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

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photographs, you will need overall

scenes, and pictures of gauges, etc.

Include anything (such as the ruler in

the accident kit) that will indicate

scale. As for statements, don’t put

words in witnesses’ mouths; just take

down what they say.

Documentation should be

impounded, wherever it is.

Flying After an Accident

Crew members should remain on

site, unless medical treatment or

examination is required, and may not

be scheduled for flying duties until

authorised by the Chief Pilot in

consultation with the Medical

Examiner. No comments should be

made until either they feel fit to do

so, or a night's rest has passed since

the accident, whichever is sooner.

Incident

Any happening other than an

accident which hazards or, if not

corrected, would hazard any aircraft,

its occupants or anyone else, not

resulting in substantial damage to the

aircraft or third parties, crew or

passengers. In Canada, this refers to

aeroplanes over 5700 kg MAUW and

helicopters over 2250 Kg.

You may be requested to submit a

written report, which must be done

within 48 hours.

Examples

Precautionary or forced landings,

due to engine failure, tail rotor

control failure, an external part of

the aircraft becoming detached in

flight, instances of contaminated

fuel, a forced, unscheduled, change

of flight plan caused by the failure of

aircraft instruments, navigation aids

or other technical failure,

obstructions on rig landing

platforms or other landing sites, loss

of an external load, with no third

party claim, bird strikes, Airprox, inflight icing, crew incapacitation.

Serious Incidents

These are nearly accidents, or have

serious potential technical or

operational implications, or may

result in formal disciplinary action

against aircrew or engineers. The

‘Serious’ classification is normally

170 Operational Flying

made by the senior person on the

operation as soon as possible after

the event and before the crew or

aircraft fly again, mainly to preserve

their recollection of the incident or

to ensure their fitness for duty rather

than for disciplinary reasons. Away

from base, you should load a

replacement CVR or CVDR and

return the others to base. Both

should be disabled after shutdown to

prevent data being overwritten when

power is re-applied.

Supporting Information

These documents and information

should accompany Accident or

Incident Reports:

· Photographs of the aircraft and

area

· Position of cockpit controls and

switches

· Sketch map of the area

· Passenger/eye witness report

· Post accident medical reports

for crew and passengers

· Copy of the Standard or

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Multiple Sector Load Sheet

· Any relevant extracts from local

legislation and/or Base

instructions

· Weather Report

· Passenger seat plan in the

aircraft

· Extract from radio log

· Engine power checking data for

the 30 days preceding the

accident or incident

· Post accident procedures carried

out.

Accident and Incident Report

Distribution

All should be addressed to the

Operations Department (Flight

Safety) with a copy held at the Unit

and supplied to the Area Manager or

Managing Pilot. The Report must be

kept intact and not separately posted

to the respective department heads.

Likewise, supporting information

should be attached and sent under

the same cover, if possible. A receipt

will be returned to the Unit by the

Flight Safety Department, giving a

reference number to the Accident or

Incident, which should be used in

any further correspondence.

The reports will be subject to

immediate internal distribution and

distributed to all on a monthly basis.

Monthly Summaries should be made

available to all pilots and engineers,

but not copied or shown to non-

Company personnel and should be

treated as confidential.

An accident file can only be closed

by the Operations Director.

Mandatory Occurrence

Reporting Scheme

The CAA Mandatory Occurrence

Reporting Scheme (MORS) relates to all

British registered public transport

aircraft heavier than 2300 kgs, but

reports should be submitted for all

aircraft. The overall objective is to

improve flight safety and not to

attribute blame. Occurrences should

be reported to the Flight Safety

Officer who will forward the MOR

to:

Accidents & Occurences 171

Research and Analysis Dept

Civil Aviation Authority

Aviation House

Gatwick Airport South

West Sussex RH6 0YR

01293 573744

Objectives of the Scheme

· To ensure that the CAA is

advised of hazardous or

potentially hazardous incidents

and defects, referred to as

‘Occurrences’.

· To ensure that knowledge of

occurrences is disseminated so

that others may learn.

· To enable an assessment to be

made by those concerned, of

the safety implications of each

occurrence, both in itself and in

relation to previous similar

occurrences, so they may take

or initiate any necessary action.

Definition of a Reportable

Occurrence

A reportable occurrence is:

· Any incident (not a notifiable

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Accident under Section 5 of the

Civil Aviation (Investigation of

Accidents) Regulations 1989)

· Any defect in or malfunctioning

of any part of the aircraft or its

equipment, being an incident,

malfunctioning or defect

endangering, or which if not

corrected would have

endangered, the aircraft, its

occupants, or any other person.

