The Spirit of Flight Simulation

Transcription

1 OPERATIONS MANUAL

2 The Spirit of Flight Simulation Available to buy online at

3 Tornado GR1 Operations Manual Please note that Flight Simulator X or Prepar3D must be correctly installed on your PC prior to the installation and use of this Tornado GR1 simulation. CONTENTS INTRODUCTION...3 Aircraft specifications...5 Schemes...6 Operating Data Manual...6 INSTALLATION...7 SYSTEMS GUIDE...9 Throttles...9 Manoeuvre and airbrake switch...9 Instinctive cut-out...10 Engine start system...10 Secondary power system...10 Fuel supply system...12 Electrical power supply system...16 Hydraulic power supply system...17 Landing gear system...18 Arrester hook system...20 Primary Flight Control System (PFCS)...20 Secondary flight control system...24 Autopilot and Flight Director System (AFDS)...27 Canopy...30 Environmental control system...30 Lighting system...33 Communication equipment

4 PANEL GUIDE...39 Panel selector...39 Checklist panel...41 Throttle quadrant...42 Right forward console...45 Right rear console...55 Head-up display...59 Left main instruments...62 Centre main instruments...66 Right main instruments...68 Left coaming...71 Right coaming...73 Left forward console...75 Left rear console...82 Central warning panel...84 Gear/flaps panel...89 Rapid take-off panel...91 Control stick...92 Navigator position...93 CANOPY AND GROUND EQUIPMENT...95 TOOLS...96 TV DISPLAYS...98 MENU BAR OPTIONS TUTORIAL FLYING THE TORNADO PROCEDURES CREDITS COPYRIGHT SOFTWARE PIRACY

5 INTRODUCTION This simulation is based on one of the most distinguished Tornados to have served with the RAF ZA465 Foxy Killer. Having flown the most sorties of any of the Tornado fleet in the Gulf War, it was then assigned to the famous 617 Dambusters squadron before being preserved for posterity by the Imperial War Museum Duxford. The Tornado GR1 is a tandem (twin seat) multi-role combat aircraft. Its primary role is high speed, low level ground attack, but it is also capable of long range, high altitude interception and ground attack. It can carry out these roles in any weather using a wide range of weapons, external stores and sensors, including a terrain following radar. A wide range of external stores can be carried on pylons under the fuselage and wings, with outboard wing pylons typically carrying ECM pods. Under-wing pylons are kept aligned with the fuselage by a swivel mechanism. The aircraft is powered by two Turbo-Union RB199 Mk 103 turbofans, which are equipped with reheat and thrust reversers. Each engine provides a drive to an associated accessories gearbox. The two gearboxes can be interconnected using an X-drive (crossdrive) system. The aircraft is also fitted with an auxiliary power unit (APU) which can drive the right gearbox, and through the X-drive system can drive all accessories and provide engine starting capabilities. The APU cannot be used in flight, but an Emergency Power System (EPS) can supply limited hydraulic pressure and power to the fuel pumps to allow for in-flight engine relighting in the event of double engine failure. The Tornado is fitted with cantilever shoulder wings with variable sweepback between 25 and 67. Forward wing sweep provides take-off and landing capabilities at low speeds. For all other stages of flight the wings are manually swept in accordance with the desired Mach number and mission phase, thus providing the aircraft with a highly versatile operating envelope. Additional lift for take-off and landing is provided by full-span leading edge slats and double slotted trailing edge flaps. Primary flight controls consist of two tailerons (a combination of elevator and aileron) which are moved symmetrically for pitch control and differentially for roll control. Yaw is controlled using a conventional rudder. Roll control at lower airspeeds is aided by two sets of wing spoilers, which also operate as lift dumpers during the landing ground 3

6 roll. These controls are normally operated through a fly-by-wire system (Command and Stability Augmentation System CSAS), which processes pilot and autopilot inputs into stabilised electrical signals which control the hydraulically powered control units that drive the control surfaces. Fuel is carried in fuselage tanks, integral wing tanks and external tanks. The fuel system is normally controlled automatically, but manual control is available if required. The aircraft is fitted with an extendable probe for in-flight refuelling. Electrical power is provided by two AC generators which are driven from each accessory gearbox. The generators feed separate but normally interconnected busbars. Two transformer-rectifier units (TRUs) are supplied from the AC busbars, feeding DC power to an associated DC busbar. Both TRUs also feed a third DC busbar. Finally, an AC-fed battery charger provides charging current and power support to a busbar that is supplied directly from the aircraft battery. Two separate and independent systems supply hydraulic power to the primary flying controls. Each hydraulic pump is driven independently by each gearbox, supplying pressure to one system only. Landing gear extension and retraction is hydraulically powered. In the event of hydraulic failure the gear can be extended by use of nitrogen pressure. Wheel brakes and nosewheel steering are also hydraulically powered. Bleed air from the engines is cooled and fed into the cabin, providing cabin conditioning and pressurisation. If this system fails ram air can be fed into the cabin. Engine intake ice protection is provided by electrically heated mats and the windscreen and sensor probes are also heated. The aircraft is fitted with a centralised warning system to warn the crew of failures in the aircraft systems. Audio and visual warnings are used to attract the crew member s attention to the failures. 4

7 Aircraft specifications Dimensions Length Wingspan Height (to top of fin) Wing area m m (25 degrees), 8.52m (67 degrees) 5.95 m 26.6 m2 Power plants Type Dry thrust 2 x Turbo-Union RB199 Mk 103 turbofan with reheat 17, 400 lbf Weights Empty weight Gross weight Gross weight (including droptanks) 14,000 kg 18,700 kg 21,550 kg Performance VMO Service ceiling Range (max. payload) Cockpit crew 1,296 kt (1,491 mph) 50,000 ft 850 miles One pilot, one navigator Engines The two Turbo-Union RB199 Mk 103 turbofan engines are mounted side-by-side in the lower section of the rear fuselage. Each engine is supplied with airflow through a separate inlet duct located below the intersection of the wing and fuselage. Additional engine inlet air is provided during ground, take-off and low-speed/high-power operation through the opening of two auxiliary intake doors located in the outboard side of the nacelle. This provides optimum engine performance through a wide range of operating conditions. During reheat operation, fuel is added to the hot gas stream in the exhaust section by vaporizers and fuel spray rings. The area of each engine nozzle is fully variable in the reheat condition and is held in a nominal nozzle area position when operating in the dry range. To reduce engine thrust for taxiing purposes the nozzles may be opened by operating the TAXI NOZZLE lever in the front cockpit (throttle quadrant). This also limits the throttle movement to below MAX DRY. A bucket-type thrust reverser is located at the rear of each jet pipe to reduce the aircraft s landing distance. The system can only be operated on the ground and interlocks in the throttle levers prevent simultaneous selection of reheat and the thrust reversers. 5

8 Schemes The Tornado GR1 is supplied in the following schemes: Royal Air Force MRCA Royal Air Force Boscombe Down Royal Air Force Gulf War scheme (MiG Eater) Royal Air Force 617 Squadron Royal Air Force 12 Squadron Royal Air Force 16 Squadron, 75th Anniversary Royal Air Force 14 Squadron, 75th Anniversary Royal Air Force 45 Squadron / TWCU Royal Air Force 31 Squadron, 75th Anniversary Royal Air Force 15 Squadron, 75th Anniversary Royal Saudi Air Force 7 Squadron German Air Force Early development German Air Force JBG-33 German Air Force JBG-31 German Air Force AG51, Tiger Meet German Navy New scheme German Navy Early scheme German Navy 2002 display colours German Navy 90th Anniversary of Naval Aviation Italian Air Force MM55011, 50th Anniversary of the AMI scheme Italian Air Force Gulf War scheme Italian Air Force Early scheme Italian Air Force 155 Gruppo, Tiger Meet 2002 Italian Air Force 102 Gruppo, 60th Anniversary Operating Data Manual An additional Operating Data Manual PDF document is included with this Tornado software to supplement the information in this manual. It provides operating charts for various phases of flight and can be found in Start > All Programs > Just Flight > Tornado GR1 (or from the Start Tile screen if you are a Windows 8 user). 6

9 INSTALLATION You can install the Tornado GR1 software as often as you like on the same computer system: 1. Click on the Account tab on the Just Flight website (justflight.com) 2. Log in to your account 3. Select the Your Orders button 4. A list of your purchases will appear and you can then download the software you require Accessing the aircraft To access the aircraft in FSX: 1. Click on Free Flight 2. Select Just Flight from the Publisher drop-down menu 3. Select Panavia from the Manufacturer drop-down and choose one of the schemes Tick the Show all variations box to see all the available schemes. To access the aircraft in Prepar3D: 1. Select Aircraft > Select Aircraft from the menu bar 2. Select the Publisher filter mode and then select Just Flight from the list of publishers 3. Choose one of the schemes and click on OK To access the aircraft in Prepar3D v2: 1. Click on Vehicles in the menu bar 2. Type Panavia into the search bar, or select Group by Publisher and scroll down the list to locate Just Flight 3. Choose one of the schemes and click on OK Uninstalling To uninstall this software from your system: Go to the Windows Start menu and select Control Panel (if you are in Windows Classic view, Control Panel will be found under Settings ). Double-click on the item Add or Remove Programs (Windows XP) or Programs and Features (Windows Vista or 7). In Windows 8 move your mouse to the bottom left corner, right-click with your mouse, then left-click on the Programs and Features menu that appears. 7

10 Select the program you want to uninstall from the list provided and click the Uninstall option. Follow the on-screen instructions to uninstall the program. Uninstalling or deleting this software in any other way may cause problems when using this program in the future or with your Windows set-up. Website Updates Please check the News and Support pages on our website at justflight.com for news and updates for this and all our other products. Technical Support To obtain technical support (in English) please visit the Support pages at justflight.com. As a Just Flight customer you can obtain free technical support for any Just Flight or Just Trains product. Regular News To get the latest news about Just Flight products, sign up for our newsletter at justflight.com/newsletter. You can also keep up to date with Just Flight via Facebook ( and Twitter ( 8

11 SYSTEMS GUIDE Throttles A set of throttle levers is located on the left console of the front cockpit. Each throttle lever controls a corresponding engine from HP SHUT in the full aft position to COMBAT in the full forward position, passing through IDLE, MAX DRY and MAX REHEAT positions. The levers can be rocked outboard in the dry range to select reverse thrust and/or liftdump. The left throttle lever is rocked to arm the lift-dump system, and rocking both throttle levers arms both the lift-dump and reverse thrust systems. Once armed, the systems will activate when the aircraft touches down. Rocking the levers inboard will disarm the systems. Individual throttle levers can be rocked by right-clicking on the lever. Both levers can be rocked using the Spoiler Arm key command (normally [Shift]+[/]). The throttle levers are limited to operating within the IDLE to MAX DRY range if either lever is rocked outboard. A latch located to the rear of each throttle prevents inadvertent selection of the throttle levers to HP SHUT. The latches can be pressed forward (left-click) to allow the throttle levers to be moved from IDLE to HP SHUT. A taxi thrust selector lever can be lifted to fully open the engine nozzles, thereby reducing available thrust for taxiing purposes. With taxi thrust selected, throttle movement is restricted to approximately 75% NH (MAX DRY) and reverse thrust is inhibited. Closing the selector lever will return the engine nozzles to their nominal position. The Tornado has an unusual but very effective reverse thrust system. With reverse thrust armed, upon touching down the throttle levers are used to provide a variable amount of reverse thrust. Advancing the levers to the MAX DRY position will provide maximum reverse thrust, and moving them back to the IDLE position will provide idle reverse thrust. Manoeuvre and airbrake switch A five-position pyramid-type switch, located on the right side of the right throttle, is used to control the manoeuvre slats/flaps and airbrakes. Due to the position of the switch in the cockpit, keyboard and/or joystick assignments are used to operate the switch. Two different assignments are used for controlling the manoeuvre slats/flaps and airbrakes respectively. You can assign keys or joystick buttons of your choosing to these functions by assigning them to the Wings fold/unfold command for the manoeuvre slats/flaps, and the Spoilers (extend/retract) command for the airbrakes. 9

12 Instinctive cut-out An instinctive cut-out (ICO) switch located on the front of the control stick can be used to immediately disengage the autopilot (and all modes), flight director, autothrottle and nosewheel steering system. Due to the position of the switch in the cockpit, a keyboard and/or joystick assignment is used to operate the ICO. You can assign a key or joystick button of your choosing by assigning it to the Flight director (sync pitch) command. Engine start system The right or left engine start is initiated by selecting the ENGINE START switch to the RIGHT or LEFT position. Engine ignition will be operative immediately and after a fivesecond delay fuel will be delivered to the starter jets. T7 will increase to approximately 250 C and at approximately 21% NH the throttle lever has to be set to IDLE to open the HP SOC. Thereafter a steady rise in T7 up to approximately 500 C will be seen. Simultaneously after a short slow acceleration the engine speed will be up to the 65% NH idle speed. After engine start the ignition selector switch should remain in the NORM position, which will guarantee automatic ignition in case of a flame-out. For engine relight on a windmilling engine, the ignition circuits are energised for 30 seconds by pressing the relight button on the corresponding engine. This also energises the HP cock opening solenoid to provide a fuel supply to the starter jet for 30 seconds. Automatic ignition is provided when the IGNITION switch on the ENG CONTROL panel is set to the NORM position. Secondary power system The secondary power system provides facilities for starting the engines on the ground and transmits mechanical power from the engines to various accessories. The system consists of two accessory gearboxes and an auxiliary power unit (APU), which is mounted on and drives the right-hand accessory gearbox. Each gearbox drives an integrated drive generator (IDG), a hydraulic pump and an engine fuel pump. Each gearbox can be driven by its associated engine through a freewheel clutch, or through the X-drive shaft from the other engine, or drive its associated engine for starting purposes. Auxiliary power unit The APU is a gas turbine that uses aircraft fuel supplied from the engine fuel supply system via the APU shut-off valve. The APU drives the right-hand gearbox. In addition to providing torque for engine starting, the APU drives the aircraft generators and hydraulic pumps. For starting purposes the APU is fitted with a 28v DC starter motor and an ignition system. The starting cycle is controlled by an automatic starting circuit. The APU may be started from an external 28v DC ground power supply or with power derived from the aircraft s battery through the 28v DC busbar PP4, as selected by the APU power switch. 10

13 In-flight operation of the APU is inhibited. An air intake duct and shutter is installed in the starboard side of the fuselage. The shutter automatically opens when the APU is started, admitting outside air into the compressor intake. The shutter closes when the APU is shut down. To start the APU, with 28v DC power from the battery via battery busbar PP4 or utilising power from an external power source connected to the aircraft, the BATT MASTER switch should be set to FLIGHT, the APU BLEED switch set to CLOSED and the APU switch moved to START. The APU intake shutter will open, the APU RUN light will flash and the APU fuel valve will open. The APU will spool up and after approximately 15 seconds it will stabilise. The APU clutch will engage and drive the right-hand gearbox. When the APU BLEED switch is selected to OPEN, the APU RUN light will stop flashing but remain illuminated. If either engine is started, the APU will shut down automatically once the engine reaches approximately 60% NH. Cross-drive system The right- and left-hand accessory drive gearboxes can be interconnected through the cross-drive shaft and a friction clutch. Normally the APU is started with the X-DRIVE CLUTCH switch set to OPEN and therefore it will drive the right-hand gearbox only. If both gearboxes are required, however, the cross-drive clutch may be engaged by selecting AUTO either before or after the APU has started. With the X-DRIVE CLUTCH switch at AUTO either engine may be started first from the APU. The APU will automatically shut down at approximately 60% NH and the second engine can then be started from the first. The cross-drive clutch should be opened by pressing the X-DRIVE CLUTCH/PUSH OPEN button after the second engine has reached idle. The cross-drive clutch will not then re-engine unless a difference in engine speed in excess of 15% NH is detected, in which case the clutch will engage and the amber SHUT indicator light illuminates. The cross-drive clutch will remain engaged until it is manually disengaged by pressing the X-DRIVE CLUTCH SHUT-PUSH OPEN button. If the engine speed differential is still in excess of 15% NH the clutch will immediately re-engage. If the X-DRIVE CLUTCH switch is selected to OPEN the clutch will disengage and remain in this condition. For take-off, initial climb to 5,000ft and landing, the cross-drive switch should be selected to AUTO to maintain all hydraulic services in case of engine failure. Emergency power supply (EPS) system In the event of a double engine flame-out or double generator/tru failure, an EPS system provides hydraulic power for emergency operation of the taileron actuators at a limited rate and/or electrical power for a DC fuel pump. The hydraulic component of the EPS consists of a DC motor driving a hydraulic pump, co-located in the fuselage with the left engine-driven hydraulic pump. The DC emergency fuel pump supplies fuel to the right engine fuel feed line. Both pumps are driven from a 25v DC battery installed in the fin. The battery sustains the pumps for three minutes. 11

14 In the case of a double engine flame-out, with the EPS switch in the AUTO position and the aircraft in the air, as both engines RPM fall below 59% NH, the EPS system will be activated: 1. The left hydraulic system utility isolating valve closes to conserve hydraulic pressure for operation of the tailerons 2. The X-drive clutch opens automatically 3. The engine crossfeed valve opens 4. The RCOVs drive to the ENG position 5. As the RPMs fall below 50% NH, both generators go offline 6. The EPS battery now supplies power to the hydraulic and fuel pumps Note: The EPS battery will be activated regardless of the engine RPM or aircraft position if the EPS switch is moved to the ON position. An attempt can then be made to relight the right engine. When the engine reaches 59% NH, the X-drive clutch will close (providing that the EPS switch is in the AUTO position) and then hydraulic pumps will pressurise. The left utility isolating valve will reopen and the EPS battery will be disconnected. Fuel supply system Fuel is carried in two fuselage tank groups and in the wings. External fuel tanks can be carried under the fuselage and the wings. All fuel is transferred to the fuselage tank groups before being fed to the engines, with the front group normally feeding the left engine and the rear group feeding the right engine and the APU. The fuel transfer sequence is automatically controlled but the normal sequence can be overridden by the pilot if required. Fuel is transferred from the external tanks by air pressure and from the wing tanks by transfer pumps. Fuel can be dumped overboard from the fuselage tank groups through an outlet in the fin. All external tanks are jettisonable. The aircraft is equipped for in-flight refuelling. A hydraulically operated probe is fitted to the right side of the front fuselage and can be extended to receive fuel from a tanker aircraft. Tank Usable contents (kg) Front tank group 2,128 Rear tank group 1,862 Wing tanks 782 Aircraft total internal contents 4,772 External tank (each) 1,200 12

15 Fuselage tanks The fuselage tank system is comprised of a front tank group of six cells, a wing box tank and a rear tank group of ten cells. The cells in each group are interconnected by vent and transfer connections, and valves permit gravity fuel flow only towards collector boxes in each tank group. Each collector box houses a boost pump with integrated non-return valves. The two tank groups are independent of each other but can be interconnected through a valve which is controlled by the TANK INTER OPEN/CLOSE switch. Automatic fuel transfer Each tank is fitted with a fuel level sensor which provides signals to the tank level sensing control unit. With the SEQUENCE switch on the fuel control panel set to NORM, fuel is transferred from the external tanks in the following sequence: 1. Under-wing tanks 2. Under-fuselage tank(s) 3. Wing tanks This sequence is normally automatically controlled by the level sensor in the individual tanks which selects the external tank transfer valves and the pressure/vent valve as required. Fuel enters the fuselage tank groups through two refuel/transfer valves, one for each group. Whenever a tank group is full, the flow is shut off by a valve which is controlled by the sensor. Indication of the position of the external tank transfer valves and the state of the wing tank transfer pumps is given by two sets of four green indicator lights, located on the fuel control panel. The appropriate lamp illuminates when the corresponding transfer valve is open or the corresponding transfer pumps are delivering pressure. When the total fuel content is sensed at approximately 2,050 kg, the wing transfer pumps will be switched on and wing fuel will be transferred to the fuselage tank groups. The pumps will be switched off automatically when the tanks are empty, provided that the SEQUENCE switch is in the NORM position. When the contents of the forward tank group reduce to approximately 660 kg, a fuel pump is activated to transfer fuel to the collector box. As the fuel contents falls to approximately 300 kg in either tank group, an amber FUEL caption light will illuminate on the CWP and the crossfeed valve will open (provided that the crossfeed switch is set to AUTO). Manual fuel transfer Manual transfer of fuel is required in cases of automatic transfer failure or asymmetric external tank configuration. In the event of automatic transfer failure, the external tank transfer valves and wing tank transfer pumps can be controlled directly by the appropriate setting of the SEQUENCE switch, which bypasses the level sensor in the selected tanks. Selecting the WG position disconnects the wing tank transfer from the automatic sequence and switches on the wing transfer pumps. Selecting the U/FUS or U/WG position will open the respective external tank transfer valve. 13

