A flight Dispatched in a 727 Cargo Operation typically starts 1 hour prior to pushback.

Upon walking into the Air Operations Center each crewmember contacts Crew Scheduling to check in. Upon check in the Capt., F/O, and F/E meet at a desktop where the Flight Plan and Trip Folder are located. The F/E immediately makes a copy of the Flight Plan, verifies the fuel load, and heads for the aircraft to begin the pre-flight.

Meanwhile the Capt. and F/O review the Flight Plan in detail. The F/O is usually tasked with retrieval of weather for the Departure, Destination, and Alternate Airports while the Capt. reviews the Flight Plan for MEL items, cruise altitudes, Cruise Mach, routing, BOW and Index information, Dispatcher signature, arrival/departure times, Approach Capability, and lastly: FUEL REQUIREMENTS.

Usually this cannot be totally determined until the F/O has pulled the trip weather. In the most typical scenario there is no weather to deal with on the normal flight. Most departures and Arrival are done in VFR conditions although on an Instrument Flight Plan. This also means there is little to worry about en-route holds, weather deviation act.... So usually the planned fuel loads are adequate although ultimately it is the decision of the Capt. made in conjunction with the F/O that determines the final fuel load.

Meanwhile out at the aircraft the F/E walks onto the aircraft and begins the interior safety checks, power application and then verifies the aircraft logbook and Fuel On Board. Any problems are immediately radioed to the Ramp Tower who then co-ordinates with Maintenance, Fuelers, Catering ect... to prepare the flight. Time is the critical issue and anything found that is not in order has to be rectified as soon as possible to push back on time. As soon as the interior is done the F/E then begins the exterior Pre-Flight/Walk-Around. This takes approx. 10 minutes minimum and ends as he enters the Cabin Cockpit to begin the Cockpit Pre-Flight.

It is at this time that the Capt. and F/O usually leave the Air Operations Center to go to the aircraft. Upon arrival they usually meet the F/E as he is heading upstairs or has just returned to the cockpit. The first item the Capt. checks entering the cockpit is the Aircraft Maintenance Log to ensure it matches the MEL items listed on the Flight Plan.

The Capt. and F/O then seat themselves in the cockpit and begin their Pre-Flight. This includes an inspection of the Fuel, Overhead Panel, Forward Panels, Console, Radios, Throttles, and Trim. The F/O and Capt. then monitor and record the ATIS and unfold departure charts and Airport Taxi diagram along with en-route maps. ATC Clearance Delivery is contacted for a clearance if a Pre-Departure-Clearance is not already on the aircraft.

While the Capt. and F/O are doing their duties the F/E is busy completing his Panel set up and doing paperwork. In addition he must also do a Hazardous Material Inspection if any is loaded on to the aircraft to ensure it is loaded properly; and then inspect the paperwork to see that it is properly documented. Upon doing this he then listens to the ATIS information and begins to calculate Take-Off data which will be finalized when the Weight and Balance Paperwork is handed to him by the Ramp Agent in charge of loading the aircraft. Once he has all the required numbers he passes the Hazardous Material Paperwork, Weight and Balance, and Performance Numbers to the Capt. who signs and verifies that it is done properly before heading it back to the F/E. The F/E gives a signed copy to the Ramp Agent (but keeps the originals) before stepping outside to verify the Main Cargo Door is shut properly and shutting the main cabin door.

As the F/E is outside doing the door checks the Capt. and F/O set the Speed Bugs on the Airspeed indicator and discuss departure procedure. When the F/E returns to the cockpit a full departure brief is given by the Capt. to all crewmembers discussing Flap Settings, Power Settings, MEL Items, Runway Selection, Departure Route, Flying Pilot, and Emergency Return considerations.

