transavia.com dispatch manager user`s manual Dutch
Contents
1. transavia com virtual OPS FCOM Version 1 0 http www transavia virtual com 2010 transavia com virtual airline Alle rechten voorbehouden transavia com virtual dispatch manager handleiding inhoudsopgave AA OU CIS ODE IVO oireiden ENEE EEEE EEEE E EE 2 General OMe Oa a E A T S A T E S EES 4 Prol aO storage can Ere E AR EE E AE EA N E nennen 4 Maneuver Capability and Flap Usage aossessssssesssesrerrsrrresrrsrsreresrereseereseeresens 4 Fap ODETA OWN aroni aE EEE E E EE RPR 5 Command Speed ccceccecceccecceceeceeseeeeeeeseeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeens 5 AFDS NMIS ACC asten dns teerde tenen 6 Auto ANIOS US ASS seams era ee er 6 EN AN and VIN AN moann an EN E EA TO E E E E O EEO 6 Intentionally left blank ccc cecceecsescecceceeeeeeseuseeseeeseuseeeeeeseeceeseeeeeceneeees 8 Ground doreen 9 En 9 PrGEIIEnt OF OCC OF reena E N AE 9 Before MAN sassen natasha 10 LE EE cede tees A S A E sane aacetas eect needa E eine aeacee 10 BETO AEON sorpresi E E E ESS E ES EEE E 11 Takeo and IA a O erna E E E E 12 PETA CS aannamen E E E E AEE E E E E E 12 TCO eee E E A E R E R E R 12 AA EMD AEA A T acne 12 Climb Cruise and Descent anneer eenen eneenenenernenenerveneneenenenenn 13 rn aioe psa e erecaran nesarge poseumeaee nanan bosavenneagoeaantonsiecmesqonmense sae qvenucteaste 21ecueeae teense 13 EEn 13 BE En 14 ROINE dscesscascecnsesinaeiaianiovnsinssanbsensieeiienauanbsaveueaeicueceensaueaseeiesaieateasm2. 1 500 ft HAA for NADP 2 When no NADP published or specified use 3 000 ft as standard acceleration height Acceleration height Engine Out N 1 after V1 is continuing the SID to provide sufficient obstacle clearance At 1 500 ft set airspeed bug to flaps up speed and accelerate to clean up In case of N 1 after V1 on rwy track accelerate above highest MSA rounded off to the nearest 1000 of ft Command Speed Take off During pre flight the V2 speed will be set in the MCP for take off until flap retraction altitude is passed and manually set to flaps up maneuvering speed Speed can also be altered by the VNAV Pitch mode selection or LVL CHG selection Climb Cruise and Descent The command speeds will be set by the FMC using VNAV or manually set on the MCP gained from the FMC Approach Command speed will be set to maneuvering speed by FMC during VNAV operation or by manual selection on the MCP Landing During the approach with Auto throttle engaged use the Vref Flaps 30 or Vref flaps 40 out of the CDU and add 5 knots to the Vref to gain sufficient protection against wind and gusts This only applies when Auto throttle is used for landing Autoland Using no auto throttle or when it is planned to disengage the auto throttle prior to landing use Vref half the wind factor plus the full gust factor above steady wind with a maximum of Vref 20 kts Minimum Command speed selected on transavia com virtual transavia com virtual dispatc
3. Missed Approach When flying on any instrument approach and in IMC conditions and the stated items occurred e When flight instruments failures occur navigation radios fail which are aids to complete the approach e When full deflection of ILS GS or Localizer occurs e When on radar approach PAR of SRE and a comm Failure occurs 16 transavia com virtual transavia com virtual dispatch manager handleiding ILS Approach The ILS approach is the most accurate approaches of any kind Therefore called the precision approach Most of the times radar vectors will be given to guide the plane to the localizer The speed used to intercept the Localizer is flaps 5 maneuvering speed presented on the PFD speed tape in green indicating 5 Obviously a flap setting of 5 is used The ILS is intercepted with APP mode of the AFDS Once intercepting the LOC the FMA of the ROLL mode will change from HDG to LOC Make sure to be established on the LOC with flaps 5 and corresponding speed And select runway HDG At the moment that GS starts moving once at minimum approach altitude e g 2000ft EHAM the following procedure must be made to ensure correct lt configuration GS Alive Gear down flaps 15 Flaps 15 maneuvering speed ll set start switches continues speedbrake armed check annunciation At the time GS is captured by checking the FMA changing from ALT HLD to GS select flaps 30 and corresponding Final Approach
4. Speed FAS which means Vref 5 of Vref wind correction Once established on the GS set missed approach altitude in MCP window Execute Landing checklist Check altitude VS distance at the FAF or OM see approach plate When executing an Autoland make no wind corrections to the Vref and check at 1500ft Radio altitude the 2 Autopilot is engaged by checking the FLARE annunciation indicating Check continuously GS vs LOC when flying manual or Automatic When executing the autoland make sure to disengage both autopilots and take over manual control when crosswind conditions occur manual rudder input must be given to de crab the aircraft and line up with the centerline Make sure not to disengage the Autobrakes when de crabbing the plane 2 seconds after touchdown the A T will be disengaged and sufficient reverse thrust must be initiated 17 transavia com virtual transavia com virtual dispatch manager handleiding Non precision approaches The non precision is not that very different from the ILS approach it is alS normal glidepath however as the name indicates It is not very precise The lateral part of the approach can be a NDB or a VOR The vertical part of the approach must be made using v s As a rule of thumb the v s that must be used is approx 5times the GS 5Oft E g 140kt GS the v s must be 140 5 700 50 750ft a minute When passing the check altitudes slight adjustments can be made out of the 750ft a minute When in
