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TRANSCRIPT
1 July 12, 2018
Section 3
Standard Operating Procedures
Flight Operations Manual
2 July 12, 2018
i. Revisions
Revisions will be noted by number, most current date in the footer, change bars or italics (as applicable) and by the list of affected pages listed below.
Revision # Revision Date Affected Pages Revised By 1.0 03/22/2011 New Template FltPlan.com 2.0 07/12/2018 All FltPlan.com
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Contents
3.0 Standard Operating Procedures
3.1 General Passenger Procedures
3.2 Flight and Duty Time Limitations
3.3 Pre-departure
3.4 Departure
3.5 Enroute
3.6 Arrival
3.7 After Landing / Securing Aircraft
3.8 Operations in RVSM, RNAV/RNP and International Airspace
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3.0 Standard Operating Procedures
3.1 General Passenger Procedures
Spectacular or stunt flying is prohibited. Simulated abnormal/emergency procedures with passengers aboard is prohibited.
Passengers will not be onboard or boarded during fueling operations. “Hot” refueling is prohibited (fueling with the engine running).
Passengers
• It is the captain’s responsibility to positively identify each passenger and to ensure all manifested passengers are accounted for
• The flight crew must call scheduling and leave a message prior to departure of any changes to the passenger manifest
• Boarding passengers: It is the captain’s responsibility to ensure passengers are boarded safely. Do not allow passengers to wander around the hangar and ramp area unescorted.
• All baggage and packages must be positively identified prior to stowing in the baggage area
• Sick or injured passengers and crew members must be reported using the FltPlan.com SMS Hazard Reporting Tool as soon as possible.
• Passengers requiring medical supervision must be accompanied by a doctor, nurse, or paramedic. This person will be responsible for, and capable of, providing enroute care and attention. The patient and/or the medical team is responsible for arranging ground transportation and any additional services required by the passenger.
• Infants and young children must be transported in approved automotive safety seat(s) as described in FAR 121.311.
• Passenger cabin safety and emergency evacuation familiarization training for company frequent flyers will be the responsibility of the Chief Pilot or his/her designee.
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Admission to the flight deck:
• When above 10,000 feet, passengers may be admitted to the flight deck at the captain’s discretion.
• When below 10,000 feet the flight deck should be limited to:
o Flight crew members
o FAA inspector or designated check airmen
o Factory or instructor pilot
o Aviation maintenance technician
In all cases, the captain is responsible for briefing flight deck guests on sterile cockpit protocol, flight deck controls and switch safety protocols and evacuation procedures.
3.2 Flight and Duty Time Limitations
Flight crewmembers will notify the Chief Pilot and scheduling/dispatch, if it appears they will exceed flight time limitations.
Scheduling and/or the dispatcher is responsible for establishing schedules and crew assignments consistent with good operating policy and within the following restrictions:
3.2.1 Definitions
• DOMESTIC FLIGHT DUTY TIME is defined to commence 1 hour (60 min) prior to scheduled takeoff and terminate ½ hour (30 min) after final shutdown.
• INTERNATIONAL FLIGHT DUTY TIME is defined to commence 1 ½ hours (90 min) minimum prior to scheduled takeoff and terminate 1 hour (60 min) after final shutdown for flights originating and/or terminating outside the Continental United States or Canada.
o If the crew requires more than 1 ½ hours prior, scheduling should be informed during the pre-trip briefing.
• FLIGHT TIME is defined to commence at takeoff and terminate upon landing.
• BLOCK TIME is defined to commence at engine start and terminate at engine shutdown.
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o Block time will be used by flight crew to log pilot time.
3.2.2 Flight Time Limitations
The schedule is predicated on flight time. Scheduled flight time that exceeds 8 hours must be conducted with a functioning autopilot and FMS and must comply with the following restrictions:
• Scheduled flight time over 8 hours will be limited to 4 legs.
• Scheduled flight time over 10 hours will be limited to 2 legs.
• Scheduled flight time will not exceed 12 hours for a two-pilot crew.
• Scheduled flight time will not exceed 14 hours for an augmented crew.
• Since pilots’ log block time, it is their responsibility to inform scheduling when approaching these limits.
No pilot may fly more than 85 hours, block time, in any calendar month or more than 40 hours, block time, in any 6 consecutive days.
3.2.3 Flight Duty Time Limitations
• Normally, crews will not be scheduled for more than 14 hours of continuous duty.
o Exceptions are noted in Sections 3.2.4 and 3.2.6.
• Scheduled meetings and administrative duties before a flight is included in the flight duty time for a crew that day.
• Operational Delay - the flight crew may extend a duty day, which incurs an operational delay, to not more than 15 hours.
• For Alert Crew flight duty time limitations see Section 3.2.9.
3.2.4 Extended Duty Day Limitations
• Extended duty day / with crew rest – 16 hours of flight duty may be scheduled provided the flight meets the following criteria:
o There is a minimum 4 hours of crew rest scheduled. This four-hour period does not include transportation or mealtime.
o See Section 3.2.11 regarding day room use.
• International flight extended duty day - 15 hours of flight duty may be scheduled for international flights that meet the following criteria:
o The flight has a maximum of 2 legs
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o The flight has a cabin attendant assigned
3.2.5 Administrative Duty Time
Duty time devoted to collateral duty assignments, trip preparation, expense reports or other administrative tasks is considered administrative duty time.
3.2.6 Crew Rest / Off Duty Periods
The crew rest / off duty period of 10 hours is required between scheduled duty except as noted below:
• The crew rest / off duty period of 12 hours is required when:
o When scheduled to fly more than 8 hours Flight Time or more than 14 hours Flight Duty Time
o When flights transverse 4 or more time zones
o Once in a time zone for a 24-hour period, the minimum rest period, 10 hours, will apply
o When flights occur during the period of Circadian Low, 0200 to 0600 local, at the point of departure.
• Crew Rest at the end of a trip that crosses 4 or more time zones should be 36 hours (which includes two 8 hour sleep periods) before being scheduled again.
3.2.7 Simulator Training
No pilot will be scheduled to fly for 24-hours after simulator training.
3.2.8 Augmented Flight Crews / 3 Pilots
An Augmented Flight Crew may be scheduled for 14 hours of Flight Time and 18 hours of Flight Duty Time provided that:
• The flight is conducted with a functioning Autopilot and FMS
• The flight is limited to 3 legs
• The passengers agree to the resting pilots use of a reclining cabin seat
• The flight has a cabin attendant assigned
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3.2.9 Alert Crew Assignments / Alert Crew Status
Due to the unscheduled nature of on-demand transportation, the flight crew may be called in for a trip if he/she is not on a guaranteed day off or vacation.
