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

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require segregation (see Table 9.3.A),

but see also Section 5.5. The same

conditions apply to an overpack,

which is used to combine packagings

for convenience, like shrinkwrap

(Sect 5.0.1.5 and Appendix A).

Depending on the danger, goods can

also be classified into Packing Groups:

Group Danger

I Great

II Medium

III Minor

There is an alphabetical list of

Dangerous Goods (the IATA book,

section 4.2), where goods have their

Class and Packing Group

determined for you, with maximum

quantities, type of label, etc. Packing

instructions are in Sect 5. Be aware

that you might need specific

containers for certain items. Where

more than one hazard is involved, a

label must be used for each one.

Packaging must be of good quality

and constructed and closed to

prevent leakage under normal

conditions. Materials used must not

react with the goods they are

supposed to protect. Enough space

must be left in liquid containers to

allow for expansion, and there

should be absorbent materials to

take up leaks (see Table 5.0.B).

Guidance for Acceptance,

Handling and Stowage

In practice a ground handling agent

may sort it all out for you, and it’s

the shipper’s responsibility to ensure

that all is correct (the carrier is

responsible for care in transit). Some

companies have a checklist of

dangerous goods that are commonly

carried. Before any goods are

accepted, though, an acceptance check

ensures that packages, overpacks and

containers are not damaged or

leaking, are correctly marked and

labelled, and documents are correct,

according to the Technical

Instructions (there should be an

example in the Ops Manual). Unless

you loaded it yourself, you must be

informed of any dangerous goods on

your flight with a form (Shipper's

Declaration) that includes:

· the Air Waybill number

· the proper shipping name and

UN number (when assigned,

such as Acetone UN1090).

· the class or division, any

identified subsidiary risks and,

for explosives, Compatibility

Group

· packing group (when assigned)

Dangerous Goods and Weapons 159

· number of packages, net

quantity or gross mass per

package

· loading location; and

· confirmation of no evidence of

damaged or leaking packages.

One copy must stay with the

shipment to the final destination.

Typewritten signatures are not

acceptable. Appropriate labels must

be used, that is, the hazard and

handling labels, including “This Way

Up” if combination packaging is

used for liquids.

Air waybills must show Dangerous

and non-Dangerous Goods

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separately, in that order, except for

dry ice being used as a refrigerant.

They must include one or more of

the following statements in the

Handling Information box:

· Dangerous Goods as per attached

Shippers Declaration

· Dangerous Goods – shippers

declaration not required

· Cargo Aircraft Only

Dangerous goods must not be

carried in the cabin, except as

provided for in the Technical

Instructions, including those suitable

only for cargo aircraft. In this

context ‘passenger’ excludes a crew

member, an operator’s employee

(see below), an authorised

representative of an Authority and

anyone with duties in respect of a

particular shipment of dangerous

goods or other cargo on board.

Neither must Dangerous Goods,

especially toxics, be loaded, stowed

or secured anywhere near foodstuffs,

people or live animals (including the

crew). Those that react with each

other should be separated as

required by the Technical

Instructions. This includes

segregating incompatible packages,

securing them the right way up and

ensuring they are accessible in flight

in a cargo aircraft.

Explosives and detonators must be

in their original packaging, and

separate from each other. Damaged

goods must not be carried at all.

Flight paths should be as far away

from public areas as possible.

How to use the IATA Book

Although the ICAO Technical

Instructions are referenced in the

TDGR, the IATA Dangerous Goods

Regulations, which contain the ICAO

instructions, are also mentioned as a

working document. However, the

IATA ones are more restrictive, and

you will see which provisions are

concerned when you see a pointing

hand symbol, like this:

F

The book itself is divided into ten

sections, and subsections are

indicated with decimal points, so

Section 4.2 is subsection 2 of Section

4. Paragraphs are also numbered, as

with 4.2.3. All of them are listed in

the Table of Contents. There is also

an index and an Index of Tables at

the back, together with appendices,

but it isn't wonderful.

Here is a brief description of the

sections:

· Section 1 – Applicability. Who and

what the regulations apply to,

with exemptions, such as

160 Operational Flying

medical, animals, etc., plus

responsibilities of shippers and

training, which are superseded

by the TDGR.

· Section 2 – Limitations. Goods

which are totally forbidden

under any circumstances, and

those which may be carried with

approval. Hidden Hazards, and

stuff that can be carried by

crews, are the property of the

carrier and which are exempt

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separately, in that order, except for

dry ice being used as a refrigerant.

