U.
S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: Flightpath Management Date: 11/21/22 AC No: 120-123 Initiated by: AFS-200 Change:
This advisory circular (AC) provides guidance and recommended practices for operators to implement operational procedures and training for the planning, execution, and assurance of the guidance and control of aircraft trajectory and energy. This is known as flightpath management (FPM). FPM topics addressed in this AC include manual flight operations (MFO), managing automated systems, pilot monitoring (PM), and energy management. This AC provides guidance and recommended practices to Title 14 of the Code of Federal Regulations (14 CFR) parts 121 and 135 certificate holders (C H), as well as part 142 training centers in developing operation al policies, procedures, and training to support effective FPM.
This AC describes an acceptable means, but not the only means, for an operator to incorporate FP M principles into an operator’s training program to meet the related requirements in part 121, §§ 121.401 and 121.419 through 121.427. The contents of this document do not have the force and effect of law and are not meant to bind the public in any way, and the document is intended only to provide information to the public regarding existing requirements under the law or agency policies.
This AC is currently directed towards par ts 121 and 135 CHs conducting multicrew turbojet airplane operations, as well as part 142 training centers. However, the Federal Aviation Administration (FAA) encourages all training providers and operators to consider this guidance as applicable to the type of airplane, operational environment, and pilot demographics in which training or operations are conducted. This guidance may also be helpful for avionics and aircraft manufacturers designing equipment and systems used by pilots to manage the aircraft flightpath.
We sley L. Mooty Acting Deputy Executive Director, Flight Standards Service
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CONTENTS Paragraph Page
Chapter 1. General1-1
1.1 Purpose Of This Advisory Circular (AC)1-1
1.2 Audience1-1
1.3 Where You Can Find This AC1-1
1.4 Related 14 CFR Parts, Reading Material, and Definitions1-1
1.5 Background1-1
1.6 What to Consider When Reading This AC1-2
1.7 AC Feedback Form1-2
Chapter 2. Flightpath Management— General2-1
2.1 General2-1
2.2 Operational Policy and Procedure Considerations2-2
2.3 Training Considerations2-4
2.4 Instructor/Evaluator (I/E) Considerations2-4
Chapter 3. Manual Flight Operations3-1
3.1 General3-1
3.2 Operator Policy and Procedure Considerations for MFO3-2
3.3 Training and Checking Considerations3-4
3.4 Instructor/Evaluator (I/E) Considerations3-11
Chapter 4. Managing Automated Systems4-1
4.1 General4-1
4.2 Operational Policy and Procedures for Managing Automated Systems4-1
4.3 Training Considerations4-2
4.4 Instructor/Evaluator (I/E) Considerations4-5
Chapter 5. Pilot Monitoring (§ 121.544)5-1
5.1 General5-1
5.2 Operational Policy and Procedure Considerations5-1
5.3 Training Considerations5-3
5.4 Instructor/Evaluator (I/E) Considerations5-8
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Chapter 6. Energy Management6-1
6.1 General6-1
6.2 Operational Policy and Procedure Considerations for Energy Management6-1
6.3 Training Considerations6-2
6.4 Instructor/Evaluator (I/E) Considerations6-4
Appendix A. Considerations for Autoflight Mode Awareness ProceduresA-1
Appendix B. Related 14 CFR Parts, Reading Material, and D efinitionsB-1
1-1 CHAPTER 1. GENERAL
1.1 Purpose of This Advisory Circular (AC). This AC provides guidance and recommended practices to operators under Title 14 of the Code of Federal Regulations (14 CFR) parts 121 and 135, as well as part 142 training centers, in developing operational policies, procedures, and training to support effective flightpath management (FPM). FPM is the planning, execution, and assurance of the guidance and control of aircraft trajectory and energy, in flight or on the ground. FPM provides a unifying framework for operations and training to meet the regulatory requirements in part 121 and its appendices and part 135. Over the past decades, numerous reports, studies, and recommendations have been generated among industry groups, research institutions, and regulators addressing the topic of FPM. FPM topics addressed in this AC include manual flight operations (MFO), managing automated systems, pilot monitoring (PM), and energy management. These topics are required to be trained per the Federal Aviation Administration (FAA) requirements in part 121, §§ 121.419 through 121.427 and appendices E and F, and part 135.
