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in the MEL as deferrable (the rotor tachometer, engine
tachometer, or cyclic trim, for example), then repairs
are required to be performed prior to departure. If maintenance
or parts are not readily available at that
location, a special flight permit can be obtained from
the nearest FSDO. This permit allows the helicopter to
be flown to another location for maintenance. This
allows an aircraft that may not currently meet applicable
airworthiness requirements, but is capable of safe
flight, to be operated under the restrictive special terms
and conditions attached to the special flight permit.
Deferral of maintenance is not to be taken lightly, and
due consideration should be given to the effect an inoperative
component may have on the operation of a
helicopter, particularly if other items are inoperative.
Further information regarding MELs and operations
with inoperative equipment can be found in AC 91-67,
Minimum Equipment Requirements for General
Aviation Operations Under FAR Part 91.
ENGINE START
AND ROTOR ENGAGEMENT
During the engine start, rotor engagement, and systems
ground check, use the manufacturer’s checklists. If a
problem arises, have it checked before continuing.
Prior to performing these tasks, however, make sure
the area near the helicopter is clear of personnel and
equipment. Helicopters are safe and efficient flying
machines as long as they are operated within the
parameters established by the manufacturer.
ROTOR SAFETY CONSIDERATIONS
The exposed nature of the main and tail rotors deserve
special caution. You must exercise extreme care when
taxiing near hangars or obstructions since the distance
between the rotor blade tips and obstructions is very
difficult to judge. [Figure 9-1] In addition, you cannot
see the tail rotor of some helicopters from the cabin.
Therefore, when hovering backwards or turning in
those helicopters, allow plenty of room for tail rotor
clearance. It is a good practice to glance over your
shoulder to maintain this clearance.
9-3
Another rotor safety consideration is the thrust a helicopter
generates. The main rotor system is capable of
blowing sand, dust, snow, ice, and water at high velocities
for a significant distance causing injury to nearby
people and damage to buildings, automobiles, and other
aircraft. Loose snow, can severely reduce visibility and
obscure outside visual references. Any airborne debris
near the helicopter can be ingested into the engine air
intake or struck by the main and tail rotor blades.
SAFETY IN AND AROUND HELICOPTERS
People have been injured, some fatally, in helicopter
accidents that would not have occurred had they been
informed of the proper method of boarding or deplaning.
A properly briefed passenger should never be
endangered by a spinning rotor. The simplest method
of avoiding accidents of this sort is to stop the rotors
before passengers are boarded or allowed to depart.
Because this action is not always practicable, and to
realize the vast and unique capabilities of the helicopter,
it is often necessary to take on passengers or to
deplane them while the engine and rotors are turning.
To avoid accidents, it is essential that all persons associated
with helicopter operations, including passengers,
be made aware of all possible hazards and instructed as
to how they can be avoided.
Persons directly involved with boarding or deplaning
passengers, aircraft servicing, rigging, or hooking up
external loads, etc., should be instructed as to their
duties. It would be difficult, if not impossible, to cover
each and every type of operation related to helicopters.
A few of the more obvious and common ones are covered
below.
RAMP ATTENDANTS AND AIRCRAFT SERVICING
PERSONNEL—These personnel should be
instructed as to their specific duties, and the proper
method of fulfilling them. In addition, the ramp attendant
should be taught to:
1. keep passengers and unauthorized persons out of
the helicopter landing and takeoff area.
2. brief passengers on the best way to approach and
board a helicopter with its rotors turning.
AIRCRAFT SERVICING—The helicopter rotor blades
should be stopped, and both the aircraft and the refueling
unit properly grounded prior to any refueling operation.
You, as the pilot, should ensure that the proper
grade of fuel and the proper additives, when required,
are being dispensed.
Refueling the aircraft, while the blades are turning,
known as "hot refueling," may be practical for certain
types of operation. However, this can be hazardous if
　
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