Brown Western Aviation Cessna 414 Standard Operating Procedures

Title: STANDARD OPERATING PROCEDURES

Objective: To ensure that the flightcrew is competent in the performance of all

standardized profiles, including start, taxi, takeoff, climb, cruise, descent
approach, landing and after landing procedures.

Description:

Effective crew coordination is essential in routine operations to develop habit patterns

required to ensure safety. Standard call outs shall be used to maintain conformity among
all flight crewmembers. These procedures have been established to ensure that there is
never any doubt at any time about who is the pilot flying (PF) and who is the pilot monitoring
(PM) . The PM shall monitor and assist the PF by making call outs for each significant
transition point, event, or specified condition, and by performing actions requested by the
PF, and by responding in accordance with standard callouts. If the primary responsibility for
controlling the aircraft is transferred from one pilot to the other during flight, the procedure is
a standard call out: “Your Controls” followed by the acknowledgment “My Controls”
when positive transfer has occurred. The purpose of this standard procedure is to assure a
clear understanding of who is flying the aircraft.

Checklist Procedures:
The Challenge & Response method shall be used for running checklists with two-pilot
crews. The pilot flying shall call for the checklist. The PM shall read the checklist items. The
PF shall state the response. When checklist is completed, PM shall state “Checklist
Completed”.

Captains operating as a single pilot will use flow-pattern with checklist verification
for running checklists. The same checklist will be used for both two-pilot and single-
pilot operations to maintain consistency. These methods are established to ensure
that all actions required for a particular flight are properly performed and that no
items on the checklist are missed.

Flow & verification is designed to minimize head-down in the cockpit without lessening the
effectiveness of cockpit check procedures, and incorporate the following principles:
(a) The checklist shall be used to confirm the completion of a flow pattern, when
operating with a single-pilot Captain.
(b) The flow-pattern with checklist verification is designed so that the pilot will be looking
inside only for very short periods of time.
(c) The flow-pattern with checklist verification also minimizes the cockpit checking which
must be done at critical times and in a high workload environment.
(d) Operating procedures are arranged to enhance safety during critical phases of flight,
such as arrival and departure.

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Brown Western Aviation Cessna 414 Standard Operating Procedures

Stabilized Approach Concept. All approaches must be conducted in accordance with the
stabilized approach concept. In instrument weather conditions, a pilot must continuously
assess instrument information throughout an approach to properly maneuver the aircraft (or
monitor Autopilot performance) and to decide on the proper course of action at the decision
point (DH or MDA/MAP).

NOTE: The Cessna 414 has a split-flap system, which is designed for drag only. For
this reason the procedure is to keep the flaps up until the landing is assured. This
procedure permits minimum drag during maneuvering for approach procedures, and
permits operation of the autopilot during an approach.

Maintaining a stable speed, descent rate, vertical flight path, and aircraft configuration is a
procedure commonly referred to as the stabilized approach concept. A stabilized approach
is essential for safe operations. Configuration changes at low altitude should be limited to
those changes which can be easily accommodated without adversely affecting pilot
workload. A stabilized approach means that the aircraft must be in approach configuration,
must maintain the proper approach speed, and must be established on the proper flightpath
before descending below the following minimum stabilized approach altitudes:
500 feet above the airport elevation during VFR or visual approaches and during straight-in
instrument approaches in VFR weather conditions;
MDA or 500 feet above airport elevation, whichever is lower, if a circling maneuver is to be
conducted after completing an instrument approach;
1000 feet above the airport or touchdown zone elevation during any straight-in instrument
approach in instrument flight conditions;
1000 feet above the airport during contact approaches.
These conditions must be maintained throughout the approach for it to be considered a
stabilized approach.

If the aircraft approach is not stabilized: On Glideslope or Glidepath; On Speed;

Configured; Checklist Complete" by 500' then a mandatory go around is required.

Checklist Completion: For all approaches conducted in instrument conditions, the Before
Landing Checklist down to Flaps, must be completed before the aircraft passes 1000 feet
above the touchdown elevation. For approaches conducted in VFR conditions, all checklist
items must be completed before passing 500 above the touchdown zone elevation.

