飞行员操作飞行手册Pilot Operational Flying Manual

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vortices to persist and travel

considerable distances.

Crew Members at their Stations

Flight Crew duty stations should be

occupied from when an aircraft

starts to move at the beginning of its

flight until stationary on its allocated

parking stand, and preferably once

the engines start. In level cruise and

during rotors-running turnrounds in

helicopters, any one member may,

with the commander’s permission,

leave an assigned station for an

agreed purpose and period, if there

is more than one pilot. However,

there may be a situation where a

passenger is about to walk into a

running tail rotor or propeller (or

otherwise be out of control) and

there's nobody to assist you if you're

by yourself. In the same way that it's

illegal for fire engines to be driven

across red lights, but they do

anyway, you can't legally leave your

seat and the aircraft unattended, but

it is justifiable afterwards if

something dangerous is about to

happen. For cabin crew, seating

positions should be evenly

distributed, be close to a floor level

exit and provide a good view of the

passenger cabin, in that order.

Use of Crew/Passenger Safety

Belts/Harnesses

Crew

During take-off and landing, and

whenever you consider it necessary,

crew members must be at their

stations, properly seated and secured

by their harnesses. Otherwise, flight

deck occupants must keep seat belts

fastened.

Passengers

Each person on board must be

briefed before take-off on how to

fasten and unfasten safety belts and

harnesses. Before take-off and

landing, and whenever you think it

prudent, you must ensure that they

each occupy a seat with safety belts

and harnesses properly secured.

Multiple occupancy of seats is not

permitted other than by 1 adult and

1 child less than 2, properly secured

by a child restraint device.

Admission to Flight Deck or Cockpit

Where your office is separate from

the cabin, passengers are not

normally allowed to move forward

into it, except in the single-pilot case

noted below. At your discretion and

in suitable cruise conditions,

individual passengers may be

allowed into the flight deck, during

which times both pilots must remain

seated at the controls and have their

seat belts fastened. However, this

very much depends on Company

policy. Authorised inspectors can

enter and remain on the flight deck

when suitable facilities exist (e.g.

unoccupied second pilot’s, or ‘jump’

seat), on official business, assuming

the safety of the flight will not be

compromised, as can Staff members,

on and off duty, at your discretion.

You have absolute authority to

refuse admission to and/or carriage

on the flight deck for any reason.

118 Operational Flying

Use of Vacant Crew Seats

If the aircraft requires 2 pilots, this is

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obviously not allowed, but for single

pilot, where dual controls are fitted,

the second pilot’s seat may be

occupied by a non-crew member if

Flight Manual limitations are

observed, the person has the

permission of the Ops Manager

and/or the commander, with a valid

passenger/staff ticket and can

operate self-help exits. You must

also ensure that the person is

personally briefed on safety

procedures and equipment, by you,

the commander, and the importance

of using the full harness, occasions

when it remains fastened and the

need for the lap restraint to remain

fastened at all times. The person

should also remain clear of the flying

controls and not use pedals as a

footrest, so, if you can, remove them

completely. When the co-pilot's seat

is unoccupied, secure the harness

away from the controls so it doesn't

get caught, by being fully fastened.

There should be no multiple seat

occupancy.

Incapacitation

There is always a danger that

whoever is in the other front seat

may become incapacitated; in the

obvious case, they collapse and fall

across the controls. Less noticeable

is the sort that comes with boredom

or lack of mental stimulation on

longer trips, where you may

physically be in the cockpit but

mentally miles away. Even

disorientation during instrument

flight is included. There's not much

you can do against the first type

aside from levelling the aircraft and

returning to a safe flight path, then

ensuring that the unfit pilot cannot

interfere. Call for a crew member or

passenger to help if need be and tell

ATC what's going on. Land as soon

as you can under the circumstances,

which is not as daft as it sounds—

you might find it prudent to divert to

a place with better aids or weather,

which is further away, despite what

the Company says about landing

where they’ve got a base. Do not be

rushed into an approach before you

are ready, especially at an unfamiliar

airfield. Your greatest responsibility

is to the passengers.

