Split Handling of Duties – for Shared Flight

For abbreviation, the master is called the PF (Pilot Flying), the First
Officer the PNF (Pilot-Not-Flying) and the Second Officer the F/E (Flight
Engineer)
CHECKLIST SOPS
The Pilot-Not-Flying reads the Before Start, After Start and Shutdown Checklists. The Flight
Engineer reads the rest.
When Loading In
Make sure all your cockpit crew are loaded in. If you assign them to a station in the shared
flight app, do not reassign them or assign any crew after establishing electrical power.
All crew will have to load their own payload (fast load is best, to make sure all weights are
synced) and establish ground power/chocks.
Cockpit Preparation
The F/E will be responsible for the flight engineer’s station. They therefore are the one to do
the cockpit safety check and establish electrical power to the aircraft. He will then do the pre-
flight setup and tests for the flight engineer’s station.
The Pilot-Flying will initialize the INS and enter the gate co-ordinates. He will then perform
his instrument scans/flows and any scans/flows on the pedestal. The Pilot-Not-Flying
performs the overhead scans/flows, his instrument flows and the MCP flows.
When both pilots have finished their pre-flight flows, they will then work together on the
INS. The Pilot-Flying will enter the co-ordinates whilst the Pilot-Not-Flying will read them
from the flight plan. Both pilots will then perform a distance/time check (see the INS manual)
to check the correct distance between waypoints.
The Pilot-Flying will then call for the BEFORE START CHECKLIST TO THE LINE. The
Pilot-Not-Flying will call the items. The Pilot-Flying answers for the C items, the Pilot-
Not-Flying the FO, the F/E the…F/E and all three will respond to ALL. This applies to
all checklists.
Before Start
The Pilot Flying will give a detailed departure briefing. They will go over the taxi route,
takeoff procedure and the initial climb out. Here it is important to segregate each pilot’s
duties (see below).
The Pilot-Not-Flying contacts any ATC for push and start clearance. When this is given, he
turns on the Beacon and sets the Transponder to TA. The Flight Engineer then does his
before start items and announces “ready for engine start”. The Pilot Flying then calls for the
BEFORE START CHECKLIST BELOW THE LINE.
Engine Start
The Pilot Flying calls for the engine start in sequence. 4-1-2-3 or 4-1-3-2 are recommended.
The Flight Engineer starts the engines and makes the required callouts. These are:
 Turning/Starting Engine…
 Starter Valve Open
 20% N2 (this is the command for the Pilot Flying to turn on the fuel switches.)
 Light-Up
 Engine stabilized.
 Repeat for the other three engines.
After Start
The Flight Engineer will perform the after-start items for the engineer station and the Pilot
Not Flying for the overhead. Then both pilots perform the following checks/duties:
 Setting takeoff flaps.
 Doing the pitch trim test/setting takeoff trim.
 Doing the flight control checks.

The Pilot Flying then calls for the AFTER-START CHECKLIST.

Taxi
The Pilot-Not-Flying handles the radios and the lights. As they taxi out, each pilot must call
out “left side clear” or “right side clear” as they make a turn.

The Pilot Flying then calls for the TAXI CHECKLIST.

Takeoff
As they approach the runway, the Pilot Flying and Pilot-Not-Flying both verify the
navigation radios and flight director are set for departure. The Pilot flying then calls for the
BEFORE TAKEOFF CHECKLIST TO THE LINE As they line up with the runway, the
Pilot-Not-Flying verifies that:
 Weather Radar and Transponder are set.
 Lights are set.
 Engine ignition is on.
The Flight Engineer verifies that:
 Before takeoff items on the engineer station are performed.
 Body gear steering is disarmed (once lined up).

