AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL

TURBULENCE ....................................................................................................................................................... 26 WIND SHEAR ESCAPE ......................................................................................................................................... 26 CONTROLLED FLIGHT INTO TERRAIN (CFIT) ESCAPE ...................................................................................... 27 TRAFFIC COLLISION AVOIDANCE SYSTEM/AIRBORNE COLLISION AVOIDANCE SYSTEM (TCAS/ACAS) – RESOLUTION ADVISORY (RA) ............................................................................................................................ 27 EMERGENCY DESCENT ....................................................................................................................................... 27 STALL PREVENTION AND RECOVERY................................................................................................................ 28 UPSET PREVENTION AND RECOVERY............................................................................................................... 29 AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 2 TABLE OF CONTENTS APPENDIX 1 ................................................................................................................................................................. 32 CONSOLIDATED SOP CALLOUT TABLES............................................................................................................ 32 APPENDIX 2 ................................................................................................................................................................. 40 PERTINENT SOURCES AND/OR REFERENCES ................................................................................................. 40 AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 3 Operational principles established by this manual are intended to ensure crew and flight deck resources are used and allo- cated in an effective manner, that promotes best practices for the safe operation of the aircraft, and enhances the applica- tion of all pilot competencies. Aircraft specific guidance is found in the appropriate airplane flight manual (AFM). When there is a contradiction between these SOPs and AFM, AFM guidance always takes precedence. Similarly, an operator’s general operations manual (GOM) is controlling over a contradiction with these SOPs. NORMAL OPERATION This SOP and callouts document is intended to accommodate all single- and multi-engine aircraft operating in the normal flight operations regime. ABNORMAL/EMERGENCY OPERATION For abnormal and emergency operations, reference the original equipment manufacturer (OEM)-specific checklist proce- dures and accompanying callouts, when different from the normal procedures defined herein, or as required by the crew’s threat and error management (TEM) briefing(s) applicable to the scenario required to produce a safe outcome for that flight. When OEM checklists and/or callouts, and/or TEM briefings for the abnormal/emergency conditions are not specified, the crew should make every effort to adhere to the Normal Operation standards established. CREW RESOURCE MANAGEMENT Crew resource management (CRM) is the effective use of all available resources for flight crew personnel to assure a safe and efficient operation. CRM covers a range of competencies including communications, situational awareness, problem solving, decision making and teamwork. These aspects should be emphasized during all aircraft operations. Throughout this manual, references are made to the duties and responsibilities for the pilot flying (PF) and those for the pi- lot monitoring (PM). For single-pilot operations, it is intended for the lone pilot to apply the duties and responsibilities from both positions, if applicable. THREAT AND ERROR MANAGEMENT (TEM) Threats are defined as “events or errors that occur beyond the influence of the flight crew, increase operational complexity, and which must be managed to maintain safety margins.” Errors are defined as “actions or inactions by the flight crew that lead to deviations from organizational or flight crew inten- tions or expectations.” Undesired aircraft states result from untrapped errors or unmanaged threats and result in an aircraft deviation from the planned aircraft path or automation mode. Undesired aircraft states may be the result of either internal factors – e.g., flight- crew–induced aircraft position or speed deviation, misapplication of flight controls, or incorrect systems configuration, or external factors – e.g., due to environmental/atmospheric factors or aircraft/system malfunctions. Undesired aircraft states that result from ineffective threat and/or error management may lead to compromising situations and reduced safety mar- gins in flight operations. One of the most effective ways to consider TEM is to discuss threats during the preflight crew brief and flight-related briefings, and establish mitigation strategies for identified threats. This can be accomplished using a procedure known as “Threat–Plans–Consideration.” Here threats are determined for each phase of flight (including non-normal situations such as deteriorating weather, diversions, emergency procedures, etc.) and a plan-of-action/mitigation procedure is developed, and agreed upon, to address the identified threats, including pertinent considerations during and after the threat resolution phase. OPERATIONAL PRINCIPLES AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 4 Any crew member can initiate a threat recognition. It is then the PIC’s responsibility to: • Ensure engagement of the PF/PM. • Establish and reinforce the crew coordination philosophy (CRM). • Encourage collaboration and open communication between all crewmembers. FLIGHT PATH MANAGEMENT (FPM) Flight path management is the planning, execution and assurance in the guidance and control of aircraft’s trajectory and energy, while in flight or on the ground. The designated PF is responsible for controlling the flight path. Other flight crew members shall remain ready to intervene if necessary in both normal and abnormal/emergency operations. Regardless of roles, all flight crew members must: • Ensure that the aircraft is on a safe and correct flight path. • Communicate and/or intervene when the aircraft is not on the intended flight path as necessary. • Be capable of manually flying the aircraft to achieve the desired flight path when necessary. POTENTIAL THREATS (NOT LIMITED TO) Airport / Runway • Contamination • Construction • Hot spots ATC • Clearance / re-routes • Departure /arrival amendments • Runway changes Aircraft • Systems • Minimum equipment list (MEL) • Automation • Performance Adverse Weather • Visibility • Deicing • Winds • Precipitation Ops / Dispatch • Scheduling pressures • Delays • Paperwork Ground / Ramp / MX • Handling • Congestion • Logbook Environment • Terrain • MSA / Obstacles • Night • Traffic Physiology • Fatigue onset • Stress • Hydration • Nutrition Cabin • Passengers • Interruptions ROLE RESPONSIBILITY PF • Maintains the intended flight path during manual and automated flight operations. • Monitors and detects deviations from the intended flight path and takes appropriate action. • Selects appropriate level and mode of automation in a timely manner considering phase of flight and workload. PM • Supports the PF at all times, staying abreast of aircraft state and ATC instructions and clearances. • Effectively monitors automation, including engagement and automatic mode transitions. • Monitors briefed plan adherence and queries the PF if they are deviating. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 5 MONITORING Flight path monitoring involves comparing the actual flight path to what is expected or desired. Monitoring includes flight path data, aircraft configuration, automated system, flight mode annunciators and other onboard systems appropriate to the phase of flight. ENERGY MANAGEMENT Energy management is defined as the planning and control of airspeed (or groundspeed), altitude, thrust, aerodynamic drag (speedbrakes, slats/flaps, and gear), and trajectory to achieve desired lateral and vertical flight path targets appropriate for the operational objectives. Energy management is the responsibility of the PF who should consider the aircraft’s inertia, limitations and crew ability in the prevailing environmental conditions and aircraft state. Both PF and PM shall continuously monitor and evaluate the energy state of the aircraft (high/low/ fast/slow) so that they are able to assess when changes to the energy state are needed, occur or are projected to occur. Regardless of role, all pilots must be able to maintain the desired energy state in any combination of manual and automated flight modes. ROLE RESPONSIBILITY Flight Crew (PF and PM) • Ensures at any point in time during the flight that one pilot is the PF and one pilot is the PM. • Monitors for signs of diminished pilot performance or inadequately controlling the flight path. • Monitors and maintains a mental model of aircraft systems and performance, and formulates an accurate understanding of the current and projected states of the flight path at all times. • Manages attention, information and distractions to ensure flight path remains the primary focus. • Conducts reasonableness checks of automated system inputs/outputs. • Maintains inside/outside vigilance as needed for their respective roles and duties. Communi- cates any change in vigilance status by properly transferring aircraft control. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 6 CREW COORDINATION COMMAND AUTHORITY Prior to each flight, during preflight operations, command authority for the flight must be established by the pilot in com- mand (PIC) and confirmed by all crew members. TASK ALLOCATION The primary objective of allocating and managing these tasks is to support the flight mission, while performing necessary operational functions. Successful crew management and task allocation will result from the following actions, and in accordance with SOPs, OEM and regulatory guidance: • Proactive planning (strategic and tactical) • Task prioritization • Task load and resource management (workload allocation) • Timing of tasks • Information management (flight management system [FMS], ATC) • Automation management (flight guidance, automated systems) • Task performance and monitoring • Disruption/distraction management • Communication management While task allocation encompasses all operations required for safe flight, crews are reminded to plan and manage tasks with consideration to the phases of flight. During critical operations, only those tasks pertinent to safe flight shall be per- formed. PIC OTHER CREWMEMBER(S) “For this flight, I will be the PIC. I will also perform the duties of the [PF/PM] during the [entire flight/individual leg/ scheduled rotation].” “For this flight, I will be the SIC. I will also perform the duties of the [PF/PM] during the [entire flight/individual leg/ scheduled rotation].” AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 7 FUNCTION AND RESPONSIBILITY ALLOCATION 1. Taxi is performed by the pilot with the appropriate nosewheel control. If this is not the designated PF for the flight, transfer of controls should occur at the appropriate location/condition. 