Powerline maintenance helicopters
Join Date: Feb 2006
Location: New Zealand
Age: 48
Posts: 15
Likes: 0
Received 0 Likes
on
0 Posts
The D and E model are the same pretty much except that I prefer the D model instrument panel. The company I work for use C20r2 engines in both types. We still have c20b's in three D's which are ok for certain platform jobs and patrolling. When it comes to washing though they struggle as we wash during summer. We have an F model that is being rebuilt which was purchased for stringing but I personally think that an AS350 would of been better purchase as they can pull more.
Join Date: Oct 2004
Location: Bristol
Age: 42
Posts: 33
Likes: 0
Received 0 Likes
on
0 Posts
only live line work in UK is grid on their 400kv lines, not sure how much they do (in their N's) We do everything from 11-132,000. Insulator spraying was an idea at one point, infact i think we had a demo but didn't catch on. Cleans muck off that degrades or shorts out lines - potentially.
Powerline Inspections
I'm looking around to see if anyone has any sort of online material (PDFs, word docs, websites etc) that provide information on conduct, procedures and advice in regards to powerline operations and inspections.
If you've got something or anything at all i'd be greatly appreciative.
Thanks very much!
If you've got something or anything at all i'd be greatly appreciative.
Thanks very much!
Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
Age: 72
Posts: 4,154
Likes: 0
Received 29 Likes
on
14 Posts
There's a short section in The Helicopter Pilot's Handbook. I have some ops manual-type stuff if you want to PM me.
Phil
Phil
Join Date: Jul 2000
Location: Toledo, OH
Posts: 409
Likes: 0
Received 0 Likes
on
0 Posts
I talked with a pilot who does fly a 500 for one of the US companies that does this work. As far as he was concerned, powerline patrol was more dangerous than what he does. This was confirmed at the Last Heliexpo where I talked with several management pilots and linemen for companies like Winco, Wilco Construction, Haverfield, Bonneville, etc. Everyone of these companies have a very strict SAFETY FIRST policy. Nothing happens very fast. The procedures are set in granite, not just stone. Things like the above course and other required training programs. Most of the powerline patrols are run done by contractors who were the lowest bidder, so they tend to push speed and get it done NOW. And you can see the results.
Of course none of this is as much fun or as interesting as running the powerline saw. Yee Haw!
As for wire pulling, forget the Squirrel. Go with a Lama and go big early.
Of course none of this is as much fun or as interesting as running the powerline saw. Yee Haw!
As for wire pulling, forget the Squirrel. Go with a Lama and go big early.
rick1128
There have not seen too many accidents while conducting power work that I have seen.
Not on the west coast...certainly California is dominated by PG & E, SDGE, WAPA, and LADWP. All who either have their own helicopters or contract with certain approved vendors.
On an interesting note, for the last 18 months, WAPA has been putting their power line work out to bid amongst the approved vendors only. (WAPA is Western Area Power Administration, which is sister company to Bonneville Power, both are divisions of the US Department of Energy).
There have not seen too many accidents while conducting power work that I have seen.
Most of the powerline patrols are run done by contractors who were the lowest bidder,
On an interesting note, for the last 18 months, WAPA has been putting their power line work out to bid amongst the approved vendors only. (WAPA is Western Area Power Administration, which is sister company to Bonneville Power, both are divisions of the US Department of Energy).
Join Date: Jun 2009
Location: West Coast
Posts: 19
Likes: 0
Received 0 Likes
on
0 Posts
Helicopter Static Grounding Device
Back in the 1990's I was working with Vancouver Helicopters that used the Bell 206 and 206L the fly the inspection / repair crews of the provincial power authority and drop them on & off the top of powerline towers. I designed and certified a static grounding device that has now been adopted as a requirement by the local power companies performing similar work.
What it did was it equalized the static differential between the top of the tower and the helicopter as it touched down on top of the tower frame, thus reducing the static shock hazard when the tower inspectors stepped out of the 206 and contacted the tower as they hooked up there safety belts to the tower.
