Slingloading & Longlining
Guest
Posts: n/a
Slingloading & Longlining
Hi Folks,
Anyone outthere who can help me to some info on Sling-ing, ie technique, materials used,books etc.
Many thanks.
Also >>>
B212 v B205-A1 External Loads
Lama External Loads
External Loads / Longline Training
Heliport
Anyone outthere who can help me to some info on Sling-ing, ie technique, materials used,books etc.
Many thanks.
Also >>>
B212 v B205-A1 External Loads
Lama External Loads
External Loads / Longline Training
Heliport
Guest
Posts: n/a
Slingloading & Longlining
I would like to get any information on slingloading, ie techniques, materials used and whether there are any books, manuals or procedures about this subject.
Thanking you in advance.
Safe flying
"Once you have tasted flight you will forever walk the earth with your eyes turned upward" (Leonardo da Vinci)
Thanking you in advance.
Safe flying
"Once you have tasted flight you will forever walk the earth with your eyes turned upward" (Leonardo da Vinci)
Guest
Posts: n/a
Anyone in the know about heavy underslung loads?
Need to locate a machine that can lift approx 5000kg underslung load in the UK, know its too heavy for a Puma, would a Chinook lift that or is there anything inbetween etc etc etc........your views/shared knowledge appreciated!
Guest
Posts: n/a
Flugpants,
I agree with the Radalt on this; in 1998 I was part of an 18 Sqn Chinook crew which carried out a request from Bristows to carry a damaged SAR S61 from N of Ullapool back to Dyce for repair. Many other tasks in support of non-military agencies have been carried out, eg replacement of VOR destroyed by strong winds near Unst. Such tasks will be extremely costly - the beancounters positively drool over such opportunities, but there may be a case for convincing the Sqns that the training value offered will justify the unit using its own costed trg hours.
Mind you, I've been away from the UK system for nearly 3 years so this opinion may no longer be an accurate reflection of current policy.
I agree with the Radalt on this; in 1998 I was part of an 18 Sqn Chinook crew which carried out a request from Bristows to carry a damaged SAR S61 from N of Ullapool back to Dyce for repair. Many other tasks in support of non-military agencies have been carried out, eg replacement of VOR destroyed by strong winds near Unst. Such tasks will be extremely costly - the beancounters positively drool over such opportunities, but there may be a case for convincing the Sqns that the training value offered will justify the unit using its own costed trg hours.
Mind you, I've been away from the UK system for nearly 3 years so this opinion may no longer be an accurate reflection of current policy.
Guest
Posts: n/a
The Longline
I would like to here from anyone that has any advice on how a young low timer can get into sling, I am currently flying tours and would like to make the shift to commercial work. Any suggestions on what employers are looking for in their ‘slingers’ would be greatly appreciated.
Guest
Posts: n/a
MCA:
I don't know how they do it out your way, but here in the UK it's considered specialist work. Very few companies undertake longlining. (Alot do load lifting)
The North Sea use longlining on the rigs for fitting new bits to the big burners.
To get on the job you have to pester the company like mad. Eventually you get to go as 'Co-pilot'. If you're lucky, depending on demand, you end up flying it.
I don't know how they do it out your way, but here in the UK it's considered specialist work. Very few companies undertake longlining. (Alot do load lifting)
The North Sea use longlining on the rigs for fitting new bits to the big burners.
To get on the job you have to pester the company like mad. Eventually you get to go as 'Co-pilot'. If you're lucky, depending on demand, you end up flying it.
Guest
Posts: n/a
I guess its because…. after ‘hooking on’ for pilots as a loader driver it made me appreciate the skill level of theses pilots. I have done enough of it to know that it is a real challenge. Plus it offers a good work schedule month on, month off (Pacific rim)
Join Date: Feb 2000
Location: Australia
Posts: 39
Likes: 0
Received 0 Likes
on
0 Posts
Slingloading info ?
Hi Folks,
Could anyone help me to slingloading info and techniques?
