Box Canyon Hazards
Beyond mountains, airspace restrictions & tall buildings can also define tight spots

By Michael Vivion

The visibility isn’t the best going up the mountain pass. On the far side lies better weather and home. Behind are a tent, camp, cold and wet weather, and insufficient gas to go elsewhere. The pilot continues deeper into the pass, hoping conditions will improve. The ceiling is steady, but the terrain is rising. They’re headed south, and winds are westerly at 20 knots, with gusts. The pilot hugs the right side of the pass for traffic.

Suddenly, clouds obscure the rising terrain, and it’s obvious he isn’t going to make it through the pass. It’s time to turn around, but the opposite canyon wall looks awfully close. The aircraft’s vertical fin is already in the clouds, and the surrounding terrain is much higher—climbing isn’t an option. Neither is a descent. From cruise configuration, the pilot initiates a hard left turn, banking 45 degrees in an imitation of a check ride aced years ago. Unfortunately, the aircraft has just turned into a tailwind.

Two days later, searchers find the remains of the aircraft near the top of the pass. The wreckage pattern leads downhill, on a northerly heading. The NTSB accident database is littered with stories of pilots who failed to turn around in the space available to them.

Years ago, I was introduced to the de Havilland Beaver by Jack Corey. I remember most of the information conveyed to me during the checkout, but two topics stand out. The first is a flight regime that has destroyed many de Havilland aircraft: operation in the region of reverse command, or flying on the back side of the power curve. The other lesson, repeated until it was second nature, involved turning the Beaver around in a tight spot. With Corey growling at me from the right seat, I turned again and again in airspace I would have thought only a helicopter could work in. Years later, the lessons learned that day likely saved my life and the life of my passenger.

It’s important to be aware that not all box canyons are found in the mountains. High-rise buildings and metropolitan areas may rise above a VFR flight corridor, such as in New York City’s East River. Airspace restrictions may also create a virtual box as well—in those cases, I’d rather maneuver safely and risk facing an entire team of FAA lawyers.

The weather doesn’t have to be bad for things to go awry—many incidents occur on sight-seeing flights in VFR conditions. Either way, know any canyon very well before venturing into it. You can fly above the canyon to discern whether there are any new obstructions, such as wires or towers that you’re unfamiliar with.

No matter what the scenario or aircraft, there are several key factors that will help you turn around in minimum airspace.

Before The Turn
First and foremost, slow down before you get into a tight spot. Because airspeed and bank angle dictate the radius of a turn, slower speeds and/or steeper bank angles will result in a tighter turn. Many pilots wait until they’re actually starting the turn to slow down—that’s too late. What speed should you target? I use 1.3 Vso initially. Practicing turns with slight variations in speed helps find the best speed for your airplane. Don’t forget that stall speed varies with weight, and adjust accordingly.

Configure the airplane for the turn before you initiate the turn. This will vary from aircraft to aircraft, but look for the configuration that offers the best tradeoff between lift and drag. Most airplanes will warrant a flap setting at about half deflection, but some aircraft turn tighter with full flaps, so practice at altitude until you find the best configuration for your aircraft.

Wind direction is the most important consideration in determining which side of the canyon to hug while proceeding up canyon. If you’re flying south with a westerly wind, as described in the scenario above, starting the turn from the east side of the canyon provides a headwind as you turn across the canyon. If there’s a lot of wind, there may be downdrafts on the west side of the canyon. But remember, the radius of the turn is a function of speed over the ground. If you cross the canyon with a tailwind, your best effort may not be good enough.

Practice the procedure for minimum radius turns repeatedly at altitude so that the maneuver becomes second nature. When you’re looking at sheer rock walls through the windshield, you need to have confidence and competence in your technique. A GPS will help evaluate your turn radius during practice.

Everything described to this point must be done before you initiate that lifesaving turn. Slow down, configure, move to the wall that offers the best starting point, and practice. Preparation is the key to success.

During The Turn
Let’s revisit our scenario: Clouds immediately above—can’t go up. Rocks below—can’t go down. What’s the best strategy to get turned around?

Pose this question to a dozen pilots, and you’ll hear as many answers. Some advocate a chandelle—a climbing turn at the conclusion of which you should be within a couple knots of stall speed. In our scenario, we can’t climb and we don’t want to be so close to stall speed in the mountains and turbulence.

Others suggest a diving turn. But we’ve continued to descend as we’ve gotten deeper into this deal—to the point where we can no longer descend. Furthermore, a descent suggests more speed, and speed equates to a larger turn radius.