5. initial climb Climb Cruise and Descent Climb After flap retraction select VNAV to ensure that FMC complies with speed altitude restrictions The FMC will now take over the Thrust mode and FMA changes from THR HLD N1 in to FMC SPD The speed selection that the FMC will make is displayed on the CDU on the CLB page This will normally result in 250kts below FL100 and an economical speed above FL100 In case of no FMC available training sessions or other conditions which does not uses the FMC select 280kts above FL100 Cruise When leveled off at the desired cleared FL the FMC provides speed LNAV provides roll mode and the VNAV is taking care of the pitch mode At this time it is possible to manage the plane by heart 13 transavia com virtual transavia com virtual dispatch manager handleiding Descent When completely programmed the FMC for speed STAR and approach the Top of descent is calculated and displayed on the MAP mode as T C Exact data can be found at the DES page of the CDU In case of no FMC available training sessions or other conditions which does not uses the FMC select 280kts above FL100 and 250kts below FL100 Holding In case of joining the hold reduce to holding speed displayed in the HOLD page Make sure that the holding speed displayed does not exceeds the published holding speed If so consider flaps 1 combined with flaps 1 maneuvering speed Prior joining the hold make sure how to enter the hold and with w
6. ems are completed and performed by memory BEFORE TAXI CHECKLIST After obtaining taxi clearance from ATC check either left and right side clear for other traffic or ground movement When ready to taxi select taxi and runway turnoff lights on Taxi Using a large airplane such as the B737 with a great wingspan on the apron is a large responsibility to keep adequate control and maintain it on the yellow line Make sure no disturbance is made by making last minute selections This can be postponed to a time the plane is not moving In order to start moving a thrust selection of 35 N1 could be necessary check left or right if the plane is starting to move and start reducing thrust to taxi almost at IDLE thrust Use slow taxi speeds at aprons as there is a large amount of obstacles present 15kts is maximum The normal taxi speed is 20kts and 10 transavia com virtual transavia com virtual dispatch manager handleiding 30kts on long straight taxiways Try to use appropriate speed during t speed of 10 kts is advisable Do not ride the brakes when the plane accelerates on IDLE thrust brake to approximately 5 to 10 kts to reduce tire wear and overheating the brakes and let the plane accelerate again and repeat the procedure Differential braking and braking in turns is to be avoided Before Take off When approaching the departure runway inform ATC and when is available execute the BEFORE TAKE OFF CHECKLIST When cleared t
7. h manager handleiding the MCP with no auto throttle engaged is Vref 5 However no wind co is applied for tailwind landings AFDS usage Autopilot and Flight Director System is a very complicated system in the real B737NG The engagement of the Autopilot is only possible and should be attempted when flying in trim no control forces are applied and flown within flight director However the PMDG does not have this type of demands and can be selected at any time In order to make the operation as real as it gets try to fly it as the real B737NG Auto throttle usage During take off and climb the use of auto throttle is recommended for either manual or automatic flight During all other flight fases it is recommended to use the auto throttle only when autopilot is engaged LNAV and VNAV The Boeing 737 has the luxury to control either roll and pitch modes from data received from the FMC displayed in the CDU However in order to have complete and accurate Lateral Navigation the LEGS page of the FMC must be programmed in order to receive the requested roll mode by the LNAV setting Therefore it is mandatory to check the entire routing in the LEGS page for discontinuity s or incorrect waypoints To gain better understanding it is recommended to use the PLAN mode displayed on the Navigation Display using the EFIS control switch to select PLAN VNAV is a pitch mode that can be used for various purposes Mainly it is to used to bring the aircraft from ta
