E-Copy HL-IDN ELOP REV 3.0 - 01 February 2019 - Final

EXTERNAL LOAD
OPERATING
PROCEDURES
Document Control Number

HL-IDN-External Load Operating Procedures
Revision 3.0
01 February 2019
E-COPY uncontrolled when printed

This publication is for the sole use of personnel authorised by
Hevilift Limited
No part of this publication may be reproduced, stored in a retrieval system or transmitted in

any form or by any means or distributed to any other person without prior written
permission of Hevilift.
Address all requests for copies to:

Quality Assurance and Safety Manager
PT. Hevilift Aviation Indonesia
Hangar B6 Sepinggan Airport
Jl. Marsma R. Iswahyudi Kalimantan Timur
or by email to: idn.qas@heviift.com

Record of Amendment
EXTERNAL LOAD
Revision No: 3.0 OPERATING
PROCEDURE
01 February 2019
Record of Amendment
Revision Effective
Amendment
Number Date
1.0 16 June 2014 Initial Release

2.0 11 August 2015 Full review
3.0 01 February Full review consists of change manual template
2019 and superseded document title and number
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01 February 2019
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EXTERNAL LOAD
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01 February 2019
Control and Amendment

The Change Authority for this External Load Operating Procedure Manual is the Chief Pilot Rotary
Wing
The process for carrying out an amendment to this manual is specified in the Document Control
Manual. All amendments and reissues to this manual must be authorised by the Quality and
Safety Manager and checked for compliance with Part 135, Part 133 and any other applicable
Rule Part by the Manager Quality and Safety.
The Manager Q&S shall also ensure this manual continues to reflect Company operation,
determine the distribution of the manual and ensure all applicable staff has access to it. A full list
of copy holders is held by the technical library in Brisbane.
The Manager Q&S shall process and distribute amendments.
Document Control
Title External Load Operating Procedure
Copy Status Controlled
Change Authority Flight Operation Manager
Control & Amendment In accordance with Hevilift Indonesia Quality Manual
This document is authorised for use by Hevilift employees and
the necessary verification and approval for release is recorded
Approval for Release
on the HGQ301 Amendments Request applicable to the current
amendment.
Authorisation
Release of this document is authorised by:
Signature:
Name: Capt. Denny Matulessya

Title: Flight Operation Manager
Date: 01 February 2019
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Distribution List
Copy No Copy Holder Format
1 IDN Library HARD COPY
2 Papua Base HARD COPY
3 PK-FUC HARD COPY
4 PK-FUT HARD COPY
- DGCA E-Copy
- Air Maestro E-Copy
- FOM E-Copy
- CP External Load E-Copy
- CPRW E-Copy
- Bell 407 Pilots E-Copy
- Load Master / HLO E-Copy
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Table of Contents
EXTERNAL LOAD
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Table of Contents
RECORD OF AMENDMENT ....................................................................................................... I
RECORD OF TEMPORARY AMENDMENTS ............................................................................ II
LIST OF EFFECTIVE PAGES................................................................................................... III
Error! Bookmark not defined.
CONTROL AND AMENDMENT ................................................................................................. V
DISTRIBUTION LIST ................................................................................................................ VI
GENERAL...................................................................................................... 1-1
Applicability .................................................................................................. 1-1
Certification .................................................................................................. 1-1
Carriage Illegal Substances. ........................................................................ 1-1
Rotorcraft ...................................................................................................... 1-1
Classes of Loads .......................................................................................... 1-1
Carriage of Personnel .................................................................................. 1-2
Dense Populated Area ................................................................................. 1-2
Performance and Limitation ........................................................................ 1-2
1.8.1. Limitation ........................................................................................................ 1-2
1.8.2. Centre of Gravity Limits .................................................................................. 1-3
1.8.3. VNE................................................................................................................ 1-3
1.8.4. Operating Limitations ..................................................................................... 1-3
1.8.5. Emergency Procedures .................................................................................. 1-4
1.8.6. Normal Procedures ........................................................................................ 1-4
1.8.7. Performance................................................................................................... 1-5
Precautions While Performing Class A Load Operations.......................... 1-6
Precautions While Performing Class B Load Operations.......................... 1-7
Precautions While Performing Class C Load Operations.......................... 1-8
TRAINING AND PILOT TECHNIQUES .......................................................... 2-1
General .......................................................................................................... 2-1
2.1.1. Initial Training ................................................................................................. 2-1
2.1.2. Recurrent Training.......................................................................................... 2-1
2.1.3. Vertical Reference Operations........................................................................ 2-1
2.1.4. Transitioning from the Horizontal to the Vertical Reference ............................ 2-2
2.1.5. Controlling the Load by Vertical Reference..................................................... 2-2
Depth Perception and Vertical Reference................................................... 2-4
Cockpit Checks and Vertical Reference ..................................................... 2-5
Emergencies ................................................................................................. 2-5
2.4.1. Engine Failure – Single Engine Helicopters .................................................... 2-6
2.4.2. Engine Failure – Multi Engine Helicopters ...................................................... 2-6
2.4.3. Tail Rotor Failures .......................................................................................... 2-7
On the Job Long Line Training .................................................................... 2-7
STAGING AREAS AND DROPPING LOCATIONS ....................................... 3-1
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GROUND CREW – COMPOSITION AND TRAINING .................................... 4-1

Composition of Ground Crews.................................................................... 4-1
Training of Ground Crews ........................................................................... 4-1
RESPONSIBILITIES OF MEMBERS ASSISTING SLING LOAD OPERATIONS
....................................................................................................................... 5-1
Loadmaster or Load rigger .......................................................................... 5-1
Aircraft Marshaller ........................................................................................ 5-1
Hook-Up Person ........................................................................................... 5-2
Load Receiver ............................................................................................... 5-3
Flight Crew Member ..................................................................................... 5-3
Other Persons .............................................................................................. 5-4
ITEMS SPECIFIC TO LONG LINE SLING OPERATIONS ............................. 6-1
General .......................................................................................................... 6-1
Precautions / Checks before and after Lift Off ........................................... 6-1
Load Pickup .................................................................................................. 6-1
Load Drop-off ............................................................................................... 6-2
Composition of Ground Crews when using a Long Line........................... 6-2
GROUND TEAM EQUIPMENT ...................................................................... 7-1
Ground Team Equipment ............................................................................. 7-1
HELI LOGGING OPERATIONS (RESERVED) .............................................. 8-1
FLIGHT CHARACTERISTICS OF LOADS .................................................... 9-1
Flight Characteristics of Loads ................................................................... 9-1
LOAD PREPARATION ................................................................................ 10-1
General ........................................................................................................ 10-1
Cargo Hook Inspection .............................................................................. 10-2
Briefing ....................................................................................................... 10-2
Examples of Standard Rigging .................................................................. 10-3
CONDITIONS OF SLING ............................................................................. 11-1
Servicing ..................................................................................................... 11-1
Documentation ........................................................................................... 11-1
Daily Inspection .......................................................................................... 11-1
FLIGHT TIME AND REST PERIOD REQUIREMENTS ................................ 12-1
Flight Time and Rest Period Requirements .............................................. 12-1
STANDARD MARSHALLING SIGNALS ..................................................... 13-1
Standard Marshalling Signals ................................................................... 13-1
Standard Marshalling Signals ................................................................... 13-2
EMERGENCY PROCEDURE....................................................................... 14-1
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Emergency Procedures during Sling Load Operations ........................... 14-1

INSPECTION AND MAINTENANCE............................................................ 15-1
General ........................................................................................................ 15-1
Wire Rope Slings ........................................................................................ 15-1
15.2.1. Wire Rope .................................................................................................... 15-2
15.2.2. Rings and Shackles...................................................................................... 15-4
15.2.3. Chain Slings ................................................................................................. 15-4
15.2.4. Service Eyebolts........................................................................................... 15-7
15.2.5. Nylon Nets.................................................................................................... 15-7
15.2.6. Dyneeme Amsteel Blue Synthetic Long Lines .............................................. 15-8
15.2.7. Round Slings – Synthetic Fibre .................................................................. 15-10
Inventory ................................................................................................... 15-12
Project Planning ....................................................................................... 15-12
Load Sequence and Identification........................................................... 15-12
15.5.2. Personnel Requirements ............................................................................ 15-12
15.5.3. Equipment and Rigging Requirements ....................................................... 15-12
APPENDIX ................................................................................................... 16-1
Longitudinal CG – Bell 407 ........................................................................ 16-1
Lateral CG – Bell 407 .................................................................................. 16-2
CG Limitation – AS 350 .............................................................................. 16-3
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Section 1 General
EXTERNAL LOAD
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General
Applicability
This section prescribes as guidelines to all crew when conducting external load activities. There are
many different types and shapes and load behaviours that the crew must be aware of.
Pilots assigned to external load operations must meet the following minimum requirements:
a. 200 hours of external load operations, with 100 hours of vertical reference if vertical
referencing is used.
b. Have carried out a long line skills training and proficiency check with the chief pilot (external
load).
The Chief Pilot shall ensure compliance by referencing the pilots training file and Air Maestro recency
records.
Certification
Company shall not operate aircraft for any external load activities within the Republic of Indonesia
unless specific authorization issued by the DGCA to authorize the Company and aircraft to be use
as stipulates in the Operation Specification.
Carriage Illegal Substances.

a. Company shall not operate aircraft for the purpose of carrying any forms of illicit drugs.
b. Company will not and shall not be liable for any crew misconduct of staff carrying any form
of illicit drugs.
c. Company prohibits all staff from carrying any forms of illicit drugs.
d. Any Offenders may be charge in accordance with the state law and termination of
employment.
Rotorcraft
Company shall not operate Company aircraft for the purpose external load operation unless:
a. The aircraft fitted and equipped with the requirement in accordance with CASR part 27 or 29
or CASR 21.25,
b. The aircraft listed on the Operation Specification
Classes of Loads
For the purposes of definition, there are four separate methods of moving cargo externally attached
to the helicopter:
Class A Load: Load Cargo load that cannot move freely, cannot be jettisoned
and does not extend below the landing gear.
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Class B Load: External cargo load that can be jettisoned and is lifted free of the land and /
or water.
Class C Load: External cargo load that can be jettisoned and remains in contact with the
land or water during helicopter operation.
Class D Load: External cargo loads other than Class A, B, C.
Carriage of Personnel
a) Company shall not allow to be carried during external load operation unless that person-
(i) Flight crew member;
(ii) Flight crew member trainee;
(iii) Perform an essential function in connection with the external load operation; or
(iv) Is necessary to accomplish the work activity directly associated with the operation.
b) Pilot in command shall ensure that all people are briefed before takeoff on all pertinent
procedures to be followed. The briefing shall include:
(i) Normal, abnormal and emergency procedure
(ii) Equipment to be used
Dense Populated Area

