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直升機(jī)飛行員手冊直升機(jī)操作手冊 The Helicopter Pilot’s Handbook

時(shí)間：2011-04-05 11:37來源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次

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This is something you therefore need to practice, that is, keeping the hook directly over the load and the line in sight whilst pushing the controls in a strange direction. If you're likely to get the same training as me (i.e. none at all), get into a high hover, without a line first of all, and practice spot turns, keeping the belly hook over the target (it is behind you!). Get your head out of the window and get used to landing and taking off by looking at the back of your skid, so you avoid the transition from vertical to horizontal reference. Maybe do a circuit or two, as well. This also helps you if the engine stops, with no time to start looking horizontally – just moving your focus from the load to the instruments, or vice versa, takes about two seconds, let alone reorganising your whole body.
Next, graduate to a line with a lightly loaded cargo net, followed by a heavier one, finally working up to an unloaded hook. You will find that, up to a point, the heavier the load is, the easier longlining is to do.
There is also a natural tendency to tighten up on the controls, the same as when you start mountain flying the first time. The same advice applies, however, which is to RELAX! If you have to take your aggression out on anything, do it on the collective, as the key to good longlining is proper downwash management, and spilling it with jerky cyclic movements does not help at all (this is one reason why there are holes in bearpaws, to let the downwash through. Even a ski 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 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.

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