Subject: STANDARD OPERATING

PROCEDURES FOR FLIGHT DECK

CREWMEMBERS

Date: 8/10/00

Initiated By: AFS-210

AC No: 120-71

1. PURPOSE. Standard operating procedures (SOPs) are universally recognized as basic to safe

aviation operations. Effective crew coordination and crew performance, two central concepts of

crew resource management (CRM), depend upon the crew’s having a shared mental model of

each task. That mental model, in turn, is founded on SOPs. This advisory circular (AC) presents

background, basic concepts, and philosophy in respect to SOPs. It emphasizes that SOPs should

be clear, comprehensive, and readily available in the manuals used by flight deck crewmembers.

This AC is designed to provide advice and recommendations about development, implementation,

and updating of SOPs. Many important topics that should be addressed in SOPs are provided in

Appendix 1, Standard Operating Procedures Template. Stabilized Approach, characterized by a

constant-angle, constant-rate of descent ending near the touchdown point, where the landing

maneuver begins, is among the SOPs specifically identified in this AC, and is described in

Appendix 2, Stabilized Approach: Concepts and Terms. These and the other Appendices

following them represent a baseline and a starting point. Start-up certificate holders and existing

certificate holders should refer to the Template in Appendix 1, to Stabilized Approach in

Appendix 2, and to the other Appendices to this AC in developing comprehensive SOPs for use in

training programs and in manuals used by their flight deck crewmembers.

2. SCOPE. Appendix 1 consolidates many topics viewed by operators and by the FAA as

important, to be addressed as SOPs in air carrier training programs and in the manuals used by air

carrier flight deck crewmembers. This AC does not list every important SOP topic or dictate

exactly how each topic should be addressed by a certificate holder. Instead, this AC offers a

baseline of topics, to be used as a reference. In practice, each certificate holder’s manuals and

training programs are unique. Each certificate holder could omit certain topics shown in the

template when they do not apply, and, on the other hand, could add other topics not shown in the

template when they do apply. This AC contains guidance intended for use primarily by Title 14 of

the Code of Federal Regulations (14 CFR) part 119 certificate holders authorized to conduct

operations under part 121. But operators of aircraft under 14 CFR parts 135, 125, 91, and others

should also find this guidance useful.

3. RELATED REGULATIONS. 14 CFR part 121, sections 121.133, 121.141, 121.401;

14 CFR part 125, section 125.287; 14 CFR part 135, section 135.293.
AC 120-71 8/10/00

Page 2 Par 4

4. RELATED READING MATERIAL.

a. AC 120-51 as amended, Crew Resource Management Training

(http://www.faa.gov/avr/afs/acs/120-51C.PDF).

b. AC 120-48, Communication and Coordination between Flight Crewmembers and Flight

Attendants.

c. AC 120-54, Advanced Qualification Program.

d. AC 121-32, Dispatch Resource Management Training.

NOTE: AC’s may be obtained by mail from:

U.S. Department of Transportation

Subsequent Distribution Office, SVC-121.23

Ardmore East Business Center

3341 Q 75th Ave.

Landover, MD 20785

e. Controlled Flight into Terrain Education and Training Aid (Flight Safety Foundation,

ICAO, and Federal Aviation Administration (FAA), http://www.faa.gov/avr/afs/train.htm).

f. Flight Safety Digest, Nov. 98 – Feb. 99 (Flight Safety Foundation).

g. Approach-and-landing Risk Awareness Tool, as revised (Flight Safety Foundation,

http://www.flightsafety.org/pdf/alar_risk_tool.pdf).

h. CFIT Checklist, as revised (Flight Safety Foundation,

http://www.flightsafety.org/pdf/cfit_check.pdf).

i. Guidelines for Situation Awareness Training (Naval Air Warfare Center Training Systems

Division, the FAA AAR-100, and the University of Central Florida Department of Psychology,

http://www.faa.gov/avr/afs/train.htm).

j. Human Performance Considerations in the Use and Design of Aircraft Checklists (FAA,

http://www.faa.gov/avr/afs/train.htm).

k. Flight Standardization Board Reports (FAA, http://www.opspecs.com/FinalFSBRs/).

5. BACKGROUND.

a. Many aviation safety organizations including the FAA have recently reaffirmed the

importance of SOPs.
8/10/00 AC 120-71

Par 5 Page 3

b. For many years the National Transportation Safety Board (NTSB) has identified

deficiencies in standard operating procedures as contributing causal factors in aviation accidents.

Among the most commonly cited deficiencies involving flightcrews has been their noncompliance with established procedures; another has been the non-existence of established

procedures in some manuals used by flightcrews.

c. The International Civil Aviation Organization (ICAO) has also recognized the importance

of SOPs for safe flight operations. Recent amendments to ICAO Annex 6 establish that each

member state should require that SOPs for each phase of flight be contained in the operations

manual used by pilots.

d. Non-government aviation safety organizations such as Flight Safety Foundation,

Alexandria, Virginia, have concluded that airlines perform with higher levels of safety when they

establish and adhere to adequate SOPs.

e. In 1997 the FAA joined with representatives from the National Aeronautics and Space

Administration (NASA) and from a broad cross-section of aviation organizations to form the

Commercial Aviation Safety Team (CAST). Chartered by the White House to reduce the

commercial aviation accident rate by 80 percent in 10 years, this Team chose controlled flight

into terrain (CFIT) as one of the first major aviation hazards to be addressed in meeting this

challenge. The Team used a data-driven approach to identify interventions with the highest

possible safety leverage, and to develop a comprehensive agenda to implement those

interventions.

f. In its study of CFIT accidents, a CAST analysis team including the FAA corroborated the

findings of the NTSB, ICAO, and other groups. Almost 50 percent of the 107 CFIT

interventions identified by that analysis team related to the flightcrew’s failure to adhere to SOPs

or the certificate holder’s failure to establish adequate SOPs. Subsequent CAST teams

confirmed their analysis further.

g. This AC is in large part the final report and end-product of one of the CAST sub-teams, a

group comprised of subject matter experts in aviation human factors, in airline operations, and in

flightcrew training.