Standard call outs:

Standard call outs for basic IFR operations are established to ensure that the flightcrew
functions as a well-coordinated team and maintains the situational awareness necessary for
safe operation of the aircraft. The PM is assigned the responsibility for monitoring the flight
progress and for providing call outs to the PF for each significant transition point, event, or
failure condition. The following PM call outs are used as Standard Operating Procedures:
(a) During climb to assigned altitude, the PM calls out “one to go” when passing one
thousand feet above or below assigned altitude and/or “Altimeter Set L or R” through
18,000 feet (as a reminder to reset the altimeters).
(b) During cruise, the PM shall call out “altitude” when the aircraft altitude deviates by 100
feet or more from the assigned altitude.
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Brown Western Aviation Cessna 414 Standard Operating Procedures

(c) During descent from cruise altitude, the PM shall call out “Altimeter Set L or R” at
flight level 180 and “one to go” at 1000 feet above the assigned altitude.
(d) At 1000 feet above the runway the PM will call out “1000 feet” and check the
altimeter settings and instrument indications and to confirm the status of warning flags for
the flight and navigation instruments and other critical systems. During flight director or
coupled approaches, proper flight director and/or Autopilot mode engagement and lateral
and/or vertical navigational signal tracking is also confirmed.
(e) Rate of Descent call outs. If the flight altitude is less than 2000 feet above ground level
and when the rate of descent exceeds 1200 feet per minute the PM shall call “Sink Rate”.
(f) Altitude call outs. For approaches conducted in instrument conditions, the PM shall call
“200 above”, “100 above”, and “minimums” as appropriate. Either pilot shall call
“missed approach” if visual contact is lost with the runway at any time after reaching
minimums.
(g) Airspeed call out. The PM shall call “airspeed” at any point in the approach when the
airspeed is 5 knots below or 10 knots above the planned speed for the existing aircraft
configuration.
(h) Approach Profile call out. The PM shall call out if the aircraft deviates from the proper
approach profile during any portion of an instrument approach. Furthermore, the PM shall
call “localizer” “glideslope” or “glidepath” as appropriate if the localizer or glideslope
displacement exceeds one dot. For non-precision approaches, a call out shall be made if
the displacement exceeds one dot during the final approach segment.

½ dot below glideslope or gradient path approaching FAF gear down.

(i) Visual Cue call out. PM shall call when the visual cues required to continue the
approach by visual reference are acquired, such as "approach lights" or "runway in
sight". When the PM calls “runway in sight” the PF shall call “Going Visual.” This is an
instruction to the PM to begin monitoring glideslope and localizer course, while the PF
controls the aircraft with reference to the landing environment. In the event the landing
environment is lost after transitioning to visual, “missed approach” will be immediately
called out and executed.
(k) Missed Approach call out. The first person to recognize loosing the runway
environment calls “missed approach” THIS IS A NO-DISCUSSION CALL.
(l) Departure Briefing. (The pilot flying the leg will give the briefing.)
Captain:
"In the event of a rejected takeoff, I will stop the aircraft and you notify tower or traffic (as
applicable). For a normal takeoff the first heading is ___ and the first altitude is ____. In the
event of an emergency return, we will use runway ___." (other detail may be added as
appropriate)
F/O:
"In the event of a rejected takeoff, you stop the aircraft and I will notify the tower (if
applicable). For a normal takeoff the first heading is ___ and the first altitude is ____. In the
event of an emergency return, we will use runway ___." (other detail may be added as
appropriate)

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Brown Western Aviation Cessna 414 Standard Operating Procedures

Starting, Taxiing, Takeoffs and Landings:

The captain will always perform the engine start and shutdown sequences, with the F/O
assisting by clearing the area before starting, and monitoring engine instruments after
starting. During the F/O’s flight leg, the F/O should taxi, takeoff, and land, with the captain
assisting as necessary.

Use of Autopilot by F/O:

F/O’s should use the Autopilot whenever necessary, by coordinating with the captain for
mode selection on the altitude selector-alerter (ASA), and for disconnection.

Use of Lights:
Anti-collision lights shall be turned on prior to entering the runway, and shall remain on
except while operating in IMC where flashing lights can be a distraction to the flight crew.
Landing lights shall be turned on prior to landing at night. Recognition lights, if installed,
shall be turned on when entering the runway for takeoff, and during approach when making
the first call on CTAF or tower. The taxi light shall be turned on during taxi, with the only
exception being on ramps or in the vicinity of personnel sensitive to bright lights, such as
during nighttime operations near people who may be adjusting to the nighttime
environment.

