Thank you for downloading this Douglas DC2 package for Microsoft Flight simulator X.

Transcription

1

2 Thank you for downloading this Douglas DC2 package for Microsoft Flight simulator X. If you payed for it, ENJOY, if you didn't, and you like it, please re-consider to purchase. All profit generated by the purchase of this package will be donated to the Aviodrome Dutch National Aviation Theme Park and Museum. The Museum has one of the last two airworthy Douglas DC2's in its collection. Your purchase will help to enable them to keep this valuable and priceless aeroplane in flying condition. These files are copyright by The "UIVER" Team (see credits below). All rights reserved. The contents of this package are not to be reproduced, decompiled, reverse engineered or distributed in any form, manner or fashion without the explicit prior written consent of Rob Cappers. The "UIVER" Team does not guarantee the fitness of this package for any purpose and does not accept any warranties or liabilities. Credits: A big thanks to the people of the Aviodrome, for enabling us to take numerous photographs, and helping us with data and input on the flightmodel: Raymond Oostergo, William Groot, Dick Algra, Peter Baeten, Willem Honders FS Flight Dynamics: Tom Falley, Rob Cappers DLL programming: HansJörg Naegele Exterior Model: Alexander Schreijnders, Rob Cappers Livery: Tim Scharnhop, Gerrit Kranenbarg, Jan Visser VC, Interior: Rob Cappers, Tim Scharnhop, Jan Visser Effects: Roland Berger, HansJörg Naegele Gauges: XML Programming: HansJörg Naegele, Gauge bitmaps: Rob Cappers, Tim Scharnhop Modern Avionics: Simflyer and HansJörg Naegele Interior and exterior custom animations: XML Programming: HansJörg Naegele, Animation modeling: Rob Cappers Sound Suite: Rob Cappers, Jan Visser Manual: HansJörg Naegele, Rob Cappers Printable Checklist: Howard Sodja, HansJörg Naegele Testing Developers and Beta team Pat Cox, Jasper van der Heijden, Wolter van der Spoel, Arjen Dicke, Tom Falley, HansJörg Naegele, Ferry van Orden, Tim Scharnhop, Jan Visser, Roland Berger, Gerrit Kranenbarg, Roger Law, Howard Sodja. Website Marieke Hannen, 2

3 3

4 Old style virtual cockpit Captain and FO panel feature the same basic flight instruments: 1 Attitude indicator. The gauge can be caged, and the T-bar can be set 2 Heading indicator. 3 Altitude indicator. Middle-clicking automatically calibrates the altimeter correctly (same as hitting 'B') 4 Airspeed indicator 5 Turn coordinator 6 Vertical speed indicator 7 Clock left-/right-click: minutes dec/inc wheel; down/up: hours dec/inc; middle-click: zero seconds 8 Whiskey compass (floats realistically) Engine instruments: 9 Dual needle Manifold pressure 10 Dual needle RPM 11 Combined oil temperature, oil pressure and fuel pressure indicator, (one per engine) Also visible behind the yoke are: 12 Suction gauge 13 OAT gauge 14 Synchro scope Flap position indicator Parking brake knob 15 Landing gear hydraulic pressure 16 System hydraulic pressure 17 Carburettor temp gauges Annunciators: For both the left engine and the right engine: 18 Fuel pressure warning 19 Oil pressure warning 20 Generator low voltage 21 Fire warning 22 OMI lights 23 Door light 24 Gear warning lights 25 ADF gauge (not featured in the Aviodrome DC2, but a nice FS addition) 26 Fuel quantity gauge 27 CHT gauge 28 Green knob to make the yoke and trimsheet invisible/visible again: left click left yoke, right click right yoke, middle click trimsheet Extra 29: Auto pilot switch that will make your co-pilot (the auto pilot) take the controls. He will maintain current heading and altitude. You might find he's a bit sloppy sometimes, but that is to be forgiven, he's still a rookie. This gives you time to explore the aircraft, or visit the loo. 4

5 30 NAV/GPS switch To the GPS: When connected to the GPS, the NAV1 CDI-needle gives you an idea for your deviation to the GPS track. It does NOT allow you to manually take the bearing to the waypoint ("station"), it's not the way the GPS is used. It is more like approaching a localizer: if the needle rotates to the right, you are left of the GPS track and therefore have to steer more to the right (and vice versa). Each white point on the NAV1 gauge face corresponds to approx. 1nm deviation. So, with manual steering, and without looking at the Garmin, you can stay on the GPS track with a precision better than +-0.5nm. Sure, with 120knots IAS, it takes some time until the needle moves, ie. if you are intercepting the track at an angle much less than 90deg, say 30deg. The Captains panel also features: 31 Special FS NAV Gauge. This gauge is also a little cheat to facilitate more functions A) Default it shows the NAV 2 gauge (as in the old Aviodrome cockpit) B) Middle click on the OBS knob, and the NAV 1 gauge with glide slope appears. When you hold the mouse over the gauge face, the tooltip shows the ID and the DME of the selected beacon. 3D working OBS buttons (left click, right click, mouse wheel scroll to change) 5

6 Radios: 32 Transponder The three positions (OFF, STDBY and ON) need more explanation:the transponder code can be changed only, if the red light is turned on (knob in position ON). In position STDBY, the transponder code is set 1200 (and red light off). In position OFF, the broadcasted code is 0000, although the code displayed is The fourth position TEST is only for testing the bulb of the red light and has no other function. After loading a saved flight situation, or after the plane has been loaded, the transponder initializes to OFF, if the transponder code is 0 STDBY, if the transponder code is 1200 ON (red light turned on=active), with every other code. 6

