6-2 and evaluate the energy state of the aircraft (high/low/fast/slow) so that they are able to assess when changes to the energy state are needed, occur, or are projected to occur. The trading of energy should be accomplished, though, with a view toward capturing and maintaining the final desired energy state. Pilots should be able to maintain the flightpath and desired energy state in any combination of manual and automated flight modes.
6.2.1 Operational policy and procedures should consider the following questions related to energy management:
• Is the aircraft high or low and is the speed fast or slow in comparison to the desired vertical flightpath and speed at the moment?
• Will the aircraft be on the desired vertical flightpath and at the desired speed target at various points in the future?
• What needs to be done to adjust the vertical flightpath or speed if it’s not correct at the moment, or not on track to reach a future target?
• Is the aircraft within its operational envelopes and will the aircraft remain within operational limitations?
6.3 Training Considerations.
6.3.1 Knowledge and Skills. Energy management involves the following pilot knowledge and skills:24
1. Pilots should be able to determine where the aircraft is in time and space, in terms of both physical position and energy state, in relation to the desired vertical profile and speed targets (i.e., is the aircraft is too high or low, fast or slow).
2. Pilots should be able to predict where the aircraft will be in the future, in terms of both position and energy state, in relation to the desired future vertical profile and speed targets.
3. Pilots should be able to make the proper flight control inputs (whether through manual control or through automated systems) required to adjust the flightpath and energy state to achieve the desired current and future profile and speed targets.
6.3.1.1 Knowledge and skills can be developed through training on how to:
1. Determine the aircraft energy state,
2. Understand how all available flight controls (primary and secondary, manual and automatic) can be used to affect the aircraft energy state, and
3. Create action plans to meet the desired aircraft energy state targets specific to the operational requirements.
24 ACT ARC Recommendation 19-4, Energy Management, Attachment C, Energy Management Training Objectives and Training Scenarios.
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6.3.1.2 As a foundation for energy management, pilots should reinforce their basic skills and knowledge related to flying manually (as discussed in Chapter 3) and to flying with automated systems. Operator training should address energy management during normal situations, as well as during unexpected, abnormal, or emergency situations.
6.3.2 T raining Topics. In designing training programs (initial, transition, upgrade, and recurrent), operators should develop specific learning objectives with associated training methodologies that address energy management knowledge and skills. Examples of topics to consider include:
1. Energy management considerations for each phase of flight, including energy-related threats and mitigations against those threats.
2. Methods to determine whether vertical path and speed constraints (published or ATC-directed) can be met.
3. How to use lift and drag devices to manage energy.
4. Techniques for flying high energy approaches (e.g., where pilots have to descend quickly for an approach and landing at an airport with terrain or other restrictions, such as Eagle County Regional Airport (EGE) or San Francisco International Airport (SFO)).
5. Common errors in energy management, operational traps, and potential threats that could lead to errors, such as:
• Late changes in assigned routing, clearance limit, altitude assignment, or arrival procedure.
• Loss of FMS lateral or vertical profile requiring intervention to correct path or route.
• Untimely speed assignment changes, traffic avoidance altitude constraints, and other unexpected ATC restrictions.
• Current forecast and unexpected weather conditions (winds, icing, high density altitude, etc.) that affect aircraft performance and energy state.
6.3.3 Training Scenarios. Recommended training scenarios include the following, but should address the operator’s specific circumstances (e.g., pilot demographics and operational environment) and common error trends as identified through operator/industry data and safety programs. The recommended scenarios may be incorporated as part of the MBT required by extended envelope training, in a LOFT scenario, or other SBT and integrated with the MFO training recommendations earlier in this AC.
1. Takeoffs and go-arounds at light weight with low altitude level off.
2. Departure procedures (DP) with one or more climb restrictions, where environmental conditions and/or aircraft performance may create a challenge.
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3. High altitude, performance-limited situations, to include:
a. Flight at or near maximum altitude for the weight and conditions.
b. Temperature changes at high altitude. Specifically, flight from colder to warmer air that may result in a reduction of available thrust.
c. High density altitude takeoff, climb, approach, and landing.
