Fly! Pilot Handbook Written by Peter Lert Original Illustrations by Peter Carpenter Technical Documentation by Greg Kramer
Table of Contents ©1999 Gathering of Developers I, Ltd. All rights reserved. The software and related manual for this product are copyrighted. They may not be reproduced, stored in retrieval systems, placed on the Internet or World Wide Web, or transcribed in any form or by any means (electronic, mechanical, photocopying, recorded or otherwise) without prior written permission of the publisher.
Quick Start Reference In Loving Memory of Vernon Temple, who was a source of strength, humor and faith to all of us fortunate enough to have known him. All Pilots • Configure your graphics options (p. 10). • Setup your sound options (p.12). • Choose and configure your controls (p. 14). • Establish your Auto-Save options (p. 18). • Select Realism elements (p. 19). Novice Pilots • Once you have done all of the above, proceed to the Fly New view and pick a pre-set scenario (p. 31).
Welcome to the most realistic general aviation flight simulator ever developed for the personal computer. No need, however, to crow too much about the things that make Fly! special — since you are reading this manual, you’ve already been convinced! This reference guide is divided into two primary sections. The first section covers the configuration and user interface issues underlying this simulation: menus, options, and simulation controls.
Intro Screen Primary Menu Bar Simulation File Menu File Menu Load Scenario Fly Now! Links to the Fly Now View (p. 31). This is the quick and easy way to get right into the air and is ideal for novice or inexperienced pilots. Brings up a file box for loading predefined or favorite scenarios and resuming saved flights. Available pre-flight and during simulation. Save Scenario Flight Planner Links to the Flight Planner View (p. 32).
While it is important to understand these various options (especially if you are getting unsatisfactory performance), you can jump right into the sky with the default options. We do not, however, recommend it. Quick starters can simply head for their plane once they have defined their Graphics, Sound, and Control options, but all pilots will benefit from understanding the following information.
These options allow you to define the sound hardware and specifications for your system. Sound is a significant element in an effective simulation, so the higher you can move these settings, the deeper your immersion in the flight experience. Keep in mind that higher sound settings will slow system performance, so be prepared to lower them to remedy any stuttering or slow frame rates. Sound Device This pop-up menu allows you to select which sound hardware will be used to produce Fly!’s sound effects.
Restore Defaults This dialog may be used to customize the simulation’s default keyboard and button assignments to suit your personal style and preference. The key list shows the name of the simulation function in the left column, the currently defined keystroke in the center column, and the currently defined joystick or controller button assignment in the right column. Any listed function can be assigned to a keyboard shortcut, or to a button on a joystick or other input device.
Simulation Stretch Main Window When active, this feature creates a realistic change of perspective when you scroll around the cockpit—the landscape seen through your window will stretch as your perspective changes. You may see a small performance increase when this feature is on. Cockpit Window Full Width Normally, if you resize your window while using a camera other than cockpit, you will see the same resizing when you return to your cockpit.
Simulation Flight Entries This set of options allows you to define which of your settings will be automatically saved between sessions. The next time you launch Fly! these settings will load by default, speeding your return to flight. Each of these checkboxes can be toggled to indicate which data you want saved automatically when you exit Fly!. This list contains a history of each flight you have taken in Fly! Each entry displays the date and time of flight, the aircraft in use, and the flight duration.
Simulation Airplane Cold weather and high moisture levels can cause ice to form on your wings, a runway, and aircraft parts, reducing airplane performance. Turning off this feature eliminates the possibility of ice forming. When active, you will experience the effects of icing when conditions are present, but there is no visual indication of ice on the aircraft or outside surfaces. These options encompass the fine tuning necessary to ready a plane for flight.
View Menu Directory Use this tool to jump to any geographical point (airport, navpoint, etc.). The directory is a stripped-down version of the Departure/Arrival Dialog Box (see Flight Planner, p. 32). Toggle cockpit When in Cockpit view, use this feature to hide your entire instrument panel from view. When the panel is turned off, you will have a full-screen view of the landscape in front of your aircraft. To maintain your essential controls, you might want to bring up your Mini-Cockpit Window (p. 30).
This menu contains all of the simulation’s special Windows. These alternative views provide powerful and flexible tools that every pilot should learn to use. For example, you can bring up a sectional map of your current location to find out where you. Or, you can call up a miniature version of your cockpit so you can control your plane while using an external camera. These Windows are: Secondary Camera Window This window displays any of the external camera views.
Maximize/Restore: Airport: VOR: NDB: Click the Zoom-Out button to decrease the amount of visible area in the Vector Map while decreasing the size of the items visible. Click and hold the Zoom-Out button to zoom at an increasing rate. When the Vector Map is at minimum zoom, the Zoom-Out button becomes disabled. The maximum zoom out allows a 150 nautical mile visible radius from the airplane.
Simulation Text Labels: Toggles the display of text labels on and off. The Options Screen allows you to selectively display information about your flight. The information is displayed at the top of the Vector Map and is divided into 3 sections. The sections include the top-left, top-middle, and top-right of the Vector Map. Compass Plate: Toggles the display of compass plates on VOR navaids. Cursor Info: Toggles the display of information near the mouse cursor.
Simulation Help Brings up a visual representation of your axis readings and trim tab settings. This window will stay on screen even if you switch to another view. The window has three sets of indicators: the vertical bar represents your elevators, the top your ailerons, and bottom your rudder. White arrows show current position of control input (either keyboard or joystick) and orange arrows show current trim settings.
The Flight Planner is the interface for more advanced pilots who want to define many of the aspects of their flying experience: route, plane, load, weather, etc. Beginning a flight this way requires substantial experience and knowledge (consult this manual liberally if you have any doubts), but many options can simply be left in their default position. • Departing From/Arriving At Click on these buttons to define your departure airport and time and arrival airport.
NDB-Concentric circles NDB with DME-Circles with blue square center VOR-Hexagon with blue center VOR with DME-Hexagon with square center VOR with Vortac-Hexagon with bold edges Map Icons The two icons in the lower left corner of the screen indicates which maps you will see in the map window. Map Overlay: Pressing this button toggles the topographical map on and off. Detail Map Overlay: Pressing this button toggles a map overlay that indicates the location of detail maps.
Setup Aircraft Simulation Types to Display All aircraft shipped with Fly! are categorized by their engine configurations. This pop-up menu allows you to see all of the available planes (“All Aircraft”) or only aircraft of a specific type (Single-Engine, Multi-Engine, Single-Engine Turbo-Prop, MultiEngine Turbo-Prop, and Jet). Details Once you have selected an aircraft, its image appears in the right hand window. Click on the Details button to view selected performance information for the aircraft.
