(1) Monitor the appropriate frequency. Flightcrews should listen to what the pilots of other aircraft on the frequency are saying on the radio.
(2) If possible, flightcrews should monitor the approach control frequency to alert them to instrument flight rules (IFR) traffic inbound to the airport.
(3) Prior to entering or crossing any runway, flight crewmembers should scan the full length of the runway, including approach areas. Do not engage in any other flightdeck/cockpit duties while crossing a runway. Full attention must be given to crossing and clearing the runway.
(4) Flightcrews should use exterior lighting to make their aircraft more conspicuous to other pilots. Use of exterior lighting is discussed further in paragraph 8 below.
d. Communication and Aeronautical Data. 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 AIM, approved flightcrew-training programs, and operational procedure manuals provide information to the flightcrew on standard phraseology, communication, and data requirements.
(1) Before Taxi. Flightcrews should verify that:
(a) Current aeronautical data for the airport is obtained, including the operating hours and status of the control tower.
(b) Airport communication facilities or aids are monitored by a flight crewmember,
i.e., CTAF, flight service station (FSS), or Unicom frequency.
(2) Taxi for Departure. Flightcrews should:
(a) Monitor the CTAF, FSS, or Unicom frequency.
NOTE: Flightcrew s of departing aircra ft sh ould 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 require otherwise.
(b) Self-announce all ground movement operations on the CTAF, FSS, or Unicom frequency.
(3) Taking the Runway. Flightcrews should:
(a) Announce their intention to takeoff on the CTAF, FSS, or Unicom frequency.
(b) Not line up on the departure runway and hold any longer than absolutely necessary.
Par 7 Page 13
(c) Always state the name of the airport at the beginning and end of the radio transmission.
CAUTION: Some aircraft operating at airp orts w ithout operating control towers may not be equipped w ith a radio. Flightcrews must remain alert for them.
8. USE OF EXTERIOR AIRCRAFT LIGHTS TO MAKE AIRCRAFT MORE CONSPICUOUS.
a. General.
(1) Exterior aircraft lights may be used to make an aircraft operating on the airport surface more conspicuous. Pilots may use various combinations of exterior lights to convey their location and intent to other pilots, air traffic control, and ground personnel. Certain exterior lights may also be used in various combinations to signal whether the aircraft is on a taxiway or on a runway, in position on the runway but holding for takeoff clearance, crossing an active runway, or moving down the runway for takeoff.
(2) Because adherence to the guidelines in this AC are voluntary and aircraft equipment varies, flightcrews are cautioned not to rely solely on the status of an aircraft’s lights to determine the intentions of the flightcrew of the other aircraft. Additionally, flightcrews must remember to comply with operating limitations on the aircraft’s lighting systems.
b. Exterior Lights. To the extent possible and consistent with aircraft equipage, operating limitations, and flightcrew procedures, pilots should illuminate exterior lights as follows:
(1) Engines Running. Turn on the rotating beacon whenever an engine is running.
(2) Taxiing. Prior to commencing taxi, turn on navigation, position, anti-collision, and logo lights, if available. To signal intent to other pilots, consider turning on the taxi light when the aircraft is moving or intending to move on the ground, and turning it off when stopped, yielding, or as a consideration to other pilots or ground personnel. Strobe lights should not be illuminated during taxi if they will adversely affect the vision of other pilots or ground personnel.
(3) Crossing a Runway. All exterior lights should be illuminated when crossing a runway.
CAUTION: Flightc rews should consider any adverse effects to safety that illuminating the forw ard facing lights w ill have on the vision of other pilots or ground personnel during runway crossings.
(4) Entering the departure runway for takeoff or “position and hold.” When entering a runway either for takeoff, or when taxiing into “position and hold,” flightcrews should make their aircraft more conspicuous to aircraft on final behind them and to ATC by turning on lights (except for landing lights) that highlight the aircraft’s silhouette.
Strobe lights should not be illuminated if they will adversely affect the vision of other pilots.
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(5) Takeoff. Turn on landing lights when takeoff clearance is received, or when commencing takeoff roll at an airport without an operating control tower.
NOTE: The SOP of turning o n landing lights w hen ta keoff clearance is received is a signal to other pilots, ATC, and ground personnel that the aircraft is moving down the runway for takeoff.
