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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.
Check both 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 can 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
370 Canadian Professional Pilot Studies
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
will snap readily. The max length for
nylon or poly rope should be 6'.
Loading and unloading areas
Non-involved people should be
absent, and there should be no loose
articles to be blown around by the
downwash and cause damage (it is
possible for slash to snag and
inadvertently operate the manual
release). Approach and departure
lanes should be into wind.
Performance planning
Check your Hover performance Out
of Ground Effect (HOGE), in case
it places a ceiling on your Max All-
Up Weight, although most
helicopters have a higher Gross
Weight anyway for external loads.
Preparation of loads
There are 4 basic types of load –
rectangular, cylindrical, heavy
compact and nets, and five ways of
lifting them, starting with nets and
ending up with a four-point sling
(through 1-, 2- and 3-point). Nets
are used for loads consisting of
many small pieces. On a 206, one
about 10-12 feet square with a 2”
square mesh is quite suitable. Items
should be carefully and evenly
stacked in the centre, with the net
stretched round the load on the
ground before pickup. Individual
light loads, such as jerrycans or
containers, ought to be lashed
together, since the net may not
completely enclose them at the top.
If there are many small items,
consider a tarpaulin as a liner, which
will stop them falling out. Be aware
that lifting points already attached to
anything may have been designed for
cranes, which don’t, as a rule, fly
sideways or get caught in
updraughts, etc.
The weight of each load should be
known, with sand and stuff kept dry
and, if possible, weighed
immediately before loading, as a
good soaking will increase the weight
dramatically and give you a surprise
when you lift it.
Personnel briefing
All concerned should be aware of:
· The hook-up
· The setdown
· Hand signals
· Proper use of radios
· Direction to go if engine fails
· Don’t stand under the load
· Trips between fuel stops
· Retrieving slings and nets
· Use of protective equipment
· Accident procedure
Hooking Up
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 back into unseen obstacles.
Using standard marshalling signals,
you will be positioned over the load,
where the loaders apply the static
Flight Operations 371
discharge probe to the hook and
place the eye of the net or sling
inside it.
The loaders then give an affirmative
signal to the marshaller, who
subsequently gives you the "move
upwards" signal until all the slack has
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