1.1.1 The contents of this document do not have the force and effect of law and are not meant to bind the public in any way, and the document is intended only to provide information to the public regarding existing requirements under the law or agency policies. The material in this AC is advisory in nature and describes an acceptable means, but not the only means to comply with applicable regulations. The FAA will consider other means of compliance that an applicant may elect to present. While these guidelines are not mandatory, they are derived from extensive FAA and industry study of accidents and incidents where ineffective FPM was causal or contributory. These guidelines are intended to help in complying with applicable regulations to prevent similar events in the future.
1.2 Audience. This AC is directed towards certificate holders (CH) operating under parts 121 and 135, as well as part 142 training centers. The FAA encourages all training providers and operators to consider this guidance as applicable to the type of airplane, operational environment, and pilot demographics in which training or operations are conducted. This guidance may also be helpful for avionics and aircraft manufacturers designing equipment and systems used by pilots to manage the aircraft flightpath.
1.3 Where You Can Find This AC. You can find this AC on the FAA’s website at https://www.faa.gov/regulations_policies/advisory_circulars and the Dynamic Regulatory System (DRS) at https://drs.faa.gov.
1.4 Related 14 CFR Parts, Reading Material, and Definitions. See Appendix B.
1.5 Background. In 1996, the Federal Aviation Administration (FAA) Human Factors Team Report on the Interfaces Between Flightcrews and Modern Flight Deck Systems was published. The review of data at that time identified issues that showed vulnerabilities in flightcrew management of automation and situation awareness. Since then, major improvements have been made in the design, training, and operational use of onboard
1-2 systems for FPM (autopilot (AP), autothrottle/autothrust (AT), flight director (FD), flight management systems (FMS), etc., and their associated flightcrew interfaces).
1.5.1 To address these original vulnerability concerns, the Performance-Based Operations Aviation Rulemaking Committee (PARC) and the Commercial Aviation Safety Team (CAST) established a joint working group of authorities, industry, and researchers to update the 1996 FAA report and to address, for current and projected operational use, the safety and efficiency of modern flight deck systems for FPM (including energy-state management). The final report, Operational Use of Flight Path Management Systems:
Final Report of the Performance-based operations Aviation Rulemaking Committee/Commercial Aviation Safety Team Flight Deck Automation Working Group, was issued on September 5, 2013. This report included a recommendation for revisions to relevant FAA ACs, or the creation of, or revision to, other applicable ACs and other guidance, to incorporate information on automation training and procedures for automation management.
1.5.2 O n January 21, 2014, the FAA established the Air Carrier Training Aviation Rulemaking Committee (ACT ARC) to provide a forum for the U.S. aviation community to discuss, prioritize, and provide recommendations to the FAA concerning operations conducted under parts 121, 135, and 142, specifically addressing air carrier training. The ACT ARC Steering Committee established the Flight Path Management Workgroup (FPM WG), which made a number of recommendations related to FPM. The ACT ARC Steering Committee adopted the recommendations with unanimous consent, and they were submitted to the FAA as ACT ARC recommendations. Beginning in 2015, the ACT ARC began issuing a series of recommendations addressing FPM, including operator policies, MFO, the use of automation, PM, energy management, and information management.
These recommendations, which are addressed in this AC, can be found at https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs200/afs 280/act_arc/act_arc_reco/.
1.6 What to Consider When Reading This AC. The FAA encourages that parts 121 and 135 operators, as well as part 142 training centers, adopt the recommendations in this AC to implement policies, procedures, and training to support effective FPM.
1.7 AC Feedback Form. For your convenience, the AC Feedback Form is the last page of this AC. Note any deficiencies found, clarifications needed, or suggested improvements regarding the contents of this AC on the Feedback Form.
2-1 CHAPTER 2. FLIGHTPATH MANAGEMENT—GENERAL
2.1 General. For the purpose of this AC, the meaning of FPM is the planning, execution, and assurance of the guidance and control of aircraft trajectory and energy, in flight or on the ground. “Flightpath” means trajectory (lateral, longitudinal, and vertical) and energy state of the aircraft. “Flightpath” includes “ground path” if the aircraft is in motion on the ground.
2.1.1 Ensuring that the aircraft is on a safe and correct flightpath is the highest priority of all pilots on the flightcrew. Ensuring the airplane is on the correct flightpath includes the actions necessary to check/verify that the flightpath is correct and to intervene as necessary if it is not correct.
2.1.2 Each pilot is responsible for:
• Being fully aware of the current and desired flightpath of the aircraft, and
• Being fully capable1 of manually flying the aircraft to achieve the desired flightpath.