9. SUMMARY.
a. Taxi operations require constant vigilance on the part of the entire flightcrew. Each flight crewmember needs to be continually aware of the movement and location of other aircraft and ground vehicles. Taxi operations require the same planning, coordination, and proper execution as other phases of flight operations. Sterile cockpit discipline is always appropriate while taxiing, even under normal weather conditions.
b. During low-visibility taxi operations, additional vigilance is absolutely essential.
Flightcrews must pay particularly close attention to instructions from ATC and must insist on correct readback and hearback. Additionally, flightcrews should pay close attention to readback and hearback between ATC and other aircraft. Any ambiguity or uncertainty should be promptly resolved by clarification with ATC. When clear of an active runway, flightcrews should be prepared to stop in position to resolve any questions about position on the airport or clearance from ATC.
c. Safe aircraft operations can be accomplished and incidents eliminated if flightcrews are properly trained and correctly accomplish standard taxi operating procedures and practices.
/s/ John M. Allen, for James J. Ballough Director, Flight Standards Service Par 8 Page 15 (and 16)
NOTES ON THE USE OF APPENDICES
Appendices 1 through 7 contain examples of standard operating procedures (SOP) that are identical or similar to some SOPs currently in use. These examples 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 can use this information to integrate these basic tenets into fleet-specific, route-specific, and equipmentspecific operations and checklists. They are shown to denote how the SOPs and best practices can be integrated into the context of specific flight operations.
Page i (and ii)
Appendix 1 APPENDIX 1
Standard Operating Procedures (SOP) Template for Ground Operations and the Prevention of Runway Incursions
A manual or section of a manual that serves as the flightcrew’s guide to SOPs may double as a training guide. The contents should be clear and comprehensive. This template includes topics that industry and the Federal Aviation Administration (FAA) have selected as useful for developing effective SOPs for operations on the ground and on approach with an emphasis in the prevention of runway incursions. It does not include every topic that might apply, such as those that apply to special operating authority or new technology (such as Extended Range Operations with Two-Engine Airplanes (ETOPS), Precision Runway Monitor (PRM), Surface Movement Guidance System (SMGS), and required navigation performance (RNP)).
• Captain’s authority
• Use of automation o The operator’s automation philosophy o Specific guidance in selection of appropriate levels of automation o Autopilot/flight director mode control inputs o Monitoring of automated systems and Flight Mode Annunciator (FMA) o Flight Management System (FMS) inputs
• Checklist philosophy o Policies and procedures (who calls for, who reads, who does) o Format and terminology o Type of checklist Challenge-Do-Verify Do-Verify o Walk-around
• Checklists o Safety check – power on o Originating/receiving o Before start o After start o Before takeoff o Preliminary landing o Landing o After landing o Parking and securing o Emergency procedures o Non-normal/abnormal procedures
Appendix 1
• Communications o Who handles radios o Primary language used o Air Traffic Control (ATC) o On the flightdeck o Keeping both pilots in the loop o Company radio procedures o Flightdeck to cabin signals o Passenger briefing o Cabin to flightdeck signals o Procedure to review/crosscheck clearances Cross or hold short of a runway Taxi into position and hold Takeoff Land
• Briefings o Controlled Flight Into Terrain (CFIT) risk consideration o Special airport qualifications o Special security considerations o Temperature considerations o Before taxi o Before takeoff o Descent/approach/missed approach (approach briefing generally done prior to beginning of descent)
• Flightdeck access o Onground/in-flight o Jumpseat o Access signals, keys
• Flightdeck discipline o Sterile cockpit – in-flight and on the ground o Monitoring/crosschecking o Maintaining outside vigilance o Transfer of control o Additional duties o Flight kits o Special security equipment o Headsets/speakers o Boom mikes/handsets o Maps/approach charts o Meals
• Boarding passengers/cargo o Special security considerations Page 2
Appendix 1 o Carry-on baggage o Exit row seating o Hazardous materials o Prisoners/escorted persons o Guns onboard o Count/load
• Pushback/powerback
• Taxiing o Single engine o All engines o Contaminated Runways Ice Snow Water Slush o Prevention of runway incursions Use of airport diagram Crew confirmation of taxi clearance Visually clear final approach path and the runway before crossing or taking any active runway Complex intersections, airfield construction, and “hot spots”
• Crew Resource Management (CRM) o Crew briefings Flight attendants Flightcrew
• Weight and balance/cargo loading o Who is responsible for loading cargo, and securing cargo o Who prepares the weight and balance data form; who checks it Copy to crew