7 33 Special FS radio This radio is a little cheat, to facilitate more radio s and instruments in one: Default the Combined Comm1 and NAV2 radio. You can change to Fictional ADF and NAV1 radio. For the click points see picture: Left Red area: toggle between Comm1 and ADF radio. Right Red area: toggle between NAV2 and NAV1 radio. Yellow area: toggle off/on/test or off/voice/ident. Purple area: set main digits. Green area: set decimal digits COM1 NAV2 ADF - NAV1 All buttons on the radio's and transponder are 3D (left click, right click, mouse wheel scroll to change) Left-click the radio name above the frequency display or middle-click the frequency display itself to change to another radio, COM 1 to ADF 1 or NAV 2 to NAV 1. Aditionally, the old combos can be switched by middle-clicking the large ON - OFF knob. 7

8 C enter Pedestal: 1 Throttle control (throttle is maximum with the levers pushed forward) 2 Prop pitch control (pitch is maximum with the levers pushed forward) 3 Mixture control (CAUTION, mixture is maximum with the levers pulled backwards. ) These can be operated per engine separately, or linked. This can be toggled by right clicking the mouse while over the controls. 4 Carburettor heat lever 5 Fuel tank selector 6 Fuel engine selector To operate the fuel engine and tank selectors : (left-click - anticlockwise, right-click clockwise). 7 Fuel dump levers 8 Elevator trim 9 Rudder trim 10 Aileron trim 11 Tail wheel lock Space between seats: 12 Flap lever 13 Gear lever 14 Manual gear pump. 15 Cross feed switch 16 Under the red lid marked Fire extinguishers (click on it to remove the cover): Fire extinguisher switch. 8

9 O verhead panel features all the switches: F rom left to right 1 Landing light left On/Off 2 Landing light right On/Off 3 Ship battery / power off / auxiliary power cart This is a working auxiliary power source. When the parking brake is on, and the switch is set to cart, a power cart is parked in front of the DC2, with the power cable connected. The cart will supply power to the aircraft, when the battery is depleted 4 Radio master switch 5 Inverters (inoperative) 6 Hydraulic switch (Hydraulic system is described in detail below) 7 Seat belt / No smoking switch 8 Navigation lights Steady / Off / Flashing 9 Remote compass (inoperative) 10 Leading edge light (inoperative) 11 Passing light, On / Off 12 Rotating Beacon On /Off 9

10 13 Starter switch, Left / Off / Right 14 Primer, Left / Off / Right 15 Oil dilute (inoperative) 16 Fuel booster pump left, On / Off 17 Fuel booster pump right, On / Off 18 Pitot heater On / Off 19 Prop anti ice 20 Carburettor anti ice (inoperative) 21 Wind screen anti ice (inoperative) 22 Left and Right engine driven generators. 23 Left prop feathering button 24 Firewall switch off valves left engine 25 Master ignition switch 27/27 the magneto switches for left and right engines. To operate the magnetos: (left-click - anti-clockwise, right-click - clockwise). 28 Firewall switch off valves left engine 29 Right prop feathering button On the right hand side, above the Co-pilot, you find: Ampere gauge for generator one Ampere gauge for generator two Wind screen wipers switches (2 speeds) Left switch is a dummy, right switch: (left click: down; slow, right click: up: fast, also toggles on/off) On the left hand side, above the captain, you find: Prop anti-ice switch (inoperative) Instrument light switch (turns panel spot light On / Off) Cabin light switch (turns cabin lights On/ Off) Located above the captains head and co-pilots head is the power chart. USE IT! 10

11 11

12 Modern VC, as featured in the present day Douglas DC2 of the Aviodrome museum are the same as above in the Old style VC: 31 Garmin VOR1by Simflyer 32 Garmin VOR2 by Simflyer 3D working OBS buttons (left click, right click, mouse wheel scroll to change) 33 Garmin GMA 340 Audio panel by Simflyer For the manual see attached PDF from Simflyer 12

13 34 Garmin GTX 330 transponder by Simflyer For the manual see attached PDF from Simflyer 35 Garmin GNS 430 GPS by Simflyer For the manual see attached PDF and video from Simflyer 3D working buttons (left click, right click, mouse wheel scroll to change) 36 Bendix King KX 165A TSO The modern model Bendix radio is a COM1/NAV2 combo (and FS cheat for enhanced functionality, like the old style radio) The COM1 can be switched into an ADF 1 radio, and the NAV 2 into a NAV 1. To do this, either left-click the radio name (COMM, NAV), or middle-click into the frequency windows. 3D knobs to operate the radio. (left click, right click, mouse wheel scroll to change) Radio cannot be switched off, due to compatibility with the Garmin GPS. When the COM 1 or NAV 1 frequencies are set using the SimFlyer GPS, the standby frequency is set and then must be made active. 13

14 1. SYSTEMS DESCRIPTION HYDRAULIC SYSTEM The hydraulic system is of constant pressure type and consists of two electrically driven pumps. The main pump is providing hydraulic pressure for operation of landing gear, wing flaps, and wheel brakes, while the other auxiliary pump is entirely separate and only supplies the wheel brakes in the event of the main pump or hydraulic system failed. There are no engine-driven hydraulic pumps. Normal system pressure is between 650 and 800 psi. Either one of the pumps can be toggled by the selector switch (Fig. 1-1) on the overhead panel. This switch must be in position MAIN (up), except in emergency, when the main pump has failed and must be switched off. To use the auxiliary hydraulic pump, simply place the switch to AUX position during periods of required brake application. NOTE - REMEMBER THIS AUXILIARY HYDRAULIC PUMP OPERATES BRAKES ONLY. The hydraulic system may take damage, if gear or flaps are operated at too high airspeed (see limits section). The hydraulic system also fails if there is not enough electrical power available, ie. due to generator failure. Other possibilities are failures invoked using the FSX failure menu. A hydraulic hand pump (Fig. 1-2) is available to furnish hydraulic pressure for landing gear operation, flaps, or brakes in case of failure of the electric pump. For this to work, the hydraulic shut-off valve (Fig. 1-3) must be closed when the hand pump is to be used. Left-clicking the hand pump causes the hand pump to move once, while middleclicking lets it pump from alone unless it is clicked again. At least 650 psi must be created by the hand pump to allow operation of gear, wing flaps and brakes. A failed hydraulic system may be reset by closing and re-opening of the hydraulic shut-off valve (Fig. 1-3). After turning on the main electrical hydraulic pump, wait some time until enough hydraulic pressure has built, and gear, flaps or brakes should be operative again. 14

