Tutorial for nye piloter på vatsim
Today we’ll going on a trip with a Boeing 767-300 from DHL from ENGM (Oslo) to ENVA (Trondheim)
The wind is from the north so we can expect takeoff from runway 01L.
This flight will be made without FMC. Instead we’ll use FSnavigator as charts and maps. Some of you newer pilots might not know how to program a FMC for flight. That’s why we do it this way.
We are parked at Gardermoen. We should have been parked at the cargoterminal since we are a cargoflight. But never mind for now...
In advance I’ve checked the weather report (metar) for Trondheim. It tells me that the wind is from 290 degrees. So the chanches for landing on runway 27 in Trondheim are pretty big.
Now we need to file a flightplan. As you can see on the picture some of the things are explained. (However only in Norwegian so far...)
Our callsign today is DHL36.
We’ll fly a SID from Oslo today. If you have SID and STAR charts you’ll be able to guess which SID we’ll be using. Here’s a SID chart for 01L at Gardermoen Since the chart not can be used for real flights, some of the vital parts have been erased.
As you see on the chart there are many ways out from runway 01L at Gardermoen. Those routes pointing upwards are going north. Since we are going to Trondheim and are flying a SID our departure will be the TOMBO 4 ALPHA departure. This is the SID itself.
TORGA 4 ALPHA is pointed a bit more straight towards north as you can see. This one is used for flights to Bodø og Tromsø and so forth.
You don’t have to follow the SID. However you should aim at TOMBO as one navigational point on your route. If you not are following the SID then talk to the ATC about this.
We can’t file a flightplan as it looks right now. So we’ll take a look at the map in FsNavigator. Since we know that we’ll be using runway 01L – that we’ll be goint to Trondheim and that we’ll use the SID out from Gardermoen, we can find additional points along our way. These are called intersections (ISEC).
Let’s have a look at the map in FsNavigator.
Here we find TOMBO. As this is where the SID ends this must be our first entry in the flightplan. Don’t write TOMBO 4 ALPHA – just TOMBO.
But I think we should have more waypoints in our flightplan. So we’ll look in the FsNavigator for more.
Here we find NORPO and MERAK which leads us directly to the eastside of Værnes. Since we are bound for runway 27 this fits us good. We could have used RETAN (southeast of NORPO) in stead of NORPO, but today we choose NORPO and our flight is an IFR flight IFR (Instrument Flying Rules)
We also need an altitude. Since our route is on both eastern and western routes we could choose both an even or and odd flightlevel. For this flight I’ve chosen an even flightlevel: 28.000 feet – which is the same as FL280.
It’s a rule that flights going on a heading between 360 and 179 degrees must choose a odd flightlevel (1-3-5-7-9) and flights on heading 180 and 359 degrees needs a even flightlevel. (2-4-6-8). Flightlevel 280 is an even flightlevel as you might see.
You’ll not be excecuted by ATC’s if you mes sup the odd and even flightlevels when you file a flightplan. So don’t put to much an effort in to it to begin with. We all mess up the flightlevel now and then.
If it’s wrong the ATC wil normally tell you to change your altitude. This is done in seconds.
The speed I have indicated to be 270 kt.
Departure airport ENGM which is the ICAO code for Gardermoen. Arrival airport ENVA which is the ICAO code for Værnes (Trondheim)
As Alternative airport I have chosen ENGM. If the weather at Trondheim is so bad that we can’t land or something happens doing the flight so we can land at Værnes, we’ll go to our alternate. Since it’s such a short distance between Oslo and Trondheim I have chosen Oslo as Alternative airport. Had it been a longer flight to lets say to Tromsø, then Bodø could beo ur alternate airport. Then I don’t have to go all the way back to Oslo is something should happen.
Departure time is 1710Z UTC. In Scandinavia (Except Iceland) we are one hour ahead of UTC time doing the winter and two hours at summertime. So 1710UTC is 19:10 local time in Norway.
Now the flightplan more or less is ready to be send.
When send/filed we tune the radio and call Gardermoen Ground. (121.920)
ME: Gardermoen ground. DHL36 ready to copy clearance to Trondheim.
