Pilot’s Handbook
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Information in this document is subject to change without notice. Except as otherwise noted, the example organizations, people, and events depicted herein are fictitious. No association with any real organization, person, or event is intended or should be inferred. Complying with all applicable copyright laws is the responsibility of the user.
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Microsoft Flight Simulator 2000 Pilot’s Handbook Section I Chapter 1 Before You Fly ........................................................................ 1 Flight Simulator 2000 is designed to work on many different kinds of computers, with many different kinds of accessories. In this chapter, you’ll learn how to install the software, set up your accessories, and configure your system for optimal performance. Chapter 2 Finding Information ..............................................................
Section III Chapter 8 The Fleet ........................................................................... 163 The Flight Simulator 2000 fleet offers a wide range of flight experiences for pilots of all levels. Before heading out to the flightline, read more about the real aircraft and the people who built them. Appendices Appendix A Charts ............................................................................ 191 Appendix B Glossary ..................................................................
Before You Fly chapter one 1
Whether you’re a rookie, a Microsoft® Flight Simulator veteran, or a licensed pilot, you probably can’t wait to climb into the cockpit. Before you start flying Microsoft Flight Simulator 2000 though, there are a few things you need to do. This chapter tells you how to get started. Starting Flight Simulator 1. Insert Flight Simulator 2000 Disc 1 into your CD-ROM drive. 2. Click Start, point to Programs, point to Microsoft Games, point to Flight Simulator 2000, then click Flight Simulator 2000.
1 Setting Up and Using Joysticks and Other Game Controllers Flight Simulator 2000 is more realistic when you use a joystick, yoke, or other controller. You can fly more precisely, and the buttons and controls make it easy to change views, adjust the throttle, extend or retract the landing gear and flaps, and operate other aircraft controls. Flight Simulator 2000 is compatible with joysticks, yokes, gamepads, and other controllers supported by Microsoft Windows and DirectInput®.
Using the Mouse As you fly, you can use the mouse to manipulate the buttons, knobs, and levers in the cockpit. Just click the appropriate control. Some controls are toggles (for example, clicking the landing gear lever once retracts the wheels; clicking it again extends them). Other controls, such as the throttle and trim wheel, move through a series of positions. You can drag these controls with the mouse, much as you would move them with your hand in a real airplane.
Making Flight Simulator 2000 Really Fly When talking about a flight simulation’s graphics, quality refers to how real the images look on the screen, and performance refers to how quickly and smoothly the images move. Higher quality typically means decreased performance, since displaying complex, richly-detailed, threedimensional graphics puts a heavy load on your system.
windows. Increasing the size of windows and displaying multiple windows simultaneously decreases performance, so use as few windows as possible and keep them as small as you can (with the exception of Full Screen mode, described below). Change the resolution Depending on the type of video card and monitor you have, you can run Flight Simulator 2000 at a variety of screen resolutions. The instrument panels were optimized for readability in 640 x 480 and 1024 x 768 screen resolutions.
Finding Information chapter two 2
use it to learn about aviation, practice what you already know, or just have fun. Interspersed with information about getting up and running, learning to fly, and using the simulator, are interesting facts about aviation history. Think of the Pilot’s Handbook as the view from 30,000 feet; if you need detailed procedures and specifications, use Flight Simulator Help. Let’s face it, flying is a complex endeavor.
Help While You’re Flying When you’re on final approach to a short runway, the last thing you want to do is stop everything and go searching for that keyboard command to The Kneeboard lower the flaps. Use the onscreen assistance described below to get the information you need exactly when you need it. 2 Many real-world pilots use a “kneeboard” to hold reference material they need during a flight. In some cases, the kneeboard is literally strapped to the pilot’s thigh for easy access.
Further Information and Assistance The Flight Simulator 2000 Web site contains news, tips, articles, reference material, and links to other interesting simulation and aviation sites. You can connect to the Flight Simulator 2000 Web site from the Help menu, or type the following URL into your Web browser: http://www.microsoft.com/games/fsim The Flight Simulator 2000 Readme file contains late-breaking information about Flight Simulator.
Exploring the Features 3 chapter three
In many ways, Microsoft® Flight Simulator 2000 is even better than reality—with just a few clicks of the mouse, you can instantly change your aircraft, location, and the weather. In this chapter, we’ll take a look at these options and many other features you should know about. To learn more about all these features, see the Simulator Help section of the onscreen Help. For an overview of any dialog box, click the ? button at the bottom of the dialog box.
Views and Windows You can use the features on the Views menu to see the things you’d see from the cockpit of a real airplane—and more. Different views serve different purposes—experiment with them to find your favorites. Use your joystick’s hat switch (or use key commands) to “turn your head” within a view. To learn more about using views and windows, see the Simulator Help section of Help. For a list of view-related key commands, see the back cover of this book.
Flight Planning and Navigation Flight Simulator 2000 starts with your Cessna 182S on the ground at the end of runway 36 at Merrill C. Meigs Field in Chicago. After you get to know your way around the city, you’ll probably want to try flying somewhere else. You can Feature Description Command Go to Airport Position your aircraft on a specific runway at any of more than 20,000 airports. If you don’t know an airport’s name or alphanumeric identifier, you can search for it by geographical area.
Weather From a clear blue sky to one filled with clouds, wind, turbulence, rain, freezing rain, hail, snow, lightning, and thunderstorms, Flight Simulator 2000 gives you as much control over the weather conditions as you want. For the ultimate in realism, you can download the latest real-world weather provided by Jeppesen DataPlan, and have those conditions automatically recreated in Flight Simulator.
Videos and Logging While real-world pilots have to carry cameras and journals to memorialize their flights, in Flight Simulator 2000 you can track your flight time and review your performance automatically. Feature Description Command Flight Video Record “videos” of your flights to impress your friends. On the Options menu, click Flight Video. Instant Replay Replay the last portion of flight at any time and watch the drama unfold at any speed and from any view.
Having Some Fun chapter four 4
For fledgling and veteran Flight Simulator pilots alike, there are many fun and challenging activities available. Not only can you learn to fly with the help of expert instructor Rod Machado, but you can extend that passion for flight by completing the curriculum for Flight Simulator pilot certificates and ratings. If you just want to get in the cockpit and get off the ground, you can 18 visit interesting destinations, view spectacular scenery, fly a new plane or helicopter, or even fly with friends.
Learn to Fly and Get Certified If you picked up your copy of Flight Simulator because you want to learn the basics of how airplanes fly or how to navigate and understand the flight instruments, then you’ve come to the right place. In “Learning to Fly with Rod Machado” later in this book, expert flight instructor Rod Machado provides a series of tutorials to get you off the ground and back again.
The United States cities featuring great detail include New York, Los Angeles, San Francisco, and Chicago. In New York City, try circling the World Trade Center, the Statue of Liberty, or Yankee Stadium. Ever wonder what the La Brea tar pits look like from the air, or what the RMS Queen Mary looks like? Just enter the coordinates in your GPS or take off from Los Angeles International or Whiteman Airport and take a look.
The following table lists coordinates for the landmarks mentioned in this section. Note: The syntax for entering coordinates in the Map View dialog box in Flight Simulator 2000 may be different than the way they’re depicted in the table. Follow the examples shown in the dialog box.
Create a Flight You can also create your own customized flights in the Flight Planner. Choose an aircraft, departure and destination airports, the date and time, weather, and so on, and you’re ready for takeoff. You can also use auto-routing or GPS, and Flight Simulator will find a route for you. Nearly every detail of a flight can be determined ahead of time. You can even download real-time weather. The following is an example of a flight you might create.
Fly a Sailplane In Flight Simulator you can fly an aircraft that doesn’t have an engine. Try soaring in the Schweizer 2-32 sailplane and experience what it’s like to be whisked away by the wind. Actually, it’s not as easy as it sounds. The Schweizer 2-32 is an aerobatic sailplane that offers easy handling characteristics and good performance, but you still need to know where to find lift and how to use it to your advantage.
Perform Aerobatics Fly with Other Pilots Online When you’re ready to try something more daring, take a shot at aerobatics. Flying aerobatic maneuvers gets your head out of the clouds real fast. Aerobatic maneuvers you can attempt include the loop, aileron roll, hammerhead, and Cuban Eight. Further test your skill by trying an Immelmann, a Split-S, or some spins.
· Try Deadsticking: Deadsticking is landing without engine power. You can simulate this by cutting the engine. This is good practice for an actual engine failure. To make it even tougher, try deadsticking above a city such as New York City and putting it down in an open area, such as Central Park. Or, for a more serious challenge, try deadsticking an ILS (instrument landing system) approach.
Aircraft Owners and Pilots Association With 350,000 members—56% of all pilots in the United States—AOPA (the largest, most influential aviation association in the world) represents pilots of all levels from Student to Commercial pilot and aircraft owner. AOPA’s mission is to make flying more productive, safe, affordable, and fun.
Expanding Your Hobby chapter five 5
If you can’t get enough of Microsoft® Flight Simulator 2000, you’re not alone. The Flight Simulator community includes thousands of individuals, organizations, and companies that share your passion for aviation, both real and simulated. When you’re ready to make your hours in the Flight Simulator cockpit even more rewarding, explore some of the suggestions in this chapter.
the community—providing enthusiasts with news, airline directories, and bulletin boards. Add-Ons Amateur and professional software developers all over the world have created products that can enhance your Flight Simulator experience. Check the shelves of your local computer store, and be sure to look on the Web (many downloadable add-ons are freeware or shareware). Add-ons are usually easy to install and fun to use. If you like flying a variety of aircraft, there are literally thousands to choose from.
Pilot Supplies As a Flight Simulator pilot, you’ll find many realworld pilot supplies useful. Find a local flight school or pilot’s shop in the phone book, then head on down and see what they’ve got. The salesperson will be glad to show you around (and will most likely try to sign you up for flying lessons!). At best you’ll become a student pilot. At worst, you’ll walk out with an armload of toys.