• Crews are expected to report for duty within two hours of notification of an unscheduled flight. Crewmembers will advise Scheduling if they are unable to report within two hours.
Two pilots, not on a guaranteed off time may be assigned alert status for a given weekend or potential trip.
Flight Duty starts when the phone call is received and is limited to the following:
Call received between 0800 and 1200 Eastern – 14 hours
Call received between 1200 and 1500 Eastern – 10 hours
Call received between 1500 and 1800 Eastern – 8 hours
Alert days will be logged as pilot workdays.
Crewmembers may switch alert assignments among themselves, but scheduling must be notified to know who the on-call crew is.
3.2.10 Consecutive Days Scheduled
Flight crews will not normally be scheduled for more than 6 consecutive duty days. Training days are considered scheduled duty days.
Flight crewmembers that have been scheduled for more than 6 consecutive duty days will be compensated as follows:
6 days - 1 day off
7 to 9 days - 2 days off
10 or more days - 3 days off
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3.2.11 Day Rooms
Utilization of day rooms may be approved at the discretion of the Chief Pilot with concurrence of the flight crew. The following guidelines apply:
• Scheduling will reserve a day room on those days when the flight duty day will exceed 12 hours and on days when a layover is 8 hours or longer from scheduled landing through next scheduled takeoff.
• Scheduling will reserve day room on extended duty days requiring crew rest.
• Ordinarily a flight crew may request a day room if the lay-over is 5 hours from scheduled landing through next scheduled takeoff or longer and at any time the crew feels fatigue will affect flight safety.
• Whenever the flight crew obtains a day room Scheduling will be notified.
3.2.12 Fatigue
The relationship between fatigue and flight safety will be considered the main factor in determining flight and duty limitations. It is the responsibility of each flight crewmember to advise the Chief Pilot when nearing his or her natural limitations.
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3.3 Pre-Departure
3.3.1 Reporting for Duty
Crewmembers will report for duty sufficiently in advance of scheduled flight time to prepare a flight plan, to study enroute and terminal weather, and to preflight and prepare the aircraft prior to departure. These duties will be initiated a minimum of:
• 1 hour prior to scheduled takeoff time for domestic and Canadian flights
• 1½ hours prior to scheduled takeoff time for International flights.
Conditions such as weather, airport or aircraft condition may require additional preparation time and flight crews will consider this when reporting for duty.
Pilots will not hesitate to delay a flight if it is considered appropriate to recheck weather or manage any other circumstances, which may affect the safety of the flight.
3.3.2 Trip Sheet
Flight crewmembers will obtain the schedule trip sheet from scheduling for their assigned flight and check it for the following information:
• Departure times and destination of each trip leg;
• Name and number of passengers;
• Meal / Catering requests;
• Ground transportation or other passenger requirements;
• Passenger contact number(s); and,
• Crew hotel reservations
3.3.3 Navigation Charts and Documents
It is the responsibility of both pilots assigned to ensure the aircraft’s required documents, checklists, manuals navigation charts and approach plates are current and onboard.
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3.3.4 Logbook
The captain will obtain the assigned aircraft logbook from maintenance and check it for the following:
• Maintenance history and write-ups
• Outstanding MEL conditions
• Fuel on board
3.3.5 Weather Briefing
The captain and/or first officer will obtain a weather briefing prior to every flight. This brief will include the following minimum information:
• Destination current weather and forecast weather
• Alternate airport current and forecast weather
• Enroute weather and winds at altitude
• SIGMETs
• NOTAMs
3.3.6 Destination Weather Not Available
Subject to the captain’s discretion, when no official weather is available, a flight may be dispatched based on weather reported at surrounding stations.
A suitable alternate with weather reporting and forecasting must be available and the aircraft must be fueled to meet FAR alternate guidelines.
3.3.7 Flight Planning
• All flights will be documented and assessed using the FltPlan.com Flight Risk Assessment Tool (FRAT).
o Any FRAT score greater than 25 must be approved by the Chief Pilot
• Flight crews will do all flight planning and route selection based on safety, passenger comfort and aircraft performance, weight and balance and efficiency. Optimum altitudes based on fuel economy will be utilized wherever possible. The captain will check all flight plans, computer or manual, for accuracy.
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3.3.8 Alternate Requirements
Destination Alternate: A destination alternate will be planned for and included on ALL flight plans – IFR or VFR.
The weather forecast at the selected destination alternate will meet the published air carrier alternate weather requirements on the approach plate for the alternate airport for the ETA. This approach must be operational and not “NOTAM” out of service.
• Departure Alternate: A departure alternate will be included in the IFR Flight Plan when the reported visibility at the departure airport is less than that required for an approach.
The weather at the selected departure alternate will meet the published air carrier alternate weather requirements on the approach plate for the alternate airport.
The departure alternate will be within 30 minutes flying time with one engine inoperative.
3.3.9 VFR Flight
Company aircraft will not fly a VFR leg segment unless the weather is currently and forecast to be at least 5,000 ft. and 5 miles visibility enroute and at the destination.
• A VFR flight plan will be filed and ATC communication maintained throughout the flight.
• When departing from an airport where it is not possible to receive an IFR clearance prior to takeoff, flights may depart under VFR providing that the ceiling is at least 5,000 feet and the visibility is at least 3 miles.
3.3.10 Flight Plan Filing
Company aircraft are normally required to operate on IFR Flight Plans. An IFR flight plan will be filed and a clearance received for each leg of every flight.
Flight plans are normally filed by the following methods:
• FltPlan.com
• DUATS
• FSS via phone
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3.3.11 Fuel Planning, Ordering and Testing
Utilizing the flight planning data available, the captain will ascertain that the fuel planning for each flight segment is correct.
Each flight segment includes the following:
• Taxi and takeoff;
• Enroute (include climb and descent);
• Approach and landing;
• Alternate, and;
• 45 minutes reserve (at long-range cruise)
In no event will a flight be planned so as to land with less than the 45-minute reserve stated above. This reserve will not be less than the following minimum indicated fuel quantities:
• Company aircraft: xxxx lbs.
Special consideration will be given to extra fuel necessary for extended APU run, departure delays, adverse weather, altitude restrictions and ATC re-routes or holds.
