COMMERCIAL PILOT STANDARD OPERATING PROCEDURES

Standard Operating Procedures—referred in the commercial flying industry as “SOPs”—are legally required for all commercial air carriers where multi-flight crew operations are practised, and they are commonly used in single-crew operations, owing to their added safety benefit.

SOPs provide a means of “standardization” in flight operations, and set out in writing the accepted pattern of operations and procedures that govern all aspects of flight, beginning with the pre-flight activity, and ending with the post-flight administration.  The focus of SOPs is on how flight crew conduct a flight in the cockpit, and SOPs are basically a document that says,“This is how we conduct flight operations.”  SOPs, however, also have a quasi-legal function in that they establish a binding “contract” between all the players in a flight operations unit—the president, the Operations Manager, the Chief Pilot, line pilots (including Captains and First Officers), cabin flight crew (flight attendants), dispatchers etc.

 

SOPs evolved for practical reasons.  Flight crews of larger commuter and airline operations are assigned to flights by way of “pairings”—i.e. crew members are assigned to scheduled flights based on such operational variables as the timing and routing of flights, the departure and arrival locations of flights (including intermittent stops), pilot duty and flight time limitations, aircraft maintenance limitations, and public demand.  Depending on the size of the carrier, it is not uncommon for crew members to be “paired” on a flight sequence (a flight sequence being a series of flights conducted over a day or several days) with another crew member with whom they have only flown perhaps once or twice before (possibly a person they have never met before).  Despite this, they must share common practises with respect to the conduct of business in the cockpit, including not just general operations and procedures, but also a common language code, common criteria for assessing flight conditions and performance, etc.

In an effort to prepare Langley Flying School Commercial Pilot Students for their future in commercial operations, this section sets out the Standard Operating Procedures that are used during the commercial pilot training course.  The SOPs must be memorized and must be practised at every opportunity during training.

Level I and Level II SOPs

There are two types of SOPs applied at Langley Flying School.  The first is referred to as Level I SOPs, and they are designed for single-pilot operations.  Level I SOPs are PIC-focused, so there is no effective involvement by a second pilot other than your Instructor for the purpose of monitoring and evaluation.  The second type of SOPs, referred to as Level II SOPs, are designed for multi-crew operations, and are therefore focused on the effective co-ordination of two crew members, designated Pilot Flying(PF) and Pilot Not Flying (PNF).  Unless otherwise specified by your Instructor, all commercial training flights are conducted using Level I SOPs as outlined below.  Training flights conducted in accordance with Level II (Multi-crew) SOPs will be periodically designated by the Instructor.  Level II SOPs are commonly assigned to specified portions of training flights such as circuits, radio navigation exercises, and IFR holds or approaches.

LEVEL I (SINGLE-PILOT) STANDARD OPERATING PROCEDURES

Phase of Flight

Standard Procedure

Flight Preparation

In addition to flight preparation activity required by the Canadian Aviation Regulations, the Pilot-in-command (PIC) shall calculate the following:

  • Calculate for the anticipated flight the takeoff and landing weights and centre of gravity, and document the movement of these during the course of the flight to ensure that they remain within allowable limits.
  • Calculate for the actual and forecasted conditions the takeoff and landing distances required.

Prior to Takeoff

The PIC shall:

  • Tune and identify and test if necessary all radio navigation equipment required for the flight.  VOR equipment will be tested using the Victoria VOR, and ADF equipment will be tested using the Abbotsford NDB.
  • Conduct a pre-takeoff briefing with respect to wind conditions, rotation (Vr) and Second Segment climb speeds (V2),1 Third Segment climb speeds (V3),2 and the en route climb speed.  The briefing shall include the departure routing that is planned, and the actions that will be taken in the event of an engine failure with reference to a decision altitude.3  Whenever possible, this briefing shall be conducted during the pre-takeoff taxi phase.
  • Unless otherwise indicated by the PIC, Vr will be 61 MPH IAS, V2 will be 76 MPH IAS with 25° Flaps and maximum power set, V3 will be 86 MPH IAS with maximum power set, and the en route climb speed will be 90 MPH IAS with power set at 2500 RPM.
  • Unless otherwise indicated the transition from V2 to V3 will occur at 500’ AAE.

