Elite Air Taxi Flight Standard Operating Procedures (FSOP) Version 1.3 13 January 2017 NOT FOR REAL WORLD USE 2017 Elite Air Taxi Virtual Airline, www.flyelite.net, elite.gm@flyelite.net, All Rights Reserved
Table of Contents 1. General.... 2 2. Applicability.... 2 3. Key Words Defined... 2 4. Deviations and Waivers.... 2 5. Requesting and Bidding Flights... 3 6. Authorized Operations... 6 7. Crew Rest... 7 8. Preflight... 7 9. Departures... 9 10. Enroute... 10 11. Arrival.... 11 1 P a g e
1. General. These Flight Standard Operating Procedures (FSOPs) provide the crew with information they need in order to efficiently operate Elite Air Taxi's aircraft and use the Central Management Software to bid flights and submit reports. The FSOP is a generic document covering all aircraft and operations Elite performs. When procedures in accordance with: Federal Aviation Regulations (FARs), International Civil Aviation Organization (ICAO), country specific Aeronautical Information Publications (AIP), Aircraft Flight Manuals (AFM), Pilot Training Manuals (PTM), and VATSIM or IVAO rules and regulations differ with procedures in this FSOP, then use the procedure that provides the most conservative action. The most conservative action is the procedure that will provide the greatest safety of margin and may exceed the minimal acceptable level of performance but shall not exceed the maximum acceptable level of performance. 2. Applicability. This FSOP applies to aircrew, support and managers involved with flight operations in pursuit of Elite Air Taxi SPECOPS. 3. Key Words Defined Will and Shall indicate a mandatory requirement or procedure. Should or Normally indicates a preferred, but not mandatory, method of accomplishment. May indicates an acceptable or suggested means of accomplishment. NOTE: indicates an operating procedure, technique, ect., which is considered essential to emphasize. 4. Deviations and Waivers. Do not deviate from the procedures in this FSOP except when the situation demands immediate action to ensure safety. The Captain (PIC) is vested with ultimate authority and responsibility for course-of-action taken. a. Deviations. Captains will report deviations or exceptions taken without a wavier through their Fleet Captain to the Chief Pilot within 24 hours. If the flight was performed Off-Line a note in the PIREP is all that is required. If the flight was performed on the VATSIM or IVAO networks an e-mail is required stating the nature of the deviation, the time, date and location when the deviation happened, and if the deviation required declaring an emergency or caused an disruption to the VATSIM or IVAO. (A disruption is defined as any action taken by ATC that is beyond normal flow and separation.) If the deviation caused a warning, suspension or expulsion from the VATSIM or IVAO networks then copies of written correspondence between the pilot and VATSIM or IVAO is requested. b. Waivers. Unless otherwise stated, waiver authority for contents of this FSOP is the Chief Pilot. Forward waiver request through your Fleet Captain stating the page, paragraph and nature of the waiver request and why the waiver is necessary. Waivers are not necessary to meet provisions of section 1. General. 2 P a g e
5. Requesting and Bidding Flights Flights may be requested and bided using either the online CMS at www.flyelite.net or through the SmartCARs ACARS system. a. Through the Dispatch Office at www.flyelite.net there are three options for biding flights. The crewmember can select a flight from a list of available flights pulled from Flightaware (Real World Flights), Charter contracts or have Operations assign Random contracts. 3 P a g e
b. To bid a charter flight, select Charter contracts to view the list of charters flights that have been booked with Elite Air Taxi. Once the crewmember has found a charter the crew is interested in select Details to view the information on the flight then click the FLY NOW button to bid the flight. The list of charters available will be based on categories of aircraft the pilot is authorized to fly. c. The other option is to have Operations search for random contracts. To do this select Random contracts and list of available contracts will appear with the time remaining on the contract to bid on it. A current list of available jobs is on the left and you can bid on any of the available flights using any aircraft you are qualified to fly. It is the Captain s responsibility to ensure the aircraft selected is capable of meeting the load and range requirements. The crew can also ask operations to search for contracts that meet a specific departure airport requirement and then e-mail the crew when they find contracts meeting that 4 P a g e
