帅哥
发表于 2009-3-21 13:40:09
be kept well away from prying eyeswho may pinch your business if theysee destinations and customernames, so don't put them nearwindows. Movements Boards shouldbe constantly updated as they're amajor reference point. What goes onthem is up to you—just usewhatever information you think willbe needed. The biggest MovementBoard of the lot is the map, whichwill usually have a string-and-weightarrangement with a Nav Ruler thatmakes it easy to calculatecomplicated distances.Linked to Movement Boards is theDiary. There will be a scruffy onethat's used daily, but there shouldalso be a backup filled in after theday's work. In it should go all thescheduled work, upcoming pilot andaircraft checks (a week or so beforethey're due). Some people use files inwhich go Royal Flights, etc.As mentioned before, there will be aquotes file. It is suggested that thisbe looseleaf, each page being filled inat the time of each query. If a triplooks like it's going to happen, thenthat page should be put into apending file until confirmed, whenit's put into a Diary file.The Diary file is simply 32 fileholders, not necessarily in one book,representing each day of the monthplus one, and all prepareddocumentation for a flight is placedin the file for the relevant day. Thebenefit of this system is that RoyalFlight information (and anything elsethat's only valid for a day) can be putin there as well, which makes it easyto bring it to the attention of thestaff concerned.You can see that communicationsare beginning to be of vitalimportance. A goodcommunications network is anessential part of modern aviation.Without knowing as quickly aspossible what's going on, it's verydifficult to plan ahead and foreseeproblems that might arise. Manymethods are used, VHF radio, telex,AFTN, fax and even HF Single SideBand radio for those longerdistances, and you should encourageyour pilots to use it often, because ithelps with scheduling if you knowwhere they are, aside from allowingquick responses to incidents.304 Operational FlyingThe most common, however, is thetelephone, and the correct use of itsaves many problems. The firstproblem is that there is no record ofwhat's been said, so importantmessages and decisions made on thetelephone must be followed upimmediately by telex or fax, sincethese are commonly accepted inbusiness as a substitute for officialcorrespondence on Companynotepaper. When taking down amessage, always ensure you have thecorrect information and names, soyou know who to blame later. Thetelephone should be answered assoon as possible, and beforeanswering, be sure you have a fairchance of helping the caller. Whenanswered, they should not be left
帅哥
发表于 2009-3-21 13:40:21
holding. If they have to be for anyreason, ensure that nothing can beoverheard that shouldn't be! Adefinite reason linked to holding isessential, and regular assurance thatthe problem is being dealt with ishelpful as well.Don't use jargon or be familiar withpeople you do not know; refer againto previous comments on being anambassador of the Company. Alwaysterminate a phone call leaving apositive impression.Corporate Flight DepartmentsHere you may well find yourselfactually in charge of a FlightDepartment in the proper sense ofthe word. A charter company in fact,without the necessity of botheringwith charges, although if they areoffset between companies within thesame group (known as chargebacks),they will normally be handled byAccounts.Chargebacks are one way ofallocating time between users inlarge companies, paying for themachine on paper, but if the ratesare too high, the end result is thatthe departments who need it mostcan't afford it and therefore can't useit, which seems a bit pointless. Aside-effect is that it opens the doorto small charter operators who cando the job cheaper, and then moneyflows outside the Company insteadof staying in it. Another is thatAccounts have a chance to do a bitof empire-building, as they are theonly ones who get any work out ofit, namely chasing money round in acircle.If you're employed as a full-timepilot, your Company will probablyalready have an aircraft, so it’sunlikely that they will charter inexcept for times when they've lenttheir aircraft out. Leasing (self-drive)is a good half-way house betweenchartering and owning. The cut-offpoint where owning an aircraftmakes more financial sense thanleasing is about 200 hours a year, sothe average flying rate for Corporateaircraft is at least 200-300 hours peryear, but some get up to 600 or 700.Your company may do things theother way round and lease theiraircraft out to commercial operators.This causes problems, especiallywhere allocating priorities areconcerned, and if this is doneextensively, Management will haveto get used to the idea of eithergoing without their aircraft or hiringanother. Sometimes trying for extramoney on the side defeats the objectof getting an aircraft in the firstplace, but that's not your problem.Setting Up A Company 305Despite chargebacks, Companypolicy may dictate that the costs ofoperating the aircraft are not actuallycharged against the FlightDepartment (for instance, in one ortwo companies they come underSales). Whoever looks after it,Management will (naturally) want toknow where the money is going andhow much will be wanted next yearso they can budget properly. Thismeans getting involved in statistics
