Safety Notices Flashcards
Safety Notice SN-1
INADVERTENT ACTUATION OF MIXTURE CONTROL IN FLIGHT
Always use the small plastic guard which is placed on the mixture control prior to starting the engine and is not removed until the end of the flight when the idle cutoff is pulled.
Replace the guard on the mixture control so it will be in place for the next flight.
If the mixture control is inadvertently pulled, lower the collective and enter autorotation. If there is sufficient altitude, push the mixture control in and restart the engine using the left hand. DO NOT disengage the clutch.
Safety Notice SN-9
MANY ACCIDENTS INVOLVE DYNAMIC ROLLOVER
A dynamic rollover can occur whenever the landing gear contacts a fixed object, forcing the aircraft to pivot about the object instead of about its own center of gravity
Quickly applying down collective is the most effective way to stop a dynamic rollover.
Safety Notice SN-10
FATAL ACCIDENTS CAUSED BY LOW RPM ROTOR STALL
To avoid this, every pilot must have his reflexes conditioned so he will instantly add throttle and lower collective to maintain RPM in any emergency.
No matter what causes the low rotor RPM, the pilot must first roll on throttle and lower the collective simultaneously to recover RPM before investigating the problem. It must be a conditioned reflex. In forward flight, applying aft cyclic to bleed off airspeed will also help recover lost RPM.
Safety Notice SN-11
LOW-G PUSHOVERS – EXTREMELY DANGEROUS
Pushing the cyclic forward following a pull-up or rapid climb, or even from level flight, produces a low-G (weightless) flight condition.
With no lift from the rotor, there is no lateral control to stop the rapid right roll and mast bumping can occur.
The rotor must be reloaded before lateral cyclic can stop the right roll.
To reload the rotor, apply an immediate gentle aft cyclic, but avoid any large aft cyclic inputs. (The low-G which occurs during a rapid autorotation entry is not a problem because lowering collective reduces both rotor lift and rotor torque at the same time.)
Safety Notice SN-13
DO NOT ATTACH ITEMS TO THE SKIDS
Do not attempt to carry any external load or object attached to the landing gear
Safety Notice SN-15
FUEL EXHAUSTION CAN BE FATAL
1) Never rely solely on the fuel gage or the low fuel warning light
2) During your preflight heck the fuel level in the tanks visually; be sure the fuel caps are tight.
3) Before takeoff ensure that the fuel valve is full on; plan your next fuel stop so you will have at least 20 minutes of fuel remaining
4) In flight continually check both hourmeter and fuel gages. If either indicates low fuel, LAND.
Always land to refuel before the main tank fuel gage reads less than 1/4 full.
NEVER allow the fuel quantity to become so low in flight that the low fuel warning light comes on
Safety Notice SN-16
POWER LINES ARE DEADLY
Watch for the towers; you will not see the wires in time.
• Fly directly over the towers when crossing power lines.
• Constantly scan the higher terrain on either side of your flight path for towers.
• Always maintain at least 500 feet AGL except during take- off and landing.
Safety Notice SN-17
NEVER EXIT HELICOPTER WITH ENGINE RUNNING
HOLD CONTROLS WHEN BOARDING
NEVER LAND IN TALL DRY GRASS
Safety Notice SN-18
LOSS OF VISIBILITY CAN BE FATAL
Flying a helicopter in obscured visibility due to fog, snow, low ceiling, or even a dark night can be fatal.
OVERCONFIDENCE PREVAILS IN ACCIDENTS
Helicopters are also probably the least forgiving aircraft. They must always be flown defensively. The pilot should allow himself a greater safety margin than he thinks will be necessary,
Safety Notice SN-19
FLYING LOW OVER WATER IS VERY HAZARDOUS
Many pilots do not realize their loss of depth perception when flying over water. Flying over calm glassy water is particularly dangerous.
MAINTAIN 500 FEET AGL WHENEVER POSSIBLE AND AVOID MANEUVERS OVER WATER BELOW 200 FEET AGL.
Safety Notice SN-20
BEWARE OF DEMONSTRATION OR INITIAL TRAINING FLIGHTS
A disproportionate number of fatal and non-fatal accidents occur during demonstration or initial training flights.
Before allowing someone to touch the controls of the aircraft, they must be thoroughly indoctrinated concerning the extreme sensitivity of the controls in a light helicopter.
They must be firmly instructed to never make a large or sudden movement with the controls. And, the pilot-in-command must be prepared to instantly grip the controls should the student start to make a wrong move.
Safety Notice SN-22
VORTEX RING STATE CATCHES MANY PILOTS BY SURPRISE
A vertical or steep approach, particularly downwind, can cause the rotor to fly into its own downwash
Once vortex ring state exists, adding power (raising collective) can unexpectedly increase descent rate due to the increase in downwash recirculating through the rotor.
To avoid vortex ring state, reduce rate of descent before reducing airspeed.
A good rule to follow is never allow your airspeed to be less than 30 knots until your rate-of-descent is less than 300 feet per minute.
Signs that vortex ring state is developing include increased vibration levels, decreased control authority (“mushy controls”), and a rapid increase in sink rate.
Safety Notice SN-23
WALKING INTO TAIL ROTOR CAN BE FATAL
Non-pilot passengers have been killed by inadvertently walking into a rotating tail rotor.
1) Never allow anyone to approach the helicopter unless they are escorted or have been properly instructed. If necessary, shut down and stop rotors before boarding passengers.
2) Always have strobe light flashing when rotors are turning.
3) Instruct passengers to establish and maintain eye contact with pilot when approaching helicopter. (This will force them to approach only from the nose or side, never the tail).
