FIGURE AC 29.865-1 (continued) SUMMARY OF PART 133 ROTORCRAFT LOAD COMBINATIONS CERTIFIABLE UNDER § 29.865
CLASS B Basic Definition and Intended Use Single Point Suspension External Load Airborne Is defined by § 1.1 as a load combination in which the external load is jettisonable and is lifted free of land or water during the rotorcraft operation. The payload is typically suspended from a hook or a similar device. The hook may be attached to the rotorcraft structure or it may be attached to a movable hoist cable and the hoist itself attached to the rotorcraft. Typical use is to lift a cargo load until it is completely airborne and fly it from point A to point B. The load on the hoist may be stowed in the fuselage (in some cases) while being transported.
Typical Load Limits Certification limit load is NZW X Maximum Substantiable External load. N ZW is 2.5 per § 29.865 (See Procedure, paragraph (2)). Load may be limited by hoist allowables (reference paragraph (3)).
Quick Release Requirements § 29.865(b)(1) requires that a primary quick release system control device be installed on a primary control. Also, a manual quick release system backup actuation device must be available and readily accessible.
Certification Requirements -- Considerations
- For cargo only.
- Flight Manual Restrictions - § 133.47 requires a rotorcraft load combination flight manual supplement. Any flight envelope restrictions from § 29.865 should be a part of this supplement.
- Load limit placards are required by § 29.865(c).
- Flight envelope restriction placards may also be required.
- Certifiable external cargo load capacity may be further limited by §§ 133.41 and 133.43
- Quick release devices must be approved and be operable on a nonhazard basis by the pilot per § 29.865(b).
- Manual backup must be reliable but need not be overly sophisticated (cable cutters, axes, etc., used by crew members)
- Effect of maximum suspended load and its attachment to rotorcraft structure on load paths, loads and fatigue of existing structure should be determined.
- TIA testing may be necessary to determine whether or not the system performs as intended and if placards and flight manual supplements are adequate.
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FIGURE AC 29.865-1 (continued) SUMMARY OF PART 133 ROTORCRAFT LOAD COMBINATIONS CERTIFIABLE UNDER § 29.865
CLASS C Basic Definition and Intended Use Single Point Suspension External Load Partially Airborne Is defined by § 1.1 as a load combination in which the external load is jettisonable and remains in contact with land or water during the rotorcraft operation. The payload is typically partially suspended by a net or cables from a cargo hook or a similar device. The cargo hook may be attached to the rotorcraft structure or may be attached to a movable hoist cable and the hoist itself attached to the rotorcraft. Ty pically used for stringing wire or laying cable where the payload is only partially suspended from the ground. (Note: Many applications combine both Category B and C operations because of obvious utility involved.)
Typical Load Limits Certification limit load is NZW X Maximum Substantiable External load. N ZW is 2.5 per § 29.865 (See Procedure, paragraph (2)). Load may be limited by hoist allowables (reference paragraph (3)).
Quick Release Requirements § 29.865(b)(1) requires that a primary quick release system control device be installed on a primary control. Also, a manual quick release system backup actuation device must be available and readily accessible.
Certification Requirements -- Considerations
- For cargo only.
- Flight Manual Restrictions - § 133.47 requires a rotorcraft load combination flight manual supplement. Any flight envelope restrictions from § 29.865 should be a part of this supplement.
- Load limit placards are required by § 29.865(c).
- Flight envelope restriction placards may also be required.
- Certifiable external cargo load capacity may be further limited by §§ 133.41 and 133.43
- Quick release devices must be approved and be operable on a nonhazard basis by the pilot per § 29.865(b).
- Manual backup must be reliable but need not be overly sophisticated (cable cutters, axes, etc., used by a crewmember)
- Effect of maximum suspended load and its attachment to rotorcraft structure on load paths, loads and fatigue of existing structure should be determined.
- TIA testing may be necessary to determine whether or not the system performs as intended and if placards and flight manual supplements are adequate.