帅哥
发表于 2009-3-21 13:40:33
because as a Company employeeyou're being paid anyway and youhave nothing else to do, right?If you do get lumbered with all that,you may find it easiest to add somecolumns to your Tech Log to fill inas you go along. Who is flying isoften more important than justnoting how many, so possibly youmay like to account for Corporate,Divisional or Production employees.Don't forget marketing, freight andsales. Some useful tools for makingImpressive Reports (especially incomparison with other forms oftransport) include:· Average speed. The number ofmiles flown divided by thenumber of hours airborne.· Average fuel consumption. Fuelburned divided by hoursairborne (chock to chock),including ground runs, etc.· Load factor. The total number ofpassengers divided by the totalnumber of sectors, a sector inthis case being a nonstop flightfrom A to B regardless of theultimate destination. Nonrevenue or non-productivesectors (positioning, training, airtests) if included will adverselyaffect the load factor, but willgive a better picture ofoperational efficiency.· Ac Miles travelled. Total milestravelled by the aircraft.· Pax miles travelled. Aircraft milestravelled multiplied by the Loadfactor (if you're wondering whythese need to be calculated, itgives a quick indication ofproductivity).· Cost per hour. Total cost dividedby number of hours flown.· Cost per aircraft-mile. Total costdivided by the number of milesflown.· Cost per passenger-mile. Total costdivided by passenger miles(obtained by dividing aircraftmiles by the load factor).Being A Chief PilotFirst of all, you should not be on theDuty Roster. The job requires somuch management that you becomeineffective on both sides if you tryand do too much—there's simplynot enough time (you can see theresponsibilities in Chapter 1). Anyflying you do should be strictly tokeep current and step in whenthere's a shortage.As mentioned before, you will be themain point of reference forofficialdom, because you dictate theflying policy of the Company.Another plus point is that you get toargue with Management when theywant to put commercial pressure on.Very often you will find yourself in aposition where you're made to seemvery unreasonable:"Oh, go on, it's just a little snag.You've got another one and if you306 Operational Flyingdon't use this aeroplane I've got to getone all the way from up North. Sowhat if none of the gauges work?"or (and this is a true one):"It's only a small crack in the fuel
帅哥
发表于 2009-3-21 13:40:46
tank, and it's at the top, so if youdon't fill it all the way up, it won'tleak out."are common conversations betweena Managing Director and a ChiefPilot. Come to think of it, it's morecommon between MD and pilot sothe Chief Pilot doesn't knowanything about it. If a pilot comes toyou with a problem like that, youmust back him to the hilt, even ifyou think he's wrong. You canalways sort that out in the pub later.All this involves your personalintegrity and credibility—referring toprevious comments about moneymanagement, very often if you needto lease a plane, the lessor will takeyour word for it (as holding aposition of responsibility) that theywill get paid. In fact, less-thanhonest Management have beenknown to hide behind the reputationof members of their staff, with theresulting loss of several peoples'good names when the money wasn'tforthcoming. You are warned!Being a BossMoney is not a motivator. If peopleare unhappy, they will be just thesame very soon after a pay rise –watch what happens to yourengineers if you don’t give themenough spare parts. You will findthat, left to themselves, most peopledo the job well enough withoutsupervision, and want to do well atwhat they do. You will get the bestout of your staff if their goals alignwith those of your Company, andthat happens when you give themthe ability to make decisions, orassume responsibilities. Anyproblems are 99% down to badleadership. Remember that you’renot as concerned with what peopleget up to when you’re there, but withwhat they do when you’re not there!In short, if you want your staff tolook after you, you have to look afterthemTraining and TestingYour training doesn't stop onceyou've passed all those exams. It willbe there for the rest of your career, ifonly to maintain your licences. Ofcourse, there may be some toincrease your qualifications in theoffing, but that is outside the scopeof this book. If your Company is likeany other, they will try to recruitalready qualified crews—they'recheaper, but once in a while theymay have to take on somebody whoneeds a top-up as far as licences areconcerned. If so, they will have tosubmit proper training syllabusesand include them in the Ops Manualif they do it regularly. If they don'tintend to do type conversions, theyshould say so.Actually, the trend now is to have aseparate Training Manual, one foreach fleet, in fact, but the wholething could end up in the OpsManual if it’s small enough. It’s forpeople concerned with training,including sub-contractors, or eventhose from manufacturersconverting you on to a new type, butit doesn’t need to be carried onboard. If you have to write one, itwill need the same official stuff as