4) Instruct passengers to leave the helicopter in full view of the pilot and walk only around the nose, never the tail.
Safety Notice SN-24
LOW RPM ROTOR STALL CAN BE FATAL
Rotor stall can occur at any airspeed and when it does, the rotor stops producing the lift required to support the helicopter and the aircraft literally falls out of the sky.
As the RPM of the rotor gets lower, the angle-of-attack of the rotor blades must be higher to generate the lift required to support the weight of the helicopter.
The increased drag on the blades acts like a huge rotor brake causing the rotor RPM to rapidly decrease, further increasing the rotor stall.
Blow-back and boom chop
Safety Notice SN-25
CARBURETOR ICE
Pressure drops and fuel evaporation inside the carburetor cause significant cooling. Therefore, carburetor ice can occur at OATs as high as 30°C (86°F).
When in doubt, assume conditions are conducive to carburetor ice and apply carb heat as required.
Carburetor heat reduces engine power output for a given manifold pressure. Approximately 1.5 in. Hg additional MAP is required to generate maximum continuous power (MCP) or takeoff power (TOP) with full heat applied.
Full carburetor heat reduces hover ceilings by up to 2,400 feet.
Safety Notice SN-26
NIGHT FLIGHT PLUS BAD WEATHER CAN BE DEADLY
Be sure you NEVER fly at night unless you have clear weather with unlimited or very high ceilings and plenty of celestial or ground lights for reference.
NAILCG
+ FLAPS
Safety Notice SN-27
SURPRISE THROTTLE CHOPS CAN BE DEADLY
Tell student you are going to initiate a simulated power failure a few minutes before, and when you roll off the throttle, loudly announce “power failure”.
And always assume that you will be required to complete the autorotation entry yourself. Never wait to see what the student does.
Also, never practice simulated power failures until the engine is thoroughly warmed up. Wait until you have been flying for at least 15 to 20 minutes.
Safety Notice SN-28
LISTEN FOR IMPENDING BEARING FAILURE
To detect pending failure of a drive system bearing, the pilot should uncover one ear and listen to the sound of the drive system during start-up and shutdown.
Do not rely on Telatemps to indicate impending bearing failure.
CLUTCH LIGHT WARNING
If the clutch light flickers or does not go out within 10 seconds, it can indicate a belt or bearing failure.
If abnormal clutch light indication occurs, pull clutch circuit breaker and reduce power. Select a safe landing site and make a precautionary landing to check drive system.
If additional symptoms of drive system failure (smell of hot rubber, noise, or vibration) are present, land immediately.
If tachometer needle split occurs, enter autorotation.
Safety Notice SN-29
AIRPLANE PILOTS HIGH RISK WHEN FLYING HELICOPTERS
The ingrained reactions of an experienced airplane pilot can be deadly when flying a helicopter.
When required to react suddenly under unexpected circumstances, he may revert to his airplane reactions and commit a fatal error. Under those conditions, his hands and feet move purely by reaction without conscious thought.
Safety Notice SN-30
LOOSE OBJECTS CAN BE FATAL
Before each flight perform the following:
1) Walk completely around the aircraft checking fuel cap security and tail rotor condition. Ensure no loose objects or debris in helicopter vicinity. Verify cotter rings or pins are installed in all door hinge pins.
2) Stow or secure all loose objects in the cabin. Even with doors on, items such as charts can be sucked out of a vent door.
3) Instruct passengers regarding the dangers of objects striking the tail rotor. Warn them never to throw anything from the helicopter or place items near vent doors where they could get sucked out.
4) Firmly latch all doors.
5) Never fly with a left door removed. (Remove only the right door for ventilation.)
Safety Notice SN-31
GOVERNOR CAN MASK CARB ICE
When in doubt, apply carb heat as required to keep CAT out of yellow arc during hover, climb, or cruise, and apply full carb heat when manifold pressure is below 18 inches.
Safety Notice SN-32
HIGH WINDS OR TURBULENCE
- Reduce power and use a slower than normal cruise speed. Mast bumping is less likely at lower airspeeds.
- For significant turbulence, reduce airspeed to 60–70 knots.
- Tighten seat belt and rest right forearm on right leg to minimize unintentional control inputs. Some pilots may choose to apply a small amount of cyclic friction to further minimize unintentional inputs.
- Do not overcontrol. Allow aircraft to go with the turbulence, then restore level flight with smooth, gentle control inputs. Momentary airspeed, heading, altitude, and RPM excursions are to be expected.
- Avoid flying on the downwind side of hills, ridges, or tall buildings where turbulence will likely be most severe.
Safety Notice SN-33
DRIVE BELT SLACK
Drive belts must have the proper slack prior to engine start. Belts which are too loose may jump out of their sheave grooves during engine start while clutch is engaging.
- During preflight, with clutch disengaged, press in on belts with fingers just above fan scroll. Verify belts deflect approximately 11⁄2 inches (4 cm). If belts are significantly looser than this, have actuator adjusted prior to engine start.
- After engine start, engage clutch and verify rotor turns within 5 seconds. If rotor does not turn within 5 seconds, shut down and have actuator adjusted prior to flight.
Safety Notice SN-34
AERIAL SURVEY AND PHOTO FLIGHTS – VERY HIGH RISK
Aerial survey and photo flights should only be conducted by well trained, experienced pilots who:
1) Have at least 500 hours pilot-in-command in helicopters and over 100 hours in the model flown;
2) Have extensive training in both low RPM and settling-with- power recovery techniques;
3) Are willing to say no to the observer or photographer and only fly the aircraft at speeds, altitudes, and wind angles that are safe and allow good escape routes.
