ALK-VA | Flight Operations


SriLankan Virtual Airlines Operations Manual

 

 

 

FOR QUICK ANSWERS TO YOUR QUESTIONS REFER FAQ - How To... PAGE

FOR ADMINISTRATION RELATED INFORMATION REFER POLICY MANUAL

Most recently updated information or requirements are marked with #

ALK-VA does not force you to follow the company operations manual, but expects you to have an organized flight operations procedure. By understanding the general operations requirements detailed in this manual, your FS flying experience will be more authentic. - ALK-VA Ops


OPERATION MANUAL INDEX


OP-1 : Introduction

OP-1.a: Primary purpose of this manual is to provide a general guidance to all ALK-VA pilots regarding company Flight Operations Procedures. Operations Manual complements company Policy Manual with in depth coverage of flight operations related subjects.

OP-1.b: Operations instructions given in this manual may be altered to meet varying flying requirements. It is important to realize flexibility is an essential part of efficient flight operations.

OP-1.c: All ALK-VA aircraft shall be operated in accordance with operations requirements applicable to individual aircraft.

 

 | INDEX |


 

OP-2 : Standard Procedures

OP-2.a: Check Lists

Complete a standard cockpit check list related to individual aircraft.

Note: Pilots are allowed to prepare their own check lists, which confirm to different aircraft types.

Check list shall include Pre-departure, In-flight, Enroute transit, Before landing and After landing sections.

 

SAMPLE CHECK LIST

Before Engine Start

Before Taxing

Before Take-off

Climb/Cruise

Parking brakes - On Auto pilot data - Set Flaps - Set for take-off Landing lights - Off
Anti collision lights - On Spoilers - Retracted Trim - Set for take-off Flaps - Retract
Fuel status - Check NAV/GPS - Set Flight controls - Check all Auto pilot data - Check
Flight plan - Review Anti-ice - Set / As required ASI/Altimeter - Set NAV/GPS data - Check
Mission log - Prepare Departure data - Review Strobe/Landing lights - On Fuel status - Check

Pre Descent

Before Landing

After landing

Shut down

Approach data - Review Landing gear - 3 greens Strobes/Landing lights - Off Parking brakes - On
ASI/Altimeter - Set Flaps - Set for landing Spoilers - Retract Throttles - Idle
Fuel status - Check Altimeter - Set Flaps - Retract Anti-ice - Off
Auto pilot data - Check Landing lights - On Trim - Zero Anti-Collision lights - Off
Mission log-  Update Landing data - Review GPS - Off Mission log - Complete

Download ALK-VA jet aircraft check list    

To understand basic aircraft flying refer FAA Airplane Flying Handbook



 

OP-2.b: General Safety Notices


OP-3 : Flight Procedures

 

OP-3.a: Auto-Pilot Altitude Alerts

Before take-off : Set initially intended altitude

During climb, cruise and descent : Set intended sector altitude

During before landing check : Set missed approach altitude

OP-3.b: Rejected Take-off

Rejecting a take-off at speed approaching V1 is an emergency procedure. Establish a RTO procedure by evaluating available runway length. If the warning horn sounds during take-off up to V1, the take-off must be rejected.

OP-3.c: Noise Abatement

Use idle reverser whenever it is operationally feasible and particularly between the hours of 2300-0700 local time.

In the interest of noise abatement and subject to performance requirements, a rolling take-off is preferable to a brake release start.

Utilize all available runway, rather than an 'intersection' take-off, whenever headed over a noise sensitive area.

Note: Take-off from runway intersections is allowed provided it does not violate above noise abatement requirement and the required take-off runway length is available.

OP-3.d: Take-off Obstacle Clearance

This is defined as the altitude (ASL) to climb to, with an engine failure before leveling off for flap retraction.

To achieve an acceptable clearance over obstacles, the obstacle altitude is rounded off to nearest 50 feet and then 150 feet is added to allow for altimeter and temperature errors. This altitude is an ASL altitude at which the highest obstacle in the take-off can be cleared safely during acceleration to flap retraction speeds.

Ex: Obstacle Height: 626' = 650+150 = 800' (ASL) obstacle clearance altitude

OP-3.e: Turns After Take-off

Pilots are expected to follow 'Standard Instrument Departures' (SID) when ever possible.

Ex: VCBI Runway 22 SID 'BASUR TWO' (BAS 2): After takeoff turn right to intercept 298 radial KAT VOR, climb to 6000ft or above by 15dme KAT, proceed to waypoint BASUR via CI.

Shallow turns not to exceed 15 deg. of bank, may be commenced not below 100' after take-off, having due regard for turbulence.