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FIGURE AC 29.865-1 (continued) SUMMARY OF PART 133 ROTORCRAFT LOAD COMBINATIONS CERTIFIABLE UNDER § 29.865
CLASS D Basic Definition and Intended Use Single Point Suspension External Airborne Personnel Load Is defined by § 1.1, as a load combination in which the external load is other than Class A, B, or C and has been specifically approved by the Administrator for that operation. This load combination includes human cargo. For human cargo operations, the payload which typically consists of personnel and their containment device is suspended from a hook or a similar device during all or part of a flight. The hook may be rigidly attached to the rotorcraft or may be attached to a movable hoist cable and the hoist itself rigidly attached to the rotorcraft. Typical use is for transfer of personnel to a ship. Carrying devices may transport one or more persons. Typical carrying devices are vest and straps, baskets, life preservers with straps and attachment devices, cages, or a suspended container.
Typical Load Limits Certification limit load is NZW X Maximum Substantiable External load. NZW varies from
2.5 at max gross weight to 3.5 at minimum gross weight. (See Procedures (2)). Load is usually limited by hoist allowable or by personnel carrying device allowable (See Procedure (2), (3), and (10)).
Quick Release Requirements Section § 29.865(b) does not currently contain quick release requirements for Class D rotorcraft - load combinations, but § 133.45(e)(4) requires that a primary emergency release system control device (requiring two distinct actions) be installed on a primary control or be installed near a designated crew member’s station. Also, a manual quick-release system backup actuation device must be available and readily accessible.
Certification Requirements -- Considerations
- For loads other than Class A, B, or C loads. Is used for external personnel loads.
- § 29.865 has not been revised to reflect this category’s requirements (it is currently covered by § 133.45(e)(4) only).
- Unless a public-use rotorcraft is being certified, only transport Category A rotorcraft are eligible to use this load category.
- Transport Category A rotorcraft must be certified for an OEI weight and altitude envelope which becomes the maximum envelope that can be used for Class D operations. This is currently required for a Class D rating by § 133.45(e)(1).
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AC 29-2C, Chg 7 2/4/2016 FIGURE AC 29.865-1 (continued) CLASS D (continued)
- Personnel lifting devices must be approved separately or as part of the certification project.
- Devices must carry personnel internally or secure them safely in a harness or equivalent device.
- Flight Manual Restrictions - § 133.47 requires a rotorcraft load combination flight manual supplement. Any flight envelope restrictions from § 29.865 should be a part of this supplement.
- Load limit placards are required by § 29.865(c).
- Flight envelope restriction placards may also be required.
- Certifiable external load capacity is further limited by §§ 133.41, 133.43 and 133.45(e)(3), the load limit of the personnel carrying device.
- Quick release devices must be approved and be operable on a nonhazard basis by the pilot or a designated crewmember per §§ 133.44(c)(6) and 29.865(b).
- The lifting device must have an emergency release requiring two distinct actions § 133.45(e)(4).
- Manual backup must be accessible and reliable.
- Rotorcraft must be equipped to allow direct intercom among all crewmembers per § 133.45(e)(2). This may affect § 29.865 indirectly if human error or placarding could cause inadvertent load release or retention.
- Effect of maximum suspended load and its attachment to rotorcraft structure on load paths, loads and fatigue of existing structure should be determined.
- TIA testing may be necessary to determine whether or not the system performs as intended and if placards and flight manual supplements are adequate.
AC 29.865B. § 29.865 (Amendment 29-43) EXTERNAL LOADS.
a. Background. The standards for external load attaching means for transport and normal category rotorcraft were originally contained in Subpart D--Airworthiness Requirements of 14 CFR part 133, “Rotorcraft External-Load Operations."
Amendment 29-12, issued in 1977, added a new § 29.865, which moved these airworthiness standards from part 133 to part 29. An identical transfer occurred in 1977 for part 27. Amendment 29-26, issued in 1990, clarified the intent of Amendment 29-12 but did not change it substantively. Transport categories A and B and normal category rotorcraft were initially used under part 133 operations, and after Amendment 133-6, restricted category rotorcraft were also included under part 133 operations. The carriage of persons external to the rotorcraft for hire first came about when a part 29 operator, exempt from part 133, transferred harbor pilots to and from ships by a hoist and sling.
