Appendix D, STOP for Operations in a Noncontiguous State D-8
D.5 Preflight Planning and Briefing to STOP Airport
D.5.1 Preflight Planning
See Sections D.2, D.3, and D.4 for weather, airport data, and flight planning information.
D.5.2 Preflight Briefing
Before releasing any flight, both the aircraft dispatcher or flight follower and the PIC should become
thoroughly familiar with the reported and forecast weather conditions, including adverse weather
phenomena, the status of communications, navigation, and airport facilities. This requires the dispatcher or
flight follower to provide the PIC with information on each of these items. It also requires a preflight
briefing between the dispatcher or flight follower and the PIC.
The preflight briefing is either delivered verbally or in writing. Communication facilities must be available
for the aircraft dispatcher, flight follower, and the PIC in order to communicate directly by voice if direct
communication is required or desired. If communications are conducted verbally, the pre flight briefing
communication is documented.
Prior to conducting a STOP flight operation on a flight to an unfamiliar destination over an unfamiliar route
or a route they have not flown over in the last 90 days, the PIC and second in command (SIC) update
themselves using all information pertinent to the safe conduct of the flight. This may include, but is not
limited to, one or more of the following resources:
• Personal briefing (route qualification required by 14 CFR § 121.463).
• Aeronautical charts, with regard to prominent geographical features such as mountain ranges and
passes, rising terrain, locally hazardous areas, lakes, rivers, and coastlines.
• FAA webcams (https://weathercams.faa.gov).
• The Alaska Airport/Facilities Directory website (https://dot.alaska.gov/airport-portal.shtml).
• Appropriate company wind chart(s) for airport runway reports (if available).
• NOTAMs.
D.6 En Route, Flight Monitoring, and Communications
D.6.1 General
An aircraft dispatcher or fight follower monitors the progress of each flight under that individual ’s control
until the flight has landed or passed beyond the area of control, or until the individual is properly relieved
by another dispatcher or flight follower. Flight monitoring, at a minimum, consists of the monitoring of
each aircraft’s fuel state, flight time remaining, destination and alternate airport weather trends, en route
winds and weather (including PIREPs), ATC constraints, and the status of airport and navigational facilities.
Title 14 CFR § 121.99 requires that reliable and rapid two -way communications between each flight and
the aircraft dispatcher be available at any point in the flight, including overwater portions of international
flights.
D.6.2 Domestic Operations
Title 14 CFR § 121.601(c) requires the aircraft dispatcher to report to the PIC any additional information
that could affect the safety of the flight. This information may be delivered by voice message or by other
means, such as the ACARS.
Appendix D, STOP for Operations in a Noncontiguous State D-9
D.6.3 Supplemental Operations
Title 14 CFR § 121.603(b) requires that during a flight, the PIC shall obtain any additional available
information of meteorological conditions and irregularities of facilities and services that may affect the
safety of the flight.
D.6.4 Flight Monitoring
All flights released under STOP are monitored, tracked, and controlled by a dispatcher or flight follower.
For flights to remote sites without phone service, flightcrews are provided with appropriate satellite
communications. During the flight:
• The dispatcher or flight follower:
o Provides the PIC with any additional available information of meteorological conditions
(including any changes in primary weather information or adverse weather phenomena, such
as CAT, thunderstorms, or low-altitude wind shear) that may affect the safety of the flight.
o Provides the PIC with any additional available information regarding irregularities of facilities
and services that may affect the safety of the flight, including any changes in NOTAMs ( refer
to 14 CFR § 121.601).
o Monitors any and all information available for weather at the destination and alternates, as well
as the progress of the flight. All flights on an IFR flight plan are tracked using aircraft situation
display software.
• The PIC:
o Ensures contact is established with the dispatcher or flight follower as soon as practical after
takeoff, reaching cruise altitude in non-turbine airplanes or leaving 10,000 MSL in turbine
airplanes.
o Requests any available updated information for the destination and alternate airports at
approximately 30 minutes before ETA when a flight has a cruise time of more than one hour.
If the report does not indicate conditions suitable for a visual approach, the flight proceeds to
the alternate airport. Ensures that the dispatcher or flight follower is informed of the intent,
either directly or via relay.
o When contacting the dispatcher or flight follower, forwards progress reports to the dispatcher
or flight follower and includes ETA at the destination (or alternate), fuel remaining, and aircraft
maintenance status.
