From Our Real World Namesake

[globecar]

" From time to time I will release some extracts from the real airline and their training manuals. Here is the first that can be used as a guide line for our VA pilots AIRSPEED BUG SETTINGS The airspeed bugs will be set as follows: TAKEOFF White Bug V1 White Bug VR Command Speed Bug V2 White Bug V2 + 40 knots White Bug V2 + 60 knots White Bug V2 + 80 knots NOTE Leave the Command Speed Bug at V2 until moving the flap lever to 5, then position it to V2 + 100 knots. CLIMB Command Speed Bug Airspeed to be maintained. CRUISE White Bug High-speed buffet. Command Speed Bug Airspeed to be maintained. White Bug Low speed buffet. DESCENT Command Speed Bug Airspeed to be maintained. APPROACH AND LANDING White Bug VREF. White Bug Landing Bug. Command Speed Bug Airspeed to be maintained. White Bug Landing Bug + 40 knots. White Bug Landing Bug + 60 knots. White Bug Landing Bug + 80 knots. VREF: Landing Reference Speed. The minimum speed at the 50 foot height in a normal landing. The speed is equal to 1.3 times the stall speed in the flaps 30 landing configuration. Landing Bug (This speed is determined by adding the following additives to VREF): ? Flap 30 landing + 0 knots. ? Flap 25 landing + 5 knots. ? One or more leading edge flaps not extended + 20 knots. ? Dual hydraulic system failure + 20 knots. ? Jammed stabilizer + 20 knots. ? One engine in reverse + 20 knots. ? Trailing edge flap asymmetry/split flaps + 25 knots. APPROACH AND LANDING NOTE If performing a flap 25 landing in conjunction with an abnormal operation, use the abnormal additive. The 5 knot flap 25 additive is inclusive and does not need to be added again. FINAL APPROACH SPEED Final approach speed for all approaches is the Target Speed. The command speed bug will be set to Target Speed. Target Speed is determined by adding the following wind corrections to Landing Bug: ? ? steady state headwind component plus the full gust value, not to exceed 20 knots total ? Always add a minimum of 5 knots (based on an assumed 10 knot steady state wind component) The wind correction should be bled off in the flare and the gust additive should be retained until touchdown. After the approached is begun, if the planned landing flap setting is changed, only the Target Speed must be adjusted. FUEL LOAD VERIFICATION Confirm that the Fueling Record is completed for the correct aircraft and flight. The Flight Engineer must verify the fuel load as follows: ? The individual gauges should be within 450 kgs of the value entered on the Fueling Record form. ? The sum of all the quantity gauges should be at least equal to, but not more than 900 kgs of the total fuel listed on the Fueling Record. This quantity and distribution shall not cause any structural or performance limits to be exceeded. ? The sum of the metered fuel added, plus the gauge sum onboard before fueling, should not be less than 450 kgs or more than 1,400 kgs of the total fuel listed on the Fueling Record. If there is a discrepancy consider the following: ? Crosscheck the arrival flight?s gauge sum with the gauges prior to fueling sum. ? Consider that the APU uses 400 to 600 kgs/hr, depending on altitude and load demand. ? Obtain the current fuel density from service personnel. If fuel density is not available use the Average Fuel Weight/Specific Gravity Chart. If errors cannot be resolved check the measuring stick on each tank and compare to gauge reading. Contact Maintenance to resolve any gauge discrepancies. With quantity gauges inoperative, measuring stick(s) must be used to confirm fuel in associated tank(s). The Flight Engineer will confirm stick readings for proper quantity. NOTE If a fuel quantity gauge is inoperative, the Flight Engineer will notify the inbound station of the need to stick the tank with the inoperative gauge before and after refueling. Due to the many variables in fuel load verification, i.e. fuel density, APU fuel burn, maintenance ground engine runs, etc., these fuel load verification tolerances are not considered absolute or limiting. If any verification parameter is out of tolerance, the Flight Engineer must advise the Captain to ensure takeoff fuel requirements are met and no structural or performance limit is exceeded. FUEL MANAGEMENT GENERAL Boost pump pressure is required during flight to preclude the possibility of engine surge and/or flameout. For fuel sampling, use takeoff fuel configuration for a minimum of four minutes at idle thrust consumption or an equivalent fuel consumption at any time prior to initiating takeoff. LATERAL FUEL BALANCE Fuel balance will be maintained during normal operation. Fuel balance procedures may be delayed until the total imbalance reaches 450 kgs. Maintain lateral fuel balance by use of boost pump control. Do