Areas of Control:
The captain is responsible for operating all controls, switches, buttons or levers located on
the left side of the throttle quadrant. The F/O is responsible for operating all controls,
switches, buttons or levers located on the right side of the throttle quadrant, except for the
trim wheel. The avionics in the center panel may be operated by either crewmember.

Fuel Pumps:
Electric boost pumps shall be placed in the low position prior to takeoff and shall remain on
during all phases of flight. Electric boost pumps shall be returned to the off position after
landing and clearing the runway.

Landing Gear:
Upon achieving a positive rate of climb, as indicated on the VSI, the landing gear will be
retracted by the captain when the PM calls “Positive Rate.”

Flaps:
Flaps shall be extended by the F/O when the PF calls “Flaps 15”, “Flaps 30” or “Flaps
full.”

Approach and Missed Approach Preparation: Before executing any instrument approach
procedure, the PF shall brief the approach. The briefing shall include at least the approach
to be flown, navigation facility frequencies, the final approach course, the minimum safe
altitude (MSA), the minimum descent altitude (MDA) or decision height (DH), the controlling
minimums, the field elevation, and the missed approach procedure. Both pilots shall review
the approach procedure before the final approach fix.

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Brown Western Aviation Cessna 414 Standard Operating Procedures

Standard Cockpit Procedures and Flows:

The PM operates and sets the communications and navigation radios. The PF can either
set or request that certain receivers be set.

First Officer’s Cockpit Preparation Flow:

This flow starts on the right, moves forward, then to the left.
Window CHECK
Circuit Breaker Panel CHECK

Captain’s Cockpit Preparation Flow:

This flow starts on the floor, moves up the pedestal, and then to the left.
Emergency Crossfeed Shutoff OPEN
Fuel Selectors MAIN TANKS
Cowl Flaps OPEN
Yaw Damper OFF
Trim SET
Mixtures FULL RICH
Props HIGH RPM
Throttles Full Open for Cold Start Prime
Throttles ½” Open for Hot Start
Throttles Full Closed if Heat Soaked
Gear Switch DOWN
Air Conditioning Switch OFF
Dump Valves /Alternate Air IN
Parking Brake SET
Magneto Switches ON
Battery and Alternator Switches ON
Nav Lights ON
Fuel Quantity Gauges CHECK
Gear Position Lights CHECK
Circuit Breaker Panel CHECK
Prop and Blast Areas CLEAR

Engine Starting Procedure:

Boost Pumps:
If Cold Start:
Prime 1 second then reduce throttle to ½” open. Start engine, holding primer switch toward
that side while starting. When engine starts, release button and switch. Switch electric
pump off. Repeat for other engine.
If Hot Start:
Set Throttles ½” open and Start Engine. Switch electric pump on LOW, modulate throttle
for smooth operation. Switch electric pump off. Repeat for other engine.
If Heat Soaked:
Close throttles and mixtures. Switch electric pumps on HIGH for 1 minute.
After one minute, switch pumps to LOW, open throttle 1” start engine, and slowly advance
mixture until engine starts. Immediately retard throttle. Switch electric pump off. Repeat for
other engine.

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Oil Pressure 25 PSI within 30 Seconds

Engine Indicators CHECK

After Starting:
If Engines are Warm SET MIXTURE FOR TAXI
Air Conditioning or Heating ON AS REQUIRED
Avionics Power ON
Audio Panel SET
Altimeters (ASA, ALT, GX50) SET
Lights AS REQUIRED

First Officer:
Altimeters SET
Monitor Ramp Environment

PM:
ATIS/ASOS/AWOS/ UNICOM Listen
The #1 Nav/Comm is used for CTAF, Tower, Ground, Approach, and Center.
The #2 Nav/Comm is used for ATIS/ASOS/AWOS/UNICOM, FSS, and Clearance.

Taxi-Out Techniques:
Prior to or during taxi, the captain shall set the heading bug to the runway heading, and set
the ASA to the initial altitude. (After lining up on the runway, the captain will reset the
heading bug on the HSI to the departure heading.) Release parking brake, smoothly
increase power to the minimum required for the airplane to roll forward, and reduce power
to idle. When clear of congested areas, continue using minimum power for taxi. Always
close throttles completely prior to applying brakes. Good taxi technique requires an
awareness of the proximity of obstacles, the possibility of thrust causing damage or kicking
up dust into hangars, and consideration for avoiding moving the props over standing water.
Make all turns with as large a radius as possible. After completing a turn and before
stopping, return the nosewheel to center, and roll forward enough to allow it to center,
releiving tire and structual twisting stresses. At idle power, the airplane may accelerate to a
higher taxi speed than desired. Do not ride the brakes to prevent high taxi speed. Allow the
airplane to accelerate, then brake smoothly to a slow taxi speed, release the brakes
smoothly and repeat the sequence. Intermittent brake usage allows the brakes to cool
between brake applications.

