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up areas, which technically can
include open areas, such as golf
courses, though this hasn’t been
proven in court yet, as far as I
know. Hotels are always a good
bet, and farms are also worth
trying, as are the local police, as
they may know somebody.
·  Grid references (helicopters)
correct. Pick a site with good
transport access, as you don't
want to wade through muddy
fields. A description of the site
is useful, as is getting it marked.
·  Exemptions or dispensations
are valid and the conditions
therein can be complied with.
·  Police and other services
notified as a courtesy—this is a
legal requirement where the
public has access to sites. In
Canada, you have to inform the
local municipality as well.
·  Security arrangements at the
destination, such as Prevention
of Terrorism Acts, where you
have to notify your departures
and arrivals.
Operational Procedures 51
·  Correct seating and bar, with
drinks, fitted—see Engineers.
·  Paperwork correct (for a full
list see later this Chapter):
·  Captain's briefing sheet
·  Navigation Log
·  Trimsheets/Loadsheets
·  Terrorism Cards
·  WX ordered on telex or fax
·  OS maps
·  Customs documentation
All the above (as required) should be
placed in a large envelope for
whoever's going to do the job. See
Setting up a Company for more about
paperwork.
Sub Charters
This is where another operator gets
you to do a job, or where you pass
one on and take a commission,
typically when a customer wants a
plane you haven’t got and you can’t
quite bear to turn away the trade.
Unfortunately, having commissions
everywhere can get complicated, and
too many fingers in the pie leads to
confusion and a dissatisfied
customer (actually, if you do have to
turn down work, pleading full
commitment rather than
unavailability gives a better
impression). It can be lucrative,
though – 5-figure commissions are
not unusual, for the sake of a phone
call, and a company can often make
more money by not flying at all.
However, if you want to become a
broker, be aware that you need
considerable credibility before flying
companies will deal with you.
If you do get involved, just invoice
the commission to whoever you pass
it on to. A net quote is the minimum
that they want, so add your figures
on top.
Minimum Flight Altitudes
These may be governed by national
regulations, ATC, or hard objects
(obstacles), in that order. The
highest of them will determine the
minimum altitude for that route or
sector (that is, each intended track
between reporting points), which
will ultimately depend on the
accuracy of your position, your maps
and the characteristics of the area, in
terms of weather or terrain. There
are different definitions of this,
depending on the airspace you are in,
but they all provide you with a
lowest safe altitude you can use in an
emergency.
You should already be familiar with
low flying rules, but an Ops Manual
will still have to state them, just to
tighten things up legally—Rules Of
The Air would be in Section 12 of a
JAR Ops Manual.
Minimum Obstacle Clearance
Altitude (MOCA)
The lowest altitude for an airway or
route segment in which an IFR flight
may be conducted. In Canada, it
gives you 1000 ft of clearance above
all obstacles inside the lateral limits
defined by navaids (see below), in
non-mountainous regions, but does
not account for reception range, as
does the MEA, which will be higher.
Otherwise (for JARs), start with the
highest ground or obstacle within 5
nm, add 1000 ft when under 6000 ft,
or 2000 when over, and round up to
the next 100. 2000 ft is the minimum
52 Operational Flying
over land anyway, but try for 1500
over water, assuming the highest
obstacle is under 500 ft.
Navigation Aids
You naturally use navaids to fix your
position, but their information
becomes less reliable the further
away you get from them, so
corridors are defined, within which
the signals can be counted on.
For VORs, the corridor width starts
5 nm either side, diverging at 4
degrees for 70 nm, until 20 nm wide.
The width remains constant between
70-140 nm, where it diverges again at
　
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