8. hich speed 14 transavia com virtual transavia com virtual dispatch manager handleiding Approach and missed Approach Approach A correct approach is a stabilized approach which means on speed in landing configuration Gear down Flaps 30 with N1 up to approach setting and landing checklist completed by e IMC precision 1000ft AAL e VMC Precision 500ft AAL e Visual Approach 500ft AAL When the plane is not stabilized a Go Around must be initiated Several setting has to be made to configure the plane for the approach It is advisable to do so during cruise when time is available Check pressurization to set LDG alt Review the charts for the approach and start selecting items on the EFIS panel and the MCP First of all set the DA H or MDA H depending on type of approach Set the Inbound CRS selectors and arm the required AUTOBRAKE setting Make sure that NAVAIDS are selected on the pedestal As we are flying single pilot operation a briefing is not required However to create situational awareness it is advisable to read the charts thoroughly When crossing the runways threshold the plane should be e Stabilized on the flight path correcting it with normal maneuvering e Be positioned to land the aircraft in the touchdown zone e Stabilized on the Vref speed The go around must be initiated when the above criteria cannot be maintained 15 transavia com virtual transavia com virtual dispatch manager handleiding
9. hold passes under the airplanes nose and out of sight shift the visual sighting point to approx down the runway Maintain constant speed and descent rate Initiate the flare when the main gear is approx 15 ft above the runway by increasing pitch attitude by approx 2 to 3 degrees This will slow rate of descent As the flare is initiated smoothly retard the thrust levers to idle and make small pitch attitude adjustments to maintain the desired descent rate to the runway Ideally main gear makes touchdown when simultaneously thrust levers are reaching idle At touchdown a pitch attitude is 4 to 6 degrees with an airspeed of Vref plus any gust correction Do not trim the stabilizer during flare or after touchdown Gently reduce thrust when initiating the flare to compensate the nose down moment of thrust reduction by give an nose up input on the yoke Do not attempt to extend the flare by increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown Do not attempt to hold the nose wheel off the runway Speedbrake The speedbrakes are used to brake the speed of the aircraft and are once armed extended by having weight on wheels Monitor if soeedbrakes are extended upon landing When not deployed automatically extend without delay manually 20 transavia com virtual transavia com virtual dispatch manager handleiding Autobrake policy e For Take off RTO e For landing standard setting is 1 Normal procedures will be
10. ke off to cruise and from cruise to the approach In the meanwhile it can comply with speed and altitude restrictions during SID s and uses the Cost Index setting from the FMC to control pitch mode and auto throttle modes However several other settings besides inputs in the FMC must be made The MCP altitude setting must correspond to the requested level for cruise or approach All other crossing altitudes laying in between will be calculated and executed by the LNAV mode with information out of the FMC In case of not able to comply to the restraints set in the FMC transavia com virtual transavia com virtual dispatch manager handleiding the crew will be alerted via the FMC and via an amber light beneath th glareshield but in full view of the pilot with FMC first to attract attention CDU of the FMC transavia com virtual transavia com virtual dispatch manager handleiding Intentionally left blank transavia com virtual transavia com virtual dispatch manager handleiding Ground Procedures Preface In real life operation the cockpit is divided in so called areas of responsibility The captain and First Officer have their own area of responsibility and a joint area In the philosophy of flying the B737 of PMDG within the VA it can be said we have one area of responsibility Therefore will explain the setting for the captain s side only for multiple placed features such as ND and PFD Furthermore al ground operations u
11. ntil Take Off will be discussed Pre Flight procedure EFIS control panel check MINIMUMS reference selector BARO FPV NA METERS NA BAROMETRIC reference selector QNH QFE VOR ADF SET Mode selector MAP CENTER switch as desired Range selector as desired MAP switches as desired FLIGHT INSTRUMENTS check CLOCK SET LIGHT CONTROLS as desired LOGO lights as desired POSITION lights as desired AUDIO CONTROL PANEL SET MODE CONTROL PANEL MCP SET COURSE SET FLIGHT DIRECTOR switch FD AUTOTHROTTLE switch A T ON ma light illuminates ARM IAS MACH V2 speed from FMC HEADING RWY HDG transavia com virtual transavia com virtual dispatch manager handleiding BANK ANGLE LIMIT 25 degrees ALTITUDE SID clearance limit as cleared by A chart AUTOPILOTS CMD A CMD B Disengaged AUTO BRAKE Rejected Take Off RTO AUTO BRAKE DISARM light Extinguished VHF NAVIGATION radios SET for departure ADF radio SET Before Taxi After completion of the pushback and engine starting the procedure before taxi can start Consider use of Anti lce during take off Set Engine start switches CONT Set the correct flap setting for take off and check green light illuminated at the flap indicator gauge Set the stabilizer trim for take off Check full deflection and controllability of the flight controls and finally press the RECALL button to confirm no system is malfunctioning as we have used several systems now to configure for take off When all it