· Failure or inadequacy of

facilities on the ground, used, or

intended to be used for, or in

connection with, the operation

of the aircraft.

· Any incident arising from the

loading or the carriage of

passengers, cargo or fuel.

Informing Base of Occurrences

The first point of contact should be

the duty Ops Officer. Generally,

unless the aircraft is up to public

transport standards it should not be

ferried back to base until the

problem has been fully researched,

in which case it follows that a return

to base without passengers will only

be undertaken when specifically

authorised with the concurrence of

the commander who will always

have the final say.

In-flight unserviceabilities which, in

your opinion can be rectified at base,

must still be reported on VHF or

HF so the Engineering Department

can get ready for when the aircraft

lands. Crews must inform base of

birdstrikes, minor illnesses etc. as

well as technical defects before

continuing, or as soon as possible

after take-off.

Airprox, Birdstrike and

Lightning Strike Reports

Because of the specialist and detailed

nature of the information required,

Airprox, Birdstrike and Lightning

strike reports should be reported on

the Specialised Report Forms CA

1094 and CA 1282, or the Lightning

Strike Report Form, each of which

should contain the address to which

they should be sent. For birdstrikes,

damage photographs should be

submitted if possible with a duplicate

copy sent to Ops (Flight Safety)

attached to a Company Incident

172 Operational Flying

Report. All these come under the

MORS.

Certain information following an

Airprox should immediately be

reported by radio to the ATS unit

being used at the time, or is made

immediately after landing by

telephone to any UK ATCC. A

telephone report to the LATCC,

West Drayton will start tracing

action. Tel: 01895 445566.

The initial report should be

confirmed within 7 days on Form

CA 1094. The CAA is obliged to

issue a press statement following any

Airprox involving a Commercial Air

Transport aircraft, which is initiated

by the first report to ATS. If you

decide not to proceed, the ATS unit

who took the initial call must be

informed as soon as possible.

Birdstrikes

Prevention is better than cure, and

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you may like to avoid birds as much

as possible, although some stroppy

pheasants have been known to

attack aircraft lining up on the

runway. Notification of permanent

or seasonal concentrations of birds

are sometimes issued in NOTAMs.

Otherwise, keep away from bird

sanctuaries or other areas where they

may be expected, such as along

shorelines or rivers in Autumn or

Spring—migrating birds use line

features for navigation as well, but

they don't necessarily keep 300m to

the right. Gulls seem to be struck the

most often, and they hang around

the seaside or rubbish tips.

Most birdstrikes happen between

July-October, during daylight hours,

hitting mainly engines and

windshields. Noticeably fewer occur

at height, so try to fly as high as

possible, certainly above 1500 or

even 3000 ft (40% of strikes occur

on the ground, or during takeoff and

landing. 15% occur up to about 100’

agl. The highest so far hit a DC-8 at

FL 390). Also, the lower you go, the

slower you should be. Avoid high

speed descent and approach—half

the speed means a quarter of the

impact energy. A short delay on the

approach could mean the clearance

of a group of birds, as they do move

in waves. Groups of birds will

usually break away downwards from

anything hazardous, so try to fly

upwards if possible. You could also

use landing lights to make yourself

more visible. Avoid freshly ploughed

or harvested fields, and beware of

updraughts in mountainous areas,

where the birds will be trying to get

some free lift. Birds are most active

at dawn and dusk.

The impact force from a bird

increases with the square of the

speed—at 110 kts, the impact from a

1 lb bird can exceed 1200 lbs

sq/inch (the force is actually

determined by the square of your

speed multiplied by the mass of the

bird). The problem is that, below a

certain weight of aircraft, the

windshield will only be designed to

keep out rain and insects. However,

a hot windshield is more pliable and

less susceptible to shattering if it gets

hit—some aircraft require these to

be on for take-off and landing, but if

there is nothing in the flight manual

about the optimum warmup time,

use 15 minutes.

Overheating is as bad as

underheating, so be wary if your

aircraft has been left in the sun a

long time. If you get a birdstrike,

stop and inspect the damage

Accidents & Occurences 173

immediately. If you can't, make sure

you have controllability before trying

to land again—fly the aircraft first.

In the report, you will be asked what

the species is (or was), and if unsure,

you're invited to parcel up the

remains and send them to the

Aviation Bird Unit, whose telephone

number is (01483) 232581, but what

the Post Office think of that idea, I

don't know (talking of which, I’m

told that at one time you used to be

able to send game birds with just a

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label, provided they weren’t leaking).