Setup Aircraft: Returns to Setup Aircraft (see above). Load Out Fuel: Links to Load Out Fuel (see above). Flight Planner: Links to Flight Planner (p. 32). Environment: Links to Environment View (p.38). FLY: Takes you to the cockpit of your plane. Be sure all settings in this section as well as Environment and Flight Planner are to your liking before embarking on your journey. Environment Ever wanted to control the weather? With the Environment interface, you can.
Simulation Precipitation Use the Precipitation pop-up menu to select the type of precipitation you desire: Clear (or None), Rain, or Snow. Precipitation can obscure vision, alter airplane performance, and increase take off and landing hazards. Intensity Precipitation intensity can be defined using this pop-up menu and can be set to Light, Medium, or Heavy. The more intense the precipitation, the greater the impact on the simulation.
Simulation Elevator You can adjust any of the usable cockpit instruments with your mouse pointer. Note that Radios have special mouse interaction features (p. 44). Elevator Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Down Arrow Elevator Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up Arrow Elevator Trim Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Num 1 Elevator Trim Down. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avionics Controls A number of radios are available to assist you in navigation and communication, including ADF, COM, NAV, GPS, and transponder radios. For details on the operation of these devices, see Radio Flyer in the Flight Instruction section. Tuning: As with all cockpit dials, you can point at the dials with your mouse pointer and turn them left and right with a Left-Click and RightClick (Windows) or a Click and Control-Click (MacOS).
Air Traffic Control Activate Defined Camera 1. . . . . . . . . . . . . . . . . . . . . . . . . . F1 Activate Defined Camera 2. . . . . . . . . . . . . . . . . . . . . . . . . . F2 Activate Defined Camera 3. . . . . . . . . . . . . . . . . . . . . . . . . . F3 Activate Defined Camera 4. . . . . . . . . . . . . . . . . . . . . . . . . . F4 Activate Defined Camera 5. . . . . . . . . . . . . . . . . . . . . . . . . . F5 Activate Defined Camera 6. . . . . . . . . . . . . . . . . . . . . . . . . .
Simulation Once you select the ATC service to communicate with, a window will appear with the available requests or responses you can make to ATC. If your COM radio was not already tuned to the ATC service, it will be auto-tuned for you. Press the ‘1’ through ‘0’ key to select the request or response you wish to make. The ATC system will react as appropriate, and will give you verbal instructions on how to proceed. All ATC communications are echoed to a scrolling text display at the top of your screen.
Simulation Distance Compression Slew Mode allows you to suspend the simulation and manually place the aircraft anywhere and in any position you like. To activate Slew Mode, press S. Once in Slew Mode, the keys listed below will control the position of the aircraft. Movement in Slew Mode is continuous and cumulative, meaning that the longer you hold a Slew directional key, the faster your craft will move. When you reach the position you want, press Slew Stop to freeze.
Simulation Range Finder Feature While in any camera mode, you can use the Range Finder Feature to identify important structures and landmarks within your field of view. Once you activate the Range finder, you may point at any object you see on the ground, the sky, or in the air and you will see a label identifying the object and calculating the distance to it. Activate Range Finder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Welcome to the start of what we’re sure will be an exciting, entertaining, and instructive experience. FLY! has been designed to replicate the sights and sounds of flying some of general aviation’s best-known aircraft with unparalleled realism. It goes much farther than that, however.
We’ve laid this flight manual out in a logical sequence to fit the needs of just about anyone, whether you’re a first-time novice or an experienced pilot (of either flight simulation programs or actual airplanes). If you’re starting from scratch, you’ll find your enjoyment of the program greatly enhanced if you take the time to read the chapters on fundamentals of flight and cockpit basics it’ll make your subsequent flights much easier.
FUNDAMENTALS OF AERODYNAMICS Rotorcraft THE WING’S THE THING All five of the aircraft presented in this release of FLY! have something in common: they’re all fixed-wing airplanes. By this, I don’t mean that they’ve been broken and repaired, but rather that their wings stay decently in one place, rather than the unseemly flailing about we see in rotorcraft.
Flight Instruction A MATTER OF CONTROL: The lift a wing produces is, for all practical purposes, at right angles to its surface. Bank the airplane into a turn, for example, and the lift banks with it; instead of lifting straight up, the wing is now also pulling the airplane toward the inside of the turn. (In fact, that’s what makes the airplane turn in the first place.
WHAT DO THE CONTROLS DO? All fixed-wing airplanes have three primary flight controls: ailerons, elevator, and rudder. Rudder The elevator is the movable portion of the horizontal tail, and its name is something of a misnomer: although it indirectly can affect the altitude at which an airplane flies, what it controls directly (and very effectively) is nothing more than our old friend angle of attack.
In the second picture (fig. 2), we’re looking at a cross-section of a typical wing, or airfoil. Because of its curved surface, the air can flow smoothly over the top surface. This is where most of the lift is produced. Notice, too, that we’ve drawn a line from the center of the leading edge to the trailing edge. Aeronautical engineers call this the chord line of the wing...
Unfortunately, we can’t just go on increasing angle of attack forever as speed bleeds off to zero; if we could, we’d have no need for helicopters. Instead, once the angle of attach reaches a certain point (called critical angle of attack), the air can no longer make the curve around the leading edge and over the top of the wing. Instead, the flow separates, becoming turbulent over the top of the wing (fig. 5).
Cessna 172R – Introduction and Tour We’ve spent enough time looking at theory in the last couple of chapters. Let’s start flying - and our steed for these first introductory lessons will be the same airplane that’s probably taught more Americans to fly than any other: Cessna’s immortal 172. If the Douglas DC-3 is sometimes characterized as “the plane that taught the world to fly,” then the Cessna 172 would have to be “the plane that made Americans pilots.
A COCKPIT TOUR Let’s settle into the left seat and take a look around. You’ll notice right away that just about everything is grouped on the left or pilot’s side of the panel; unless the airplane has a lot of optional equipment installed, the copilot’s side is mostly blank.
INSTRUMENTS: THE “SACRED SIX” Since you’ll be spending most of your time looking at the six main flight instruments, we’ll cover each in detail. By the way, this particular arrangement of them - two rows of three, with a specific location for each - is standard worldwide. You’ll find the same arrangement in all the airplanes in FLY! that have conventional round instruments - and even the Hawker Jet, with its allelectronic display, presents its information in a similar order.