• It is the responsibility of the captain to inform the FBO or fueling agent of the desired fuel load in sufficient time to refuel the aircraft prior to departure time. After fueling, the captain must ensure that the proper fuel load is on board.
The FBO/Handler should be asked if the truck fuel is tested daily. If there is any doubt regarding the quality or security of the fuel, the captain will have the fuel tested. Fuel test kits are in the (aircraft specific).
3.3.12 Aircraft Stock and Catering Guidelines
Information on passenger catering requests and special aircraft stock considerations can be obtained through the scheduler or trip sheet.
3.3.13 Communicating with Operations
Flight crews should relay any departure time or passenger changes to scheduling by phone or AFIS.
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3.3.14 External Aircraft Preflight
It is the responsibility of the captain to determine the airworthiness of the aircraft by ensuring that an adequate preflight inspection has been made prior to flight.
The preflight inspection will be done in accordance with the applicable aircraft document, (the AFM, Operating Manual and/or Training Manual).
3.3.15 Flight Crew Member Stations
The captain will occupy the left seat for all takeoffs and landings except as follows:
• A type rated first officer, with left seat authorization from the Chief Pilot, may fly from the left seat at the captain’s discretion.
• A company first officer who is preparing for a type rating, with left seat authorization from the Chief Pilot, may fly from the left seat while receiving training on deadhead legs only.
3.3.16 Use of Checklists
Checklists will be completed in the following order:
Emergency Checklist, Normal Checklist and then Abnormal Checklist
• The Pilot Flying (PF) will call for each checklist at the appropriate time. The Normal Checklist is not intended to be a “do” list. It covers important items to be checked prior to the more critical phases of operation. The crew should accomplish the checklist in an orderly manner and confirm each item is completed by reading and responding to the checklist
• When completing items that require response from both positions, (i.e.; circuit breakers “checked left and right”, the crewmember reading the checklist will wait for the response of the other pilot before responding him/herself. No checklist items will be skipped. If a checklist is interrupted, it is the responsibility of the person reading the checklist to ensure that it is completed in its entirety.
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3.3.17 Cockpit Preparation
The complete originating Cockpit Preflight Checklist and associated system checks will be performed prior to the first flight of the day. Thereafter, the company/aircraft approved Turn-Around Checklist will be performed at intermediate stops.
• It will be the responsibility of the captain to ensure that all required radio and navigation equipment is functioning normally and set up for the departure in accordance with the aircraft’s particular SOP, as found in this manual.
o FMS database(s) currency shall be checked
• Flight plans uplinked to the FMS will be checked for accuracy. Each enroute fix will be checked for agreement with the computer flight plan copy.
• Airspeed instrument references, EFIS or FMS, will be set for V1, VR and V2
• Departure ATIS and takeoff data will be computed and then posted on the appropriate document and/or flight instruments.
3.3.18 APU / GPU
The APU/GPU (as applicable) will be normally started 30 minutes prior to the scheduled departure time.
• Whenever the APU is running, NAV lights will be selected on, and at least one pilot crewmember must remain in the aircraft.
3.3.19 IFR Clearance
The IFR clearance will be requested at least 15 minutes prior to scheduled departure.
• All flight plan clearances will be read back completely, including the aircraft registration number.
Clearances received through AFIS "PDC" should be copied, so a hard copy exists in the cockpit.
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3.3.20 Chocks and Fuel Door
Prior to departure the aircraft will remain chocked until after refueling at which time the chocks are removed and fuel door is checked secured. Chocks will not be removed until confirmation that the parking brake is set, and the hydraulic pump is on (if applicable).
• Company aircraft will never be left unattended without chocks in place.
3.3.21 Cabin Preparation
It is the captain’s responsibility to ensure the aircraft is properly stocked, catered and cleaned prior to each flight.
Prior to departure the captain or a designated crewmember will ensure that the galley, cabin, lavatory and baggage areas are secure and that all items are properly stowed.
3.3.22 Passenger Arrival
The captain will coordinate the arrival of the passengers, ensuring they are met at the aircraft or at the FBO.
• He/she will ensure the baggage is positively identified, loaded, properly secured and does not exceed design limits as placarded in the baggage areas.
3.3.23 Safety Brief
The captain will ensure a complete safety brief is given to the passengers prior to departure.
In accordance with FAR 91.519, the safety brief will include the following items:
• Aircraft exits and proper use; • Use of supplemental oxygen; • Location and use of appropriate emergency equipment (i.e.; rafts or life
jackets if required); • Location of passenger briefing cards • No smoking policy • Proper stowage of catering, food service, baggage and personal
belongings for takeoff and landing
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3.3.24 Departure Delay
In the event of an extended or indefinite departure delay due to weather, maintenance, etc., the captain will notify scheduling or the Chief Pilot.
3.4 Departure
3.3.9 Start Procedures
After the aircraft door is closed, the Pilot Flying (PF) will call for the Start Checklist. The start checklist will be read aloud by the Pilot Not Flying (PNF) and each item acknowledged and completed by the PF.
• The captain will ensure the aircraft is clear and that starting engines will not cause a hazard to anyone or anything.
• The fuel on board and start time will be recorded at engine start.
The After Start Checklist is completed prior to taxi. This checklist is read aloud by the PNF and each item acknowledged and accomplished by the PF.
3.3.10 Taxi Procedures
The taxi clearance is read back completely and will include the aircraft registration number or call sign.
• The Taxi Checklist is read aloud and completed by the pilot in the right seat during taxi to the runway. The pilot in the left seat, (who is taxiing the aircraft), will follow its progress and will acknowledge items when/where necessary.
When approaching an intersecting runway, enroute to the active runway, the pilot taxiing the aircraft will state his/her intentions before proceeding across the intersection as to whether he/she will: “cross” or “hold short”.
• When crossing a runway, the strobe lights shall be activated.
When approaching the active runway, the pilot taxiing the aircraft will state his/her intentions before proceeding as to whether he/she will: “hold short”, “line up and wait” or “cleared for takeoff”.
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3.3.11 Runway Takeoff Requirements
The captain is responsible for determining the takeoff performance requirements in the Limitations and Performance section of the AFM and for meeting the runway requirements of FAR 121.189.
When a rolling takeoff is executed 500 feet will be added to the takeoff distance required.
Other considerations for runway selection will include:
• Time of day (day, night);
• Surface texture;
• Surface condition (dry, wet, snow, etc.);
• Crosswind component;
• Runway slope;
• Runway length, and;
• Clear approach path.