They must include one or more of

the following statements in the

Handling Information box:

· Dangerous Goods as per attached

Shippers Declaration

· Dangerous Goods – shippers

declaration not required

· Cargo Aircraft Only

Dangerous goods must not be

carried in the cabin, except as

provided for in the Technical

Instructions, including those suitable

only for cargo aircraft. In this

context ‘passenger’ excludes a crew

member, an operator’s employee

(see below), an authorised

representative of an Authority and

anyone with duties in respect of a

particular shipment of dangerous

goods or other cargo on board.

Neither must Dangerous Goods,

especially toxics, be loaded, stowed

or secured anywhere near foodstuffs,

people or live animals (including the

crew). Those that react with each

other should be separated as

required by the Technical

Instructions. This includes

segregating incompatible packages,

securing them the right way up and

ensuring they are accessible in flight

in a cargo aircraft.

Explosives and detonators must be

in their original packaging, and

separate from each other. Damaged

goods must not be carried at all.

Flight paths should be as far away

from public areas as possible.

How to use the IATA Book

Although the ICAO Technical

Instructions are referenced in the

TDGR, the IATA Dangerous Goods

Regulations, which contain the ICAO

instructions, are also mentioned as a

working document. However, the

IATA ones are more restrictive, and

you will see which provisions are

concerned when you see a pointing

hand symbol, like this:

F

The book itself is divided into ten

sections, and subsections are

indicated with decimal points, so

Section 4.2 is subsection 2 of Section

4. Paragraphs are also numbered, as

with 4.2.3. All of them are listed in

the Table of Contents. There is also

an index and an Index of Tables at

the back, together with appendices,

but it isn't wonderful.

Here is a brief description of the

sections:

· Section 1 – Applicability. Who and

what the regulations apply to,

with exemptions, such as

160 Operational Flying

medical, animals, etc., plus

responsibilities of shippers and

training, which are superseded

by the TDGR.

· Section 2 – Limitations. Goods

which are totally forbidden

under any circumstances, and

those which may be carried with

approval. Hidden Hazards, and

stuff that can be carried by

crews, are the property of the

carrier and which are exempt

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anyway. Special provisions

granted to States and operators.

· Section 3 – Classification. What is

in each class and what the

packing groups indicate.

· Section 4 – Identification. Official

shipping names(Dangerous

Goods in the blue pages).

· Section 5 – Packing. Yellow pages,

with details of containers, etc.

and packing instructions. No

substitutes!

· Section 6 – Packaging Specifications

and Performance Tests. Mainly for

packing manufacturers to make

sure their materials do the job.

· Section 7 – Marking and Labelling.

Hazard and handling Labels.

· Section 8 – Documentation.

Waybills, Shipper's

Declarations, etc., with example

forms.

· Section 9 – Handling.

· Section 10 – Radioactive Material.

· Appendix A – Glossary.

· Appendix B – Nomenclature. Units

of Measurement, etc.

· Appendix C – Organic Peroxides.

· Appendix D – IATA Member

List.

· Appendix E – Competent

Authorities. By country.

· Appendix F – Packaging

Manufacturers, etc.

First, you need to know what you

are dealing with. Section 4 has some

blue pages that contain shipping

names of just about everything you

can think of, together with an ID

number, its classification, what label

is required, whether it can go in

passenger or cargo aircraft, etc. Take

particular note of any symbols

nearby, and check for their meanings

in Appendix B. In particular, †

means look also in Appendix A.

There is a numerical cross-reference

in Sect 4.3. A * symbol requires a

technical name in brackets after a

generic name.

If the material you are dealing with

does not appear in the blue pages,

check in Section 3 to see if its

properties match the classes

described there, assuming it isn't

forbidden under Sect 2.1 in the first

place. Use Table 3.10A to determine

the primary hazard if necessary. If it

isn't in Section 3 either, it is not

subject to the regulations.

Radioactive material is covered

separately in Section 7.

Next, determine whether it is to be

sent on passenger or cargo aircraft.

Columns G-L of the blue pages will

tell you whether it's forbidden or

not, and what quantities can be taken

in what packaging. If it is allowed,

find the Packing Instruction number

(columns G and I), any quantity

limitations in one package (H and J),

Dangerous Goods and Weapons 161

and any variations imposed by States

or operators in Section 2.9.2 or

Section 2.9.4, respectively. For

example, Fedex will not accept

Nitric Acid over 40% concentration.