The technique I use has worked in the light aircraft I’ve flown, including that harridan of canyon turns—the Beaver.

Here’s the technique, as I’d perform it in a Cessna 172:

Slow down and configure the airplane before you get to the tight spot: 70 mph and flaps set to 20 degrees. Depending on the operating weight, 70 knots is a little over 1.3 Vso.

When the airplane is trimmed, roll smoothly into a steep, coordinated turn. This doesn’t have to be a maximum-rate roll—steady and smooth works here.

As you pass 30 degrees of bank, apply full power, and up-elevator to initiate the turn. Continue the roll to 50 degrees of bank. With practice, you’ll find a pitch attitude (generally a little higher than cruise attitude) that will maintain altitude. The idea here is to turn with minimum radius, while holding altitude. Keep pulling hard as the airplane turns, and at the 180-degree point perform a smooth rollout and power reduction.

The airplane should come around as if on rails. If it buffets a little in the turn, back off the pull just a tad. With full power, the airplane will tolerate a lot before it stalls. Practice at altitude to perfect the technique and to determine how much pull it takes. And remember, in actual practice, this is a last-ditch lifesaving maneuver. Done well, the airplane will finish at the same altitude that you entered the turn. Practice the maneuver until you nail the altitude every time.

All aircraft—from basic trainers to taildraggers to high-performance models—can get into trouble with box canyons. With each aircraft, the flap setting and target airspeed may be different, but the basic technique is the same.

So, remember, practice turning around till you have the technique down pat. Should you anticipate a tight spot ahead, slow the airplane down and configure it for a turn. Most times, you’ll get through the pass just fine. Flying slow with flaps will take a little longer, but should the space close in on you, reduced airspeed and bank will get you out of there in one piece.

UMC Chief Pilot, Aviation Instructor Michael Vivion

Earns Master Instructor Renewal

One of Only Eight in the State with Title

UMC Chief Pilot Michael Mike Vivion is one of only eight aviation educators in the state to have his master instructor title. He recently earned renewal of his Master Certificated Flight Instructor (CFI) accreditation, which identifies outstanding "Teachers of Flight" who have demonstrated an ongoing commitment to excellence, professional growth, and service to the aviation community.

Vivion, who came to UMC in December 2005, is part of a very select group - one of only eight pilots statewide and one of only 500 in the nation to have achieved this distinction. He has been a Master CFI since 2002. Vivion also now serves as president of the International Association of Natural Resource Pilots and is a prolific aviation writer. He secured his renewal from the National Association of Flight Instructors (NAFI), a professional aviation education group.

The Master CFI designation is a national accreditation recognized by the Federal Aviation Administration (FAA) earned through a rigorous process of continuing education and peer review. Much like a flight instructor's certificate, it must be renewed biennially. This process parallels the continuing education regimen used by other industry practitioners to enhance their knowledge base while increasing professionalism.

NAFI is dedicated to providing support and recognition for aviation educators while helping them raise and maintain their level of professionalism. For more info on the master instructor program, call 303-485-8136 or visit www.NAFInet.org.

The University of Minnesota, Crookston (UMC) natural resources aviation program provides, along with an excellent, well-accredited staff, strong fundamentals, state-of-the-art technology, and a friendly atmosphere to help students earn their wings. UMC is a four-year baccalaureate degree granting institution, dedicated to learning, discovery, and engagement in the northwest Minnesota region and beyond. To learn more about degree programs, visit www.UMCrookston.edu.

posted May 22, 2006

28 DECEMBER 2005

 Natural Resource Aviator is new

 UMC Chief Pilot

The aviation program at UMC got a significant  boost recently with the hiring of Mike Vivion, an experienced natural resources pilot from Fairbanks, Alaska. “Vivion has flown for the U. S. Fish and Wildlife Service for over 25 years in a variety of field and weather situations and we are indeed fortunate to have his wealth of experience and enthusiasm added to our program”, according to Dan Svedarsky, Head of the Natural Resources Department at UMC which contains the aviation program.  “We are unique in North America in having a program of this type and now we have one of the best in the business to take it to the next level.”

Natural Resource Aviation and Law Enforcement Aviation were added as areas of emphasis within the aviation program 3 years ago at the urging of natural resource agencies including the Minnesota Department of Natural Resources. Former Chief Pilot with the Minnesota Department of Natural Resources and search committee member, Richard Stoltman, notes, “The industry is pleased that the Crookston campus of the University responded to meet these personnel needs due to the impending retirement of many agency pilots.  And now they have hired one of the top four natural resource pilots in the country to lead the program.”  Other aviation emphases offered at Crookston include Agricultural Aviation and Business Aviation. UMC cooperates with the University of North Dakota Aerospace program which provides aircraft and basic flight instruction, all at the Crookston Airport Training Facility. Some 40 students are enrolled in UMC’s aviation majors with Natural Resources Aviation being one of the fast growing programs on campus. 