帅哥
发表于 2009-3-21 13:40:57
the Ops Manual, that is,amendments, training organisation,duties, responsibilities, etc.LicensingAs you know, an aircraft cannot flyunless it carries a properly licensedand type-rated flight crew of thenumbers and descriptions requiredby law. Licensing and trainingrequirements (in UK, anyway) arecovered by the ANO. CAP 54 givesa detailed look at what's required forthe grant of a Professional Pilot'slicence, but a brief summary is givenshortly. In Canada, look at the Pilot'sLicensing Handbook.Most people who start flying as acareer do so for other reasons thanmoney; they see themselves as beingpermanently engaged on theirfavourite hobby and being paid forthe privilege. Professional flying is abit different, though.You must realise from the start thatyou need a professional attitudetowards your financial rewards aswell as your flying. In many cases(except when there's a shortage), youcould probably get just as much308 Operational Flyingsatisfaction and much more moneyin your pocket day from working inanother field and flying for fun.Think about it this way; to gain aCPL/IR for an aeroplane at currentrates on a full-time approvedresidential course costs over£100,000 ($150,000)—of your money(or at least somebody else's that youhave to pay back in some way),assuming you do it in the minimumtime. That gives you a licence thatmakes you employable only by anAir Taxi Company without havingextensive continuation training thatmay consist of anything up to 35hours, depending on how good youare. An airline will require you to doa Jet Orientation Course (JetOC) ontop of your CPL, which just abouttakes you on-line as a co-pilot onceyou’ve done Line-Oriented FlightTraining (LOFT) as well. Even in asimulator where you don't actuallyhave to fly the aeroplane to get yourtype rating, that will cost at least£20,000 more.It’s not that much different forhelicopters—in Europe, where it’sover 3 times more expensive andyou need more hours to get yourlicence (700 under JARs, for themoment, anyway), anyone who canafford their own training would, interms of pure financial reward, haveto think twice before working as apilot, because that sort of money canbe considerably more productiveelsewhere. Mind you, it’s ultimatelynot that different in North America.Even though you only need 100 or150 hours to get your ticket, you arestill unemployable, unless yourfamily owns the company (and eventhen the insurance companies wouldhave something to say), so you eitherhave to do a couple of years as ahangar rat, that is, washingwindscreens until your company seeswhat you’re like and trains you up, orbuy the hours yourself. To be evenremotely interesting to an employer,
帅哥
发表于 2009-3-21 13:41:09
you need at least 1000 hours on topof your CPL, or some sort ofspecialised training, such as amountain course (preferably both)and maybe an instrument rating,depending on the job.When you budget for your training,don’t just count in the cost of yourcourse, but the time afterwardsgoing around companies to gethired; just sending resumes is nogood at all (this could take up tofour years). Note that you may wellneed more than the minimum hoursrequired – certainly, as far as thePPL is concerned, the average timetaken to pass is 67.7 hours, against aminimum of about 40.To all that must be added the year'ssalary you don't earn while you'retraining, which means that you haveto ensure a high enough salary thatwill give enough return to pay backthis "loan" of, say, £65,000(assuming you would earn £10,000as an 18-year old). That's as big as amortgage, so you would need thecash flow to be able to pay yourselfback around £750 per month for 25years—and that's before you starteating! (Mind you, it could be taxdeductible).But why be negative? Flying is thesort of profession where economicstend to take a back seat, and it’s notalways money that motivates people,so you will need to know that thereare generally two grades of licencethat entitle you to earn money as apilot, the Commercial Pilot's LicenceTraining & Testing 309(CPL) and the Airline Transport Pilot'sLicence (ATPL).For what people would normallythink of as Commercial AirTransport purposes (that is, wherepassengers or cargo are carried formoney), the CPL covers you forcommand of aircraft up to 5700 kgin weight and the rank of FirstOfficer for anything else (though Idon't think you'll find too many CPLholders in the front end of a 747).You can't have a CPL until a certainage, but you can take the examsbeforehand—some of them up totwelve months in advance.Neither can you have an ATPL untilyou are much older and get a lotmore hours under your belt and passsome more exams; though notnecessarily in that order. The ATPLcovers you for command onanything, subject to type rating.Although the ATPL includes anInstrument Rating as part of itsstructure, the CPL may be issuedwithout one, which makes it a usefulfirst step, but you're generallyunemployable without an IR. If youhave an ATPL, but allow any of therequirements that makes it validlapse (such as a 6 monthly medicalor an IR), then it reverts to a CPL.The Chief Pilot will have discretionto use pilots with all sorts ofvariations, provided a suitabletraining program is established.If you join, say, an Air TaxiCompany already type rated andwith about 250 hours charterexperience, your training will be aslittle as possible and take the format
