Pilot Procedures

Operations Manual · v3.2

Pilot Procedures
& SOPs

Skyward Air Virtual · Standard Operating Procedures

This document defines the standard operating procedures for all Skyward Air Virtual flight operations. All active pilots are required to be familiar with and operate in accordance with these procedures at all times. These SOPs apply to all aircraft types in the fleet unless otherwise stated.

v3.2

Current Revision

7

Sections

ICAO

Phraseology Standard

REVISION ◆ v3.2 — Departure procedures updated. All pilots must review Section 1 before next flight. Previous v3.1 procedures are superseded.

Sections: 1. Pushback & Taxi 2. Departure 3. Cruise 4. Arrival & Approach 5. Weight & Balance 6. ATC Phraseology 7. Emergency

01

Pushback & Taxi Procedures

Gate departure through runway holding point

Pre-Pushback Checks

☐ATIS/D-ATIS obtained and current — note QNH, active runway, and any NOTAMs

☐Flight plan loaded and crosschecked in FMS — SID, route, STAR, and alternates confirmed

☐Fuel uplift confirmed against flight plan requirements plus reserves

☐Doors closed, jetway retracted, area around aircraft clear

☐Clearance delivery contacted — IFR clearance obtained and read back in full

☐Transponder set to assigned squawk, mode set to STBY until airborne

☐Pushback clearance requested from ground control

Pushback

Request pushback from Ground on the published ground frequency. State your stand number, aircraft type, and intended pushback direction. Standard phraseology:

"{Airport} Ground, Skyward {flight number}, stand {stand}, request pushback and start, information {ATIS letter}."

"{Flight number}, {Airport} Ground, pushback approved, face {direction}, QNH {value}."

Engines may be started during or after pushback at pilot discretion. Complete all engine start items per aircraft type checklist before calling for taxi.

Taxi

☐Taxi clearance obtained from Ground before moving — read back runway, hold short instructions, and any crossing clearances in full

☐Taxi speed not to exceed 30 kts on straight sections, 10 kts in turns

☐Lights — taxi light ON, strobes OFF until entering active runway

☐Verify runway identity before entering — confirm with signage and confirm ATC clearance to enter

☐Takeoff briefing complete before reaching holding point

☐Contact Tower when instructed by Ground or when approaching holding point

02

Standard Departure Procedures

Runway entry through initial climb · Revised v3.2

v3.2 Updated

⚠

v3.2 Revision: Departure power settings and initial climb speed targets have been updated. Pilots who flew under v3.1 must review this section before their next departure.

Runway Entry & Line-Up

☐Tower takeoff clearance obtained before entering runway

☐Strobes ON upon entering runway

☐Landing lights ON

☐Transponder to ALT/AUTO mode

☐Verify runway heading aligned with compass

☐Confirm V speeds set: V1, VR, V2

Takeoff Roll

Advance thrust to approximately 40% N1 and verify stable before advancing to takeoff thrust. At V1 the takeoff is committed — do not abort above V1 unless a catastrophic failure demands it. Rotate smoothly at VR targeting 12–15° pitch attitude. Positive rate of climb confirmed before gear retraction.

☐Thrust set — FLEX/TOGA as per performance calculation

☐80 kts — instruments crosschecked, call "Eighty Knots"

☐V1 — decision speed, call "V1"

☐VR — rotate smoothly 2–3°/sec, call "Rotate"

☐V2 + positive rate — call "Positive Rate, Gear Up"

Initial Climb (v3.2)

Maintain runway heading and SID constraints until above 1,000 ft AAL. Autopilot may be engaged at or above 500 ft AAL at pilot discretion. Adhere strictly to any SID speed or altitude restrictions.

Phase	Target Speed	Notes
V2 + 10 kts | Maintain positive climb rate
Per SID or ATC | Do not exceed flap placard speeds
250 kts / Mach | Typically 3,000–5,000 ft AAL
280–300 kts | Landing lights OFF above FL100
Mach 0.78–0.85 | Per aircraft type

Post-Takeoff Checks

☐Gear UP and confirmed — no gear indications

☐Flaps retracted on schedule per flap retraction speed schedule

☐Landing lights OFF passing FL100

☐Seat belt sign reviewed at pilot discretion once in smooth air

☐Contact Departure/Radar as instructed by Tower

☐ACARS airborne report transmitted if applicable

03

Cruise & En-Route Procedures

Top of climb through top of descent

Cruise Level Selection

Cruise flight level should be selected in accordance with ICAO hemispherical cruising levels unless otherwise assigned by ATC. Eastbound flights (000°–179° magnetic) fly odd thousands; westbound (180°–359°) fly even thousands.