2. RTO should be decided and called by the crewmember that first notices that the briefed or standardized criteria to reject has been met. The RTO is executed by the PF up until the pilot with appropriate nosewheel control (if not the PF) can assume the taxi responsibilities. Reference the AFM for aircraft specific information. 3. A go-around may be called by any crewmember that first notices that the briefed or standardized criteria to go around has been met. 4. The decision to land is made only in the absence of any go-around call and when the safe landing criteria is met. 5. The emergency evacuation is decided by the PIC and executed by the crew according to the AFM procedures. If the AFM does not specify task allocation, the PF executes the emergency evacuation flight deck actions while the PM monitors and provides direction to the passengers at the appropriate steps. 6. A decision to divert is made by the PIC after a decision making process involving the crew and company personnel, if applicable (e.g. dispatch, flight support, etc.). Single Pilot (SP) Command Authority and Responsibility Allocation In a single-pilot operation, authority and responsibility are inseparable. All task allocations must be accomplished by the single-pilot. A pilot training and operating as a single-pilot should review the Crew Coordination section of this SOP to establish a personal plan to safely and successfully operate single pilot. Always keep in mind the principles of single-pilot resource management (SRM). INTERVENTION BY A CREWMEMBER The “PACE” (probe, alert, challenge, emergency) operational methodology is designed to assist crew members in resolving the basic dilemma of the pilot: “To intervene or not to intervene?” PACE allows for an assertive, structured intervention, when required, intended to maintain crew cohesion and positive communication strategies. PROBE • Get attention. • Raise discomfort. (Use clear, concise language to communicate the concern.) • Expected response: confirmation that we have been heard and understood clearly. ALERT • Formal language used in the form of a question (i.e., “Captain …..?”). • Repeating with increasing volume. • Clearly expressing discomfort. CHALLENGE • Formal language use (i.e., “Captain….”). • Express a statement rather than a question. • Use of trigger word “must.” EMERGENCY • Physical intervention: Taking control of the aircraft is very rare, but you must be ready to do so if necessary for safety. • Direct eye contact: Direct eye contact may be challenging in the flight deck but useful in emergency situations. MANEUVER, TASK, OR DECISION FUNCTION RESPONSIBILITY 1. Taxi PF PIC 2. Rejected Takeoff (RTO) PF Both 3. Go-around PF Both 4. Landing PF PF 5. Emergency Evacuation PIC Both 6. Diversion PIC PIC AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 8 FLIGHT PLANNING The PIC is responsible for flight planning and/or receiving dispatch flight plan/release information and documents. When available, flight planning is accomplished with reference to the operator’s procedures using approved resources. Flight planning shall consider at minimum the following: Departure, Enroute and Destination • Weather • Alternate airport requirements • NOTAMs and TFRs • SID, STAR, approaches and routing • Obstacle departure procedure(s) • VFR airport destination (if applicable) • Airspace requirements Aircraft • Fuel requirements • Takeoff and departure performance • Landing performance • Overwater survival equipment (if applicable) • Route navigation requirements and capabilities • RVSM authorization (if applicable) • CPDLC requirements and capabilities (if applicable) • Communication requirements and capabilities (as applicable) General • Emergency procedure • Passenger requirements and management • Flight risk assessment tool (FRAT) to proactively recognize hazards and assist in making an informed go/no-go deci- sion. For most flight operations, an IFR flight plan is required. When the operator or PIC authorizes a non-IFR flight plan (e.g., VFR, SVFR), the following operations should be conducted within the special conditions/notes established: The flight crew may cancel an IFR flight plan, and continue operation under VFR in the terminal area when the following provisions are met: • The flight crew must maintain airspace-specific cloud clearance and visibility requirements. • Report visibility and ceiling must be at or greater than requirements prescribed by the applicable regulations the flight is operated under. PERMITTED VFR OPERATIONS SPECIAL CONDITIONS / NOTES Renewing day/night takeoff and landing currency • Flight remains within the VFR traffic pattern • VFR ceiling and visibility minimums • Airport traffic advisories are available (ATC or Unicom) • Not a VFR-only airport • Not a designated noise-sensitive airport MEL requirements • Requires VFR operations (If MEL only specifies “VMC” conditions, an IFR flight plan is required) Ferry flights • Special flight permit requires VFR flight plan When ATC zero condition exists • Air traffic control is unable to provide services AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 9 COMMUNICATIONS Normal flight-related communications are primarily handled by the PM using the recommended format, language and stan- dard phraseology. It is important the flight crew establish, during the crew briefing, the selection and uses of the primary versus secondary communication radio. Radio selection should consider aircraft-specific risks such as location of the antennae placement on the aircraft, possibility of electrical failure and its effect on radio availability, and the possibility of a lost frequency due to radio switching during ATIS/CTAF/FBO/etc. communications. Verbal communications is the preferred method for intra-aircraft communications (e.g., cockpit- to-cabin, cabin-to-cockpit). When verbal communication is not possible, standard signals may be used. AIRCRAFT CONTROL TRANSFER When engaged in activities that would distract from aircraft control, the PF must transfer aircraft control, using verbal assignment and acceptance, to the PM and then assume the PM role. Prior to the transfer, the initiating PF should verbally brief the status of the aircraft’s flight path and autopilot modes. CONDITION/TRIGGER SIGNAL WHAT IT MEANS Takeoff Cycle 1x - SEAT BELTS • Estimated 30 seconds to takeoff Climb passing through 10,000 feet Cycle 1x - SEAT BELTS • Sterile cockpit terminates • Safe for FA move about the cabin Top-of-climb and PIC considers safe OFF - SEAT BELTS • Free to move about the cabin • Keep seatbelts on when seated Top-of-descent ON - SEAT BELTS • Prepare cabin for landing • Stow cabin/galley items • Passenger remain seated with seatbelts fastened Descent passing through 10,000 feet Cycle 1x - SEAT BELTS • Sterile cockpit in effect • Secure remaining cabin items • All occupants seated with seat- belts fastened Light turbulence ON - SEAT BELTS • Passengers fasten seat belts • FA coordinate with PIC on contin- ued cabin service Moderate - extreme turbulence ON - SEAT BELTS PA announcement • All occupants remain seated with seatbelts fastened Cabin Call / PA chime • See flight crew in cockpit Emergency Cycle 3x - SEAT BELTS • Immediately see flight crew in cockpit Brace command PA and or cabin – “Brace” • Cabin occupants take “brace” position Emergency evacuation PA and or cabin – “Evacuate” • Assess exits • Obtain rafts (if necessary) • Initiate evacuation AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 10 The following standard callouts are used when there is a need to transfer aircraft control from one pilot to the other. Transferring aircraft control should take place in a three-step sequence: Step 1: Pilot transferring control initially states: “You have the controls.” Step 2: Pilot accepting control states: “I have the controls.” Step 3: Pilot transferring control states a second time (while visually confirming the other pilot has the controls): “You have the controls.” In the case of a pilot returning to the flight deck, regardless of how long they were absent, the remaining pilot shall brief the returning pilot on any flight path, FMS/navigational, autopilot, and clearance changes. Then if necessary, aircraft control can be transferred back to the returning pilot using the above procedure. CHECKLIST USAGE Checklists will be conducted in accordance with OEM manuals and, if applicable, an operator’s approved normal proce- dures checklist. Abnormal/Emergency procedures will be accomplished using the OEM-specific checklist. Checklists will primarily be initiated by the PF and accomplished by the PM. The pilot conducting the checklist will start by stating the title of the checklist. When a checklist task indicates verification of a setting or value, the value will be indicated by both directing the attention to and reading/stating the expected value. Once completed, the pilot conducting the checklist will call out: “[checklist title] checklist complete.” The options to accomplish the checklists are as follows: For all aircraft, the crew member responsible for reading the checklist should be responsible for ensuring that the check- list is completed systematically and expeditiously. This crew member should be responsible for managing interruptions, cross-checking controls and indicators to ensure that the required actions have been accomplished, and for reporting that the checklist has been completed If a checklist is interrupted prior to completion, the entire checklist should be completed again from the beginning. This is unless the aircraft utilizes an electronic checklist format that visually depicts when a checklist step is completed, or check- list contains an indication denoting a pause before continuing. In these cases, the PM would state: “checklist holding at [XX]”. Single-Pilot Checklist Execution Checklist discipline is essential to safe single pilot operation. Without a pilot monitoring to assist, it is important to have checklists readily available and organized for quick reference for completion. Electronic checklists can be helpful to single pilot operation but must be equally well organized and referenceable when needed. Using the do-verify method, with ap- propriate pilot flows for normal procedures, improves effective checklist completion. When aircraft state allows, the CHECKLIST TYPE PF PM Read - and - do Reads checklist task Completes the checklist task Challenge - do - verify (deliberate and systematic) Takes action and verbally responds Issues the task challenge Verifies action was completed Do - verify Accomplish checklist items from memory/flow Accomplish checklist items from memory/flow Verify items completed using checklist AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 11 operator should develop a touch-verification process, which involves the pilot touching each control to verify it is in the cor- rect position. Completion of abnormal/emergency checklists, beyond Immediate action/memory Items, should be done by reference to the applicable checklist. Always complete as many checklist tasks as possible before entering a high workload situation and prepare for the next checklist once the previous is completed. ACTIONING ABNORMAL/EMERGENCY CHECKLISTS Flight path management remains the highest priority to ensure safety of all persons on board. Exercise sound judgment and decision making when performing an abnormal or emergency checklist. Multiple failures may require prioritization of checklists. Establish and communicate a plan to resolve or mitigate the abnormal/emergency condition. Unless otherwise dictated by the OEM, the order of checklist conduct