4. Aircraft-specific deceleration and descent capabilities, to include:
a. Aircraft-specific energy management capabilities, challenges, and common errors.
Examples may include descent range at idle at best glidespeed and in contrast with other configurations, and speeds with varying wind/groundspeed.
b. Appropriate use of speedbrakes/flaps/gear.
5. Descent restrictions, which may include procedures determined to be complex or challenging, to include:
a. Off-route ATC vectors and descent restrictions that take the aircraft off the expected and engaged lateral and vertical profiles with subsequent ATC instructions to resume the previous route and profile.
b. Late ATC instructions.
6. Visual approaches, including:
a. Scenarios commenced from both “high and fast” and “low and slow” initial conditions, to include:
• Identifying general conditions where recovery to a stable approach may not be possible and a go-around is necessary.
• Identifying what combination of drag, thrust, and pitch is appropriate to your aircraft type.
b. Scenarios where ATC does not vector the aircraft to final.
c. Scenarios when groundspeed is significantly different from indicated airspeed, but when environmental conditions permit landing.
d. Approaches where ATC does not assign speed.
e. Approaches with a runway change.
f. Landing heavy weight on a short/contaminated or performance-limited runway, including planning for turnoff after landing.
g. Energy management during maximum performance escape maneuvers (e.g., wind shear, Traffic Alert and Collision Avoidance System (TCAS) or enhanced ground proximity warning system (EGPWS) responses).
6.4 Instructor/Evaluator (I/E) Considerations. In addition to understanding energy management and being able to apply it to FPM, I/E should be trained on specific techniques and maneuvers to effectively demonstrate, train, and evaluate energy management principles.
Appendix A A-1 APPENDIX A. CONSIDERATIONS FOR AUTOFLIGHT MODE AWARENESS
PROCEDURES A.1 When formulating mode awareness SOPs, consider the following:
A.1.1 Mode awareness is critical to controlling the aircraft and callouts are an effective method to make crews aware of the controlling mode if done with an understanding of the mode and its effect on FPM.
A.1.2 Some operational experience has shown that calling out all mode changes works well until workload increases, then the verbal callouts are sometimes shed. Some operators have implemented a combined scheme in which normal mode changes are not verbalized but verbally called out when the change is not anticipated (not previously briefed and expected) or when normal (and expected) but during a critical phase of flight. A missed approach/go-around would be an example when expected mode changes would be verbally called out to ensure proper guidance and control during a critical phase of flight.
A.1.3 Some mode changes may not need to be addressed (verbal or nonverbal) if briefed as part of the normal operation and the transitions occur as expected. Alternatively, there may be operations when verbal callouts are mandated even for expected mode changes to ensure specific actions are completed or risks mitigated.
A.1.4 It is important to brief current mode status to any pilot that is occupying a pilot seat after a physiological break or distraction from flying (communicating with dispatch, flight attendant (F/A), etc.). Following a distraction, verbally discuss flight deck status. For a pilot that is occupying a pilot seat after a break, develop a briefing that is appropriate for the equipment with required items to ensure the pilot is updated on systems status and current/future aircraft state, desired aircraft trajectory, and energy state.
A.2 A well-defined and standard communication methodology may increase mode awareness and enhance FPM. One recommended approach is to create phase of flight procedures/dialog boxes (e.g., takeoff, climb, cruise, descent, approach) that include mode changes and indications for each combination of automation allowed. Include mode change indication in maneuver procedures/dialog boxes. When possible, associate callout names and timing to match mode changes. Dialog boxes are one way to provide guidance and SOPs to flightcrews on individual pilot responsibilities or actions during each flight phase.
A.3 Incorporate a communication/confirmation methodology that works for the equipment and/or within the company culture. For example, some operators have implemented company standard procedures such as “Confirm, Activate, Monitor, Intervene (CAMI)” or “Verbalize, Verify, and Monitor (VVM),” similar systems, or even variations thereof.
