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winds and demand. ICAO and the
CAA jointly publish an operations
manual for this area, called the
MNPS Airspace Operations Manual.
As far as general knowledge goes,
knowing where to look is half the
battle—it's the planning that's most
important, the fine print especially.
Jeppesen or Aerad will have details
of the overflight and landing
clearances you may need, together
with entry requirements for you and
your passengers. A little reading of
the newspapers will give you an idea
of any political restrictions. Some
permissions may take 30 days or
more to obtain—if you go without
them, you'd better swot up on your
Interception Signals as well.
You may not realise it, but you
actually need permission to fly over
any country. In most cases, this is
taken for granted in the interests of
commercial activity—after all, they
have to fly to UK. But a delay
causing restrictions over a
commonly used country may well
cause you to go elsewhere, possibly
somewhere hostile. You will have to
pay your way, so don't forget credit
cards or other financial instruments,
particularly cash if you're going
somewhere out of the way where
you may need to bribe somebody to
get what you need—the Mafia is
alive and well in many places (Oops,
I forgot—there’s no such thing).
Naturally, you will need passports
(including visas) and licences (with
related certificates), but you may also
want proof of immunisation for
most things nasty you can think of.
As well as the paperwork mentioned
elsewhere, the aircraft itself should
carry any flight authorisations,
permits for overflight or landing
rights, insurance details, maintenance
information, Customs forms (e.g.
permit for temporary
export/import), if required, General
Declarations (crew and passenger)
and passenger/cargo manifests,
tickets or waybills.
The flight plan system is very
complex, and they get lost in the
system sometimes, so if you have
pre-filed across several stages, it's
worth asking at every stop off point
while taxying in whether the
outbound plan is OK. If it isn't, and
you're somewhere like Nice, you'll
then have to walk a couple of miles
round all the relevant offices, which
is when you wish you had a handling
agent. If you're going very far away,
do you need a survival kit? Flying
North of a certain latitude in Canada
requires a few items to be carried.
Depending on circumstances, you
may need a Polar (or Tropical)
survival kit. If in doubt, check out
Schedule 5.
MELs (see below) also need to be
checked—for instance, some
countries may require LORAN or
HF/sideband as well as the normal
ADF, VOR, etc. (certainly near the
Azores). You can rent, if you're only
130 Operational Flying
on a one-off trip. Don't forget to
take a few spares, if possible.
There is an Airports and Handling
Agents Manual (published by Jane's)
which, together with the Official
Airline Guide, contains information
on bank schedules and daily life in
the country of your destination (you
don't want to arrive during half-day
closing). In these circumstances,
handling agents, while having limited
usefulness in UK because of their
cost relative to the whole trip, can be
worth their weight in gold when
you're abroad. You can use their
credit, for one thing, and they can do
a lot of work as you come down the
ILS, because you will have contacted
them by radio on the way in.
Although English is the language of
Aviation, it's not always so, and
some Nationalist Controllers may
insist in speaking their own language
(a helicopter pilot I know got one
out of this habit by reading back an
imaginary clearance to proceed
across Paris City Centre at 1000
feet!). GMT, of course, is now UTC.
Extended Range Twin
Operations (ETOPS)
Essentially, this covers twins on
routes more than one hours' flying
time, at the approved one engine
cruise speed (under standard
conditions) from a suitable
aerodrome. It applies to public
commercial air transport aeroplanes
(turboprop and piston engine) over
8618 kgs max takeoff weight and
certified for more than 19
passengers. Not relevant here, as it’s
quite specialised, but included for
interest. A twin-engined turbojet
must be able to continue or divert
where the flying time is no longer
than 180 minutes. Higher
　
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