External load operation over a densely populated area or in the congested airway or near a busy
airport are prohibited.
Performance and Limitation

1.8.1. Limitation
The limitation specified in RFM and in the flight manual supplements remain applicable
Maximum Load:
The maximum permissible slung load is 1400 kg (3086 lb.) – AS350
The maximum permissible slung load is 1200 kg (2650 lb.) – Bell 407
Maximum Weights
The maximum weight with an external load is limited to 2800 kg (6173 lb.) – AS 350
The maximum weight with an external load is limited to 2722 kg (6000 lb.) – Bell 407
The maximum authorized weight is that which allows hovering flight out of ground effect.
CAUTION: THE MAXIMUM WEIGHT EXTERNAL LOAD REMAINS LIMITED TO THAT SPECIFIED
IN THE LIMITATIONS SECTION OF THE BASIC FLIGHT MANUAL.
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1.8.2. Centre of Gravity Limits

With an external load, the longitudinal limits are defined according to the weight as per the graph
below
See Appendix 16.1 and 16.2 for Bell 407
See appendix 16.3 for AS 350
1.8.3. VNE
Absolute maximum permissible speed with a load on the hook is 80 kt (148 km/h – 92 MPH).
Particular care must be exercised when bulky loads are being carried on the sling.
Note: The pilot is responsible for determining the limit speed according to the load and sling length.
1.8.4. Operating Limitations

Class of approved aircraft / load combination: B, “Single point suspension external load airborne”.
This means carriage of external loads which are jettison able and lifted free of land or water during
Rotorcraft operations.
The external loads are limited to non-human loads only. An instruction placard in the cockpit
indicates:
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CARRYING OF EXTERNAL LOADS
CLASS OF APPROVED AIRCRAFT / LOAD COMBINATION: B.

WHEN EXTERNAL LOADS ARE CARRIED, NO PERSON MAY BE CARRIED UNLESS;
• HE IS A FLIGHT CREW MEMBER;
• HE IS A FLIGHT CREW MEMBER TRAINEE; OR
• HE PERFORMS AN ESSENTIAL FUNCTION IN CONNECTION WITH THE
EXTERNAL-LOAD OPERATION.
A placard visible to the ground operator and located near to the hook indicates the maximum sling
load.
1.8.5. Emergency Procedures

The emergency procedures specified in the basic flight manual and in the flight manual supplements
remain applicable and are completed or modified by the following:
a. If an engine failure should occur in flight with an external load, establish auto rotational flight
and immediately release the load.
b. If engine failure occurs in the hover or whilst ground personnel are hooking up the load, the
pilot should move away to the right, applying collective pitch to hold the aircraft up. Ground
personnel are to be forewarned that in the event of engine failure they should move away to
the left of the helicopter.
Load Indicator Failure:

In Hovering Flight:
During hooking or unhooking phase, release the load through the electrical control. Abort the
mission.
In Forward Flight:
Avoid flying over built-up areas. Perform a cautionary approach on the nearest heliport, then apply
the previous procedure.
1.8.6. Normal Procedures

The normal procedures specified in the basic flight manual and in the flight manual supplements
remain applicable and are completed or modified by the following:
Carrying heavy loads is a delicate operation, due to possible effects of a swinging load on the flight
behaviour of the helicopter. Consequently, pilots are advised to train with gradually sling loads before
undertaking heavy load carrying operations.
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CAUTION: IN WET WEATHER, THICK RUBBER SHOES SHOULD BE WORN BY THE

OPERATOR HANDLING THE HOOK AND LOAD, RELEASE THE CHARGE OF STATIS
ELECTRICITY BY PLACING AN ELECTRICAL CONDUCTOR CABLE OR TUBE BETWEEN THE
GROUND AND THE CARGO RELEASE UNIT (HOOK).
Ground Check of the Installation

a. Reset the indicator zero datum using the control (2).
b. Press the indicator test button (1) and check that digits 8880 are displayed.
The test button runs an automatic test of the indicator.
Press the (SLING) (ELING) push-button on the control console.
Check that the hook actually opens using both releases devices (normal and emergency).
Take Off
a. When the load is secured, apply collective pitch very smoothly, while maintaining the aircraft
directly above the load. When the cables are tightened, dwell the flight controls briefly before
raising the load.
b. Lift the load off the ground vertically, keeping a watch on the load indicator, then move off in
a forward climb.
c. Check the indicating system.
Manoeuvres
All control movements should be made very gently, with very gradual acceleration and deceleration,
and only slightly banked turns.
Landing
Establish zero translational ground speed sufficiently high to ensure that the load is not dragged
along the ground, and then descend vertically until the load is on ground.
Release
To release the load, actuate the switch on the cyclic stick.
Check that the load is actually released

If the load is not off, actuate the emergency release handle to release it.
1.8.7. Performance
The performance specified in the basic flight manual and in the flight manual supplements remain
applicable if no external load is carried.
The performance curves for weights in excess of 2250 kg (4961 lb) are plotted in dotted line on the
performance charts contained in the PERFORMANCE Section of the Basic Flight Manual.
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Precautions While Performing Class A Load Operations

Class-A loads must be loaded so that the helicopter remains within its longitudinal and lateral centre-
of-gravity (CG) limits, Items placed in external cargo compartment must be securely fastened with
suitable tie downs to preclude the cargo moving within, or blowing out of, the compartment while in
flight. Small, lightweight items shall be carried in covered containers securely tied to the cargo
compartment
a. Pilot and ground crewmembers shall check the following items when carrying class-A loads;
b. Make sure tie down straps are in good condition and replace them if necessary.
c. Have broken or unserviceable rack fasteners replaced immediately.
d. Make sure the external rack clamps between the rack and airframe are secure.
e. After loading cargo, remove any tie-down ropes from the racks and place them inside the
cabin or baggage compartment. Do not wrap ropes around the hooks on the empty rack.
The ropes may come undone in flight and foul the tail rotor.
f. When using a lanyard or nylon rope as a tie-down, use a bowline knot with the free end taped
to secure the hook-
g. To complete a line-tightened (a line meant to tighten a tie down use clove hitch knots with a
half-hitch knot back to the tight line. These knots are easy to release and will not pull loose.
Make sure the lines are long enough to do this but not so long that they will stream back into
the tail rotor. The use of the tightened insures that all hooks are properly engaged and that
the load is snug.
h. Do not allow untrained personnel to tie or untie loads. Continuous training of personnel who
work with cargo around the helicopter is essential, especially in single- pilot operations.
i. Loose articles in baggage compartments and on external racks represent serious hazards,
and it is the pilot's responsibility to avoid this risk by carefully tying down all loose articles and
cargo.
The maximum weight carried in a cargo compartment is determined by structural limitations of the
aircraft or the container. The maximum weight per rack may not be exceeded even though the gross
weight of the aircraft is below the maximum gross weight allowed for the aircraft. The pilot in
command shall, prior to flight, ensure that cargo is loaded in compartments so that the aircraft
remains within its CG limits and cargo remains properly secured during flight.
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Precautions While Performing Class B Load Operations

a. Due to the length of the attachment cable, Class-B loads often flown with the helicopter out
of ground effect and at, or near, the aircraft's maximum gross weight. The pilot in command
shall check the performance chart in the aircraft flight manual to determine the maximum
allowable weight of external loads to be carried.
b. Class-B loads require careful handling; Pilots shall consider each load as a separate task.
The size, weight and shape of the load and its method of suspension affect how the load flies
and the controllability of the helicopter,
c. Lightweight object, depending upon the length of attachment cable and airspeed used to fly
the load, may be hazardous. Flat-shaped, lightweight object such as plywood sheets,
airplane wings and similarly shaped object may develop aerodynamic lift they as the
helicopter's air speed is increased. The flight characteristic of these loads may become
unpredictable in flight. This type load may fly into the main rotor or tail rotor blades if a long
cable is used. Pilots should use cables as short as possible to fly these loads and monitor
how each load reacts during airspeed acceleration to determine the maximum safe cruise
speed for the particular load.
d. Objects carried on a sling that are not symmetrically shaped may spin while in flight. These
loads must be attached to the helicopter using a swivel between the load and the helicopter
to prevent the spinning action from weakening the attaching line or cable. The pilot must
monitor how each load reacts during air speed acceleration to determine the maximum safe
cruise speed for the particular load.
e. Certain loads with unstable inflight characteristics may require the attachment of a drag-chute
to stabilize the load during flight. This is especially true for loads that are carried long
distance. Heavy loads normally fly well but may start oscillating while being lifted off the
surface or during flight in turbulent air. Pilots should always avoid abrupt control movements
when flying external loads, but this is especially true when the load is oscillating. If load
oscillation (or pendulum action) begins while still in a hover after lift-off, the load should be
lowered to the surface momentarily and pick up again, making certain that the lift-off is
vertical. If oscillations begin during flight, beginning a very slow deceleration may decrease
the Oscillation.
f. While in flight with a sling load attached, pilot shall remain alert and plan sufficiently ahead
to avoid the need for sudden control movements.
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g. Pilots flying Class-B external loads should avoid flying over persons or property on the
surface as they could be injured or damaged should the load be released unintentionally or
intentionally in an emergency.
h. Pilots shall maintain adequate clearance between the loads and surface obstructions such
as wires, trees, antennas and others obstacle.
i. When dropping off a load, the pilot shall ensure that the helicopter is in a stationary hover
and the load is allowed to touchdown vertically and is not dragged across the surface.
Horizontal motion at touchdown may damage the load and place damaging forces on the
sling cable,
j. After landing and releasing a Class-B load, the pilot will ensure that the cargo hook has fully
released the load and that the helicopter is not in contact with any cables, ropes, other
objects, etc, before resuming further flight.
k. When performing external load operations:
i. Accurate Load weight shall be provided to the pilot before each lift;
ii. Long line shall be suitably weighted if flown without a load attached;
iii. Transit operations with a short line and no load attached is prohibited;
Precautions While Performing Class C Load Operations