Getting Certified 6 chapter six
Whether attracted to the technology, the speed, or the simple beauty of the sky, all pilots share a passion for what they do. They climb up the aviation ladder one step at a time, increasing and improving their skills along the way. They study hard, spend many hours getting instruction and building flight time, and pass knowledge and practical examinations to mark their progress. A similar systematic approach will help you build your skills as a Microsoft® Flight Simulator 2000 pilot.
is to add an Instrument Rating. Instrument training gives a private pilot the skills to fly in the clouds and in reduced visibility, using only the instruments in the cockpit. A pilot with an Instrument Rating operates under different rules than a pilot flying visually. In the clouds, the responsibility for keeping aircraft apart from one another rests with air traffic controllers, who use radar to keep track of each airplane’s position.
Commercial Pilot ground school, flight training, and examinations are very similar to those faced by private pilots, but there are new regulations, calculations, and maneuvers to master. Additionally, the tolerances for errors are much smaller. At least some of the training must be done in a complex aircraft (an aircraft with an adjustable propeller, flaps, and retractable landing gear).
Tutorials are found in the next chapter of this book. In them, renowned flight instructor, aviation educator, and humorist Rod Machado walks you through the basics of flying. Each tutorial starts with some homework; read the suggested material in the onscreen Help, watch the videos, and you’ll be better prepared to absorb the information to come. The tutorials themselves are hands-on. You’ll read a section, then use Flight Simulator to apply what you’ve learned.
Private Pilot Certificate The first step in a Flight Simulator 2000 career is to become a private pilot. This training is the foundation for everything else you’ll learn. In these Tutorials and interactive Lessons, you’ll fly a Cessna 182S to learn basic flight maneuvers and radio navigation. Master these skills, and the rest of your training will go more smoothly.
Instrument Rating Just like in the real world, getting an Instrument Rating in Flight Simulator 2000 will make you a more versatile pilot. You’ll also be able to take better advantage of Flight Simulator’s navigation and weather features. You’ll do your instrument training in the same aircraft you used for your private pilot certification, the Cessna 182S. While the basic maneuvers are the same, this time you’ll learn to perform them solely by reference to your instruments.
Commercial Pilot Certificate In the real world, commercial training focuses on advanced flight maneuvers. In Flight Simulator 2000, we’ll stray from the real-world curriculum so that you can perfect the instrument flying skills you already have. This time, you’ll be flying an aircraft with retractable landing gear—the Cessna 182RG.
Airline Transport Pilot Certificate Most commercial airline pilots who fly jets have an ATP certificate, and if you’re serious about developing your skills, you should too. In the real world, the training is often done in a single- engine propeller-driven airplane. In Flight Simulator 2000, you’ll have to prove yourself in the cockpit of a Boeing 737 jet.
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LEARNING TO FLY with
Meet Your Instructor I’m Rod Machado, your flight instructor. I’m going to take you flying, so buckle up and adjust that seat. We’re going to learn a lot and have fun. Over the years I’ve taught many people how to fly. My methods were straightforward. We’d review the concepts on the ground, hop in the airplane for a flight lesson, then discuss our accomplishments after landing. We’ll do the same here. I’ll treat you as if you’re learning to fly a real airplane.
Tutorial 1: Straight-&-Level Flight The very first thing you need to do is (yes, you’ve guessed it) homework! Watch or read all of the selections for Tutorial 1 before you go on. These will give you a good foundation for some things we’ll be talking about. Homework for this tutorial is found in the Help menu under Homework. When you first start Flight Simulator 2000, click the Fly Now! button on the opening screen. When the menus at the top become visible, click Help and then click Homework.
This is what straight-and-level flight looks like from the left seat, where you, the pilot, normally sit (Figure 1). Don’t worry if you seem to be headed for a distant mountain village. I’m with you. Besides, this is Rome and those Romans are very good at repairing villages. How to Tell You’re Going Straight Okay, how do you know you’re actually flying straight and level? The easiest way is to look over Figure 1 the instrument panel out the windscreen (the front window) as shown in Figure 1.
The attitude indicator is an artificial representation of the real horizon. Just as its name suggests, the attitude indicator displays the airplane’s attitude (its upward or downward pitch and the bank the wings make with the horizon). The upper half of the attitude indicator is blue (like the real sky, unless, of course, you fly in Los Angeles), the bottom half is brown (like the surface below us). The thin white line between these colors is the artificial horizon line.
The airplane will return to straight-and-level flight on its own. Now that you understand straight flight, let’s move on to level flight. Making Sure You’re on the Level Let’s see what happens to your altitude when you pitch the airplane’s nose up or down. 1. Even though the altitude hold mode is still active, gently pull the joystick back about one inch from its center position, hold it there, and watch the response.
artificial horizon line (Figure 6). Or you can let go of the controls and the autopilot will return the airplane to level flight. In a real airplane, however, letting go of the controls often makes the passengers nervous (especially if you simultaneously say, “Hmmm, let’s see, I thought I remembered how these things work”). 6. 7. Look at the altimeter’s hundred foot hand (the long one) and the VSI needle. They’ve settled down and have stopped moving.
Time for a Trim? Having fun roaming around Rome? Have you chased everyone out of the city yet? I’m glad you’re practicing. Let’s try another experiment. Think of trim as an imaginary hand that holds the airplane in the desired attitude while eliminating the pressure you apply to the joystick. 1. Press P to reactivate the simulation. 2. Press Z to disengage the autopilot (if it was on), and manually fly straight and level.
8. When the airplane is perfectly trimmed, let it fly by itself for a while, then press P to pause the simulation. I prefer to use the VSI’s needle for trimming since it’s very sensitive. I don’t mean that it will cry if you tell it that it’s ugly. I mean that its needle is very sensitive to small changes in pitch. This makes it easier to detect deviations from level flight. Later on I’ll show you how to use the VSI’s needle for trimming in a climb or descent. Many airplanes have trim for bank control.
Tutorial 2: Turns If you ended our last tutorial by flying into the sunset, you’re probably still headed that way. After all, I didn’t teach you how to turn the airplane—a very important maneuver that all pilots need to know. It’s time to learn about turns: right ones, left ones, steep ones, and shallow ones. Perform turns well and every heading of the compass is open to you for discovery. Let’s begin this tutorial by reactivating our European vacation: 1. 2.
Let’s watch a video and see this horizontal component of lift in action. Get that popcorn ready, then: 1. 2. From the Help menu, choose Homework. In the homework for Tutorial 2, click the Turns video and watch the presentation. Eat that popcorn fast because the video isn’t very long. After you’re done watching, leave the Help screen up, because we’re going to use it again very soon. There you have it. Proof that airplanes turn by deflecting some of their lift sideways.
Your Turn Time to try it yourself. 1. Press P to activate the simulation. Remember, the altitude hold is active, the wing leveler is not. 2. Move the joystick slowly to the left and put the airplane in a medium bank turn of approximately 30 degrees (you can eyeball this by banking until the Cessna’s wing strut is parallel with the horizon). Once the airplane is established in the bank, return the joystick to its neutral or center position.
10° BANK Figure 4 shows the attitude indicator that we learned about earlier. At the top of the attitude indicator, immediately to the right and left of center, are three white bank marks. Each mark indicates 10 degrees of bank, up to 30 degrees. Beyond the 30-degree mark are the 60-degree and 90degree bank marks as shown in Figure 4. To establish a bank, roll the airplane until a white bank mark rests over the little orange triangle. Time to try another experiment. 2. 3. 4.
Here’s a Good Pitch If you did your homework, you learned about pitch in The Axes of Flight. See, I told you homework was important. Make your dog cough it up. With altitude hold active and the wing leveler still disengaged, place the airplane in straight-and-level flight. Observe the position of the miniature airplane (especially the orange ball between the wings).
And remember, this isn’t a shoot ‘em up game. Since you’re not saving the universe from space aliens, make smooth movements on the flight controls. In other words, move the joystick like a surgeon, not like a jackhammer technician. We’re not churning butter here. 4. 5. 6. Press P to reactivate the simulation. Press Z to turn the autopilot off. When you’re done, press P to pause the simulation before reading any further. Have fun! Know Where You’re Heading As a student pilot I got lost a lot.
Extra Credit! What You’ve Learned So Far Believe it or not, in these first two tutorials you’ve learned around 50% of all the basic flying skills you’ll need to fly an airplane. But hold on, we’re not done yet, so hold off a little longer before you apply for that airline job. We still need to learn how to make an airplane climb and descend. After all, when you become an airline pilot, you’ll want to climb to take advantage of favorable winds.
3. 4. 5. 6. Give the airplane a little right and left rudder and watch what happens. The airplane yaws to the right and left respectively, while the wings remain fairly level. Neutralize the rudder (take the pressure off both rudder pedals). Press P to resume the simulation. Figure 10 Look at the instrument called the turn coordinator, which is found at the bottom left of the six main flight instruments (Figure 10). Notice the black ball located in the curved glass tube.
Tutorial 3: Climbs & Descents The homework is always easy to find. Just click the Help menu, then click Homework. All of the stuff there is important, but I want to emphasize the section on Using Engine Controls, because if you don’t read this, you’ll find yourself really up in the air, but in a bad way. In the fifth grade my teacher asked me to come to the front of the class and name the parts of speech. I walked up, turned around, and calmly replied, “Lips, tongue, lungs, and oxygen.
Trust Your Thrust In Tutorial 2, we mentioned that thrust (produced by the engine-propeller combination) is the force that moves the plane forward. The engine’s manifold pressure gauge is your means of measuring that thrust. Figure 2 shows the manifold pressure gauge, which is located at the lower left side of the instrument panel (don’t get it confused with the fuel flow gauge on the right). MP GAUGE Figure 2 Think of the manifold pressure gauge as the engine’s power meter.
Beginning a Climb Get that lab coat because it’s time for another experiment. 1. 2. Before we start flight training, let’s pretend that you’re listening to the philosophical radio station KYMI. Let’s also assume that it’s aviation question night. Here’s your question. With the power set to 17 inches of MP, why does the airspeed reading remain at a steady value of 110 knots? Drag is the reason. This power setting produces enough thrust to accelerate the airplane to approximately 110 knots.
