So you think you can hover a

helicopter? Sure, it’s hard to

remember not being able to. But
take away the horizon and visual
cues, hang out the door looking
right behind you and suddenly
the feeling is anything but
familiar. SARAH BOWEN rises
to the challenge and checks it
out for herself at Los Angeles
Helicopters.

story & photos by sar ah bowen

 1I

1 I Early morning out in Perris

Valley, where students practice
hook shots and landing on logs.

T
here has always been a need for good quality,
competent long line pilots; the kind who can
bring a load right to your hand with virtually no
oscillations, and who are right outside the cockpit both
physically and mentally. These folks are like gold dust,
and the industry had been crying out for a course that
could build the foundations of a professional long line
pilot. In response to this cry, and in partnership with
Columbia Helicopters Inc. (CHI), Long Beach based Los
Angeles Helicopters (LAH) developed a Part 133 approved
Professional Long Line Course that does just that.
The course delivers one-of-a-kind long line training,
beginning with the introduction of Direct Visual
Operational Control (DVOC), better known as ‘Vertical
Reference’; the ability to fly without reference to the
horizon, a technique developed by CHI’s pioneer Wes
Lematta and the first step in learning to ‘fly a line’.
The next stage is landing on ‘Alaskan-style’ heliports, darned helicopter, let alone place the skids precisely onto
and then flying a 200ft steel line. Upon successful two logs. You desperately want to look up at that horizon,
completion, the company can issue graduates a Part but instead you’re forcing yourself to look behind you. It’s
133 Rotorcraft External Load Operation Statement of like déja vu, where all of a sudden you’re back to square
Competency, which, let’s face it, is a pretty useful thing to one feeling like a newbie student pilot learning to hover
have on your resumé. First things first though, mastering all over again. Oh yes, this is what vertical reference is all
this unbelievably challenging skill is not as easy as the about, and the challenge makes it all the more addictive,
professionals make it look. just like the early days when you’d fly over and over until
you could finally master those controls. The only thing
Don’t try this at home kids stopping you this time is discomfort – fly in that position
Andre Hutchings, Director of operations at LAH, for 10 minutes and you’re soon thinking, “I can’t take any
CFI and Command Pilot for CHI climbs aboard the R44 more of this!”
Clipper II and demonstrates the most stable hover and How long liners manage it for 10 hours a day, every day
landing you ever saw; the thing is he’s hanging right really is incredible. Long lining is a seriously demanding
out the door, looking back at the aft skid crosstube the job, but these guys are out there flying for hours on end
whole time. That’s weird enough, but he makes it look in the avoid curve, with a heavy load hanging hundreds
like a piece of cake. We watch in astonishment as several of feet below in an OGE hover. Thorough training is
thousand-odd-hour instructors jump in to try their hand, paramount, not only for the safety of the pilot and crew,
thinking “This should be okay, I’ve lifted to a hover a but for the precision needed to get the cargo to it’s
million times before – how hard can it be?” only to find destination without damaging it, or punching it off it too
themselves completely humbled as the ship goes crazy far from the target. Some of these makeshift heliports
and starts dancing about like a wild boar! are only just big enough for the helicopter, and often the
There really is no preparing yourself for the intimidation landing site is made of a couple of logs amongst tall trees
you endure as it sinks in that you can’t even hover that and obstacles. You think you know what a confined areas