2.1.3 One pilot at a time (i.e., pilot flying (PF)) is responsible for controlling the flightpath.
Controlling the flightpath refers to adjusting the trajectory and energy state of the airplane using any appropriate combination of manual or autoflight inputs.2 Other pilot(s) on the flightcrew should always be ready and able to intervene if necessary. This capability should include normal and applicable non-normal3 situations.
2.1.4 FPM provides a unifying framework for meeting the regulatory requirements in part 121 and its appendices and in part 135. The following chapters include guidance for the following topics that are interlinking aspects of FPM:
• Chapter 3, Manual Flight Operations.
• Chapter 4, Managing Automated Systems.
• Chapter 5, Pilot Monitoring (§ 121.544) (including attention management).
• Chapter 6, Energy Management.
2.1.5 No individual chapter in this AC is intended to be read or followed in isolation. For example, the trajectory and energy of the aircraft can be controlled manually, or via the autoflight systems, or various combinations of these. Chapters 3 and 4 offer guidance on MFO and managing automated systems accordingly, but that guidance should be interpreted with the understanding that manual methods, automated systems, or any combination thereof are tools to help the pilot manage the flightpath. Pilots should be
1 “Capable” means having the knowledge, skills, and ability; it does not imply that multiple pilots are simultaneously acting as PF.
2 The PF is always controlling the airplane whether autoflight systems are on or off.
3 Applicable non-normal situations should include equipment failures and situations identified through an operator’s Safety Management System (SMS), including safety data programs such as Line Operations Safety Audit (LOSA), Aviation Safety Action Program (ASAP), Flight Operations Quality Assurance (FOQA), and industry programs.
2-2 proficient in the use of all such methods and systems, and in the selection of the proper systems and their modes at the appropriate time, for various FPM tasks based on the situation.
2.1.6 Monitoring is an important aspect of ensuring the flightpath; therefore, Chapter 5 should be considered to be an integral aspect of FPM and not a standalone topic. Other tasks on the flight deck may provide distractions that require the pilots to actively manage attention and prioritize tasks. Therefore, the task/attention/distraction material in Chapter 5 is an integral part of the topic of FPM.
2.2 O perational Policy and Procedure Considerations. An underlying premise for this guidance material is that flight operations and pilot training should be consistent.
Therefore, the policy and procedures for FPM should be clearly documented in the relevant manuals and reflected in the pilot training.
2.2.1 Operational policy and procedures for FPM should be based on guiding principles that state the general philosophy or overarching concepts and expectations for FPM. These principles should then be used to guide the development of appropriate policies and procedures that affect FPM for normal, rare normal, and non-normal operations. An appropriate set of guiding principles for FPM should include at least the following:
1. FPM is always:
• The responsibility of the entire flightcrew, and
• The highest priority for all members of the flightcrew.
2. Each pilot is responsible for:
• Being fully aware of the current and desired flightpath of the aircraft, and
• Being fully capable of manually flying the aircraft to achieve the desired flightpath.
2.2.2 All operational policies and procedures regarding or affecting FPM should be written to support the set of guiding principles. Operators should implement specific standard operating procedures (SOP) to support the FPM policy.
2.2.3 FPM policies and procedures should clearly define the roles and responsibilities of all flightcrew members, including the roles and responsibilities of the PF, PM, Captain, First Officer (F/O), and any other required flight deck crew positions. FPM policies and procedures should protect the PF’s ability to maintain focus on FPM. Any non-FPM tasks4 (e.g., communication with the company) should be performed by other members of the flightcrew (e.g., the PM) to the maximum extent possible.
2.2.4 Items that should be addressed in an operator’s FPM guiding principles, policy, and procedures are listed below:
4 A non-FPM task is any task that is not directly related to managing the flightpath at that time.
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2.2.4.1 Each operator should have a clearly stated, comprehensive FPM policy supported by the FPM guiding principles and by SOPs. The guiding principles provide an overarching structure from which FPM policies and procedures should be developed. The guiding principles state the general concepts and expectations of FPM. Subsequently, the policies state how the principles are to be achieved.
2.2.4.2 The policy should highlight and stress that the responsibility for FPM remains with the pilots at all times. Procedures developed from this policy should include actions designed to mitigate or reduce hazards or risks that may influence FPM.
2.2.4.3 The operator policy should identify appropriate opportunities for MFO in line operations to maintain proficiency.