Wake Turbulence

Reports should be sent to the Wake

Vortex Incident Scientific Group at the

Air Traffic Control Evaluation Unit

at Bournemouth International

Airport. Tel: 01202 472340 Fax:

01202 472236.

Confidential Human Factors

Incident Report (CHIRPS)

Reports of incidents or occurrences

involving human factors and/or

errors which should remain

confidential should be sent to the

Defence Research Agency (DRA)

Centre for Human Studies at

Farnborough. Tel: 01252 392654 or

394375.

Investigation/Rectification

away from Base

You may carry out an investigation

or minor rectification under base

engineers, such as examination and

cleaning of a magnetic plug

following a chip warning. In such

cases the ANO requires details to be

given to the CAA within 10 days,

namely:

· Date and time of occurrence

· Type and registration of aircraft

· Name of aircraft Commander

· Location at which

inspection/rectification was

carried out

· Brief details of defect and action

carried out

· Brief details of engineering

action following flight to base.

Dangerous Goods

Accidents/Occurrences

Information must be sent to the

State Authorities where the accident

occurred as soon as possible, or

when requested for an incident.

Report

Within 72 hours, covering:

· The date, location, flight

number and date

· The air waybill number, pouch,

baggage tag, etc.

· A description of the goods,

including the proper shipping

name and UN number (when

applicable), class/division and

any subsidiary risk

· The type of packaging, its

specification marking and

quantity

· The name and address of the

shipper, passenger, etc.

· The suspected cause of the

accident or incident

· The action taken, if any

· Any other action taken

174 Operational Flying

· Any other relevant details

· The details of the person

making the report.

Copies of the relevant documents

and photographs must be attached.

In-flight Emergency

If the situation permits, you must

inform the appropriate ATS unit of

any dangerous goods on board,

using the information above.

Confidentiality

You must not to discuss any

accident or occurrence with anyone

outside the Company other than

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authorised investigators.

Aircraft Overdue Action

An aircraft is overdue 30 minutes

after its last known ETA. The last

known point of departure and next

planned destination should be

contacted as well as enroute ATC,

before escalating the situation to

initiate SAR and accident

procedures. Naturally, should the

aircraft be found, cancel this action.

Assistance to Others In

Distress

You should, at your discretion and

with due regard for the safety of

your own aircraft, render any

assistance that is practical and

possible for the saving of life in any

event demanding such assistance.

The prime function of a non-SAR

equipped aircraft at a scene of

distress is to act as a

communications relay, assuming

properly equipped rescue units are

coming. If not, then rendering First

Aid has priority, provided you can

land.

If you are NOT first on the scene,

inform the controlling aircraft of

your endurance and what assistance

you can give. If you're not required,

clear the area. If you're there with

the media, keep well out of the way!

Special Use Of Aircraft

Of necessity, most of this chapter

will concern helicopters, because

they are used most often for weird

operations—you can't do much with

aeroplanes except cart passengers

and freight about, take photographs

and spray crops (or fires). Where

both types could be used, though,

many techniques will have much in

common.

Passenger handling itself is a

specialised task. As I've said before,

in General Aviation you're very

much involved with your passengers,

who will usually get quite excited and

engage you in conversation about all

manner of things. Of course, a

frequent business traveller may not

get this familiar, but you might still

be asked to join them for lunch; not

only out of courtesy, but also as

cheap entertainment—if you're not a

good conversationalist when you

start your career, you'll very soon

learn! Other little things are good for

customer relations, too, such as

helping them with their belts,

checking they're OK and settled

down just before take-off and during

the flight, and generally looking after

their well-being. All this is pure

salesmanship. A lot of repeat

business comes from a company's

pilots’ relationships with passengers,

and if you're not naturally gregarious

(a good mixer), think twice about

charter work as a long-term way of

earning a living.

Otherwise, some of the more exotic

things you can do with helicopters

include bombing avalanches,

rapelling (that is, dropping off

people to fight forest fires, otherwise

known as dope-on-a-rope), wildlife

capture, aerial ignition, water

sampling, where you hover very low

over a body of water and a scientist

dips the equivalent of a jamjar into

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it, or frost control, where a large

barrel of oil is lit to provide smoke

that will indicate the level of an

inversion. You then fly with your

rotors just above the smoke to bring

the warm air down and prevent frost

on crops, so, unlike Chapter 3, this

chapter won't be boring!

Note: Some of this is dangerous!

Don’t try any of it without training!