In the event of conducting a “maximum performance takeoff.”

The PIC shall brief and conform with the following climb profile:

  • V2 is 76 MPH IAS with 25° flap.
  • Through 500’ AAE the flaps are retracted to 10° and the speed is set at 79 MPH IAS AAE.
  • V3 transition occurs at 1000’ AAE, and the en route climb configuration is established through 2000’ AAE.

After receiving a takeoff clearance and prior to entering the active runway.

The PIC will check for traffic on the runway, calling “Clear Left . . Clear Right.”

Prior to initiating a takeoff roll.

The PIC will activate the landing light and set the heading indicator to the runway heading.

Applying power for takeoff.

The PIC will verify maximum power is available by observing the Tachometer for normal RPM readings.  In the event that power is normal, the PIC will call “Maximum Power . . Confirmed.”  In the event that power is not normal, the PIC will call “Reject, Reject” and reject the takeoff, advising ATC of this action.

Initial takeoff ground run.

The PIC will observe the airspeed indication and confirm prior to 55 MPH IAS that the airspeed indicator is functioning normally.  With normal indications the PIC will call “Airspeed Alive.”  In the event of abnormal indications where the departure is made into IFR or simulated IFR conditions, the PIC will call “Reject, Reject” and reject the takeoff, advising ATC of this action.

Takeoff ground run—rotation speed.

The PIC will call “Rotation.”

After rotation.

The PIC will confirm positive rate climb by inspecting the VSI and ALT for positive indications, and call “Positive rate.”

Upon establishing the initial climb speed (V2).

The PIC will call “V2.”

On departure passing 500’ AAE.

The PIC will perform post-takeoff checks and simultaneously call “Fuel Pump off, fuel pressure checked, Engine Gauges Green.”

During any changes in flap and/or speed configurations.

The PIC will call the flaps selected (e.g., “Flaps 10,” “Flaps 25,” or “Flaps clean,” etc.) and the targeted airspeed (e.g., “Flaps 40 for 69”).

On departure passing 1000’ AAE.

The PIC will accelerate to an en route climb speed of 90 MPH IAS with a clean flap configuration.

Prior to conducting a SID departure.

The PIC will fully brief the procedure to be flown, including the sequential headings, tracks, and altitudes.

When instructed to contact ATC during a departure.

The PIC will report the airport and runway departed, the altitude passing, and the target altitude.

Upon completion of levelling procedures.

The PIC will call “Level checks complete.”

During simulated or actual IMC.

The PIC shall read back all actual or simulated clearances.

Upon tuning and setting a radio navigation aide.

The PIC shall visually confirm the Morse Code identifier using a chart, and call as follows:

“(radio station name) Tuned”—indicating that the frequency is properly set.

“Identified”—indicating that the Morse Code identifier has been confirmed.

“Tested”—indicating that the testing of the navigation has been completed (applicable only to ADF radio aides).

“Set”—indicating that the radio navigation aide is properly set (OBS or ADF Azimuth).

When changing altitude in simulated or actual IMC.

The PIC shall call the altitude leaving and the target altitude—e.g., “Leaving 2000’ for 3000’.”

When climbing or descending through 500’ from the target altitude, the PIC shall call “500’ to go.”

When below 1000’ AAE during an approach or departure.

The PIC shall turn on the landing light.

When within 3 NM of a departure or destination airport.

The PIC shall maintain airspeed at or below 110 MPH IAS.

Prior to joining a circuit with the intention of landing.

The PIC shall brief the landing with specific reference to anticipated wind conditions, Vref,4 and flap configuration.

In the downwind leg.

The PIC shall maintain 100 MPH IAS with flaps set at 10°.

Upon completion of Pre-landing checks.

The PIC shall call “Pre-landing Checks Complete.”

Upon passing 200’ AAE on final approach.

The PIC shall call “200’ to go.”

In the event of an overshoot or Rejected approach.

The PIC shall call “Missed Approach, Maximum Power set.”