66
is until you see the site picture and ask yourself “Okay, so
where is the heliport?” Often there’s only one way in and
one way out, and you need to be able to look out at your
tail rotor to confirm both blades and cargo are clear of
becoming snagged.
Passing on the skills
Andre is a seasoned pilot who has logged well
over 11,000 helicopter hours across an impressive array
of missions. He flies a multitude of singles, twins and
heavy lift machines, including the BV107 and Chinook.
In the 1990’s, Andre helped numerous Law Enforcement
agencies build awareness on the importance of air-to-
ground support, and for a few years flew as a police pilot
himself. Andre’s devotion to a higher standard of flight
operations has earned LAH a lot of respect in the industry
and he has worked hard to incorporate his ‘real-world’
flight experience into their courses.
“Our long line course is a true utility course based on
the training CHI give their H500 pilots as well as those
headed for the Vertol.” he remarked. “We designed and
implemented the course with the help of Kerry Allen,
Assistant Chief Pilot at CHI. He came down to Long Beach,
sat with us and discussed exactly what CHI looks for in
a vertical reference / long line pilot and we went from
there.” According to Allen, the Professional Long Line
Course is exactly what the name implies. “This course
contains the same methods of instruction and content
that have been used to train our support ship pilots. The
skills taught are what we require at CHI in order to be
considered for upgrade as a Command Pilot in one of
our BV107s.”
Ouch
The first important thing about vertical reference is
getting comfortable in that seat. Most long line is flown
left seat, since you’re leaning so far out the door you need
to have the collective within easy reach. This would be
too impractical from the right, and probably impossible
when you’re doing it in the big machines like the Vertol.
Andre describes the position as getting right up onto
your left butt cheek so you can square your torso up to
the door frame, which puts less strain on your neck. This
position alone feels completely screwed up and half the
battle is forcing yourself to stay there. After ten minutes in
the seat that cheek’s already taken a beating, and if you’re
not relaxed enough your neck and other muscles get all
tensed up. Andre reassures the class that everybody will
67
 Service.

- Gregg Rochna, Owner

Maverick Helicopter

Gregg Rochna, owner of Maverick Helicopter, did not become the world’s largest EC130

tour operator overnight. His attention to details such as engine reliability and customer