Normally, moving a Class-C load by dragging it along the ground or water is impractical for economic
reasons. Should a customer request a Class-C load operation, the pilot shall use the procedures
described below:
a. Class-C Load Operations may become dangerous if a pilot attempt to tow objects which are
too heavy or offer too much resistance to being moved due to the shape of the object or the
type of surface over which the object is towed. During Class-C load operations pilot shall
monitor the attitude of the helicopter and, if the cyclic control is near its maximum
displacement, the attempt to move the object will be aborted.
b. Pilot shall ensure that aircraft obstruction clearance in maintained while performing Class-C
operations, especially during rearward flight. Prolonged rearward flight shall be avoided.
c. Speeds used for towing Class-C loads depend upon the type of load being towed. Pilot shall
start towing each particular load at very slow speed,
d. A review of proper hook-up techniques and how to check that loads are properly hooked-up.
e. A review of manually unlocking the hook while on the ground in case both electrical and
manual release methods fail to release a load gradually increase speed until a safe speed is
determined for the particular load.
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Aircraft shall be electrically "Grounded" during towing operations. Pilot will not perform towing
operations when thunderstorms or lighting activities are nearby the flight operations area.
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Section 2
Training and Pilot Techniques EXTERNAL LOAD
PROCEDURE
01 February 2019
Training and Pilot Techniques

General
Pilots new to a particular task will be thoroughly briefed and trained in the technique and procedures
involved before commencement of flying on these external loads carrying operations. Pilots with
previous experience will require recurrent training and checking. Training and checking will be
carried out in accordance with the Company Training Manual, Company Operations Manual, and
this SOP.
2.1.1. Initial Training

The training should not be limited to pilot techniques alone. Each pilot should make a close study of
the responsibilities and techniques of the loadmaster, the load riggers including marshalling and the
hook-up procedures and have a thorough appreciation of their function. Pilots may usefully be
employed in each of these capacities as part of their base training in order to assimilate more readily
the nature of the task. In particular, an early and complete familiarity with the marshalling signals
should be aimed at before any pilot is permitted to fly operationally.
Section 2.8 contains the initial training syllabus.
2.1.2. Recurrent Training

The company will not allow any crewmember to conduct external load operations unless within the
preceding 12 months the crewmember has received training and checking where necessary and
demonstrated competency to the Chief Pilot (External Load) or an appropriately qualified company
delegate.
Section 2.9 contains Pilot Long Line Proficiency Check Form.
2.1.3. Vertical Reference Operations

Vertical reference is the technique of handling sling loads by direct observation by the pilot looking
downwards vertically out of his open door or through a specially designed bubble window in his door.
It is a skill that is only acquired and maintained through practice. It is more difficult technique to
acquire than is the slinging by horizontal reference but has the following advantages:
a. The pilot can place sling loads on long lanyards or extended hooks more quickly and with
greater accuracy.
b. Assistance is not required from ground crews for the delivery of most loads.
c. On loads requiring assistance from ground crews, direct observation by the pilot allows him
to crake adjustment to the load's position far more quickly than if the instruction must come
through another person.
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d. The pilot can visually observe the load in flight for the avoidance of obstacles and to control
oscillations.
2.1.4. Transitioning from the Horizontal to the Vertical Reference

There are a few points to remember when transitioning. The transition from horizontal to vertical
reference should be done slowly, keeping the pick-up spot/drop zone in sight with a slight left yaw.
That way, on approach, the "target" will appear in the pilot's windshield over the compass and slide
down the windscreen until you can see it out your door.
a. As you move your head out the door you will always tend to pull back the right on the cyclic
and up on the collective. This is due to your moving your body and can be avoided with a
little practice.
b. Because your eyes are focused closer to you, you will notice any movement of the helicopters
as much greater angular movement than you would if you were looking farther away.
Because of his increased angular movement, you will find it very difficult to avoid over
controlling the helicopter.
c. You will have to learn land and lift off while at the back of your skid. This will take some
practice to master but will be a step towards conquering the vertical reference technique.
Make the transition slowly be going from horizontal reference, to lateral, to vertical. Do the same
when returning to horizontal reference. If you try to make to switch too quickly you may become
disoriented and lose control of the machine.
2.1.5. Controlling the Load by Vertical Reference

Smooth and accurate control is essential to vertical reference work and is very difficult to learn.
Remember that the load wants to stay directly under the hook all the time. Gravity tries to keep it
there and if it has a chance will always keep the load moving towards that spot directly under the
hook.
If the helicopter moves three feet to the right the load will pause while gravity over comes the inertia
of the load, which will then accelerate to the right until it is under the hook. As it passes its favourite
spot it will begin to decelerate and will stop momentarily about three feet to the right of the hook. If
you do nothing it will swing back almost to its original position like a pendulum and keep swinging in
ever decreasing arcs until it finally stops again under the hook.
Unfortunately, by that time the helicopter is no longer where it was and the whole pendulum bit has
probably started over again two or three times.
If, when the initial move to the right took place, you had waited until the load had almost stopped as
its turnaround spot (almost three feet beyond the hook's new position) and then moved over to the
2-2
Section 2
PROCEDURE
01 February 2019
right to put the hook over the load as it came to a halt, the load would have been right where it
wanted to be; i.e. directly under the hook. It would not then swing back to its original position like
pendulum but would have hung there waiting for your next move.
The only problem with this example is that the load is not where it was, which should have been
where you wanted it.
Suppose, instead of waiting until the load had stopped six feet from where you wanted it and then
moving over it a you did above, you continued to wait until the pendulum thing did its bit and brought
the load back to the left almost to where it had started from before you moved those three feet to the
right. If you then moved the hook back to the LEFT to get over your load it would no longer want to
swing and you would have it within inches of where you wanted it in the first place.
Now that may be all well and good if the load is cooperating and sitting just where you want it, but
don't expect that to happen very often. So how do you get that thing down there to go where you
want it? Well the one thing you must NOT do is try to stop it from going its own why by pulling back
on it.
Let's go back to the first example where the helicopter did its thing and moved off three feet to your
right just when you almost had the load where you wanted it. If you had moved quickly to the left you
may have been able to stop the load before it had gotten the three feet from the hook.
Sounds like a good idea, right? But then what would the load, have done? It would have swung left
to be with you from where it stopped only two feet to the right of its original spot, accelerating all the
way to where you are only two feet to the left of your original spot. Now the load will be accelerating
for FOUR feet, instead of the three it was going to do for the helicopter having moved to the right.
Now the load will be swinging through an eight-foot arc instead of the six foot one you started to the
right. DO NOT try to stop the load movement by pulling back on it. All you accomplish is that you
aggravated the situation.
If you had wanted the load to move the left in the first place the easiest way is to wait until it takes a
slide in the desired direction and then encourage it. It almost seems like pushing it.
Back to the original three-foot left movement by the helicopter. Suppose you wanted the load to go
five feet left of the first spot. Go back in to the point where the load had swung off the right its six feet
and we'll start again from there.
The load now has the energy from gravity to take it back three feet accelerating, and almost three
more feet decelerating. That's the way the pendulum works. What would happen if you were a little
early starting the helicopter back to your original spot and when the load got there the machine was
there as well?
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01 February 2019
You would have had to start early to get there on time and as you moved left you would have cut
down on the distance the hook was behind the load you would have cut down the deceleration of
the load, the load would travel further in the direction you wanted it to.
You will have to develop the feel of how much you have to move and when to get the load to do what
you want it to, but that is what the practice is for. In the meantime, just avoid trying to pull the load
the way you don't want it to go and the rest will probably seem impossible too.
Bear in mind that the hook, is a long way behind where you are sitting. If you hold your position
directly over where you want the load it will stop four feet back and bit to the left of where the hook
is.
Another thought to bear in mind is that if you keep yourself in the position you want but allow the tail
swing, the hook will travel in a four-foot arc around you and the load will swing, out that arc by
centrifugal force.
Depth Perception and Vertical Reference

It is an accomplished medical fact that the average person's depth perception is very poor beyond
15'. It is also an accomplished fact that long lines are rarely, if ever, that short. With practice your,
depth perception will improve.
Depth perception is impossible with monocular vision; i.e. if you cannot see an object with both eyes
you do not have depth perception on it. Obviously, then, if the load is hidden from one eye by skid,
a cross tube, or the fuselage, you have no depth perception on that load. What is NOT so obvious
is that the load HAS become hidden from one eye. We are quite used to looking around things so if
one eye cannot see the thing you are looking at the other just carries on by itself and you very seldom
notice the difference. The eye that is and may blocked will stay focused with the other so that the
object which is blocking it is out of focus and may not even register on your consciousness. But as
long as that one eye is unable to see you have no depth perception.
Another thing that may not be so obvious is that depth perception requires that both eyes be viewing
through the same medium. If one eye is looking through air and the other is looking through plastic,
glass, or even tears, you have no depth perception. Dirty glasses or grimy windshield have the same
effect.
Depth perception is greatly enhanced by direct sunlight on the objects you are looking at and the
use of shadows is almost cheating. By contrast ( or rather because of the lack of contrast ) it is very
difficult to judge the height of your load off the ground in flat light ( no shadows )
The most effective method of determining the height of your load off the ground is by judging the
comparative-distance to your load and to the ground. To do this you must focus on the ground.
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01 February 2019
You must see a specific item on the ground or your eyes will be lazy and not focus properly.
By refocusing from load to ground to load to ground etc. You will get the feel of the relative distances
even if you cannot be sure what the actual figure is for the difference.
This refocusing is very tiring on the eyes at the first but your endurance will increase with practice
as your depth perception improves.
Cockpit Checks and Vertical Reference