PF during Taxi:
Check Flight Controls.

PM during Taxi:
Sets GPS for departure, enroute and destination and sets Nav/Comm for departure.
Verifies waypoints, airways, altitudes and frequencies with PF.

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Captain during Runup:

Set the parking brake, check engine instruments, set power to 1500, Exercise props: Set
power to 1700, check mags, check suction, check electrical, check annunciators.

F/O during Runup:

Verify that all checklist items are completed.

Below the Line:

The PF calls “below the line” when cleared for takeoff, or when ready to taxi on to the
runway at an uncontrolled field. This call refers to the items on the checklist located below
the “Cleared For Takeoff” line items. The F/O sets the transponder to ALT, verifies the flaps
are up, and the trim set for takeoff, then verifies the captain’s items are all completed. The
Captain verifies the F/O items are properly set and checks the air conditioner is off or
circulate, electric pumps set to LOW and lights are on for takeoff.

Line-up Check:
After lining up on the runway, the captain will set the heading bug on the HSI to the
departure heading. The F/O will set the DG to the runway heading.

Takeoff Technique:

For F/O departures:

The F/O will advance the throttles to full power, call “Set Power”, and then release the
throttles. The captain will take control of the throttles and fine tune the power controls as
needed. When the captain calls “positive rate” the F/O then calls “Gear Up” and the
Captain will release the throttles to raise the gear while the F/O returns hands back on the
throttles until after the first power reduction. Either pilot can call "Abort" but only the
Captain will close the throttles and stop the aircraft.

For all departures:

A rolling takeoff is recommended. After setting power, the PM will check the engine
instruments, and continue to monitor engine instruments and annunicator during the takeoff
roll. The PM calls “Power Normal” or “Abort” if necessary. The PM calls “80 knots,” and
“Positive Rates,” while continuing to monitor both altimeters, engine instruments and
annunciators. The PF should apply elevator pressure as the airplane continues to
accelerate past 80 knots. Elevator pressure should be sufficient to bring the airplane into
ground-effect for faster acceleration. The PF shall leave ground-effect at blue-line and climb
at blue-line to 1000 AGL. The PF will apply the brakes momentarily prior to retracting the
gear. After 1000 AGL the PF will accelerate to 130 knots climb speed.

The PF calls for the After Takeoff Check when climbing past 1000 AGL.

Fuel Crossfeed:
During fuel crossfeeding, place the RAM Card (or equivalent side card) on the throttle
quadrant as a reminder that crossfeeding is in progress. Remove the card when crossfeed
is complete. The throttle quadrant shall be kept clear, except during crossfeeding.

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Brown Western Aviation Cessna 414 Standard Operating Procedures

STANDARD CALL OUTS

Condition / Location Pilot Monitoring Call Out
Engine During Engine Start “oil pressure”
Starting
During Takeoff “power normal” or “abort”
“80 Kts”
Positive Rate After “positive rate”
Takeoff or during
Missed Approach
Anytime Airspeed 5 knots or “airspeed”
more below target
airspeed
Altitude 200 feet above “altitude”
or below target
Climb 1000 ft below assigned “one to go”
altitude
Climb/ Approaching Transition “altimeters set”
Descent Altitude/Flight Level
Descent 1000 ft above assigned “one to go”
altitude
VSI exceeds 1200 feet “sink rate”
per minute
Approach First Positive Inward “localizer alive”
motion of localizer
needle
First Positive motion of “glideslope alive”
glideslope needle
1000 above the runway “1000 feet, instruments normal”
If more that one dot from “glideslope”
GS
If more that one dot from “localizer”
Localizer
Visual Descent Point “VDP”
200’ above minimums “200’ above”
100’ above minimums “100’ above”
Reaching Decision “minimums” or “approach/lights”
Height, Minimum or “runway in sight” or “no runway”
Descent Altitude, or
Missed Approach Point
Loosing Runway “missed approach”
Environment
Transfer of Pilot flying “Your Controls” followed by
Controls pilot monitoring acknowledgment “My Controls”

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