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 Flight Ops
> ALK-VA Policy Manual
> Q & A - Questions & Answers
> Admin & Pilots Data of ALK-VA
> Enlistment Application
ALK-VA FLIGHT OPERATIONS MANUAL
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.
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.
Human factors contribute to aircraft incidents/accidents:
> Inattention
> Inexperience
> Failure to take timely action
> Inappropriate control inputs
> Loss of visual reference
1) Avoid referring cockpit check lists during extensive ground or air maneuvers.
2) At no time will cockpit check lists or log entries take precedence over proper 'lookout', particularly during taxing and climb/descent in speed restricted areas.
3) When landing gears, flaps or spoilers are operated monitor the indications to confirm selection.
4) Before departure review rejected take-off and go-around procedures.
5) Fuel loading should be completed before starting engines. Fuel quantity should be checked and recorded at regular intervals.
Note: Mid-air refueling is not available for ALK-VA flights.
6) Taxi speed must not be excessive at any time.
7) Reverse thrust is not authorised to apply during ground maneuvers.
8) Do not exceed 100% N1 RPM for standard take-off.
9) Unless specified, set aircraft clock to GMT.
10) Maximum cruise power or high speed cruise Mach number should not be exceeded in attempting to gain time, when behind schedule.
11) Pilots are responsible for notifying the ALK-VA Ops of any incident or accident related to your flight.
Before take-off : Set initially intended altitude
During climb, cruise and descent : Set intended sector altitude
During before landing check : Set missed approach altitude
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.
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.
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
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.
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'.
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.
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
Sample Auto/ILS approach to Katunayaka VCBI runway 22: Auto/ILS approach to runway 22, Call go- around or landing at Decision Height (DH) 450feet, if go-around climb to 2500' on runway heading before turning to right hand down wind.
Sample NDB approach to Ratmalana VCCC runway 04: ADF approach for runway 22 on heading 246 to RM NDB for visual approach, Call go- around or landing at Minimum Decision Altitude (MDA) 500feet, if go-around climb to 1500' on RM outbound track of 246 deg before turning left to RM NDB.
Sample VOR Holding and Instrument Approach Procedure VCBI runway 04:
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.
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.
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.
Flying time is calculated using actual 'Chocks Off/Chocks On' times. Refer FAQ page for full details.
> FAA Regulations (14 CFR 1.1) defines flight time as “block time” as follows:
Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing.
> ICAO Annex 1 Definition:
Flight time — aeroplanes. The total time from the moment an aeroplane first moves for the purpose of taking off until the moment it finally comes to rest at the end of the flight.
> JAR-FCL 1.001 Definition:
The total time from the moment an aircraft first moves for the purpose of taking off until the moment it finally comes to rest at the end of the flight.
1. Tune receivers to an available station.
2. Check identification and flags.
3. For ADF check bearings.
4. 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.
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.
If bearing to the station is within 60deg of the specified inbound track:
1) Turn aircraft the shortest way to position the RMI needle 30deg from the lubber line on the appropriate side.
2) Hold this radial to intercept the radial or track.
If bearing to the station is not within 60deg of the specified inbound track:
1) Turn aircraft the shortest way to proceed directly to the station. Maintain this track to the station.
2) After station passage, fly outbound and make procedure turn to intercept required inbound track.
OUTBOUND: To intercept and fly a specific radial or ADF track outbound to the station:
1) Tune in and identify the station. Select RMI to VOR or ADF as required. Note bearing to the station.
2) Turn aircraft the shortest way to intercept the specified radial or outbound track at a maximum intercept angle of 45deg.
3) If it becomes apparent that on completion of above turn the bearing to the station on the RMI will lie between the specified radial or track and the lubber line, proceed directly to the station.
4) If above does not apply, hold the heading to intercept the specified radial or outbound track.
Following ADF and VOR examples make use of the VOR Heading bug, Track bar and RMI needle to facilitate 'picture flying'. This enables the pilot to visualize the position and serve as a memory aid.
Aircraft heading is North. From RMI needle, present inbound track to Ratmalana (RM) NDB station is 150deg. Required to intercept and fly to the station on an inbound track of 170deg.
1) Detune VOR receiver and set track bar on required inbound track 170deg (to the RM NDB station).
2) As difference between present and desired inbound track is less than 60deg (170-150=20deg), set VOR heading bug 30deg from RMI needle position on the side away from the VOR track arrow (120deg).
3) Turn aircraft shortest way (right) to put VOR lubber line on heading bug to intercept inbound track. If RMI needle moves while aircraft is turning, reset heading bug so that RMI needle is 30deg from lubber line when intercept heading is established.
4) As aircraft approaches the desired inbound track, the RMI needle (which has been moving clockwise) becomes parallel to the VOR track bar indicating that the aircraft is on the desired inbound track.