Aircraft	Typical Initial Cruise	Optimum Cruise	Max Cruise
FL320 – FL360 | FL370 – FL380 | FL390
FL370 – FL390 | FL400 – FL420 | FL430
FL360 – FL390 | FL390 – FL410 | FL430

En-Route Monitoring

☐Fuel quantity checked against flight plan at each waypoint — note any discrepancy exceeding 200 kg

☐Weather radar active and deviation requests made to ATC early — minimum 10 NM lateral separation from CB cells

☐SELCAL watch maintained if equipped — acknowledge all calls promptly

☐Position reports made on HF or via ACARS/CPDLC where applicable

☐Step climb requested from ATC when aircraft is 2,000 ft above optimum altitude

☐Destination weather and ATIS checked approximately 30–45 minutes before TOD

Top of Descent Planning

Plan top of descent to meet any published STAR constraints. Use the FMS descent calculator as primary reference. A general rule of thumb: multiply altitude to lose (in thousands of feet) by 3 to get the distance (in NM) for descent commencement at idle thrust, e.g. FL380 to sea level = 38 × 3 = 114 NM.

💡

Always request descent early on VATSIM/IVAO — ATC may have sequencing requirements that affect your descent profile. Never begin descent without an ATC clearance when on the network.

04

Arrival & Approach Procedures

Top of descent through landing rollout

Descent & Approach Preparation

☐Destination ATIS obtained — active runway, approach type, QNH, and weather noted

☐Approach briefing complete — type of approach, minimums, missed approach procedure, alternate

☐STAR loaded and confirmed in FMS

☐Landing performance calculated — Vapp, Vref, landing distance

☐Altimeters set to destination QNH passing transition level

☐Landing lights ON below FL100

Approach Speed Schedule

Gate	Configuration	Target Speed
Clean | 250 kts max below FL100
Flaps 1 | 220 kts or as ATC instructs
Flaps 2 | 180–200 kts
Flaps 3 | 160–180 kts
Flaps Full, Gear Down | Vapp (typically 135–145 kts)
Flaps Full | Vref + wind correction

Stabilised Approach Criteria

All SAV flights must be stabilised by 1,000 ft AAL in IMC or 500 ft AAL in VMC. A go-around must be initiated immediately if any of the following criteria are not met:

✓

On correct approach path (glideslope/PAPI)

✓

Speed within +10 / -5 kts of Vapp

✓

Sink rate not exceeding 1,000 fpm

✓

Landing configuration — gear down, full flaps

✗

Do not continue if above glideslope with full power

✗

Do not continue if runway not in sight at minimums

Landing & Rollout

☐Land in the touchdown zone — aim for 300–1,000 ft past threshold

☐Autobrake armed to appropriate setting — or manual braking applied smoothly

☐Thrust reversers deployed immediately on touchdown (forward idle below 70 kts)

☐Vacate runway at a safe taxi speed — do not stop on runway

☐Strobes OFF once clear of runway. Landing lights OFF. Taxi light ON.

☐Contact Ground for taxi to stand

05

Weight & Balance / Fuel Planning

Pre-flight load planning standards

Fuel Planning Requirements

All SAV flights must carry the following minimum fuel. Fuel planning must account for actual route distance, forecast winds, and expected routing.

Fuel Component	Requirement	Notes
Full route requirement | Block to block, per FMS calculation
5% of trip fuel | Minimum — increase for long oceanic sectors
Destination to alternate | Must be filed if wx below limits
30 min at holding speed | Non-negotiable minimum at destination
Pilot's discretion | Recommended for oceanic / remote routing

Weight Limits Reference

Limit	A320	A350-900	B787-9
77,000 kg | 280,000 kg | 254,011 kg
66,000 kg | 207,000 kg | 192,777 kg
62,500 kg | 192,000 kg | 181,437 kg
26,730 L | 158,000 L | 126,920 L

⚠

Always calculate an actual landing weight before departure. If fuel burn results in a landing weight above MLW, a fuel jettison plan or extended holding must be considered. The A320 has no jettison capability.

