Orange Air Virtual Airline

Standard Operating Procedures

Introduction:

Virtual Airlines (VA's) generally aim to offer the flight simulator pilot a more structured experience as well as the chance to make new friends from around the world.

Orange Air (OA) is a global virtual carrier first "registered" in the Netherlands in 1996, using a fleet of Boeing, Airbus and some of the finer turbo-props.  We operate in the Microsoft Flight Simulator X (2006) virtual world (Of course you may use any other version of FS but we cannot offer any e-mail support).  There is perfect competition in the virtual world and we assume that our products (the service) are homogeneous.  This means that we may operate weekly flights, against the competition offering multiple-daily flights, yet have no problems winning passengers.  We can start-up on any route we wish and any passengers seeking to travel will be as likely to travel with us as any other carrier.

Please note that to comply with European law, you must be at least 14 years old or older to join Orange Air Virtual Airline.

Mission Statement:

Fewer rules, less regulation = More Fun!

These goals are accomplished with the experienced team here at OA.  We reward excellence with promotions, non-fleet aircraft and bonus flights.  Furthermore we use schedules and our timetables are often updated and expanded.  All our aircraft models are chosen because they offer the most realistic appearance and flight characteristics currently available.

Organisation:

Volunteer Officers at Orange Air:

CEO: David Morris

Cargo Officer: Dave Murphy

Fleet Officer: Vacant  (Apply Here)

Operations Officer: Stephen Jones

Events Officer: Vacant (Apply Here)

Training Officer: Rob Wolzak

What makes Orange Air different?
For maximum realism and to encourage professionalism all flights should be flown using real weather en-route and at departure and arrival airports, from no more than 7 days ago and follow a route which has been planned in advance (Such as those you can download from the OA site), using suitable NAV-Aids, airways or accepted direct routing and published STAR and SID procedures.  Approaches should be flown with the aid of published instrument approach plates, gate departure and arrival time should be recorded.

Current real world weather is available from http://www.menet.umn.edu/~curt/weather/  or http://weather.noaa.gov/pub/data/observations/metar/cycles/   Orange Air highly recommends the use of FSMeteo or ActiveSky to supply real world weather info to FS.

Pilots are encouraged to obtain real world en-route charts, STAR, SID and Approach/Terminal Plates either by purchase, second-hand purchase, or second-hand donation.  Because they are updated often, there are many real pilots and airlines who will supply out-of-date charts either free or at low cost, HERE or HERE.  Where no relevant charts are owned, pilots should use a suitable flight planning utility (e.g. VRoute or Route Finder etc) or seek help from the Operations Officer.  For UK operations go HERE.

Flight plans are provided for you, each route in FS2004 format, these maybe downloaded by clicking the link on each of the flight numbers on the Timetable.

Orange Air uses aircraft painted in our own livery.  Pilots are at their own discretion as to which type to use, preferably in Orange Air livery.  It is suggested that you visit our Fleet Hanger prior to seeking out your own model.  If you find a better model then let us know about the newer aircraft.  There have been many changes lately with aircraft design tools and performance editors.  New aircraft are being released often.  What was the best yesterday can quickly become second rate today.

Orange Air utilizes a hub-and-spoke route network, with most flights originating from our major hubs: Amsterdam-Schiphol, London-Heathrow, Paris-Charles de Gaulle, Lisbon Intl, Moscow-Sheremetyevo, Montréal-Trudeau, Rotterdam, St. Maárten and Sydney Intl.  OA also has Charter flights, a Round The World trip and many varied tours.

Note that Orange Air Operations use the ICAO four letter codes, not the three letter IATA codes used by passengers.

General Operating Rules for Orange Air.

1.1 Joining and Your Pilot ID Number:
To be part of Orange Air involves no money or extra fee other than what you already pay for using the Internet.  After you have submitted the Joining Form, you will be placed on the Pilots Roster and given a Pilot ID Number.  You must use this Pilot ID when you communicate with any member of the airline staff. All we insist on is that you fly and log at least one flight every eight weeks of your membership. New members are expected to log their first flight within 14 days of joining.

1.2 Training and Check rides:
Orange Air encourages all of our pilots to join the Orange Air Training Academy.  Once a pilot joins they should contact the Training Officer to receive their Virtual Students Pilot License (VSPL).

Orange Air encourages pilots that use FS2004/FSX to join the online Training Academy of our Flight School.

Whether your a novice or you think your a good pilot, do what the pro's do... Keep Training!  Join our Flight School HERE.

1.3 Prior Experience / Transferred Flight Time:
Pilots with logged hours from Real World Aviation or another Virtual Airline and whose hours are accepted by management may also be transferred to OA.  The hours must be verified by providing the URL of the VA or by having the other VA's management team verify the hours with Orange Air management.  You are free to fly for other VA's not just OA.