requirement. Operations will find up to eight contracts with a flight range between 200 to 1000nm. It can take up to five minutes for Operations to search for contract so please be patient. d. When creating flights using random contracts or create a new charter take into consideration the rules of cabatoge. Cabotage is the transport of goods or passengers between two places in the same country by a transport operator from another country. In Elite Air Taxi's case we only have Cabotage rights in North America and Europe. In other areas of the world, we can deliver our passengers to an International Airport and a country specific operator must perform further transportation. Thus, we can fly from North America or Europe to any International Airport and deliver passengers or fly from any International Airport to North America or Europe. However, Elite cannot fly within or between to countries that where we do not have cabatoge rights. Within cabatoge, there is the rule of continued flights. If a flight begins and ends in a country where an operator has cabatoge rights then that operator may make technical stops as long as they do not pick up additional passengers. 5 P a g e
Examples: 1. A flight between the U.S. and Canada is authorized since both countries are in North America. 2. A Flight from Hawaii to Tokyo, Japan is authorized since Hawaii is a State of U.S. and for the rules of cabatoge part of North America. 3. A flight that begins and ends in North America with multiple stops in South America is authorized as a continuing flight. The technical stop can be up to 24 hours. 4. A flight from Japan to Australia is not authorized since Elite has no rights of cabatoge in either country. (Unless the flight is non-revenue, no paying passengers.) 5. A flight from Europe to Moscow is authorized, but a further leg from Moscow to Cairo is not authorized. Unless, operated like example 3 above in which the flight will eventually terminate in Europe, does not remain in any one country for more than 24 hours and adds no new passengers. The rules for cabatoge are extensive and complex, if there are questions then ask your Regional Manager prior to booking the flight. Occasionally, our random charters will sometimes book flights that do not meet these rules. These are special case flights in which an agent with cabatoge rights in that area has contracted Elite. e. The third method to bid flights is through the scheduled FLIGHT system http://www.flyelite.net/index.php/schedules. These flights are taken from a real world Part 135 Business Jet Company and represent various charters that have been flown. While in Elite s CMS system these flights appear as scheduled they are considered another vehicle for presenting flights Elite has been contracted to perform. These scheduled flights are also where Elite places training and event flights. f. Crewmembers may substitute aircraft assigned for a flight with an aircraft they qualified in as long as the aircraft substituted is in the same group of aircraft authorized for a particular rank. i.e. The Charters contracts assigns a flight to the Beech King Air 90 (B90L), the crewmember may substitute the BE20, BE30, B350, Cessna 441, PC12, TBM850 or Cessna F406 for the King Air 90. Since the Piston Aircraft are a separate group of aircraft the BE55, BE58, BE60 and C404 would not qualify as a substitute for the B90L. 6. Authorized Operations Pilots may only fly aircraft for which they have the minimum rank. Please see the pilot ranks section of our website at: http://www.flyelite.net/index.php/career 6 P a g e
Pilots are automatically promoted by the CMS when they earn enough seniority (flight hours) and may start flying the new group of aircraft authorized by their rank immediately. Pilots may also fly all aircraft grouped in the ranks below their current rank. 7. Crew Rest In accordance with FAR Part 117.5 crewmembers are required to be rested prior to performing any duties involving aircraft operations and Elite Air Taxi requires a minimum of 12 non-duty hours before reporting for a flight duty period (FDP). Rest period is free time and includes time for meals, transportation, and rest. This time must include an opportunity for at least 8 hours of uninterrupted sleep. Crew rest period cannot begin until after the completion of official duties. FDP limitations are per Part 117 table B. Elite crewmembers will not exceed 14 hours in any 24 hour period and must have a 12 hour rest period between FDPs. Cumulative limitations of Part 117.23 limits crewmembers to no more than 60 hours in 7 days (168 consecutive hours) 100 hours in 28 days (672 consecutive hours) and 1,000 hours in 365 days. Elite Air Taxi Virtual is a hobby and by using real world FDP and cumulative limitations of Part 117 it is intended that our members will enjoy flying for Elite at a steady pace and spend quality time in other endeavors. FDP and cumulative limitations are not waiverable. 8. Preflight a. Crewmembers shall plan missions to the maximum extent possible. Computer based Flight Planning (CFP) is acceptable, however the Captain will confirm all CFP calculations. All Elite Air Taxi flights should be conducted under Instrument Flight Rules (IFR) and under the control of Air Traffic Control (ATC.) Crewmembers shall obtain current and relevant information at all possible locations, including: i. Weather observations and forecasts ii. NOTAMs and Temporary Flight Restrictions 7 P a g e