should be: • Emergency (to include immediate action/memory items) • Normal • Abnormal • Ancillary Special attention should be given to aircraft where crew alerting system (CAS) messages are automatically grouped, hidden or highlighted to indicate the root cause of a particular emergency/abnormal scenario. Additional checklist actions will include: • Verbalize and acknowledge aural/visual warnings. • If immediate action items are completed, initiate respective checklist from the beginning by restating all immediate action items already accomplished. Then complete the remainder of the checklist items. • Accomplish action items not affected by the abnormal/emergency condition as appropriate to the situation. (Example: Brief the instrument approach.) • Check other aircraft systems as appropriate. Critical items require a response by the PF. Non-critical items may be both challenged, completed and responded to by the PM alone. To enhance communication and understanding between crew members, standard rules and phraseology should be used when conducting normal checklists: • The challenged crew member should respond only after verifying the required configuration and correcting any devia- tions from the correct settings. • If the required configuration is not possible, the challenged crew member should clearly and completely respond by stating the actual configuration. • The challenging crew member should always wait for a definitive response (and should cross- check the validity of the response) before moving to the next item. CHECKLIST TYPE PF PM Abnormal / emergency checklist Initiate the checklist “[checklist title] checklist” Verify the correct checklist is being accomplished AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 12 MANIPULATION OF CONTROLS In the event that a switch, button, or lever needs to be moved that may adversely affect the normal operation of the aircraft (e.g., engine shutdown, aircraft control, hazardous situation with high probability for errors), both pilots must verify and con- firm the movement of the switch, button, or lever prior to it being moved. It is also necessary to communicate any change in operation of aircraft systems. BRIEFINGS Briefings are essential for standardizing communication, aligning expectations and fostering effective teamwork among crew members. A well-conducted briefing not only sets the tone for the operation but also ensures that all team members are aligned on the plan and potential challenges. To be effective, briefings should be collaborative and threat-based, encouraging input and feed- back from all crew mem- bers. The goal is not simply to check off bullet points, but to ensure a shared understanding of the operation. Each briefing should be tailored to the specific flight and operational context, with the crew using their professional judgment to deter- mine what needs to be discussed. Before concluding any briefing, the PF will initiate the TPC process by prompting the PM to identify any known or anticipat- ed threats. This supports proactive TEM and reinforces situational awareness. (Reference Threat and Error Management). While operators may have established briefing standards, the elements listed in the table below may be included or adapted at the discretion of the PIC or PF, based on the needs of the operation. DEBRIEFINGS Debriefings are a critical part of the continual learning process, where reflection helps benefit safety, communication and overall skill level. Facilitating a debrief allows the crew to gain experience through analysis of what went well and what needs to be done differently next time. The atmosphere of the debrief and the culture of the flight department should always be toward the improvement of safety and without fear of reprimand from department hierarchy. PF PM Place hand on control that will be moved. State the affected control, request confirmation, and state the required action. (See example.) “Right thrust/power lever, confirm, idle.” Visually verify the affected control to be moved. Guard the unaffected control (if applicable). Respond to the action item “Confirmed.” Position the control as required. Verbalize the result to complete the manipulation of control. “Right thrust/power lever, idle.” AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 13 BRIEFING TYPE / DETAILS BRIEFING ELEMENTS (NOT LIMITED TO; BASED ON ACTUAL CONDITIONS/CIRCUMSTANCES.) Operational Briefing Conducted by: • PIC Trigger: • When trip/mission specific details are fully known and the briefing can be completed without interruption • Some elements may need re-briefed if a crew member change occurs. Acronym - PAVE • Pilot: IMSAFE checklist, crew responsibilities (emergency assignments/ procedures, documentation, duties), Sterile flight deck protocols, com- munication protocols (primary/secondary radio) • Aircraft: fuel requirements, Aircraft status (airworthiness, MEL/ CDL, flight deck and cabin preparedness), Trip-specific required equipment, weight and balance/performance • enVironment - TFR/NOTAMs, Weather, Airport requirements/ condi- tions/hazards, Security considerations • External: passenger readiness, passenger safety, trip specific, cargo/ hazmat, other • Threats, plan, considerations Takeoff / Departure Briefing Conducted by: • PF Trigger: • After cockpit preparation and associat- ed checklists completed • Prior to engine start Acronym - CARRE • Clearance and configuration: dual FMS verification, flaps, target speeds • Automation modes and alternate airports (if required) • Runway: selected in FMS, condition, performance • Route: expected taxi out, taxi diagram, hot spots, SID • Emergency procedure and plan • Threats, plan, considerations Note: If a runway/routing change occurs during aircraft movement, the aircraft should be stopped as soon as safely possible where the crew can complete any revised FMS data loading and re-brief the takeoff/departure briefing as necessary, with the aircraft parking brake set. Arrival / Approach / Landing Briefing Conducted by: • PF / PM Trigger: • Descending through transition level or prior to commencing arrival or ap- proach (whichever occurs earlier) Acronym - CARRE • Clearance and configuration: dual FMS verification, flaps, target speeds • Automation modes and alternate airports (if required) • Runway: selected in FMS, condition, performance • Route: expected taxi out, taxi diagram, hot spots, SID • Emergency procedure and plan • Threats, plan, considerations Note: If the approach is not known or a change is issued, complete the approach briefing prior to being established on the approach or entering a visual pattern. Debriefing Conducted by: • All crewmembers Trigger: • Completion of flight or passengers have departed the FBO/ramp Acronym - SPORT? • Safety concerns or safety margin exceedances • Procedures (SOPs) compromised • Opportunities for improvement • Reporting (safety, incident/accident, deviation, wildlife, laser, other) • Triumphs (what went well) • Your questions? AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 14 STERILE FLIGHT DECK During critical phases of flight, only flight-related activities appropriate to their duties and stan- dardized communications/ calls required for the safe operation of the aircraft may be performed by any crew member. The critical phases of flight are during: • Ground operations (aircraft movement on its own power on the surface of an airport) • Takeoff and initial climb • When aircraft is below 10,000 ft. MSL (or as determined by crew), except during established cruise flight • Approach and landing procedures • Aircraft shut-down procedures During critical phases of flight, any and all activities and communication not required for the proper conduct and safe oper- ation of the aircraft (non-essential) are prohibited. Issues involving safety of flight may be communicated to the flight crew during the critical phases. DOCUMENT MANAGEMENT The PIC is responsible for ensuring the flight is in accordance with the regulatory, operational and dispatch documents associated with the aircraft. These documents are, but not limited to: • Pilot documentation/s • Aircraft documentation/s • Dispatch-related documentation/s (as applicable) • Logbook • MEL • CDL AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 15 FLIGHT PATH MANAGEMENT GROUND OPERATIONS Safety Walk-Around An independent flight crew “walk-around” shall be accomplished after all aircraft servicing is complete and just prior to closing the main cabin door for engine start. This walk-around is not intended to complete an additional preflight inspection, rather to provide the flight crew with an opportunity to review changes to the aircraft and environment status which may have occurred in the time between the initial preflight inspection and immediate aircraft operation. The goal of the independent flight crew walk-around is for the pilot(s) to identify and correct the following risks (not all inclusive), as appropriate. Ramp condition: • Identify aircraft that may have been marshaled/parked with wing tip overlap conditions. • Identify aircraft that may have been marshaled/parked where jet/propeller blast may create a hazard to persons or property. • Identify any obstacles that may be collision hazards during taxi. Examples include hangar, fences, light poles, vehicles, etc. Aircraft condition: • Ensure all access panels are closed and secure. • Verify all aircraft covers/pins have been removed. • Wheel chocks have been removed. • Verify wing tip clearance and blast zone will be maintained throughout ground operations from the ramp environment. Environmental conditions: • Verify wind condition for engine start procedures has remained within AFM limits. • Identify areas of contamination. Examples include standing water, ice, piled snow, etc., which may impede ramp move- ment. It is recommended that any condition that may result in injury or damage to property which cannot be resolved by the crew, the aircraft movement be held until such time as ramp personnel are able to resolve the conditions. Examples in- clude: Towing the aircraft to a safe location, adding additional wing walkers to the aircraft movement path, etc. Engine Start The first engine started is normally the engine opposite the main entry-door side of the aircraft, unless operational proce- dures require otherwise. Taxi The following procedures will be used as applicable to the operation. • Conduct a pre-taxi briefing that includes the expected taxi route and restrictions. Study the airport layout and identify critical surface areas and hot spots. • Record all taxi clearances to ensure accuracy. • Read back runway assignments with taxi instructions. • After taxi clearance has been received, determine the runway assigned, any restrictions and the taxi route. If in doubt or not in agreement, seek clarification from ATC. • Regardless of time of day, position lights must be turned “ON” anytime the aircraft is powered and beacon lights are turned on when aircraft engine/s are running. • Observe sterile flight deck procedures. • Have the airport diagram(s) displayed during all ground movement operations, regardless of reported/actual visibility. • As appropriate, cross check the horizontal situation indicator (HSI), airport diagram, and airport signage to confirm air- craft position while taxiing. • When approaching an entrance to an active runway, pilot(s) will ensure compliance with hold short or crossing clear- ance by discontinuing non-monitoring tasks (e.g., FMS programming, company radio calls, etc.). • Prior to crossing or taxiing onto any runway, The PM will verbally confirm ATC clearance with other crewmembers and all pilot(s) will visually scan the runway and approach area. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 16 • When crossing a runway, all exterior light should be illuminated. However, consider any adverse effects to safety that illuminating lights will have on the vision of other pilots. • Read back entire clearances/instructions to enter a specific runway, hold short of a runway and taxi into the “line-up- and-wait” position, including the runway designator. • Be vigilant when instructed to taxi into the “line-up-and-wait” position, particularly at night or during periods of reduced visibility. Contact ATC anytime you have a concern about a potential conflict. • If a takeoff clearance is not received within a reasonable time after a clearance to “line up and wait,” contact ATC. • Prior to entering the runway for takeoff, verify all engines are operating. • Discuss procedures when entering runways with oblique view capability of threshold/final approach area. • When entering a runway for takeoff or line up and wait, turn on all lights except for the landing lights. Strobe lights should not be illuminated if they will adversely affect the vision of other pilots. Beginning the takeoff roll, landing lights should be selected on. PHASE/CONDITION PF PM Prior to starting engines Conduct independent safety walk- around before closing main cabin door. Verify gear (and/or other) pins and probe (and/or other) covers onboard. “Safety walk-around complete.” “Before engine start checklist.” Conduct independent safety walk- around before closing main cabin door. Verify gear (and/or other) pins and probe (and/ or other) covers onboard. “Safety walk-around complete.” Completes appropriate checklist tasks “Before engine start checklist complete. Both engines started “After engine start checklist.” Completes appropriate checklist tasks “After engine start checklist complete.” Prior to aircraft movement Conduct takeoff / departure briefing Ready for taxi, prior to aircraft movemen Record and read back taxi clearance • Review taxi routing. • Agree on assigned routing, runway and any ATC restrictions to include hold-short instructions, runway crossings and hot spots. Each pilot confirms on their respective side of the aircraft: Left-seat pilot (LP): “Clear left.” Right-seat pilot (RP): “Clear right.” Each pilot tests respective side wheel brakes: LP: “Brakes checked left.” RP: “Brakes checked right.” During aircraft movement Focus attention on ground movement operations (outside). • Select aircraft configuration (e.g., lights, etc.). • ATC communications • Accomplish checklists • Advise PF if diverting attention inside the cockpit. “I am monitoring [inside/outside].” Use aircraft diagram to monitor progress and position on airport surface. Hold short Verify • Read back clearance. • Use airport diagram to enhance situation awareness and identify clearance point. Approaching hold-short point, focus attention to stopping the aircraft. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 17 PHASE/CONDITION PF PM Runway crossing Verify • Read back clearance. • Use airport diagram to enhance situation awareness and identify clearance point. • When crossing an active runway, illuminate aircraft to be viably visible, unless such action would adversely affect other pilots. Visually verify crossing runway status. Announce and acknowledge: Left-seat pilot: “Clear left, clear to cross.” or “Traffic, hold short.” Right-seat pilot: “Clear right, clear to cross.” or “Traffic, hold short.” Final taxi / prior to take- off “Takeoff checklist.” Completes appropriate checklist tasks. “Takeoff checklist complete.” or “Takeoff checklist holding at [XX].” Prior to entering runway Ensures situationally aware with no outstanding issues, concerns, or questions. Verify all engines operating. “Confirm ready?” Ensures situationally aware with no outstanding issues, concerns orquestions. Verifies all engines are operating. “[Ready / not ready].” If not ready, advise ATC if necessary, and delay takeoff until both pilots confirm readiness. If ready, contact ATC or announce intentions on CTAF. Clearance received (con- trolled airport) Confirm clearance by stating: “[Cleared for takeoff. / Line up and wait. / Hold short.]” Read back clearance. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 18 FLIGHT OPERATIONS Below are general/common pilot practices, actions and callouts, and AFM checklist usage by phase of flight (excluding ground operations): PHASE/CONDITION PF PM Entering runway for takeoff Verify no conflicting traffic: “Clear [left/right].” If takeoff checklist is holding, resume takeoff checklist or lineup checklist. Verify no conflicting traffic. Complete takeoff checklist. “Clear [right/left]. Takeoff checklist com- plete.” Aligned with runway Verify correct runway using runway signage, markings and heading align- ment. “Runway [XX] confirmed.” Verify correct runway using runway signage, markings and heading alignment. “Runway [XX] confirmed.” If aircraft taxi performed by left-seat pilot (LP) and takeoff performed by right-seat pilot (RP): LP: “You have the controls.” RP: “I have the controls.” LP: “You have the controls.” Takeoff roll Follow aircraft-specific guidance. After takeoff Above acceleration altitude or at appro- priate altitude specified by OEM “After takeoff checklist.” Complete checklist. “After takeoff checklist complete.” Climb At appropriate altitude specified by OEM “Climb checklist.” Complete checklist. “Climb checklist complete.” Cleared above transition level “Transition” Sets own and standby altimeter to STD/29.92/1013. “[XXXX] set twice.” Sets own altimeter to STD/29.92/1013. “[XXXX] set.” Crosscheck altimeters. Established in cruise flight “Cruise checklist” Complete checklist. “Cruise checklist complete.” Periodically monitor aircraft system operations, aircraft flight path, aircraft energy state and fuel consumption. Cleared below transition altitude “Transition” Sets own and standby altimeter to local altimeter setting. “[XXXX] set twice.” Sets own altimeter to local altimeter setting. “[XXXX] set.” Crosscheck altimeters. Prior to commencing arrival or approach (as applicable) Conduct arrival/approach/landing briefing. “Approach checklist.” Load and verify procedure/ runway as directed. Verify appropriate chart(s) displayed. Secure portable devices. Complete checklist. “Approach checklist complete.” Procedure or runway change assigned by ATC Perform another arrival/approach/ landing briefing. Load and verify new procedure/ runway. Verify new appropriate chart(s) displayed. Go-around decision “Go-around” Maintain situational awareness regarding altitude, power setting and configuration relat- ing to the position when the go-around decision is made. Initiate go-around maneuver and exe- cute the missed approach procedure (if applicable) or follow ATC instructions. Advise/acknowledge ATC. Sequence/configure navigational source (if necessary). Follow aircraft specific guidance. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 19 AUTOMATION MANAGEMENT Pilots must always be aware of the automation status. Any automation change should be verified by the flight crew prior to executing the change. After the new mode is selected, the flight crew should confirm the new modes are engaged or intervene if they are not as expected. Single-Pilot Use of Automation Automation should be used effectively to reduce single-pilot workload. The proper level of automation must be correctly applied to each flight circumstance to ensure automation is not a hindrance to single-pilot workload. The accurate program- ming of automation is essential to single-pilot workload management and improved situational awareness (SA). SA includes understanding the aircraft’s precise position and state. Pilots should use a “continuous loop” process to ac- tively monitor and update their flight progress. This includes knowing the aircraft’s present location and foreseeing the next position along the route that may require increased attention. SA is enhanced by maintaining awareness of ATC clearances issued to you and other aircraft, to assist in identifying/avoiding potential conflicts. ALTITUDE AWARENESS TASK/TRIGGER PF PM AP / FD / autothrottle mode control inputs When A/P is engaged When A/P is disengaged Announce and confirm flight mode annunciator (FMA) changes. Announce and confirm any preselect AP inputs. Ensure actual mode change matches expectation. If PF announcement is delayed, prompt for response. FMS inputs Conducts all inputs during normal operations. Dual verify all inputs/changes prior to executing/capturing. May make inputs if PM is occupied with other duties. Must verify any clearance changes with ATC to confirm. TASK/TRIGGER PF PM Setting altimeter alerting device (AAD) When A/P is engaged When A/P is disengaged Pilot setting AAD: Point to selected value and announce the altitude set in the AAD. “[Altitude] set.” Pilot verifying AAD: Point to selected value and announce the altitude set in the AAD. “[Altitude] verified.” Vacating a previously as- signed altitude change “Initiating climb/descent, [an- nounce FMA change].” Verify proper mode and altitude selection. 1,000 ft. prior to assigned altitude “[Altitude] climbing/descending [altitude].” Announce FMA mode change. (Alti- tude capture AP mode could occur before or after 1,000-ft. call.) “[Altitude] climbing/descending [altitude].” Ensure actual altitude capture matches expectation. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 20 HEADING CHANGES APPROACH PROCEDURES The PF is responsible for conducting an approach briefing with completion prior to the initial approach fix (IAF). If a change to the assigned approach is accepted after completion of the approach briefing, the PF must review briefing strip of new approach and runway requirements as applicable. Crew (PF and PM) must agree that safe landing parameters may be met for existing runway condition and aircraft configu- ration before commencing the approach. Approach minimums should be adjusted for high minimums PF or operator minimums for destination airport. After passing the FAF, if weather is reported below established minimums, the approach may be continued to DA/MDA with landing contingent upon observed flight visibility. STABILIZED APPROACH During an approach, aircraft shall be stabilized by no later than 1,000 ft. HATDZ in IMC and 500 ft. HATDZ in VMC. If this criteria is not met by the prescribed altitudes, the flight crew should consider conducting a go-around. Stabilized approach requirements include: Setting heading selector When A/P is engaged When A/P is disengaged Pilot setting heading: Point to selected value and announce the heading set. “[Heading] set.” Pilot verifying heading: Point to selected value and announce the heading set. “[Heading] verified.” “Left / right turn.” Announce FMA mode change. En- sure aircraft turns in proper/ expected direction. Verify proper mode and heading selection. Ensure aircraft turns in proper/ expected direction. TRIGGER PF PM ATC approach clearance received “Cleared approach.” Selects appropriate flight guidance panel (FGP) mode selection for ap- proach. “[FGP] mode selected.” Acknowledges ATC communication. Confirms correct PF response by restating: “Cleared approach.” Select landing light ON. Verify correct/briefed FGP mode selected. An- nounce any deviations to stabilized approach. PARAMETER CRITERIA/TOLERANCE Briefing and checklist Accomplished (unless aircraft specific “final items” or OEM-specif- ic procedures remain) Lateral flight path Within 5 degrees of final course or CDI deflection no more than 2 dots Vertical flight path Glideslope deflection no more than 1 dot low or 2 dots high. When completing CDFA, within +/-75 feet of expected position crossing altitude AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 21 Nothing shall preclude the flight crew from making a go-around decision at any point on the approach, which can be called by any flight crew member. If during an instrument or visual approach, any of the stabilized approach parameters trend toward their tolerance, the PM should expeditiously identify and verbalize the parameter and magnitude of the potential deviation. Examples include: CONTINUOUS DESCENT FINAL APPROACH (CDFA) CDFA is a procedure for flying the final approach segment of a non-precision/2D instrument approach using a continuous descent, and not leveling off at intermediate altitudes. To be eligible as a CDFA, approaches must meet the following crite- ria: • Local altimeter setting must be available and used. • Approach must have published straight-in landing minimums. • The CDFA angle must not exceed that of the maximum angle published in the AFM for an instrument approach. Approach Minimums The minimums used on a CDFA will be a calculated number known as the Derived Decision Alti- tude (DDA). The DDA is found by: MDA + 50 ft.