帅哥
发表于 2009-3-21 12:14:19
Aviation ones, and it's a credit to thepeople in it that things run so well.In the Corporate world there are twotypes of Company. The first is thelarge conglomerate, where theaircraft is just as much a businesstool as a typewriter is. You aregenuinely a Company employee,people are used to the aircraft, youcollect customers and moveCompany personnel around, fromthe Chairman to the workers, andyour decisions as a professional arerespected. There is a high degree ofjob satisfaction in this type of work,especially as you will build uprelationships with regular passengers.On the other hand, you might endup where the aircraft is the personalchariot of the Chairman, with you asits chauffeur (or, if you look at thebooks carefully, a gardener!), inwhich case nobody else gets to use itIntroduction 7and what you think doesn't matter,because the sort of person who isdynamic enough to run a largecompany single-handed also thinksthe weather will change just for him,and you're constantly under pressureto try and find the house in badweather, which, naturally, hasn't gota navaid within miles. Unless youcan establish a good personalrelationship with your passenger, orhave an extremely strong character,you are unlikely to get much jobsatisfaction here, especially if thecompany is family-run and you getto take the kids to horse shows, etc.at weekends.Having said all that, there are somedecisions that are not yours to take,whoever you work for.Unfortunately, you are only InCommand where technical flyingmatters are concerned. If it's legal tofly then, strictly speaking, it's nothingto do with you whether it's sensibleor not—it’s an operational decision.If the Chairman (or Ops) wants youto fly and risk being left to walk ifthings get too bad, then it's entirelyup to them—it's their money. Forexample, say you check the weatherthe night before and advise yourpassengers to go by car, because,while the destination and departurewill be OK, the bit in the middle isiffy and there's no real way of
帅哥
发表于 2009-3-21 12:14:29
knowing what it's like unless you gothere and have a look (this isassuming a VFR flight in ahelicopter, although the sameprinciples apply elsewhere).However, they must get there andthe timings mean they can’t delaythings till the weather gets better, soit's the car or flying—a straightchoice. If your man wants to try andfly, and risks missing the meeting atthe other end because you refuse toeither start or carry on when itbecomes impossible, then that, Isuggest, is up to him. Similarly, anairline could be viewed as employingyou right down to Decision Height;you might very well be aware thatyour destination is socked in, but it'snot your place to say "I'm notgoing", unless you have noalternates, or you think it unsafe forany reason. If your company says"Try anyway", then go down to 200feet (or whatever) and come all theway back again—they're paying thebills and you get the hours in yourlogbook. This situation may arise ifthe weather reports at thedestination must legally reflect theworst conditions, but local effectswill always ensure there's actually agood chance of getting in, which is acommon situation in the ChannelIslands. Of course, you can't plan togo without an alternate, or to land ifthe weather is below limits, but thisis a typical workaround.Another one airline pilots use whenpressured to go in bad weather in theUS, where thunderstorms arecommon, is to taxi from theterminal, so the departure istechnically on time, and wait by thetakeoff point until the weatherclears. Mind you, I wouldn’t want tobe on the receiving end of passengercomplaints. Please note that I'm notadvocating flying in bad weather as anormal procedure! The problem isnot just your ability to fly in thoseconditions, but what might happenlater, such as 15 minutes afterwards,when you can’t find your way back.Minor Digression: Anotherthought springs to mind, having8 Operational Flyingmentioned a VFR flight in ahelicopter, concerning met forecasts.You have to check the weather,
帅哥
发表于 2009-3-21 12:15:25
