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you'll also be a combination of
Handling Agent, Freight Agent,
Manager and Salesman, amongst
other things. Mastering the aircraft is
only half the job.
2 Operational Flying
If you’re going to be in a remote
place with no supervision, or be a
corporate pilot, with no Commercial
experience to fall back on, but
nevertheless faced with operating an
aircraft on your own, this should be
the Ops Manual you don't have the
incentive to write for yourself—all
the information needed to run a
Flight Department professionally is
inside, in plain English as far as
possible, which leads me to another
reason for writing it.
The content of operations manuals
is being standardised, at least within
Europe, under Joint Airworthiness
Requirements, and therefore being
written by committee, with very little
thought given to the people who
have to use them. Any attempt at
making the task easier for the target
audience is actually frowned upon,
so some sort of translation is
needed, especially as, in many areas,
no deviation from the text supplied
is allowed (especially Duty Hours),
which seems to have been written by
people whose native language is not
English. Of course, no selfrespecting
pilot likes reading
manuals, but it’s part of the job and
should be as easy as possible.
To help things along, this book
loosely follows the JAR format for
Ops Manuals, containing all the stuff
the authorities wouldn’t let me put in
the manuals I wrote for several
companies, including humour—the
bits that are written in legalese can
be slotted straight into your own
manual when you get lumbered to
write one (where you can read it, just
change the wording to make it
incomprehensible). So, as well as
passing on a few tricks of the trade,
it’s a commentary on Operations
Manuals, or at least the sort of
common-sense one I would like to
have seen when I started. Put
another way, it’s how I think things
should be done.
Although the contents are largely
based on UK operating procedures,
the basics of professional flying are
the same everywhere, and the
differences will largely be in
terminology; for example, what the
CAA calls an Air Operator's Certificate
is sometimes called an Operating
Certificate in Canada. My point is that,
wherever you are, you won't be
wasting your time reading it, because
there's something for everyone
inside, especially as JARs are
“harmonised” with CARs (Canadian
Aviation Regulations) and based in part
on American procedures anyway.
One day, some of you will be Chief
Pilots, or at least have a hand in
running a company, however large.
That's why there are some parts of
the book, such as Obtaining an Air
Operator's Certificate or Setting Up A
Company (which take you over to the
Management side of the fence) that
may not seem all that relevant at the
moment, but you should read them
anyway, as they will give you a
greater insight into what your
employer had to do to get into a
position to pay your salary, as well as
helping you understand how your
company works—maybe they will
help you with your own when the
time comes. You are definitely of
more value if you are commerciallyminded
and can save money (which
doesn’t mean cutting corners).
Whatever parts you read (all of
them, I hope), this book should help
you find your way round when it all
seems Very Strange, and hopefully
Introduction 3
help you realise why certain things
happen the way they do.
Finally, being about as politically
correct as Attila the Hun, I make no
apologies for not distinguishing
between genders, because longwinded
phrases would ruin the flow
of the text, so the pronoun "he" also
includes "she", as it does in most
legislation. Otherwise, the ladies fly
just as well as anyone else.
Good luck and best wishes!
Phil Croucher
PS – After reading one of the early
proofs, John Bulmer sent me this:
“Never allow your ego, self-confidence,
love of flying, pressure from a customer,
boss or co-pilot, or economic need to
interfere with your good judgement during
any stage of a flight. There is no amount
of pride, no thrill, pleasure, schedule or
job that is worth your licence or your life
and the lives of your passengers.
Complacency kills, and so does being a
　
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