Contact CPO immediately (5); SOC (5)
- Safety Violations
- Unscheduled Landings
- Aborted T/Os
- Deviations from Normal Procedures
- Inability of a flight crewmember to perform Normal Duties
- Incidents and Accidents (Notify SOC)
- Delay Greater than 15 Minutes (Notify SOC)
- Flight that encounters severe weather that could affect other XOJET aircraft (Notify SOC)
- Significant deviation from the planned route (Notify SOC)
- Other information relating to the safety of flight (Notify SOC)
Level 3 Release (4)
- International Flights
- Class II Nav
- Contaminated Runways
- Special Airports
Requires ODO approval or crew self release
Level 4 Release (9)
- Part 91 Operations
- Destination Airport Analysis Program (DAAP)
- Ferry flights
- Maintenance check flights
- Maintenance confidence flights
- Supplemental oxygen
- Braking action medium to poor (RCAM 2)
- Crew Self Evaluation is Red (if additional rest was not adequate)
- High Speed Taxi (is required from MX)
Requires DO, Chief Pilot, or ODO approval
What is Operational Control?
Operational Control is the ability to initiate, conduct, or terminate a flight. The Director of Operations (DO) has ultimate responsibility for operational control. He may delegate functions to other personnel but retains the overall responsibility at all times.
Who can perform Operational Control? (6)
- Director of Operations (DO) or designee
- Chief Pilot (CP)
- Director of Maintenance (DOM)
- Assistant Chief Pilot (ACP)
- Flight Operations Manager (FOM)
- Operations Duty Officer (ODO)
- Captain
Accident or Incident Procedures (4)
- Communicate 1st to emergency services and then to the SOC.
- Preserve any aircraft wreckage, cargo, and mail aboard the aircraft.
- Preserve all records, including all recording mediums of flight, maintenance, and voice recorders, pertaining to the operation of the aircraft
- Not stand relieved unless for medical reasons until the NTSB or FAA takes custody.
Operations Suspended (8) (GOM 6.2.11)
a) Braking Action Reports of Nil or Poor (Refer to Chapter 10: “Specific Company Requirement (SCR) 06 Meteorology and Ground Deicing”
b) Freezing rain or drizzle
c) Severe turbulence
d) Severe icing
e) Winds 50 kts or greater
f) Crosswinds beyond the manufacturer’s demonstrated component
g) Greater than 10kt tailwind
h) Deemed unsafe
Procedures Not Authorized (8)(GOM 6.2.12)
Procedures not authorized include, but are not limited to:
- Special VFR clearances
- Contact approaches
- VFR or IFR On Top Clearances (does not include climb/descend in VFR conditions) (Ops Specs C077)
- VFR Over-the-Top
- RNP approaches
- Use of standard weights
- Carriage of HAZMAT
- Power-plant reversing for rearward taxi
INOP EFB Procedures
- One EFB may be inoperative provided:
a) Help Desk has an open ticket
b) The crew has a second set of current terminal charts for each airport of intended use and their alternate. - Both EFBs may be inoperative provided:
a) Help Desk has an open ticket
b) One portable computer with PDF reader is available to the flight crew in the cockpit.
c) The crew receives the required electronic (PDF) documents as outlined in the GOM.
d) The crew has one (1) set of current PRINTED terminal charts for each airport of intended use and their alternate. The enroute chart may be printed or PDF.
VFR Departures (GOM 6.3.2)
At airports without an ATC facility, and it is not otherwise possible for the crew to obtain an IFR clearance, the flight may depart under VFR provided:
- Be operating on a company flight plan.
- Depart and climb under VFR to the point of the initial clearance.
- Both the Captain and Co-Pilot must be familiar with the airport and the surrounding obstacles to identify, avoid and maneuver safely.
- Runway Analysis or an ODP which assures obstacle clearance is required at night and/or when the weather conditions at the time of takeoff may not allow sufficient visual conditions to identify, avoid and maneuver safely.
- Obtain a clearance as soon as practical after takeoff, but under no circumstances farther than 50 NM from the airport.
- A published Common Traffic Advisory Frequency (CTAF).
- Facilities and services to conduct a VFR flight safely
VFR Arrivals (GOM 6.3.3)
At airports without an ATC facility, the flight may cancel its clearance and proceed under VFR provided:
- Be operating on a company flight plan.