2.2.4.4 Policies and procedures should include:
2.2.4.4.1 Guidance for the appropriate use of automated systems, recognizing that they provide a set of tools (but are not the only available tools) to effectively manage the flightpath. Operators should provide guidance on the use of all these tools (e.g., automated systems and manual flight). That guidance should provide detailed information on the operational application and utility of the respective system(s) and consideration for combinations to best address the situation. The guidance should be specific to the aircraft type, operational environment, and operator culture. It should include use of MFO and use of automated systems with a focus on FPM rather than simply focusing on the manipulation of automated systems, because policies that deal only with automation use can misplace the responsibility of FPM onto the automation system, whereas it should remain with the pilots at all times.
2.2.4.4.2 Guidance for proper monitoring of the flightpath and allocation of tasks between PF and PM to include:
• Monitoring the flightpath during all combinations of manual and/or automated flight.
• Task allocation, workload, and system management strategies, as well as methods to address malfunctions, including malfunctions for which there is no specific procedure.
2.2.4.5 The policy and procedures should be customized for the specific operator and regularly reviewed and modified as necessary through a formal process.
Policies and procedures should consider manufacturer recommendations and be adapted/modified according to factors including, but not limited to, the following:
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• The operating environment,
• The equipment being operated,
• The demographic characteristics of the pilot group,
• Operational and safety data, and
• The operator’s overall policies and organizational culture.
2.2.4.6 The policies and procedures should be validated for operational effectiveness, and should take into account lessons learned from a regular review of feedback from training, line experience, and operational and safety data.
2.2.4.7 Policies and procedures should use consistent terminology for FPM systems and information automation (IA) systems. “Guidance,” “control,” and other terms that form the foundation of the operator’s FPM policy should be clearly defined.
2.3 Training Considerations. Each operator’s training program should clearly and explicitly convey the FPM guiding principles, policies, and procedures described above. All aspects of training should clearly instill an understanding that FPM is primary at all times.
Training on individual procedures or operation of individual items of flight deck equipment, under both normal and non-normal conditions, should be conveyed to ensure the trainee understands how the topic fits within the overarching context of FPM.
2.3.1 For example, operators create procedures for the execution of most maneuvers, such as a takeoff or an instrument landing system (ILS) approach, which contain highly scripted actions and callouts. Training for these maneuvers should ensure that pilots are not taught to focus on the procedural details at the expense of the “big picture,” which is that FPM is the highest priority aspect of every maneuver. Standardized procedures are important, but procedures should be taught in such a way that the overall context of FPM is clearly conveyed to the trainee. Similarly, training on the use of various items of flight deck equipment (e.g., FMS and Electronic Flight Bag (EFB)) should emphasize that pilots are taught to understand its appropriate use in the context of FPM. Some examples are discussed in Chapter 4.
2.3.2 Training programs should also prioritize FPM in terms of emphasis and proportion of time spent.
2.4 Instructor/Evaluator (I/E) Considerations. It is important that each operator consider not just the curricula content, but the content delivery emphasis as conveyed by their I/Es.
The I/E staff should maintain focus on FPM priority throughout all aspects of training and checking.
2.4.1 All I/Es should have appropriate I/E qualification and experience, the knowledge and skills required for effective aircraft FPM, and the knowledge and skills to instruct, assess, and evaluate the learning objectives and proficiency for FPM and the interrelated aspects of FPM.
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2.4.2 A training program for I/Es should include at least the following:
• Operator’s FPM policy.
• Operator’s SOPs related to FPM.
• Understanding how to train and assess FPM.
• Understanding how to train and assess management of automated systems.
• Understanding how to train and assess effective monitoring, including scan techniques.
• Understanding how to train and assess energy management.
• Understanding how to train and assess Crew Resource Management (CRM) and Threat and Error Management (TEM) aspects related to FPM.
• Developing and implementing training scenarios for training and assessing FPM (where applicable to the role of the I/E).
• Effective briefing and debriefing methods and tools, including facilitated debriefs.
• Evaluating the performance of the PF and PM.
Note: Additional guidance on instructor qualifications and training related to FPM aspects of stall prevention and recovery training and upset prevention and recovery training can be found in AC 120-109, Stall Prevention and Recovery Training, and AC 120-111, Upset Prevention and Recovery Training, respectively.
2.4.3 I n each of the remaining chapters of this AC, additional training and I/E considerations are included that relate to each chapter’s focus.
3-1 CHAPTER 3. MANUAL FLIGHT OPERATIONS
3.1 General. MFO are those operations where the pilot is performing FPM while physically controlling pitch, roll, yaw, and/or thrust.5 Manual flight is the foundation upon which other technical flying skills are built. MFO apply to a broad range of situations, including situations where some automated systems are engaged or operating. Manual flight knowledge and skills are required in all situations, not only when all automated systems are off.