someone wearing boxing gloves.It wouldn't be so bad if you weregiven time to read it, but you'reusually expected to do so overnight,at the same time as learning the restof the Company procedures andstudying for the exams you will nodoubt be expected to sit thefollowing morning (as you'veprobably discovered already,everything happens yesterday).The Operations (or Ops) Manual islike the Standing Orders or SOPs(Standard Operating Procedures) issuedby any military unit, hospital or othertype of large organisation. It's a bookof instructions that are constant, sothat Company policy can bedetermined by reference to it,containing information andinstructions that enable all OperatingStaff (i.e. you) to perform theirduties. It’s partly to save youconstantly pestering Those On High,but mainly for situations where youcan’t speak to them anyway and needinformation with which to makedecisions. As part of the OperatingStaff of a Company, you are subjectto the rules and requirements in it,and it's your responsibility to be fullyconversant with the contents at alltimes. You will be expected to read itat regular intervals, if only because itgets amended from time to time.The Chief Pilot is usually responsiblefor the contents and amendmentpolicy (he may well have written it aswell, so be careful when you criticisethe English). Amendments, whenthey're issued, consist of dated and
帅哥
发表于 2009-3-21 12:15:40
10 Operational Flyingprinted replacement pages on whichthe text affected is marked, ideally bya vertical line in the margin. Onreceipt of an amendment list, thoseresponsible for copies of the manualincorporate the amendment in theirsand record it on the form in thefront. You should find a proposalform for changes somewhere as well.The manual will have been compiledfrom several sources; first of all, as Isaid, there are other peoples’, butafter that comes experience, anddocumentation from the Authorities.In the UK, a sample manual isavailable as a book, with the text ona floppy disk inside the cover, inMicrosoft Word 2.0 format, whichsometimes crashes Windows. This,in turn, has been based on therequirements in JAR Ops Part 1 (3for helicopters), which tells you whatshould be in a manual, and whichreplaces CAP 360, although I dodetect an American influence.Unfortunately, you can’t use thesample manual straight away, as itneeds to be personalised for yourcompany; regard it as a shell intowhich you put your owninformation. When doing this, don'tjust cut out sections you don'tneed—it’s very important to keepthe numbering system, as one reasonfor the Joint Requirements is tomake it easier for pilots to movebetween companies and findinformation in different manuals, soreplace the text in the paragraphsyou don’t need with the words “Not
帅哥
发表于 2009-3-21 12:16:02
required”, or a similar pair with thesame meaning.You can also expect to look at CAP371 (and its amendments), whichtalks about Flight Time and Duty Hours(Chapter 7), and any OperatingHandbooks for your aircraft.Another good source of informationis Notices to AOC Holders(NTAOCH), but, when writing themanual initially, you don’t officiallyhave access to them, as you don’t yethave an AOC. On top of all that,you might find various extracts fromother manuals discreetly left on yourdesk after one of your Inspector’sregular visits. In Canada, most of theinformation you need is in CARs(Civil Aviation Regulations), which hasseparate sections for Airline,Commuter, Air Taxi and AerialWork operations.JAR, by the way, stands for JointAirworthiness Requirements, whichworks on the premise that aviation isthe same in most civilised countries,and can be standardised to a certainextent. Essentially, certain Europeancountries have agreed upon commonprocedures to help with importingand exporting aircraft, typecertification and maintenancebetween them, based on existingEuropean regulations and FARs(from the FAA in the USA), whereacceptable. In fact, the maintenanceside of JAR, 145, is directly drawnfrom FARs Parts 43 and 145.Naturally, there’s a committeesomewhere that jollies things along,which is somewhere in Holland, andthe bottom line is that your companywill find it easier to use foreignaircraft. The Canadian equivalent isCARs, or Canadian AviationRegulations, which is the subject ofanother book, where I havetranslated them into plain English.The prime objective for the OpsManual being written in the firstplace is to promote safety inCompany flying operations. As theThe Operations Manual 11authorities are involved, it’stherefore compiled in accordancewith the law (in fact, as far as you areconcerned it is the law) and all flightsshould be conducted to the Public,uh, Commercial Air Transport,standards set out in it. There shouldbe a definition of Commercial AirTransport, which, officially, is anaircraft operation involving thetransport of passengers or cargo forremuneration or hire, whichdefinition does not include AerialWork or Corporate Aviation. Also,there will be a declaration of whoyou're actually working for, whichmay sound daft, but manycompanies trade under severalaliases, and they will be pinned downas to their real identity somewhere inthe first few pages.Some parts of an Ops Manual applyeven when you think you’re flyingprivately, because the aircraft willstill be operated by an air transportundertaking. There should be anindication of what bits relate to whattypes of flight, but most companiesapply the same rules to everything—
