Originally Posted by
CaptainMongo
Geez, strike a nerve here? I only shared my companies SOP as it related to the op, as you shared what the FCOM states. I follow my companies SOP as you should follow your companies SOP. It’s really not hard nor up for debate, it’s what we are paid to do.
As an aside, we don’t use Boeing or Airbus’ manufacturer supplied aircraft operation manual for a variety of very good reasons which have worked quite well for a company which operates nearly 1000 aircraft with 17,000 pilots changing seats or aircraft as often as some change underwear.
A very pertinent point - what your company FCOM states is likely to be your company’s SOP (assuming the company has paid airbus to what we used to call a “Customer Orientated Change” at Boeing - no idea what the airbus equivalent is). That or you have your OMB and the standard FCOM as a supplementary document with a lower priority SOP wise and there for the systems and limitations sections primarily.
Hence 2 people can be arguing “but the FCOM states….” and both be correct. As you quite rightly point out, most airlines don’t use the off the peg manufacturer’s FCOM. I have flown the 737 for two operators, for example, and their FCOMs were different in terms of the procedures described inside… because the airlines in question had paid for Boeing to adapt the FCOM. I’ve no doubt some cracking arguments could result. The same is of course true of Airbus - just said FCOM is harder to understand
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