basic helicopter ground handling 1

FOR TRAINING PURPOSE ONLY Malaysian Institute of Aviation Technology

AJD21603 ROTORCRAFT SERVICING, MAINTENANCE & ROLE EQUIPMENT

WEEK 7:BASIC HELICOPTER GROUND HANDLING

1SABRI OMAR


LEARNING OBJECTIVES & OUTCOMES OBJECTIVES:

1. GAIN KNOWLEDGE ON INTERNATIONALLY RECOGNISED HELICOPTER MARSHALLING SIGNALS

2. KNOW THE SAFETY PRECAUTION WHEN PERFORMING THE GROUNDHANDLING ACTIVITIES ON HELICOPTER

OUTCOMES:1. DESCRIBE THE MARSHALLING SIGNALS APPLICABLE TO

HELICOPTERS.2. EXPLAIN THE SAFETY PRECAUTION WHEN CARRYING

OUT GROUND HANDLING ACTIVITIES ON HELICOPTER

© Allen Peter Diman 2


GROUND HANDLING DEFINITIONIn aviation, aircraft ground handling defines the servicing of an aircraft while it is on the ground and (usually) parked at a terminal gate of an airport.


INTRODUCTIONAircraft marshalling is visual signaling between ground personnel and pilots on an airport or helipad.Marshalling is one-on-one visual communication and a part of aircraft ground handling. It may be as an alternative to, or additional to, radio communications between the aircraft and air traffic control. The usual attire of a marshaller is a reflecting safety vest, a helmet with acoustic earmuffs, and illuminated beacons or gloves.


At airports, the marshaller signals the pilot to keep turning, slow down, stop, and shut down engines, leading the aircraft to its parking stand or to the runway. Sometimes, the marshaller indicates directions to the pilot by driving a "Follow-Me" car (usually a yellow van or pick-up truck with a checkerboard pattern) prior to disembarking and resuming signalling. This, however, is not an industry standard.


EXAMPLE


“FOLLOW-ME CAR”


PREPARATIONPOSITIONING.1. Will stand at the outer edge of the landing zone

perimeter on the windward side, with his/her back to the wind.

2. Apparatus Lieutenant/Captain will have the primary responsibility for the marshalling duties.

3. An additional firefighter who is assigned to the Marshaller will maintain constant radio contact with the helicopter as well as visual and verbal contact with the Marshaller.

4. Remain in eye contact with the pilot at all times.5. DO NOT approach the helicopter; remain vigilant at

your post.


EQUIPMENT1. Helmet with chin strap tightly secured. 2. Goggles on or visor down.3. Gloves.4. Full bunker gear with collar up.5. Flash lights with wands for night operations.


EQUIPMENTSREQUIED


1. Stay well clear of the tail rotor area.

2. Use caution when traversing uneven terrain.

3. Approach helicopter in pilot’s field of vision and ONLY after an "All Clear" signal has been given by a helicopter crewmember.

4. Use low crouch when approaching and departing the helicopter.

5. DO NOT use road flares. DO NOT shine spotlights or headlights

6. at the helicopter or into the LZ. The pilot will utilize the "night sun" to light up the LZ as needed. Shinning lights or strobes at the LZ may cause vertigo, night blindness or seizures of the pilot.


AFFIRMATIVE (I’LL COMPLY OR I UNDERSTAND)DAY: HAND RAISED, THUMB UPSAME AS DAY SIGNAL WITH WAND HELD AS EXTENTION OF THE ARMAIRCREW: ONE FLASH OF FLASHLIGHTCONFORMS TO ICAO SIGNAL – ‘ALL CLEAR’


NEGATIVE (NOT CLEAR OR I’LL NOT COMPLY)DAY: ARM HELD OUT, HAND BELOW WAIST LEVEL, THUMB TURNED DOWNWARD.SAME AS DAY SIGNAL WITH WAND HELD DOWN.AIRCREW: FLASHLIGHT STEADY “ON”NO ICAO SIGNAL


THIS WAY

DAY: ARMS ABOVE HEAD IN VERTICAL POSITION WITH PALMS FACING INWARD

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD VERTICALLY AND HELD AS EXTENSION OF THE ARMS.

CONFORMS TO ICAO SIGNAL


PROCEED TO NEXT MARSHALLER

DAY: RIGHT OR LEFT ARM DOWN, OTHER ARM MOVED ACROSS THE BODY AND EXTENDED TO INDICATE DIRECTION TO THE NEXT MARSHALLER.