Once everyone is in agreement the "Before Start Checklist" is read by the F/E and the Rotating Beacon is turned on signaling the Mechanics to hook up the Tug for pushback. Once connected, the Mechanic clears the crew for engine start once the Capt. tells him that ATC clearance has been given for pushback. Once moving the Capt. gives the command for engine start. The F/E operates the Start Valves in co-ordination with the F/O while the Capt. monitors the start and pushback.

Upon completion of Engine Start the "After Start" checklist is started and the Tug Crew is cleared form the aircraft. The F/O calls for Taxi Clearance and the aircraft moves for the first time under its own power. As soon as it is in a clear taxi lane the Capt. calls out "Cleared to Configure" and the F/O and F/E configure the APU, Flaps, Control Check and Panel for T/O. The "Before T/O" checklist is then read by the F/E and completed prior to reaching the runway.

While on the taxiway the Capt. and F/O are in a high state of alertness to ensure a safe, correct taxi is made to the proper runway while the F/E pays attention to the aircraft systems and radio calls made by ATC. Upon arrival at the Departure Runway the radio is switched to Tower Freq., and the Tower assumes ATC control from the Ground controller.

Upon clearance to take the active runway a "Below The Line" checklist is done in which the final items required for T/O are completed. Once cleared for T/O power is added and the only callouts that are made are airspeed cross-checks and "V" speeds. At "Vr" rotation is began; at positive rate of climb on the Vertical Speed Indicator the Landing Gear is retracted and the aircraft begins to climb out at V2+10knots. At 1000ft AGL acceleration is began as well a "quiet EPR" setting for noise abatement purposes. As speed increases the flaps are retracted on schedule until all Flap and Leading Edge Devices are retracted and there is a clean wing. From here clime out is continued at "Min. Speed Zero Flap +10 knots" until reaching 3000ft AGL. Here airspeed is allowed to increase to 250knots until climbing out of 10,000ft MSL.

At 10,000ft the aircraft is accelerated to cruise/climb airspeed of 310/.80 Mach. Depending on the crew the aircraft can either be hand flown or flown through the use of the AutoPilot. While the front end is busy flying and navigating the F/E is monitoring the systems and balancing fuel.

Upon reaching Cruise Altitude the aircraft is flown on autopilot exclusively and the F/E hands the frontseaters a "Cruise Card" for setting cruise EPR. This is the lowest workload for the entire crew. The F/E balances fuel while the Capt. and F/O navigate and communicate with ATC for the en-route segment.

About 150 Nautical Miles from the destination the Capt. and F/O listen to the ATIS for the arrival airport while the F/E copies it on paper and begins to determine Landing Performance.

Upon listening to the ATIS Broadcast the Capt. and F/O brief the Arrival, Approach Type, TAXI route and Parking Diagram for planning purposes. At 18,000ft MSL an In-Range and Approach checklist are read by the Flight Engineer who then acts as a monitor until touchdown.

The aircraft is flown through the descent at a airspeed of 290KIAS until 10,000ft MSL where it again is slowed to 250KIAS. ATC vectors the aircraft to the approach and the aircraft is slowed and flaps are added as speed decays until landing flaps (30 deg.) are deployed.

At GlideSlope intercept the Landing Gear is extended and a "Before Landing" checklist is completed. Once stabilized the aircraft is flown to the runway at "Bug" speed which is a minimum drag airspeed computed by the F/E.

At touchdown the Ground Spoilers open, Braking starts, Reversers are deployed and the F/E brings the flaps to the 25 deg. setting. Pulling off the runway the F/E runs the "After Landing" checklist and the aircraft is taxied into the gate and the A.P.U cranked if Ground Power is not available.

The main cabin door is opened by the F/E when the steps are pushed into position, and then he returns to the cockpit to complete the "Shut Down/Termination" checklist. The Capt. and F/O put their charts back into their bags and exit the aircraft. As the F/E exits the aircraft he hands all the paperwork to the Ramp Agent who takes responsibility for it.

At the bottom of the steps the F/E duties are complete and the flight is complete.