Crab,

The aerodynamics of the 44 helped the sling pilot to it's target being a VERY stable load. For the start it looked good, but the swinging of the load was induced by the pilot stirring the pot and not being in control of his load.
The oldest excuse in the book for this, is to blame it on the wind or downwash and I see it all the time with pilots not being current in longline work or with new pilots.
The ground crew could have helped out a bit with good hand signals though...

Your aerodynamic instability is true if we talk about light plane recovery, boats, parabolic antennas, survival shacks, drill floors, flat packed containers, packs of corrugated roofing sheets etc, not a 5-600 kg (lawn) dart

All external loads have it's own Vne which will ruin your day if you go past or at least scare you, and In your Lynx story the pilot of the Chinook flew past the Lynx's Vne as cargo :E

The video of the CH53 that dropps the CH47 that got out of control is a perfect example.

Well put Nubian:

I agree 100% :cool:;) This one was an auto to a field in the middle of the Trinity Alps in Northern California:

http://i76.photobucket.com/albums/j3...psugr9yjet.jpg

Nubian - you seem very quick to blame the pilot without being able to assess the conditions of the day.

A helicopter fuselage will tend to weathercock into wind - fine if you have decent airflow over the length of the fuselage but not at slower speeds. An aircraft with a bigger tail assembly (tail boom and fin) would be better but the Robbie has very little windage aft of the rotor mast.

Why else did they attach a drogue to the tail other than to try and keep it straight?

The RAF taught and required EOLs to the ground. On the Whirlwind 10, students had to complete a 45 minute solo EOLs sortie as part of the basic rotary course (prior to wings standard). It was discontinued after the introduction of the Gazelle. Once the speed select was brought back with the flight idle stop out, it was prohibited to attempt to bring the turbine engine back into play. So you were committed to land one way or another. Same with the Gazelle, once the throttle was back, you were committed to a landing.

Shy Torque,

:ok:

Same in the Army.

NEO

Why was that Shy? Went for a ride in a 341 when it was on demo in Oz in the early '70's and this feature always puzzled me. Didn't have the opportunity to quiz the demo pilot.

Megan, it wasn't impossible - I have done it once - but it was actively discouraged to prevent damage to the clutch ISTR. Once you pulled the throttle back to idle (lever in the roof) you weren't supposed to advance it again until you had completed the EOL.

Crab,

I take it from your other posts on here that you're not a production longline pilot, hence you don't see the situation as Gordy, myself and proficient pilots in our game.
The fact that the pilot is not able to get the load under control although using a horrible long time, only to put it down on the ground and be helped by the ground staff tell the tale.

But it amazes me that whenever things like this is being pointed out, there is a resistance to accept the facts and there is excuses left and right and finishing with the conclusion: job well done chap! windy conditions, gusts, downwash etc......

Then it is time to RTB for tea and medals......

Sorry to interrupt the EOL debate.

Happy holidays!

The pilot in the Huey is a very, very experienced operator with some thousands of hours sling work. Look a little more closely at the video before hoicking insults at him.

The crewie could have done a far, far better job than standing under the load and getting in the way. The load should have been rigged with three or four tag lines, and two or three helpers positioned and briefed to stabilise the R44 onto the trailer.

The trailer was parked crosswind, a wide shot seems to show room enough for it to have been parked into wind.

And watch the surrounding scrub being blown around by a fairly gusty wind, taking the load (already trying to weathercock) away from the inputs by the pilot.

We all have bad days but there were some holes in the planning which had a far greater input than the driver!

So, to conclude perhaps, a PPL pilot does a great job of an auto into bush land, narrowly avoiding the sea. He saves his family although he is just a PPL. But, the video proves how comical the professional pilot performs in lifting the survived machine. Nothing better than watching someone else not doing it your way. :)

Nubian, although I have done plenty of underslung load work from 8 to 80 ft strops but not production long line work.

However, a pink body on anything up to 245 ft of winch wire being delivered to the back of pitching and rolling fishing vessels or the tiniest of footholds on a dark and windy mountainside was my usual 'longline' load. All the same handling skills are required.

I think you are being too harsh from the comfort of your armchair on the pilot in question.

As Crab wrote, pilots were prohibited from attempting to re-engage the engine to avoid shock loading the transmission via the centrifugal clutch.

The pre lift planning and ground crew briefing/training seems to be the big problem.
Wind conditions must have been pretty bad looking at the height/position variations in the hover.

Not saying it was a pretty operation but I wouldn't automatically blame the pilot without justification.

Crab,

If I had the experience level as Squeaks say, and was performing as in the clip, I would not be insulted from the comments made here.
You compare is apples and oranges, but I'll refrain from starting a discussion on the differences. But I'm sure you're good at your ''thing''

Armchair?! he-he, have a look at the amount of post you have generated....

Squeaks,

No doubt you can have a bad day, and if the pilot is as experienced and proficient as you say, I am pretty sure he won't be insulted. The quality of the flying is not only down to the hours flown, although many believe so.

I'm sure you would have done a much better job than him Nubian:rolleyes:

:ok:I lifted an R44 out the Boreal Forest last year. Although in a slightly more bent shape. Both occupants unfortunately killed. They fly fine in the cruise, but once rotor wash hits them on short final....same deal, putting it on a low loader with a cross wind. She went on no probs, but quite a work out and that's with over 10G hrs doing precision/production stuff. Also had the pressure of the RCMP, OPP and TSB looking on.That was probably the tenth A/C longline recovery for me.Mind you hadn't long lined in a couple of months as been on forestry spray. I agree Crab et al...you might have a few tho hrs doing strops ,decks and wets etc....but single pilot longline bit like IFR, if you haven't done it in a month or so, first couple of turns take a bit to get into. No SAS,auto hover and crew looking out the door. Anyways back at her on Boxing Day, be safe boys/girls....Merry Xmas!

Was the machine completely undamaged?!