176 Operational Flying

External Slung Loads

A helicopter can go where cranes are

impractical or more expensive, or

you might not be able to get a load

inside the machine (maybe you

wouldn’t want it there anyway, if it’s

a dead animal or explosives), so you

try and lift it.

In theory, you can lift anything,

provided the payload is available;

I've even been asked to quote for

lowering 800 feet of unrolled

telephone cable down a mine shaft,

because the drum it was rolled on

wouldn’t take the weight. However,

more common tasks are logging,

placing air conditioning or

ventilation equipment on the roofs

of tall buildings, pulling cows out of

bogs, picking up water to put out

forest fires (water bucketing),

dropping solution over forests (top

dressing) or moving seismic

equipment about. In fact, many tasks

done with a helicopter are really

extensions of load slinging, and, in

remote areas, this will be a major

part of your bread and butter – really

specialised stuff will be found as

subheadings below. A typical length

is 25 feet, but can be up to 200, so

don’t forget to include the line as

part of the payload – it will be heavy

(try about a pound a foot).

If you get involved with the airconditioning-type loads on top of

buildings, you will need a permit

from the local authority, who will

also need a lot of advanced notice.

Check also for any bye-laws, the

local environmental people, police

and fire services (who may charge

you for extra crews).

Logging, officially, is removing felled

and bucked logs from areas where all

trees have been felled. It is very fast,

with lots happening at once, and

there will be a smaller helicopter to

carry the used chokers every 75

minutes or so (chokers are lanyards

with the equivalent of a slip knot

which tightens as the load is taken

up, making it more secure). It is not

an operation based on finesse, as the

machines are continually using full

power cycles and undergo a lot of

twisting, etc. If you’re planning to

buy a helicopter that has been used

on logging, inspect it very carefully!

Selective logging is removing wood

from where trees are standing, and is

considerably more dangerous, at

least to workers on the ground,

because the downwash could

dislodge all sorts of things. Cedar

salvage involves moving loads of cut

cedar blocks, which should all be of

a similar length for best stability.

Logs will be taken from high ground

first so there is less risk of anything

falling on workers below and you

can see what’s going on better. They

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Special Use Of Aircraft 177

will be delivered to holding points

on land or in water.

In UK, you will find it useful to

check out the following:

CAP 426 Helicopter External Load Operations

ANO Art 35 Public transport aircraft &

suspended loads

Rule 47 Marshalling signals

ANO Art 55 Picking up and raising of persons &

articles

ANO Art 56 Dropping of articles & animals

In Canada and USA, external loads

come in four classes, A, B, C and D.

A Class A load does not extend

below the landing gear and is usually

bolted to the aircraft, such as a

stretcher, spray kit or fuel tank. A

Class B load can be jettisoned and is

not in contact with land, water or

any other surface. A Class C load is

similar, but remains in contact with

the surface (like when towing) and a

Class D includes a person or is

anything that doesn’t come inside

the other classifications, for which

you need two methods of release

and must use a multi-engined

helicopter that can hover on one

engine in the prevailing conditions,

with appropriate engine isolation.

However, most loads will be Class B.

If you do all this over a built-up area,

an Aerial Work Zone Plan needs to go

to Transport Canada at least 5 days

in advance.

Ex-military pilots will have done all

this as part of their original flying

course, but, in some companies,

"training" is once around the circuit.

If you're "experienced" with some

slinging in the past year you can

probably get by with a full briefing

from the Chief Pilot, but there might

be a minimum time for the "circuit"

anyway, as part of initial training. If

you're not current, expect no less

than 2 observed sectors if loading

permits, or at least some training

circuits. There’ll be a bit more for

long-lining, where you need to hover

with your head out of the door so

you can see the load properly, which

has obvious problems when it comes

to checking your Ts & Ps and losing

your baseball hat if it’s not nailed on.

In this case, you might have people

on the ground to help you when you

pick the load up (see below), but you

will more often than not be

dropping it by yourself. The best

way to do so, when you can’t look

out or see much in the mirror, is to

pick the landing spot, then extend

your view forwards and sideways till

you reach something you can see

and use them as markers for a

vertical descent (you can judge your

height from whether the ground

crew are looking up or down).

With external load work, the C of A

may change from Public Transport

to Aerial Work, so passengers should

not be carried. You would be

forgiven for thinking that you'd also

get away with Duty Hours, but

you're still regarded as being on

Commercial Air Transport, even

though the helicopter isn't—in fact,

you may even need Official

Exemptions from full equipment

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scales if the load is heavy and you

have to start taking stuff off.

