直升機(jī)飛行員手冊(cè) 直升機(jī)操作手冊(cè) The Helicopter Pilot’s Handbook
時(shí)間：2011-04-05 11:37來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. The Astar is particularly bad for looking out of as the pilot's door is further away from the fuselage than other machines. As a result, it needs a minimum line of 100 feet (some say 130) just to see the load through a hole in the floor between the door and the seat. However, even then you only really see it when lifting, or on delivery, which is why you need a mirror as well (I once had to do a job with a 75' line on a TwinStar, and had to deliberately swing the load so I could see it, at least once in a while! In this case, long tag lines helped the ground crew to catch it). Some machines won’t allow you to look out with shoulder straps on, or when wearing a helmet, so try it all out on the ground first. Note where your hook attachment is and see if you can make control movements with reference to its position. Naturally, there is some skill attached to longlining, but it isn’t too hard to learn, although you will have to watch for vortex ring when delivering the load, as you have minimum speed with power on and a high rate of descent if the load is pulling you in. Anticipation is the key, but you can only learn this after some experience, wherein lies the Catch-22 of needing experience but not being able to get it. Fire chasing offers the best free training, as you are often out on your own, and nobody is using a stopwatch. Although it's not the complete answer (for example, I can drop way more water in a given time with a short line), many pilots prefer longlining, if only because problems with the load occur further away from the aircraft, and therefore produce less hassle with the controls and tail rotor (and downwash doesn't artificially increase the load’s weight or throw up dust). You’re also that bit further away from mechanical turbulence, although almost always out of ground effect and right in the avoid curve, which may cause a legal problem. One big plus is that, if your engine fails, the ground crew have more of a chance to get out of the way. Another is that the delivery point doesn't necessarily have to take the helicopter as well (of course, the real reason why pilots like slinging in the first place is that there are no passengers!). However, with a crowning fire (that is, with only a small area in the smoke at the head that you can get your helicopter into), longlining can be dangerous, because all you will see is a bucket flying around – you certainly won't see the line, and the pilot won't see you, being in the smoke. As a result, some authorities have banned its use, at least in concert with short-lining. There are three variations on the longlining theme: . Operational longlining, which can be done by just about any competent pilot and is fairly undemanding, provided there is a reasonable margin of power available, subject to a couple of caveats which are mentioned below - it's when you are operating to the limits of the load and the machine that the real expertise comes into play, but even this is nothing more than good downwash management and smoothness on the controls, coupled with anticipation. There is little accuracy or speed involved with operational longlining, and it can be regarded as just an extension to normal slinging— it's commonly used in fire support, where you dump a water bucket's contents into a relay tank, or pick up the hoses and equipment after the excitement's over. |
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