曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
be required than you think. Steel
slings are best, though ordinary rope
will do, provided it doesn't have a
tendency to stretch or bounce up if
it breaks (for this reason, don’t use
nylon lanyards). At the very least,
you need one set of slings at each
drop-off point, so while the first
load is being undone you can be on
your way back with one and not
waste flying time (when logging, a
smaller helicopter is used for this
job). All equipment should be able
to withstand 6 times the anticipated
load because flight conditions may
increase its weight artificially. You
can work out a rule of thumb SWL
(Safe Working Load) for wire ropes
in tons with this formula:
Special Use Of Aircraft 179
SWL = Rope Diameter2 x 8
This figure may change if you do
strange things to the line, like bend
it, or use a choker hitch (the sharper
the bend, the greater the reduction).
Once you’ve bent a line, don’t use it
for slinging again.
Ground equipment should include
radios and whistles (for
communications), weighing scales,
accurate to at least 25 lbs, and
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
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
180 Operational Flying
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
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
飞行员操作飞行手册Pilot_Operational_Flying_Manual下(8)
