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· 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
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
it, or frost control, where a large
barrel of oil is lit to provide smoke
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