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on Ops—if you ever start your own
company, by all means get decent
pilots, but not at the expense of a
good Ops Manager).
The Company will have appointed
certain people to undertake
particular tasks, and you will find
some described below. Naturally,
some will change, depending on
your setup, and one person's
functions may be combined with
another’s, but most companies will
be laid out as follows, bearing in
mind that names of appointment
holders will be included. Larger
companies may swap the Ops
Manager and Chief Pilot positions in
terms of seniority.
In Canada, the people described here
must be qualified as per Commercial
Air Service Standards (CASS).
For a police operation, expect to see
a Chief Constable in charge, who
will appoint an Executive Officer for
day-to-day running.
You must also supply a list of
contact telephone and fax numbers
for all Company personalities, who
can only act under one AOC.
The Managing Director (or CEO)
This person has the ultimate
responsibility for the efficiency,
organisation, discipline and welfare
of the Company, ensuring that all
activities are safe and legal and that
the Company is commercially viable.
This will include marketing and
projection of the Company image.
The Operations Manual 13
The Chief Pilot
Next in line is the Chief Pilot, who is
the main point of reference that
Inspectors and other officials will
relate to, and they will expect to see
him with some measure of control
of the day-to-day happenings of the
Company, although technically the
job is just to keep things legal.
However, to do that, there will have
to be some involvement in the more
commercial aspects (in Canada, this
position, that is, next one down
from the MD or CEO, may actually
be occupied by the Ops Manager,
for which see below).
The Chief Pilot is responsible to the
Managing Director for the overall
safety, legality, efficiency and
economy of flying operations by the
establishment of proper drills and
procedures, and for ensuring that
people (well, pilots, anyway) are
properly qualified, so he will be
responsible for hiring and firing.
Whilst the MD handles the
administrative acceptability of work,
the Chief Pilot has the technical side
of things to worry about, like
keeping control of the Flight Time
and Duty Hours Scheme (sometimes
by random inspection of returned
flight documentation) in addition to
supervising aircrew currency,
maintaining aircrew records,
compiling and updating the Ops
Manual, raising occurrence reports
and Flying Staff Instructions.
Randomly inspecting returned flight
documentation is a real chore, and is
done for three reasons; the first is
that it’s part of the Company’s
Quality Assurance Scheme (see Chapter
3), and the second is to ensure that
you're doing your job properly. The
third, and most important, is to
eliminate nasty surprises when the
Inspector drops in for coffee. You
will greatly endear yourself to your
Chief Pilot if you make sure that all
boxes on all forms are filled in
(whether or not you think they're
relevant), especially on the Technical
Log, Loadsheet and Navigation Log
14 Operational Flying
(Plog), and not at the end of the day,
because you might get ramp-checked
before then.
Digression: When ramp-checking,
Inspectors are looking for (amongst
other things), altimeter settings,
holes in the dashboard, approach
plates out (or not), general condition
of the aircraft, cleanliness, etc. and
scruffy paperwork, with parts not filled
in. They will especially be interested
in Weight and Balance calculations.
With regard to the above items,
where a signature is required,
produce one, and always ensure that
your departure fuel in the Tech Log
agrees with the fuel load in the Load
Sheet (all tanks) and the Nav Log,
and that fuel usage throughout the
flight is consistent with time, that is,
that you're not using mysterious
amounts of fuel that would indicate
somebody's fiddling the books
(some companies give bonuses if
you use less fuel, or bollockings if
you use more). Especially make sure
that the fuel loads on the Tech Log
and Loadsheet are above that required
for the trip as specified on the Nav
Log. The same rules apply to
passenger and freight loads, and you
should always check your figures,
　
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