what is your SOP ?
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Join Date: Aug 2002
Location: france
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what is your SOP ?
I am looking for the most common SOP on some important points. please if possible give me your airline as reference and type of A/C.
1) Finale C/L ....( Read / by heart / Cross Check / Silence )
2) Altitude select .... (set by the pnf / pf ?)
3) DH setting policy on Cat 1 approach / Non precission approach)
4) climb mode (Speed or VS ?)
5) Altitude select policy on approach (Intermediate alt, Minimum or G/A ?)
6) CPT / Co Pilot take off (authorize or not ?, hand over at which altitude - position ?)
7) Finale nav setting ( when and who ?)
8) Hand over during a co pilot landing (when ?)
9) noise abatment procedure.
10) chart policy ( Use of copy of landing chart or original ), how many jepp in the F/Deck, documentation of the pilot.
thanks for your coop. It can help us to increase safety in our operations.
1) Finale C/L ....( Read / by heart / Cross Check / Silence )
2) Altitude select .... (set by the pnf / pf ?)
3) DH setting policy on Cat 1 approach / Non precission approach)
4) climb mode (Speed or VS ?)
5) Altitude select policy on approach (Intermediate alt, Minimum or G/A ?)
6) CPT / Co Pilot take off (authorize or not ?, hand over at which altitude - position ?)
7) Finale nav setting ( when and who ?)
8) Hand over during a co pilot landing (when ?)
9) noise abatment procedure.
10) chart policy ( Use of copy of landing chart or original ), how many jepp in the F/Deck, documentation of the pilot.
thanks for your coop. It can help us to increase safety in our operations.
Join Date: Mar 2002
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From a EU airline, A320
1) Combination of by-heart and ECAM
2) With A/P engaged normally by PF, but may be ordered. Without A/P normally by PNF, but may be self-set.
3) Set according applicable minimum on approach chart
4) Normally CLB or OPEN CLB mode, equals speed mode. Low V/S recomended in high traffic areas to avoid TCAS RAs
5) G/A altitude when on glideslope or past FAF and below G/A altitude.
6) basically 50-50 sharing of flight time, CPT takeoff required if visibility below 400m. Otherwise handover of controls when setting takeoff thrust. (Only flight controls, thrustlevers and takeoff abortion always done by CPT)
7) When depends on approach type and available / required NAVaids. Who? See 2)
8) Normally when reverse stowed and at taxispeed. Exceptions allowed at CPTs discretion.
9) Standard with thrust reduction at 1500' AGL, local exceptions may apply.
10) Normally originals, two sets available on flightdeck.
1) Combination of by-heart and ECAM
2) With A/P engaged normally by PF, but may be ordered. Without A/P normally by PNF, but may be self-set.
3) Set according applicable minimum on approach chart
4) Normally CLB or OPEN CLB mode, equals speed mode. Low V/S recomended in high traffic areas to avoid TCAS RAs
5) G/A altitude when on glideslope or past FAF and below G/A altitude.
6) basically 50-50 sharing of flight time, CPT takeoff required if visibility below 400m. Otherwise handover of controls when setting takeoff thrust. (Only flight controls, thrustlevers and takeoff abortion always done by CPT)
7) When depends on approach type and available / required NAVaids. Who? See 2)
8) Normally when reverse stowed and at taxispeed. Exceptions allowed at CPTs discretion.
9) Standard with thrust reduction at 1500' AGL, local exceptions may apply.
10) Normally originals, two sets available on flightdeck.
Join Date: May 2002
Location: Australia
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My experience on Boeing, Europe, Middle and Far East.
1. PNF to Read. either or both to respond, as required.
2. MCP and FMS changes/settings should be done by PNF
3. DH set for Cat 1. MAP ht. set for non-precision.
4. CLB. (VS mode not often used on the Boeing due no/limited speed protection).
5. Cleared altitude until G/S intercept then G/A altitude.
6. If the aircraft has nose-wheel steering on both sides then the F/O will normally taxy, line up and take off and continue as PF. If nose wheel steering only on the Capts. side then normally F/O will take control as soon as aircraft is lined up.
7. On finals the Nav settings would usually be Hdg mode, when both LOC and GS deviation pointers are displayed then arm APP mode, when LOC is captured then mode should read LOC.
8. If a Co-Pilot is doing the landing then, under normal circumstances, they will have flown the sector and been the PF throughout - no handover until on the ground, if required, for taxying purposes,(depends again on whether you have steering on both or just one side). Some companies use a Monitored Approach procedure which requires the Co-Pilot to fly the aircraft down to minima and execute a Go-Around unless the Capt. takes control at or before minima and lands, this procedure is normally used during low visibility approaches.
9. Standard is for a power reduction at 1500' and clean-up at 3000' Some airfields require a modified procedure.
10. Two sets of up to date originals, no copies.
None of the above is hard and fast 'Gospel' - companies have their own variations based on their particular and peculiar operating circumstances, these are guidelines only.
1. PNF to Read. either or both to respond, as required.
2. MCP and FMS changes/settings should be done by PNF
3. DH set for Cat 1. MAP ht. set for non-precision.
4. CLB. (VS mode not often used on the Boeing due no/limited speed protection).
5. Cleared altitude until G/S intercept then G/A altitude.
6. If the aircraft has nose-wheel steering on both sides then the F/O will normally taxy, line up and take off and continue as PF. If nose wheel steering only on the Capts. side then normally F/O will take control as soon as aircraft is lined up.