The degree of concentration required for vertical reference work is so high that is very easy for the
pilot to forget his cockpit checks and to lose all track of time. It takes about two seconds for the eyes
to refocus from the load 150 feet away onto the instrument only two feet away. It takes about the
same time to refocus again on the load. Those times may seem excessive but they are pretty
accurate.
That means that a cockpit check will take you away from your load for about four seconds if you only
take time to check one gauge. In fact, when you get more used to the job and the machine you are
flying, you will see clusters of instruments at a glance and your eyes will be focusing as you turn your
head so that you will be able to cut the time down to a more three seconds.
In any case, in spite of the time required to do so, you must not forget those minor details like torque,
temperatures, pressures, etc. it will also pay to keep track of your fuel.
Vertical reference work is almost always out of ground effect hovering with heavy loads and the
necessary high torque settings. High power uses a lot more fuel than does slow cruising. There is
never an excuse for running out of fuel.
Emergencies
Emergency procedures shall be carried out in accordance with the approved company check list and
RFM.
During under slung load operations the helicopter is often in an OGE high hover (100'+) and in the
avoid curve. Once the load is released or on the ground the helicopter will be at a very low gross
weight. Handled judiciously an engine failure even from 100'+ should be survivable. During
emergencies occurring in these circumstances consideration should be given to the following:
In all emergencies requiring a forced landing the pilot should plan to land away from the load and
any ground personnel. Prior to arrival he should consider the options of forced landing areas, escape
routes etc
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PROCEDURE
01 February 2019
2.4.1. Engine Failure – Single Engine Helicopters

In the event of an engine failure in a high hover. The pilot will have no option other than to carry out
an engine off landing. There will be insufficient attitude to establish autorotation and rotor RPM will
decay rapidly.
If the sling or load is still attached it should be released immediately. It is probable during vertical
reference that the pilot will not recognize an engine failure until the aircraft has already started to
descend and rotor RPM is already drooping. The key to a successful engine off landing is maintaining
as much RRPM as possible. In this situation there are only three ways of retaining or maintaining
that RRPM there are:
a. Reduce collective pitch
b. Increase cross disc flow therefore reducing the blade angle of attack and reducing blade drag
by moving into forward flight.
c. Increasing disc loading and RRPM by the flare effect.
The amount of collective reduction is a balance between maintaining RRPM and building up an
excessive rate of descent from which there is insufficient RRPM to cushion the landing.
When the area is confined a vertical descent will be the only option. However, when there are suitable
landing areas to the front or side the pilot should reduce collective, gently cyclic into forward flight
and use flare to re-gain a little RRPM prior to pitch pull. In this instance it is more important to release
the long line. However, it is unlikely the aircraft will from a 100 feet hover move horizontally more
than 100 feet and thereby being stopped short by the load if it is still attached.
2.4.2. Engine Failure – Multi Engine Helicopters

The same considerations and options apply as for single engine helicopters with the additional option
of flying away from the situation. In some helicopters an engine failure once the load is released will
be no problem and it will be able to hover OGE. In the case of in a Bell 212 even given low attitudes
and temperatures a S/E may not be possible; therefore, pilots should maintain an awareness of the
TQ required to hover without the load and the TQ available for their area of operation.
In a twin-engine helicopter, it may be that the pilot will not recognize he has engine failure until RRPM
starts to decay and he is descending. If a flat landing rather than attempt to reach SE VTOSS
(212=30 knots min) and be unable to do so before arriving at the ground.
The exception to this will be when there is a good downhill escape route available such as when the
load is being positioned at a hill top or wadi side.
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PROCEDURE
01 February 2019
Once again, a collective reduction and gentle cyclic movement to forward flight will reduce the power
required; however, flare should be kept to the minimum (to prevent titling the lift vector) and a
minimum power zero speed approach technique used.
2.4.3. Tail Rotor Failures

The normal procedure in a hover when there is a loss of tail Rotor thrust is to immediately close the
throttle. In a high hover if this action is taken the pilot is the then faced with an engine off landing. If
the aircraft rotation is extremely rapid this may be the only alternative. However, the aircraft will be
light and a rapid reduction of collective may slow the rotation to a manageable level until the aircraft
is nearer the ground when the throttles can be retarded and a normal hovering EOL accomplished.
In the event of a partial failure (e.g. the failure of a single pitch link) where the rate of rotation is less
severe initially sufficient control should be regained by the rapid reduction of collective pitch followed
by the throttle retardation and standard EOL procedure when nearer the ground.
On the Job Long Line Training

Some clients allowed us to practice external load long-line on their job site, which is good to
"smoothing" the long-lining skill. Some points below are used to do on the job LONG LINE training.
Pilot in Command
For the purpose of on the job ling-line training, the helicopter (AS 350 B3) should be fitted with dual
controls; the instructor (the pilot in command) may occupy the co-pilot seat (left seat).
Crew Briefing
The instructor must give a concise briefing to the pilot under instruction regarding the normal external
load (long line) flight as well as if a malfunction or emergency should occur.
Acknowledgment of commands
All commands related to handling the aircraft, given by the pilot flying (PF), shall be acknowledged
before being carried out by the pilot not flying (PNF). Transfer of aircraft control from one pilot to
another shall be completed by stating;
"I HAVE CONTROLS" or "YOU HAVE THE CONTROLS"

This is followed by spoken acknowledgment by the other pilot using the appropriate opposite phrase.
To prevent confusion, phrases other than these two shall not be used.
Takeover of aircraft control by the pilot not flying (PNF)

If the pilot not Flying (PNF), including the designated pilot under instruction, Observes or challenges
a flight deviation or critical situation, the pilot flying (PF) shall respond immediately.
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01 February 2019
If the PF does not respond immediately, either verbally or by action, The PNF must challenge a
second time,
The second challenge must be loud and clear.
If the PF does not respond after the second challenge, it is the PNF's Responsibility to announce
that he is assuming control of the aircraft and to take necessary actions to return the aircraft to a
safe operating envelope.
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PROCEDURE
01 February 2019
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Section 2
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2-10
Section 3
Staging Areas and Dropping
Locations EXTERNAL LOAD
OPERATING
Revision No: 3.0 PROCEDURE
01 February 2019
Staging Areas and Dropping Locations

The proper establishment of these locations, their sizes and the availability of adequate approach
and take-off paths is the responsibility of the SBP or his designee. The following factors must be
considered, including the staging diagram below Staging Area (Typical):
a. Aircraft performance.
b. The purpose for which the location is intended – short or long line operations or both.
c. The climatic and geographic conditions prevailing.
As a rough guide, for short line operations, 50% should be added to the Take-off Distance Required
calculated from the Aircraft Flight Manual. Approach and take-off paths should be planned ‘in line’
where possible in order to allow the pilot rejected approach capability.
Underslung loads that do not allow OGE vertical climb performance must not be carried into any
location until it has been inspected and approved for:
a. Size.
b. Approach and take-off flight path.
c. Obstructions.
d. Adequate hover manoeuvring area.
e. Prepared and designated pick up and dropping sites.
Staging Area (Typical)

The diagram below indicates the minimum requirements for single load staging/pick up and dropping
locations when OGE vertical climb performance is not available.
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Section 3
Staging Areas and Dropping
Locations EXTERNAL LOAD
OPERATING
01 February 2019
a. Pick-up / dropping area – 1 rotor diameter x 2 rotor diameter. No obstruction above ground
level.
b. Transition area – 2 x rotor diameter x 50% of RFM T/O distance. No obstruction above 1
metre.
c. Approach / climb area – 3 x rotor diameter x RFM T/O distance. No obstruction above 2
metres.
In areas where the surrounding trees are higher than 50 ft., the width of the respective areas must
be increased by 1 rotor diameter for each 100 ft. increase in tree height above 50 ft. The length of
the approach/climb out area must increase by 25% for each 100 ft. increase in tree height above 50
ft. No external loads are to be carried into or out of any location until it has been inspected and
approved for:
a. Size.
b. Approach and take-off path’s width and angle.
c. Obstruction height.
d. Adequate hover manoeuvring area.
e. Prepared and designated pick-up / dropping sites.
It is stressed these are the minimum requirements for single load pick-up, staging and dropping
areas, when OGE performance is not available, and every effort should be made to improve upon
them. In practice, there is often a requirement for multi load capacity and refuelling facilities and
consequently, the width of the pick-up/dropping area and transition area should be increased
accordingly to provide adequate manoeuvring area and load separation.
3-2
Section 4
Ground Crew – Composition and
Training EXTERNAL LOAD
OPERATING
01 February 2019
Ground Crew – Composition and Training

Composition of Ground Crews
The safety and efficiency of any load carrying operation depends to a large extent on the proficiency
and teamwork of the Ground Team.
On operations where external load carrying constitutes the main task, trained teams comprising the
following personnel are to be established. The number of complete teams required will depend on
the specific nature of the task requirements and the availability of personnel.
Training of Ground Crews

The loadmaster on site is responsible to the Senior HLO / Loadmaster for the conduct, proficiency
and training of the personnel comprising his team(s). They should all receive regular instruction and
examination on operational aspects, of which permanent records must be kept. This is to include:
a. Standard Marshalling signals.
b. A basic knowledge of helicopter characteristics, including the effect of loading on C of G, the
effect on performance of temperature, altitude and wind speed, the effect of the Ground
Cushion, and most important, the awareness of the helicopter’s vulnerability to the
mishandling of external loads.
c. The Aircraft hook and, in particular, the external release mechanism.
d. Preparation of loads and the care and maintenance of slings and shackles.
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Section 4
Ground Crew – Composition and
Training EXTERNAL LOAD
OPERATING
01 February 2019
e. The operation of firefighting appliances and crash equipment, the location and operation of
emergency exits, and extricating the pilot from a crashed aircraft. The instruction can take
the form of live practice, demonstrating the use and effectiveness of fire extinguishers,
releasing the pilot’s safety harness, etc.
f. Action in the event of engine failure in the hover during the hook-up phase.
g. Action in the event of the load fouling any part of aircraft structure.
h. Static electrical discharges – recommended precautions and procedures.
i. General safety.
4-2
Section 5
Responsibilities of Members
Assisting Sling Load Ops EXTERNAL LOAD
OPERATING
01 February 2019
Responsibilities of Members Assisting Sling Load

