Appendix A A-8 refueling equipment away from the rotorcraft prior to rotorcraft movement. Always ensure that proper fire extinguishing equipment is readily available when refueling.
(4) Prohibit smoking in and around the rotorcraft during all refueling operations.
c. Rigger Training. External -load rigger training is possibly one of the most difficult and continually changing aspects of the helicopter external-load operation. A poorly rigged cargo net, light standard, or load pallet could result in a serious accident. It is imperative that all riggers be thoroughly trained to meet the needs of each external-load operation. Since rigging requirements may vary several times in a single day, proper training is of the utmost importance to safe operations.
d. Pilot at the Flight Controls.
(1) Many helicopter operators have been lured into a “quick turnaround” ground operation to avoid delays and to minimize stop/start cycles of the engine. As part of this quick turnaround, the pilot will leave the cockpit with the engine and rotors turning. Such an operation can be extremely hazardous if a gust of wind disturbs the rotor disc, or if a flight control moves, causing the rotor system to generate lift. Either occurrence may cause the helicopter to roll or pitch, resulting in a rotor blade striking the tail boom or the ground. Safe operating procedures include pilots remaining at the flight controls whenever the engine is running and rotors are turning.
(2) An appropriately certificated and rated pilot should be at the flight controls during the entire hot fueling/loading process with controls appropriately adjusted to prevent aircraft movement. The pilot should unbuckle all restraints and be prepared to immediately shut down the engine and egress the aircraft, if necessary. The pilot should not conduct any extraneous duties during hot fueling/loading. Other personnel should not be on board the aircraft during hot fueling/loading.
(3) Hot fueling/loading can be extremely hazardous and is not recommended except when absolutely necessary due to the nature of the operation. Operators who conduct hot fueling/loading should develop standard operating procedures (SOP) for flightcrew and ground crew personnel.
e. External-Load Signalmen Should Know the Following:
(1) The lifting capability of the helicopters involved. This knowledge is essential because some operators have models of helicopters that have almost identical physical characteristics, but different lifting capabilities.
(2) The pilots. The safest plan involves standardized procedures for pickup and release of external loads. Without standardization, the hookup person is required to learn the technique used by each pilot (§ 133.47(c)(3)). The hookup person should insist on standardization of pilot techniques for any sort of emergency that may occur while personnel are beneath the helicopter.
(3) The cargo. Many items carried externally are very fragile. The hookup person must be familiar with potentially hazardous materials (hazmat) and aware of the nature of the potential
Appendix A A-9 hazard. Explosives, radioactive materials, and toxic chemicals are examples of possible hazmat.
(Title 49 of the Code of Federal Regulations (49 CFR) part 172, §§ 172.101 and 172.102 contain the hazmat commodity lists.) Carriage of hazmat in part 133 operations requires FAA authorization. In addition to knowing the nature of the cargo, hookup personnel should receive training to handle and be familiar with the types of protective gear, clothing, and actions that are necessary for safe operation.
(4) The appropriate hand signals. When direct radio communications between ground and flight personnel are required, clarify the specific meaning of all necessary hand signals before the operations commence.
(5) Emergency procedures. Ground and flight personnel should fully agree to and understand all necessary actions to take by all concerned in the event of emergency. This prior planning is essential in avoiding injuries when emergencies occur.
(6) All aspects of the external-load operation being conducted. The pilot conducting the external-load operation will complete a detailed briefing for all personnel, no matter how remotely involved in the operation, prior to starting the operation.
3. Safety Around Helicopters. Instruct all persons who board a helicopter while its rotors are turning in the safest means of doing so. If at the controls, the pilot may not be able to conduct a boarding briefing. Therefore, the individual who arranged for carriage of the personnel or the individual assigned as a ramp attendant should accomplish this. The exact procedures may vary slightly from one model helicopter to another, but in general, the following should suffice.
a. Boarding:
(1) Stay away from the rear of the helicopter.
(2) Crouch low before walking under the main rotor.
(3) Approach from the side or front but never out of the pilot’s line of vision, and only when the pilot or ground personnel in contact with the pilot indicate clearance.
(4) Hold firmly to hats and loose articles.
(5) Never reach up for or run after a blown-away hat or other object.
(6) Protect your eyes by shielding them with your hand or by squinting.
(7) If suddenly blinded by dust or a blowing object, stop, crouch lower or sit down, and await help.
(8) Never grope or feel your way toward or away from a helicopter.