iii. Instrument Approach Procedures, enroute charts to include appropriate navigational and plotting charts with current vertical obstructions iv. Fuel requirements In Accordance With (IAW) FAR Part 135.209 or 135.223 v. As applicable: RAIM, Space Based Augmentation System (SBAS) coverage and NOTAMs, and air traffic management Service Availability (e.g. Automatic Dependent Surveillance-Broadcast (ADS-B) services) b. Crewmembers will designate an alternate on all flights that comply with the weather requirements of FAR Part 135.221. Alternate airports must have a published and current Instrument Approach Procedure and the aircraft must have approved equipment to fly the approach. Weather minimums for ETA ± 1 hour will be no lower than alternate airport landing minimums (when published) or 400 feet above the minimums and visibility 1 mile greater the published minimums for the approach to be flown. For GPS based approaches, weather requirements above will be applied to LNAV MDA or Circling minimums. c. Remote airfield operations and destinations without an available alternate airport. Elite Air Taxi Operations Specifications do not authorize flights into locations when available alternate airport is not available. Part 135.223 (b) weather requirements will be used for the destination field when an alternate is not available. Ceilings will be at least 1,500 feet above the lowest published circling minimums, 1,500 feet above the lowest published minimums when circling is not published or not authorized, or 2,000 feet above airport elevation when an approved instrument approach is not published and visibility will be no less than 3 miles or 2 miles greater the lowest applicable visibility minimums for ETA ± 1 hour. d. Take-off minimums. Take-offs are not authorized when ceiling and visibility are below the highest of: i. Take-off minimums as published in Instrument Approach Procedures or when take-off minimums are not published no lower than 1 mile for aircraft with two or less engines and ½ mile of aircraft with three or more engines. ii. The lowest ceiling and visibility for an Instrument Approach to the primary arrival runway. For GPS based approaches, weather requirements will be applied to LNAV MDA or Circling minimums. iii. When ceiling and visibility is above section 8. d. i. but less then section 8 d. ii. a departure alternate within 30 minutes may be selected that meets the provisions of section 8 b. e. Minimum runway. When take-off or landing performance data is available the runway must exceed the longest of: Accelerate Stop distance, Accelerate Go distance to 35 AGL or Landing Distance over a 50 obstacle. When Balanced Field Length is available the runway must be greater than computed Balanced Field Length. When runway is 8 P a g e
contaminated applicable take-off / landing distance factor shall be used. When the Airplane Flight Manual does not provide a Take-off landing distance factor use the following: For aircraft without performance data the minimum runway will be the take-off distance + the landing distance + 500. Add 10% to this minimum distance for every 1000 above Sea Level and every 10 Celsius above 15. i.e. Taking off from KAPA (5885 ) on a 30 day we would add 58% for altitude + 15% for the temperature = 73%. For take-off and landing distance any public website may be used, but preference should be given to using manufacture websites. 9. Departures a. Freezing Precipitation. Do not takeoff with ice, snow, frost, or other contamination adhering to the wings, control surfaces, propellers, engine inlets, or other critical surfaces of the aircraft. 9 P a g e
b. Takeoff Near Hazardous Weather. Do not takeoff where thunderstorms or other hazardous conditions are producing hail, strong winds, gust fronts, heavy rain, lightning, wind shear, or microbursts. c. Turns after Takeoff. Do not turn after a takeoff until at least 400 ft. above the Departure End of the Runway (DER) elevation, at a safe airspeed, and past the end of the runway (if visible) unless specifically cleared by the controlling agency, required by a published procedure, or when executing a closed pattern. d. Obstacle Climb Gradients. For multiengine aircraft, with one engine inoperative (OEI), ensure the aircraft can meet 200 ft/nm or the published climb gradient, whichever is higher, to the minimum IFR altitude. e. Manual flight. Crewmembers should maintain proficiency in manual flight and perform climbs to initial cleared altitudes without the use of autoflight systems. Under no circumstance shall autopilots be engaged below 500 AGL or AFM dictated minimums, whatever is higher. 