15 NOTE - THE HYDRAULIC SHUT-OFF VALVE MUST BE OPEN WHEN THE MAIN ELECTRICAL PUMP IS USED AND CLOSED AT ALL TIMES WHEN THE HYDRAULIC HAND PUMP IS NEEDED. LANDING GEAR Extension and retraction is accomplished hydraulically using pressure provided by the main electrical pump. The landing gear control handle (Fig. 1-4) has three positions UP - NEUTRAL - DOWN, and must be kept in neutral at all times except when retracting or extending the landing gear. A mechanical down-latch arrangement provides a positive lock for the landing gear when in extended position. This is controlled by the landing gear safety lock handle directly beside the landing gear control handle. To retract the the landing gear, set safety lock handle to UP position. Then place gear control handle in UP position. The red "unsafe" warning light will remain lit until gear is fully retracted and gear control handle returned to neutral position. To extend the landing gear, the safety lock handle is placed in DOWN position, then the landing gear control handle is placed in DOWN position. The red warning light will continue to light until the gear is completely extended and the control handle returned to NEUTRAL. When gear control handle is in NEUTRAL, the green "safe" lights will light, indicating that the gear is fully extended and the down-latches engaged. Emergency extension of landing gear It the hydraulic pressure system is too low to properly operate the landing gear, the gear may still lowered by placing the gear control handle and the safety lock lever in down position and pumping the gear into the extended position by use of the hand pump. Continue operating hand pump until gear is fully extracted. After returning the gear control lever to neutral position check for green lights indicating that gear is down and locked. With FSX, the hand pump cannot be used to retract the landing gear, only extension is possible. 15

16 WING FLAPS The wing flaps lever (Fig. 1-5) has three positions UP - NEUTRAL - DOWN. Each movement of the lever to DOWN position, increases the flaps by one stage, while UP is reducing the flaps to the next lower position, provided that sufficient hydraulic pressure is available. The lever automatically returns to neutral position if the next higher or lower flap stage has been reached. While wing flaps are not to be used for take-off, they should be used for all landings. When extending flaps, they should be fully extended (there is no particular gain with this airplane in using partial flap extension). NOTE - DO NOT EXTEND THE FLAPS COMPLETELY ABOVE 87 KNOTS IAS (HYDRAULIC SYSTEM MAY TAKE DAMAGE). BRAKE SYSTEM The brakes are conventional hydraulic brakes, individually controlled by the rudder pedals. At least 650 psi hydraulic pressure must be provided by the regular hydraulic system to make the brakes fully operative. Emergency pressure is available by use of the hydraulic hand pump (Fig. 1-2) or the emergency electric pump (Fig. 1-1). Parking brakes are operated by pulling out the parking brake handle (Fig. 1-6) in front of the pilot. To release parking brakes, simply push down on the brake pedals. 16

17 FUEL TANKS The fuel system consists of four fuel tanks located in the center section of the wing. There are two main fuel tanks, and two auxiliaries, with capacities as follows: 1. Left Main gallons 2. Right Main gallons 3. Two auxiliaries - 75 gal. each (connected to common line) Total tank capacity is 510 gal. Fuel pressure for the engines is provided by an engine-driven fuel pump on each engine. Additionally, there are two electrical booster pumps installed, but only for temporary use, during engine start or if another fuel tank is selected. NOTE - ELECTRICAL BOOSTER PUMPS MAY OVERHEAT AND FAIL IF LEFT ON LONGER THAN 5 MINS A single tank selector valve (Fig. 1-9) on the left top of the control pedestal allows fuel to be fed from either main tank (position LEFT or RIGHT) or from both auxiliaries (position AUX) as desired. The right auxiliary tank drains into the left aux, from where the fuel is transferred to the tank selector switch. Since there is only one tank selector for both engines, it is impossible to run the engines on different tanks. This implies, that the tank selector positions LEFT and RIGHT cause an unbalanced weight situation, while in position AUX, both auxiliary tanks are emptied simultaneously. The right main tank is selected automatically as current tank, if the aircraft is loaded with a fuel tank selector position, which is not used on that aircraft. From the tank selector switch, the fuel is pipe lined to the engine selector switch (Fig. 1-9), located on the opposite side of the pedestal, permitting fuel to be fed to either or both engines. A closed fuel valve causes the engine to be cut off from any fuel (exception: cross feed switch open, see below). Therefore, the normal position is BOTH ON, while LEFT ENGINE ON, RIGHT ENGINE ON are used only in emergency, if one engine has failed. NOTE - NEVER SWITCH TO AN OTHER TANK WITH ELECTRICAL BOOSTER PUMPS TURNED OFF. If you switch to an empty tank (wrong decision), the engine won't stall immediately, because there is some fuel left in the lines which is burned first. Within that short period of time, you can revise your decision, if you become aware, that you moved the switch into the wrong direction. After the engine selector switch, each engine has its own fuel line, transferring the fuel to the booster pumps and to the carburettor. However, a connection between these two separate fuel lines can be opened with the cross feed switch (Fig. 1-7, and "OMLOOPKRAAN"). This allows to transfer fuel from one engine's fuel line to the other in case of a single fuel pump failure, so that the remaining pump can be used for both engines. Note, the cross feed valve is located between the engine selector switch and the carburettors, therefore it neither allows to equalize tanks nor does it influence in any other way from which tank the fuel is currently taken (tank cross feed). It is used only in emergency to allow the remaining fuel pump to supply fuel to the other engine. 17