帅哥
发表于 2009-3-21 12:16:21
it makes life easier. Usuallyconsisting of several parts, theManual can be the size of a singlevolume with a small operator, orseveral in the average airline.The separate parts will consist of:Part ContentsA The main volume, with Companyadmin and operating policy.B Flight Manuals and performanceschedules for each type operated.C Flight Guides (Jeppesen, Aerad,etc., or even your own).D Training Manual.Manuals are notoriously difficult tonavigate around, so a good index isimportant, as is a table of contents.This helps two people; you, trying tofind the answer to a question in ahurry and the Ops Inspector whenreading the thing in the first place.Although the manual will besupplemented by statutoryinstructions and orders, not all ofthem will be mentioned. It doesn'tmean that you should ignore thosethat aren't, but being acquainted withall regulations, orders andinstructions issued by whoever is allpart of your job. Naturally,references made to any publication(such as Air Navigation Orders ofwhatever year) should be taken asmeaning the current editions, asamended. When they are mentionedin the Ops Manual, they acquire thesame legal force.There will be several copies of theOperations Manual around, thenumbers issued differing with thesize of the Company, but the typicaldistribution list below should beregarded as a minimum; each aircraftwill have its own copy. All must beclearly marked for amendmentpurposes, and there's no reason whyyou can't have small versions forsmall aircraft, but remember theymust all have the same text.Copy Who has it1 Master Copy—OperationsManager2 Relevant Authority (CAA orTransport Canada)3 Chief Pilot4 Training Captain5 Maintenance Organisation6+ One per aircraft or pilot12 Operational FlyingA large airline will likely have its ownprint shop just to produce OpsManuals and amendments.Flying Staff Instructions AndCrew NoticesMinor or temporary changes tocompany procedures are brought toyour attention by Flying StaffInstructions (FSIs), to save too manyamendments to the Ops Manual.They are among the list of items tobe checked before each flight andwill be found on the Ops Roomnotice board and in the back of theManual (with a copy sent to theauthorities). FSIs are displayed untilthey are either not relevant, or forsix months, whichever is the sooner,after which time they will either bedestroyed or incorporated in theOps Manual.
帅哥
发表于 2009-3-21 12:16:34
Anything of a non-flying nature, thatis, pay and admin, will likely be dealtwith by Administrative Notices.Operating RegionsThese will be specified for the typesof aircraft flown and may be shownby a map if it's not obvious. Forexample, you may be licensed tooperate in a particular state orprovince, and just stating its namewill be sufficient, as the details canbe extracted from any atlas; if youoperate in a specific area inside, youmay have to describe it. There areseveral internationally defined areascovering other parts of the world,and different rules apply if you wishto operate in them. Examples will bein the back of JAR Ops 1.Company PersonalitiesAn effective management structureis essential, especially in Operations(it's a mistake, by the way, to skimpon Ops—if you ever start your owncompany, by all means get decentpilots, but not at the expense of agood Ops Manager).The Company will have appointedcertain people to undertakeparticular tasks, and you will findsome described below. Naturally,some will change, depending onyour setup, and one person'sfunctions may be combined withanother’s, but most companies willbe laid out as follows, bearing inmind that names of appointmentholders will be included. Largercompanies may swap the OpsManager and Chief Pilot positions interms of seniority.In Canada, the people described heremust be qualified as per CommercialAir Service Standards (CASS).For a police operation, expect to seea Chief Constable in charge, whowill appoint an Executive Officer forday-to-day running.You must also supply a list ofcontact telephone and fax numbersfor all Company personalities, whocan only act