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Self-speed helicopter pilots
Table Of Contents
INTRODUCTION 1
The Job 1
Getting Started 2
Further Reading 4
QUALIFICATIONS 5
JAR 5
Integrated Courses 6
Modular Courses 6
ATPL 6
Canada 6
USA 9
HOW HELICOPTERS WORK 11
Tail Rotor Drift 14
Tail Rotor Roll 14
Rotor Systems 15
In flight 15
Ground Resonance 16
Dynamic Rollover 16
Ground Effect 17
Recirculation 17
Vortex Ring 18
SPECIALISED TASKS 19
External Slung Loads 19
Ground Crews 21
Equipment 22
Setting Up 23
Hooking Up 27
Setting Down 30
ii The Helicopter Pilot’s Handbook
Vertical Reference (Longlining) 31
EM Bird 37
Aerial Application 38
The Rotor Wake 38
The Procedure 39
Spray Drift 41
Seeding 42
Fire Suppression 43
Aerial Ignition 47
EMS/Air Ambulance 49
Pleasure Flying 50
Running The Site 51
The Technical Bits (for UK) 55
Special Events (for UK) 57
Line Patrol 59
Wires 60
Power Line Cleaning & Maintenance 61
Civil Aviation Notification Procedure (CANP) 61
Pipeline Survey 61
UK Police Operations 61
Prisoners 62
Persons under the influence 62
Bodies and remains 62
Police Dogs 62
Weapons and Munitions 62
Hover Emplaning and Deplaning 63
Formation Flying 64
Landing Helicopters on Roads 64
Parachute Dropping 65
Mountain Flying 65
Illusions 67
Winds 68
Landing Sites 70
Approaches 72
Log Pads and Platforms 74
Summary 75
Night Flying 75
Winter Operations 76
The Weather 76
Whiteout 80
Taking off 80
The Cruise 80
Landing 81
Aerial Filming and Photography 82
The Movies 83
Aerial Survey 84
Table Of Contents iii
Air Testing 85
Seismic Support 85
Avalanche Control 87
Aerial Harvesting 88
Wildlife Capture 89
Instrument Flying 89
OPERATIONAL STUFF 91
VFR En-Route Minima 91
Over water 91
Landing Sites 91
Landing On Deck 93
Fuel 94
Drums 96
Fuel Checking 97
Passengers on Board 98
Ditching 99
Sea Movement 99
The Procedure 100
Equipment 102
Operations and Forced Landings In Remote Areas 103
Emergency Equipment 104
Loading and C of G 105
The Load Plan 106
Loadsheets 106
Helicopter Blade Sailing 107
Icing 107
Ground De-icing 108
Recording Of Flight Times 109
Passenger Safety 110
TECHIE STUFF 113
Twins 113
Profiles 115
Factors Affecting Performance 117
Leading Edge Protective Tape 118
Engine Failure and Autorotations 118
Power-On Recoveries 123
Tail Rotor Failure 123
Loss of Tail Rotor Effectiveness 125
Jammed Controls 126
Hydraulic Boost Failure 126
Overpitching 126
Engine Handling 126
Oil 129
Carburettor Icing 130
Oil Cans 131
iv The Helicopter Pilot’s Handbook
Schermuly Flares 131
Height/Velocity Curve 131
GOING FOR A JOB 133
The Advert 135
Your Resume 135
The Interview 138
THE BELL 206 141
The LongRanger 142
The Fuselage 142
The Engine 142
LongRanger 143
Transmission 144
Rotors 144
Controls 145
Electrics 145
LongRanger 145
Oil 146
Fuel 146
Consumption 146
LongRanger 146
Limitations And Data 147
Specimen Performance Data 148
Starting limits 149
C of G 149
Checklists 149
Daily Check 149
Preflight 154
Prestart 154
Start 155
Engine Fire During Start 156
Run Up 156
Pre Takeoff 157
Hover 157
Descent/Landing 157
Shutdown 157
Emergencies 158
Generator Failure 158
Engine Restarting In Flight 158
Hydraulic Boost Failure 158
Fuel Control and/or Governor Failure 158
Fire 159
Warning Lights 159
Emergency Equipment 160
Popout Floats 160
Fire Extinguisher 160
Table Of Contents v
Emergency Exits 160
Final Approaches 160
Dual Controls 160
Power Check 160
Performance Charts 160
AS350 161
Limitations And Data 162
Engine 163
Rotors 163
Tail Rotors 163
Rotor Brake 164
Transmission 164
Hydraulics 164
Electrics 165
Fuel 165
Capacities 165
Oil 165
Capacities 165
CG Limits 165
Emergencies 166
Warning Lights 166
Engine Relighting 166
Fuel Flow Rate Drop 166
Excessive Fuel Flow 167
Surging 167
Engine Fire 167
Smoke in the cabin 167
Checklists 167
Daily Check 168