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD AS AN EXTENSION OF THE ARMS



SLOW DOWN

DAY: ARMS DOWN WITH PALMS TOWARD GROUND, THEN MOVED UP AND DOWN SEVERAL TIMES.

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD HORIZOTALLY



TURN TO LEFT

DAY: POINT RIGHT ARM DOWNWARD, LEFT ARM REPEATEDLY MOVED UPWARD AND BACKWARD. SPEED OF ARM MOVEMENT INDICATING RATE OF TURN.

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF THE ARMS

USED FOR SPOT TURNS FOR HOVERING HELICOPTERS



TURN TO RIGHT

DAY: POINT LEFT ARM DOWNWARD, RIGHT ARM REPEATEDLY MOVED UPWARD AND BACKWARD. SPEED OF ARM MOVEMENT INDICATING RATE OF TURN.

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF THE ARMS

USED FOR SPOT TURNS FOR HOVERING HELICOPTERS



MOVE AHEAD

DAY: ARMS A LITTLE APART, PALMS FACING BACKWARDS AND REPEATEDLY MOVED UPWARD-BACKWARD FROM SHOULDER HEIGHT

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF ARMS



STOP

DAY: ARMS CROSSED ABOVE THE HEAD PALMS FACING FORWARD.

SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF ARMS



MOVE BACK

DAY: ARMS BY SIDES, PALMS FACING FORWARD, SWEPT AND UPWARD REPEATEDLY TO SHOULDER HEIGHT

SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF THE ARMS



TURNS WHILE BACKING TAIL TO LEFT

DAY: POINT RIGHT ARMS DOWN AND LEFT ARM BROUGHT FROM OVERHEAD VERTICAL POSITION TO HORIZONTAL POSITION, REPEATING LEFT ARM MOVEMENT.

SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF THE ARMS



REQUEST BY MARSHALLER TO MOVE PERSONNEL TOWARD AIRCRAFT

DAY: LEFT HAND RAISED VERTICALLY OVERHEAD, PALM TOWARDS AIRCRAFT. THE OTHER HAND LOWERED, PALM FACING INWARDS.

NIGHT: SAME S DAY SIGNAL BUT ONLY THE RAISED WAND ILLUMINATED AND FLASHING

NO ICAO SIGNAL


PERSONNEL APPROACH THE AIRCRAFT

DAY: EITHER HAND RAISED VERTICALLY OVERHEAD, PALM TOWARD AIRCRAFT. THE OTHER HAND INDICATED TO PERSONNEL CONCERNED AMD GESTURES TOWARD AIRCRAFT




INSERT CHOCKS

DAY: ARMS DOWNS, FIST CLOSED, THUMBS EXTENDED INWARDS, SWING ARMS FROM EXTENDED POSITION INWARDS.

NIGHT: NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF ARMS



REMOVE CHOCKS

DAY: ARMS DOWN. FISTS CLOSED, THUMBS EXTENDED OUTWARDS, SWING ARMS OUTWARDS.




DOWN LOCKS OR UNDERCARRIAGE PINS INSTALL

DAY: LEFT ARM BENT VERTICALLY IN FRONT WITH FIST CLENCHED, RIGHT ARMS BENT HORIZONTALLY IN FRONT WITH FIST CLENCHED ND HELD MOTIONLESS AT LEFT ELBOW

NIGHT: SAME AS DAY WITH ADDITON OF WANDS. PERPENDICULAR TO AIRCRAFT

NO ICAO SIGNAL


DOWN LOCKS OR UNDERCARRIAGE PINS REMOVE

DAY: LEFT ARM BENT VERTICALLY IN FRONT WITH FIST CLENCHED, RIGHT ARM BENT HORIZONTALLY IN FRONT WITH FIST CLENCHED AT LEFT ELBOW. RIGHT FIST MOVES HORIZONTALLY AWAY FROM LEFT ELBOW.

NIGHT: SAME AS DAY WITH ADDITION OF WANDS

NO ICAO SIGNAL


GROUND ELECTRICAL POWER SUPPLY INSERT

DAY: HANDS ABOVE HEAD, LEFT FIST PARTIALLY CLENCHED, RIGHT HAND MOVED IN DIRECTION OF LEFT HAND FIRST TWO FINGERS EXTENDED AND INSERTED INTO CIRCLE MADE BY FINGERS OF THE LEFT HAND.

