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AIRCRAFT HANDBOOK

Aircraft Handbook | 2

CONTENTSIntroduction .................................... 3

Beechcraft ...................................... 4History of Beechcraft ....................4Beech Baron 58

(Professional Edition Only) ............6Flight Notes .................................7Beech King Air 350

(Professional Edition Only) ............9Flight Notes ...............................11

Bell .............................................. 17History of Bell ............................17Bell 206B JetRanger III ...............19Flight Notes ...............................21

Boeing .......................................... 32History of Boeing........................32Boeing 737-400 ........................34Flight Notes ...............................36Boeing 747-400 ........................44Flight Notes ...............................45Boeing 777-300 ........................52Flight Notes ...............................54

Cessna ......................................... 60History of Cessna .......................60Cessna 172SP .......................... 62Flight Notes ...............................64Cessna 182S Skylane

and Skylane RG .......................67

Flight Notes ............................... 69208B Caravan (Professional

Edition only) and 208Caravan Amphibian .................. 74

Flight Notes ............................... 76

Extra ............................................ 79History of Extra .......................... 79Extra 300S ............................... 81Flight Notes ............................... 83

Learjet ......................................... 86History of Learjet ....................... 86Learjet 45.................................88Flight Notes ............................... 90

Mooney ........................................ 96History of Mooney ...................... 96Mooney Bravo (Professional

Edition Only) ............................98Flight Notes ............................. 100

Schweizer ................................... 104History of Schweizer ................. 104Schweizer SGS 2-32 ................. 106Flight Notes ............................. 108

Sopwith ...................................... 112History of Sopwith .................... 112Sopwith 2F.1 Camel .................. 114Flight Notes ............................. 116


INTRODUCTIONWelcome to your Flight Simulator 2002Aircraft Handbook. Inside, you’ll finddetailed histories, specifications, andflight notes for all of your Flight Simulator2002 aircraft.

There are 12 player-flyable aircraftavailable in the Standard Edition of FlightSimulator 2002, and 16 aircraft in theProfessional Edition. In addition to theplayer-flyable aircraft, you’ll find threeother aircraft sharing the Flight Simulatorskies: the Dash 8-100, the MD-83, andthe Piper Cherokee 180. Keep an eyeout for them as you take to the skies.

For more information about any of youraircraft, see the kneeboard, or themanufacturer Web sites of your favoriteplane, helicopter, or sailplane.


BEECHCRAFT

History of BeechcraftThe story of Beech is a love story; onethat encompasses the union of two ofaviation’s legendary characters and theirdetermination to build superior aircraft.Walter Beech met Olive Ann Mellor whenhe was president and she was officemanager of the Travel Air Company. Theymarried in 1930, and in 1932, formedthe Beech Aircraft Company. They werethe perfect team—Walter provided theentrepreneurial spirit, and Olive Annsupplied the financial wizardry. AfterWalter’s death in 1950, Olive Ann led thecompany until her retirement decadeslater, earning her universal respect in theindustry and the sobriquet of “First Ladyof Aviation.” In 1980, she was the firstwoman to receive the coveted WrightBrothers Memorial Trophy for her contri-butions to aviation. Both Beeches wereeventually inducted into the Aviation Hallof Fame.

From the beginning, Beechcraft airplaneshave been distinguished by their attentionto quality and aesthetics. The D17Staggerwing was the first model off theline and is still considered to be one ofaviation’s most elegant designs. Thoughthe final models were built in the 1940s,some of the nearly 800 Staggerwingsbuilt are still flying and turning heads atairshows today.

Unlike many of its competitors, Beechhas always been a profitable company.World War II brought large contracts fortraining aircraft and other defense-related material. After the war, Beechcapitalized on the corporate and privateairplane markets, where they have beenan enduring presence. They have contin-ued to develop and supply aircraft forU.S. military services, and even designedcryogenic life-support systems for NASA.


The most famous Beech in the light-planecategory is the Beechcraft Bonanza. Thisclassic, single-engine, V-tail helped estab-lish Beech singles as the Cadillacs of theirclass. In all its variants, over 3,000Bonanzas have taken to the skies in thepast 52 years. In the light-twin market,the Beech Baron has been popular forboth business and leisure use.