Appendix A A-10
b. Briefing. The pilot or his or her designee must make the pretakeoff briefing (§ 133.47(c)(3)). The type of operation will determine what sort of briefing is given, but the briefing should always include:
(1) The use and operation of seatbelts for takeoff, en route, and landing. Place emphasis on how to release the specific kind of seatbelt installed in the particular rotorcraft. Helicopters do not always use automotive type releases; for instance, some belts use buckles that rotate to open.
(2) The location and use of flotation gear and other survival equipment that might be onboard, and how and when to “abandon ship” if a ditching is necessary.
(3) For flights over rough or isolated terrain, tell all occupants where maps and survival gear are located.
(4) Instruct each person on board in what actions and precautions to take during an emergency, and how and when to exit after landing in the event of an emergency. Ensure that passengers are aware of the location of fire extinguishers, pyrotechnic signaling devices, life preservers, and other survival equipment. Explain the location and methods of opening normal and emergency exits. The FAA encourages use of a diagram or pictorial display on a passenger briefing card.
(5) Prohibit smoking within 50 feet of a rotorcraft.
(6) The conditions of the landing determine what persons should hear in a departing briefing. For example, if on a hill, depart downhill. If this involves walking around the helicopter to avoid the area of lowest rotor clearance, always go around the front, never the rear. The operator may adapt the diagrams included in AC 91-32, Safety In and Around Helicopters, to include in a briefing card.
Appendix B PPENDIX B. HAND SIGNALS Move to Left: Right arm extended horizontally sideways in direction of movement and other arm swung in front of body in same direction, in a repeating movement.
Day Night Stop: Arms held crossed overhead.
Day Night B-1
Appendix B Release External Load: Left arm extended forward horizontally, fist clenched, right hand making horizontal slicing movement below the left fist, palm downward.
Day Night Takeoff: The right hand is moved in a circular motion overhead, ending in a throwing motion in the direction of takeoff. Also means load clear, hookup good.
Day Night B-2
Appendix B Hover: Arms extended horizontally sideways, palms downward.
Day Night Move Forward: moved upward-backward from shoulder height. Arms a little aside, palms facing backward and repeatedly Day Night B-3
Appendix B Affirmative Signal: Hand raised, thumb up.
Day Night Negative Signal: Hand raised, thumb down.
Day Night B-4
Appendix B Land: Arms crossed and extended downward in front of the body.
Day Night Cut Engine(s): Either arm and hand level with shoulder, hand moving across throat.
Day Night B-5
Appendix B Move Hook Down or Up: Right fist held above head: left arm extended horizontally, palm faced outward, then swept down or up to indicate direction of hook movement.
Day Night Hookup: Hands raised alternately above the head in a "rope climbing" motion to take up slack.
Day Night B-6
Appendix B Move Downward: Arms extended horizontally sideways, beckoning downward, with palms turned down.
Day Night Move Upward: Ars extended horizontally sideways, beckoning upward, with palms up.
Day Night B-7
Appendix B Move Rearward: Arms by sides, palms facing forward, arms swept forward and upward repeatedly to shoulder height.
Day Night Move to Right: Left arm extended horizontally sideways in direction of movement and other arm swung overhead in same direction, in a Day repeating movement.
Night B-8
Appendix C C-1 APPENDIX C. POSSIBILITY OF D-RING REVERSAL OR DYNAMIC ROLLOUT
DURING WINCHING OR LONG LINE OPERATIONS C.1 Background.
1. Unintended disconnection between the helicopter winch hook and the primary engaging ring on the occupant’s rescue harness typically occurs during a pause in the winching sequence, when the ring in the rescue strop and the hook are temporarily relieved of the load. With no weight on the hook and ring, under the dynamic conditions of this type of operation, it becomes easy for the ring to travel up and flip over the tip of the hook and to rest on the spring-loaded keeper. The ring is now only supported by the spring-loaded keeper (see Figure C-1, Example of D-Ring Reversal).
Figure C-1. Example of D-Ring Reversal
2. W hen the winching sequence commences, the load is reapplied, and the ring opens the spring-loaded safety catch and slips off the hook and the occupant or load falls to the ground.
3. HEC rescue winch hooks with exposed hook tips, such as the MS 18027-2A, do not prevent D-ring reversal or deflect the primary engaging ring safely back into the throat of the hook (see Figure C-2, MS 18027-2A Hook).
4. HEC rescue winch hooks with manually locking keepers or guards have a hand-operated mechanical latch or keeper lock, in addition to spring pressure used to initially close the keeper. Such designs are intended to prevent partial hook