Pilot's Guidelines

[Ollie Alderson]

                         BFSG Commercial Jet Engine Airlines Group Fly-In
                                       Pilot’s Guidelines – 2015 – AL3
   
Introduction:

1. These notes are primarily intended as guidance for pilots who fly with the BFSG Commercial Jet Engine Airlines Group. We fly using Microsoft FSX or FS9 as well as Lockheed Martin Prepar3D (P3D) flight simulation software. We also use FSInn or vPilot software to connect to the BSFG Server and use TeamSpeak 3 software for communicating. The attention of new pilots is drawn to the forum/NOTAMS section where "How to connect to the BFSG server" explains in detail how to set up the various programmes that are needed to join the Fly-Ins. If required, assistance is available either on the forum, on TeamSpeak, or via e-mail.

Cost to Pilots:

2. There is no direct cost to pilots for taking part in the Fly-Ins; however, there is a financial charge to the BFSG for connecting to the servers that we use. This cost is administered by our Group Leader who we reimburse by voluntary contributions as and when required. The current financial state is shown under “Server Totaliser” at the left centre of the BFSG website front page.

3. The Group uses Navigraph to provide aviation charts and they have become our preferred information source. There is a charge for this service; however, Navigraph credits can also be used to obtain the latest airac to update individual FMS databases. - http://www.navdata.at/
Many other websites are available for the publication of a chart service, for example,            - http://www.allanville.com/aviation_charts/
 
The Commercial Jet Engine Airlines Fly-In:

4. The Fly-In takes place on Thursday evenings; pilots start to assemble in TeamSpeak (Chat Room 1) from 18:30 UK local onwards to meet the start time of 19:00 UK local. When ready to fly, pilots should move to the Departure Tower and observe ATC etiquette. If a pilot wishes to depart early, the Fly-In should start at 18:45. In this case, Destination Approach will request ATC clearance at 18:50, followed by Destination Centre requesting clearance at 18:55.  This eventuality will require Departure Tower and Departure Centre to be in position at 18:45. Other pilots may request ATC clearance from 19:00 onwards. The times indicated on the spreadsheet are an order of priority, rather than a rigid timetable.

5. The Fly-In has evolved into a number of different formats, but normally arrives at a common destination and is usually completed by 21:30 to 22:00 UK local time.

Briefing:

6. Basic details of the Fly-In are published on the BFSG website under the “Fly-Ins \ Airlines Fly-Ins” heading and are normally available for pilots to study on the Sunday before the actual Fly-In. A comprehensive spreadsheet is sent to participating pilots no later than the day before the Fly-In
Aircraft:

7. Pilots may choose any aircraft they wish from the following list. Other aircraft may be accepted, on request, to the management team.

     Airbus A300 to A380                                 DC-8 to DC-10
     Boeing B707 to B797                                 Lockheed 1011
     McDonnell Douglas MD 9 to 11-and the MD90                  British Aerospace Bae146

8. Pilots are expected to be able to operate their own FMC, INS and navigational aids that are provided with their aircraft and to be able to create a flight plan from their chosen departure airfield to destination by the application of that plan through the FMC and/or navigation aids.

Booking:

9. Pilots should book in for the Fly-In on the BFSG website Fly-In thread no later than 21:00 local time on the Tuesday before the event. Only controllers need show their availability for control duties. An example of a pilot booking is shown below.
          
Pilot:                              Ollie                             
Airline:                           Monarch
Callsign:                         MON 157
RT Call sign:                    Monarch 157                   
Aircraft Type:                   B752
Departing                         KPHL
Gate:                               D11
Route:                             MXE PENSY J110 FLIRT J6 COLNS
Flight Level:                     320
Cruise speed:                   M0.80
Controller Availability:      Yes – If required

Fly-In Weather:

10. We use real world weather for our Fly-Ins. If using FSInn, this weather can be set by ensuring that the CAVOK symbol is off (CAVOK shown in red) before connecting to Bristol. Programmes, for example, REX and Active Sky that simulate real world weather are permitted. Note that pilots using these two programmes should be prepared for some realistic winds; this can be disadvantageous when there is a headwind component.

11. Internet sites provide the latest TAFs and METARs; however, the FSInn control panel includes a weather (Wx) facility that allows access to the latest available METAR for any airfield, thereby reducing the need to use an external programme.
Flight Planner / Navigation / Radar Programmes:

12. Although FSNavigator (FS9) and FSCommander (FSX) are not strictly necessary; pilots may well find that they are useful additions as an aid to navigation and as a means of checking their position relative to other aircraft.