There was always the worry that if a worker got a severe static shock it may incapacitate his ability to get his safety belt connected and he may fall while dis embarking the helicopter.
It is a rather simple device and can be locally manufactured. If your company is seriously considering landing on towers I would recommend it.
I am not interested in building more of them as there is no money in building and certifying anything these days unless your making a large quanity of them and charge large $$$$. I no longer have the time the build mods any more.
If your serious about it pm me. I will forward a sketch to any legitimate company, please though no wanna be's
What it did was it equalized the static differential between the top of the tower and the helicopter as it touched down on top of the tower frame, thus reducing the static shock hazard when the tower inspectors stepped out of the 206 and contacted the tower as they hooked up there safety belts to the tower.
There was always the worry that if a worker got a severe static shock it may incapacitate his ability to get his safety belt connected and he may fall while dis embarking the helicopter.
It is a rather simple device and can be locally manufactured. If your company is seriously considering landing on towers I would recommend it.
I am not interested in building more of them as there is no money in building and certifying anything these days unless your making a large quanity of them and charge large $$$$. I no longer have the time the build mods any more.
If your serious about it pm me. I will forward a sketch to any legitimate company, please though no wanna be's
Last edited by AW139 Engineer; 26th Jun 2010 at 04:51. Reason: spelling
Join Date: Jul 2000
Location: Toledo, OH
Posts: 409
Likes: 0
Received 0 Likes
on
0 Posts
Gordy
That used to be the case in much of the US. However east of the Rockies it seems that as these power companies merge, they are letting more of these patrol functions out for bid. And the bidding process is run by accountants. Hopefully that might change by as long as the accountants run things it will not.
I did backup pilot work for one power company, that is not just a small part of a larger power company. The patrol people were part of the corporate flight department. They had a flexible schedule that allowed them to vary the patrol schedule to account for weather and company needs. They were also allowed to explore areas near the lines to check on things like construction or other work they felt might endanger the lines.
That used to be the case in much of the US. However east of the Rockies it seems that as these power companies merge, they are letting more of these patrol functions out for bid. And the bidding process is run by accountants. Hopefully that might change by as long as the accountants run things it will not.
I did backup pilot work for one power company, that is not just a small part of a larger power company. The patrol people were part of the corporate flight department. They had a flexible schedule that allowed them to vary the patrol schedule to account for weather and company needs. They were also allowed to explore areas near the lines to check on things like construction or other work they felt might endanger the lines.
Join Date: Apr 2006
Location: USA (PA)
Age: 47
Posts: 300
Likes: 0
Received 0 Likes
on
0 Posts
Rick:
PSE&G in your neck of the woods operate their own MD500 (including the life line work). Not saying that that holds true for PP&L and others in the area though.
PSE&G in your neck of the woods operate their own MD500 (including the life line work). Not saying that that holds true for PP&L and others in the area though.
Join Date: Apr 2005
Location: East of the sun, west of the moon, straight on till morning
Posts: 73
Likes: 0
Received 0 Likes
on
0 Posts
500 Fan,
The D model is preferred due to lower weight, smaller instrument panel (better visibility.)
The 530FF generally is too expensive for the advantage it offers. A 500D with an R engine would be a much better alternative.
Companies such as Haverfield, Air 2, etc. generally make due with what they have. Fleets are a mix of D's and E's usually due to what is available for the right price when a company is in the market to expand the fleet.
MD was talking a few years ago about building a G model. Essentially an E model express built for the utility market. Don't know what happened to that idea. What they need is a light D model with a cut down instrument panel like the old 269A IMHO. Maybe with a nice digital engine display package. Then again maybe not as that might cut down on the pilot's "finessing" the most out of the old girl.
