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temperature, the heavier the fuel. In
Flight Operations 361
general, you can take avgas as
weighing 6 lbs per US gal, Jet A at
6.8 lbs and Jet B at 6.5.
At Base
Confirm with Ops that the fuel
ordered is enough, and during the
pre-flight, confirm that:
· The correct grade of fuel is used
– 80/87 Avgas is red, 100/130
is green and 100LL is blue.
· Fuel drains are checked for
water, left properly closed
· A visual check of tank contents,
or a dipstick check, reveals the
correct amount of fuel on board
within reason.
· Fuel caps are secured
· Fuel gauges indicate the
required levels, and
· Details are correctly entered in
the Journey Log and a gross
error check carried out
A turbo-prop may not be refuelled
or defuelled with an engine running,
but, if done in exceptional
circumstances, the prop brake must
be on and the precautions above
observed. Hot refuelling (as it’s
called) a helicopter from drums is
particularly not a good idea, but if
you ever do, the drum can “oilcan”
suddenly and throw anything on top
of it into the rotors, so don’t leave
spanners, etc. lying around.
En Route
A flight crew member should
normally be present, and as well as
confirming the requirements above
are met, should ensure that:
· care is taken to advise the
refuellers of the type, grade and
fuel quantity, especially units of
measurement.
· The bowser (or whatever) is
earthed to the aircraft before the
hose is extended, and remains
so until refuelling is complete.
· Smoking is not permitted within
15 m.
· The correct quantity of antifreeze
is added.
· The bowser readings at the start
and finish reflect the uplift as on
the aircraft gauges, and a gross
error check is carried out;
particularly important in some
countries, where they try and
swindle you.
With wide cut fuels, electrics should
be switched off before refuelling
starts, and remain off until it finishes
and hoses have been removed.
Passengers on Board
Not normally, especially with
engines running, but in certain
circumstances (i.e. casevac, bad
weather, no transport, or on an oil
rig) it may be permitted, if:
· Passengers are warned that they
must not produce ignition of
any substance by any means
(including electrical switches).
They must also remain seated,
with belts/harnesses
unfastened.
· "Fasten Seat Belt" signs are off,
and NO SMOKING signs on,
with sufficient interior lighting
to identify emergency exits.
362 Canadian Professional Pilot Studies
· A responsible person is at each
main door which should be
open and unobstructed.
· Fuellers are notified if vapour is
detected in the cabin.
· Ground activities do not create
hazards: the bowser or
installation should not stop
people leaving in a hurry.
· ATC and the Fire Authority are
informed.
· Fire extinguishers are nearby.
Note: Don’t re/defuel with Avgas
or widecut fuel (e.g. Jet B or
equivalent) or a mixture, when
passengers are embarking, on board
or disembarking.
Bird Hazards
Prevention is better than cure, and
you may like to avoid birds as much
as possible. Notifications of
permanent or seasonal
concentrations of birds are
sometimes 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
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