帅哥
发表于 2009-3-21 13:41:23
of the Base, or Proficiency Check. Itwill (or should) include a technicalexam relating to the aircraft type. Asa result, you could find yourself justcompleting the following in order toget on-line:· Emergency and LifesavingEquipment Check· Base or Proficiency Check· Area Competency Check· Recent experience· Line CheckYou need the Emergency one first,or at least the paperwork needs to bedated that way. If you require typerating as well, you will also need aType Technical Examination and1179 Check (a proper trainingsyllabus will have to be laid down forthis, and will consist of a number ofhours of ground and air training,typically 25 and 5 respectively),together with a minimum of 2observed sectors (or 2-3 hours,whichever is the greater) before afinal Line Check (in Canada, LineChecks only seem to be relevant atthe airline level). If your Companyexpects to train and convert pilotsregularly, they will need to includethe training syllabus as part of theOps Manual. If it's a one-offoccasion, a Flying Staff Instructionshould cover it.Unless the aircraft you areconverting to is very similar to oneyou already have on your licence,you will probably also have to renewyour Instrument Rating on type(definitely on a helicopter). If you'reunlucky and not only require typerating but also have less than 250hours charter experience, you mayfind yourself doing an initial LineCheck with at least six observedsectors (which must consist of a310 Operational Flyingminimum total of about ten hours)before your final Line Check.The observed sectors are not part ofbasic training, but are to allow you tosettle down and to help check on thetraining procedures. All of the aboveis variable, however, and will changebetween companies.Training in GeneralUnfortunately, companies don'tshare information readily, either forcommercial reasons or lack of time,and so-called self-starters, who payfor their own training, may causeproblems (no disrespect). The thingis, their training can be of variedquality, and until JAA is fullyrunning you can pass the relevantexams with the absolute minimumof training, particularly withrelevance to company proceduresfor commercial operations.As I said before, a typical pilot'squalifications necessarily revolvearound piston-engined aircraft,whereas airlines fly jets, and thedisparity can be a continual headachefor training departments. When youjoin a company, you must be taughtabout high altitude, swept wing,electronic aircraft and controlmanagement, amongst a multitudeof other subjects, including multicrew co-operation and CRM. Thishas to be paid for by somebody.
帅哥
发表于 2009-3-21 13:41:38
If the expertise isn't already in thecompany to deal with this, it willhave to be imported, and noaccountant likes Company moneygoing outside. When the opportunityallows, the Chief Pilot or TrainingCaptain may carry out check flightsto ensure the highest possiblestandards are maintained, theintention being to maintain a 100%safety factor within the Companyand keep the Company's QualityControl procedures going. Thisultimately can only be achieved byadherence to all rules and mandatoryregulations, common sense and thecooperation of all concerned.Every company must have aTraining Policy, codified in aManual. It's meant to be a separatevolume, but can be included in theOps Manual if there's room, and onecopy may need to be lodged with theauthorities for reference purposes.Training flights should take place atlicensed aerodromes, and weatherminima should not be less than thatrequired for Commercial AirTransport, although you are allowedto make one or two more instrumentapproaches in one session than youwould normally be allowed to. Notraining, checking or emergenciesshould be undertaken on revenueflights except final or routine LineChecks—in other words, training isdone on non-revenue trips.As soon as all items of any checkhave been completed, the personconducting the test signs allapplicable licences, amends thetraining records and informsOperations of the results so they canamend their own records andboards. In addition, someone ofhigher authority (the ManagingDirector or Chief Pilot) must signcheck forms on behalf of theCompany before they become valid;for obvious reasons, the Chief Pilotshouldn't sign his own. If you fail atest, the circumstances are reportedand arrangements are made forrepeating it. A certain amount oftraining may be done afterTraining & Testing 311consultation with a suitablyappointed Training Captain, whowill make the necessaryrecommendations. It will be usualfor any Examiner to be a fullyqualified Commander so passengerscan be taken home legally should atest be failed anywhere en route.Basic flying training is carried out bya qualified Instructor, as is initialtraining for Instrument Ratings orfirst twins. Other training may becarried out by any appointedTraining Captain, who ought to be aTRE as well. Specialised training forspecific tasks (such as sling work,etc.) should be given by a TrainingCaptain experienced in the particulartype of work.When you get selected forcommercial air transport duties, atraining folder will be opened onyour behalf, in which will be apersonal sheet with details of yourlicence, qualifications, previousexperience, the usual stuff, plus all
