Trip Itinerary

Airline information:

United Airlines: and 800-824-6200 for arrival and departure information

Reservation locator number – UA-V52L8W

Jason’s Mileage Plus number – 03067281224


ORD is Chicago O’Hare, NRT is Tokyo, SFO is San Francisco, DEN is Denver, MCI is Kansas City, and PVG is Shanghai (Pu Dong)


All international calls you must dial 011 first, then the country code:

65 is Singapore, 86 is China, 135 is most likely their separate cellular network prefix, and 41 is Switzerland


Mr. Jason Reskin – 41-796879333 (Global StarTAC cellular and voicemail) and 816-891-8176 (Non-priority local voicemail)

Our web page for pictures from the show and event updates –

Our e-mail addresses are available from this web page under “Meet the Crew” on the left frame “Active Remote Access” menu


Primary contacts are:

Mr. Kevin Tan (Managing Director) –              135-62126331

Ms. Prema Naidu (Personnel)

On our staff there:

Mr. Henry Lee (Show Coordinator) –               135-01683644

Mr. Joseph Quek (Facilities Manager) –           135-01680694

Mr. Devan Tan (Shipping Coordinator) –        135-01684891


Business in China conducted as:

Shanghai Perway Industry Investment Co., Ltd.
No. 6 Lane – 288 Wu Yuan Road
Shanghai  200031, China
Business in Singapore conducted as:

Events H.Q. Intl. PTE, Ltd.

37 Kallang Pudding Road

Block B, Unit 03-04, Tong Lee Building

Singapore  349315, Singapore

65-8445595 (Voice) and 65-8445598 (Fax)

Hotel information:

Once we are checked in and know the room numbers at the

hotel, we will be notifying family.  Our best indication is that

we can not make overseas calls from the hotel but we can

receive them.  The time difference is 12 hours.


Ning Du Bin Guan Hotel

Zhang Ning Road

Shanghai  200031, China

86-2102718 (Voice)

Dockmaster Manual




The Audrey simulator itself can be operated in every conceivable manner in the virtual universe, but without the Dockmaster station nothing else would ever move.  The virtual universe is dead without the Dockmaster station in operation.


The Dockmaster station software orbits the planet around the star, the moons around the planet, and rotates all of the above on their axis.  The weather map is dynamically moved over the surface of the moon as well.


This software also adds other vessels to the mix so that realistic delays, traffic conflicts, and procedures to work around these can exist.  The other vessels fly around on one of 13 different flight plans.




One of the primary duties of the Dockmaster is to communicate with Audrey and to simulate two-way communications with the other vessels.  All ships, including the Audrey, require clearances to undock, land, takeoff, dock, and to transition from one control area to another.


Communications with the Audrey can be lost if diligence is not maintained at all times.  The communications run on a FTL (Faster Than Light) self-destructive carrier that allows instantaneous communications within certain range of objects.  The type of objects dictates the effective communication range between the two objects since the carrier disperses wider with range and therefore a larger collecting surface is required for far away signals.

CENTER (Communications Encompassing Network with Topography Elusive Resonance) has the most powerful transmitters and the most sensitive receivers.  No practical range limitation exists in this simulation for communications between the CENTER and another object.  CENTER is simulated to be handled by Lycia, the third planet in the system and is utilized by ships (including Audrey) anytime no other frequency is appropriate, usually for transition between docks or planetoids.  The TER (Topography Elusive Resonance) technology allows communications to operate on any side of the planetoids ostensibly through the ground.


GITADS (Ground Integrated Terminal Approach and Departure Systems) works up to 100 km above the surface of the associated planet or moon.  This is used for all approach and departure operations with the surface.  If a city or dock control area overlaps this area, the city or dock has controlling authority.  It is easy to remember this since traffic is in closer proximity to one another in terminal areas like docks and cities.  GITADS also handles DOR (Directional Orbit Recalibration) operations when conducted within GITADS range.




Cities and docks have an effective range of 500km.  When a city and a dock overlap control areas, the city has control because there are more obstructions and fewer options close to the ground and vessels are in constant motion when flying in the atmosphere.