The exemption was granted to study the feasibility of passenger transfer outside of the cabin. Grant of the exemption was based, in part, on similar, prior operations that had Page D - 140
been conducted in Europe and Africa, for hire, with helicopters approved by the appropriate authorities and, in part, on similar military and public helicopter operations, not for hire, in the U.S. Subsequently, Amendment 29-43, adopted in October of 1999, established requirements for human external cargo (HEC). This amendment also removed references to rotorcraft load combinations (RLCs), as RLC approval is granted through the part 133 operational authority. Amendment 133-9 provided for the limitations and conditions for transport of external loads other than class A, B, or C and the necessary, associated safety requirements. Part 29 has recently been changed to reflect RLC class D requirements by requiring one-engine inoperative (OEI) hover performance and procedures to be included in the rotorcraft flight manual (RFM) or rotorcraft flight manual supplement (RFMS) for those operations that require such information. In addition, the scope and thus the title of the standard have changed from "External load attaching means" to "External loads" to reflect the more comprehensive approach for external loads required to assure the proper level-of safety.
b. Explanation.
(1) This advisory material contains guidance for the certification of helicopter external load attaching means and load carrying systems to be used in conjunction with operating rules such as part 133, "Rotorcraft External Load Operations." Subpart D of part 133 contains supplemental airworthiness requirements. 14 CFR part 1 defines the four RLC classes that are operationally approved under part 133 operating rules and eligible for airworthiness certification under § 29.865. Also, section 29.25 on this AC addresses, in part, jettisonable external cargo. Part 133 does not define nor permit fastrope operations (an operation in which a person is not attached to an external means by a PCDS). Therefore, the FAA cannot certify installations for the purpose of fast-roping.
(2) Section 29.865 provides a minimum level of safety for transport category rotorcraft designs to be used with operating rules such as part 133. Certain aspects of operations such as microwave tower and high-line wirework may also be regulated separately by other Federal agencies such as DOE, EPA, and OSHA or by other international entities. For applications that could come under multiple agency regulation (or regulation by other entities), special certification emphasis will be required by both the applicant and the approving authority to assure all relevant safety requirements are identified and met. Potential additional requirements are noted herein.
(3) Except for § 29.865(c)(6), the airworthiness standard for external loads (§ 29.865) does not discern the difference between a crewmember and a compensating passenger when either are carried external to the rotorcraft. Both are considered HEC.
c. Definitions.
(1) Backup Quick-Release Subsystem (BQRS). The secondary or "second choice" subsystem used to perform a normal or emergency jettison of external cargo.
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(2) Cargo. The part of any RLC that is removable, changeable, and is attached to the rotorcraft by an approved means. For certification purposes, ”cargo” applies to HEC and NHEC.
(3) Cargo hook. A hook that can be rated for both HEC and NHEC. It is typically used by being fixed directly to a designated hardpoint on the rotorcraft.
(4) Dual actuation device (DAD). This is a sequential control that requires two distinct actions in series for actuation. One example is removal of a lock pin followed by a "then free" switch or lever activation for load release to occur.
(5) Emergency jettison (or complete load release). The intentional, instantaneous release of NHEC or HEC in a preset sequence by the quick release system (QRS) that is normally performed to achieve safer aircraft operation in an emergency.
(6) External fixture. A structure external to and in addition to the basic airframe that does not have true jettison capability and has no significant payload capability in addition to its own weight. An example is an agricultural spray- boom. These configurations are not "External Loads" approvable under § 29.865.
(7) External Load System. The entire installation related to the carriage of external loads to include not only the hoist or hook, but also the structural provisions and release systems. The PCDS is considered part of the external load system only when the system is approved for HEC.
(8) Hoist. A hoist is a device that exerts a vertical pull, usually through a cable and drum system (i.e., a pull that does not typically exceed a 30-degree cone measured around the z-rotorcraft axis).
(9) Hoist demonstration cycle (or "one cycle"). The complete extension and retraction of at least 95 percent of the actual cable length, or 100 percent of the cable length capable of being used in service (i.e., that would activate any extension or retraction limiting devices), whichever is greater.
(10) Hoist load-speed combinations. Some hoists are designed so that the extension and retraction speed slows as the load increases or nears the end of a cable extension. Other hoist designs maintain a constant speed as the load is varied. In the latter design, the load-speed combination simply means the variation in load at the constant design speed of the hoist.
(11) Human external cargo (HEC). A person(s) that at some point in the operation is carried external to the rotorcraft.
(12) Nonhuman external cargo (NHEC). Any external cargo operation that at no time involves a person(s) carried external to the rotorcraft.
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(13) Normal jettison (or selective load release). The intentional release, normally at optimum jettison conditions, of an NHEC.
