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Air taxi aircraft must also be able to
descend at any point along the route
to the lower of the single-engined
service ceiling, or 10,000 feet, and
thence to a suitable aerodrome, to
conduct an approach and a missed
approach there, and hold for 30
minutes at 1,500 feet above the
elevation.
Passenger Briefings - 602.89
Passenger handling itself is a
specialised task. As I've said before,
in General Aviation you're very
much involved with your passengers,
who will usually get quite excited and
engage you in conversation about all
manner of things. Of course, a
frequent business traveller may not
get this familiar, but you might still
be asked to join them for lunch; not
only out of courtesy, but also as
cheap entertainment—if you're not a
good conversationalist when you
start your career, you'll very soon
learn! Other little things are good for
customer relations, too, such as
helping them with their belts,
checking they're OK and settled
down just before take-off and during
the flight, and generally looking after
their well-being. All this is pure
salesmanship. A lot of repeat
business comes from a company's
pilots’ relationships with passengers,
and if you're not naturally gregarious
(a good mixer), think twice about
charter work as a long-term way of
earning a living.
How to handle passengers in general
is very much a matter of Company
policy. Some like to be spoken to,
some don't, but there are some small
attentions you can give without
Air Law 47
being obtrusive. Just going round
checking seat belts and doors helps
(never trust a passenger to shut doors
properly), as is a look over your
shoulder before take-off and
occasionally during the flight. People
new to flying are fairly obvious, and
they may not appreciate such
commonplace occurrences (to you,
anyway) as noise, turbulence,
pressure changes, strange noises
from the front (stall warnings, gear
coming up and down, etc.), or lack
of toilets.
However, CARs imposes on you the
responsibility for the safety and wellbeing
of your passengers. You will
find you are supposed to brief them
before every flight, or at least take all
reasonable steps to do so, although
what you can do with the nose of
your helicopter in the side of a
mountain and your hands on the
controls is a bit different from what
you can do on the ground with a bit
more time, so try and get as much
done as possible beforehand,
especially when time will be short if
something happens - of 17 Canadian
helicopter accidents in water
between 1952-1990, 83% had less
than 15 seconds warning. Also, typical
of Murphy, an accident will happen
in a critical phase of flight, where
your attention is otherwise engaged,
at least enough to make shoulder
straps the last thing on your mind.
A lot depends on what your
passengers are going to do at the
destination – if you’re going to shut
down, then tell them to stay seated
until everything stops (it helps to
explain why you have to sit there for
2 minutes). If it involves a running
disembarkation (other than Pleasure
Flying), one passenger should be
briefed to operate the baggage door
and do the unloading. Everyone else
must leave the rotor disc area.
Similar action must be taken with a
running pickup.
Nobody should enter the area of
ground covered by the main rotor
disc of a helicopter without your
permission (indicated by "thumbs
up" during the day, or a flash of the
landing light by night). Movement in
and out of this area should be to the
front or at 45o to the longitudinal
axis, ensuring that all movement is
within your field of vision:
Additionally, no movement should
be allowed during startup or
rundown (due to the dangers of
blade sailing) and nobody should
approach the rear of a helicopter AT
ANY TIME (unless it's a Chinook).
You can help by landing in such a
way that passengers have no choice
but to go forward, but watch the
doors aren't forced against their
stops if the wind is behind you.
Tip: When pleasure flying in a
helicopter, do not reduce the throttle
to ground idle when passengers are
getting in and out, so when one of
them decides to run round the back
(they will), you can lift into the hover
to move the tail rotor out of the way.
48 Canadian Professional Pilot Studies
Transistor radios, tape recorders and
　
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