No company aircraft should operate from a runway shorter than xxxx ft. long and 75 ft. wide.
3.4.4 Runway Condition
Company aircraft will not depart when runway contamination (i.e., standing water, slush, wet snow, etc.) exceeds manufacturer’s limitations as stated in the AFM.
When takeoffs and landings are made on wet, slush or snow covered runways, a braking action report will be requested, and the appropriate runway required determined from the FMS, checklist (wet runway data) or the QRH / AFM contaminated runway data.
3.3.5 Braking Action
Company aircraft will not operate on any taxiway or runway when braking action is reported as “NIL.”
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3.4.6 Wind Restrictions
The flight crew will not exceed the demonstrated crosswind component of the aircraft stated in the AFM.
Company aircraft will not depart or land when the wind velocities exceed the following on uncontaminated runways:
• 50 knot headwind component;
• AFM max demonstrated crosswind component on a dry runway, and/or;
• 10 knot tailwind component;
• Note: The recommended max crosswind on contaminated runways is:
• Wet or Fair Braking - 15 kts
• Snow or Poor Braking - 10 kts
3.4.7 Departure Visibility Restrictions
Company aircraft will not depart when the reported visibility is less than 1/4 mile and/or 1,600 feet RVR except when the visibility requirement (as published on the approach plate for that airport) is:
• Lower (due to enhanced runway lights, etc.) Then the published visibility may be used; or
• Higher (due to terrain obstructions, etc.). Then the published visibility must be used.
3.4.8 Mountain Airport Operations
When operating at high altitude/mountain airports it is company policy that operation is restricted to daylight operations only with a minimum of three miles visibility, for operation in and out of these airports.
• When operating from Mountain Airports the crew will display EGPWS information on at least one pilot’s flight instruments.
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3.4.9 Severe Weather Restrictions
Company aircraft will not operate under the following conditions:
• Takeoff or land in moderate or heavy freezing rain or sleet;
• Takeoff with frost, snow or ice adhering to any portion of the aircraft;
• Takeoff or land with a thunderstorm in the immediate vicinity of, or overhead the airport;
• Fly into known or forecast conditions of severe turbulence or severe clear air turbulence. If severe turbulence is encountered, a PIREP to ATC is mandatory. Immediately request a change of altitude;
• Fly into known or forecast areas where thunderstorms of moderate intensity or greater exist, unless the thunderstorms can be avoided using visual or radar guidance; and/or;
• Fly into known or forecast icing conditions, that exceeds the anti-icing or de-icing limitations of the aircraft.
3.4.10 Crew Takeoff Brief
It is the captain’s responsibility to ensure a proper takeoff brief is accomplished. The PF makes the takeoff brief and concludes with “Are there any questions?”
The Crew Takeoff Brief will include the following:
• Takeoff Power, V Speeds, Abort Calls, departure instructions and any special requirements in that order.
(Note: The full brief is made on the first flight of the day. On subsequent flights, briefing the PNF to “Use Standard Airspeed and Abort Calls” is permissible)
• Initial heading, altitude, airspeed limits, clearance limits and emergency return plan is briefed and understood by both crewmembers.
• The PF will brief any special requirements such as:
• Use of anti-ice or ignition;
• Wet runways, and/or;
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• Noise abatement procedures
• MEL issues, etc.
3.4.11 Takeoff
The Line Up Checklist is called for prior to taking the runway. The pilot not taxiing the aircraft reads the Line Up Checklist aloud and completes each item. The PF acknowledges all checklist items.
• Strobe lights will be selected upon taking the runway. When cleared for takeoff pulse lights or landing lights (as applicable) will be selected on during all take-offs and landings.
The PF will target takeoff power and call “set thrust”. The PNF will then adjust the power levers to the briefed setting (reduced or takeoff) and call “thrust set”.
• The airspeed callouts by the PNF are 80 kts., V1, VR and V2.
• The 80 kt callout is for an airspeed cross check and the PF will acknowledge this callout.
At V1 the PF will take his/her hands off the power levers and rotate the aircraft at VR into the command bars.
The PF will call for “gear up” only after a positive rate of climb has been established.
• A positive rate is determined by an increasing Pressure Altimeter not the IVSI.
After the gear is retracted, the PNF will report that the "gear is up".
3.4.12 Abort Procedures
The PF will abort the takeoff using the AFM procedures:
The PNF will call “Abort” during the takeoff roll only as described in the crew takeoff brief.
The PNF will notify the tower of the abort.
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3.4.13 Climb
During normal takeoffs runway heading will be maintained until at least 400’ AGL before any turns are made.
During Abnormal and Emergency situations, such as Engine Failure, no vital actions will be performed until 400’ AGL. When above 400’ AGL, identify the problem, complete memory items and communicate with ATC
Call for the appropriate QRH Checklist and Climb Checklist and continue climb to assigned altitude at VSE.
During normal takeoffs the PF will call for “flaps up” when above 1,000 ft. AGL. After flap retraction, the PNF will report “flaps up.”
When above 2,500 ft. AGL the Climb Checklist will be called for by the PF.
The PNF will read the Climb Checklist aloud and the PF will follow its progress.
3.4.14 Noise Abatement
Whenever applicable, recommended published noise abatement and manufacturer’s procedures are to be used by company aircraft.
3.4.15 Sterile Cockpit and Headset Use
Sterile cockpit environment will be observed during taxi, takeoff, approach, landing and the while communicating with Departure or Approach Control.
Conversations shall be limited only to the operation of the flight anytime when operating below 10,000 feet.
Headsets and boom mics shall be used when operating below the transition level/altitude.
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3.5 Enroute
3.5.1 Setting Altimeter
The PF sets his/her altimeter to the local (or to standard 29.92 as applicable) and calls that setting at or passing the altitude.
• PNF sets their Altimeter and the Standby Altimeter and then verifies the setting and altitude called by the PF on his/her Altimeter and the Standby Altimeter.
3.5.2 Setting Altitude Selector
After receiving an altitude change, the altitude selector is set as follows:
PNF: Reads back the new altitude to ATC, including registration number. Then sets the new altitude in the altitude selector (i.e., FL220) and keeps his/her hand on the knob until the PF acknowledges the proper altitude is set.
PF: Acknowledges the proper altitude is set by repeating aloud “FL220 is set”, and points to the altitude select display.