D.6.5 En Route Terrain Clearance
Title 14 CFR part 121 subpart I contains limitations on weights at which aircraft may be dispatched due to
terrain clearance requirements. These limitations apply to all types of aircraft operated under 14 CFR
part 121.
D.6.6 En Route IFR to VFR Transition Point
Filing to the destination will normally be IFR to a point where VFR can be expected to be achieved. The
IFR to VFR transition point should be no more than 50 NM from the intended destination. If upon arrival
at the transition point the crew is unable to establish and maintain VFR through landing, then the flight
proceeds to the primary alternate. If the weather unexpectedly begins to deteriorate while en route to the
destination, but after transitioning to VFR, a course change may need to be made to maintain VFR. If VFR
cannot be maintained to destination, coordinate with ATC for an IFR clearance to the alternate airport.
Appendix D, STOP for Operations in a Noncontiguous State D-10
Maintain terrain clearance visually until at or above minimum safe altitudes and an IFR clearance has been
obtained.
D.7 Destination Approach and Arrival
D.7.1 General
Flight operations to destination airports with weather reporting deficiencies proceed no further than the
final approach fix on an instrument approach to the airport, or descend no lower than the minimum en route
altitude, unless the flightcrew has visual contact with the runway and can maintain VFR in VMC.
D.7.2 Visual Inspection
In VMC conditions, the flightcrew conduct s a visual inspection of the airport prior to landing. This
inspection will allow the flightcrew to assess the winds using a windsock and/or environmental factors
(e.g., blowing/drifting snow, wind over water, or leaf and tree movement ). When available, these visual
cues are compared to the onboard FMS-derived wind calculations, ensuring optimum situational awareness.
This wind check prior to landing ensures an approach and landing into the wind and compliance with t he
company’s crosswind limitation. On final approach, the flightcrew verifies the indicated air speed is greater
than the aircraft’s ground speed.
D.7.3 Barometric Altimeter Validation
In addition to verifying wind conditions, the visual inspection of the airport prior to landing allows the
flightcrew to validate or correct the barometric altimeter using the aircraft’s radio altimeter system.
D.7.4 Radio Altimeter Setting
Prior to the descent for approach to the airport, the flightcrew obtains and sets the nearest reporting station
in accordance with 14 CFR § 91.121(a)(1) and the AIM Chapter 7, Section 2, Paragraph 7-2-2, Barometric
Pressure Altimeter Errors, subparagraph a. To ensure an equivalent level of safety, the STOP requires the
nearest reporting station to be within 75 NM of the destination airport. During the visual inspection, the
flightcrew notes the aircraft’s radio altimeter reading. This above -ground height is added to the airport ’s
elevation, which then gives a n MSL height. When required, the flightcrew makes an adjustment of the
barometric altimeter to synchronize and ascertain the correct MSL altitude.
D.8 Departure Procedures From a STOP Airport
D.8.1 General
Airports with weather deficiencies are likely to not have instrument departure procedures [i.e., a Standard
Instrument Departure (SID) or Obstacle Departure Procedure (ODP)].
D.8.2 Departures
Departures from airports with weather deficiencies are done in VFR until reaching the minimum IFR
altitude. Where an ODP is published, it is briefed immediately before departure and adhered to as published
until:
• A safe altitude is reached,
• The flight has joined the IFR structure, or
Appendix D, STOP for Operations in a Noncontiguous State D-11
• The flight is in VMC where the terrain and obstacles are clearly identified and avoided by a
minimum of 1,000 ft.
D.8.3 Departure Data
Departure data is determined using reported METAR elements. When elements are missing, weather data
elements are obtained from portable weather observation device or estimation techniques ( see
Section D.2.3).
D.9 Training for Dispatchers, Flight Followers, and Flightcrew
D.9.1 General
The training curriculum ensures that the dispatcher, flight follower , and flightcrew learn and are able to
demonstrate understanding of the following policies and procedures associated with STOP:
• When the program applies.
• The requirements for releasing flights under the program.
• A proven understanding about the pilot and management notification requirements when a flight is
released under the program.
