Preferred Operating Procedures Guide for New Pilots
Written by Randy Jones

Table of Contents
1. Introduction
2. Ground Operations
3. Enroute
4. Landing
5. Operational Considerations

Section 1 -- Introduction

Welcome to the APG's official Operating Procedures guide. This is not to be a set of rules that govern certain Standard Operating Procedures, but a guide to help pilots use Flight Sim as realistically as possible, with an element of common sense. This guide will polish your online flying skills, and will make ATC happy. Please read on, and take any notes that you feel are necessary. As always, referr any questions to a member of the Training Staff.

Section 2 -- Ground Operations

Ground Operations will be divided into four unique sections, Push-back, Taxiing, Run-up, and ATC Instructions. Each section will discuss various operational considerations that apply to each topic. Whether you fly online or not, try practicing these procedures the next time you fly to make your experience more realistic.

Push-Back

This operation applies mainly to airliners that require a jetway to board/deplane passengers (A Cessna 172 would not need a pushback, and usually a Dash 8 wouldn't either). Pushing Back can be accomplished by a slow reverse slew, using a special pushback gauge (preferred) that is available on certain freeware panels, or by a powerback.

Once your flight plan is ready, you have your IFR clearance, curent weather, and pushback is approved, you are cleared to Push-back. Activate the pushback gauge or your slew function, and begin the roll backwards. If you choose to use a Powerback, here's how to do it:

• Release brakes.
• Increase the throttle slightly to begin a gentle and very SLOW roll forward.
• Activate the reverse thrusters and begin to roll backwards.
• Once you have enough distance between your aircraft and the gate, deactivate the reverse thrusters and stop using forward power and gentle breaking.

Taxi Operations

This is an area that many pilots need to work on. In this part, we will discuss basic taxi operations, how to taxi in winds, holding short, and other ATC instructions.

Taxiing should be relatively simple. In a no-wind condition, it is easy. Just remember to keep your speed at or below 20 kts when on the ground. Sometimes you will need to taxi slower. Keep in mind that you may have an aircraft in front of you on the taxiway, and he/she wouldn't appreciate it if you were trying to run them off of the runway. Also, don't pass anyone when taxiing unless ATC tells you to do so. You are taxiing behind that 757 for a reason.

There will be times when you will have winds on the ground, and you'll have to compensate for them. If you're taxiing to the active runway along a taxiway that is paralell (for example, you're taxiing to runway 16L at KSEA on taxiway Bravo) and the winds are blowing directly down the runway, you'll be taxiing downwind. You will have a tailwind, so your airspeed indicator will only indicate your forward airspeed and not the tailwind. Take into consideration the current ATIS, and slow your taxi as needed to compensate. Other times you will have a crosswind. If you have a set of rudder pedals or a rudder control, use that for directional control while on the ground (as you would in real life). Use your ailerons and elevator to counteract the crosswind so you won't flip your airplane or be blown to the side. If the crosswind is coming from the left or right (and it's a headwind), remember to "Fly Into" it. Turn your yoke/stick into the direction of the wind, maintain directional control to taxi straight, and keep your elevator neutral, as if you would be flying straight and level. If the wind is coming from straight ahead, your airspeed will indicate the wind velocity plus your speed on the ground. If you have a headwind of 10 KTS, you'll want to taxi at an indicated speed of 30 KTS. Make sense? If the wind is coming from behind you, remember to "Dive Away." For example, if the wind is coming from the right of your aircraft, turn in the opposite direction (left) as if you were flying away, and push your yoke/stick all the way down, as if you were diving away.

ATC will give you various different instructions while on the ground. Here are several examples of instructions and how to do them:

• ATC may say "Hold Short" in a taxi clearance. This means that you must stop before you taxi onto the runway that you will use. In real life, you'll have a set of solid and dashed yellow lines that indicate a holding line, where you will stop. Some scenery files have this also. If you don't, plan on stopping 100 feet behind the edge of the runway. This instruction is given for various reasons, maybe there's a plane on final approach for that runway, or one taking off. So when you're told to hold short, please do so, or ATC will not be happy with you.
• ATC says "Pushback and Startup Approved, Advise when you're ready to taxi." This gives you clearance to do your pushback and to start up your engines. Do not taxi until you call up ATC again and request your taxi instructions.
• ATC says "Taxi to Runway 4 and hold short." This clearance tells you to taxi to runway 4 and hold short of the runway. When flying online, you may take any taxiway to this runway, so long as you hold short of that runway.
• ATC says "Turn right when able, hold short of 34R." You have just landed on 34L, and ATC has cleared you to turn right on the next available taxiway that you can take, depending on speed, etc, but you must hold short of the next runway. Don't taxi across the other runway until told to do so, as you might hit a plane taking off or on a landing rollout. ATC will tell you when it's safe to cross.
• ATC says "Turn left when able, taxi to parking." You have a clearance to turn left off of the active runway when you're able to due to speed, etc, and you are cleared to taxi to the parking ramp or your gate at your discretion.

