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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
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.
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
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