THE ALTIMETER THE TURN COORDINATOR There are three clock-like hands. The big one reads hundreds of feet; the small one, thousands, so if the altimeter were reading “half past three” you’d be at 3500 feet above sea level. The smallest hand - the one that looks like a little triangle at the outer edge of the scale - reads tens of thousands; with the 172’s modest ceiling, you’re unlikely to see it much beyond “half past one.
And therein lies its disadvantage, too: since it doesn’t know where north is, it also doesn’t know if it’s accurate or not. Even the best gyros drift a bit with time (and even a theoretical “driftless” gyro, rigid in space, would appear to do a slow flip every 24 hours as the world turned beneath it).
Above these are two more gauges, both quite important. On the left, two pointers show how much fuel remains in the left and right wing tanks - always nice to know! To the right of the throttle, two more pointers are controlled by the red fuel mixture knob. Since airplanes operate over a much wider altitude range than cars, it’s necessary for the pilot to adjust the ratio of fuel and air entering the engine. Modern cars do this automatically, with fancy computers and oxygen sensors...
Cessna 172R – Basics First Lesson: The Four Fundamentals INTRODUCTION Because FLY! is so realistic, I’ll generally write as if we were in the real airplane. However, now and then I’ll need to make allowances or suggestions for the simulator environment. I’ll call these “SimTips.” Here’s one now: SimTip In real airplanes, it’s important to have the seat adjusted properly to get the same perspective out the windshield every time you fly.
SimTip: Pitch Trim LET’S FLY! Return to a normal cockpit view and turn on the master switch. Some of the annunciators at the top of the panel will light up (they’ll blink for ten seconds, then stay on) and the small engine gauges at the lower left of the panel will come to life. Check the left and right fuel gauges to be sure they indicate the amount of fuel you have on board. ENGINE START If you’re in a hurry, hit “E” on the keyboard and the airplane will magically spring to life.
SimTip If you don’t have rudder pedals or a three-axis stick, use the bottom two keys (0 and .) on the numerical keypad for rudder control. Keypad 5 centers the rudder. Tapping the brakes will slow you down. For some active rudder pedals, the top of each pedal actuates the wheel brake on that side only, so you have to squeeze them equally. You can use individual brakes to tighten up your turn radius on the ground.
G “G” stands for “GAS.” Check the left and right fuel gauges for adequate fuel onboard, verify that the fuel selector is on “both” and the fuel shutoff is pushed all the way in. We’ll leave the auxiliary pump off for the moment. “A” stand for “ATTITUDE.” For once, this doesn’t mean how you feel, or if you intend to get in my face later on; it’s your cue to check pitch attitude, or, in this case, to verify that you have the pitch trim set properly for takeoff.
TAKEOFF! (finally!) The big moment has arrived. Crosscheck that with the artificial horizon; the miniature airplane should be just about on the horizon bar. Make sure the brakes are released, then smoothly apply full power. The airplane will start to roll ahead. If you have FLY! set for realistic flight modeling (and I strongly recommend that you do - we worked very hard on its accuracy!), you’ll notice that the airplane will also try to veer off to the left.
While it’s doing this, let’s take a moment to look at why it can remain so stable on its own. (If it’s not quite doing that, go ahead and pause the simulation). Any certificated civil airplane has a fairly high level of pitch stability. That is, when it’s trimmed for a certain speed (as we did just now), it’ll tend to hold that speed even if displaced from it. Let’s take a look at how this works. Tail Airfoil This means that the airplane’s natural tendency would be to drop its nose.
Now shove the throttle wide open. The nose comes up - and while the airplane will ultimately settle down near its formerly trimmed speed, it’ll first go a bit below it, for the same reason. What if the tail weren’t right behind the propeller(s)? Sure enough: airplanes with T-tails have much less trim response to power changes. CLIMBS AND DESCENTS This time, while the spiraling propeller slipstream continues to play a role, there’s another force: the notorious “P-factor.
ONE GOOD TURN DESERVES ANOTHER Let’s return, once again, to trimmed straight-and-level flight. Now we’re going to try some turns to either side - first gentle ones, then steeper. Remember, turns in an airplane are made by directing part of the lift in the desired direction, and we do this by banking. You’ll notice that the airplane tends to hold whatever bank it has with the yoke centered. As you rolled into the turn, it started turning (changing its heading) to the right.
First, let’s try something weird: rather than using the yoke, try to make a turn simply by applying full rudder in the direction you want to go. What’s happening? This is a great illustration of how lift, aimed by banking, rather than the rudder, is what actually turns the airplane.
THE EASY ONE FIRST Get the airplane trimmed up for a normal cruise and make your clearing turns. When you’re recovered to straight and level flight, ease the power back to idle. The nose will try to drop, but don’t let it. Instead, bring it up above the horizon about ten degrees; what we’re looking for is a gradual and constant slowing, with the airspeed ideally reducing by one knot per second. This isn’t your passengers (actually, it might be).
Practice this several times. What you’re working toward is a recovery with minimum loss of altitude once the stall “breaks.” DEPARTURE STALL To the extent that the 172 can be goaded into a full stall at all, the ones we just did were the easiest and most docile. Now let’s look at another type: the departure stall, in which we simulate someone trying to climb too steeply after takeoff.
“THE BACK OF THE CURVE” With all these ruminations, we’re probably down below 110 knots now, so run out the second notch of flaps. Again, there’s a nose-up trim change and a bit of ballooning, but less than the first time. This is due partly because we have less airspeed, and thus less energy, starting out, and partly because the flaps are now transitioning from “pure lift” to a more balanced “lift and drag” regime. Again, wait until the airplane has settled down.
What we’re about to do is called an “approach to landing stall.” We have the airplane configured as if we were going to land, and we’re descending as we would in the landing pattern. Pick an altitude a couple hundred feet below where we are now, and when you reach it, apply back pressure to try to level off without adding power.
Before we go any further, set your directional gyro (which has probably drifted during our earlier flights) to match the magnetic compass on top of the panel. As you get close enough to the airport, you’ll see the big numbers painted on the ends of the runways. These represent the magnetic heading of the runway, minus the final zero - for example, 9 would be a heading of 90 degrees, 24 would be 240 degrees, etc.