ATC: Set squawk charley
(Now you set your scuawk to active / C-mode. When done you’ll automatically pop up on the ATC’s scope, so you don’t have to say you’ve set your squawk in mode-C.
ATC: DHL36 good evening. Standby for clearence.
(Sometimes it can take a few minutes before you get your clearance. It depends on how much the ATC got on his hands.)
ATC: DHL36 cleared to Trondheim as filed. Tombo four (4) alpha departure. Flightlevel two eight zero (280). Squawk 4203.
(Now we’ve got our clearance, but I need to read it back to the ATC))
ME: DHL36 cleared to Trondheim as filed. Tombo four alpha departure. Flightlevel two eight zero. Squawk 4203.
ATC: Readback is correct. Push and start iss approved. Call for taxi.
(We are now allowed to start up and push back from the gate. But don’t do anything like that such as start taxing! Remember to dial in your squawkcode on the transponder.)
ME: DHL36 ready to taxi.
ATC: DHL36 taxi Golf and November to holding zero one left (01L) QNH 1019
ME: Golf November to holding zero one left. QNH 1019. DHL36
QNH is the airpressure and it must be dailed in on your altimeter. (Or you can just press the botton ”B”, then it adjusts it self to the local airpressure.)
I start with my callsing when calling the controller so he knows who I am, and I end with the callsing when answering.
We can now start taxing to the runway 01L and we are on taxiway GOLF which runs parallell with the terminal at Gardermoen.
We’ve now reached where taxiway Golf ends. The ATC told us to taxi on Golf and November, so we make a left turn on to taxiway November.
We continue taxing on November.
The ATC calls us again.
ATC: DHL36 contact Tower on one one eight desimal three zero zero. (118.300) So long.
(If ATC uses the last zeros depends on the person and country)
ME: Tower on one one eight desimal three. So long.
(Since it just is zero’s after the ”3” I just reply one one eight desimal three)
And then I switch frequency to Tower.
We are noe at the holding point for runway 01L. There we contact the ATC again. “Holding point” means that you not are allowed to taxi ONTO the runway, but must hold short of the runway.
If the ATC already have contacted you, then we do so now as we need a take-off clearance. (If the ATC clears you for take off while you still are taxing to the runway it means that you can continue taxi and roll onto the runway and takeoff. However we ned to read back the take-off clearance.
ME: At holding zero one left DHL36
ATC: DHL36. Cleared for takeoff zero one left. Wind from the north at 6 knots. (Vinden sier atc uansett til deg når du skal ta av.)
ME: DHL36 Cleared for takeoff zero one left. Copy wind.
(For now, you can sat copy instead of reading back the winds.)
You are now cleared for take-off and can depart.
It pays off in advance to set the autopilot at 7.000 feet and the heading alinged with the runway. Many turn on the autopilot right after take-off and controls the aircraft via the autopilot. Initial Climbout at Gardermoen is 7000 feet. This means that you not are allowed to climb any higher that this to begin with unless the ATC tells you differently.
Remember that below 10.000 feet (Or Flightlevel 100) the maximum speed is 250 knots – If not the ATC gives you an OK to go faster. They might say "DHL36. you have free speed” and then you can speed up to the speed you set in your flightplan. I wrote 270 knots in this flightplan so I’ll stick to that. If you don’t get “free speed” by the ATC you can request it. Otherwise you need to stay below 250 kt until flightlevel 100. When above FL100 you can speed up.
We’re now airborne and passing 2.000 feet on your initial climb. Tower contacts us.
ATC: DHL36 radarcontact on departure 2.000 ft. (7000 fot)
ME: Roger. DHL36.
Remember you only are allowed to climb to 7.000 feet. Before that Tower will contact you, and hand you over to Approach or departure. (Approach and departure is normally the same. It only differs by the name told to you by the ATC)
ATC: DHL36 Contact approach on one two zero desimal four five. So long (120.450)
Here the ATC didn’t include the zero behind.45 in his transmission.
ME: Approach on one two zero desimal four five. So long
Now switch frequency to approach and contact him.