The second type depends on the

cause, most commonly (in the

normal pilot's lifestyle) the low

blood sugar caused by missed meals

and the like. Although you may think

it's better to have the wrong food

than no food, be careful when it

comes to eating choccy bars in lieu

of lunch, which will cause your

blood sugar levels to rise so rapidly

that too much insulin is released to

compensate, which drives your

blood sugar levels to a lower state

than they were before—known in

the trade as "rebound

hypoglycaemia". Apart from eating

"real food", you will minimise the

risks of this if you eat small snacks

frequently instead of heavy meals

after long periods with nothing to

eat. Complex carbohydrates are best.

Incapacitation can be gradual or

sudden, subtle or overt, partial or

complete and may not be preceded

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by any warning. According to the

“Two Communications Rule”, you

are deemed to be incapacitated if

you do not respond appropriately to

a second verbal communication

associated with a significant

deviation from a standard operating

procedure or flight profile. So there.

Operational Procedures 119

Partial or Gradual

This bit concerns any medical

symptoms affecting your

handling ability, to the extent

that you have to hand over

control. These might include

severe pain (especially sudden

severe headache or chest pain),

dizziness, blurring or partial loss

of vision, disorientation,

vomiting or diarrhoea (airline

food again!). Temporary

symptoms often indicate more

severe illness, so don't be

tempted to take control again.

Two pilot

You must immediately inform

the other pilot and hand over

control, then inform the

destination, base or whoever

else and divert, bearing in mind

the nature and severity of the

symptoms and the availability of

medical facilities. Naturally, as

with any emergency, the

company would prefer you to

carry on (minimum

inconvenience to the

passengers) or return to base

(minimum inconvenience to

them), but appendicitis waits for

no man!

You should not take control

again, and your harness must be

locked to stop you falling over

the controls if you get worse.

Neither must you fly again (as a

crew member, at least) until a

medical examination has taken

place, or, with diarrhoea or

vomiting, you’ve had no

symptoms for 24 hours.

Single pilot

You should react before any

illness becomes severe enough

to affect your handling, so an

immediate radio call is essential.

The first consideration must be

for the safety of the passengers,

so medical assistance for you

must be a lesser priority, though

the former may well depend on

the latter.

Sudden or Complete

This may be subtle or overt, and give

no warning; Murphy's Law dictates

that fatal collapses occur during

approach and landing, close to the

ground. Detection of subtle

incapacitation may be indirect, that

is, only as a result of some expected

action not being taken, so when you

die maintaining your body position,

the other pilot may not even notice

until the expected order of events

becomes interrupted.

Two pilot

Crew members should closely

monitor the flight path,

especially in the critical stages of

take-off, initial climb, final

approach and landing, and

immediately question any

deviations. The fit pilot should

assume control, assuming the

controls are not interfered with,

which is why you should always

wear full harness, which should

be locked in place and the seat

slid back if there is any trouble,

as a matter of priority (use

passengers or other crew to help

if required). First aid should be

delayed until the immediate

problems have been sorted out,

then the aircraft should be

landed as soon as practicable.

120 Operational Flying

Cabin 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, strange noises

from the front (stall warnings, gear

coming up and down, etc.), or lack

of toilets.

However, the ANO imposes on you

the responsibility for the safety and

well-being of your passengers. You

will find you are supposed to brief

them before every flight, or at least

take all reasonable steps to do so,

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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 going to do at the

destination – if you’re going to shut

down, then 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 be

briefed to operate the baggage door

and do the unloading. Everyone else

must leave the rotor disc area.

Similar action must be taken with a

running pickup.

Nobody should enter the area of

ground covered by the main rotor

disc of a helicopter without your

permission (indicated by "thumbs

up" during the day, or a flash of the

landing light by night). Movement in

and out of this area 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 the dangers of

blade sailing) and nobody should

approach the rear of a helicopter AT

ANY TIME (unless it's a Chinook).

You can help by landing in such a

way 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: When pleasure flying in a

helicopter, 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

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 up in

Operational Procedures 121

the air, you also log on to more than

one cell, which screws up the

system, whereupon the FBI get

upset because they can’t track you.

Where you work for extended

periods with particular 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. 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

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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.

Get everyone’s names and have

them sign something as an

acknowledgement.