If there is any question as to what altitude was assigned, the PNF will call back ATC to confirm the assigned altitude.
3.5.3 Approaching Assigned Altitude
A callout is made by the PF 1000' prior to reaching the assigned altitude and is acknowledged by the PNF. Example - "FL220 for FL230".
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3.5.4 Navigation Procedures
The captain ensures that the FMS is initialized correctly and the flight plan is loaded properly. Uplinked flight plans will be checked for accuracy. Each enroute fix will be checked for agreement with the computer flight plan copy.
The PNF normally programs navigation information into the FMS when in flight.
FMS inputs to the Flight Director / Autopilot should be confirmed by the PF by stating the FMS input status is “Selected” and then “Active”.
• When below 5,000 AGL, the only changes to the FMS are approach and runway of intended landing. Under no circumstances will both pilots be “head down”.
The PNF monitors flight progress using the computer flight plan to determine the actual fuel burn and time vs. the flight plan.
Dual FMS, VOR and ILS will be set or tuned to ensure that the aircraft is navigating accurately.
3.5.5 TCAS
If a resolution advisory (RA) occurs, the pilot must immediately execute the required climb or descent as indicated by the TCAS audio and visual VSI indications until the RA warning stops and the aircraft is clear of conflict. Any time a RA occurs ATC must be advised immediately.
3.5.6 EGPWS – Enhanced Ground Proximity Warning System
When at night or in IFR conditions, if an EGPWS warning occurs, pilots will immediately and without hesitation execute a maximum performance, full power climb until the EGPWS warning stops and the crew determines that terrain clearance is assured.
• Do not delay evaluating the EGPWS warning.
• Air traffic control (ATC) will be notified as soon as possible after a GPWS warning or pull-up.
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3.5.7 Updating Weather
It is the responsibility of the captain to obtain current and forecast weather for the destination and alternate airports at least once during any flight over two hours.
3.5.8 Thunderstorms and Turbulence
Company aircraft will not fly into known or forecast conditions of severe turbulence or severe clear air turbulence.
Company aircraft will not fly into known or forecast areas where thunderstorms of moderate intensity or greater exist unless the thunderstorms can be avoided using visual or radar guidance.
• Radar will be on and operating for flights when thunderstorms are forecast to exist along the route of flight.
Thunderstorm echoes at altitudes greater than FL230 will be avoided by at least 20 miles.
Thunderstorm echoes at altitudes less than FL230 will be avoided by at least 10 miles if the OAT is 0 degrees or lower, and 5 miles if OAT is higher than 0 degrees.
• Deviation will be made upwind when possible.
• Flying under a cumulonimbus overhang will be avoided.
• Airspeed will be reduced to turbulence penetration speed when turbulence is expected or encountered.
3.5.9 Icing Conditions
Company aircraft will not operate in areas of known icing unless the aircraft is equipped with functioning anti-icing/de-icing systems suitable for the conditions to be encountered.
• At the first indication of the ice detection system or as prescribed in the AFM, engine and wing anti-ice systems will be selected on
In no case will company aircraft fly into known or forecast conditions of heavy icing.
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3.5.10 Fight Crew Members at Stations
While enroute flight crewmembers will not leave their cockpit stations for reasons other than physiological needs or to perform duties in connection with the operation of the aircraft.
• Pilot crewmembers will keep their seat belts and shoulder harness fastened while at their cockpit stations.
3.5.11 Supplemental Oxygen
All crewmembers will comply with the intent of FAR 91.211 and when only one pilot is at the flight controls above FL350, he/she will wear and use an oxygen mask.
All flight crewmembers will be familiar with the use of oxygen and the quick donning oxygen masks and regulators aboard company aircraft.
3.5.12 Pilot Incapacitation
In the event of obvious incapacitation, the sound pilot will:
1. Fly the aircraft and engage the autopilot;
2. Restrain and remove the incapacitated crew member (use cabin assistance); and,
3. Declare an emergency and land.
If a critical situation is observed and noted by the PNF and there is no response by the PF to the PNF’s challenge, a second challenge must be made. If there is still no response, subtle incapacitation must be assumed. The PNF will:
1. Announce “I’ve got the airplane”;
2. Fly the aircraft and engage the autopilot;
3. Restrain and remove the incapacitated crew member (use cabin assistance), and;
4. Declare an emergency and land
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3.6 Arrival
3.6.1 Descent
The Descent Checklist will be called for by the PF upon initiation of descent. The descent checklist is read aloud by the PNF and the PF will follow its progress.
• Landing data is completed as part of the Descent Checklist and the ATIS and approach speeds properly displayed.
When using a STAR/Profile Descent Procedure, the procedure, including altitude restrictions, is programmed into the FMS by the PNF. The PF monitors the procedure using the approach plate.
3.6.2 Instrument Approach Briefing
Upon receiving the appropriate approach information (ATIS) the PNF will pull the approach plate for review by the PF. The PF will turn control of the aircraft over to the PNF by stating, “You’ve got control”. The PNF will acknowledge, “I’ve got control”. The PF will then review the approach plate and giving the approach brief.
• Instrument approach briefs will cover:
1. Type of approach and frequency;
2. Inbound final approach course;
3. Crossing altitudes: outer marker or glide slope intercept altitude for an ILS or the final approach fix altitude for a non-precision;
4. Minimums (DA or MDA) and callouts by PNF;
5. The crew shall ensure the correct and approved minimums are observed
6. Airport elevation and MSA
7. Missed approach procedure;
8. Runway required;
9. Special Vref and target speeds and requirements
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3.6.3 Instrument Approach
1. At the Outer Marker the PF will call crossing the Outer Marker, the Crossing Altitude and No Flags ("Crossing HESTR, 2000 Ft., No Flags")
• Landing Checklist should be complete by the Outer Marker
• PNF sets Missed Approach Heading and Altitude
2. Approaching Minimums, the PNF calls:
• “500 Above Minimums”
• “100 Above Minimums”
• “Minimums”
Note: These calls are based on a CAT-I “DA” and are made referencing the Barometric Altimeter and “MSL” altitudes.
3. If the approach lights are in sight at minimums the PF will continue flying the approach until 100 feet above TDZE where the PNF calls either “100 feet, Runway” or “100 feet Missed Approach.”