16 An alternative transfer route through the refuel sides of the main refuel transfer valves can be selected by using the ALTER switch. When set to ALT this switch closes the transfer side of both valves by de-energising the integral solenoid valves and selects the refuel side of both valves. Because of the refuel valve flow restrictor the transfer rate with ALT selected will be reduced. External and wing tank fuel from both sides can be transferred into one fuselage tank group by use of the EMERG TRANS switch. This switch selects a motor-driven reversible non-return valve to the reverse position and also closes the transfer side of the main refuel/transfer valve for the non-selected fuselage tank group. The fuselage tank group collector boxes can be interconnected via a tank interconnecting valve, controlled by the TANK INTER switch. With OPEN selected, the tank group with the higher fuel level transfers to the one with the lower fuel level at low rate. To ensure that both engines continue to receive a fuel supply during pitch attitude changes, the TANK INTER switch should be returned to CLOSED when the amber FUEL caption light illuminates. A single U/FUS external tank may be carried on the left or right shoulder station, resulting in forward or aft tank group fuel imbalance respectively. In this event the following fuel management should be utilised prior to take-off: Engine fuel supply system Fuel is drawn from each fuselage collector tank by two internal boost pumps and is supplied to the engine fuel systems through fuel first stage pumps. Each engine feed line contains a first stage pump driven by the accessory gearbox and a forward reheat servo flow shut-off valve controlled by the appropriate LP COCKS switch. If required, the two engine feed systems can be interconnected through a cross-feed shut-off valve which is selected by the CROSS-FEED OPEN/AUTO/CLOSE switch. An amber OPEN light illuminates whenever the valve is not fully closed. 14

17 The APU is supplied by the right engine fuel feed system from a connection downstream of the first stage pump. Fuel flow to the APU is through a shut-off valve controlled by the APU control unit. In the event of a double engine flame-out or a double generator failure an EPS system provides electrical power for a DC fuel pump which supplies fuel to the right engine fuel feed line from fuel cell no. 6. Fuel dump system Fuel can be dumped overboard from the fuselage tank groups by boost pump pressure through an outlet at the upper rear of the fin. External and wing tank fuel is transferred in the normal manner before being dumped. Fuel dumping is controlled by three shut-off valves, one for each tank group, and a master valve, each operated by an individual switch on the fuel control panel. Indicator lights on the panel show OPEN whenever the associated valve is open. Each fuselage group dump valve closes automatically when the contents of the associated group are reduced to approximately 300 kg. In the event of a double boost pump failure, fuel from the affected group can be dumped via the serviceable group at a reduced rate by selecting the TANK INTER switch to OPEN. In-flight refuelling system In-flight refuelling can be carried out by means of a retractable probe. In-flight refuelling can be selected to all tanks or to internal tank groups only. The probe is normally extended and retracted hydraulically from the right hydraulic utilities system. In the event of electrical or hydraulic failure the probe can be extended by an emergency circuit powered from the left utilities system. Once the EMERG OUT selection has been made the probe cannot be retracted in-flight. Probe position is indicated by an amber U/L lamp on the fuel control panel, which illuminates whenever the probe is unlocked. The green RDY lamp illuminates when the probe is selected to OUT or EMERG OUT, the transfer sides of both fuselage tank groups combined refuel/transfer valves are closed, the pressure/event valve is in the vent position and the depressurisation valve is open. A TANKS switch selection of INT or ALL energises the refuel sides of the fuselage tank groups combined valves and the wing refuel valves via a tank level sensing control unit. The refuel sides of the refuel/transfer valves are opened by fuel pressure following refuelling drogue contact. The transfer sides are de-energised and closed by PROBE selection to OUT or EMERG OUT. Fuel is fed into the fuselage tank groups through the refuel sides of the refuel/transfer valves, and to the wing tanks through wing tank refuel valves. When the tanks are full the valves are closed and the green FULL indicator illuminates. The indicator light can be extinguished by moving the TANKS switch to OFF. Setting the PROBE to IN extinguishes the RDY indicator, closes the depressurisation valve and operates the pressure/vent valve to pressurise the external tanks. Fuel transfer is then controlled by the tank s level sensing control unit. When the fuel in either fuselage tank group reduces by 50 kg, the transfer side of the associated combined refuel/transfer valve will open. 15

18 Electrical power supply system Electrical power is provided by two Integrated Drive Generators (IDGs) that supply a three-phase 115/200v, 400Hz AC system. The DC loads are supplied from the AC system via two Transformer-Rectifier Units (TRUs) and a battery charger. A 24v, 36 AH battery provides power for independent APU starting and for essential services in the event of failures. On the ground the system can be supplied from a ground power unit (GPU) via an AC ground power connector, and a DC ground power connector is provided for APU starting. AC system The AC busbars are supplied by two generation channels that normally operate in parallel. Each channel consists of an IDG and an associated control unit. A three busbar system supplies the aircraft AC utilities. Two main busbars, XP1 and XP2, are connected via contactors to the left (XP1) and right (XP2) generators respectively. The third busbar (XP3) is directly connected to XP2, and busbar XP1 is connected to busbar XP2 by an AC busbar tie contactor. The busbar tie is normally in the closed position but will open to supply the busbar of a failed generator. Integrated Drive Generators (IDGs) The accessories gearbox of each engine drives an IDG consisting of a constant speed unit and a generator. The generators are normally operated in parallel but each is capable of supplying the total aircraft load. If necessary, both generators can be driven from one engine or from the APU via the gearbox cross-drive system. During APU start, with the crash bar set to its rear position and the generator switches set to ON, the right generator control unit (GCU) energises its generator contactor when the right generator reaches normal operating speed. The right generator is then connected to the XP2 and XP3 AC busbar. The GCU then closes the AC busbar tie contactor to interconnect the XP1 and XP2 AC busbars, allowing the right generator to supply all AC loads. Since the DC supplies are derived from the AC system, both TRUs and the battery charger come online. When the left generator reaches normal operating speed the left GCU energises its generator contactor to connect the left generator to the XP1 AC busbar. The generators continue to operate in parallel to supply all AC busbars. DC system The DC power distribution system is comprised of two main busbars, PP1 and PP2, which are interconnected, an essential busbar (PP3), a battery busbar (PP4) and a maintenance busbar (PP5). Each TRU feeds one main busbar and the essential busbar, while the battery busbar is normally supplied from a battery, assisted by a battery charger. Each TRU is capable of supplying the total DC demand. The maintenance busbar (PP5) is supplied from the battery busbar (PP4) via the crash bar. A DC battery contactor and its associated control circuit ensure that the DC essential busbar remains live following a double TRU failure and provides facilities for supplying the essential services before the APU is started when ground AC power is not available. If external AC power is not available whilst on the ground, the DC battery contactor is closed (providing that the BATT MSTR switch on the rapid take-off panel is set to FLIGHT), and it is automatically opened when the first TRU comes online. 16

19 Transformer-Rectifier Units (TRUs) Each TRU produces two electrically isolated 28v DC outputs from a three-phase 200v, 400 Hz AC input. One output from each is connected directly to the DC essential busbar and the second feeds the interconnected PP1 and PP2 DC busbar. Each output is capable of supplying loads of up to 150A, and below this limit the outputs are maintained at a nominal 28v DC. Battery and charger A 24v, 36 AH battery is connected to the battery busbar (PP4) directly and to the maintenance busbar (PP5) via the crash bar. It provides power for independent APU starting and for the essential DC services whenever TRU output is not available. The battery charger is basically a TRU which produces a DC output from an AC input. The charger is supplied from the XP3 AC busbar and the output is connected to the battery busbar. External power supply The external AC power receptacle is located on the right side of the fuselage. The external supply is connected to the XP1 AC busbar if neither generator is online. The ground power supply is connected through the busbar tie to all AC busbars, which in turn power the TRUs to provide DC power. A 28v DC electrical supply can be connected to a DC ground supply point on the left side of the fuselage. The supply is connected directly to the APU starting circuit. Hydraulic power supply system Two separate hydraulic systems independently supply pressure from hydraulic pumps mounted one each on the engine-driven accessory gearbox. A cross-drive mechanism between the gearboxes can be selected so that the APU or either engine can supply hydraulic power for both systems. Each engine normally drives its own accessory gearbox and hydraulic pump. Each system is divided into a control and utility system, the control system being protected by an isolating valve which can isolate the utility. In normal operation with the cross-drive clutch selected to AUTO, the cross-drive clutch will close when a 15% differential in NH is sensed as an engine spools down. Both gearboxes are then driven by the remaining engine so no change occurs in the status of the hydraulic systems. The hydraulic system is designed to operate with the HYDRAULICS switches both selected to AUTO to allow the automatic depressurisation of either system after a gearbox run-down. Hydraulic pumps Each constant pressure variable delivery pump incorporates a solenoid-operated depressurising valve which is controlled by the appropriate HYDRAULICS switch and gearbox speed switch. In the OFF position the depressurising valve is energised to limit system pressure to 110 bar. In the AUTO position the depressurising valve will be energised to reduce the accessory gearbox load while the APU is running and when the accessory gearbox speed is below 17

20 55% NH. While the engines are running down, the depressurising valve will remain de-energised while the accessory gearbox speed is above 30% NH. In the ON position the depressurising valve is de-energised to provide normal maximum discharge pressure of approximately 270 bar. In the event of a double engine flame-out, an EP system provides hydraulic power for emergency operation of the taileron actuators. The hydraulic component of the EPS consists of a DC motor driving a hydraulic pump which is co-located with the left enginedriven hydraulic pump. Hydraulic accumulators The aircraft is fitted with a main accumulator and artificial pitch feel accumulator for use with the flight controls. The left system has a canopy accumulator and a wheelbrake accumulator. A fully charged wheelbrake accumulator can provide a minimum of ten brake applications. When the canopy accumulator is fully charged it can provide a minimum of three canopy operating cycles. Isolating valves Electrically operated isolating valves, controlled either automatically by the reservoir low-level switches or manually by the UTILITES TEST switch, divide each system into two parts. A pressure switch downstream of the isolating valve closes when utility pressure falls below 130 bar. All utilities in the affected system are isolated from the hydraulic pressure supply except the taileron actuator in the left system and the taileron and rudder actuators in the right system. The UTILITIES TEST switch is operated by the pilot to test the operation of the isolating valves and the failure indications before flight. In the event of a double engine flame-out, the left-hand isolating valve will be closed by an EPS signal to conserve pressure for operation of the tailerons. Landing gear system The landing gear is tricycle-type, forward retracting and hydraulically operated. The main landing gear consists of two oleo-pneumatic legs, each with a single wheel. The nose landing gear has two wheels. Normal extension and retraction of the landing gear is electrically controlled and hydraulically operated. A nose-wheel steering system forms part of the nose gear leg. An emergency lowering system is included, which is mechanically controlled and operated by nitrogen gas pressure. The main landing gear is retracted forward into the sides of the fuselage. Retraction is effected by hydraulic actuators powered by the right utilities system. It is locked in the UP position by hydraulic latches and the doors are operated by hydraulic actuators. The landing gear selector lever is locked in the DOWN position by a solenoid which is activated by the weight-on-ground switch when the aircraft is on the ground. The landing gear can be retracted on the ground by pressing the red emergency override button which releases the solenoid lock. The lever may then be raised. Retraction and extension of the landing gear takes approximately five seconds. 18

21 Emergency gear system The emergency lowering system is supplied from a pressurised nitrogen storage bottle. The bottle is fitted with an emergency selector valve which is operated via a cable by pulling the emergency lowering handle. When the handle is pulled, irrespective of the position of the landing gear selector lever, pressurised nitrogen is routed to the actuators of the gear legs and doors. The gear will extend and lock in the normal manner. While the landing gear is in transit the red U/C caption on the CWP illuminates and the lyre bird tone sounds. When the gear is locked down the landing gear position indicator will show three green lights, the U/C caption extinguishes and the lyre bird tone ceases. If the LG selector lever is in the UP position the lever warning will continue to flash. Nose-wheel steering system The nose-wheel steering system (NWS) provides two steering modes. The LOW mode (green LOW indication is illuminated) is used for take-off and landing, with a nose-wheel deflection limit of 30 degrees. The HIGH mode (amber HIGH indication is illuminated) is used for taxi manoeuvres, with a nose-wheel deflection limit of 60 degrees. The system is energised manually by pressing the nose-wheel steering mode selector/ indicator or automatically after gear lowering and successful NWS BITE. The NWS is automatically tested within 12 seconds after the nose gear is down. Successful testing is indicated by illumination of the LOW (green) caption of the nose-wheel steering mode selector/indicator. Initial engagement of the nose-wheel steering system is always into the LOW mode. When the nose-wheel and either main wheel are off the ground, a steer-to-centre signal is applied to the steering system. After touchdown of the main wheels the LOW caption extinguishes and the steering is disengaged. After nose gear touchdown the LOW caption illuminates again. The nose-wheel steering mode selector/indicator can be pressed again to engage the HIGH mode, indicated by the illumination of the HIGH (amber) caption. Subsequent mode changes are effected as required by pressing the selector/indicator. The system can be disengaged manually by pressing the instinctive cut-out (ICO) switch. Wheel brake system Each main landing gear wheel is equipped with a hydraulically operated multiple disc brake. Pressure for operation of the brakes is supplied by the left utility hydraulic system for normal operation. Normal braking is protected by an anti-skid control system. Emergency and parking brake facilities are provided. Emergency braking is available if the left hydraulic system fails. A change-over valve supplies system pressure from the wheel brake accumulator, providing approximately 15 brake applications but no anti-skid facility. Additional provisions are made for the selection of the brake handle to the emergency position. The brakes are operated in the normal manner by the rudder pedals but will be supplied from the emergency brake circuit. Full parking brake pressure of the accumulator acts on the brakes via the emergency brake circuit on selection of the brake handle to the parking position. If the left hydraulic utilities system is still functioning normally the wheel brake accumulator will be kept full, and therefore the number of brake applications will not be limited. 19

22 Built-In Test Equipment (BITE) When the pilot momentarily presses the BRAKES TEST button on the ground to initiate a systems test, a signal representing 20 knots wheel speed is applied to the control unit. On releasing the test button a skid is simulated and the built-in test equipment checks the anti-skid system components. In flight, pressing and holding the button overrides the touchdown protection system and enables the pilot to depress the brake pedals and observe the hydraulic pressure on the brake pressure triple indicator. Arrester hook system The system consists of the arrester hook, a hook release combined pushbutton and indicator, an electrically operated solenoid up-lock and release unit. The green arrester hook indicator light illuminates when the solenoid up-lock and release mechanism has opened. Pressing the pushbutton will lower the arrester hook. Once deployed, however, it cannot be retracted using the pushbutton. The arrester hook should not be lowered until the aircraft is approximately 500 feet from the arrestor cable as the hook can be damaged due to contact with the ground. Primary Flight Control System (PFCS) The primary flight control system (PFCS) consists of the tailerons, rudder, spoiler and the command and stability augmentation system (CSAS). The flight control system is interconnected with the pilot s control stick and rudder. Symmetrical movement of the tailerons affects pitch control and differential movement affects roll control. A conventional rudder is actuated via control pedals. Spoiler operation at wing sweep of less than 50 degrees supplements roll control manoeuvres. CSAS The CSAS is an integral part of the PFCS, providing fly-by-wire control in two modes: Manoeuvre Demand (MD) which is the normal mode of operation, and Direct Link (DL), which is the electrical reversionary mode. A mechanical mode, which is normally disengaged, provides conventional hydraulic-powered control via the tailerons in the event of certain multiple failures within the CSAS. CSAS failures are indicated on the CSAS control panel and the CWP. Failures are classified as first failures, significant second failures and critical second failures. First failures are indicated by the amber CSAS and PFCS captions on the CWP and the relevant amber captions on the CSAS control panel. These can be caused by hydraulic failure, the loss of both generators or the loss of both TRUs. A first failure won t degrade CSAS performance apart from in the case of a spoiler failure, in which case the spoilers will be retracted. Second failures are indicated by a red CSAS/CWP caption in addition to the amber captions. A significant second failure causes reversion to DL, and a critical second failure causes reversion to mechanical mode, or centring and locking of the rudder. 20

23 Mode reversions are automatically initiated when failures are detected. The pilot can also select and deselect reversionary modes for training purposes, using the normal/training selector switch on the CSAS control panel. Full CSAS (manoeuvre demand) provides an electrically signalled control and stability system in pitch and roll. Rate gyros for each axis provide signals to improve short period and Dutch roll dampening, thus improving overall general stability. Symmetric taileron deflection (pitch command) is limited to +10 degrees (nose down) and -30 degrees (nose up). Differential taileron deflection (roll command) is limited to ±10 degrees. The roll rate is reduced if mid or full flaps are selected. Fin load protection is provided, limiting the rudder deflection to ±30 degrees up to 244kt, decreasing progressively to ±10 degrees at 355kt and above. If a second failure occurs, the CSAS switches to DL in the failed mode. The effects with regard to the individual second failures are shown in the table on the following page. In pitch DL, taileron authority is reduced to +5 degrees and -25 degrees. Differential taileron is limited to ±4 degrees and spoiler deflection is limited to 39 degrees if mid or full flaps are selected. With the flaps selected to up, ±2 degrees of differential aileron and 18.5 degrees of spoiler deflection are available. Control reversion to mechanical mode is applicable only to the pitch and roll axes. All other features of CSAS or DL are lost. Pitch authority is limited to +5 degrees and -25 degrees. Roll authority is ±5 degrees differential taileron and 18.5 degrees spoiler deflection. In the event of a second failure condition the rudder will be centred and locked, and the roll channel will revert to DL if the flaps are up. With flaps extended to mid or full, the roll channel will automatically reengage to restore roll control authority for approach and landing. 21

24 PUSHBUTTON INDICATION COLOUR REASON AND CONSEQUENCE AIR DATA AIR DATA AMBER First air data failure RED Second air data failure. Reversion to fixed gain in the yaw SAS. ROLL MD ROLL MD AMBER First failure in roll MD or first air data failure. Normal roll CSAS operation. Air data failures are indicated simultaneously on roll and pitch buttons. RED Significant second failure in roll MD or second air data failure. Reversion to DL. Simultaneous PITCH MD (red) indication. PITCH MD PITCH MD AMBER First failure in pitch MD or first air data failure. Normal pitch CSAS operation. Air data failures are indicated simultaneously on roll and pitch buttons. RED Significant second failure in pitch MD or second air data failure. Reversion to DL. Simultaneous ROLL MD (red) indication. YAW DAMP YAW DAMP AMBER First failure in yaw SAS loop. No performance reduction. RED Second significant failure in yaw SAS. No yaw damper. ENGAGE READY GREEN The CSAS is ready for engagement. NOT READY RED CSAS engagement with the ENGAGE button is not possible. SPOILERS INBOARD RED First failure in inboard spoilers. Inboard spoilers retract simultaneously. OUTBOARD RED First failure in outboard spoilers. Outboard spoilers retract simultaneously. 22

25 P/R LINK P/R LINK AMBER First failure in pitch or roll DL. Reduction in pitch and roll with loss of one hydraulic system. RED Second critical failure in taileron system, pitch or roll DL. No more CSAS control. Reversion to mechanical mode. RUDDER RUDDER AMBER First failure in DL or rudder actuator. Rudder system operates normally. LOCKED RED Critical second failure in rudder system. Rudder centred in neutral position. No rudder control or yaw damping. Spoilers Two pairs of spoilers, inboard and outboard, are fitted to the upper surface of the wings. The inboard spoilers are powered by the left utility system and the outboard spoilers by the right utility system. The spoilers operate in pairs to augment roll control at wing sweep of less than 50 degrees. At wing sweep above 50 degrees the spoilers are inhibited. The extension of the spoilers is directly proportional to differential taileron demand, with a maximum extension of 50 degrees. Spoilers are controlled via the CSAS roll channel. All four spoilers deploy when the lift-dump is selected, but the lift-dump facility is not a function of CSAS. In the event of a hydraulic system failure, the associated pair of spoilers will retract under aerodynamic pressure. Tailerons Each taileron is controlled through a power control unit (PCU) incorporating two hydraulic actuators. The PCU is normally supplied from both hydraulic systems, with each circuit supplying one half of the main actuator. If either hydraulic system fails, the PCU continues to function but the taileron response rate is reduced. Rudder The rudder PCU operates in a similar fashion to the taileron PCU. However, upon reversion, the main actuator servo valves are isolated and a secondary servo valve takes over and returns the actuator to the centre position. The rudder is powered by the right control and left utility systems. 23

