Airline-specific operating procedures
Thread Starter
Joined: Aug 2011
Posts: 5
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From: Sweden
Airline-specific operating procedures
Hey there,
I have recently spent some time watching cockpit videos (JustPlanes, PilotsEye, YouTube, etc.) And I have noticed that, while operating the same type of aircraft, it seems like they have different procedures/callouts. For example:
- Slightly different checklists
- Different take off callouts (On the 'bus some say "MAN FLEX, SRS, RWY..." some just say "thrust set" and then of course the speed)
- On Approach/After touchdown. Some wait for a certain altitude which they call out when reached and do a cockpit flow. After landing, for instance on the 'bus, some call out "spoilers up, reverser green, decel, manual braking" while others just go..."spoilers up, reverser green". On the Boeing...I've heard some just say "speedbrakes up"
- I think Swiss pilots checks and calls out the fuel quantity just before take off.
Things like that, are these just different airline-specific procedures, or is it the local CAA that determines what needs to be said and done? Or both?
Merry Christmas.
F4E
I have recently spent some time watching cockpit videos (JustPlanes, PilotsEye, YouTube, etc.) And I have noticed that, while operating the same type of aircraft, it seems like they have different procedures/callouts. For example:
- Slightly different checklists
- Different take off callouts (On the 'bus some say "MAN FLEX, SRS, RWY..." some just say "thrust set" and then of course the speed)
- On Approach/After touchdown. Some wait for a certain altitude which they call out when reached and do a cockpit flow. After landing, for instance on the 'bus, some call out "spoilers up, reverser green, decel, manual braking" while others just go..."spoilers up, reverser green". On the Boeing...I've heard some just say "speedbrakes up"
- I think Swiss pilots checks and calls out the fuel quantity just before take off.
Things like that, are these just different airline-specific procedures, or is it the local CAA that determines what needs to be said and done? Or both?
Merry Christmas.
F4E
Joined: Jun 2000
Aviation Qualifications: ATP+Mil
Posts: 4,697
Likes: 1,299
From: Australia
Some operators have a policy of the more you verbalise in terms of checking items, the safer the operation. Others prefer the silent cockpit concept where the crew only verbalise essential items. It then becomes the chief pilots personal opinion to define what are perceived as essential items.
Most seem to err on the side of excessive verbalisation. Mainly because it theoretically sounds more professional on the CVR if there is an incident and the crew stand less chance of being nailed in court
Most seem to err on the side of excessive verbalisation. Mainly because it theoretically sounds more professional on the CVR if there is an incident and the crew stand less chance of being nailed in court
Joined: Apr 2004
Aviation Qualifications: LAME
Posts: 2,281
Likes: 189
From: Dorset UK
Very often it's down to the chief pilot's preference, although the SOPs have to be approved by the regulatory authority.
In 14 years on the A300 with 2 airlines, I had 4 chief pilots and 6 sets of SOPs and manuals.
(They are all still taking up space in the spare bedroom).
The aircraft still flew the same though
In 14 years on the A300 with 2 airlines, I had 4 chief pilots and 6 sets of SOPs and manuals.
(They are all still taking up space in the spare bedroom).
The aircraft still flew the same though