under one AOC.The Managing Director (or CEO)This person has the ultimateresponsibility for the efficiency,organisation, discipline and welfareof the Company, ensuring that allactivities are safe and legal and thatthe Company is commercially viable.This will include marketing andprojection of the Company image.The Operations Manual 13The Chief PilotNext in line is the Chief Pilot, who isthe main point of reference thatInspectors and other officials willrelate to, and they will expect to seehim with some measure of controlof the day-to-day happenings of theCompany, although technically thejob is just to keep things legal.However, to do that, there will haveto be some involvement in the morecommercial aspects (in Canada, thisposition, that is, next one downfrom the MD or CEO, may actuallybe occupied by the Ops Manager,for which see below).The Chief Pilot is responsible to theManaging Director for the overallsafety, legality, efficiency andeconomy of flying operations by the
帅哥
发表于 2009-3-21 12:16:47
establishment of proper drills andprocedures, and for ensuring thatpeople (well, pilots, anyway) areproperly qualified, so he will beresponsible for hiring and firing.Whilst the MD handles theadministrative acceptability of work,the Chief Pilot has the technical sideof things to worry about, likekeeping control of the Flight Timeand Duty Hours Scheme (sometimesby random inspection of returnedflight documentation) in addition tosupervising aircrew currency,maintaining aircrew records,compiling and updating the OpsManual, raising occurrence reportsand Flying Staff Instructions.Randomly inspecting returned flightdocumentation is a real chore, and isdone for three reasons; the first isthat it’s part of the Company’sQuality Assurance Scheme (see Chapter3), and the second is to ensure thatyou're doing your job properly. Thethird, and most important, is toeliminate nasty surprises when theInspector drops in for coffee. Youwill greatly endear yourself to yourChief Pilot if you make sure that allboxes on all forms are filled in(whether or not you think they'rerelevant), especially on the TechnicalLog, Loadsheet and Navigation Log14 Operational Flying(Plog), and not at the end of the day,because you might get ramp-checkedbefore then.Digression: When ramp-checking,Inspectors are looking for (amongstother things), altimeter settings,holes in the dashboard, approachplates out (or not), general conditionof the aircraft, cleanliness, etc. andscruffy paperwork, with parts not filledin. They will especially be interestedin Weight and Balance calculations.With regard to the above items,where a signature is required,produce one, and always ensure thatyour departure fuel in the Tech Logagrees with the fuel load in the LoadSheet (all tanks) and the Nav Log,and that fuel usage throughout theflight is consistent with time, that is,that you're not using mysteriousamounts of fuel that would indicatesomebody's fiddling the books(some companies give bonuses ifyou use less fuel, or bollockings ifyou use more). Especially make surethat the fuel loads on the Tech Logand Loadsheet are above that requiredfor the trip as specified on the NavLog. The same rules apply topassenger and freight loads, and youshould always check your figures,especially when adding up in hours,minutes and seconds—manyengineers don't let pilots add upbecause it messes up the paperwork– they do all the entries themselves.Lastly, don't write defects down onthe Nav Log and forget to put themin the Tech Log at the end—that's adead giveaway to your Inspector, asalmost every aircraft goesunserviceable when it gets back tobase as if programmed, so usesimple psychology—occasionally usethe deferred defect procedure awayfrom base, not forgetting to use a
帅哥
发表于 2009-3-21 12:16:59
new Tech Log sheet, so theInspector thinks your procedures areworking (then again, he may not,because he’s probably done ithimself).The Chief Pilot also liaises with theMaintenance Contractor onairworthiness matters, and maydesignate a suitable person withinthe Company (guess who!) to carryout, or be responsible for, any of theabove duties. That person would bedirectly responsible to the ChiefPilot (as is everybody else).The Chief Pilot may also have thesecondary function of:Flight Safety OfficerOr FSO, who operates any MandatoryOccurrence Reporting Scheme (MORS)and maintains a vigorous FlightSafety policy. That entails collectinginformation from the varioussources that publish it, and spreadingit around the Company, probably bygiving lectures and