The STOP training is required for both initial and annual recurrent training events. Documentation of both
initial and annual recurrent training is maintained for each individual.
D.9.2 Introduction for Dispatchers and Flight Followers
Introduction to STOP training for dispatchers and flight followers covers the following topics:
• Regulatory basis for the approved program.
• Minimum weather requirements.
• Dispatch and flight following procedures in accordance with STOP.
• Verification of need for STOP.
• Notification and approval requirements.
• Contents of the weather package.
• Civil twilight or nighttime operational requirements.
• Fuel requirements.
• Briefing requirements.
• Airport risk assessment, strip check, or airport condition report.
• Flight operation in accordance with STOP.
• Airport and runway requirements.
• Operations in Class G Airspace.
• Portable weather observation devices.
• Usage.
Appendix D, STOP for Operations in a Noncontiguous State D-12
• Storage.
• Weather Device Observation Log.
D.9.3 Introduction for Flightcrews
Introduction to STOP training for flightcrews covers the following topics:
• Regulatory basis for the approved program.
• Flightcrew member procedures in accordance with STOP.
• Verification of a need for STOP.
• Notification and approval requirements.
• Weather and daylight requirements (or lighting).
• Fuel requirements—inclusion of 15 minutes additional fuel for airport survey.
• Briefing requirements, including pictorials as available and risk assessment factors, in accordance
with 14 CFR § 121.463 route qualification.
• Flight operation in accordance with STOP.
• Flight planning (IFR and/or VFR).
• Airport and runway requirements.
• Operations in Class G Airspace.
• Operations within 50 NM of the departure point.
• Operations 50 NM from the IFR en route system.
• Operations when an approach is not possible (diversion).
• Required communications during STOP.
• Use of portable weather observation devices.
• Storage of devices.
• Weather Device Observation Log.
• Classroom training with devices.
• Calibration training.
• Taking a weather observation and recording that information.
D.10 Approval
STOP programs are approved by the CH’s certificate management office (CMO).
The approved STOP program can be a standalone approved manual, or it may be incorporated into the CH’s
accepted manual system.
Appendix D, STOP for Operations in a Noncontiguous State D-13
D.11 Compliance Monitoring, Quality Assurance (QA), and Auditing
D.11.1 Compliance Monitoring
Compliance monitoring is intended to ensure, through a department audit, the following:
• The dispatcher, flight follower , and flightcrew comply with the procedures, provisions , and
limitations of the STOP program.
• They all perform the process and procedures required to support the STOP,
• Compliance monitoring is documented, including the individual who conducted the audit and the
date it was completed.
D.11.2 Quality Assurance (QA)
The QA process is an audit of the CH’s compliance in the use of STOP process and procedures. STOP
procedure audits are conducted at the conclusion of each STOP flight by the CH’s designated individual.
QA audits are documented with the individual who conducted the audit and the date it was completed.
D.11.3 STOP Audit
The contents of each STOP flight envelope are audited for compliance , including procedures, weather
reports, NWS and EWINS TAFs, manager approver signature s, the portable weather observation log, and
a complete audit of all flight plan paperwork. The STOP audit is documented with the individual who
conducted the audit and the date it was completed.
All or any deficiencies identified as a result of the monitoring and QA audits are reported to the DO and
followed through with the CH’s Safety Management System (SMS) program follow -up. If systemic
deficiencies with the STOP procedures are identified, a plan for corrective action is developed. The
evaluation of these discrepancies is conducted in accordance with the CH’s SMS program. For any
identified deficiencies, an analysis is conducted to ascertain whether the deficiencies are addressed through
Safety Risk Management (SRM) (per 14 CFR § 5.73(b)) or a correction (per 14 CFR § 5.75). If the root
cause of the deficiencies is a shortfall in compliance with the designed operational pro cess (e.g., required
training was not completed), the deficiency is addressed through a correction (per 14 CFR § 5.75). However,
if the deficiency is associated with the basic design of the control (e.g., inadequate training curriculum), the
SRM process would be repeated to revise the procedure in the are as where it was found deficient (per
14 CFR § 5.73(b)). The performance, results , and corrective actions of these audits are measured at least
annually through the company’s quality audit program.