*= DDA (* Operator or OEM determined height) The DDA is treated exactly as a DA is used on a precision approach. The added 50 ft. allows for a go-around to be executed, while not descending below the MDA. CONDITION / TRIGGER PF PM Decreased speed deviation “[Correcting/go-around].” “Airspeed. REF minus [XX] knots.” Above glideslope deviation “[Correcting/go-around].” “Glideslope. One dot above, steady.” PARAMETER CRITERIA/TOLERANCE Airspeed VREF to VREF +20 knots Airspeed @ 200 ft. HA TDZ VREF to VREF +10 knots (Including any briefed gust factor, when permitted by AFM) Rate of descent Not greater than 1,000 fpm unless previously briefed Aircraft configuration Aircraft in the correct configuration for the designated approach Thrust/power setting Not at idle unless required by designated approach Circling approach All above stated criteria, plus: Aircraft fully configured prior to the start of circling maneuver. Bank angle not to exceed 30° while maneuvering to landing run- way. Circling approach @300 ft. HA TDZ Wings level. Aircraft track to runway within 5 degrees of runway heading. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 22 Proper Descent Angle/Rate When available, flight crews are encouraged to use all available resources to fly the proper descent angle during the final approach segment, including: • Aircraft with FMS, Baro-VNAV, SBAS, or similar equipment may provide the published visual descent angle (VDA) or glide path (GP) when the non-precision approach is • selected from the database. • Aircraft equipped with a flight path angle (FPA) flight director mode that allows the flight crew to enter an electronic descent angle based on the published VDA or GP. • Flight crews of aircraft without either type of equipment should manually compute a required rate of descent for ac- complishing the CDFA. • If the approach procedure does not have a published VDA or GP, the descent gradient can be calculated by: • The descent gradient (either published or calculated) can be turned into a rate of descent using approved, NAA-pub- lished climb/descent tables. Additional Key Points When conducting a CDFA approach, additional important factors include: • All step-down altitude restrictions must be met in order to maintain obstacle and/or terrain clearance. • Apply cold weather temperature compensation to all CDFA altitudes, when applicable, including the DDA. • When executing a missed approach prior to the MAP, unless otherwise instructed, fly the published missed approach procedure, but ensure to proceed on track to the MAP before accomplishing a turn. • Below the DDA, the constant descent flight path does not guarantee obstacle clearance. Terrain and obstacles must be avoided visually. CIRCLING APPROACH The circling approach procedure may be commenced once: • The airport environment is in sight, and • The aircraft is within the circling approach radius applicable to the approach category It is recommended to utilize the autopilot in HDG mode during the circling approach to allow for a reduction of workload and to allow the pilot to concentrate on maintaining visual contact with the airport environment. If the airport environment is no longer visible during the maneuver, or the aircraft leaves the circling approach radius, the missed approach specified for that particular procedure must be followed. The pilot should initiate a climbing turn toward the landing runway and then continue the turn until established on the missed approach course. CONDITION / TRIGGER PF PM Airport environment in sight and within circling radius “Circling.” Announce any deviations to altitude or airspeed. Ready for descent from MDA “Leaving minimums.” Announce any deviations airspeed, verti- cal flightpath, or bank angle. Aligned with landing runway, wings level, and 300 ft. AGL “[Landing / go around].” “300, [Stable / go around].” AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 23 GO-AROUND A go-around may be necessary at any time during an approach, including before the aircraft is in the landing configuration. LANDING During landing, maintain directional control throughout the rollout using flight control crosswind corrections techniques as required. The aircraft should be slowed to a safe taxi speed before clearing the runway. Follow procedure for transferring control if necessary. Completion of appropriate checklist(s) should not be accomplished until clearing the runway. Human factors considerations • Pilots must be prepared to adapt the go-around maneuver if the go-around is com- menced prior to the point where the aircraft is fully configured for landing. Situation awareness in relation to flap and gear configuration, aircraft speed and missed ap- proach altitude is important. • There is a possibility of disorientation during a go-around because of the somatotrophic effect produced by large longitudinal acceleration as the aircraft speed increases. • The importance of the PM role in the go-around maneuver should be highlighted as they usually have a higher workload than normal while monitoring the actions of the PF (e.g., reconfigure the aircraft, engage FMA modes, communicate with ATC). The excessive workload for the PM may lead them to prioritize actions to the detriment of standard monitoring activities. • Effective communication between flight crew is important. • The phenomenon of attentional tunnelling may also present as pilot(s) focus exclusively on a problem at the expense of general monitoring of the flight parameters. Flight path management considerations • The aircraft handling and performance characteristics expected (including pitch, vertical speed, and acceleration) when at low gross weights and high thrust/power settings. This may differ significantly from the flight’s takeoff, which may be at or near maximum gross takeoff weight. Consideration should also be given when comparing a go-around performed with reduced G/A thrust (if available) with a go-around using full G/A thrust/ power. • Differences to procedures when the aircraft is in a non-landing configuration. • The importance of correct selection of TO/GA modes by the PF (pushing TO/GA, select- ed the correct thrust lever detent, etc.). • The importance of the correct pitch attitude is selected and maintained, while the aircraft is kept in trim as it accelerates (depending on the aircraft type). • The need to anticipate trim changes due to thrust increase. • The need to make a conscious effort to be aware of the aircraft energy state during a go-around. • The importance of engaging the autopilot or flight director in the correct modes during a go-around. CONDITION / TRIGGER PF PM ATC landing clearance received. “Cleared to land” • Acknowledges ATC communication. • Confirms correct PF response by restating “Cleared to land” • Select taxi light ON. • Announce any deviations to stabilized approach or safe landing criteria. Runway is clear of other traffic at uncontrolled airport • Visually verify runway is clear “Cleared to land” • Visually verify runway is clear. Advise PF by stating “Runway clear.” • Select taxi light ON. • Announce any deviations to stabilized approach or safe landing criteria. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 24 Landing Performance Assessment at Time of Arrival Applicable regulations used in performance planning data and factored landing distances for dispatch may not provide adequate runway length for landing on a wet or contaminated surface found at time of arrival. Flight crews, through perfor- mance analysis, should take appropriate action to ensure they will have sufficient runway for the conditions expected at the estimated time of arrival. Regulatory agencies highly encourage operators to use their OEM approved landing performance data and any associated manufacturer-provided supplemental/advisory data in concert with the to conduct an adequate landing distance assessment at the time of arrival. A landing performance assessment should be accomplished within 10-15 minutes of landing any time the landing runway is contaminated, not the same runway analyzed for preflight calculations, or significant changes have occurred to the landing surface since preflight calculations were accomplished. The flight crew shall use the ICAO standard system for runway condition reporting when completing their landing perfor- mance assessment. Airports use the Runway Condition Assessment Matrix (RCAM) to assess paved runway surfaces, report contaminants present, and determine the numerical Runway Condition Codes (RwyCC) based on the RCAM. The RwyCC is the ICAO standard for runway control and braking assessment and will be used by the flight crew to sup- port the landing performance assessment. SAFE LANDING PRACTICES From 200 ft. HATDZ to the relevant committed to stop condition is reached (e.g. thrust reverse deployment, lift dump device deployment, etc.), the flight crew shall continually evaluate the landing operation for risks and hazards which could lead to an unsafe landing. If the aircraft falls out of the safe landing requirements, the flight crew must execute an immedi- ate balked landing/go-around. Commitment to Stop To reduce the risk of runway overrun, the crew must be prepared to commit to stopping the aircraft after a landing has occurred. Unless briefed during the approach and landing briefing that a balked landing condition will occur (e.g., touch and go), or the aircraft is beyond the LTDP before a drag device has been deployed, the flight crew must be prepared to com- mit to stop the aircraft on the runway or taxiway. After all three wheels are on the ground, and/or a drag device has been deployed (e.g., speed brakes, lift dump, thrust reversers, braking), the landing must be committed to end in a full stop. After the committed to stop condition, a balked landing/go-around must not be attempted and every effort to safely taxi off or stop on the runway, as appropriate. Safe Landing requirements include: PARAMETER CRITERIA Approach stability Maintaining stability through the touchdown Airspeed VREF or adjusted VREF according to aircraft AFM Altitude Targeting correct/briefed threshold crossing height (TCH) Lateral landing zone Runway centerline between the main wheels Longitudinal landing zone At the runway aiming point markings, -250/+500 ft. (or where there are no runway markings, 750 to 1,500 ft. from the approach thresh- old of the runway). But not beyond the latest touchdown distance point (LTDP). Runway obstructions No hazards within the vicinity of the runway with the potential for risk- ing safety if the landing is continued. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 25 Nothing shall preclude the flight crew from making a go-around decision at any point during landing up until the committed stop condition. The go-around can be called by any flight crew member. Lateral Landing Zone Touchdown should be made with the runway centerline markings between the main landing gear wheels. Drifting beyond this distance puts a safe landing at risk, and crews should consider a go-around. Longitudinal Landing Zone Touchdown should be made at the runway aiming point markings, -250/+500 ft. (or where there are no runway markings, 750 to 1,500 ft. from the approach threshold of the runway). It may be acceptable, when previously briefed and agreed upon by both PF and PM, to touchdown within the first 3,000 ft. (or first third of the runway, whichever is shorter) when runway length, runway conditions and weather permit a safe landing. If touchdown has not been made by the runway’s lat- est touchdown point (LTDP), the crew will execute a go-around. It is important to note that different scenarios and variables will often have the LTDP fall prior to the first 3,000 ft. or first third of the runway. Latest Touchdown Point (LTDP) LTDP = LDA – ALD1 + 1,000 The LTDP is not the planned touchdown point. If unexpected conditions take the aircraft further down the runway than the desired touchdown, the LTDP identifies the latest point where the aircraft can touchdown and safely stop with the given conditions. If changing conditions require the aircraft landing distance to be recalculated, the LTDP must also be recalculated and a new visual point identified. The LTDP should be visually associated by a point along the runway where a balked landing can be initiated if touchdown has not yet occurred (e.g., a crossing taxiway/runway, available runway mark- ings/distance remaining signage). • LDA – landing distance available • ALD1 – adjusted landing distance • 1,000 – Distance from runway threshold to aimpoint markings or “air distance” 1 Adjusted landing distance = AFM landing distance* x applicable factor** *Air Distance + ground distance to stop **Dependent on aircraft model, type of operation and environmental factors CONDITION PF PM Deviating left or right from the runway lateral landing zone “[Correcting, go-around].” “Drifting, [go-around].” Transcending past the runway Longitudinal landing zone “[Correcting, go-around].” “Floating, [go-around].” Transcending past the LTDP “Go-around.” “Go-around.” AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 26 FLIGHT PATH MANAGEMENT HAZARDS TURBULENCE Turbulence is the leading cause of inflight injuries to crew and passengers and applying appropriate turbulence manage- ment strategies, such as threat and error management, crew coordination and communication can result in fewer incidents or accidents. WIND SHEAR ESCAPE Recovery from a wind shear encounter should always be conducted in accordance with the strategy recommended by the OEM. See the AFM for aircraft-specific guidance. Windshear avoidance/mitigation recommendations: • Do not takeoff/land when there is a microburst alert for the runway in use or there is less than 3NM separation from severe weather. • Use longest suitable runway when convective activity is present or windshear is suspected. • When escape maneuver is initiated, apply OEM-recommended escape maneuver immediately with special emphasis on flight path management and aircraft energy state. If an escape/recovery maneuver is necessary, notify ATC by stating wind shear escape. This highlights the critical nature of the maneuver, specifically the complexities over conducting a standard go-around, including the potential for non-adher- ence to any missed approach instructions. Threat and error management • Change altitude or route to avoid turbulence or delay departure. • Provide a crew brief on forecasted turbulence and mitigation strategies. • Provide a safety brief and demonstration to cabin occupants to include turbulence- related actions. • Be aware of the various natural, man-made, atmospheric or aircraft-induced conditions that may generate turbulence. • Establish mitigation strategies to avoid and/or manage an encounter. • Be prepared to properly react to and execute approved aircraft upset recovery techniques. • Ensure heavy objects and galley items are secured before takeoff and landing. • Stow away or secure personal electronic devices or loose items prior to anticipated turbu- lence or during periods of turbulence. • Use aircraft interior handholds when moving around the cabin in case of unexpected turbulence. • When appropriate, use and secure aircraft-approved child seats/child restraint systems. • Query ATC regarding expected conditions when checking in with a new controller/ sector. • Avoid convective activity by 20NM when above FL230 and 10NM when FL230 or below. Crew coordination and communication • Prior to flight, inform cabin crew/occupants of anticipated turbulence. • Establish mitigation procedures relating to crew safety and communication protocols any time turbulence is expected. • For safety reasons, inform cabin occupants that an illuminated seatbelt sign should be treated as mandatory and not advisory. • During flight, proactively communicate turbulence advisories to the cabin crew/occupants using the interphone, PA or chime system and seatbelt signs. • When turbulence is encountered, illuminate the fasten seatbelt sign and inform cabin crew/occupants to secure loose articles and remain seated with seatbelts/harnesses fastened. CAUTION Increasing headwind or decreasing tailwind or severe updraft • Consider initiating escape/recovery maneuver. • Monitor aircraft instruments, aircraft path and energy state. • Prepare for a possibility of a “warning wind shear” alert. WARNING Decreasing headwind or increasing tailwind or severe downdraft • Immediately initiate escape/recovery maneuver. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 27 CFIT ESCAPE Attending to an EGPWS/TAWS caution or warning takes precedence over a TCAS alert. Immediately inform ATC of any maneuver based on an EGPWS/TAWS alert, especially if crew action contradicts a previous ATC clearance. EGPWS/TAWS escape maneuvers are performed in accordance with OEM/aircraft-specific guidance/procedures. TCAS/ACAS – RESOLUTION ADVISORY (RA) During an RA event, the PM will monitor the PF’s performance of the resolution maneuver and appropriately alert the PF when further action is required. If ATC provides an assigned heading to avoid the target traffic, and then subsequently receives an RA, pilots should follow the TCAS for vertical guidance and follow the ATC direction for lateral guidance. TCAS does not relieve the crew of the “see-and-avoid” responsibility. If referencing TCAS commands, continue following TCAS commands even if conflicting traffic is visually acquired. EMERGENCY DESCENT The emergency descent is designed for descending as rapidly as possible to a lower altitude, potentially to the ground for an emergency landing. This maneuver may be used for many scenarios which require an immediate and rapid descent within the structural limits of the aircraft. When conducting the maneuver: • Refer to AFM procedure. The following bullets may be in addition to aircraft specific guidance. • Unless mandated otherwise by a National Aviation Authority, initiate a turn away from the assigned route or track prior to descending (consider airspace requirements). • Advise the appropriate ATC facility as soon as possible of the situation and intended flight path. • Set the transponder code to 7700, and select Emergency Mode on the Automatic Dependent Surveillance (ADS)/CP- DLC equipment as appropriate. • Turn on all exterior lights. ALERT CREW ACTION(S) CAUTIONS • Evaluate the situation to determine if subsequent action is required. Consider sur- rounding terrain, phase of flight and aircraft configuration. • Adjust aircraft flight path as necessary to eliminate the caution. WARNINGS • Immediately initiate a missed approach procedure/go-around (on approach). • Make immediate corrective action by adjusting aircraft flight path to eliminate the warning. PHASE CREW ACTION(S) Initial RA • PF will comply with TCAS command. • PM will advise ATC: “(Call sign), TCAS RA.” Completion of the RA event • PF will return to previously assigned altitude/clearance. • PM will advise ATC: “(Call sign), clear of conflict, returning to [assigned altitude/clearance].” Upon returning to as- signed clearance • PF will resume normal flight. • PM will advise ATC: “(Call sign), clear of conflict. [Assigned clearance] resumed.” AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 28 • Watch for traffic both visually and with reference to the ACAS/TCAS (if equipped). • Abide by all ATC clearances (including possible altitude descent limits). • Coordinate further intentions with ATC. STALL PREVENTION AND RECOVERY The only way to recover from a stall event is to reduce the angle of attack (AoA) while accepting the resulting altitude loss. Although the thrust or power may supplement the recovery, it is not the primary means. Thrust/ power can supplement the recovery only after the angle of attack has been reduced below the critical angle of attack. Recovery from a stall event should always be conducted in accordance with the stall event recovery procedures from the airplane OEM. Specific guidance can also be found in the AFM. High Altitude Stall Event Recovery At high altitudes, available thrust is reduced therefore the nose-down pitch attitude required for recovery will be significant- ly greater than what is experienced at lower altitudes. Unlike a low altitude recovery from stall, at high altitude, consider- able altitude will be lost. Always refer to aircraft specific procedures. Recovery from the stall is the primary objective. Exchange altitude for energy and climb back to required altitude, if able. With airspeed under control and climbing to required altitude, alert ATC. An emergency call may be needed if in RVSM airspace. STALL EVENT RECOVERY TEMPLATE Immediately do the following at the first indication of a stall (aerodynamic buffeting, reduced roll stability and aileron effectiveness, visual or aural cues and warnings, reduced elevator [pitch] au- thority, inability to maintain altitude or arrest rate of descent, stick shaker activation [if installed]) during any flight phases, except at liftoff. Pilot Monitoring (PM) 1. AUTOPILOT — DISCONNECT (A large out-of-trim condition could be encountered when the autopilot is disconnected.) MONITOR airspeed and attitude throughout the recovery and ANNOUNCE any continued divergence. 2. AUTOTHRUST/AUTOTHROTTLE — OFF 3. (a) NOSE-DOWN PITCH CONTROL apply until stall warning is eliminated (b) NOSE- DOWN PITCH TRIM (as needed). (Reduce the AoA whilst accepting the resulting altitude loss.) 4. BANK — WINGS LEVEL 5. THRUST — ADJUST (as needed). (Thrust reduction for aeroplanes with underwing- mounted engines may be needed.) 