NIGHT: SAME AS DAY SIGNAL WITH LEFT WAND HELD VERTICAL AND RIGHT WAND HELD HORIZONTAL.

NO ICAO SIGNAL


GROUND ELECTRICAL POWER SUPPLY DISCONNECT

DAY: HANDS ABOVE HEAD, LEFT FIST PARTIALLY CLENCHED, RIGHT HAND MOVED AWAY FROM LEFT HAND WITHDRAWING FIRST TWO FINGERS FROM CIRCLE MADE BY FINGERS OF THE LEFT HAND.

NIGHT: SAME AS DAY SIGNAL WITH LEFT WAND HELD VERTICAL AND RIGHT WAND HELD HORIZONTAL.

NO ICAO SIGNAL


START ENGINE(S)

DAY: LEFT HAND OVERHEAD WITH APPROPRIATE NUMBER OF FINGERS EXTENDED TO INDICATE THE NUMBER OF THE ENGINE TO BE STARTED, AND CIRCULAR MOTION OF RIGHT HAND AT HEAD LEVEL.

NIGHT: SIMILAR TO THE DAY SIGNAL EXCEPT IN THE LEFT HAND WILL BE FLASHED TO INDICATE THE ENGINE TO BE STARTED.



SLOW DOWN ENGINE(S) ON INDICATED SIDE

DAY: ARMS DOWN, WITH EITHER RIGHT OR LEFT ARM MOVED UP OR DOWN, PALM FACING DOWN, INDICATING THAT LEFT OR RIGHT SIDE ENGINES REPECTIVELY SHOULD BE SLOWED DOWN.

NIGHT: SAME AS DAY SIGNAL WITH ONE WAND MOVED HORIZONTAL TO GROUND



CUT ENGINES

DAY: EITHER ARM AMD HAND, LEVEL WITH SHOULDER, WITH HAND MOVING ACROSS THROAT PALM DOWN.

NIGHT: SAME AS THE DAY SIGNAL WITH WANDS HELD AS EXTENSION OF ARMS.



FIRE

DAY: MAKE RAPID HORIZONTAL FIGURE OF EIGHT MOTION AT WAIST LEVEL WITH EITHER ARM, POINTING AT SOURCE OF FIRE WITH THE OTHER.




TAIL WHEEL LOCK

DAY: WRISTS TOGETHER, OPENED TO FORM IN A V, THEN CLOSED SUDDENLY.

NIGHT: SAME AS DAY SIGNAL WITH WANDS USED AS EXTENSION OF HANDS

NO ICAO SIGNAL


ABANDON AIRCRAFT

DAY: SIMULATE UNFASTENING SEAT BELT AND SHOULDER STRAPS AND THROWING THEM UP AND OFF.


NO ICAO SIGNAL


TAKE OFF

DAY: ARMS EXTENDED HORIZONTALLY SIDEWAYS BECKONING UPWARDS.


NO ICAO SINAL


HOVER

DAY: ARMS EXTENDED HORIZONTALLY SIDEWAYS, PALMS DOWNWARDS.




VERTICAL MOVEMENT – MOVE UPWARDS

DAY: ARMS EXTENDED HORIZONTALLY SIDEWAYS BECKONING UPWARDS, WITH PALMS TURNED UP. SPEED OF MOVEMENT INDICATES RATE OF ASCENT.




MOVE TO LEFT

DAY: RIGHT ARM EXTENDED HORIZONTALLY SIDEWAYS IN DIRECTION OF MOVEMENT AND OTHER ARM SWUNG OVER THE HEAD I SAME DIRECTION IN A REPEATING MOVEMENT.




MOVE TO RIGHT

DAY: LEFT ARM EXTENDED HORIZONTALLY SIDEWAYS IN DIRECTION OF MOVEMENT AND OTHER ARM SWUNG OVER THE HEAD I SAME DIRECTION IN A REPEATING MOVEMENT.




CLEAR

DAY: BOTH ARMS EXTENDED ON SAME SIDE ABOVE SHOULDER LEVEL IN DIRECTION CLEAR TO FLY OFF.

NIGHT: SAME AS DAY SIGNAL WITH WANDS USED AS EXTENSION OF ARMS

NO ICAO SIGNAL


WAVE OFF

DAY: WAVING OF ARMS OVER HEAD.


