直升機飛行員手冊直升機操作手冊 The Helicopter Pilot’s Handbook

時間：2011-04-05 11:37來源：藍(lán)天飛行翻譯 作者：航空 點擊：次

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Selective logging is removing wood from where trees are standing, and is considerably more dangerous, at least to workers on the ground, because the downwash could dislodge all sorts of things. Cedar salvage involves moving loads of cut cedar blocks, which should all be of a similar length for best stability. Logs will be taken from high ground first so there is less risk of anything falling on workers below and you can see what’s going on better. They will be delivered to holding points on land or in water.
In UK, you will find it useful to check out the following:
CAP 426 Helicopter External Load Operations ANO Art 35 Public transport aircraft & suspended loads Rule 47 Marshalling signals ANO Art 55 Picking up and raising of persons & articles ANO Art 56 Dropping of articles & animals
In Canada and USA, external loads come in four classes, A, B, C and D. A Class A load does not extend below the landing gear and is usually bolted to the aircraft, such as a stretcher, spray kit or fuel tank. A Class B load can be jettisoned and is not in contact with land, water or any other surface. A Class C load is similar, but remains in contact with the surface (like when towing) and a Class D includes a person or is anything that doesn’t come inside the other classifications, for which you need two methods of release and must use a multi-engined helicopter that can hover on one engine in the prevailing conditions, with appropriate engine isolation. However, most loads will be Class B. If you do all this over a built-up area, an Aerial Work Zone Plan needs to go to Transport Canada at least 5 days in advance.
Ex-military pilots will have done all this as part of their original flying course, but, in some companies, "training" is once around the circuit. If you're "experienced" with some slinging in the past year you can probably get by with a full briefing from the Chief Pilot, but there might be a minimum time for the "circuit" anyway, as part of initial training. If you're not current, expect no less than 2 observed sectors if loading permits, or at least some training circuits. There’ll be a bit more for long-lining, where you need to hover with your head out of the door so you can see the load properly, which has obvious problems when it comes to checking your Ts & Ps and losing your baseball hat if it’s not nailed on.
In this case, you might have people on the ground to help you when you pick the load up (see below), but you will more often than not be dropping it by yourself. The best way to do so, when you can’t look out or see much in the mirror, is to pick the landing spot, then extend your view forwards and sideways till you reach something you can see and use them as markers for a vertical descent (you can judge your height from whether the ground crew are looking up or down).
With external load work, the C of A may change from Public Transport to Aerial Work, so passengers should not be carried. You would be forgiven for thinking that you'd also get away with Duty Hours, but you're still regarded as being on Commercial Air Transport, even though the helicopter isn't—in fact, you may even need Official Exemptions from full equipment scales if the load is heavy and you have to start taking stuff off.

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