You can ship goods in Limited

Quantities with ordinary packaging

provided it is of good quality. The

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letter G refers to Gross Weight.

Then check the packaging

requirements under Section 5. At the

top of each yellow page in there, you

will find variations by State and

Operator. Select the packaging from

the choices available, stick the labels

on, prepare the waybill and sign the

Declaration. A Y designation means

Limited Quantity packaging that

requires special marking. Nonessential labels must be removed.

For example, ID 1863, Fuel, aviation,

turbine engine, needs a flammable

liquid label and may only be carried

in limited quantity packaging, 10

litres at a time in Grp III packaging

on passenger aircraft (instructions

are in Sect 5, Y309). Otherwise, if

the aircraft is cargo only, the

packages can contain up to 220L.

Responding to Emergencies

You must inform the appropriate

Air Traffic Services Unit of any

dangerous goods on board,

especially the proper shipping name,

class/division and identified

subsidiary risks, the compatibility

group for explosives, the quantity

and the location on board.

More information is in the Emergency

Response Guidance for Aircraft Incidents

Involving Dangerous Goods, which is

published by ICAO.

Duties of Personnel

The routine is generally to:

· Fill out a Shipper's Declaration

· Notify the PIC

· Inspect for leakage and

condition before loading (see

Acceptance Checklist)

· Keep a copy of the paperwork.

· Supervise loading and

segregation as required.

Otherwise, everyone must ensure

that:

· dangerous goods are correctly

identified, with approvals

· inspection, acceptance and

loading procedures are carried

out as per the Technical

Instructions, especially with

regard to passengers.

· action is taken if packages of

dangerous goods are found

damaged or leaking during

processing for transport

· if there is an aircraft incident or

accident, information is passed

to the State where the incident

or accident occurred, as per

Technical Instructions

· if there is a dangerous goods

incident or accident, a report is

made to the Authorities

Carriage of Employees

When carrying dangerous goods

which can only be carried on a cargo

aircraft, company employees can also

be carried in an official capacity, that

is, having duties concerned with the

preparation or undertaking of a

162 Operational Flying

flight or on the ground once the

aircraft has landed.

Weapons, Munitions of War

and Sporting Weapons

These need an approval from all

States concerned before a flight.

They must normally be inaccessible

and unloaded, but you can get

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approval otherwise, for policemen,

etc., or you can prove it is

impractical. Sporting weapons and

ammunition may be carried without

approval, if they are inaccessible to

passengers and unloaded.

If you ever need it, permission to

carry munitions of war is provided

through the usual channels, which

basically commence with an

application to your Inspector a long

way before the permission is

required. If you are also going

abroad, others will also become

interested, making diplomatic

moves, etc. on your behalf. Actually,

the whole process has the potential

for being rather messy and is best

left alone anyway.

Carriage of Livestock

You can carry guide dogs or police

dogs on special operations only if

they're restrained with a leash, but be

very careful with wet ones; not only

will the extra moisture mist up the

windscreen, but the first thing they

will want to do is shake themselves

dry once inside the cabin, and soak

everyone in sight!

Otherwise, carriage of animals is

forbidden unless in a suitable

carrying case (try that with a horse!)

and are accompanied by a

responsible person, preferably their

owners. IATA have Live Animals

Regulations which should tell you all

you need to know about labelling,

hygiene, feeding, etc.

You may also need to carry animal

first aid and emergency kits, with

drugs and humane killers being kept

under lock and key by you, the

Commander. Any attendants must

also have been trained in their use.

Horses are somewhat of a special

case, perhaps needing a groom to

stand by them on take-off and

landing, a special exemption,

together with a large aircraft and lots

of sugar cubes. They like apples, too.

Don't forget there are stringent

regulations regarding the carriage of

animals across International

boundaries.

Security

You must be aware of the National

Security Program, for which you will

either get trained in-house or packed

off to an airline for a course.

Otherwise general advice and

guidance can be obtained from:

Transport Security Inspectorate

Hampton House

Albert Embankment

London SE1 7TJ

0207 228 5214

The Company Security Officer has

overall responsibility for security

matters, reporting directly to the

Ops Manager.

The Senior Operations Officer on

duty should keep people informed of

all security related matters.

Training

Training will help you prevent acts

of unlawful interference (e.g.

sabotage or hijack) or to minimise

their consequences (see below).

Search Procedures

Expect to use a checklist when

searching for concealed weapons,

explosives or other dangerous items.

