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landing. Accountants love it, but
engineers don't, as they regard the
wear and tear as still taking place.
Too much of this will really play
havoc with servicing schedules (and
profit and loss figures) as parts will
wear out quicker than anticipated,
despite the 'fudge factor' allowed
when setting up maintenance
requirements.
Timings should be local, unless
consistently in another time zone.
Passenger Safety
How to handle passengers in general
is very much a matter of Company
policy. Some like to be spoken to,
some don't, but there are some small
attentions you can give without
being obtrusive. Just going round
checking seat belts and doors helps
(never trust a passenger to shut doors
properly), as is a look over your
shoulder before take-off and
occasionally during the flight.
People new to flying are fairly
obvious, and they may not
appreciate such commonplace
occurrences (to you, anyway) as
noise, turbulence, pressure changes
or lack of toilets. However, you are
responsible for the safety and wellbeing
of your passengers. You are
supposed to brief them before every
flight, or at least take all reasonable
steps to do so, although what you
can do with the nose of your
helicopter in the side of a mountain
and your hands on the controls is a
bit different from what you can do
on the ground with a bit more time,
so try and get as much done as
possible beforehand.
A lot depends on what your
passengers are doing when they
arrive – if you’re going to shut down,
tell them to stay seated until
everything stops (it helps to explain
why you have to sit there for 2
minutes). If it involves a running
disembarkation (other than Pleasure
Flying), one passenger should
operate the baggage door and do the
unloading. Everyone else must leave
the rotor disc area.
Nobody should enter the area
covered by the main rotor disc
without your permission (indicated
by "thumbs up" during the day, or a
flash of the landing light by night).
Movement in and out of it should be
to the front or at 45o to the
longitudinal axis, ensuring that all
movement is within your field of
vision. Additionally, no movement
should be allowed during startup or
rundown (due to blade sailing) and
nobody should approach the rear of
a helicopter AT ANY TIME (unless
it's a Chinook). You can help by
landing so that passengers have no
choice but to go forward, but watch
the doors aren't forced against their
stops if the wind is behind you.
Tip: Do not reduce the throttle to
ground idle when passengers are
getting in and out, so when one of
them decides to run round the back
(they will), you can lift into the hover
to move the tail rotor out of the way.
Transistor radios, tape recorders and
the like should not be operated in
flight as they may interfere with
navigation equipment. If you don't
believe me, tune to an AM station, as
used by ADF, on a cheap radio and
switch on an even cheaper calculator
nearby—you will find the radio is
Operational Stuff 111
blanked out by white noise. In fact,
the radiations from TVs and radios
(yes, they do transmit – how do you
think the TV detector people find
you?) come within the VOR and ILS
regions as well. Cellular phones are
dodgy, too, but when you're flying,
you log on to more than one cell,
which screws up the system.
Anyway, you, as commander, are
responsible for ensuring that all
passengers are briefed properly, or
have relevant equipment
demonstrated. Where you work with
regular passengers, say in a corporate
environment, you can probably do
away with a briefing for every single
flight, and just use a briefing card as
a reminder. On the other hand, in a
remote bush camp, for example, you
could get everyone together
(including the cook) and do them all
in one go, once a week. Naturally,
some will complain that they don’t
need to do it then, but you could
explain to them that the only way
out at the end of their tour is by
helicopter, and a briefing at that
point will take more time, which is
just what they need when they have
a scheduled flight to catch.
Use this checklist as a reminder that
you’ve covered everything:
·  Your authority as Commander.
·  Methods of approach, in
particular avoiding exhausts and
tail rotors—if nearby aircraft
　
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本文鏈接地址：The Helicopter Pilot’s Handbook(74)