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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. No objects above
shoulder 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 while rotors are
running.
·  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, stowage (tables,
etc.) and dangers of throwing
anything out of the windows or
towards rotor blades.
·  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
their children.
Air Law 193
·  The brace position (including
rear-facing seats). If you ever
have to give the order to adopt
it, by the way, don't do it too
early, otherwise the passengers
will get fed up waiting for
something to happen and sit up
just at the point of impact.
·  Landing areas should be clear.
·  How long the flight will be, and
how high you will be flying,
what the weather will be like.
Preparation for Emergency Landing
Where time and circumstances
permit, this must consist of
instructions about safety belts or
harnesses, seat backs and tables,
carry-on baggage, safety features
cards, brace position (when to
assume, how long to remain), and
life preservers.
Airworthiness & Maintenance
An aircraft is "airworthy" when it
complies with the flight manual, any
placards, and the ICAO
Airworthiness Technical Manual.
As far as maintenance goes, it can be
Scheduled or Unscheduled, which
basically speak for themselves. Both
are supposed to ensure that an
aircraft is kept at an acceptable
standard of airworthiness.
Depending on the performance
category and its maximum
authorised weight, there will be
different schemes covering this, but
the nature of General Aviation
means that aircraft are very often not
seen by an engineer from one
scheduled check to the next (but the
pilot can do some elementary tasks –
see below).
Types of check include 50-hour and
100-hour, which can be extended by
5 or 10%, respectively, for
scheduling, but this should not be
used as part of normal operations
(lack of planning on your part
doesn't justify an emergency on an
engineer's part).
In between, there will also be times
when components need to be
changed, either on a planned or
emergency basis.
The Maintenance Schedule contains the
name and address of the owner or
operator and notes the type of
aircraft and equipment fitted.
It lays down the periods when every
part of the machine will be
inspected, together with the type and
degree of the inspection, including
periods of cleaning, lubricating and
adjustment. They are written for
each aircraft, and are subject to
Transport Canada approval before
moving to a new one.
After work is done, an Aircraft
Maintenance Engineer (AME) signs a
Certificate of Maintenance Review, which
means that the work done meets the
standards and the aircraft is released
back into service. However, you are
still responsible for ensuring that the
aircraft is airworthy.
Not being an engineer, the only way
you can find this out (aside from a
　
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