Are there manuals as such or is there a website dedicated to it.
Any info would be appreciated, thanks.
Fly safe.
Could anyone help me to slingloading info and techniques?
Are there manuals as such or is there a website dedicated to it.
Any info would be appreciated, thanks.
Fly safe.
Join Date: May 2001
Location: perth
Posts: 231
Likes: 0
Received 0 Likes
on
0 Posts
Nomads
Its a fairly wide ranging topic that would warrant a web page, Ive never searched but im sure there is something. I will presume you have a sling load rating, your instructor or check pilot is the person you should speak to, mainly to get the safety aspects and the hook checks fairly well placed in your procedures, a small checklist helps. Remember to calculate your density altitude.
Every load is different to fly and every load is something valuable to someone, thats why youre probably slinging it. Know the VNE limits of your aircraft that you are slinging with, it is there for a reason.
Techniques vary depending on the length of the line and your use of mirrors or vertical reference. Never carry pax unless they are critical to the sling load and don't lift over populated areas or people, I don't know your level of experience so I don't want to tell you how to suck eggs.
An experienced external load pilot would be the right person to have a chat to, they can explain the different rigging techniques that are just as important as flying the load. I hope this is of some assistance, good luck Nomads
SL
Its a fairly wide ranging topic that would warrant a web page, Ive never searched but im sure there is something. I will presume you have a sling load rating, your instructor or check pilot is the person you should speak to, mainly to get the safety aspects and the hook checks fairly well placed in your procedures, a small checklist helps. Remember to calculate your density altitude.
Every load is different to fly and every load is something valuable to someone, thats why youre probably slinging it. Know the VNE limits of your aircraft that you are slinging with, it is there for a reason.
Techniques vary depending on the length of the line and your use of mirrors or vertical reference. Never carry pax unless they are critical to the sling load and don't lift over populated areas or people, I don't know your level of experience so I don't want to tell you how to suck eggs.
An experienced external load pilot would be the right person to have a chat to, they can explain the different rigging techniques that are just as important as flying the load. I hope this is of some assistance, good luck Nomads
SL
Join Date: Feb 2000
Location: Australia
Posts: 39
Likes: 0
Received 0 Likes
on
0 Posts
Thanks SL,
I have about 1000 hrs but have not done any slingloading, nevertheless I am interested and would like to find more info on this.
What kind of ops do you fly SL?
I used to live and train in Perth. Any positions going?
I have about 1000 hrs but have not done any slingloading, nevertheless I am interested and would like to find more info on this.
What kind of ops do you fly SL?
I used to live and train in Perth. Any positions going?
Senis Semper Fidelis
Join Date: Feb 2001
Location: Lancashire U K
Posts: 1,288
Likes: 0
Received 0 Likes
on
0 Posts
Hi Sling Load,
I have not the rating to sling, but just for the records, which is easier to carry a Long Line, or a short dumpy thing in a net, and at what point do you know you are entering trouble, or is it all different every time.
allways been interested!
My Regards
Edited to counter Late afternoon co-ordination problems with left hand, oh and right one!
[ 03 December 2001: Message edited by: Vfrpilotpb ]
I have not the rating to sling, but just for the records, which is easier to carry a Long Line, or a short dumpy thing in a net, and at what point do you know you are entering trouble, or is it all different every time.
allways been interested!
My Regards
Edited to counter Late afternoon co-ordination problems with left hand, oh and right one!
[ 03 December 2001: Message edited by: Vfrpilotpb ]
Guest
Posts: n/a
Ref sling loading. Why not give Dominic Lawlor at PDG Helicopters at Inverness in Scotland a call. They nearly always have a sling loading job on at any one time. I am sure you would be welcome to go along as an observer to one of their jobs. Easyjet Amsterdam-Aberdeen..no sweat.
rgds
SKB
rgds
SKB
UK CAA used to publish a CAP (civil aviation publication) booklet which gave some basic underslinging info for starters. Can't remember its CAP number.