So what’s the airplane doing with its extra thrust? It’s allowing you to climb at a few hundred feet per minute. In fact, excess (unused) thrust is the reason an airplane climbs in the first place. Let’s make our airplane climb at a greater rate on the VSI. 1. Press P to reactivate the simulation. Remember, we have a lot of thrust we haven’t even used. So let’s develop maximum thrust by applying full throttle while keeping the airplane at precisely the same attitude as before.
Give it a try. 1. 2. 3. 4. Press P to reactivate the simulation. Raise the airplane’s nose (increase the steepness of the hill you’re climbing) to a slightly higher climb attitude. Hold it there, and watch the response on the airspeed indicator. Adjust the pitch up or down slightly until the airspeed indicator shows 80 knots. Be patient. Airplanes have inertia and take a moment or two to settle into a new speed once the pitch is changed.
3. 4. the way back) but don’t touch the joystick. Observe the airplane’s response as it pitches nose down and goes through a few pitch cycles until its attitude stabilizes. Press P to pause the simulation. Even though we’ve reduced power, the airspeed stays relatively constant at approximately 80 knots. Once the airplane is trimmed to maintain a specific airspeed, it will attempt to maintain that airspeed even with a power change (many factors affect this, so the airspeed will vary a little.
2. 3. 4. 5. Now raise the nose (make a shallower hill) and find an attitude that produces an airspeed reading of 70 knots. Since the airplane is trimmed for an 80-knot glide, slowly release the back pressure on the joystick and resume the 80-knot descent. Once the airspeed stabilizes at 80 knots, press P to pause the simulation. Click World, click Map View, and type 5000 in the Altitude (MSL) field. Click the OK icon and we’re back to 5,000 feet above sea level.
Things Are Turning Up It’s time to combine climbs and descents with turns. I want you to press Ctrl+; (that’s the Ctrl key and the semicolon key) to reset this flight. You’ll return to a condition of straight-and-level flight. Read the following steps all the way through before trying them, since this will take some concentration. I want you to enter a 20-degree right banking turn. Once established, you will start a climb to 4,000 feet, and then roll into straight-and-level flight.
4. 5. indicator’s orange ball as the pitch reference. When you’re at 2,550 feet (a 50-foot lead above 2,500), put the airplane in the attitude for straight-and-level flight. Increase power to a cruise setting of 20 inches of MP and trim when the airspeed stabilizes. Attitude, power, and trim, right? Ready? Let’s go. Press P to reactivate the simulation. When you’re done with this exercise, press P to pause the simulation and stand by for your impromptu motivational pep talk.
Reading the Altimeter Reading the altimeter is very similar to reading a watch. I say this with caution knowing that some readers have been raised on digital watches and no longer know what it means when Mickey’s little hand is on the 3 and his big hand is on the 12. Some may not even know which way Mickey’s hands used to turn. Figure 6 shows a typical altimeter found in most airplanes. It has three hands, which is how many you’ll wish you had sometimes when things get busy in the cockpit.
Tutorial 4: Slow Flight Okay, here’s the deal. I’m going to stick you in an airplane that’s capable of doing 120 knots—twice as fast as the cars on the freeway below—and I have only one request: I want you to fly as slow as you can. Sounds reasonable, right? Not really. This is like asking an Indy race driver not to take his machine out of first gear. There is, however, a good reason for flying slowly.
Slow Flight in Action In Tutorial 3, we mentioned that thrust (produced by the engine-propeller combination) balances drag, which acts opposite to thrust and is the air’s resistance to a moving airplane. Our present power setting produces enough thrust to pull the airplane through the air at 110 knots at a pitch attitude of approximately 4 degrees nose up, as seen on the attitude indicator. Notice how the airplane looks from the side (Spot View) as shown in Figure 1. 1. 2.
artificial curve induced by the wing’s engineered shape (Figure 3). Air flowing below the wing’s flatbottom surface remains relatively unbent as it moves aft. Because air flowing over the wing bends, it is forced to travel a greater distance than the air flowing underneath. Because it travels a greater distance, the bent air must move faster on its journey over the wing. It’s this relative increase in wind speed above the wing that lowers pressure and produces lift.
Angle of Attack The angle between the wing and the wind that blows on it is called the angle of attack, as shown in Figure 5. AIRPLANE’S MOTION ANGLE OF ATTACK RELATIVE MOTION Figure 5 A B In cruise flight at 110 knots, the angle of attack is relatively small, resulting in a near-level pitch attitude, as shown in Figure 6A. When we slowed the airplane down, the autopilot, in order to hold altitude, increased the angle of attack by raising the airplane’s pitch attitude, as shown in Figure 6B.
A Demonstration by the Autopilot For any given power setting, the airplane requires a specific angle of attack to maintain altitude (assuming all other variables remain the same: air density, weight, etc.). Let’s assume that we’re preparing the airplane for landing. 1. Return to the simulation and press P to resume straight-and-level-flight. The first thing we need to do is slow down to 80 knots while remaining in level flight. Let’s see how the autopilot handles the controls during this process. 2.
Entering Slow flight It’s time for you to hand-fly this airplane and practice entering and leaving slow flight. Let’s do this with the wing leveler active (altitude hold inactive) so you need to concentrate on only two variables: power and pitch attitude. Let’s suppose you’re following another airplane as you’re preparing to land. While maintaining straight-and-level-flight you must slow the airplane to 75 knots to keep from weed-whacking the airplane ahead of you.
Here’s What You’ve Learned So far, you’ve learned how to fly the airplane at several different speeds. At this stage of your training, you’ve learned that the throttle is best used to maintain your altitude or rate of descent. The airspeed is maintained by adjusting the airplane’s pitch attitude. But what about when you’re not trying to maintain a specific speed, such as in cruise flight? After all, in cruise flight, you don’t maintain your altitude with throttle adjustments, do you? No, you don’t.
Tutorial 5: Stalls You did your homework, right? (Click the Help menu, then click Homework.) Several years ago a farmer called the fire department to report that his barn was on fire. The fireman said, “Okay, we’ll be right over, but how do we get there?” With his country drawl the farmer replied, “Well, you still have that big red truck, don’t ya?” That’s what psychologists call a communication problem. Flight instructors have a similar problem with the term stall.
Okay, here comes an idea that’s like the biggest fish you ever caught—it’s a real keeper. Since wings always stall when they exceed the critical angle of attack, you can recover from the stall by decreasing the angle of attack to less than the critical value. Now it’s time to start stalling. Stop Flying, Start Stalling Let’s hop on over to Hong Kong for some stall practice. 1. 2. On the Flights menu, click Select Flight, then choose Tutorial 5, Situation 1 and click the OK icon.
You’re in the beginning of a stall when the stall horn activates (it’s an audible cockpit warning that activates when the airplane is at or near the critical angle of attack). In the simulator, the word STALL appears in the spot plane view window. At that point: 5. 6. Return the joystick to neutral and let the airplane cycle through two up and down pitch changes. Press P to pause the simulation when done. You’ve just witnessed the reason aeronautical engineers get paid the big bucks.
How do you know if you’ve decreased the The airplane stalled and remained stalled with the joystick held full aft. It did not climb, not matter how hard you pulled on that joystick. Think about this carefully. You could remain stalled all the way to the ground while the joystick is pulled full aft (that’s all the way back). Which doesn’t bring you much joy, right? Holding the joystick full aft keeps the wing’s angle of attack at or beyond its critical value.
Departure Stalls What happens if you stall with full power already applied? Let’s say that you’ve just lifted off from an airport and are climbing with full power (as you normally do in this airplane). Suddenly you find a big bumblebee in the cockpit. You’re distracted and forget to fly the airplane as you swat the critter with both hands. Of course, all your flailing in the air makes the cockpit look like the set of a Kung Fu movie as the airplane stalls.
There you have it: your first introduction to the aerial entertainment theme park known as Stall World. The only problem, however, is that you didn’t visit one corner of the park called Reality Land. Here’s what you missed: I didn’t lie to you when I said that airplanes stall because they exceed their critical angle of attack. I just didn’t tell you that this can happen in any attitude, at any airspeed, and at any power setting. Time now for more truth.
I wanted you to see this for a very important reason. It’s a common misconception to think that stalls only occur at slow speeds. The beginning of the green arc on the airspeed indicator is the speed at which this airplane stalls without flaps extended (more on flaps during the tutorial on landings). It is, however, just as common for pilots to stall at higher speeds.
Tutorial 6: Steep Turns I like steep turns! They’re fun, challenging and, in many cases, a good test of a pilot’s ability to recognize the limits of airplane performance. And, if you play Microsoft® Combat Flight Simulator, they’re useful to get away from a bandit who is trying to shoot your tail off! Steep turns (those typically done between 45 and 55 degrees of bank) are used to develop flight proficiency. Practice them often and you’ll find yourself becoming smoother on the flight controls.
Here’s the catch. If you and the airplane feel heavier because of an increase in G-force, then you, the pilot, must compensate for the artificial weight increase. You must increase the airplane’s lift if it is to keep flying. Without compensating for this, the airplane won’t be able to maintain altitude in a steep turn. It may even stall. And you don’t want to become known as a pilot who stalls whenever he or she makes a steep turn.
Here’s what this means to you. If you’re planning on doing a steep turn at 60 degrees of bank, you’d better have an airspeed of at least 70 knots if you want to avoid a stall. Isn’t that amazing? You made a prediction and didn’t need to peek at a magic crystal ball, throw bones, or read tea leaves (you can save these things for weather predictions). That’s why you’ll need to add additional power when doing steep turns. In most cases this provides the necessary increase in speed which helps prevent a stall.
You’re starting out as shown in Figure 3. Your airspeed is 110 knots, your attitude is about 3 degrees nose up and your MP is about 17 inches. As you do the steep turn pay attention to the airspeed and attitude. Notice what happens to these. To make the first steep turn less complicated, you won’t add any power. I can’t fool you, can I? Oh well, you caught me. Yes, you’re doing an experiment again. So, Doc, get that white lab coat on. Here’s what I want you to do: 3. 4. 5. 6. 7.
