Subject: PARTS 91, 121, 125, AND 135
FLIGHTCREW PROCEDURES
DURING TAXI OPERATIONS Date: 9/26/03 Initiated by: AFS-200/800 AC No: 120-74A Change:
1. PURPOSE. This Advisory Circular (AC) provides guidelines for the development and implementation of standard operating procedures (SOP) for conducting safe aircraft operations during taxiing. It is intended for use by persons operating aircraft with two or more pilots on the flightdeck under parts 91, 121, 125, and 135 of Title 14 of the Code of Federal Regulations (14 CFR). The Federal Aviation Administration (FAA) recommends that these guidelines become an integral part of all SOPs, flight operations manuals, and formal flight crewmember training programs. The use of flightcrew SOPs should be emphasized and employed during all phases of flight, including ground operations. Appendices 1 through 7 of this AC contain examples of SOPs that are identical or similar to some SOPs currently in use. These appendices are not directive or prescriptive in nature and do not represent a rigid FAA view of best practices.
SOPs may vary among fleets and among certificate holders and may change over time.
Operators may integrate the information contained in appendices 1 through 7 into their fleetspecific, 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.
NOTE: Pilots operating aircraft single-p ilot under 14 CFR part 91 and part 135, should refer to the curren t version of AC 91-73, Part 91 and Part 135 Single-Pilot Procedures During Taxi Operations.
A vertical bar in the left margin identifies revised, added, or deleted text from AC 120-74.
2. CANCELLATION. AC 120-74, Part 121, 125, and 135 Flightcrew Procedures During Taxi Operations, dated June 18, 2001, is canceled.
3. FOCUS. This guidance focuses on the activities occurring within the cockpit (e.g., planning, communicating, coordinating) as opposed to the actual control of the aircraft (e.g., steering, maneuvering). Taxi operations present distinct challenges and requirements not found in other phases of flight operations. These distinct challenges are elaborated, when necessary, throughout the guidance. A section is provided concerning operations at airports without operating control towers. Finally, a section is included on the use of exterior aircraft lights during ground operations.
4. RELATED READING MATERIAL. The current versions of the following documents contain useful information regarding runway safety. FAA ACs can be found online by choosing “Advisory Circulars” on the menu at: http://www.airweb.faa.gov/rgl.
a. Aeronautical Information Manual (AIM).
b. AC 90-42, Traffic Advisory Practices at Airports Without Operating Control Towers.
c. AC 90-66, Recommended Standard Traffic Patterns and Practices for Aeronautical Operations at Airports Without Operating Control Towers.
d. AC 120-57, Surface Movement Guidance and Control System.
e. AC 120-71, Standard Operating Procedures for Flightdeck Crewmembers.
5. BACKGROUND. The process of getting to and from a runway has become increasingly complex. This is mainly due to the increase in number of aircraft, takeoff times being held more closely to a set schedule, and all the varied combinations of weather, time of day, aircraft type, and language usage, to name a few. While flightcrew experience is gained during actual ground operations, a more defined and determined approach to training flightcrews is seen as beneficial to both the safety and efficiency regarding operations to and from the runway. Training procedures for airport surface operations should be seen as an integral part of an operator’s overall ground and flight training programs. This AC develops practical guidance toward the goal of increasing safety and efficiency of aircraft movement on the airport surface.
a. Increased traffic and expansion at many airports create complex runway and taxiway layouts. This additional complexity has made airport surface operations more difficult and potentially more hazardous than they were in the past. To increase safety and efficiency, it is necessary to lessen the exposure to hazards and risks by holding the flightcrew’s workload to a minimum during taxi operations. This can be accomplished through SOPs that direct the attention of the flightcrew to essential tasks while the aircraft is in motion. The development and formalized training of safe operating procedures during taxi operations should be implemented by each operator.
b. In developing these SOPs, it is important to consider flightcrew workload prior to takeoff and before landing. Considerations should be given to tasks that make up the normal workload of flightcrews, such as accomplishing checklists, configuring the aircraft for takeoff and landing, programming Flight Management Systems (FMS), and managing communications with the carrier and Air Traffic Control (ATC). The more complex the activities within the flightdeck work environment, the greater the need for explicit, yet simple, and clear SOPs. The overall goal is for operators to develop standardized flightcrew procedures that will increase the flightcrew’s awareness but will not increase their workload while the aircraft is taxiing.
