Standard Operating Procedures (SOP)

Standard Operating Procedures (SOP)

General

All The Company aircraft shall be operated in accordance with Standard Operating Procedures (SOP) and call-outs as outlined in OM Part B / FCOM.

Experience has shown that adherence to SOP helps to enhance the crew’s situation awareness and allows a higher performance level to be attained. One of the objectives of SOP is to have standards to be agreed upon prior to the flight and then adhered to so that maximum crew performance can be achieved. It is important to always ensure that checklist and SOP are fully complied with. SOP are also a quick and convenient method of problem solving where (if the correct procedure is followed) any disagreement is speedily resolved.

Further advantages of SOP are:

• A logical sequence of action, covering all items which is easily continued following an interruption;
• Set workload priorities;
• Improved workload sharing;
• Enhanced teamwork;
• Set operational guidelines;
• Improved situational awareness;
• Established safety margins leading to an overall improvement in safety.

SOP also reflect overall Company policy with regard to flight operations and must be followed by all crew members. In general there is no room for Commanders to impose their own operating procedures; however there may be an occasion where it is necessary to do so. In such event, the Commander must make his intention clear to the other crew members with the callout »NONSTANDARD«, together with the reasons for deviation from SOP.

Irrespective of aeroplane manufactures recommendations regarding type related normal/abnormal/emergency operations, The Company maintains its firm position on the following SOP elements and/or principles.

All The Company flight operations are based on the optimum use of Crew Resource Management (CRM). The principle of continuous mutual briefing and assistance shall be applied at all times. In normal cockpit work the Commander shall establish open communication between crew members in the cockpit and in the cabin as well as with ground personnel and Air Traffic Services.

PF on the Ground

On the ground, PF duties are always performed by the CM1.

Headset Usage

Pilots shall use headsets when obtaining ATC departure clearance / engine-start clearance, from the start of push-back or engine-start whichever comes first until 15.000 ft (FL150) top of climb and from 15.000 ft (FL150) top of descent until the Seat Belts signs are switched OFF on the ground.

Flight crew shall also use headsets during flight if only one pilot is present in the cockpit, during high cockpit workload phases and when different radio frequencies are used simultaneously.

The requirement to use headsets at all other times will be at the discretion of the Commander.

Methods of Avoiding Runway Incursions

The key-point in the prevention of runway incursions is to apply better preventive measures during the taxi-phase. Reduced workload will provide for increased attention to the taxi phase and allow an updated and accurate positional and situational awareness.

Taxi Briefing

The take-off and descent briefings should contain a complete review of the expected taxi routes with special attention to the HOT SPOTS. Pay special attention to temporary situations such as work in progress, other unusual activity and recent changes in airport layout. During this part of the briefing, refer to the airport charts and visualise all available information. An added benefit can be if other crew members are familiar with the airport and have some recent taxi experience at the aerodrome.

Flight crew should ensure to follow the clearance or instruction that was actually received, and not the one expected to receive. Be aware that the expectations established during the pre-taxi or pre-landing planning can be significantly altered with a different and unexpected clearance.

Airport Familiarisation

Departing from or coming into an airport should be prepared well in advance. A thorough planning for taxi operation is essential. This preparation should be done at the gate or prior to starting descent. Prepare the necessary charts for taxi and have them available for use during taxi. Take some time to study the airport layout. Use the ATIS information and your previous experience to determine the possible taxi routes. Remember to review the latest NOTAM for both the departure and arrival airport for information concerning construction or taxiway/runway closures. Visualise this information on the charts. Standard taxi routes are used more often at busy airports. Review the routes you can expect. Pay special attention to the location of HOT SPOTS. These are unique or complex intersections and runway crossings where runway incursions have taken place in the past, or areas of the runway or associated taxi ways which are not visible from the control tower. Know what runways you will encounter between where you are and where you are going. Plan timing and execution of checklists, so that no distractions occur when approaching and/or crossing runways - all eyes should be outside during this phase.

Conduct detailed briefing for all flight crew members, especially during night and low visibility operations.

Taxi Clearance

The receipt of any clearance in the taxi phase itself requires the complete attention of all flight crew on the flight deck. If necessary, CM2 should write down taxi-instructions, especially at complex or unfamiliar airports and cross-check the instructions against the airport chart. Clear up any uncertainties about your clearance or your position on the surface before the start of taxi.

Taxi Best Practices

• Only one pilot can control the aeroplane during taxi. However, as in flight, the pilot not in control of the aeroplane (CM2) has the important task of monitoring the taxi and assisting CM1;
• Cancel checklist activity when crossing and entering runways. Maintain full concentration of all flight crew members on the runway traffic situation;
• Never cross red stop bars when lining up or crossing a runway, unless in exceptional cases where the stop-bars, lights or controls are reported to be unserviceable, or some other plausible explanation is received, and a clear, unambiguous and positive clearance has been given to cross the red stop bars;
• When entering any runway, check for traffic (left and right) using all available surveillance means (visual contact, TCAS, radar);
• When cleared to line up and/or when crossing any runway, position the aeroplane in a right angle with the runway where possible, in order to better observe the other traffic, both arriving and departing;
• Do not rush. The higher your ground speed, the less time you have to react, manoeuvre the plane and avoid an obstacle. High speed also results in greater distance and time required to bring the plane to a complete stop;
• When you receive a clearance to taxi to a point beyond a runway, this clearance does not automatically include the authorisation to cross that runway. Each taxi clearance beyond a runway shall contain an explicit clearance to cross the runway or an instruction to hold short of that runway;
• Strictly adopt the sterile cockpit concept whilst taxiing. During movement of the aeroplane the flight crew must be able to focus on their duties without being distracted by non-flight related matters;
• Use aeroplane lights in accordance with SOP to help controllers and other pilots to see you;
• Ensure all flight crew are on the appropriate frequency until all runways have been vacated after landing;
• After the landing, vacate the runway as soon as possible, but not by turning onto another runway, unless specifically instructed to do so;
• When the aeroplane has vacated the active runway, be prepared to stop to resolve any questions about the ATC clearance or about the aeroplane position;
• Anytime you feel uncertain about the location of the aeroplane position on the movement area, stop the aeroplane, advise ATC, and ask for clarification – “take the question out of the flight deck”;
• Never stop on a runway unless specifically instructed to do so.

Positive Identification of Runways

It is of vital importance that both pilots are fully aware of their location on the terminal or ramp and to prevent any risk of being in the wrong position, or on the wrong runway.