The Tough Part Here’s where pilots often get themselves into trouble. When maneuvering for landing with power at idle, they make steep turns to align themselves with the runway. Your experiment reveals that a steep turn with a constant altitude is accompanied by a decrease in airspeed. Coupled with an increase in stall speed, you may find yourself caught between the proverbial rock and a hard place if you’re not careful. As the stall speed increases and the airspeed decreases, the two may eventually meet.
Your airspeed will decrease to approximately 90 knots, as shown in Figure 6. 3. 4. 5. 6. 7. Figure 6 Make a couple of circles to get the feel of a really steep turn. Choose a heading to roll out on, and bring the airplane back to level flight. Press Z, Ctrl+Z, Ctrl+V to reactivate the autopilot. Reduce power to 17 inches of MP. Let the airplane return to straight-and-level flight, then press P to pause the simulation.
Here you go: 1. 2. 3. Press Ctrl+; to reset this simulation. Press P to activate the simulation. On your present heading, roll into a right turn and gradually increase the pitch to 6 degrees nose up. Your pitch increase is proper when the altimeter’s hundred foot hand remains stationary during the roll in. (You’ll find that you don’t need much increase in pitch until passing approximately 30 degrees of bank, because of G-force increase and loss of some vertical lift.
Have you noticed that you didn’t trim for the steep turn condition? Well, you only use trim to hold the controls in one place for a long time. So since steep turns are transitory, trim isn’t normally used. Besides, steep turns help you to recognize the onset of an accelerated stall. In the actual airplane, you can feel yourself being forced down in the seat by increasing G-force. You can’t feel this in a simulator.
Tutorial 7: Landings You remember how to get to the homework, right? Click the Help menu, then click Homework. There. No excuses. We’re going to approach this tutorial a little differently than I would in an actual airplane. I plan on teaching you how to land before teaching you takeoffs Landings are to a pilot what a beautiful painting is to an artist. When you look at Leonardo’s Mona Lisa (or its famed counterpart the Mona Larry), you see a beautiful work of art.
Your First Landing 1. 2. 3. 4. Press P to activate the simulation. With power set to idle, adjust the pitch (about 10 degrees nose-up) to maintain 65 knots as shown in Figure 1. Trim to maintain 65 knots airspeed and fly that speed all the way to touchdown. In other words, don’t allow the pitch to vary one bit. Do not attempt to raise the nose before touchdown. Watch what happens. Figure 1 When the airplane is firmly established on (or off!) the runway, press P to pause the simulation.
Land on the nose gear first and you could invoke the scariest phrase in a pilot’s vocabulary: insurance deductible. You could also porpoise, which is a bouncing action, not a tuna’s playmate. This simulated landing is a little too hard for my tastes. I’ll eventually show you how to make softer landings. But first, let’s see how power can change the flight path. Playing with Power 1. From the Flights menu, click Select Flight, and choose Tutorial 7, Situation 2.
Any time power adjustments are made, you’ll have to adjust the pitch to maintain the desired airspeed. In a previous tutorial you learned that, with power fixed at a specific setting, you’ll need to lower the nose to go faster and raise it to slow down.). GLIDEPATH WITH POWER Make sure you trim for this attitude, too. GLIDEPATH WITHOUT POWER 4. After completing the simulation, press P and read on.
3. 4. Fly this approach at 65 knots all the way to touchdown. Adjust power in small amounts to modify the glidepath for a landing beyond the runway numbers (the large white numbers painted on the beginning of the runway). Even though the wing leveler is active, you can still make small (2-3 degree) bank changes with the joystick. Remember, the wing leveler prevents you from overcontrolling the airplane. Please keep it activated. 5.
A Flair for the Flare 1. From the Flights menu, click Select Flight, and choose Tutorial 7, Situation 2. Yes, the wing leveler is still active and I want you to use it for these demonstrations. (Trust me. It’s important to do this.) Here’s what I want you to do: 2. 3. Press P to activate the simulation. Make the approach at 65 knots using whatever power is necessary to reach the runway (about 12 inches of MP or so). When you’re approximately 15 feet above the ground, you’re ready to begin your flare. 4.
where you can flare again. That’s why it’s EXTREMELY important to control your airspeed during the approach. If the airspeed is too low, raising the nose might not arrest the descent rate in the flare and the airplane may land very hard. You’ll know it’s hard when you leave more rubber on the runway than on the tire. Now that you understand the flare, let’s put it to practical use with a full flap landing. When do we use flaps? When the airplane is high and we need to increase our rate and angle of descent.
This is one cue that you’re going to be high on the approach. 4. 5. Press F7 once to lower 10 degrees of flaps. Apply a little forward pressure to correct for a flap-induced pitch-up, then readjust the pitch for a final approach speed of 60 knots. Don’t forget to trim! 6. Apply the other 20 degrees of flaps in 10-degree increments by pressing F7 two more times until 30 degrees of flaps are extended (that’s full flaps for this airplane).
As you’ll learn in Tutorial 8, pilots typically fly a rectangular traffic pattern in preparation to land at an airport. In your homework assignment on traffic patterns you observed the airplane turn from base to final. To give yourself enough time to trim and establish the proper airspeed for the approach, try to make your final approach at least 1 to 2 miles in length (preferably 2 miles). Short finals make it very difficult to properly prepare for the landing. Yes, landings are exciting.
Tutorial 8: Takeoffs, Traffic Patterns, and Landings Years ago a fellow flight instructor had a student who spent a few too many hours on the high seas. On his first flight lesson, he walked out to the airplane, loosened all three tie-down ropes, tossed them aside and yelled, “Cast off!” Hmmm, apparently he still had a little sea water on the brain. Sorry, but airplanes don’t do castoffs, they do takeoffs.
Take Off, eh! I’ve chosen runway 26 for takeoff. (We’ll assume this runway is aligned into the wind.) This is also a good choice considering that everyone else is using the same direction for takeoffs and landings. This is not a good time to express your individuality. Figure 2 On takeoff, your objective is to accelerate the airplane to a sufficient speed where you can raise the nose to climb attitude. This is sometimes known as rotating.
DEPARTURE LEG Congratulations! You’re now on the departure leg (Figure 5) of the traffic pattern. Figure 5 Crosswind Leg Since you’ll remain in the traffic pattern for training, you’ll make a turn (most traffic patterns use left turns) to the crosswind leg (Figure 6). Make this turn when the airplane is beyond the departure end of the runway and within 300 feet of traffic pattern altitude (TPA). CROSSWIND LEG (TPA is the maximum altitude at which you’ll fly the pattern.
Throughout the departure and crosswind legs (and sometimes part of the downwind leg too), the airplane may continue to climb until reaching traffic pattern altitude. This depends on how closely you fly the pattern, as well as airplane performance, runway length, and the number of hula dancers you have in the airplane with you. Since you’re using a long runway with a quick-climbing airplane, you’ll reach TPA before turning crosswind.
1. 2. 3. 4. 5. Press P to activate the simulation. When you are abeam of the end of the runway, apply 10 degrees of flaps (press F7 once). Adjust the pitch with the joystick to hold altitude. Trim the airplane as shown in Figure 11. (Remember, don’t use trim to change the pitch. That’s what the joystick’s for. Use trim to take the pressure off the joystick once the desired attitude is established.) Press P to pause the simulation once you’re trimmed for level flight.
traffic (airplanes) on the downwind leg, you should avoid turning base too early, as shown in Figure 13. Things happen mighty fast as you approach the runway. You want to give yourself enough time to adjust your airspeed, flaps, and glidepath. That’s why in the previous tutorial I recommended you give yourself a final approach length of a mile, preferably two (when possible).
modify your airplane’s descent path and alignment with the runway. During the final approach, the airplane’s glidepath can be adjusted to make it easier for you to land on any selected runway spot. When turning from base leg onto final approach, you have an additional opportunity to correct your glidepath. Let’s assume that you are making a power-off approach from the base leg. After turning base, you retarded the power and commenced a descent. Your objective is to land on a specific spot on the runway.
Let’s complete this flight. 1. 2. Press P to activate the simulation. Continue on base leg until you can turn and align yourself with the runway centerline. Use the Top-down View to aid you in deciding when to turn final. (If you find that you’ve flown beyond the Top-down View’s coverage of the runway, click your mouse once on any area of the Top-down View, and then change the scale by pressing your keyboard’s minus [or plus] key (to the left of the BACKSPACE key).
Tutorial 9: VOR Navigation VOR RECEIVER VOR DISPLAY Have you ever been so lost in your car that you actually considered pulling into a used car lot, selling the car, and using the money to purchase a new identity? If so, you were really lost. Getting unlost is easy, especially in a car. You simply drive into a gas station and ask for directions. You can’t do that in an airplane. It attracts way too much attention, even if you buy gas and check the oil.
B A NOT TO BE USED FOR NAVIGATION Figure 3 Of course, navigation to or from a VOR station does no good unless you know where that station is. Fortunately, pilots always fly with aeronautical sectional charts (Figure 3), which depict the locations of VOR stations. The VOR station (position A) is located in the middle of the compass rose, which has markings every 5 degrees, larger markings every 10 degrees, and numbers every 30 degrees.
How to Navigate by VOR To navigate by VOR, you must first tune and identify the VOR station on which you wish to navigate. With the appropriate frequency in the navigation receiver, you’re ready to select a course to fly (a highway in the sky). Rotating the OBS and placing a specific number above the index (Figure 4) allows you to select any one of the VOR station’s 360 flyable courses.
2. Place your mouse cursor over the OBS. Move the little hand slightly to the left, then slightly to the right. You should notice the appearance of a “+” or “–” symbol within the cursor. By clicking the mouse button when a “+” or “–” symbol is in view, the course selector knob rotates, so you can select a specific course. Practice selecting all four course values shown in Figure 5. FROM C OFF B TO Figure 6 shows that you’ve selected the 360-degree course (360 is shown above the index).
the station. Press P to activate the simulation and watch how the flag changes as you cross the station. Don’t worry about flying since the autopilot’s heading and altitude mode are active. Just sit back, relax, and watch. Press P to pause the simulation after the flag changes to a FROM indication. A flag change from TO to FROM is one of the ways pilots can tell when they’re over a VOR station.