Page 2 Par 4
6. FLIGHTCREW PROCEDURES.
a. General. The potential for runway incidents and accidents can be reduced through adequate planning, coordination, and communication. The following guidelines are intended to help flightcrews cope more effectively with current airport conditions during taxi operations. All flight crewmembers, regardless of whether they are designated as the pilot in command (PIC), second in command (SIC), or the flight engineer (FE), will benefit from this guidance. The guidelines are grouped into six major categories: Planning, Situational Awareness, Use of Written Taxi Instructions, Intra-Flightdeck/Cockpit Verbal Coordination, ATC/Flightcrew Communication, and Taxiing.
b. Planning.
(1) Thorough planning for taxi operations is essential for a safe operation. Flightcrews should plan for the airport surface movement portion of the flight just as they plan for the other phases of flight. Planning for taxi operations should be an integral part of the flightcrew’s flight planning process and should be completed in two main phases:
(a) First, flightcrews should anticipate airport surface movements by conducting pre-taxi or pre-landing planning based on information on the automatic terminal information service (ATIS), previous experience at that airport, and review of the airport diagram.
(b) Second, once taxi instructions are received, the pre-taxi plans should be reviewed and updated as necessary. It is essential that the updated plan be understood by all flight crewmembers.
CAUTION: A potential pitfall of pre-taxi and pre-landing planning is setting expectations and then receiving diff erent instructions fro m ATC.
Flightcrews need to follow the clearan ce or instructio ns that are actually received, and not the ones the flightcrew expected to receive.
(2) The following guidance should be used to conduct a briefing of all flight crewmembers.
(a) How familiar are the flight crewmembers with the airport? Has anyone flown out of or into the airport recently? Have there been changes made at the airport recently?
Flightcrews should remember to review the latest Notices to Airmen (NOTAM) for both the departure and arrival airports for information concerning construction and/or taxiway/runway closures.
(b) Flightcrews should:
1 Take some time and study the airport layout. An airport diagram should be readily available for use by the pilots (see following NOTE on Use of Airport Diagrams).
Pre-taxi plans should focus on the departure airport, and pre-landing plans should focus on the arrival airport.
Par 6 Page 3
2 Check the expected taxi route against the airport diagram or taxi chart.
3 Pay special attention to any unique or complex intersections along the taxi route.
4 Identify critical times and locations on the taxi route (transitioning through complex intersections, crossing intervening runways, entering and lining up on the runway for takeoff, and approaching and lining up on the runway for landing) where verbal coordination between the PIC and the SIC will be important for correct aircraft navigation and crew orientation.
NOTE: Use of Airport Diagrams
Under parts 121, 125, and 135, there are expl icit requirements for either the use or availability of “Aeronautical Charts.” A type of “Aeronautical Chart” as defined in the AIM is an “Airport Diagram.” Parts 125 and 135 [§§ 125.215 and 135.83] require “pertinen t aeronautical charts” to be accessible to the pilot at the pilot sta tion, and to be used by the pilots.
Part 121, §121.549 requires “Aeronautical Charts” to be availab le on the aircraft; how ever, many operators require “Airport Diagrams ” to be available for use by flightcrews.
While there may be many view s regardi ng the use of “Airport Diagrams” during taxi operations, the FAA be lieves that follo wing the aircra ft’s progress o n the airpo rt diagra m to be sure that the instructions receiv ed from ATC are being follow ed is one of the key pro cedures in reducing runway incursions. This procedure is of particu lar importance at a time when it is e asy to allo w oneself t o be distracted by outside events. Finally, from a safety argu ment, the use of “Airport Diagrams” d uring taxi operations makes perfect sense and should be the SOP for all flightcrews.
(c) The flightcrew should plan the timing and execution of aircraft checklists and company communications at the appropriate times and locations so the pilot who is not taxiing the aircraft can be available to participate in verbal coordination with the pilot who is taxiing the aircraft. This action is needed to confirm compliance with ATC taxi instructions at the appropriate times and locations. When planning these tasks, flightcrews should also consider the anticipated duration of the taxi operation, the locations of complex intersections and runway crossings, and the visibility along the taxi route. If possible during low visibility operations, flightcrews should conduct pre-departure checklists only when the aircraft is stopped or while taxiing straight ahead on a taxiway without complex intersections.
c. Situational Awareness.