ME: Approach good evening. DHL36 with you, seven-thousand feet maintaining
(You are still not allowed to go any higher that 7.000 feet)
ATC: DHL36. Good evening. Climb to flightlevel one niner zero (Flightlevel 190 = 19000 fot)
ME: Climb to flightlevel one niner zero. DHL36
We can now climb to 19.000 feet as the ATC told us. Now we have to fly towards the first point in our flightplan. Either a FMS or FsNavigator is great at this task, as it tells you the heading to that waypoint.
If you don’t know the heading to your waypoint you can ask the ATC for vectors (the heading to the waypoint). We’ll do that now
ME: DHL36 request vectors to TOMBO (Since this is the first waypoint in our flightplan)
ATC: DHL36 Turn left zero one zero and continue direct TOMBO. (Left 010 grader)
ME: Left zero one zero direct TOMBO. DHL36
Now dail in the heading 010 degrees on the autopilot and proceed on this heading while you climb to flightlevel 190.
Around 15.000 – 17.000 feet you can expect a message from the approach controller where he hands you over to ”Oslo Control”.
ATC: DHL36. Contact Oslo control on one two five desimal zero five. So long (125.050)
ME: Oslo control on one two five desimal zero five. So long.
So we tune Oslo Control and contact him.
ME: Oslo control. DHL36 with you, passing flightlevel one seven zero. (Du passerer nå 17000 fot)
ATC: DHL36 radarcontact. Climb to flightlevel two eight zero. (28000 fot)
Now we have been told to climb to 28.000 feet by the ATC.
Soon we pass TOMBO. From here we don’t know the heading. So again we ask the ATC for vectors. (If you know the heading to NORPO then you don’t ask of cause but just fly to that waypoint)
ME: Oslo DHL36 request vectors to NORPO.
ATC: DHL36 Turn left heading three five zero direct NORPO
ME: Left three five zero direct NORPO. DHL36
We now have the heading to NORPO so all we need to do is to fly that direction – using the autopilot it’s very easy.
After this Oslo Contol will ask you to contact Bodø control. This goes like this:
ATC: DHL36 contact Bodø control on one two five decimal seven. So long (125.700)
ME: Contact Bodø on one two five desimal seven. So long DHL36
Again tune Bos’ on your radiostack and contact the ATC.
ME: Bodø control. DHL36 with you. Flightlevel two eight zero. Direct NORPO.
ATC: DHL36. Radarcontact. Descend to flightlevel one zero zero.
(This means that it’s time to go down. But you don’t have to plunge the aircraft towards Mother Earth. A descend rate of 1800 feet pr minute (fpm) is suitable.
ME: Decend to flightlevel one zero zero. DHL36
We now approach 10.000 feet and Bodø Control ask us to contact Værnes Approach. Remember that below 10.000 feet you need to stay below 250 knot. So now it’s time to reduce speed to 250 or lower.
ATC: DHL36. Contact Værnes Approach on one one eight desimal six zero. So long (118.600)
ME: Værnes on one one eight desimal six zero. So long. DHL36
We tune Værnes Approach and contact the controller. We still descend to 10.000 feet and approach NORPO
ME: Værnes Approach. DHL36 with you at flightlevel one two zero for one zero zero.
(We are at 12000 feet on our way down to 10000 feet)
ATC: DHL36. Good evening. Radarcontact. Descend to seven thousand feet. QNH one zero two seven
(We now have radarcontact with Værnes, and must descend further down to 7000 feet. The local airpressure was given to us as well so dail that in. (QNH1027)
ME: Descending to seven thousand feet. QNH one zero two seven. DHL36
If you don’t have the ILS frequency and heading for the runway we will land on, then ask the ATC. Dailing in the frequency while on autopilot doesn’t cause any problems, so let us prepare the landing now. The aircraft doesn’t use the NAV-radio before we push the APP button. Lets contact Værnes and ask for the freqency.
ME: DHL36 request ILS freq. and course heading for runway two seven.
ATC: DHL36 ILS freq. one zero nine desimal nine zero and course two seven one. (ILS frequency 109.90 and course 271)
ME: Copy that. Thank you. DHL36
Nå har du fått det du trenger, og kan legge dette inn i systemet. Hvis du ikke fikk dette med deg kan du be om å få det på tekst også.
Når vi nå er så nærme Værnes og vi ikke har noe kart eller fmc å forholde oss til, så ber vi om vectors inn til ILS`n på Værnes.