Such procedures provide the flightcrew with a structured method to conduct operations within the flight deck that help to “trap” errors. Each scheme is considered an element of an effective TEM strategy. For example, the explanatory version of CAMI for an FMS data input is “confirm all FMS inputs with the other pilot when airborne, then activate the input, then monitor mode annunciations and indications to ensure the
Appendix A A-2 autoflight/autothrust system performs as desired, but then intervene if the operation did not go as planned.”
A.4 Regardless of the form of the strategy, the objective is to ensure that all pilots in the flight deck understand the active mode and the effects of the newly engaged mode, and skillfully react to ensure the aircraft trajectory and energy remains as desired.
A.5 The mode confirmation methodology should be defined in relation to PF/PM roles and areas of vulnerability, specifically when the level of vulnerability may lead to a flightpath deviation. The Flight Safety Foundation (FSF) document describes an “Area of Vulnerability” as an operation which may occur during a phase of flight in which “either the potentially increased likelihood of a flightpath deviation or the increased severity of potential consequences if such a deviation occurs.” 25 Additionally, certain situations, such as malfunctions, drive an increase in workload which may increase the flightcrew’s susceptibility to monitoring errors.
A.6 Identification of high, medium, and low areas of vulnerability conditions would be defined by the operator using the FSF Practical Guide for Improving Flight Path Monitoring as a guide (see Appendix B, Related 14 CFR Parts, Reading Material, and Definitions, paragraph B.2.3). It is important that an operator’s procedures for mode confirmation take into account differences in areas of vulnerability and/or high-workload situations.
25 FSF’s A Practical Guide for Improving Flight Path Monitoring: Final Report of the Active Pilot Monitoring W orking Group .
Appendix B B-1 APPENDIX B. RELATED 14 CFR PARTS, READING MATERIAL, AND
DEFINITIONS B.1 Related 14 CFR Parts. Each of the following 14 CFR parts can be found at https://www.ecfr.gov:
• Part 1.
• Part 60.
• Part 61, § 61.64.
• Part 91 subpart K (part 91K), § 91.1073.
• Part 121, §§ 121.401, 121.409, 121.415, 121.419 through 121.427, 121.440, 121.441, and 121.544; and ap pendices E and F.
• Part 125.
• Part 135, §§ 135.293, 135.297, 135.299, 135.323, 135.329, 135.335, and 135.619.
• Part 142, §§ 142.54 and 142.59.
B.2 Related Reading Material. The current editions of the following documents support the knowledge and skill standards and recommended practices for pilot training and checking.
B.2.1 ACs. T he current editions of each of the following ACs can be found at https://www.faa.gov/regulations_policies/advisory_circulars and DRS:
• AC 60-28, FAA English Language Standard for an FAA Certificate Issued Under 14 CFR Parts 61, 63, 65, and 107.
• AC 120-35, Flightcrew Member Line-Op erational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.
• AC 120-50, Guidelines for Operational Approval of Windshear Training Programs.
• AC 120-51, Crew Resource Management Training.
• AC 120-53, Guidance for Conducting and Use of Flight Standardization Board Evaluations.
• AC 120-54, Advanced Qualification Program.
• AC 120-55, Air Carrier Operational Approval and Use of TCAS II.
• AC 120-71, Standard Operatin g Procedures and Pilot Monitoring Duties for Flight Deck Crewmembers.
• AC 120-74, Parts 91, 121, 125, and 135 Flightcrew Procedures During Taxi Operations.
• AC 120-88, Preventing Injuries Caused by Turbulence.
• AC 120-109, Stall Prevention and Recovery Training.
Appendix B B-2
• AC 120- 111, Upset Prevention and Recovery Training.
• AC 120-114, Pilot Training and Checking (14 CFR Part 121 Subparts N and O, Including Appendices E and F).
• AC 120-118, Criteria for Approval/Authorization of All Weather Operations (AWO) for Takeoff, Landing, and Rollout.
• AC 121-39, Air Carrier Pilot Remedial Training and Tracking Program.
• AC 121-42, Leadership and Command Training for Pilots in Command.
B.2.2 Other FAA Documents:
• Airplane Airman Certification Standards (ACS).
