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refuelling stops
·  Retrieving slings and nets
·  Use of protective equipment
·  Accident procedure
*This depends on which way the
rotors spin. With North American
rotation (anticlockwise as viewed
from above), the helicopter has a
natural tendency to drift to the left
when the engine stops, so ground
crews should always work to the
right of the helicopter and be
prepared to go that way if they think
anything untoward is happening.
Astars go to the right.
Hooking Up
Ground crew are nice to have, but
you often have to do it yourself:
Note: Always lay it out in front!
If you have one, the marshaller
should be at least 25m from the load
with his back to the wind so you can
see him from your high position. If
he needs to change places, he should
cease marshalling first, so he doesn't
move backwards into unseen
obstructions. Using standard
184 Operational Flying
marshalling signals, you will be
positioned over the load, where the
loaders apply the static discharge
probe to the hook and place the eye
of the net or sling inside it.
As mentioned above, loaders should
always work to one side of the
helicopter, and should also keep
clear of the exit and approach paths,
just in case you have to drop a load.
The loaders then give an affirmative
signal to the marshaller, who gives
you the "move upwards" signal until
the slack has been taken up. You will
increase hover height slowly, until
the strain is taken, with the loaders
guiding the strops as necessary,
taking care to be free to move away
quickly should the need arise. At all
times in the event of engine failure,
the ground staff must move in the
opposite direction that the helicopter
would go, e.g. JetRanger to the left,
staff to the right, or the opposite for
a Squirrel (it depends which way the
blades rotate). They should not turn
their back on the load, or get directly
underneath it, or the flight path.
Neither should they wrap lines
directly around their wrists or
bodies. When finished, they should
clear the area as soon as possible.
As you take up the weight and the
rope stretches, the difference in
performance will immediately
become obvious—it will feel as if
you're attached to a large rubber
band. Once you're hovering, and the
marshaller is sure that the load is
clear of the ground (and you are sure
you can lift safely, flashing the
landing lamp once to indicate this),
the marshaller should check behind
you for other aircraft and give the
affirmative signal, as you will find it
difficult to do a half-turn to check
for yourself. Keep a close eye on
your Ts and Ps at this point – if you
don’t have a power reserve, the load
is too heavy and you will have less
control at the destination. You will
find that once a Bell reaches its limit,
that's as far as it will get, but an AS
350, if you sit for a few seconds at
full power, will corkscrew up a little
more (don't confuse this with a Bell
taking a few extra seconds to gather
up its skirts, so to speak).
For extra lift in the 204B, reduce the
RPM to 98%. For a 500D, change
the lateral angle of the rotor disc.
Another tip for using less power
when lifting (for N American
rotation, anyway) is to place the nose
45° to the left with the wind on the
right, and move forward, to
straighten into wind with the right
pedal. This uses a little less torque
and allows you to take a little more
fuel or be easier on the machine.
A load should "spring" slightly into
the air, or at least come off cleanly
(experience will tell you the
difference). If it just about makes it,
or is a strain even to get it to move,
don't do it. Once off, the machine
will feel quite sluggish, as if it's tied
to the ground.
Move forward slowly, giving due
regard to the load's inertia, without
alternately slowing down and
speeding up, or you will confuse it.
Rather, move forward and keep
going to allow the load to follow,
which sometimes takes a bit of
courage, to see how it flies. Make all
control movements smoothly and
evenly, keeping the downwash inside
the rotor disk – if you have to, take
out your aggression on the collective
(see also Longlining, below). Try not
Special Use Of Aircraft 185
to allow the load to sink, as, if it hits
the ground or gets tied up in a tree it
　
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