YAZOO AIRPORT FR FR OM OM RODSTER VOR D TO TO C B TO TO A WHATZITZ AIRPORT Figure 8 112 Microsoft Flight Simulator 2000 “zero-three-zero.” Say it like this and you’ll sound like an experienced airline captain.) Your destination is Yazoo airport, which lies on the 030degree course from the Rodster VOR. With your OBS set to 030, you depart Whatzitz as shown by Airplane A. The VOR display in Airplane A shows a left needle with a TO indication.
Obviously, the 030-degree course is not to the left of Airplane A; the course is ahead of the airplane. But if you turn the airplane to the direction of the selected course (030 degrees), then the needle and the flag properly orient you to that course as shown by Airplane B. Now, and only now, can the needle be said to tell you that the selected course is physically to the left of the airplane.
Why don’t you try intercepting the 030-degree course on your own? 1. 2. Activate the simulation by pressing P, then turn to a heading of 300 degrees. When the needle begins moving toward the center of the instrument, begin a turn toward a heading of 030 degrees. (If you’re lucky, you’ll roll out on 030 degrees as the needle centers. But don’t worry if you don’t time the turn properly. This takes practice.) 3.
Ask yourself, “What’s the best way to get to the Bigfoot VOR?” It’s reasonable to assume you’re always on some course that goes to a VOR. But how do you know which course this is? Tune in the Bigfoot VOR frequency on your navigational radio, rotate the OBS until you get a TO flag indication with a centered needle as shown by Airplane B, Figure 11. Look up at the index to see what course is selected. In this instance, you’re on the 305-degree course to the Bigfoot VOR.
7. 8. 9. degrees you’ll need to turn a little more to the left (try 295 degrees) to intercept the course and center the needle. Once the needle is nearly centered, turn back and fly the heading shown by the index (305 degrees). When you’re directly over the VOR (indicated by an OFF flag), turn to a heading of 255 degrees and rotate the OBS to 255. Fly the 255 course. (Once again, turn a little toward the needle if you need to intercept it.
MH = Magnetic Heading of airplane E TO MH D TO W DI I N D RE CT IO N MH C TO MH 3. Applying a Wind Correction – Once you’re reestablished on course, the third step is to apply a wind correction. You must compensate for the wind’s push by heading the airplane into the wind. How much? That depends on several variables, one of which is the wind’s speed and direction. Actually, these variables don’t really matter all that much. Just start with a 10degree wind correction angle and see what happens.
2. 3. 4. Fly heading 030 degrees until the needle deflects one dot to the left, which indicates that you have a wind from the left (Figure 13, position B). Re-intercept the course at a 20-degree angle by flying a heading of 010 degrees (Figure 13, position C). When the needle centers, turn to a heading of 020 degrees (Figure 13, position D). Try this value and see if it keeps the needle centered.
B C FREEWAY 360 A TOWN VOR TOWN FREEWAY 180 TOWN THE OBS IS SET TO 360° Figure 14 Well, this is a big day for you. There are two things I want you to do: 1. 2. Go to the online lessons and take Private Lesson 4: VOR Intercept and Tracking. We’ll review what you’ve just learned. Then (drum roll, please), it’s time for your Private Pilot Checkride! Congratulations! After you’ve passed the checkride, you’ll be awarded the Flight Simulator Private Pilot Certificate.
Tutorial 10: Attitude, Power & Trim (Step One of the Three-Step Instrument Scan) During the first nine tutorials, you saw what flying was like when looking at the earth’s horizon through the windscreen. Suppose I took that away from you. (No, not the windscreen. I mean your outside visual references.) That’s what would happen if you flew into a cloud. In case you don’t know this, you can’t see very far when you’re inside a cloud, which means it’s unlikely that you’d be able to see the earth’s horizon.
These three steps are executed in sequence every time you make a major attitude change. For instance, if you’re in straight-and-level flight and wish to enter a climb, that’s a major attitude change. Transitioning from a straight climb to a climbing turn is also a major attitude change. Any combination of the basic flight maneuvers involves a major attitude change. All three steps in sequence should take approximately 15 to 20 seconds to complete.
3. Press P to pause the simulation. How was that? Not too bad, eh? Simple as this is, it’s an important skill to have. I make all my airplane students master it before moving on to more complex skills. Wing-Leveling and Pitch Reflex Now let’s try the same thing with the autopilot disengaged. I want you to maintain both the pitch and bank attitude for straight-and-level flight as shown in Figure 2. Yes, the turbulence is still active. Give it a try. 1.
Figure 3 shows the approximate pitch required to climb at 80 knots with full power (13 degrees nose up). Let’s practice entering a climb attitude from straight-and-level flight, and then returning to straight-and-level flight. From the Flights menu, click Select Flight, and choose Tutorial 10, Situation 3. Figure 3 The autopilot is deactivated in this flight and I’ve removed the turbulence. Remember, the sequence for Step one of our scan is attitude, power, and trim.
Take some time now to practice entering a climb, then leveling off in straight-and-level flight until you feel comfortable with the attitude, power, and trim sequence. Press Ctrl+; any time you want to reset the simulation to straight-and-level flight. Entering a Descent from Straight-and-Level Now let’s see how you handle entering a descent. The important thing to know here is the proper attitude when descending. Descents are typically done at airspeeds higher than those used for climbing.
Entering Climbing and Descending Turns From the previous tutorials you learned that turns were made at 20 to 30 degrees of bank. This is appropriate for instrument flying, too. What you don’t want to do is make turns in excess of 30 degrees of bank. Why? Turning too steeply increases a pilot’s workload while flying under instrument conditions. Instrument flying is hard work and the last thing a pilot needs is to struggle with the aerodynamic forces associated with steep turns.
Tutorial 11: Radial Scanning the Primary Instruments (Step Two of the Three-Step Instrument Scan) Step one, Step two, Step three: doesn’t this sound like a Fred Astaire introductory dance lesson? Well, instrument scan is best taught in a similar way, by easily managed steps. In this sense, your partner is the instrument panel and your eyes dance from instrument to instrument in an organized way. You’ve learned Step one of the three-step scan, now on to Step two.
Anything that’s primary is important. And primary instruments give you the most important information for precision control of pitch, bank, and power. Each attitude you select uses three primary instruments, one for pitch, one for bank, and one for power. But how do you know which instruments these are? After all, you have several to choose from. To answer that question let’s go for a hamburger.
Suppose you’ve placed the airplane in the attitude for a straight climb (or descent). What primary instruments should you radial scan? Find the instruments labeled straight (heading indicator) and climb (airspeed indicator). The heading indicator helps you fly straight, the airspeed indicator helps you determine the proper pitch for a climb (or a descent), and the MP gauge shows the power setting selected. Finally, place the airplane in the attitude for a level turn.
Look for any deviation away from the desired heading. Return to the AI and make a small change in bank (if necessary) that stops the heading change or returns the airplane to the appropriate heading. From there, move to the altimeter and look for any deviation from the desired altitude. Return to the AI, making a small pitch change (if necessary) that stops the needle or returns it to the appropriate position. The MP gauge is radial scanned last.
straight-and-level flight. Remember to use the techniques you learned from the previous tutorial (attitude, power and trim). Once established in the new attitude, begin with Step two of the three-step scan. Radial scan the primary instruments. Use Step two to make small attitude adjustments on the AI for a precise climb at 80 knots on a heading of 270 degrees. Give it a try. Standard Rate Turns Standard rate turns allow the airplane to change headings at a rate of 3 degrees per second.
radial scanning the primary instruments. Adjust the attitude on the AI for a precise altitude of 4,000 feet and a standard rate turn. Huh? What’s a standard rate turn? See the sidebar on page 130. Now, give it a try! 1. 2. 3. 4. 5. 6. 7. 8. Press P to activate the simulation. Make sure the throttle is set to a cruise power setting of 20 inches of MP. Scan Step one: enter a 20-degree bank turn to the left. Select attitude, power, then trim. Scan Step two: start at the AI and radial scan the altimeter.
5. 6. Radial scan the turn coordinator. Return to the AI and adjust the bank (if necessary) to maintain a standard rate turn. There is no reason to radial scan the MP gauge since you’ve reduced the throttle to flight idle. 7. Keep radial scanning the airspeed indicator and the turn coordinator, making small attitude corrections until the airplane is established in a standard rate descending turn to the right at 100 knots. Press P to pause the simulation. 8.
Tutorial 12: Trimming Using the VSI and Monitor Scanning the Big 6 Instruments (Step Three of the Three-Step Instrument Scan) By now, you know that instrument pilots are not folks who sit in airplanes and play piccolos or guitars. The closest they come to making music occurs as they follow a step-by-step instrument scan procedure when making a major attitude change. So far, we’ve covered two of the three steps. Let’s complete our instrument scan procedure by studying the last step in the three-step scan.
Letting Go There’s never any reason to completely let go of the controls to see which way an out-of-trim airplane moves. This causes pilots more heartaches than it’s worth. And whatever you do, don’t let go of the controls while saying, “Accept this sacrifice, oh great lord of darkness.” Yikes! By letting go of the controls, instead of easing off a little on control pressures, an untrimmed airplane could rapidly deviate from the planned flight attitude, depending on just how out of trim it was.
Remember, radial scanning is a lot of work: physically, intellectually, and emotionally. It is possible to radial scan all the instruments on the panel, but this is usually unnecessary and can become very tiresome. Radial scan only those instruments necessary to control the airplane. Tips from the Professionals Over the years, some professionals have reported a rather unusual method of detecting instrument deviation once the airplane’s attitude has been established and the aircraft trimmed.
Tutorial 13: Understanding Instrument Approaches Okay, time to sit back in your easy chair, grab a soda, and get prepared to sip and learn. That’s right, get comfortable because this tutorial won’t involve any flying. It’ll consist mainly of a friendly little discussion about the principles of instrument flying. No, nothing super-secret is going to happen. No special handshakes. No passwords. Specifically, we’ll talk about what an instrument approach is, and why, when, where, and how it’s done.