Cessna 172R Before Takeoff Checklist* Flight controls . . . . . . . . . . . . . . . .FREE & CORRECT Flight instruments (DG/Altimeter) . . .CHECK AND SET Fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . .CHECK Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RICH (or as required for high altitude takeoffs) 5. Fuel selector valve . . . . . . . . . . . . . .RECHECK BOTH 6. Elevator trim . . . . . . . . . . . . . . . . . . . .SET for takeoff 7. Runup: . . . . . . . . . . . . . .
Now, using back pressure and trim, see how slowly you can fly. Depending on loading, you’ll probably get down below 50 knots, with a rate of descent not much more than 1000 fpm. 1. Extend full flaps. 2. Confirm fuel supply ( you may just be out of fuel in one tank). 3. Slow the airplane to minimum “mushing” speed and trim for it. We’re going to take a final look at a few specialized stalls, so let’s start out with the airplane cruising at a reasonable altitude - say, 5000 feet.
ALL CROSSED UP Next, let’s look at something that’ll seem counterintuitive at first: intentionally un-coordinated flight. Thus far, we’ve been using the rudder to keep the skid ball centered. Now, however, we’re going to use aileron one way and rudder the other to perform a sideslip. Even more precise is a forward slip. First, let’s return to level flight.
In fact, the 172 is so reluctant to spin, and so eager to get itself out of the situation, that you probably can’t hold it into a spin for more than 4 to 6 turns before it’ll have picked up enough speed to un-stall itself and transition into a steep spiral despite your best efforts to keep spinning. ONE: Smoothly apply full rudder opposite the spin. TWO: As the rudder reaches the stop, briskly move the yoke or stick forward until the airplane stops rotating. Airspeed will begin to increase.
Exciting, isn’t it? But not really that scary. Climb back up to altitude and try another. This time, things won’t seem to be happening quite so fast. You’ll have time to look at the airspeed indicator; notice that it stays pretty low during the whole spin, and doesn’t jump off its peg and start indicating again until you’re into the recovery.
BANKING AND YANKING, PART 3 …and that brings us to the final “hairy” maneuver for the course. It’s another one with a colorful name from the 1920s: “The Graveyard Spiral.” (Ominous music, please…) A quick demonstration will explain. As usual, get the airplane set up in cruise at a reasonable altitude. Start a reasonably steep turn, either way, but keep it less than 45 degrees.
For the moment, though, we’ll just look at the very basics: flying the “four fundamentals” without visual reference. Your primary instrument for aircraft control is the artificial horizon, with its miniature airplane. The little airplane’s wings should be exactly on the horizon when the airplane is in level cruise. If they’re not, use the knob at the bottom of the instrument to adjust them. You should find straight and level flight pretty easy: just hold the “picture.
Before descending into the clouds 1. If you have a gyro compass, turn to the desired heading. If not (magnetic compass only), turn directly East or West to minimize the compass’s errors and swinging tendencies. 2. Extend flaps to the first notch; this will make the airplane more stable in airspeed. 3. Set power and trim for a descent of 500 feet per minute. Check the trim to ensure that the airplane maintains it “hands off.” 4.
As we continue to discuss aircraft radionavigation, that term, as well as its companion, bearing‚ will come up frequently, usually associated with a specific degree value (for example, “the 315-degree radial from Podunk VOR”). It’s important to remember this simple fact: a radial always refers to the direction from the station to the aircraft; a bearing always refers to the direction from the aircraft to the station.
Alternately, you could take a cross-bearing from another VOR station. Let’s say that Centerville VOR is somewhere southwest of Podunk. Tune your nav receiver to the Centerville frequency and, once again, center the needle with a FROM flag in view. In this illustration, you’re on the 030 radial from Centerville; where it crosses the Podunk 315 radial is your exact position.
STATION PASSAGE As you pass the station (right overhead if you’re good or lucky, to one side or the other if you’re like the rest of us), the needle will quiver a couple of times and the flag will change from TO, through its striped “barber pole” or OFF indication, to FROM. If your course takes you onward without a turn, you don’t have to do anything else.
The skills you’ll use to fly an ILS are essentially the same as those for a VOR, except that now you have to do them in three dimensions (and quite a bit more precisely). Where, before, you simply watched the “fly left” or “fly right” indications of the VOR needle, now you also have to follow the “fly up” and “fly down” (or, more accurately, “descend shallower” or “descend steeper”) indications of the glideslope needle. Let’s work our way through a typical ILS final approach.
THE BACK COURSE The localizer and glideslope are exactly aligned for use with only a single runway. At some airports, however, the localizer’s “back course” can be used for a nonprecision approach to the other end of the same runway, landing in the opposite direction. There are only two significant things to remember about such a back-course approach: 2. The back course approach provides no vertical guidance.
HOMING AND TRACKING: Unfortunately, this won’t give you a straight track across the ground. Instead, the wind will push you one way or the other. As you keep turning to keep the station straight ahead, your heading will change. If you started at any significant distance from the station, you’ll invariably end up approaching the station directly into the wind. Instead, determine the magnetic bearing to the station by adding the relative bearing to your compass heading.
Radio Flyer Part 1 Glance around the cockpit of just about any modern general-aviation aircraft, and the first impression is “there are sure a lot of knobs and dials.” As you get around to flying the aircraft, you’ll soon find that there are relatively few instruments you’ll focus on for guidance in actually maneuvering the machine.
COMMUNICATIONS The left side of the radio is the “comm” side. It displays two frequencies: the “active,” the one actually in use, at the extreme left side of the unit, and the “standby,” or preselected frequency, to its right. In normal use, frequency selection affects only the standby frequency; the outer knob changes whole megahertz (mHz), while the inner knob changes the figure to the right of the decimal in steps of .05 mHz. If you need to tune one of the more recent “split” frequencies, in steps of .
TRANSPONDER Another push of the mode button gets you a very fancy stopwatch, which starts counting up as soon as you enter this mode. To stop it and reset it to zero, hold the frequency transfer button for a couple of seconds. Subsequent pushes on the transfer button start and stop the stopwatch. While the transponder doesn’t tell you a whole lot, it tells the world around you - specifically, air traffic controllers - some things it’s very important for them to know.
good form to “squawk standby” when on the ground, supposedly to prevent cluttering up controllers’ scopes around the airport; but in the real world, their equipment automatically “disappears” any targets moving at less than flying speed anyway, so you might as well ignore it. “TST” tests all the functions of the equipment and lights up all the segments and legends on the display. Note that this will not necessarily correspond to your altimeter reading unless the local pressure is 29.92 in. Hg.