LEVEL II (MULTI-CREW) STANDARD OPERATING PROCEDURES

Phase of Flight

Standard Procedures

Pilot-Flying (PF)

Pilot-Not-Flying (PNF)

Flight Preparation

In addition to flight preparation activity required by the Canadian Aviation Regulations, the PF shall calculate the following:

  • Calculate for the anticipated flight the takeoff and landing weights and centre of gravity, and document the movement of these during the course of the flight to ensure that they remain within allowable limits.
  • Calculate for the actual and forecasted conditions the takeoff and landing distances required.

The PNF will provide assistance as required.

Prior To Start-up

PF will visually confirm altimeter setting and respond “(current setting) confirmed.”

The PNF will copy the ATIS and set the altimeter calling “Altimeter (current setting).”

All pre-takeoff roll Checklists.

PF will respond verbatim upon confirmation and/or completion of the checklist task—e.g., “Carburettor heat ON.”

PNF will read the checklist item individually—e.g., “Carburettor heat ON.”

Upon completion of the checklist, PNF will identify the checklist by name and indicate that it is completed—e.g., “Pre-landing Checks Complete.”

All initial and subsequent radio communications

Radio communications initiated by the flight crew shall be conducted by the PNF under the direction of the PF.

The PNF shall, without PF direction, respond to all ATC-initiated radio communications.

The PNF shall copy and repeat to the PF all altimeter settings, altitude assignments, and routing assignments.  The PF, in turn, shall repeat all altitude assignments, and routing assignments relayed by the PNF.

ATC assigned Altimeter settings will be set by the PNF with the call “Altimeter (current setting).”  The PF will visually confirm altimeter setting and respond “(current setting) confirmed.”

Pre-takeoff setting of radio navigation aids and all subsequent setting of radio navigation aids

The PF will instruct the PNF on the setting of all radio navigation aids, specifying the station to be tuned and the OBS setting.

 

 

 

 

 

The PF will visually confirm the radio navigation aid frequency and setting (OBS or ADF Azimuth) and respond “Check.”

Upon assignment from PF, the PNF shall visually confirm the Morse Code identifier using a chart, and call as follows:

“(radio station name) Tuned”—indicating that the frequency has been properly set.

“Identified”—indicating that the Morse Code identifier has been confirmed.

“Tested”—indicating that the testing of the navigation has been completed (applicable only to ADF radio aides).

“Set”—indicating that the radio navigation aide has been properly set (OBS or ADF Azimuth).

Takeoff Briefing.

Prior to takeoff the PF will conduct a takeoff briefing with respect to wind conditions, rotation (Vr) and Second Segment climb speeds (V2), Third Segment climb speeds (V3), and the en route climb speed.

The briefing shall include the departure routing that is planned, and the actions that will be taken in the event of an engine failure with reference to a decision altitude.

With respect to engine failure vital actions, the briefing shall include the assignment of actions to be taken by the PNF with respect to fuel mixture, carburettor heat, and electric fuel pump controls.

Whenever possible, this briefing shall be conducted during the pre-takeoff taxi phase.

Unless otherwise indicated by the PF, Vr will be 61 MPH IAS, V2 will be 76 MPH IAS with 25° Flaps and maximum power set, V3 will be 86 MPH IAS with Zero Flaps and maximum power set, and the en route climb speed will be 90 MPH IAS with power set at 2500 RPM.

Unless otherwise indicated the transition from V2 to V3 will occur at 500’ AAE.

In the event of conducting a “maximum performance takeoff.”

The PF shall brief and conform with the following climb profile:

  • V2 is 76 MPH IAS with 25° flap.
  • Through 500’ AAE the flaps are retracted to 10° and the speed is set at 79 MPH IAS.
  • V3 transition occurs at 1000’ AAE, and the en route climb configuration is established through 2000’ AAE.

After receiving a takeoff clearance and prior to entering the active runway.

  • The PF and PNF will visually inspect the runway and approach paths on their respective side of the aircraft and call sequentially “Clear Left” and ”Clear Right.”
  • The PNF will complete all runway checklist items silently and call “Runway Checks Complete.”

Prior to initiating a takeoff role.

The PF will obtain confirmation of the flap setting—e.g., “Flap Setting (degrees).”

