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EXT-161

This flight will take place at the HLZ. Follow HOLF course rules out. You will probably be grouped together with a couple other RACs for this flight and take turns out at the HLZ. Having two other RACs to share this brief with will help.

Taken From Air NTTP 3-22.3-CH46E,

3.4.6

Approach/Departure
. Approach and departure routes to and from the pickup or drop zone will be dependent on METT-TSL. The basic sequence of events in an external operation may be divided into five phases: • Approach to the pickup zone. • Cargo hookup. • Transition to forward flight. • En route/approach to drop zone and cargo delivery. • Egress from the drop zone.

3.4.6.1

Approach to the Pickup Zone
. An approach to pick up an external load can be made either to arrive directly over the load in a hover or to arrive approximately 50 feet prior to the load in a 15-foot hover. The pilot’s approach shall be determined by obstacles, the threat, and topography of the zone. The pilot at the controls should fly directly to the load or air taxi to its position, allowing the crew chief to adjust the hover as necessary to provide for a quick and efficient hookup. Overshooting the load is not desired; a recovery is often difficult and time consuming.

3.4.6.2 Cargo Hookup
. A signalman will give advisory signals to the pilot for positioning over the load; however, the adjustments given by the crew chief will be more accurate. After the ground crew has grounded the hook and fixed it on the load, the crew chief will direct the aircraft vertically when clear of all obstacles. A steady hover will facilitate a smooth hookup. The PACs must use any readily available reference points in the scan to maintain the stable hover.

3.4.6.3 Transition to Forward Flight
. As the load comes up off the deck, note the power required and compare it to that computed during the preflight planning. Also note the altitude the load came off the deck on the radar altimeter. This information will assist in flight profile maneuvering. Avoid jerking the load off the deck; aircraft damage can result. Once safely off the deck, the crew chief and signalman should clear the aircraft for forward flight. Transition to forward flight is accomplished in a smooth and controlled manner. Engine instruments will be continuously monitored by the PNAC. The aircraft may settle if airspeed is gained quickly without a sufficient increase in power.

3.4.6.4 En Route/Approach to Drop Zone and Cargo Delivery.
3.4.6.4.1 After forward flight is established, the crew chief should advise the pilot on the condition of the external load and how it is riding. Generally, airspeeds between 70 and 90 knots allow the load to ride smoothly. However, the pilot may need to adjust airspeed according to the aerodynamic characteristics of the load. If long distances need to be covered, increase airspeed by small increments to determine the maximum safe airspeed. Should the load begin to oscillate, corrective action should be taken to dampen the oscillations. During the flight, the crew chief and PNAC should be prepared to jettison the load if necessary.

3.4.6.4.2 A helicopter bearing an external load will experience reduced maneuverability. The CH-46E possesses excellent flight characteristics when performing external load operations. When transporting external loads, such as drones, and relatively light loads, special attention must be given to ensure they do not take on aerodynamic characteristics of their own during transport. Regardless of the load, the pilot and crew must work together to ensure safe and proper transportation of the cargo.

3.4.6.4.3 The external drop zone
, in a tactical environment, may be closer to the foward edge of the battle area (FEBA) than the pickup zone. The METT-TSL will determine the type of approach to utilize in each circumstance. A flat approach may be necessary to minimize the aircraft exposure to enemy ground fire. The cargo pendant is considerably shorter than most pendants to facilitate terrain flight and low-altitude maneuvering. Flight in this environment requires constant awareness of the loads position, especially during turns. Adjust power airspeed, radius of turn, and altitude accordingly. Caution must be taken by the PACs not to descend below previously noted minimum altitude. Pilots should attempt to terminate the approach with the load 10 feet above the deck. While in a stable hover, the crew chief will direct the aircraft to the drop point. Once over the point, the crew chief will direct a descent until slack is given to the pendant and the load is on the deck. When unhooked, the crew chief and signalman will direct an increase in altitude and give a “CLEAR FOR FORWARD FLIGHT” call/signal.