If you are going to undertake underslinging I STRONGLY recommend getting some proper training. Underslinging can vary from "simple" point to point underslinging of compact dense loads which may (or may not) fly relatively easily, to complex underlinging of construction materials which may involve precision positioning - electricity pylon construction in mountainous areas, offshore flaretip replacement, "live" inspection of electricity high voltage cables with people in baskets slung under the helicopter etc.
As to short line verses long line - depends on the job.
If not done properly, this is very dangerous work which will kill you the pilot, or people on the ground, with no advance warning.
If you are going to undertake underslinging I STRONGLY recommend getting some proper training. Underslinging can vary from "simple" point to point underslinging of compact dense loads which may (or may not) fly relatively easily, to complex underlinging of construction materials which may involve precision positioning - electricity pylon construction in mountainous areas, offshore flaretip replacement, "live" inspection of electricity high voltage cables with people in baskets slung under the helicopter etc.
As to short line verses long line - depends on the job.
If not done properly, this is very dangerous work which will kill you the pilot, or people on the ground, with no advance warning.
Join Date: May 2001
Location: perth
Posts: 231
Likes: 0
Received 0 Likes
on
0 Posts
Its different every time, and you know youre entering trouble when you get that "you shouldn't be doing this..." sort of feeling! Thats a bit abstract, but if you don't feel confident, don't attempt it. Short lines are reasonably straight forward provided you prepared well, your DA, Max VNE and wind considerations and HOGE limitations.
Long lines are completely different as the reason you have one on, is for obstacle clearance. Because you are on your own, you have to pay a lot of attention to obstacle clearance. You are most always on the limits of power, but smooth cyclic control is the key, unless you really look, you don't move the cyclic much, its just pressure control. Large cyclic movements can make the load move a large distance, and in a tight area thats the last thing you need. Precision lift is even different again, those pilots do it for thousands of hours and Im not that experienced in commercial precision lift, just drill rigs and pipes etc..
If you get a chance, contact Helog, or Rotex in Switzerland, they do that stuff like we have breakfast. The first thing I would do is get the sling endoresment with a school that specialises in that, or your check pilot. Helicopters are extremely quick to do the opposite to what you want, as you know, and in sling loading, its even faster, and as roundwego says, can be high risk to you and those on the ground. Planning is very important.
Have a good chat with an instructor and grab some slings, chains and shackles and go and practice looping some simple objects on the ground,also practice guessing the weights of objects, for instance, a ride on mower, a portable generator, or five railway sleepers tied together, you get my drift, its a very satisfying thing to do when you do it well. Out in the boondocks, when youre on your own it helps, youll be amazed how good you get at guessing weights, then checking them on the load indicator. Good luck
Long lines are completely different as the reason you have one on, is for obstacle clearance. Because you are on your own, you have to pay a lot of attention to obstacle clearance. You are most always on the limits of power, but smooth cyclic control is the key, unless you really look, you don't move the cyclic much, its just pressure control. Large cyclic movements can make the load move a large distance, and in a tight area thats the last thing you need. Precision lift is even different again, those pilots do it for thousands of hours and Im not that experienced in commercial precision lift, just drill rigs and pipes etc..
If you get a chance, contact Helog, or Rotex in Switzerland, they do that stuff like we have breakfast. The first thing I would do is get the sling endoresment with a school that specialises in that, or your check pilot. Helicopters are extremely quick to do the opposite to what you want, as you know, and in sling loading, its even faster, and as roundwego says, can be high risk to you and those on the ground. Planning is very important.
Have a good chat with an instructor and grab some slings, chains and shackles and go and practice looping some simple objects on the ground,also practice guessing the weights of objects, for instance, a ride on mower, a portable generator, or five railway sleepers tied together, you get my drift, its a very satisfying thing to do when you do it well. Out in the boondocks, when youre on your own it helps, youll be amazed how good you get at guessing weights, then checking them on the load indicator. Good luck