(14) Personnel carrying device system (PCDS). A device or system that has the structural capability and features needed to safely transport occupants external to the rotorcraft during HEC operations. A PCDS includes, but is not limited to, life safety harnesses, and rigid baskets or cages either attached to a hoist or cargo hook or mounted to the rotorcraft airframe (see TSO C167).
(15) Primary Quick-Release Subsystem (PQRS). The primary or "first choice" subsystem used to perform a normal or emergency jettison of external cargo.
(16) Quick-release system (QRS). The entire release system for jettisonable external cargo, (i.e., the sum total of both the primary and backup quick-release subsystems). The QRS consists of all components including the controls, the release devices, and everything in between.
(17) Rescue hook (or hook). A hook that can be rated for both HEC and NHEC.
It is typically used in conjunction with a hoist or equivalent system.
(18) Rotorcraft-load combination (RLC). The combination of a rotorcraft and an external-load, including the external-load attaching means. The requirements for t he different classes of RLC are contained in § 133.41. RLC classes are outside the scope of FAA design approval (i.e., § 29.865) as well as the associated rotorcraft flight manual or rotorcraft flight manual supplement (i.e., § 29.1581). RLC classes are only designated within an operational approval (i.e., § 133.17) and the rotorcraft-load combination flight manual (i.e., § 133.47).
(19) Spider. A spider is a system of attaching a lowering cable or rope or a harness to a NHEC (or HEC) RLC to eliminate unwanted flight dynamics during operations. A spider usually has four or more legs (or load paths) that connect to various points of a PCDS to equalize loading and prevent spinning, twisting, or other undesirable flight dynamics.
(20) True jettison capability. The ability to safely release an external load using an approved QRS in 30 seconds or less.
Note: In all cases, a PQRS should release the external load in less than 5 seconds.
Many PQRSs will release the external load in milliseconds, once the activation device is triggered. However, a manual BQRS such as a set of cable cutters could take as much as 30 seconds to release the external load. The 30 seconds would be measured starting from the time the release command is given and ending when the external load is cut loose.
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(21) True payload capability. The ability of an external device or tank to carry a significant payload in addition to its own weight. If little or no payload can be carried, the external device or tank is an external fixture (see definition).
(22) Type inspection authorization (TIA). This is FAA Form 8110- 1, used for authorizing official ground inspections and flight tests necessary to fulfill the requirements for type certification or supplemental type certification. Order 8110.4 contains the criteria for TIA issuance.
(23) Winch. A device that can employ a cable and drum or other means to exert a horizontal (i.e., x-rotorcraft axis) pull. However, in designs utilizing a winch to perform a hoist function by use of a 90-degree cable direction change device (such as a pulley or pulley system), the winch system is considered a hoist and must comply with the hoist requirements.
d. Procedures. The following certification procedures are provided in the most general form. Where there are significant differences between the cargo types, the differences are highlighted.
(1) General Compliance Procedures for § 29.865. The applicant should clearly identify both the applicable cargo types (NHEC or HEC) and the jettison capability (jettisonable or non-jettisonable) for which application is being made. The structural loads and operating envelopes for each applicable cargo type should be determined and used to formulate the flight manual supplement and basic loads report. The applicant should show by analysis, test, or both, that the rotorcraft structure, the external load attachment means, and the PCDS, if applicable, meet the specific requirements of § 29.865 and the other relevant requirements of part 29 for the proposed operating envelope.
Note: The approved maximum internal gross weight should never be exceeded for any approved HEC configuration (or simultaneous NHEC and HEC configuration).
(2) Reliability of the external load system, including QRS.
(i) The hoist, QRS, and rescue hook system should be reliable for all phases of flight and the applicable configurations for those phases (i.e., operating, stowed, or unstowed), for which approval is sought. The hoist should be disabled (or an overriding, fail-safe mechanical safety device such as either a flagged removable shear pin or a load-lowering brake should be utilized) to prevent inadvertent load unspooling or release during any extended flight phases in which hoist operation is not intended. Los s of hoist operational control should also be considered.
(ii) Any failure mode of the external load system (including QRS, hook and attachments to the rotorcraft) leading to a loss of the HEC should be considered a Catastrophic event in accordance with the safety objectives in section 29.1309 of this AC. U ncontrolled high speed descent of the hoist cable would fall into this category.