5) Reset heading bug on track arrow and turn the aircraft to fly the inbound track, correcting for drift as necessary.
Aircraft heading is 090deg. From RMI needle, present inbound track to Ratmalana (RM) NDB station. Required to intercept and fly to the RM station on an inbound track of 170deg.
1) Detune VOR receiver and set track bar on required inbound track 170deg (to the RM NDB station).
2) As difference between present and desired inbound track is greater than 60deg, (280-170=110deg), set VOR heading bug on bearing of the station. Turn aircraft shortest way (left) to proceed directly to the station.
3) Adjust heading bug and heading as required to proceed directly to the station, correcting for drift as necessary.
4) On station passage, fly outbound track of 350deg (reciprocal of 170deg). Make procedure turn and return to station on inbound track of 170deg.
Aircraft heading is 240deg. Required to intercept and fly on an outbound track of 285deg from Ratmalana (RM) NDB station.
1) Detune VOR receiver and set track bar on required inbound track 285deg (from the RM NDB station).
2) Set VOR heading bug 45deg from track arrow (330deg) on the same side of the track bar as the RMI needle. Turn aircraft shortest way (right) to put VOR lubber line on heading bug.
3) As the aircraft proceeds on heading 330deg, the RMI needle rotates clockwise. When the needle parallels the track bar, the heading bug is reset to 285deg and aircraft turned to fly the outbound track, correcting for drift as necessary. Track bar and RMI needle remains parallel when on the required outbound track.
Aircraft heading is 090deg. Required to intercept and fly on an outbound track of 060deg from Ratmalana (RM) NDB station.
1) Detune VOR receiver and set track bar on required inbound track 060deg (from the RM NDB station).
2) Set VOR heading bug 45deg from track arrow (015deg) on the same side of the track bar as the RMI needle. Turn aircraft shortest way (left) to put VOR lubber line on heading bug.
3) As the aircraft turns, it can be seen that the RMI needle will be between the track arrow and the heading bug. Reset heading bug to the bearing of the station (040deg) and proceed direct to the station correcting for drift as necessary.
4) As aircraft crosses station and RMI needle reverses, reset heading bug on track arrow and turn aircraft to fly required outbound track. Track bar and RMI needle remains parallel when on the required outbound track.
Aircraft heading is North. From tail of RMI needle, present radial is 330. Required to fly to the Katunayaka (KAT) VOR on the 350 radial.
1) Set tail of HSI track arrow on desired radial 350 (direction of travel 170deg).
2) As difference between present and desired radial is less than 60deg (350-330=20deg), set VOR heading bug 30deg from RMI needle on side away from track arrow (150-30=120deg). Turn aircraft shortest way (right) to put VOR lubber line on heading bug.
3) As aircraft proceeds on heading of 120deg the RMI needle rotates clockwise. As the bearing approaches 170deg the track bar moves towards center. Turn the aircraft and fly in on the 350 radial inbound KAT VOR correcting for drift as necessary.
Aircraft heading is 090. From tail of RMI needle, present radial is 100. Required to fly to the Katunayaka (KAT) VOR on the 350 radial.
1) Set tail of HSI track arrow on desired radial 350 (direction of travel 170deg).
2) As difference between present and desired radial is greater than 60deg, (100-350=110deg), proceed direct to the KAT VOR. Set heading bug to 280deg, the bearing of the VOR indicated by the RMI needle. Turn aircraft shortest way (left) to this heading.
3) Adjust heading bug and heading as required to track directly to KAT VOR. On station passage, fly out the 350 radial, make procedure turn, and return to the KAT VOR on the 350 radial.
Aircraft heading is 240. Required to intercept and fly outbound on the Katunayaka (KAT) VOR radial 285.
1) Set HSI track arrow on desired radial 285 (direction of travel).
2) Set VOR heading bug 45deg from track arrow on same side as displaced track bar and RMI needle i.e. to 330deg. Turn aircraft shortest way (left) to put VOR lubber line on heading bug.
3) As aircraft proceeds on heading of 330deg the RMI needle rotates clockwise. As the bearing approaches 105deg the track bar moves towards center. The heading bug is reset to 285deg, and aircraft turned to fly out along radial 285 KAT VOR.
Aircraft heading is 090. Required to intercept and fly outbound on Katunayaka (KAT) VOR radial 060.
1) Set HSI track arrow on desired radial 060 (direction of travel).
2) Set VOR heading bug 45deg from track arrow on same side of displaced track bar and RMI needle i.e. to 015deg. Turn aircraft shortest way (left) to put VOR lubber line on heading bug.
3) As the aircraft turns, it can be seen that the RMI needle will be between the track arrow and the heading bug. Reset heading bug to RMI indication and proceed direct to the station.
4) As aircraft approaches the radial, the track bar moves towards center. The heading bug is reset on track arrow, and aircraft turned to fly out along radial 060 KAT VOR.
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 -