service is the essential key to his success. His engine of choice – the Arriel. www.turbomeca.com
be more relaxed and will have buns of steel by the end
of the course!
Due to the physical factor the course is run with
several students in a class, enabling pilots to swap out
when they get tired. This also gives them a chance to
watch and learn from the others. The R44 works hard,
doors off and blades turning all day long; only shutting
down for refuels and a swift lunch break. The course is
broken down into stages, so before you go anywhere
near a line, you’ve got to get your head around the
vertical reference; there’s just no point trying to ‘fly the
line’ without it. After an hour of ground school, students
Sy, Sofia, Joel, Claire and Troy move out to ‘helipad four’
to give it a shot. After assuming the ‘position’, looking
back as far as possible, it’s time to get light on the skids.
“Break ground real slow” Andre says. And at that point all
hell breaks loose! Where’s the horizon? Need to see the
horizon to level the ship. But Andre insists we can’t cheat,
and so we persevere, uttering all manor of profanities and
trying desperately to hold a steady hover. “Now show me
an inside easy.”
Inside not-so-easy
You have to be kidding. Land it? And with the aft
skid crosstube within 3 inches of that white line? The
whole point of this precision landing technique is that
the only the strongest parts of the skids touch down
on the made-to-measure heliports; on the R44 this is
just forward of the point the skid meets the crosstube.
Landing too far fore or aft could damage the weaker parts
of the skid, or cause the rotor disc to clip something. The
inside easy (someone was having a laugh when they
thought that one up; believe me there’s nothing easy
about it), is so called because it requires you to land on
the corner helipad markings, giving you two references
for lining up the skid tube.
At first there’s a tendency to move the cyclic as your
head moves between the fore and aft parts of the skid,
which throws it off completely, and for some reason your
feet don’t work so well either. Every time you get within
inches of that line the hover just seems to go to pieces.
It’s as if someone has sprayed the thing with helicopter
repellent, and Troy describes it as the most intimidating
12 inches he’s ever come across! Everyone had exactly
the same problem, regardless of hours, experience, or
whether commercial pilots or instructors. It’s just a whole
new skill set that has to be developed, which is of course
why it’s so much fun trying to nail it. After a couple of
days it all began to come together; holding a three-inch
hover felt great, and that left skid was going down right
on the money.
Up, up and away
The next stage is simulating a pickup over the
helipad. Andre is covering the controls and watching the
gauges as you lift the ship up to a 200ft hover right over
2I
2 I Joel and Andre climb slowly up to
200ft above the pad at Long Beach,
simulating a pickup.
the pad. Looking down at pad four from 200ft is a weird
sensation, particularly as the only thing between you
and the ground is fresh air and Frank’s seatbelt! Fixating
on the pad is a big no-no, and sure-fire way to bring on
the nasty effects of vertigo, which unfortunately I soon
discovered. During a real pickup, you’d be consistently
crosschecking the load with the target, with the wind,
with your height, with the hooker’s hand signals so there
shouldn’t be a time you’re just staring at the same thing.
The key to it all is slow and smooth, particularly when
going back down, keeping your ROD under control
to avoid entering vortex ring state, which is always a
possibility with long line flying.
By this stage that left cheek has got quite used to
supporting your weight and it’s bearable to fly longer
sessions. Back at a sensible height Andre demonstrates a
series of mini patterns and approaches to the pad, setting
it down from overhead the pad at 8-10ft. In the real world
this could be your only ‘safe’ area to let down. One of
the hardest things on your neck is doing a turn about
the tail, using the tail rotor as your visual reference for
height and position; those feet need to work really hard
and you’re all twisted out, which makes it quite awkward.
After four days of intense hovering through all kinds of
weather (including one particular downpour that had us
nicely soaked, with the instructor side, strangely enough
remaining remarkably dry!) it’s time to move out to Perris
Valley, a small field about 30 minutes east of Long Beach,
where the guys have built some real log heliports.
Landing on the logs
Heliport operations require great care and precision.
Some heliports will be nothing more than a couple of
tree stumps, or a makeshift pad on a massive slope. As
the manoeuvring area is extremely tight, or non-existent,
holding position over the pad is vital. You never really
know how those logs are going to hold out with the
weight of the helicopter suspended upon them, so you
don’t ever take the power all the way out. If loggers are
chucking tools, gear and perhaps even themselves into
69
 the aircraft, the weight is constantly changing and the
helipad could even collapse.
LAH have simulated two helipads, one consisting of
two logs on the ground, and the other, an elevated rig.
Having something thin to land on seems to focus the
attention and most students actually found this easier
than the ‘inside easy’, although perhaps it was due to
increased proficiency following days of practice! Joel, an
investment banker, who attended the first course LAH ran
back in October last year, enjoyed it so much he came
back to do it all again. “From a skill-building standpoint,
you can’t beat it.” He remarked. “I’m sure there are
hundreds of pilots out there, just like me, who would
simply love to have a go at this for the sheer challenge,
even if they don’t intend to make a career of it. It’s entirely
addictive!”

Train with the best: 300CBi ™

The first important
thing about vertical
reference is getting
comfortable in that
seat. Most long line
is flown left seat,
since you’re leaning
so far out the door
you need to have
the collective within
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3 I A quick refuel break and

helicopter and students are all
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4 I Slow is the word as you pick

up the line, making sure it’s clear
of getting snagged at all times.