(1) When conducting taxi operations, flightcrews need to be aware of their situation as it relates to other aircraft operations going on around them as well as to other vehicles moving on the airport. The flightcrew should know the aircraft’s precise location on the airport. Sometimes Page 4 Par 6
this is a challenge, especially when flightcrews are at an unfamiliar airport, the airport layout and taxi routes are complex, or the visibility is poor. It is important for the flightcrew to:
(a) Understand and follow ATC instructions and clearances;
(b) Have an airport diagram available for use; and
(c) Know and use all of the visual aids available at the airport, such as the signs, markings, and lighting.
(2) Flightcrews should use a “continuous loop” process for actively monitoring and updating their progress and location during taxi. This includes knowing the aircraft’s present location and mentally calculating the next location on the route that will require increased attention (e.g., a turn onto another taxiway, an intersecting runway, or any other transition points). Use all resources available (heading indicators, airport diagrams, airport signs, markings, lighting, and air traffic control – ground and/or tower) to keep the aircraft on its assigned taxi route. As the “continuous loop” is updated, flight crewmembers should verbally share relevant information with each other.
(a) Situational awareness is enhanced by monitoring ATC instructions or clearances issued to other aircraft. Flightcrews should be especially vigilant if another aircraft is on frequency that has a similar call sign. Care should be taken to not inadvertently execute a clearance or instruction for another aircraft.
(b) Prior to entering or crossing any runway, flight crewmembers should scan the full length of the runway and scan for aircraft on final approach or landing roll out. They should verbally confirm scan results with each other. Aircraft movement should be stopped if there is any difference or confusion on the part of any flight crewmember about the scan results.
CAUTION: Do not stop on a runw ay. If possible, taxi off the run way and then initiate communications with ATC to regain orientation.
(c) Flightcrews should be especially vigilant when instructed to taxi into “position and hold,” particularly at night or during periods of reduced visibility. They should scan the full length of the runway and scan for aircraft on final approach or landing roll out when taxiing onto a runway either at the end of the runway or at an intersection. ATC should be contacted anytime there is a concern about a potential conflict.
1 In instances where flightcrews have been instructed to taxi into “position and hold” and have been advised of a reason/condition (wake turbulence, traffic on an intersecting runway, etc.) or the reason/condition is clearly visible (another aircraft that has landed on or is taking off on the same runway), and the reason/condition is satisfied, they should expect an imminent takeoff clearance, unless advised of a delay.
2 If landing traffic is a factor, the tower is required to inform flightcrews when clearing them to taxi into “position and hold” of the closest traffic that is cleared to land, touch- Par 6 Page 5
and-go, stop-and-go, or unrestricted low approach on the same runway. Flightcrews should take care to note the position of that traffic and be especially aware of the elapsed time from the “position and hold” clearance while waiting for the takeoff clearance.
3 ATC should advise flightcrews of any delay in receiving their takeoff clearance (e.g., “expect delay for wake turbulence”) while holding in position. If a takeoff clearance is not received within a reasonable time after clearance to “position and hold,” ATC should be contacted. Suggested phraseology: (call sign) holding in position (runway designator or intersection). Example, “American 234 holding in position runway 24L,” or “American 234 holding in position runway 24L at Bravo.”
NOTE: FAA analysis of accidents and incidents involving aircraft holding in position indicate that TWO MINUTES or more elapsed between the time the instruction w as issued to “position a nd hold” and the resulting event (e.g., landover or go-around). Pilots should co nsider the length of time that they have been holding in position w henever they HAVE NOT been a dvised of any expected delay to determin e w hen it is appropriate to q uery the controller.
(d) If any flight crewmember is uncertain about any ATC instruction or clearance, query ATC immediately.
(e) If anyone suspects radio problems and weather conditions permit, attempt to observe the tower for light gun signals.
(f) Extra caution should be used when directed to taxi on a runway during reduced visibility conditions.
(g) Flightcrews should use the utmost caution after landing on a runway that intersects another runway, or on a runway where the exit taxiway will shortly intersect another runway. All flight crewmembers must have a common understanding of ATC’s instructions and expectations regarding where the aircraft is to stop and must be able to identify the appropriate hold points. ATC should be advised immediately if there is any uncertainty about the ability to comply with any of their instructions.
CAUTIONS:
1. After landing, when on a taxiw ay that is betw een parallel runw ays, taxi the aircraft clear of the landing runway unless you are constrained by a holdshort line associated with the adjacent parallel runway.