Turns not exceeding 25 deg. of bank may be made at a minimum of 400' above terrain when required, having due regard for turbulence and terrain.

It is permissible to raise flaps during turns, provided speed and/or configuration restrictions are complied with, for individual aircraft type.

OP-3.f: Rate of Climb and Descent

Establish a positive rate-of-climb, consistent with aircraft performance, before crossing runway threshold after take-off.

Climb/descend as rapidly as practicable, until 1000' below/above the intended altitude, then not in excess of 500ft/min for the remaining 1000'.

OP-3.g: Aircraft Trimming

The following is a trimming procedure for all swept wing jet aircraft. Do not rush trim procedure. Allow time for the aircraft to stabilize after each trim change.

1) In cruise, set up a stable condition on a constant heading. Fuel loading and thrust must be symmetrical. Zero the rudder and aileron trim.

2) Ensure that the wings are level with no rudder input.

3) Carefully trim out any turning tendency on the HSI with rudder trim. Make sure wings are still level.

4) Slowly take out any residual aileron load, with aileron trim. Further minor rudder adjustments may be necessary to ensure a constant heading.

OP-3.h: Approaches

Pilots are expected to follow 'Standard Terminal Arrival Route' (STAR) when ever possible.

#Note: At the moment no official STARs are published for any Sri Lankan airports. ALK-VA has prepared its own STARs for pilot training purposes. Through Check Flight Center pilots can request them.

Autopilot maybe engaged for any approach. It may be used for ILS front course, localizer only and VOR approaches.

Autopilot should be OFF for ADF/PAPI approaches. (Note: back course ILS approach not allowed)

If a glide path is intercepted some distance away from the runway, normal speeds should be maintained. The aircraft should be slowed down and initial flap introduced not less than 4 miles from Final Approach Fix (FAF).

The Procedure Turn for ADF, ILS, and VOR approaches will normally be started one minute from the fix for a no wind condition. If a tailwind is present outbound, timing should be less than one minute. If a headwind is present outbound, timing may be extended up to 1 1/2 minutes.

The basic timing for the turn is 45 seconds. When drift is present, add or subtract two seconds for each degree of drift.

During approach VOR and NDB receivers may be tuned as following.

#1 VOR Receiver (NAV 1) - ILS/Localizer or Airport VOR

#2 VOR Receiver (NAV 2)- Airport VOR or missed approach VOR

ADF receiver - Approach path NDB or Airport NDB

Refer the chart: Runway 04-VOR/DME

1.     Initial Approach: Approach KAT VOR (112.70) at or above 3500ft.

2.     Holding: One minute right hand race track. Out bound heading 058 deg., In bound heading 238 deg.

3.     Intermediate Approach: Leave 3500ft on radial 238 KAT, descending to complete base turn left at 1550ft, intercept radial heading 040 KAT.

4.     Final Approach: Continue heading 040deg on radial 220 KAT. Leave 1550ft at 8dme and continue descent to decision height (DH) 450feet.

5.     Missed Approach: Climb out on heading 040deg to 2500ft.

OP-3.i: Touch & Go and Landing

Touch & Go landings without selecting reverser may be performed during training flights.

Touch & Go maneuver is not approved for regular missions.

Go Around should never be considered after thrust reverser has been selected.

Execute a missed approach if,

1) In ILS approach; no runway contact is made at Minimum Altitude (DH).

2) In visual approach; contact is made after reaching FAF.

For landing make sure to align with runway by 500', Flare at 50' and roll out at 5'.

For go-around advance throttles smoothly but quickly to Go-around N1. Select 'Gear Up' in positive climb and retract flaps to climb position.

OP-3.j: Engine Failure

Ensure power levers are set to TOGA/max continuous power.

Fly the aircraft for a speed that allow best angle and climb/descend rate, depending on the phase of flight.

Ensure landing gear and flaps are retracted, depending on the phase of flight.

Identify the failed engine. Carry out engine restart procedure as required.

Declare emergency and land in the nearest airport.

OP-3.k: Flying Time Calculation #

Flying time is calculated using actual 'Chocks Off/Chocks On' times. Refer FAQ page for full details.

 

 | INDEX |


OP-4 : Navigation Procedures

OP-4.a: Check the Operation of VOR and ADF Receivers

Tune receivers to an available station.

Check identification and flags.

For ADF check bearings.

For VOR rotate track arrows to tail of the RMI needles, check the track bar center (+/-4 deg) and RMI needles & TO/FROM arrows sense correctly. Check the track bars for maximum deflection +/-10 deg either side of center.

