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basket can upset the downwash
enough to spoil a lift).
So, be as gentle as possible at all
times. Small, longer, controlled
movements are always better than
larger and shorter ones. The reason
you “fly the load” is to stop you
focussing on the helicopter and
interpreting its larger angular
movements the wrong way, although
you shouldn't forget to watch where
you're going.
However, the big problem with
concentrating on the load is that it is
very easy to start it swinging. I find it
best to get over the area looking out
through the windows, and look
down for the final positioning
moves, for which you have to get
used to your line's position relative
to the ground (use the altimeter).
This also means being able to see the
instruments (i.e. torque) a lot better,
and ensuring you don't hit anything.
You can look down more as you get
more proficient.
Having done the usual preparations,
such as ensuring that the line isn't
tangled, and all the electrics work,
you might also want to take a note
of the altimeter readings of the
lifting and delivery points – just add
36 The Helicopter Pilot’s Handbook
the length of the line and a bit for
the usual instrument errors to the
elevation, so you get an idea of when
it is going to get taut. This means
that, when learning, you only need to
stick your head out of the window
just before you lift, to make sure the
line is straight and the load isn't
going to hit anything on its way out.
As mentioned above, performance
charts are important, as a difference
of 5° can make the difference
between getting a load off the
ground (or not) when operating to
the limits. Although the maximum
payload is there to be used, I still like
a safety margin of somewhere
between 5-10%, because pulling full
power for long periods is not good
engine handling (you need to watch
your pedals, too). Remember that
you have to get the load moving
onwards and upwards (especially the
latter), which eats into the maximum
continuous power limits.
Another reason for the margin is to
ensure you have enough fuel to get
to the destination – running short of
gas is one source of pressure you
don't need. It's all very well for the
sales department to tell the customer
that your machine can lift a
particular load, but you also have to
get it somewhere! A stage length of
25 miles or so at 40 knots means
over 30 minutes' flying, or more if
the load flies badly. Unless you have
fuel there as well, you also have to
include the journey to the fuel
drums, so minimum fuel should be
avoided, and neither should you
have to remove survival kits, etc. to
make a job happen.
There is a certain springiness to a
load as it comes off the ground
which tells you it's a good lift. In my
experience, if you have to struggle to
get the load off, and it's reluctant to
do so anyway, that's the time to
think again. Reduce the payload, wait
for some wind or a cooler day, or
whatever, but STOP.
Once the load is airborne,
immediately ease the nose forward,
adding a little collective, with the aim
of proceeding smoothly forwards
and upwards. If it is out of the door,
your head should be constantly
moving between the forward and
vertical positions, to make sure you
don't lose situational awareness,
which is another way of saying don't
hit anything! Once you are clear of
obstacles, you can start thinking of
turning, and can put your head back
inside the office and proceed as for a
normal load (that's the time to spit
out all the bugs that have splattered
all over your teeth). It’s also
important to ensure that you don’t
overpitch, and that you remain in
balance as much as possible. Don't
forget, reduce power when you have
the speed and height that you want.
Now you've got to get it back on the
ground!
Well before the landing site, start
slowing down. The mountain
technique of using the collective to
do this works well, and this is also
worth some practice. A slight crab
will not only help to keep the target
in sight, but the drag from the more
sideways presentation of the fuselage
will also reduce the speed. Your scan
at this point will be off the scale,
especially if you are dropping off to
a point higher than the ground (that
is, on a platform) and you don’t have
the shadow to give you an idea of
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The Helicopter Pilot’s Handbook(24)