1.4 E-Mail:
Pilots should feel free to e-mail any member of management with their questions or concerns.  You are encouraged to first try to work out the problem with the Operations Officer prior to e-mailing Head Office.  When e-mailing airline management, in the subject line of your message, include your Pilot ID number and then your subject.

1.5 No Flight Bidding at Orange Air:
In developing our Standard Operating Procedures [SOP], we have tried to reach equilibrium between true realism and fun.  The fact that pilots should only fly aircraft for which they are able, provides enough restrictions, and so there is no bidding for flights.

1.6 Routes:
All flights should be flown using actual routes made with a flight planner, by using Radar Contact or the on-line services of OnlineSIM, IVAO or VATSIM.  Also see "Flight Plans" above.  See our on-line flying page for full details, HERE.

1.7 Rank:
Orange Air pilots are ranked according to their logged hours with the airline.
Orange Air rank structure is as follows:

	Trainee	00   -   15 Hours
	Junior Officer	15   -   30 Hours
	Deck Officer	30   -   50 Hours
	Second Officer	50   -   75 Hours
	First Officer	75   -  100 Hours
	Flying Officer	100  -  150 Hours
	Engineer	150  -  200 Hours
	Flight Engineer	200  -  250 Hours
	Master Engineer	250  -  300 Hours
	Fleet Engineer	300  -  350 Hours
	Chief Pilot	350  -  400 Hours
	Senior Pilot	400  -  450 Hours
	Master Pilot	450  -  500 Hours
	Junior Captain	500  -  600 Hours
	Captain	600  -  700 Hours
	Fleet Captain	700  -  800 Hours
	Junior Commander	800  -  900 Hours
	Commander	900  - 1000 Hours
	Fleet Commander	1000 - 1250 Hours
	Commodore	1250 - 1500 Hours
	Fleet Commodore	1500 - 2000 Hours
	Executive Commodore	2000 - ++++ Hours
	Award for more than 100 hours
	Award for more than 200 hours
	Award for more than 500 hours
	Award for more than 1000 hours
	Award for more than 2000 hours

An Award will be given to pilots logging more than 100 hours. Further Awards will be made to pilots exceeding 200, 500, 1000 and 2000 hours.

1.8 Pilot Status:
The following status definitions shall be used in reports and logs:

ACTIVE: An active pilot who flies at least one flight per 60 days or a manager who serves actively at any level of management.

ON LEAVE: An active pilot or manager who goes on leave for 90 days maximum and provides a return date.

INACTIVE: A pilot or manager who has gone on permanent leave without returns date and cannot fly their regular flights.  These pilots retain their pilot rank at Orange Air.

DISCHARGED: A pilot or manager who is about to be terminated (voluntarily or involuntarily) from the airline.

2. General flight procedures aboard any Orange Air aircraft.

2.1 Crew Conduct:
THINK AHEAD!  You should have all information relevant to your flight at hand !

No Orange Air pilot or manager should exhibit any behaviour which projects anything other than a highly professional image.  This is especially important when flying on-line.

2.2 Autopilot, Auto land and Accelerated Time:
When your aircraft is on autopilot, Flight Simulation Accelerated Time with Orange Air is authorised as long as the actual time is accounted for and this does not cause you to get disoriented with true flight times.  Accelerated time can only be used after autopilot has been activated for stabilized flight, NEVER before, and is up to a speed of x4 max.  Unless you are using a "waypoint" navigation adventure, flying FMS or GPS which is automatically capable of updating the autopilot, you should return to 1:1 time when approaching a waypoint (VOR, NDB or GPS fix).  We don't require our pilots to convert simulated hours to real hours!  Since pilots are simulating real time it's the simulated hours that count.  Explanation: If a pilot makes a long flight, lets say a 12 hour flight in flight simulator.  If the pilot used x4 acceleration in the simulation then the 12 simulated hours are valid for logged hours.  The pilot wouldn't have to divide his/her 12 simulated hours by the amount accelerated (12 / 4 = 3 real hours). Other VA's require that conversion and we think that sucks !!!
Accelerated Time is NOT allowed above x2 whilst flying on-line, and only whilst at cruise altitude.

2.3 Deviations and Alternate Airports:
The pilot in command [PIC] is expected to do everything within his/her ability to ensure the safe arrival of passengers and plane on time to the correct destination.  All deviations in departure time, (departure time begins as soon as you push back from the gate at the departure point) or arrival time (arrival time is defined as the time you apply the parking brake at the arrival gate) must be explained in the "Comments" section of the flight report (PIREP).  Pilots are expected to attempt at least two instrument approaches at the arrival airport, unless visibility is below that required to complete an instrument approach or the pilot is restricted to VMC and the weather changes to IMC en-route, prior to proceeding to your alternate airport.

2.4 Flight Proficiency:
All pilots shall maintain proficiency in manual flight at all altitudes and all phases of flight.  The Training Officer is free to request an unannounced flight check at any time.  If a pilot is unable to complete an unannounced flight check then the Training Officer may revoke the pilot´s type rating or require the pilot to complete additional training.  Unannounced flight checks will be conducted fairly and may only be carried out twice per year, per pilot.

