Engine Start - After a full interior and exterior preflight it would be standard procedure to do one final exterior check before engine start. Insure that:

• Tiedowns are removed
• Chocks removed
• All covers (pitot etc...) are removed
• Fuel caps on
• No hazards near the propellor or the airplane

When starting the engine, set the partking brake, and verify the prop area is clear. Be vigilant for people and other aircraft nearby. Important: Do not spend too much time with your head down and in the cockpit while performing the "after start" checklist..

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Taxi - During taxi it would be SOP to:

• Not perform checklist
• Keep your eyes outside the aircraft at all times
• Maintain a sterile cockpit (no unneccesary talking)
• Readback all ATC communications
• Keep track of where you are on the airfield at all times

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Before takeoff and runnup - SOP is:

• Set the parking brake (refer to your aircraft owners manual)
• Perform a complete "before takeoff" or "engine runup" checklist as required
• While performing checks be vigilant outside the aircraft
• Conduct a "takeoff briefing". If another pilot is with you, great. If you are single pilot you can review the briefing in your head. Note: If your passengers are not pilots it would be good CRM to enlist there help. Ask them to keep an eye out for anything unusual and for other aircraft.

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Takeoff - SOP for Takeoff is:

• One hand on the Yoke or Stick and the other hand is on the throttle. Note: Some aircraft by design require a different procedure What ever that porcedure is, document it and always follow the same procedure.
• During the takeoff, focus on the takeoff. If a distraction arrises control the aircraft first. If you are in a safe position to abort the takeoff, abort the takeoff and fix your problem. If you are beyond that point and the only safe alternative is to continue the takeoff, do so. When you are at a safe altitude and time permits, fix your problem or return for a landing.
• Callouts will always be used. Say them out loud or in your head. Callout all the important speeds for your aircraft. Example: Airspeed alive, rotate speed. The more complex the aircraft the more speeds you might need to callout.
• Keep your head outside the aircraft as much as possible
• No unnecessary talking or communicating during the takeoff. This includes ATC communication. If given an instruction by ATC, comply to the best of your ability, but do not communicate until it is safe to do so. Example: ATC- "Cessna 46B ABORT!", First, abort the takeoff. When the aircraft is under control and stopped, you can then reply to ATC. Example 2: ATC- "Cessna 46B after takeoff now turn left to 260 degrees instead". You should continue the takeoff roll and when you are at a safe altitude and time permits, reply to ATC, "Roger, Cessna 46B left turn to two six zero". Always fly the airplane FIRST!

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Cruise - Cruise is a time to relax and regroup and enjoy the flight. The sterile cockpit rule can now be relaxed until the approach phase. But, there is house keeping and other jobs that must be accomplished. For cruise it should be SOP to:

• If your aircraft is so equiped, perform cruise checklist
• Clean up put away all charts from the departure airport.
• Keep vigilant outside the aircraft for other traffic
• Monitor engine instuments and navigation equipment
• Organize and prepare charts for arrival
• Stay abreast of weather enroute and at the destination airport
• Obtain ATIS for destination airport as soon as possible
• If IFR and if applicable, review arrival routes to destination airport and be prepared if ATC assigns one.
• If IFR, review approach charts for all pertinant information and setup radios as much as possible
• Review airport diagram for all pertinant information and anticipated taxi route

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Approach and Landing - Approach and landing is one of, if not the most demanding areas of flying. It is good Cockpit Resource Management (and only makes good sense) to try and move as much of this workload to the cruise portion of the flight. Not only is the workload higher durning approach and landing but many times your attention is needed elsewhere. This is not the time to have your head down in the cockpit reviewing charts and other items that could have been done earlier.
Approach SOP is:

• Compete approach (if applicable) and landing checklist by a predetermined point. Example: Landing checklist will be completed before 1000 feet agl.
• If available, always use an ILS for course and vertical guidance, even when VFR. This type of practice is the foundation of a good SOP program. The IFR pilot will be able to fly a perfect instrument approach when the need arrises because the same procedure is used regardless of the weather. If VFR, fly the approach VFR and maintain good situation awareness and insure aircraft seperation. But, have the ILS tuned and identified and use it to help maintain course and slope.
• Use a stabilized approach. The Manual Builder program will help you develop a standardized approach profile. This will ensure you are always, "in the window" and in proper position to land.
• Use callouts for altitude and airspeed.
• Maintain a sterile cockpit.

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Taxi-in and Shut down - SOP for taxi-in and shut down is:

• Clear the active runway past the holdshort markings and come to a complete stop. Now and not before is the time to complete the after landing checklist. Trying to complete a checklist while exiting a runway is a good way to accidently raise a landing gear or throw a wrong switch.
• Read back all ATC instuctions
• Do not perform checklist while taxiing. Keep your head outside the aircraft as much as possible
• Keep track of where you are on the airfield at all times
• After stopped continue to keep your head outside the aircraft as much as possible. Maintain vigilance for other aircraft, people and tugs that are moving. Also make sure that your aircraft does not begin to move again while performing the shut down and shut down checklist.
• Perform a complete post-flight inspection

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Course complete. Follow these examples to set up your own SOP's and the next time someone ask you if you use SOP's, you can say, "Of course!"

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