• Flightdeck/cabin crew coordination o Boarding o Ready to taxi o Cabin emergency o Prior to takeoff/landing
• Approach philosophy o Monitoring during approach o Precision approaches preferred o Stabilized approaches standard o Use of navigation aids o FMS/autopilot o Use, and when to discontinue use Page 3
Appendix 1 o Approach gates o Limits for stabilized approaches o Use of radio altimeter o Briefing for expected runway prior to beginning approach o Go-arounds:
Plan to go around Change plan to land when visual, if stabilized
• Individual approach type o All types, including engine-out
• For each approach o Profile o Flap/gear extension o Callouts o Procedures
• Go-around/missed approach o When stabilized approach gates are missed o Procedure o Callouts o Clean-up profile
• Landing o Actions and callouts o Configuration for conditions Visual approach Low visibility Contaminated runway o Close-in turns o Crosswind o Rejected o Transfer of control after first officer landing o Anticipated landing runway and taxiway exit designation & direction of turn to the first hold short point Page 4
Appendix 2 APPENDIX 2
Runway Incursion Prevention Introduction
The Philosophy of Using Standard Operating Procedures (SOP) for Runway Incursion Prevention
SOPs provide a structure that helps to decrease the probability of human error and capture errors before they result in a runway incursion. By applying SOPs to surface operations, pilots can reduce the probability of a runway incursion by increasing and maintaining situational awareness. Situational awareness is a continuous process of attentiveness and surveillance.
Situational awareness includes knowing:
o The location of the aircraft o Weather o Traffic o The clearance from Air Traffic Control (ATC) o All other factors that affect the safety of the flight
The SOPs contained in this document are designed to help pilots use all available resources to detect and correct errors – both their own, and those of their crewmembers, pilots of other aircraft, and air traffic controllers – before they result in a runway incursion. Implementation of these SOPs is a low-cost action with a potential for a high return in a reduction of incidents.
Standard Operating Procedures
1. Captains will give a pre-taxi/departure briefing that includes the expected taxi route and restrictions.
2. Both pilots will monitor the frequency when initial taxi clearance is called for to ensure that both pilots hear the taxi clearance.
3. After taxi clearance has been received, the crew will agree on the runway assigned, any restrictions, and the taxi route. If not in agreement, the flightcrew will seek clarification from ATC.
4. Flightcrews will observe “sterile cockpit,” especially while taxiing.
5. Both pilots should have the airport diagram out, available, and in use. Crosscheck the heading situation indicator (HSI), airport diagram, and airport signage to confirm aircraft position while taxiing.
Appendix 2
6. Fixed navigation lights (red, green, and white) must be on whenever the airplane is in motion.
7. Both pilots will monitor the appropriate tower frequency when anticipating a clearance to cross or taxi onto an active runway.
8. When approaching an entrance to an active runway, both pilots will ensure compliance with hold short or crossing clearance by discontinuing non-monitoring tasks (e.g., Flight Management System (FMS) programming, Airborne Communications Addressing and Reporting System (ACARS), company radio calls, etc.).
9. Prior to crossing or taxiing onto any runway, verbally confirm ATC clearance with other crewmember(s) and visually scan the runway and approach area.
10. 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.
NOTE: Do not merely acknowledge the foregoing instructions/clearances by using your call sign and saying “Roger” or “Wilco.” Instead, read back the entire instruction/clearance including the runway designator.
11. When entering a runway after being cleared for takeoff, or when taxiing into “position and hold,” make your aircraft more conspicuous to aircraft on final behind you and to ATC by turning on lights (except landing lights) that highlight your aircraft’s silhouette.
12. Be especially vigilant when instructed to taxi into “position and hold,” particularly at night or during periods of reduced visibility. Scan the full length of the runway and scan for aircraft on final approach when taxiing onto a runway either at the end of the runway or at an intersection. Contact ATC anytime you have a concern about a potential conflict.
a. In instances where you 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, you should expect an imminent takeoff clearance, unless advised of a delay.
b. If landing traffic is a factor, the tower is required to inform you of the closest traffic that is cleared to land, touch-and-go, stop-and-go, or unrestricted low approach on the same runway when clearing you to taxi into “position and hold.” 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.
c. ATC should advise you of any delay in receiving your 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,” contact ATC. Suggested phraseology: (call sign) holding in position (runway designator or intersection). For example, Page 2