Cosmic or Solar Radiation Detection Procedures and Use of Checklists / Procedures

Cosmic or Solar Radiation Detection Procedures

The Company does not operate aeroplane capable of flying at 49.000 ft (15.000 m), and as such, cosmic or solar radiation detection procedures do not apply.

Task Sharing

The general allocation of flight crew duties throughout the flight will be in accordance with aircraft FCOMs.

The main duties of Pilot Flying (PF) are the control of the aircraft and its navigation. This applies to both normal and abnormal/emergency operations. He shall monitor the aircraft’s attitude and be ready to immediately take control manually.

PF Task Sharing:

• Control of aeroplane;
• Observance of SOP;
• Compliance with flight safety releases;
• Altitude and speed restrictions;
• Airspace observation;
• Preparation of aeroplane for the individual segments of the flight procedure;
• Correct use of checklists.

Whenever other activities or special events prevent the PF from focusing his full attention to piloting, he shall hand over to the Pilot Monitoring/Pilot Non-Flying (PM/PNF) with the call out »YOU HAVE CONTROL«, who confirms the takeover with the reply »I HAVE CONTROL«.

The Pilot Monitoring (PM) shall perform all non-flying pilot duties, in addition to assisting the PF whenever possible in monitoring the flight instruments and with the lookout. He shall always monitor the PF for signs of incapacitation, especially during the critical stages of flight such as takeoff and approach or landing, and be prepared to take control at all times.

PM Task Sharing:

• Monitoring flight progress;
• Assistance and supervision of PF;
• Airspace observation;
• Monitoring aeroplane systems;
• Operating aeroplane systems in agreement with PF;
• R/T communication and correct use of checklists;
• Keeping the necessary flight records;
• The setting, identifying and checking navigational aids according to the instructions of PF.

Task assignment to PF and PM shall be observed in a very strict manner. PF, for instance, shall not unnecessarily intervene in the handling of R/T communication, nor shall PM set navigational aids without consulting PF.

Whenever the Commander, with due consideration of all relevant circumstances, decides that in any portion of the flight it is a safer course of action to take over control of the aeroplane they shall do so, even if the First Officer originally had been assigned as PF.

Use of Checklists / Procedures

Flight crew must use normal, abnormal, supplementary procedures and appropriate checklists to ensure the execution of proper procedures during all operations.

All required checklists / procedures are provided in the respective FCOM.

These crew task-sharing concepts are designed to balance workload and give responsibility for action to the crew best positioned to execute the item.

Automation Policy

Automatic flight system is designed to enhance flight safety and efficiency. Pilots shall use proper level of automation at all times.

The auto flight system shall be operated in such a way that optimum benefit is achieved from its capabilities. Examples of optimum benefits are:

• Reduction of workload,
• Precision of navigation,
• Availability of protection modes,
• Passenger comfort,
• Economic flight.

The pilot must not allow automation to detract from the overall management of the flight. It is the company policy that the highest level of automation appropriate to the task is used.

Automation is a tool to aid, not to replace the pilot.

Computer-based automation systems depend on accurate programming.

• Automated systems are generally more reliable than humans during routine or repetitious activities;
• At least one flight crew must devote full attention to monitoring duties when automation is engaged;
• If automation malfunctions, one flight crew shall fly the aircraft. Otherwise, too much attention becomes focused on computer programming;
• Crosscheck and verify all programming after initial set-up. During take-off and approach briefings and prior to executing any modification that cannot be changed;
• Advise the other pilot of any programming changes or significant mode changes;
• If automation appears to be malfunctioning, revert to basic modes or disconnect it;
• Use automation to reduce workload, as appropriate to the situation;
• Use autopilots and auto thrust during bad weather and do not be in a hurry to disconnect in conditions of low visibility.

Use of automation shall always be governed by the general principle:
ACTION → CROSSCHECK → CONTROL/MONITOR.

Autopilot Control and Monitoring

Autopilot engagement and disengagement shall be accomplished in accordance with limitations and procedures stated in the respective AOM.

During approach, when the autopilot/auto thrust are engaged below final intercept altitude, the PF should rest his hands lightly on the controls in such a manner that the autopilot or auto-thrust can be immediately disconnected in the event of malfunction. During flight above final intercept altitude, the primary duty of the PF during autopilot engagement is to monitor autopilot/auto thrust performance. If it becomes necessary for the PF to divert his attention to other matters such as an approach briefing or FMC programming, control should first be transferred to the PNF.

The PF should refrain from resting his hands on the thrust levers during climb.

Use of Autopilot

An autopilot should be engaged for normal flight conditions above 10.000 ft. An autopilot must be engaged for all CAT II/III approaches and autoland is mandatory if autopilot function is normal for the autoland manoeuvre.

To improve situational awareness and flight management, pilots should engage the autopilot as soon as practicable if aircraft systems malfunction or when weather in the vicinity of the departure/arrival airport might require deviation from planned.

Pilots should not necessarily disconnect the autopilot immediately when visual conditions are established on an ILS approach.

Abnormal Situations

During approach in turbulent or very gusty wind conditions, pilots should closely monitor autopilot and auto thrust operations. Autothrust often does not respond quickly to rapid changes in airspeed. Pilots should carefully consider the need for manual thrust control and appropriate speed additives anytime such conditions are encountered.

If a go-around is inadvertently activated in IMC with the autopilot engaged below 1.000 ft AAL, a missed approach is mandatory. In VMC, if the go-around mode is inadvertently activated below 1.000 ft AAL, pilots may immediately disconnect the autopilot and autothrust and complete a manual landing; or execute go-around.

In all cases, if stable approach criteria cannot be maintained during the approach, a missed approach shall be executed.