Ship to ship communications is limited to 250km.  No ships have controlling authority, so their communications ranges do not dictate control zones.




There are 121 different frequency combinations available (the square of 11) ranging from 0 to 10 on a left and right channel selector.  Once a channel is selected, it takes about 3 to 5 seconds for the carrier to be isolated.


If you change the frequency for an object, all virtual ships using that object are automatically notified.  However, Audrey must be alerted to changes so the crew may look up the new frequency on the flight computer and set it in their EFIS (Electronic Flight Information System).  You can change the frequency of an object by selecting that object with the up and down arrow keys and then using the left and right brackets [] to modify it.

Your current frequency should match the controlling authority for where Audrey is.  It is your duty to advise Audrey when you are handing them off from one control zone to another so they can change frequencies at the same time that you do and you never lose contact.  If Audrey is not using the correct frequency, an alert will sound that Audrey is in violation of USDC (United Stellar Defense Coalition) regulations.  You can only set your current frequency on an object that has that frequency set.





For example:  If Audrey just penetrated the control zone for the dock called Gateway, you would go to Gateway on your list using the up and down arrow keys and once it is highlighted, hit “U” to “Use” that frequency as your current transmitting and receiving frequency.



VPT (Vessel Profile Transmitter) is used as a transponder to transmit vessel information for a given location once every 2 seconds.  When interrogated, information about each vessel including name and flight number is given.  Without the VPT active on a vessel, the only way you can tell which direction they are heading is if they are moving.  It is recommended to have the VPT on for all vessels at all times.  It allows the Dockmaster to quickly identify vessels and keep them separate for flow control purposes.




Two more ways to communicate include the Prowler speech and the Audrey Speech.  The Prowler speech can be used with any ship.  It allows you to assemble phrases from a limited list of words for extra punch when Audrey (or another ship for that matter) has a run-in with the law.  The Audrey speech is specifically for Audrey and it will allow you to type in any English phrase (or for our International use, any set of phonemes) and the onboard flight computer in Audrey will almost immediately utter it.



You may use this feature if you do not want a vessel to transmit the normal radio calls for clearance requests, initial calls for new control zones, or confirmations of hold and release orders.  Select the ship that you wish to use this feature on and hit “E” for radio silence.



System Descriptions

Power Quadrant





Page 1 of 3













1: PDRT Thrust Mode Toggle (ON/OFF)

2: Trailing-edge Flaps

Forward  – Deploy

Rearward – Retract

3: Primary Thrust Control Mode Toggle (VMS/MOTO)

4: Target Designation Hat (EXP)

5: Coolie Hat (EXP)

6: Thrust Reverser or Z Velocity Mode

Forward  – Deactivates

Rearward – Activates


7: Docking Thrust and Control Modes

Forward  – Docking Thrust Mode Toggle

Rearward – Swap SLT and SLR Thrust Control Modes

8: 2-Position Boat (CAUTION: DO NOT USE)

9: 2-Position Arms Select (CAUTION: DO NOT USE)

10: Symmetrical Thrust Control Lock (ENGAGE/DISENGAGE)

11: Inboard Throttle

12: Outboard Throttle

13: Tension Adjust Lever (AKA: Friction Lock)

14: Arms LED

15: Boat LED

16: Turbo LED

17.1: Turbo Selector (WARNING: DO NOT USE)

17.2: Program Button (WARNING: DO NOT USE)

17.3: Erase Button (WARNING: DO NOT USE)

17.4: Internal/External Selector (WARNING: DO NOT USE)

18: Rudder Selector (WARNING: DO NOT USE)

19: Input for External Analog Interface (CAUTION:


20: Input for External Keyboard Interface (CAUTION:





EXP  Expansion, not currently supported in software

SLT  Captain’s station controls the translational thrust and therefore the co-pilot’s station controls the rotation

SLR  Captain’s station controls the rotational thrust and therefore the co-pilot’s station controls the translation

PDRT Plasma Drive Ring Turbine is a thrust mode that uses a portion of the plasma thrust to drive air-breathing turbofans for better efficiency in the lower atmosphere

LED  Light Emitting Diode is a form of illuminated indicator




The throttle is located as the power quadrant on the pedestal between the two crewmember stations.  This throttle system is used for operating the four (4) primary or main propulsion engines by wire.