 

Just prior to initiating the takeoff roll, the PF will call for the activation of the landing light.

The PNF will confirm the flap setting and respond “Flap Setting (degrees).”

With the aircraft position on the runway centreline, the PNF will set the heading indicator to runway heading and call “Heading Indicator Set.”

The PNF will respond “Landing light ON.”

Applying power for takeoff.

The PF will call “Maximum Power.” when the throttle is fully open.

 

In the event of a PNF “Reject” call, the PF will respond by replying “Rejecting, Retract Flaps.”

With the application of maximum power, the PNF will examine the engine gauges and call “Engine Gauges Green.”  In the event of non-normal engine gauges, the PNF will call “Reject, Reject.”

 

Initial takeoff ground run.

 

 

 

 

 

In the event of a PNF “Reject” call, the PF will respond by replying “Rejecting, Retract Flaps.”

The PNF will observe the airspeed indication and confirm prior to 55 MPH IAS that the airspeed indicator is functioning normally.

With normal indications the PIC will call “Airspeed Alive.”

In the event of abnormal indications where the departure is made into IFR or simulated IFR conditions, the PNF will call “Reject, Reject.”

In the event of a Rejected takeoff and the command to “retract flaps,” the PNF will respond “Flaps Retracted.”

Takeoff ground run—rotation speed.

 

The PF will respond “Rotating.”

The PNF will call “Vr.”

After rotation.

 

The PF will respond “Check.”

The PNF will confirm positive rate climb by inspecting the VSI and ALT for positive indications, and call “Positive rate.”

Upon establishing the initial climb speed (V2).

 

The PF will call “V2” when this speed is achieved.

On departure passing 500’ AAE.

 

The PF will respond “Check.”

The PNF will perform all post-takeoff checks silently, and upon completion call “Post-takeoff Checks Complete.”

Speed excursion on Departure

 

The PF will respond “Correcting.”

 

 The PF will respond “Correcting.”

The PNF will call any speed excursion during the departure and climb flight phase when the IAS reaches 5 MPH below or 10 above the target IAS briefed by the PF.  The call will be “Speed.”

 In the event that speed excursion continues without correction, the PNF will call “Speed-Caution.”

During any changes in flap and/or speed configurations.

The PF will call for the selection of flaps (e.g., “Flaps 10,” “Flaps 25,” or “Flaps clean,” etc.).

 

The PF will call any speed change: “Speed Change (number of MPH of newly targeted speed).”

 

The PNF will set the flaps as instructed and respond “(Degrees) Flaps Set.”

 

No response.

Power changes at the discretion of the PF.

The PF will call “Set Power (RPM).”

 

The PF alone will set takeoff power and power as required on final approach.

 

The PNF will set the power requested and respond “Power set (RPM).”

When instructed to contact ATC during a departure.

 

The PNF will report the airport and runway departed, the altitude passing, and the target altitude.

Upon completion of levelling procedures.

 

The PF will respond “Check.”

The PNF will silently complete the Level Checklist and call “Level checks complete.”

During simulated or actual IMC.

 

The PNF shall write and readback all actual or simulated clearances from ATC.

When changing altitude.

The PF shall call the altitude leaving and the target altitude—e.g., “Leaving 2000’ for 3000’.”

 

The PF shall call “Check.”

 

The PNF will respond “Check.”

When climbing or descending through 500’ from the target altitude, the PNF shall call “500’ to go.”

When below 1000’ AAE during an approach or departure.

 

No response

The PNF shall turn on/off the landing light as required, and call “Landing Light (on/off).”

When within 3 NM of a departure or destination airport.

The PF shall maintain airspeed at or below 110 MPH IAS.

 

The PF shall respond to a speed challenge with “Correcting.”

 

Unless otherwise briefed by the PF, the PNF shall call “Speed” in the event that IAS is 10 MPH in excess of 110 MPH.

Prior to joining a circuit with the intention of landing.

The PF shall brief the landing with specific reference to anticipated wind conditions, Vref,5 flap configuration, and missed approach procedure.  For the purpose of conducting this briefing, control of the aircraft shall be transferred to the PNF.

Completion of Pre-landing Checklist.