Anyway, as I said, you, as

commander, are responsible for

ensuring that all passengers are

briefed, or have equipment

demonstrated, as outlined below.

One member of the flight or cabin

crew should be responsible for cabin

safety from the time the aircraft is

accepted for flight, until all the

passengers have been offloaded at

the end of it.

Pre-flight

Whoever it is should confirm that

the passenger compartment contains

emergency equipment in its

appropriate stowage(s), that

seatbacks are in the upright position

and lap straps and/or harnesses are

ready for use (neatly arranged

seatbelts always give a good

impression, or, rather, untidy ones

don't). Tables should be folded and

stowed, and catering secured in its

approved area or compartment.

Unless the weight and balance allows

random seating, passengers should

be shown, or conducted to seats.

Once they are seated and you have

their attention, give them a briefing

in a calm and authoritative manner,

and be as interesting and informative

as possible, with a bit of humour if

you can; some passengers may be

experienced air travellers, others may

not. The idea is to ensure they will

retain enough to react sensibly in an

emergency which, it should be

emphasised, is unlikely to occur.

For helicopters, briefings can be

done in the departure area of

airports, heliports or oil-rigs by

video, covering immersion suits,

lifejackets, life-rafts, radio beacons,

emergency exits and windows, and

jettisoning of doors.

Before take-off and landing (and

whenever you deem it necessary, e.g.

during turbulence), they also need to

be told (it's no good just showing

them the card) about the dangers

involved in various aspects of

aircraft operation, in particular the

following:

· Your authority as aircraft

Commander.

· Methods of approaching the

aircraft, in particular avoiding

exhausts and tail rotors—if

nearby aircraft have their

engines running, it could mask

the sound of a closer one. Pitot

tubes are especially sensitive

(and hot!). Children should be

kept under strict control. Wait

122 Operational Flying

for signal from pilot. Used

crouched position in pilot’s

view. Take off loose objects,

clothing, hats, etc

· Loading of baggage and

hazardous items that must not

be carried. Bear scares (pepper

sprays) must not be in the cabin.

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No objects above shoulder

height, but carried horizontally.

Long pieces of equipment

should be dragged by one end.

Do not throw cargo.

· Methods of opening and closing

cabin doors (from inside and

outside) and their use as

emergency exits. Not leaving

seat belts outside. Where not to

step and what to hold on to.

Sharp objects must be handled

carefully when working with

float-equipped helicopters.

· Hazards of rotor blade sailing

and walking uphill inside the

disc while rotors are running.

· When they can smoke (not

when oxygen is in use!).

· Avoidance of flying when ill or

drunk—not only is this

dangerous to themselves, but if

they are incapable next to an

emergency exit, others could

suffer too (see Fitness to Fly).

· How to use the seat belts and

when they must be fastened.

· What not to touch in flight.

· Loose articles, stowage (tables,

etc.) and dangers of throwing

anything out of the windows or

towards any rotor blades.

· Use and location of safety

equipment, including a practical

demonstration (if you intend to

reach a point more than thirty

minutes away from the nearest

land at overwater speed, you

need to do this with the

lifejacket, maybe in the

terminal). When oxygen needs

to be used in a hurry, adults

should fit their masks before

their children.

· The reading of the passenger

briefing card, which should be

of at least Letter or A4 size, so

it doesn't get lost in a pocket. It

should also be as brightly

coloured as possible, so it

catches the eye. Particular things

to place on this card that always

seem to be forgotten include

instructions not to inflate

lifejackets in the cabin and full

door opening instructions (don't

forget any little bolts that may

be about).

· The brace position (including

rear-facing seats). If you ever

have to give the order to adopt

it, by the way, don't do it too

early, otherwise the passengers

will get fed up waiting for

something to happen and sit up

just at the point of impact.

· Landing areas should be clear.

· Nobody in the cabin when

slinging – no riding on the longline.

· How long the flight will be, and

how high you will be flying,

what the weather will be like.

You might want to adapt the

following sample brief:

Operational Procedures 123

"Welcome aboard this flight. I am the

commander and I must ask you to take

notice of any instructions you may be

given by myself or my crew, and this

includes any given by means of signs.