18 If one fuel pump fails: 1. Set booster pump switch of the failed pump to OFF 2. Open the cross feed valve (control switch located on floor at left front corner of co-pilot's seat) 3. Close the fuel valve of the engine with the failed pump (set engine selector switch to LEFT ENGINE ON if the right fuel pump fails, and to RIGHT ENGINE ON if the left fuel pump is not working. FSX can simulate a single booster pump failure, and you will notice an increasing fuel press on the engine with the not working fuel pump, when the cross feed valve is opened. Users who have activated the "virtual co-pilot" feature, may get "low fuel" warnings, if tank selector is set to position AUX, no matter if aux tanks are empty or full. This wrong message is caused by a problem from within FS, so this warnings can be ignored, instead, use fuel quantity gauge and trim sheet to get precise information about the current tank level. A fuel dump valve is installed on the right main tank, controlled by two push-pull controls (Fig. 1-9). The one on the left pedestal opens the dump valve, and pulling on the right side control closes the dump valve (dumping speed is approx. 50 gals per min). NOTE - OPENING THE DUMP VALVE WILL DUMP ALL FUEL IN THE RIGHT MAIN TANK. ELECTRICAL SYSTEM Electrical power is supplied by a 24 volt battery, and two generators, one on each engine. It is possible to start engines using the battery only without ground power. However, for this to work, the battery must be fully charged (battery voltage > 23 volts). To connect the airplane to an external power source (power cart), parking brakes must be set and the battery master switch (Fig. 1-8) set to CART. With the switch in CART position, a depleted ship battery is charged by the power cart. 18

19 ENGINE CONTROLS In general, engine controls are conventional and are located on the control pedestal (Fig. 1-9) in the cockpit. The various controls, mixture, throttle, propeller pitch, and carburetor heat, are located on the same side of the control pedestal as the engine which they control. All controls are conventional in movement, except for the mixture controls: Fully to the rear is in full rich position, and fully forward is idle cutoff position on the mixture controls. Middle-clicking either one of the throttle, mixture, or propeller levers, links, or separates the levers. When linked, always both levers are moving simultaneously when one lever is operated. FIRE EXTINGUISHER SYSTEM A CO2 engine fire extinguisher system is installed consisting of a single CO2 bottle and an engine selector valve. The valve is located beneath a plate in the floor (Fig. 1-10) between the pilot's and co-pilot's seats. Move selector to left to extinguish engine #1 fire and to right for #2. NOTE - USE SPARINGLY. FIRE EXTINGUISHER MAY BE DISCHARGED AFTER 2 SHOTS. A fire warning system is installed in each engine, with the fire warning lights located just to the right of center on the instrument panel. An engine fire may be invoked using the FS failure menu or due to engine overtemperature (CHT exceeding 260 C, see engine limits). If fire warning activates, immediately throttle back. If warning light persists, or smoke coming out of the engine nacelle is experienced, stop engine and use fire extinguisher. 19

20 STARTING ENGINES 1. Pull props through at least 12 blades by hand if airplane has been sitting for more than 2 hrs. 2. Set tank selector valve to desired tank 3. Set engine selector valve to "BOTH ON" 4. Check main battery switch to external power (or to ship battery if no cart is available) 5. Check carburetor heat lever (Fig. 1-9) in full COLD position 6. Turn on fuel booster pump 7. Use primer as necessary. Primer is mandatory with cold engines (oil temp < 37 C). Do not use primer on warm engines. 8. Do not work throttle as this will flood carburetor and engine. 9. Turn on engine ignition switch (Fig. 1-11) 10. Toggle starter switch Primer can be used before toggling the starter switch or while the starter is engaged. The latter will make the engine start better (faster). NOTE - Do not use primer if oil temp is above 37 C. Engine won't start with flooded carburetor. If primer was used inadvertently, wait approx. 60 secs before making the next start attempt. NOTE - BOOSTER PUMPS MUST BE TURNED OFF AFTER ENGINE START. IF LEFT ON FOR A LONGER TIME (> 5 MIN), THEY TEND TO OVERHEAT AND MAY FAIL. Air start procedure: If the engine has been stopped for more than 30 minutes, rotate the engine with the starter motor (with mags OFF) to avoid hydraulic-ing the bottom cylinders 1. Propeller lever (fully fine) 2. Set tank selector valve to desired tank 3. Set engine selector valve to "BOTH ON" 4. Set mixture lever for a lean regime (f/a ratio approx ) 5. Carburetor heat lever as desired 6. Turn on fuel booster pump 7. Use primer as necessary. Primer is mandatory with cold engines (oil temperature < 37 C). Do not use primer on warm engines 8. Do not work throttle as this will flood carburetor and engine. If throttle had been left open when the electrical booster pump was turned on, move the throttle full forward with booster pump turned off and wait approx. 60 secs to let fuel evaporate. 9. Turn on engine ignition switch 10. Unfeather propeller (wind-milling should start the engine) 20

21 When the engine does not start: If start problems are experienced, further attempts should be made using the mouse areas of the control panel (Fig. 2-2). It allows a better overview of the relevant settings (wrong positions may be indicated in red font), and the tooltip of the click area activating the starter motor on the starter table (Fig. 2-4) serves as your "engine start assistant": The tooltip tells if the engine will start or what has to be changed for a successful attempt. In detail, following error messages are displayed by the tooltip:! Reduce Altitude! Crash Landing! Bus Voltage The aircraft is flying too high (above 13,000ft) for an engine start. Engines are damaged due to a belly landing before. You must load an other flight situation or reset the current situation, ie. by middle-clicking the "CLOSE"- button of the trim sheet. Starter motor won't activate if the available electrical power is below 23 volts. When reading this message, check if the battery is turned on and not depleted. With low battery, connect to external power by setting the battery switch to CART(parking brake must be set). If one engine is already running, turn on the generator of that engine.! Toggle Firewall Shut-off Switch The engine is cut-off from any fuel because its firewall shut-off valve is closed. Open the valve by toggling the switch (Fig. 1-11).! Check Fuel Tank Selector Switch The fuel tank selector switch is turned OFF, or a tank with no fuel has been selected.! Check Engine Selector Switch Make sure that the engine selector switch is set to position "BOTH ON".! Check Carb Heat Position For engine start on ground, needed carburetor heat position is COLD (Fig. 1-9) 21