COMFORMS TO ICAO SIGNAL


LANDING DIRECTION

DAY: MARSHALLER STANDS WITH ARMS RAISED VERTICALLY ABOVE HEAD AND FACING TOWARDS THE POINT WHERE THE AIRCRAFT IS TO LAND. THE ARMS ARE LOWERED REPEATEDLY FROM A VERTICAL TO A HORIZONTAL POSITION, STOPPING FAMILY IN THE HORIZONTAL POSITION.

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF HANDS.



MOVE DOWNWARDS

DAY: ARMS EXTENDED HORIZONTALLY SIDEWAYS BECKNONING DOWNWARDS WITH PALMS TURNED DOWN. SPEED OF MOVEMENT INDICATES RATE OF DESCENT.

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF ARMS.



REMOVE BLADE TIE-DOWNS

DAY: LEFT HAND ABOVE HEAD, RIGHT HAND POINTING TO INDIVIDUAL BOOTS FOR REMOVAL.




ENGAGE ROTOR(S)

DAY: CIRCULAR MOTION IN HORIZONTAL PLANE WITH RIGHT HAND ABOVE HEAD.



HOOK UP LOAD

DAY: ROPE CLIMBING MOTION WITH HANDS.

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF HANDS


WINCH DOWN

DAY: LEFT ARM HORIZONTAL IN FRONT OF BODY, FIST CLENCHED, RIGHT HAND WITH PALM TURNED DOWNWARD MAKING DOWNWARD MOTION.

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD HORIZONTALLY, PERPENDICULAR TO AIRCRAFT.

NO ICAO SIGNAL


CUT CABLE

DAY: RIGHT ARM EXTENDED FORWARD HORIZONTALLY, FIST CLENCHED, LEFT ARM MAKING HORZONTAL SLICING MOVEMENT BELOW THE RIGHT FIST, PALM DOWNWARD.

NIGHT: SAME AS DAY SIGNAL WITH WANDS USED AS EXTENSION OF ARMS

NO ICAO SIGNAL


SPREAD PYLON

DAY: BEND ELBOW ACROSS CHEST, PALM DOWNWARD. EXTEND ARM OUTWARD TO HORIZONTAL POSITION KEEPING PALM OEN AND FACING DOWNWARD.

NIGHT: SAME AS DAY SIGNAL WITH WANDS USED AS EXTENSION OF ARMS.

NO ICAO SIGNAL


COMMENCE FUELLING/CLEAR TO COMMENCE FUELLING/ PRESSURE ON

DAY: HELO CREW MEMBER MAKES CIRCULAR MOTION WITH RIGHT HAND.

NIGHT: HELICOPTER CREW MEMBER MAKES CIRCULAR MOTION WITH FLASHLIGHT, GROUND CREW MEMBER USES WAND.

NO ICAO SIGNAL


READY TO DISCONNECT AND RETURN HOSE (WHEN MADE BY HELICOPTER CREW MEMBER) AND RETURN HOSE (WHEN MADE BY GROUND CREW)

DAY: HELICOPTER CREW MEMBER/ GROUND CREW MEMBER MAKES VERTICAL MOTION OF HAND.

NIGHT: HELICOPTER CREW MEMBER MAKES VERTICAL MOTION OF FLASHLIGHT.

NO ICAO SIGNAL


FUEL LOAD IS CLOSE TO BEING REACHED

DAY: RIGHT HAND IS HELD ACROSS THE CHEST AT THE LEFT SHOULDER INDICATING THAT THE REQUIRED FUEL LOAD IS CLOSE TO BEING REACHED. THIS SIGNAL IS NORMALLY FOLLOWED BY THE SIGNAL, STOP REFUELLING.


PILOT: PILOT’S FLASHLIGHT STEADY “ON”.

NO ICAO SIGNAL


STOP REFUELLING

DAY: RIGHT HAND IS WAVED LATERALL REPEATEDLY. UNLESS IN EMERGENCY, THIS SIGNAL NORMALLY FOLLOWS THE SIGNAL, FUAL LOAD IS CLOSE TO BENG REACHED.


PILOT: PILOT’S FLASHLIGHT STEADY “ON”, MOVE LATERALLY IN REPETITION.