Now a division of Raytheon AircraftCompany, Beech still has a solid positionin the corporate aircraft market. Speed,comfort, and luxury appointments charac-terize the typical Beechcraft businessplane. One of the more spectacular

BEECHdesigns was the beautiful Beech Starship2000A (ultimately unsuccessful in salesvolume). From the Staggerwing and theD-18 twin through the extremely success-ful King Air line and the Beechjet, corpo-rations have been using Beech airplanesto conduct the business of business foralmost 70 years. With more than50,000 aircraft delivered, the companycreated by Walter and Olive Ann Beechhas been one of the greatest successstories in aviation and industry. It is likelyto remain so for decades to come.


BEECH

Beech Baron 58(Professional Edition Only)With the wonderful control harmony thatis the hallmark of the Bonanza line, theBeech Baron 58 is considered a classiclight twin. The Baron 58 is a spiffed-upversion of a time-tested favorite mademodern by its new Continental Specialengines. The Baron combines the attrac-tiveness of Beechcraft design with thereliability of twin engines, resulting in agorgeous workhorse of an aircraft.

Specifications U.S. Metric

Cruise Speed 200 kts 370 km/hr

Engine Teledyne Continental Motors IO-550-C 300 hp

Propeller Three McCauley constant-speed, variable pitch

Maximum Range 1,569 nm 2,906 km

Service Ceiling 20,688 ft 6,306 km

Fuel Capacity 142 gal 514 L

Maximum Gross Weight 5,524 lbs 2,509 kg

Length 29 ft, 10 in 9.09 m

Wingspan 37 ft, 10 in 11.53 m

Height 9 ft, 9 in 2.97 m

Seating Up to 6

Useful Load 1,634 lb 741 kg


When the first light twin appeared in the1950s, aviation enthusiasts quicklyrecognized it as the height of personal airtransportation. More than 50 years later,the Baron 58 serves as an excellentexample of why that’s still true. TheBaron 58 was beautifully designed withboth comfort and safety in mind. But it’snot just another pretty plane—with fullfuel, a Baron 58 can carry up to 931pounds of people or cargo for 1,340nautical miles with 45 minutes reserve.Twin 300-hp TCM IO-550-C, six-cylinder,fuel-injected engines provide enoughpower to take off with a scant 1,400feet ground run and climb at over 1,700feet per minute, even fully loaded. TheBaron carries payload further and fasterthan any other piston twin currentlymanufactured.

Flight NotesMany factors affect flight planning andaircraft operation, including aircraftweight, weather, and runway surface.The recommended flight parameterslisted below are intended to give approxi-mations for flights at maximum takeoff orlanding weight on a day with InternationalStandard Atmosphere (ISA) conditions.

BEECH

Important

These instructions are intended for use with FlightSimulator only and are no substitute for using theactual aircraft manual for real-world flight.

Note

As with all of the Flight Simulator aircraft, theV-speeds and checklists are located on theKneeboard. To access the Kneeboard while flying,press F10, or select the Aircraft menu, and thenchoose Kneeboard.

Note

All speeds given in Flight Notes are indicatedairspeeds. If you’re using these speeds as refer-ence, be sure that you select “Display IndicatedAirspeed” in the Realism Settings dialog box.Speeds listed in the specifications table are shownas true airspeeds.

Required Runway Length

2,200 feet with ISA conditions. 3,800feet with a 50-foot obstacle.

Engine Startup

The engine will be running automaticallyevery time you begin a flight. If you shut


BEECHthe engine down, you can initiate anauto-startup sequence by pressingCTRL+E. If you want to do the startupprocedures manually, use the checkliston the Kneeboard.

Taxiing

Set prop and mixture to full forward,and taxi at a brisk walking pace.

Takeoff

Run through the Before Takeoff checklistfound in the Kneeboard (press F10).

Align the aircraft with the white runwaycenterline, and advance the throttle totakeoff power.

Climb

Climb at approximately 105 kts.

Cruise

Cruise altitude would normally be deter-mined by winds, weather, and otherfactors. You might want to use these

factors in your flight planning if you havecreated weather systems along yourroute. Optimum altitude is the altitude thatgives the best fuel economy for a givenconfiguration and gross weight. A com-plete discussion about choosing altitudesis beyond the scope of this section.

However, as an example: At 11,500 feet,set your airspeed for 196 KTAS (trueairspeed). Keep full power, around2500 rpm.

Descent and Approach

Reduce airspeed to 170 kts when below13,000 feet.

Landing

Reduce airspeed and adjust flaps as youdescend. At 152 kts, apply 15 degreesof flaps. Extend full flaps at 122 kts.

