Passenger Briefings
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Passenger Briefings
All,
I'm a fairly new Robinson R22 Pilot (200 hours Fixed, 80 hours R22) and I'm looking to find a good pre-flight passenger briefing checklist to review/modify before I start carrying passengers.
Does anyone have one that they've found to be effective?
thanks,
matthew
I'm a fairly new Robinson R22 Pilot (200 hours Fixed, 80 hours R22) and I'm looking to find a good pre-flight passenger briefing checklist to review/modify before I start carrying passengers.
Does anyone have one that they've found to be effective?
thanks,
matthew
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With only 80 hours R22, maybe the pax should stand outside of the a/c and watch from a distance. Frank Robinson is rumoured tohave said none of his family can go in an R22 unless the pilot has more than 200 hours. Don't know how true that is but I can see why.
But seriously though, why not go through everything you as a pax would expect to be told, post it on here, and see if everyone agrees. That way you get a checklist which is pretty thorough.
A couple of points to start with:- Do not walk aft towards the TR or out of view of the pilot.
Do not get out of the helicopter before the rotors have stopped turning if shutting down.
Do not interfere with controls under any circumstances.
Ask if they have any Al Quieda relatives!!!!(excuse spelling)
But seriously though, why not go through everything you as a pax would expect to be told, post it on here, and see if everyone agrees. That way you get a checklist which is pretty thorough.
A couple of points to start with:- Do not walk aft towards the TR or out of view of the pilot.
Do not get out of the helicopter before the rotors have stopped turning if shutting down.
Do not interfere with controls under any circumstances.
Ask if they have any Al Quieda relatives!!!!(excuse spelling)
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When I brief passengers I cover the following topics (and generally in this order):
1) Operation of the doors (tell them and show them)
2) Operation of the seat belts (ditto)
3) Operation of the headsets (voice-activated or not)
4) Operation of the lifevest (when appropriate)
5) Embarkation/disembarkation procedures (e.g. will someone escort pax to/from the acft; will I escort them; shut down or no shut down etc.)
6) A warning about the dangers of both the tail rotor and the main rotor
If you don't have the ability to isolate your own audio you may want to add something about being quiet during certain phases of flight.
Have a nice flight and thank you for flying (insert your name here) airways...
Forgot to share this true story with you. Here goes:
A friend of mine told me about a one time colleague of his who learned to do a good pre-flight briefing the hard way. He once loaded some passengers into a B206, two in the back and one up front, without telling them anything and without removing the dual controls either. When they get to their destination the pilot keeps the helicopter running and instructs the passengers to disembark. The passenger up front has no idea how to open the door and, in the absence of clear instructions from the pilot, simply pulls up forcefully on the handle to the left side. You guessed it, the collective!
So don't forget to tell them about those doors and don't forget to remove the duals!
1) Operation of the doors (tell them and show them)
2) Operation of the seat belts (ditto)
3) Operation of the headsets (voice-activated or not)
4) Operation of the lifevest (when appropriate)
5) Embarkation/disembarkation procedures (e.g. will someone escort pax to/from the acft; will I escort them; shut down or no shut down etc.)
6) A warning about the dangers of both the tail rotor and the main rotor
If you don't have the ability to isolate your own audio you may want to add something about being quiet during certain phases of flight.
Have a nice flight and thank you for flying (insert your name here) airways...
Forgot to share this true story with you. Here goes:
A friend of mine told me about a one time colleague of his who learned to do a good pre-flight briefing the hard way. He once loaded some passengers into a B206, two in the back and one up front, without telling them anything and without removing the dual controls either. When they get to their destination the pilot keeps the helicopter running and instructs the passengers to disembark. The passenger up front has no idea how to open the door and, in the absence of clear instructions from the pilot, simply pulls up forcefully on the handle to the left side. You guessed it, the collective!
So don't forget to tell them about those doors and don't forget to remove the duals!
I only fly with close friends and family, therefore I feel it is safe to add....
In the unlikely event of a crash, here's the fuel shut of valve and this is how it works.
This is the Master Battery switch and this is how it works.
Should I become incapacitated, turn them both off, and during the flight be careful not to touch them!
I also find it helps more nervous passengers to explain that it doesn't matter that the doors are flimsy because there is never any side force in a helicopter as there is in a car, the g-force allways pushes you firmly downwards into your seat!
CRAN
In the unlikely event of a crash, here's the fuel shut of valve and this is how it works.
This is the Master Battery switch and this is how it works.
Should I become incapacitated, turn them both off, and during the flight be careful not to touch them!
I also find it helps more nervous passengers to explain that it doesn't matter that the doors are flimsy because there is never any side force in a helicopter as there is in a car, the g-force allways pushes you firmly downwards into your seat!
CRAN
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SF Heliguy,
Definitely worth reading Spiral Tap's list - that's almost verbatim what I go through with pax. It may seem obvious but it's also worth adding that they should keep their heels (especially high ones!) clear of the pedal attachment points and stay ESPECIALLY clear of that uppy-downy lever to their right. I explain that if they push down on it, then a big hand from above does it to us, too. It seems to work...
