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probably get by with a full briefing
from the Chief Pilot, but there might
be a minimum time for the "circuit"
anyway, as part of initial training. If
you're not current, expect no less
than 2 observed sectors if loading
permits, or at least some training
circuits. There’ll be a bit more for
long-lining, where you need to hover
with your head out of the door so
you can see the load properly, which
has obvious problems when it comes
to checking your Ts & Ps and losing
your baseball hat if it’s not nailed on.
In this case, you might have people
on the ground to help you when you
pick the load up (see below), but you
will more often than not be
dropping it by yourself. The best
way to do so, when you can’t look
out or see much in the mirror, is to
pick the landing spot, then extend
your view forwards and sideways till
you reach something you can see
and use them as markers for a
vertical descent (you can judge your
height from whether the ground
crew are looking up or down).
With external load work, the C of A
may change from Public Transport
to Aerial Work, so passengers should
not be carried. You would be
forgiven for thinking that you'd also
get away with Duty Hours, but
you're still regarded as being on
Commercial Air Transport, even
though the helicopter isn't—in fact,
you may even need Official
Exemptions from full equipment
scales if the load is heavy and you
have to start taking stuff off.
There may be a little paperwork to
do before you start – your customers
will likely need to be made aware
that cargo insurance is available, if
your company provides it, and
authorise the flight by signing a
damage and injury waiver agreement.
A couple of other points: Your C of
G will be fairly near its ideal position
178 Operational Flying
with a load on, but maybe not when
you release it, especially if you’re low
on fuel to lift it. Also, loads that
must be guided into place or secured
while attached to the helicopter must
be given special consideration,
especially when briefing passengers –
they must NOT go anywhere
underneath the load or any similar
position that would be dangerous if
the load gets released.
Don’t do any long-lining near high
voltage lines or thunderstorms.
Oh yes, one more thing – the
maximum hook load has nothing to
do with payload, but is merely the
weight the hook can stand as a
structural limit. If you try to lift the
max hook load in a 206, there’ll be
no room for you!
Ground Crews
Without a mirror, the ideal team on
the ground consists of at least three
handlers at every point of pickup or
deposit, so, in a simple lift from A to
B, you need six, although this could
be reduced with decent
communications. All procedures
given here are based on the
assumption that they are not
available, but things will go so much
better if they are—just make sure
that any instructions given don’t
require acknowledgement, as you
will not only have your hands full,
but it’s also easy to hit the load
release button when moving your
hand to transmit. Actually, that goes
both ways; very often both hands are
needed by the loaders, so they put
their radios in their pockets and can’t
hear them, which is why having
them in helmets is recommended.
One person would be for
marshalling and the remainder for
hooking up, etc. However, in remote
areas, you will likely be operating by
yourself, including picking up the
load, which may mean continual
shutting down, etc. Expense is not
actually the reason, although it helps;
in the Arctic, for example, you don’t
leave somebody by themselves in
case you can’t get back, but, in
general, you are dropping stuff off
where you can’t put people anyway.
It’s not as hazardous as it sounds –
you just need to be far enough
behind the load to stretch the line
properly, with no kinks, and make
sure it’s straight, so it’s away from
the landing gear when you lift into
the hover. However, don’t attempt
anything alone without a mirror.
Ground crews should dress
appropriately – the downwash will
cause severe chill factors.
Equipment
There should be as many ropes,
strops, nets and hooks that can be
made available, as more will always
　
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