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importance. A good
communications network is an
essential part of modern aviation.
Without knowing as quickly as
possible what's going on, it's very
difficult to plan ahead and foresee
problems that might arise. Many
methods are used, VHF radio, telex,
AFTN, fax and even HF Single Side
Band radio for those longer
distances, and you should encourage
your pilots to use it often, because it
helps with scheduling if you know
where they are, aside from allowing
quick responses to incidents.
304 Operational Flying
The most common, however, is the
telephone, and the correct use of it
saves many problems. The first
problem is that there is no record of
what's been said, so important
messages and decisions made on the
telephone must be followed up
immediately by telex or fax, since
these are commonly accepted in
business as a substitute for official
correspondence on Company
notepaper. When taking down a
message, always ensure you have the
correct information and names, so
you know who to blame later. The
telephone should be answered as
soon as possible, and before
answering, be sure you have a fair
chance of helping the caller. When
answered, they should not be left
holding. If they have to be for any
reason, ensure that nothing can be
overheard that shouldn't be! A
definite reason linked to holding is
essential, and regular assurance that
the problem is being dealt with is
helpful as well.
Don't use jargon or be familiar with
people you do not know; refer again
to previous comments on being an
ambassador of the Company. Always
terminate a phone call leaving a
positive impression.
Corporate Flight Departments
Here you may well find yourself
actually in charge of a Flight
Department in the proper sense of
the word. A charter company in fact,
without the necessity of bothering
with charges, although if they are
offset between companies within the
same group (known as chargebacks),
they will normally be handled by
Accounts.
Chargebacks are one way of
allocating time between users in
large companies, paying for the
machine on paper, but if the rates
are too high, the end result is that
the departments who need it most
can't afford it and therefore can't use
it, which seems a bit pointless. A
side-effect is that it opens the door
to small charter operators who can
do the job cheaper, and then money
flows outside the Company instead
of staying in it. Another is that
Accounts have a chance to do a bit
of empire-building, as they are the
only ones who get any work out of
it, namely chasing money round in a
circle.
If you're employed as a full-time
pilot, your Company will probably
already have an aircraft, so it’s
unlikely that they will charter in
except for times when they've lent
their aircraft out. Leasing (self-drive)
is a good half-way house between
chartering and owning. The cut-off
point where owning an aircraft
makes more financial sense than
leasing is about 200 hours a year, so
the average flying rate for Corporate
aircraft is at least 200-300 hours per
year, but some get up to 600 or 700.
Your company may do things the
other way round and lease their
aircraft out to commercial operators.
This causes problems, especially
where allocating priorities are
concerned, and if this is done
extensively, Management will have
to get used to the idea of either
going without their aircraft or hiring
another. Sometimes trying for extra
money on the side defeats the object
of getting an aircraft in the first
place, but that's not your problem.
Setting Up A Company 305
Despite chargebacks, Company
policy may dictate that the costs of
operating the aircraft are not actually
charged against the Flight
Department (for instance, in one or
two companies they come under
Sales). Whoever looks after it,
Management will (naturally) want to
know where the money is going and
how much will be wanted next year
so they can budget properly. This
means getting involved in statistics
because as a Company employee
you're being paid anyway and you
have nothing else to do, right?
If you do get lumbered with all that,
you may find it easiest to add some
columns to your Tech Log to fill in
as you go along. Who is flying is
often more important than just
noting how many, so possibly you
may like to account for Corporate,
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