convening regularmeetings with management, inaccordance with (you guessed it!) theQuality System; this may also involveconducting internal investigationswhen somebody has an accident, andcooking up Root Cause Analysisreports. The reason for spreadingthings around is part of the reasonfor accident investigation, i.e. that itdoesn’t happen again! Safetymanagement involves plenty ofcommunication—as a Flight SafetyOfficer, you have to encouragepeople to speak to you, so yourpersonality is quite important. It’smore than just a desk job.The Operations Manual 15The Chief Training CaptainThis person coordinates flyingtraining (the FSO may doEmergency and Survival), arrangesperiodical checks and examinations,selects training staff, and ensuresthat flying training meets statutoryrequirements, if necessary by liaisingwith the Authorities, in addition tocompiling and maintaining flyingtraining records.Where Training Captains are thinlyspread between companies, meaningthat you don’t see them from day today, the Chief Training Captain maysimply be the Chief Pilot wearinganother hat, for consistency.Fleet ManagerA pilot with managementresponsibilities, reporting to theChief Pilot, in charge of a fleet of thesame type of aircraft.Base ManagerA sort of mini Chief Pilot/OpsManager, in charge of a remote base,responsible to the Ops Manager orChief Pilot for its day-to-day runningand local marketing, keepingcustomers happy, altering yourdocumentation, etc. In somecompanies, the Base Manager doesthe hiring and firing.The Maintenance ContractorThe Maintenance Contractor (whomust be specified) maintains andvalets Company aircraft inaccordance with directions and laiddown procedures or, more simply,mends what you bend. As to whatlaid down procedures is a good
帅哥
发表于 2009-3-21 12:17:11
question, since they are supposed todevelop the Maintenance Schedule.More about this in Techie Stuff(Chapter 13). If your Company doesits own maintenance, you will findinstead a Maintenance Manager andChief Engineer, who will have toorder spares and schedulemaintenance in a timely fashion,together with everything else to runan efficient organisation.EngineersThese are the guys who keep you upin the air, and it's not a good idea toupset them. They start work whenyou stop, often late in the night soyou can fly next morning. Not onlythat, they have no duty hourregulations, so anything you can doto help is greatly appreciated. In fact,engineers also do a lot of operationalstuff out in the field, and a good oneis worth his weight in gold (morevaluable than a pilot, actually).The Operations ManagerAlthough the Operations Managermay be technically under the ChiefPilot, in practice, they have more orless equal status and, in somecompanies may have one personoccupying both positions. Havingsaid that, Ops have to acknowledgeyour ultimate authority as aircraftcommander. In addition, where OpsManagers must have certainqualifications, such as in Canada, andmay therefore have more than theChief Pilot anyway, you may findthat the Ops Manager is well andtruly in charge and the Chief Pilot afew steps down in the pecking order.Look for this situation in largercompanies, where you will also findOps Assistants doing most of thework described below.Operations will provisionally acceptwork and, in liaison with the Chief16 Operational FlyingPilot, confirm it. As a result, theyorganise the flying program,including pilot duty and rest days, soyou want to keep on their good side.Ops will ensure that duty times arein limits by keeping a record of flightcrew flying and duty hours, and aresupposed to ensure that you receivea written briefing (includingNOTAMs, etc.) before goinganywhere, and that all passenger andcargo manifests and tickets arecompleted as required.The Ops Manager must keep intouch with the MaintenanceContractor to ensure scheduling formaintenance, forwarding completedTech Log sheets and other relevantdocuments to them at the end ofeach flight. This is not the same asmentioned for the Chief Pilot, whodoes it on a more lofty level—all theOps Manager is expected to do ismonitor the aircraft hours so thatnothing gets behind, and everythinggets serviced on time. This is usuallydone by circulating coloured copiesof the Tech Log after a flight.Operations will also maintain carnetsand aircraft documents (collectivelyreferred to as aircraft libraries), an upto date stock of maps, route guidesand aeronautical charts covering allareas of Company operations, Flight
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