NO ICAO SIGNAL


FUEL SPILL

DAY: RIGHT HAND IS DRAWN ACROSS THE FOREHEAD WITH THE LEFT HAND EXTENDED AND POINTED TOWARD FUEL SPILL.

NIGHT: SAME AS DAY SIGNAL WITH WANDS HELD AS EXTENSION OF HANDS

NO ICAO SIGNAL


SAFETY PRECAUTIONS WHEN HANDLING THE HELICOPTER ON HELIPAD

Only authorized personnel, vehicle and equipment can approach the area for helicopter takeoff and landing. The ground crew must not approach the helicopter body before it comes to a complete stop.

When approaching or leaving the helicopter, the ground service personnel can only walk before the helicopter and in the area within the pilot’s eyesight. Never approach or leave the helicopter behind the aircraft.

All luggage and carried cargo need to be examined, weighed. The load weighing operation must be done accurately


Always bend your body and do not stand straight in front of the helicopter. The height must be lower than the shoulder. Do not carry an object that is too long. If it must be carried, lay down the object and move it in a horizontal direction.

If the helicopter lands on a sloped area. Approach the helicopter from the downhill side. The uphill area is more dangerous than the downhill area.

Do not smoke on the takeoff/landing area and the area around the refueling vehicle (fuel storage area) and the helicopter.

Be aware that clothes or hat must be tied or secured closely to prevent Foreign Object Damage (FOD)


When approaching the helicopter, the operating personnel must wear hardhat and other personal protective equipment.

When refueling, follow the procedure closely. Truly perform water drainage on bottom of the fuel storage containers or storage tank.

When taking off or landing, the pilot must follow the instruction given by the instructor in front of the helicopter. Always keep the radio communication on.

Do not drink 12 hours before assuming a task. Never take drugs.


SAFETY PRECAUTIONS DURING REFUELLING

Operator must have a procedure for handling and dispensing fuel.

Procedure manual must include:

1. Dispensing equipment control procedure

2. Electrostatic Protection Procedure

3. Contamination protection procedure

4. Related record keeping procedure


ROTORS RUNNING REFUELLING


Operator’s responsibility:

1. The procedure is conveyed to the fuel vendor and organization's rep.

2. Ensure that the fuel meets the specification

3. Ensure fuel is free from contaminants

4. Observing safety measures

Fuel vendor’s responsibility:

1. To ensure that operator’s specific requirement has been understood by the people in the field who will be carrying out refueling.

2. The fuel in dispenser meets the specification and purchaser can be satisfied by document on demand.


Fuel vendor’s responsibility (continued).

3. The fuel in dispenser is free from contaminants

4. All standard industry precautions will be observed to ensure safety of aircraft and human lives

5. Satisfy the customer in term of quality and quantity

Types of fuel:

1. Aviation Gasoline (Avgas )

2. Jet Fuels

Type of contaminants :

1. Solid contaminants

2. Water

3. Microbiological growth


Precautions to be observed:

1. Positioning of vehicle

2. Strict compliance of No Smoking.

3. Positioning Fire extinguishers

4. Proper electrical bonding

5. Observing limitation of pressure in dispensing

6. APU with its exhaust discharge into the fuelling zone shall be started before filler cap is removed or fuelling connection made

7. GPU if used should be more than 6 metres away from fuelling zone

8. Do not refuel if brakes are very hot..


Fuelling should cease when

1. An aircraft maneuvers to bring its jet exhaust within 43 Meters of fueling zone

2. During severe lightening disturbances

3. During heavy rain if over wing fuelling is used

4. In case of fuel spillage.

1. Do not operate any electrical switches when the fuelling is on.

2. Do not operate weather radar

3. Do not use any tool which can generate spark

4. Use special care when refueling with passenger on board


Training of personnel

1. Personnel both at the vendor’s establishment and operator’s must be fully conversant with requirements of the aircraft, Safety precautions, Fire fighting, how to summon Airport Fire tenders,disposal of spilled fuel etc.

2. This training should be documented and refreshed at agreed regular interval.

Various roles of fuel in Aviation:

1. Fuel as a source of Thermal energy

2. Fuel as a source of Muscle power

3. Fuel as a coolant

4. Fuel as a lubricant

5. Fuel as structural strength

6. Fuel as a ballast AND

7.7. Fuel as a Fire hazardFuel as a Fire hazard

basic helicopter ground handling 1

Engineering