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special case). It also needs to be
done in your own right; you can't do
it on the back of someone else, as
you can with an AOC sometimes.
Again, there is a special form to fill
in which will cut out most of the
lack of communication over this
subject, and you should find a copy
in Ops.
Secondly, you will need to arrange
arrival and departure slots, which are
usually at a premium. Because of the
numbers of aircraft involved (usually
over 126 H1 types alone at the
Grand Prix), there will be a briefing
for all concerned well before the
event, at which all companies are
expected to send a representative. At
the very least a Notam will be issued.
H1 helicopters, by the way, are less
than 15m long, and H2s between 15-
24m; they therefore require different
treatment at their feeder sites.
A feeder site is one where more than
five movements take place in any
one day in connection with an event,
as a result of which they require
special facilities (a movement is a
takeoff or a landing). If using H1s
you can get away with normal
equipment as used for pleasure
flying, but H2s need something a bit
more macho. Actually, it's basically
the same, but the vehicle must have
four-wheel drive and there must be a
minimum of 60 gallons of water and
5 gallons of foam concentrate, with
equipment able to deliver it at 40
gallons per minute. A minimum of
100 lbs of CO2 or 50 lbs of dry
powder or BCF is also required.
The rescue and medical equipment
requirements are also more
comprehensive, needing transfusion
and resuscitator gear to be readily
available in addition to:
· large non-wedging axe
· small non-wedging axe
· grab or salving hook
· 1" cold chisel
· 4lb hammer
· fire resisting blanket
· heavy duty hacksaw with 6
spare blades
· suitably large ladder
· feet of 2" line
· 1 pair 7" side cutting pliers
· 24" saw
· large slotted screwdriver
· large Philips screwdriver
· 1 pair tin snippers
· pneumatic rescue chisel with
spare cylinder
· Chisel and retaining spring
· quick release knife with a sheath
· enough pairs of flame resistant
gloves
· 24" bolt cropper
· 3' 6" crowbar
Specialised Tasks 59
Line Patrol
It's pretty hard to get lost doing this!
You will be carrying observers from
the Electricity Boards, under their
normal procedures, which are pretty
exhaustive. All their staff are fully
and professionally trained to
exacting standards - they need to be,
as following and inspecting tower
lines calls for a high degree of
proficiency and concentration from
everyone. The very nature of the
exercise (flying close to the lines
inspected) means that for most of
the time you will be very near the
avoid area of the Height/Velocity
envelope. In fact, you will be flying
at such a speed (around 50 kts) that,
if the engine fails, you will be going
nowhere but down, which is quite
interesting when the line runs
through trees and you have to decide
whether you're better off in them or
dodging the cables.
For normal wooden poles, being one
and a half rotor spans laterally and
flying at about 50 kts is the ideal,
although 11 Kv ring circuits in a
clover leaf pattern could make this
difficult. At the very least, you need
a positive airspeed, that is, one
showing on the ASI.
The authorities assume the flight
won't take place in the avoid area, so
low flying exemptions, etc. are
geared towards looking after third
parties on the ground not directly
connected with your activities.
However, the flights are still
Commercial Air Transport, and
entering the avoid curve is therefore
prohibited. If prolonged incursions
are likely, consider using a twin.
Even where a single-engined
machine could be used, it's usually
over areas that aren't suitable for
forced landings or are unable to
afford safety for the passengers
(hostile environments). There should
be a full restraint harness for each
occupant together with a protective
helmet and flameproof overalls, or
clothing with sensible shoes.
No flights should be made at night,
over fuel installations or congested
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The Helicopter Pilot’s Handbook(39)