3.4.6.5 Egress from the Drop Zone
. Consider the enemy position when planning the egress to avoid exposure and hostile fire. Utilize the terrain to the maximum extent possible. The approach and departure route should be varied when possible to remain unpredictable.

Hook/Pendant Preflight
7. Inspection. The cargo sling and pendant should be visually inspected before and after each use. The following conditions require corrective action:

a. Deformed, broken, or missing hardware

b. Cut, frayed, or crushed webbing.

c. Dirty or stained webbing.

d. Fusing of webbing fibers.

e. Broken stitches in webbing.

f. Worn or missing anti-chafing straps.

g. Burrs or sharp edges on hardware.

h. Very stiff or kinked webbing.

i. Yielded webbing.

40. EXTERNAL CARGO HOOK.
Taken from A1-H46AE-CLG-000

41. DESCRIPTION. The cargo hook system provides the means for accomplishing automatic or manual hookup and release of external cargo. The cargo hook and supporting structure are designed to withstand the forces imposed by a 10,000 pound load. The load is considered to act within a 30 degree cone of action, perpendicular to the loading beam. The cargo hook system consists of the cargo hook and mounting beam, a mechanical safety latching device, a mechanical emergency release, electrical release switches, and a cargo hook control panel.

42. When rigging the helicopter for carrying external cargo, the beam assembly with attached cargo hook, is installed 2 1/2 inches to the left of the longitudinal centerline of the rescue hatch, and the mechanical and electrical control cables are connected. The beam is hinged to allow for lateral oscillations of the external load.

NOTE The UH-46D cargo hook system does not incorporate the automatic release mode of operation. The release mechanism in this installation must be operated electrically or mechanically.

43. The cargo hook release mechanism is designed to be operated electrically by the pilots, or automatically by a weight sensing device (automatic release switch) located within the hook body. The automatic release switch electrically actuates the hook release mechanism solenoid when the weight on the hook is reduced to 125 ±10 pounds.

44. Mechanical control of the release mechanism and the safety locking mechanism is also provided by two T-handles located in the cockpit adjacent to the console, and by external controls on the hook body.

45. Hook loading is accomplished by sliding the cargo ring along the load arm of the hook until it is engaged by the load arm keepers. The keepers retain the cargo ring in the throat of the hook. Load release is accomplished by one of four means: pilot or copilot actuated electrical releases, an electrically actuated automatic touchdown release, a pilot or copilot actuated mechanical emergency release, and a ground crew or flight crew actuated mechanical release. Cargo release by any of these means differs only in the source of power necessary to actuate the release mechanism (electrical or manual power).

Do not select AUTO during flight when carrying extremely light loads. Inadvertent actuation of the release circuit during conditions of near weightlessness, caused by turbulence or oscillation of the load, may occur.

46. AUTO RELEASE. With the safety lock disengaged, and the release mode selector switch positioned to AUTO RELEASE, the release mechanism will be actuated by the automaticrelease switch when the load is safely on the ground. When the weight of the load on the hook is reduced to 125 ±10 pounds, the automatic release switch completes the circuit to the release solenoid causing it to trip the release mechanism, and opens the hook.

'''Of the following release methods, only the release mechanism located on the hook is currently installed on the hooks at HMMT-164. No cockpit release mechanisms are installed.'''

47. EMERGENCY RELEASE. Pulling the T-handle, marked PULL TO RELEASE, mechanically releases the safety lock and simultaneously trips the cargo hook release. This action is accomplished through a bellcrank and linkage mechanism.

48. The hook may also be opened by manipulating the mechanical controls located on the hook body. The red plunger on top of the hook body is pushed (releasing the safety lock), and the manual release lever on the side of the hook is rotated (actuating the release mechanism). Or, the hook may be opened by pushing the left end of the aft bellcrank, regardless of the cockpit switch position.

'''49. The hook (SP-7110-1A) may be opened by turning the safety latch handle counterclockwise while rotating the manual release knob. Both controls are located on the right side of the hook body.'''