PF Calls: When transitioning at Minimums or 100 feet the PF will call “Landing” or “Missed Approach”
4. Approach Deviation Callouts will be made as follows:
• Airspeed callouts will be made for any deviation below Vref, or above Vref +20 kts.;
• Altitude callouts will be made at “500 Feet Above Minimums”, “200 Feet Above Minimums”, “100 Feet Above Minimums” and at “Minimums”. Altitude callouts are to be made until the PF states “Landing” or “Missed Approach”;
• Deviation callouts will be made any time there is one dot displacement or 5 degrees of NDB bearing deviation; and,
• Sink rate callouts are to be made any time the sink rate exceeds 1,000 feet per minute on final approach.
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3.6.4 Visual Approach
1. Visual Approach Brief will include:
Runway and approach procedure backup;
• Pattern altitude and airport elevation;
• Altitude call at 1000’ AGL by PNF;
• Vref and approach speed.
2. Visual Approach Backup:
During a Visual Approach with an ILS available the PNF will tune and identify the appropriate navaids and set the PF’s radios and instruments to back up the visual approach.
3. Visual Approach Callouts:
• The PF must call “Airport in sight” prior to accepting a Visual Approach.
• When selecting Approach, or Nav Mode, to back up a Visual Approach, the PF will call “Approach Selected” and when intercepting the Approach Course the PF will call “Approach Active”
• The PNF will make an altitude call at 1000 feet above airport elevation.
• This “1000 Feet” call will be acknowledged by the PF by responding "Runway in sight, landing".
3.6.5 Navaid Tuning / Altitude Preselect / Radar Altimeter
When cleared for the approach or receiving radar vectors, the PNF will tune and identify the appropriate navaids and set the PF’s radios and instruments for the approach.
• During an ILS approach, once the glide slope has been intercepted, the PNF will set the altitude preselect to the missed approach altitude.
• During non-precision approaches and circling approaches the PNF will set the MDA and/or circling altitude in the altitude preselect. In the event of a missed approach, the PNF will set the missed approach altitude in the altitude preselect as soon as possible.
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3.6.6 Monitoring the Approach
During an instrument or visual approach, the PNF will monitor airspeed, altitude and instrument approach references.
• During final approach, the PNF will follow through on the flight controls for the purpose of assuming immediate control of the aircraft in the event the PF becomes suddenly incapacitated.
Any deviation callout by the PNF requires a PF response.
3.6.7 Approach Speed
• Company aircraft will normally fly a final approach with full flaps at an Approach Speed of VREF plus five knots (VREF +5).
• Both VREF and the Approach Speed to be flown will be set in the FMS and
displayed in the flight instruments (as applicable).
Single engine, non-standard aircraft configurations or system abnormalities will be flown at the AFM / QRH recommended speeds above VREF without the 5 kt addition.
In gusting wind conditions, it is recommended that ½ the gust velocity be added to the VREF without the 5 knot addition. Not more than VREF +20 knots is recommended.
3.6.8 Stabilized Approach
Flight crews will fly stabilized approaches during instrument and visual approaches.
Approaches are considered stabilized when:
• The aircraft is fully configured and at the VREF + 5 approach speed;
• On the glide slope or on a 3 degree visual glide slope;
• The Landing Checklist is completed at the outer marker on an ILS approach, or no less than 1,000 feet AGL on a visual approach.
Under no circumstances will an approach continue unless the aircraft is fully configured for landing, airspeed on target, and the Landing Checklist completed by 1,000 feet AGL.
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No configuration changes will be made below 1,000 feet AGL, except as required for abnormal / emergency conditions.
3.6.9 Circling Approaches
Company aircraft will use 1000’AGL and 3 miles visibility or published category “D” minimums for all circling approaches, whichever is greater.
3.6.10 First Officer Approach and Landings
1. NOT TYPE RATED:
• From the Right Seat on D/H or PAX flights at the captain’s discretion
• From the Left Seat on D/H flights with a letter of approval from the Chief Pilot and at the captain’s discretion.
• From the Left Seat on PAX flights during training for a FAA check ride with the Chief Pilot, or a designated captain.
2. TYPE RATED:
• From the Left Seat on D/H or PAX flights with a letter of approval from the Chief Pilot and at the captain’s discretion.
A first officer will not make an approach and landing when the captain has less than 100 hours of PIC time in the aircraft being flown.
It is the captain’s prerogative to make the approach and landing during inclement weather or adverse runway conditions.
3.6.11 Windshear
In the event the windshear warning system is activated during an approach, the flight crew will immediately execute a windshear recovery procedure and go-around.
A go-around is not required if there is no convective activity in the area and the crew has briefed that based on weather and aircraft performance.
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3.6.12 Landing Runway Requirements
Company aircraft will not land on runways shorter than that required under FAR 121.195, which states that - "a landing that would allow a full stop at the intended destination airport within 60% of the effective length of the runway."
• LANDING DISTANCE is defined as the distance from a height of 50', at VREF, with flaps at 45 degrees, to a full stop on a dry runway.
• FACTORED LANDING DISTANCE is defined as the distance computed when an AFM / QRH factor for inoperative systems or contaminated runways is applied to the Landing Distance.
• RUNWAY is defined as the runway required when the Landing Distance does not exceed 60% of the runway available and 40% is still remaining.
When computing runway requirements refer to the AFM / QRH contaminated runway factors. When using the AFM / QRH contaminated runway data, they will be applied to the Actual Landing Distance.
3.6.13 Landing
The Landing Checklist will be read aloud by the PNF. The PF will follow its progress and will respond to the underlined items.
Landing rollout callouts by the PNF will be as follows (as applicable):
• Ground spoilers deployed;
• Thrust reversers unlocked;
• Thrust reversers deployed; and,
• Thrust reverse refusal speed (usually 60 kts).
Thrust reversers will be stowed at refusal speed or remain deployed at the power setting recommended in the AFM (usually idle power).
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3.7 After Landing / Securing Aircraft
3.7.1 Taxi to Parking
After clearing the runway, the aircraft will not proceed to parking until taxi clearance is received from ATC. The taxi clearance will be read back completely, including the aircraft registration number.
• The After Landing Checklist will be called for by the pilot taxing and read aloud by the pilot in the right seat during taxi to parking. The pilot in the left seat will follow its progress.
3.7.2 Parking FDR/CVR record
The Engine Shutdown Checklist will be called for by the pilot taxing and completed once the aircraft is parked.
The crew, when applicable, will adhere to the aircraft AFM procedures to retain FDR/CVR event recordings.