2. Unless otherw ise instructed by ATC, taxi clear of the landing runw ay even if that requires you to cross or enter a taxiway/ramp area.
3. At an airp ort with an operating ai r traffic control tow er, never en ter a runway without specific authorization. When in doubt, contact ATC.
Page 6 Par 6
4. At a non-tow ered airport or a t an airport where the control tower is closed, listen on the appropriate frequency (Common Traffic Advisory Frequency (CTAF)) for inbound aircraft information and scan the full length of the run way, including the fin al approach and departure paths, before entering o r crossing the runw ay. Remember that n ot all air craft ar e radio-equipped.
NOTE: For more information about op erations at non-tow ered airports, refer to the current versions of AC 90-42 and AC 90-66.
(h) After landing and exiting the runway, nonessential communications and nonessential flightcrew actions should not be initiated until clear (on the inbound [terminal] side) of all runways in accordance with sterile cockpit procedures.
d. Use of Written Taxi Instructions. At many airports, taxi instructions can be very complex, involving numerous turns and transitions, as well as runway crossing and hold short instructions. During complex airport surface operations, pilots are very busy with a variety of cockpit duties and responsibilities that compete for their attention. Misunderstanding or forgetting any part of the taxi instructions can lead to an embarrassing or unsafe situation.
Writing down taxi instructions, especially complex instructions, can reduce a pilot’s vulnerability to forgetting part of a complex instruction and can be used to support airport surface operations as follows:
(1) For use as a reference for reading back the instructions to ATC.
(2) For crewmember coordination on the assigned runway and taxi route.
(3) For a short pre-taxi or pre-landing briefing on the pending airport surface operation.
(4) As a means of reconfirming the taxi route and any restrictions at any time during the airport surface operation.
NOTE: While w ritten taxi instruct ions are a good operating technique, common sense and flexibility should be used in determining the crew ’s need for them at a specific a irport. For exam ple, if the departure runw ay is very near the aircraft parking location, or if the crew has used the same taxi route numerous times in the previous days, it may only be necessary to record the basic elements of the taxi clearance. However, when the taxi instructions are complex o r the crew is unfamiliar w ith the airport layout, a detailed transcription of all ins tructions is desi rable. Additionally, individu al pilots may choose to develop a set of symbols and shorthand notations that allow them to clearly record and later recall key items in the taxi instructions.
e. Intra-Flightdeck/Cockpit Verbal Coordination. It is essential that the flightcrew correctly understand and agree on all ATC ground movement instructions. Any Par 6 Page 7
misunderstanding or disagreement should be resolved to the satisfaction of all flight crewmembers before taxiing the aircraft. It is the verbal aspect of this coordination that is most significant. It is not enough to assume that all flight crewmembers have heard and understood instructions correctly. A common understanding can be enhanced by one flight crewmember repeating the instructions verbally and getting agreement on the content and intent from the other flight crewmember(s). Any persistent disagreement or uncertainty among crewmembers should be resolved by contacting ATC for clarification. When flight crewmembers verbally confirm their understanding of the instructions, they then have a chance to discover and correct any misunderstandings and thus prevent hazardous situations from developing. This verbal coordination/agreement should be accomplished at the following times:
(1) When ATC issues taxi instructions for a departure, the flightcrew should refer to the airport diagram, coordinate verbally, and agree on the assigned runway and taxi route, including any instructions to hold short of or cross an intersecting runway.
(2) When ATC issues landing instructions, the flightcrew should coordinate verbally and agree on the runway assigned by ATC, as well as any restrictions, such as hold short points of an intersecting runway after landing.
(3) After landing and exiting the runway, the flightcrew should coordinate verbally and agree on the ATC taxi instructions to the aircraft’s parking area, including any instructions to hold short of or cross an intersecting runway.
(4) At complex intersections, the flightcrew should verbally coordinate to be sure that the intersection is correctly identified and that the aircraft is transitioning through the intersection to the correct taxiway.
(5) When approaching an intersecting runway, the flightcrew should verbally coordinate in order to identify the runway. They should also verbally review the ATC instructions as to whether they are to hold short of or cross the runway.
(6) Before crossing any runway or entering a runway for takeoff or for landing, the flightcrew should visually scan to the left and to the right, including the full length of the runway and its approach paths, and coordinate verbally that the scan area is or is not clear.
(7) Before entering a runway for takeoff, the flightcrew should verbally coordinate to ensure correct identification of the runway and receipt of the proper ATC clearance to use it.