Operations
Loadmaster or Load rigger
The Loadmaster or Load rigger is responsible for all ground operations involving the internal and
external loading of the aircraft. His specific responsibilities include:
a. The supervision, efficient conduct and training of all members of the Ground Teams.
b. Supervision of all load preparation and the final decision as to the safety and security of slings
and loads and their suitability for flight.
c. Liaising when practical with the pilot in selecting the most suitable hook-up and take- off
direction with regard to wind direction, reject area, climb-out angle and the position of other
loads in the pickup area, to ensure adequate clearance from the aircraft.
d. Informing the pilot before pickup in respect of load description, weight and balance and, in
the case of pilots new to the task, an indication of load stability, if known.
e. Directing the pilot via signals through the Marshaller and/or radio during hook-up, monitoring
visually the load lift off, paying particular regard to alerting the pilot of any hazardous situation
including load or sling fouling, and giving the pilot an assessment of load stability/security
during transition and climb-out via his radio.
f. The organisation and supervision of the inspection of slings in the field and their maintenance
at the base.
Aircraft Marshaller
The aircraft marshaller is responsible to and must conform to any orders given by the loadmaster in
the course of his duties which include:
a. The preparation of loads and the attachment of slings.
b. Relaying the loadmaster’s directions to the pilot by means of standard marshalling signals or
radio during the hook-up, lift-off and drop-off phases.
c. During load uplift:
i. Remains clearly within the vision of the pilot.
ii. Guides the aircraft well clear of any obstacles.
iii. Ensures that all personnel who are not concerned with the load hook-up are clear of
the immediate area.
iv. Ensures that the load is properly attached to the aircraft hook.
v. Ensures that the load is not fouling any part of the aircraft.
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OPERATING
01 February 2019
vi. Ensures that the load is balanced once lifted from the ground and that legs of the sling
are not snagged, kinked or slack.
vii. Ensures that the hook-up person is clear before signalling the pilot to commence the
lift.
viii. Ensures that the take-off path is clear and the loadmaster has given a signal to go
before signalling clear for transition.
The checking and maintenance of slings and shackles.
i. Additional on-site duties may require:
ii. Selection and inspection of suitable slings.
iii. Moving loads to clear areas.
iv. Removing mud and water from loads whose weight is affected by same, e.g. mud
and water tanks.
v. Securing items within basket loads.
vi. Clearing all loose items from the pickup area, e.g. plastic, tin sheets, plywood,
etc.
vii. Positioning of the site fire extinguisher and crash box.
Hook-Up Person
The hook-up person works under the direction of the loadmaster and aircraft marshaller and in
accordance with their orders, specifically:
a. Assist in the preparation of loads and the attachment of slings.
b. Take up his position on or near the load in which he can most efficiently engage the “pear
ring” into the aircraft hook.
c. Ensure, before moving clear, that no leg of the sling is snagged, kinked or slack and all
shackles are in upright position.
d. When no loadmaster is present, indicating to the aircraft marshaller any deviation of the
aircraft from the vertical lift position. He should watch the aircraft at all times until ordered
clear.
e. Watching the marshaller, whilst moving clear of the aircraft, for any other signals or
obstructions.
f. Taking the appropriate course of action in the event of engine failure during the hook- up
phase.
g. Practical on-site experience may require additional duties as follows:
i. Checking security of slings and shackles just prior to pick up.
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OPERATING
01 February 2019
ii. Dismissing from the pickup area all spectators and helpers
iii. Awareness of the position of the fire extinguisher and crash box on site.
Load Receiver
The load receiver, whose function may possibly be carried out by an aircraft marshaller, a hook- up
person, other members of the ground team or even a member of the engineering staff, is responsible
to see that:
a. The dropping location is clear and ready to receive the aircraft and its load.
b. The helicopter pilot is assisted by means of radio or hand signals in positioning his aircraft
clear of obstructions and accurately over the dropping site.
c. A thumb up acknowledgment is given to the pilot to indicate that the load has released.
d. The dropping site is quickly cleared after the drop, ready to accept the next incoming flight
(as applicable).
e. Appropriate action is taken if the pilot is unable to release the load due to a malfunction of
the release systems.
Flight Crew Member

A flight crew member shall be carried in the aircraft only during external operations in which the pilot
considers the flight crew member’s presence is essential for the safe conduct of the flight, including
monitoring the in-flight behaviour of loads beneath an aircraft not fitted with a cargo mirror and/or
when the lack of trained ground crew prohibit the use of either a marshaller at the pickup point or a
load receiver at the drop off point. He shall guide the pilot in positioning the aircraft accurately during
the hook-up, lift off and drop off phases of flight.
A flight crew member must be carried when the PIC is unable to perform any one or more of the
following functions:
a. Operate the winch.
b. Observe the load.
c. Release the load.
d. Observe clearances.
e. Assist passengers during boarding and disembarking.
The flight crew member must:
a. Be fully briefed on the operation and specific tasks to be carried out prior to take-off.
b. Remain either seated with the seat belt secured or wear a dispatcher’s harness attached to
an approved hard point.
c. Have intercom communication with the pilot at all times during the flight.
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OPERATING
01 February 2019
Other Persons
A PIC must not carry any other person inside the helicopter during an external load operation unless
that person is:
a. Performing a function essential to the helicopter external load operation, or
b. Is necessary to accomplish the on-site work activity directly associated with the sling load.
5-4
Section 6
Item Specific to Long Line Sling
Operations EXTERNAL LOAD
OPERATING
01 February 2019
Items Specific to Long Line Sling Operations

General
Long line sling operations are those where a strop or line exceeds 10 meters in length, and is
continuously attached to the aircraft belly hook, with the load attached to a further hook at the bottom
of the long line.
Precautions / Checks before and after Lift Off

Before Lift Off:
a. In addition to the normal release checks on the belly hook, an electrical release on the bottom
hook is to be undertaken if applicable.
b. The load must be attached to the hook assembly in such a manner that there is no
interference with the normal and emergency release mechanisms.
c. A check prior to lift off from the surface is required, to ensure that the long line is attached to
the aircraft and that it is clear of obstructions. Horizontal flight is not to commence prior to
this check.
d. All required instruments are to be confirmed as fitted, operational, and airworthy.
After Lift Off:

a. On lift off and landing a check is to be made to ensure that the long line is not kinked during
the pick up or lay down. The aircraft must not land on the line.
b. The departure track/route is to be confirmed as clear of obstructions that may impede the
suspended load, prior to climbing away and entering forward flight.
Load Pickup
During load pickup:
a. Be sure to keep the hook clear of the hook-up person until he/she has sight of it.
b. Do not begin to lift the load from the surface until the hook-up person is clear and gives the
OK to lift by thumbs up signal or radio.
c. Closely monitor the load as it breaks ground contact to ensure it does not snag another object
and ensure slings or projections are not entangled.
d. Monitor power settings/load weight while lifting to ensure adequate performance/load is not
above hook weight limits. If either parameter is reaching limits, lower the load and release it
clear of obstructions. Advise the ground crew by radio of the reason for rejecting the load and
reposition for another load or continue as advised.
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Section 6
OPERATING
01 February 2019
e. With a load weight within limits continue vertical climb until the load is clear of obstructions
and transition to forward flight while observing the load for oscillations.
Load Drop-off
Prior to load drop-off:
a. Confirm sufficient power available for drop if there is a significant change in altitude between
the pick-up and drop location, or if the weather conditions at the drop location are
different than that of the pick-up location.
b. On final confirm that the drop location is clear of personnel in the drop zone by visual
observation and/or radio communication.
c. Position the load over the drop-off point and lower to the surface smoothly. When positioned
and slack appears in the line, release the bottom hook if applicable, or observe that the
ground crew have released the hook, and observe that the load is released and the hook is
clear before climbing away.
d. If the load does not release from the bottom hook:
i. Wait for manual release by ground crew; or
ii. Land and release the load manually; or
iii. In an emergency when it is not possible to land, or no ground personnel are present,
release the belly hook after descending to lay down as much of the long line as
possible.
iv. Return to base and remedy the defect.
Composition of Ground Crews when using a Long Line

Long line operations provide many advantages to both flight and ground crews. The aircraft can be
positioned clear of obstructions, the pilot flying can see what is occurring during all stages of flight
and the downwash velocity on the ground is reduced. Because of the ability of the pilot flying to
observe the load directly, the pilot is much less dependent on coordinated ground crew actions and,
in some instances, ground crew are not required at all except for initial load preparation and final
disposal. However, in operations such as logging, ground crew skill is still required in estimating load
weights and the attachment of chokers.
At the load pickup areas the normal minimum crew will be one hook-up person, although in extreme
one-off cases the aircraft could land and the co-pilot could attach the load to the hook.
Another instance where ground crew is not required at the pickup point is when using a flight crew
actuated grapple. In this situation, when the load weight is not known, the aircraft hook load cell,
correlated to power demand, will be the determining factor as to whether the load is carried.
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OPERATING
01 February 2019
Normally a minimum of one person is present at the load drop zone but in isolated cases this is not
a no-go requirement, providing the circumstances and location of the drop zone are known to the
flight crew. If precise positioning of the load or other factors demand, more than one load receiver
will be required.
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Section 6
OPERATING
01 February 2019
6-4
Section 7
Ground Team Equipment EXTERNAL LOAD
PROCEDURE
01 February 2019
Ground Team Equipment

