except in case of cessation of engine function or pilot incapacitation. The FAA even has fuel reserve regulations for flight to ensure that most landings are not necessary. But again the regulation does not attempt to regulate the landing, only some of the actions (XYZ) necessary for a landing. That's a most basic error that should win the appeal in a minute.
Per the FAA's own document, inspection passes are necessary for "off airport" landings. So this action is covered under the exception. As the regulating agency has shown this to be an excepted action, and the agency's own representatives have acted contrary to the agency's governing regulations, malfeasance could even be sited. That would remove the "corporate veil" and make the individuals liable - personally. And yes, the government does know this. I worked for the government and they were real big on this in an effort to get us all to go by the book. There have been cases where private individuals have sued government employees for their legal expenses - and won.
Reportedly mention was made by the deciding party that this was not a landing site because it lacked wind sock, lights, etc. associated with large commercial airfields. Not germane to the discussion as the FAA's own publication and guiding document for this operation specifically applies to off airport ops. The very existence of that document authored by the FAA legitimizes off airport operations, and so whether or not this is occurring at (what the decider feels is) an airport is immaterial.
Were this my case I would also look for family connections, complaint history and general character of the reporting party. Was it the original FAA guy's mom maybe? Why else would the original contact be so confrontational? We've heard so much about a kinder gentler FAA of late. Why is this guy going nuts over this?
Finally I would examine the right to Due Process constitutionally, especially regarding proven test cases in the US Supreme Court. Let's face it, an administering body saying, "you broke a reg. If you don't believe me you can ask my boss." is not true due process in any regard. I have a vague memory of a case dealing with exactly this during reconstruction; something about the governmental oversite agency going nuts. I could be wrong on that though, but I'm sure it's happened. The US legal system has always been the final arbiter of not only public issues but private as well, not in house imposters, bullying their constituency by telling them they are the authority.
That being said, I believe it was a poor idea to consider landing there. But I can't say I believe it in any way fails to comply. I know the type of area involved, but those in the Reno area would be well served to remember that the vast majority of your neighbors are Californians who are there because they couldn't afford California anymore. Out in true rural Nevada its a very different world, but around there, you may as well be in a San Fran suburb. Stay as far away from "civilians" as you can with an airplane.
Now, theoretically, ADS-B data will not be used in prosecution…….
MTV
what about the fire bombers, are they suspect also
Ah, but that’s assuming the FAA considers a subdivision with ten acre lots to be a “sparsely populated area”. I’m not sure I’d make that assumption. This is the agency which concluded in one case that a small Boy Scout camp constituted a “congested area” after all.
MTV
I wonder if there is an exception for Ag Pilots? When I was younger I remember always loving it when a speeding AT-502 would pass less than 100' away from me playing out in the backyard. also loved waking up to the sound of it going back and forth across the corn, but I know some people can be pretty bothered by that.
Many moons ago, when I flew for FWS, we had a waiver from 91.119 for “Law enforcement activities”. Been a while, so don’t recall the exact wording. That went away in late 80s/early 90s.
Id be surprised if the FAA issues any such waivers these days, but fire fighting would certainly be a likely candidate.
That said, knowing agencies, misusing such a waiver would likely have consequences.
MTV
..........and, without ADS-B can the feds determine how far horizontally you are from said object?
Fire, ag dispersing ops are 137 not 91. No waiver required as long as you are operating 137.
Operating under 137 does not exempt you from 91 rules. You have to adhere to both. And 137.53 describes the process for operating over congested areas. It's not a waiver in the sens of an "FAA waiver" but rather you must get a permission slip which is to a lay-person a kind of waiver.
FAR 137.29(c)
Right there in black and white. Congested areas are a whole different can of worms, not talking about that. And 500 ft is the law when ferrying.
"Backcountry Flying" is probably a more accurate term.And, don’t you Alaska guys just love what these folks call “Bush flying”?
"Backcountry Flying" is probably a more accurate term.
"Backcountry Flying" is probably a more accurate term.
Good points there. When I said “backcountry flying” I was more referring to flying into strips for the intent of fun. In this case I agree he was probably getting a little showboaty and probably could have picked a different place to land.I kinda have an issue with calling what Trent did "backcountry flying." This was a subdivision, with nice homes already constructed. Now the lots are big-ish at 10 acres, but 10acres ain't that big. It's 660' by 660' and of the 12 lots in this picture only 1 of them is not built. Now he would have had to use some skills to get in there - but that ain't backcountry when you try to put your kitfox down in the middle lot of a subdivision and I don't see how he could do it without flying pretty dang close to a house either on approach or on the go around.
How is this not an act of showboating? The more I think about this, the more I think he's gettin' off pretty easy with 60 days. Coulda been a lot worse, even a 709 ride or if the FAA really wanted to make an example of him yank his certs and make him take his check ride again like Martha Lunkin. She only flew under the Morrow bridge in her 180. Waay more people know who TP is than Martha. She got the rough treatment because she was a former fed herself, it seems.
How is this not an act of showboating?
Seriously? Who was he showboating too? A CCTV stream?
At what point do we own our own land? At what point can we as pilots say "I am safety conscious and care about my fellow man, but I have a right to fly my airplane in a manner in which is not dangerous to others, especially so on private property."
Just as all Karen's of the world collectively scream out: "No one neeeeeeds to land in their own backyard, even if they are not hurting anyone. Think of the children!"
:roll:
I suspect very soon we will look like the EU; zero tolerance for aircraft and no such thing as off airport operations. Some opinions in this thread illustrate that clearly, then pander to the authority of the FAA as father must know best.
And before you attempt to build a straw man out of my statements: Please follow all federal, state, and county regulations and fly responsibly.
But it seems difficult to reconcile the apparent reasoning from the FAA and how it relates to their own guidance to those of us operating off-airport. Their specific guidance includes ensuring the quality of the landing surface by successively lower passes and then by dragging tires before landing. I know this document has already been discussed but here is the FAA publication that is the standard for all off-airport operations again for easy reference.
I don't have a problem landing in your back yard if your back yard is indeed big enough so that you can avoid those pesky federal regulations