• External Loads on Private Aircraft

Posted: **Sun Aug 09, 2009 9:13 pm**

I know the CARs and what they say regarding external loads on floatplanes for use in commercial operations.

However, I haven't found any mention of external loads on private aircraft.

Can a private aircraft strap on a canoe, do the proving flight and then head out? Or is there some reg I've missed prohibiting private aircraft from external loads or requiring them to apply for the same waiver as commercial operators?

Posted: **Sun Aug 09, 2009 10:58 pm**

I have never heard of any reg stopping you from doing this. Might not be the smartest thing for someone who doesn't know what they are doing.

Posted: **Mon Aug 10, 2009 5:16 am**

I was checking this out the other day. I only briefly reviewed it but near as I can figure is its ok if tied to a float brace/strut (not wing struts) and a safety line is used (at front} and a proving flight is conducted. Even Private, the best way is to find and acquire an STC for your aircraft.

Funny isn't it how we Canadians have been carrying external loads for 100 years, for the most part safely, but only a few years ago the "Gods" decided we needed rules.

Posted: **Mon Aug 10, 2009 6:35 am**

Bushav8er wrote:I was checking this out the other day. I only briefly reviewed it but near as I can figure is its ok if tied to a float brace/strut (not wing struts) and a safety line is used (at front} and a proving flight is conducted. Even Private, the best way is to find and acquire an STC for your aircraft.

Funny isn't it how we Canadians have been carrying external loads for 100 years, for the most part safely, but only a few years ago the "Gods" decided we needed rules.

What constitutes a "proving flight"? Safety line?

I am planning on flying my first external load soon and want to learn all I can about the proper methods. The first load will be plywood pieces that I intend to screw together and lash to the float struts with ratchet straps.

Posted: **Mon Aug 10, 2009 7:11 am**

A proving flight is just a test flight. Usually a high speed taxi to test the feel of the load and then stop and check that the lines haven't loosened and the load hasn’t shifted. Then an actual flight with just the load and pilot; land again and check the lines and position of the load again.

Different companies will have different procedures but that’s the basics.

Safety line usually refers to additional lines anchoring the load preventing it from sliding backwards. The common one is the line that goes from the load to the front on the float and is wrapped around the front cleat to prevent backwards shift of the load. Some use this line others do not.

Posted: **Mon Aug 10, 2009 7:26 am**

Cameron Fraser sent this to me from Transport Canada regarding their regulations on external loads,hopefully it's been attached as a pdf.

Daryl

Posted: **Mon Aug 10, 2009 7:31 am**

I am planning on flying my first external load soon and want to learn all I can about the proper methods. The first load will be plywood pieces that I intend to screw together and lash to the float struts with ratchet straps.

I have seen people fly plywood -- even lashed to the spreader bars - I assume you are talking 2X8 (looking at your avatar) - hope you plan to use waterproof plywood

-- but here is a thought - when I was flying floats the company I flew for would not carry external loads on a cessna (I know many do) but their reasoning was that the tail feathers took such a shit kicking they didn't want to be overhauling them every fall -- the beaver was bad enough -- so if you have a small project it might be cheaper to cut the ply wood so you can put it inside than fly it externally -- and if you are building a cabin either charter or take it in by snow machine in the winter. If you still want to tie the plywood on -- find some old bush rat to show you how -- external loads have come off or been so bad to fly -- in either case it has scared the shit out of several people I know -- and I too have had my eyes opened a little wider than usual

Posted: **Mon Aug 10, 2009 9:48 am**

So once again, they publish an Exemption to cover poorly written regs and to satisfy the Operators, which brings me to my point - note that the Exemption ONLY applies to 703 operators which does not include Private aircraft, although some of the info contained in it can be helpful.

The problem today is 605.03 Flight Authority. Transports view is that a secured load on structures of the aircraft fall under 'Maintenance' and therefore must be approved by STC or LSTC, hence their 'proving flight' requirement.

(I wish I'd book marked the ones I found yesterday) Here's what I found today-

External Loads Working Group - http://www.tc.gc.ca/civilaviation/regse ... ads-fr.htm

Some select quotes from the WG-

The problem is - the carriage of external loads by air operators, with or without passengers onboard, without the approval to do so in a type certificate or supplemental type certificate (TC/STC). The problem became more clearly defined with the coming into force of CAR 703.25, "Except where carriage of an external load has been authorized in a type certificate or supplemental type certificate, no air operator shall operate an aircraft to carry an external load with passengers onboard." This regulation, while prohibiting passengers, does not prohibit unauthorized external loads when there are no passengers. Thus, the regulation is being misinterpreted as allowing external loads without passengers. Other regulations prevent this because the flight authority for an aircraft becomes invalid if an aircraft has not been certified to carry an external load.