6. THE MISSION OF SOPs. To achieve consistently safe flight operations through adherence

to SOPs that are clear, comprehensive, and readily available to flight crewmembers.

7. APPLYING THE SOPs TEMPLATE AND OTHER APPENDICES. Generally, each

SOP topic identified in the template (following as Appendix 1) is important and should be

addressed in some manner by the certificate holder, if applicable. Stabilized Approach

(Appendix 2) is a particularly important SOP. Other important SOPs, such as those associated

with special operating authority or with new technology, are not shown in the template, but

should be addressed as well, when applicable. Because each certificate holder’s operation is

unique, developing the specific manner in which SOPs are addressed is the task of the certificate

holder. Topics expanded and illustrated in the Appendices are for example only, and represent

renditions of SOPs known to be effective. No requirement is implied or intended to change
AC 120-71 8/10/00

Page 4 Par 7

existing SOPs based solely on these examples. An SOP topic shown in the Appendices may be

addressed in detail, including text and diagrams, or in very simple terms. For example, an SOP

may be addressed in a simple statement such as: “ABC Airlines does not conduct Category 3

approaches.”

8. KEY FEATURES OF EFFECTIVE SOPs.

a. Many experts agree that implementation of any procedure as an SOP is most effective if:

(1) The procedure is appropriate to the situation.

(2) The procedure is practical to use.

(3) Crewmembers understand the reasons for the procedure.

(4) Pilot Flying (PF), Pilot Not Flying (PNF), and Flight Engineer duties are clearly

delineated.

(5) Effective training is conducted.

(6) The attitudes shown by instructors, check airmen, and managers all reinforce the

need for the procedure.

b. If all elements (above) are not consistently implemented, flightcrews too easily become

participants in an undesirable double standard condoned by instructors, check airmen, and

managers. Flightcrews may end up doing things one way to satisfy training requirements and

checkrides, but doing them another way in “real life” during line operations. When a double

standard does appear in this way, it should be considered a red flag that a published SOP may not

be practical or effective for some reason. That SOP should be reviewed and perhaps changed.

9. THE IMPORTANCE OF UNDERSTANDING THE REASONS FOR AN SOP.

a. Effective Feedback. When flightcrew members understand the underlying reasons for an

SOP they are better prepared and more eager to offer effective feedback for improvements. The

certificate holder, in turn, benefits from more competent feedback in revising existing SOPs and

in developing new SOPs. Those benefits include safety, efficiency, and employee morale.

b. Troubleshooting. When flightcrew members understand the underlying reasons for an

SOP, they are generally better prepared to handle a related in-flight problem that may not be

explicitly or completely addressed in their operating manuals.

10. COLLABORATING FOR EFFECTIVE SOPs.

a. In general, effective SOPs are the product of healthy collaboration among managers and

flight operations people, including flightcrews. A safety culture promoting continuous feedback

from flightcrews and others, and continuous revision by the collaborators distinguishes effective

SOPs at airlines of all sizes and ages.
8/10/00 AC 120-71

Par 10 Page 5 (and 6)

b. New operators, operators adding a new aircraft fleet, or operators retiring one aircraft fleet

for another must be especially diligent in developing SOPs. Collaborators with applicable

experience may be more difficult to bring together in those instances.

c. For a startup certificate holder, this AC and its Appendices should be especially valuable

tools in developing SOPs. The developers should pay close attention to the approved airplane

flight manual (AFM), to AFM revisions and operations bulletins issued by the manufacturer, and

to the applicable Flight Standardization Board (FSB) report issued by the FAA. Desirable

partners in the collaboration would certainly include representatives of the airplane

manufacturer, pilots having previous experience with the airplane or with the kind of operations

planned by the operator, and representatives from the FAA, including the principal operations

inspector (POI), members of the Certificate Management Team, and members of the

Certification, Standardization, and Evaluation Team (CSET). It is especially important for a new

operator to maintain a periodic review process that includes line flightcrews. Together,

managers and flightcrews are able to review the effectiveness of SOPs and to reach valid

conclusions for revisions. The review process will be meaningful and effective when managers

promote prompt implementation of revisions to SOPs when necessary.

d. An existing certificate holder introducing a new airplane fleet should also collaborate

using the best resources available, including the AFM, operations bulletins, and the FSB report.

Experience has shown that representatives of the airplane manufacturer, managers, check airmen,

instructors, and line pilots work well together as a team to develop effective SOPs. A trial period

might be implemented, followed by feedback and revision, in which SOPs are improved. By

being part of an iterative process for changes in SOPs, the end user, the flight crewmember, is

generally inclined to accept the validity of changes and to implement them readily.

e. Long-established operators should be careful not to assume too readily that they can

operate an airplane recently added to the fleet in the same, standard way as older types or

models. Managers, check airmen, and instructors should collaborate using the best resources

available, including the AFM, operations bulletins, and the FSB report to ensure that SOPs

developed or adapted for a new airplane are in fact effective for that aircraft, and are not

inappropriate carryovers.