Upon touchdown, bring the power backto idle and lightly apply the brakes bypressing the PERIOD key.


BEECH

Beech King Air 350(Professional Edition Only)With more than 5,000 delivered, thereis no other turbine-powered businessaircraft that can match the success ofthe Beech King Air. At times, nearly 90percent of the cabin-class turboprops inthe world have been King Airs. Designedas a turbine-powered alternative to theQueen Air, the King Air eventually sup-planted the Queen Air as the number onechoice in executive turboprops.


Cruise Speed 315 kts 363 mph 583 kph

Engines Pratt & Whitney 1,050 shpPT6A-60A

Maximum Range 1,894 nm 2,180 mi 3,508 km

Service Ceiling 35,000 ft 10,668 m

Fuel Capacity 539 U.S. gal 2,040 L

Maximum Takeoff Weight 15,000 lbs 6818 kg

Length 46.7 ft 14.23 m

Wingspan 57.9 ft 17.65 m

Height 14.3 ft 4.36 m

Seating Up to 11

Useful Load 5,810 lb 2,635 kg


The King Air in all its variants is a beauti-ful airplane with classic styling andgraceful lines. Many of the improvementsover the years have provided betteraerodynamic efficiency, increased muscleunder the cowlings, greater speed,upgraded avionics and electrical systems,and increased cabin luxury. In addition toduties as a corporate shuttle, the planeis also available in cargo configurations.

A significant design change that wouldset the tone for future models in the linewas the Model 200 Super King Air. Aswept T-tail design was adopted, allowingthe stabilizer and elevator to operate inrelatively smooth, undisturbed air, out ofthe wing’s downwash. It also gave theKing Air a rakish new look. The length,wingspan, and power were increased,resulting in a greater useful load. Theplane carried eight passengers in apressurized cabin altitude of 6,740 feetat 25,000 feet.

Along with other improvements, Beechexperimented with putting turbofanengines on the King Air. A test bed wasflown with this modification, but the ideawas never put into production.

BEECHThe latest derivative of the King Air is theModel 350. With the most powerfulengines on a King Air to date (1,050shaft horsepower) and a fuselage 34inches longer than the Model 300, the350 sits at the pinnacle of a greatlineage. It can seat up to 11 passengersin double-club chair arrangements thatare standard in this plush airplane. Asmall galley and an in-flight entertainmentsystem provide a level of comfort King Aircustomers have come to expect. Distinc-tive winglets are the most obvious exter-nal feature that make the 350 easy todistinguish from its King Air siblings onthe airport ramp.

The entire King Air line is characterized bya great basic design that has only improvedover the decades. It is a legend thatcontinues to be a top pick for corporateflight operations. The King Air is a planethat richly deserves its regal moniker.


Flight NotesThe elegant King Air is a high-perfor-mance, pressurized-cabin, twin-engine,turboprop airplane. Most often employedas a corporate transport, it usually seatsfrom 9 to 11 (although it’s certified forup to 17 people). The structure is distin-guished by its efficient wing and NASA-designed winglets. The T-tail onthe Super King Airs was designed toprovide improved aerodynamics, lightercontrol forces, and a wider center-of-gravity range.

Many a young pilot has stepped up frommore lowly positions to corporate flying inthe right seat of a King Air. Piloting thebeautiful Beech is a good transitiontoward the more complex world ofturbine engines and larger aircraft.


Takeoff: 4,193 ft, flaps up

Landing: 3,300 ft, approachflaps extended

BEECH

Note

As with all of the Flight Simulator aircraft, the V-speeds and checklists are located on theKneeboard. To access the Kneeboard while flying,press F10, or select the Aircraft menu, and thenchoose Kneeboard.

Important

All speeds given in Flight Notes are indicatedairspeeds. If you’re using these speeds as refer-ence, be sure that you have the Aircraft RealismSettings set to “Display Indicated Airspeed.” Speedslisted in the performance tables are shown astrue airspeeds.

Note

Many factors affect flight planning and aircraftoperation, including aircraft weight, weather, andrunway surface. The recommended flight param-eters listed below are intended to give approxima-tions for flights at maximum takeoff or landingweight under ISA conditions. These instructionsare no substitute, however, for using the actualaircraft manual.


The length required for both takeoff andlanding is a result of a number of factors,such as aircraft weight, altitude,headwind, use of flaps, and ambienttemperature. The figures here areconservative and assume:

Weight: 15,000 lb (6,804 kg)

Altitude: sea level

Wind: no headwind

Temperature: 15° C

Runway: hard surface

Lower weights and temperatures willresult in better performance, as willhaving a headwind component. Higheraltitudes and temperatures willdegrade performance.