Ground Team Equipment
All members of the ground team must be equipped with protective safety equipment as follows:
a. All crew working around the pickup and drop-off area during operations will be equipped with:
i. Protective helmets with chin straps.
ii. Safety goggles.
iii. Heavy duty gloves.
iv. Protective work boots / safety shoes
v. Anti-dust masks (should conditions require).
vi. Hi-visibility vest
b. All loadmasters and receivers will, in addition to the above equipment, be equipped with:
i. Portable VHF/FM radios.
While not essential, whistles may be useful in attracting attention, and similarly, it may be found
useful to colour code members of the ground team by use of different coloured helmets and dayglo
waistcoats for easier identification by the pilots and other members of the ground team, particularly
during the initial stages of an operation.
Ground-equipment shall include:

a) Portable crash box including bolt cutters to release the load should all else fail.
b) Fire extinguishers.
c) Spare Radio(s).
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Section 7
Ground Team Equipment EXTERNAL LOAD
PROCEDURE
01 February 2019
7-2
Section 8
Heli Logging Operations EXTERNAL LOAD
PROCEDURE
01 February 2019
Heli Logging Operations (Reserved)
8-1
Section 8
Heli Logging Operations EXTERNAL LOAD
PROCEDURE
01 February 2019
8-2
Section 9
Flight Characteristic of Loads EXTERNAL LOAD
PROCEDURE
01 February 2019
Flight Characteristics of Loads

Flight Characteristics of Loads
The behaviour in flight of different loads will vary greatly according to the following factors:
a. Surface area or profile which determine the degree of drag and, to a lesser extent, lift.
b. Density of the load.
c. Method of attachment.
d. The airspeed flown.
e. Accelerations and decelerations.
Freely suspended loads will normally take up the maximum drag position, while loads with no definite
maximum drag profile tend to rotate. Pipe and similar long loads may rotate at low airspeeds during
transition, climb-out and approach but will normally take up an athwart ship position during the cruise.
Two pieces of equal diameter pipe together may develop a rocking motion around their longitudinal
axis which, although uncomfortable, is not dangerous, provided the resulting vertical vibration is not
allowed to become severe, this being controllable by a reduction in power and airspeed.
Low density loads (i.e. those having relatively little weight in relation to their size) will tend to be much
more unstable in flight than high density loads and may develop oscillation both laterally and fore
and aft. Vertical oscillation or ‘bounce’ may also develop.
This instability invariably increases with increased speed and loads of this nature should be flown
with the utmost caution at all times, particularly during the acceleration to cruise flight. Therefore, it
is essential that crews brief and understand the need to comply with safe transit speeds, maximum
angle of bank, over all general handling and maximum rate of descent prior to conducting external
load operationAlthough it is desirable to fly at an airspeed below the onset of any oscillations, in
practice this becomes impracticable if not impossible, and a degree of load oscillation must be
accepted which, while uncomfortable, may not necessarily be dangerous. However, under these
circumstances, the behaviour of the load must be monitored constantly and, at the first indication of
the oscillations becoming divergent, an immediate reduction in airspeed must be made. Monitor and
reduce cyclic control input as the cyclic inputs will invariably be out of phase with the oscillations and
cause them to increase rather than decrease. The most effective method of reducing oscillations is
a positive decrease in power and airspeed, if necessary approaching a hover, before continuing flight
at reduced airspeed. Air turbulence or accelerations induced by the pilot may also cause load
oscillations.
Severe load oscillations may result in a failure of either the slings or the load attachment points or
result in the load contacting the aircraft. In very extreme cases, it may be necessary to jettison the
load to ensure the safety of the aircraft and avoid a serious accident.
9-1
Section 9
Flight Characteristic of Loads EXTERNAL LOAD
PROCEDURE
01 February 2019
Possible damage may be caused to the airframe by strong jolts transmitted to it as a result of the
load shifting in flight, this normally being attributed to:
a. Either incorrectly placed shackles and/or slings repositioning in flight, or
b. Casing corner pipe or long loads shifting within the sling or momentary slack in the sling
caused by a failure of part of the load.
Although giving initial cause for alarm to say the least, the load should not be jettisoned unless the
failure or shift of the load has resulted in the separation of part of the sling or unacceptable flight
characteristics. Should any unusual airframe vibration result for such an occurrence, a precautionary
landing should be made and the aircraft subjected to thorough, engineering inspection prior to further
flight: However, if no vibration is apparent, the aircraft should be inspected immediately following the
flight during which the incident occurred.
9-2
Section 10
Load Preparations EXTERNAL LOAD
PROCEDURE
01 February 2019
Load Preparation
General
The following considerations should be borne in mind when preparing loads for flight, including the
diagrams in section 10.4
a. The load weight in relation to the maximum and minimum limitations, having regard to aircraft
performance. No load should be carried unless it has been weighed either by crane scales
or serviceable aircraft on board weighing equipment and its balance checked prior to
departure either by crepe lift or lifting by the aircraft in the hover. The only exception will be
loads of definite characteristics whose weight estimation is well within the maximum
capability of the aircraft.
b. In order to avoid damage and subsequent malfunctions of the aircraft hook release
mechanism due to axial strains imposed by an unstable load, aircraft not fitted with a hook
which is free to rotate, must use a swivel between the hook and the load.
c. Loads which are standard and frequently flown should have their own slings and permanent
attachment points.
d. Slings must be attached to the load in such a manner as to ensure they cannot become
detached in flight. The stability will be improved by the greater number of attachment points
which should be as far above the load C of G and as far apart over the top of the load as
practicable. However, the integrity of the load itself must be taken into account and the slings
attached to the strongest part thereof, with shackles whenever possible.
e. Care should be taken to ensure that parts of the load cannot become detached in fight or
escape from baskets or nets.
f. It is important to realise the increased stress carried by each leg of a sling when, for different
reasons, the sling is too flat.
g. Additional ‘g’ loading during manoeuvring or turbulence may bring the legs of a sling
dangerously close to breaking stress or, in the case of loads other than pipe, can cause
undue strain on the load attachment points leading to possible failure. Care should be taken
to avoid this situation during the preparation of all loads.
h. When selecting the length of sling required for any load, consideration should be given to:
i. Adequate clearance between the aircraft and the load to ensure the load will not
contact the aircraft should oscillation develop in flight.
ii. Loss of ground effect when long slings are used.
10-1
Section 10
PROCEDURE
01 February 2019
Cargo Hook Inspection

Before each sling operation the Pilot in Command shall perform a ground inspection to ensure that all
external load equipment is in satisfactory condition and can safely perform the sling load operation. These
inspections shall include.
a. Visually checking the hook for its general condition and the security of attachment its to the
helicopter;
b. Cycling the hook mechanism to ensure that the hook actually locks in its locked position;
c. Ensuring that the hook unlocks properly when the electrical release switch is activated in the
cockpit;
d. Ensuring that the hook unlocks properly when the manual release is activated in the cockpit.
The manual release mechanism must be working or the sling load operation shall be cancelled;
and
e. Ensuring that the hook be can unlock manually at the hook on the ground.
Briefing
The pilot shall ensure that each ground crew member participating in an external load operation has been
briefed on the following:
a. All loads have accurate weight provide to pilot before each lifting.
b. General safety precautions while working near the helicopter, including the wearing of gloves
when working with cables and procedures used to discharge static electricity.
c. Ground crew position when giving hand signals to the crew
d. Review hand signal in accordance with Marshaling signal stipulates in 4.4.5
e. The direction in which the helicopter will land in case of an emergency during hovering to pick
up a load, and the direction in which ground crew members, especially the hook-up man, will
go, also, the direction the hook-up man will use to approach and depart loads are properly
hooked-up.
f. The Pilot shall remain at the controls of an operating helicopter at all time during ground
operations.
10-2
Section 10
PROCEDURE
01 February 2019
Examples of Standard Rigging

Figure 1 Figure 2
10-3
Section 10
PROCEDURE
01 February 2019
Figure 3 Figure 4
10-4
Section 10
PROCEDURE
01 February 2019
10-5
Section 10
PROCEDURE
01 February 2019
10-6
Section 10
PROCEDURE
01 February 2019
10-7
Section 10
PROCEDURE
01 February 2019
10-8
Section 11
Conditions of Sling EXTERNAL LOAD
PROCEDURE
01 February 2019
Conditions of Sling
Servicing
All External Load Lifting Equipment will conform to the annual servicing schedule in accordance with
Appendix-A Inspection and Maintenance, and any manufacturer requirements.
Documentation
The Manufacturer will provide the appropriate documentation to validate the lifting equipment is
certified for the safe working load. The Chief Loadmaster will provide all necessary documentation
associated with inspections, certification and serviceability, and maintain a record of all lifting
equipment at each base in accordance with Appendix-A Inspection and Maintenance.
Daily Inspection
No Equipment of any description (including long-lines) should be use for carrying underslung loads
if their serviceability is in doubt. Badly kinked slings, slings with broken strands or any signs of wear,
fraying, corrosion, kinks or deterioration should result in the equipment being classified as
unserviceable and remove from service.
On a daily basis, the loadmaster (for general underslung ops) will be responsible for ensuring the
continued serviceability of all field sling equipment. This responsibility will be delegated in certain
areas as detailed below:
a. Pilot in Command is responsible to ensure that the long line, hook, grapple, and any other
lifting equipment continuously attached to the helicopter in flight, is serviceable.
b. Field personnel such as HLO’s, hook up men, load receivers, choker setters or any other
personnel trained and approved for attaching slings to a load must check that the sling is
not damaged prior to its attachment to a load. However, the overall responsibility for
checking slings used in the field, and scrapping damaged slings, will rest with designated
loadmaster.
11-1
Section 11
Conditions of Sling EXTERNAL LOAD
PROCEDURE
01 February 2019
11-2
Section 12
Flight Time and Rest Period
Requirements EXTERNAL LOAD
OPERATING
01 February 2019
Flight Time and Rest Period Requirements

Flight Time and Rest Period Requirements
Because of the increased frequency of take-off and landings and the extra workload imposed on the
pilot in the course of continuous external load carrying operations, the following limitations shall be
observed in respect of maximum flight time and minimum rest periods:
Flight Time Minimum Rest Maximum Flying