GLOBAL POSITIONING SYSTEM (GPS) It’s really a sign of the times that even the most basic airplane in FLY! - the “lowly” Cessna 172R - now comes with a GPS as standard equipment. Only a few years ago, GPS was considered a highly exotic (and extremely expensive) system for worldwide navigation, suitable only for the heaviest bizjets. Now that you can buy a basic handheld version at Wally World for a couple of hundred bucks, it’s also become the de facto navigation standard for new light aircraft.
There are a few other GPS functions of which you should be aware. You needn’t bother with the GPS’s flight plan pages, on which you can enter up to 25 different pre-stored flight plans with departure, intermediate, and destination waypoints; in FLY!, the flight plans you set up in the simulator’s Flight Planner are automatically transferred to the GPS.
The 172’s simple autopilot is a “single-axis” system. This means it can steer the airplane from side to side (using the ailerons) and even track navigational radios, but control of altitude, climbs, or descents, is always left to the human pilot.
ALL THESE RADIOS… With this much equipment even in a “simple” 172, you need some way to select which of the many radios you’ll listen to and talk over. The gadget that allows you to do this is at the top of the radio stack, and is called an “audio selector panel.” The double row of ten switches selects which of the various receivers you’ll hear in the headphones or, in FLY!, the cabin speaker (always selected in the simulator).
FOLDING ROLLERS Obviously, one of the main differences between the Mirage and the 172 is that the Malibu Mirage has retractable landing gear. For many pilots, their first flight in a retractable-gear airplane is a real milestone, their first move into the world of complex and high-performance machines.
You can also use the gear for drag if you need to get down from high altitude in a hurry--for example, if you have a cabin pressurization problem while cruising up in the 20,000-feet-andup range. (Bear in mind that the airplane’s oxygen system is only good for 15 minutes of use.) You can extend the gear at any speed up to 165 knots; but once it’s down and locked, you can go right up to 195 knots, only 3 knots shy of the airplane’s 198-knot redline.
Just below the controller is a triple indicator showing cabin altitude, cabin rate of climb or descent, and differential pressure the difference, in pounds per square inch, between the air inside and outside the cabin. A glance at this will reveal how carefully the structure of a pressurized airplane must be designed. For example, assuming that each cabin window has an area around one square foot, at the maximum normal differential pressure of 4.5 psi, it has to withstand a force of some 650 pounds.
One reason turbos didn’t appear until World War II is that they had to wait for the development of sufficiently advanced alloys. If you could see under the Mirage’s cowling at cruise power and altitude, you’d find the whole exhaust system, and both turbos, glowing anywhere from cherry red to a cheerful orange. Even the compressor side gets pretty warm, which is why a large intercooler is installed to reduce the temperature of the induction air before it’s ducted to the cylinders.
ENGINE OPERATING TECHNIQUE, PART 2: Mixture Control It’s the same in the air. When you set the prop control (the blue handle on the power quadrant) for a desired RPM, you’re actually setting a hydraulic governor on the engine that, in turn, meters oil to the propeller hub to set the blades at the correct angle.
You have three instruments to set the correct fuel mixture in the Mirage: the fuel-flow indicator, the turbine inlet temperature indicator (TIT), and, to a lesser extent, the cylinder-head temperature indicator (CHT). TIT CHT Takeoff and initial full-power climb are always performed with the mixture control in its forwardmost full rich position.
Emergency Locator Transmitter SAME OLD “SACRED SIX” VAC Fuel Qty. Emergency Gear Extension (Not Shown) CHT OP OT TIT FF Flap Control The primary flight instruments are almost exactly the same as they are in the 172 (in fact, over on the copilot side of the panel, they are exactly the same). The only difference on the captain’s side is that the directional gyro has been replaced by an extremely handy device called a Horizontal Situation Indicator (HSI).
Malibu Overhead Switches (use Ctrl + Up Arrow to see overhead) Left/Right Magnetos Engine Starter Battery Master Alternator #1 Taxi Light Alternator #2 DUAL SYSTEMS Strobe Light Landing Light Dump Cabin Pressure Annunciator Dimmer NAV Light Fuel Pump While the Mirage has a single engine, it’s a very reliable one; and if you analyze the history of problems encountered by single-engine airplanes, it’s often the failure of some ancillary system, rather than the engine itself, that caused the diffi
The two gauges in the second row are both affected by the mixture control. From left to right, they are Turbine Inlet Temperature (TIT) and fuel flow. Pushing the button to the left of the TIT gauge brings up its fine-resolution digital display in the top of the left window at the extreme top of the stack. The digital display for fuel flow is a bit more sophisticated. Pushing the button to the right of the fuel flow gauge brings a digital readout, in gallons and tenths per hour, into the top right window.
Once you’ve taxied to the active runway, we’ll do a slightly more complicated pre-takeoff check than we did in the Cessna. Remember our CIGARS mnemonic? Now we have a similar, but new, one: CIGAR-TIP. LET’S FLY! G, as before, is for Gas - correct amount onboard, fuel gauges verified, fuel selector on the fuller tank, and, for the moment, emergency pump OFF. (We’ll use it as a backup for takeoff and landing, but let’s leave it off during the runup as a check that the mechanical one is working properly.
TAKEOFF AND CLIMBOUT Taxi into position and line up on the runway. Normal takeoffs in the Mirage are made with flaps retracted. On a very short field, however, the first notch of flaps will get you off the ground a bit quicker; we’ll practice that one on our next takeoff. Let the airplane accelerate and begin the rotation to takeoff attitude at 80 to 85 knots.
As you approach the course arrow this time, start reversing the entire sequence. On your first left turn, retract one notch of flaps and accelerate to 90 knots, without losing any altitude; on the second turn, bring up the next notch and accelerate to 100 knots; on the third, retract the gear; and, on the fourth, retract the final notch of flaps and accelerate to cruise speed once again.
LET’S GET DOWN We’ll start a descent manually, so you can get used to reducing power, then slew the simulator so we don’t waste too much time. Disengage the autopilot, then bring the throttle back just a bit, reducing power by only one in. Hg, to 31 inches. Check your watch, or start one of the stopwatches in the nav receivers or the ADF: it’s a good rule of thumb, on these highly-tuned turbocharged engines, to reduce power at a rate of no more than one in. Hg.