6. SPEEDBRAKES/SPOILERS — RETRACT 7. When airspeed is sufficiently increasing — RECOVER to level flight. (Avoid the sec- ondary stall due to premature recovery or excessive g-loading.) AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 29 UPSET PREVENTION AND RECOVERY An unusual attitude is an aircraft attitude occurring inadvertently. It may result from one factor or a combination of several factors such as turbulence, distraction of cockpit duties, instrument failure, inattention, spatial disorientation, lost reference and transition from VMC to IMC. In most instances, unusual attitudes are mild enough to recover by re-establishing the proper attitude for the desired flight condition. In some severe instances, proper upset prevention and recovery techniques are required to correct the unusual attitude and return to normal, safe flight. In all instances, OEM guidance on upset prevention and recovery always takes precedence. Flight crews should consider the following when recovering from an unusual attitude: Aircraft attitude • Nose-high and nose-low recovery should be conducted in accordance with the strategies recommended by the OEM. See the AFM for aircraft specific guidance. • OEM procedures always take precedence; any approved type-specific recovery procedures must be used. Use of flight controls • Pilots must be prepared to use full flight control authority if the situation requires it. • Flight control inputs are more effective at increased speed/reduced angle of attack. • Attitude and flight path changes can be very rapid during an upset, which could require large or even full-scale control inputs. • It is critical to guard against control reversals. There is NO situation that will require rapid, full- scale control deflections from one side to the other. Use of automation • Autopilots (A/P) and autothrottles (A/T) are generally intended to be used when the airplane is within its normal flight envelope. • If the A/P and A/T are responding correctly to a flight path or energy divergence, it may not be appropriate to decrease the level of automation. Adhere to OEM guidance. • If the A/P and A/THR are not responding correctly they must be disconnected. Upset recovery • Understand the importance of applying type-specific OEMs procedures for recovery maneu- vers. • Apply the correct upset recovery techniques for the specific aircraft type. • Careful use of rudder to aid roll control should be attempted only if roll control is ineffective and the airplane is not stalled. • The recovery techniques assume the airplane is not stalled. If the airplane is stalled, it is nec- essary to recover first from the stalled condition before initiating upset recovery techniques. Fly-by-wire • Airplanes with electronic flight control systems have features that should minimize the possi- bility of an upset and assist the pilot in recovery if it becomes necessary. • When fly-by-wire (FBW) airplanes operate in a degraded mode, flight control inputs and the responses can be similar to non-FBW airplanes. • When FBW airplanes are in a degraded flight control mode, the applicable recovery tech- niques and aerodynamic principles discussed in OEM material are appropriate. See the AFM for aircraft specific information. • Principles of recognition and recovery techniques still apply independent of flight control architecture. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 30 Nose-High Recommendation Pitch: Apply as much nose-down pitch control and incremental trim input(s) as required to obtain a nose-down pitch rate. This may require as much as full nose-down pitch control input. Incremental nose-down trim inputs may improve elevator control effectiveness and reduce high pitch control forces. Excessive use of pitch-down trim can make the recovery phase of the upset more difficult. Roll: Adjust (as required) not to exceed 60 degrees. If the previous pitch and thrust inputs have been unsuccessful, banking the airplane to allow the nose to drop toward the horizon will be necessary. The bank angle applied should be the least possible to start the nose-down and never exceed ap- proximately 60 degrees. If the bank angle is already greater than 60 degrees, it should be reduced to an amount less than 60 degrees. The least difficult piloting task is with wings level or near level. Use of bank increases the piloting workload in an already high workload condition of flight. Although the rolling maneuver changes the pitch rate into a turning maneuver, sideslip buildup is a large risk at low airspeeds and high AOA. If full pitch and roll control are ineffective, rudder input may be required to induce a bank angle for recovery. Only a small amount of rudder input is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control and cause structural damage. PF PM Recognize and confirm developing situation. Announce: “Attitude nose high!” A/P 1, 2 DISCONNECT (if required) Monitor airspeed and attitude throughout the recovery and announce any continued divergence. A/T 1 OFF (if required) PITCH APPLY NOSE DOWN Apply as much nose-down control input as required to obtain a nose-down pitch rate. THRUST ADJUST (if required) ROLL ADJUST (if required) Adjust bank angle not to exceed 60 degrees When airspeed is sufficiently increasing: RECOVER TO LEVEL FLIGHT 3 1 If the A/P or the A/T are responding correctly to arrest the divergence, it may be appropriate to keep the current level of automation. 2 A large out-of-trim condition could be encountered when the A/P is disconnected. 3 This may require use of pitch trim to manage control forces during large airspeed changes. Avoid entering a stall due to premature recovery at low speed or excessive g-loading at high speed. WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high struc- tural loads. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 31 Nose-Low Recommendation Roll: In the shortest direction to wings level. In general, a nose-low, high-angle-of-bank requires prompt action, because decreasing altitude is rapidly being exchanged for increasing airspeed. The consequence of the increasing airspeed is rapid g-load buildup from the original 1g trimmed condition. It is important to reduce g-loading while attempting to roll to wings level because it increases the roll effective- ness while decreasing the asymmetric loads on the airplane. Decreasing the g-load will be achieved by applying forward pitch control toward 1g. This is counter-intuitive while in a dive condition, even though it is of critical importance. If roll control is ineffective after unloading, rudder input may be required to reduce bank angle for recovery. Only a small amount of rudder input is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control and cause structural damage. PF PM Recognize and confirm developing situation. Announce: “Attitude nose low!” A/P 1, 2 DISCONNECT (if required) Monitor airspeed and attitude throughout the recovery and announce any continued divergence. A/T 1 OFF (if required) RECOVER FROM STALL (if required) ROLL 3 ADJUST (if required) THRUST and DRAG ADJUST (if required) RECOVER TO LEVEL FLIGHT 4 1 If the A/P or the A/T are responding correctly to arrest the divergence, it may be appropriate to keep the current level of automation. 2 A large out-of-trim condition could be encountered when the A/P is disconnected. 3 It is important to reduce g-loading while attempting to roll wings level because it increases roll effectiveness while decreasing asymmetric loads on the airplane. 4 This may require use of pitch trim to manage control forces during large airspeed changes Avoid entering a stall due to premature recovery at low speed or excessive g-loading at high speed. WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high struc- tural loads. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 32 APPENDIX I—CONSOLIDATED SOP CALLOUT TABLES CREW ASSEMBLED BRIEFING Operational briefing • P - Pilot • A - Aircraft • V - enVironment • E - External • TPC GROUND OPERATIONS PHASE/CONDITION PF PM Prior to starting engines Conduct independent safety walk- around before closing main cabin door. Verify gear (and/or other) pins and probe (and/or other) covers onboard. “Safety walk-around complete.” “Before engine start checklist.” Conduct independent safety walk- around before closing main cabin door. Verify gear (and/or other) pins and probe (and/or other) covers onboard. “Safety walk- around complete.” Completes appropriate checklist tasks “Be- fore engine start checklist complete.” All engines started “After engine start checklist.” Completes appropriate checklist tasks. “After Engine Start checklist complete.” Prior to aircraft movement Conduct Takeoff / Departure briefing BRIEFING Takeoff / departure briefing • C - Clearance and Configuration • A - Automation modes and Alternate airports • R - Runway • R - Route • E - Emergency procedures and plan • TPC PHASE/CONDITION PF PM Ready for taxi, prior to aircraft movement Record and read back taxi clearance. • Review taxi routing. • Agree on assigned routing, runway and any ATC restrictions to include hold short instructions, runway crossings and hot spots. Each pilot confirms on their respective side of the aircraft: Left-seat pilot (LP): “Clear left.” Right-seat pilot (RP): “Clear right.” Each pilot tests respective side wheel brakes: LP: “Brakes checked left.” RP: “Brakes checked right.” AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 33 PHASE/CONDITION PF PM During aircraft movement Focus attention on ground movement operations (outside) • Select aircraft configuration (e.g., lights, etc.). • ATC communications • Accomplish checklists. • Advise PF if diverting attention inside the cockpit. “I am monitoring [inside/outside].” Use aircraft diagram to monitor progress and position on airport surface Hold Short Verify • Read back clearance. • Use airport diagram to enhance situation awareness and identify clearance point. Approaching hold-short point, focus attention to stopping the aircraft. Runway crossing Verify • Read back clearance. • Use airport diagram to enhance situation awareness and identify clearance point. • When crossing an active runway, illuminate aircraft to be viably visible, unless such action would adversely affect other pilots. Visually verify crossing runway status. Announce and acknowledge: Left-seat pilot: “Clear left, clear to cross.” or “Traffic, hold short.” Right-seat pilot: “Clear right, clear to cross.” or “Traffic, hold short.” Final Taxi / prior to takeoff “Takeoff checklist.” Completes appropriate checklist tasks. “Takeoff checklist complete.” or “Takeoff checklist holding at [XX].” Prior to entering runway Ensures situationally aware with no outstanding issues, concerns, or questions. Verify all engines operating. “Confirm ready?” Ensures situationally aware with no outstanding issues, concerns, or questions. Verifies all engines are operating. “[Ready. / Not ready.]” If not ready, advise ATC if necessary, and delay takeoff until both pilots confirm readiness. If ready, contact ATC or announce intentions on CTAF Clearance received (con- trolled airport) Confirm clearance by stating: “[Cleared for takeoff. / Line up and wait. / Hold short.]” Read back clearance. FLIGHT OPERATIONS PHASE/CONDITION PF PM Entering runway for takeoff Verify no conflicting traffic: “Clear [left/right].” If takeoff or lineup checklist is holding: “Re- sume [takeoff/ lineup] checklist.” Verify no conflicting traffic. Complete takeoff Checklist. “Clear [right/left]. [Takeoff/lineup] checklist complete.” AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 34 PHASE/CONDITION PF PM