not use less than three pumps to feed all engines. During abnormal conditions such as engine-out or inoperative boost pumps, refer to FHB Chapter 3, Fuel Alternate Operations. TAKEOFF WITH RESERVE TANKS EMPTY If takeoff is planned with the reserve tanks empty and additional fuel is required, it may be added to the four main tanks provided the following limitations are observed: ? Center wing tank must be empty. ? Fuel in any main tank must not exceed 12,600 kgs. ? Takeoff weight must not exceed 318,875 kgs. LANDING WITH RESERVE TANKS FULL There are no limitations on fuel remaining in any tank for landing. Therefore, if the next takeoff requires fuel in the reserve tanks, landing is permissible with reserve tanks full. MINIMUM FUEL AT DESTINATION Early in the flight a value for minimum fuel should be determined. This value is by no means fixed; rather, as the flight approaches the destination, it should reflect any additional information as it becomes available. Atlas Air minimum planned landing fuels are: Destination (all flights) - 10,500 kgs (Domestic and International) Alternate (all flights) - 7,000 kgs (Mandatory) Minimum planned landing fuel at the alternate may not be reduced below 7,000 kgs. This is based on planned flight to the destination, missed approach, diversion to, and immediate landing at the alternate with 7,000 kgs. Once the flight has departed, if this fuel figure cannot be met, the Captain and Dispatcher should discuss alternate measures to meet this requirement. These may include selecting an alternate closer to the destination, selecting an alternative cruise mode, or amending the release to the destination with no alternate in accordance with the weather requirements in the FOM. MINIMUM FUEL FOR LANDING No flight should ever plan to land with less than 5,500 kgs. This value includes: Fuel at Touchdown 1,100 kgs Execute a Go-Around 2,600 kgs Fuel Indicator Error 1,800 kgs The value for Fuel at Touchdown ensures adequate fuel boost pump coverage to keep the engines running for reversing and throughout the landing roll. The value for Execute a Go-Around is the amount required to execute a pull up at runway threshold to 1,000 feet AFE, fly a pattern, intercept a 3 degree glideslope approximately 2? miles from the end of the runway and continue to landing. The value for Fuel Indicator Error represents the maximum design quantity error for the main tanks (center and reserve tanks empty). Added together as a Minimum Fuel for Landing the total value ensures that sufficient fuel will be onboard at the threshold in a worst-case condition with the maximum indicator error (indicators read too high). TAXI PROCEDURES The PNF will obtain clearance from ATC Ground Control for taxi clearance and ATC flight plan clearance if not previously received. After receiving taxi clearance from the ground crew, the pilots will visually clear the area forward and to their respective side of the aircraft. The Captain will state ?Clear Left? and the First Officer will state ?Clear Right?. After clearing left and right the pilot taxiing will release the brakes. The marshaller will direct the aircraft?s movements until it is in position to taxi under the Captain?s responsibility. If possible, keep nose wheel centered until aircraft starts rolling. Initially rolling straight ahead and then initiating turn can normally accomplish gate departures. Use equal thrust on all engines to start aircraft rolling. Keep engine thrust as low as possible in the ramp area. Use INS ground speed information as a speed reference while taxiing. Any significant ground speed indications while stationary may indicate a faulty unit. Taxi speed should not exceed 20 knots. Make large radius turns whenever possible. For sharp turns, use a maximum of 10 knots at start of turn to avoid nose tire scrubbing. Allow a few feet extra wing tip clearance during turns and watch wing tips closely when near other aircraft or ramp equipment. Do not make rapid abrupt movements of steering tiller. If steering tiller is released while in a turn, the nose wheel will rapidly return to the rudder pedal steering position. After leaving the ramp, the PF will command ?Flaps ___? (10 or 20 as required). Delay flap configuration if the taxiway is contaminated with snow and/or slush. Tire temperature must be considered when taxiing long distances. Heat continues to build up in the tires throughout the taxi and is greater at increased speeds. For all heavy weight taxi operations avoid the use of brakes as much as possible by slowing well below taxi speed and letting speed build up to 20 knots before again applying brakes. CAUTION ? Reverse thrust for backing or taxiing the aircraft is prohibited. ? 180 degree turns on runways less than 153 feet wide will not be attempted. "