Type of Operation
Limitations Period per Day
Single and two Pilot
3 consecutive hrs. 30 consecutive min 5 hours
Sling
12-1
Section 12
Flight Time and Rest Period
Requirements EXTERNAL LOAD
OPERATING
01 February 2019
12-2
Section 13
Standard Marshalling Signals EXTERNAL LOAD
PROCEDURE
01 February 2019
Standard Marshalling Signals

Guidance of the pilot by means of external visual signals must be standardized in accordance with
the Standard Marshalling Signals described in this Section.
A thorough knowledge of the method of making and the meaning of these signals is required by all
flying and ground personnel on the operation, and great care should be taken against any gradual
encroachment of a practice of using nonstandard signals, which in an emergency may cause
confusion and misunderstanding.
Signals are to be executed clearly and positively, with the Marshaller remaining within the sight of
the pilot at all times. His exact position during pickup will depend on a number of factors including
the aircraft type and the nature of the location of the load.
Of particular significance is the Emergency-Hold signal. This signal should be used sparingly and
only when a potentially dangerous situation is justified, in order that its use does not become
commonplace. However, the Marshaller or loadmaster will not hesitate to use it whenever:
a. A potentially dangerous situation arises, such as a strop which has become fouled in the
aircraft structure.
b. The behaviour of the load at pickup indicates that one of the strops may be fouled.
c. The marshaller becomes obscured by dust or by the hook-up person. Under these
circumstances, the pilot must be signalled to hold while the marshaller changes position to
where he can assess the situation.
Pilots having been given this emergency signal must realize that they are in grave danger and must
therefore hold position absolutely until they receive a signal that the danger has been averted.
Furthermore, the pilot is to make his subsequent move away from the load with extreme caution in
order to ascertain, by the behaviour of the aircraft, whether the danger still exists. A cautious move
away from the load will allow opportunity to correct a potentially serious situation prior to the aircraft
adopting a dangerous attitude.
The following additional signals are to be used by pilots (and ground crew) to indicate to the ground
crew, when necessary, that the pilot is unable to release the load and that he requires external
assistance:
In aircraft where the switch is located on the collective, the landing light is to be flashed. In other
aircraft, the pilot will shake his head.
13-1
Section 13
PROCEDURE
01 February 2019
13-2
Section 13
PROCEDURE
01 February 2019
13-3
Section 13
PROCEDURE
01 February 2019
13-4
Section 14
Emergency Procedure EXTERNAL LOAD
PROCEDURE
01 February 2019
Emergency Procedure
Emergency Procedures during Sling Load Operations
In an emergency involving the safety of persons or property, the Pilot in Command may deviate from
the CASR’s, or this SOP to the extent required to deal with that emergency.
If a deviation from the CASR’s takes place, the company shall notify the Director within 10 days after
the deviation, detailing the circumstances requiring the deviation, the outcome resulting from the
deviation and any additional information the Director may request.
The Pilot in Command shall conduct pre flight briefing to all personnel involve in external load
operation. At a minimum, the briefing will include all aircraft emergency scenarios that could involve
the ground crew.
Actions to be taken in an emergency

a. Engine Failure During Hover While Hooking-up Load
i. Release the Load
ii. Move the helicopter to the side of the load that ground crewmembers have been
briefed to remain clear of- and
iii. Performing a hovering auto rotation.
Engine Failure during Take-off

a. Release the load
b. Turn the helicopter slightly to either side of take-off path- and
c. Perform an authoritative landing
d. Should the load not release; perform a deceleration flare to stop any forward motion of the
load just before it contacts the surface.
Engine Failure during Flight

a. Enter auto-rotation
b. Release the load if there is no danger to person or property on the surface
c. Immediately change the aircraft heading 10” either side of it fight path to avoid a “skip bomb
effect” from the dropped load- and
d. Complete the autorotation landing
e. Should the load not release; perform deceleration flare to stop any forward motion of the load
just before it contacts the surface.
Cargo Hook Mal-function

a. If the electrical cargo release fails, check is circuit braker-,
b. If the release is still inoperative, use the manual load release- and
14-1
Section 14
Emergency Procedure EXTERNAL LOAD
PROCEDURE
01 February 2019
c. If the manual release fails, signal the ground crewmembers to unlock load while in a hover
d. Class-B and Class-C external load operations are not allowed to begin nor, if underway,
continue if helicopter’s manual release mechanism fails.
e. Severe Oscillations with Class-B Loads
i. Smoothly decelerate, avoid abrupt control movement

ii. Allow time for oscillations to stop or decrease, and
iii. If control of the helicopter becomes questionable due to severe oscillations,
release the load
f. Control of Static Electricity

Pilot shall ensure that ground crewmembers understand how to discharge static electricity from the
helicopter prior to attaching the load to the cargo hook. Touching the airframe with grounding wire
can do this or, if a metal sling is used, the hook ring maybe struck against the cargo hook.
14-2
Section 15
Inspection and Maintenance EXTERNAL LOAD
PROCEDURE
01 February 2019
Inspection and Maintenance

General
Rigging items shall be inspected before and after each use and then placed in a rigging loft or stored
in a dry place as required. Longlines and slings which have become twisted or kinked must be
removed from service.
An annual inspection will be carried out by Hevilift’s Chief Loadmaster or by his designate at each
Hevilift base. Completion of this inspection will be noted on the lifting equipment register at each
Hevilift base. Each item of rigging has a colour coded inspection tag. The colour will change each
year. This will indicate the item has been inspected.
Any lifting equipment or lifting apparatus including supplied by Clients should be inspected, checked
and validated ensure they are certified for the Safe Working Load and Load Limitations.
If the apparatus sling equipment does not meet the appropriate standards, the Loadmaster is to
install certifies Hevilift sling equipment. External load lifting equipment shall provide necessary
documentation associated with inspections, certification and serviceability.
The Chief Loadmaster or Senior Company Representative must be made aware of any Client’s
external load equipment introduced to the operational base that requires modification. Clients are
to be made aware that they are to ensure that this practice is followed.
The Chief Loadmaster must inspect the equipment and make appropriate changes to the Lifting
Equipment Register for the operational base before use.
Wire Rope Slings

A sling will eventually deteriorate as a result of abrasive wear, wire breaks, loss of lubrication,
corrosion and consolidation of the core and rope strands. Damage is not always readily evident. The
normal types of damage are described in clause 2.
Weakening effects are more serious on smaller sizes of rope than on larger sizes of rope because
of the greater ratio between the perimeter and cross-sectional area.
Good inspection practice will isolate causes of deterioration and enable the detection of damage to
wire rope and end fittings. This can improve storage, handling and application practice. Advice on
discarding of sling is given in clause 12.
Slings in storage shall be regularly inspected for deterioration and, when necessary withdrawn from
use and discarded.
15-1
Section 15
PROCEDURE
01 February 2019
Each sling shall be visually inspected prior to each use to ensure that it is in a safe condition, and a
thorough investigation of all slings must be made at regular intervals. Inspections must be conducted
by a competent person who will inspect for:
a. Broken wires (no more than 10% in 8 times diameter of the rope).
b. Corrosion (rust).
c. Kinks.
d. Crushed or flattened sections.
e. Bird-caging and high stranding.
f. Damaged thimbles (where fitted).
g. Stretching (extended lay).
h. More than 33% wear on individual wires.
i. Adjacent broken wires.
j. Heat damage.
k. Other obvious damage.
Slings that have sufficient damage of any type that may result in an accident or injury must be
discarded.
Slings used in circumstances, area or atmospheres prone to acid, alkali, chemicals or other
damaging action shall be inspected for possible deterioration prior to reuse, inspection shall give
particular emphasis to:
a. The load-bearing points.
b. Examination of each strand along its length, opening the rope as much as practicable to
enable examination of the surfaces of the strands towards the inside of the rope.
c. End fittings.
d. Attachments.
15.2.1. Wire Rope

Wire rope can be damaged in different ways and the resulting damage can take the forms of external
wear, local abrasion, broken wires, internal wear, and physical deterioration, corrosion, kinking and
flattening of eyes, as follows:
a. Severe overloading of wire ropes is evidenced by an increasing rate of fracture of the wires
and excessive stretch under load accompanied by marked reduction in diameter.
15-2
Section 15
PROCEDURE
01 February 2019
b. External wear can be the caused by dragging the slings over rough surfaces and is the most
readily noticeable cause of weakness, particularly if a new sling is available for comparison.
In the extreme, the strands become so worn that their outer faces are flattened and the other
wires severed. In normal use, some disarrangement or breakage of wires on the outside of
the sling is unavoidable and is not normally harmful unless extensive.
c. Local abrasion, as distinct from external wear, can be caused by the passage of the slings
over sharp edges whilst under tension and can cause a serious loss of strength. It is good
economy to protect slings at points where excessive local abrasion can occur.
d. Cuts, bruises and similar damage can be internal as well as external. This type of damage is
indicated by local rupturing or loosening of the wires or strands. It is caused by lack in use
such as hammering of the slings and careless placement of the load.
e. Internal wear is caused by repeated flexing of the sling and by particles of grit picked up in
service. Internal wear is accelerated by lack of lubrication and by corrosion.
f. Corrosion is caused by dampness and exposure to acids, alkalis, other chemicals, fuel gases,
industrial dusts, ashes and similar substances.
g. High temperatures such as are found in foundries, steel works and like applications, reduce
both strength and the safety of a sling.
h. Distortion, permanent set or any physical deformation of end fittings, particularly at load
bearing points.
15.2.1.1. Discarding Wire Rope Slings and Wire Rope

It is difficult to define criteria for deciding between slings that are safe and those that are not, because
any degree of safety depends upon the degree of deteriorate of the rope and the severity of service
to which the sling is subjected. Any decision whether or not to withdraw a sling from use shall be
based on an assessment of the general condition of the sling. The effect of wear and mechanical
damage is relatively greater with slings made from smaller diameter ropes, which would therefore
require more rigid standards of acceptance. After examination, it any doubt exists about the safety
of a sling, it shall be withdrawn from service.
Slight damage to the outer wires of a wire rope may be disregarded. Serious damage of one strand
or somewhat less serious damage to more than one strand however merits rejection of the sling.
Slings with signs of detrimental corrosion shall be discarded.
Slings that are known to have been or are suspected of having been severely overloaded shall be
discarded.
Where kinking is such that it creates a hazard in taking up loads, through possible hand injuries or
causing unevenness or jerking during loading, the kinked slings shall be discarded.
15-3
Section 15
PROCEDURE
01 February 2019
15.2.2. Rings and Shackles