The final thing for first-time pax in a heli, especially the R22, is to mention how twitch it can be in the hover (especially for low-timers like you & I) and that it will
smooth out in the cruise.
DBChopper
Definitely worth reading Spiral Tap's list - that's almost verbatim what I go through with pax. It may seem obvious but it's also worth adding that they should keep their heels (especially high ones!) clear of the pedal attachment points and stay ESPECIALLY clear of that uppy-downy lever to their right. I explain that if they push down on it, then a big hand from above does it to us, too. It seems to work...
The final thing for first-time pax in a heli, especially the R22, is to mention how twitch it can be in the hover (especially for low-timers like you & I) and that it will
smooth out in the cruise.DBChopper
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'eees one.....:
*The PIC has the final authority in the helicopter. So if he gives you an instruction, follow it.
*Always approach the aircraft from the front, where the pilot can see you. Never go towards the tail of the helicopter.
*Beware of slopes. The main rotor is closer to you on the upslope side.
*Keep lose belongings (purses, coats, briefcases) clear of all the control sticks and pedals.
*Do not place any items, including seatbelts, between the seat cushion and center console.
*When flying with the doors removed, leave lose items on the ground, or keep them firmly secured.
*Keep seatbelts and harnesses tight and securly fastened.
*Do not exit the aircraft until the rotorblades have stopped moving, unless otherwise instructed by the PIC. If instructed to exit the helicopter while the blades are turning, then depart to the front of the aircraft. Beware of rotors and keep hands and arms low.
*Smoking is not allowed inside the helicopter or within 50 feet.
*If any aircraft, wires or obstructions are seen, please tell the PIC as he may not have seen them.
Hope these helps...
Magjam
*The PIC has the final authority in the helicopter. So if he gives you an instruction, follow it.
*Always approach the aircraft from the front, where the pilot can see you. Never go towards the tail of the helicopter.
*Beware of slopes. The main rotor is closer to you on the upslope side.
*Keep lose belongings (purses, coats, briefcases) clear of all the control sticks and pedals.
*Do not place any items, including seatbelts, between the seat cushion and center console.
*When flying with the doors removed, leave lose items on the ground, or keep them firmly secured.
*Keep seatbelts and harnesses tight and securly fastened.
*Do not exit the aircraft until the rotorblades have stopped moving, unless otherwise instructed by the PIC. If instructed to exit the helicopter while the blades are turning, then depart to the front of the aircraft. Beware of rotors and keep hands and arms low.
*Smoking is not allowed inside the helicopter or within 50 feet.
*If any aircraft, wires or obstructions are seen, please tell the PIC as he may not have seen them.
Hope these helps...
Magjam
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Take off the dual controls; most people's legs can reach the pedals. But on the R22, elbows can still knock the sticky-out bit of the T-bar cyclic, so warn them to be careful. Also warn them not to drop things down the pedal holes - stuck pedals have happened that way. And make them open the door and release the seat belt to prove they can do it; an emergency is not the time to be finding out they can't.
Lastly, if they seem at all nervous, tell them you will be hover-taxiing for a bit, and that helicopters can land anywhere, so you can always let them out if they don't like it. Never had to though; they all love it, but it reassures some people.
Lastly, if they seem at all nervous, tell them you will be hover-taxiing for a bit, and that helicopters can land anywhere, so you can always let them out if they don't like it. Never had to though; they all love it, but it reassures some people.
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I've got one (but it probably isn't very good)
I used to take quite a few friends up who were keen to understand more before their flight.
I did an eight page briefing document for passengers, mostly related to the R22. It's a little old, and I have learned a lot since then, but it may give you a few prompts.
Email me through the profile and I'll send it to you.
Draco
I did an eight page briefing document for passengers, mostly related to the R22. It's a little old, and I have learned a lot since then, but it may give you a few prompts.
Email me through the profile and I'll send it to you.
Draco
This is all good
Excellent... must use it on the next CRM course, it'll transform crew relations...did the firm pay for the badge, and did they get any money back fot the quality of the stitching?
Chinook Pilots!!!!!!
The tradition continues!
Reminds you of why in the world of helicopters there are Chinooks and slingloads.
The tradition continues!
Reminds you of why in the world of helicopters there are Chinooks and slingloads.
Helicopter Passenger Briefings
I was wondering whether it would be too much to encourage manufacturers to produce 'latest generation' animated/filmed passenger briefing videos for their products?
One of my business interests involves delivering marketing/PR/corporate image related services and I never cease to be amazed by the amounts some of our clients are willing to shell-out on media presentations for a single pitch. It isn't unusual for some clients to order 3D animated 'fly throughs' of their projects - often only used once when pitching to the investor! Based on what I've seen, a well made passenger safety video could be achieved without breaking the manufacturer's bank.
For the light/medium market, and aside from on-board presentations, I am thinking of two specific applications; one as a pre-flight presentation in a departure/passenger lounge (which I know already happens a fair bit) and the other as a media resource which, for example, charter operators could send out as an attachment or link in an email to passengers when they book a flight.