26 Trim system Roll and pitch trim is normally commanded by using the control stick trim button, which is controlled using the standard elevator and aileron trim assignments. Trim inputs shouldn t be made with the autopilot engaged as they may result in dangerous oscillations. An emergency trim system can be used by lifting the emergency trim guards on the CSAS control panel. The emergency trim motors operate at a slower rate than the normal trim motors. Yaw trim is operated using a wheel located on the CSAS control panel. There is no provision for emergency trim in yaw, and the wheel should not be operated with the rudder locked. Trim positions are indicated for all three axes on the three axes trim indicator. Spin Prevention and Incidence Limiting System (SPILS) The SPILS is comprised of a computer and control panel. The computer receives pitch rate and dynamic pressure signals from the CSAS pitch computer, roll and yaw control demand signals from the CSAS lateral computer, and angle-of-attack (AOA) signals from the two AOA probes. The signals are processed within the SPILS computer and the CSAS will then limit the AOA, reducing control authority in roll and yaw at high AOA. The system is not active if the aircraft is on the ground, if the autopilot is engaged or if the AOA is less than the threshold value. Taileron position and pitch rate signals from the CSAS are summed with the most noseup output of the AOA probes. The result is fed to a threshold detector which will engage the SPILS if the threshold of 12.7 units is reached. Taileron nose-up demand will then be reduced progressively as AOA increases. The AOA is limited to a maximum of between 25 and 28 units AOA. Roll and yaw signals from the CSAS are processed in a similar fashion. After exceeding the threshold, roll and yaw authority will be limited progressively until the AOA limit is reached, at which point control authority will be limited to approximately 20% of the full CSAS control authority. The SPILS BITE is activated on the ground in conjunction with the CSAS BITE with either PRE FLT or 1ST LINE selected. The BITE/FAIL pushbutton/indicator on the SPILS control panel shows the system status. The white BITE and amber FAIL captions come on steadily if the system fails the BITE, and after a normal BITE cycle the white BITE caption flashes and it can then be extinguished by pressing the TEST/GO/NO GO pushbutton/ indicator on the CSAS control panel. The SPILS BITE function is inhibited in the air. It is fed with 28v DC power from the PP1 and PP3 busbars, and can be operated from only one busbar. The ON/OFF switch controls the selection of power to the system. Secondary flight control system The secondary flight control system is comprised of wing sweep, slats, flaps, airbrakes and their control subsystems, including the lift-dump feature. The systems are electrically and mechanically controlled, and hydro-mechanically operated by the left and/or right utility systems. 24

27 Wing sweep system The wing sweeping facility is provided for optimisation of the wing sweep angle for each stage of flight. Each wing can rotate around a pivot incorporated into the fixed section of the wing and moved by an actuator. Wing sweep is mechanically controlled and hydro-mechanically operated. Wing sweep may be varied between 25 degrees and 67 degrees. Full sweep will take approximately seven seconds. Moving the wing sweep lever to the rear will increase the wing sweep angle and vice versa. The swing sweep lever is mechanically interconnected with the flap lever to prevent selection of the flaps unless the wing sweep lever is fully forward, and to prevent movement of the wing sweep lever if the flap lever is not in the UP position. The wing sweep angle is adjusted by two screw actuators, one for each wing. The left actuator is powered by the left utility system and the other by the right. High lift devices A three-section slat is installed in the wing leading edge. Each slat section is equipped with two tracks which slide over rollers fitted to the wing leading edge. The three sections are mechanically linked to each other and are moved by four screw jacks. A four-section double-slotted flap is fitted along the full trailing edge of each wing. Each section consists of a main vane and a leading edge vane fixed to the main vane. The actuation system is comprised of eight screw jacks, two for each vane. The actuation system is driven by units located in the centre fuselage, which is powered by four hydraulic motors two motors driving the flap system and two driving the slat system. Hydraulic power is supplied by both hydraulics systems, each powering one slat and one flap motor. When a hydraulic failure occurs, the motors powered by the functioning system are still able to drive both flaps and slats to their full travel. As long as the wings are selected fully forward, the flaps lever may be moved to any of its three positions (UP, MID and DOWN). In addition to the UP, MID and DOWN positions, the flaps and slats can be extended to a manoeuvre position. With the wings swept to 25 the flaps can be extended to 7 and the slats to 11. With the wings swept to 45 the slats can be extended to 11, whilst the flaps remain retracted. The manoeuvre flaps and slats are selected by operation of the combined airbrakes/ manoeuvre, flap/slat switch. See the Manoeuvre and airbrake switch section of this manual (page 9) for more details. 25

28 Airbrakes The airbrakes are located on the upper shoulders of the rear fuselage, on either side of the fin. Each airbrake is operated by a hydraulic actuator supplied from the right hydraulic system and controlled by an electro-hydraulic selector valve supplied from the DC essential busbar. The airbrakes are selected by operation of the combined airbrakes/manoeuvre, flap/slat switch. See the Manoeuvre and airbrake switch section of this manual (page 9) for more details. The positioning of the airbrakes is scheduled against Mach number: If thrust reverse is armed in-flight with the airbrakes extended, the airbrakes will automatically retract when the aircraft touches down. Lift-dump system The lift-dump (LD) system provides for the simultaneous extension of all four spoilers following touchdown. Lift-dump can be used separately or together with reverse thrust, and can be pre-armed to operate automatically upon touchdown. With the throttles in the dry power range, if the left throttle alone is rocked outboard the lift-dump will be selected. If the right throttle is also rocked outboard, lift-dump and thrust reverse will both be selected. Following selection, and provided that the aircraft is on the ground, the CSAS lateral computer will extend all four spoilers. The system remains engaged once activated and can only be cancelled by rocking the throttles inboard. 26

29 Autopilot and Flight Director System (AFDS) Automatic flight control in a variety of modes is provided by an integrated digital Autopilot and Flight Director System (AFDS). The AFDS provides autopilot (AP), autothrottle and flight director (FD) functions which can be used separately, or in conjunction provided compatible modes are selected. An equipment interlock prevents the use of incompatible modes. The autopilot can only be used in full CSAS mode. In certain modes a Stick Force Cut Out (SFCO) facility provides for automatic disengagement of the autopilot by the application of stick force. In other modes application of stick force provides an Automatic Steering Override (ASO) facility to temporarily disengage the autopilot, which re-engages upon reduction of stick force below the ASO threshold. The AFDS is powered from the XP1 AC busbar, and PP1 and PP3 (essential) DC busbars. The autopilot is tested at pre-flight or 1st line level, according to selection, by Built-In Test Equipment (BITE). Airborne BITE operation is inhibited through oleo switches. The AFDS control panel, located on the left console, is used to select various AP and FD modes. A BITE TEST facility is located on the panel under a cover guard and is used to carry out serviceability checks on the AFDS system. Eight pushbutton/indicator lights are provided on the panel for mode selection. When pressed, the relevant button will illuminate on receipt of a mode acceptance signal by the AFDS computers. Pressing a button a second time deselects the mode and extinguishes the light. The autopilot can be engaged and disengaged by pressing the autopilot button located on the glareshield or the control stick. It can also be disengaged by pressing the instinctive cut-out switch. AFDS mode compatibility and priority The AP/FD computer contains mode selection and interlock logic circuits which exclude the selection of incompatible modes. In general, more than one speed hold mode or two modes requiring demands in the same axis may not be selected together. The last mode selection made on the AFDS control panel will take priority and override any incompatible mode that has been previously selected, with the exception of the Approach or TF mode and RHH. Operating modes The desired AP or FD mode can be selected or deselected by the AFDS panel pushbuttons. Common mode selection is provided for both AP and FD with interlocking logic preventing conflicting modes from being selected. It is possible to preselect any mode prior to engagement of the AP or FD. If the FD is engaged prior to the AP, the AP engages in the same mode and the flight conditions existing at the time of engagement become the datum for both the FD and the AP. 27

30 The AFDS can be operated in the following modes: Basic modes The basic mode of the AP will be in operation if the engage/disengage button is selected with no pre-selections on the AFDS panel (excluding FD or THROT). At the moment of AP engagement the current attitude and heading is stored and used as the attitude and heading datum. Deviations from the datum will trigger pitch and roll demands, controlled by the CSAS. Attitude hold if the bank angle exceeds ±7 degrees at the time of AP engagement, the pitch attitude and bank angle will be maintained. If pitch or bank exceeds ±60 degrees, the aircraft is automatically restored to and held at the upper limit. Heading hold if the bank angle at engagement is less than ±7 degrees, the wings will be levelled and the AP will maintain pitch attitude and heading. A new datum for attitude/ heading can be achieved by disengaging the AP, applying manual correction and then re-engaging the AP. Cruise modes Heading acquire this mode enables the aircraft to acquire and automatically hold the preset heading datum on the HSI. When the HDG pushbutton is pressed, selection is confirmed when the indicator illuminates. When the AP is engaged the aircraft will automatically turn the aircraft onto the heading set on the HSI. Heading changes can be made by rotating the HSI heading index marker control. Heading can be held manually if only the FD is engaged. Track acquire in this mode the aircraft acquires and maintains the track defined by the navigation computer (NAV1 or GPS). When the TRACK pushbutton is pressed, selection is confirmed when the indicator illuminates. When the AP is engaged the aircraft will automatically acquire and maintain the track determined by the main computer. Track can be held manually if only the FD is engaged. Altitude hold (Baro) altitude hold mode enables the aircraft to automatically maintain a constant barometric altitude. The pilot flies the aircraft to the desired altitude using the baro height information displayed on the HUD and servo-pneumatic altimeter. The ALT pushbutton is pressed and will illuminate to confirm engagement. The barometric height at the time of the AP engagement becomes the datum height and will be held within 100 feet. Mach hold this mode enables the aircraft to maintain a given Mach number through changes in the rate of climb and descent. When the desired Mach number has been attained, the MACH pushbutton is pressed and it will illuminate to confirm selection. The AP will then maintain the Mach number existing at the time of the AP engagement by increasing or decreasing pitch. Autothrottle (IAS hold) autothrottle mode enables the aircraft to maintain a calibrated (KCAS) datum-airspeed through the use of automatic throttle control. Prior to autothrottle selection the aircraft is flown to the desired KCAS and the THROT pushbutton is pressed. Selection is confirmed when the pushbutton illuminates and the autothrottle actuator installed in the throttle box assembly then responds to commands from the AP system. The datum-airspeed can be selected using the INC/DEC switch and corresponding digital indicator found on the AFDS panel. The datum-airspeed can be altered by ±30 knots. The autothrottle operates in the dry power range only. 28

31 Low level modes Terrain following terrain following (TF) mode provides the aircraft with an automatic low level flying capability. The TF radar scans the terrain ahead of the aircraft and monitors the returns above or below the preselected height threshold. This mode may be selected when the green TF READY light is illuminated and is selected in conjunction with the CLEARANCE height and RIDE switch settings as required. The CLEARANCE height rotary switch may be set from 200 feet to 1,500 feet and this value, together with the RIDE setting (SOFT, MED or HARD) is transmitted to the TF computer. Request for the TF mode is made by pressing the TF pushbutton indicator and confirmation of mode selection is indicated when the pushbutton illuminates. When the AP is engaged it follows commands from the TF computer, with pitch rate demands limited to 2G by the AP which provides control at speeds between 350 KCAS and 1.1 Mach. The CLEARANCE height and RIDE settings may be altered by the pilot without disengaging the AP. Due to the very rapid changes made to the aircraft s pitch when in TFR mode, we do not recommend using the Outside Spot view as the flight sim camera cannot keep up with the changes. Instead, we suggest using the cockpit view or the Outside Locked spot view. Radar height hold this mode enables the aircraft to be flown at an automatically maintained radar height, and is intended for operation over water. The pilot flies the aircraft to the desired altitude using the radar altitude indicator. When the RH pushbutton is pressed it will illuminate to confirm selection. The radar height existing at the time of AP engagement becomes the datum height. With the AP engaged this mode will hold the clearance height over the range 100 feet to 1,500 feet, and at speeds from 300 KCAS to 0.95 Mach. Auto approach this mode provides the aircraft with an automatic approach hold capability. The final stage of the ILS approach and landing should be performed manually as the auto approach system is not capable of flaring and reducing thrust. Automatic steering override The automatic steering override (ASO) facility enables the pilot to temporarily disengage the AP for manoeuvring purposes. ASO will operate in the basic modes only. Through the application of a large stick force the AP will automatically disengage (the autothrottle is not affected). When the stick force is reduced to below the ASO threshold the AP will automatically re-engage in the basic mode(s). If, at the moment of an initial attempt to engage the AP, stick forces exceed the ASO threshold, engagement is prevented and any preselected modes are cancelled. Stick force cut-out Stick force cut-out (SFCO) operates in all modes other than the basic mode(s). When a large stick force is applied, the SFCO disengages the AP and deselects all modes including the autothrottle and the FD. If the FD is operating independently (no other modes are selected), SFCO has no effect. 29

32 Canopy The canopy consists of two acrylic transparencies joined by a strap to form a single assembly. It is hinged aft and opens to an angle of 35 degrees. Normal canopy operation is accomplished electro-hydraulically. A hydraulic jack opens and closes the canopy and is supplied from the left hydraulic utilities system. A hydraulic accumulator, when fully pressurised, provides sufficient pressure for three canopy operating cycles when system pressure is not available. If normal canopy opening on the ground is inhibited, it may be opened by disengaging it from the normal operating mechanism by use of the jack release handle and raising it manually by moving the internal canopy operating handle to the RAISE position. It can also be jettisoned by operating the canopy jettison handle. Environmental control system The environmental control system provides air for cockpit heating and cooling, ventilation, pressurisation, de-icing and demisting. Cabin air conditioning system A high pressure, high temperature air supply is bled from the 4th stage of the high pressure compressor of each engine. This bleed air is directed through non-return valves and then, with the AIR SYSTEM MASTER switch on the environmental control panel set to ON and at least one engine at or above 59% NH, the air system master valve opens to allow air to enter the system. The air is then routed through a pressure-reducing valve to a primary heat exchanger which reduces the temperature. The air is further cooled by a cold air unit and a secondary heat exchanger to the temperature selected by the pilot. Over-temperature or over-pressure conditions in the system will result in the closure of the air system master valve. The cabin air is routed through the normally open cabin air shut-off valve which is controlled by the CABIN HEAT control knob. The air is then distributed through outlets and the headrest of each ejection seat. Cabin temperature can be controlled automatically between 5 C and 30 C by setting the CABIN HEAT control knob within the AUTO range between COLD and HOT. Cabin temperatures between 3 C and 45 C may be achieved by selecting the CABIN HEAT control knob in the MAN range between COLD and HOT. Setting the CABIN HEAT control knob to OFF closes the cabin air shut-off valve and therefore the temperature control valve moves to the fully cold position (2 C) to ensure that cold air is supplied only to the equipment compartments. Pressurisation system The cockpit, canopy sealing, anti-g suits and radar are pressurised by the pressurisation system. Pressure in the cockpits is controlled by a cabin pressure control valve. When the aircraft is below 5,000ft the valve automatically maintains an unpressurised condition in the cockpit. When the aircraft is above 5,000ft a differential pressure is maintained up to 40,000ft. The differential pressure that is reached at 40,000ft is then maintained at higher altitudes. 30

33 A cabin pressure control valve, functioning as a safety and inward relief valve, controls the cabin pressure at a nominal 40 kpa above ambient pressure. If ambient pressure exceeds cabin pressure the safety and inward relief valve open to allow pressure compensation. An emergency ram air scoop, actuated by placing the AIR SYSTEM MASTER switch in the EMERG RAM AIR position, will admit air into the crew compartments and avionics equipment bays in the event of a loss of cooling and pressurisation air. Before engine starting, with the AIR SYSTEM MASTER switch selected to ON, cooling air is drawn into equipment compartments by fans supplied from no.1 AC busbar. Anti-icing and de-icing system The engine air intakes are fitted with a de-icing system to ensure that no degradation in engine performance occurs during flight in icing conditions. The cockpit windows can be kept clear in all conditions of flight by systems which include windscreen anti-icing and anti-misting, and canopy anti-misting. The automatic ice detection system contains an ice detector sensor located at the base of the fin and an ice detection control unit. In cases of icing conditions a signal from the ice detector sensor will be routed via the ice detection control unit to the engine air intakes de-icing system, provided that the INTAKES ANTI-ICE switch is set to AUTO. The leading edge mats on both engine intakes will then be heated continuously to clear any accumulation of ice. The ice detector sensor and the ice detection control unit are supplied from the DC busbar PP2. 31

34 The primary method of anti-icing and anti-misting the centre windscreen and quarter panels is by electrical gold film heaters. The heaters are controlled by the W/SCREEN HEATER switch on the rapid take-off panel. A standby windscreen demisting system is provided using warm air taken from the rain dispersal supply. The air supply is directed onto the inner surfaces of the windscreen and quarter panels via a shut-off valve, controlled by the STBY W/S DEMIST switch on the environmental control panel. The canopy demisting system uses warm air taken from upstream of the cabin temperature control valve. The air is directed onto the canopy inner surface via an electrically operated shut-off valve. The shut-off valve is controlled by the CANOPY DEMIST switch. Oxygen system The oxygen system supply consists of a 10-litre liquid oxygen converter which converts the liquid oxygen to 7,600 litres of gaseous oxygen. An oxygen shut-off cock which controls the supply of oxygen to the regulators is located on the rear portion of the left console. An oxygen contents indicator is located on the right console and displays the current contents between 0 and 10 litres. When the OXY TEST button is pressed the indicator should be driven to the green sector of the gauge to prove indicator serviceability. Two magnetic indicators located to the right of the engine instruments allow oxygen flow to be monitored. 32

35 Lighting system The lighting system is divided into external and internal lights. External lighting The external lights include navigation, obstruction, formation, anti-collision, landing and taxi lights. The lights are controlled by switches on the external lights panel in the front cockpit. A ganging bar allows the navigation, obstruction, formation and anti-collision lights to be simultaneously switched off. The navigation (position) lights consist of a red light located on the outboard side of the left engine air intake, a green light on the outboard side of the right engine air intake, and a white light (combined navigation/obstruction light) on each side of the trailing edge of the upper fin. All of these lights are controlled by the NAV ON/OFF switch on the external lights panel. The lights can be controlled and selected to two levels of brilliance, and either flashing or steady, by the NORM/DIM and FLASH/STEADY switches on the same panel. The navigation lights are supplied from the AC busbar 2. The obstruction lights consist of a red light on the left wing tip, a green light on the right wing tip and a white light (combined navigation/obstruction light) on the trailing edge of the upper fin. The lights are controlled by the OBST ON/OFF switch and are supplied from the maintenance busbar. Two violet formation lights are installed on the upper and lower surfaces of each outer wing. They are controlled by the FORM ON/OFF switch and are supplied from the DC busbar 1. Two red anti-collision strobe lights are installed, one on the upper centre fuselage and one on the lower front fuselage. Each light flashes between 80 to 100 times per minute. The lights are controlled by the A/COLL ON/OFF switch. There is one landing light on each main landing gear door, and a single taxi light on the nose-wheel strut. A three-position toggle switch marked LAND/OFF/TAXI controls the lights and ensures that the landing and taxi lights cannot be selected together. Internal lighting The internal lighting consists of cockpit flood lighting and integral gauge back lighting. These lights are controlled using knobs found on the right console. 33

36 Communication equipment The communication equipment consists of the following units: Communication control system (CCS) panel V/UHF radio Remote frequency/channel indicator (RFCI) UHF emergency radio Cockpit voice recorder (CVR) CCS panel The CCS panel enables the correlation of audio signals produced and/or received by the aircraft. The CCS consists of a control panel in the cockpit, a junction box, a ground crew jack box with intercom connector, a telebriefing connector and two independent press-totransmit (PTT) switches. The aircrew can contact the ground crew by setting the MUTE/ NORM/CALL toggle switch to the CALL position. All audio warnings produced by various aircraft systems and identification signals from radio navigation aids are routed to the aircrew headsets. To gain complete control of the V/UHF transceiver and UHF communication antenna switch from a particular cockpit, the PUSH TO CONTROL lamp on the CCS panel is pressed. The V/UHF control panel can then be used to select the operating mode and frequency. The required antenna for UHF band communications can be selected by the UHF antenna selector on the CCS control panel. The CCS operates on 28v DC power from the PP3 essential busbar. 34

