直升机飞行员手册直升机操作手册 The Helicopter Pilot’s Handbook

时间：2011-04-05 11:37来源：蓝天飞行翻译 作者：航空 点击：次

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Another reason for the margin is to ensure you have enough fuel to get to the destination – running short of gas is one source of pressure you don't need. It's all very well for the sales department to tell the customer that your machine can lift a particular load, but you also have to get it somewhere! A stage length of 25 miles or so at 40 knots means over 30 minutes' flying, or more if the load flies badly. Unless you have fuel there as well, you also have to include the journey to the fuel drums, so minimum fuel should be avoided, and neither should you have to remove survival kits, etc. to make a job happen.
There is a certain springiness to a load as it comes off the ground which tells you it's a good lift. In my experience, if you have to struggle to get the load off, and it's reluctant to do so anyway, that's the time to think again. Reduce the payload, wait for some wind or a cooler day, or whatever, but STOP.
Once the load is airborne, immediately ease the nose forward, adding a little collective, with the aim of proceeding smoothly forwards and upwards. If it is out of the door, your head should be constantly moving between the forward and vertical positions, to make sure you don't lose situational awareness, which is another way of saying don't hit anything! Once you are clear of obstacles, you can start thinking of turning, and can put your head back inside the office and proceed as for a normal load (that's the time to spit out all the bugs that have splattered all over your teeth). It’s also important to ensure that you don’t overpitch, and that you remain in balance as much as possible. Don't forget, reduce power when you have the speed and height that you want.
Now you've got to get it back on the ground!
Well before the landing site, start slowing down. The mountain technique of using the collective to do this works well, and this is also worth some practice. A slight crab will not only help to keep the target in sight, but the drag from the more sideways presentation of the fuselage will also reduce the speed. Your scan at this point will be off the scale, especially if you are dropping off to a point higher than the ground (that is, on a platform) and you don’t have the shadow to give you an idea of where the bottom of the load is.
Do not overshoot, as the load will have its own inertia and will continue forward of its own volition (this is what's meant by flying the load). Backing up to reposition is always a problem, even with power in hand, as it's easy to set the load swinging, and it's better to go around and try again - there should always be movement, even if it's vertical. You should at this point be coming in nicely on a long approach, aiming for a point just above the elevation of the ground plus the length of the line. Keep moving forward and down. With power in hand, you could probably afford to come to a complete stop, but still aim for a no-hover deposit of the load. Without much power, you have to aim for the target directly and place it in one movement, with a final check at the last minute, which is something that only comes with practice.

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