22 ! Close Throttle Lever An opened throttle lever will flood carburetor. Close throttle and wait until the tooltip no longer displays this error message.! Open Mixture Lever The fuel-air-ratio is too lean for an engine start. Open the mixture lever to full rich or at least to the extent that the f/a ratio readout value (Fig. 2-6) is not displayed in red font.! Unfeather Prop The propeller is still feathered.! Rotate Prop with Starter The feathering inhibit flag is not set although the propeller is unfeathered. Feather again, activate starter a few seconds to rotate propellers. Important: Before pulling the feather button, wait until propeller has come to a stop.! Toggle Booster Pump Fuel lines may be empty or partly filled with air. Toggle electrical booster pump.! Toggle Master Ignition The master ignition switch is set OFF (Fig. 1-11)! Check Magneto Switch For engine start, the magneto switches must be in position BOTH (Fig. 1-11)! Wait - Carburetor flooded Carburetor or engine is flooded, ie. due to use of too much primer or if throttle lever was left open more than 10% with booster pump turned on. Wait until engine has cooled down (oil temperature < 37 C), or until message isn't displayed anymore (can take about one minute after inadvertent use of primer). However, waiting time may be much longer, if engine was flooded because booster pump has been turned on and the throttle lever was not closed before. In that case, the waiting period can be drastically reduced, if booster pumps are turned off and throttle is opened as much as possible to allow the flooded fuel to evaporate out of the carburetor. Then, the next start attempt can be made as soon as the start assistant tooltip calls for closing the throttle lever.! Use Primer Cold engine, primer is needed (before or while activating the starter motor) If the tooltip just reads 'Starter' (and starter column readout is not in red font), no error was detected and the engine should start. However, there is one possibility left for an unsuccessful start attempt: The starter motor torque may be too low. Check engine RPM (tachometer) readout on the power table (Fig. 2-6) to confirm that with activated starter motor at least 375 RPM are reached, which is the minimum needed for a start. If not, you must edit the AIRCRAFT.CFG and increase the starter torque [piston_engine]-section: normalized_starter_torque=0.3 Increase to 0.5 or higher (until engine starts). 22

23 ENGINE WARM UP After engine start, oil pressure should show within 30 secs or engine should be stopped and checked. Keep engine RPM under 400 until oil pressure is at least psi. Warm-up engines at RPM. Normal oil pressure during warm-up and flight is about 65 psi. Monitor cylinder head temperature closely while on ground as there is very little cooling during ground operation. Minimum take-off CHT is 148 C. If absolute maximum CHT (260 C) is exceeded, engine may take damage or catch fire (see engine limits) TAXIING When taxiing, speed should be maintained at a low enough value that control is available through use of throttles only. Brakes should be used sparingly. Keep tail wheel locked (Fig 1-9) during all straight taxiing, unlocking it only when necessary to turn the airplane. When turning, do not lock the inner wheel as it is to hard on tires and landing gear. Keep it rolling slightly at all times. TAKE-OFF After taxiing into take-off position, roll airplane forward in a straight line for a short distance to engage tail wheel lock. Wing flaps are not to be used during take-off. Advance throttle slowly and evenly until maximum take-off manifold pressure of 37 inhg is reached. As soon as the airplane is airborne, lower nose slightly and retract landing gear immediately. Hold nose down until best climbing airspeed of 87 KIAS is reached then proceed into normal climb. NOTE - THROTTLE BACK FROM TAKE-OFF POWER TO METO (CLIMB) POWER AS SOON AS POSSIBLE. ENGINES MAY TAKE DAMAGE WHEN OPERATED AT MAX POWER (SEE ENGINE LIMITS). STOPPING ENGINES Engines should be idling, and the mixture controls should be moved to idle cut-off (fully forward). Ignition switches (Fig. 1-11) should be turned off after propellers have quit rotating. 23

24 OPERATING LIMITS AND FAILURES: Airspeed: Level flight (Vno): 165 KIAS Glide or Dive (Vne): 204 KIAS Flap Extension (Vfe): 87 KIAS Landing Gear (Vle): Vne (no limit, gear may be used as speedbrake) V1 & V2: 69 KIAS NOTE - HYDRAULIC SYSTEM MAY TAKE DAMAGE AND FAIL IF WING FLAPS ARE COMPLETELY EXTENDED ABOVE 87 KIAS. Engine: Take-off : 37inHg, 2350 RPM (SL: 2 mins) In-flight emergency : 37 inhg, 2360 RPM (7.500ft, 5 mins) Max. Continuous (Meto) : 32 inhg, 2300 RPM (SL), 27.9 inhg, 2300 RPM ( ft) Straight line variation of MAP between these altitudes Min. oil temp : 37 C (take-off) Max. CHT : 260 C Min. CHT : 148 C (take-off) Min. oil pressure : 45psi Min. fuel pressure : 5psi NOTE - EXCEEDING MAP OR RPM TIME LIMITS FOR TAKE-OFF AND METO CLIMB MAY DAMAGE ENGINES AND CAUSE FAILURE. NOTE - CHT OVERTEMPERATURE DRASTICALLY INCREASES THE RISK OF ENGINE FIRES. Weight: Max. take-off: lbs. Landing weight: lbs. Baggage (aft): 1000 lbs. Baggage (fwd): 315 lbs. Other limits: Min. hydraulic press : 650 psi Max. hydraulic press : 800 psi Minimum voltage required for starter motor: 23V Time limit electrical booster pumps: 8 mins NOTE - USE BOOSTER PUMPS SPARINGLY AND ONLY WHEN NEEDED (ENGINE START, TANK SWITCHING). THEY CAN OVERHEAT AND FAIL. IN THAT CASE, TURN OFF AND WAIT UNTIL PUMP HAS COOLED. 24

