OPERATIONS MANUAL PART-A

Transcription

OPERATIONS MANUAL PART-A
Turkish Virtual Airlines © 2014
Revision Number - 2
Revision Date - 22.02.2014
Page Number - 1
TABLE OF CONTENTS
CHAPTER 1............................................................................................ 5
INTRODUCTION ................................................................................................................... 5
Mission Statement ................................................................................................................. 5
Privacy Policy ........................................................................................................................ 5
Terms and Policy................................................................................................................... 5
Copyright ............................................................................................................................... 6
Registration ........................................................................................................................... 6
Operations Manuals .............................................................................................................. 7
CHAPTER 2............................................................................................ 9
ORGANIZATION AND RESPONSIBILITIES ......................................................................... 9
Duties and Responsibilities of Managers ..............................................................................10
Flight Crew Responsibilities..................................................................................................10
CHAPTER 3.......................................................................................... 11
CREW QUALIFICATION, CLASSIFICATION .......................................................................11
Line Training and Type Rating Training ................................................................................12
Line Check ...........................................................................................................................12
CHAPTER 4.......................................................................................... 13
PRE-FLIGHT OPERATIONS AND PROCEDURES .............................................................13
Terminology .........................................................................................................................13
FLIGHT PREPARATION ......................................................................................................18
Use of Call-sign ....................................................................................................................18
Minimum Flight Altitudes ......................................................................................................19
Minimum Altitudes ................................................................................................................19
Maximum Wind Components and Limitations for Take-Off and Landing ...............................20
Aeroplane Categories for Take-Off and Approach ................................................................20
Take-Off Alternate Aerodrome..............................................................................................21
Destination Alternate Aerodrome ..........................................................................................21
Planning Minima For IFR Flights ..........................................................................................22
AERODROME OPERATING MINIMA ..................................................................................23
Take-Off Minima ...................................................................................................................23
Non-Precision Approach Minima ..........................................................................................24
Precision Approach — Category I Operations ......................................................................25
Precision Approach — Category II Operations .....................................................................26
Precision Approach — Category III Operations ....................................................................27
Circling .................................................................................................................................28
Visual Approach ...................................................................................................................28
FUEL POLICY ......................................................................................................................29
Meteorological Reports and Information ...............................................................................31
Flight Plan ............................................................................................................................31
CHAPTER 5.......................................................................................... 32
FLIGHT OPERATIONS ........................................................................................................32
Standardized Aeroplane Lighting ..........................................................................................32
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Pushback and Engine Start ..................................................................................................33
Taxi ......................................................................................................................................33
Take-Off ...............................................................................................................................34
Noise Abatement Procedure (NAPD) ...................................................................................34
NAPD 1 ................................................................................................................................34
NAPD 2 ................................................................................................................................34
Climb ....................................................................................................................................35
Approach ..............................................................................................................................35
Stabilized Approach Procedures ..........................................................................................35
Landing ................................................................................................................................36
After Landing ........................................................................................................................36
Parking and Engine Shutdown .............................................................................................36
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INTENTIONALLY LEFT BLANK
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CHAPTER 1
INTRODUCTION
Mission Statement
Turkish Virtual Airlines – here after THYVA will be used – is an approved nonprofit/commercial and independent virtual airline company by International Virtual Aviation
Organization – here after IVAO will be used – which use International Virtual Aviation
Network (IVAN) to provide; virtual airline pilot career, realistic flight simulation services,
real-time flight operations and type-rating trainings with up to date aircraft fleet to its
users worldwide via THYVA website and THYVA Flight Tracker.
Privacy Policy
THYVA require that applicants register with its real name and a valid e-mail address.
Users’ real name will be seen on the website on its profile pages.
Users’ e-mail address and name will not be distributed or sold to any outside party. Users’ email address will not be seen on the website. THYVA might use users’ e-mail addresses to
communicate with them or inform any updates or changes.
Terms and Policy
In this context, THYVA should be considered as THYVA Operations Manual, THYVA
Website, THYVA Flight Tracker and any other services provided by THYVA.
THYVA is offered to applicants/users under the condition of their acceptance of this terms
and conditions and other noticed written. Their use of any applications and website under
THYVA constitute applicants’/users’ agreement to all such terms, conditions and notices.
THYVA reserve the right to make changes of the terms, conditions and notices under THYVA
services without notifying users.
THYVA services may contain links to other websites. THYVA do not control these linked
sites and THYVA is not responsible for the contents of those linked sites.
With this terms and conditions applicants/users declare that they will not use any services
provided by Turkish Virtual Airlines (THYVA) for any illegal, unlawful and real-life aviation
purposes. Applicant/users will not damage or disable any services of THYVA and they will
not obtain or use any materials not provided through THYVA.
THYVA consists of communication platforms such as message box. Therefore;
applicants/users will not use any offensive, unethical, unlawful, politic comments. They will
not harass abuse, defame, threaten or violate any legal rights. They will not publish post,
upload, disturb, share materials under privacy or publicity. They will not advertise. They will
not upload virus, trojan or any harmful material.
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THYVA may monitor these messages and remove any material or/and even the user himself
without any reason. THYVA is not responsible from any messages, any uploads, any
materials from users. The user is responsible for all the materials he uses, uploads,
downloads, shares. THYVA is under no obligation for any material that users provide and will
not pay any compensation under circumstances.
The materials provided in THYVA may include errors. Therefore user shall not use any
information herein.
THYVA reserves the right to make any changes with the website, program or any services
provided by THYVA.
THYVA reserves the right to reject, suspend, ban or remove any user without showing any
reason whatsoever.
All contents and materials are copyright 2014 by THYVA. Any rights not expressly granted
herein are reserved.
By registering, the user warrant not using fake information and declares of acceptance of this
terms and conditions and privacy policy.
Copyright
Copying of whole or any parts of THYVA services whether electronically or mechanically by
third parties without prior written authorization by THYVA is prohibited.
Registration
Registration can be done via THYVA website www.thyva.com by filling and sending the
Registration Form.
Applicants must be an active IVAO member and have a valid IVAO ID number. Applicants
can join IVAO via www.ivao.aero and applicants must register Turkish Virtual Airlines on
IVAO VA System via https://www.ivao.aero/vasystem/
Applicants must use their real name and surname.
Applicants must use a valid e-mail address.
Applicants must be above 18 years old.
Applicants must be Advanced Flight Student or have a higher rating in IVAO.
Applicants must have at least 50 hours of flight time on IVAO.
Applicants must complete Line Training by using Flight Tracker after initial registration to
achieve full membership.
Applicant has not been suspended on IVAO in 6 months.
THYVA assumes that all applicants know basic level of English language.
Applicants accept the Privacy Policy and, Terms and Conditions of THYVA by filling and
sending the registration form.
THYVA reserves the rights to accept or reject any applicant’s registration request. THYVA
may request initial interview or exam from applicant before accepting his registration.
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Operations Manuals
The THYVA Operations Manuals (THYVA OM) consists of separate parts:
OM PART-A is the general part. It contains the operational policies, instructions and
procedures required for operation. It details the duties and responsibilities of users. OM
PART-A is issued in accordance with the IVAO and IVAO Turkey Division – here after IVAOTR will be used – rules and regulations.
OM PART-B is aeroplane operating part. It contains specific procedures and techniques
published by manufacturers. THYVA uses manufacturers’ master manuals as OM PART-B
such as Flight Crew Operating Manual (FCOM), Flight Crew Training Manual (FCTM)
and Quick Reference Handbook (QRH).
The followings are more restrictive in the event of a conflict with the THYVA Operations
Manuals;