ME: Værnes approach. DHL36 request vectors for the ILS.
(Nå har atc fått beskjed om å følge deg helt inn til ILS`n på værnes. Han skal nå gi deg headinger helt inn, så det eneste du skal nå er å følge hans meldinger. Selv om jeg har filet MERAK som siste punkt i flightplanen er det ikke sikkert at atc tar oss imellom den. Han kan gi oss en lettere vei ifra der vi er akkurat nå. Men siden han ser at det står MERAK skjønner han at vi vil inn på rullebane 27)
ATC: Right heading zero one zero. DHL36
Etter litt kontakter han deg igjen og ber deg om å descende enda lengere ned.
ATC: DHL36. Descend to four-thousand feet. (4000 fot)
ME: Descend to four-thousand feet. DHL36
Brems nå ned farten til 150-160 knop og gi ettervært mere og mere flaps
Nå nærmer vi oss Værnes med stormskritt her, og atc kaller oss opp igjen.
ATC: DHL36. Turn left heading two eight five. Cleared ILS 27. Report establish.
(Venstre 285 grader og da er du på vei inn på ILS`n for rullebane 27 på Værnes, og har fått beskjed om å rapportere når flyet har "huket" seg fast på ILS`n. Du kan nå trykke inn APP knappen på
ME: Left heading two eight five. Cleared ILS 27. Reporting when establish. DHL36
Nå kan du trykke inn APP knappen, og flyet vil gjøre så og si resten selv. Når du er establish på ILS`n kontakter du Approach og sier ifra sånn som dette.
ME: Establish on the ILS two seven. (Established on the ILS for runway 27)
ATC: Copy that. Contact tower on one one niner desimal four. So long (Tårnet på Værnes på 119.400)
ME: Tower on one one niner desimal four. So long DHL36
Nå tuner du som vanlig over til Tower sin frekvens, og kontakter han.
ME: Værnes Tower. DHL36 with you on the ILS two seven. (Du har nå sagt ifra at du er på ILS`n for rullebane 27 på Værnes)
ATC: DHL36 Cleared to land runway two seven. Wind is one eight zero at five knots (The wind is from 180 grader and blowing with 5 knots)
ME: Cleared to land runway two seven. Copy wind.
(Copy wind betyr som tidligere forklart at du har oppfattet dette)
Da er det bare å lande faktisk. Du er klarert til å lande og da skal ikke du gjøre noe annet enn å bare lande og bremse. Når du har landet vil Tower kontakte deg om å svinge av rullebanen til Venstre og be deg om å kontakte Ground.
ATC: DHL36 vacate to the left and contact Ground on one two one desimal six. So long (Ground frequency on 121.600)
ME: Vacate to the left and contact ground on one two one desimal six. So long DHL36
Change the frequency to Værnes ground, and contact him.
ME: Værnes Ground. DHL36 just vacated to the left. Request taxi.
ATC: DHL36 Taxi yankee to gate three five. (Gate 35)
ME: Taxi yankee to gate three five. DHL36
Da taxer du bare til gaten du har fått tildelt og bruker den taxeveien du har fått tildelt.
Når du har kommet deg til gate kontakter du Ground igjen og sier følgende.
ME: Ground. DHL36 at gate three five. And we are shutting down.
ATC: DHL36 Shuttdown approved and flightplan closed. Have a nice day.
ME: Shutdown approved and flightplan is closed. Thank you. DHL36.
Thats it....
Remember
Feet and flightlevel: Depends on the QNH, but in Norway normally changes between 8000 or 8500.
At Gardermoen Transition altitude is 7000 feet. With the QNH 1019 as when we were at Oslo the Transition level will be 8000 fot.
Everything blow 8000 will then be said in feet and everything above as flightlevel.
Notice that this tutorial is aimed at Europe. In USA they have different rules for flightlevels and pressure.
Made by Tom Arne Paulsen. (c) 2005
Denne tutorial skal ikke utgis av andre enn Vaccsca Skandinavia, flightsim.no og Peter Noerkjaer (accsca 15)
Flyet som er brukt er Level-D 767-300.
>DHL paint`n er laget av Tom Arne Paulsen og kan finnes på www.flightsim.no