ONE MORE TIME Taxi back for takeoff. This time, we’re going to fly the approach by hand. Leave the #1 nav radio set to the ILS, and the course arrow set to the inbound course. Let’s try a short-field takeoff, too. Extend the flaps to the first notch and line up on the runway. Check that the emergency pump is on and apply full power. At 1000 feet, start a right turn to the reciprocal heading of the ILS, and continue about 15 degrees beyond it.
Piper Malibu Engine Run-up and Before Takeoff Checklist 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET Propeller control . . . . . . . . . . . . . . . . .FULL INCREASE Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . .2000 RPM Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK (max drop 175 RPM, max difference 50 RPM) Gyro suction . . . . . . . . . .
In the center of the instrument you see a large arrow called, appropriately enough, the “course arrow.” This is analogous to the OBS on a conventional VOR indicator. Like an OBS, it can be set to the desired course using the knob with the arrow symbol at the 7 o’clock position. You’ll notice that the whole course arrow turns to indicate the course you’ve set against the degrees on the compass ring. If the airplane turns, the course arrow moves with the compass ring.
DISTANCE MEASURING EQUIPMENT (DME) It does this by emitting a pulse of radio energy. The DME ground station receives this pulse and replies to it. By timing how long it takes to get an answer and calculating in the speed of light (186,300 miles per second - “it’s not just a good idea, it’s the law!”), the system determines the range to the station and displays it in nautical miles and tenths. Almost all DME stations are co-located with VORs, so by tuning in a single station you can fix your position.
THREE-AXIS AUTOPILOT The radars on the Malibu Mirage and the Navajo Chieftain have an extra feature called “Vertical Profile.” It’s activated by the “track” arrows and the VP button on the face of the radar. Here’s how it works: Pressing the ALT button will “capture” the altitude at that moment. The airplane will level off and continue to hold that altitude.
AUTOMATIC TRIM In order to control the elevator without its servos constantly holding excessive pressure, the autopilot system includes an electric motor to operate the trim wheel. In addition, when the autopilot isn’t engaged, a switch on the control yoke allows you to adjust the trim without letting go of the controls. If the autopilot is engaged, pressing the trim switch will disengage it.
Flying a Chieftain is a great way to gain real-world experience, the kind that looks good in your logbook. Ask in the cockpit of any airline jet nowadays, and chances are good that at least one of the pilots will have served his or her apprenticeship in the trusty “Navahog.” The airplane remains an essential air service provider even today. As regional airlines move into turboprops and even smaller jets, they can’t afford to keep serving the smallest communities.
Unfortunately, this requires a fair bit of work, in its purest physical sense. If you’ve ever tried to hand-start an airplane (Kids: don’t try this at home without getting thorough instruction, unless you want to end up with a nickname like “Lefty”), you’ll know that it takes a real heave. This is because any piston engine is, in effect, an air pump - and for a propeller to windmill, it has to turn the attached engine over each piston’s compression stroke.
This speed is so important that it’s marked, on the airspeed indicator of multi-engine airplanes, with a big red radial line. The warning is simple: if you’re flying below VMC, and an engine quits, you will not be able to control the heading of the airplane unless you reduce power on the operating engine, give up some altitude to gain more flying speed, or both.
*C.P. = Co-Pilot’s Side Right Mixture Right Prop Left Prop Right Engine Throttle Audio Panel GPS Panel NAVCOMM1 NAVCOMM2 Prop Sync Landing Gear Master Avionics Parking Brake Alt Static Suction CDI/NAV ADF Turn Coordinator Clock Airspeed HSI 196 Left Engine Throttle EGT Attitude Indicator Left Mixture ADF Panel Flap Position Indicator Transponder Weather Flap Lever Radar Volts Oil Temperature Fuel Pressure C.P. Vertical Speed Indicator ELT Clock Fuel Flow C.P. Altimeter C.P.
There are also a couple of red tabs, one for each engine, at the front of the fuel selector panel. These are the firewall shutoff valves; normally, you’d only pull them after an actual engine failure or in case of fire. Now let’s look up above the windshield. Wow! Even more switches than in the Mirage, and a few dials besides! Actually, two of those dials - the left and right fuel gauges - represent one of Piper’s few design errors in the Chieftain.
LET’S FLY! Get set to enjoy the performance of a multi-engine takeoff and climb…because that’s about the last time you’ll be allowed to have both engines running during this lesson! With both engines running smoothly and the avionics powered up, we can taxi for takeoff. Normally, a twin is steered the same way as anything else, via the rudder pedals.
IT’S QUIET OUT THERE…TOO QUIET… Okay, fun’s over (or, depending on your outlook, about to start): The airplane will immediately yaw and roll to the right, so get on the controls and get it leveled out again. You’ll find yourself holding considerable left aileron and rudder pressure, and that rudder pressure is the key way to determine which engine has failed: “Dead Foot, Dead Engine.
SINGLE-ENGINE APPROACH AND LANDING THE WORST OF THE WORST Normally, this would come a bit later in the syllabus - but since we already have an engine shut down, let’s head back toward the airport (fly or slew the simulator as you prefer) and we’ll examine the prospect of a single-engine landing. What’s the worst thing that can happen to you in a twin? Most pilots agree that it’s an engine failure right at liftoff.
Here we go (gulp!). Get the airplane configured for a normal takeoff, start the takeoff roll, lift off, accelerate to 110 knots, and before you retract the gear or flaps, fail the left engine by pulling its mixture all the way back (or have a buddy do it for you). You’ll be very impressed at how much harder the airplane tries to yaw and roll than it did when you lost an engine at cruise.
Navajo Chieftain Before Takeoff Checklist 1. 2. 3. 4. 5. 6. 7. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 208 King Air B200 — The pleasure of flying a turbine. Beech King Air B200 INTRODUCTION Welcome to the wonderful world of turbine-powered flying. Those who aspire to a professional piloting career will assure you that this is “where it’s at;” and once you’ve had the pleasure of flying a turbine, you’ll find it hard to go back to pistons.
A TURBINE ENGINE PRIMER All of these types, however, share the same core technology - and, while they may have only one major moving part, you’ll be surprised to find out that they operate on the same four-stroke internal-combustion “Otto” cycle as the piston engines found in airplanes and cars. Although there are fancy names for each stage in this cycle, we can summarize them as “Suck, Squeeze, Burn, and Blow.
Over the years, both the King Air and PT6 families developed ever bigger and stronger members, but the family resemblances are strong. The Super King Air B200 featured in this release of FLY! is a far cry from the old “straight 90,” but its heritage is evident at a glance; and its mighty 850-hp PT6-A-42s are similarly close to their original 500-hp ancestor.