Engine Startup

The engines are running by default whenyou begin a flight. If you shut the enginesdown, it is possible to initiate an auto-startup sequence by pressing CTRL+E onyour keyboard. If you want to do thestartup procedures manually, follow thechecklist procedures on the Kneeboard.

The propellers on the King Air 350will automatically feather on engineshutdown and unfeather when theengines are started.

The power levers on the King Aircontrol engine power, from idle totakeoff power, by controlling N1.Increasing N1 increases engine power.The power levers have three regions:Forward Thrust, Ground Fine, andReverse. When moved into theReverse region, the levers controlboth engine power and propellerblade angle.

The propeller levers are operatedforward and aft for setting the requiredRPMs for various phases of flight. Thenormal range is from 1450 to 1700RPM. To feather a propeller manually,move the prop lever (press CTRL+F2,or drag the prop levers) back into thered-and-white striped section of thequadrant (autofeather is on by defaultand will take care of feathering in theevent of an engine failure).

BEECH


The condition levers have threepositions: Fuel Cutoff, Low Idle, andHi Idle. At Low Idle, the N1 range isfrom a minimum of 62 percent to amaximum of 104 percent. At Hi Idle,the range is from 70 percent to 104percent. Low Idle is the conditionsetting for 99 percent of the KingAir’s operating range.

Taxiing

The normal power setting for taxiing isthe Ground Fine setting (press F2 on thekeyboard, or drag the power levers). Fornormal operation on the ground when theprops are not in feather, the RPM shouldbe maintained above 1050. The proplevers should be set to maintain RPMabove 1050 or below 400 while on theground to avoid propeller resonance.Sustained operation in feather at engineidle should be avoided. Monitorinterstage turbine temperature (ITT) toavoid exceeding ground-operationstemperature limits of 750° C.

Flaps

Unless the runway is short, a no-flapstakeoff is standard for the King Air. Onthe King Air 350, available flap settings

are Up, Approach, or Down. The flapscannot be stopped at an intermediatepoint between these positions. See theKneeboard for the flap operating speeds.

Takeoff

Run through the Before Takeoff checklist.With the aircraft aligned with the runwaycenterline, check that the propeller leversare full forward and that the conditionlevers are in Low Idle (pressCTRL+SHIFT+F2, or drag the levers).

Advance the power levers to 100percent N1, and monitor the ITT duringthe takeoff roll (it should remain at orbelow 750° C).

Directional control is maintained by useof the rudder pedals (twist the joystick,use the rudder pedals, or press 0 [left]or ENTER [right] on the numeric keypad).

V1, approximately 105 knots indicatedairspeed (KIAS), is decision speed.Above this speed, it may not bepossible to stop the aircraft onthe runway in case of a rejectedtakeoff (RTO).

BEECH


At Vr, approximately 110 KIAS,smoothly pull the stick back (use thejoystick or yoke, or press the DOWNARROW) to raise the nose to 10degrees above the horizon.

At V2, approximately 117 KIAS, theaircraft has reached its takeoff safetyspeed. This is the minimum safe flyingspeed should an engine fail. Hold thisspeed until you get a positive rateof climb.

As soon as the aircraft is showing apositive rate of climb on liftoff (bothvertical speed and altitude are increas-ing), retract the landing gear (press G,or drag the landing gear lever).

Climb

Set climb power to approximately 90percent N1 (press F2, use the throttlecontrol on your joystick, or drag thethrust levers). Set the prop RPM to1600. Turn the synchrophaser on (clickthe Prop Synch button). Maintain 6- or 7-degrees nose-up pitch attitude to climb toyour cruising altitude. Your indicatedairspeed will vary in a climb as you hold aconstant power setting and pitch atti-tude. Expect it to read approximately:

Sea level to 10,000 170 KIAS10,000 to 15,000 160 KIAS15,000 to 20,000 150 KIAS20,000 to 25,000 140 KIAS25,000 to 30,000 130 KIAS35,000 to 40,000 120 KIAS

Cruise

Cruise altitude would normally be deter-mined by winds, weather, and otherfactors. You might want to use thesefactors in your flight planning if you havecreated weather systems along yourroute. Optimum altitude is the altitude thatgives the best fuel economy for a givenconfiguration and gross weight. A com-plete discussion about choosing altitudesis beyond the scope of this section

Let’s say you’ve filed a flight plan for FL300. Approaching your cruising altitude,begin leveling off at about 50 ft (15 m)below your target altitude.