37 V/UHF radio The V/UHF transceiver is the main radio equipment which provides voice communication in the VHF and UHF band, and also provides simultaneous monitoring of the relevant distress frequency. During UHF communications the equipment operates in combination with the UHF communications antenna switch unit. During VHR communications the radio frequency is routed through the V/UHF upper antenna. Flight Simulator and P3D don t support UHF radios so the radio only operates in its VHF mode. The V/UHF radio is operated via a control panel which is located on the left console. The V/UHF change-over pushbutton is pressed to take control of the V/UHF transceiver and of the UHF communications antenna switch unit; the integral green indicator will illuminate to confirm that control has been taken. To switch on the V/UHF transceiver the mode selector should be set to any position except OFF. The required frequency is selected either by positioning the channel selector to the corresponding channel number or by setting the channel selector to position M and using the manual frequency selectors to set the required frequency on the frequency display. A quick reference frequency card is mounted on either side of the front cockpit, close to the canopy handle. Clicking this frequency card will bring up a 2D panel containing seventeen frequencies. These frequencies correspond to those that will be selected automatically on the V/UHF transceiver when the channel selector is rotated to positions 1 to 17. The default frequencies cover a variety of different airfields from which the Tornado operated, but each frequency can be overwritten with a new frequency, allowing you to save your commonly used frequencies. To save a frequency into a channel, the channel selector should first be set to the relevant channel number. The required frequency should then be selected using the frequency selectors, and the SET CHAN switch should be pressed and turned clockwise. The new frequency will overwrite the existing frequency for that channel. To confirm that the frequency is correctly loaded into the memory, press the FREQ button on the RFCI to display the frequency and number of the channel. The agency name will be updated to Unknown. You can change this agency name using the V/UHF Agency Names Tool (see page 97). When normal transmission and reception is required the T/R mode should be selected. If monitoring of the distress frequency is also required, the TR+G mode should be selected. If a UHF frequency is selected, the UHF antenna selector shall be positioned in such a way to get the best signal. The pilot can check the operating frequency at any time by using the remote frequency/channel indicator (RFCI). 35

38 TACAN Like traditional VOR/DME navigation, TACAN navigation is used to obtain range and bearing information from a ground beacon, with the relevant information then displayed on the HSI. It differs in its use of 126 channels and two operating modes (X and Y) instead of the traditional five-digit frequencies used by VOR/DMEs. TACAN ground stations are not properly supported in Flight Simulator or P3D, therefore the TACAN equipment in the Tornado allows you to select NAV 2 frequencies which can then be used as the input source for the HSI. The table below shows which NAV 2 frequency each channel (1 to 126) and mode (X or Y) combination correspond to. Placing your cursor over any of the TACAN channel selectors will display a tooltip showing the currently selected NAV 2 frequency. TACAN X Y Channel Mode Mode TACAN X Y Channel Mode Mode

39 TACAN X Y Channel Mode Mode TACAN X Y Channel Mode Mode

40 TACAN X Y Channel Mode Mode TACAN X Y Channel Mode Mode Remote frequency/channel indicator (RFCI) The remote frequency/channel indicator functions in association with the V/UHF radio control panel and enables the pilot to monitor the frequency in use. Presentation is made by a five-digit display with a decimal point for the frequency display, and with the prefix CH and a two-digit channel number when acting as a channel display. UHF emergency radio The UHF emergency radio equipment provides two-way air-to-air or air-to-ground communication, and has four preset channels (1-4) and one guard channel. The equipment can also be used in case of equipment failure. Power to the UHF emergency radio is supplied from the DC busbar PP3. To receive transmissions, the required channel is set with the UHF channel selector switch and the ON/OFF switch is set to ON. Alternatively, the EMERG pushbutton on the CCS panel can be pressed. Flight Simulator and P3D don t support UHF radios so this is non-functional in this simulation, although the controls can be operated. IFF The aircraft is fitted with an IFF/SSR system which provides identification facilities and IFF, and civil SSR including Mode S. The system provides facilities for an IFF or SSR ground radar station to interrogate the aircraft and for the aircraft to rapidly and automatically transmit an identifying reply. The system replies to Mode 1, 2, 3/A, 4, C and S interrogations, including civil and military emergency interrogations. The IFF/SSR control display unit (CDU) is used to control the operation of the IFF/SSR transponders. The CDU is located on the right console. 38

41 PANEL GUIDE Panel selector The panel selector arrow appears in the top left corner of the screen every time you load the Tornado: Left-click on this arrow to open the panel selector: You can use the panel selector to open the 2D panels: Gear and flaps panel Throttle quadrant Left forward console Left rear console Rapid take-off panel Central warning panel (CWP) Right forward console Right rear console Checklist panel 39

42 Simply place your mouse cursor over the panel that you want to open (the panel will turn a darker shade of grey to make it easier to see which one you are about to select) and then left-click on it. It will turn red to indicate that it s open and the relevant 2D panel will appear. A tooltip will appear to indicate which panel/function the icon corresponds to. Ground equipment can be toggled by clicking on the GPU icon: The canopy can be opened or closed by clicking on the canopy icon: The aircraft state can be toggled between cold & dark and ready for take-off by clicking on the power icon: Clicking the main panel will close all the 2D panels in a single press. Alternatively, you can close the 2D panels individually by clicking on them again on the panel selector. The cross in the top left corner closes the panel selector and reverts back to the arrow. 40

43 Checklist panel In addition to the checklists in this manual, an interactive checklist is included in the aircraft as a 2D pop-up panel which can be accessed by clicking on the appropriate symbol on the panel selector. 1. Checklist name and current page number In the top left corner of the panel is the name of the currently selected checklist, for example Before Takeoff. The checklist page number is displayed in the top right corner if there are multiple pages. 2. Checklist items The checklist items are displayed in the centre of the panel. When the panel is first opened, or when a new checklist is selected, the items will appear in red text. Click on the checklist item when you have completed the relevant action/check and the item text will turn green to indicate that the item is complete. Some checklist items will turn green automatically to indicate that the checklist item has been completed, such as those for the CSAS BITE. Hover over longer checklist items to see all of the text. 3. Checklist navigation buttons At the bottom of the panel are four buttons. These allow you to cycle through the available checklists and select the previous/next page of the selected checklist. The button will be greyed out if it is not active. 41

44 Throttle quadrant 1. APU run light The amber run light illuminates when the APU is running with the APU BLEED switch in the OPEN position. The RUN light will flash when the APU is running with the APU BLEED switch in the CLOSED position. 2. APU switch The APU switch is a three-position toggled switch which is spring-loaded to the centre position. Moving the switch to the START position will start the APU, and moving the switch to the OFF position will shut down the APU. 42

45 3. Start cancel button The start cancel button is a pushbutton which, when pressed, closes the fuel supply to the engine starter jets, de-energises the igniter units and resets the engine start cycle. A green light integrated into the button will illuminate during the engine start cycle. 4. Engine start switch The engine start switch is a three-position toggle switch, spring-loaded to the centre position. Moving the switch to select LEFT or RIGHT will initiate the start cycle of the corresponding engine. 5. X-drive clutch SHUT/PUSH OPEN button A combined amber light/pushbutton marked SHUT PUSH OPEN. The light illuminates while the cross-drive clutch is engaged. Pressing the pushbutton disengages an engaged cross-drive clutch if speed difference is less than 15% NH. 6. X-drive clutch switch A toggle switch marked X-DRIVE CLUTCH AUTO/OPEN with two positions: AUTO clutch engages under certain conditions, e.g. speed differential is greater than 15% OPEN clutch is disengaged 7. Taxi thrust selector When lifted, the engine nozzles will open fully to reduce available thrust for taxiing. The throttle levers will be limited to approximately 75% NH with taxi thrust selected. 8. Anti-dazzle switch The anti-dazzle switch is used to control high intensity cockpit floodlights. This is nonfunctional in this simulation. 9. Emergency airbrakes switch A two-position toggle switch marked EMERGENCY AIRBRAKE IN/OFF is guarded to the OFF position by a black and yellow striped cover. Selected to IN, the airbrakes are released to allow aerodynamic forces to drive the airbrake surfaces towards the retracted position. 10. Emergency flaps switch A two-position toggle switch marked EMERGENCY FLAP NORM/ORIDE is guarded and spring-loaded to the NORMAL position. It is used to extend flaps from MID to DOWN in cases of slat failure. 11. Flaps lever A lever marked FLAPS with DWN, MID and UP positions, which controls the position of the flaps and slats. 43

46 12. Throttle levers The throttles can be rocked individually or together to an outboard position in the dry power range. Rocking the throttles out arms the lift-dump and thrust reverse system. The left throttle arms/operates the lift-dump system only. The right throttle arms/operates reverse thrust. 13. Throttle latches Latches prevent inadvertent selection of the throttle levers to the HP SHUT position. The latches can be pressed forward (left-click) to allow the throttle levers to be moved from IDLE to HP SHUT. 14. Wing sweep limiter pushbutton/indicator A guarded pushbutton is used to toggle the wing sweep limit between 67 degrees and 63 degrees. If a Hindenburg 2250L drop tank is fitted to either wing, the wing sweep limit will be automatically set to 63 degrees to prevent the tank from making contact with the tailerons. An indicator incorporated into the pushbutton shows which limit has been selected. 15. Wing sweep lever A wing sweep lever selects wing sweep angles between 25 degrees (fully forward position) and 67 degrees (fully aft position). The lever is limited to 63 degrees if a Hindenburg 2250L drop tank is fitted or if the wing sweep limiter has been set manually to 63 degrees. 16. Relight pushbuttons Pushbuttons located on the rear of each throttle lever are used to relight the engines. Pressing a relight button will: Activate the associated engine igniter Provide fuel to the starter jets Open the HP SOC after the throttle is moved from SHUT to IDLE The relight pushbuttons can only be operated in the virtual cockpit. 44

47 Right forward console 45

48 1. Navigation radio frequency selectors Four rotary switches are used to select the desired VOR/ILS (NAV 1) frequency. 2. Navigation radio mode selector switch A three-position rotary switch with the following positions: VOR selects the VOR mode OFF power is disconnected ILS selects the ILS mode 3. TACAN mode selector switch A four-position rotary switch with the following positions: OFF power is disconnected REC selects the receive mode T/R selects the transmit/receive mode A/A selects the air-to-air mode 4. TACAN channel selectors Three rotary switches which are used to select the desired TACAN channel. Refer to the TACAN section of the systems guide (page 36) for more information on the TACAN system. 5. X/Y mode switch A two-position toggle switch is used to select either the X or Y mode. 6. BITE pushbutton When pressed, a BITE check will be initiated. 7. HUD camera master switch The master switch controls the 28v DC power supply to the HUD camera. 8. HUD camera overrun selector switch The overrun selector switch has seven positions marked 0 to 30. These positions allow the pilot to set the camera to run on for the set time in seconds after release of the camera button. 9. Ignition switch The engine ignition switch is a two-position latch-toggle switch. In the OFF position, automatic ignition by the CUE is switched off. In the NORM position, automatic ignition of the DC ignition system and energising of the HP cock opening solenoid to provide the started jet fuel is initiated by the CUE. 46

49 10. TBT switch The turbine blade temperature switch is a two-position latch-toggle switch. In the DATUM position, the TBT datum is set to the flight clearance setting. In the LOW position the TBT datum is reduced by 36 degrees Celsius. 11. Engine control switches The two engine control switches have two positions, LANE 1 and LANE 2, and are used to select the required engine control lane. LANE 1 is the normal operating lane and LANE 2 is the standby operating lane. 12. Lanes test buttons When pressed, two pushbuttons marked LANES TEST LEFT/RIGHT will simulate a failure of the corresponding lane to test the automatic transfer of engine control between lanes. 13. Generator failure lights Two amber lights illuminate when the associated generator contactor is open and the generator is offline. 14. Generator control switches Two generator switches with positions ON and OFF select the generators on or offline, providing that the crash switches are in the normal flight position. 15. TFR frequency pattern switch A two-position toggle switch which controls the pattern of TFR transmitter/receiver frequencies. This is non-functional in this simulation. 16. TFR test pushbutton/indicator The TEST pushbutton, with an integral split legend caption TEST/NO GO, is pressed to initiate a BITE. The TEST caption will illuminate to indicate that a test is in progress, and the NO GO caption will illuminate if a failure is detected. Pressing the button again will end the test. 17. TFR Master switch The following TF modes can be selected with the three-position Master toggle switch: OFF all power supplies to the equipment are disconnected STBY in this position power is supplied to warm up the system. This takes three minutes. ON TFR is fully operative. AFDS can be engaged in the TF mode if the TF READY light is illuminated. 18. TFR height and turn fail indicators TFR fail indicators will illuminate if a failure is detected in the TFR system. 47

50 19. Mode 4 select switch The MODE 4 switch is a five-position rotary switch which functions as follows: HOLD when set to the HOLD position, the IFF/SSR transponder is able to perform a Mode 4 code hold sequence. This sequence holds the code values when primary power is removed. With HOLD selected, and while the aircraft is on the ground, the CDU alphanumeric display shows HOLD. The HOLD function is inoperable when airborne and is spring-loaded to return to the PULL OUT position. PULL OUT when set to the PULL OUT position, the IFF/SSR transponder is disabled from replying to Mode 4 interrogations. 4A when set to the 4A position, the IFF/SSR transponder is enabled to reply to Mode 4/Code A interrogations. 4B when set to the 4B position, the IFF/SSR transponder is enabled to reply to Mode 4/Code B interrogations. PULL ERASE when set to the PULL ERASE position, the IFF/SSR transponder Mode 4 and ACC codes are erased (zeroed). 20. Identification switch When pressed, the IDENT pushbutton allows the IFF/SSR transponder to transmit a special identification pattern to a ground station. The pushbutton should only be pressed when a ground controller requests Squawk Ident. 21. Mode select switches The six toggle switches are used to allow the selected IFF/SSR transponder to reply to the switched mode interrogations. When a change in a mode toggle switch state is detected, the alphanumeric display on the CDU shows the state of the applicable switch, for example MC ON or MC OUT. The mode select switches function as follows: M1 a three-position toggle switch labelled M1, AUTO and OUT: o M1 the IFF/SSR transponder is enabled to reply to Mode 1 interrogations o AUTO Automatic Code Change (ACC) is enabled o OUT the IFF/SSR transponder is disabled from replying to Mode 1 interrogations M2 a two-position toggle switch labelled M2 and OUT: o M2 the IFF/SSR transponder is enabled to reply to Mode 2 interrogations o OUT the IFF/SSR transponder is disabled from replying to Mode 2 interrogations M3 a three-position toggle switch labelled M3/A, AUTO and OUT: o M3/A the IFF/SSR transponder is enabled to reply to Mode 3/A interrogations using the manually set Mode 3/A code o AUTO Automatic Code Change (ACC) is enabled o OUT the IFF/SSR transponder is disabled from replying to Mode 3/A interrogations Note: If the Mode S switch (MS) is set to MS, replies are enabled using the Mode 3 manual code, regardless of the position of the M3/A switch. 48

51 MC (Mode C) a three-position toggle switch labelled MC, MCS and OUT: o MC the IFF/SSR transponder is enabled to reply to Mode C interrogations, using the IFF/SSR transponder altitude data o MCS the IFF/SSR transponder is enabled to reply to Mode 3/A interrogations, using framing pulses only with no altitude data. When Mode MCS (Mode C Suppress) is selected, altitude reporting in Mode C and S is inhibited. o OUT the IFF/SSR transponder is disabled from replying to Mode C interrogations MS (Mode S) a two-position toggle switch labelled MS and OUT: o MS the IFF/SSR transponder is enabled to reply to Mode S interrogations o OUT the IFF/SSR transponder is disabled from replying to Mode S interrogations Note: When Mode S is selected, Modes 3/A and C are also enabled regardless of the individual selection of these modes. M5 this mode is not used 22. Left/right code edit switch The L < > R toggle switch provides a data entry and editing function for the left or right bank of four characters displayed on the alphanumeric display. Data is entered or edited using the four up/down code select switches. If held in either the L < or > R position when the MASTER switch is moved from PULL OFF to STBY, the CDU enters into the Elapsed Time Display (ETD) function. 23. Test switch Pressing the TEST button initiates a BIT procedure. The alphanumeric display on the CDU shows SELF TEST and all annunciators are illuminated during the BIT procedure. On successful completion of the BIT, TEST PASS is displayed. Pressing the TEST button when the MODE 4 switch is set to 4A or 4B, and with the MASTER switch set to NORM, initiates a dedicated built-in Mode 4 test. During the test procedure MODE 4 RAD is displayed on the alphanumeric display of the CDU. 24. Master switch A six-position rotary switch which functions as follows: PULL OFF when set to the PULL OFF position, all IFF/SSR transponder circuits are de-energised, with the exception of the panel lighting circuit. The Mode 4 crypto codes are erased unless conditions for code HOLD are met prior to selecting PULL OFF. STBY when moved to the STBY position from the PULL OFF position, all circuits are powered and the IFF/SSR transponder is ready for operation. The CDU alphanumeric display shows STBY for two seconds when the rotary switch is moved from the NORM to the STBY position. Switching from PULL OFF to STBY initiates the power up built-in test (PBIT). On completion of the PBIT, either TEST PASS is displayed on the CDU for five seconds, or FAIL is displayed. 49

52 NORM when set to the NORM position, the IFF/SSR transponder operates normally according to the set switch position. When set to NORM, the CDU alphanumeric display shows NORM for two seconds. TA (traffic advisory) this mode is non-functional in this simulation. When set to TA, the CDU alphanumeric display shows TA for two seconds. TA/RA (traffic advisory/resolution advisory) this mode is non-functional in this simulation. When set to TA/RA, the CDU alphanumeric display shows TA/RA for two seconds. PULL EMER when set to the PULL EMER position, ALL modes are enabled and the equipment transmits emergency replies. This mode is non-functional in this simulation. When set to PULL EMER, the CDU alphanumeric display shows EMER EMER for two seconds. When TA or TA/RA is selected from the NORM position, TCAS UNAV is displayed on the alphanumeric display of the CDU for a period of up to 10 seconds whilst the link between the IFF/SSR system and the TCAS system is completed. 25. Code entry switches The four up/down, spring-loaded, code entry switches are used to enter the required code. In the arrow-down position, the display character corresponding to the switch pressed is decremented. In the arrow-up position the display character corresponding to the switch pressed is incremented. When the selected digit is incremented or decremented beyond the range of its value, it will roll over (i.e. 0 to 7, or 7 to 0). If any switch is held up or down for more than one second the corresponding character will automatically cycle through the digits. 26. Menu function select switch The FUNC switch is a three-position switch, spring-loaded to the centre position, which is used to navigate through the function menu. When set to the down position, the next function display page is displayed. When set to the up position, the previous function display page is displayed. 27. IFF display The key annotated FUNC on the CDU is used to navigate through the CDU alphanumeric display menu functions. The menu functions are displayed in the following order: 1. Modes 1 & 3/A code display displays the Mode 1 and 3/A manual codes as stored in the transponder. This display is energised during normal operation and during the initial power on state, for example with annunciators M1 MAN and M3/A MAN illuminated. 2. Mode 1 code edit display: a. Pressing L < starts the Mode 1 code edit display, with characters 1-4 blinking. The Mode 1 code is changed by the code select switches which cycle through 0-7. b. Pressing L < again sends the changed Mode 1 code to the transponder. On receipt, the display returns to normal operation with the updated code. c. Pressing > R changes the display to Mode 3/A code edit display, and the changed Mode 1 code setting is sent to the IFF/SSR transponder. 3. Mode 3/A code edit display: 50