3.1.1 MFO Uses. There are different combinations of aircraft systems that can be used to manage the flightpath, each of them having different requirements, specific knowledge, tasks, and skills for manual flight. In addition to MFO during routine normal operations, MFO includes maneuvers required to be manually flown and the requirement for intervening or taking over FPM tasks from one or more of the automated systems. MFO includes FPM using raw data, which may require performing cognitive tasks without the assistance of onboard systems, such as the FD, moving map display, or flight management system (FMS).
3.1.2 S kills Related to Performing MFO . Skills related to performing MFO include cognitive skills, psychomotor skills, and communication skills. Pilot proficiency for performing all MFO skills provides a foundation for pilots to handle any operational situation, whether expected or unexpected.
3.1.2.1 Cognitive Skills. A cognitive skill is the ability to retain and combine a variety of knowledge components about a domain and apply them to perform complex mental tasks, including problem solving, decision making, situation assessment, system monitoring, and conducting calculations and visualization for spatial flightpath planning.
3.1.2.2 Psychomotor Skills. A psychomotor skill is the ability to perform physical actions. Examples of psychomotor skills include use of the yoke or side stick, use of the thrust levers, programming the flight computer, and adjusting any system controls.
3.1.2.3 Communication Skills. A communication skill is the ability to perform a meaningful interchange with another person using some form of language or other set of signals. Examples of communication skills include conducting briefings and callouts, obtaining and responding to clearances from air traffic control (ATC), and updating dispatch on a reroute decision.
3.1.2.4 Example. An example of using all three types of skills is while descending and turning to join a Localizer (LOC) at the proper glidepath under manual control. The pilot has to mentally integrate airspeed, altitude, roll, and pitch attitude with LOC displacement and rate of capture to manually accomplish this task efficiently while analyzing the situation and
5 “Physically controlling” may refer to physical manipulation of the corresponding flight deck control, such as side stick or control yoke.
3-2 communicating/coordinating with the other pilot(s) and ATC. It requires an integrated application of cognitive, psychomotor, and communications skills.
3.1.3 MFO Proficiency. Operational data have shown that, on average, pilots exercise manual flight control for only a small portion of total flight time (usually only during takeoff and landing). This somewhat limited operational practice in MFO may contribute to a gap between proficiency in MFO and the ability of pilots to perform manual operations when various situations require immediate manual control. Operators should promote and provide pilots with opportunities to exercise their knowledge and skills required for proficiency in MFO in training and during line operations.
3.1.4 MFO Skill Degradation. Analyses of operational, accident, and incident data show that degradation of pilot skills in MFO has been identified as a potential vulnerability to successful FPM. Therefore, policies that promote the development and maintenance of pilot skills for MFO remain important for the safety and effectiveness of air carrier operations.6 Proficiency in MFO skills is necessary for safe flight operations, regardless of the autoflight equipment installed, or used, in the aircraft.
3.2 Operator Policy and Procedure Considerations for MFO. Many aspects of operator policies and procedures can affect the readiness of pilots to perform MFO effectively. For example, operator policies on FPM that excessively require the use of automated systems may negatively affect the retention of MFO skills. Therefore, policy should not be overly prescriptive on requiring the use of automated systems at all times but instead encourage a culture that promotes joint responsibility of operator and individual pilots for maintaining pilot proficiency in MFO.
3.2.1 Maintaining MFO Proficiency in Operations and Training. Flight operations and training for MFO are interdependent. Therefore, operators should encourage an integrated approach by incorporating emphasis of pilots maintaining proficiency of their MFO knowledge and skills using both line operations and training (initial/upgrade, requalification, and recurrent). This includes emphasizing and exercising MFO during operational experience, and consolidation of training.
3.2.2 E xercising Manual Flying Skills and Knowledge. The operator policies should ensure there are appropriate opportunities for pilots to exercise manual flying skills during both training and line operations, such as during certain weather conditions and/or low workload periods. In addition, policies should ensure that pilots understand when to use the automated systems, including during conditions or airspace procedures that require use of AP for precise operations. The operator’s policy should address how to regain proficiency of MFO skills after pilots have short and long absences and include exercising skills for MFO during takeoffs, departures, arrivals, and landings.
3.2.2.1 An operator’s line operations policy should permit and encourage MFO and should incorporate the following:
6 Safety Alert for Operators (SAFO) 17007, Manual Flight Operations Proficiency.