This is related to my earlier question.
Delhi has a lot of areas with restricted airspace and no fly zones. Assuming we are able to get the necessary licenses and permissions to fly, what should we do if we accidentally enter no fly zones while in controlled flight?
The altitude will be less than 400 meters.
Once (and if) we are clear of the no fly zone, where should we report the incident?
This is a hypothetical question. I do not intend to break any laws knowingly.
Well this one I can answer even without being an expert on India's airspace regulations: Entering a "no-fly zone" or other restricted area with an aircraft - even an unmanned one - is going to be some kind of a violation. You local authorities could tell you what kind, but it doesn't matter: it's a situation to be entirely avoided.
You should plan your test flights to occur far, far away from such restricted areas (as well as from airports, population centers, "open-air gatherings of people" (to use the FAA's parlance), or anything else that you might disturb, damage, destroy, or annoy during your testing.
This is almost certainly what the DGCA is going to tell you if you contact them and ask for advice on test parameters for an Unmanned Aerial Vehicle, but more importantly it's just plain good old fashioned Common Sense!
If you cannot exercise such common sense you should rethink & rework your plans until you can.
If after real, honest rethinking you're still in a situation where you feel you may inadvertently penetrate controlled or restricted airspace then coordinate with the agencies that handle that airspace PRIOR TO YOUR TESTING to make appropriate arrangements.
Now if you exercised all due common sense and still the absolute worst happens (Murphy's law rears its ugly head and LITERALLY everything that can go wrong does - even the engine cutoff and the emergency self-destruct didn't work!) you may still accidentally wander into airspace you shouldn't be in.
If that DOES happen your procedures should be effectively the same as they are in a manned aircraft anywhere in the world if you encounter the same situation: Communicate, Confess, and Comply.
Contact the controlling authority (e.g. tower, approach, the military division responsible, etc.), let them know what's happened, tell them where you are (in this case, where your drone is - they'll likely ask you to copy a number if they want to find out where "home base" is), and comply with any instructions they give you.
(This may mean you need a radio and a list of frequencies on the ground with you - picking up a sectional chart would be a good idea. You may also need a radio-relay in your UAV depending on what kind of range the vehicle has...)
Yes, the controller might get a little snippy with you (you are after all somewhere you're not supposed to be. Controllers tend to not like that!), and you might get in a little trouble for the violation (because again, you're somewhere you're not supposed to be), but that's all preferable to the potential alternative of smacking your UAV into a plane full of people at 300 feet on short final to Indira Gandhi International Airport.
As with all aviation operations, safety must be your overriding concern.
This is related to my earlier question. Delhi has a lot of areas with restricted airspace and no fly zones. Assuming we are able to get the necessary licenses and permissions to fly, what should we do if we accidentally enter no fly zones while in controlled flight? The altitude will be less than 400 meters. Once (and if) we are clear of the no fly zone, where should we report the incident? This is a hypothetical question. I do not intend to break any laws knowingly.
I'm from Brazil, and here we use the West/East rule, so we use an odd flight level when we fly between 0/360 - 179, and when we fly between 180 - 359 we fly in an even flight level. But what should you do in other countries? Where I can find those rules? I've heard that in Europe it's totally different, and that in some countries in Asia they use meters, instead of feet. Where can I find this information?
Apparently, even if you have declared an urgent situation or an emergency, you cannot enter restricted or prohibited airspace, and ATC may not be able to clear you into the area. So, my question: If you had a serious condition onboard an aircraft (say severe icing) and high terrain (I know, you probably haven't planned) in all directions except for restricted or prohibited airspace, what should you do to try and make sure that people are aware of your situation and can try and minimise the risk of doing so?
We are working on a UAV and will soon get to the testing phase. We intend to fly at a maximum altitude of 300-400 meters. I wanted to know as to what restrictions apply to the airspace in India (specifically Delhi) with respect to flying UAVs as well as the altitudes from which they apply? We will also be testing autonomous capabilities. Do we need to get any licenses for this?
I have some questions about circle-to-land approaches. If we have the runway in sight above MDA, do we need to continue to descend to MDA on downwind? Can we just keep fly like a traffic pattern until abeam aiming point and then start the descent? Similarly, If during circle to land approach we lose the runway on downwind but we are above MDA, do we need go missed still toward to the runway? Since we are above MDA we should still have obstacle clearance....
This question is somewhat related to this other one. I listened to this exchange between a helicopter and Newark. http://www.youtube.com/watch?v=oHNvXPbZ7WI The helicopter wants to land at Newark. The controller tells the helicopter to remain clear of the Class B. I'm aware that the controllers must give clearance to operate in certain classes of airspace, and the helicopter wasn't granted clearance to do so. Why was the helicopter denied (as far as can be deduced)? What should the pilot have done differently, either to get clearance to land at Newark or to anticipate not being able to?
When ATC gives you headings to fly, do they consider wind correction? In theory they should because they call it a heading and not a track, but do they? After all, the heading they want you to fly depends on wind direction and airspeed. Or do they actually mean track instead of heading?
StallSpin's answer on the recent question about VFR traffic patterns has got me thinking about the "Remarks" section of the Airport/Facility Directory. We are all taught in training to review the AFD entry for airports we intend to visit (part of FAR 91.103's "become familiar with all available information" requirement), and to comply with any restrictions noted - typically things like "no touch-and-go landings", "Standard traffic pattern required of all aircraft", "Prior Permission Required for jet aircraft", etc. Aside from it being The Right Thing To Do, and avoiding the possibility
This is a followup to What is the measurement system used in the aviation industry? and related to this question from History. I can understand the arguments as to why adoption of SI units would not make sense for the general population, but aviation is a specialised business. All professionals are highly trained, and would (should) be well versed in both systems anyways, so the transition would..., this again seems to be a not so huge problem. Maintenance and manufacturing is again fairly specialised and restricted to a smaller number of companies as compared to the general case. What
While asking the question in chat How do we get controllers on the site? @egid suggested there may be FAA or union restrictions on participating in Q&A. That would be sad since pilots... (National Air Traffic Controllers Association) which would prevent them from answering questions on this site? I realize this blurs the line slightly between the main site and meta, but I'm asking about legal reasons, not speculation about why we haven't attracted any controllers yet (that I'm aware of).