12. o line up check MCP to correspond to any last minute changes set Transponder to TA RA and bring Strobe lights on 11 transavia com virtual transavia com virtual dispatch manager handleiding Takeoff and Initial climb Preface The takeoff is one of the most critical fases of the flight as speed is very high and thrust is near its max It is always preferable to conduct the rolling departure as it reduces the risk of damage from a foreign object without reducing take off performance A drive to try and meet perfection on the take off procedure may prevent accidents to occur under the above mentioned circumstances Takeoff When takeoff clearance is received select Landing light on and taxi light off This to indicate all other traffic that the plane on the runway is commencing the Take off Make sure the airplane is aligned on the runway centerline before setting initial thrust The take off procedure the starts as follows e Advance thrust levers to a minimum of 40 N1 e Make sure symmetrical initial thrust is selected and stabilized e Push TOGA button and start timer e Ensure thrust is advancing to N1 limit and A T FMA indicates N1 e Check speed during 80kts call e Verify that A T FMA indicates THR HOLD passing 84 kts e Atcall V1 release throttles and keep both hands on the yoke e Atcall Rotate initiate a smooth rotation of 2 3 degrees per second to initial 15 degrees e As soon as established follo
13. rmal conditions a non normal checklist is presented to the crew to deal with the problems using the Basic Failure Management BFM and the read and do Non normal checklist Maneuver Capability and Flap Usage Normal flap settings for take off are flaps 5 flaps 10 and flaps 15 for performance limiting runways During the initial approach a flap setting of flap 1 and 5 is standard to deal with speed reduction However situation dependent flaps 10 gear up may be used Normal landings are made with flaps 30 Use flaps 40 to reduce landing speed and distance or to improve outside view Takeoff flap retraction speed schedule To retract flaps airplane must be accelerating green arrow speed trend vector and at above appropriate flap speed Note During acceleration the only save and correct procedure is flap maneuver speed selection prior to flap retraction Flap extension schedule Select flaps 1 when decelerating and within 10 knots of the flaps up maneuvering speed displayed on the airspeed tape as UP after selection set airspeed bug to flaps 1 speed Repeat this procedure for flaps 5 and flaps 15 Note during deceleration the only save and correct procedure is flap selection prior to airspeed reduction transavia com virtual transavia com virtual dispatch manager handleiding Flap Operation The minimum altitude for flap retraction is 1 500 feet H A A Acceleration height All engines Use 3 000 ft HAA for NADP 1 and use
14. tercepting the approach select VOR LOC or adjust HDG for a NDB approach Set MDA on MCP when FMA ALT HLD is annunciated Once established set rwy heading As the ILS approach we intercept with flaps 5 and corresponding speed As we have no GS to indicate when to select gear and flaps we use the following lt procedure 2nm for FAF Gear down flaps 15 Flaps 15 maneuvering speed set start switches continues speedbrake armed check annunciation Inm for FAF Flaps 30 set Vref speed 0 2 nm for FAF v s xxx ft min execute landing checklist Make sure to check altitude vs distance Once approaching the MDA set the MCP to missed approach altitude Circling approach During operation when the approach runway experiences tailwind but is the only runway with an instrument approach a circling approach can be made Check plates for the MDA or circling height When braking off the approach to join downwind report ATC braking off left or right by a 45 degrees angle of the runway centerline During the approach fly flaps 5 and flaps 5 speed Once braking off level off at required altitude or 1500ft altitude Maintain a parallel track of the landing runway When turning base or initiating the turn to base extend landing gear select flaps 15 with corresponding speed arm the speedbrake and set start switches continues Reduce thrust and descent 600 700 ft min Before entering the turn to final extend landing flaps and red