OP-4.b: ADF and VOR Procedures

NOTE: If the VOR receiver is tuned to an ILS facility, never set the track arrow to other than the ILS course.

In ADF procedures the terms 'Inbound Track' and 'Outbound Track' are used.

In VOR procedures the term 'Radial' is used. A radial is defined as a magnetic track from a VOR station. On an RMI the aircraft's radial is always read off the tail of the needle. Although Radial is equivalent to Outbound Track, it is used to specify both inbound and outbound track. Ex: Cleared to hold on a radial of 300deg., the aircraft's inbound track is 120deg.

 

INBOUND: To intercept and fly a specific radial or ADF track inbound to the station:

Tune in and identify the station. Select RMI to VOR or ADF as required. Note bearing to the station.

 

VOR SLANT RANGE CORRECTION

HEIGHT ABOVE DME

29,000 FT

31,000 FT

33,000 FT

35,000 FT

37,000 FT

39,000 FT

CORRECT

DME MORE THAN 23.0nm 26.0nm 29.7nm 33.4nm 37.3nm 41.4nm 0nm
BETWEEN 8.3-23.0nm 9.4-26.0nm 10.6-29.7nm 11.8-33.4nm 13.1-37.3nm 14.5-41.4nm -1nm
BETWEEN 6.0-8.3nm 6.4-9.4nm 7.1-10.6nm 7.9-11.6nm 8.7-13.1nm 9.5-14.5nm -2nm
BETWEEN 5-6nm 5.5-6.4nm 6-7.1nm 6.5-7.9nm 7-8.7nm 7.6-9.5nm -3nm

 

OP-4.c: Holding Procedures

VOR holding patterns are designated as radials, i.e. if cleared to hold a radial of 300, the pattern is NW of VOR on an inbound track of 120deg.

ADF holding patterns are normally designated as inbound tracks and instructions in some cases include a magnetic direction from the holding fix, i.e. 'hold southwest'.

It is essential to slow the aircraft to holding speed before passing the holding fix. Use 25deg of bank for normal hold.

If available ADF or VOR should be used to full advantage in a holding pattern.

OP-4.d: MCDU/INS/GPS Procedures

Before using MCDU/INS/GPS for navigational guidance, verify the waypoints loaded are confirm with the planned route, and confirm both track and distance for each segment.

Determine WPT passage by comparison of MCDU/INS/GPS readouts with radio aids - NDBs, VORs DMEs. Accuracy of INS/GPS should be checked at frequent intervals. Particularly prior to extended flights under INS/GPS guidance.

Example: Aircraft is at FL310 is passing north of 'KAT' VOR.

Required radial for 360T is 034M (variation from navigation chart 34W)

DME reading when crossing 034 radial is 18 nm.

Correct DME reading for slant range (if necessary) to determine latitude adjustment. By using above chart, correcting for slant range of 18 nm at FL310 puts aircraft about 17 nm North of KAT VOR.

Flights without MCDU/INS/GPS operation

1) Disconnect autopilot from MCDU/INS/GPS.

2) Enter only on routes, which can be navigated with reference to radio facilities.

3) Estimate drift and fly headings as necessary to maintain track as accurately as possible until radio navigation is possible.

 

NOTAM: Visit Flight Simulator Navigation website to learn more about air navigation.

| INDEX |


 

OP-5 : VCBI Charts

 

VCBI Enroute, Approach, Apron, and SID charts

Runway 04-ILS/DME

Runway 04-VOR/DME Runway 22-ILS/DME
vcbi-04-ilsdme vcbi-04-vordme vcbi-22-ilsdme

Runway 22-VOR/DME

Aprons and Parking VCBI Enroute
vcbi-22-vordme vcbi-parking vcbi-enroute

SID22 - BAS2 CB1

SID22 - DAB2A DEM2

SID22-HAM2 SUP2 TMX1

vcbi-SID-BAS2-CB1 vcbi-SID-DAB2A-DEM2 vcbi-SID-HAM2-SUP2-TMX1
| INDEX |

 

OP-6 : VCRI Charts

 