Vivion will replace retiring Chief Pilot, Larry Leake. “We are so pleased with the years of loyal service and leadership that Larry has provided to the program and the number of pilots that he’s put in the air,” added Svedarsky. “Some of his former students are now flying for Alaska Airlines, Sun-Country Airlines, Mesaba Airlines, as well as a number who are independent operators in the agricultural aviation industry.”

Vivion plans to expand the aviation program to include in-service training for agency pilots who need updated training to learn of new technological developments and safety procedures.” Safety and efficiency are high priorities in every agency’s aviation program.  We hope to offer agencies well qualified applicants for specialist positions having piloting responsibilities, as well as a menu of training opportunities that will improve the skills and performance of their journeyman pilots,” Vivion notes.  

Vivion is a sought after speaker at aviation conferences and training seminars as well as being a published author in trade magazines and professional journals. Vivion is planning mission specific exercises for aviation students in which they can assist in real-world applications such as wildlife surveys in Minnesota and North Dakota and collecting radio-telemetry data from marked animals. Vivion also has experience in law enforcement applications of aviation and will be looking to expand the program in those areas as well. Vivion’s agency experience will also be an asset to students in other majors as they seek employment with federal and state agencies.

Other majors within the Natural Resources Department include: Wildlife Management, Natural Resource Management, Park Management, Natural Resources Law Enforcement, Water Resources Management, Golf and Turf Management, and Horticulture.  For more information about UMC’s programs contact Dan Svedarsky at dsvedars@umn.edu or 218-281-8129, or Sue Legare at slegare@umn.edu or 218-281-8128.

UMC Co-hosts 2004 International Meeting of Natural Resource Pilots

Notables at the International Natural Resources Pilot's Conference (from left) Paul Christensen, UMC student body president and Natural Resources Aviation major from Elk River, MN; Al Buchert, MN DNR conservation officer/pilot from Brainerd; Doug Sandstrom,MN DNR conservation officer from Longville; Jeff Faught, North Dakota Game and Fish Department pilot from Bismarck; LarryLeake, UMC chief pilot; and Dan Svedarsky, Head of Natural Resources at UMC

The University of Minnesota, Crookston (UMC) celebrated another first recently when it co-hosted the International Association of Natural Resource Pilots Conference and Workshop along with the University of North Dakota.  This was the annual meeting of the organization which has over 200 members from the U.S. and Canada who work primarily for governmental agencies and use aircraft in natural resource management and research.

The 50 or so attendees at this year’s 3-day meeting came from as far as Alaska and Colorado to hear presentations about the latest technology in natural resource aviation, the need to recruit new pilots into the work force, demonstrations of flight simulators, and compare notes about recent innovations.  Organizers of the meeting were Jeff Faught – pilot with the North Dakota Game and Fish Department, Al Buchert – conservation officer/pilot with the Minnesota Department of Natural Resources, Don Dubuque – Director of Flight Extension Services with the University of North Dakota, and Dan Svedarsky – Head of UMC’s Natural Resources Department. UMC has the only Natural Resources Aviation program in North America and, in its second year, is one of the fastest growing programs on campus.

The program was actually recommended to the college by Doug Sandstrom, conservation officer with the Minnesota Department of Natural Resources, UMC alum, and current member of the Natural Resources Department’s Advisory Committee.  Sandstrom, who was recognized at the meeting, noted, “This is a specialized type of flying. It’s not simply piloting a plane from point A to point B but it’s skillfully doing things in the spectrum of managing natural resources whether it be assisting with conservation law enforcement, forest fire surveillance and control, conducting wildlife surveys and research, or aerial photography.”  Sandstrom worked with retired MN DNR biologist, Bill Berg and retired MN DNR chief pilots, Jerry Engelbrecht and Dick Stoltman, in designing the program with UMC.

“We’re certainly pleased that UMC took the initiative to be a partner in developing this program,” according to Stoltman.  “As we looked around and considered where the new crop of natural resource pilots was coming from, there was a conspicuous void.”  The Aerospace Department at the University of North Dakota also cooperates in providing a portion of the aviation instruction at the Crookston airport.