11. SUMMARY. Safety in commercial aviation continues to depend on good crew

performance. Good crew performance, in turn, is founded on standard operating procedures that

are clear, comprehensive, and readily available to the flightcrew. This AC provides an SOPs

template and many other useful references in developing SOPs. Development of SOPs is most

effective when done by collaboration, using the best resources available including the end-users

themselves, the flightcrews. Once developed, effective SOPs should be continually reviewed

and renewed.

/s/

L. Nicholas Lacey

Director, Flight Standards Service
8/10/00 AC 120-71

Page i (and ii)

NOTES ON APPENDICES

The following appendices contain examples of standard operating procedures (SOPs) that are

identical to or similar to some SOPs currently in use. Those examples do not represent a rigid

FAA view of best practices, which may vary among fleets and among certificate holders, and

may change over time.

Some of the examples may be readily adapted to a certificate holder’s flightcrew training and

operating manuals for various airplane fleets. Others may apply to a certain airplane fleet and

may not be adaptable apart from that fleet.

In some cases a term shown in an Appendix is a term used by a certificate holder, not the

equivalent term used by the FAA. Example: Where the FAA would use the term “height above

touchdown,” or HAT, the example shows that the certificate holder has used the term “above

field elevation,” or (AFE).
8/10/00 AC 120-71

Appendix 1

Page 1

APPENDIX 1

STANDARD OPERATING PROCEDURES TEMPLATE

A manual or section in a manual serving as the flightcrew’s guide to standard operating

procedures (SOPs) may double as a training guide. The content should be clear and

comprehensive, without necessarily being lengthy. No template could include every topic that

might apply unless it were constantly revised. Many topics involving special operating authority

or new technology are absent from this template, among them ETOPS, PRM, SMGS, RNP, and

many others.

The following are nevertheless viewed by industry and FAA alike as examples of topics that

constitute a useful template for developing comprehensive, effective SOPs:

• Captain’s authority

• Use of automation

The operator’s automation philosophy

Specific guidance in selection of appropriate levels of automation

Autopilot/flight director mode control inputs

Flight management systems inputs

• Checklist philosophy

Policies and procedures

(Who calls for; who reads; who does)

Format and terminology

Type of checklist

Challenge-Do-Verify

Do-Verify

Walk-arounds

• Checklists

Safety check -- power on

Originating/receiving

Before start

After start

Before taxi

Before take-off

After take-off

Climb check

Cruise check

Preliminary landing

Landing

After landing

Parking and securing

Emergency procedures

Non-normal/abnormal procedures
AC 120-71 8/10/00

Appendix 1

Page 2

• Communications

Who handles radios

Primary language used

ATC

On the flight deck

Keeping both pilots in the loop

Company radio procedures

Flight deck/cabin signals

Cabin/flight deck signals

• Briefings

CFIT risk considered (see example, paragraph 4.h in this AC)

Special airport qualifications considered

Temperature corrections considered

Before takeoff

Descent/approach/missed approach

• Flight deck access

On ground/in flight

Jumpseat

Access signals, keys

• Flight deck discipline

Sterile cockpit

Maintaining outside vigilance

Transfer of control

Additional duties

Flight kits

Headsets/speakers

Boom mikes/handsets

Maps/approach charts

Meals

• Altitude awareness

Altimeter settings

Transition level

Callouts (verification of)

Minimum safe altitudes (MSA)

Temperature corrections

• Report times

Check in/show up

On flight deck

Checklist accomplishment
8/10/00 AC 120-71

Appendix 1

Page 3

• Maintenance procedures

Logbooks/previous write-ups

Open write-ups

Notification to maintenance of write-ups

Minimum equipment list (MEL)

Where it is accessible

Configuration Deviation List (CDL)

Crew coordination in ground de-icing

• Flight plans/dispatch procedures

VFR/IFR

Icing considerations

Fuel loads

Weather package

Where weather package is available

Departure procedure climb gradient analysis

• Boarding passengers/cargo

Carry-on baggage

Exit row seating

Hazardous materials

Prisoners/escorted persons

Guns onboard

Count/load

• Pushback/powerback

• Taxiing

Single engine

All engines

On ice or snow

Prevention of runway incursion

• Crew resource management (CRM)

Crew briefings

Flight attendants

Flightcrew

• Weight & balance/cargo loading

Who is responsible for loading cargo, and securing cargo

Who prepares the weight & balance data form; who checks it

Copy to crew

• Flight deck/cabin crew interchange

Boarding

Ready to taxi

Cabin emergency

Prior to take-off/landing
AC 120-71 8/10/00

Appendix 1

Page 4

• Take-off

Who conducts it

Briefing, IFR/VFR

Reduced power procedures

Tailwind, runway clutter

Intersections/land and hold short procedures (LAHSO)

Noise abatement procedures

Special departure procedures

Flight directors

Use of: Yes/No

Callouts

Clean up

Loss of engine

Rejected takeoff

After V1

Actions/callouts

Flap settings

Normal

Nonstandard and reason for

Crosswind

Close-in turns

• Climb

Speeds

Configuration

Confirm compliance with climb gradient required in departure procedure

Confirm appropriate cold temperature corrections made

• Cruise altitude selection

Speeds/weights

• Position reports

ATC

Company

• Emergency descents

• Holding procedures

Procedures for diversion to alternate

• Normal descents

Planning beginning of descent point

Risk assessment and briefing (see example, paragraph 4.g in this AC)

Speedbrakes: Yes/No

Flaps/gear use
8/10/00 AC 120-71

Appendix 1

Page 5 (and 6)

Icing considerations

Convective activity

• Ground proximity warning system (GPWS or TAWs)