Instrument Flying: The Big Picture Instrument flying works this way. First, a pilot files an IFR flight plan with Air Traffic Control (ATC). This is like making a dinner reservation at a fancy restaurant, in that it alerts the restaurant staff to reserve space for you. Same with ATC. After the plan is filed and you’re ready to go, you typically call the air traffic control tower at your departure point, and tell them you have a flight plan on file.
The Approach Chart Instrument approach charts have several things in common. At the top, they show the frequencies you’ll use to talk to the local air traffic controllers (section A in Figure 1, Tutorial 14). Below this is a plan view, which shows the electronic navigation aids that you’ll use to fly to the airport (section B). Below that is something known as the profile view, which gives you a few of the preliminary minimum altitudes you’ll use as you descend to the airport (section C).
Tutorial 14: Flying a VOR Approach We talked about using VOR navigation to get around in the air back in Tutorial 9. Well, Grasshopper, you’re about to get your black belt in VOR, and use it for landing. Examining your First VOR Approach Figure 1 is the VOR approach chart for the municipal airport in Santa Monica, California. Look at the thick black line located in the plan view (position E) running from right to left down toward the airport.
S A H E B F G I C L K J M D Figure 1 140 Microsoft Flight Simulator 2000
Finally, when the DME reads 2.4 miles, you’re at CULVE intersection (position L). Since no lower altitudes are shown in the profile view, you need to go to the minima section (position D) for the final and lowest altitude to which you can descend. The minima section shows 660 feet as the minimum descent altitude (MDA). To go any lower, you must have the airport in sight. You must also have at least one-mile flight visibility (shown in the minima section next to the 660 feet) to go below the MDA.
A Variation of the VOR Approach There are several variations to the VOR instrument approach procedure. Once you master these, you’ll have no problem interpreting any approach chart. For instance, Figure 2 is the VOR approach to Long Beach, California. (You’ll notice that there is a slight difference in chart format between Figures 1 and 2. Within the next couple of years, all approach charts will eventually change to the format shown in Figure 2.) The approach consists of two main segments.
L o n B F E A H G 7 C D Figure 2 Learning To Fly with Rod Machado 143
Therefore, if I’m heading down to SLI VOR from the north, I’ll turn and fly a heading of 120 degrees after crossing the station. This should keep me close to the racetrack boundaries. After one minute (the time shown next to the racetrack in the profile view, position G), I’ll turn left to intercept and track the 300-degree course back to the VOR and complete the instrument approach. Of course, this also assumes that I’ve previously set my OBS to 300 degrees.
R A B C E F J D I 7 G H Figure 3 Learning To Fly with Rod Machado 145
I’ll bet you’d like to try this approach, wouldn’t you? Okay, here’s the setup. Select Tutorial 14, Situation 5. (You know where to find it.) I’ve placed you approximately 10 miles northeast of the RDD VOR on the 224-degree course inbound. Your navigation radio is set to RDD with the OBS set to 224.The autopilot is off and you’re at 6,700 feet. ATC has cleared you for the approach, which means you can descend to the lowest altitude shown on the route you’re flying.
A standard holding pattern looks like an oval racetrack anchored at a holding fix (a VOR, nondirectional radio beacon (NDB), or intersection), as shown in Figure 4. The two straight legs are called the inbound and outbound legs. In a standard holding pattern, you make all turns to the right (non-standard patterns therefore have left turns). All turns should be at standard rate. How long are the legs of the pattern? Long enough so that flying the inbound leg will take about one minute.
Teardrop Entry Use a teardrop entry (as shown in Figure 7) when approaching the holding fix in the opposite direction as the inbound leg, but ending up inside the racetrack after crossing the fix. At the fix, turn toward the racetrack, to a heading that’s 30 degrees off the outbound leg heading. Hold that heading for one minute, then turn in the opposite direction to intercept the inbound course. Return to the fix and proceed with the holding pattern. Sound complicated? Most pilots think so.
Tutorial 15: Flying an ILS Approach Are you ready to rock and roll? If you thought VOR approaches were fun, wait till you get hooked on flying the instrument landing system (ILS) approach. It’s perhaps one of aviation’s most challenging, yet satisfying, aerial activities. A B Don’t forget to do the homework—the last homework of our class. Gets you a little teary-eyed, doesn’t it? An ILS approach consists of a descent to a runway with both vertical and horizontal electronic guidance.
airplane is tracking the runway centerline. Under no-wind conditions, you just need to fly the runway heading to keep the localizer needle centered. If there’s wind, you need to make small corrections to compensate for wind drift. Sounds easy, but it does take practice to perfect this skill. The glideslope is an electronic beam that’s tilted upward at approximately a 3-degree angle (Figure 3).
The Constant-rate Descent For a typical ILS approach flown at 90 knots, a 500-foot-per-minute (FPM) descent rate is required to remain on glideslope. Of course, if you fly the approach at a faster speed, you must increase your descent rate. Glideslope angle and wind are two factors that affect the precise descent rate required to center a glideslope needle. But we’ll use a ballpark descent rate of 500 FPM for our example. Okay, enough talk. Time for a little action, Jackson.
position in the ILS display (Figure 6). Once centered, you’ll reduce power to a little less than 10 inches of MP, adjust the pitch and trim the airplane for a 500 FPM descent rate, all the while maintaining 90 knots. Assuming you’re in perfect harmony with the universe, the airplane will remain on glideslope all the way to DH. But you know how easy it is to get a kink in your chakra, so you can’t count on your karma being perfect.
Now assume you’re below the glideslope and must decrease your descent rate to capture it. 4. Change the descent rate from 500 to 300 FPM by placing the nose in a 3-degree nose-up pitch attitude as shown in Figure 8. Increase the power a little (a bit over 14 inches of MP) to maintain 90 knots. Remember, don’t chase the VSI needle. Make pitch changes on the AI, followed by small pressure adjustments on the joystick to fine-tune the VSI’s indication. 5.
stack), click the ALT button and HDG button to turn the altitude and heading hold off, and click APR (for approach mode) as shown in Figure 12. Figure 12 4. Establish an airspeed of 90 knots by reducing power to a little less than 10 inches of MP. 5. Observe the descent rate required to fly the glideslope under these conditions (no wind is present) and notice how the localizer needle stays centered when you maintain a heading of 294 degrees.
Just make sure to adjust the throttle to a little less than 10 inches of MP for a 90 knot descent. Once established, click off APR and fly it yourself. Using the autopilot this way is like having me on board (in electronic spirit, that is). Here you go. 1. 2. 3. 4. 5. Click Ctrl+; to reset the simulation. Press P to activate the simulation. Readjust power to 14 inches of MP until intercepting the glideslope. Click the autopilot’s ALT and HDG modes to turn them off. Fly the ILS.
will cry if you yell at it. I mean that the needle response to course deviation is quicker than that of a VOR. This makes it a little more challenging to keep the needle centered in the display. (The glideslope needle is also quite sensitive, so don’t yell at it, either.) Figure 14 shows the ILS Runway 28R approach chart for Portland International Airport (position A). The localizer frequency is 111.3 MHz (position B).
Portland M N B A C O D E P H I 7 J F Q L G K R Figure 14 Learning To Fly with Rod Machado 157
the VOR approach. If I were cleared for a localizer approach, I’d cross the outer marker at 1,900 feet (position J) then descend to 560 feet (position K) and fly to the MAP. The MAP is identified by time (based on a specific ground speed from the outer marker) or by DME on the localizer as shown by position L. Most everything else about this approach chart should now be familiar to you. For example, suppose you’re over Battle Ground VOR (position M) and ATC clears you for the approach.
Here’s the sequence you should use: 1. 2. 3. 4. 5. 6. Track on the 135-degree course from BTG until over LAKER intersection (you’ll know you’re over LAKER when the blue marker beacon light illuminates and you hear the beeping (fries are done) sound). Turn to a heading of 99 degrees, then make an additional turn to center the localizer needle if required (remember, you’ll experience reverse sensing here).
Once the localizer needle is centered, apply a small correction for wind. Try a 1-, 5-, or 10-degree wind correction angle (WCA) based on your best estimate of the winds. With the WCA established, watch the localizer needle. If it returns to center you know that the best WCA is some angle between the current WCA and the localizer direction. For instance, upon intercepting the localizer at Portland, you fly 279 degrees. In a few seconds, the localizer needle begins moving to the left.
Well, it’s graduation day. If you’ve completed all these tutorials you’ve impressed me in several ways. First, you showed tremendous motivation, which I liken to Captain Ahab going after Moby Dick and taking the tartar sauce along. Ahab was motivated, just like you. While many of your brother and sister Flight Sim users were out buzzing bridges and skidding off aircraft carriers you were studying. Additionally, you’ve delayed your gratification and have earned basic flight skills as a result. I’m impressed.
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8 chapter eight The Fleet
Sopwith F.1 Camel Specifications 164 Specifications U.S. Max Speed 99 kts Engine (two options) 110 hp Le Rhone | 130 hp Clerget 9b rotary Maximum Range 300 mi 483 km Service Ceiling 19,000 ft 5,791 m Empty Weight 956 lb 433 kg Gross Weight 1,523 lb 690 kg Length 18.5 ft 5.64 m Wingspan 26.9 ft 8.20 m Height 9.083 ft 2.
Sopwith Aviation Company Born to privilege, Thomas Octave Murdoch Sopwith could have spent his life playing polo and sailing his 166-ton schooner “Neva”—interests that preceded his passion for aviation. But his intelligence, energy, and curiosity combined well with his engineering education to steer him into pursuits that matched a bounding ambition. In 1910, Sopwith earned British Pilot Certificate no. 31, and before the year was out, he was competing for and setting British aviation records.
Sopwith 2F.1 Camel In July, 1917, the Sopwith Camel entered the fray of World War I aerial combat. Developed by the British as a replacement for the Sopwith Pup, the Camel was an extremely agile and maneuverable airplane. With its two Vickers machine guns, it outgunned the Pup and provided a measure of insurance against losing a fight due to a jammed gun. The humped fairing that covered the machine guns gave the Camel its name.