53 a. Pressing > R starts the Mode 3/A code edit display, with characters 5-8 blinking. The Mode 3/A code is changed by the code select switches which cycle through 0-7. b. Pressing > R again sends the changed Mode 3/A code to the transponder. On receipt, the display returns to normal operation with the updated code. c. Pressing L < changes the display to Mode 1 code edit display, and the changed Mode 3/A code setting is sent to the IFF/SSR transponder. 4. Date time display current ACC date/time (UTC) as maintained in the IFF/ SSR transponder is shown, for example (day/month/time). If the transponder is unable to provide current date and time from the ACC function, the display shows eight dashes. This function is display only and cannot be edited. 5. Remaining ACC time display time remaining (hours/minutes) until expiry of the ACC codes, for example ACC If there are expired codes, or if there are no ACC codes present, four dashes are displayed ( ACC ---- ). This function is for display only and cannot be edited. 6. Mode S FLIGHT ID display the Mode S Flight ID is a user-defined code identifying a particular flight. The Flight ID is stored in the IFF/SSR transponder memory. The Flight ID consists of eight alphanumeric characters, where a space is a valid character. If Flight ID is not available, the display is replaced by dashes. These are replaced by valid characters when the Flight ID is edited. 7. FLIGHT ID characters 1-4 edit: a. Pressing L < causes characters 1-4 to blink. These characters can be changed by their corresponding code select switches, which cycle through A-Z, space and 0-9. If any code select switch is held for more than one second, the characters automatically cycle at 2.5 per second and the characters stop flashing. b. On pressing L < again, the updated Mode S Flight ID (1-4) is sent to the IFF/ SSR transponder. On receipt of the correct Flight ID, the display returns to the FLIGHT ID display with the updated ID. c. If > R is pressed, the display goes to the FLIGHT ID characters 5-8 edit display, and the changed Flight ID is sent to the IFF/SSR transponder 8. FLIGHT ID characters 5-8 edit: a. Pressing > R causes characters 5-8 to blink. These characters can be changed by their corresponding code select switches, which cycle through A-Z, space and 0-9. If any code select switch is held for more than one second, the characters automatically cycle at 2.5 per second and the characters stop flashing. b. On pressing > R again, the updated Mode S Flight ID (5-8) is sent to the IFF/SSR transponder. On receipt of the correct Flight ID, the display returns to the FLIGHT ID display with the updated ID. c. If L < is pressed, the display goes to the FLIGHT ID characters 1-4 edit display, and the changed Flight ID is sent to the IFF/SSR transponder. 9. Mode S address display displays the aircraft s Mode S address. When airborne this display is bypassed when either the FUNC arrow-up or arrow-down switch is used. 10. IDENT type display the type of IDENT selected, as defined by the wire strapping on the IFF/SSR transponder, is shown, for example I/P MIC 11. Mode 5 functions not in use 51

54 12. Mode 2 code the Mode 2 code is shown, for example M Mode 4 indication display the Mode 4 indication control setting is shown. The default on power up is M4 ALL. Alternative options are: a. M4 NONE caution indicator, reply indicator and audio are OFF b. M4 CAUT caution indicator is ON, reply indicator and audio are OFF c. M4 LGHT caution indicator and reply indicator are ON, audio is OFF d. M4 ALL caution indicator, reply indicator and audio are ON 14. Elapsed time display when activated by the operation of the L < > R switches during power up, the CDU displays ETI? (elapsed time indication) to show that an entry is required in the elapsed time indication display function. Operation of the FUNC switch cycles the alphanumeric display between displayed elapsed hours as recorded by the CDU and elapsed hours recorded by the transponder. The elapsed time has a digital representation of 0000 to 9999 hours and may not be reset to zero. CDU annunciators Ten CDU annunciators located in the upper two rows of the CDU display panel provide indication of the selected IFF/SSR transponder functions and modes. The annunciators function as follows: M1 MAN illuminated green if both of the following conditions apply: o The CDU function display is set to show the Mode 1 and 3/A codes o The M1 switch is enabled (set to M1) M1 AUTO inoperative MS illuminated amber if both of the following conditions apply: o Mode S data is not available from the IFF/SSR transponder o The Mode S (MS) switch is enabled but the IFF/SSR transponder is not operating in Mode S MODE 4 illuminated amber if the IFF/SSR transponder fails to reply to a Mode 4 interrogation. The cause of failure may be due to any of the following: o The MASTER switch is set to STBY o The MODE 4 switch is set to OUT o BIT has detected a failure during Mode 4 operation o Mode 4A, Mode 4B mismatch REPLY illuminated green if the IFF/SSR transponder replies to Mode 4 interrogations at a rate of 10 per second or more, when the menu function is set to display M4 CAUT, M4 LIGHT or M4 ALL. The annunciator remains on for 3 to 100 seconds after completion of the last detected reply. When the Mode 4 indication control is set to M4 CAUT or M4 NONE, the REPLY annunciator is not illuminated. FLIGHT ID illuminated green if the menu function is set to display the FLIGHT ID ACC the IFF/SSR transponder ACC is not available M3/A MAN illuminated green if both of the following conditions apply: o The CDU function display is set to show the Mode 1 and 3/A codes o The M3/A switch is enabled (set to M3/A) M3/A AUTO inoperative 52

55 28. Fuel transfer sequence switch A four-position rotary switch marked SEQUENCE, which provides manual control of the fuel transfer sequence with the following settings: WG wing tank transfer pumps are selected on U/FUS under-fuselage tank transfer valves are selected open U/WG under-wing tank transfer valves are selected open NORM external tank transfer valves are controlled by the low-level sensors. The auto hold wing system is enabled. 29. Emergency transfer switch A three-position toggle switch marked EMERG TRANS with positions FRONT, NORM and REAR, guarded at NORM. The switch is used to select the transfer of all external and wing tank fuel to one fuselage tank group. 30. Alternative transfer switch A two-position toggle switch marked TRANS with positions NORM and ALT, which is used to select the refuel side of the main refuel/transfer side of the valves. 31. Dump system master valve switches A two-position latch toggle switch marked MASTER with positions OPEN and CLOSE, which controls the dump system master valve. 32. Dump system master valve status indicator An amber OPEN indicator marked MASTER, which illuminates to indicate that the dump system master valve is open. 33. Tank group dump valve switches Two two-position toggle switches marked FRONT and REAR with positions OPEN and CLOSE, which control the fuselage tank group dump valves. 34. Tank group dump valve status indicator Two amber OPEN indicators marked DUMP, which illuminate whenever the associated fuselage tank group dump valve is open. 35. In-flight refuelling probe switch A three-position latch-toggle switch marked FLT REFUEL PROBE with IN, OUT and EMERG OUT positions, which is used to control the in-flight refuelling probe extension and retraction: IN the probe is retracted OUT the probe is selected to extend using the normal hydraulic supply EMERG OUT the probe is selected to extend using the emergency hydraulic supply. The probe cannot be retracted after this position is selected. 53

56 36. X-feed valve switch A three-position toggle switch marked CROSS-FEED with OPEN, AUTO and CLOSE positions is used to select the mode of operation of the crossfeed valve: OPEN crossfeed valve is selected open AUTO crossfeed valve is automatically opened when the fuel quantity in either fuselage tank group falls to approximately 300 kg CLOSE crossfeed valve is selected closed 37. In-flight refuelling probe status indicator An amber U/L indicator, which illuminates whenever the in-flight refuelling probe is not locked in. 38. X-feed valve status indicator An amber OPEN indicator marked CROSSFEED which illuminates whenever the crossfeed valve is open. 39. In-flight refuelling tank selector switch A three-position toggle switch marked TANKS with ALL, OFF and INT positions, which is used to open the corresponding tank group fuel valve for in-flight refuelling. Selecting the INT position opens the fuselage and wing tank refuel valves. 40. In-flight refuelling fin tank switch A two-position toggle switch with OFF and FIN positions, which is used to open the fin tank fuel valve for in-flight refuelling. Selecting the FIN position opens the fin tank fuel valve. 41. Tank group interconnecting valve switch A two-position toggle switch marked OPEN/CLOSE, which controls the operation of the fuselage tank group interconnecting valve. 42. Tank transfer valves and wing transfer pump status indicators Two sets of four green lights labelled L and R and marked U FUS, C FUS, U WING and WING indicate the state of the external tank transfer valves and the wing tank transfer pumps: U FUS illuminates when the left or right under-fuselage tank transfer valve is open C FUS illuminates when the centreline tank transfer valve is open U WING illuminates when the left or right under-wing tank transfer valve is open WING illuminates when the left or right wing tank transfer pumps have delivery pressure 54

57 Right rear console 1. Front panel flood light knob A rotary switch which controls the flood lighting for the main instrument panel. 2. Consoles flood light knob A rotary switch which controls the flood lighting for the side consoles. 3. Integral instruments light knob A rotary switch which controls the integral back lighting for the instruments on the main panel. 55

58 4. Integral consoles light knob A rotary switch which controls the integral back lighting for the instruments on the side consoles. 5. Comms light knob A rotary switch which controls the back lighting for the Comms panel. 6. Night vision goggle (NVG) controls A rotary selector and a two-position switch which are used for controlling the NVG system. This is non-functional in this simulation. 7. APU auto test switch A two-position toggle switch marked TEST NORM, spring-loaded to the NORM position. When TEST is selected the integrity of the APU fire warning system is tested. If the APU is running when the system is tested, the APU will be automatically shut down. 8. Governor test switch The governor test switch is a three-position toggle switch that is spring-loaded to the OFF position. It is used to check the operation of the HP and LP overspeed generators. When NL is selected, RPM indicators display the letters NL and indicate NL compressor speed. 9. Throttle rock test indicators The throttle rock test indicators are two magnetic indicators marked LEFT and RIGHT which show the result of a throttle rock test. With electrical power applied to the aircraft, or subsequent to a throttle rock test, the display should be white, indicating that the lift dumper and thrust reverser selection circuits are serviceable. A black and white striped display indicates a circuit malfunction or a power off condition. The throttle rock test should only be carried out with the engines running at idle RPM. 10. Lamp test switches A lamp test is provided to test the filaments of all the indicator lights, warning lights and integrally illuminated pushbuttons on the instrument panels and consoles. The FRONT PANEL switch is set to TEST to check the lights on the main instrument panels, quarter panels and coamings. The L and R CONSOLES switches perform the same function for the left and right consoles. 11. Tank fuel temperature indicators Two indicators are provided to monitor the temperature of the fuel in both tank groups. 56

59 12. External light switches The external lighting is controlled by the following switches: NAV the navigation (position) lights consist of a red light located on the outboard side of the left engine air intake, a green light on the outboard side of the right engine air intake, and two white lights, one on each side of the trailing edge of the upper fin. The navigation lights are controlled by the NAV ON/ OFF switch. The lights can be selected to two levels of brightness using the NAVIGATION NORM/DIM switch, and can be set to flash or remain steady using the NAVIGATION FLASH/STEADY switch. OBST the obstruction lights consist of a red light on the left wing tip, a green light on the right wing tip and a white light on the trailing edge of the upper fin. The lights are controlled by the OBST ON/OFF switch. FORM two violet formation lights are installed on the upper and lower surface of each outer wing. They are controlled by the FORM ON/OFF switch. A/COLL two red anti-collision strobe lights are installed, one on the upper centre fuselage and one on the lower front fuselage. The lights are controlled by the A/COLL ON/OFF switch. A ganging bar allows the navigation, obstruction, formation and anti-collision lights to be simultaneously switched on. 13. UHF emergency radio controls A two-position rotary switch with ON and OFF positions controls the power supply to the UHF emergency radio. A five-position rotary switch controls which of the UHF emergency radio channels is used. It has the following positions: 1-4 selects one of the four preset channels GUARD selects a channel preset to the international emergency frequency 14. Intakes anti-ice fail indicators Two amber lights will illuminate to indicate partial failure or shutdown of the intakes antiice system, providing that the intakes anti-ice switch is in the AUTO or ON position. 15. Intakes anti-ice switch The intakes anti-ice switch is a three-position toggle switch which controls the mode of operation of the intakes anti-ice system: ON ice protection for both engine intakes is initiated provided that the aircraft is not on the ground AUTO automatic ice detection system is enabled OFF ice protection is switched off 16. Intakes anti-ice pushbutton/indicator The anti-icing system serviceability may be tested on the ground or in flight provided that the INTAKES ANTI-ICE switch is in the AUTO position. To perform a BITE test, the pushbutton is pressed. The green indicator illuminates for approximately three seconds. If a malfunction in the intakes anti-ice system is detected during the test period, the respective INTAKES ANTI ICE FAIL indicator will illuminate. 57

60 17. Air system master switch A three-position toggle switch controls the air supply to the systems: ON if both engine speeds are below 59% NH, the equipment compartment fans are switched on. If either or both engines are running at or above 59% the cooling fans are switched off and the air system master valve will open. OFF/RESET electrical supply to the air system master valve is interrupted. In the event of a valve closure due to an over-temperature or over-pressure, an attempt may be made to re-open the valve by setting the switch to OFF/RESET and then back to ON. EMERG RAM AIR the emergency ram air valve is actuated and the air scoop is opened with the ground cooling fans activated. Air system master valve is closed. The equipment compartment cooling fans are switched on. The windscreen de-icing and demisting services are lost. 18. Canopy demist switch A three-position toggle switch controls the canopy demist control valve: ON the canopy demist control valve is opened AUTO automatic operation controlled by a demist temperature sensor The canopy demist control valve is closed 19. Cabin pressure altitude indicator A cabin pressure altitude indicator, graduated from 0 to 50,000ft in 1,000ft stages, indicates cabin equivalent altitude. 20. Cabin heat control knob A rotary switch marked CABIN HEAT CONTROL which controls the cabin temperature. The control switch rotates from the OFF position around an AUTO or MAN scale. Each scale is graduated between COLD and HOT. 21. Oxygen system test pushbutton When the OXY TEST pushbutton is pressed the contents indicator will be driven into the green sector to provide indicator serviceability. 22. Windscreen wash pushbutton A pushbutton marked W/S WASH controls the operation of the windscreen washing system. This is non-functional in this simulation. 23. Windscreen rain dispersal switch A two-position toggle switch which controls a shut-off valve located at the base of the windscreen. When set to ON the switch opens the shut-off valve, allowing hot air to be delivered to the windscreen. This is non-functional in this simulation. 58

61 24. Standby windscreen demist switch A two-position toggle switch which controls the supply of hot air to the windscreen and quarter panels in the event of a failure of the main windscreen heating system. This is non-functional in this simulation. 25. Main oxygen system contents indicator The main oxygen system contents indicator is a single-needle indicator which is graduated in two-litre divisions from 0 to 10, with a green sector before the 0 and a red sector beyond the Seat position switch The seat position switch is a three-position toggle switch marked LOWER/OFF/RAISE, spring-loaded to the OFF position. The switch is used to lower or raise the pilot seat. In this simulation the switch allows you to lower or raise the virtual cockpit viewpoint. Head-up display (HUD) 59

62 1. Low height warning light A red low height warning light will illuminate with the caption LOW HT if the indicated height on the radar altimeter falls below the level set by the height marker. This is a repeater of the indicator light found on the radar altimeter gauge. 2. Angle of Attack indicator The AOA indicator is electrically connected to the right AOA probe. Signals from the detector drive a servo-mechanism inside the instrument case. Display is made by a continuous indicating ribbon which moves against a vertical thermometer-type scale graduated in units from 0 to 30. In the event of an electrical or servo-mechanical failure a red and black hatched warning bar will obscure the vertical dial. 3. Mode selector knob A six-position rotary MODE switch with the following positions: OFF power supplies are disconnected and the HUD is inoperative DIR attitude display, scales and read-outs are received directly from the navigation sensors AUTO in addition to the information displayed in DIR mode, the flight director is also shown NAV information is shown directly from the navigation computer. Display is as per DIR mode. T2 this mode is non-functional T1 display test mode is shown 4. Millibar set control knob and indicator The rotary MB SET knob sets the barometric pressure. The pressure setting is indicated in millibars on a four-digit indicator labelled MB. 5. V-V/locked switch The two-position V-V/LOCKED toggle switch governs the position of the aircraft symbol. When V/V is selected the symbol is determined by the aircraft velocity vector (flight path in elevation/azimuth). If LOCKED is selected the symbol is locked in azimuth and is adjusted in elevation by use of the VERTICAL DATUM control knob. 6. KCAS/Mach switch A two-position toggle switch which selects the output of airspeed to be displayed: KCAS knots calibrated airspeed MACH Mach number 60

63 7. Radio/baro switch A two-position toggle switch which selects the height to be displayed: RADIO radio altimeter height, prefixed by the letter R BARO barometric corrected height (altitude) without a prefix 8. MAG/TRUE switch A two-position toggle switch with the following positions: MAG magnetic heading is displayed, prefixed by the letter M TRUE true heading is displayed without a prefix 9. Vert datum control knob The rotary VERTICAL DATUM knob is used to adjust the HUD symbology in elevation from 0 to -10 when the V-V/LOCKED switch is in the LOCKED position. 10. Display BRT control knob A rotary potentiometer which is used to set the level of display brightness. 11. Standby sight control knob Two concentric rotary switches provide the following functions: ON/OFF the outer ON/OFF rotary switch controls the power supply to the standby sight. When selected ON, the SBS symbol for weapon aiming is displayed. BRT the inner BRT potentiometer switch adjusts the brightness of the SBS symbol 12. Accelerometer The accelerometer measures positive and negative acceleration G-loads imposing on the vertical aircraft axis. A main pointer and two index tabs indicate the aircraft vertical acceleration against a dial, graduated from minus 4G to plus 9G in increments of 0.5G. The main pointer moves in the direction of the G-load being applied, and a negative and a positive index tab follow the main pointer to its maximum travel. The index tabs remain at the maximum negative or positive G-load indication attained, whereas the main pointer drops back as soon as the G-load is reduced. The index tabs can be reset back to the 1G position by depressing the PUSH button located on the indicator s face. 61

64 62 Left main instruments

65 1. E-scope The e-scope is used in conjunction with the terrain-following radar (TFR). It shows the terrain radar return and the projected flight path of the aircraft above it. A brightness knob and a rotary on/off switch are located above the display. 2. Nose-wheel steering selector indicator A combined selector/indicator pushbutton marked HIGH (amber) and LOW (green) which permits initial selection of the nose-wheel steering system in LOW mode and alternate selection of the HIGH nose-wheel steering mode. 3. Landing gear position indicator The landing gear position indicator has the following functions: Three red UNLOCKED warning lights, one for each landing gear leg, which illuminate when a landing gear leg or door is not locked in its selected position DAY/NIGHT brightness control knob with arrows pointing to the desired selection Three green LOCKED DOWN indicator lights, one for each landing gear leg, which illuminate when the landing gear is in the LOCKED DOWN position All lights are extinguished when the landing gear is locked UP and the doors are locked closed. 4. Radar altimeter The radar altimeter measures height above the surface by transmitting and receiving a radio pulse, and is used as a height sensor by the TFR and RH modes of the AFDS. The system provides height information up to 5,000ft. A combined two-position rotary ON-OFF/PRESS TO TEST switch provides the following controls: ON/OFF all power supplies to the equipment are switched on or off PRESS TEST pressing and holding the switch initiates the BITE. If the test is successful the indicator displays a height of 100 ±10 feet. A height pointer indicates height against a circular scale which is graduated between 0 and 5,000ft. The rotary height marker knob operates a low height marker against the outer rim of the scale to manually set a minimum height. A red low height warning indicator illuminates if the indicated height falls below the level set by the set height marker. A black and red striped marker is displayed when the equipment is switched off or when there is a fault condition. 5. Vertical speed indicator The vertical speed indicator located in the front cockpit is a standard pneumatic instrument with a range of ±6,000ft/min. 6. Countermeasure pushbuttons Two pushbuttons which are used to interact with the countermeasure system. This countermeasure system is not included in this simulation, but the pushbuttons can be pressed to test the integrated indicators. 63

