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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
come within the VOR and ILS
regions as well. Cellular phones are
dodgy, too, but when you're up in
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 find you
(cell phones can be tracked).
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 appropriate
stowage(s), seatbacks are in the
upright position and lap straps
and/or harnesses are ready (neatly
arranged seatbelts always give a good
impression, or, rather, untidy ones
don't). Tables should be folded and
stowed, and catering secured. Unless
weight and balance allows random
seating, passengers should be shown,
or conducted to their 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 aspects
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
for signal from pilot. Used
crouched position in pilot’s
view. Take off loose objects,
clothing, hats, etc
· Dangerous Goods and
hazardous items that must not
be carried. Bear scares (pepper
sprays) must not be in the cabin.
No objects above shoulder
Air Law 49
height – carry equipment
horizontally. Long items should
be dragged by one end. Do not
throw cargo.
· Methods of opening and closing
cabin doors (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
rotor disc with rotors.
· 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.
· How to use the seat belts and
when they must be fastened.
· What not to touch in flight.
· Loose articles, their stowage
(tables, etc.) and the dangers of
throwing anything out of the
windows or towards rotor
blades or propellers.
· 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
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Canadian Professional Pilot Studies1(37)