Similar verification should be performed during approach to landing.
(8) When it becomes necessary for a flight crewmember to stop monitoring any ATC frequency, he or she should tell the other flight crewmember(s) when stopping and resuming the monitoring of the ATC frequency. Any instructions or information received or transmitted during that flight crewmember’s absence from the ATC frequency should be briefed and reviewed upon his or her return.
Page 8 Par 6
(9) When the pilot not taxiing the aircraft focuses his or her attention on instruments in the cockpit, such as entering data into the aircraft’s FMS, and, consequently, is not able to visually monitor the aircraft’s progress, he or she should verbally notify the pilot taxiing the aircraft. Likewise, notification should be made when that flight crewmember has completed his or her task and is again able to visually monitor the taxi operation.
f. ATC/Flightcrew Communication. The primary way the flightcrew and ATC communicate is by voice. The safety and efficiency of taxi operations at airports with operating control towers depend on this “communication loop.” Controllers use standard phraseology and require readbacks and other responses from the flightcrew in order to ensure that clearances and instructions are understood. In order to complete the “communication loop,” the controllers must also clearly understand the flightcrew’s readback and other responses. The flightcrew can help enhance the controller’s understanding by responding appropriately and using standard phraseology. The AIM, approved flight crewmember training programs, and operational manuals provide information for flightcrews on standard ATC phraseology and communications requirements. Some of the most important guidelines that contribute to clear and accurate communications are included here. Flightcrews should:
(1) Maintain a “sterile” cockpit. Flight crewmembers must be able to focus on their duties without being distracted by non-flight related matters, such as eating meals, engaging in non-essential conversation, or reading material not related to the safe and proper operation of the aircraft. When operating an aircraft that does not have a door between the flightdeck and the passenger compartment, the pilot may need to ask passengers to refrain from unnecessary conversation from the time the pre-flight preparations begin until the time the aircraft is clear of the terminal area and at cruising altitude. The same procedure should be followed on arrival, from the time landing preparations begin until the aircraft is safely stopped at the terminal.
(2) State their position whenever making initial contact with any tower or ground controller, regardless of whether their position was previously stated to a different controller.
(3) Use standard ATC phraseology at all times in order to facilitate clear and concise ATC/flightcrew communications.
(4) Focus on what ATC is instructing. Flight crewmembers should not perform any non-essential tasks while communicating with ATC.
(5) Read back all clearances/instructions to enter a specific runway, hold short of a runway, and taxi into “position and hold,” including the runway designator.
(a) Pilots should not merely acknowledge the ATC instructions or clearances to enter a specific runway, hold short of a runway, and taxi into “position and hold” by using their call sign and saying “Roger” or “Wilco.” Instead, they should read back the entire instruction or clearance including the runway designator.
(b) Air traffic controllers are required to obtain from the pilot a readback of all runway hold short instructions.
Par 6 Page 9
(6) Actively monitor the assigned tower frequency or CTAF for potential conflicts involving their runway when holding in position for takeoff and when on final approach.
(7) Read back all takeoff and landing clearances, including the runway designator.
(8) Clarify any misunderstanding or confusion concerning ATC instructions or clearances to the satisfaction of all flight crewmembers.
g. Taxiing. This paragraph does not discuss speed management, steering, or maneuvering the aircraft, but suggests some good practices regarding other cockpit activities during taxi.
(1) Prior to taxiing, a copy of the airport diagram should be available for use by the flightcrew.
NOTE: A flight crew member—other th an the pilot taxiing the aircra ft— should follow the aircraft’s progress on the airport diagram to verify that the pilot taxiing the aircraft is following the instructions received from ATC.
(2) The aircraft’s compass or heading display is an excellent tool, as a supplement to visual orientation, for confirming correct taxiway or runway alignment. It should be referred to as frequently as necessary, but especially at complex intersections and where the takeoff ends of two runways are close to one another.
(3) When approaching an entrance to an active runway, both flight crewmembers should verify compliance with hold short or crossing clearance before continuing with non-monitoring tasks (e.g., FMS programming, Airborne Communications Addressing and Reporting System (ACARS), company radio calls, etc.).