IVAO rules and regulations,

IVAO-TR rules and regulations,

ICAO, EASA or FAA annexes,

Aeroplane Flight Manuals.
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CHAPTER 2
ORGANIZATION AND RESPONSIBILITIES
THYVA management staff consists of Board of Directors and dependent managers or
departments. The members of Board of Directors are the owners and founders of THYVA.
The Board of Directors consists of a Chief Executive Officer (CEO) and members.
THYVA managers consist of Managers. THYVA Managers are appointed by the Board of
Directors.
Development and
Technology Manager
Airbus Fleet
Manager
Boeing Fleet
Manager
Board of Directors
Dispatch Manager
Media and Public
Relations Manager
Pilot Manager
Flight Operations
Manager
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Duties and Responsibilities of Managers
Managers are responsible for:

maintaining high level performance of flight operations,

assisting users,

carrying out assessments in respect of the qualifications of members,

preparing and updating documents and, participating in documentation processes,

submitting proposals and suggestions in relation to corrective actions,

coordinating administrative activities,

continuously monitoring the flight operations at least 5 hours in a week,

implementing training activities and processes, requirements, organization standards
and procedures.
Flight Crew Responsibilities
Flight crew member shall be responsible for the proper execution of his duties that:

are related to the safety of the aeroplane,

are specified in the instructions and procedures laid down in the Operations Manual,

are specified in IVAO and IVAO-TR rules and regulations.
Flight crew member shall be responsible for local rules and regulations, and procedures on
route over-flown.
Flight crew shall:

be responsible for the operation and safety of the aeroplane from the moment the
aeroplane is first ready to move for the purpose of taxiing prior to take-off until the
moment it finally comes to rest at the end of the flight and the engines are shut down;

have authority to give all decisions he deems necessary for the purpose of securing
the safety of the aeroplane;

ensure that all operational procedures and check lists are complied with in
accordance with the Operations Manual;
Flight crew shall not permit:

a flight data recorder to be disabled switched off or erased during flight nor permit
recorded data to be erased after flight in the event of an accident or an incident
subject to mandatory system reporting.
Flight crew ensure that the pre-flight inspection has been carried out.
Flight crew conducting the flight shall, in an emergency situation that requires immediate
decision and action, take any action he considers necessary under the circumstances. In
such cases he may deviate from rules, operational procedures and methods in the interest of
safety.
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CHAPTER 3
CREW QUALIFICATION, CLASSIFICATION
Rating
Classification
Commander Instructor - CI
Commander - C1
Commander - C2
Co-Pilot - P3
Co-Pilot - P4
Co-Pilot - P5
Trainee Pilot – P6
Requirements
Previously classified as C1.
Approval is required by management staff.
Has completed 4700 hours of flight time and
200 hours of flight time as C2.
Automatically upgraded as C1.
All type of aeroplane is available.
Has completed 4500 hours of flight time as a
Co-Pilot.
Automatically upgraded as C2.
4th type of aeroplane is available.
Has completed 2500 hours of flight time.
Automatically upgraded as P3.
3rd type of aeroplane is available.
Has completed 500 hours of flight time.
Automatically upgraded as P4.
2nd type of aeroplane is available.
Previously classified as P6.
Has successfully completed the line training on
an applicable type of aeroplane.
Previously selected type of aeroplane is
available.
Has successfully completed the initial
registration.
At least 50 hours of flight time on IVAO.
Advance Flight Student or higher rating.
1 type of aeroplane is available (A319/320/321
or B737-700/800/900).
Note 1: Hours of flight time above table based on IVAO records. Upgrade to higher rating is
possible after line training according to IVAO flight time.
Note 2: Members holding real-life pilot license should send a copy of license to Pilot
Manager for higher rating. However, final decision will be given by Board of Directors.
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Line Training and Type Rating Training
A member completes the registration process can request a type-rating training for
A319/320/321 or B737-700/800/900 from a related Fleet Manager Boeing/Airbus or start
flying anytime by using THYVA Flight Tracker on IVAO. However, flying more than 1 type of
aeroplane is not allowed initially. Flying more than 1 type of aeroplane depends on crew
classification.
After completing of initial registration; a pilot classified as Trainee Pilot – P6 and he must fly
minimum of 10 sectors by using THYVA Flight Tracker in 30 days. Sector is a 1 leg domestic
or international flight which includes; taxi, take-off and departure, cruise, arrival, approach
and landing. Flight time shall not be less than 45 minutes for a sector in line training.
Flights are evaluated and validated by THYVA Flight Tracker.
Average grade of total flights should be 50% and must be achieved at the end of line training.
Pilots successfully complete the line training according to conditions above will be upgraded
to Co-Pilot – P5 status.
If pilot fails at the end of line training must fly another 5 sectors in 21 days according to
conditions above.
If pilot fails in second line training, his membership will be terminated. Another application to
THYVA is available after 3 months.
Line Check
Line Check procedure will be announced later.
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CHAPTER 4
PRE-FLIGHT OPERATIONS AND PROCEDURES
Terminology
3% ERA. An en-route alternate aerodrome selected for the purposes of reducing
contingency fuel to 3 %.
Accelerate-stop distance available (ASDA). The length of the take-off run available plus
the length of stop way, if such stop way is declared available by the appropriate Authority
and is capable of bearing the mass of the aeroplane under the prevailing operating
conditions.
Adequate Aerodrome. An aerodrome which the operator considers to be satisfactory, taking
account of the applicable performance requirements and runway characteristics; at the
expected time of use, the aerodrome will be available and equipped with necessary ancillary
services such as ATS, sufficient lighting, communications, weather reporting, navaids and
emergency services.
Adequate ETOPS en-route alternate aerodrome. An adequate aerodrome, which
additionally, at the expected time of use, has an ATS facility and at least one instrument
approach procedure.
Approved one-engine-inoperative cruise speed. For ETOPS, the approved one-engineinoperative cruise speed for the intended area of operation shall be a speed, within the
certified limits of the aeroplane, selected by the operator and approved by the regulatory
authority.
Circling. The visual phase of an instrument approach to bring an aircraft into position for
landing on a runway which is not suitably located for a straight-in approach.
Contingency fuel. The fuel required to compensate for unforeseen factors which could have
an influence on the fuel consumption to the destination aerodrome such as deviations of an
individual aeroplane from the expected fuel consumption data, deviations from forecast
meteorological conditions and deviations from planned routings and/or cruising
levels/altitudes.
Contaminated runway. A runway is considered to be contaminated when more than 25 %
of the runway surface area (whether in isolated areas or not) within the required length and
width being used is covered by the following:

surface water more than 3 mm (0,125 in) deep, or by slush, or loose snow, equivalent
to more than 3 mm (0,125 in) of water;

snow which has been compressed into a solid mass which resists further
compression and will hold together or break into lumps if picked up (compacted
snow); or

