Author Topic: Sop (Standard Operating Procedure)  (Read 7607 times)

Chris Liu

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Sop (Standard Operating Procedure)
« on: Mon 04 Mar 2013, 11:01 »
Standard operating procedures
Intercity Airways operating procedures are as outlined by the CAA, JAA, EASA, ICAO, national aviation regulators and airframe manufacturer documentation (such as the AOM, FCOM and FCTM), as applicable. On these pages we only set out procedures that deviates from these sources or areas which they do not cover.

Don't forget our Code of Conduct which covers Intercity's core rules:

Aircraft specific SOPs:
• A320-214 and A319-115 specific SOPs, click here
• BAe Jetstream 41 (BAe JS4100) specific SOPs, click here
• Bombardier Dash 8 Q400 (DHC-8-402Q) specific SOPs, click here

Setting simulator time
It is recommended you set flight simulator time to enable departure (engine start) at the scheduled time (e.g. set time approximately 20 minutes before scheduled departure). If you are flying online, you should set simulator time to match real time. You must not change the time once it has been set.

Use of lights In addition to mandated use of lights (e.g. strobes when on runway and airborne, landing lights below FL100)
• Wing inspection lights should be used when propellers are rotating in apron/ramp areas during the hours of darkness (they illuminate the props for ground crews)
Taxi lights indicate an aircraft on the ground in motion (turn on before moving the aircraft on the ground, and off when stopped, e.g. when ATC instruct you to hold position). Keep on when on a runway and turn off once airborne.
Landing lights are not turned on until cleared for takeoff by ATC. Turn off passing FL100 or 250 KIAS after the end of sterile cockpit (use conspicuity and logo/tail lights like landing lights). Turn landing lights on again when below FL100.
Taxi/flare lights are turned on when cleared to land (should you be unsure if you were cleared, check the taxi lights switch). Turn off in the event of a go around/missed approach. Taxi lights also indicate an aircraft on the ground in motion (see above). Turn them off when entering a parking stand to avoid dazzling ground crew and/or marshaller.

Fuel planning
Fuel requirement adheres to international standards: Trip fuel + contingency (5% of trip) + alternate/holding (from dest. to furthest chosen altn.) + final reserve (30 mins holding at 1500 ft AGL at destination). You must declare an emergency if fuel falls below final reserve whilst airborne. See aircraft specific SOP for more details.

As we do not have ETOPS approval, all routes must remain within 60 minutes (based on single-engine flying speed) of a suitable diversion airfield. See this map for more details, the projection is based on a DH8D/Q400.

Preferred alternates
Subject to weather, aerodrome closures and other operational considerations, there are preferred alternates when flying to the following airports:
EGBB Birmingham: East Midlands (EGNX) and Coventry (EGBE)
EGLC London City: London Stansted (EGSS) and London Gatwick (EGKK)
EGPH Edinburgh: Glasgow (EGPF) and Prestwick (EGPK)
EGAC Belfast City: Belfast Aldergrove (EGAA) and Derry Eglinton (EGAE)
EDDL Düsseldorf: Cologne/Koln (EDDK) and Munster (EDDG)
LIML Milan Linate: Milan Malpensa (LIMC) and Bergamo Orio Al Serio (LIME)

Approaches must be stable by 500ft above TDZ satisfying the criteria below, otherwise initiate missed approach
• Aircraft in landing configuration.
• Airspeed between VAPP-5 and VAPP+10
• Vertical speed descent rate not exceeding -1,000 ft per minute
• Bank angle less than 15º
• For ILS Approaches LOC deviation below 1/4 dot and Glideslope deviation below 1 dot

Steep approaches (glidepath or glideslope in excess of 3 degrees)
• At airfields which have a published glidepath in excess of 3 degrees, the approach and landing must be conducted with the most senior pilot flying (aka captain only landing); regular destinations this applies to are Innsbruck (LOWI) and Sion (LSGS). Any London City (EGLC) based pilot may fly the approach and landing to that airport.

Use of reverse pitch/thrust
• In the event of an RTO, PF should select full reverse unless they suspect an engine/fire failure
• Reverse idle (or beta) or greater should be used on all rollouts
• Full reverse is to be used on contaminated runways (except Q400, use disc only)

Low visibility procedures (LVP)
• In CAT II or CAT III conditions, the most senior pilot must fly the approach, landing and go around (aka captain only landing).
• Only Airbus aircraft are CAT IIIa autoland certified (50 ft DH with 200m RVR). All other types CAT II (100 ft DH with 300m RVR). Note several of our airfields are only CAT I (200 ft MDA, 550m visibility) including London City.
« Last Edit: Sun 04 Mar 2018, 16:19 by Chris Liu »

Chris Liu

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Re: Sop (Standard Operating Procedure)
« Reply #1 on: Thu 07 Dec 2017, 13:38 »
FYI there have been a few minor amendments to our ops over the last couple of months, in summary:

General: •Stable approach criteria updated. •Preferred alternates for Milan Linate added. •Added link to existing Code of Conduct (CoC)
JS41: No revisions.
DH8D: •High speed approach procedure added, to be used at busier airfields.
A320: •APU to remain on during single-engine taxi. •Landing lights to be retracted if exceeding 250 KIAS. •Seating capacity increased by 6, an extra standard class row has been added by reducing by 1" and removing the closet: 156 total pax (Y144@31" 6 abreast and J12@37" 4 abreast) and 6 crew (2 flight crew and 4 cabin crew)

« Last Edit: Mon 11 Dec 2017, 15:06 by Chris Liu »

Chris Liu

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Re: Sop (Standard Operating Procedure)
« Reply #2 on: Sun 11 Mar 2018, 23:57 »
DH8D: Engine intake bypass doors to be open for takeoff and landing, as well as when ice is detected