25 THE WAY TO HANDLE THE DOUGLAS DC2: (by William Groot, Aviodrome DC2 pilot) Taxi: Pull back your yoke, to keep that tail wheel on the ground at all times. Steer with differential brakes and differential throttle. Before Take off: What you do need to be careful with is climb and trim settings. Initial trim settings can be read from the trim sheet. (shift-3). Here you can read the Center of Gravity with different loads. It will also indicate an advised trim setting for Take Off. Trim can easily be set in the VC. Take off: Throttle up to 37 MAP, 2350RPM, no 30 knots, give a bit of forward stick, to get the tail up, and then accelerate more to an airspeed for take minimum 65 knots. After 65 knots it will go airborne, stay level to gain climb speed. Blue line on airspeed indicator. Remember, stall speed is about 40 knots, don t take off sooner than 65 knots. Not a good idea. Don't use flaps, you don't need that. Flaps on take-off, and a low take-off speed are inadvisable, in case of engine failure, you need to have some margin. So: take off clean. Direct after Take Off: gear up, set max extended take off power 32 and 2300 RPM At safe altitude (500 ft AGL) : Climb settings: 30" and 2000 RPM (see reference sheet, this measures 675 HP. During climb, keep your hand on the elevator trim, and trim her gently to get a climb speed of fpm. Airspeed 105 knots during climb. Don t fly with full throttle for more than a few minutes. The engines WILL fail. Than the fire extinguisher WILL come in handy. Throttle back to climb settings soon after you have your gear up. Adjust mixture during climb as necessary. Cruise: Reaching cruise altitude go to cruise settings: 27"and 1850 RPM (600 HP) also see ref. Sheet. Descend: For descend reduce throttle. First to RPM. Down wind leg: First slow down in airspeed during level flight. Mid down-wind: gear down (2 green lights). Adjust speed with throttle to maintain a speed of 100 knots, due to increased drag by the gear. End of down-wind speed 100 knots. Set flap 15. Base leg: Set flaps 25. On base leg, reduce airspeed to 80 knots, and keep reducing throttle to have a descend rate of 500 fpm.. On Final: Props to High RPM. Reduce airspeed to 65 knots (safety margin) Full Flaps Final Check: Fuel booster pumps on Full flaps Landing clearance Threshold speed knots 25

26 Landing: Always make a main wheel landing (NEVER a three point 30 knots, push the tail wheel down (stick back) End of landing roll on the runway, prior to taxi: Flaps up, Fuel boost pumps off,tail wheel lock off ENGINE FAILURE IN FLIGHT - Both Props 2300 throttle 32 than look to indicators and feel the paddles - Retard the throttle of the suspected engine - Feather the prop to reduce drag on failed engine - Mixture control to idle cut-off - Safe the live engine, reduce if you can but maintain airspeed - Verify that engine rotation has ceased. Look outside or check the tachometer. - Magnetos off - Fuel selector for that engine to OFF; Generator OFF. In case of engine fire, put out the fire with the fire extinguishers If fire persist shut off fuel to the engine If engine 1 fails, you have to switch to the alternate vacuum source, to keep the vacuum powered flight instruments running, and the Autopilot active. If both engines fail, you can still get the gear down by manually pumping down the gear. Manual gear down: Safety lock down, gear handle down, move the hand pump lever left of the co-pilot seat until the gear is completely down, gear handle back to neutral. (2 green lights) 26

27 2. TRIMSHEET & CONTROL PANEL POPUP The trimsheet popup consists of two pages, page 1 shows fuel, weights, and trim data, while page 2 is a control panel monitoring almost all relevant flight instrumentation data. Both pages offer several mouse (click-)areas for multiple action, so that the aircraft can (almost) be operated completely from within this popup panel. With the aircraft on ground, it is possible to change payload weights and fuel tank contents. After the DC-2 has been selected in the aircraft menu, the trimsheet popup is loaded once in place of the 2D-panel. It remains visible in all views (VC, fly-by, tower etc.) until it is closed. Refer to the following descriptions and illustrations for details on what mouse events are accepted by which areas: Often, a middle-click (push mouse-wheel) changes the unit of a displayed readout value, ie. fuel can be viewed as gallons or pounds (lbs). Also, in many cases, the mouse event wheel-down triggers the same action than a left-click and mouse wheel up is equivalent to a right-click. TRIMSHEET (PAGE 1) (1) Clicking into the flight number opens or closes the FS ATCwindow. This field is also visible on the control panel (page 2). (2) The tank currently feeding is displayed in yellow font color. A left-click into the tank name selects it as new tank feeding the engines. Please note, that the electrical booster pumps must be turned on at the time another tank is selected, otherwise the engines may stall (also refer to fuel system section). (3) Indicates the fuel quantity left in a tank. If it's the tank currently feeding, the amount of fuel is displayed yellow (red if there are less than 10 gallons left). If the aircraft is on ground, it is possible to change the content of a tank. Each left-/right-click causes the fuel to be inc-/decreased by 5 gallons. The fuel quantities also can be middle-clicked to change the unit of display: By default, fuel is showed in "galllons", but it also is possible to display "lbs", "percent of tank capacity", and "remaining air time". The latter is the time based on the current fuel flow until the tank will be empty. (4) While it is possible to change the content of each tank seperately by clicking into the fuel quantity, it also is possible to apply pre-defined fuel configurations: Repeat clicking with left or right mouse button into the "Total fuel:" field. When clicked, the field will change to "Select fuel:" in blue color and offers on the right side (5) one of the pre-defined fuel configurations, which are 27