VCRI Enroute, Approach, Apron, STAR and SID charts

Runway 05-VOR/DME

Runway 23-VOR/DME Runway 23-ILS/DME
vcri-05-vordme vcri-23-vordme vcri-23-ilsdme

VCBI/VCRI Area

Runway and Parking VCRI Enroute
vcbi-vcri area vcri-parking vcri-enroute

SID05-HG1B HH1B HK1B

SID05-HA1B HC1B

SID23-HA1A HC1A

vcri-SID05-HG1B-HH1B-HK1B vcri-SID05-HA1B-HC1B vcri-SID23-HA1A-HC1A

SID23-HG1A HH1A HK1A

STAR05-HA1C HC1C

STAR05-HG1C HH1C HK1C

vcri-SID23-HG1A-HH1A-HK1A vcri-STAR05-HA1C-HC1C vcri-STAR05-HG1C-HH1C-HK1C

STAR23-HA1D HC1D

STAR23-HG1D HH1D HK1D

 
vcri-STAR23-HA1D-HC1D vcri-STAR23-HG1D-HH1D-HK1D  

 

 | INDEX |


 

OP-7 : Colombo Radio (VCCF FIR) Position Reporting System

Under Vatsim online ATC you can request simulated 'HF radio position reporting system' to make your flying more realistic. Following is a sample HF radio position reporting message when aircraft is not under radar control, usually when your aircraft is 250nm away from nearest land or VHF radio station.

Enter required data in the boxes to automatically get the correct radio message at the top.

Colombo Radio (VCCF FIR) Position Report:

"sri lankan is position ANULI at time 1002, flight level 350, estimating VIROG at 1042, IGEVO next."

Enter the data in the fields below to produce your ATC position report above.

Callsign Your callsign
Position The position you're reporting at.
Time at Position The time of your position report. Hours and minutes in UTC.
Flight Level Your current flight level.
Next Position The position you are heading to next.
Next Position ETA Your estimated arrival time at the next position, hhmm in UTC.
Then The position you are planning to head to after your next waypoint.
Click here if you have been assigned a Mach speed by ATC

Note: Unless you are specifically assigned a mach speed by ATC, you do not need to report your speed.

Mach Speed Your current Mach Speed. M0.82 read as "decimal eight two"
Ground Speed Your current ground speed.
Click here if you are at a weather-reporting waypoint

Note: If you are unsure, assume not required unless specifically requested for weather info by ATC.

Temperature The outside air temperature at your current position.
Wind Direction The direction of the winds at your current flight level.
Wind Speed The speed of the winds at your current flight level.
Turbulence The level of turbulence encountered at your current flight level.
Icing The level of icing encountered at your current flight level.
Thunderstorms Thunderstorm activity encountered at your current position/flight level.

Are you travelling at an increased sim rate?

Note: 2x and 4x sim rates are available at specific altitudes in Oceanic airspace, subject to ATC approval.
Note: Requests for accelerated sim rates will usually be declined during events.

Sim Rate The sim rate you are running your simulator at. Greater than 1x is only permitted with ATC approval, and not during events.

 

 | INDEX |


ICAO PHONETIC ALPHABET AND NUMBERS

 

Letter / Number

Code

Word

Pronunciation

A

. _

Alfa

AL FAH

B

_ . . .

Bravo

BRAH VOH

C

_ . _ .

Charlie

CHAR LEE

D

_ . .

Delta

DELL TAH

E

.

Ecoh

ECK OH

F

. . _ .

Foxtrot

FOKS TROT

G

_ _ .

Golf

GOLF

H

. . . .

Hotel

HOH TELL

I

. .

India

IN DEE AH

J

. _ _ _

Juliett

JEW LEE ETT

K

_._

Kilo

KEY LOH

L

. _ . .

Lima

LEE MAH

M

_ _

Mike

MIKE

N

_ .

November

NO VEM BER

O

_ _ _

Oscar

OSS CAH

P

. _ _ .

Papa

PAH PAH

Q

_ _ . _

Quebec

KEH BECK

R

. _ .

Romeo

ROW ME OH

S

. . .

Sierra

SEE AIR RAH

T

_

Tango

TANG GO

U

. . _

Uniform

YOU NEE FORM

V

. . . _

Victor

VIK TAH

W

. _ _

Whiskey

WISS KEY

X

_ . . _

X-ray

ECKS RAY

Y

_ . _ _

Yankee

YANG KEY

Z

_ _ . .

Zulu

ZOO LOO

1

. _ _ _ _

One

WUN

2

. . _ _ _

Two

TOO

3

. . . _ _

Three

TREE

4

. . . . _

Four

FOWer

5

. . . . .

Five

FIVE

6

_ . . . .

Six

SIX

7

_ _ . . .

Seven

SEVen

8

_ _ _ . .

Eight

AIT

9

_ _ _ _ .

Nine

NINer

0

_ _ _ _ _

Zero

ZE RO

 

| INDEX |

 

If you don't think you're the best pilot in the business, MAYBE you're in the wrong business. If you think you could never make a mistake, you are REALLY in the wrong business.

- Randy Sohn -

 

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