JAR-OPS: Blessing or curse? Something in between may be the right answer. Europe took years to formulate standardised regulations for aviation companies. The idea was good. However, on closer examination, a lot of compromise does not always lead to the best results. And it is known that 'those who cry the loudest, gain the most attention'. That was definitely not the business aviation community and by no means the small operator.\rSince the first of October, 1999, JAR-OPS 1 has been in force in Germany. Yet, as in many other European countries, there are only a few business aviation companies that already have an AOC. The German interim regulations are, among other things, concessions of the German authority which also had to get used to the new regulations, as well as handling the rush of new manuals to be checked. However, that should not tempt companies to put aside the conversion. \rFor bigger companies, the conversion to JAR-OPS is probably rather easy. But what do smaller business aviation companies do? First impressions of JAR-OPS seem to indicate that the operation of an aviation company will become much more cost-intensive, especially in the staff sector. It is not really that way. The Luftfahrt-Bundesamt (or German authority) wants the contents of the manual to fit the size and organisational structure of the specific operator. In this way, the company may proceed according to prescribed procedures and in so doing, ensure a safe operation.\rSo, for a small operator (up to five employees) we have a simplified organisation structure. The days of one-man-shows are certainly over. Yet, with two employees - a necessary component for a normal aviation company, anyway - JAR-OPS can be achieved. Personal union is possible, provided that the person responsible for quality and management is not responsible for operation as well. That does not mean, however, that the manager or any other person responsible for quality cannot work as a pilot.\rQuality management is not a means of surveillance or punishment but a help to keep, or correct, fixed procedures. It is useful not only in terms of security, but also for other business values such as a high standard of service, punctuality, friendliness and so on. Quality management heightens the awareness for business goals and that is useful for the creation of a successful future of any business aviation company, and also of small ones. A single seminar that costs about 2000 or 3500 DM and takes about five days, must be taken by the future quality manager. The seminar allows you to function as an auditor for other companies as well. It does not matter whether the yearly quality audits are carried out internally or in cooperation with other companies. \rThe pre-formulation of a structure and the goal of standardised companies are an advantage. So, normally, it is in the interest of the authorities to base their checks on manual-contents already approved by earlier examinations. \rBut caution - even though this means that we can build on standard manuals, for any company there remains the necessity to work on its manuals and to bring them into line with its specific flight operation. This can be done with the help of an advisor or independently, which is not too difficult as recent experience shows.\rWith flight operations, part A is the most comprehensive manual. What's important is an applicable description of the procedure and the determination of responsibilities. Of course, JAR-OPS minima are demanded. Yet, procedures that are not relevant for the size of the company or the aircraft employed are not described. Part B refers to the performance data of the specific aircraft, therefore it requires extensive adjustments. Even here, though, it is much easier to adapt the text of an existing manual. Part C can be fulfilled completely with Jeppesen. \rPart D - training - can be simplified to a great extent, since the procedures of the small operators do not vary very much. The MME - the maintenance management exposition - usually contains a maintenance contract with a maintenance company. So, this also means a relatively similar description of the maintenance management systems. Yet, the maintenance programme must individually refer to the specific aircraft. \rAirGO Flightservice is the first small operator in Germany to obtain an AOC. Experience up to now shows this: In Germany, manuals for small operators are licensed appropriately, costs and expen-ditures for the adjustment to JAR-OPS are not small yet can be managed even by young or small companies. The demand for security and quality control has become bigger. Benefits and results of JAR-OPS are discussed again and again. So, it remains uncertain whether JAR-OPS will really result in standardised national regulations. But with respect to fair competition in Europe, it is surely desirable.
- Daniela Flierl
Chairman of AirGO Flightservice GmbH & Co. KG
Aviation Marketing Consultant
Tel: +49 (0) 6543-509 329
email: flierl@airgo.de