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Failures leading to the loss of NHEC should be evaluated and considered to be at least a Major event in accordance with the safety objectives in section 29.1309 of this AC.
(iii) The reliability of the system should be demonstrated by completion and approval of the following:
(A) A functional hazard assessment (FHA) to determine the hazard severity of failures associated with the external load system. The effect of the flailing cable after a load release should be considered.
(B) A fault tree analysis (FTA) or equivalent to verify the hazard classification of the FHA has been met.
(C) A system safety assessment (SSA) to demonstrate compliance to the applicable certification requirements.
(D) An analysis of non-redundant external load system components that make up the primary load path (e.g., beam, cable, hook), to demonstrate compliance to the applicable structural requirements.
(E) A repetitive test of all functional devices that cycles these devices under critical structural conditions, operational conditions, or a combination of both at least 10 times each for NHEC and 30 times for HEC. This is applicable to both primary and backup subsystems. It is assumed that only one hoist cycle will typically occur per flight. This rationale has been used to determine the 10 demonstration cycles for NHEC applications and 30 demonstration cycles for HEC applications. However, if a particular application requires more than one hoist cycle per flight, then the number of demonstration cycles should be increased accordingly by multiplying the test cycles with the intended higher cycle number per flight. These repetitive tests may be conducted on the rotorcraft or by using a bench simulation that accurately replicates the rotorcraft installation.
(F) An environmental qualification for the proposed operating environment.
This review includes consideration of low and high temperatures (typically -40F to +150F), altitudes to 12,000 feet, humidity, salt spray, sand and dust, vibration, shock, rain, fungus, and acceleration. The FAA has accepted the results from the appropriate rotorcraft sections of RTCA Document DO-160 for high and low temperature and vibrations. The environmental qualification will address icing for those external load systems installed on rotorcraft approved for flight into icing conditions.
(G) Qualification of the hoist itself to the appropriate EMI and lightning threat levels specified for NHEC or HEC, as applicable. This qualification can occur separately or as part of the entire onboard QRS.
(3) Testing.
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(i) Hoist system load-speed combination ground tests. The load versus speed combinations of the hoist should be demonstrated on the ground (either using an accurate engineering mock-up or a rotorcraft) by showing repeatability of the no loadspeed combination, the 50 percent load-speed combination, the 75 percent load-speed combination, and the 100 percent (i.e., system rated limit) load-speed combination. If more than one operational speed range exists, the preceding tests should be performed at the most critical speed.
(A) At least 1/10 of the hoist demonstration cycles (see definition) should include the maximum aft angular displacement of the load from the vertical, applied for under § 29.865(a).
(B) A minimum of six consecutive, complete operation cycles should be conducted at the system's 100 percent (i.e., system limit rated) load-speed combination.
(C) In addition, the demonstration should cover all normal and emergency modes of intended operation and should include operation of all control devices such as limit switches, braking devices, and overload sensors in the system.
(D) All quick disconnect devices and cable cutters should be demonstrated at 0 percent, 25 percent, 50 percent, 75 percent, and 100 percent of system limit load or at the most critical percent.
Note: Some hoist designs have built-in cable tensioning devices that function at the no load-speed combination, as well as at other load-speed combinations. This device should work during the no load-speed and other load-speed cable-cutting demonstrations.
(E) Any devices or methods used to increase the mechanical advantage of the hoist should also be demonstrated.
(F) During a portion of each demonstration cycle, the hoist should be operated from each station from which it can be controlled.
(ii) Hoist and rescue hook systems or cargo hook systems flight test. An inflight demonstration test of the hoist system should be conducted for helicopters designed to carry NHEC or HEC. The rotorcraft should be flown to the extremes of the applicable maneuver flight envelope and to all conditions that are critical to strength, maneuverability, stability, and control, or any other factor affecting airworthiness.
Unless a lesser load is determined to be more critical for either dynamic stability or other reasons, the maximum hoist system rated load or, if less, the maximum load requested for approval (and the associated limit load data placards) should be used for these tests. The minimum hoist system load (or zero load) should also be demonstrated in these tests.
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(iii) Section 29.865(d) Flight test Verification Work. Flight test verification work that thoroughly examines the operational envelope should be conducted with the external cargo carriage device for which approval is requested (especially those that involve HEC).