The Pilot Flying then calls for the BEFORE TAKEOFF CHECKLIST BELOW THE LINE.
The Pilot-Flying then calls “ready for departure”. The Pilot-Not-Flying and Flight Engineer
then, if satisfied, replies “ready”.
Takeoff
When ready for/cleared for takeoff, the PF calls “takeoff” and the PNF calls “checked”.
The PF advances the throttles to 1.10 EPR. The PNF calls “stabilized” The PF then calls “set
takeoff power”. This is the command for the Flight Engineer to set the predetermined takeoff
thrust.
The FE, when the power is set and stable, calls “takeoff power set”. The PF calls “checked”.
If it is necessary to abort, the PF calls “STOP”. He then retards the thrust levers and
applies max braking. The PNF calls “reversers unlocked” and “spoilers deployed” upon
VERIFYING these actions. The PNF calls an aborted takeoff on the radios. Depending
on the severity of the problem, the PF will either stop on the runway or vacate when
able. Then the appropriate actions are taken.
The PNF calls “80 knots”. The PNF then calls “hold”. The PNF then calls V1, rotate and V2.
At rotation, the PNF will call “positive rate” and “V2 plus 10”. The PF will call “gear up”.
The PNF will repeat “gear up” and retract the landing gear. The PF will call any changes he
wants made to the MCP when flying, whether it is pitch or roll changes. The PNF will repeat
those calls and perform the appropriate MCP action.
When ready, the PF will call “flaps 10” (if flaps 20 is used for takeoff) and “flaps 5”. The
PNF will repeat the call and retract the flaps as commanded. When the flaps have been
retracted to flaps 5 and visual confirmation has been made that the flaps are at 5 on the
gauge”, the PF will call for “climb power”. The F/E will repeat the call then engage CLB
power on the EPRL computer and set climb thrust. The same steps will be repeated for flaps
1, then flaps up. At flaps up, the PNF will:
 Turn “off” the landing gear.
 Turn off the landing/turnoff lights.
 Turn off the engine ignition.
The F/E will:
 If a packs off takeoff has been performed, they will turn on the packs. Do this one-by-
one, giving about half a minute between packs.
The Pilot Flying then calls for the AFTER-TAKEOFF CHECKLIST.
When the PF is ready to engage the autopilot, they call “Command A”. The PNF then
engages Autopilot A. The MCP then becomes the responsibility of the PF
The PF must call out any MCP changes and the PNF must verify. Both pilots must also
visually verify the changes on the annunciator.
Climb out
When ready to start tracking the INS:
 If the PF is still hand-flying, they will call for “waypoint change”. The PNF will
repeat the command, then change from WYPT 0 to 1 in all three INS units, then
switch both HSI units from RADIO to INS. He will call “completed”. The PF will
then call “INS”. The PNF will repeat the call then engage INS on the MCP. The PF
will verify NAV on the annunciator panel then call “NAV”. The PNF will verify on
his side, then call “check”.
 If the autopilot is engaged, the PF will announce “waypoint change”. The PNF will
call “check”. The PF will change from WYPT 0 to 1 on his unit, then set his
RADIO/NAV to NAV. The PNF will change from WYPT 0 to 2 on INS 2 & 3, then
set his RADIO/NAV to NAV. The PF will set the MCP to INS. The PF will verify
NAV on the annunciator panel then call “NAV”. The PNF will verify on his side, then
call “check”.
When passing through transition altitude, the PNF calls “transition altitude”. The PF calls
“check”. Both pilots will reset their altimeters to standard. The Engineer sets both altimeters
on the engineer station.
Cruise
During cruise, the duties are divided into:
Pilot Flying
 Monitoring/making any changes to the MCP.
 Monitoring/setting cruise thrust.
 Entering new data into the INS. Follow the same procedures for INS initialization,
with the Pilot-Flying entering the waypoints as the Pilot-Not-Flying reads them, then
doing the distance/time check.
 Keeping a track of the flight plan and flight progress.
Pilot-Not-Flying
 Making/answering any radio calls.
 Verifying/cross-checking any new data entered by the PF into the INS.
 Watching the instruments and verifying any changes to the MCP or navigation
instruments.
Flight Engineer
 Monitoring instruments/read-outs.
 Balancing and managing the fuel.
 Keeping a track of fuel consumption via the flight plan.
Step Climb
The F/E will keep an eye on fuel consumption. When enough fuel has been burned to allow
for a step climb, the F/E and PF will consult. If the decision to climb is made, and permission
granted by any ATC in the area:
 The PF will dial in the new altitude and verify it with the PNF/F/E. The PF will then
call for climb thrust.
 The F/E will then engage the appropriate EPRL mode and climb thrust as needed. The
PNF and F/E will monitor the changes and instruments until the climb is completed.
 The F/E will set the cabin altitude to the new cruising altitude + 1000 feet.
Descent Preparation
When approaching descent:
 The PF will work out the ideal TOD and FPM for descent.
 The PNF will work out the ideal approach and landing speeds.
When ready, the PF will then give a detailed briefing. They will go over the descent,
approach, go-around and taxi in. The PNF/F/E will ask any questions/give any comments as
they see fit.
Descent
During descent, the PF:
 Will set the throttles and MCP as needed.
 Track the position relative to any navaids needed.

