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between flight crews and
engineering. In Canada, the
equivalent is the Journey Log – the
Tech Log is not allowed to
accompany the aircraft.
The types of Tech Log (as they're
known) are many and varied, from
those with many sectors per page, to
a page per sector—it all depends on
the amount of information required,
which in turn depends on the
complexity of the aircraft—a Tech
Log can contain other documents,
such as a propeller or airframe log.
Actually, many Tech Logs are
hopeless, being badly designed and
obviously concocted to satisfy legal
requirements with no thought for
people who use them. If you ever
design one, please resist the
temptation to include a loadsheet
with it—keep it separate if you can.
The main reason for Tech Logs
being bad is that people cram too
much information on them; if your
aircraft are below a certain weight,
loadsheets are not required anyway.
Examples
An official example is in the sample
Ops Manual from the CAA, but the
one included in the next couple of
pages is a practical multi-sector one
typically used by small operators. A
different page is used for each day,
but successive flights by different
pilots may be entered on the same
one (because provision has been
made to identify the pilot in each
case). It's your responsibility to
ensure that the Check A (Daily
Check) slot is signed, preferably by
the engineer or pilot conducting it
(see later this Chapter for more
about Check As), but you should be
given an ID number by your
maintenance organisation to use in
the Authority box.
Talking of engineers, you must also
check that previous defects have
been rectified (or deferred—see
later) by a person so qualified. In
addition, check the validity of the
Certificate of Maintenance Review
and the Certificate of Release to
Service before flight (both issued by
your Maintenance Contractor). To
assist in keeping track of servicing
requirements, the next Maintenance
Due date should be entered from the
Certificate of Release to Service in
box 1, immediately comparable to
the current date, which is in the box
to the right, box 2.
Operational Procedures 89
The hours at which that
maintenance is due are also entered
in box 3. The aircraft hours brought
forward (from box 7 of the previous
page) are then entered in box 4 and
the total of box 3 minus box 4 is
then entered in box 5. This gives you
an indication of the hours required
to the next check, which should be
compared against the proposed
flying for the day. It's your
responsibility to ensure that the
aircraft has enough hours (and days)
to do what you want before the next
maintenance check is due.
90 Operational Flying
The aircraft fuel state and uplifts
must be correct (and make sure they
match with those on the Nav Log
and the Load Sheet!). The
Acceptance Signature certifies that
the foregoing have been checked,
the loading is satisfactory and that
the aircraft is accepted for flight.
Before take-off one copy of the
Technical Log should be left behind
at the point of departure (in Canada,
they are not carried on the aircraft).
If this isn't possible in a helicopter,
the copy must be carried in an
approved fireproof container with
the rest of the aircraft documents.
There is some controversy about
fireproof containers. They're only
really relevant in helicopter
operations where sometimes it really
is impractical to leave a copy behind
as passengers tend to board with the
engine running and don't want to
waste time while you close down and
find a suitable stone to leave the
paperwork under (some helicopters
need a 2-minute rundown before
stopping the engine). Trials have
taken place with a bag made of that
shiny stuff that airport firemen use
as uniforms, but it only preserves
documents if a sheet of cardboard is
inserted either side of them. All the
bag seems to do is ensure that
everything burns up inside without
harming anything outside (a bit like
fireproof flying suits). Place
perforations at the top of the form,
otherwise you're continually undoing
the whole book to extract a copy.
After each flight, enter take-off and
landing times and the duration.
Defects should be entered next, and
the aircraft is grounded until they're
either cleared or deferred under
current regulations. If there are
　
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