(4) Low visibility conditions increase the challenge of safely moving the aircraft on the airport surface. Although visibility is technically designated as “low” when the runway visual range (RVR) falls below 1,200 feet, visibility along the taxi route may be considerably less than the runway visibility. All resources available should be used, including heading indicators, airport signs, markings and lighting, and airport diagrams to the fullest extent possible in order to keep the aircraft on its assigned taxi route. Only one flight crewmember should perform headsdown tasks (e.g., programming the FMS, calculating takeoff data) while the aircraft is taxiing. If there are complex taxi instructions or intersections, heads-down activity should only be accomplished by one flight crewmember while taxiing straight ahead on a taxiway without complex intersections or while stopped.
(5) Anytime the flightcrew becomes uncertain as to the aircraft’s location on the airport movement area, they should stop the aircraft and immediately advise ATC. If necessary, they should request progressive taxi instructions. The flightcrew should give ATC any information available about their position, such as signs, markings, and landmarks.
CAUTION: Do not stop on a runw ay. If possible, tax i off the runway and then initiate communications with ATC to regain orientation.
Page 10 Par 6
(6) When cleared to takeoff, or to cross a runway, or when exiting a runway, flightcrews should do so in a timely manner. ATC should be informed of any anticipated delay.
(7) Some cockpit displays of traffic information (CDTI) (such as some implementations of the Traffic Alert and Collision Avoidance System (TCAS)) have the capability and sufficient resolution to enable the display of traffic behind an aircraft. When flightcrews are holding in position, they should consider displaying traffic landing behind them to increase their awareness of the traffic situation.
(8) When holding in position at night, pilots should consider lining up slightly to the left or right of centerline (approximately 3 feet) to better enable a landing aircraft to visually differentiate the holding aircraft from runway lights.
(9) Last-minute turnoff instructions from the tower should not be accepted unless the flightcrew clearly understands the instructions and are certain that they can comply.
(10) After landing, flightcrews should not exit onto another runway without ATC authorization.
7. POLICIES AND PROCEDURES FOR TAXI OPERATIONS AT NON-TOWERED AIRPORTS AND AIRPORTS WHERE THE CONTROL TOWER IS CLOSED.
NOTE: For more info rmation about operations at non-towered airports, refer to the current versions of AC 90-42 and AC 90-66.
a. General. The absence of an operating airport traffic control tower 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 during airport surface operations will reduce the potential for surface incidents at airports without an operating control tower. This section 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.
b. Planning.
(1) 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 in doubt, they should attempt contact on the tower’s frequency.
(2) Flightcrews should listen to the automated surface observation system (ASOS) or the automated weather observing system (AWOS) when available and write down the information Par 6 Page 11
for correctness in relaying the information to the other crewmember(s) and for later reference during takeoff planning and taxiing.
(3) When planning for taxi at an airport without an operating control tower, flightcrews should consider the following guidance:
(a) How familiar are you with the airport? Have you flown out of or into that airport recently? Might there have been changes made at the airport since your last flight? Remember to review the latest NOTAMs for both departure and arrival airports for information concerning construction and/or taxiway/runway closures.
(b) Flightcrews should:
1 Take some time to study the airport layout. Use an airport diagram to plan their taxi and pay special attention to any tricky or complex intersections along the route. While planning for departure, they should be sure to consider the likely inbound taxi route at their arrival airport as well.
2 Familiarize themselves with the local traffic pattern. They should remember that not all airports use a standard traffic pattern and to check the pattern altitude.
CAUTION: During calm or nearly calm wind conditions, be a ware that flight operations may o ccur at mo re than one runw ay at the airport. Also, aircraft may be using an instrument approach procedure to runways other than the runw ay in use for visual f light rules (VFR) operation s. The instrument approach runw ay may inters ect the VFR runw ay. It is also possible that an instrument arrival may be made to th e opposite end of the runway from which a takeoff is being made.
3 Familiarize themselves with the local CTAF or Unicom frequency.
4 Brief their taxi plans and be sure all flight crewmembers have a common understanding of the plan.
c. Situational Awareness. While maintaining situational awareness is important in all circumstances, it is particularly important when operating at an airport without an operating control tower. To achieve situational awareness, the flightcrew should be fully aware of their intended taxi route and be able to follow the planned route correctly. Without ATC to verbally assist or tell the flightcrew where and when to stop, the flightcrew must rely on visual cues to maintain situational awareness and maintain the planned taxi route. These visual cues include airport signs, markings, and lighting, together with the airport diagram. These particular cues are especially useful during periods of poor visibility and at night. Other things to consider that can help flightcrews maintain situational awareness while operating at an airport without a working control tower include:
Page 12 Par 7