5 I The 230lb cement bucket sits

on the target, ready to be hooked
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The 200 footer
With almost a week of brual flying out of the way,
we return to Perris Valley for the duration. This place is
beginning to feel like ‘bootcamp’! Andre demonstrates a
200ft pickup of the line, gently standing up the cone and
remote hook, and lifting it gracefully into the air to fly a
circuit. Again, he makes it look like child’s play, but the
skill involved in keeping that line from swinging about
requires even more refining. The line is made of steel and
attaches underneath the helicopter using a belly hook
with an electronic and manual release. “Our students only
fly a steel line as opposed to synthetics; steel is way less
forgiving and much harder to fly.” Andre said. “We also go
straight in with a 200ft line, which is really unheard of in
training, but that’s what they use at Columbia and if the
students can master that, the shorter ones will be easy.”
Picking it up is one thing, flying it around is another.
Any sudden changes in pitch, altitude and speed can
throw the line into a wild oscillation, and regaining
control can be hard work. The only way to get it back is
to fly in the direction of the swing, skids level, to try and
catch it. Sofia said it was the most incredible training
she’s ever had. “Having a top-notch CHI instructor talking
you through the manoeuvres is fantastic. He displays an
incredible patience in allowing you to make mistakes and
then figure out how to recover from them. The incredible
precision required to get the job done was certainly an
eye-opening experience.” Judging the hook’s distance
from the ground is also incredibly tough; looking at the
The golden rule for a nice “hook shot” is flying slowly enough with no sudden cyclic
inputs at all, and just walking the hook or load to the target with it sat completely
straight underneath you.
shadow helps, but you’re not always lucky enough to
have one. More often than not you’re higher than you
think, but 200ft is a long way down and it can be difficult
to tell whether you’re going to clear the trees, powerlines
and other obstacles on the ground. Sy described this as
the most challenging flying ever, besides maybe getting
in for that very first lesson. “I have a lot of respect for the
guys who do this day in, day out.” He said.
Hook shots
The golden rule for a nice ‘hook shot’ is flying
slowly enough with no sudden cyclic inputs at all, and
just walking the hook or load to the target with it sat
completely straight underneath you. The ground crew
can give hand signals to tell you when you’re level, or
if you need to come down or go up, or they can talk
you down on the radio, calling out the load’s height
to guide you into the target zone. Wind direction is an
important consideration as this can seriously affect both
the helicopter and the load. We practice flying various
loads around, from a 230lb bucket full of cement, to a
bunch of logging chokers, even a medical litter, all of
which have different flight characteristics and require
additional skills.
One success story is Forrest Garton, a graduate of the
very first LAH long line course, has just completed his first
40 hours in the Vertol with CHI. “Before I did the course
I had zero long line experience, but Andre was super to
fly with and very inspiring. Once I found that helicopter’s
4I 5I
71
 sweet spot and started lining up the hook shots, it all
came together and it felt so much better.” Forest started
training with CHI right after he finished at LAH, and
having previously been a logger, he’s finding it great to
be at the other end of the line. “CHI have a motto, it’s not
how fast you go, it’s how much time you don’t waste.”
He says. In other words if you come in too fast you’re just
going to make it harder on yourself and spend longer
trying to stop it swinging about. Forrest was told that it
takes a long line pilot around 2,000 hours to reach 80% of
their potential, but the 15 hours he spent on the course
taught him all the basic principles; the rest can only come
with experience.
Laying the career path
The defining quality of this course has to be the
experienced team of industry professional long line
pilots teaching it. It is targeted, though not exclusively
at existing commercial pilots wishing to add the final
touch to their résumé and provides a way of breaking
into the industry. LAH run the course approximately once
a month, and it lasts for ten days with a combination of
ground school and up to 20 hours flying. They also run
shorter introductory courses for those who just want to
have a go, and see if they can face up to the challenge
and the fun of learning vertical reference and long line.
CHI’s Chief Pilot, Jim Coates, commended LAH on
their unique programme. “I chose to send our new
pilots to LAH because they had developed a curriculum
focused on bush and utility work. While EMS, the Gulf,
tour and news helicopters grab the headlines, a large part
of the helicopter industry quietly goes about its business.
That business is out in the bush, and utility work is where
the helicopter is the workhorse.” He remarked. “Differing
skill sets are needed, mainly precise aircraft control and
vertical reference external load long line skills. If one was
to acquire the skill set and be good at it they would never
be without work.”
According to Coates, most companies do not have
the time, money or structure to provide basic vertical
reference flight training, and for those operating large
helicopters the cost to train a person without basic long
line skills can be huge. “Having someone like LAH offering
this type of training is cost-effective for us and helps to
provide skilled pilots to the industry as a whole. Certainly
anyone who completes this course would have a major
advantage in obtaining a job with companies whose
bread-and-butter is long line external load work”. Vertical
reference and long line are incredibly fulfilling skills to
muster and any pilot looking to make a career of it, or
looking for a way to expand their flying ability should
definitely check it out. n

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