As an interim solution, commercial air operators in 1997 were provided with an exemption to 703.25 that was renewed for 1998 and 1999. This exemption permits air operators to carry external loads with passengers, without an approval in a TC/STC, provided certain conditions apply. Implicit in the exemption is that Transport Canada recognizes the practice, and that it can be done safely with certain conditions in place to mitigate the risks. Note: The exemption is not applicable to private air operators or helicopters.

Commercial/Private

The WG agreed external load operations are a question of safety, be they commercial or private. Consequently, the work and report of the WG members includes private operations.

One of the recommendations by the WG is to move external loads from 703 (delete the reg) and move it to 602 and 605 which would apply to all operators.

Latest Advisory Circ - http://www.tc.gc.ca/civilaviation/certi ... 00-011.htm

Appendice - http://www.tc.gc.ca/civilaviation/certi ... 0-011a.htm

Some of this is a working group discussion, however if the suggestions and formats are followed, they should be acceptable.

Posted: **Mon Aug 10, 2009 2:04 pm**

I have seen people fly plywood -- even lashed to the spreader bars -

that must have been quiet the show!

Posted: **Mon Aug 10, 2009 2:46 pm**

Thanks for the .pdf Daryl... For those interested, it's also available on the TC website at the following links:

Exemption from 605.03(1)(b) and 703.25 - html version
Exemption from 605.03(1)(b) and 703.25 - MS Word version

Some additional background (including a proposed NPA, that was withdrawn, and associated risk assessment) is available at this earlier discussion:

AvCanada: External Loads

Posted: **Mon Aug 10, 2009 3:32 pm**

Thanks for those CD.

But again, these only apply to 703 operators-

This exemption applies to Canadian air operators when operating float equipped aeroplanes pursuant to Subpart 703 of the CARs

That said, if you were to operate a private aircraft under the same application of rules and procedures you should be okay.

Posted: **Mon Aug 10, 2009 8:18 pm**

I thought I read some wise words of wisdom here once...

Something along the lines of "If you have to ask 'how to' on an internet forum..."

Aw heck, giv'er, whats the worst that could happen?

Posted: **Tue Aug 11, 2009 5:52 am**

Liquid Charlie wrote:
I am planning on flying my first external load soon and want to learn all I can about the proper methods. The first load will be plywood pieces that I intend to screw together and lash to the float struts with ratchet straps.
I have seen people fly plywood -- even lashed to the spreader bars - I assume you are talking 2X8 (looking at your avatar) - hope you plan to use waterproof plywood -- but here is a thought - when I was flying floats the company I flew for would not carry external loads on a cessna (I know many do) but their reasoning was that the tail feathers took such a shit kicking they didn't want to be overhauling them every fall -- the beaver was bad enough -- so if you have a small project it might be cheaper to cut the ply wood so you can put it inside than fly it externally -- and if you are building a cabin either charter or take it in by snow machine in the winter. If you still want to tie the plywood on -- find some old bush rat to show you how -- external loads have come off or been so bad to fly -- in either case it has scared the shit out of several people I know -- and I too have had my eyes opened a little wider than usual

I thought of tying the plywood to the spreader bars. There are only a few precut-to-size pieces and the largest is 38"x76". Its for a "god's fridge". Another pilot said he used the spreader bars before with no problem.

Why would the tail feathers take a shit kicking when flying external loads? This C180 has flown canoes and small boats as well as some sheet goods on the float struts before without any damage.

Posted: **Tue Aug 11, 2009 6:07 am**

Any external load can cause turbulence over the tail, as the air is disrupted flowing over the load. The horizontal stab can be buffeted by this turbulence causing the rivets to work loose, and skins to be stretched. It also causes stress to the attach points, which in your case is also the jack screws.
This is accumulated damage, and would be very unlikly to show up after hauling one load of plywood to your camp.

Just have someone who knows what they are doing show you how to tie it, as there is a right way, and probably a hundred wrong ways

Posted: **Tue Aug 11, 2009 11:18 am**

I've flown plywood on the spreader bar in a Maule. It was no issue, but like any external load performance suffers. As a rough starting point for how much you can haul, figure the load at twice it's actual weight. We made a rack with 2X4's that fit over the spreader bars and screwed it all together then ratcheted it down. Don't fly any faster then crusiing speed in decent to avoid turning the load into a crank wing. Please don't try this just based on my description though, find somebody who's done it and have them walk you through it. Dimensional lumber flys well down low on the float struts (where they meet the floats). We'd stack it neatly and duct tape the hell out of it, then ratchet strap it down. Same goes for PVC pipe. We did lot of canoe hauls too and my boss came up with a cover we'd lace onto the canoe to prevent turbulent flow inside hull. It made a HUGE difference. With the cover on the only difference in flight was a reduction in speed. The buffeting and yaw were nonexistant. You can fly all sorts of things outside of a plane. A friends dad has flown a small fridge on the outside of a cub and I have it on good authority that a cub will haul nine bails of hay. Three inside and three hanging off each wing! I wouldn't try it though.