Escape maneuver

• TCAS

• Windshear

Avoidance of likely encounters

Recognition

Recovery / escape maneuver

• Approach philosophy

Precision approaches preferred

Stabilized approaches standard

Use of navigation aids

Flight management system (FMS)/autopilot

Use, and when to discontinue use

Approach gates

Limits for stabilized approaches

Use of radio altimeter

Go-arounds: Plan to go around; change plan to land when visual, if stabilized

• Individual approach type

All types, including engine-out

• For each type of approach

Profile

Flap/gear extension

Callouts

Procedures

• Go-around / missed approach

When stabilized approach gates are missed (see example, Appendix 4)

Procedure

Callouts

Clean-up profile

• Landing

Actions and callouts

Configuration for conditions

Visual approach

Low visibility

Contaminated runway

Close-in turns

Crosswind

Rejected

Transfer of control after first officer landing
8/10/00 AC 120-71

Appendix 2

Page 1

APPENDIX 2

STABILIZED APPROACH: CONCEPTS AND TERMS

A stabilized approach is one of the key features of safe approaches and landings in air carrier

operations, especially those involving transport category airplanes.

A stabilized approach is characterized by a constant-angle, constant-rate of descent approach

profile ending near the touchdown point, where the landing maneuver begins. A stabilized

approach is the safest profile in all but special cases, in which another profile may be required by

unusual conditions.

All appropriate briefings and checklists should be accomplished before 1000’ height above

touchdown (HAT) in instrument meteorological conditions (IMC), and before 500’ HAT in

visual meteorological conditions (VMC)

Flight should be stabilized by 1000’ height above touchdown (HAT) in instrument

meteorological conditions (IMC), and by 500’ HAT in visual meteorological conditions (VMC).

An approach is stabilized when all of the following criteria are maintained from 1000 HAT (or

500 HAT in VMC) to landing in the touchdown zone:

The airplane is on the correct1 track.

The airplane is in the proper landing configuration.

After glide path intercept, or after the FAF, or after the derived fly-off point (per

Jeppesen) the pilot flying requires no more than normal bracketing corrections2 to

maintain the correct track and desired profile (3° descent angle, nominal) to landing

within the touchdown zone. Level-off below 1000’ HAT is not recommended.

The airplane speed is within the acceptable range specified in the approved operating

manual used by the pilot.

The rate of descent is no greater than 1000 fpm.

• If an expected rate of descent greater than 1000 fpm is planned, a special approach

briefing should be performed.

• If an unexpected, sustained rate of descent greater than 1000 fpm is encountered

during the approach, a missed approach should be performed. A second approach

may be attempted after a special approach briefing, if conditions permit.

Power setting is appropriate for the landing configuration selected, and is within the

permissible power range for approach specified in the approved operating manual used

by the pilot.
AC 120-71 8/10/00

Appendix 2

Page 2

APPENDIX 2 (con’t)

When no vertical guidance is provided: Vertical guidance may be provided to the pilot by way

of an electronic glideslope, a computed descent path displayed on the pilot’s navigation display, or

other electronic means. On approaches for which no vertical guidance is provided, the flightcrew

should plan, execute, and monitor the approach with special care, taking into account traffic and

wind conditions. To assure vertical clearance and situation awareness, the pilot not flying should

announce crossing altitudes as published fixes and other points selected by the flightcrew are

passed. The pilot flying should promptly adjust descent angle as appropriate. A constant-angle,

constant-rate descent profile ending at the touchdown point is the safest profile in all but special

cases.

Visual contact. Upon establishing visual contact with the runway or appropriate runway

lights or markings, the pilot should be able to continue to a safe landing using normal

bracketing corrections, or, if unable, should perform a missed approach.

No visual contact. The operator may develop procedures involving an approved, standard

MDA buffer altitude or other approved procedures to assure that descent below MDA does

not occur during the missed approach. If no visual contact is established approaching

MDA or an approved MDA buffer altitude, or if the missed approach point is reached, the

pilot should perform the published missed approach procedure. (OpSpec paragraph C073

provides for special authorization under certain conditions to go below the MDA while

executing a missed approach.) Below 1000’ HAT, leveling off at MDA (or at some height

above MDA) is not recommended, and a missed approach should be performed.

Note 1 : A correct track is one in which the correct localizer, radial, or other track guidance has

been set, tuned, and identified, and is being followed by the pilot. Criteria for following the

correct track are discussed in FAA Advisory Circulars relating to Category II and Category III

approaches. Criteria for following track in operations apart for Category II and Category III are

under development.

Note 2 : Normal bracketing corrections relate to bank angle, rate of descent, and power

management. Recommended ranges are as follows (operating limitations in the approved

airplane flight manual must be observed, and may be more restrictive):

Bank angle Maximum bank angle permissible during approach is specified in the approved operating

manual used by the pilot, and is generally not more than 30°; the maximum bank angle

permissible during landing may be considerably less than 30°, as specified in that

manual.

Rate of descent ± 300 fpm deviation from target

Power management Permissible power range is specified in the approved operating manual used by the pilot

Overshoots Normal bracketing corrections occasionally involve momentary overshoots made

necessary by atmospheric conditions. Such overshoots are acceptable. Frequent or

sustained overshoots caused by poor pilot technique are not normal bracketing

corrections.
8/10/00 AC 120-71

Appendix 3

Page 1 (and 2)

APPENDIX 3

(examples)

ATC COMMUNICATIONS

and

ALTITUDE AWARENESS

ATC Communications: SOPs should state who (PF, PNF, FE/SO) handles the radios for each

phase of flight, as follows:

PF makes input to aircraft/autopilot and/or verbally states clearances while PNF confirms

input is what he/she read back to ATC.