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If I have to land quickly or in an

emergency, I will tell you in enough time

for you to prepare properly. You will

know it’s an emergency, because you will

hear me say something like “Oh

sh*t”(Only joking).

Emergency exits include the window

there and the door by which you came in.

Full instructions for each are on the

briefing card, which I would like you to

read thoroughly, as it gives further

instructions for the lifejacket, should it be

required, under your seat. Other

emergency equipment includes fire

extinguishers which are there and there,

and the First Aid kit there. The

Emergency Locator Transmitter is here,

with the On switch clearly marked.

For take-off and landing, please ensure

that seat backs are upright and all loose

articles are stowed away. You may not

smoke during taxi, take off and landing,

please do not throw anything out of the

windows.

Finally, the flight should take about 1

hour, and I hope you enjoy it."

In-flight and pre-landing briefings

may be given by a crew member, or

with illuminated cabin warning signs.

In an emergency during flight,

passengers must be briefed on

relevant emergency action.

Pre-board Briefing Concerning

Dangerous Goods

Except as mentioned in Chapter 9,

dangerous goods must not be carried

in or as baggage, including securitytype attache cases.

Pre-Take-off Demonstration

The following items must be

demonstrated:

· the use, fastening and

unfastening of safety

belts/harnesses.

· use of oxygen masks when

cruising level will be above FL

250, or the minimum altitude is

more than 14 000 feet

· location and use of life-jackets,

if any part of the take-off or

approach will be over water, or

when any part of the flight will

be more than 50 nm from the

shore. This demonstration can

take place before boarding.

In Flight

If by yourself, get a passenger to

tighten lap straps and tidy things up

for landing. Otherwise, a first officer

or pilot's assistant may visit the cabin

occasionally to check, while

established cabin crew should

automatically do it. Passengers

should be advised when they need to

fasten seat belts or quit smoking.

Before Landing

Before landing, advise passengers

that all cigarettes etc., should be

extinguished, carry-on baggage

secured, seat backs returned to the

upright position (and tables stowed),

seat belts/harnesses fastened, not

forgetting restrictions on the use of

electronic devices. Headgear should

be fastened, but not removed when

it’s cold, as most body heat is lost

through the head.

Post Flight

Passengers should remain seated

with seat belts fastened until the

124 Operational Flying

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aircraft has come to rest and the

engines have been stopped. They

should also refrain from smoking

until they have entered a clearly

defined smoking area. Normally a

crew member opens the door(s) and

remains with the passengers until an

approved escort is available.

Refuelling

Refer back to the Refuelling section.

All Weather Operations

Non-precision and Category I

Operations

Operating Minima

Described above – see page 69.

Definitions

See Glossary.

Operating Procedures

Take-off Briefing

There must be a clear division of

responsibilities between handling

and non-handling pilots, with special

emphasis on the monitoring role of

the latter, bringing to the former's

attention any significant deviations.

As I said before, every commander

has a training role, to help the P2

gain experience; the P2 is trained to

handle emergencies, and good CRM

allows you to make use of that ability

so you can keep command; in other

words, don't automatically take over

in an emergency, but keep the big

picture– use the P2 as an autopilot.

In general, the PNH (Pilot Non

Handling) should select and identify

aids, make radio calls, look out for

other aircraft and the visual

reference for landing, call deviations

and heights on finals, loudly and

clearly enough for the PH to hear

them, until at least after climb power

has been set.

Pre-departure Briefing

With a fresh crew, a full briefing

should be done each day with

differences emphasised as the

day goes on. Cover the

following:

· Emergency Procedures. Engine

failure drills before and

after Vr should be

rehearsed for the abort and

continue cases, the flight

path for continued takeoff

after engine failure should

be declared (e.g. fly the SID

unless obstructions, etc.),

together with the return

alternate. Don't forget

relanding procedures. On

subsequent sectors, the P2

can be challenged on his

knowledge of the plan.

· Runway State. Anti icing

precautions, etc.

· Wake Turbulence

· Icing, airframe and engines

· Initial terrain.

· Transition altitude.

· SID.

· Radio aids, OBS and

compass settings.

