Covers helicopter crane lifting on construction work. Helicopter cranes are expected to meet applicable Federal Aviation Administration rules. Before each day's operation a briefing sets out the operating plan for the pilot and the ground crew. Loads must be properly slung, tag lines kept short enough that they cannot be pulled into the rotors, and freely suspended loads rigged with pressed sleeves, swaged eyes or equivalent so hand splices and cable clamps cannot fail. Electrically operated cargo hooks need an activating device built to avoid accidental release plus an emergency mechanical release, and both release modes are tested before each day's work. Ground workers receiving loads wear full eye protection and hard hats with chinstraps, and may not wear loose clothing that could flap into the hoist line. Every practical step is taken against objects thrown by rotor downwash: loose gear within 100 feet of pickup and set-down points and other downwash areas is secured or removed, loading areas are kept tidy, and open fires that downwash could spread are not allowed. The helicopter operator decides the size, weight and rigging of loads and must refuse any lift judged unsafe; external loads may not exceed the manufacturer's rating. Workers go under a hovering aircraft only to hook or unhook loads, with a safe means of reaching the hook. Static charge on a suspended load is discharged with a grounding device before it is touched, or ground personnel wear rubber gloves. Hoist wires and other gear, apart from pulling lines or conductors paid out from a reel or container, must not be tied to or foul fixed ground structures. In dust or poor visibility ground staff take special care to keep clear of the main and stabilizing rotors and the employer reduces the visibility problem where practical. Radio or hand signal systems are agreed and checked before hoisting, using the Figure N-1 hand signals. Unauthorised persons stay at least 50 feet away while blades turn; anyone approaching or leaving a running helicopter stays in the pilot's view, crouches, and keeps out of the area aft of the cockpit or cabin unless the operator allows it. Enough ground crew are provided, and a designated, clearly distinguishable signalman keeps constant reliable contact with the pilot during loading and unloading.
The graph holds this control, the 0 it maps to, and the evidence behind each claim, over MCP and REST.