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直升機(jī)飛行員手冊直升機(jī)操作手冊 The Helicopter Pilot’s Handbook

時(shí)間：2011-04-05 11:37來源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次

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One of the first things you will have to get used to is distance—it's quite possible, for example, to fly the equivalent distance from London to Manchester (that is, halfway up the country) and not see a soul. It's for this reason that companies operating in such areas have fuel caches, and a pump and water detection kit which always stays with the machine, despite how tempting it is to make room for baggage. These caches are refilled at regular intervals and it's part of a pilot's responsibility to report the contents back to base on the regular daily check, which is typically done in the late afternoon. Actually, position reports are done (with HF or satphone) every hour or so, just to make sure you're still around, as the Ops Manager must know where you are for legal reasons, but the daily report is also for scheduling purposes, namely to tell you what you're doing the next day (and you thought you were going home!). It’s generally OK to use fuel from another company’s cache, but it’s considered good manners not to do it too often, or to use too much, and to leave a note somewhere as to how much you’ve taken and to let them know about it as soon as possible, and replace it.
Then there is the job, which could be anything from the usual delivery of passengers, and waiting around, through long-lining fuel drums and assorted mining equipment into strange positions, to dropping grass seed from a giant hopper over areas that oil companies have dug up to lay pipeline and want to have looking normal again, not to mention fire bombing and support.
In many cases, you will find that some customers have as much of an idea how to operate a helicopter as you do, if not more, and will have a considerable input into the type of work you do.
Heliskiing is popular, too, with lots of short trips in the mountains, and the added attraction of trying to land on postage stamps and what look like very rudimentary landing stages made out of logs, which can only be approached from one direction, regardless of the wind. It doesn’t help to look down!

So, the work is definitely not boring, but an extra twist is doing it all by yourself, which is not actually for commercial reasons—you will be typically taking equipment into places that ground crews can't get to anyway, and, in the Arctic, you can't risk leaving a team on the ground while you go away with a load in case you don't get back. The fact that it's cheaper in terms of manpower is a hidden bonus for the company. Being in remote areas, other aspects also come into play— for example, you need a police certificate to carry firearms, because you may need it if you come across a bear by surprise – a polar bear will trash a helicopter in very short order.
European pilots (well, military ones, at least) have it drummed into them throughout their training that they shouldn't fly over trees with one engine. However, in many areas, all you can see for miles around is— trees! Under these circumstances you rapidly learn to trust your engine, and be nice to the engineers who look after it. You also learn to take extra care over preflights, and start doing afterflights more often, where oil leaks are more obvious, and there won’t be time to fix things in the morning. You will also be taught elementary servicing tasks, such as removing the battery and changing the odd bulb, and 50-hour checks.

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