 

PF will respond verbatim upon confirmation and/or completion of the checklist task—e.g., “Carburettor heat ON.”

PNF will read the checklist item individually—e.g., “Carburettor heat CHECK.”

 

Upon completion of the checklist, PNF will identify the checklist by name and indicate that it is completed—e.g., “Pre-landing Checks Complete.”

In the downwind leg.

The PF shall maintain 100 MPH IAS with flaps set at 10°.

 

Prior to turning on to Final Approach.

 

No response.

The PNF will visually inspect the final approach path and call “Final Approach Path Clear.”

Speed excursion on Approach

 

The PF will respond “Correcting.”

  

The PF will respond “Correcting.”

The PNF will call any speed excursion during the approach when the IAS reaches 5 MPH below or 10 above the target IAS briefed by the PF.  The call will be “Speed.”

 In the event that speed excursion continues without correction, the PNF will call “Speed-Caution.”

Excessive Rates of Descent on Approach

 

The PF will respond “Correcting.”

 

 The PF will respond “Correcting.”

The PNF will call any rate of descent excursion during the approach when the VSI indication exceeds 750 FPM, unless otherwise briefed by the PF.  The call will be “Sink.”

In the event that the rate of descent continues without correction, the PNF will call “Sink-Caution.”

Upon passing 500’ AAE on final approach.

 

The PNF shall call “500’ to go.”

In the event of an overshoot or Rejected approach.

The PIC shall call “Missed Approach, Maximum Power set.”

 

Completion of Post Landing Checklist.

 

The PF will respond “Check.”

The PNF will silently complete the Level Checklist and call “Post Landing checks complete.”

Completion of Engine Shutdown Checklist.

 

PF will respond verbatim upon confirmation and/or completion of the checklist task—e.g., “Magnetos--DEAD MAG CHECK.”

PNF will read the checklist item individual—e.g., “Magnetos--DEAD MAG CHECK.”

 

Upon completion of the checklist, PNF will identify the checklist by name and indicate that it is completed—e.g., “Engine Shut-down Complete.”

General

Prior to any turn.

The PF will call the direction of the turn and ask if it is clear—e.g., “Left.  Clear?”

The PNF will visually inspect the airspace in the direction of the turn and confirm it is clear—e.g., “Clear Left.”

Recording of Flight and Ground Times

This recording is the responsibility of the PNF.

Transfer of Aircraft control

Aircraft control is normally the duty of the PF.

In the event that the transfer of control of the aircraft is required, the pilot relinquishing aircraft control will call “You have  control,” to which the pilot assuming radio duties will reply “I have control.”

Transfer of Radio Communication Duties

Radio communication is normally the duty of the PNF.

In the event that workload warrants the transfer of radio communication duties between pilots, the pilot relinquishing radio duties will say, “You have the COMM,” to which the pilot assuming radio duties will reply “I have the COMM.”

ATC Traffic Advisory

 

 

 

 

 

PF will respond “Looking” and advise the PNF when traffic is sighted.  The PF may subsequently transfer the task of a visual search to the PNF using the same calls.

The PNF will respond to all traffic advisories.

In the event that the traffic is not immediately detected, the PNF will turn on the landing light and commence a visual search for the traffic.

When traffic is located, the landing light will be turned off unless otherwise required.

In the event that the PNF workload warrants the transfer of the task of visually searching to the PF (owing, for example, to checklist duties), the PNF will call “You have traffic.”

 

Pilot Incapacitation

The possibility of pilot incapacitation exists when:

  • the PF does not respond intelligently to two communications; or
  • the PF does not respond to a single verbal challenge and a significant deviation from the standard flight profile occurs.

If the PF is incapacitated or persists in deviating significantly from the standard flight profile, the PNF will:

  • take control of the aircraft and ensure that a safe flight profile is maintained;
  • restrain the incapacitated pilot from interfering with the normal operation of the aircraft;
  • if practical, remove the incapacitated pilot from the seat.

 

 

References:

1 Takeoff and climb speed.

2 Flap retraction speed.

3 The altitude below and above which different vital actions will be conducted.

4 Final approach speed.

5 Final approach speed.