My understanding was that you are to follow your company ops manual to the letter as it is the bible of everything you do whilst operating for your company and that if you follow it you will stay safe and legal.
I have been told recently that the country were the company operates is the authority that approves things like the ops manual but all they are checking for is that it looks reasonable. Example I was given was that the company could put in their manual that every Tuesday at midday an aircraft should fly upside down, of course probably never happen but apparently could be put in the manual. Another example is that the ops manual just satisfies your internal company rules and that you as a pic need to make you are not breaking any laws into the different countries you operate into and that if you (dispite whatever company manual says) do it's down to you and you alone as pic. The advice I was given was that not to take the ops manual as gospel if legally you should be doing something else eg noise procedures etc. It was explained to me that you are stuck between the company rules and the laws like a hammer and a chisel and you need to weigh this into your decision making ie if you break your company rules you maybe out of a job but you still have a license but if you break the law you won't have a license.
I am aware that there is quite a few seasoned airline guys who look at this forum and I am always eager to hear opinions and views on this from guys who have been in the industry for a few years
Also on a quick note related to said ops manual. We fly Boeing which is American but we are a European operator and towards the start of the manual it states the FAA has issued a type 2 letter of acceptance (equivalent to EASA LOA type 2) to smiths aerospace. This recognises compliance of FMCS and database with AC 20-153 and RTCA/DO-200A
. Anyone explain to me what that means and we need an FAA approval to operate the fmc?