ice, including wet ice.
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Continuous descent final approach (CDFA). A specific technique for flying the finalapproach segment of a non-precision instrument approach procedure as a continuous
descent, without level-off, from an altitude/height at or above the Final Approach Fix altitude /
height to a point approximately 15 m (50 feet) above the landing runway threshold or the
point where the flare manoeuvre should begin for the type of aeroplane flown.
Converted meteorological visibility (CMV). A value (equivalent to an RVR) which is
derived from the reported meteorological visibility.
Critical phases of flight. Critical phases of flight are the take-off run, the take-off flight path,
the final approach, the landing, including the landing roll, and any other phases of flight at the
discretion of the commander.
Damp runway. A runway is considered damp when the surface is not dry, but when the
moisture on it does not give it a shiny appearance.
Dispatch. ETOPS planning minima applies until dispatch. Dispatch is when the aircraft first
moves under its own power for the purpose of taking off.
Dry runway. A dry runway is one which is neither wet nor contaminated, and includes those
paved runways which have been specially prepared with grooves or porous pavement and
maintained to retain “effectively dry” braking action even when moisture is present.
Enhanced vision system (EVS). An electronic means of displaying a real-time image of the
external scene through the use of imaging sensors.
En-route alternate (ERA) aerodrome. An adequate aerodrome along the route, which may
be required at the planning stage.
Equivalent position. A position that can be established by means of a DME distance, a
suitably located NDB or VOR, SRE or PAR fix or any other suitable fix between three and
five miles from threshold that independently establishes the position of the aeroplane.
ETOPS (Extended range operations for two engine aeroplanes). ETOPS operations are
those with two engine aeroplanes approved by the Authority (ETOPS approval), to operate
beyond the threshold distance determined in accordance with in this manual from an
Adequate Aerodrome.
ETOPS area. An ETOPS area is an area containing airspace within which an ETOPS
approved aeroplane remains in excess of the specified flying time in still air (in standard
conditions) at the approved one-engine-inoperative cruise speed from an adequate ETOPS
route alternate aerodrome.
Fail-Operational flight control system. A flight control system is fail-operational if, in the
event of a failure below alert height, the approach, flare and landing, can be completed
automatically. In the event of a failure, the automatic landing system will operate as a failpassive system.
Fail-Passive flight control system. A flight control system is fail-passive if, in the event of a
failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the
landing is not completed automatically. For a fail-passive automatic flight control system the
pilot assumes control of the aeroplane after a failure.
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GNSS landing system (GLS). An approach operation using augmented GNSS information
to provide guidance to the aircraft based on its lateral and vertical GNSS position. (It uses
geometric altitude reference for its final approach slope).
Isolated aerodrome. If acceptable to the Authority, the destination aerodrome can be
considered as an isolated aerodrome, if the fuel required (diversion plus final) to the nearest
adequate destination alternate aerodrome is more than:

For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15 % of the
flight time planned to be spent at cruising level or two hours, whichever is less; or

For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise
consumption above the destination aerodrome, including final reserve fuel.
Landing distance available (LDA). The length of the runway which is declared available by
the appropriate Authority and suitable for the ground run of an aeroplane landing.
Low visibility procedures (LVP). Procedures applied at an aerodrome for the purpose of
ensuring safe operations during Lower than Standard Category I, Other than Standard
Category II, Category II and III approaches and low visibility take-offs.
Low visibility take-off (LVTO). A take-off where the runway visual range (RVR) is less than
400 m.
Pilot In Command (PIC). A pilot responsible for the operation and safety of an aeroplane
during the flight.
Separate runways. Runways at the same aerodrome that are separate landing surfaces.
These runways may overlay or cross in such a way that if one of the runways is blocked, it
will not prevent the planned type of operations on the other runway. Each runway shall have
a separate approach procedure based on a separate navigation aid.
Stabilised approach (SAp). An approach which is flown in a controlled and appropriate
manner in terms of configuration, energy and control of the flight path from a pre-determined
point or altitude/height down to a point 50 feet above the threshold or the point where the
flare manoeuvre is initiated if higher.
Take-off distance available (TODA). The length of the take-off run available plus the length
of the clearway available.
Take-off mass. The take-off mass of the aeroplane shall be taken to be its mass, including
everything and everyone carried at the commencement of the take-off run.
Take-off run available (TORA). The length of runway which is declared available by the
appropriate Authority and suitable for the ground run of an aeroplane taking off.
Visual approach. An approach when either part or all of an instrument approach procedure
is not completed and the approach is executed with visual reference to the terrain.
Wet runway. A runway is considered wet when the runway surface is covered with water, or
equivalent, less than specified in contaminated runway above or when there is sufficient
moisture on the runway surface to cause it to appear reflective, but without significant areas
of standing water.
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FLIGHT PREPARATION
Pilot-In-Command (PIC) shall ensure that an aeroplane is fully parked at the gate or stand
and transponder in STBY position before connecting IVAO servers.
PIC shall ensure that operational flight plan is completed for each intended flight.
PIC shall not commence a flight unless he is satisfied that:

the aeroplane is satisfactory/airworthy;

current maps, charts and associated documentation or equivalent data are available
to cover the intended operation of the aeroplane including any diversion which may
reasonably be expected. This shall include any conversion tables necessary to
support operations where metric heights, altitudes and flight levels must be used;

the provisions specified in the operations manual in respect of fuel, minimum safe
altitudes, aerodrome operating minima and availability of alternate aerodromes,
where required, can be complied with for the planned flight;

the load is properly distributed;

the mass of the aeroplane, at the commencement of take-off roll, will be such that the
flight can be conducted in compliance OM PART-B.
Use of Call-sign
“THY” call-sing shall be use at all times as “TURKISH” in English and Turkish (e.g.
THY123, THY956, etc.).
“HEAVY” word shall be added at the end of call-sing at initial contact with ATC if aircraft
category classified as heavy.
PIC must use his assigned/selected call-sing for each intended flight.
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Minimum Flight Altitudes
PIC shall plan and operate aeroplane at or above the minimum flight altitude specified in this
manual except for take-off and landing phases of flight.
PIC shall ensure that terrain and obstacle clearance is assured at all times.
Any ATC clearance which is not assured terrain and obstacle clearance shall not be
accepted.
No turn shall be made before 400 ft AAL after take-off to achieve terrain and obstacle
clearance.
PIC shall set altimeter to STANDART altimeter setting when climbing above Transition
Altitude and set altimeter to LOCAL altimeter setting when descending below Transition
Level.
PIC is responsible for applying temperature and pressure altitude corrections when radar
service is not available.
Minimum Levels for IFR Flights
Except when necessary for take-off and landing, or except when specifically authorized by
the appropriate authority, an IFR flight shall be flown at a level which is not below the
minimum flight altitude established by the State whose territory is over-flown, or, where no
such minimum flight altitude has been established:

over high terrain or in mountainous areas, at a level which is at least 2,000 ft (600 m)
above the highest obstacle located within 8 km of the estimated position of the
aeroplane;

elsewhere than specified above, at a level which is at least 1,000 ft (300 m) above the
highest obstacle located within 8 km of the estimated position of the aeroplane.
Note: The estimated position of the aeroplane will take account of the navigational
accuracy which can be achieved on the relevant route segment, having regard to the
navigational facilities available on the ground and in the aeroplane.
Minimum Altitudes

Minimum Radar Vectoring Altitude

Minimum Sector Altitude

Minimum En-route Altitude

Minimum Crossing Altitude

Minimum Cruising Level

Minimum Holding Altitude

Minimum Grid Altitude

Minimum Operating Altitude

Minimum Off Route Altitude

Minimum Terrain Clearance Altitude
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
Minimum Descent Altitude (MDA) or Minimum Descent Height (MDH)

Decision Altitude/Height (DA/H)
Maximum Wind Components and Limitations for Take-Off and Landing
PIC shall not operate any flight to or from aerodrome if wind limits are exceeded below:

Maximum headwind is 50 knots,

Maximum crosswind is 25 knots,

Maximum tailwind is 15 knots and,

Auto-land wind limits specified in OM-PART B.
Aeroplane Categories for Take-Off and Approach
The criteria taken into consideration for the classification of aeroplanes by categories is the
indicated airspeed at threshold (VAT) which is equal to the stalling speed (VSO) multiplied by
1,3 or VS1G multiplied by 1,23 in the landing configuration at the maximum certificated
landing mass. If both VSO and VS1G are available, the higher resulting VAT shall be used.
Aeroplane Category
C
D
Type
B777
A330/340
A310
A321
A319/320
B737-800/900
B737-700
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VAT
From 121 to 140 knots
From 141 to 165 knots
Category
D
C
C
C/D
C
D
C
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Selection of Take-Off and Destination Alternate Aerodromes
PIC shall ensure that the selection of destination and/or alternate aerodromes in accordance
with procedures and limitations in this manual when planning a flight.
Take-Off Alternate Aerodrome
PIC must select and specify in the flight plan a take-off alternate aerodrome if it would not be
possible to return to the departure aerodrome for meteorological or performance reasons.
The take-off alternate aerodrome, in relation to the departure aerodrome, shall be located
within:


for two-engine aeroplanes, either:
o
one hour flight time at a one-engine-inoperative cruising speed in still air
standard conditions based on the actual take-off mass; or
o
up to a maximum of two hours, at the one-engine-inoperative cruising speed
in still air standard conditions based on the actual take-off mass for
aeroplanes authorised for ETOPS; or
two hours flight time at a one-engine-inoperative cruising speed in still air standard
conditions based on the actual take-off mass for A340 aeroplanes;
Destination Alternate Aerodrome
PIC must select at least one destination alternate for each IFR flight.
PIC must select two destination alternate aerodromes when:

the appropriate weather reports or forecasts for the destination aerodrome, or any
combination thereof, indicate that during a period commencing one hour before and
ending one hour after the estimated time of arrival, the weather conditions will be
below the applicable planning minima; or