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Flight Crew Security

Lockable flight deck doors should be

closed and locked.

Carriage of Authorised

Persons

In addition to those listed in the

ANO, an Authorised Person (as far

as the Company is concerned) is

normally a fare paying passenger on

a properly arranged trip or a non

fare-paying passenger flying with the

permission of Management or

Operations—however, when going

foreign, nobody is authorised until

they have passed through Customs

(see below).

Under the ANO, you can refuse to

carry anyone who seems unfit for

any reason (see also Fitness to Fly).

All Flight Ops Inspectors are

Authorised Persons and will

occasionally wish to fly in Company

aircraft to check on operational

procedures, unless you think the

safety of the flight will be

compromised. Arrangements will

normally be made in advance, but

the right is reserved for them to turn

164 Operational Flying

up without prior notice. Inspectors

carry authority/identity cards which

will be produced on request.

Carriage of Unauthorised

Persons

No person is authorised on a foreign

trip without first passing through

Customs, depending on local

arrangements. For flights within

Europe, for example, UK customs

just need notification so they can

turn out if they want to (say, 4

hours), assuming everyone is an

EEC passport holder. Aside from

people mentioned below, there are

certain types of passenger who are

excluded from flying anyway,

including those under the influence

of drugs or alcohol, infected with a

contagious disease, of unsound mind

and a danger to the aircraft in

general. They should only be carried

with special safeguards and prior

arrangements.

Unlawful Interference

Terrorists apparently belong to three

categories. The first is ideologically

motivated, believing that the higher

cause represented is superior to

anything else and is morally correct,

even if it does mean killing. The only

fear he will have is of failure and he

is likely to belong to a well organised

group, with others somewhere in the

pipeline. A loner, on the other hand,

may either be craving attention or

striking back at the organisation that

owns the aircraft; in other words, the

motivation will be more personal.

Such a person will be unpredictable

as well as dangerous, but will also

have no specific plan. Perhaps just

pandering to his ego will help you.

Lastly, there's the psychopath who is

actually sick and doesn't understand

what's going on anyway (no, not part

of the Management!). In addition to

the previous characteristics, he will

also be very volatile. Of course, if

your luck's anything like mine, you

will get a combination of all three.

However, the point is that each one

must be treated individually—you

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can't cater for them all. Having said

that, you must stay calm—you'll be

no good to anybody otherwise;

resistance will almost certainly cause

trouble. If you can, make yourself as

inconspicuous as possible.

It may be difficult to grasp, but you

must realise that (temporarily at

least) you are no longer in control.

Pilots by nature tend to have larger

than average egos, but if there is a

clash, you would be wise to subdue

yours and wait for your turn later. If

possible, tell ATC every small detail

which could be helpful to someone

storming the plane later, should it

become necessary. You must also

tell the truth and not try any funny

stories. Terrorists have no sense of

humour. If it comes to that, neither

do security guards.

If you have a weapon, it's time, like

the equivalent of "working to rule"

and abandoning the short cuts that

normally make the wheels of

aviation run smoothly (!?). Any

excuse will do; you need more maps,

fuel, staff, servicing, oxygen or

whatever. The idea is to keep the

aircraft on the ground, as once

you're flying rescue becomes more

unlikely. Make them do a bit of

work—it will help as a distraction.

Also, don't make eye contact—

nervous people become more so if

you do. Don't resist; and don't

Security 165

volunteer, either. Try to remain

invisible.

Company policy is normally that

pilots should not attempt to frustrate

the hijackers’ plans, particularly if

there is any risk to passengers. You

should try to appease the persons

involved and carry out any

reasonable orders or demands,

simply doing your best to ensure the

safety of your passengers. And you,

of course.

Reporting

You must report unlawful

interference to the local authority,

company Security Officer and:

Director and Co-ordinator of

Transport Security

Room 58/14

2 Marsham Street

London SW1P 3EB

Bomb Threats

Essentially, don’t take off if you

receive one, and, if you are flying

already, land as soon as you can,

then evacuate the aircraft in a

remote, yet accessible place.

Security of Information

The nature of General Aviation

frequently involves you being party

to confidential information which

shouldn't be discussed or relayed to

third parties. When passengers freely

discuss business, it's tactful to make

use of the intercom cutoff switch.

Documents, maps or written

instructions should also be regarded

as confidential.