I don't know, Tilton doesn't seem to recognize the unique mission role of the 500 and the fact that there really isn't anything out there that can replace it in many applications (powerline maintenance being one.) Then again, she also seemed oblivious to the fact that military folks, hard partying aside are quite conservative by nature and might be put off by someone who brags openly about using sexuality to get what she wants in the business world 
Not to say i don't like her. She seems quite bright but oblivious to the potential captive market right in front of her. 
[Steps off soapbox
]
The D model is preferred due to lower weight, smaller instrument panel (better visibility.)
The 530FF generally is too expensive for the advantage it offers. A 500D with an R engine would be a much better alternative.
Companies such as Haverfield, Air 2, etc. generally make due with what they have. Fleets are a mix of D's and E's usually due to what is available for the right price when a company is in the market to expand the fleet.
MD was talking a few years ago about building a G model. Essentially an E model express built for the utility market. Don't know what happened to that idea. What they need is a light D model with a cut down instrument panel like the old 269A IMHO. Maybe with a nice digital engine display package. Then again maybe not as that might cut down on the pilot's "finessing" the most out of the old girl.
I don't know, Tilton doesn't seem to recognize the unique mission role of the 500 and the fact that there really isn't anything out there that can replace it in many applications (powerline maintenance being one.) Then again, she also seemed oblivious to the fact that military folks, hard partying aside are quite conservative by nature and might be put off by someone who brags openly about using sexuality to get what she wants in the business world Not to say i don't like her. She seems quite bright but oblivious to the potential captive market right in front of her. [Steps off soapbox
]
Join Date: Jul 2000
Location: Toledo, OH
Posts: 409
Likes: 0
Received 0 Likes
on
0 Posts
Many of these powerline companies do modify their helicopters for this mission. Of the few I have looked at the companies rotate the torque gauge 90 degrees for easier viewing. Also they usually put a set of warning lights, that are bootstrapped from the annunciator panel, either where the front left door frame meets the floor, just inside the door frame on the floor or just outside the door. Allowing the pilot to really concentrate on the job at hand. Too bad they are not offered by MD as options.
Join Date: Nov 2006
Location: St. Pete Beach Florida
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
line doggie...
I ran across this old thread doing some research, thought I'd toss a few nuggets out there. I just did a short tour doing this nutty job with AIR2 and we used an extremely, sparsely (dangerously so) equipped 80's model MD 500. NO gyro, a 13 yr old mickey mouse gps, an ancient radio, no AI, and just a wobbly standby compass to navigate with . It was a trip flying this stripped old 500 after just having done a combat tour in HH-60L model Blackhawks! I'm headed back to DurkaDurkastan soon IP'ING Mi-17's , but will prolly. ome back to doing aerial line maintenance work (although with a safer/better outfit) as it pays WAY better than EMS work . MD's are simply the preferred bird for this kind of work, stable and safer in a crash scenario. All the way !
Join Date: Nov 2011
Location: North Yorkshire
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
In the UK the Grid network is done using twins. I believe company owned AS 355 N & NP as seen at Sherburn.
As for Live line work they have adopted the french method (except the Chinooks) as per video link ;-)
As for Live line work they have adopted the french method (except the Chinooks) as per video link ;-)
Join Date: Dec 2011
Location: Oregon, US
Posts: 155
Likes: 0
Received 0 Likes
on
0 Posts
what a bunch of bullocks.
Twins for power line work?!?! First of all, with either squirrel its not likely you have cat A performance at the weights and altitudes you will be working, so essentially, your "Twin" is doubling your chance for engine failure, adding a whole mess of systems combining gearboxes etc which can fail. If you can’t HOGE on one engine a twin is in many ways less safe than a single engine helicopter.
Firstly you are focusing on the wrong problem...
In the past 12 years 2000-Present in the US there have been 13 accidents and 4 fatalities doing this type of work (aerial power line work excluding patrol). I don’t have hours statistics but there are at least 26 MD500/530s doing this work full time in the US alone and several more operators that dabble.
