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very few buses to get you there
anyway. After a while, all you
remember will be the same shops, so
the general thing is to join the rest of
the "airport ghosts", or other pilots
in the same boat as you, and find a
quiet corner to read a book. You
may as well go to the terminal,
because you have to meet your
passengers there, but constant
announcements could drive you out
to the aircraft again.
However, while you may be on time
to meet them, your passengers will
very rarely be on time to meet you.
One trick that many pilots adopt is
to hand them a slip of paper
(keeping a copy!) stating when they
must be back, and giving a reason,
which may be weather or duty hours.
Then, if they’re not back in time,
they have very little recourse if you
either decide to go home without
them or stay the night. In Charter,
it's also a luxury to have more than
one day off in a row, and those you
do get are needed by law, or turn up
by surprise where you don't fly if
business is bad, even though you’ve
still gone into the office (the normal
routine is – if you don't fly, you're
not on duty, but common sense
dictates that, if you're in the office
doing something that is traceable,
such as doing exams with a date on
them, you'd better put down the
hours). Some companies don’t allow
any leave at all during Summer,
which is the height of the busy
season, and only a week at a stretch
if you do get it.
Corporate
Corporate flying, where you run the
Flight Department for a private
company, is similar to Charter, but
out of the Commercial Air
Transport sphere, so the
requirements (and paperwork!) are
not so strict (in Canada, however,
so-called Private Operators, for large
aeroplanes, are legislated for).
Having said that, most Flight
Departments are run to Commercial
Air Transport standards, or better,
and there is, naturally, no excuse for
letting your own standards slip. One
distinguishing feature is the way the
Corporate world regulates itself—
high performance intercontinental
aircraft follow essentially the same
rules as single-engined General
Aviation ones, and it's a credit to the
people in it that things run so well.
In the Corporate world there are two
types of Company. The first is the
large conglomerate, where the
aircraft is just as much a business
tool as a typewriter is. You are
genuinely a Company employee,
people are used to the aircraft, you
collect customers and move
Company personnel around, from
the Chairman to the workers, and
your decisions as a professional are
respected. There is a high degree of
job satisfaction in this type of work,
especially as you will build up
relationships with regular passengers.
On the other hand, you might end
up where the aircraft is the personal
chariot of the Chairman, with you as
its chauffeur (or, if you look at the
books carefully, a gardener!), in
which case nobody else gets to use it
Introduction 7
and what you think doesn't matter,
because the sort of person who is
dynamic enough to run a large
company single-handed also thinks
the weather will change just for him,
and you're constantly under pressure
to try and find the house in bad
weather, which, naturally, hasn't got
a navaid within miles. Unless you
can establish a good personal
relationship with your passenger, or
have an extremely strong character,
you are unlikely to get much job
satisfaction here, especially if the
company is family-run and you get
to take the kids to horse shows, etc.
at weekends.
Having said all that, there are some
decisions that are not yours to take,
whoever you work for.
Unfortunately, you are only In
Command where technical flying
matters are concerned. If it's legal to
fly then, strictly speaking, it's nothing
to do with you whether it's sensible
or not—it’s an operational decision.
If the Chairman (or Ops) wants you
to fly and risk being left to walk if
things get too bad, then it's entirely
up to them—it's their money. For
example, say you check the weather
the night before and advise your
passengers to go by car, because,
while the destination and departure
will be OK, the bit in the middle is
iffy and there's no real way of
knowing what it's like unless you go
there and have a look (this is
assuming a VFR flight in a
　
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