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Release to Service (or equivalent) and
with previously reported defects
noted in the Technical or Journey
Log as being rectified or transferred
to the Deferred Defects lists by a
person so qualified. Any defects
must be allowed for in the Minimum
Equipment List (MEL) or CDL.
You must ensure that no weight
limitation is exceeded, that the C of
G will remain inside the envelope at
all times, and that performance is
sufficient to complete the flight, as
well as leaving a duplicate copy of
the Loadsheet and Technical Log (or
Operational Flight Plan, in Canada)
with a responsible person before
each flight, and ensuring that all
documents are correctly completed
and returned to Ops at the end (all
documentation must remain valid
throughout the flight). Of course,
nobody ever does this, but you are
supposed to.
You should not permit any crew
member to perform activities during
take-off, initial climb, final approach
and landing that are not required for
safe operation, and take all
reasonable steps to ensure that,
before take-off and landing, the
flight and cabin crew are properly
secured in their allocated seats (cabin
crew should be secured in their seats
during taxi, except for essential
safety related duties).
Whenever the aircraft is taxying,
taking off or landing, or whenever
you consider it advisable (like in
The Operations Manual 19
turbulent conditions), you should
ensure that all passengers are
properly secured in their seats, and
cabin baggage is stowed.
In an emergency situation (that is,
requiring immediate decision and
action), you should take any action
considered necessary under the
circumstances, which means you can
break all the rules in the interest of
safety. You can apply greater
margins to minima at any time.
You should ensure that a continuous
listening watch is maintained on
appropriate radio frequencies at
appropriate times, which, officially,
is whenever the flight crew is
manning the aircraft for the purpose
of commencing and/or conducting a
flight, and when taxying.
You should not permit a Flight Data
Recorder or Cockpit Voice Recorder
to be disabled, switched off or
erased, especially after an incident or
accident, unless you need to preserve
what's on the CVR (because it erases
automatically as power is reapplied).
Although it's part of Ops' job to get
a met forecast, it's actually your
responsibility, so you may as well do
it yourself.
Your behaviour and representation
of the Company in front of actual
and potential clients must be
exemplary.
Finally, here’s a little gem, from
about 1919, which comes from
Recollections of an Airman, by Lt Col L
A Strange. Nothing changes!
"…As a pilot of a machine, you are
responsible for that machine all the
time, and it is always your fault if
you crash it in a forced landing
occasioned by any failure, structural
or otherwise, of the machine or its
engine. It is your fault if, in thick
weather, you hit the top of any hill
that has its correct height shown on
your map.
It is entirely your fault if you run out
(of petrol) when coming home against
a headwind after four or five hours (of
flying), or if you fail to come down on
the right spot after a couple (of) hours
cloud flying.
It is your fault if you have nowhere to
make a landing when the engine fails
just after you have taken off; in the
event of a forced landing, your
machine is a glider that should take
you down safely on any possible
landing place.
It is your fault – well, it is a golden
rule to assume that whatever goes
wrong is your fault. You may save
yourself a lot of trouble if you act
accordingly."
The First Officer
For legal, safety, weather or duty
reasons, a second pilot may occupy
the other seat, performing the duties
described here. Although two-crew
operations are meant to be based on
teamwork, sometimes the flight will
actually be operated on a single crew
basis, despite the first officer's
presence (meaning the Captain does
all the flying). Whether this happens
or not depends on Company policy,
and you may actually find the
equivalent of a Pilot's Assistant in
the other seat (see next page).
Much of any pilot's job consists of
cross-checking and monitoring,
which is even more important when
two-crew in a complex aircraft. To
　
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