There are numerous posts littering Prune with dire warnings for not following SOP`s which is all good and well...Do we know what SOP`s are? In my experience no.
How do you check this? Are your "Company SOP`s different to the manufacturers? -it`s allowed if approved - are they different to the Aircraft Flight Manual -allowed as long as the AFM is changed via a supplement."
So go through your company SOP`s and compare them step for step with both the AFM and the manufacturers SOP`s - are they different? if so why? Lots of Operators think they can write up their own SOP`s which is true but comes with some serious repercussions. They have to be approved by "the relevant AUTHORITY" being your CAA FAA JAA - not the manufacturer - there is no Airbus or Boeing Authority. Is your authority competent to approve the change? ie do they have a flight test section? do they certify aircraft or rubber stamp FAA JAA?
Does the following apply to you or your company?
Many experts agree that implementation of any procedure as an SOP is most effective if:
(1) The procedure is appropriate to the situation.
(2) The procedure is practical to use.
(3) Crewmembers understand the reasons for the procedure.
(4) Pilot Flying (PF), Pilot Not Flying (PNF), and Flight Engineer duties are clearly delineated.
(5) Effective training is conducted.
(6) The attitudes shown by instructors, check airmen, and managers all reinforce the need for the procedure.
If all elements (above) are not consistently implemented, flightcrews too easily become participants in an undesirable double standard condoned by instructors, check airmen, and managers. Flightcrews may end up doing things one way to satisfy training requirements and checkrides, but doing them another way in “real life” during line operations. When a double standard does appear in this way, it should be considered a red flag that a published SOP may not be practical or effective for some reason. That SOP should be reviewed and perhaps changed