The flight test program should show that all aspects of the operations applied for are safe, uncomplicated, and can be conducted by a qualified flight crew under the most critical service environment and, in the case of HEC, under emergency condition. Flight tests should be conducted for the simulated representative NHEC and HEC loads to demonstrate their in-flight handling and separation characteristics. Each placard, marking, and flight manual supplement should be validated during TIA flight testing.
(A) General. Flight testing or an equivalent combination of analysis, ground tests, and flight tests should be conducted under the critical combinations of configurations and operating conditions for which basic type certification approval is sought. The critical load condition of the intended cargo (e.g. rocks, lumber, radio towers, HEC, etc.) may be defined by a heavy weight and low area cargo or a low weight and high area cargo. The effects of these load conditions should be evaluated throughout the operational aspects of cargo loading, take-off, cruise up to maximum allowable speed with cargo, jettison, and landing. The helicopter handling with different cable conditions should include lateral transitions and quick stops up to the helicopter approved low airspeed limitations. Additional combinations of external load and operating conditions may be subsequently approved under relevant operational requirements as long as the structural limits and reliability considerations of the basic certification approval are not exceeded (i.e., equivalent safety is maintained). The qualification flight test of this subparagraph is intended to be accomplished primarily by analysis or bench testing. However, at least one in-flight, limit load drop test should be conducted for the critical load case. If one critical load case cannot be clearly identified, then more than one drop test might be necessary. Also, in-flight tests for the minimum load case (i.e., typically the cable hook itself) with the load trailing both in the minimum and maximum cable length configurations should be conducted. Any safety -of-flight limitations should be documented and placed in the RFM or RFMS. In certain low-gross weight, jettisonable HEC configurations, the PCDS may act as a trailing airfoil that could result in entangling the PCDS and the rotorcraft. These configurations should be assessed on a case-by-case basis by analysis or flight test to assure any safety-of-flight limitations are clearly identified and placed in the RFM or RFMS (also see PCDS).
(B) Separation characteristics of jettisonable external loads. For all jettisonable RLC of any applicable cargo type, satisfactory post-jettison separation characteristics of all loads should meet the minimum criteria that follow:
(1) Separate functioning of the PQRS and BQRS resulting in a complete, immediate release of the external load without interference by the rotorcraft or external load system.
(2) No damage to the helicopter during or following actuation of the QRS and load jettisoning.
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(3) A jettison trajectory clear of the helicopter.
(4) No inherent instability of the jettisonable (or just jettisoned) HEC or NHEC while in proximity to the helicopter.
(5) No adverse or uncontrollable helicopter reactions at the time of jettison.
(6) Stability and control characteristics after jettison within the originally approved limits.
(7) No adverse degradation on helicopter performance characteristics after jettison.
(C) Jettison requirements for jettisonable external loads. For representative cargo types (low, medium, and high density loads on long and short lines), emergency and normal jettison procedures should be demonstrated (by a combination of analysis, ground tests, and flight tests) at sufficient combinations of flight conditions to establish a jettison envelope that should be placed in the flight manual.
(D) QRS demonstration. Repetitive jettison demonstrations, which may be accomplished during ground or flight tests, should be conducted that use the PQRS.
The BQRS should be utilized at least once.
(E) QRS reliability (i.e., failure modes) affecting flight performance. The FHA of the QRS (see paragraph d.(2) of this guidance) should show that any single system failure will not result in unsatisfactory flight characteristics, including any QRS failures resulting in asymmetric loading conditions.
(F) Flight test weight and CG locations. All flight tests should be conducted at the extreme or critical combinations of weight and longitudinal and lateral CG conditions within the applied for flight envelope. Typically, the two load conditions would be a heavy weight and low area cargo, and a low weight and high area cargo.
The rotorcraft should remain within approved weight and CG limits both with the external load applied and after jettison of the load.
(G) Jettison Envelopes. Emergency and normal jettison demonstrations should be performed at sufficient airspeeds and descent rates to establish any restrictions for satisfactory separation characteristics. Both the maximum and minimum airspeed limits and maximum descent rate for safe separation should be determined.
The sideslip envelope as a function of airspeed should be determined.
(H) Altitude. Emergency and normal jettison demonstrations should be performed at altitudes consistent with the approvable operational envelope and with the maneuvering requirements necessary to overcome any adverse effects of the jettison.
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