Of the 13 accidents 3 were mechanical failures, one was a tail rotor gearbox the other two are suspected engine failures. None of the the 3 produced any serious injuries. Of the fatals, one was a fall, one was a rookie who was doing just about everything wrong, one was a 206 belly hook stringing. What were the others? Mostly blade strikes and procedural errors.
Given that your "Twin" has 3 meters more rotor blade than a 500 you've really upped that chance of that happening. You've also introduced the possibility of a FADEC or hydraulic failure where none existed before. You have gone to an aircraft with less crash survivability that seems to always burn on impact. You have dramatically decreased your downward and side visibility and now you are going to ask a pilot to string using the belly hook which is far more dangerous. And contrary to what a previous poster said, the AS350 cannot pull harder, not with the belly hook. Maybe form the side, not sure, as that’s not legal in the US.
The 500 is the bird of choice for this work for a reason. It’s the safest aircraft for the job.
The tail rotor is never a foot from the line; it is 5-10 feet from the line. If the helicopter is parallel to the line while the lineman is working off the skid the tail is 5 feet from the line. if it is crabbed even 10-15 degrees its about 8-10 feet. That is either an optical illusion or a really really really bad pilot.
Every decent operator in the world who does this work does risk assessments.
As Rick said. A lot of patrol contracts go to the lowest bidder, which is a shame. Like someone said "statistically" patrol appears more dangerous, since there have been 10 accidents and 14 fatalities in the past 10 years in the US alone. This is however, mostly due to the fact that there are non-power line savvy crews doing this work.
Firstly you are focusing on the wrong problem...
In the past 12 years 2000-Present in the US there have been 13 accidents and 4 fatalities doing this type of work (aerial power line work excluding patrol). I don’t have hours statistics but there are at least 26 MD500/530s doing this work full time in the US alone and several more operators that dabble.
Of the 13 accidents 3 were mechanical failures, one was a tail rotor gearbox the other two are suspected engine failures. None of the the 3 produced any serious injuries. Of the fatals, one was a fall, one was a rookie who was doing just about everything wrong, one was a 206 belly hook stringing. What were the others? Mostly blade strikes and procedural errors.
Given that your "Twin" has 3 meters more rotor blade than a 500 you've really upped that chance of that happening. You've also introduced the possibility of a FADEC or hydraulic failure where none existed before. You have gone to an aircraft with less crash survivability that seems to always burn on impact. You have dramatically decreased your downward and side visibility and now you are going to ask a pilot to string using the belly hook which is far more dangerous. And contrary to what a previous poster said, the AS350 cannot pull harder, not with the belly hook. Maybe form the side, not sure, as that’s not legal in the US.
The 500 is the bird of choice for this work for a reason. It’s the safest aircraft for the job.
The tail rotor is never a foot from the line; it is 5-10 feet from the line. If the helicopter is parallel to the line while the lineman is working off the skid the tail is 5 feet from the line. if it is crabbed even 10-15 degrees its about 8-10 feet. That is either an optical illusion or a really really really bad pilot.
Every decent operator in the world who does this work does risk assessments.
As Rick said. A lot of patrol contracts go to the lowest bidder, which is a shame. Like someone said "statistically" patrol appears more dangerous, since there have been 10 accidents and 14 fatalities in the past 10 years in the US alone. This is however, mostly due to the fact that there are non-power line savvy crews doing this work.
Couple of years ago UK National Grid asked me to look at live line and patrol stuff with 500's. basically was told by their flight department the 500 was crap. 355N was better and safer hanging a basket with 2 guys 100 to 150 ft under the helicopter ! Now forgive me here as I have never done live wire work ( would have had to buy in expertise ) but certainly have done long line work, how is it safer using a 355 with no floor window hanging a basket 150 ft below? Personally I think that would blow a risk assessment out the window !!! I have heard that there were not many volunteers for the basket and the 355 could only carry 20 mins of fuel to stay cat a - what a waste of money, mind you if you see what happens at Nat Grid it is par for the course
