Generally speaking if someone is asking for "long-line' experience or proficiency, they're expecting at least a 100ft line with your head out the door/window. Multi crew line work doesn't really cut it.

Some work can be done on a 50ft line, but mostly 100, 120, 130, 150ft is considered "vertical reference long-lining." At least here in Canada.

RH

I agree with remote hook. Operators are talking about vertical reference operations, not a specific long-line length.

Typical long-lines are in the 100-250 foot length, dependent upon the requirements of the job.

The individual operator will be the one determining your competence in long-line operations, for production type operations. In fire fighting operations, you may be required to define your experience in this type of operation, in addition to demonstrating your proficiency to a pilot inspector, prior to being approved for operations.

It all depends where you go, and who you ask!

Heliduck,

As far as I am aware you can't hook straight into that. Last time I looked it up it said that you have to have 40hrs of Air attack on fires to fly the bucket, and mustering ag and low level wont do. I also think you need a 100hrs on type to fight fires and a bucket endorsement with some duel fire training.....but this was a while ago i looked up those regs. You will find the government are the controlling hand it the specific requirements in regards to fires...

roundwego the CAP document you was refering to is Civil Aviation Publication CAP426 Helicopter External Load Operations.
So gents and ladies who in the UK actually does longline operations?

MCA is the local expert at the moment.
He'll show you poms a thing or three...

Can some of you guys help me...

I am looking at getting approval to do under-slung load work in the UK. What do I have to do to be able to do it and is there any restrictions on what helicopter types can be used?

Cheers guys,

TiP

Approval? No such thing in UK - just an AOC, but under JAR OPs that is aerial work.

Phil

Let's see...

EC 120 empty: 1036kg
Pilot 94kg
Fuel 1.5 hrs 132kg
Bambi 50kg

total: 1312kg

MAUW 1715kg

Leaves for water 403kg

So that would lead to the 96gal or 395 kg model.
Fires are hot...
Are you going to push that 120 that hard? Or will it be for training only?

Cheers

Sorry look here: http://www.sei-ind.com/temp/20061151079/BB-TV.pdf

Age is slowly catching up to me and I have started to wear a contact in one eye. I can fly without the bloody thing but it reduces the eye fatigue.

My issue is with longline op's. I am struggling with the what seems to be the contact drying in the slipstream and causing a blurring of vision and trouble with depth perception as a result. Trying to hold a load steady with one eye shut at 200ft or blinking madly is starting to wear a bit thin.

Does anyone else out there working longlines (without the door on) and using contacts or glasses have any advice to what works the best and what they prefer to wear?

I don't do this kind of thing for a living, but I (a specs/contacts wearer) did ride motorbikes and a decent pair of goggles (with ventilation but no draughts) is a wonderful thing. If you're wearing a helmet, is there a visor that fits on that?

You need longsighted glasses for longlining and short sighted glasses for short haul

I had the same problem till I switched lens type. See you optician, (not the cheap eye places---they wont carry a broad selection), and explain whats happening and ask for different lenses to try, (they only cost pennies). I don't have my case with me---but I believe they are "hydro....something".

Cheers Gordy, I will look into that ASAP. Safe flying

OK just got home---I now use "Biomedics 55 Premier" by Ocular Sceinces Inc out or San Francisco---never had a problem with them.
Good luck

Come on Steve......Wake up a bit. Its that Tequilla shot glass thats stuck in your eye thats blurring your vision. Take it out and replace and the other with Jagermeister shot glasses.........You may not see real good, but you wont be worried either......

I haven't tried LL with contacts but find it is no real problem with glasses. If you are using biofocals then have them switch the near sighted portion of the glass to the top, this illiminates the need to continually move your head up and down and the DP problem will go away. Progressive lenses are not a good idea for LL either.
Hope this helps.

found these do the trick

http://www.websoft-solutions.net/saf...ewear_s/76.htm

Never had a problem with my contacts when I was wearing them doing any king of flying. You might need a different kind.

I find glasses don't give you the same periferal vision without having to move your head... my 2 cents.

Fly safe my mate!!!

When undertaking long lining operations, and a serious swing starts to develop with the load, what's the best way of getting out of it ?

Ditch the load or land the load on the ground and start again..