Par 9 Page 13 (and 14)
9. APPENDICES TO THIS AC. Appendix 1 contains SOP items and Best Practices that are very similar to SOPs/Best Practices currently in use in the air carrier segment of the industry.
Appendix 2 contains an SOP Template for Ground Operations and the Prevention of Runway Incursions. These appendices are not directive or prescriptive in nature and do not represent a rigid FAA view of Best Practices. SOPs may vary among aircraft and operators and may change over time. Operators and individuals may use the information contained in the appendices to integrate the basic tenets into their aircraft-specific, route-specific, and equipment-specific operations and checklists. They are shown to denote how the SOPs and Best Practices can be integrated into the context of specific flight operations.
ORIGINAL SIGNED by /s/ John Duncan for
John M. Allen, Director, Flight Standards Service
Appendix 1 APPENDIX 1. AIRPORT SURFACE OPERATIONS AT NON-TOWERED AIRPORTS
AND AIRPORTS WHEN THE TOWER IS CLOSED Runway Incursion Avoidance Standard Operating Procedures (SOP) Items NOTE: For more information about operations at non-towered airports, refer to the current versions of Advisory Circular (AC) 90-42, Traffic Advisory Practices at Airports without Operating Control Towers and AC 90-66, Recommended Standard Traffic Patterns and Practices for Aeronautical Operations at Airports without Operating Control Towers.
1. General. The following procedures are in addition to those that are applicable at towered airports. The absence of an operating airport traffic control tower (ATCT) creates a need for increased vigilance on the part of the flightcrew operating at those airports. There are also specific communications procedures that differ from those used at airports with control towers.
Planning, clear communications, and enhanced situational awareness SA during airport surface operations will reduce the potential for surface incidents at airports without an operating control tower. This appendix focuses on those aspects of taxi operations that are unique to airports without an operating control tower and will not be repeated in such detail as the information covered in other sections of this AC.
2. Planning.
a. Planning taxi operations at an airport without an operating control tower is similar to planning taxi operations at an airport with an operating tower. However, flightcrews must remember that some airports have part-time operational control towers. When planning to fly into or out of such an airport, flightcrews must be absolutely certain of the tower’s operational status before conducting any operations. If the status is in doubt, they should attempt contact on the tower’s frequency.
b. In addition to the information provided for operations at airports with an operating control tower, pilots should consider the following when operating at an airport without an operating control tower:
(1) Familiarize themselves with the local traffic pattern direction and check their specific pattern altitude. During calm wind conditions, be aware that flight operations may occur at more than one runway at the airport.
(2) Aircraft may be using an instrument approach procedure (IAP) to runways other than the runway in use for visual flight rules (VFR) operations. The instrument approach runway may intersect the VFR runway. It is also possible that an instrument arrival may be made to the opposite end of the runway from which a takeoff is being made.
(3) Be sure that the taxi plan is understood.
(4) Prior to taxi, communicate your intentions on the common traffic advisory frequency (CTAF), and listen for other aircraft operating on, to, and from the airport.
Appendix 1
3. Situational Awareness (SA). While maintaining SA is important in all circumstances, it is particularly important when operating at an airport without an operating control tower. To achieve SA, the flightcrew should be fully aware of their intended taxi route and be able to follow the planned route correctly. Without air traffic control (ATC) to verbally assist or tell the flightcrew where and when to stop, the flightcrew must rely on visual cues to maintain SA and maintain the planned taxi route. These visual cues include airport signs, hold short lines, other airport markings, and lighting, together with the airport diagram. These particular cues are especially useful during periods of poor visibility and at night.
4. Communication and Aeronautical Data.
a. Communication rules and guidelines and aeronautical data for operations at airports without an operating control tower differ from those applicable at towered airports. Various regulations, the Aeronautical Information Manual (AIM), approved flightcrew-training programs, and operational procedure manuals provide information to the flightcrew on standard phraseology, communication, and data requirements.
b. Flightcrews should verify that current aeronautical data for the airport is obtained, including the operating hours and status of the control tower.
NOTE: Flightcrews of departing aircraft should monitor/communicate on the appropriate frequency from engine start, during taxi, and until 10 miles from the airport unless appropriate regulations, local procedures, or operations specifications (OpSpecs) require otherwise.
5. Taxi to Takeoff. Flightcrews should:
• Not line up on the departure runway and hold any longer than absolutely necessary.
• Always state the name of the airport at the beginning and end of the radio transmission.
CAUTION: Some aircraft operating at airports without operating control towers may not be equipped with a radio.
Appendix 2 APPENDIX 2. PILOT BRIEFING CARD In accordance with sections within this advisory circular (AC), the following is a sample pilot briefing card to be incorporated as a standard operating procedure (SOP), and to be used with the Aircraft Flight Manual (AFM)/pilot’s operating handbook (POH) checklist.
Preflight Briefing.
Airport Notices to Airmen (NOTAMs):
Airport Instrument approaches - Closed taxiways and/or runways.
• Noise abatement procedures.
• Engine failure during takeoff procedures.
• Significant terrain/obstacles in terminal area relative to departure routing.
• Significant weather conditions.
—Any other known risks and intentions.
— Takeoff performance for runways, obstacle clearances, minimum climb gradients, etc.
PreTaxi Briefing.
—Taking off at a Non-Tower or Towered Airport. Non-tower: increase awareness for other traffic landing or taking off.
— Air traffic control (ATC) taxi clearance (if applicable).
— Taxi route/hot spots.
— Standard Instrument Departure (SID) or instrument flight rules (IFR) departure.
— Initial.
• Heading.
• Altitude.
• Fix or route segment.
— Any applicable special considerations such as minimum equipment list (MEL) item(s).
Approach Briefing.
— Airport NOTAMs.
— Closed runways and/or taxiways.
— Noise abatement procedures.
— Engine failure during missed approach.
— Significant terrain or obstacles in the terminal area relative to approach routing.
— Highest minimum safe altitude/minimum sector altitude (MSA).
— Significant weather conditions.
— Land and Hold Short Operations (LAHSO).
— Aircraft systems status that may affect approach and landing capabilities.
— Maintain awareness for other traffic landing or taking off.
Heightened awareness for operations at non-towered airports.
— Obtain airport weather and landing information.
— Identify the landing runway.
— Electronic/visual means to identify runway.
— Planned runway turnoff and taxi route/hot spots.
— Landing performance.
— Autobrakes setting.
— Landing flaps setting.
— Instrument approach name and runway.
— Required visibility.
— Approach chart date.
— Primary Navigational Aid (NAVAID) frequency.
— Final approach course.
— Final approach verification altitude.
— Design approval holder (DAH), alert height (AH), or Design Documentation Aid (DDA)/missed approach point (MAP).
— Touchdown zone elevation (TDZE).
— Missed approach procedure.
— Any other known risks and intentions.
Page 1 (and 2)