For ease of use in space flight, rather than manipulating the output thrust of the engines as with conventional aircraft, this vessel incorporates a “velocity seeking” (VMS) system.  The desired velocity is selected exponentially from 0 km/s to 10 km/s in normal mode and 0 km/s to 1 km/s in docking mode (7).  The computer then fires thrust in the most efficacious manner to reach this desired velocity.



Similarly, the Thrust Reverser (6) selects the desired velocity as a positive or negative value and the computer determines whether forward or reverse thrust actually needs to be fired.


Furthermore, if turning the vessel or encountering gravitational pulls or friction as a result of atmospheric entry alters the forward velocity vector, the computer will strive to maintain the selected velocity automatically.


The conventional direct modification of thrust output (MOTO) can be selected by mode through the Primary Thrust Control Mode Toggle (3).  Since the velocity can easily get out of hand in the relative absence of resistance in space, this is recommended only for use in the atmosphere.  It is arguably easier to continue to use the VMS system in the atmosphere, as the transitions are easier between atmosphere and orbit and vice-versa.  In this mode, the Thrust Reverser (6) acts as a true manual activator of the thrust redirection.


PDRT Thrust (1) is more efficient below 38 km; therefore the checklist calls for its use only in that range.


Normally the Symmetrical Thrust Control Lock (10) is left in the locked position except in an engine failure emergency.  CAUTION: This controls inboard and outboard engine pairs, NOT port and starboard engine sets


There is a detent in the stroke of the throttle control, which is more evident when the Friction Lock (13) is set high.  Just past this detent to the bottom of the stroke is a 0 km/s requested speed.  It is most useful NOT to pull the control past the detent unless the vessel will be at station keeping when the crews’ attention is diverted from operation of the vessel.  It is also easier to operate the throttle for fine thrust controls (such as in docking) if operations are kept above the detent.


There is an upper detent, which automatically selects 100 km/s in normal mode or 10 km/s in docking mode (7).


The Primary Thrust Control Toggle (3) simply selects whether or not the computer should be attempting to match the control input.  This is useful when selection of a desired speed it to be laid in without immediate reaction of the computer.  For this reason, this toggle must be operated when the vessel is first powered up in order to deactivate this incorporated safety feature.


The use of SLT and SLR thrust modes (7) is outlined in the “Flight Controls” system description.  The effects of the PDRT Thrust (1) on these flight controls and the flaps are also covered in that section.






This Flight Handbook contains information, limitations, and procedures to be followed for safe and efficient operation of the Orpex T-71 vessel.  Good judgment is expected in instances where the recommended procedure does not cover the situation.




This Handbook is the property of Argus Foundation and is not to be made available to persons or agencies not affiliated with Argus Foundation unless authorized.  Refer to the Management Policy and Procedure Manual for information regarding control of this publication.




Copies of this Handbook will be assigned during initial training.  Assignment of additional or replacement copies and policy regarding crewmember responsibilities relative to availability in flight are outlined in the Flight Operations Policy Manual.


Chapter 23 (International Supplement) of this Flight Handbook is assigned only to staff personnel and to crewmembers operating outside of the United States of America.  All references to availability in flight and to revision responsibilities apply equally to this chapter when the holder is assigned to International operations.




Revisions are numbered and issued in consecutive order.  Each revision includes a Transmittal page.  The page includes a resume of major changes to aid in determining the extent or significance of the revised material.  Transmittal pages are also used to control the deletion of electronic messages and operational bulletins made obsolete by inclusion of their subject material in to the main body of this Handbook.


Yellow pages are used to describe system modifications or procedural changes planned for, but not yet applicable to, a particular vessel.  When the change becomes standard, the appropriate white page is revised and the yellow page deleted.


