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maintenance standards are naturally
needed for all this, and despatch of
an ETOPS aircraft must be carried
out only by authorised people; for
engineering, this means a licensed
engineer. Flight crews must be able
to cope with changes to planned
route, en-route monitoring and
diversions, and must demonstrate
familiarity with the routes flown, in
particular en-route alternates.
A suitable aerodrome for ETOPS
must allow you to stop within the
landing distance available inside
normal limits). Services and facilities
must also be adequate, as must
operating minima for the expected
runway. For an hour either side of
ETA, the latest forecast weather
conditions must equal or exceed the
planning minima for alternates, and
the forecast crosswind component,
including gusts, must be less than the
maximum for landing, with one
engine out.
Carriage of Freight Overseas
Freight is easier to carry than
passengers in UK (mainly because it
doesn't answer back), but
considerably more complex when
doing it overseas, although, having
said that, as long as the paperwork is
properly done, moving freight can
be surprisingly speedy. And that's
the problem. The paperwork. The
best advice I can give you is never
self-handle freight if you can
possibly help it—always employ an
agent, although for one box it can
seem over the top—even assuming
you find the right forms, they all
require special computer codes
which describe the goods, but the
book on these alone is thicker than a
Operational Procedures 131
telephone directory and has no
intelligible index. Don't expect help
from Customs, either—you might
get it, but filling in your forms is not
part of their job, as they will no
doubt gleefully tell you.
Usually, therefore, all you'll be asked
to do is simply transport the stuff
from airfield to airfield with the
formalities being taken care of by the
client. However, it's difficult to claim
you're only a carrier if anything goes
wrong, as the vehicle used for
conveyance is liable to forfeiture as
well as the goods concerned, so you
need to know a bit of what goes on
to cover yourself. You should
impress upon the client that you're
not a properly qualified freight agent,
and that you reserve the right to use
such people at both ends of the
journey. Naturally, he will have to
pay. However, circumstances may
lumber you with a parcel on your
hands one day, so if you must do
things yourself, try and do it through
a major airport, even at the expense
of greater landing fees. A part-time
Customs officer at a small one who
is waiting to go home will be no help
at all.
Each carton must have a label with
the consignor's and consignee's
names and addresses on, covered by
a cargo manifest which should have
each item listed separately,
numbered and described. There will
also need to be an air waybill, which
is the freight equivalent of a
passenger ticket. You may need
several copies of an invoice as well.
If you can, try and get sight of what's
inside the boxes and check it doesn't
tick! Be especially careful of people
asking you to take wrapped
"presents" for others.
Minimum Equipment and
Configuration Deviation Lists
The company will hold a permission
for you to operate with some
equipment unserviceable for a
limited time, subject to the Minimum
Equipment List (MEL), which is
based on the Master MEL produced
by the aircraft manufacturer (there
are none approved for aircraft less
than 2730 kg MTWA in UK). A
Master MEL will not necessarily
apply to everyone, as circumstances
will differ, so operators must prepare
their own.
MELs are lists of systems and
equipment installed on an aircraft,
showing how many defects may be
allowed for a how long (older hands
may remember the Acceptable Deferred
Defects List, or Allowable Deficiency
List). In some cases, additional
restrictions are applied – for
example, you may have to
troubleshoot, inspect or secure items
as conditions to be met before
takeoff. As the MEL is an exhaustive
list, it follows that any item not on it
must be working at the time of
dispatch. However, MELs are
usually black-and-white and only
address operation (or not) and not
degraded performance, such as
unusually slow landing gear or
excessive fuel consumption, which
　
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