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

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

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Duty Hours are longer, too. Again, this is not necessarily to make slaves of the pilots but to ensure that the maximum benefit is obtained from a relatively short flying season. The average duty day is 14 hours, and in that you can cram as much flying in as you can within the bounds of reason (in Europe, you can only do 7 hours in a typical maximum of 10 duty hours, depending on when you start your working day). You can also be on duty up to 42 days (six weeks) without a day off.
The written tests are quite practical, allowing for Canada being the largest country in the world with anything from mountainous areas to sparsely settled regions to operate in, the latter requiring a minimum amount of survival equipment and knowledge. There are multiple-choice questions (thought by some people to be easier), which can be easily completed inside 3.5 hours, and all you do is turn up at any Transport Canada Licensing Office (one in every city) during business hours, with a Letter of Recommendation or proof of exemption, proof of at least 100 hours flight time, made up of the usual elements of night, cross country, etc., Canadian medical certificate and the fees (they take credit cards). Compared to the three days required in UK, this seems ridiculously short, but all is not as it seems - you’ve got the flight test to do yet! For that, you can expect to use up more or less a whole day, with the flight being approximately 2 hours, and your planning will be inspected thoroughly.
Before taking off, you and your examiner retire to a quiet room for an intense session of question-and-answer, with a fair emphasis on actually being a commercial pilot. For example, you could be asked for your reaction to a passenger who turns up with far too much baggage and insists that he got it all in last week, as if being interviewed for a job in your examiner’s own company. Otherwise, you must know what documents an airworthy aircraft requires, their validity and when they must be carried, how weather is reported, what types of airspace you might fly through on your trip, who you would call to pass through them (many aerodromes are operated remotely), danger areas, etc. You will not be expected to know map symbols and the like off by heart, but you will be expected to know where to find the information. During the preflight briefing, the Flight Manual and Canada Flight Supplement (Pooley’s on steroids) will be used extensively.
After a couple of hours, you will move on to preflight the aircraft, and brief the "passenger", who is actually the examiner in disguise, and able to change altimeter settings, hold the controls while you sort maps out, etc. Although you will have planned for a 2 hour flight, after about 20 minutes, when it’s obvious you’re going in the right direction, and you’ve come up with a reasonable groundspeed and amended estimate for the destination, the trip will be aborted and you will go into the other stuff, maybe landing in a clearing, some instrument flying with timed turns and unusual attitudes, electrical failures, etc. During this time the examiner will be looking for good cockpit management and liaison with ATC, if you have any.

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