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minimum charge for your
Company's services, but, if it's busy,
make it 1 hour per half day, as the
machine can't be used elsewhere. If
business is slack, compromise a little,
but remember that passengers are
rarely on time, so don't do too much
tight scheduling; refuelling at some
airports, like Birmingham, can take
up to an hour and a half, not
because the refuellers don't know
what they're doing, but because
you've got to walk all over the place,
through security, paying landing fees,
booking out, etc.
Having gone through the stuff
below, don’t start a flight unless
you’re satisfied that the aircraft is
airworthy, its configuration is as per
the Minimum Equipment List (MEL)
or Configuration Deviation List (CDL),
documents and forms, Ops Manual,
maps, charts, etc. are on board, and
fuel, load and balance are OK.
You must also complete an
ICAO/ATS flight plan, discussed
elsewhere.
Now let's look at the rest of it:
·  Is the load acceptable? Is it
dangerous cargo? (If so, see
Chapter 9).
·  Aircraft and crew availability.
How many hours to the next
maintenance? Are there enough
for the flight? Have you enough
crew and are they cleared into
that airfield? (check the Airfield
Categorisation File—later).
·  Crew duty hours are not too
near weekly or monthly limits.
When did they come off duty?
When does the rest period end?
·  Departure and destination
points are open. Early or late
movements will incur extension
fees, which can be hefty (at
Heathrow, all sorts of variables
ranging from the time of day
you fly to the direction you
approach from can affect the
price), and they will likely charge
a minimum. Think about getting
an indemnity for out-of-hours
use if the aircraft is small
enough not to need a licensed
airfield (below 2730 kg).
·  Prior Permission is obtained
for landing at the departure and
destination—you must get the
owner's consent to use any
landing site, which is assumed
with a licensed airfield—it's part
of the terms under which a
licence is granted. See also
Helicopter Landing Sites.
·  Handling for departure and
destination is available and
booked. Handling charges are
really only applicable at Gatwick
and Heathrow in UK when
meeting, interlining or departing
passengers on to domestic or
50 Operational Flying
foreign flights. Self handling is
permitted at Heathrow, but not
at Gatwick (even for refuelling)
where you have to nominate a
handling agent. Handling
Agents available include airlines
as well as private companies, so
try those if you get stuck.
Handling is actually a sore point
amongst many operators (as are
Eurocharges) so be careful
before you incur the charges.
On the other hand, selfhandling
is a pain to the pilot,
but some customers won't pay
for what is essentially an
expensive taxi ride, despite the
convenience.
·  Always expect handling charges
when abroad (see International
Operations).
·  Eurocharges. Use of the
Airways costs money, and the
larger the aircraft, the more it
will cost, but below a certain
weight (2000 kg) it's free, so a
Partenavia gets away with it, and
an Aztec doesn’t. Naturally, if
you go VFR you don't get
charged, but even if you only
cross an airway en route the
civil servants will have their
hands out, so there may be
pressure to fly VFR everywhere
to escape the charges, even to
the extent of flying at 1000 feet
through Amsterdam in cloud
claiming to be visual or over the
Channel at 500' claiming to be
VFR at 1000 (both true. Sigh).
·  Fuel available (and booked on
a tight schedule or opening
hours extension). With a full
load, you will have limited
endurance, so you may need a
top-up somewhere. You should
offer a choice of refuelling en
route, which is usually cheaper,
or flying away while the
customer's on business, which is
more convenient, and gives you
something to do, but don't
forget the extra flying and
landing fees go on the bill.
·  Site/performance
characteristics. Check the
runway length! (Airfield
Categorisation File again).
When quoting for a helicopter
trip, unless there's clear access,
don't include landings in built
　
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