The other clue is that where you’d expect a big jet exhaust at the back of the engine nacelle, there’s either nothing or an optional baggage locker! Instead, there are two big exhaust pipes at the front of the engine, right behind the propeller. This is because in the King Air (and every other airplane except those with “pusher props” such as the Piaggio Avanti), the PT6-A is a reverse flow engine. It’s actually mounted backward in the cowling, with its intake at the rear.
C.P.
Next down is the torquemeter. This indicates, directly, how hard the engine is turning the propeller shaft, and is your primary power setting instrument. Like the ITT, it has a redline which must not be exceeded. Next comes the tachometer. To allow very accurate setting of RPM, it works like a miniature altimeter: the big hand indicates hundreds of RPM, the small hand indicates thousands. Takeoff RPM is 2000; you’ll cruise between 1600 and 1800 RPM.
Almost all of the switches on the subpanel are actually “switch/breakers,” combining the functions of a switch and a circuit breaker. An overload on any of these circuits will cause its switch to click back to the OFF position.
Behind this, the pedestal accommodates the autopilot/flight director controller, the cabin altitude selector and pressurization controller, and a short row of switches controlling pressure dumping, power to the elevator trim system, a rudder boost function that we’ll explain shortly, and the yaw damper unless it’s part of the autopilot. Most recent Super King Airs have enough optional equipment (long range navigation systems, remote course arrow and heading bug selectors, etc.
Conventional King Air wisdom suggests starting the right engine first, since the battery is in the right wing root and the cable run to the right starter/generator is shorter. Actually, on most later King Airs, the big junction box with the start switching relays is in the middle of the airplane anyway, so it doesn’t make much difference, but tradition dies hard. Move the right ignition/engine start switch up to the ignition/engine start position.
PRE-TAKEOFF CHECKS Turn on the inverters and avionics and taxi to an active runway. With no magnetos to worry about, we won’t do an engine “runup” in the traditional sense, but there are still a few items to check. While you’re taxiing, you can experiment with the propellers’ “beta” range. Rather than riding the brakes to keep taxi speed down, lift up on the power levers and ease them back below IDLE.
ENGINE FAILURE ON TAKEOFF Spend as much time as you want feeling out the airplane; as always, steep turns, stalls, and “FAA Weaves” are an excellent way to do so. When it’s time to head back to the field, you’ll see another advantage of turboprops: while it’s still nice to avoid sudden major temperature changes, if you need to get down fast you can just smoothly pull the power levers all the way back to “idle” and come down like a rock.
Now retract the flaps and let the airplane accelerate to VYSE, 121 knots. Trim for that speed and set rudder and aileron trim so it’ll hold heading, hands off, with the left wing raised enough to get the skid ball about halfway out of its cage. Now look at the rate of climb.
Hawker 800XP Jet INTRODUCTION You’re taking on a bit of a task, too. At the end of the chapter on the Navajo Chieftain, I noted that “it would only get easier from here on out.” I based this on the fact that turbine aircraft enjoy not only much better performance and powerplants that are simpler to operate, but boast a number of labor-saving devices as well (such as the automatic feathering system on the Beech Super King Air).
THE HAWKER JET: A Piece of History Just about everyone - even most pilots - thinks that the Learjet, which first flew in 1963, was the first small corporate jet. By that time, though, in England, the celebrated old firm of de Havilland had already been flying their DH-125 for well over a year. Flight Instruction The biggest change came in 1977, when production, which had briefly wandered as far afield as Beech Aircraft in Wichita, returned to Hawker-Siddeley in the UK.
What was needed was something that could move air faster than a propeller, but slower than a pure turbojet, and that’s the turbofan. At the core of every turbofan is a straight turbojet - but attached to the front is a big fan (or, if you prefer, a small, shrouded propeller with a whole lot of blades).
As it does, however, the “tailfeather effect” of the vertical fin, as well as the increased drag of the left wing, try to slew it back around to the left. The right wing starts to come back up, while the yaw switches around the other way. Unfortunately, it’s out of phase with the rolling motion, so the airplane starts to wallow back and forth.
If the pilot is so thick-headed as to ignore this warning, the airplane moves on to the “stall identification” phase, and at this point it doesn’t mess around. Somewhere in its little electronic brain, it says, “enough, already,” and shoots 2,500 psi of hydraulic pressure to a cylinder attached to the elevator controls: the “stick pusher.” The nose drops smartly, just as it would if a conventional airplane were actually stalled.
C.P. Secondary Mode Select #2 Radio Tuning FMS1 Control/FMS2 Control Flap Position Indicator Dump Valve Oil Pressure/Temp Pilot’s Audio AOA Indicator Secondary Mode Select #1 Radio Tuning Fuel Digital Clock Panel Lights Navigation Display Brake Pressure Altimeter & VSI Primary Flight Display (PFD) Standby Airspeed Thrust Reversers Co-Pilot’s Audio Cabin Pressure Altimeter & VSI C.P.
Now the glare shield jogs downward a step, and both the captain and copilot have a mode selector for their (separate) flight directors. The autopilot can follow the commands of either flight director (and is normally switched to the captain’s side). The slanting area of each side of the glareshield contains selector switches for that side’s EFIS symbology and dimmer knobs for various areas of panel lighting.
To the right of the engine instruments is the main annunciator panel. In addition to its own annunciators (red and yellow ones will also light the MASTER WARNING flashers), it has several “repeater” lights. These are provided to call attention to annunciators in the roof panel; each is labeled with the area of concern (ICE PROT, ELECT, etc.) and an upward-pointing arrow. Below the annunciator panel are the landing gear handle and its associated lights, and the flap position indicator.
MISCELLANEOUS CONTROLS SimTip Nosewheel steering is done by using the rudder keys or the rudder axis in FLY! to allow easy use on standard keyboard and joystick configurations. Like most larger jets, the Hawker is steered, on the ground, by a separate nosewheel steering system. Its “tiller” is a large knurled knob on the left cockpit side ledge. On a typical takeoff, the pilot will steer, using the tiller, until sufficient airspeed is reached (around 50-80 knots) for the rudder to become effective.