Prestart 170
Start 170
Pre Takeoff 171
After Landing 172
USEFUL DATA 173
Various Weights 173
Fuel 173
Dry Wood 173
Typical Hook Loads at MAUW HOGE 174
Common Helicopter Dimensions 175
Holdover Times 175
Type I 175
Type II 175
INDEX 177
By the same author: 183
Operational Flying 183
vi The Helicopter Pilot’s Handbook
Canadian Professional Pilot Studies 183
JAR Professional Pilot Studies 183
The BIOS Companion 183
Introduction
One snag with helicoptering is that
there are virtually no flying clubs, at
least of the sort that exist for fixed
wing, so pilots get very little chance
to swap stories, unless they meet in a
muddy field somewhere, waiting for
their passengers. As a result, the
same mistakes are being made and
the same lessons learnt separately
instead of being shared. Even when
you do get into a school, there are
still a couple of things they don’t
teach you, namely that aviation runs
on paperwork, and how to get a job,
including interview techniques, etc—
flying the aircraft is actually a very
small part of the process.
Another drawback is that nobody
really tells you anything, either about
the job you have to do (from the
customer) or how to do it (the
company) – you will always be up
against the other guy who did it last
week! Sure, there will be training,
but, even in the best companies, this
can be minimal, and definitely not
standard around the industry.
This book is an attempt to correct
the above problems by gathering
together as much information as
possible for helicopter pilots, old
and new, professional and otherwise,
in an attempt to explain the why, so
that the how will become easier (you
will be so much more useful if you
know what the customer is trying to
achieve). It contains all the
helicopter-specific information from
my other book, Operational Flying,
which is more to do with the admin
side of things (more details near the
back page), plus additional chapters
about two popular light helicopters,
the Bell 206 and AS 350.
In short, it contains all the stuff that
I had to pick up on the way.
The Job
Flying helicopters is definitely not a
9-5 affair, and it’s the only work
some people ever see themselves
doing. You are certainly part of a
select brotherhood, but there are
things you need to know before
doing it professionally, which is a
different ball game than flying for
pleasure – the rules are entirely
different. Mostly, the “extras”, in the
shape of paperwork, responsibility
and office politics, are bearable for
2 The Helicopter Pilot’s Handbook
the amount of pay you get, and the
flying itself is the icing on the cake.
It can be tiring, for a start. Four
hours’ worth has been compared to
eight hours’ hard labour and double
that when long-lining, all due to the
concentration, particularly in
mountainous areas and going in and
out of clearings all day long (or over
120 landings a day with heli-skiing),
where you cannot afford to let your
attention slip. Do this for 21 days on
the trot (sometimes up to 42) and
you will also find you need to keep
physically fit in order to cope.
However, don’t expect to be flying
all day and every day. There will be a
lot of waiting around in the back of
your machine in remote places, so
you will need plenty of books. A
typical day on duty may be up to 10
or 12 hours long, within which you
might fly for about 3. The ratio will
be greater in the Corporate world
(though not always).
You also have to remember that
helicopters are generally used
because there is no other suitable
means of transport, which means
going to places nobody's ever heard
of in strange weather, and not being
home for weeks on end. In Canada,
this is very much part of the job, so
think twice if you don’t think you
can cope. If you want to get home at
night, have a look at corporate,
offshore or instructing.
