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prevent condensation, always being
aware of the next payload. Remove
batteries if temperatures are forecast
to be below -10°C. Try to park the
machine facing the sunrise, so the
Sun’s warmth can help with de-icing
the windscreen.
Also see that the battery is fully
charged before departing from base,
and consider taking a spare, together
with an external start cable— if the
ship’s battery runs down completely,
the plates will become sulphated and
won’t actually hold a charge so, even
if you start from an external source,
you won’t be able to start again
without one if you shut down. A
good ploy is to use the external
battery for operating electric fuel
pumps, etc. Check that heaters,
blowers, etc. work and that snow
deflectors are fitted. Also, note
whether tie downs and covers are
serviceable. De-icing fluid cans
should always be carried, as should a
small amount of food. If all this
becomes too much, consider a
support vehicle.
Aerial Filming and
Photography
Flights should be planned so that
emergencies don’t put structures or
persons in the vicinity at risk—you
must observe the low flying rules
unless an exemption has been
granted; in practice, you can get
238 Operational Flying
down to 200 feet for photography,
but you will need to keep a record of
when it was taken advantage of, as
you would with any other.
If a door needs to be removed, loose
articles and surplus seat belts should
naturally be secured and manoeuvres
carried out where possible so the
side of the aircraft without the door
is uppermost; people near the open
door should wear a bit more than
the seat belt supplied. This point is
controversial—very often a
photographer will expect the door to
be off, not have a mount and just
use a normal seat belt. No way, José!
In this case, I would insist on at least
a rope around their middle loosely
attached to an anchor point as well,
but a professional outfit—which
includes your Company—will have
its own despatcher's harness. Think
about it—the photographer needs to
shift to get a better position, so he
undoes the seat belt to help him get
it! Then falls out!
A camera mount will normally be
fitted by the company supplying it,
but you should oversee the work and
annotate the loadsheet accordingly
(it should not be fitted unless there is
a Supplement to the Flight Manual
covering its installation).
When the mount is in place, the C of
A changes to Aerial Work, therefore
no passengers should be carried
without an exemption, or unless they
are essential to the operation, which
includes the photographer. The C of
G requirements will change as well.
If you get a choice, sit the
cameraman on your side—keeping
the target inside an area in the top
front part of your side window will
give him the field of view required.
It's important to get what's wanted
first time, not only for economy, but
also noise nuisance. Camera crews
are famous for wanting "just one
more shot" and going "a little
lower", but you shouldn't push
yourself or the machine.
Bear in mind the helicopter's
height/velocity curve—the
JetRanger must have at least 450 feet
to regain the 60 knots it needs for a
good engine-off landing (having said
that, I have seen a successful one
from a 50-foot hover, which is not
to suggest that you should try it).
Operations should inform local
emergency services of your activities.
The Movies
Film work tends to be done by
experienced pilots with whom
directors, and particularly
cameramen, are comfortable with. It
is not impossible for the "local guys"
to do it if they are unavailable, but
there is a big difference between just
circling a target and chasing a car
backwards down a ravine—
experienced pilots should also have
the maturity to keep out of danger
by not pushing the machine past its
limits, or not get too concerned
when all the plans go awry.
You will mostly come in contact
with the production department,
who are responsible for the correct
scheduling and availability of
equipment, including the helicopter,
which gives you approximately the
same status as a typewriter, or
sometimes less. You could be on
standby all day, and not fly at all, or
be told the evening before you will
　
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