no meteorological information is available.
PIC shall specify any required alternate aerodrome(s) in the flight plan.
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Planning Minima For IFR Flights
Planning minima for a take-off alternate aerodrome. PIC shall only select an aerodrome
as a take-off alternate aerodrome when the appropriate weather reports or forecasts or any
combination thereof indicate that, during a period commencing one hour before and ending
one hour after the estimated time of arrival at the aerodrome, the weather conditions will be
at or above the applicable landing minima. The ceiling must be taken into account when the
only approaches available are non-precision and/or circling approaches. Any limitation
related to one-engine-inoperative operations must be taken into account.
Planning minima for a destination aerodrome. PIC shall only select the destination
aerodrome and when the appropriate weather reports or forecasts, or any combination
thereof, indicate that, during a period commencing one hour before and ending one hour
after the estimated time of arrival at the aerodrome, the weather conditions will be at or
above the applicable planning minima.
Planning minima for a destination alternate aerodrome, or 3 % ERA aerodrome, or enroute alternate aerodrome. PIC shall only select an aerodrome for one of those purposes
when the appropriate weather reports or forecasts, or any combination thereof, indicate that,
during a period commencing one hour before and ending one hour after the estimated time
of arrival at the aerodrome, the weather conditions will be at or above the planning minima
specified in table below.
Type of Approach
CAT II and III
CAT I
Planning Minima
CAT I (Note 1)
Non-Precision (Notes 1 and 2)
Non-Precision + 200 ft / 1,000 m
(Notes 1 and 2)
Circling
Non-Precision
Circling
Note 1: RVR
Note 2: The ceiling must be at or above the MDH.
Planning minima for an ETOPS en-route alternate aerodrome. PIC shall only select an
aerodrome as an ETOPS en-route alternate aerodrome when the appropriate weather
reports or forecasts, or any combination thereof, indicate that, between the anticipated time
of landing until one hour after the latest possible time of landing, conditions calculated by
adding the additional limits of Table below.
Approach Facility
Precision approach
procedure
Non-Precision approach or
circling approach
Ceiling
Visibility/RVR
DH/DA + 200 ft
Authorised visibility + 800 m
MDH/MDA + 400 ft
Authorised visibility + 1,500 m
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AERODROME OPERATING MINIMA
Take-Off Minima
Take-off minima must be expressed as visibility or RVR limits, taking into account all relevant
factors for each aerodrome planned to be used and the aeroplane characteristics. Where
there is a specific need to see and avoid obstacles on departure and/or for a forced landing,
additional conditions (e.g. ceiling) must be specified.
PIC shall not commence take-off unless the weather conditions at the aerodrome of
departure are equal to or better than applicable minima for landing at that aerodrome unless
a suitable take-off alternate aerodrome is available.
When the reported meteorological visibility is below that required for take-off and RVR is not
reported, a take-off may only be commenced if the commander can determine that the
RVR/visibility along the take-off runway is equal to or better than the required minimum.
When no reported meteorological visibility or RVR is available, a take-off may only be
commenced if PIC can determine that the RVR/visibility along the take-off runway is equal to
or better than the required minimum.
Visual reference. The take-off minima must be selected to ensure sufficient guidance to
control the aeroplane in the event of both a discontinued take-off in adverse circumstances
and a continued take-off after failure of the critical power unit.
Take-Off RVR/Visibility
RVR/Visibility
(Note3)
Facilities
NIL (Day Only)
500 m
Runway edge lighting and/or centreline
250/300 m (Notes 1 and 2)
marking
Runway edge and centre lighting
200/250 m (Note 1)
Runway edge and centre lighting and
150/200 m (Notes 1 and 4)
multiple RVR information
Note 1: The higher values apply to Category D aeroplanes.
Note 2: For night operations at least runway edge lights are required.
Note 3: The reported RVR/visibility value representative of the initial part of the take-off run
can be replaced by pilot assessment.
Note 4: The required RVR value must be achieved for all of the relevant RVR reporting
points with the exception given in Note 3 above.
Revision Number - 2
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Non-Precision Approach Minima
PIC must ensure that system minima for non-precision approach procedures, which are
based upon the use of ILS without glide path (LLZ only), VOR and NDB are not lower than
the MDH values given in Table below.
Facility
ILS (no glide path – LLZ)
VOR
VOR/DME
NDB
Lowest MDH
250 ft
300 ft
250 ft
300 ft
Visual reference. A pilot may not continue an approach below MDA/MDH unless at least
one of the following visual references for the intended runway is distinctly visible and
identifiable to the pilot:

elements of the approach light system;

the threshold;

the threshold markings;

the threshold lights;

the threshold identification lights;

the visual glide slope indicator;

the touchdown zone or touchdown zone markings;

the touchdown zone lights;

runway edge lights; or

other visual references accepted by the Authority.
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Precision Approach — Category I Operations
A Category I operation is a precision instrument approach and landing using ILS, MLS or
PAR with a decision height not lower than 200 ft and with a runway visual range not less than
550 m.
The decision height to be used for a Category I precision approach is not lower than:

The minimum decision height specified in the Aeroplane Flight Manual (AFM) if
stated;

The minimum height to which the precision approach aid can be used without the
required visual reference;

The OCH/OCL for the category of aeroplane; or

200 ft.
Visual reference. PIC may not continue an approach below the Category I decision height,
determined limits above, unless at least one of the following visual references for the
intended runway is distinctly visible and identifiable to the pilot:
Elements of the approach light system;

The threshold;

The threshold markings;

The threshold lights;

The threshold identification lights;

The visual glide slope indicator;

The touchdown zone or touchdown zone markings;

The touchdown zone lights; or

Runway edge lights.
Night operations. For night operations at least runway edge, threshold and runway end
lights must be on.
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Precision Approach — Category II Operations
A Category II operation is a precision instrument approach and landing using ILS or MLS
with:

A decision height below 200 ft but not lower than 100 ft; and

A runway visual range of not less than 300 m.
The decision height for a Category II operation is not lower than:

The minimum decision height specified in the AFM, if stated;

required visual reference;

The OCH/OCL for the category of aeroplane;

100 ft.
Visual reference. PIC may not continue an approach below the Category II decision height
determined limits above unless visual reference containing a segment of at least three
consecutive lights being the centre line of the approach lights, or touchdown zone lights, or
runway centre line lights, or runway edge lights, or a combination of these is attained and
can be maintained. This visual reference must include a lateral element of the ground
pattern, i.e. an approach lighting crossbar or the landing threshold or a barette of the
touchdown zone lighting.
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Precision Approach — Category III Operations
Category III A operations. A precision instrument approach and landing using ILS or MLS
with:

A decision height lower than 100 ft; and

A runway visual range not less than 200 m.
Category III B operations. A precision instrument approach and landing using ILS or MLS
with:

A decision height lower than 50 ft, or no decision height; and

A runway visual range lower than 200 m but not less than 75 m.
Note: Where the decision height (DH) and runway visual range (RVR) do not fall within
the same category, the RVR will determine in which category the operation is to be
considered.
The decision height is not lower than:

The minimum decision height specified in the AFM, if stated;

required visual reference.
No decision height operations. Operations with no decision height may only be conducted if:

The operation with no decision height is authorised in the AFM;

The approach aid and the aerodrome facilities can support operations with no
decision height; and

The operator has an approval for CAT III operations with no decision height.
Note: In the case of a CAT III runway it may be assumed that operations with no decision
height can be supported unless specifically restricted as published in the AIP or NOTAM.
Visual reference. For Category IIIA operations, and for category IIIB operations with failpassive flight control systems, a pilot may not continue an approach below the decision
height determined limits above unless a visual reference containing a segment of at least
three consecutive lights being the centreline of the approach lights, or touchdown zone lights,
or runway centre line lights, or runway edge lights, or a combination of these is attained and
can be maintained.
For Category IIIB operations with fail-operational flight control systems using a decision
height, a pilot may not continue an approach below the Decision Height, determined limits
above, unless a visual reference containing at least one centreline light is attained and can
be maintained.
For Category III operations with no decision height there is no requirement for visual contact
with the runway prior to touchdown.
Revision Number - 2
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Circling
The lowest minima to be used by an operator for circling are:
MDH
Minimum MeteorologicalVisibility
Aeroplane Category
C
600 ft
2,400 m
D
700 ft
3,600 m
Visual Approach
PIC shall not use an RVR of less than 800 m for a visual approach.
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FUEL POLICY
PIC must base the company fuel policy, including calculation of the amount of fuel to be on
board for departure.
The usable fuel to be on board for departure must be the amount of:

Taxi fuel, which shall not be less than the amount, expected to be used prior to takeoff. Local conditions at the departure aerodrome and APU consumption shall be
taken into account.
Aeroplane Type
B777
A330/340
A310
A319/320/321
B737-700/800/900



Taxi Fuel (15 minutes)
735 kg
600 kg
485 kg
335 kg
330 kg
Trip fuel, which shall include:
o
fuel for take-off and climb from aerodrome elevation to initial cruising
level/altitude, taking into account the expected departure routing; and
o
fuel from top of climb to top of descent, including any step climb/descent; and
o
fuel from top of descent to the point where the approach is initiated, taking into
account the expected arrival procedure; and
o
fuel for approach and landing at the destination aerodrome;
Alternate fuel which shall include:
o
fuel for a missed approach from the applicable MDA/DH at the destination
aerodrome to missed approach altitude, taking into account the complete
missed approach procedure; and
o
fuel for climb from missed approach altitude to cruising level/altitude, taking
into account the expected departure routing; and
o
fuel for cruise from top of climb to top of descent, taking into account the
expected routing; and
o
fuel for descent from top of descent to the point where the approach is
initiated, taking into account the expected arrival procedure; and
o
fuel for executing an approach and landing at the destination alternate
aerodrome.
o
where two destination alternate aerodromes are required, be sufficient to
proceed to the alternate aerodrome which requires the greater amount of
alternate fuel.
Final reserve fuel, which shall be:
o
fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above
aerodrome elevation in standard conditions, calculated with the estimated
mass on arrival at the destination alternate aerodrome.
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
Contingency fuel, “Reduced Contingency Fuel”, which shall be the higher of items
below
o
o

Either:

5 % of the planned trip fuel or, in the event of in-flight re-planning, 5 %
of the trip fuel for the remainder of the flight; or

