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applied, but some places require
brakes off when near fixed
installations.
· Take out rescue and survival
equipment so if the thing blows
up you have something to hand.
The most important thing is daily
checks, before flying. If you spill
anything, either use a neutralising
agent, move the aircraft or wait for it
to evaporate before starting engines.
Fuel can burn you. High vapour
concentrations irritate the eyes, nose,
throat and lungs and may cause
anasthaesia, headaches, dizziness and
other central nervous system
problems. Ingestion (as when
siphoning while defuelling) may
cause bronchopneumonia or similar
nasties, including leukemia and
death. If you get it on your clothes,
ground yourself before removing
any and rinse them in clean water.
Fuel spills must be covered with dirt
as quickly as possible.
Otherwise, everybody not involved
should keep clear—at least 50m
away, but for exceptions see later.
Passengers on Board
You should not normally refuel with
passengers on board, especially when
the engines are 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 switches). They must
Operational Stuff 99
also remain seated, with
belts/harnesses unfastened.
· "Fasten Seat Belt" signs are off,
and NO SMOKING signs on,
with interior lighting to identify
emergency exits.
· A responsible person is at each
main door which should be
open and free from obstacles.
· Fuellers are notified if vapour is
detected in the cabin.
· Ground activities do not create
hazards; e.g. the fuel equipment
should not stop people leaving
in a hurry.
· ATC and the Fire Authority are
informed.
· Fire extinguishers are close by.
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.
Ditching
Ditching is a deliberate act, rather
than an uncontrolled impact,
although the terms are often used
synonymously. A successful one
depends on sea conditions, wind,
type of aircraft and your skill, but it's
the after effects, like survival and
rescue that appear to cause the
problems (88% of controlled
ditchings happen without too many
injuries, but over 50% of survivors
die before help arrives).
Of course, the best way out of a
ditching is not to get into one, but
you can't always avoid flying over
water. The next best thing is to
prepare as much as possible
beforehand, and make sure that the
equipment you need is readily
available, and not stuck in the
baggage compartment where no-one
can reach it. Have you really got
enough fuel for the trip? Did you
top up the oil or check the weather?
Once under way, flying higher helps
in two ways, by giving you that little
extra time to reach land, and to allow
you to brief and prepare the
passengers better. Maintaining a
constant listening watch helps
somebody know your position, as
does filing a flight plan before going.
Sea Movement
It's a good idea to have a basic
knowledge, as getting the heading
right may well mean the difference
between survival and disaster.
Whereas waves arise from local
winds, swells (which relate to larger
bodies of water), rely on more
distant and substantial disturbances.
They move primarily up and down,
and only give the illusion of
movement, as the sea does not
actually move much horizontally.
This is more dominant than anything
caused by the wind, so it doesn't
depend on wind direction, although
secondary swells may well do. It's
extremely dangerous to land into
wind without regard to sea
conditions; the swell must be taken
into consideration, although it could
assume less importance if the wind is
very strong.
The vast majority of swells are lower
than 12-15 feet, and the swell face is
the side facing you, whereas the
backside is away from you. This
100 The Helicopter Pilot’s Handbook
seems to apply regardless of the
direction of swell movement.
The Procedure
You will need to transmit all your
MAYDAY calls and squawks (7700)
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本文链接地址：
The Helicopter Pilot’s Handbook(66)