2.5 Flight Planning:
Pilots, acting as the Pilot in Command [PIC], are expected to work out their own flight plan using suitable navigation charts or flight planning programs.  Or use the pre-made plans available from our Timetables.  Pilots that need assistance in flight planning should request help from the Operations Officer.

Real world weather, no older than seven days, should always be used.  In the virtual world you are "legal" to fly in any weather, but if you cannot land at your destination you should divert to your alternate.  Note: FAA regulations (FAR 91.169) require the primary airport to have 2,000 ft ceiling above ground and 3 miles visibility.  The alternate airport shall have 600 ft ceiling above ground level for precision ILS approaches (glide slope), 800 ft ceiling above ground level for non-precision ILS approaches (no glide slope) and 2 miles visibility.  Take-off minimums are 1 mile visibility or RVR of 5,000 ft or more. (FAR 91.155).

2.6 Cruising Policy:
As per FAA regulations (FAR 121.639(c)) requires a 45-minute fuel reserve plus one hour (at cruise altitude and speed) for fuel.  Your cruising altitude will, typically be between FL210 (21,000 ft) and FL410 (41,000 ft).  This is governed by FAR 91.179 IFR cruising altitudes/flight altitudes.

• East bound - Heading 0 to 179 magnetic: FL 190, 210, 230, 250, 270, 290, 310, 330, 350, 370, 390, 410, 430, 450

• West bound - Heading 180 to 359 magnetic: FL 180, 200, 220, 240, 260, 280, 300, 320, 340, 360, 380, 400, 420, 440

Aircraft are not authorized to cruise at or below 10,000´ unless (a) aircraft must do so to comply with A.T.C directives, (b) the aircraft must do so due to an emergency situation or (c) the aircraft is a prop/turboprop and the cruising time is less than 60 minutes.

2.7 Maximum Operating Speeds:
FAA regulations (FAR 91.117) require that unless authorized by the C.A.A/F.F.A no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 Knots. (The B747 and Concorde are often exempt from this rule [on take off]).  No pilot may operate any Orange Air aircraft in excess of the stated maximum operating airspeed for that aircraft.

. No pilot will operate an aircraft in excess of 200 knots below Class B airspace (FAR 91.117).

· No pilot will operate an aircraft in excess of 180 knots within 4 nm of the primary airport in Class C or D airspace when below 2,500 ft AGL (FAR 91.117).

· No pilot will operate an aircraft in excess of 250 knots within Class B airspace (FAR 91.117).

· Holding (AIM 5-3-7 j 2).

· No Pilot will operate an aircraft in excess of 220 knots while operating at an altitude between MHA to 6,000 ft MSL.

· No pilot will operate an aircraft in excess of 250 knots while operating at an altitude between 6,001 ft MSL to 10,000 ft MSL.

· No pilot will operate an aircraft in excess of 320 knots whilst climbing to cruise altitude above 10,001 ft MSL.

NOTAM: The B747 and Concorde are often exempt from the above speed restrictions and may climb at 280 KIAS on take off up-to 10,000 ft MSL.

3.0 On-Line Flying Procedures:

After logging on to OnlineSim, pilots should aim to file a correct flight plan within 10 minutes and depart within 30 minutes.  After arrival you must not remain logged on for more than 20 minutes after shutting down your engines.

If, during your flight, you need to leave the cockpit, for any reason, you should set your TeamSpeak to "Away".  If you are flying in an active ATC airspace you must inform your controller of your absence.  This absence will not be for longer than 15 minutes.  Longer periods of absence from the cockpit are permitted, on long haul oceanic flights.  Such prolonged absence is a privilege, so do not abuse this and keep it to a minimum.

Pilots must always connect to TeamSpeak. If there is active ATC in your location you must connect to their channel and declare your intentions.  If no ATC is available you should connect either to UNICOM or the Orange Air Company channel.  All verbal communications are conducted in English.  Text only communications are not permitted.

IFR flight plans should contain the waypoint, airway, waypoint, airway.  Do not include the SID, STAR, destination or departure details.  Unless directed otherwise by active ATC, you must set your squawk code to 2000 for IFR flights and 7000 for VFR flights.  You must also state your intended departure time and an alternate airport.

VFR flight plans should give the route as "Own Navigation".  Your squawk code must be set to 7000.

4.0 Conversions:

5.0 Dates and Times:
Timetable departure times are in local time unless otherwise stated.  You should be aware of how this differs from Zulu time.
Clocks showing both local and Zulu time are displayed on all hub timetables.
Our web page, "World Time Info" available from the menu, shows the time in many major cities around the world. Orange Air uses the 24 hour clock.  Four digits dates should be in the DD/MM/YY format to avoid any confusion. SOP Version: 8.3

Click the icon for a printer friendly copy.

Copyright © 1996-2012 Orange Air Virtual Airline ^™