There are several areas in which these personnel should be knowledgeable. First, they should know the lifting capability of the helicopters involved. Since some operators have helicopter models with almost identical physical characteristics but different lifting capabilities, this knowledge is essential. For example, a hookup person may be working with a turbocharged helicopter on a high altitude project when a non-turbocharged helicopter, which looks exactly the same to the ground crew, comes to pick up a load. If the hookup person attaches a load greater than the non-turbocharged helicopter can handle, a potentially dangerous situation could exist.

Second, know the pilots. The safest plan is to standardize all pilots in the manner in which sling loads are picked up and released. Without pilot standardization, the operation could be hazardous. The operator should standardize the pilots on operations while personnel are beneath the helicopter.

Third, know the cargo. Many items carried via sling are very fragile, others can take a beating. The hookup person should always know when a hazardous article is involved and the nature of the hazard, such as explosives, radioactive materials, and toxic chemicals. In addition to knowing this, the hookup person should be familiar with the types of protective gear or clothing and the actions necessary to protect their own safety and that of the operation.

Fourth, know appropriate hand signals. When direct radio communications between ground and flight personnel are not used, the specific meaning of hand signals should be coordinated prior to operations.

Fifth, know emergency procedures. Ground and flight personnel should fully agree to and understand the actions to be taken by all participants in the event of emergencies. This prior planning is essential to avoid injuries to all concerned.

All persons who board a helicopter while its rotors are turning should be instructed in the safest means of doing so. Naturally, if you are at the controls, you may not be able to conduct a boarding briefing. Therefore, the individual who arranged for the passengers' flight or is assigned as the ramp attendant should accomplish this task. The exact procedures may vary slightly from one helicopter model to another, but in general the following should suffice.

When boarding—

Since few helicopters carry cabin attendants, you, as the pilot, will have to conduct the pre-takeoff and prelanding briefings. The type of operation dictates what sort of briefing is necessary. All briefings should include the following:

When passengers are approaching or leaving a helicopter that is sitting on a slope with the rotors turning, they should approach and depart downhill. This affords the greatest distance between the rotor blades and the ground. If this involves walking around the helicopter, they should always go around the front, never the rear.

A vertical takeoff, or takeoff to a hover, is a maneuver in which the helicopter is raised vertically from the surface to the normal hovering altitude (2 to 5 feet) with a minimum of lateral or longitudinal movement.

Prior to any takeoff or maneuver, you should ensure that the area is clear of other traffic. Then, head the helicopter into the wind, if possible. Place the cyclic in the neutral position, with the collective in the full down position. Increase the throttle smoothly to obtain and maintain proper r.p.m., then raise the collective. Use smooth, continuous movement, coordinating the throttle to maintain proper r.p.m. As you increase the collective, the helicopter becomes light on the skids, and torque tends to cause the nose to swing or yaw to the right unless sufficient left antitorque pedal is used to maintain the heading. (On helicopters with a clockwise main rotor system, the yaw is to the left and right pedal must be applied.)

As the helicopter becomes light on the skids, make necessary cyclic pitch control adjustments to maintain a level attitude. When airborne, use the antitorque pedals to maintain heading and the collective to ensure continuous vertical assent to the normal hovering altitude.

When hovering altitude is reached, use the throttle and collective to control altitude, and the cyclic to maintain a stationary hover. Use the antitorque pedals to maintain heading. When a stabilized hover is achieved, check the engine instruments and note the power required to hover. You should also note the position of the cyclic. Cyclic position varies with wind and the amount and distribution of the load.

Excessive movement of any flight control requires a change in the other flight controls. For example, if while hovering, you drift to one side, you naturally move the cyclic in the opposite direction. When you do this, part of the vertical thrust is diverted, resulting in a loss of altitude. To maintain altitude, you must increase the collective. This increases drag on the blades and tends to slow them down. To counteract the drag and maintain r.p.m., you need to increase the throttle.