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your ultimate authority as aircraft
commander. In addition, where Ops
Managers must have certain
qualifications, such as in Canada, and
may therefore have more than the
Chief Pilot anyway, you may find
that the Ops Manager is well and
truly in charge and the Chief Pilot a
few steps down in the pecking order.
Look for this situation in larger
companies, where you will also find
Ops Assistants doing most of the
work described below.
Operations will provisionally accept
work and, in liaison with the Chief
16 Operational Flying
Pilot, confirm it. As a result, they
organise the flying program,
including pilot duty and rest days, so
you want to keep on their good side.
Ops will ensure that duty times are
in limits by keeping a record of flight
crew flying and duty hours, and are
supposed to ensure that you receive
a written briefing (including
NOTAMs, etc.) before going
anywhere, and that all passenger and
cargo manifests and tickets are
completed as required.
The Ops Manager must keep in
touch with the Maintenance
Contractor to ensure scheduling for
maintenance, forwarding completed
Tech Log sheets and other relevant
documents to them at the end of
each flight. This is not the same as
mentioned for the Chief Pilot, who
does it on a more lofty level—all the
Ops Manager is expected to do is
monitor the aircraft hours so that
nothing gets behind, and everything
gets serviced on time. This is usually
done by circulating coloured copies
of the Tech Log after a flight.
Operations will also maintain carnets
and aircraft documents (collectively
referred to as aircraft libraries), an up
to date stock of maps, route guides
and aeronautical charts covering all
areas of Company operations, Flight
Information Publications (such as
NOTAMs, Air Pilot, AICs, Royal
Flights, the Landing Site Register,
etc.), and arrange exemptions and
clearances for particular tasks.
Note: Although Ops are supposed
to ensure the validity of all licences,
medicals, periodical checks and
training, you still have to keep your
own up to date.
The Ops Manager also ensures that
Company accident and incident
procedures are followed, processes
amendments of the Operations
Manual, assesses landing sites,
categorises airfields, calculates
specific weather minima, obtains met
forecasts for planned routes and
destinations, and arranges overnight
accommodation for night stops,
amongst other things. Most
important is the arrangement of an
accurate and up to date flight watch
of all company aircraft movements
and a standby telephone coverage
outside normal working hours. This
is not legally required under some
circumstances, such as Day VFR in
Canada, but is still Good Practice.
A company that actually gets the
Ops Manager to do all that is setting
quite a high standard (naturally, the
above duties may be delegated).
Unfortunately, what happens is that
whoever owns the Company has a
nephew, niece, girlfriend or
whatever, who ends up doing the job
instead. In that case, the best thing
you can do is either leave the
company, or this book around! In
Canada, Ops Managers must hold,
or have held, a pilot’s licence for one
of the types flown, or have
appropriate experience, and rightly
so. While on the subject, the biggest
thing you need out of Ops is
information, so try and make sure
they get it from the customer, or you
will continually find yourself having
to fix other peoples’ problems
illegally, as when you turn up for a
sling job expecting a 200 lb load and
find it’s actually nearer 600, which
means pressure on you to go
overweight to get the job done.
The Operations Manual 17
Quality Assurance Manager
The Quality Assurance Manager
(who may well be the Chief Pilot in
disguise) ensures that the company's
quality system is established and
implemented, in this respect
assuming the role of “management
representative”, or a focal point for
staff to refer to. Duties include the
issue and withdrawal of all Quality
System documents and forms, and
maintaining a list of them, together
with the aforementioned regular
checks of documentation, etc.
Routine flights should also be
accompanied occasionally to confirm
that normal procedures are being
followed, but this will likely take the
shape of a Training Captain doing a
　
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