Not less than 3 % of the planned trip fuel or, in the event of in-flight replanning, 3 % of the trip fuel for the remainder of the flight.
An amount to fly for five minutes at holding speed at 1 500 ft (450 m), above
the destination aerodrome in standard conditions.
Extra fuel, which shall be at the discretion of the commander.
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Meteorological Reports and Information
Refer to IVAO METAR Explanation Manual:
www.ivao.aero/training/documentation/books/PP_ADC_METAR.pdf
Flight Plan
Refer to IVAO Flight Plan Description Manual:
www.ivao.aero/training/documentation/books/SPP_ADC_Flightplan_Understanding.pdf
Revision Number - 2
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CHAPTER 5
FLIGHT OPERATIONS
Standardized Aeroplane Lighting
Strobe Lights
Landing Lights
Beacon Light
Navigation Lights
Runway Turn-off
and Taxi Lights
Before Starting Flight Tracker
Logo Lights *
Wing Lights *
Standardized Aeroplane Lighting
-
-
-
-
-
-
-
-
-
-
OFF
Before Boarding Start
-
Before Pushback or Engine Start
Taxi (Moving)
Taxi (Stopping)
-
Entering Departure Runway or
Crossing Runway
-
Departure Runway (No take-off
clearance)
-
-
Departure Runway (take-off clearance
is received)
Climb (At 10,000 ft)
-
-
-
-
-
-
-
Descend (At 10,000 ft)
After Engine Shutdown
-
Securing Aeroplane
OFF
* Logo lights should be ON for night time operations. Wing lights should be ON for night time
operations when on the ground and at or below 10,000 ft AAL.
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Pushback and Engine Start
PIC shall ensure the flight preparation has been completed according to procedures
specified in this manual.
PIC shall complete checklists and ensure all doors are closed; beacon light is ON and
parking brake is released before commencing pushback and engine start.
Taxi
PIC shall turn ON Runway Turnoff and Taxi lights before taxi.
Maximum taxi speed 30 knots.
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Take-Off
PIC shall ensure that clearance for entering/crossing runway received.
PIC shall turn ON; Landing Lights, Strobe Lights, Transponder mode TA/RA, and Terrain or
Weather Radar, if applicable when entering departure runway.
PIC shall not start take-off without take-off clearance.
PIC shall maintain proper directional control and rotation technique during take-off according
to instructions specified in OM PART-B.
Noise Abatement Procedure (NAPD)
THYVA is using two type of NAPD. In case of a conflict with local procedures, then local
procedures shall be applied. However, minimum altitude for thrust reduction and
acceleration shall not be applied below 1,000 ft AGL.
NAPD 1
This procedure involves a power reduction at or above the prescribed minimum
altitude and delaying flap/slat retraction until the prescribed maximum altitude is
attained.
At the prescribed maximum altitude, accelerate and retract flaps/slats on schedule
while maintaining a positive rate of climb and complete the transition to normal enroute climb speed.
At 1,000 ft AGL; thrust reduction (climb thrust)
At 3,000 ft AGL; maintain a positive rate of climb, accelerate to normal en-route climb
speed and retract flaps/slats on schedule.
NAPD 2
This procedure involves initiation of flap/slat retraction on reaching the minimum
prescribed altitude. The flaps/slats are to be retracted on schedule while maintaining
a positive rate of climb. The thrust reduction is to be performed with the initiation of
the first flap/slat retraction or when the zero flap/slat configuration is attained. At the
prescribed altitude, complete the transition to normal en-route climb procedures.
At 1,000 ft AGL; thrust reduction (climb thrust), accelerate towards Flaps Up speed
and retract flaps/slats.
At 3,000 ft AGL; accelerate to normal en-route climb speed.
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Climb
Normal climb speed is maximum 250 knots at or below 10,000 ft unless otherwise instructed
by ATC and aeroplane performance permits.
PIC shall set STD altimeter setting when climbing above Transition Altitude.
Seat Belt signs may be turn OFF at or above 10,000 ft, if flight conditions permit.
PIC shall turn OFF; Landing Lights, Runway Turnoff Lights, Taxi Lights at or above 10,000 ft.
Approach
Normal descent speed is maximum 250 knots at or below 10,000 ft unless otherwise
instructed by ATC.
PIC shall set LOCAL altimeter setting when descending below Transition Level.
Seat Belt signs should be turn ON not later than joining final approach.
PIC shall turn ON; Landing Lights, Runway Turnoff Lights, Taxi Lights not later than passing
10,000 ft.
PIC shall ensure that speed brake is in ARM position and auto brake in appropriate position.
Stabilized Approach Procedures
All flights must be stabilized by 1,000 ft AGL in straight-in-landing approach and 500 ft AGL
in circling approach.
An approach is stabilized when all of the following criteria are met:












The aircraft is on the correct flight path;
Only small changes in heading/pitch are necessary to maintain the correct flight path;
The airspeed is not more than VREF+20kts indicated speed and not less than VREF;
The aircraft is in the correct landing configuration;
Sink rate is no greater than 1,000 feet/minute; if an approach requires a sink rate
greater than 1,000 feet/minute a special briefing should be conducted;
Power setting is appropriate for the aircraft configuration and is not below the
minimum power for the approach;
All checklists have been conducted;
ILS approaches must be flown within one dot of the glide-slope and localizer;
VOR approaches must be flown within 2.5 degrees;
NDB approaches must be flown within 5 degrees;
A Category II or III approach must be flown within the expanded localizer band;
During a circling approach wings should be level on final when the aircraft reaches
300 ft AGL.
An approach that becomes un-stabilized below 1,000 ft AGL in straight-in-landing approach
and 500 ft AGL in circling approach requires an immediate go-around.
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Landing
PIC shall start flare according to instructions specified in OM PART-B. Long flare is not
recommended.
PIC shall maintain proper directional control and bank during landing.
PIC shall ensure speed brake extension.
Use of reverse thrust is mandatory. THYVA recommends IDLE reverse thrust for landings
and it should be closed after 60 knots.
After Landing
PIC shall turn off Landing Lights, Strobe Lights and Terrain or Weather Radar if applicable.
PIC shall set speed brake in DOWN, auto brake in OFF position and retract flaps after
vacating the landing runway.
PIC shall operate transponder in STBY or XPONDER mode after vacating landing runway
and keep until comes to a complete stop at parking position.
Transponder must be selected STBY or OFF after engine shutdown.
Parking and Engine Shutdown
Runway Turnoff and Taxi lights must be turned OFF after parking.
Parking brake shall be SET before engine shutdown.
Beacon Light and Seat Belt signs shall be in OFF position after engine shutdown.
Doors should be opened after engine shutdown.
Revision Number - 2
Page Number - 36

OPERATIONS MANUAL PART-A

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