What’s particularly helpful is the pair of magenta bars that appears to “grow” up and down to the left of the airspeed digits box. This is a “trend vector,” and tells you whether your airspeed is increasing or decreasing, and how fast. The end of the vector indicates what your speed will be about ten seconds from now. When flying enroute, you may prefer to put the EHSI into its “arc” mode. Now, instead of showing the whole HSI, it shows only an arc ahead of the airplane.
On the center pedestal, check that the power levers are at idle, the L and R HP cocks are OFF, and - at the rear of the pedestal, from left to right - the aft fuel tank transfer and crossfeed/wing transfer levers are OFF and the LP cocks are ON (all four levers at the tops of their slots). At 46% N2, the start sequence should terminate automatically: the OPERATING and IGN ON lights will extinguish, the right starter-generator will “switch roles,” and the GEN 2 FAIL light will go out.
127 123 121 114 VREF (knots) 108 111 20 19 18 Weight (lb x 1000) 17 Table 2 - Landing approach speeds (VREF) 118 22 21 23 111 117 126 6000 133 139 124 131 126 23.5 125 116 126 116 116 125 3000 133 140 124 133 116 116 116 133 140 124 133 116 125 S.L. V1 VR V1 VR V2 VR 126 V1 alt V2 28000 28000 28000 25000 25000 25000 22000 22000 22000 wt-> Table 1 - Simplified takeoff speeds (standard temperature assumed) The Numbers Game V2 254 Taxi onto the runway and get lined up.
CLIMB Most jets get more and more efficient the faster they go, and the Hawker is no exception - but it runs up against a few FAA rules. At most airports, as long as you’re within 2500 feet of the surface, you shouldn’t go faster than 200 knots. This shouldn’t be too hard to maintain, particularly while you’re still retracting the flaps - and by the time a minute or less has gone by, you’ll have climbed past 2500 feet anyway. The next restriction is 250 knots, and that one is valid through 10,000 feet.
Old-time jet pilots called this region, where the high and low limit speeds come together, the “coffin corner.” Modern civil jets are provided with adequate margins, if necessary simply by limiting their maximum permissible altitudes. Probably the worst airplane for a “coffin corner” was the U-2 spyplane: with its straight wings it had a low limiting Mach number, while its very high operating altitudes meant that the low-speed buffet boundary was very high.
A rough, but handy, rule of thumb is to allow yourself three nautical miles of flight for every thousand feet of descent. This means that if you’re crusing at 41,000 and heading for a sea-level airport, you’d better start down about 120 miles out! As long as you’re above 10,000 feet and the air is smooth, there’s no point in wasting time: ease the nose down to just short of the barber pole and adjust power to maintain the necessary rate of descent.
Compared even with a turboprop, you’ll most likely be impressed at what a “non-event” this has been. Sure, the airplane isn’t climbing as impressively as it normally does; but it’ll still be doing as well as most turboprops, and better than most piston twins, with both engines running. Handling will be pretty benign, too: with the engines in close to the center, the asymmetric thrust, while certainly perceptible, is relatively minor.
AlliedSignal KLN-89 GPS GPS—WAVE OF THE FUTURE Appendices One of the most remarkable developments in avionics during the past decade has been that of the Global Positioning System (GPS). In that short time, it’s gone from an exotic system that only the military could use (or afford) to a general utility that’s become indispensable to many user communities. Nowhere has this been more evident than in aviation.
CONTROLS AND DISPLAYS For a system with its range of capabilities and features, the KLN-89 is not only remarkably small and light; it’s also surprisingly simple to operate. While it also provides left-right guidance to panel displays (the CDI in the Cessna, the HSI in the Pipers) and autopilots (all three airplanes), most of the information it provides to the pilot is presented on its gas-discharge matrix screen.
The OBS key is used when you want to fly to or from a waypoint along a specific radial, rather than on the leg from the last waypoint. When it’s pressed, the word LEG is replaced by a number from 000 to 359; you can set this “electronic OBS” by clicking directly on the OBS field.
This page displays the identifier, latitude, longitude, range and bearing of the airport. The bottom line gives range and bearing from your present position to that airport; a cyclic field at the bottom of the screen allows you to switch between bearing (TO) and radial (FROM). Click the cyclic field to change between to and from radials.
ALT PAGES NAV PAGE These are the pages you’ll be using most often - the ones via which the system gives you required navigation information in a concise form. NAV1 PAGE The ALT 1 page is used to set the system for current barometric pressure (since it gets its altitude input from your airplane’s encoding altimeter, not from GPS).
If the GPS does not have an active waypoint, the NAV1 page is in flag mode and is not usable for navigation. NAV2 PAGE This is the “present position” page, and it’s very handy when ATC requests a position report. The default display gives range and bearing from a nearby VOR, but you can use the cursor to insert any reference you want. (ATC, however, will not be pleased if you give your position over Oklahoma in terms of, say, range and bearing from Beijing.
FLIGHT PLAN (FPL) PAGES CAL2 PAGE The “master” flight plan page is FPL 0. This is always the flight plan currently in use. The current FROM and TO waypoints are indicated by the arrow symbol at the left. The bottom waypoint displayed is always the last one in the flight plan; the display will scroll automatically based on where you are, or you can scroll it manually. The figures at the right are a cyclic field.
Now go to the CAL 5 page; the pressure altitude will have carried over from CAL 4. Enter the current temperature, and the system will return density altitude - the one that actually affects the performance of your airplane. Click in the pressure altitude or temperature fields to modify the density altitude. CAL6 PAGE This page will figure out your true airspeed for you. Enter indicated (calibrated) airspeed at CAS by clicking in the corresponding field.
If you’re actually in a bind, as soon as you see an airport you like on the display, just hit D-> and ENT. The system will pop back to the NAV 1 page with the desired airport as the new active waypoint. Similarly, you can use the function to find the nearest VOR and NDB navaids, user waypoints or the Center frequency controlling your present position.
282 Appendices Stall . . . . . . . .67, 97, 101, 111, 239 Stall Warning Sound . . . . . . . . . .98 Swept-Wing Stall . . . . . . . . . . . .239 Tachometer . . . . . . . . . . . . . . . . .77 Takeoff . . . . . . . . . . . . . . . . . . . .88 Takeoff Speeds . . . . . . . . . . . . .254 Temperature . . . . . . . . . . . . . . . .39 Time of Day . . . . . . . . . . . . . . . .50 Torque . . . . . . . . . . . . . . . . . . . .88 Transponder . . . . . . . . . . . . . . .141 Trim . . . . . . . . . . . . . . . . .
Notes Notes Appendices Appendices 284 285
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