Schweizer 2-32 Specifications Specifications U.S. Metric Maximum Speed 137 kts Engine none Glide Ratio 34 to 1 Empty Weight 850 lb 386 kg Length 26.75 ft 8.15 m Wingspan 57 ft 17.4 m Wing area 180 sq ft 19.37 m2 Aspect Ratio 18.
Schweizer Aircraft Company The love of soaring: that’s the motivation that kept the Schweizer brothers building sailplanes through many years of less-than-soaring sales volume. Although the company’s success was largely from manufacturing other products, they maintained a tradition of building some of the world’s best sailplanes, even when it didn’t always make the best business sense. As teenaged boys, Ernest, Paul, and William assembled their first glider at home in a barn in 1930.
Schweizer SGS 2–32 Through the late 1960s and much of the 1970s, one aircraft stood apart as the world’s highest performance multi-seat sailplane: the Schweizer SGS 2–32. Many world soaring records were set in 2–32s in both men’s and women’s categories, including a distance run of 505 miles. In the early 1960s, it was apparent that European manufacturers were beginning to cut into SAC’s position as the premier builder of high-performance sailplanes.
Cessna 182S Specifications 170 Specifications U.S. Maximum Speed 145 kts 167 mph 269 kmh Cruise Speed 140 kts 161 mph 259 kmh Engine Textron Lycoming IO-540-AB1A5 Propeller McCauley 3-bladed constant speed Maximum Range 820 nm Service Ceiling 18,100 ft 5,517 m Fuel Capacity 88 U.S. gal 333 l Empty Weight 1882 lb 854 kg Maximum Gross Weight 3,110 lb 1,411 kg Length 29 ft 8.84 m Wingspan 36 ft 11 m Height 9 ft 2.
Cessna 182 RG Specifications Specifications U.S. Metric Maximum Speed 160 kts 184 mph 296 kmh Cruise Speed 156 kts 180 mph 289 kmh Engine Textron Lycoming O-540-J3C5D Propeller McCauley 2-bladed constant speed Maximum Range 1,135 nm Service Ceiling 14,300 ft 4,359 m Fuel Capacity 92 U.S. gal 348 l Empty Weight 1,784 lb 809 kg Maximum Gross Weight 3,100 lb 1,406 kg Length 28.625 ft 8.72 m Wingspan 36 ft 11 m Height 8.75 ft 2.
Cessna Aircraft Company His name is synonymous with light aircraft. Clyde Cessna, one of aviation’s adventurous pioneers, started flying in 1911 and began building planes soon after. The first was a tiny monoplane that he named “Silver Wings.” Throughout the early teens he built and crashed a number of aircraft which were either modifications of other designs or designs of his own.
Citation X. After many decades of success, it seems Cessna will continue its eminent role in general aviation well into the future. Cessna 182S Skylane and Skylane RG When Cessna saw how well their Model 180 was selling, they looked for a way to make it an even bigger success; the answer was the Model 182.
Extra 300s Specifications 174 Specifications U.S. Maximum Speed 200 kts 230 mph 370 kmh Cruise Speed 178 kts 205 mph 330 kmh Engine Textron Lycoming AEIO-540 L1B5 Propeller 3-bladed constant speed Maximum Range 415 nm Service Ceiling 16,000 ft 4,877 m Fuel Capacity 42.3 U.S. gal 160 l Empty Weight 1,470 lb 667 kg Maximum Gross Weight 2,095 lb 950 kg Length 23.36 ft 7.12 m Wingspan 26.25 ft 8m Height 8.6 ft 2.
Extra Flugzeugbau Walter Extra is well on his way towards being added to the long list of legends that populate German design and engineering circles. A mechanical engineer whose avocation was aerobatic competition, he won several German National Championships and competed internationally. After flying a modified Pitts Special in the 1982 World Aerobatic Championship, Extra decided to design his own high performance monoplane. His Extra 230 was in the air the next year.
Extra 300S If airplanes were horses, the Extra 300S would be a champion thoroughbred. It is, in fact, designed to be a champion in Unlimited class aerobatic competitions. The 300S combines light weight, a 300 horsepower engine, and exquisite control harmony in an aircraft that has won several World Aerobatic Championships. A derivative of the two-place model 300, the wing of the single-place 300S was lowered eight inches to provide better ground visibility and improve the general appearance of the aircraft.
Learjet 45 Specifications Specifications U.S. Metric Cruise Speed Mach 0.81 Engines Allied Signal TFE731-20 Maximum Range 2,200 nm Service Ceiling 51,000 ft Fuel Capacity 6,000 lb Maximum Gross Weight 20,450 lb 9,276 kg Maximum Takeoff Weight - HGW 20,200 lb 9,163 kg Length 58.4 ft 17.8 m Wingspan 47.8 ft 14.6 m Height 14.3 ft 4.3 m Seating Up to 9 passengers Useful Load 2,650 lb 464 kts 2,532 mi 859 kmh 3,500 lb thrust 4,074 km 15,545 m 882 U.S.
Learjet When most people think of business jets, they think Learjet. For more than three decades, through a number of corporate changes, Learjet has produced some of the finest aircraft in the world. William Powell Lear was a 61 year old millionaire entrepreneur when he began work on development of the Learjet. Dissatisfied with the speed of the propeller-driven craft available to business travelers in the 1950s, he decided to build a corporate-class jet.
Learjet 45 The Model 45 is Learjet’s first all-new aircraft since Bill Lear’s first Model 23. Although it looks like a Learjet, it has only half the parts of a Model 35, reflecting a significant design progression. The parameters set down for the 45 called for it to have the performance of the Learjet 35, the handling of the Learjet 31A, and greater cabin space than the competition. This is Learjet’s first paperless airplane, designed entirely on a computer screen.
Boeing 737-400 Specifications 180 Specifications U.S. Cruise Speed Mach 0.74 Engines CFM56-3C1 Maximum Range 2,059 nm Service Ceiling 36,089 ft 11,000 m Fuel Capacity 5,311 U.S. gal 20,098 l Empty Weight – Standard 76,180 lb 34,555 kg Maximum Takeoff Weight 138,500 lb 62,823 kg Length 120 ft 37 m Wingspan 85 ft 25.9 m Height 36.5 ft 11.13 m Seating 147 to 168 Cargo Capacity 1,373 ft3 Microsoft Metric 477 kts 883 kmh 2,370mi 3,813 km Flight Simulator 2000 38.
Boeing 777-300 Specifications Specifications U.S. Metric Cruise Speed Mach 0.84 Engines (three options) P&W 4000 | GE 90 | RR Trent 800 Maximum Range 5,600 nm Service Ceiling 36,400 ft 11,095 m Fuel Capacity 45,200 U.S. gal 171,050 l Maximum Takeoff Weight - Basic 580,000 lb 263,084 kg Maximum Takeoff Weight - HGW 648,000 lb 293,928 kg Length 242.33 ft 73.9 m Wingspan 199.91 ft 60.9 m Height 60.66 ft 18.
Boeing Company In 1903, the same year that the Wright brothers made their revolutionary flight, a young man named William Boeing left Yale engineering school for the West Coast. He made his fortune trading timberlands, moved to Seattle, Washington, and soon became interested in the new field of aviation. After learning to fly with aviation legend Glenn Martin in 1915, Boeing and a partner decided they could build a better flying machine.
space, and communications businesses combine to make it the world’s largest aerospace manufacturer and the leading exporter of goods from the United States. Boeing 737–400 One should hardly be surprised that the world’s most prolific manufacturer of commercial aircraft is also the producer of the world’s most popular jetliner. The 737 became the best-selling commercial jetliner world-wide when orders for it hit 1,831 in June of 1987 (surpassing Boeing’s own 727 as the previous champ).
Boeing 777–300 On the outside it may resemble the jetliners you’ve seen for years. Inside it’s a whole new type of bird. The newest plane in the long and proud Boeing family line is the 777, commonly referred to as the “triple 7.” This long range, fuel-efficient twinjet was first delivered in May of 1995 to fill a gap in the market between the 747 and 767. It is capable of seating 305 to 479 passengers and the longer-range 777–200 version can carry them 8,860 miles.
Concorde Specifications Specifications U.S. Metric Max Speed Mach 2.04 Cruise Speed Mach 2 Engines Rolls-Royce/Snecma Olympus 593 Mark 610 Turbo jet Max Thrust 38,050 lb with afterburner Maximum Range 3,371 mi Service Ceiling FL600 Max Fuel Capacity 26,400 lb Fuel Consumption 22.6 tonnes/h Max Takeoff Weight 408,000 lb 185,070 kg Max Landing Weight 203,000 lb 92,079 kg Length 202.33 ft 61.66 m Wingspan 83.83 ft 25.6 m Height 40 ft 12.
Concorde History Concorde was not built by one company; in fact, it was not even built by one country. Great Britain had decided by 1961 that it was both desirable and technologically feasible to build a supersonic transport (SST) with transatlantic range. The enormous cost and risk required that the project be undertaken with a partner.
Concorde Concorde is on its way down from cruising at Mach 2 (1,340 mph), twice the speed of sound, towards a landing speed of 163 knots (301.8 kmh). As it decelerates, passengers sit in airconditioned comfort while Concorde is shrinking: yes, shrinking. There is a slight scent of ozone in the air. This is a normal flight for an airplane that is unique among airliners. Temperatures upwards of 117C° (243F°) can be reached on Concorde’s skin from friction when flying at supersonic speeds.
Bell 206B JetRanger III Specifications 188 Specifications U.S. Cruise Speed 115 kts Engine Allison 250-C20J 420 shp Maximum Range 435 nm 500 m 805 km Service Ceiling 20,000 ft 6,096 m Hovering Ceiling 19,600 ft 5,974 m Fuel Capacity 91 U.S. gal 344 l Empty Weight 1,640 Ib 744 kg Maximum Gross Weight 3,200 lb 1,451 kg Maximum Gross Weight External Loading 3,350 lb 1,519 kg Hook Load Limit 1,500 Ib 680 kg Length 31.2 ft 9.51 m Rotor Span 33.3 ft 10.15 m Height 11.
