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taking off by looking at the back of
your skid, so you avoid the transition
from vertical to horizontal reference.
Maybe do a circuit or two, as well.
This also helps you if the engine
stops, with no time to start looking
horizontally – just moving your
focus from the load to the
instruments, or vice versa, takes about
two seconds, let alone reorganising
your whole body.
Next, graduate to a line with a lightly
loaded cargo net, followed by a
heavier one, finally working up to an
unloaded hook. You will find that,
up to a point, the heavier the load is,
the easier longlining is to do.
There is also a natural tendency to
tighten up on the controls, the same
as when you start mountain flying
the first time. The same advice
192 Operational Flying
applies, however, which is to
RELAX! If you have to take your
aggression out on anything, do it on
the collective, as the key to good
longlining is proper downwash
management, and spilling it with
jerky cyclic movements does not
help at all (this is one reason why
there are holes in bearpaws, to let
the downwash through. Even a ski
basket can upset the downwash
enough to spoil a lift).
So, be as gentle as possible at all
times. Small, longer, controlled
movements are always better than
larger and shorter ones. The reason
you “fly the load” is to stop you
focussing on the helicopter and
interpreting its larger angular
movements the wrong way, although
you shouldn't forget to watch where
you're going.
However, the big problem with
concentrating on the load is that it is
very easy to start it swinging. I find it
best to get over the area looking out
through the windows, and look
down for the final positioning
moves, for which you have to get
used to your line's position relative
to the ground (use the altimeter).
This also means being able to see the
instruments (i.e. torque) a lot better,
and ensuring you don't hit anything.
You can look down more as you get
more proficient.
Having done the usual preparations,
such as ensuring that the line isn't
tangled, and all the electrics work,
you might also want to take a note
of the altimeter readings of the
lifting and delivery points – just add
the length of the line and a bit for
the usual instrument errors to the
elevation, so you get an idea of when
it is going to get taut. This means
that, when learning, you only need to
stick your head out of the window
just before you lift, to make sure the
line is straight and the load isn't
going to hit anything on its way out.
As mentioned above, performance
charts are important, as a difference
of 5° can make the difference
between getting a load off the
ground (or not) when operating to
the limits. Although the maximum
payload is there to be used, I still like
a safety margin of somewhere
between 5-10%, because pulling full
power for long periods is not good
engine handling (you need to watch
your pedals, too). Remember that
you have to get the load moving
onwards and upwards (especially the
latter), which eats into the maximum
continuous power limits.
Another reason for the margin is to
ensure you have enough fuel to get
to the destination – running short of
gas is one source of pressure you
don't need. It's all very well for the
sales department to tell the customer
that your machine can lift a
particular load, but you also have to
get it somewhere! A stage length of
25 miles or so at 40 knots means
over 30 minutes' flying, or more if
the load flies badly. Unless you have
fuel there as well, you also have to
include the journey to the fuel
drums, so minimum fuel should be
avoided, and neither should you
have to remove survival kits, etc. to
make a job happen.
There is a certain springiness to a
load as it comes off the ground
which tells you it's a good lift. In my
experience, if you have to struggle to
get the load off, and it's reluctant to
do so anyway, that's the time to
think again. Reduce the payload, wait
Special Use Of Aircraft 193
for some wind or a cooler day, or
whatever, but STOP.
Once the load is airborne,
immediately ease the nose forward,
adding a little collective, with the aim
of proceeding smoothly forwards
and upwards. If it is out of the door,
your head should be constantly
moving between the forward and
　
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