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none, just write "Nil Further
Defects" or "NFD" for short.
Whenever a defect is entered, start a
new page. If this is not possible (lack
of sheets, maybe), include the sector
number.
A new sector line should be used
when either fuel is uplifted, a landing
away is carried out, the engine has
been shutdown or a new pilot is
used. If there is no way of
identifying the pilot on each sector, a
new page must be started every time
the pilot changes. A new page must
also be started (in addition to
entering a defect) if a new Check A
or deicing procedure is performed.
At the end of the day's flying, the
total hours are added to comprise
box 6, and the totals of box 6 and
box 4 are added to give a/c total
hours which should be entered in
box 7 and then transferred to box 4
of the next page. After that, a copy
of the completed Log is transmitted
to the Maintenance Contractor by
whatever means your Company uses.
Documents, Forms and Information
to be Carried
The stuff listed below should be
carried on all Commercial Air
Transport flights (if you're going
abroad, you also need to read
International Operations later on). It's
quite an exhaustive list, which after a
time becomes automatic, but it does
save embarrassment when you get
ramp checked!
These documents must be carried on
each flight (* may be copies):
·  Certificate of Registration*
·  Certificate of Airworthiness*
Operational Procedures 91
·  Noise Certificate (if applicable)*
·  Air Operator Certificate*
·  Aircraft Radio Licence*
·  Third Party Liability Insurance
Certificate(s)*.
·  Valid flight crew licences with
appropriate rating(s).
·  Operations Manual, which must
be readily accessible (i.e. not in
the baggage hold!).
·  Flight Manual, or part B of this
Operations Manual.
·  Technical Log (not in Canada –
try Journey Log instead).
·  Certificate of Release To
Service. Issued after overhauls,
repairs, replacements, etc to
certify that work has been
carried out properly. Normally
on the Tech Log page.
·  Certificate of Maintenance
Review. For Commercial Air
Transport or Air Work, saying
that maintenance has been
carried out on time, including
mods and inspections, and that
defects are rectified or deferred.
Again, normally somewhere on
the Tech Log page.
·  Details of filed ATS flight plans
·  Appropriate NOTAM/AIS
briefing documentation
·  Appropriate meteorological
information
·  Mass and balance
documentation
·  Notification of special
passengers, such as security
personnel, if not considered as
crew, handicapped persons,
inadmissible passengers,
deportees, persons in custody
·  Notification of special loads
including dangerous goods
·  Current maps and charts and
associated documents
·  Cargo/passenger manifests, etc.
·  Reporting Forms (MORS, etc.).
Maintenance Of Records
The paperwork must be preserved!
Keep the following as stated:
Document Time
Certificates of Maintenance, Review
and Release to Service
2 years after expiry
Aircraft, propeller and engine log
books
2 years from withdrawal
Certificate of Compliance 2 years after expiry
Weight schedule 6 months
Tech log sheets 2 years after last entry
Pilot training records 3 years after leaving
Duty records, Discretion reports 15 months from last
entry
Flying log books 2 years from last entry
Flight docs (Nav Logs, etc.) 3 months
Loadsheets 6 months
Ground Handling Instructions
Fuelling Procedures
Jet and piston fuels mix differently
with contaminants (particularly
water), which is due to variations in
their specific gravities and
temperature. The specific gravity of
water, for example, is so close to
Avtur that it can take up to 4 hours
for it to settle out, whereas the same
process may take as little as half an
hour with Avgas. As a result, there is
always water suspended in jet fuel,
which must be kept within strict
limits, hence two filtration stages, for
solids and water. The latter doesn’t
burn, of course, and can freeze, but
92 Operational Flying
it’s the fungi that gather round the
　
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