帅哥
发表于 2009-3-21 13:41:50
the training forms that get filled in asyou go along. The Training Captaingets to look at it before he gets hishands on you, and adds to itscontents in the shape of reports, etc.Initial TrainingAs a minimum, this should include:· Fire and smoke training· Emergency and Survival (wateror otherwise)· Ground Training (handling,elementary servicing,contamination, etc)· Medical/First Aid· Passenger Handling· Communication· Discipline and Responsibilities(i.e. company indoctrination)· Crew Resource Management(including Pilot Decision-Making)· Specialised tasks (slinging, waterbucketing, low visibility, etc)· Dangerous GoodsConversion TrainingTry this lot for size:· Normal procedures· Fire and smoke training· Operation of doors and exits· Evacuation slide training· Evacuation and emergencyprocedures· Crowd control· Pilot incapacitation· Safety equipment· Passenger briefing/safetydemonstrationsRecurrent TrainingEach year, you should have sessionson:· Emergency procedures, includingpilot incapacitation· Evacuation procedures, includingcrowd control· Touch drills for opening normaland emergency exits312 Operational FlyingChecks RequiredThere are two things to note aboutchecks; firstly, there is an increasingbias towards a written element, andsecondly, if you take a renewal andfail it before your previous checkexpires, the first one expires as well!As far as keeping your licencescurrent is concerned, you will findyourself subject to the followingchecks in addition to those neededfor normal licence upkeep, whichyou should already know about:Emergency and LifesavingEquipment CheckThis is the one you do beforeeverything else, and there are twoversions; one done every year andanother every three. The annual oneis valid for 12 months, plus theremainder of the month of issue, butif you take it in the final 3 months,you can extend to 12 months fromthe previous expiry date. Similarconditions apply to the triennial.It requires knowledge of the use andlocation of all emergency equipment,and must contain a written element.Usually, for small aircraft, a simpleplan with boxes to put the locationof any emergency equipment in will
帅哥
发表于 2009-3-21 13:42:06
do, but increasingly two pages ofmulti-choice questions are in order.Emergency training is usuallyorganised by the Flight SafetyOfficer and should cover a range ofsubjects from First Aid (appropriateto the aircraft) to fire and smokedrills and water survival training.Practical experience is necessary, soexpect to cover the actual donningof a lifejacket and protectivebreathing equipment, actual handlingof fire extinguishers, instruction onthe location and use of all emergencyand safety equipment and exits andsecurity procedures.Every three years you can expect theactual operation of all types of exits,actual fire-fighting with aircraftequipment, experience the effects ofsmoke in an enclosed area, withactual use of all relevant equipmentin a simulated smoke-filledenvironment, handling ofpyrotechnics, real or simulated, anddemonstration in the use of the liferafts, where fitted.If you can provide documentaryevidence of all the above havingbeen done at a previous company,you might get away with it.Type Rating Test/Renewal CheckThe Type Rating Test must bepassed after your conversion andbefore it goes on your licence. TheRenewal Check is needed every 6months by the ANO, where it'sreferred to as a Certificate of Test (butonly for licensing) in order tomaintain currency. As a Schedule 11check, it must be carried out by anauthorised Type Rating Examiner(Schedule 11, sponsored by acompany—see later this Chapter).Some countries combine this withthe Base, or Operator ProficiencyCheck (below) and call it a PPC, orPilot Proficiency Certificate.Operator Proficiency CheckOtherwise known as the Base Check,or a PPC in Canada, this is a look atyour ability to carry out emergencymanoeuvres at your normal flightstation. It's valid for 6 months, plusthe remainder of the month of issue.There is some talk, in Canada, atleast, of replacing it with recurrentTraining & Testing 313training. It's needed on each aircraftflown and, although the statutoryrequirement is to assure yourcontinued competence, it's also usedfor training, as it’s a good time forpractising drills and procedures thatrarely arise in normal operations. Italso includes an element of CRM, asdo many others.Some items in a Base Check will becovered by touch drills (which arenormally best attended to on theground), as well as a generaldiscussion of operating procedures,emergencies, recognition anddiagnosis of aircraft system faults,pre-flight briefing, etc. Additionalprecautions may be considered ifyou operate in extreme weatherconditions. The complete list shouldbe covered over two checks.Occasionally, if two aircraft are verysimilar, OPCs may be carried outalternately on each type. On multiengined aircraft they will also beexpected to be carried out alternately