Any confusion in the flight deck is immediately cleared up by requesting ATC

confirmation.

If any crewmember is off the flight deck, all ATC instructions are briefed upon his/her

return. Or if any crewmember is off the flight deck all ATC instructions are written

down until his/her return and then passed to that crewmember upon return. Similarly, if a

crewmember is off ATC frequency (e.g., when making a PA announcement or when

talking on company frequency), , all ATC instructions are briefed upon his/her return.

Company policy should address use of speakers, headsets, boom mike and/or hand-held

mikes.

Altitude Awareness: SOPs should state the company policy on confirming assigned altitude.

Example: The PNF acknowledges ATC altitude clearance.

If the aircraft is on the autopilot then the PF makes input into the autopilot/altitude

alerter. PF points to the input while stating the assigned altitude as he/she understands it.

The PNF then points to the input stating aloud what he/she understands the ATC

clearance to be confirming that the input and clearance match.

If the aircraft is being hand-flown then the PNF makes the input into the Altitude

Alerter/autopilot, then points to the input and states clearance. PF then points to the

alterter stating aloud what he/she understands the ATC clearance to be confirming that

the alerter and clearance match.

Example: If there is no altitude alerter in the aircraft then both pilots write down the

clearance, confirm that they have the same altitude and then cross off the previously

assigned altitude.
8/10/00 AC 120-71

Appendix 4

Page 1 (and 2)

APPENDIX 4

(example)

NORMAL GO-AROUND -- ACTIONS and CALLOUTS

Callouts: shown in “BOLD TEXT” -- Actions: shown with bullets (•) in plain text

Go-around PF PNF

“GO AROUND”

• Press either GA switch

“GO-AROUND POWER”

• Verify thrust levers move to

GA power

• Rotate towards 15° pitch

attitude, then follow flight

director commands “FLAPS

20”

• Verify GA annunciates

• Select flaps 20

• Verify thrust levers move to

maintain 2,000 FPM climb

rate

“POWER SET”

Positive Rate of

Climb • Verify positive rate of climb

“GEAR UP”

• Execute published

missed approach or

proceed as instructed

by ATC

“POSITIVE RATE”

• Position gear lever UP

• Advise ATC

• Monitor missed approach

procedures

At or above

400’ AFE

“LNAV” or “HEADING

SELECT” • Select LNAV or HDG

SEL

• Verify LNAV or HDG SEL

annunciates

Climbing

through 1,000’

AFE

“REF 80”

“FLAPS_____”

(Retract flaps on flap

retraction speed schedule)

• Set command airspeed

cursor to VREF 30 + 80

• Select proper flap

setting, when requesting

At flap

retraction

speed

“FLAPS UP, AFTER

TAKEOFF CHECKLIST”

• Retract flaps

• Accomplish checklist
8/10/00 AC 120-71

Appendix 5

Page 1 (and 2)

APPENDIX 5

(example)

SINGLE ENGINE GO-AROUND -- ACTIONS and CALLOUTS

Callouts: shown in “BOLD TEXT” -- Actions: shown with bullets (•) in plain text

PF PNF

Go-around “GO AROUND”

• Press either GA switch

“GO-AROUND POWER”

• Advance thrust lever to GA

power

• Rotate towards 10° pitch

attitude, then follow flight

director commands

“FLAPS 5”

• Verify GA annuciates

• Verify GA power set

• Select flaps 5

“POWER SET”

Positive Rate of

Climb • Verify positive rate of climb

“GEAR UP”

• Position gear lever UP

• Advise ATC

•• Execute airport specific “Engine Failure Missed Approach,”

published missed approach, or proceed as instructed by ATC, as

appropriate

At or above 400’

AFE, or lower if

Engine Failure

procedure

specifies a turn

prior to 400’

AFE

“LNAV” or “HEADING

SELECT”

• Select LNAV or HDG SEL

• Verify LNAV or HDG SEL

annunciates

• Monitor missed approach

procedure

Climbing through

1,000’ AFE or

obstruction

clearance altitude

(OCA), whichever

is higher

“REF 80”

“FLAPS_____”

(Retract flaps on flap retraction

speed schedule)

• Set command airspeed cursor to

VREF 30 + 80

• Select proper flap setting, when

requested

At flap

retraction

speed

“FLAPS UP”

• Retract flaps

At

VREF 30 + 80

“MAXIMUM CONTINUOUS

THRUST AFTER TAKEOFF

CHECKLIST”

• Press CON on TMSP

• Set MCT

“POWER SET”

• Accomplish After Takeoff

Checklist
8/10/00 AC 120-71

Appendix 6

Page 1 (and 2)

APPENDIX 6

(example)

SINGLE ENGINE VISUAL LANDING -- PROFILE
8/10/00 AC 120-71

Appendix 7

Page 1 (and 2)

APPENDIX 7

(example)

SINGLE ENGINE ILS APPROACH -- ACTIONS and CALLOUTS

Callouts: shown in “BOLD TEXT” -- Actions: shown with bullets (•) in plain text

PF PNF

Initial

Approach

“FLAPS 1, REF 60”

“FLAPS 5, REF 40”

• Select flaps 1

• Set command airspeed

cursor to VREF 30 + 60

• Select flaps 5

• Set command airspeed

cursor to VREF 30 + 40

When Cleared •• Verify Nav radio tuned to appropriate ILS frequency

for the

Approach

• Select APP mode

• Verify LOC and G/S

annunciates white (armed) on

ADI

LOC Alive

• Verify localizer indication

“LOCALIZER ALIVE”