Bell Helicopter It is fitting that the permanent collection of the Museum of Modern Art in New York City contains a Bell-47 helicopter, an object whose beauty is inseparable from its efficiency. The genius of Leonardo Da Vinci produced the idea of vertical flight; centuries later it would take another brilliant innovator, philosopher, and artist to bring the concept to commercial reality. His name was Arthur Young.
Bell 206B JetRanger III The Bell 206 series has accumulated an astounding array of impressive statistics. More than 6,000 JetRangers are flying worldwide in roles as diverse as corporate transportation, police surveillance, and United States Army Aviation training. The series has flown over 26 million flight hours, and a few JetRangers are flying with more than 30,000 hours on their airframes.
Appendices appendices A
Elrey Borge Jeppesen At the age of 14, Elrey Borge Jeppesen took a ride with a barnstormer and decided that flying was definitely for him. At 20, “Jepp” earned his pilot's license, which was signed by Orville Wright. Jepp flew challenging air-mail routes in the Western United States during the 1930s. Dangerous flying conditions were compounded by the fact that pilots had no aeronautical charts to use; they used road maps, if anything at all.
Important: The charts contained in this Pilot’s Handbook are intended for use with Flight Simulator only. They are not intended for use in actual aviation navigation. Charts for use in the real world are updated frequently, and although the charts in this handbook are real-world charts, they will not be updated. This appendix contains the following charts.
Boston, MA 194 Microsoft Flight Simulator 2000
Boston, MA A Appendix A: Charts 195
Chicago, IL Chicago, IL 196 Microsoft Flight Simulator 2000
Islip, NY A Appendix A: Charts 197
London, UK 198 Microsoft Flight Simulator 2000
London, UK A Appendix A: Charts 199
London, UK 200 Microsoft Flight Simulator 2000
London, UK A Appendix A: Charts 201
London, UK 202 Microsoft Flight Simulator 2000
A Appendix A: Charts 203
New YYork, ork, NY 204 Microsoft Flight Simulator 2000
Paris, France A Appendix A: Charts 205
San Francisco, CA 206 Microsoft Flight Simulator 2000
San Francisco, CA A Appendix A: Charts 207
Seattle, WA 208 Microsoft Flight Simulator 2000
Seattle, WA A Appendix A: Charts 209
Seattle, WA 210 Microsoft Flight Simulator 2000
Seattle, WA A Appendix A: Charts 211
Seattle, WA 212 Microsoft Flight Simulator 2000
Titusville, FL A Appendix A: Charts 213
Tokyo, Japan 214 Microsoft Flight Simulator 2000
Tokyo, Japan A Appendix A: Charts 215
Tokyo, Japan 216 Microsoft Flight Simulator 2000
Tokyo, Japan A Appendix A: Charts 217
If you’d like to know more about using Jeppesen charts for real-world navigation, contact Jeppesen or the Aircraft Owners and Pilots Association (AOPA). AOPA Pilot magazine contains a Chart Clinic series written by the experts at Jeppesen to help you understand charts. You can find more information at www.jeppesen.com and www.aopa.org.
Glossary This is a brief glossary of some of the terms that appear in this Pilot’s Handbook. For extended definitions and hundreds more terms, see the Glossary section of the onscreen Help. aerobatics Precision maneuvers such as barrel rolls and loops, and other similar maneuvers not necessary for normal flight. ailerons Movable control surfaces, usually located near the wing tips, that control the rolling motion of an aircraft. The ailerons move simultaneously in opposite directions.
bank The angle of an airplane’s wings with respect to horizon; rotation about an aircraft’s longitudinal axis. center of gravity (CG) The point at which an airplane would balance if it were suspended by a cable. The CG is also the point at which the aircraft’s three axes—longitudinal, lateral, and vertical—intersect and the point at which the four fundamental forces of flight—lift, weight, thrust, and drag—are assumed to act.
glass cockpit Refers to the replacement of conventional cockpit gauges with computerized cathode ray tubes (CRTs) or liquid crystal displays (LCDs). A number of gauges are combined into the displays, and the pilot can often flip to different “pages” to see navigation or aircraft system information. Gs A measurement of the load factor, or apparent gravity, experienced by an aircraft during flight. One G represents the force of gravity exerted on a body at rest.
lift The upward force produced by an airfoil, such as a wing, interacting with the air. Lift acts at right angles to the relative wind or the aircraft’s flight path. One of the four fundamental forces in flight, lift is opposed by weight. Mach number The ratio of an aircraft’s speed to the speed of sound. manifold pressure gauge An instrument that measures the air pressure in the intake manifold of a piston engine.
solo Flight during which only one pilot is flying the aircraft. See also dual. spot plane A view in Flight Simulator that allows you to see the airplane you are flying as though viewing it from another plane flying alongside. stall A sudden loss of lift caused by a disruption of the normal smooth flow of air over the upper surface of a wing. A stall is an aerodynamic phenomenon and has nothing to do with the engine.
very high frequency omnidirectional radio range (VOR) A ground-based radio transmitter that sends signals in 360 radials. Some of these radials define airways, but pilots can track any radial to fly a specific path over the ground. visual flight rules (VFR) The “rules of the road” that govern flight when the visibility and ceiling allow pilots to navigate and avoid obstacles and other aircraft by visual reference.
Recommended Reading Gann, Ernest K. Fate Is the Hunter. New York: Simon and Schuster, 1986. The following works are highly recommended by the Microsoft® Flight Simulator 2000 team for any aviation enthusiast. Gann was an early airline pilot and a Military Air Transport Service pilot during World War II. He tells wonderful tales about the days when being an airline pilot was considered to be something between foolish and completely idiotic. Ackerman, Diane. On Extended Wings.
Machado, Rod. Rod Machado’s Instrument Pilot’s Survival Manual. San Clemente, CA: The Aviation Speakers Bureau, 1991. There have been many good books written about instrument flying—this one focuses on the topics that keep instrument pilots up at night scratching their heads. With his usual humor, Machado reveals connections and relationships that most instrument pilots discover only after thousands of hours in the cockpit. Machado, Rod. Rod Machado’s Private Pilot Handbook.
Microsoft Product Support Services Help is available from many different sources. Please take the time to read the following so we may direct you to the most appropriate help source for you. The services and prices listed here are available in the United States and Canada only. Support outside the United States and Canada may vary. Microsoft’s support services are subject to Microsoft’s then-current prices, terms, and conditions, which are subject to change without notice.
Paid Assisted Personal Support If you need help after hours, or if you have used up or are not eligible for no-charge Personal Support, you can use Pay-Per-Incident Support via Microsoft Personal Online Support or via the telephone. Support fees are billed to your VISA, MasterCard, or American Express card. In the U.S.: $35 U.S. per incident. In Canada: $45 CDN + tax per incident. Both are available 24 hours a day, 7 days a week, including holidays.
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Index
Numbers 182 RG. See Cessna 182 RG Skylane 182S. See Cessna 182S Skylane 3-D graphics accelerator card 5 737-400. See Boeing 737-400 777-300. See Boeing 777-300 B A add-ons, downloadable 29 Adventures 22 aerobatics defined 219 performing 24 ailerons, defined 219 Air France, Concorde 186.
Commercial Pilot 38 Instrument Rating 37 Private Pilot 36 certification, real world 32 Airline Transport Pilot 34 Commercial Pilot 33 Instrument Rating 32 Private Pilot 32 Cessna 182 RG Skylane description 173 specifications 171 Cessna 182S Skylane description 173 specifications 170 Cessna Aircraft Company 172 Cessna, Clyde 172 chart load factor 83 rate of descent 154 stall factor & bank angle 83 charts, Jeppesen 192 Boston, MA 194, 195 Chicago, IL 196 Islip, NY 197 London, UK 198-202 Long Beach, CA 143 Min
flying ILS approach (tutorial) 149 inverted 25 tutorial 43 VOR approach (tutorial) 139 with other pilots 24 frame rate defined 220 improving 6 Fuel option 12 Full Screen mode 6 G general aviation, defined 220 glidepath (tutorial) 93 gliders 168 Global Positioning System (Moving Map) 14 glossary 8, 219 Go to Airport option 14 GPS (Moving Map) option 14 Gs, defined 221 H hat switch button 13 Hawker Engineering 165 Hawker Siddeley Aircraft Company 165 heading, defined 221 helicopter Bell Helicopter 189 fly t
L O landing gear, defined 221 landings (tutorial) 90, 99 Lear, William Powell 178 Learjet (aircraft company) 178 Learjet 45 description 179 specifications 177 lift, defined 222 load factor chart 83 localizer, wind correction on (tutorial) 161 Logbook option 16 London, UK, charts 198-202 Long Beach, CA, chart 143 optimizing 5 options, setting 6 M Mach number, defined 222 Machado, Rod 42 manifold pressure gauge, defined 222 Map View option 14 medevac, Bell Helicopter 189 memory requirements 5 Microsoft Co
renting an airplane 35 resolution, changing 6 roll, defined 222 rudder, defined 222 rudder pedals 29 S sailplanes defined 222 flying 23 Schweizer Aircraft Company 168 San Francisco, CA, charts 206, 207 Santa Monica, CA, chart 140 scenery, detailed 20 Schweizer Aircraft Company 168 Schweizer, Ernest, Paul, & William 168 Schweizer SGS 2-32 description 169 specifications 167 screen resolution defined 222 setting 6 Seattle, WA, charts 208-212 Select Aircraft option 12 self-help, Microsoft Product Support Servi
thrust, defined 223 Titusville, FL, charts 213 Tokyo, Japan, charts 214-217 Top-down View 13 Tower View 13 Track View 13 traffic pattern defined 223 tutorial 99 trim defined 223 using VSI, monitor scan (tutorial) 133 turns procedure 142 standard rate 223 steep (tutorial) 82 tutorial 50 tutorials attitude, power, & trim 120 climbs & descents 58 flying 43 flying a VOR approach 139 flying an ILS approach 149 landings 90, 99 radial scanning the primary instruments 126 slow flight 68 stalls 75 steep turns 82 str
238 Microsoft Flight Simulator 2000
