Help - Dangerous Goods!!!
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Help - Dangerous Goods!!!
Hey guys and gals. Greetings and please may I request some assistance. I know there are always cleverer people than me around!!!
What are the Dangerous Goods requirements for carrying EMPTY - LPG canisters/cylinders on board a helicopter. A Reference to a DG Manual would be fantastic.
Many thanks.
What are the Dangerous Goods requirements for carrying EMPTY - LPG canisters/cylinders on board a helicopter. A Reference to a DG Manual would be fantastic.
Many thanks.
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Any container that has held Dangerous Goods is still classified as Dangerous unless it has been properly purged and cleaned.
CAP668 & CAP675 as Bertie suggests might help, as might this raft of stuff also from the CAA.
In theory you should have a Dangerous Goods Note for the items too.
If you can carry them underslung in a net, I don't think you'll need to comply with Carriage of Dangerous Goods by Air Regs. Just attach a 10ft medium weight chain to the load inside the net so that static will discharge on touch-down away from the potentially explosive contents.
CAP668 & CAP675 as Bertie suggests might help, as might this raft of stuff also from the CAA.
In theory you should have a Dangerous Goods Note for the items too.
If you can carry them underslung in a net, I don't think you'll need to comply with Carriage of Dangerous Goods by Air Regs. Just attach a 10ft medium weight chain to the load inside the net so that static will discharge on touch-down away from the potentially explosive contents.
As said, empty LPG cylinder exactly the same as full one. You'd need a DG approval and i'm not sure that normal LPG cylinders are approved for carriage by air.
As for slinging them - Pretty sure the DG regs apply to slung loads as well (albeit perhaps with some easements)
OH
As for slinging them - Pretty sure the DG regs apply to slung loads as well (albeit perhaps with some easements)
OH
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As for slinging them - Pretty sure the DG regs apply to slung loads as well (albeit perhaps with some easements)
"The rules applying to internal DAC loads do not necessarily apply to those carried externally. USLs pose less of a hazard to the helicopter and crew because the loads are further removed from them. Furthermore, USLs can be jettisoned immediately if required. In any event, the helicopter captain must be advised of any DAC aspects relating to the load that he is tasked to undersling."
Whether this applies outside CAAland, and quite what "....do not necessarily apply ..." means, I don't know.
Last edited by TRC; 7th Dec 2010 at 18:46.
ICAO Annex 18 woud be a place to start.
Give yourself about 2 days to read it and another month to get your head around it.
Also sometimes the IATA DG Rules are of assistance. Difference between the two being ICAO covers the carriage and IATA the shipping. Then throw in the extra's of your local NAA.
I remember slinging charges in Myanmar on a seismic job.
We were using B206L3's and the ICAO DG instructions came up with a limit which was about half the available payload of the aircraft and we were slinging the stuff on a long line. The amount on the sling would have vaporised the aircraft as it was so it would have made no difference to load the aircraft up!
Give yourself about 2 days to read it and another month to get your head around it.
Also sometimes the IATA DG Rules are of assistance. Difference between the two being ICAO covers the carriage and IATA the shipping. Then throw in the extra's of your local NAA.
I remember slinging charges in Myanmar on a seismic job.
We were using B206L3's and the ICAO DG instructions came up with a limit which was about half the available payload of the aircraft and we were slinging the stuff on a long line. The amount on the sling would have vaporised the aircraft as it was so it would have made no difference to load the aircraft up!