LOC Capture •• Verify LOC annunciates green (captured) on ADI

GS Alive

• Verify G/S indication

“GEAR DOWN, FLAPS 20,

VREF 20 + 5, SINGLE

ENGINE LANDING

CHECKLIST”

“GLIDESLOPE ALIVE”

• Position gear lever DOWN

• Select flaps 20

• Set command airspeed

cursor to VREF 20 + 5

• Complete Single Engine

Landing Checklist

GS Capture

“GLIDESLOPE CAPTURE”
8/10/00 AC 120-71

Appendix 8

Page 1 (and 2)

APPENDIX 8

(example)

APPROACH PROFILE: LNAV, LOC, or LOC B/CRS
8/10/00 AC 120-71

Appendix 9

Page 1

APPENDIX 9

(example)

LNAV, LOC, or LOC B/CRS APPROACH -- ACTIONS and CALLOUTS

Callouts: in “BOLD TEXT” -- Actions: with bullets (•) in plain text

PF PNF

Initial Approach “FLAPS 1 REF 60”

“FLAPS 5, REF 40”

• Select flaps 1

• Set command airspeed

cursor to VREF 30 + 60,

if requested

• Select flaps 5

• Set command airspeed

cursor to VREF 30 + 40,

if requested

2-1/2 miles from

FAF

“GEAR DOWN, FLAPS 20,

REF 20, LANDING

CHECKLIST” • Position gear lever

DOWN

• Select flaps 20

• Set command airspeed

cursor to VREF 30 +

20, if requested

• Initiate Landing

Checklist

1⁄2 mile prior to FAF “FLAPS 30, REF 5”

• Set/Request MDA or MDA

Buffer Altitude

• Select flaps 30

• Set command airspeed

cursor to VREF 30 + 5,

if requested

• Set altitude, if

requested

At FAF •• Start timing, if appropriate

• Select/Request V/S • Set V/S, if requested

• Monitor descent

At 1,000’ AFE

• Verify altitude

• Stabilized approach

“1,000 ft.”
AC 120-71 8/10/00

Appendix 9

Page 2

APPENDIX 9 (con’t)

Callouts: in “BOLD TEXT” -- Actions: with bullets (•) in plain text

PF PNF

At 100’ above

MDA (or MDA

buffer altitude)

• Verify altitude

“100 ABOVE”

• Divide time between

monitoring instruments

and scanning outside for

runway environment

AT MDA (or

MDA buffer) “SET MISSED

APPROACH ALTITUDE”

• Execute missed approach

“MINIMUMS”

• Set missed approach

altitude

•• Call out appropriate visual cues

“LANDING”

“RUNWAY IN SIGHT”

• Monitor speed and sink

rate

(Runway

environment IS in

sight)

•• See landing procedure

“GO-AROUND”

“MISSED APPROACH

POINT, NO CONTACT”

—or—

(Runway

environment

NOT in sight or a

safe landing is

NOT possible)

•• See go-around procedure
8/10/00 AC 120-71

Appendix 10

Page 1 (and 2)

APPENDIX 10

(example)

ENGINE FAILURE AT or ABOVE V1 -- PROFILE
8/10/00 AC 120-71

Appendix 11

Page 1

APPENDIX 11

(example)

ENGINE FAILURE AT or ABOVE V1 -- ACTIONS and CALLOUTS

Callouts: in “BOLD TEXT” -- Actions: with bullets (•) in plain text

PF PNF

•• Pilot first noting Engine Failure

“ENGINE FAILURE”

Engine Failure

“SET MAX POWER”

• Advance thrust levers to

maximum takeoff thrust

“POWER SET”

VR

• Rotate towards 10° pitch

attitude

“ROTATE”

Positive rate of climb

• Verify positive rate of

climb

“GEAR UP”

“POSITIVE RATE”

• Position gear lever UP

• Maintain F/D

commanded attitude

“ADVISE ATC,” when

appropriate

• Monitor speed and

attitude

• Advise ATC

•• Comply with airport specific “Engine Failure After

Takeoff” procedure (if published); otherwise, fly runway

heading

After lift-off

“HEADING SELECT”

• Select HDG SEL

• Verify HDG SEL

annunciates

• Position A/T arm switch

OFF
AC 120-71 8/10/00

Appendix 11

Page 2

APPENDIX 11 (con’t)

ENGINE FAILURE AT or ABOVE V1 -- ACTIONS and CALLOUTS

Callouts: in “BOLD TEXT” -- Actions: with bullets (•) in plain text

Climbing PF PNF

through 1,000’

AFE or

obstruction

clearance

altitude (OCA),

whichever is

higher

“VERTICAL SPEED PLUS

100”

• Reduce pitch and accelerate

“FLAPS______”

(Retract flaps on flap retraction

speed schedule)

• Select VERT SPD to

+100 FPM

• Select proper flap

setting, when requested

At flap

retraction

speed

“FLAPS UP”

• Retract flaps

At

VREF 30 + 80

“FLIGHT LEVEL CHANGE,

MAXIMUM CONTINUOUS

THRUST, ENGINE _______

CHECKLIST, AFTER

TAKEOFF CHECKLIST”

• Select FL CH

• Press CON on TMSP

• Set MCT

“POWER SET”

• Accomplish appropriate

checklist

“ENGINE _________

CHECKLIST

COMPLETE”

• Accomplish After

Takeoff Checklist
8/10/00 AC 120-71

Appendix 12

Page 1 (and 2)

