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when you'll be coming back! The
only qualification to this depends on
the size of the Company.
As the size of the operation
decreases, and sometimes with it the
aptitude of the Operations
Department, you will end up
wondering why they bother issuing
duty rosters at all. Very often, in this
sort of company, they are thrown
straight into the bin, as the crews
know they bear no resemblance to
what will actually happen.
Congratulations! You are probably in
a Charter Company (or a flying club)
disguised as an Airline, of which
there are several. That is, they might
have a lot of aircraft, but they will
only be capable of managing a few.
You will need a well-developed
sense of humour here, as the worst
aspects of both types of company
will come to the fore, namely little
time to yourself and less information
filtering down to the coal face, i.e.
you. You can tell you’re in one of
Introduction 5
these when your workload increases
to keep them out of trouble.
Charter
If scheduled flying is like bus
driving, then charter flying is a taxi
service, which means you are on call
twenty-five hours a day with
everything geared to an instant
response to the customer, leaving
you unable to plan very much. Don't
get me wrong; this can be fun with
plenty of variety and challenge in the
flying—but the downside is an Ops
Department that lets you do all the
work yourself, and being left hanging
around airports or muddy fields
while your passengers are away (with
missed meals, getting home late,
etc.). Charter Flying is also where
your other skills as Salesman and/or
Diplomat come into play, as you will
be very much involved with your
passengers, who are more than just
self-loading freight!
Thus, while you can move relatively
easily from Charter to Scheduled, it's
not so straightforward the other way
round. As an airline pilot, you rarely
see your passengers, and the flying is
very different. Charter (or Air Taxi)
is intensive, single-handed and
stressful work in the worst weather
(you can't fly over it) in aircraft with
the least accurate instruments. It can
be quite a culture shock for an airline
pilot, looking forward to pottering
around in a small aircraft until
retirement, to find there's twice as
much work as before and it's all
happening at the same time.
As a pilot, therefore, you can have
two types of working day, depending
on the flying you do. In Scheduled,
there is relatively little to do before
departure as a lot is done by
others—for instance, ground staff
check-in and weigh the passengers
whilst engineers look at the aircraft,
although you still need a working
knowledge of what they do, because
the buck stops at the bottom.
A day flying charter, however, is a
different story. You could be
working at almost any time,
provided the Duty Hour limits are
not exceeded (again, see Chapter 7).
Departures are inevitably very early,
as businessmen need to be where
they're going at approximately the
start of the working day and return
at the end of it, so some days can be
very long.
As you're only allowed a certain
number of hours on duty, there's a
continual race to minimise them,
sometimes working like a one-armed
paper-hanger to keep up with
everything. The flight plan has to be
filed, the weather checked (as well as
the performance and the aircraft
itself), the passengers' coffee and
snacks must be prepared and they
must be properly briefed and looked
after (that's just the start).
Usually, the only thing that can
usefully be done the day before is to
place the fuel on board, and even
that can be difficult if the aircraft is
away somewhere else. The flight
itself is busy, too. As it's single-pilot,
you do the flying, navigation and
liaison with ATC. By contrast, the
time at your destination is very
quiet—after you've escorted your
passengers through security and seen
them safely on their way (the
terminal's naturally miles away from
the General Aviation park) you have
to walk back to tidy up, supervise the
refuelling, do the paperwork and
have your own coffee (if there's any
6 Operational Flying
left) while preparing for the return
journey.
If you're in a place you haven't been
to before, you could always see the
sights, but airfields are usually well
away from anything interesting, with
　
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