Operations Manual - bloody stupid
But, back to the ops manual.
It is stupid, sorry CAA, but this makes no sense.
We are expected to write our own ops manual!
Why? Well, some aspects will be company specific - organisational structure, nominated staff, etc. Fair enough.
But a large chunk of it will be the same for every one-man operation, or the same for every small operation of a few staff. Some parts will be the same for everyone.
There are big chunks of it, like the emergency procedures, which surely must have well established best practice, and should be the same for everyone, or at least everyone with the same class of aircraft.
So why do I have to guess what risks there are and define what I think are the best emergency procedures, as someone that has, but definition, done no commercial flying yet?
Yes, the course had lots of information, but making me write the ops manual rather than just using a standard manual and making a few tweaks, is crazy.
One comment is that writing it, I have to think about it a lot, and that is good - but from what I can see it is the company that writes the ops manual and requests the PFAW (Permission for Aerial Works), and there seems to be no need for any of the pilots to have written it or have been involved in writing it. It could be written by our lawyer if we wanted to. So that argument falls flat on its face right there.
I would far rather have a standard small business operations manual, review and make a few changes, than have to write all this from scratch.
Oddly enough, our lawyer did say that he has much the same in setting up a law firm - they have to write their own manual as well - it must be a bit like having to construct your own light sabre?
Is it really a rule that we have to write our own (CAP722 seems to suggest so)?
Is that really in the best interests of safety?
P.S. First draft now done, 5th Jun. Once reviewed, we can book practical tests.