Section 3 -- Enroute

You will do the majority of your flying enroute. This section discuses several pointers to aid your flying, to help you attain a very realistic experience.

When flying enroute, you will need to know how to navigate. Please check out our Navigation Guide for details on how to learn basic navigations skills, if you don't know them already.

Keep a few charts on hand of your route, be them real charts or on your computer. In the event you need to give a position report, this is very helpful.

If you're flying enroute below 10,000 feet MSL, keep your airspeed at or below 250 kts.

When planning your flight, choose an altitude according to your course (more info on this can be found in the VFR or IFR tutorials). For example, when on an easterly heading 001-179, if you're IFR, you should be on an odd-altitude (7,000, 13,000, etc) and when on a westerly heading 180-360, you should be on an even altitude (6,000, 16,000). When you're VFR, the same rules apply, but you must add 500 feet to your altitude for proper separation. Also, when above FL180 (18,000 feet MSL) that is considered to be Class A airspace. You must be IFR to be in that airspace.

Section 4 -- Landing

Landing is probably the most difficult part of flying for some people. As compared with landing in a real aircraft, Flight Simulator, at times, lacks in its representation of this phase of flight. Landing only gets better with practice, and the following should help you with your landing practice.

Transitioning

Before you begin your final approach, you must transition from the enroute phase to the landing phase of your flight. In doing this, you need to prepare yourself by having any charts, if needed, out and ready, and have a good knowledge of how your aircraft handles at low airspeeds.

ILS and Other Instrument Approaches

When under IFR, you may land by using some sort of an approach, be it an ILS, VOR, NDB, GPS, or other type. Flying these types of approaches will be discussed in the IFR Guide.

Approach to Landing

When you're making your approach to land, you need to take two important things into consideration: altitude and airspeed. If you're flying an ILS approach or another IFR approach, then the altitude part is covered. However, you need to know the approach speed of your aircraft. Don't land at 300 KIAS...ATC will not like you very much, and it is very unsafe. Each aircraft has an established approach speed, with flaps and gear extended. If you are not sure what it is, then take the stall speed of the aircraft and multiply it by 1.3. That will give you a rough figure for a good approach speed to use. Just remember, if you come in too slow, you may stall out and crash. If you come in too fast, you will have a very bad landing, and may have to do a "go around" and try it again.

Always remember to keep a constant eye on your alititude and your airspeed. If, for some strange reason you feel that you are too low for the approach, add power. Be liberal with it, don't just add a few notches, in some cases, with full flaps and your gear out, you may need to ad 3/4 or full power to attain the alititude you require for the approach. If you're too high, reduce power, lower the nose a bit, and you should be fine. As opposed to regular flying, when landing, remember that your pitch controls airspeed (up and down) and your power (throttle) controls your alititude.

Different Types of Landings and Approaches

Depending on the airport you're flying into, and whether your IFR or VFR, there are a number of approaches and different types of landings that you may do. Several Approaches are:

• Visual Approach (IFR Only)

This approach is issued by ATC under certain conditions or you may request it. The cloud ceiling (broken or overcast) must be at least 1,000 feet AGL. You must also have the airport in sight. On a visual approach, you may also be following an aircraft. You must also have the preceeding aircraft in sight as well.


• Contact Approach (IFR Only)

This approach is requested by the pilot, and the airport must have some sort of published approach procedures. The visibility must be one statue mile or greater and remain clear of all clouds while on the approach.


• ILS Approach (IFR Only)

This is the most common IFR approach, and you must have the ILS chart of the airport and runway that you're intending to land on. You must also be able to read these charts (it's pretty easy to figure out). The ILS itself is a navigational aid that provides vertical and horizontal information for landing traffic. More details are available on the ILS in the IFR and Navigation Manual.


• VOR Approach (IFR Only)

A VOR approach is an approach to an airport by using a VOR as your primary navigational reference. There are two types of approaches, VOR Approach with the VOR at the airport, or a VOR Approach with a VOR off of the airport. These approaches are less complicated than an ILS Approach, but easier to fly than an NDB Approach.


• NDB Approach (IFR Only)

An NDB Approach is an IFR approach that uses an NDB. It is the most difficult approach to fly, and it is not reccomended to fly this approach unless you fully understand how to fly under IFR and you are able to interpret the readings of the NDB.


• GPS Approach (IFR Only)

A GPS Approach is basically an approach that uses GPS to navigate through a series of waypoints to guide you to the runway of intended landing.

More information regarding IFR Approach Operations are included in the IFR Manual.

Different Types of Landing

Here is a description of different landing techniques along with a basic guide to perform them.



• Short Field Landing

This landing is performed on an airstrip that either is very short, or has an obstacle in front of the approach end that requires you to land at a steeper than normal angle. Short field landings normally have a rough touchdown, and if there is an obstacle, you should always plan on passing at least 50 feet above the obstacle prior to touchdown, to avoid collision. Short field landings are performed with full flaps, at a very slow airspeed, and with moderate throttle control to permit a proper descent. When landing, don't plan on touching down at the numbers. Pick an aim point one-third of the way down the runway when on downwind and plan on touching down at or slightly past your aim point. Reduce power when abeam of the aim point on downwind, drop partial flaps and begin your descent. Turn base when 45 degrees off of the aimpoint, add some more flaps, and evaluate your descent. Remember, if you are too low, add power. If you're too high, reduce power. Turn final, drop all of your flaps, and prepare for the rough touchdown at your aimpoint.