15. to use manual brake below 100kts to minimize brake wear and reduce cooling time e For landing Autobrake 2 or 3 used for short wet or slippery runways e For landing Autobrake MAX When minimum stopping distance is required Thrust reverser operation After touchdown without any delay select reverse thrust as desired as the reverse mode only redirects the flow so it can be understood that when engine reached full idle thrust it has to be spooled up again Pull the reverse lever in the first detent causing the doors to open a slight delay is created in order to open the doors once opened the reverse levers can be pulled into the second detent When necessary in an event of an RTO the levers can be pulled ina third detent causing max reverse thrust but in normal operation limit to the 2 detent When reaching 60 knots reduce to idle thrust until reaching taxispeed and cancel the reverse Crosswind landing In order to maintain runway track in crosswind conditions a wind correction angle has to be made to maintain desired track To delete the angle prior to landing downwind rudder has to be applied to achieve the nose to be aligned with the runway centerline To counterwork the upcoming effect of the upwind wing due to sweep effect Counterwork this with aileron to maintain wings level during touchdown 21 transavia com virtual
16. uansieieesath 14 2 transavia com virtual transavia com virtual dispatch manager handleiding Approach and missed Approach ccccsccssccesceseeesceceeseeseeeseusesseeeseneeees POON OC Nene savannen mentatie daten Missed ApproaCch e sssesessosusssnersosessoneosrssssoseosisssussssussonussotessoressonesvsessostosnse 16 L ADIO e E E E E E E 17 Non precion annro ICES aaro EE EE T NE EEEE S 18 Crone PPPOE ennen E EE meden 18 GO AFOUM EN e E E E R E 19 LONON E ooa A E E AAE A E E A EA 20 Landing flare touchdown and roll out nonnen ens enn ern eensensennenn 20 od IKO perone rnrn r A E E E E E 20 AUOD IKE POI Y een nee AAE EE EAE EEE NE TE NEEE AEA 21 Torst reverser operation mamas 21 COS WG NONE aea e A E E R 21 3 transavia com virtual transavia com virtual dispatch manager handleiding General Information Preface As Transavia com Virtual Airline is a fictional airline and mainly single pilot operation a new form of Standard Operation Procedures is written The conventional Boeing 737NG is a crew operated airplane however the Transavia com Virtuals fleet contains the single pilot PMDG Boeing 737NG As every other airline Transavia com Virtual uses Standard Operating Procedures SOP to explain and cope with flight fases and procedures dealed with every flight again Al normal SOP s will be done by memory however callouts are useless as there is no Pilot Monitoring PM to keep in the loop In non no
17. uce to Vref speed correction 18 transavia com virtual transavia com virtual dispatch manager handleiding Go around If visual reference is lost the runway obstructed or any other circumstan requires a Go around immediate action must be made to clear the approach or obstacles It has to be clear that every approach ends up in a go around unless the opportunity is there to make a landing So make sure that runway heading is set during approach and the missed approach altitude set on the MCP prior to reaching the MDA H or DA H and review the missed approach procedure When the go around has to be initiated the following procedure has to be made Go around flaps 15 set Go around thrust check the go around thrust after pushing the TO GA button Gear up when positive rate once above 400ft AGL press HDG select on the MICP Tune navaids for missed approach When reaching missed approach altitude set flaps up soeed When passing 3000ft press LVL change set flaps up speed Retract flaps on schedule and maintain minimum clean speed When time permits inform ATC in between all actions When no time available inform ATC as stated in missed approach procedure After take off checklist 19 transavia com virtual transavia com virtual dispatch manager handleiding Landing Landing flare touchdown and roll out Begin with a stabilized approach on speed in trim and on glide path When thres
18. w the pitch bar of the F D e Positive rate select the gear up This completes the segments of the Take off and continues with the initial climb Initial climb As soon as the climb is stabilized from transition out of the Take off select LNAV when passing 400ft AGL If such navigation is not possible for the time being l e ATC clearance rwy track or the SID does not start from the runway 12 transavia com virtual transavia com virtual dispatch manager handleiding end we can select another ROLL MODE HDG SEL is a proper roll mode initiate a roll mode When in trim and flying in the Flight Director the company s B737NG is certified to initiate the Autopilot passing 400ft AGL At this moment we have either Pitch mode TO GA Roll mode LNAV or HDG SEL and Thrust mode THR HOLD N1 After passing 1500 ft AGL the auto throttle reduces thrust to climb thrust CLB will be displayed above the N1 indicators There are several destinations the company uses where Noise Abatement Departure Procedures NDAP applies Two different NDAP s are available and is defined by airport Passing the respectively NDAP heights we set the speed bug to the Flaps up speed maneuvering speed The corresponding speed is indicated on the speed tape in green indicating UP When accelerating to the flaps up speed select the corresponding flap setting when passing the maneuvering speed of the setting indicated on the speedtape until flaps up This completes the
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