APPENDIX 12

(example)

WINDSHEAR – TAKEOFF WHILE on the RUNWAY -- RECOVERY TECHNIQUE

Takeoff While on The Runway

Recovery Technique

• THRUST

• Apply thrust aggressively (Firewall Power)

• PITCH

• Push go-around switch

• Rotate toward 15° no later than 2,000 ft. remaining

• Increase beyond 15° if required to lift off

• Follow flight director commands

Note: After lift-off, follow After Lift-off Recovery Technique

After Lift-off/On Approach Windshear

Recovery Technique

• THRUST

• Apply thrust aggressively (Firewall Power)

• PITCH

• Push either go-around switch

• Adjust toward 15°

• Follow flight director commands

• Increase beyond 15° if required to ensure

acceptable flight path

• Always respect stickshaker

• CONFIGURATION

• Maintain existing configuration

Note: With a WINDSHEAR warning, if normal commands do

not result in a substantial rate of climb, the AFDS smoothly

transitions to a 15° pitch attitude or slightly below the pitch

limit indicator, whichever is less.
8/10/00 AC 120-71

Appendix 13

Page 1 (and 2)

APPENDIX 13

(example)

GROUND PROXIMITY WARNINGS

Refer to the FOM for Ground Proximity Warning System general

procedures. See Chapter 13 (in this handbook) for the system

description.

BELOW GLIDESLOPE ALERT

If a GLIDESLOPE alert is activated between the altitudes of 1,000’

and 150’ AGL, application of power sufficient to bring the airplane

back up toward the glideslope beam center will cancel the alert when it

is less than 1.3 dots below the glideslope. The allowable deviation

increases to 2.7 dots at 50’ AGL. This deviation causes an offscale

deflection on the glideslope deviation scale.

GPWS WARNING ESCAPE MANEUVER

If a GPWS “PULL UP” warning or “TERRAIN” alert occurs at night

or in IMC, perform the following maneuver entirely from memory:

Callouts: in “BOLD TEXT” -- Actions: with bullets (•) in plain text

Step PF PNF

 1

Thrust

• Auto throttles – disconnect

• “FIREWALL POWER,” set

firewall thrust

Pitch

• Autopilot – disconnect

• Roll wings level

• Rotate (3°/sec) to 20° pitch

attitude. If GPWS warning

continues – increase pitch

(respect stickshaker/buffet)

 2

Configuration

• Speedbrakes – retract

• Do not alter gear/flap

configuration

 3 • Climb to safe altitude

 4

• Resume normal flight. Retract

flaps on flap retraction speed

schedule.

• Verify all actions have been

completed and call out any

omissions

• Monitor radio altimeter, and call

out information on flight path (e.g.,

“300 FEET DESCENDING; 400

FEET CLIMBING,” etc.)

• Call out safe altitude (e.g.,

“MSA IS 3,400 FEET”)

• Advise ATC
8/10/00 AC 120-71

Appendix 14

Page 1 (and 2)

APPENDIX 14

(example)

DESCENT PLANNING GUIDE for VISUAL APPROACHES
8/10/00 AC 120-71

Appendix 15

Page 1 (and 2)

APPENDIX 15

(example)

DESCENT PLANNING for VISUAL APPROACHES

DESCENT PLANNING for VISUAL APPROACHES

At each airport, ATC has established descent profiles to vector aircraft to intercept an

instrument approach. However, pilots are cleared for visual approaches with the

descent profile at the discretion of the pilot. If the pilot’s descent profile does not

result in a stabilized visual approach by 500’ AFE, then a missed approach must be

executed (FOM page 5-37).

Visual approaches can be difficult. The wide range of variables, such as position and

altitude when cleared for the approach, the lack of glideslope information, and

establishing separation from a variety of visual traffic all contribute to the

complexity. The secret to flying a good visual approach is accurate descent planning.

This requires analysis at sequential points during the descent/approach, and making

corrections to altitude and airspeed.

The Descent Planning Guide provides suggested reference points or “gates” to assist

in analyzing the descent to arrive at 500’ AFE in a stabilized condition. As you

progress through these “gates,” it is important that any deviations be corrected

immediately to arrive at the next “gate” within the parameters. The longer the delay

in making a correction, the greater the chance of arriving at 500’ AFE in an

unstabilized condition.

During the early stages of the descent, corrections to altitude and/or airspeed can

usually be done using speedbrakes. If in the latter stages of the descent/approach, or

if speedbrakes are not effective in correcting to the desired airspeed/altitude, consider

extending the landing gear to assist in increasing rate of descent and/or deceleration.

Extending flaps and slats to increase deceleration or descent rate is not as effective as

the use of speedbrakes and gear extension.

Utilizing the FMC to reference the landing runway is an excellent technique for a

visual approach. This will easily establish a DME reference to the landing runway

for the targeted “gates.” The key to a successful visual approach is to plan and make

corrections early.
8/10/00 AC 120-71

Appendix 16

Page 1

APPENDIX 16

(example)

PRELIGHT

Preflight

Preflight (Page 1 of 2)

CAPTAIN FIRST OFFICER

The first pilot on the flight deck will determine the aircraft maintenance status prior to actuating switches and

controls.

Brief the lead flight attendant (see FOM, chapter 9).

Accomplish the captain’s preflight.

After fueling is complete, verify that the fuel load

on board meets the requirements of the dispatch

release and is adequate for the route of flight.

Accomplish the exterior preflight.

Accomplish the first officer’s preflight.

Record the current ATIS information.

Note: The captain may accomplish this step if it

will expedite the departure process.

