||Olympic Air reply (a):
The Safety recommendations were immediately dealt with the following actions:
1. Issue of FCN 10/11 and 93/10 to stress alertness during taxi and if wingtip clearance is in doubt, stop the aircraft and request wing walker assistance.
2. Amendment of OM-A to include the recommendation.
14.0.12 Flight Phase Related SOPs
While the aircraft is in motion, the attention of the flight crew must be directed to performing only essential tasks. For the pushback and pre taxi procedure refer to 220.127.116.11 Table 8—30.
All taxi items must be completed away from congested areas, and both pilots must constantly maintain situational awareness. During taxi, standard practices recommend that all appropriate lighting must be switched on at all times which the aeroplane is moving, and switched off when the aeroplane stops moving.
Taxi speed shall be reduced when operating in congested ramp areas, or on wet slippery taxiways.
During LVO operations, all low visibility procedures must be strictly adhered to. Follow me assistance in low visibility conditions may be requested, if deemed necessary.
When taxiing, both pilots must constantly remain on the lookout in order to assure wingtip clearance from other aircraft and/ or obstacles. When maneuvering on apron areas with limited space or near areas of construction,, request follow me assistance or additional marshalers if aircraft wingtip clearance is in doubt. if wingtip clearance is not assured, immediately stop the aircraft!
Flight crews should anticipate airport surface movements by conducting thorough taxi briefings for both departure and arrival. Once taxi instructions are received by ATC, the taxi route should be reviewed against the aerodrome taxi chart. ATC taxi instructions should always be monitored and amended, as necessary. Special attention must be paid to or complex apron areas and critical taxiway intersections located along the taxi route. Crews must identify critical points and locations expected to be crossed. This includes intersecting runways, aerodrome “hotspots”, stop bars and the runway holding point areas. If in doubt, stop the aircraft and clarify instructions with ATC. Prior to crossing an active runway, stopbar or holding position, the clearance must be confirmed with ATC, and confirmed between both crew members..
Upon departure, anticipate revised instructions including a runway change, In this case all significant factors including take-off performance must be rechecked independently by BOTH pilots. ATC must be advised and that the aircraft has to be brought to a stop in order to perform all performance calculations, upload the FMC relocate the new SID chart and brief the new departure and contingency procedure
Upon arrival, marshalling service should be provided where parking or docking guidance systems do not exist or are unserviceable. This also applies when guidance to aircraft parking is required to avoid a safety hazard and to make the most efficient use of available parking space. The marshaler must ascertain that the area within which an aircraft is to be guided is clear of objects which the aircraft, in complying with his signals, might otherwise strike.