10. Enroute a. Minimum Aircraft Altitude. Except when necessary for takeoff, landing, or when being vectored by ATC, do not fly lower than: i. On Airways, no lower than any published minimum for the airway. ii. Off Airways, no lower than: 1. The Off Route Obstacle Clearance Altitude (OROCA); 2. The Off Route Terrain Clearance Altitude (ORTCA); or, 3. An altitude that provides at least 1,000 ft. of clearance above all obstacles within 4 NMs of the course to be flown in non-mountainous terrain, or 2,000 ft. in mountainous terrain. b. Hazardous Weather. Use all available information to avoid hazardous weather. Severe Conditions. Do not operate in any forecast or actual severe condition (e.g. severe icing, turbulence.) c. Do not intentionally fly into a thunderstorm Do not fly in IMC in the vicinity of actual thunderstorms without operable weather radar. d. Volcanic Activity. Do not operate within 50 NM of known or reported hazardous volcanic ash. e. RNAV and RNP Operations. Do not modify database waypoints or insert user-defined waypoints on RNAV, RNP, etc. routes or procedures except to change altitude and/or airspeed to assist in complying with an ATC instruction. 10 P a g e
Crosscheck the cleared flight plan against current flight publications, the navigation system textual display, and aircraft map display (if applicable.) Crewmembers shall confirm waypoint sequence, reasonability of track angles and distances, altitude or speed constraints, and identification of fly-by or fly-over waypoints. Do not execute any procedure for which there is doubt about validity of the navigation database or publications. Random RNAV in the NAS. Radar monitoring is required on all unpublished (random) RNAV routes. Published RNAV routes (Q or T routes). If RNAV routes cannot be retrieved from the database, selecting and inserting ALL of the named fixes from the database is permitted. f. Accelerated Time. Use of 2x time is permitted on flights greater than 2 hours. Accelerated time will not begin until the aircraft has reached its final cruise altitude and accelerated time must be discontinued upon beginning initial descent. Accelerated time will also be discontinued 1 minute upon approaching a turn greater than 45 and may be resumed after the aircraft is stabilized after the turn. Before using accelerated time on the VATSIM on IVAO networks the crewmember shall coordinate with ATC. Authorization for accelerated time flight when online is only valid for the current ARTCC or FIR and normal time (1x) flight must be entered 1 minute prior to crossing ATC boundaries. Under no circumstance will accelerated time be used below 3,000 AGL. 11. Arrival. a. Destination Weather Update. Obtain the latest destination airport conditions prior to beginning descent or commencing an approach. b. Approach or Landing Near Hazardous Weather. Do not fly an approach or land at an airport where thunderstorms or other hazardous conditions are producing hail, strong winds, gust fronts, heavy rain, lightning, wind shear, or microbursts. c. Changes to Weather During Arrivals. If the reported weather decreases below minimums after crossing the Final Approach Fix (FAF), the approach may be continued to the MAP and either execute a missed approach or continue to land, if the crew finds, on reaching the authorized MDA or DA/DH, that the actual weather conditions are at or above the minimums prescribed for the procedure being used. 11 P a g e
d. Circling Approaches. Avoid the use of circling procedures to the maximum extent possible that will allow successful accomplishment of the assigned flight. e. Proceeding past Visual Descent Point (VDP) on non-precession approaches. On procedures identified with a VDP the crewmember will not continue descent past the VDP unless the landing runway is in sight and the aircraft is in a position to continue a normal descent to landing. On non-precession approaches without a VDP crewmembers may compute a VDP using the formula: VDP = HAT / 300. VDPs are not authorized on circling approaches, or RNAV approaches flown to LNAV/VNAV or LPV minimums. f. Missed Approach Climb Performance. Prior to starting any instrument approach, ensure compliance with the missed approach climb gradient. Multi-Engine Aircraft. Using thrust available when starting the approach, ensure the aircraft can meet 200 ft/nm or the published missed approach climb gradient, whichever is higher, to the minimum IFR altitude. g. Visual Approaches. Crewmembers should perform at a minimum 10% of approaches and landings using visual procedures without the use of flight guidance / autoflight systems when in Visual Meteorological Conditions (VMC). Updates or changes to these Flight Standard Operating Procedures (FSOP) shall be coordinated with the General Manager, Director of Operations, Regional Managers and Chief Pilot. Crewmembers shall be notified 60 days prior to any change being implemented. Minor clarifications of procedures to correct grammar, spelling, or meet minimum requirements of Federal Aviation Regulations, so long as the meaning is not changed are not considered updates or changes. 12 P a g e