66 7. Combined speed indicator The combined speed indicator provides a combined display of airspeed from 80 to 850 knots and Mach number from 0.5 to 2.5. The airspeed index marker on the outer scale can be adjusted by the control knob on the instrument bezel. The airspeed index marker on the outer scale can be adjusted by the control knob at the bottom right of the instrument. The indicator in the front cockpit is supplied by pitot pressure and static pressure. 8. Servo-pneumatic altimeter The altimeter is a servo-pneumatic instrument comprising a three-drum counter indicating from -2,000ft to +80,000ft, and a single needle indicating 1,000ft per revolution. At altitudes below 10,000ft a black and white striped flag covers the left-hand counter, and at altitudes below 0ft the flag will be replaced by a black and red striped flag. A barometric setting knob is located on the instrument bezel to make barometric settings on the Millibar counter of the altimeter. The altimeter operates in two different modes. Under normal conditions altitude display is governed by the pneumatic input and a servo-repeater system inside the instrument. In the event of a power failure the altimeter automatically reverts to the pneumatic standby mode. This status is indicated by the STBY flag appearing in a dial cut-out of the instrument. In STBY mode the altimeter operates with pneumatic pressure only, which is derived from the static vents. Actuating the RESET knob on the altimeter bezel switches the instrument s operating mode from STBY back to the servo mode or vice versa. The RESET/STBY knob is spring-loaded to the centre (neutral) position. The servo system is powered by XP1 and PP1 provides the operating current for a vibration when in STBY mode. Testing of the electrically operated servo mode of the altimeter is made with electrical power on. With the FLT INST toggle switch set to FLIGHT, pressing the square TEST pushbutton on the HSI mode panel forces the altimeter to read 1,250 feet. 9. Attitude director indicator The ADI displays aircraft pitch and roll attitude, turn and slip, and flight director demands. Pitch and roll attitude is displayed by the position of the horizon ball relative to a fixed aircraft symbol. The horizon ball is controlled by a vertical gyro and is divided by a white line representing the natural horizon into two sections: grey (above the horizon) and black (below the horizon). A pitch scale is graduated in increments of 5 and is labelled at 30 and 60. Roll angle is indicated by a pointer traversing a scale graduated in 10 steps up to 30, and then 30 steps up to 90. The display has full freedom in roll but is limited to 85 in pitch. The pitch and azimuth demand signals that are routed to the HUD from the AFDS are repeated on the ADI, and are indicated by yellow pitch and azimuth demand pointer bars which operate at right angles to each other. When power is applied to the ADI and the AP/FD system is not engaged the pointer will be moved out of view. Rate of turn is presented by the rate of turn pointer which travels in linear movement over the rate of turn scale. The pointer responds to signals from a remotely located rate gyro installed in the forward equipment bay. The scale has two graduations left and right from the centre to indicate rate two (6 degrees/sec) at full deflection. 64

67 Aircraft slip is indicated by a floating ball inside a tubular case. Slip into or out of a turn manoeuvre is indicated to a maximum of 10. Three failure flags are incorporated into the instrument: A red flag labelled FD appears when the flight director presentation is invalid In the case of a rate gyro power failure, a narrow black and red hatched warning flag obscures the rate of turn pointer In the event of a power failure, a black and red hatched flag appears in the lower right display area The ADI gyro system is energised by setting the FLT INST toggle switch (on the rapid take-off panel) to the FLIGHT position, allowing 28v DC power from DC busbar PP3 to be supplied to the gyro unit in the instrument, and 115v AC power from AC busbar XP1 to be supplied to the remote rate gyro unit. 10. Horizontal Situation Indicator (HSI) The HSI is a remotely indicating servo instrument which displays the aircraft s horizontal plan view depending on the mode selected on the HSI mode switch panel. The HSI can be driven by two different input sources which can be selected with the HSI mode selector switch, NAV and TAC. The selected mode is indicated in the mode display window of the HSI instrument. The APP1, APP2 and DF settings on the HSI mode switch panel have no function. A heading bug knob and course deviation knob are located on the bottom edge of the gauge bezel. The yellow bug displays the selected heading and the selected course is shown by three counters in the top right corner of the gauge. In TAC mode the slant range and magnetic bearing will be displayed if a TACAN is tuned in and within range of the aircraft. In NAV mode the slant range and magnetic bearing will be displayed if a VOR/DME is tuned in and within range of the aircraft. The HSI is also fitted with a lateral and elevation (glideslope) deviation bar and scale. An orange AZ flag will appear if no valid azimuth signal is being received; an orange GLIDE flag will appear if no valid glideslope signal is being received. The navigation source that feeds the HSI can be selected using the left TV display in the rear cockpit, or using the NAV1/GPS toggle assignment. 65

68 66 Centre main instruments

69 1. Mode/test indicators PL1 and PL2 illuminate to indicate the serviceability of the map project lamps when the lamp test switch is selected. 2. Lamp test switch A two-position toggle switch, spring-loaded to the down position, is moved to the up position to check the serviceability of the map project lamps. 3. Elapsed time indicator Displays the elapsed time in seconds. 4. Fail indicator An amber FAIL caption which illuminates when a failure occurs in the map system. 5. Map display A projected map display showing the aircraft s current position and the surrounding terrain. 6. Mode selector The map can be turned on using the map mode control knob found on the bottom left corner of the display bezel. The different modes control whether the display shows a position indicator, and whether the map can be slewed (SL mode). With SL mode selected, the map can be slewed using the hat switch found on the left console. 7. Scale selector A three-position scale selector controls the scale of the projected map. 8. HSI mode selector switch A five-position rotary switch which is used for selecting the input source to the HSI. The APP1, APP2 and DF settings have no function. With NAV selected the HSI will be driven by the NAV 1 frequency that has been selected on the ILS unit on the right console. With TAC selected the HSI will be driven by the TACAN (NAV 2) frequency that has been selected on the TACAN unit on the right console. 9. HSI + ALT test pushbutton When pressed, the altimeter will be driven to 1,250ft and the HSI will be driven to 045 degrees to indicate their serviceability. 10. Ganging lever The rapid take-off panel switches can be set to the FLIGHT position either individually or by use of the rapid take-off ganging lever. Clicking on the ganging lever will set all of the switches to the FLIGHT position. The switches can only be moved to the OFF position individually. 67

70 68 Right main instruments

71 1. Fire extinguisher buttons Two fire extinguisher buttons, one for each engine, illuminate red if a fire is detected in the corresponding engine. Pressing the button will fire the extinguisher into the engine. The fire extinguishers are powered from the battery busbar. 2. Radar warning receiver (RWR) Due to the lack of radar threats in Flight Simulator and P3D, the radar warning system has been configured to give radar returns for AI aircraft in the vicinity. The aircraft are shown as green diamond symbols. A knob on the left of the RWR controls the range of the display, and a knob on the right controls the brightness of the display. 3. Remote frequency/channel indicator (RFCI) The remote frequency/channel indicator functions in association with the V/UHF radio control panel, and enables the pilot to monitor the frequency in use. Presentation is made by a five-digit display for the frequency display, and with a CH prefix and two-digit channel number when acting as a channel display. 4. Engine RPM indicators Two engine RPM indicators providing a rotating pointer and a hundreds, teens and units read-out of NH or NL spool speed as a percentage of a nominal maximum RPM. A red and black striped failure flag covers the read-out when a system malfunction occurs, or at power off conditions. NH or NL flags indicate which spool speed is being displayed. 5. Engine temperature indicators Two indicators provide a rotating pointer display and repeat read-out, displaying the engine operating temperatures. Between zero and 545 C TBT, T7 will be indicated. Above 545 C TBT, TBT is indicated. A red and black striped flag indicates a display failure or power off condition. To test the correct behaviour of the indicators, the appropriate lanes test button should be pressed. The instrument should read 925 C within five seconds with the flag not visible. 6. Engine nozzle area indicators Two indicators with a rotating pointer display nozzle area as a percentage between 0 and 100%. 7. Fuel flow indicator The indicator has two pointers, L and R, which display dry power fuel flow in kg/min to each engine. 69

72 8. Fuel quantity indicator/selector unit An indicator with two pointers marked LF (left/front) and R (right/rear) normally indicates the quantity of fuel in the fuselage front and rear tank groups between 0 and 2,200 kg. When a button on the panel below is pressed the pointers indicate fuel quantity in the tank that is selected. A counter indicates total fuel remaining in divisions of 100 kg. The counter is covered by an off flag when the electrical power is switched off. A TEST button, when held pressed, resets the fuel quantity indicator pointers and counter to zero. Each of the four pushbuttons, when held pressed, selects the associated tank fuel quantities to be indicated by the quantity indicator pointers. The pushbuttons are marked: C/FUS centre fuselage tank only (both pointers act together as a single pointer) U/FUS left and right under-fuselage tanks WING left and right wing tanks U/WING left and right under-wing tanks 9. NL/NH indication change-over switch The NH/NL indication change-over switch is a two-position toggle switch marked NL/ NH, spring-loaded to the NH position. The switch is used to select which spool speed to display on both RPM indicators. 10. Oxygen flow indicators Two magnetic indicators, marked OXY FRONT and REAR enable the oxygen flow to be monitored. The indicators show black and white stripes when no oxygen is flowing and white when oxygen is being drawn by the regulators. 11. Hydraulic pressure indicators Two gauges marked L HYD and R HYD have rotating indicators which display the pressure in each hydraulic system, from 0 to 350 bar. A white sector on the scale indicates the normal hydraulic pressure operating range. 70

73 Left coaming 1. LP cock switches The LP cock switches are two-position toggle switches with OPEN and SHUT positions, guarded to the OPEN position by covers. Each switch controls the operation of the LP valve and reheat servo shut-off valve for the corresponding engine. 2. Reverse thrust indicators There are two reverse thrust indicators which are three-position magnetic indicators, marked LEFT and RIGHT, and display: Grey indicates that the thrust reverser buckets are in the stowed position Black/white stripes indicates that the thrust reverser buckets are in the transit mode (moving from one position to another) REV indicates that the thrust reverser buckets are in the fully deployed position 3. Reverse thrust override switch A two-position toggle switch marked ORIDE/NORM permits the use of a single thrust reverser with certain failure conditions. 71

74 4. Lift-dump indicator The lift-dump indicator is a three-position magnetic indicator marked LIFT DUMP which displays: White cross on grey background main landing gear strut not compressed OL main landing gear strut is compressed LD lift-dump in operation 5. Arrestor hook pushbutton and indicator A combined pushbutton and indicator, housed in a black and yellow striped sleeve, is pushed to release the arrestor hook. The integrated green light will illuminate if the hook is released. 6. Master armament safety switch A rotary switch which arms or makes safe the armament system. A cut-out provides an indication of which position the switch is in. This switch is non-functional in this simulation. 7. AFDS pushbuttons These pushbuttons duplicate the function of those found on the AFDS panel, providing heads-up access to the AFDS. A pushbutton/indicator labelled AP will illuminate white when pressed to indicate that the autopilot has been engaged. When pressed a second time it deselects the autopilot system and the light is extinguished. 8. Attention getters The two attention getters, located in the upper section of the left and right coaming, will start flashing when a warning is displayed on the CWP. Pressing either attention getter will cancel the flashing but the warning caption will remain illuminated on the CWP. 9. Late arm switch A guarded two-position switch which is used to enable the arming, fusing and firing circuits on the weapons. This switch is non-functional in this simulation. 72

75 Right coaming 1. Manoeuvre indicator An amber indicator marked M will illuminate when the flaps and/or slats are in the manoeuvre position. Pressing the indicator tests the integrity of the light. 2. ILS indicator An indicator marked ILS will illuminate when the aircraft is receiving a valid ILS signal. Pressing the indicator tests the integrity of the light. 3. Azimuth glide indicator An indicator marked AZ GLIDE will illuminate when the aircraft is receiving a valid localiser and glideslope signal. Pressing the indicator tests the integrity of the light. 4. RCOV indicators Two magnetic indicators show the position of the recirculation change-over valve. INT will be shown when the NH for the corresponding engine falls below 59%. ENG will be shown as the NH for the corresponding engine rises through 59%. 5. Clock/stopwatch A clock with an hour, minute and second hand, and rotatable bezel. Stopwatch functionality is provided by an orange minute and second hand which can be controlled using the S button to start/stop and the O button to reset the hands. 73

76 6. Flight refuelling ready light A green RDY indication which, with the probe selected OUT or EMERG OUT, indicates that both fuselage group transfer valves are closed and the pressure vent valve is set to vent. 7. Flight refuelling full light A green FULL indication illuminates when INT is selected and the fuselage and wing tanks are full, or ALL is selected and all fuel tanks are full. 8. Magnetic standby compass A conventional magnetic standby compass is installed in the front cockpit. 9. Frequency card Two quick reference frequency cards, one located on each side of the front cockpit, feature clickspots that open the V/UHF frequency table. Refer to the V/UHF radio section of the systems guide (page 35) for more information. 10. Internal canopy operating handle The internal canopy operating handle is located on the right-hand side of each cockpit. The handles are mechanically interconnected and either may be used to lock/unlock and raise/lower the canopy. Selecting the handle to the UNLOCKED/RAISE position unlocks the hooks, withdraws the shoot bolts, deflates the seals and raises the canopy fully. The canopy operating handle remains at RAISE when released in that position. If required, the canopy may be left in any position by moving the handle to a position between RAISE and LOWER when the required canopy position is reached. To lower and lock the canopy, the operating handle has to be selected to LOWER and held in this position. The canopy begins to lower and simultaneously the warning horn will sound. When the canopy is fully lowered the warning horn will stop and the canopy can be locked in place by moving the handle to the LOCKED position. 74

77 Left forward console Note: Several switches on the left console have guards. When using the 2D panel, these guards can be raised by left-clicking on the top edge of the guard, or the left edge of the guard in the case of the AFDS BITE guard. 1. Internal canopy jettison handle Pulling the internal canopy jettison handle will trigger the jettison of the canopy, allowing the canopy to separate from the aircraft. The canopy can be reset by pushing the handle down. 2. Flight director pushbutton A pushbutton/indicator labelled FD will illuminate white when pressed to indicate that the flight director system is selected. When pressed a second time it deselects the FD system and the light is extinguished. 75

78 3. IAS hold toggle switch A three-position INC/DEC switch, spring-loaded to the centre position, increases or decreases the KCAS datum speed in the IAS hold mode at a rate of 1 knot per second. 4. Autothrottle pushbutton A pushbutton/indicator labelled THROT will illuminate white when pressed to indicate that the IAS hold (autothrottle) mode is engaged based on the calibrated airspeed at the time of selection. When pressed a second time it disengages the autothrottle and the light is extinguished. 5. Datum speed display A three-digit display labelled KCAS (knots calibrated airspeed) indicates the selected datum speed in the IAS hold mode. 6. Computer BITE indicator A two-section indicator labelled COMPTR 1 and COMPTR 2 illuminates white if a computer is carrying out a self-check BITE. 7. Attitude fail indicator A white ATTD FAIL button/indicator comes on if the AFDS is receiving conflicting attitude signals. Pressing the button resets the attitude monitor if the fault is no longer present. 8. Approach pushbutton A pushbutton/indicator labelled APRCH will illuminate white when pressed to indicate that approach mode is selected. At the same time the lights in the HDG and ALT pushbuttons will illuminate. When pressed a second time it deselects the mode and the light is extinguished. 9. Track acquire pushbutton A pushbutton/indicator labelled TRACK will illuminate white when pressed to indicate that track mode is selected. With the autopilot engaged, the aircraft will automatically acquire and maintain the selected track. When pressed a second time it deselects the mode and the light is extinguished. 10. Heading acquire pushbutton A pushbutton/indicator labelled HDG will illuminate white when pressed to indicate that heading acquire mode is preselected. With the autopilot engaged, the aircraft will automatically acquire and maintain the heading that has been selected on the HSI. When pressed a second time it deselects the mode and the light is extinguished. 11. Mach hold pushbutton A pushbutton/indicator labelled MACH will illuminate white when pressed to indicate that Mach hold mode is preselected. With the autopilot engaged, the aircraft will automatically maintain the Mach that exists at the time of selection. When pressed a second time it deselects the mode and the light is extinguished. 76

79 12. Altitude hold pushbutton A pushbutton/indicator labelled ALT will illuminate white when pressed to indicate that the barometric ALT hold mode is preselected. With the autopilot engaged, the aircraft will automatically maintain the barometric height (BARO) that exists at the time of engagement. When pressed a second time it deselects the mode and the light is extinguished. 13. Radar height hold pushbutton A pushbutton/indicator labelled RH will illuminate white when pressed to indicate that the radar height hold mode is preselected. With the autopilot engaged, the aircraft will automatically maintain the radar altimeter height that exists at the time of engagement. When pressed a second time it deselects the mode and the light is extinguished. 14. Autopilot status indicator A two-section autopilot status indicator labelled AP GO (green) and AP NO (red). During the self-testing sequence the AP GO light remains illuminated. On completion of self-test either the AP GO light remains illuminated or, if the integrity is suspect, the AP NO caption illuminates and the AP light is extinguished. 15. Self-test activating pushbutton A pushbutton/indicator labelled PUSH will illuminate white when pressed to indicate that the preselected self-test programme is activated. When the light starts flashing, it indicates that the test requires manual participation by the pilot. Cancellation of BITE is achieved by pressing the BITE pushbutton again and the light extinguishes. 16. FD status indicator A two-section FD status indicator labelled FD GO (green) and FD NO (red). During the self-testing sequence the FD GO light remains illuminated. On completion of self-test either the FD GO light remains illuminated or, if the FD integrity is suspect, the FD NO caption illuminates and the FD GO light is extinguished. 17. AFDS pre-flight/1st line switch A three-position toggle switch, guarded at the centre position, has the positions PRE FLT and 1ST LINE. Depending on the switch position, a PRE-FLT or 1ST LINE test is initiated when the BITE pushbutton is pressed. 18. Clearance height rotary switch A nine-position rotary switch, labelled CLEARANCE, preselects the clearance in the TF mode in feet over the surface. The switch position graduations are marked 200, 300, 400, 500, 750, 1000 and Terrain following pushbutton A pushbutton/indicator labelled TF (terrain following) will illuminate white when pressed to indicate that the TF mode is selected and that AFDS is receiving commands from the TF computer. When pressed a second time it deselects the mode and the light is extinguished. 77

80 20. TF ride selection switch A three-position toggle switch, labelled RIDE with positions SOFT/MED/HARD, controls the sensitivity of the TF mode. 21. TF radar ready lamp A green indicator lamp labelled READY. The lamp illuminates when the TF radar is ready for operation. 22. Internal jack release handle If the normal canopy mechanism fails with the canopy fully closed, the canopy can be disengaged from the mechanism by operating the internal jack release handle, marked JACK RELEASE, on the left-hand side of each cockpit. The canopy can then be raised manually after it has been unlocked by the internal canopy operating handle. 23. Pre-flight / 1st line check switch A two-position toggle switch labelled PREFLT/1ST LINE, guarded to the PREFLT position, is used to select the required level of BITE. 24. Test pushbutton/indicator A guarded pushbutton/indicator labelled TEST. The indicator light has three individually illuminated sections: TEST (white) GO (green) NO GO (red) Pressing the button will initiate the BITE check. The TEST section illuminates to indicate that the BITE check is in progress. The test results are displayed by either the GO or NO GO lights. 25. Normal/training selector switch A two-position toggle switch with NORM and TRAIN positions, guarded to NORM, selects either the normal or training mode of the CSAS. In the TRAIN position the pilot can simulate the following CSAS failures by pressing the appropriate CSAS pushbutton/indicators: SPOILERS inboard and outboard spoilers PITCH MD, ROLL MD or YAW DAMP pitch, roll or yaw secondary failure, i.e. reversion to direct link mode PITCH MD and ROLL MD simultaneously air data second failure mode P/R LINK reversion to mechanical mode RUDDER rudder locking Failures will be indicated by illumination of the appropriate pushbutton(s). Upon completion of tests the NORM/TRAIN switch should set to NORM and the guard should be closed. If the NORM/TRAIN switch is set to NORM and the failures are not cancelled, spoilers and yam damp will be reset automatically. 78

81 Pressing the P/R LINK button will extinguish this lamp and the ROLL MD lamp if the taileron is disengaged in the mechanical mode. In addition, the PITCH MD button should be pressed to revert to full CSAS mode. When the rudder is disengaged the roll mode reverts to direct link automatically. A complete reset can be initiated by positioning the NORM/TRAIN switch to the NORM position and pressing the RUDDER and ROLL MD pushbuttons. 26. Emergency pitch trim switch A three-position toggle switch, guarded to the centre (OFF) positon, is labelled PITCH DOWN/UP. The switch is used to control the pitch trim. 27. Emergency roll trim switch A three-position toggle switch, guarded to the centre (OFF) positon, is labelled ROLL L/R. The switch is used to control the roll trim. 28. Yaw trim wheel A thumb wheel labelled YAW TRIM controls the position of the rudder actuator. 29. CSAS selector/indicator pushbuttons Two rows of illuminated pushbuttons are used to indicate and reset failures in the associated system. INBOARD/OUTBOARD red captions indicate a failure in the corresponding spoiler servo loop and that the corresponding spoilers are locked in the retracted position. Pressing the button resets the logic system if the failure is temporary and releases the spoilers from the locked position. 30. SPILS ON/OFF switch A two-position toggle switch labelled ON/OFF connects power to the SPILS. 31. SPILS BITE/FAIL pushbutton/indicator The SPILS legend pushbutton/indicator is labelled BITE/FAIL. The upper white BITE caption flashes after a successful BITE run. The lower amber FAIL caption illuminates if power is applied to the aircraft, irrespective of the position of the SPILS ON/OFF switch. It extinguishes after the SPILS switch is set to ON and the BITE/FAIL button is pressed. In the event of an unsuccessful BITE the FAIL caption will illuminate together with the white BITE caption. 32. CCS panel The CCS panel provides controls for the communication control system: Radio/intercom volume control A rotary volume control knob which is used to toggle the COM 1 audio. Right-click on the control to enable the audio and left-click on the control to disable the audio. 79