- The flight is operated within 10nm of destination airport OR visual reference with the landing surface is established and maintained throughout approach and landing.
- Both the Captain and Co-Pilot must be familiar with the airport and the surrounding obstacles to identify, avoid and maneuver safely.
- An Instrument Approach Procedure (IAP) is required to be executed when the crew does not have absolute assurance of obstacle clearance at night and/or when the weather conditions might not allow excellent visual conditions.
- Canceling IFR and landing under VFR at night into Special Airports is not authorized.
- Night arrivals into mountainous VFR only airports are not authorized.
- Night arrivals require a VASI/PAPI or glide slope system be operative and used.
- ATC radar advisories are used when available and the aircraft remains in controlled airspace as long as feasible.
- A published Common Traffic Advisory Frequency (CTAF).
- Uncontrolled Airports: Be in direct communication with an air/ground communication facility
IFR Visual Approaches (GOM 6.4.9)
Visual Approach and Charted Visual Approach
- Is inside B, C, D airspace, is within 35sm from the destination in class E airspace, or the airspace beneath the designated transition area.
- IFR airport.
- Under the control of an ATC facility.
- Maintains under VFR arrival requirements IAW this chapter.
- Both the Captain and Co-Pilot must be familiar with the airport and the surrounding obstacles to identify, avoid and maneuver safely.
- Non Charted
a) Maintains visual contact with the airport or traffic following assigned by ATC.
b) Visual approaches at night into Special Airports are not authorized. - Charted
a) Comply with its limitations and maintain visual contact with the charted landmark(s).
b) Charted visual approaches at night into Special Airports are authorized. - An Instrument Approach Procedure (IAP) is required when the crew does not have absolute assurance of obstacle clearance at night and/or when the weather conditions might not allow excellent visual conditions. Night Visual Approaches require a VASI/PAPI or glide slope system to be operative and used.
- Night visual approaches require a VASI/PAPI or GS system be operative and used.
Captain cannot delegate responsibility for…. (5)
- Command of the mission
- Signing for the aircraft
- Operational Control
- ISC/GSC
- Responsibility of Safety
Tankering Fuel (GOM 6.6.2)
- The definition of tankering fuel is any aircraft weight that does not allow one to have 1.92 (wet numbers) for the planned arrival runway or fuel amounts greater than required (burn + reserve + alternate + required holding) plus 2000 lbs, whichever is more restrictive.
- The Captain will not tanker fuel into or out of:
a) Mountainous Airports
b) Wet or contaminated runways
c) Short field runway
d) Any time DAAP is used
e) If unable to make wet numbers on the landing runway
Destination Alternate (GOM 6.8.2)
Destination alternate is required if the weather from one hour before until one hour after the Estimated Time of Arrival (ETA) is forecast to be less than:
- Ceilings, 1,500 feet above the lowest circling Minimum Descent Altitude (MDA); or
- If a circling approach is not authorized, then ceilings, 1,500 feet above the lowest published minimum or 2,000 feet above airport elevation, whichever is higher; and
- Three miles visibility, or two miles more than the lowest applicable visibility minimums, whichever is greater.
Eligible Alternate Airports (GOM 6.8.3)
- Check the approach charts to ensure that the airport is eligible for use as an alternate.
- Airports with GPS only require:
a) RAIM check during preflight
b) Destination airport is flown without reliance on GPS - Verify alternate meets all destination performance and operational requirements.
- The alternate must have an approved reporting facility
- The weather reports or forecasts must indicate that weather conditions will be at or above authorized alternate landing minimums and wind limits for that airport at the ETA
- Once the flight becomes airborne and the weather at the destination airport deteriorates below landing minimums, the flight may continue towards the destination as long as the weather at an alternate listed on the flight plan is at or above alternate derived minimums.
Standard Alternate Derived Minimums (GOM 6.8.4)
a) At ETA, airports with one navigational facility providing a suitable straight in (or circle) non-precision approach procedure, or a straight-in precision approach procedure.
• A ceiling derived by adding 400 feet to the DH/MDH (as applicable).
• A visibility derived by adding 1 statute mile to the authorized Category I landing minimum.
b) At ETA, airports with two navigational facilities, each providing a straight-in nonprecision approach procedure, or a straight-in precision approach procedure, to different, suitable runways. Extended over water operations requires separate suitable runways, two separate pieces of pavement.