There may be a little paperwork to

do before you start – your customers

will likely need to be made aware

that cargo insurance is available, if

your company provides it, and

authorise the flight by signing a

damage and injury waiver agreement.

A couple of other points: Your C of

G will be fairly near its ideal position

178 Operational Flying

with a load on, but maybe not when

you release it, especially if you’re low

on fuel to lift it. Also, loads that

must be guided into place or secured

while attached to the helicopter must

be given special consideration,

especially when briefing passengers –

they must NOT go anywhere

underneath the load or any similar

position that would be dangerous if

the load gets released.

Don’t do any long-lining near high

voltage lines or thunderstorms.

Oh yes, one more thing – the

maximum hook load has nothing to

do with payload, but is merely the

weight the hook can stand as a

structural limit. If you try to lift the

max hook load in a 206, there’ll be

no room for you!

Ground Crews

Without a mirror, the ideal team on

the ground consists of at least three

handlers at every point of pickup or

deposit, so, in a simple lift from A to

B, you need six, although this could

be reduced with decent

communications. All procedures

given here are based on the

assumption that they are not

available, but things will go so much

better if they are—just make sure

that any instructions given don’t

require acknowledgement, as you

will not only have your hands full,

but it’s also easy to hit the load

release button when moving your

hand to transmit. Actually, that goes

both ways; very often both hands are

needed by the loaders, so they put

their radios in their pockets and can’t

hear them, which is why having

them in helmets is recommended.

One person would be for

marshalling and the remainder for

hooking up, etc. However, in remote

areas, you will likely be operating by

yourself, including picking up the

load, which may mean continual

shutting down, etc. Expense is not

actually the reason, although it helps;

in the Arctic, for example, you don’t

leave somebody by themselves in

case you can’t get back, but, in

general, you are dropping stuff off

where you can’t put people anyway.

It’s not as hazardous as it sounds –

you just need to be far enough

behind the load to stretch the line

properly, with no kinks, and make

sure it’s straight, so it’s away from

the landing gear when you lift into

the hover. However, don’t attempt

anything alone without a mirror.

Ground crews should dress

appropriately – the downwash will

cause severe chill factors.

Equipment

There should be as many ropes,

strops, nets and hooks that can be

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made available, as more will always

be required than you think. Steel

slings are best, though ordinary rope

will do, provided it doesn't have a

tendency to stretch or bounce up if

it breaks (for this reason, don’t use

nylon lanyards). At the very least,

you need one set of slings at each

drop-off point, so while the first

load is being undone you can be on

your way back with one and not

waste flying time (when logging, a

smaller helicopter is used for this

job). All equipment should be able

to withstand 6 times the anticipated

load because flight conditions may

increase its weight artificially. You

can work out a rule of thumb SWL

(Safe Working Load) for wire ropes

in tons with this formula:

Special Use Of Aircraft 179

SWL = Rope Diameter

2

x 8

This figure may change if you do

strange things to the line, like bend

it, or use a choker hitch (the sharper

the bend, the greater the reduction).

Once you’ve bent a line, don’t use it

for slinging again.

Ground equipment should include

radios and whistles (for

communications), weighing scales,

accurate to at least 25 lbs, and

capable of weighing more than the

maximum payload. Emergency

equipment should be similar to that

for Pleasure Flying sites (see below).

Ground crew should have hard hats

(maybe different colours for

different groups) with chin straps,

goggles or safety glasses, protective

gloves and a metal probe for

discharging static electricity. As

mentioned above, radios in the

helmets are most useful.

Static Electricity

This comes from a number of

sources, the main ones being engine

and precipitation charging from

friction between the aircraft's

surfaces and airborne particles.

There is also a risk from

thunderstorms and snow particles.

Although the capacitance associated

with this is small, voltages as high as

tens of kilovolts can throw people to

the ground, as well as being

dangerous near potentially explosive

cargoes or fuel tanks, or even shortcircuiting the hook’s electrics. It's for

this reason that an earthed static

discharge probe is applied to the hook

before any contact takes place and

the procedure kept up as much as

possible. If you can’t get one, make

the guys wear thick rubber gloves.

Alternatively, transmitting on the HF

or VHF radio can discharge a great

deal of static through the antenna.

Setting Up

Before doing anything else, you

should check the following carefully:

Helicopter Condition

Check your HOGE performance

and use the standard lapse rate if you

don’t know what the temperature at

the dropoff point. Remember your

fuel consumption will be higher than

normal, due to using high power in

the hover and flying at slower

speeds. Leaving the heavier loads till

last will help with your planning.