82 Missile volume control A rotary control which adjusts the volume of the A/A missile warnings. This is nonfunctional in this simulation. CVR tape track selector A three-position toggle switch with positions TRK1, OFF and TRK2. Placing the switch to either TRK1 or TRK2 selects the appropriate CVR tape track for reply. In the OFF position the CVR replay audio in the relevant cockpit is shut off. This is non-functional in this simulation. Combined pushbutton/rotary controls Four pushbutton/rotary controls labelled PUSH: CVR, EMERG, HF and V-UHF operate using the same principle: CVR CVR notebook facility will be selected EMERG UHF emergency radio transmitting facility and modulation line will be selected, and equipment will be selected on irrespective of ON/OFF switch HF HF transmitting facility and modulation line will be selected V-UHF V/UHF transmitting facility and modulation line will be selected A second press cancels all facilities, and turning the controls adjusts volume. The pushbuttons are illuminated white when pressed in. V/UHF change-over pushbutton A pushbutton combined with a green integrated indicator lamp. Pushing the button in activates the V/UHF and UHF antenna selector controls. The lamp illuminates to show that the V/UHF transceiver is controlled from that cockpit. UHF antenna selector A two-position toggle switch which controls which UHF antenna is used by the V/UHF transceiver and UHF emergency transceiver. Placing the switch to UPPER connects the upper UHF antenna to the V/UHF transceiver and the lower antenna to the UHF emergency transceiver. Placing the switch to LOWER reverses the connections. Functioning of this control is dependent on the position of the V/UHF change-over pushbutton (PUSH TO CONTROL). Telebriefing control A combined pushbutton and indicator lamp. The amber indicator illuminates when the telebrief landline is connected to the aircraft. Pressing the TELEBRIEF pushbutton keys the relevant aircrew microphone for telebrief and inhibits all transmitting functions. This is non-functional in this simulation. ILS volume control A rotary volume control knob which is used to toggle the NAV 1 ident audio. Right-click on the control to enable the audio and left-click on the control to disable the audio. 80

83 Channel override switch (guard) A switch with two positions, GUARD and 1-4, which provides control of the UHF emergency transceiver. Placing the switch to GUARD selects the emergency frequency on the UHF emergency transceiver and permits radio communication on GUARD only. Placing the switch to 1-4 allows selection of any one of the four available channels on the UHF emergency transceiver. TACAN volume control A rotary volume control knob which is used to toggle the NAV 2 ident audio. Right-click on the control to enable the audio and left-click on the control to disable the audio. Radar warning volume control A rotary volume control knob which adjusts the volume of pulse repetition frequency (PRF), new threat and missile attack radar warning tones. This is non-functional in this simulation. Amplifier selector switch A three-position toggle switch, normally left in the 1+2 position, which selects which amplifiers are in use. If one amplifier fails, back-up operation can be established by placing the switch to either position 1 or 2. Radio override switch A toggle switch with positions NORM, CALL and MUTE, which is spring-loaded to NORM and has the following functions: NORM the communications system operates normally and all audio signals are routed to both headsets. Intercom operates between cockpits with audio volume independently adjustable on the CCS control panel. If the notebook facility (CVR) is in operation or any PTT button is pressed, intercom between cockpits is inhibited. CALL with the switch held in this position the CALL function overrides the intercom volume control and establishes audio contact between cockpits at the maximum volume. MUTE with the switch held in this position all audio signals to both cockpits are inhibited with the exception of V/UHF guard and audio warnings. 33. Voice recorder switch A two-position toggle switch which enables the pilot to activate the cockpit voice recorder. 34. Voice recorder indicator An indicator which illuminates green when the cockpit voice recorder tape is running. 35. Map slew hat switch With the map mode control knob set to SL, the hat switch can be moved left, right, up or down to slew the map. 81

84 Left rear console 1. U/VHF radio frequency selectors Four rotary controls (corresponding to six digits) used for manual selection of frequencies that are shown on the frequency display. 2. U/VHF radio frequency display A six-digit display which shows the frequency set by the frequency selectors or the frequency of the channel that has been selected by the CHAN selector. 3. U/VHF radio channel loading switch A switch labelled SET CHAN, which is pressed and then rotated clockwise to load the frequency set by the frequency selector into the channel set at the channel selector. 82

85 4. U/VHF radio channel selector A rotary switch labelled CHAN has twenty positions: M the main transmitter/receiver is tuned to the frequency shown on the frequency display 1-17 allows 17 channels to be preset and selected as required Gu the main transmitter/receiver is set to the UHF distress frequency ( ) Gv the main transmitter/receiver is set to the VHF distress frequency (121.50) A stop is positioned between M and Gv to prevent the inadvertent selection of either position from the other without first having completed a full rotation of the switch. 5. U/VHF radio mode selector A five-position rotary switch with the following functions: OFF the power supplies are disconnected T/R the main transmitter/receiver is activated T/R + G - the main transmitter/receiver and a guard receiver are activated DF when a VHF frequency is selected the main transmitter/receiver is activated. When a UHF frequency is selected the UHF/ADF equipment and the main transmitter/receiver are activated. TEST CU + G enables interruptive BITE to be carried out on the control unit and the guard receivers 6. U/VHF radio sensitivity switch A two-position toggle switch which selects between low or high sensitivity. 7. U/VHF radio test button A pushbutton labelled TEST, which is used to initiate the interruptive BITE sequence that is appropriate to the mode selected. 8. Crash bar Four toggle switches located on the crash panel are operated by raising the black and yellow striped guard marked LIFT-PULL and moving it forward. The fire extinguisher switch discharges the fire extinguisher into both engine compartments simultaneously. The remaining switches shut down both generators and de-energise all electrical system busbars except the battery busbar. Operating the crash bar will open the generator contactors and disconnect the maintenance busbar from the battery busbar. Consequently all electrical system busbars except the battery busbar (PP4) will be de-energised. The engines must be shut down via the HP cocks prior to use of the crash bar. 9. Oxygen shut-off cock The oxygen shut-off cock is a two-position toggle switch marked ON/OFF, which controls the supply of oxygen to the regulator in the associated cockpit. 83

86 84 Central warning panel (CWP)

87 1. EPS system light The EPS light marked ON will illuminate when the EPS battery is supplying power, provided that the EPS switch is not in the OFF position. 2. Emergency Power System (EPS) switch A three-position toggle switch marked EPS ON/AUTO/OFF controls the EPS system: ON with power on the DC busbar PP3, the EPS battery will fire immediately. The EPS hydraulic and fuel pumps will run, the fuel crossfeed valve opens, both RCOVs will drive to the ENG position, the left-hand hydraulic system isolating valve closes and the X-drive clutch opens. AUTO automatic function of the EPS is enabled if the aircraft is airborne OFF EPS function is disabled 3. Hydraulic pressurisation switches Two three-position latch toggle switches marked HYDRAULICS with ON, AUTO and OFF positions control the depressurising valve on each hydraulic pump: ON the depressurising valve is closed independent of gearbox speed to provide maximum discharge pressure AUTO during gearbox run-up to 55% the depressurising valve is open to reduce gearbox load. Beyond 55% the valve closes and the hydraulic system will provide maximum discharge pressure. During gearbox rundown, the depressurising valve will not open before 30%. In the case of a double engine flame-out (both gearboxes run down) the left depressurising valve stays closed. Only the right-hand hydraulic system will depressurise to reduce gearbox load. OFF the depressurising valve is opened independent of gearbox speed to limit the system pressure to 110 bar 4. Utilities test switch A three-position switch, spring-loaded to the centre position and marked TEST UTILITIES LEFT/RIGHT, closes the respective isolating valve when set to LEFT or RIGHT to simulate failure of the appropriate utilities system. 5. Central warning panel (CWP) The central warning panel contains warning captions which are illuminated red for primary and amber for secondary type warnings. Please refer to the table on the following pages. 85

88 CAPTION LIGHT AC APU OXY DC L FIRE / R FIRE WARNING INDICATES Both generators are offline Fire or overheat in APU bay Pressure in the main oxygen system is less than 290kpa or cockpit shut-off valve is closed Double TRU failure Fire or overheat in left/right engine bay L CONTR / R CONTR Left/right hydraulic system pressure below 135 bar ±10, resulting in total system loss CSAS AUTO P L TBT / R TBT CABIN TFR L REV / R REV SPILS FUEL U/C L OIL P / R OIL P R ALT A SKID L VIB / R VIB AP TRIM CSAS PFCS CONFIG Significant or critical second failure within the CSAS, resulting in reversion to direct link or mechanical mode, or rudder centred and locked Autopilot failure in the selected mode with possible auto-disengagement Over-temperature in left/right engine HP turbine bearing housing Cabin pressure is above 26,000ft or canopy is unlocked Terrain following radar failure Failure of left/right thrust reverser bucket SPILS failure or SPILS selected to OFF Low fuel contents in the collector box (forward group) Gear is not down with the following conditions: Altitude at or below 10,000ft Airspeed at or below 180kt Either throttle set to 92% NH or below Differential between engine oil feed pressure and scavenge pressure is below 1.03 bar Radar altimeter failure Wheelbrakes anti-skid failure Left/right engine vibration Autopilot trim failure First failure within the CSAS resulting in reduced system redundancy Failure within the CSAS Airspeed above 225kt with flaps set to DWN, or above 280kt with flaps set to MID 86

89 CAPTION LIGHT GEN TF MON PITOT TRU L OIL T / R OIL T L UTIL / R UTIL ICE L FUEL T / R FUEL T WARNING INDICATES One generator offline or channel load difference is above 50A TF primary/secondary source data input failure Pitot probe heater failure or PITOT HEATER switch in OFF position Single TRU failure Left/right engine oil temperature above 165 degrees C Left/right utilities system pressure below 130 bar, resulting in system loss Icing conditions detected or ice detection system failure Left/right engine fuel pump outlet temperature is above 150 degrees C L HYD T / R HYD T Left/right hydraulic fluid temperature is above 145 degrees C A THROT FUEL ECS VENT REHEAT AP MON L THROT / R THROT F PUMP / R PUMP SLAT FR VLV Automatic throttle disconnect Contents of either fuselage tank group is approx. 300kg. Crossfeed valve opens automatically provided that the CROSSFEED switch is in the AUTO position. ECS failure or equipment cooling fan failure Differential between fuselage fuel tank air pressure and ambient is below 34.5 mbar Reheat electronic system failure. Double lane failure in MECU. Discrepancy in autopilot source data Failure of selected left/right engine control lane Failure of one or both booster pumps in front/rear fuselage tank group Slat asymmetry detected. Slat locked in existing position. Transfer side of either or both fuselage tank group refuel/transfer valves open with FLT REFUEL selected 87

90 6. CWP day/night switch A two-position toggle switch which controls the brightness of the CWP warning captions. This is non-functional in this simulation. 7. GND ACT pushbutton A pushbutton which is used for function testing of the CWP. This is non-functional in this simulation. 8. CWP test switch A three-position switch, spring-loaded to the centre position and marked TEST 1/OFF/2, is used to test the CWP captions and associated warning circuits: TEST 1 600Hz audio alarm, attention getters and all warning captions on the CWP TEST 2 lyre bird audio warning tone, attention getters and all warning captions on the CWP except the amber L VIB/R VIB if the engines are not running 9. Brake selector handle A black and yellow striped three-position handle which controls which braking facilities are used. In the fully right (anti-clockwise) position, the normal braking facility is selected. When the handle is moved clockwise to the middle position the emergency braking facilities will be selected. Moving the handle clockwise a second time will select the parking brake on. 10. Brake pressure triple indicator A pressure indicator marked BRAKES has three indicator needles which show the pressure at each wheel brake against the upper scales and the available accumulator pressure against the lower scale. With the electrical power off the pointers indicate OFF. 88

91 Gear/flaps panel 1. Emergency landing gear lowering handle A yellow and black striped handle marked EMERG U/C permits emergency lowering of the landing gear by pulling the handle. 89

92 2. Secondary control surface position indicator A four-pointer indicator marked FLAP SLAT AIR/BR WING contains the following indicators: FLAP SLAT shows the flap and slat position between UP and DWN AIR/BR shows airbrake position between OUT (50 degrees of deflection) to IN WING shows wing sweep angle between 25 and 70 degrees against a scale marked in 10-degree increments 3. Jettison guarded pushbuttons Two pushbuttons which can be guarded by rotating the guard allow for jettisoning of the payload when pressed. 4. APU power switch A three-position toggle switch which selects the power source of the APU starter motor: INT APU starter motor is powered by internal DC EXT DC APU starter motor is powered by external DC EXT AC APU starter motor is powered by external AC 5. Three axes trim indicator A three-pointer indicator labelled TRIM indicates pitch, roll and yaw trim position on separate displays. The neutral trim positions are indicated by a triangular marker on each scale. 6. Brakes test button The brakes test button, marked BRAKES TEST, is used to test the integrity of the brake system. Pressing the brakes test button will allow the brakes to be applied with the landing gear retracted. 7. Landing gear selector lever A two-position lever that is used to select the landing gear to the UP or DOWN position. The red warning light in the lever will flash whenever the landing gear position does not agree with that of the lever, e.g. if the lever is selected to UP but not all gear legs and doors are locked up. 8. Landing gear selector lever down-lock override Pressing the override pushbutton will override an oleo switch, permitting the landing gear selector lever to be selected to the UP position whilst on the ground. 9. Landing/taxi lights switch There is one landing light on each main landing gear door, and a single taxi light on the nose-wheel strut. A three position toggle switch, marked LAND/OFF/TAXI, controls the lights and ensures that the landing and taxi lights cannot be selected together. 90

93 Rapid take-off panel 1. Battery master switch Connects the battery busbar to the essential busbar (PP3). 2. Front fuel boost pump switch A two-position toggle switch which controls the operation of the front fuselage tank group boost pumps. 3. Rear fuel boost pump switch A two-position toggle switch which controls the operation of the rear fuselage tank group boost pumps. 4. Pitot probe heater switch A two-position switch which connects power to incidence, pitot and total temperature probe heaters. 5. Windscreen heaters switch When set to FLIGHT, power is applied to the electrical windscreen heaters on the centre windscreen and quarter panels. 6. APU bleed control switch The APU bleed switch is a two-position toggle switch marked CLOSED/OPEN. The switch selects the position of the APU bleed air valve. 91

94 7. Engine igniters control switch A two-position toggle switch labelled IGNITION connects power to the engine igniter, and arms the engine ignition and central warning systems when set to FLIGHT. 8. T1 probes heater switch A two-position switch labelled T1 PROBE HEATERS controls the electrical power supply to the T1 engine intake temperature probe heaters. 9. Flight instruments power switch A two-position switch which connects power to the pilot altimeter and attitude director and its turn rate gyro-unit. Control stick 92

95 1. Autopilot pushbutton When the pushbutton is pressed the autopilot will be engaged, provided that all of the pre-engagement conditions are met, or will be disengaged if already engaged. 2. Push-to-talk (PTT) pushbutton When the pushbutton is pressed the ATC window will be displayed. 3. Hide click-spot Clicking on the base of the control stick will toggle its visibility, providing better access to the rapid take-off panel. 4. Trim button unit A rocker switch which is used to control the pitch trim. For ease of use the switch cannot be operated using the mouse but will animate in response to pitch trim inputs made using the keyboard or joystick assignment. Navigator position 93

96 1. Pressure sensitive altimeter The altimeter in the rear cockpit is a display comprised of a three-drum counter indicating from -2,000ft to +99,000ft and a single needle indicating 1,000ft per revolution. At altitudes below 10,000ft a black and white striped flag covers the left-hand counter, and at altitudes below 0ft the flag will be replaced by a black and red striped flag. A barometric setting knob is located on the instrument bezel to make barometric settings on the millibar counter of the altimeter. 2. Angle of Attack indicator The AOA indicator is electrically connected to the right AOA probe. Signals from the detector drive a servo-mechanism inside the instrument case. Display is made by a continuous indicating ribbon which moves against a vertical thermometer-type scale graduated in units from 0 to Combined speed indicator The combined speed indicator provides a combined display of airspeed from 80 to 850 knots and Mach number from 0.5 to 2.5. The airspeed index marker on the outer scale can be adjusted by the control knob on the instrument bezel. The airspeed index marker on the outer scale can be adjusted by the control knob at the bottom right of the instrument. The indicator in the front cockpit is supplied by pitot pressure and static pressure. In the event of an electrical or servo-mechanical failure a red and black hatched warning bar will obscure the vertical dial. 4. Distance indicator Displays the distance in nautical miles to the next waypoint in the flight plan. 5. Cross-track indicator Displays the cross-track angle to the next waypoint in the flight plan. 6. Track indicator Displays the track to the next waypoint in the flight plan. 7. TV displays The left and right TV displays can be used to configure fuel, load-outs and air-to-air refuelling options. The right display can also be used to load and display flight plans. The displays can be turned on/off by pressing the ON button found on the bottom row of the corresponding keyboard. Brightness and contrast can be controlled with the concentric BRT and CONTRAST knobs found to the left of the corresponding keyboard. Please refer to the TV DISPLAYS section of the manual (page 98) for more information regarding the menus and options that are available on the displays. 8. Map display A map display which operates in the same fashion as the unit found in the front cockpit. 94

97 CANOPY AND GROUND EQUIPMENT To open the canopy, use the handle found in the virtual cockpit, press [Shift]+[E] or click on the canopy icon on the 2D panel selector. To toggle the ground equipment, click on the ground equipment icon on the 2D panel selector. 95

98 TOOLS The Tornado tools can be accessed by going to Start > Just Flight > Tornado GR1 (or by selecting the Windows Tile screen if you are using Windows 8). Flight Analysis Tool This section displays live information about your flight direct from the simulator. Once a flight has loaded, the Connect to Sim button has been pressed and a connection to the simulator has been established, the various graphs and data boxes will be populated with the relevant information. To cycle through the available graphs, use the drop-down list located above the graphs. The speed at which the live map display is updated can be adjusted via the Map Refresh Rate drop-down box to the left of the map display. The options are updates every one second, every four seconds and Real Time (six times per second). If you are following a flight plan in the Tornado, the distance to the next waypoint is displayed in the Flight Plan Information area. If the checkbox is ticked, a visual marker showing your next waypoint will be displayed. 96

99 Texture Configuration Tool The Texture Configuration Tool includes performance options which can be used if you would like to improve the performance of Flight Simulator X or Prepar3D when using the Tornado GR1. V/UHF Agency Names Tool This tool includes options for assigning agency names to frequencies that have been saved into the V/UHF frequency table in either Flight Simulator X or Prepar3D, and also for restoring the default names and frequencies. 97

100 TV DISPLAYS The TV displays in the rear cockpit can be used to configure fuel, load-outs, air-to-air refuelling and flight plans. The flight plan menu is only available on the right TV display. The left and right TV displays are identical in layout, with a screen, keyboard, brightness/ contrast knob and on/off button. Contextual menu options will be shown along the bottom edge of the screen. The corresponding button on the top row of the keyboard is pressed to select the relevant menu option. Fuel To open the Fuel configuration window on either display, press the key below the FUEL entry on the menu screen. A visual representation of the currently available fuel tanks will be displayed, along with the quantity of fuel in each of the tanks. Also displayed is a list of each tank and its contents in kilograms. The fuel quantity can be adjusted manually for each tank using the FUEL ADJUST options, or the tank can be set to full or empty using the SET FULL and SET EMPTY options. All of the available fuel tanks can be set to full or empty using the ALL FULL and ALL EMPTY options. Note: If external tanks have not been equipped in the Load-out Manager you will not be able to add fuel to them. 98