166 Operational Flying

Notes

Accidents &

Occurrences

A reportable one occurs when:

· anyone is killed or injured from

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contact with the aircraft (or any

bits falling off), including jet

blast or rotor downwash

· the aircraft sustains damage or

structural failure

· The aircraft is missing or

inaccessible

between the time any person boards it

with the intention of flight, and all

persons have disembarked (ICAO

definition). This does not include

injuries from natural causes, which

are self-inflicted or inflicted by other

people, or stowaways hiding on

places not normally accessible to

passengers and crew.

Significant or Substantial Damage in this

context essentially means anything

that may involve an insurance claim,

but officially is damage or failure

affecting structure or performance,

normally meaning major repairs.

Under ICAO, a fatal injury is one that

involves death within 30 days. A

serious injury involves:

· more than 48 hours in hospital

within 7 days.

· more than simple fractures of

fingers, toes and nose.

· lacerations causing nerve or

muscle damage or severe

haemorrhage.

· injury to any internal organ.

· 2nd or 3rd degree burns or any

over 5% of the body.

· exposure to infectious

substances or radiation.

The Accident Investigation Branch

investigates aircraft accidents, and

has teams of investigators on 24-

hour standby to go worldwide. Its

function is not to apportion blame,

but to ensure that accidents don't

happen again.

168 Operational Flying

An accident must be reported to the

AAIB and the local police as soon as

possible.

The PIC is responsible for notifying

the nearest appropriate authority by

the quickest available means of any

accident involving the aeroplane

resulting in serious injury or death of

any person or substantial damage to

the aeroplane or property.

Post Accident Procedures

The pilot or senior survivor,

Company or aerodrome authority (in

that order, if practical) should take as

much as possible of the following

action after evacuating passengers to

either a sheltered location upwind of

the aircraft, or into the liferaft:

· Prevent tampering with the

wreckage by ANYBODY

except to save life, avoid danger

to other persons or prevent

damage by fire, for which turn

the fuel and battery OFF—

disconnect it if there is no risk

of a spark, but the TSB won't

like you to touch too much, so

remove only emergency

equipment, like first aid kits or

survival packs, noting where

you got them from. Account for

all people on board. Attend the

injured and cover bodies.

· Activate the distress beacon and

maybe use aircraft radio

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equipment. Prepare

pyrotechnics, select, and prepare

a helicopter landing site or lay

out search and rescue signals.

· If people or communications

are close, send for assistance.

· If rescue is likely to be delayed

because of distance or failing

daylight, prepare suitable

shelters, distribute necessary

rations of food and water. If

necessary, find fresh water.

· Inform the Company (Ops Mgr,

Chief Pilot) by the quickest and

most private means of:

· Aircraft and Reg No

· Time, position of accident

· Details of survivors

· Nature of occurrence or

other details

· Notify Police, Fire, Ambulance,

ATC, Gas/Electricity

· Note weather details.

· Make sketches, take photos.

Preserve and protect documents

and any flight data recorders.

· Refer the media to the

Company.

Aircraft Accident Reporting

All phone calls and actions taken

should be recorded by the person

receiving the initial notification –

continuous watch should be kept for

at least 48 hours or the duration of

the process, whichever is longer.

Callers should be identified, to

ensure it is not a false alarm and to

ensure it is indeed a company

aircraft. No information should be

released without Company authority,

mainly for liability reasons.

The Company Accident Report form

should be completed, in addition to

complying with the laws and

regulations of the country of

registration and the country in which

the accident or incident occurred. If

there is any doubt, the occurrence

Accidents & Occurences 169

should be reported as an Accident; it

can be reclassified later.

The Company should form an

Accident Board, consisting of people

with varying qualifications as

deemed necessary. This won’t be

done on the spot, there should be a

permanent list somewhere. Only

allow 1 photographer and reporter

on the scene (let them fight it out

amongst themselves).

The accident investigation kit should

include a cellphone/satphone,

camera, tape recorder, GPS, largescale map, magnifying glass,

compass, tape measure/ruler, plenty

of pens and paper (for witness

statements and diagrams) first aid kit

(to include tweezers), ruler, a packet

each of latex and leather gloves, dust

masks, tie tags, surveyor flags and

tape, labels, torches, fluid sample

bottles, and anything else for the

circumstances (duct tape, restricted

access signs, etc).

If you get there before the TSB, take

notes, keep detached and don’t

disturb anything, unless it’s going to

blow up or catch fire, which would

destroy any evidence, including

documentation, needing to be

preserved. When taking