Aligned with runway Verify correct runway using runway signage, markings and heading alignment: “Runway [XX] confirmed.” Verify correct runway using runway signage, markings and heading alignment: “Runway [XX] confirmed.” If aircraft taxi performed by left-seat pilot (LP) and takeoff performed by right-seat pilot (RP): LP: “You have the controls.” RP: “I have the controls.” LP: “You have the controls.” Takeoff roll Follow aircraft-specific guidance. After takeoff At appropriate altitude specified by OEM: “After takeoff checklist.” Complete checklist: “After takeoff checklist complete.” Climb Above acceleration altitude or at appropriate altitude specified by OEM “Climb checklist.” Complete checklist “Climb checklist complete.” Cleared above transition level “Transition.” Sets own and standby altimeter to STD/29.92/1013 “[XXXX] set twice Sets own altimeter to STD/29.92/1013: “[XXXX] set.” Crosscheck altimeters. Established in cruise flight “Cruise checklist.” Complete checklist: “Cruise checklist complete.” Periodically monitor aircraft system operations, aircraft flight path, aircraft energy state, and fuel consumption. Cleared below transition altitude “Transition.” Sets own and standby altimeter to local altimeter setting: “[XXXX] set twice.” Sets own altimeter to local altimeter setting: “[XXXX] set.” Crosscheck altimeters. Prior to commencing arrival or approach (as applicable) Conduct arrival/approach/landing briefing: “Approach checklist.” Load and verify procedure/runway as directed. Verify appropriate chart(s) displayed. Secure portable devices. Complete checklist: “Approach checklist complete.” BRIEFING Arrival / approach / landing briefing • C - Clearance and Configuration • A - Automation modes and Alternate airports • R - Runway • R - Route • E - Emergency procedures and plan • TPC PHASE / CONDITION PF PM Procedure or runway change assigned by ATC Perform another arrival/approach/ landing briefing. Load and verify new procedure/ runway. Verify new appropriate chart(s) displayed Go-around decision “Go-around” Maintain situational awareness regarding altitude, power setting and configuration relating to the position when the go-around decision is made. Initiate go-around maneuver and execute the missed approach procedure (if applica- ble) or follow ATC instructions. Advise/acknowledge ATC sequence/configure navigational source (if necessary). Follow aircraft specific guidance. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 35 APPROACH PHASE / CONDITION PF PM ATC approach clear- ance received “Cleared approach.” Selects appropriate flight guidance panel (FGP) mode selection for approach. “[FGP] mode selected.” Acknowledges ATC communication. Confirms correct PF response by restating “Cleared approach.” Select landing light ON Verify correct/briefed FGP mode selected. Announce any deviations to stabilized ap- proach. CIRCLING MANEUVER PHASE / CONDITION PF PM Airport environment in sight and within circling radius “Circling.” Announce any deviations to altitude or air- speed. Ready for descent from MDA “Leaving minimums.” Announce any deviations airspeed, vertical flightpath, or bank angle. Aligned with landing runway, wings level, and 300 ft. AGL “[Landing / go-around].” “300, [Stable / go-around].” PHASE / CONDITION PF PM ATC landing clearance received “Cleared to land.” • Acknowledges ATC communication. • Confirms correct PF response by restat- ing: “Cleared to land.” • Select taxi light ON. • Announce any deviations to stabilized approach or safe landing criteria. Runway is clear of other traffic at uncon- trolled airport • Visually verify runway is clear: “Cleared to land.” • Visually verify runway is clear. • Advise PF by stating: “Runway clear.” • Select taxi light ON. • Announce any deviations to stabilized approach or safe landing criteria. LANDING POSTFLIGHT Debriefing • S - Safety concerns or safety margin exceedances • P - Procedures (SOPs) compromised • O - Opportunities for improvement • R - Reporting (safety, accident/incident, deviation, wildlife, laser, other) • T - Triumphs (what went well) • ? - Your questions AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 36 TAKEOFF - NORMAL PHASE / CONDITION PF PM Commencing takeoff roll Flight director command set: Advance thrust levers to takeoff value. “Check [thrust/power].” Exterior lights on as required. Confirmed de- sired engine indications “[Thrust/power] set.” Monitor and cross check airspeed indications. “Airspeed alive.” High speed range “[XX] knots crosschecked.” V1 (decision speed) Pilot commits to flight by removing hand from thrust levers. At calculated decision speed: “V1.” VR (rotation speed) Rotate to align pitch with Flight Director com- mand setting. “Rotate.” After takeoff “Gear up.” Accelerate to predetermined climb speed When a positive rate of climb is indicated, announce: “Positive rate.” Select gear up when commanded by PF. Above minimum flap retraction altitude and speed When above [minimum flap retraction altitude and speed as briefed]: “Flaps [XX].” Confirm minimum altitude and speed for flap retraction altitude is met. Move flap selector to requested position. Once flaps are indicating in that position, announce: “Flaps [XX].” Complete [XX] checklist. VISUAL APPROACH - NORMAL PHASE / CONDITION PF PM Cleared for visual approach “Flaps [XX].” Verify below flap setting speed. Move flap selector to requested position. Once flaps are indicating in that setting, announce: “Speed checked. Flaps [XX].” Downwind leg abeam threshold or top of descent for straight-in approach “Flaps [XX]. Gear down. Before landing checklist. Verify below flap setting speed. Move flap selector to requested position. Once flaps are indicating in that setting, announce: “Speed checked. Flaps [XX].” Select gear down. “Three green.” “Flaps [XX].” Verify below flap setting speed. Move flap selector to requested position. Once flaps are indicating in that setting, announce: “Speed checked. Flaps [XX]. Before land- ing checklist complete.” Set missed approach altitude in the altitude preselector. 500 ft. above runway elevation “[Continuing/go-around].” Ensure stabilized approach criteria is met. “500 ft. [Stable/go-around].” AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 37 PRECISION / 3D APPROACH PHASE / CONDITION PF PM Radar vector base leg or IAF outbound “Flaps [XX].” Verify below flap setting speed. Move flap selector to requested position. Once flaps are indicating in that setting, announce: “Speed checked. Flaps [XX].” Vector to intercept or procedure turn inbound “Course alive.” Approaching top of descent “Glideslope/glidepath alive.” Prior to glideslope / glidepath intercept (or FAF for CDFA) “Flaps [XX]. Gear down. Before landing checklist. Verify below flap setting speed. Move flap selector to requested position. Once flaps are indicating in that setting, announce: “Speed checked. Flaps [XX].” Select gear down. “Three green.” “Flaps [XX].” Verify below flap setting speed. Move flap selector to requested position. Once flaps are indicating in that setting, announce: “Speed checked. Flaps [XX]. Before Land- ing checklist complete.” Glideslope / glidepath captured “Set missed approach altitude. [XXXX] verified.” Set missed approach altitude in the altitude preselector: “[XXX] set.” 1,000 ft. above runway elevation “[Continuing/go around]” Ensure stabilized approach criteria is met. “1,000 ft. [Stable/go around]” 100 ft. above DA/DH or DDA “Approaching minimums.” Look outside for runway environment. Reaching DA/DH or DDA “Minimums.” (1) Runway in sight “Landing.” “Runway [XX] o’clock.” (2) Runway / approach lights not in sight “Go around.” “Go around.” (2) Approach lights visible Continue approach to 100 ft above TDZE “Approach lights, continue.” (2a) 100 ft. above TDZE - runway in sight “100.” “Landing. “Runway [XX] o’clock.” (2b) 100 ft. above TDZE - Runway not in sight “100.” “Go around.” “Go around.” For EVS operations, see OEM specific information. AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 38 NON-PRECISION / 2D APPROACH PHASE / CONDITION PF PM Radar vector base leg or IAF outbound “Flaps [XX].” Verify below flap setting speed. Move flap selector to requested position. Once flaps are indicating in that setting, announce: “Speed checked. Flaps [XX].” Vector to intercept or procedure turn inbound “Course alive.” [XX] NM prior to FAF “Flaps [XX]. Gear down. Before landing checklist. Verify below flap setting speed. Move flap selector to requested position. Once flaps are indicating in that setting, announce: “Speed checked. Flaps [XX].” Select gear down. “Three green.” “Flaps [XX].” Verify below flap setting speed. Move flap selector to requested position. Once flaps are indicating in that setting, announce: “Speed checked. Flaps [XX]. Before land- ing checklist complete.” Set next altitude. FAF Begin descent. Start timing, if required. Verify next altitude is set in altitude preselector. 1,000 ft. above runway elevation “[Continuing/go around]” Ensure stabilized approach criteria is met. “1,000 ft. [Stable/go around]” 100 ft. above MDA “Approaching minimums.” Look outside for runway environment Capturing MDA “Minimums. Set missed approach alti- tude.” (1) Runway in sight “Landing.” “Runway [XX] o’clock.” (2) Runway not in sight “Go around.” “Go around.” AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 39 MISSED APPROACH This table is the procedure from the minimums at the missed approach point. PHASE / CONDITION PF PM Go-around callout “Go around, [Thrust/power] set.” TO/GA button - Press Thrust Levers - Required thrust/ power setting Pitch - Increase into command bars “Flaps [XX].” Minimum airspeed - VAPP Confirm minimum altitude and speed for flap retraction has been met. Move flap selector to requested position. Once flaps are indicating in that position, announce: “Flaps [XX].” Positive rate of climb “Gear up. Set missed approach altitude.” Minimum airspeed - VAPP+10 to VFE Request desired FD modes. “Positive rate.” Retract landing gear. Select requested FD modes. Verify missed approach altitude set. Reaching acceleration altitude “Flaps [XX]. After takeoff checklist.” Resume normal climb profile to MAA. “Acceleration altitude.” Confirm minimum altitude and speed for flap retraction has been met. Move flap selector to requested position. Once flaps are indicating in that position, announce: “Flaps [XX].” Accomplish after takeoff checklist AIRPLANE STANDARD OPERATING PROCEDURES (SOP) MANUAL 40 APPENDIX II—PERTINENT SOURCES AND/OR REFERENCES TOPIC REFERENCE Briefing • Rethinking the Briefing, Loudon and Moriarty, 24Aug2017, FSF CDFA • FAA AC 120-108A CRM • To intervene or not to intervene? The copilot’s catch 22. P.A.C.E. PROB- ING. ALERTING, CHALLENGING, AND EMERGENCY WARNING; The integration of crew resource management with operational procedures.” Abstract by Dr. Robert O. Besco (Capt. AAL, Ret.) President, PPI Emergency descent • ICAO Document 7030 Exterior lights • FAA AC 120-74B Flightpath management • ICAO Doc. 9868 PANS TRG • FAA AC 120-123 Flightpath Management • EASA Part ORO Organization requirements for air operations Flight planning • FRAT - FAA Safety Team - Flight Risk Assessment Tool (FRAT) Ground operations • Lighting - FAA AC 120-74B Landing performance assessment • FAA SAFO 16009 “Runway Assessment and Condition Reporting” • ICAO Article “The RCAM and Runway Condition Report (RCR) • ‘NBAA Article: “Takeoff and Landing Performance Assessment (TALPA)” • NBAA TALPA Pilot Quick Reference Card Stall prevention and recovery • FAA AC 120-109A • EASA Easy Access Rules for