3.7.3 Deplaning Passengers
The passengers may be deplaned once the engines have been shut down.
It is the captain’s responsibility to ensure that the passengers deplane in a manner that is safe and convenient.
In unfamiliar or potentially hazardous areas, the passengers will be escorted by a crewmember.
The captain will ensure that the passenger’s ground transportation requirements have been met.
The captain shall ensure scheduling has been notified of their arrival time and check for any changes to the schedule.
3.7.4 Turn Around Checklist
If the aircraft is to continue on another flight, the Turn Around Checklist will be completed after deplaning of the passengers is completed.
3.7.5 Aircraft Securing
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It is the responsibility of the captain to ensure that the Aircraft Secure Checklist has been accomplished.
See Section 6 - SECURITY for procedures regarding aircraft security.
3.8 Operations in RVSM, RNAV/RNP and International Airspace
3.8.1 Area Navigation System Operation (FMS / LNAV)
Guidelines for the use of Area Navigation Systems (FMS / LNAV):
• Pilots should maintain proficiency in programming and operating their aircraft’s area navigation system. Initial and recurrent training will include use of FMS / GPS for all phases of flight.
• In the event of a discrepancy between a charted airway or procedure and the FMS database, the chart is the final authority. It is the responsibility of the crew to ensure the FMS guidance conforms to the chart.
• When operating in non-radar environments the aircraft must remain on published routes. Approaches must begin at the IAF and include the full procedure. Enroute operations that require operation off of published routes will be at or above the MEA, MOCA, or MSA altitude until established on a published segment of an approach.
• Appropriate charts will be out and opened for departures (SIDS), arrivals (STARS) and approaches. During enroute phase of flight, supporting charts should be readily available.
• FMS bearing and distance between each leg on the FMS CDU should be verified by crosscheck of the charted or computer flight plan. This is especially important during oceanic crossing. Due to differences in magnetic variation models, small differences in magnetic courses are acceptable.
• Both pilots should not become involved with FMS tasks simultaneously. (No - two heads down at the same time)
• Prior to engaging LNAV or VNAV both pilots should have a clear understanding of the lateral and vertical paths constructed by the FMS.
• The EFIS Map Display on the MFD should have the active waypoint visible in order to provide effective position awareness.
When ATC issues close-in changes to route or runway, radio / raw data should be tuned and displayed first. Reprogramming of the FMS should not be attempted unless it can be accomplished in accordance with department policies on waypoint entry, review and confirmation.
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3.8.2 Automation Policies
1. General:
• Automation is provided to enhance safety, reduce pilot workload and improve operational capabilities.
• Automation should be used at the most appropriate level.
• The selected level of automation should permit pilots to distribute workload comfortably and enhance situational awareness
2. Guidelines for the use of automation:
• The PF has direct responsibility for the flight path of the aircraft. This responsibility cannot be delegated to an automatic system.
• Any autopilot system not operating as expected should be disengaged
• If the crew begins to feel rushed or overloaded by programming tasks, a lower level of automation should be selected.
• Mode selections are made by the PF, if the autopilot is engaged, or by the PNF at his/her specific direction. If the PF is flying manually, the PNF may perform the mode selection and other settings at the direction of the PF.
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3.8.3 Vertical Navigation System Operation (FMS / VNAV)
1. Guidelines for the ENROUTE use of Vertical Navigation Systems (VNAV):
• Whenever VNAV is selected for an altitude restriction over a fix the PF will make a verbal call that VNAV has been “Selected” and ensure that the FMS has been properly programmed and the Altitude Selector is set for the crossing restriction.
o VNAV will never descend the aircraft below the enroute altitude set in the Altitude Selector even if programmed to do so in the FMS.
• When the VNAV becomes Active the PF will make a verbal call that the VNAV is “Active.”
2. Guidelines for the TERMINAL use of Vertical Navigation Systems (VNAV)
• Non-precision approaches maybe flown using VNAV for vertical guidance if the VNAV Database or FMS programming provides a useable vertical path.
• The Altitude Selector will be set to the MDA for the approach. In the event of a missed approach the Altitude Selector MUST BE RESET to the altitude shown on the missed approach procedure.
• If not visual at MDA a missed approach climb will be started immediately and FMS guidance for the missed approach will be selected, consistent with the policy of prior review of the FMS programmed procedure, which must agree with the charted procedure.
3. VNAV Limitations: (aircraft specific)
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3.8.4 RVSM Procedures (Domestic and International)
RVSM Flight Planning
Prior to commencing a flight planned for RVSM airspace, it is the responsibility of the captain to:
• Ensure required authorizations, all domestic and/or international NOTAMS, Track Messages (as applicable) and information pertinent to RVSM airspace is reviewed and a copy is available in the cockpit.
• Review reported and forecast weather conditions on the route of flight that may affect RVSM operations.
• International flights - ensure the ICAO flight plan is correct and that block 10, Equipment designation box, is annotated with the letter “W” and “X” to indicate RVSM and MNPS approval if required.
3.8.5 RVSM Preflight Procedures
Aircraft Maintenance Log Book
The PIC should review deferred discrepancies with particular attention to height keeping equipment and ensure that the aircraft maintenance status is in accordance with MEL requirements for RVSM operation.
Checklist – Incorporation of RVSM Data
Normal Aircraft Checklist:
• The Originating Preflight Checklist will include the RVSM ground altimeter check, which will be recorded daily in the aircraft logbook to document RVSM performance.
• The Cruise Checklist will include the RVSM airborne altimeter check, which will be recorded daily in the aircraft logbook to document RVSM performance.
International Checklist
The International Checklist will include reminders for RVSM LOA, Aircraft Preflight, Ground and Airborne Altimeter checks.
External Preflight Inspection
During the external preflight inspection, the crew should pay particular attention to the condition of the static sources and the condition of the aircraft skin in the vicinity of any component that affects the altimetry system. (aircraft specific)
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Cockpit Preflight Checks
During the cockpit preflight checks, both altimeters should be set to the local altimeter and at airport elevation the difference between the altimeter readings must not exceed 75’.
During this ground altimeter check the actual readings from each altimeter should be recorded.
During the cockpit preflight checks, the equipment required for flight in RVSM airspace must be operational and any indications of a malfunction resolved.
3.8.6 RVSM Enroute Procedures
1. PRIOR to entering RVSM airspace the following must be operational:
• Two primary altitude measurement systems
• Two air data computers
• One altitude reporting system
• One automatic altitude control system
• One altitude alerting system
• Two fully operational long range navigation systems
Should any of these systems fail prior to entering or while in RVSM airspace ATC should be notified immediately. Also see the RVSM Contingency Procedures of this manual.