06

ATC Phraseology & Communications

ICAO standard phraseology — used on all SAV flights

Skyward Air Virtual follows real-world ICAO standard phraseology on all flights, whether online (VATSIM/IVAO) or offline. Use your assigned callsign at all times: Skyward {flight number} (e.g. "Skyward 101").

Key Phraseology Examples

Requesting IFR Clearance

"{Airport} Delivery, Skyward 101, Boeing 787, stand 42, request IFR clearance to {destination}, information Bravo."

"Skyward 101, cleared to {destination} via {SID}, squawk 2341, climb initially FL80, expect FL350 10 minutes after departure."

"Cleared to {destination} via {SID}, squawk 2341, climb initially FL80, Skyward 101."

Requesting Pushback

"{Airport} Ground, Skyward 101, stand 42, request pushback and start."

"Skyward 101, push back approved, face west, QNH 1013."

"Push back approved, face west, Skyward 101."

Requesting Takeoff

"{Airport} Tower, Skyward 101, holding point runway 27L, ready for departure."

"Skyward 101, runway 27L, wind 260 at 8, cleared for takeoff."

"Runway 27L, cleared for takeoff, Skyward 101."

Requesting Approach

"{Airport} Approach, Skyward 101, FL180, descending FL80, information Delta, request ILS runway 09R."

"Skyward 101, identified, descend FL60, expect ILS runway 09R, QNH 1016."

"Descend FL60, expect ILS 09R, QNH 1016, Skyward 101."

Declaring an Emergency (MAYDAY)

"MAYDAY, MAYDAY, MAYDAY — {ATC unit}, Skyward 101, {nature of emergency}, {altitude}, {intentions}, {souls on board if known}."

Readback Requirements

The following instructions must always be read back in full:

•Runway in use for takeoff or landing

•Takeoff and landing clearances

•Runway crossing clearances

•Hold short instructions

•Squawk codes

•Altimeter settings (QNH)

•Altitude and flight level assignments

•Speed and heading assignments

07

Emergency & Abnormal Procedures

Non-normal operations & crew response

⚠

Aviate. Navigate. Communicate. In any emergency, maintain aircraft control first, establish a safe flight path second, then communicate with ATC. Never sacrifice aircraft control for communication.

General Emergency Response Priority

1

Aviate

Maintain aircraft control. Set a safe pitch and power. Engage autopilot if it assists workload management.

2

Navigate

Establish position. Identify nearest suitable airport. Begin diversion planning if required. Avoid terrain and airspace conflicts.

3

Communicate

Declare MAYDAY or PAN-PAN as appropriate. Squawk 7700. Advise ATC of nature, intentions, and souls on board. Request assistance.

4

Execute Checklist

Complete the relevant emergency checklist for your aircraft type. Do not action memory items from memory alone — verify against the published checklist.

Emergency Squawk Codes

Code	Meaning	When to Use
General emergency | Any life-threatening emergency — MAYDAY
Radio failure | Unable to contact ATC on any frequency
Unlawful interference | Hijack or threat situation only

Go-Around Procedure

A go-around must be initiated without hesitation whenever the stabilised approach criteria are not met, ATC instructs a go-around, or the runway is not clear. There is never a wrong decision to go around.

☐THRUST — TOGA (go-around thrust)

☐Pitch — 10–15° nose up, arrest sink rate

☐Call "Go Around, Flaps" — select go-around flap setting

☐Positive rate of climb — "Gear Up"

☐Follow published missed approach procedure or ATC instructions

☐Advise ATC immediately: "Going around, Skyward {number}"

Revision History

Version	Date	Changes
March 2026 | Departure power settings revised. Climb speed schedule updated. Current version.
January 2026 | Fuel planning minimums updated. Weight table added.
October 2025 | Full SOP rewrite. ICAO phraseology adopted as standard.