Flight Plan:

13. Pilots should file a flight plan with ATC. This can be done by selecting “FP” on the FSInn or “Flight Plan” on the vPilot control panel. The contents of the flight plan are self-evident and it is possible to copy and paste the route from the booking into the flight plan. When complete, the flight plan can be saved and should be filed before the Fly-In by left clicking on “Send to Tower” on the FSInn or “Save” on the vPilot control panels.

14. Pilots may depart from a different airfield to those briefed provided they file a flight plan in their booking and arrange their departure time so that they arrive at the same time as the main body of pilots at the destination airfield. Tower facilities at this departure airfield will not be available and pilots should first contact ATC on Unicom.

TeamSpeak Rooms:

15. The TeamSpeak rooms are edited each week to match the control agencies.

Controllers:

16. Controllers are nominated on the Fly-In spreadsheet for the following positions –
     
      a. Departure Tower
      b. Departure Centre     
      c. Destination Centre
      d. Destination Approach

Departure ATIS and ATC Clearance:

17. The start of the Fly-In is indicated by the appearance of the current departure ATIS on FSInn and TeamSpeak. Pilots should select “Chat” on the FSInn control panel and monitor the Unicom channel so that the message can be read. Pilots using vPilot can copy the ATIS from the dialogue that appears in TeamSpeak. Pilots should note the content of the ATIS paying particular attention to the ATIS code, the QNH or Altimeter Setting, and the departure runway. There is no requirement to acknowledge receipt of the ATIS until requesting start.

18. The Tower Controller will indicate that he is “Open for Business” by stating, verbally, that he is ready to issue ATC clearances.

19. IFR clearances will be issued by the “Request and Reply” method. 
 
20.  Pilots should call for ATC clearance using the following example format -

“Luton Tower - Speedbird 157 – B757 on Stand 234 - ATIS Charlie copied – IFR to Brussels – Request clearance”.

21.  The weekly spreadsheet will indicate the local time for calling for clearance. The actual published time is not mandatory, but pilots should attempt to  follow the order of prority.
22. The clearance, typically, includes the aircraft callsign, then – following the CRAFT format.

“C” Cleared to destination,
    “R”, Routing,
     “A”  Altitudes,
    “F”  Frequencies
“T”  Transponder code.

23. Pilots should not request Push and Start until they have received and acknowledged their IFR clearance.

Departure Tower:

24. We have amalgamated the various ground agencies into one controller, the Departure Tower Controller; he should liaise with the Departure Centre Controller and decide the runway in use and the SID that is to be used.

25. When ready, the pilot should request taxy clearance. He can expect to be given routing instructions to the departure runway and the QNH or Altimeter Setting.
Note that pilots should not cross or enter any runways until cleared to do so.

26. Pilots can expect any of the following clearances when they indicate that they are ready for departure –

a.   “Hold your position”
b.   “Line up and wait Runway Two Four” or
c.   “Wind 220 at 8 knots - Cleared Take-off Runway Two Four”.

27. The controller will decide on any necessary delays to ensure separation. Pilots should avoid the use of the term “Take-off” until acknowledging that specific clearance.

28. When takeoff clearance is received, the pilot should switch to TA/RA on his Secondary Surveillance Radar (SSR) panel and select Mode Charlie by left clicking on the letter “S” at the top right of his FSInn or “Mode C” on the vPilot control panel. The “S” will change to a letter “C” indicating that Mode Charlie has been activated. If ATC request “Squawk Ident” the pilot should left double-click on the FSInn “C” (it will momentarily change to an “I” then revert to “C”) or click on the vPilot “Ident”.

29. Once airborne, pilots should change to Departure Centre frequency.

Departure Centre Control:

30. We have amalgamated Departure Control and Centre into one controller, the Departure Centre, who will monitor aircraft to ensure that individual pilots follow the SID or clearance and will issue heading instructions and altitude constraints as necessary to maintain an orderly flow of aircraft.

31. Pilots are responsible for changing from the local QNH (Altimeter) to 1013.2hp (29.92 hectopascals) at the published Transition Altitude. Note that ATC will not remind you to do this. When appropriate, but no later than the FIR boundary, the Departure Centre Controller will advise aircraft to contact Unicom.

Unicom – 122.80:

32. Although Unicom is not staffed by a formal controller, the practice has evolved such that one of our pilots assumes responsibility for acknowledging individual pilots as they make their initial call. This is seen as a means of indicating that each aircraft has joined the group on Unicom. On first contact with Unicom, pilots should report as follows –

“Unicom - Speedbird 157 – passing FL230 – climbing FL330”.

