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From ColdWarAirMuseum

Big trouble -- Not.

[edit] SOP

I Introduction

Strict adherence to suitable standard operating procedures (SOPs) and associated normal checklists is a major contribution to preventing and reducing incidents and accidents; and normal checklists is an effective method to:

• Prevent or mitigate crew errors; • Anticipate or manage operational threats; and thus, • Enhance ground and flight operations safety.

Standard Operating Procedures (SOPs) are designed to achieve the following objectives: • Reflect the aircraft's cockpit design philosophy and operating philosophy; • Promote the optimum use of aircraft-type design features; and, • Apply to a broad range of operations and operating environments.

The initial SOPs for an aircraft model are based on the above objectives and on the experience gained during the development and certification flight-test campaign and during the route-proving program.

After they are introduced into service, the initial SOPs are periodically reviewed and enhanced based on the feedback received from pilots, maintenance personnel and operators.

The omission of an action or an inappropriate action is the largest primary causal factor in approach-and-landing accidents and on-the-ground accidents.

Customized SOPs usually are established to assure standardization across the different aircraft fleets being operated.

Deviations from the SOPs may be coordinated with operator, such deviations usually require approval by the operator's operational authority.

SOPs will be simple, clear, concise and directive; the level of expanded information should be tailored to reflect the operator's operating philosophy and training philosophy.

Operator’s SOPs should be reviewed and reassessed periodically based on revisions of the fleet's SOPs and on internal company feedback, to identify any need for change.

Line pilots, flight and linecrew should be involved, along with the flight standards team, in the development and revision process of company SOPs to:

• Promote critical and constructive feedback; and, • Ensure that rules and procedures, as well as reasons for their adoption are fully understood.

Scope of SOPs

General Principles

SOPs should identify and describe the standard tasks and duties of flight-crew for each flight phase (i.e., what-to-do and when-to-do).

SOPs should be accomplished by recall but critical tasks (e.g., selections of systems and changes of aircraft configuration) should be cross-checked by use of normal checklists (i.e., for error detection and correction), according to the phase of flight.

SOPs should be supplemented by information on specific operating techniques (e.g., adverse weather operation) and by operational recommendations for specific types of operations (e.g., operation on wet or contaminated runway, operations of various maneuvers and/or in various airspace).

SOPs should assume that all aircraft systems operate normally and that all automatic functions are used normally.

Note : A system may be partially or totally inoperative (i.e., in accordance with the company Minimum Equipment List [MEL] / Deviation Guide [DG]) without affecting the SOPs.

SOPs should address and emphasize the following aspects :

• Task sharing (i.e., who-should-do); • Optimum use of automation (i.e., how-to-use); • Operations Golden Rules; • Standards calls (i.e., what-to-expect, what-to-observe); • Use of normal checklists; • Approach and go-around briefings; • Altimeter setting and cross-check procedures; • Descent profile management; • Energy management; • Terrain awareness; • Threats and hazards awareness; • Use of radio altimeter; • Elements of a stabilized approach and approach destinations; • Approach procedures and techniques for various types of approaches; • Landing and braking techniques for various types of runway and wind conditions; and, • Readiness and commitment to go-around (e.g., GPWS warning, un-stabilized approach, bounce recovery).

Regulatory Definition

The U.S. FAA defines the scope and contents of SOPs in Advisory Circular (AC) 120-71.

The SOPs defined in AC 120-71 includes items related to:

• General operations policies (i.e., non-type related); and, • Airplane operating matters (i.e., type-related).

The European JAA defines the scope and contents of SOPs in JAR-OPS 1.1045 and associated Appendix 1.

The scope of SOPs defined in the FAA AC 120-71 is allocated by the JAA to the Part A and Part B of the Operations Manual, as follows:

• Part A : General operational policies (i.e., non-type-related matters); and, • Part B : Aeroplane operating matters (i.e., type-related matters).

Safeguards

SOPs should contain safeguards in order to minimize the potential for inadvertent deviation from procedures, particularly when operating under abnormal or emergency conditions or following interruptions or distractions. Safeguards include:

• Triggers: − Events or actions initiating groups of actions (called action-blocks);

• Action blocks: − Groups of actions being accomplished in sequence as a group;

• Action patterns: − Flightdeck panel scanning sequences or patterns supporting the flow and sequence of action blocks; and,

• Standard calls: − Standard phraseology and terms used for effective intra-crew communication.

Standardization

SOPs (including standard calls) constitute the reference for crew standardization and provide the working environment required for enhanced and efficient crew communication and coordination.

Task Sharing

The following rules apply to any flight phase but are particularly important in the high-workload phases associated with takeoff, departure, climb and approach-and-landing.

The flying-pilot is usually referred to as the PF (pilot-flying) whereas the non-flying-pilot is referred as the PNF (pilot-not-flying).

The pilot flying is responsible for controlling the vertical flight path and horizontal flight path and for energy management, by either:

• Supervising the auto pilot (AP) vertical guidance and lateral guidance and the autothrust (A/THR) operation (i.e., awareness of modes being armed or engaged, of mode changes through mode transitions and reversions and of selected guidance targets);or, • Hand flying the aircraft, with or without flight director (FD) guidance and with or without autothrottle / autothrust (A/THR) assistance. The non-flying-pilot has a dual role as pilot-not-flying and pilot monitoring; he/she is responsible for systems-related and monitoring tasks and for performing the actions requested by the PF; this includes: • Radio communications; • Systems selection / configuration; • AP / FD and FMS mode selections and target entries, when PF is hand flying; • Monitoring the status of the aircraft (e.g., configuration, attitude, speed, trajectory); • Performing the actions called by the electronic and/or paper checklists, in abnormal and emergency conditions; and, • Monitoring the PF to provide effective cross-check and backup, as required (i.e., standard calls and excessive deviation callouts).

Note: The non-flying-pilot should inquire PF actions that are not understood or considered inappropriate. He/she should also demonstrate assertiveness and express advocacy to share any concern on the flight progress. The industry recognizes that both the flying-pilot and the non-flying-pilot have a monitoring role.

Adhering to the Sterile Cockpit rule (defined in the Flight Operations Briefing Note Intra-Cockpit Communications - Managing Interruptions and Distractions may be mandated by operational authorities (e.g., U.S. FAR – Part 121.542) or adopted per company policy.

We encourages adherence to the Sterile Cockpit rule, regardless of applicable national requirements.

Silent Cockpit

The Sterile Cockpit rule and the Silent Cockpit concept often are misunderstood as referring to the same operating policy.

II Statistical Data

Omission of an action or inappropriate action is: • A causal factor, along with other causal factors, in 45% of fatal approach-and-landing accidents; and, • A factor, to some degree, in 70 % of all approach-and-landing accidents.