Here's a pic of the canoe cover in action

Posted: **Tue Aug 11, 2009 5:02 pm**

Blue Side Down wrote:I thought I read some wise words of wisdom here once...

Something along the lines of "If you have to ask 'how to' on an internet forum..."

Agreed that a forum isn't always the best place, and that the TC web site and CARs are available to all BUT I would rather credit his correct attitude of asking (anywhere) then to go out and do something, especially external loads, without getting as much info as possible. Best case he is shown by someone with experience too.

Posted: **Tue Aug 11, 2009 5:18 pm**

I've flown many external loads on a whole lot of floatplanes and have heard of a few go horribly wrong. I was given this advice from an old float driver when I started and now I will pass it on to you. "Tie that thing on like you're never taking it off." I thought of that every time I tied something to the outside of my airplane and never had a problem.

Posted: **Tue Aug 11, 2009 10:06 pm**

Just tie the thing as if your life depended on it because it does...

After you been doing four of five a week, it'll be a piece of cake!

Posted: **Tue Aug 18, 2009 1:18 pm**

My first chief pilot taught me to use ratchet straps. They worked okay. External loads were not often done.
My second chief pilot taught me to use ropes (high quality climbing type, replaced often) and external loads were done regularly. The method was done similarly to that in Wabano's pic. Never had a problem, and trusted the ropes more than the straps. Worked for everything from kitchen cabinets to sewage tanks.
My advice would be to have a very experienced person guide you on how to tie on safely. Also, external loads are not for those who fly occasionally. Just my opinion.

Posted: **Thu Sep 03, 2009 5:09 pm**

I flew my first external load yesterday. The plywood was lashed to the float struts with ratchet straps which I decided could be tightened more than ropes. Several three inch screws held the plywood pieces together. The twenty minute flight went well, the load did not move, but the plane wanted to turn right a bit due to the extra drag on that side.

Posted: **Mon Nov 16, 2009 12:00 am**

I'd stay away from the el cheapo Walmart herc straps, but use the
biggest trucker's ones AND ropes as back up...always imagine ONE set break off,
so your life depend on the back up. Also the big straps are best to
tie down drums or mo-cheenes...(gennies, drills, their transmissions...etc...)

Posted: **Mon Nov 16, 2009 6:24 am**

wabano wrote:I'd stay away from the el cheapo Walmart herc straps, but use the
biggest trucker's ones AND ropes as back up...always imagine ONE set break off,
so your life depend on the back up. Also the big straps are best to
tie down drums or mo-cheenes...(gennies, drills, their transmissions...etc...)

You noticed the cheap straps too Wabano. I agree those straps are crap. Not the staps so much as the ratchet buckles and hooks. Just yesterday I was using a cheapy strap lifting the rear end of my snowmobile up to get the track off the ground and under the weight of just the rearend the hook bent straight. Perhaps two hundred pound at the most!
Get a pair of those big yellow ones. Store them in a dry place and inspect them before every use.

Posted: **Wed Aug 18, 2010 11:39 am**

We do affordable Canadian external loads LSTC/SSTC's.

I recommend talking to Mike Toews (DAR) about your specific load and passenger expectations. (204) 480-4007

FI

Posted: **Wed Aug 18, 2010 6:06 pm**

I've seen the results of those cheapo walmart/can tire ratchets coming apart on someone else. Not. Pretty.

Like everyone else said.. go to one of the truck shops or princess auto and buy the big thick yellow 20 or 50,000lb herc straps. Check them before every use and wash all the sand and dirt off them at the end of every use and they'll last a while and you'll never have to worry about the plywood/boat/canoe/shithouse/shower/etc coming off in flight and smacking the tail or worse yet.. the underside of the wing and the flap/aileron! (seen it!) I've also seen the results in the tail on a machine that spent the season shuttling canoes around. Have those tail feathers checked religously at your annual!!

I always ran with two of those big jesus herc straps PLUS a rope and sometimes (read: most times) two.. depending on what I was carrying.

Posted: **Wed Aug 18, 2010 6:38 pm**

Rowdy,

Please answer honestly.

How many external loads have you done? Seeing it or hearing about it does not count.

External Loads on Private Aircraft

External Loads on Private Aircraft

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