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Technical Section dealing with
aspects peculiar to the Company's
types of aircraft (that is, Part B). You
may feel you've been taught enough
of it already, but things like oil and
fuel requirements and specimen
performance data will still need to be
emphasised. Also, the checklists in
the usual standard of Owner's
Manual are nowhere near good
enough for Commercial Air
Transport, so these will need to be
expanded, too (they never seem to
grasp the idea of battery saving, as
the Master Switch is often the first
thing to be switched on and left on
for the next 10 minutes while you
check everything before starting an
engine).
Whilst not too much information
should be duplicated between the
Flight and Operations Manuals,
enough ought to be included that
may be relevant in flight with
anything of a detailed descriptive
nature left in the Flight Manual. This
is important in smaller aircraft with
no room for a complete library.
Topics to be covered include
crosswind take-offs on ice covered
runways, action not included in
checklists or drills, special handling
techniques and other stuff that needs
to be brought to your attention. Try
placing emergency drills on different
coloured pages.
If you haven't thought of it already
(because most pilots tend to be
mechanically-minded), it will be well
worth your while digging a little
deeper into engineering principles
and practice in general. Not only will
it help you stay alive, but you get
more out of engineers when you
speak their language. Having said
that, engineers speak in a very
precise manner—to give you a
flavour, try reducing the description
of a piston to just three words (one
suggestion is a sliding, gastight plug).
Just for fun, here is a selection of
replies to pilots’ comments on
returning from test flights in the
USA. They are known as SQUARKS
246 Operational Flying
and are left for maintenance crews to
sort out before the next flight.
Test flight ok, except auto land a
bit rough
Auto land not installed on this aircraft
DME Volume unbelievably loud
Volume set to a more believable level
Friction locks cause throttle levers
to stick
That's what they are there for
Number 3 engine missing
Engine found on right wing after brief
search
Target radar hums
Reprogrammed Target radar with the
words
Aircraft handles funny
Aircraft warned to straighten up and be
serious
Left inside main tyre almost needs
changing
Almost replaced left inside main tyre
Evidences of leak on right mail
landing gear
Evidence removed
IFF inoperative
IFF always inoperative in OFF mode
Something loose in cockpit
Something tightened in cockpit.
Leading Edge Protective Tape
Protective tape is used on leading
edges of rotor blades (and some
propellers) to protect against wear
and tear from dust or precipitation.
A partial loss of it can dramatically
affect aerodynamic efficiency,
resulting in substantial increases in
power when hovering. It will also
cause a slight loss in RPM during
autorotation.
The most likely time for the stuff to
come off is during or after flight
through rain, which is just when it's
needed, so check it before take-off.
If it looks like wearing out, remove
or repair it before the next flight,
removing an equivalent amount
from each blade, as it may have also
been used for balancing. It will be
put on in short strips of anything
between 6-18 inches (so you're not
flying with a great length of it
hanging off) which should be
removed as a whole—don't just cut
bits away.
If tape comes off in flight (with a
distinctive "chuffing" sound,
sometimes accompanied by vertical
bounce), reduce power and speed
and make gentle manoeuvres while
landing. If it comes off before
landing, just carry on.
Propeller Overspeed
If engine control is lost and RPM
rises above the maximum, reduce
power, raise the nose and hope
reduced airspeed gets things under
control. If the CSU is not working,
feathering immediately may leave
you with a shut down engine in fully
fine pitch, though it does depend on
the aircraft (Doves, apparently, have
a separate feathering motor).
If you're not quick enough, damage
could be caused from over-revving
and the feathering system may not
cope with the extreme RPM. DO
　
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