The person to whom this Handbook is assigned is responsible for keeping it current.  Revised pages are to be inserted as soon as possible after they are received.  A transmittal record page is provided and must be maintained.  A separate series of revision transmittals is issued for holders of chapter 23 (International Supplement) and holders must maintain the transmittal record page supplied.








Indicates beginning of more than one line of revised or new material


     Indicates end of more than one line of revised or new material.




Indicates only one line, or portion thereof, of      revised or new material.


Indicates deletion of material.


Indicates end of section.





Each page number is composed of three segments as described below:




System Descriptions







Each chapter index shows all section, major paragraph, and sub-paragraph titles in the order they appear.  New index pages are provided in revision transmittals when revised pages require subject titles to be rearranged.  If pages are missing from printed versions of this material and to check for updates to this manual, use the USDC web address at


Current Flight Operations Training Bulletins should be filed behind the index tab.  A bulletin index is provided and is revised as bulletins are issued or deleted.




This Handbook is designed to meet the needs of the operating crew relative to preflight, in-flight, and post-flight operations.  Format and content is arranged so that each crewmember can locate specific procedural coverage or necessary system information.


Material that is basic theory or has an initial training nature is separated so that the operational portions of the vessel systems can be more easily referenced.




FORMAT (Continued)




Chapters 1, 2, 3, and 4 contain the operating limitations, normal, emergency, and abnormal procedures.  These chapters cover pertinent USDC Approved Flight Manual Limitations, general and specific normal operating procedures, normal, emergency, and abnormal checklists together with their amplifications, and a listing of system specifications in quick reference form.


Chapter 5 contains additional normal operating procedures for use when operating a system where the usual complement of components is not available.  These procedures are designed for specific inflight malfunctions or to provide alternate operating instructions when dispatched with a unit inoperative.  The vessel is able to safely continue operation and may or may not have to observe a performance restriction.  This chapter also includes instrument correction data when required to operate in an alternate mode.  Section numbers in this chapter correspond with the chapter number to which the system handled by the procedure is assigned.  For example, an additional procedure relative to landing struts, which is described in chapter 19, would be found in the 05.19 section.


Chapter 6 contains all required normal en route operational performance charts together with instructions and explanations for the entire flight planning and performance system used on the vessel.  It also contains the Minimum Equipment and Configuration Deviation Lists.


Chapters 7 through 22 cover operational information about the vessel systems.  Each chapter is arranged identically to aid in quickly locating needed data.  The type of information found in each section is outlined below:


Section 01 – System Description


Provides a complete operationally oriented description of each system or subsystem covered in the chapter.  Depth of coverage is equivalent to that provided in transition training, which eliminates the need for a supplemental training information document.


Section 02 – Controls and Indicators


Provides illustrations of each type of control and indicator related to systems covered in the chapter.  Includes brief description of normal functions of control.  Shows specific nomenclature and location of the controlling electrical circuit protection.


Section 03 – Schematics


Contains simplified schematics, oriented towards associating the system controls and indications to primary system flow, which support the system description section.



FORMAT (Continued)




The same basic style, showing primary system flow from left to right or top to bottom, is employed for all schematics.  Unless mentioned in specific procedures, electrical power sources are not normally labeled.  A Code/Condition block states the condition shown in the schematic; most schematics are designed to show the system in its normal configuration with electrical power supplied and switches or controls in their usual positions.




Additional sections may be used to show information that does not fit the above categories.  Titles of these sections are descriptive of their contents.


Chapter 23 is considered part of the flight handbook, although issued and controlled by a separate revision system.  It contains flight planning, navigation, and performance information to supplement that found in chapter 6 and is required only for International operations.




The widest solid line shows the primary flow of a schematic.  If more than one primary system is shown, such as a left and right system, colored lines or coded patters of the same width are used.


Where the primary system is being controlled mechanically, pneumatically, or hydraulically, a line half the width of the primary line represents the control function.


The line representing the flow or connection from a system to an indicator is a single width line.


Standard line symbology is used to differentiate between electrical, mechanical, and fluid lines.  Standard symbols for system unites are used when possible.  The symbol also indicates the method used to actuate, such as M for motor, S for solenoid, or a handle for manual.


(See the following page for some typical symbols)