7. On finals the Nav settings would usually be Hdg mode, when both LOC and GS deviation pointers are displayed then arm APP mode, when LOC is captured then mode should read LOC.
8. If a Co-Pilot is doing the landing then, under normal circumstances, they will have flown the sector and been the PF throughout - no handover until on the ground, if required, for taxying purposes,(depends again on whether you have steering on both or just one side). Some companies use a Monitored Approach procedure which requires the Co-Pilot to fly the aircraft down to minima and execute a Go-Around unless the Capt. takes control at or before minima and lands, this procedure is normally used during low visibility approaches.
9. Standard is for a power reduction at 1500' and clean-up at 3000' Some airfields require a modified procedure.
10. Two sets of up to date originals, no copies.
None of the above is hard and fast 'Gospel' - companies have their own variations based on their particular and peculiar operating circumstances, these are guidelines only.
Last edited by BlueEagle; 4th Sep 2002 at 13:44.
Join Date: Jun 2002
Location: Houston, Texas
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From the Learjet. (Worldwide OPS except CEPAC Composite.)
1) Flow, followed by PNF using checklist in a read & respond format, Except for the gear which is always challenge/response/response.
2) Altitude select set by PNF who points at it until PF reads it back out loud.
3) Not applicable
4) Time is money in the charter industry. Best speed over ground regardless of fuel burn usually means V/S @ 500fpm in the climb until ATC starts complaining.
5) IMC: Intermediate until GS capture, then missed approach. VMC: Intermediate until cleared for the visual, then field elevation. 99900 when cleared to land.
6) All our FO's are typed, so we swap 50/50. No vis/cig restrictions. Some folks will occasionaly use a monitored approach technique.
7) Varies significantly based on type autopilot
8) FO's get to taxi. Scary huh?
9) Type specific. Check your FOM
10) Tricky on the Lears with only one set of charts. Two approved methods. Have the PNF setup and brief, then they take A/C while I read chart and verify. OR; I hand AC over to PNF, then set up and briefs procedure. Switch, then PNF reviews setup. (Not enough room in the AC for two sets of charts.) The NTSB made a recommendation to the FAA to require 2 sets after that New Hampshire Lear CFIT accidents several years back. Don't hold your breath.
For the purposes of incursion prevention, make it a policy during ground OPS that the PF reads back each taxi clearence verbatim the moment the PNF reads it to ATC. Also, consider requiring your pilots to verbalize: "O.K. Charles, I'm gonna stop on this side of the 4-22 hold short line." Or, "It's VFR, we'll cross the ILS critical area hold short line and stop when we get to the 17R hold short line. Verbalization sounds goofy the first time you do it, but you quickly become aclimated. It really does decrease the risk of an incursion. I've had times when I forgot to verbalize and although I still planned to stop, the FO asked me if I was planning on stopping. It adds an additional barrier between you and the end of your career.
I put hundreds of hours into developing our SOP's, including a fair amount of jumpseating on just about all of the US carriers. I used what I thought worked best for different portions of the script. If you would like ANY assistance, I would be delighted to help you out. Drop me a line!
Warmest Regards,
DAN
1) Flow, followed by PNF using checklist in a read & respond format, Except for the gear which is always challenge/response/response.
2) Altitude select set by PNF who points at it until PF reads it back out loud.
3) Not applicable
4) Time is money in the charter industry. Best speed over ground regardless of fuel burn usually means V/S @ 500fpm in the climb until ATC starts complaining.
5) IMC: Intermediate until GS capture, then missed approach. VMC: Intermediate until cleared for the visual, then field elevation. 99900 when cleared to land.
6) All our FO's are typed, so we swap 50/50. No vis/cig restrictions. Some folks will occasionaly use a monitored approach technique.
7) Varies significantly based on type autopilot
8) FO's get to taxi. Scary huh?
9) Type specific. Check your FOM
10) Tricky on the Lears with only one set of charts. Two approved methods. Have the PNF setup and brief, then they take A/C while I read chart and verify. OR; I hand AC over to PNF, then set up and briefs procedure. Switch, then PNF reviews setup. (Not enough room in the AC for two sets of charts.) The NTSB made a recommendation to the FAA to require 2 sets after that New Hampshire Lear CFIT accidents several years back. Don't hold your breath.
For the purposes of incursion prevention, make it a policy during ground OPS that the PF reads back each taxi clearence verbatim the moment the PNF reads it to ATC. Also, consider requiring your pilots to verbalize: "O.K. Charles, I'm gonna stop on this side of the 4-22 hold short line." Or, "It's VFR, we'll cross the ILS critical area hold short line and stop when we get to the 17R hold short line. Verbalization sounds goofy the first time you do it, but you quickly become aclimated. It really does decrease the risk of an incursion. I've had times when I forgot to verbalize and although I still planned to stop, the FO asked me if I was planning on stopping. It adds an additional barrier between you and the end of your career.
I put hundreds of hours into developing our SOP's, including a fair amount of jumpseating on just about all of the US carriers. I used what I thought worked best for different portions of the script. If you would like ANY assistance, I would be delighted to help you out. Drop me a line!
Warmest Regards,
DAN