• A ceiling derived by adding 200 feet to the higher DH/MDH of the two approaches being used.
• A visibility derived by adding ½ statute mile to the higher authorized Category I landing minimum of the two approaches used.
• Visibility and ceiling corrections are separate items in determining the derived minimums.
Oxygen Rules and Planning (GOM 6.9.1)
Use of Oxygen, Pressurized Aircraft
a) With cabin pressure altitude above 10,000 feet MSL, the flight crew shall use oxygen continuously.
b) All aircraft have quick-donning masks for the flight crew.
c) Above FL250, one pilot will put on and use the oxygen mask if the other leaves the cockpit.
d) Above FL350, one pilot will use oxygen continuously for passenger and cargo flights.
e) At or above FL250, each occupant requires a ten minute supply of oxygen and a dispenser for use when a descent is necessary due to a loss of cabin pressurization, except the flight crew.
f) At 10,000 ft to 15,000 ft MSL oxygen to at least 10% of the occupants for a time period which exceeds 30min, except the flight crew.
g) Above 15,000 ft MSL, continuous oxygen to each occupant, except the flight crew.
RVSM (GOM 6.11.6)
• RVSM Required Equipment List 1. Two independent altitude measurement systems (ADC) 2. Auto pilot 3. Alt Alerting System 4. Alt reporting transponder • RVSM Tolerance: 1. Total Vertical Error +/- 300ft 2. Altimetry System Error +/- 245ft 3. Assigned Alt Deviation +/-300ft
Contaminated Runway (GOM 6.14.4)
a) A runway is considered to be contaminated when there is heavy precipitation in a combination of the forecast and/or reports one hour before or after ETA, or:
• Freezing rain of any intensity
• Snow, Snow Grains/Pellets, Ice Pellets or Hail of any intensity other than “light” with surface temperature below -2°C (28°F).
b) A contaminated runway exists where more than 25% of the runway length is covered by standing water or slush more than 1/8” or 3mm deep, or that has any accumulation of snow and ice. A runway must also be considered contaminated with less than 25% coverage if the contaminant is located prior to the midpoint of the runway.
LAHSO (GOM 6.18.1)
NOTE: The Captain may decline a LAHSO clearance at any time, for any reason.
a) The PF briefed LAHSO and contingency plans. In no case will a LAHSO clearance be accepted below 2,000 feet AGL.
b) Crew deems it safe
c) Available runway distance will accommodate the part 135 landing distance
d) Runway is dry
e) VMC
f) Visual or electronic vertical guidance is available
g) Wind shear has not been reported within the previous 20 minutes
h) Runway is properly marked for LAHSO
i) No tailwind
j) Aircraft landing on the intersecting runway is operated by an air carrier
k) Aircraft touches down within the first 3,000’ or first third of the landing surface (landing distance available)
l) For night operations, the field has FAA approved LAHSO lighting
Reporting Times (GOM 7.3.3)
Activity Standard domestic flights: 1 Hr
International / Class II NAV: 1.5 Hrs
Cold weather ops (-10°C/14°F) or significant snowfall: 2 Hrs A/C outside 1.5 Hrs in hangar
Aircraft released from scheduled maintenance: 1.5 Hrs, 2 Hrs heavy maintenance
Copilot IOE day one: 2 Hrs
Copilot IOE (after first day): 1.5 Hrs *or as advised by PIC
VVIP Trips: 2 Hrs *or as briefed
RED Trip: 1.5 Hrs
Scheduled airline travel: 1 Hr domestic / 1.5 Hrs international
Co-Pilot Limitations (GOM 7.8.2)
When Pilot Flying Under 100 hours PIC in type:
a) No less than standard takeoff minimums
b) No less than 1sm or 5000RVR for landings
c) The runway to be used does not have standing water, snow, slush or similar conditions that may adversely affect airplane performance
d) The braking action not reported to be less than good
e) No more than 15 knots crosswind component for the runway to be used
f) Windshear is reported in the vicinity of the airport
g) Level 3 Special Airports
h) Any other condition in which the Captain determines it to be prudent
Valid Identification (ID) (GOM 7.18.2)
- Option 1 - Current (not expired) government-issued photo ID
- Option 2 - Current (not expired) government-issued ID without photo and a second current (not expired) photo ID (non-government)
- Option 3 - A current (not expired) Company (XOJET only) photo ID