2. Recommended Operating Practices
• The maximum operating speed when in RVSM airspace
(aircraft specific)
• The active transponder will be selected to the altimetry system being used to control the aircraft.
• The AFCS system should be engaged during climb, level off (altitude capture) and level cruise, except when circumstances such as the need to retrim the aircraft or during turbulence.
• TCAS should be operated in the TA/RA mode and set to NORMAL during operations in RVSM airspace and transition areas.
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• During transition between levels, the altitude pre-select should be verified and a callout made by the pilot flying 1000’ prior to reaching the assigned as per company SOP.
• Climb and descent rates should be limited to 1000 FPM within 1000’ of level off altitudes and when within 5 NM and 2000’ of other aircraft. (when near other aircraft this minimizes the generation of TA’s and RA’s)
• When passing the Transition Altitude emphasis should be placed on properly setting the barometric sub-scale to 29.92 in (1013 hPa) and in rechecking for the proper altimeter setting when reaching the cleared flight level.
• During transition between levels, the aircraft should not be allowed to over shoot or under shoot the cleared flight level by more than 150’.
• In level cruise it is essential that the aircraft be flown at the cleared flight level. This requires that particular care is taken to ensure that ATC clearances are fully understood and followed. Except in contingency or emergency situations, the aircraft should not intentionally depart the cleared flight level without a positive clearance from ATC.
3. Mandatory Recording of RVSM Performance
The following mandatory records will be kept during flight within RVSM airspace:
• A ground altimeter check of the primary and secondary altimeters will be made prior to takeoff and recorded in the RVSM Flight Master Document Pre-Takeoff / Ground data field. o The difference between the altimeters must not exceed 75’
• An airborne altimeter check of the primary and secondary altimeters will be made prior to entering RVSM airspace and recorded in the RVSM Flight Master Document data field “Airborne / prior to Oceanic” o The difference between the altimeters must not exceed 200’
• Waypoint altimeter check made at each flight plan waypoint, but not to exceed one hour intervals, of the primary and secondary altimeters will be made and recorded in the RVSM Flight Master Document data field “Capt. Altimeter and F/O Altimeter” under each waypoint. o The difference between the altimeters must not exceed 200’
• International flights - At the completion of the flight the RVSM Flight Master Document will be saved and filed by the captain
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3.8.7. RVSM Contingency Procedures
1. General
Report to ATC, as soon as practical, any contingency that may affect ability to comply with the RVSM clearance. Examples are: severe turbulence, loss of thrust, loss of pressurization etc.
After advising ATC, attempt to get a revised clearance.
If at any time it is not possible to notify ATC that a problem has occurred, comply as accurately as possible with the specified contingency procedures.
• Broadcast your position, flight level, condition, and intentions a common area frequency (123.45) and on Guard (121.5) if necessary.
• Make maximum use of aircraft lighting.
• Monitor TCAS and watch for conflicting traffic.
The crew should refer to the Atlantic Orientation Chart, “Special Procedures” section for in-flight contingencies in MNPS / RVSM airspace.
2. Equipment Failures
The following equipment failures must be reported to ATC as soon as practical:
• Loss of thrust necessitating descent
• Loss of an altimeter system
• Failure of all automatic altitude control systems
• Failure of any other equipment that could affect the ability of the aircraft to maintain the RVSM clearance.
3. Aircraft Able to Maintain Level Flight
If the aircraft IS ABLE to maintain the Cleared Flight Level, but must leave its cleared track, then proceed as follows:
• The aircraft should leave its assigned route or track by turning 90 degrees to the left or right whenever possible.
The direction of turn should be determined by:
o The direction of planned alternate airport;
o Turn away from organized route or track system or known traffic;
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o Terrain clearance
• Acquire and maintain an offset track that is separated laterally by 15 NM from the original route or track.
• Climb or Descend:
o If above FL410 – climb or descend 1000 ft.
o If at FL410 - descend 500 ft.
o If below FL410 - climb or descend 500 ft.
4. Aircraft Unable to Maintain Altitude
If the aircraft is NOT ABLE to maintain the Cleared Flight Level
• Minimize the descent rate to the extent that is operationally feasible.
• Follow the route or track offset procedures listed in “3”, above.
• Descend to a flight level that differs from those in use by 500’.
5. WAKE TURBULENCE PROCEDURES
When flying WITHIN NAT MNPS AIRSPACE (but not in adjacent domestic RVSM transition areas) the pilot may offset laterally from the cleared track by up to a maximum of 2 NM (upwind) in order to alleviate the effects of wake turbulence. The aircraft should return to the cleared track as soon as the situation allows.
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3.8.8 RVSM Post-Flight Procedures and Record Keeping
1. Aircraft Flight Log Discrepancy Write-Ups
• Upon arrival at the intended or alternate destination, the pilot will make a clear, concise logbook write up of all defects in height keeping aircraft systems.
• The pilot should note the following:
1. Primary and secondary altimeter readings
2. Altitude Pre-selector setting
3. Barometric subscale setting on primary and secondary altimeters
4. Autopilot used to control the aircraft and any difference when the alternate system was selected
5. Transponder selected to provide altitude information to ATC and any differences in reporting altitude if the alternate transponder is selected.
2. RVSM Flight International Master Document
Upon arrival back at home base, the RVSM Flight Master Document, which contains the height keeping record, will be saved and stored in the appropriate file in the flight planning area to document RVSM performance.
3. RVSM FAA Reports
Incidents of height keeping errors will be reported to the company FAA POI and PMI at the FAA FSDO within 72 business hours with initial analysis of causal factors and corrective measures taken to prevent further events. The report will be sent by telephone (or voice mail) and email. The requirement for follow-up reports or information will be determined by the FAA / FSDO.
Height Keeping Errors which must be reported are:
• Total Vertical Error (TVE) equal to or greater than +/- 300 feet - The difference between the actual pressure altitude flown by the aircraft and the Cleared Flight Level.
• Altimetry System Error (ASE) equal to or greater than +/- 245 feet - The difference between the primary and secondary altimeters displayed to the crew.
• Assigned Altitude Deviation (AAD) equal to or greater than +/- 300 feet - The difference between the actual pressure altitude flown by the aircraft and the transponder Mode C altitude.