• Pilot Guide to Takeoff Safety: https://www.faa.gov/other_visit/aviation_industry/airli ne_operators/training/media/takeoff_safety.pdf.
• Wake Turbulence Training Aid: https://www.faa.gov/training_testing/training/wake/ media/02frmatr.pdf.
• Airplane Upset Recovery Training Aid, Revision 2: https://www.faa.gov/other_visit/a viation_industry/airline_operators/training/media/AP_UpsetRecovery_Book.pdf.
• 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: https://www.faa.gov/ aircraft/air_cert/design_approvals/human_factors/media/OUFPMS_Report.pdf.
• FAA-H-8083-23, Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook.
• The Flight Standardization Board Report (FSBR) for the specific airplane.
B .2.3 Flight Safety Foundation (FSF) Documents. These documents are available at https://flightsafety.org/:
• Approach and Landing Accident Reduction (ALAR) Tool Kit.
• A Practical Guide for Improving Flight Path Monitoring: Final Report of the Active Pilot Monitoring Working Group: https://flightsafety.org/wpcontent/uploads/2016/09/EPMG.pdf.
B.2.4 International Civil Aviation Organization (ICAO) Doc 10011, Manual on Aeroplane Upset Prevention and Recovery Training.
B.2.5 International Air Transport Association (IATA) Documents. These documents are available at https://www.iata.org/:
Appendix B B-3
• Guidance Material and Best Practices for the Implementation of Upset Prevention and Recovery Training (2nd Edition).
• Guidance Material for Improving Flight Crew Monitoring (1st Edition).
• Aircraft Handling and Manual Flying Skills Report: https://www.iata.org/contentasset s/d0e499e4b2824d4d867a8e07800b14bd/iata-report-aircraft-handling-manual-flyingskills.pdf.
• FMS Data Entry Error Prevention Best Practices (1st Edition).
B.2.6 N ational Aeronautics and Space Administration (NASA) Technical Memorandum (TM)-20210000047, Analysis of Pilot Monitoring Skills and a Review of Training Effectiveness.
B.3 Definitions. For the purpose of this AC, the following definitions and terms are provided:
B.3.1 E nergy Management . The planning and control of airspeed (or groundspeed), altitude, thrust, aerodynamic drag (speedbrakes, slats/flaps, gear), and trajectory to achieve desired lateral and vertical flightpath targets appropriate for the operational objectives.
B.3.2 Flightpath Management (FPM). T he planning, execution, and assurance of the guidance and control of aircraft trajectory and energy, in flight or on the ground.
B.3.3 Flight Management System (FMS). A n FMS is an onboard computer system which integrates inputs from various subsystems to aid the pilot in controlling the airplane’s lateral and vertical paths. In addition to navigation, the FMS may accomplish performance functions, such as thrust management and fuel flow monitoring.
B.3.4 Information Automation (IA). Automation of information-r elated tasks such as acquisition, calculation, management, integration, and display of information to the flightcrew. IA may act on, process, and manage the content and format of presented information.
B.3.5 Manual Flight Operations (MFO). Those operations where the pilot is performing FPM while physically controlling pitch, roll, yaw, and/or thrust.
B.3.6 Pilot Flying (PF). T he pilot that controls the path of the aircraft at any given time, in flight or on the ground.
B.3.7 Pilot Monitoring (PM). The pilot that monitors the aircraft state and system status, calls out any perceived or potential deviations from the intended flightpath, and intervenes if necessary.
Appendix B B-4 B.3.8 Procedure. A logical progression of actions, decisions, or both in a sequence that is prescribed to achieve a specified objective.
B .3.9 Standard Operating Procedure (SOP). Written and tested procedures that are applied uniformly and consistently within an operation and involve all aspects of flight operations
(i.e., normal, abnormal, non-normal, and emergency).
Advisory Circular Feedback Form If you find an error in this AC, have recommendations for improving it, or have suggestions for new items/subjects to be added, you may let us know by contacting the OPR NAME or the Flight Standards Directives Management Officer at 9-AWA-AFB-120-Directives@faa.gov.
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