• Soft Field Landing

This landing is recommended, if not preferred, when you're landing on an unpaved surface. You approach the threashold as you were landing normally, however once you begin to flare, add just a little power, keep the nose high, and allow the rear wheels to touchdown first. The goal is to reduce wear on the aircraft's shocks, and you want to keep the nose as high as possible and let your airspeed bleed off that way. DO NOT apply brakes when the nosegear is still airborne.


• Normal Landing

A normal landing is a normal landing. Here's how to perform a normal landing (you should practice this):

• Assume our aircraft has a flap range of 30 degrees and an approach speed of 80 kts.
• Fly a normal traffic pattern.
• When at midfield on the downwind leg, pull your carburetor heat (if you have it).
• At the numbers, reduce power to an acceptable level where you can allow for a normal 500 feet per minute descent rate. Lower flaps to 10 degrees, check landing gear down, and slow to 100 kts (or about 10-20 above your normal approach speed, depending on your aircraft. A 747 can't fly at 100 kts...).
• Turn onto your base leg when you're 45 degrees from the numbers. Lower flaps to 20 degrees and slow to 90 kts (or 5-10 kts above your normal approach speed).
• Check and make sure no other traffic is on final approach, and turn onto your final approach leg.
• Once esablished on final, and once you're reasonably sure that you can make the runway, lower full flaps and slow to your approach speed. If you end up being too high, reduce your power. If you're too low, increase your power.
• If in a small aircraft, begin your flare about 15 feet above the runway surface. The larger the aircraft, the more distance you need to flare. If you don't flare, you'll hit nosegear first, which isn't good for your aircraft. You always want your rear wheels (main gear) to touch first.
• Hit the reverse thrusters, spoilers, and/or brakes, and slow to a safe taxi speed.

Good luck!


• Touch and Go

A Touch and Go is used for landing practice. You normally fly a normal landing, and after your main wheels touch down, keep the nose up, raise your flaps, put in the carb heat (if you have it), and takeoff at your normal takeoff speed. Pretty simple.


• Stop and Go

This is similar to a touch and go, except you come to a full stop before reconfiguring your aircraft and departing again.

Rollout and Transition to Taxiing

Once you have touched down, you need to slow to taxiing speed, or to a full stop, as requested by ATC. If you're in a turboprop or a jet, activate the reverse thrusters and apply brakes. If in a small prop plane, apply breaking as necessary. A Dash 8, for example, should stop in a relatively short distance and not need two miles of runway to stop. A 707, however, may need a few thousand feet to stop. Don't expect your plane to stop on a dime, but don't use the entire runway if you don't need to. It consumes time, and there may be other pilots waiting to takeoff. If using thrust reversers, deactivate them as you approach 20 or 30 kts, as you will start to roll backwards if you keep them locked in. Turn off the runway as instructed, and taxi to the ramp or to your gate as cleared.

Section 5 -- Operational Considerations

• Remember, airliners use a certain amount of flaps on takeoff to decrease takeoff distance and to keep airspeed low below 10,000 feet. If you takeoff in a 737 with no flaps and then try it with 15-20 degrees of flaps, you will notice the difference easily.
• Remember to take other pilots into consideration. If "UAL123" was cleared to taxi before you, and you were told to follow him/her, then you should probably do so, as "UAL123" will not appreciate being passed by an impatient pilot.
• Don't use the SLEW mode to taxi to your runway!!! Taxi normally, as real pilots do. You'll learn more, get more pleasure out of using Flight Sim, and it always makes ATC happy.
• If you do something wrong without knowing it, ATC will instruct you to correct the action. If you're still unsure as to what you did, don't sweat it. Be patient and don't get angry with the ATC operator. When in doubt, ask. You learn more by asking then by yelling out of frustration.
• Most ATP flights, if not all, are conducted under IFR rules. It's important to learn both VFR and IFR. If you're not familliar with IFR operations and you fly under an IFR flight plan, try to choose a simple route to fly for practice, or advise ATC that you're new. Weather permitting, and if your flight is under FL180, you can file VFR. Above FL180, that's considered Class A airspace and you must be IFR at or above FL180, even if the weather is clear.
• Depending on traffic congestion, some airports may not give you permission to practice landings with repetition. That's ok, just go to a nearby airport of similar size that isn't so busy. It's a good rule not to practice stop-and-go landings while a fly-in is in progress.
• If you're not flying a AFA/PAY/APG aircraft, you should not use your AFA/PAY/APG callsign. You can use any callsign that you can think of on VATSIM/IVAO, so if you're flying a Cessna 210 for flying practice from KSEA to KCLE, you might want to change your callsign to "N1234B" for example. It's great to have many active pilots online, and it's even better to have many active pilots with common sense.