Finally, some of it involves making
money out of other peoples’
misfortunes, as when reporting on
disasters, etc., which is an aspect I
have never really liked, but
helicopters save lives, too and, as I
said, it’s the only thing some people
want to do, whether for the flying or
the lifestyle, so let’s have a look at
how you become a helicopter pilot.
Getting Started
This is the most difficult bit – the
cost of helicopter time is so great
that it’s almost impossible to do
without help, maybe from parents,
or being trained in the Forces.
Having said that, there are plenty of
people who have done it, so it isn’t
impossible, but these will tend be
found in Canada or the USA, where
it’s considerably cheaper. In Europe,
where it’s over twice as expensive
and you need more hours to get your
licence, anyone who can afford their
own training would, in terms of pure
financial reward, have to think twice
before working as a pilot, because
that sort of money can be
considerably more productive
elsewhere. At least then you can fly
when you want to.
Mind you, it’s ultimately not that
different in North America. Even
though you only need 100 (Canada)
or 150 (USA) hours to get your
ticket, you are still usually
unemployable, unless your family
owns the company (and even then
the insurance companies or
customers would have something to
say), so you either have to do a
couple of years as a hangar rat, that
is, washing windscreens until your
company sees what you’re like and
trains you up, or buy the hours
yourself. To be even remotely
interesting to an employer (or, more
correctly, a customer), you need at
least 500 hours, sometimes 1000 or
1500, or some sort of specialised
training, such as a mountain course
(or both) and maybe an instrument
rating, depending on the job.
Introduction 3
Typically, in a large company, there
will be an internal course for ground
staff with commercial licences, and
who have been observed for a
couple of seasons for suitability. It
will be run by senior pilots who are
also instructors, and is a good thing
to get on, as it will markedly improve
your prospects over other pilots with
the same hours as you, assuming that
other companies recognise the
standards. In fact, your training
background is so important that you
should pick your school carefully if
you can’t get on such a course. Make
sure whoever teaches you has
actually been out and done the job
themselves, and have maybe run
their own companies. Unfortunately,
it is possible for people to become
instructors at 200 hours and stay
there. Granted, if this wasn’t
possible, the industry wouldn’t have
nearly as many pilots as it needs, but
there are many who would prefer
that instructors have a minimum of
1000 hours before they start,
because trouble is best avoided by
not getting into it in the first place,
and you only know how to do that
with experience. You can’t teach
what you don’t know.
Many schools indicate they might
hire you once you complete your
training, but don’t include that as a
factor in your choice, as it’s generally
only those that are part of a larger
commercial organisation that can
afford to do it, and the competition
is keen. The employment situation
can change from day to day, and it
can be impossible to keep up with.
Just regard it as a bonus.
When you budget for your training,
don’t just count in the cost of your
course, but the time afterwards
going around companies to get
hired; just sending resumes is no
good at all (this could take up to
four years). Note also that you may
well need more hours than you think
– certainly, the average time taken to
pass is the PPL 67.7 hours, against a
minimum requirement of about 40.
It won't be much different for the
commercial licence.
The machine you train on often
counts, too – it took a long time for
the Robinson R22 to get accepted
over a Bell 47, and then only because
the spares ran out (the fact that the
Robbie only needs a can of oil
occasionally probably helped).
However, both are underpowered
and are good for teaching you power
management, if nothing else.
So, now I’ve painted a pessimistic
picture of your prospects (by
request, actually, from people who
have been there before you), let’s
have a look at what you need to get
your licence, then what you might
get up to after that, so you know
what you’re letting yourself in for.
First of all, though, get a Class 1
medical, because all the training in
the world will useless if you fail it.
Then do a trial lesson in a helicopter,
to see if you have the aptitude.
Otherwise, there are distinct stages
in the average pilot's career. First,
you fly single-engined piston
machines, then turbine ones, then
multis, then you might go IFR (in
fixed wing, you go multi, IFR, then
turbine). Along the way, you pick up
specialist stuff like longlining, and by
the time you retire you finally have
enough qualifications to get a job.
4 The Helicopter Pilot’s Handbook
Further Reading
· The Private Helicopter Pilot's Guide
by Steve Sparrow
· The Art & Science of Flying
Helicopters by Shawn Coyle (and
the sequel)
· Chickenhawk by Robert Mason |
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