When the fuel slip becomes available, review it for

any discrepancies, and perform the reasonableness

check (see FOM, chapter 5). Verify that the fuel on

board meets the requirements of the dispatch release

and the flight plan.

Check the ECAM FUEL page to verify the total fuel

load and the proper distribution.

Obtain and print the ATC clearance using ACARS Predeparture Clearance (PDC) procedures. If ACARS PDC

is not available, obtain the ATC clearance using voice procedures at a time convenient to both crewmembers.

The captain may ask the first officer to call for the clearance or the first officer may initiate the call after

ensuring the captain is prepared to listen as the clearance is received. The captain will monitor the clearance as

it is copied by the first officer.

Verify that the proper clearance altitude and

transponder code are set.

Ensure that the cleared route is the active FMGC

route, or modify as required.

Set the clearance altitude in the FCU ALT window.

Set the transponder code.

Verify that the cleared route is the active FMGC route.

Set the required navigation frequencies and courses for the departure. If required, use the RAD NAV page to

modify the frequencies and courses.

Caution: Frequencies and courses set by the pilot must be cleared when no longer required.

Review the preliminary MGL (see FOM, chapter 8). This will enable the crew to plan the anticipated runway,

flap setting, and FLEX capability.

At a convenient time prior to engine start, give a

pilot briefing to ensure an understanding by both

pilots as to the conduct of the flight (see FOM,

chapter 9).
AC 120-71 8/10/00

Appendix 16

Page 2

APPENDIX 16 (con’t)

(example)

PREFLIGHT

Preflight (Page 2 of 2)

CAPTAIN FIRST OFFICER

♦ Call for the PREFLIGHT CHECK. Verify, as

appropriate, and respond to the PREFLIGHT

CHECK.

◊ Read, verify as appropriate, and respond to

the PREFLIGHT CHECK.

Announce “PREFLIGHT CHECK COMPLETE.”

If the takeoff weight data becomes available prior to

engine start, complete the initialization on INIT

page B. Insert ZFW and BLOCK FUEL.
8/10/00 AC 120-71

Appendix 17

Page 1

APPENDIX 17

(example)

CREW BRIEFINGS

Pilot Briefing

The purpose of the pilot briefing is to enhance communications on the flight deck

and to promote effective teamwork. Each crewmember is expected to perform as

an integral part of the team. The briefing should establish a mutual understanding

of the specific factors appropriate for the flight.

A pilot briefing will be given prior to starting engines for the first flight of the day

(subsequent flight, if applicable). The captain determines the length and detail of

the briefing. Factors to consider include:

• Experience level of the pilots

• Special MEL procedures as a result of inoperative components

• Altimeter setting units

• Use of delayed engine start and/or engine out taxi procedures

• Presence of armed passengers, when applicable

When personnel occupy the extra crew seat(s), ensure they understand the use of

oxygen/interphone operations and emergency exits, and sterile flight deck

procedures.

Takeoff Briefing

A Takeoff Briefing will be given prior to takeoff. Factors to consider include:

• Takeoff weather conditions

• Runway surface conditions

• NOTAMS

• Departure review

• Obstructions and high terrain

• Closeout weight and balance message/takeoff numbers

• Critical conditions affecting the GO/NO GO decision (e.g., gross weight

limited takeoff, wet or slippery runway, crosswind, aircraft malfunctions)

• Birdstrike potential, if applicable
AC 120-71 8/10/00

Appendix 17

Page 2

APPENDIX 17 (con’t)

(example)

CREW BRIEFINGS

Flight Attendant Briefing

The purpose of the flight attendant briefing is to develop a team concept between

the flight deck and cabin crew. An ideal developed team must share knowledge

relating to flight operations, review individual responsibilities, share personal

concerns, and have a clear understanding of expectations.

Upon flight origination or whenever a crew change occurs, the captain will

conduct a verbal briefing, preferably with all the flight attendants. However,

preflight duties, passenger boarding, rescheduling, etc. may make it impractical to

brief the entire flight attendant complement. Regardless of time constraints,

company policy is that the captain must brief the lead flight attendant. The

briefing will be supplemented with a completed Flight Attendant Briefing Form.

The briefing should cover the following items:

• Logbook discrepancies that may affect flight attendant responsibilities or

passenger comfort (e.g., coffee maker inop, broken seat backs, manual

pressurization, etc.)

• Weather affecting the flight (e.g., turbulence – including appropriate code

levels, thunderstorms, weather near minimums, etc.). Provide the time when

the weather may be encountered rather than a distance or location (e.g., “Code

4 Turbulence can be expected approximately one hour after takeoff.”)

• Delays, unusual operations, non-routine operations (e.g., maintenance delays,

ATC delays, re-routes, etc.)

• Shorter than normal taxi time or flight time which may affect preflight

announcements or cabin service.

• Any other items that may affect the flight operation or in-flight service such as

catering, fuel stops, armed guards, etc.

• A review of the sterile flight deck policy, responsibility for PA

announcements when the Fasten Seat Belt sign is turned on during cruise,

emergency evacuation commands, or any other items appropriate to the flight.

During the briefing, the captain should solicit feedback for operational concerns

(e.g., does each person understand the operation of the emergency exits and

equipment). The captain should also solicit feedback for information which may

affect expected team roles. Empower each crewmember to take a leadership role

in ensuring all crewmembers are made aware of any potential item that might

affect the flight operation.

The lead flight attendant will inform the captain of any inoperative equipment and

the number of flight attendants on board.

The captain will inform the lead flight attendant when there are significant

changes to the operation of the flight after the briefing has been conducted.