Yes, I can think of plenty of loopholes in terms of failing to guarantee absolute exposure but wouldn't these kind of resources help increase awareness of the basics of rotary-wing safety.
Back in the day it was down to a small safety card (which only some operators produced) but in most cases it was left to a sticker on the back of the broom closet in the 206 series or the back of the seat in the Ecureuils .. hopefully things have advanced a little since then.
I am of course aware that many operators already show videos but .. for the small/medium general aviation and charter operators who may not have budgets to produce videos is where the manufactureres could, I believe, step in?
What do you say?
Typical helicopter safety card
R44
206L
Many of the craft I flew only had something like this stuck somewhere in the back!
Of course in the plank world (my day job) there is plenty of good material!
One of my business interests involves delivering marketing/PR/corporate image related services and I never cease to be amazed by the amounts some of our clients are willing to shell-out on media presentations for a single pitch. It isn't unusual for some clients to order 3D animated 'fly throughs' of their projects - often only used once when pitching to the investor! Based on what I've seen, a well made passenger safety video could be achieved without breaking the manufacturer's bank.
For the light/medium market, and aside from on-board presentations, I am thinking of two specific applications; one as a pre-flight presentation in a departure/passenger lounge (which I know already happens a fair bit) and the other as a media resource which, for example, charter operators could send out as an attachment or link in an email to passengers when they book a flight.
Yes, I can think of plenty of loopholes in terms of failing to guarantee absolute exposure but wouldn't these kind of resources help increase awareness of the basics of rotary-wing safety.
Back in the day it was down to a small safety card (which only some operators produced) but in most cases it was left to a sticker on the back of the broom closet in the 206 series or the back of the seat in the Ecureuils .. hopefully things have advanced a little since then.
I am of course aware that many operators already show videos but .. for the small/medium general aviation and charter operators who may not have budgets to produce videos is where the manufactureres could, I believe, step in?
What do you say?
Typical helicopter safety card
R44
206L
Many of the craft I flew only had something like this stuck somewhere in the back!
Of course in the plank world (my day job) there is plenty of good material!
Generic Pax briefings have some limitations....not that the K-Max carries passengers often....but approaching one of those machines in the "normal" way one approaches helicopters is a bit dangerous.
Think about the BO/BK line with the rear clamshell doors that can be opened while the aircraft is running. So much for not going aft of the 3-9 O'Clock axis on those if one is loading stretchers.
Think about the BO/BK line with the rear clamshell doors that can be opened while the aircraft is running. So much for not going aft of the 3-9 O'Clock axis on those if one is loading stretchers.
Avoid imitations
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Good idea, provided the information is correct (and for best credibilty, correctly spelt, the title of that second card, for the R44, spells safety as SAFTEY).
More importantly, the first card "Approaching a helicopter" / typical safety card (?) could cost someone their head if they approached an S-76 from the front, where the rotor tip path is lowest (same with a Chinook).
More importantly, the first card "Approaching a helicopter" / typical safety card (?) could cost someone their head if they approached an S-76 from the front, where the rotor tip path is lowest (same with a Chinook).
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Briefing
I see you are located in the U.S. So, start by complying with FAR 91.107. Then, although the section is not regulatory for your helicopter, you might read FAR 91.519 and see what items are covered there. Finally, the best solution, as someone has mentioned, is to contact Robinson and obtain a passenger briefing card which you could use as a guide to brief your passengers and then let them look it over again before the takeoff and before the landing. What Confucius said many centuries ago definitely applies to passenger briefings: "I hear, and forget; I see, and remember; I do, and I understand."
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Most aviation authorities will have a list of things they want you to include in a brief. The UK CAA certainly does in our ANO. I wouldn't regard that list as comprehensive, but you probably should include what the regs say you should.
I echo Arismount's views that if you really want a pax to remember something, get him to do it himself. People lose any brains they ever had around helicopters, and memory of a task performed is better than one discussed or shown.
An example would be to get them to latch and unlatch the seatbelt/harness. It is surprising how many "experienced" passengers are not aware that you need to operate an seat belt latch in an aircraft further than a car to get it to open. The same applies to the door lock/latch mechanism.
It also probably makes sense to tell the pax what is planned. For example, if you can, it is probably best to get the pax in before start and shutdown before letting them out. It is sensible to explain what you plan (even if the plan may change).
I echo Arismount's views that if you really want a pax to remember something, get him to do it himself. People lose any brains they ever had around helicopters, and memory of a task performed is better than one discussed or shown.
An example would be to get them to latch and unlatch the seatbelt/harness. It is surprising how many "experienced" passengers are not aware that you need to operate an seat belt latch in an aircraft further than a car to get it to open. The same applies to the door lock/latch mechanism.
It also probably makes sense to tell the pax what is planned. For example, if you can, it is probably best to get the pax in before start and shutdown before letting them out. It is sensible to explain what you plan (even if the plan may change).