The PNF:
 Will handle any radio communications.
 Keep an eye on the MCP, ERPL and instruments.
The F/E:
 Monitors both pilots’ actions/instruments and his own.
 The F/E will set the cabin altitude to the airport QNH.
At transition level, the PNF calls “transition”. Both pilots and the engineer then set their
altimeters to the field QNH. The Pilot Flying then calls for the DESCENT-APPROACH
CHECKLIST.
Approach
During approach, the PF will call when to extend the flaps. The PNF will verify the call and
visually verify flaps deployment/symmetry from the gauges. The F/E will check he has eight
green lights on the engineer panel.
When flying an ILS approach:
 The PNF will call LOC alive. The PF will verify on his instruments and call “check”.
 The PNF will call LOC capture. The PF will verify on his instruments and call
“check”.
 The PNF will call GS alive. The PF will verify on his instruments and call “check”.
 The PNF will call GS capture. The PF will verify on his instruments and call “check”
 When established, the PF will call SPEED and GO-AROUND when they annunciate.
The PNF will call check.
When flying a non-precision approach:
 The PNF must religiously cross-check any inputs made by the PF against the charts,
especially if in low visibility. If the PF is hand-flying, he will make any changes to the
MCP as needed.
Once established on the approach, the Pilot Flying calls for the LANDING CHECKLIST.
Landing
The PNF will call the radio altitude at 2500, 1000, 5000, 100, 50, 40, 30, 20, 10 and 0 feet.
At 1000 feet, the PNF will check for the following:
 Gear down and green light.
 Flaps 25/30, green light.
 Speed brakes armed.
 Autobrake MIN/MED/MAX.
 He will then check that the aircraft is stable, there is no excessive deviation from the
glide path and desired course, the weather is stable and there is no cause for alarm. He
will then call “stable”. The PF will then call “check”.
When at minimums:
 At 100 feet above minimums, the PNF will call “approaching minimums”. The PF
will visually confirm on their radio altimeter and call “check”.
 At minimums, the PNF will call “minimums”. The PF will visually confirm on their
radio altimeter and call “check”, then either “landing” or “go-around”.
If the PF/PNF decides to make a go-around:
 The PF will call for “go-around” power. The F/E will select go-around power on the
EPRL computer and verify go-around power is engaged. They will then call “power
set.”
 The PNF will call “positive rate.” The PF will then call “check”, then “gear up, flaps
20”. The PNF will repeat this call, then set flaps 20 and retract the landing gear.
 The PNF will then announce the go-around on the radios. If ATC is online, take note
of any instructions. Otherwise, fly the procedure.
 If the go-around is flown with the autopilot, the PF makes any changes to the MCP.
Otherwise, they will call those changes to the PNF, who will verify then make them.
  When ready, the PF will call “flaps 10” and “flaps 5”. The PNF will repeat the call
and retract the flaps as commanded. When the flaps have been retracted to flaps 5 and
visual confirmation has been made that the flaps are at 5 on the gauge”, the PF will
call for “climb power”. The PNF will repeat the call then engage CLB power on the
EPRL computer. The same steps will be repeated for flaps 1, then flaps up.
 After the aircraft is cleaned up and stable, the pilots will debrief the go-around and
make their further decisions based on the reason for the go-around.
Touchdown
Upon touchdown, the PNF will verify, then call, “reversers” and “speed brakes”. He will then
monitor the instruments and call out “80 knots” then “60 knots”. When the PF switches to
manual braking, the PNF will visually confirm then call “autobrakes off”. When ready to
vacate, the PF will call “body-gear steering” and the F/E will call “check” then arm body-
gear steering. The PNF set the lights as needed, turn off the strobes and set the TCAS to TA
only.
Taxiing In
As they taxi in, the PF is solely responsible for manoeuvring the aircraft. As a result, the PNF
must back him up on lights and instruments, as well as helping with directions. The PNF:
 Retracts the speed brake and flaps.
 Turns off the autobrake.
 Turns off the ignition.
 Turns off probe and window heat.
 Turns off the flight directors.
 Turns off the WX radar.
The F/E:
 Sets the engineer panel up and prepares the APU.
As they taxi in, each pilot must call out “left side clear” or “right side clear” as they make a
turn.
The Pilot-Flying then calls for the AFTER-LANDING CHECKLIST. The Flight Engineer
performs this checklist silently.
Parking
As the PF turns into the parking position, the PNF turns off the exterior lights and the F/E
makes sure the APU is started. When parked, the PF applies the parking brake and calls for
“engine shutdown”. The F/E repeats the command and then:
 Turns off ADPs 1, 2 and 3.
 Turns off bleed valves 2, 3 and 4.
They then announce “okay to shutdown 2, 3 and 4.” The PF replies “checked” and shuts
down the fuel to engines 2, 3 and 4. The PF and F/E monitor their respective engine
instruments during shutdown. When the engines are stopped, the F/E then:
  Changes from engine to APU power.
 Turns off ADP 4.
 Turns off bleed valve 1.
They then announce “okay to shutdown 1.” The PF replies “checked” and shuts down the fuel
to engines 1. The PF and F/E monitor their respective engine instruments during shutdown.
The Pilot-Not-Flying then calls the parking checklist and the PF and F/E respond.
Shutdown
The PF, PNF and F/E then work through, respectively, the forward and engineer panels to
ensure every item as set as needed. All pilots must connect external power in their tablets
for it to work.
The Pilot Flying then calls for the SHUTDOWN CHECKLIST. Only call for BELOW THE
LINE if there is no plan to continue flying afterwards. The Pilot-Not-Flying will call this
checklist.