· Vital speeds.

Example

Most of this can be completed

before the engine starts and

finished when you get your

clearances.

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Operational Procedures 125

"This is a left/right hand seat

takeoff from __(runway). The

runway condition is _______, the

wind is ________, and wake

turbulence can/cannot be expected

The takeoff will require _______

amount of flap and anti-icing

will/will not be required.

On this takeoff, it will be my

brakes, steering, throttle and flight

controls. The departure aids are

__________, which you will

tune and identify before I need

them. We shall follow the noise

abatement procedures, or as

specified by ATC.

I will handle engine controls and

carry out drills from the checklists.

You verify my actions and prompt

or correct as necessary. During the

takeoff roll, you will monitor the

engine instruments and call passing

_____ kts; I will respond to this

call. At Vr, you will call

"Rotate", and on reaching the blue

line, call "V2". I will retract the

undercarriage and you will report

when the cycle is complete. Flaps,

yaw dampers and other vital after

takeoff drills you will action at my

command.

If we have any malfunction before

______ kts, shout "STOP". If

we have any major malfunction or

fire before Vr, shout "STOP". I

will close the throttles, apply reverse

thrust and bring the aircraft to a

halt, and will call for any checks or

drills to be completed to which you

will respond. If anything happens

after Vr, we will continue the

takeoff for a return landing or

diversion to _________.

There is/is not a terrain

problem and we will require/not

require an emergency turn or

route. I will ask you to do

checks or drills after takeoff."

Pre Takeoff Brief

This should be the final item of

the Lineup or Pre-Takeoff

checks, and done by the

handling pilot. It's an

opportunity for reappraisal after

changes.

Pilot Handling Pilot Non-Handling

Takeoff brief Decision speeds,

acknowledge departure

clearance.

Sets power, checks

warning lights

Verifies and prompts,

checks lights and

instruments.

Selects t/o power setting Checks power and warning

lights.

Steers aircraft. Monitors engine

instruments.

Responds to speed calls. Call speeds, Vr.

Rotates or aborts. Identifies + rate of climb.

Call V2 at Blue Line.

Retracts undercarriage. Calls undercarriage

retracted.

Calls climb checks. Carries out same.

Calls to set Navaids. Sets and identifies.

Call any malfunction. Same (if P2 handling, hand

back to commander).

After Takeoff

The handling pilot should be

mainly concerned with flying the

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aircraft. The PNH should

monitor the flying, flight path,

engine instruments and navaids.

Abandoned Takeoff

Usually, only a major

malfunction or a fire warrants

abandoning before Vr.

Handling Pilot Pilot Non-Handling

Controls aircraft Malfunction occurs—calls

STOP

Select full reverse thrust Confirms and actions drills

on command

Selects brakes as

necessary

Informs ATC

Engine Failure After Vr

This drill should be carried out

before 1500 feet, unless you can

126 Operational Flying

either stop or land back on the

runway and stop.

Handling Pilot Pilot Non-Handling

Maintain pitch attitude Monitor instruments on

live engine

Call for max power Confirm set

Retract undercarriage Confirm

Retract flaps Confirm

Establish positive ROC,

identify failed engine

Confirm

Shut down or feather failed

engine

Confirm initial drills

Maintain climb, carry out

failure drills

Confirm drills complete.

Inform ATC.

At safe ht, call subsequent

actions

Confirm

Approach briefing

Before commencing the

approach, the HP should brief

the PNH on the following, who

should note the details in the

nav log:

· Approach procedure;

routing, runway, salient

points of approach plate

(MSA, intercepts, etc.),

weather.

· Alternate airfield.

· MSA/Transition Level,

timing of descent.

· Tuning and identification

of radio aids

· Cross checking of

instruments and procedures

· Handling (flap settings,

speeds, etc.).

· Monitoring—specific

warning if the ROD

exceeds 1000 fpm or the

ILS indicator exceeds halfscale deflection

· Height calls

· 1000' prior to cleared

levels

· Flags clear

· 1000' agl

· 200' above DH

· 100' above DH

· DH

· Runway visual reference in

sight

· Missed Approach action,

number of attempts

· Runway (wake turbulence,

surface state)