|
|
...Operations
Manual
FOR QUICK ANSWERS TO YOUR QUESTIONS REFER How To... PAGE
FOR ADMINISTRATION RELATED INFORMATION REFER POLICY MANUAL
Most recently updated information or requirements are marked with #
Mil-Air 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. - Mil-Air Ops
OP-1.a: Primary purpose of this manual is to provide a general guidance to all Mil-Air 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 military requirements. It is important to realize flexibility is an essential part of efficient military operations.
OP-1.c: All Mil-Air 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, Before landing and Enroute transit sections.
# SAMPLE CHECK LIST
|
Before Engine Start |
Bofore 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 |
Flaps- Retract |
Throttles- Idle for 1 min |
|
Fuel status- Check |
Altimeter- Set |
Spoilers- 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 |
OP-2.b: General Safety Notices
1) Avoid referring cockpit check lists during extensive ground or air manoeuvres.
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.
6) Taxi speed must not be excessive at any time.
7) Reverse thrust is authorised to apply during ground manoeuvres.
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 Mil-Air Ops of any incident or accident related to Mil-Air missions.
[ INDEX ]
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 levelling 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) Obst. Clearance Altitude
OP-3.e: Turns After Take-off
Pilots are expected to follow Standard Instrument Departures (SID) when ever possible.
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
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 and back course ILS.
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 including back course 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 - ILS/Localizer or Airport VOR
#2 VOR Receiver - Airport VOR or missed approach VOR
ADF receiver - Approach path NDB or Airport NDB
Sample Auto/ILS approach : Auto/ILS approach to runway 24L, Call go- around or landing at Decision Height (DH) 450', if go-around climb to 3000' on a track of 240 deg before turning down wind.
Sample NDB approach : ADF approach for runway 24R, Call go- around or landing at Minimum Decision Altitude (MDA) 500', if go-around climb to 2500' on a track of 238 deg before turning left to TM beacon.
OP-3.i: Touch & Go and Landing
Touch & Go landings without selecting reverser may be performed during training flights.
Touch & Go manoeuvre 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.
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 max power.
Fly the aircraft for a speed that allow best angle and climb rate, depending on the phase of flight.
Ensure landing gear and flaps are retracted, depending on the phase of flight.
Identify the failed engine.
Land in the nearest airport.
[ 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.
- 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:
Tune in and identify the station. Select RMI to VOR or ADF as required. Note bearing to the station.
Turn aircraft the shortest way to intercept the specified radial or outbound track at a maximum intercept angle of 45deg.
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.
If above does not apply, hold the heading to intercept the specified radial or outbound track.
ADF AND VOR NAVIGATION PROCEDURES
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.
- ADF Example 1 : Aircraft heading is North. From RMI needle, present inbound track to a 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 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.
- ADF Example 2 : Aircraft heading is 090deg. From RMI needle, present inbound track to a NDB station. 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 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.
- ADF Example 3 : Aircraft heading is 240deg. Required to intercept and fly on an outbound track of 285deg from a NDB station.
1) Detune VOR receiver and set track bar on required inbound track 285deg (from the 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.
- ADF Example 4 : Aircraft heading is 090deg. Required to intercept and fly on an outbound track of 060deg from a NDB station.
1) Detune VOR receiver and set track bar on required inbound track 060deg (from the 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.
- VOR Example 1 : Aircraft heading is North. From tail of RMI needle, present radial is 330. Required to fly to the 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 correcting for drift as necessary.
- VOR Example 2 : Aircraft heading is 090. From tail of RMI needle, present radial is 100. Required to fly to the 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 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 VOR. On station passage, fly out the 350 radial, make procedure turn, and return to the VOR on the 350 radial.
- VOR Example 3 : Aircraft heading is 240. Required to intercept and fly outbound on the 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.
- VOR Example 4 : Aircraft heading is 090. Required to intercept and fly outbound on the 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.
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.
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.d: INS/GPS Procedures
Before using INS/GPS for navigational guidance, verify the waypoints loaded are coincident with the mission, and confirm both track and distance for each segment.
Determine WPT passage by comparison of 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 'Fort Chimo' (N58 05.8 W68 25 7)
Required radial for 360T is 034M (variation from nav. 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 DME.
Aircraft position is about N58 22.8 W68 25.7
Flights without INS/GPS operation
1) Disconnect autopilot from 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.
[ 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 ]
Mil-Air always looks for new challenges. We want quality, not the quantity.
| Check Flight | Gearbag | Hangars | Flying Squad |
| Home | Mission Request | Mission Report | Missions | News | Medevac |