Rings and shackles are generally galvanized or protected in some other way against corrosion but
are susceptible to dents and hard usage. Since they are the most flexible couplings in the slinging
gear they are the most susceptible to wear. Check the areas indicated in the diagram below:
a. For wear.
b. For wear and straightness
c. That the pin is always seated
d. That the shackle is not “opening up” – the keepers (i.e. the one-way flaps that prevent the
shackle, etc. from slipping out of the hook of nets and slings) are a weak link in the system.
They are easily broken but are also easy to repair if they become bent or lose their springs.
15.2.3. Chain Slings

It is important to inspect chain slings regularly and to keep a record for each chain sling.
a. Clean the chain thoroughly.
b. Lay the chain out on a clean surface or hang it up in a well-lit area.
c. Every chain link should be individually inspected for any signs of wear, twisting, stretching,
nicks or gouging and any worn link measured to determine the degree of wear using Vernier
Callipers.
d. Oblong links and hooks should be inspected for any signs of wear at their load bearing points
and for any signs of distortion, e.g. widening of hook throat opening.
e. Hammerlocks should be inspected for any signs of wear at their load bearing points, for
excessive play of the load pin within the body halves and for impaired rotation of the body
halves around the load pin.
f. Chain links or fittings having any defects should be clearly marked to indicate rejection and
the chain sling withdrawn from service until properly repaired.
15-4
Section 15
PROCEDURE
01 February 2019
g. Slings which have damaged fittings may be repaired on-site by replacing the fittings. (Note
that when reassembling a Hammerlock, it is recommended that a new pin and stud assembly
be used.)
Remember – Every link must be examined.

Identification of Alloy Steel Chain (Use Only Alloy Steel Chain)
Every Chain Should Have an Identification Tag
Look for Chain Stretch during Inspection
15-5
Section 15
PROCEDURE
01 February 2019
Inspect All Links for Bends, Twists and Damage
Inspect All Links for Gouges, Chips and Cuts
Inspect All Links for Wear at the Bearing Surface
15-6
Section 15
PROCEDURE
01 February 2019
Never Twist or Knot A Chain
15.2.4. Service Eyebolts

Where service eyebolts are transferred from job to job, they should be critically examined
periodically. Should a screw thread show signs of wear or an eye show appreciable bruising, the
eyebolt should be discarded.
15.2.5. Nylon Nets

a. Nylon nets deteriorate rapidly when they are exposed to the elements or to petroleum
products.
b. Clean them with water soluble detergent and clean water, rinse and store dry.
15-7
Section 15
PROCEDURE
01 February 2019
15.2.6. Dyneeme Amsteel Blue Synthetic Long Lines

This type of rope is manufactured from Dyneeme SK-75. Amsteel Blue yields the maximum in
strength to weight ratio and is stronger than wire rope constructions and has superior flex fatigue
resistance.
Other characteristics of this rope include non-rotational, high abrasion resistance; extremely light.
The Safe Working Load carries a safety factor of 6x and this is delivered from destruction tests
carried out on individual sizes.
The inspection criteria for this type of rope are detailed below:
a. Examine each end of the rope for wear;
b. Examine splices and that the tail at the splice is not coming out.
c. Examine eyelets and thimbles for excessive damage;
d. Examine cover for excessive damage;
e. Open the rope construction to visually inspect the inside composition;
f. Examine the rope for any flat or hard areas;
g. Examine the rope for any cuts or abrasive areas;
h. Examine the rope for signs of contact with chemicals, burns, mildew or mould;
i. Ropes displaying 10 % strand volume reduction should be retired from service.
Points for safe lifting and use with helicopters:
a. Inspect long line for damage before use;
b. Do not use long line if there is any sign of a cut, snagging, heat or chemical damage;
c. Do not tie knots in the long line;
d. Do not expose long line to high temperatures;
e. Protect the long line from sharp edges;
f. Keep away from strong Alkalies and phenolic compounds.
CAUTION: DO NOT USE THE LONG LINE WITHOUT A DISC AND SUFFICIENT WEIGHT ON
THE HOOK TO AVOID POSSIBLE CONTACT WITH THE TAIL ROTOR.
A DISC WITH A LEADING EDGE MUST ALWAYS BE USED TO KEEP THE LINE FLYING AWAY
FROM THE TAIL BOOM
15-8
Section 15
PROCEDURE
01 February 2019
PART OF THE CHARACTERISTISTS OF THIS TYPE OF LONG LINE IS THE LIGHTNESS OF

THE ASSEMBLY.CARE MUST BE TAKEN WHEN THE HELICOPTER IS LIFTING THE LINE
FROM THE GROUND, THE LOADMASTER OR GROUND CREW MUST HOLD THE LINE TO
PREVENT THE ROTOR WASH FROM BLOWING AROUND
ON THE GROUND AND PREVENTING THE LINE COMING IN CONTACT WITH THE
HELICOPTER.
THE PILOT WILL RELEASE THE LINE FROM THE HELICOPTER EVERY TIME HE LANDS FOR
FUEL, OR TO SHUT DOWN.
In the event of damage to the long line, it must be removed from service immediately and returned
to the manufacturer for repairs and proof testing as soon as possible.
Table 1: Volume Reduction of Dyneema SK-75 Amsteel Blue Rope
15-9
Section 15
PROCEDURE
01 February 2019
15.2.7. Round Slings – Synthetic Fibre

a. Every time a sling is used the user should be satisfied that the sling does not show any signs
of damage that could affect its safe use.
b. Particular attention should be given to circumstances, location and atmospheres that are
likely to result in accelerated damage.
c. Synthetic slings should be inspected for the following prior to use:
d. Inspect sling for damage prior to use
e. Do not use if there is any sign of cut webbing, snagging, heat or chemical damage, excessive
wear, damaged seams and stitching, any other defects or presence of grit, abrasive materials
or other harmful matter;
f. Melting or shrinking of fibres due to exposure to high temperatures
15-10
Section 15
PROCEDURE
01 February 2019
Note: Remember that high temperatures can result from friction as well as from a hot environment
a. Prolonged exposure to ultra violet light, generally from sunlight, will weaken synthetic fibres.
b. SWL Tag is installed
15.2.7.1. Care and Use

a. Never overload equipment
b. Do not tie knots in sling webbing, if required to join two slings together, then use a shackle.
c. Do not expose sling to temperatures above 90°C;
d. Keep away from chemicals and alkalis and phenolic compound;
e. Refer to the Table 3: Safe working Load Chart for Round Synthetic Slings for configuring
slings;
f. Stow in a clean and dry place out of direct sunlight when not in use.
Note: Wet slings shall be allowed to dry naturally before being stowed.
Table 3: Safe working Load Chart for Round Synthetic Slings
15-11
Section 15
PROCEDURE
01 February 2019
Inventory
A list of all rigging should be recorded onto a Lifting Equipment register and should be updated each
week after completion of an inventory. There should be a register available for each base that Hevilift
is associated with. Any rigging that is condemned should be removed from this register.
Project Planning
It is the responsibility of the Loadmaster in conjunction with the project pilot, Chief Loadmaster and
Chief Pilot to schedule a visit to this work site prior to the Helicopter operation to co- ordinate with
the client representative. Items to determine are:
Load Sequence and Identification.

Prepare a list of items to be moved and the Sequence in which they are to be shipped. Identify all
single part loads and the weight. Identify all two-part loads and the individual unit, and total load
weight. Assemble items that will be flown by cargo skids.
15.5.1.1. Items to inspect on each load:

a. Integrity of lifting lugs.
b. Security of items on load such as doors, hoses, valves, etc.
c. Dangerous goods composition.
d. Aerodynamics of Load.
15.5.2. Personnel Requirements

The amount of cargo and the distance to fly will determine the number of people required to rig loads
for the Helicopter. Most large operations will require one Loadmaster and two customer provided
Ground crew or labour at the sending site, and the same at the receiving site. On smaller projects
one Loadmaster and one customer provided Ground staff or Labour at each site may be sufficient.
15.5.3. Equipment and Rigging Requirements

Prior to a lift, it is the responsibility of the Loadmaster to do the following:
a. The number of the items making up the load.
b. Weight of the load. If a two-part, net or skid load, the weight of the individual items.
c. Brief description of rigging and how the load is made up.
d. Comments regarding how the load lifted, flew, etc.
e. Determine if the assistance of mechanical aids, such as a crane or forklift is required. At the
end of the project this information is to be recorded and retained for future reference
15-12
Appendix
EXTERNAL LOAD
PROCEDURE
01 February 2019
Appendix
Longitudinal CG – Bell 407
16-1
Appendix
EXTERNAL LOAD
PROCEDURE
01 February 2019
Lateral CG – Bell 407
16-2
Appendix
EXTERNAL LOAD
PROCEDURE
01 February 2019
CG Limitation – AS 350
16-3
Appendix
EXTERNAL LOAD
PROCEDURE
01 February 2019
16-4

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EXTERNAL LOAD

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1.0 16 June 2014 Initial Release

Record of Temporary Amendments

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Name: Capt. Denny Matulessya

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GROUND CREW – COMPOSITION AND TRAINING .................................... 4-1

Emergency Procedures during Sling Load Operations ........................... 14-1

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Carriage Illegal Substances.

Dense Populated Area

Performance and Limitation

1.8.2. Centre of Gravity Limits

1.8.4. Operating Limitations

CARRYING OF EXTERNAL LOADS

CLASS OF APPROVED AIRCRAFT / LOAD COMBINATION: B.

1.8.5. Emergency Procedures

Load Indicator Failure:

1.8.6. Normal Procedures

CAUTION: IN WET WEATHER, THICK RUBBER SHOES SHOULD BE WORN BY THE