33. An added advantage of this fairly relaxed system is that it provides a means of avoiding any major traffic conflictions. For the time being, the use of Unicom will remain much as it is now, that is, as an unsophisticated system, however, pilots should be prepared for heading, speed and altitude changes and be aware that others may wish to contact Unicom with their initial call. Unicom is available for private conversations, either in plain language or as text messages.

Warp Factoring:

34. When required on long sectors, Warp Factoring will be shown on the spreadsheet; the “Start WFx2” and “End “WFx2” fixes should be observed carefully in order to minimise the sector time and maintain spacing and separation from other traffic.

35. Pilots should not plan to warp factor, other than as indicated on the spreadsheet, or as approved by the controller, to achieve their arrival time.

Destination Centre Control

36. The Destination Centre Controller should liaise with the Destination Approach Controller to determine the runway in use and the STAR that is to be used. There is no requirement to advise Centre that you have copied the ATIS.

37. The Destination Centre Controller will issue an initial clearance, for example –

“Speedbird 157 - Maintain Flight Level 330 - cleared to Brussels as filed via the Olno One Alpha arrival – Advise ready for descent”

38. The Destination Centre Controller is responsible for separation between traffic and will clear aircraft to descend to a Flight Level or Altitude at a specific fix. When clearing an aircraft to descend below the Transition Level, Destination Centre will advise the current QNH or Altimeter Setting as follows -

a.   “Speedbird 157 descend to altitude 5,000 feet – Brussels QNH 1025 hectopascals” or,
b.   “United 157 descend to altitude 15,000 feet – El Paso Altimeter 30.21 inches”

39. The Destination Centre Controller should retain traffic under his control until, approximately, the end of the STAR. He is responsible for sequencing traffic such that the Approach Controller can fine tune the arrival sequence. The changeover fixes indicated on the spreadsheet are for guidance, the Destination Controllers may decide otherwise in the light of circumstances that apply for the particular arrival.

Destination Approach Control:

40. Pilots should contact Approach when advised by Destination Centre.

41. The Approach Controller is responsible for publishing an ATIS message on FSInn and TeamSpeak. On first contact with Approach Control, pilots should state their current flight level and indicate that they have copied the ATIS by reporting the code as follows -

      “Brussels Approach – Speedbird 157 – Flight Level 330 – ATIS Foxtrot copied.”

42. The Approach Controller will assess the situation and issue a clearance taking into account the proximity of other traffic. When clearing an aircraft to descend below the Transition Level, Approach will advise the current QNH or Altimeter Setting as follows -

a.   “Speedbird 157 descend to altitude 5,000 feet – Brussels QNH 1025 hectopascals” or,
b.   “United 157 descend to altitude 15,000 feet – El Paso Altimeter 30.21 inches”

43. The Approach Controller will usually indicate that aircraft can expect vectors to the final approach course for the runway in use, for example –

“Speedbird 157 expect radar vectors to the ILS Runway Zero Two”

44. The Approach Controller will provide vectors to an intercept heading to the final approach course.

45. The Approach Controller will issue an approach clearance and hand the aircraft off to the Tower as follows –

“Speedbird 157 - Cleared ILS approach Runway Zero Two – Contact Brussels Tower on frequency one two zero decimal seven”.

46. The pilot should contact the Tower and advise his altitude and the approach that he has been cleared for.

Destination Tower:

47. The Destination Tower Controller is normally the first aircraft to land, he will acknowledge the initial call and depending on traffic the pilot will be advised, for example -

“Speedbird 157 - Continue Approach Runway Zero Two – Call at six dme.”

48. When the aircraft calls at the specified fix, the Destination Tower Controller will either state –

a.   “Speedbird 157 continue approach, Number Two for landing”, or

b.   “Speedbird 157 cleared to land Runway Zero Two”

49. If it becomes necessary to send the aircraft around then the controller will advise

 “Speedbird 157 - Go-Around”,

50. The pilot should either fly the published Missed Approach procedure or specific instructions from the Tower, when appropriate the pilot will be handed back to the Approach Controller.

51. The pilot will be given directions as to whether to clear the runway to the left or right. Once vacated the runway, the pilot should report as follows -

          “Speedbird 157 – Runway zero two vacated”.

52. The Destination Tower Controller will then issue taxy directions to the parking area. Note that, unless specifically cleared to do so, pilots should not cross active runways.

53. Pilots are encouraged to remain on TeamSpeak until the last aircraft has parked for a post-flight debriefing conducted by the planner.

54. Finally, the aim of the Airline Fly-In is to create an environment that replicates, as nearly as possible, the real world while retaining a sense of proportion and enabling all pilots, regardless of experience, to have an enjoyable evening. 

Ollie Alderson                                                                                                            6th December 2015