28 "MAX", "NORM", "PATTERN", and "EMPTY". Middle-click field (4) while it is in blue color to choose the selected configuration displayed in (5): If "MAX" is chosen, all four tanks are filled 100%, "PATTERN" selects minimum fuel for a short flight only, while "NORM" applies medium fuel load allowing more payload capacity. Use "EMPTY" to remove all fuel from the tanks ("EMPTY" additionally is setting the plane into a "cold & dark" condition). (5) Adds the amount of fuel in all four tanks (total fuel). The field can be middle-clicked to change between "gallons", "pounds", "percentage of total capacity" and "remaining air time". If a pre-defined fuel config is selected using field (4), one of "MAX", "NORM", "PATTERN", and "EMPTY" is displayed in blue color instead of the total fuel quantity. (6) The weight of each payload station can be changed by a left- or right-click. Each left-click decreases the weight by 10 pounds, each right-click increases it. Note, that payload changes are only possible if the aircraft is on ground. The maximum weight allowed for a station is limited to 315 lbs for "Mail" (fwd station), 1000 lbs for "Luggage" (aft station), and not more than 400 lbs for each passenger row (see also limits section). When loading the aircraft, take care to keep total weight under the maximum allowed gross weight, and CG (center of gravity) within envelope. Also, ensure that the maximum landing weight won't be exceeded at the final stage of flight. (7) Similar to the pre-defined fuel configurations, there is also the possibility to choose a pre-defined payload config: Repeat clicking with left or right mouse button into the "Total payload:" field. When clicked, the field will change to "Select payload:" in blue color and offers on the right side one of the pre-defined configurations, which are "PASS", "FREIGHT", "HEAVY", "LIGHT", and "EMPTY". Middle-click "Select payload:" while it is in blue color to choose the offered configuration on the right side: If "PASS" is chosen, all payload weights are set exactly like specified in the AIRCRAFT.CFG, so that this is equivalent to the default configuration when the aircraft has been selected in the FS aircraft menu. Note, that with "HEAVY" the maximum take-off weight will be exceeded with no fuel removed from the tanks. The total weight readout value (shown below the total payload weight) is displayed in red color, if maximum gross weight is exceeded. When the font is green, total weight is under the maximum landing weight (see limits section). (8) Elevator (pitch) trim position in degrees. Left-clicking is increasing nose-down attitude, and right-clicking trims nose up. A middle-click zeros pitch trim. Use the recommended trim setting for take-off which is shown directly above the current trim position. The clock (9) can be right-clicked to change between normal clock and a timer. Left-clicking activates or stops the timer. Font color is white (clock selected), yellow (timer selected), and green (timer is running). A middle-click zeros the timer. The clock is also visible on page 2 of the trimsheet. The "CLOSE" button (10) is used to close the popup-panel. When middle-clicked, additionally the current flight situation is rewinded to the beginning (ie. this is useful to proceed after a crash landing). Left-/right clicking the "NEXT" or "PREV" button (11) selects either page 1 (trimsheet) or page 2 (control panel). 28

29 CONTROL PANEL (PAGE 2) The control panel consists of nine tables, each of them is collecting a couple of related data and parameters for easy monitoring and control, ie. for engine start, fuel management, power setting and autopilot control. Many fields and table columns can be clicked to trigger an action, ie. to toggle the corresponding switch or handle. Also, often the header of a column field can be middle-clicked to change the unit of display or to show different readout data in the field below. For more details, refer to the following description of each table. 29

30 ELECTRICS TABLE (1) Shows battery voltage in red (depleted, external power is needed for starter motor), green (battery fully charged), or yellow (low voltage, must be charged) color. Clicking into the field toggles master battery switch (Fig. 1-8) between SHIP and OFF position. (2) External (ground) power voltage. Left-click to toggle battery switch CART - OFF. (3) Main bus voltage is displayed in red color if voltage is too low for starter motor, and green if voltage is high enough to charge battery, otherwise font color is yellow. (4) Click to toggle radio master switch ON - OFF. Font color is red, if avionics bus voltage is too low (< 17V). Yellow indicates a voltage lower than normal. (5) Left-click to toggle both landing lights on/off. (6) Toggles the navigation, leading edge, passing, and beacon lights. (leading edge light is inoperative). (7) Cockpit & cabin lights toggle 30

31 STARTER TABLE (1) Yellow or red font indicates that engine has failed (color is red if aircraft is flying) (2) Toggles firewall shut-off valve (Fig. 1-11). Red color indicates a closed valve. (3) Shows state of electrical booster pumps. With engine not running, font is red if pump is turned off (because booster pumps are needed for start). Yellow indicates that pump is turned on. With engine running, the color may change from yellow to red if pump is left on too long and overheating. In that case, immediately turn off booster pump and let it cool down. Left-clicking toggles the booster pump switch ON - OFF, middle-click into field to turn on/off the automatic activation of booster pump when starter switch is engaged. (4) Generator voltage is displayed red if voltage is too low for charging the battery. Clicking the field toggles the generator switch. (5) This column displays the position of the engine magneto switches (OFF - LE - RI - BTH). When color is red, either the master ignition switch (Fig. 1-11) or the engine magneto switch is in position OFF. Middle-click to operate the master ignition switch or right-/left-click to inc-/decrease the magneto switch position. (6) Click to toggle engine primer. If primer is needed for engine start depends on oil temperature, do not use primer with hot engine (oil temperature > 37 C). Therefore, font is red if engine is cold and primer is mandatory, or when engine is hot and primer has been used inadvertently (in that case, wait until color changes to white). (7) Left-clicking activates, middle-clicking stops the starter motor. If starter field is red, engine very likely won't start because of a wrong setting. Follow engine start checklist to be sure to have all levers and switches set correctly for a successful engine start. When font color is red, use tooltip to find out what setting is wrong (see engine start procedure for a complete list of all possible error messages and what to do to clear that error). 31

32 FUEL MEASURE TOOL Left-click into digital time (2) to start or stop the timer. Elapsed time in green font indicates that the timer is running. The timer can be stopped and restarted at any time so that it is possible to leave out certain stages of flight when accumulating the amount of fuel burned (1). For example, the timer can be stopped while in cruise, causing that only the fuel burn during climb and descent is measured. Middle-clicking the timer resets (zeros) time and the accumulated fuel burn. The fuel burned in the period of time while the timer was activated is displayed on the left side. Middle-click to change between "total gal", "total lbs", "gals/hr", and "lbs/hr". 32

