Page 16 - May 2015 Volume 9, Number 5

In-flight briefings go by several names and typically conincide with a similarly named checklist (Descent, Approach, In-Range, and WIRE Checklists/Briefings are all common in turbine operations). Regardless of name, they are usually conducted proir to the initial descent or (at the latest) prior to beginning the Standrad Terminal Arrival (STAR) or other arrival procedure. Typical items to review and discuss include:
Athoroughreview/briefingofthearrivalprocedure, with special emphsis on crossing altitude restrictions, speed restrictions, and navigation system programming
A thorough review/briefing of the approach procedures, with special emphasis on altitide minimums and courses for each phase of the approach, weather, ceiling and visiblity minimums, missed approach procedures, and navigation system requirements and programming
Runway conditions, landing performance considerations, and airport layout for expected runway exit points and anticipated taxi routings
Alternate Airport and Performance Planning
All U.S. airlines operate not only under applicable FARs, but also under OpSpecs specific to their operations. FAR 135 and FAR 91 Subpart-K operators do this, as well. Such OpSpecs or MSpecs may be (and
Figure 1: An example of a typical airline (FAR 121) Alternate Airport OpSpec.
usually are) more restrictive than applicable FARs, but may never be less restrictive. One area covered in great detail in most OpSpecs and Mspecs is that of alternate airport minimums and requirements, to include both takeoff and landing alternates (see Figure 1). Another area covered, is that of performance calculations related to takeoff, climb, and landing. OpSpecs, Mspecs, and even the basics within FAR 135 and FAR 121, require much greater margins be added to basic performance calculations in order to ensure a safer margin for error. King Air pilots operating strictly under FAR 91 must only adhere to the applicable standard FARs. However, the stricter limits and greater redundancy built into airline operations have a direct effect on safety and the positive outcome of flights that do not end at the planned
destination or which are conducted to/from performance critical airports. For this reason, FAR 91 King Air operators should strongly consider creating their own set of OpSpecs, in order to achieve the same levels of safety the airlines have proven to be effective. Many FAR 91 operators have adopted this technique by simply copying the OpSpecs of an FAR 135 or 121 operator who’s flying similar equipment and/or missions. Your local FSDO would be an easy starting point for obtaining an example of such OpSpecs which you might use for reference.
Post-Flight Inspection
To be honest, most airline pilots do not perform post-flight inspections. This is because they are, more often than not, handing off the aircraft to a subsequent flight crew or to a ground maintenance crew, who will quickly launch into their own pre-flight or routine maintenance inspections. While it is rare for airline crews to simply park the plane without any sort of handoff, it is common within turbine
14 • KING AIR MAGAZINE
MAY 2015