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like the Standing Orders or SOPs
(Standard Operating Procedures) issued
by any military unit, hospital or other
type of large organisation. It's a book
of instructions that are constant, so
that Company policy can be
determined by reference to it,
containing information and
instructions that enable all Operating
Staff (i.e. you) to perform their
duties. It’s partly to save you
constantly pestering Those On High,
but mainly for situations where you
can’t speak to them anyway and need
information with which to make
decisions. As part of the Operating
Staff of a Company, you are subject
to the rules and requirements in it,
and it's your responsibility to be fully
conversant with the contents at all
times. You will be expected to read it
at regular intervals, if only because it
gets amended from time to time.
The Chief Pilot is usually responsible
for the contents and amendment
policy (he may well have written it as
well, so be careful when you criticise
the English). Amendments, when
they're issued, consist of dated and
10 Operational Flying
printed replacement pages on which
the text affected is marked, ideally by
a vertical line in the margin. On
receipt of an amendment list, those
responsible for copies of the manual
incorporate the amendment in theirs
and record it on the form in the
front. You should find a proposal
form for changes somewhere as well.
The manual will have been compiled
from several sources; first of all, as I
said, there are other peoples’, but
after that comes experience, and
documentation from the Authorities.
In the UK, a sample manual is
available as a book, with the text on
a floppy disk inside the cover, in
Microsoft Word 2.0 format, which
sometimes crashes Windows. This,
in turn, has been based on the
requirements in JAR Ops Part 1 (3
for helicopters), which tells you what
should be in a manual, and which
replaces CAP 360, although I do
detect an American influence.
Unfortunately, you can’t use the
sample manual straight away, as it
needs to be personalised for your
company; regard it as a shell into
which you put your own
information. When doing this, don't
just cut out sections you don't
need—it’s very important to keep
the numbering system, as one reason
for the Joint Requirements is to
make it easier for pilots to move
between companies and find
information in different manuals, so
replace the text in the paragraphs
you don’t need with the words “Not
required”, or a similar pair with the
same meaning.
You can also expect to look at CAP
371 (and its amendments), which
talks about Flight Time and Duty Hours
(Chapter 7), and any Operating
Handbooks for your aircraft.
Another good source of information
is Notices to AOC Holders
(NTAOCH), but, when writing the
manual initially, you don’t officially
have access to them, as you don’t yet
have an AOC. On top of all that,
you might find various extracts from
other manuals discreetly left on your
desk after one of your Inspector’s
regular visits. In Canada, most of the
information you need is in CARs
(Civil Aviation Regulations), which has
separate sections for Airline,
Commuter, Air Taxi and Aerial
Work operations.
JAR, by the way, stands for Joint
Airworthiness Requirements, which
works on the premise that aviation is
the same in most civilised countries,
and can be standardised to a certain
extent. Essentially, certain European
countries have agreed upon common
procedures to help with importing
and exporting aircraft, type
certification and maintenance
between them, based on existing
European regulations and FARs
(from the FAA in the USA), where
acceptable. In fact, the maintenance
side of JAR, 145, is directly drawn
from FARs Parts 43 and 145.
Naturally, there’s a committee
somewhere that jollies things along,
which is somewhere in Holland, and
the bottom line is that your company
will find it easier to use foreign
aircraft. The Canadian equivalent is
CARs, or Canadian Aviation
Regulations, which is the subject of
another book, where I have
translated them into plain English.
The prime objective for the Ops
Manual being written in the first
place is to promote safety in
Company flying operations. As the
The Operations Manual 11
authorities are involved, it’s
　
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