33 FUEL TABLE Clicking into field (2) toggles the carburetor heat lever (Fig. 1-9) to position HOT or COLD. COLD is needed for engine start, therefore the column value displays red if the engine is not running and the current lever position is HOT. With engine running, red font color indicates low carburetor temperature (danger of icing). You can middle-click the table headline to get carburetor air temperature displayed instead of the lever position. If (3) displays OFF, the engine selector valve (Fig. 1-9) is closed, otherwise the amount of fuel in the tank currently selected is shown in units "gallons", "lbs", "percent of tank capacity", and "remaining air time" (based on the current fuel flow). To change between these different units, middle-click column header. The engine selector valve can be toggled by left-click into the field for the desired engine: Opening the selector valve for the left engine either is setting position LEFT ON or BOTH ON (if old position was RIGHT ON). Closing the valve for the left engine is setting OFF or RIGHT ON (if old position was BOTH ON). Equivalent settings are made for the right engine. Color is red, if the valve is closed or less than 10 gallons of fuel are selected. Column (4) gives information about the current fuel flow. Available units are "gal/hr" and "lbs/hr", and the name of the tank currently feeding, "LE" (left main), "RI" (right main), "AUX" (auxiliary tanks), or "OFF". Middle-click column header to change between these display variants. (5) Fuel pressure indicator, if pressure is below minimum, the value is displayed in red color. (6) Displays the current mixture ratio as percentage or as f/a ratio. Use to set a rich or lean mixture ratio, ie peaks BMEP (best power), while is producing peak EGT. The mixture ratio is displayed red if the f/a ratio is below Middle-click column header to change between output of f/a ratio and mixture percentage. Column (7) allows to change the current mixture position. Right-/left-click to inc-/decrease mixture percentage, middle-clicking automatically is setting the best power ratio suitable for the current pressure altitude ("mixture set best" event). Middle-clicking into the column header links or separates the engine control levers. When linked, always both engine levers move although only one is clicked and the header is displayed in yellow font. The engine control levers also can be linked or separated by middle-clicking the levers directly in the virtual cockpit. 33

34 POWER TABLE (1) Engine condition state. When number of engine is displayed yellow, the engine is operated above the limits (see limits section) and should be monitored carefully (ie. during take-off). Red font indicates that engine is on fire or has been overpowered for a too long time (immediate action required, because engine may take damage and fail at any time). (2) Tachometer (RPM). Red, if max (take-off) rpm are reached, and yellow if meto (climb) rpm is exceeded (see limits section). (3) Middle-click column header to change between MAP (manifold pressure), BHP (horsepower), and BMEP (brake mean effective pressure) readout. Value is in red color if max (take-off) MAP is exceeded and yellow above meto (climb) limit. Column (4) can display either cylinder head temperature (CHT) or exhaust gas temperature (EGT). Color is red with CHT above max limit. Middle-click column header to change between CHT and EGT. (5) Oil temperature indicator. Red warning is given below 37 C, the minimum for take-off and also the limit below that an engine is considered as cold and the primer must be used for engine start. (6) Oil pressure is displayed red when below 45 psi. Column (7) allows to change the current throttle position. Right-/left-click to inc-/decrease throttle percent. Middle-clicking into the column header links or separates the engine control levers. When linked, always both engine levers move although only one is clicked and the header is displayed in yellow font. The engine control levers also can be linked or separated by middle-clicking the levers directly in the virtual cockpit. 34

35 PROPELLER TABLE The propeller feathering inhibit flag (4) should be zero after unfeathering (see engine start procedure). (6) This field can be used to feather (IN) or un-feather (OUT) the propeller. (7) Propeller lever control. Right-/left-click inc-/decreases the propeller lever (Fig. 1-9). Middle-clicking into the column header links or separates the engine control levers. When linked, always both engine levers move although only one is clicked and the header is displayed in yellow font. The engine control levers also can be linked or separated by middle-clicking the levers directly in the virtual cockpit. 35

36 HYDRAULICS TABLE (1) Hydraulic pressure is shown in red (below 650 psi), green (above 725 psi), and yellow (low pressure) color. The hydraulic hand pump (Fig. 1-2) can be operated by left-clicking the field (one stroke) or middle-clicking (continuous pumping until clicked again). (2) Opens or closes the hydraulic shut-off valve (Fig. 1-3). The valve must be open all times except in emergency case when the hand pump is to be used. The valve position is displayed red if either the hand pump is currently operated and the valve is open, or the valve is closed although the hand pump is not in use. (3) Toggles the hydraulic pump switch on the overhead panel (Fig. 1-1). Right-click to set switch from AUX to OFF and to MAIN, and use left mouse button to move switch down from MAIN to OFF and to AUX. When set to MAIN, the hydraulic shutoff valve (Fig. 1.3) must be open. Position AUX turns on an auxiliary hydraulic pump only providing pressure for the wheel brakes (see description of hydraulic system for more details). (4) Gear position indicator reads DN (100% down) or UP (0% down). If a percentage value is displayed, the gear is currently moving or stuck in an intermediate position (ie. due to a hydraulic problem). Red color indicates that gear is unsafe, while green confirms that both main wheels are down and locked (colors correspond to the gear indicator lights in the virtual cockpit). (5) Position of the landing gear control handle. There are three positions UP, NTRL and DOWN. Left-clicking sets the handle from NTRL to DN or from UP to NTRL, while right-clicking moves the handle into the other direction. Red color indicates that the gear is down although airspeed is above the gear operation limit. However, since there is no Vle with this aircraft, the color will never change to red unless gear is operated above 204 KIAS (Vne). When the landing gear control lever is operated using this mouse click area, the gear safety lock lever is automatically moved to the proper position, so that the pilot does not have to take care about. The same happens if the gear is operated using the keyboard command 'G' or triggered by a hardware switch (ie. a joystick button). When using keyboard commands or joystick for the gear, the landing gear control lever automatically moves to position NTRL after the gear has moved down or up. (6) The header of this column reads "park" if the parking brake is set in, otherwise "brake" is visible. Left-clicking is applying brake pressure (indicated by a percentage value). A middle-click activates or releases the parking brake (Fig. 1-6). Red color indicates a brake failure (use either hand pump (Fig. 1-2) or set 36