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capable of weighing more than the
maximum payload. Emergency
equipment should be similar to that
for Pleasure Flying sites (see below).
Ground crew should have hard hats
(maybe different colours for
different groups) with chin straps,
goggles or safety glasses, protective
gloves and a metal probe for
discharging static electricity. As
mentioned above, radios in the
helmets are most useful.
Static Electricity
This comes from a number of
sources, the main ones being engine
and precipitation charging from
friction between the aircraft's
surfaces and airborne particles.
There is also a risk from
thunderstorms and snow particles.
Although the capacitance associated
with this is small, voltages as high as
tens of kilovolts can throw people to
the ground, as well as being
dangerous near potentially explosive
cargoes or fuel tanks, or even shortcircuiting
the hook’s electrics. It's for
this reason that an earthed static
Specialised Tasks 23
discharge probe is applied to the hook
before any contact takes place and
the procedure kept up as much as
possible. If you can’t get one, make
the guys wear thick rubber gloves.
Alternatively, transmitting on the HF
or VHF radio can discharge a great
deal of static through the antenna.
Setting Up
Before doing anything else, you
should check the following carefully:
Helicopter Condition
Check your HOGE performance
and use the standard lapse rate if you
don’t know what the temperature at
the dropoff point. Remember your
fuel consumption will be higher than
normal, due to using high power in
the hover and flying at slower
speeds. Leaving the heavier loads till
last will help with your planning.
The rear doors need to be removed
so that used harnesses can be placed
inside quickly from either side—very
often dropoff points are in places
where you can't land but only come
to a very low hover. Also, there is a
little less weight for the machine to
carry (50 lbs on a 206, I believe). If
you’re doing vertical reference, you
will need your door off as well so
you can stick your head out of the
side. However, taking any door off
will mean checking weight and
balance and performance figures,
and your VNE—going too fast may
pressurise the cabin and blow the
windscreen out, which is particularly
serious in the AS 350. You will also
have higher fuel consumption and
slower flight times.
You need a mirror so you can see
the behaviour of the hook and the
load. The hook mechanism must be
checked for consistent electrical (and
mechanical) operation, as must all
standby release methods. All hooks
must be enclosed, that is, there must
be no opportunity for the load to
come out of the mouth of the hook
when flying.
Check the manual and electrical
releases, and don’t accept the fact
that the solenoid clicks as evidence
of it working. If there’s no-one else
around, put a rope in and pull on it
when you operate the mechanism.
After you operate the manual
release, check that the Bowden cable
between the hook and the body of
the helicopter doesn’t bind and stop
the hook from rearming. All witness
marks should be aligned on the
knurled knob or lever and the hook
body, make sure the hook moves
over its full range of travel and that
the bungee cord keeps it tight against
the bottom of the fuselage, so you
don’t land on a vertically extended
hook, which may get snagged.
Garbage on the landing site has been
known to pull the manual release
enough to allow the load to work
itself free.
Condition of sling equipment
Because of the direct connection to
the aircraft and the potential for
damage, it should only be used on
helicopter operations, and any worn
or frayed items should be discarded
(you’re generally allowed up to 10
randomly distributed frayed wires on
a steel sling, or 5 in one strand).
Nylon deteriorates when exposed to
petroleum, and wire rope rusts and
doesn’t like being mistreated, so
protect them from moisture and
heat, and inspect them regularly.
Cables without their internal grease
24 The Helicopter Pilot’s Handbook
will snap readily. The maximum
length for nylon or poly rope should
be 6 feet.
There must be an eye in each end of
a sling, preferably reinforced with
steel, to protect the rope, and the
　
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本文鏈接地址：The Helicopter Pilot’s Handbook(15)