101 Load-out Manager To open the Load-out Manager on either display, press the key below the ORDN entry on the menu screen. A visual representation of each payload station will be displayed, along with the current load fitted to each station and its weight in kilograms. To configure an individual station, use the CUR right and CUR left options. The available loads for this station will be displayed under the AVAILABLE ORDNANCE heading. Use the CUR up and CUR down options to scroll through the available load-outs and press SELECT to load your selection onto the aircraft. Note: Selecting asymmetric loads can be detrimental to the handling of the aircraft. To remove the mounting pylons from under the wings and fuselage, ensure that the station is showing as empty and then press the F/A button on the keyboard. Flight plans Flight plans can be loaded and displayed on the right TV display only. To select the flight plan that you wish to load, press the PLN button on the right keyboard. Use the CUR up and CUR down options to scroll through the available flight plans and press LOAD to load your selection. 99

102 You can access the flight plan display by pressing the NAV button or by selecting NAV from the display menu. The list of waypoints on your flight plan can be toggled using the WS button. The next waypoint information can be toggled using the WPT key. The grid display can be toggled using the MKR key. Navigational information relating to the next waypoint will be shown on the central display unit once a flight plan has been successfully loaded. 100

103 Air-to-air refuelling The air-to-air refuelling menu can be selected with the A2A menu option. To select the tanker that you wish to use for air-to-air refuelling, use the left CUR up and CUR down options to scroll through the available tankers and press SELECT to save your selection. The difficulty of making a successful contact with the tanker aircraft, defined by the distance and height deviation between your aircraft and the tanker aircraft, can be changed using the right CUR up and CUR down options. The distance and height limits are shown below the difficulty options and you can select your chosen difficulty by pressing the right SELECT option. 101

104 TV test Selecting the TEST option will display a test pattern on the corresponding TV display. You can return to the main menu by pressing the MENU button. GPS/NAV modes To toggle between GPS and NAV (VOR) navigation modes, press the NAV button on the left TV keyboard. The option selected on this menu will determine which navigation source is used by the horizontal situation indicator (HSI) and autopilot. 102

105 MENU BAR OPTIONS When the Tornado GR1 is loaded in Flight Simulator or P3D, a new entry will appear in the Add-ons menu called Just Flight Tornado GR1. This menu allows you to save/load panel states and to control the aircraft payload and in-flight refuelling. In-flight refuelling Air-to-air refuelling can be activated and controlled using the options found under In-Flight Refuelling. A tanker can be spawned at a distance of either 1 or 5 nautical miles. Useful information on the tanker s altitude, speed, distance, heading and relative bearing can be displayed by selecting Show tanker help. The difficulty in making a refuelling connection can be adjusted by going to either the left or right screen in the navigator s position and selecting A2A from the menu screen. In the Options section are Easy, Normal and Hard modes that require different distances to be maintained from the tanker aircraft in order for the fuel transfer to take place. 103

106 Saving and loading a load-out You can save and load up to three different payload configurations and define a default configuration by using the options found under Load-Out, selecting either the Load or Save entries as required. Saving and loading panel state The panel state of the Tornado (position of switches, levers etc.) can be saved and subsequently reloaded using the options found under Panel State: Save Panel State click this menu entry to save the current Tornado panel state. Load Panel State click this menu entry to reload the last panel state that was saved using the Save Panel State option. Only a single panel state can be saved at any one time. Selecting Save Panel State will cause any previously saved panel state to be overwritten with the current panel state. 104

107 TUTORIAL FLYING THE TORNADO In this tutorial flight we will be flying the Tornado GR1 between the last two remaining RAF Tornado bases. We will be departing from RAF Marham in Norfolk, l70 miles north east of London, and will head north along the east coast of the UK to RAF Lossiemouth in Scotland. Covering a distance of approximately 340 nautical miles, this route is the ideal length for learning about the various systems on board the Tornado GR1. Here are the details for today s flight: Flight plan EGYM OTR (113.90) NEW (114.25) PTH (110.40) EGQS (116.90) Estimated time en-route: 45 minutes (subject to weather) Route distance: 341 nautical miles Departure time: 1300 (local time) Weather: Clear 105

108 Now that we are prepared for the flight we can proceed to the cockpit to begin our preflight checks. To load up the Tornado GR1 tutorial flight, follow these steps: 1. Start Flight Simulator X or Prepar3D 2. If you are using FSX, select the Free Flight menu 3. Choose Load 4. Select Tornado tutorial flight from the list of saved flights 5. Click on Fly Now! (FSX) or OK (Prepar3D) You should now find yourself sitting in the cockpit of a Tornado GR1 located at RAF Marham. The cockpit is currently in a cold and dark state, i.e. all the cockpit systems are switched off, just as you would find the aircraft prior to the first flight of the day. This means we will need to spend some additional time setting up the cockpit, but doing so will allow you to learn a considerable amount about the features and functions on board the Tornado. This tutorial will cover the necessary steps for you to get from point A to B, but it will not explore each system in depth. Please refer to the panel and systems guides for comprehensive details of each system. Getting started Once you have climbed into the cockpit, the first step involves running through the Pre-flight checks section of the procedures. This lengthy series of checks should be carried out prior to every flight to ensure that the aircraft is fit for flight and that the cockpit controls are configured correctly for engine start. Open up the checklist panel by clicking on the checklist icon. Work your way through the initial checks and external checks. Refer to the panel guide in this manual if you are unsure of the location of any of the controls that are mentioned in the checks. When prompted during the initial checks, set the APU power switch to the EXT AC position and connect the external power by enabling the ground equipment icon. This will allow us to start the auxiliary power unit (APU) using the external AC power. 106

109 The internal checks start at the rear of the left console. Move the OXYGEN switch to the ON position to open the oxygen shut-off cock. Confirm that oxygen is flowing to the regulators by observing the oxygen flow indicators on the right main panel. The magnetic indicators will show solid white when oxygen is being drawn. Returning to the rear of the left console, rotate the VHF radio mode selector to the T/R+G position to switch on the main and guard VHF transmitter/receiver. Moving forward along the left console, switch on the radio/ intercom by right-clicking on the RADIO I/C volume control. Now move to the rear cockpit and switch on both TV displays using the ON buttons on the respective keyboards. 107

110 On the right TV display, select the flight plan menu by pressing the PLN button. A list of available flight plans will appear. Using the cursor (CUR) buttons, scroll down the list until you have selected Tornado tutorial flight and then press the LOAD button to load that flight plan. Move across to the left TV display and then press the NAV button until GPS inputs mode appears in the top right corner of the display. This will allow us to navigate using the flight plan that we have just loaded. Now jump back into the front cockpit and rotate the map mode selector knob to switch on the map display. Finally, move across to the far side of the right console and move the A/COLL switch to the ON position. We can now start the APU. The APU start switch is located forward of the throttle levers. Move the APU BLEED switch on the rapid take-off panel to the OFF position and then move the start switch momentarily to the START position before releasing it. The switch will spring back to the centre position and the APU will begin to spool up. 108

111 The APU will stabilise after 15 seconds and the APU run light will start to flash. Move the X-drive clutch switch to AUTO to allow both accessory gearboxes to be driven by the APU, and thus either engine to be started first. Confirm that the APU is providing hydraulic power by observing the hydraulic pressure indicators. On the right console, move both generator switches to ON and confirm that both generator fail lights have extinguished. Both generators are now being driven by the APU. On the rapid take-off panel, move the APU bleed switch to the OPEN (down) position and confirm that the APU run light stops flashing but remains illuminated. 109

112 We can now close the canopy. Move the canopy operating handle to the LOWER position until the canopy has lowered fully and then move the handle forward to the LOCKED position. Continue working through the internal checks until you reach the AFDS BITE. The AFDS test consists of a number of steps and therefore has its own dedicated checklist. Use the Next Checklist button on the 2D checklist panel until you reach the AFDS BITE checklist. The items on this checklist will turn green automatically when the item has been completed. To begin the AFDS BITE, press the instinctive cut-out switch (refer to the Instinctive cut-out section on page 10) and then move the AFDS PREFLT/1ST LINE switch to the PREFLT position. 110

113 Confirm that the AP GO and FD GO lights have illuminated and then press the PUSH button. The PUSH button and COMPTR and COMPTR 2 lights will illuminate to indicate that the AFDS computers are carrying out a self-check BITE. On the CWP, check that the AUTO P, AP MON and AP TRIM captions are illuminated. Operate the pitch stick force cut-out by applying a large pitch input using the control stick, and observe the CWP captions extinguishing. On the AFDS control panel, check that the FD, THROT and TF pushbuttons have illuminated. 111

114 Press the instinctive cut-out switch and observe the FD and THROT pushbutton lights extinguishing and the CWP captions re-illuminating. Now operate the roll stick force cut-out by applying a large roll input using the control stick, and observe the TF pushbutton and CWP captions extinguishing. Press the PUSH button and move the PREFLT/1ST LINE switch to the centre position before closing the guard. Finally, confirm that the COMPTR 1, COMPTR 2, AP GO and FD GO lights have extinguished. With the AFDS BITE complete, continue working through the rest of the internal checks. Starting the engines We are now ready to start the engines. Move the left hydraulics switch to the ON position, confirm that the left hydraulic pressure indicator has risen to within the white sector and then move the switch to AUTO. Momentarily move the engine start switch, located forward of the throttle levers, to the LEFT position and then release it back to the centre position. 112

115 Check that the green start/cancel light has illuminated and then monitor the left engine RPM indicator. When the RPM reaches 21% NH, move the left throttle lever to the IDLE position and monitor the left engine temperature indicator to ensure it doesn t rise above 675 C as the engine continues to spool up. As the RPM passes through 60% NH the APU will automatically shut down (indicated by the APU run light extinguishing) and the green start/cancel light and the OIL P caption on the CWP will extinguish. The engine should stabilise at an idle RPM of approximately 64-68% NH. With the left engine now driving both accessory gearboxes we can disconnect the external power and remove the ground equipment by pressing the ground equipment icon. Check that both the left and right hydraulic pressure indicators are in the white sector and that the L and R CONTROL, and L and R UTIL captions are extinguished on the CWP. Test the functioning of the hydraulic isolating valves by moving the UTILITIES TEST switch to the LEFT and RIGHT positions. 113

116 Now that we ve tested the hydraulic system, we can test the hydromechanically operated systems. First, move the wing sweep lever to the 25 position, and then move the flap lever to the DWN position. Check that the wings have swept fully forward and that the flaps are fully extended, and then move the flap lever back to the UP position. Extend and then retract the manoeuvre flaps, and then do the same with the airbrakes. Finally, move the control stick and rudder pedals through their full range. We can now test the CSAS and SPILS. Like the AFDS BITE, the CSAS BITE involves a number of steps and therefore has its own checklist. Use the Next Checklist button on the 2D checklist panel until you reach the CSAS BITE checklist. The items on this checklist will turn green automatically when the item has been completed. Before we can start the CSAS BITE, we need to disengage the nose-wheel steering by pressing the instinctive cut-out switch. 114

117 We can start the CSAS BITE by moving the CSAS PREFLT/1ST LINE switch to the PREFLT position and pressing the test pushbutton. The TEST indicator will illuminate to indicate that the BITE check is in progress. Lift the guard on the emergency trim switches and operate the pitch and roll trims through their full range, using the trim indicators located close to the landing gear lever for guidance. Now close the guard and operate the normal pitch and roll trims through their full range using the elevator and aileron trim assignments. Finally, centre the roll trim and then set the pitch trim to fully nose down. When the TEST indicator begins flashing, set the pitch trim back to the neutral position. Press the ENGAGE button on the CSAS control panel and move the NORM/TRAIN switch to the TRAIN position. Now press the PITCH MD pushbutton on the CSAS control panel and check that the second failure captions appear on the CWP. 115

118 Press the PITCH MD pushbutton again to cancel the simulated failure and confirm that the associated failure captions on the CWP have extinguished before moving the NORM/TRAIN switch back to the NORM position and guarding it. Using the trim wheel on the CSAS control panel, exercise the yaw trim through its full range before setting it to neutral. Now we can test the flying controls. Move the control stick fully forward to command a full nose down pitch, and then move it fully rearward to command a full nose up pitch. 116

119 Press the ROLL MD pushbutton on the CSAS control panel, confirm that no warnings appear on the CWP, and then command full left roll and full right roll. Finally, command full left rudder and then full right rudder. Now that we have finished working through the CSAS BITE, press the TEST button on the CSAS control panel and confirm that the GO light has illuminated and that the SPILS BITE light is flashing. An illuminated NO light indicates that a step was missed or not completed fully, e.g. not exercising the trims or flight controls through their full range. If the NO light illuminates, close the TEST pushbutton/indicator guard to end the built-in test and then start the test again. 117

120 An illuminated GO light indicates that the test was successful, and we can finish the test sequence by pressing the TEST button to extinguish the GO light, closing the pushbutton guard, and confirming that no warning captions are present on the CWP or SPILS panel. Having completed the CSAS and SPILS tests we can start the right engine. Momentarily move the engine start switch to the RIGHT position and then follow the same procedure that you carried out with the left engine until reaching the point where it stabilises at its idle RPM. Now that we have both engines running, press the PUSH OPEN button to manually disengage the X-drive clutch. The clutch should remain disengaged as there is less than a 15% differential in NH between the two engines. You can now continue working through the remaining items on the Starting Engines checklist. Taxi We are now ready to work through the Taxi checklist items. Set the AIR SYSTEM MASTER switch to the ON position to allow bleed air to enter the cabin air conditioning system. We will now test the nose-wheel steering system. Press the NWS mode selector, located close to the radar altimeter on the left main panel, to engage the NWS and watch the integrated indicator. Initial engagement should always be in the LOW mode (30 deflection limit) so confirm that the indicator is displaying LOW. 118

121 Now press the instinctive cut-out switch (ICO) to disengage the NWS and confirm that the LOW light extinguishes. Re-engage the NWS and press the mode selector again to select HIGH mode. This will provide us with a 60 deflection limit, allowing for tighter turns during taxiing. Continue working through the taxiing checks, setting the wing sweep to 25 and the flaps to the MID position when prompted. Move the landing/taxi light selector to the TAXI position. After you have set the altimeters we can begin taxiing to the runway. Slowly advance the throttle levers until the aircraft begins to roll and then, following the map below, start taxiing to runway

122 As you taxi, carry out the next checklist items, including the brake, NWS and throttle checks. The taxi nozzle can be opened by lifting the selector lever on the throttle quadrant. This will limit the available thrust and provide you with greater throttle precision, allowing for small adjustments in thrust to maintain taxiing speed. Come to a stop when you reach the runway holding point and begin working through the Before take-off checks. Set the pitch trim to three units nose UP using the trim indicator. Set the intakes anti-ice to AUTO and confirm that the Air System Master is ON. Rotate the IFF MASTER knob to the NORM position. We won t be using the IFF during this flight so the remaining switches can stay in their current positions. Finish working through the remaining items on the checklist and then taxi onto the runway. 120

123 Take-off Move the landing/taxi light selector to the LAND position. Advance the throttle levers to the MAX REHEAT position. As the airspeed increases, maintain directional control using nose-wheel steering. At approximately 70kt the rudder will become effective. On reaching 160kt apply moderate aft stick pressure. The aircraft will become airborne with approximately 11 units AOA. Once a positive rate of climb has been established, raise the landing gear and slowly lower the nose to maintain a climb attitude of 10 to 12 degrees. Maintain runway heading as the airspeed builds. 121

124 Retract the flaps when the airspeed reaches 235kt by moving the flap lever to the UP position and move the landing/taxi light selector to the OFF position. Climb Move the wing sweep lever to the 45 position as the airspeed passes through 300kt and bring the throttle levers back to the MAX DRY position. With the aircraft in a stable climb we need to turn towards the first waypoint on our flight plan. The green pointer on the HSI shows the bearing to the waypoint, so begin a turn to the right until the pointer is aligned with the current heading. 122

125 As we proceed towards the first waypoint on the flight plan, adjust the pitch of the aircraft in order to maintain 0.7M, as shown on the inner scale of the ASI. Once the airspeed has stabilised at 0.7M, engage the flight director by pressing the FD pushbutton and then engage the autopilot by pressing the AP pushbutton. Both pushbuttons can be found on the left coaming. As no other AFDS modes have been preselected, the autopilot will operate in the basic mode, and the current attitude and heading will be held. If the heading or speed deviates significantly from what is required, move the control stick to override the autopilot (indicated by the AP light extinguishing), adjust the pitch and/or roll and then release the pressure on the control stick to re-engage the autopilot (indicated by the AP light illuminating). The autopilot will now hold the new attitude and heading. This is a demonstration of the automatic steering override system. Cruise Engage the TRACK mode as you pass over the first waypoint, as indicated by the HSI N MILES read-out and green pointer. The aircraft will intercept and hold the flight plan, whilst maintaining the existing pitch. Lower the nose as the aircraft approaches 25,000ft and engage ALT mode when the aircraft reaches it. The aircraft will now hold this altitude. 123

126 Finally, press the THROT pushbutton to engage the autothrottle. The autothrottle will maintain the airspeed that was being held when it was engaged (the datum-airspeed). This value can be increased or decreased by a maximum of 30kt using the INC/DEC switch on the AFDS panel. With the autopilot and autothrottle maintaining our course and airspeed, take the opportunity to look at some of the other systems that are explained in this manual. You can monitor our current position on the map display and our fuel status by using the TV displays in the rear cockpit. Descent We will begin our descent when the distance to Lossiemouth reaches 60 miles. Work through the Descent checklist items, keeping the wings swept to 45 and the landing/taxi light set to OFF. Disengage the autopilot and autothrottle either by pressing the ICO or by applying enough pressure to the control stick to trigger the stick force cut-out (SFCO). Confirm that the autopilot and autothrottle have disengaged by observing that all of the AFDS pushbutton indicators on the left coaming have extinguished. Pitch the nose down to achieve a descent rate of approximately -2,000ft/min and reduce thrust to maintain 0.7M. Once the descent has stabilised you can continue to hand fly the aircraft or re-engage the autopilot in the basic mode by pressing the AP pushbutton. Continue to maintain the bearing shown by the green pointer on the HSI. 124

127 As you approach 10,000ft slow the aircraft to 250kt and sweep the wings to 25. Approach and landing We are approaching Lossiemouth from the south. As the airfield comes into view, position the aircraft for a straight-in approach for runway 05, disengaging the autopilot and autothrottle if they are in use. Begin working through the Pre Landing checklist, reducing your airspeed to 190kt and extending the flaps to the MID position as you descend through 5,000ft. 125

128 Lower the landing gear and confirm that you have three greens and no reds on the gear position indicator, and that the NWS LOW light has illuminated. Move the landing/taxi light selector to the LAND position. Begin to reduce your airspeed towards our approach speed of 144kt and extend the flaps to the DWN (down) position as the speed falls below 170kt on final approach. Rock both throttle levers outboard to preselect liftdump and reverse thrust. Complete the remaining Pre Landing checklist items once the aircraft is established on final approach. 126

129 The flare should be smooth and initiated out of ground effect just prior to touchdown. The attitude change to achieve a round-out from descent to an acceptable touchdown sink rate is small, and changes in attitude and AOA will not result in a significant rise in drag or loss of speed. Rapid control stick inputs during the flare should be avoided as the sink rate will initially be increased due to the effectiveness of the taileron. As the main wheels touch down, reduce the throttles to IDLE and lower the nose-wheel gently onto the runway. Confirm that the thrust reverse indicators show REV and then advance the throttle levers to apply reverse thrust. Maintain directional stability using the rudder and, as the airspeed reduces below 60kt, retard the throttle levers to the IDLE position and apply braking. Upon reaching a safe taxi speed, cancel the thrust reverse and lift-dump by rocking the throttle levers inboard and then select the taxi nozzle to OPEN. 127

130 Continue to the end of the runway and then turn left onto the taxiway. Switch on the taxi light and select the NWS to HIGH. Start working through the After landing checklist as you taxi to the nearest parking area. Retract the flaps when prompted but leave the wings swept to 25 and leave both engines running as we do not require a single-engine taxi. Shutdown checklist Once you have reached a suitable parking area, switch off the taxi light and EPS and then set the brake handle to the PARK position. You can now begin to work through the Shutdown checklist. 128

131 The engines can be shut down by moving both throttle lever latches forward (left-click) and then right-clicking on each throttle lever to move it back into the HP SHUT position. Fuel flow to the engines will be cut and the RPM will begin to fall. With the engines shut down we can open the canopy. Right-click on the canopy operating handle to move it to the RAISE position. Finally, move the BATT MSTR switch located on the RTO panel to the OFF position. Congratulations you have completed the Tornado tutorial flight! 129