You’ll find it’s much easier to operate theKing Air in cruise if you use the autopilot.The autopilot can hold your specifiedaltitude, speed, heading, VOR course,and more. For more information onusing the autopilot, see Using theAutopilot in Help.

BEECH


A typical power setting in the King Airfor the parameters chosen here is 66percent on the torque (percent) gauge.That will give you a fuel flow of around575 pounds per hour (PPH) and anindicated airspeed of 185 kts. Thepropeller levers should be set tomaintain 1500 RPM.

Remember that your true airspeed isactually much higher in the thin, cold air.Experiment with power settings to findthe one that maintains the cruise speedand fuel consumption you wantat the altitude you choose.

Descent

A good descent profile includes knowingwhen to start down from cruise altitudeand planning ahead for the approach.Normal descent is done using idle thrustand clean configuration (no speed brakes).A good rule for determining when to startyour descent is the 3-to-1 rule (threemiles distance per thousand feet inaltitude.) Take your altitude in feet, dropthe last three zeros, and multiply by 3.

For example, to descend from a cruisealtitude of 30,000 ft (9,144 m) tosea level:

30,000 minus the last three zeros is30. 30 x 3=90

This means you should begin your de-scent 90 nautical miles from your desti-nation, maintaining a speed of 250 KIAS(it won’t indicate this high until you de-scend into denser air), and a descentrate of 1,500 ft per minute. Add twoextra miles for every 10 kts of tailwind,if applicable.

In the King Air, adjust thrust duringdescent to maintain 250 KIAS or VMO,whichever is less (use the joystickthrottle, or press F2 to decrease thrustand F3 to increase thrust). The propellerlevers should remain at 1500 RPM.

The King Air performance manual saysthat this descent profile will take 20minutes, 103 miles, and 245 lb of fuel.

Approach

As you near the approach phase of flight,begin to bring the power back to around55 percent torque or less, so that you’rebelow 180 KIAS by your initial approachfix (use the joystick throttle, or press F2).

BEECH


At the final approach fix, bring the powerback to 30 percent torque, and yourspeed will start slowing towards 140KIAS. Verify that the autofeather is armed(click the Autofeather switch into theARM position).

When you intercept the glideslope orenter the downwind, set the flaps toApproach (press F6, or click the flaplever) and put the landing gear down(press G, or click the landing gear lever).

Bring the power back to 25 percenttorque. Adjust power as you near thethreshold to reduce speed to a targetlanding speed of 109 KIAS.

At around 300 ft (91 m) AGL, continuereducing power. If you’ve broken out onan ILS or the landing is assured on avisual approach, set flaps to Full.

Landing

As you cross the threshold at around50 ft (15 m) AGL, the power should beat 10 percent torque. (You can actuallycome back to idle power at this point,but the King Air will settle rather quickly.The best technique is to hold 10 percenttorque until the main gear are onthe pavement.)

Raise the nose slightly to flare and slowthe descent rate. Once the King Airmains are down, bring the power backto idle and hold some back pressure onthe controls (hold the joystick aft, orpress the DOWN ARROW.) The noseon the King Air tends to start downright away on touchdown, so you’ll wantto hold some back pressure to bring itdown gently.

The King Air decelerates rapidly onlanding. Once the nose gear is on therunway, move the propeller levers intothe bottom of the Ground Fine range(press CTRL+F2, or drag the levers).

There’s no need to use the full reversepropeller setting on landing unless therunway is short. If you’re performing ashort-field landing, move the propellerlevers into Reverse once the nose gear ison the ground.

Apply the brakes (press the PERIOD key).Move the propeller levers to Ground Fine,exit the runway, and taxi to parking.

BEECH


BELL

History of BellIt is fitting that the permanent collectionof the Museum of Modern Art in NewYork City contains a Bell-47 helicopter, anobject whose beauty is inseparable fromits efficiency. The genius of Leonardo DaVinci produced the idea of vertical flight;centuries later, it would take anotherbrilliant innovator, philosopher, and artistto bring the concept to commercialreality. His name was Arthur Young.

Young came to Larry Bell’s attention in1941 after Young had been working onhelicopter design for over a decade. Bellwas an entrepreneur and a successfulmanufacturer of military aircraft like theAiracobra P-39. A demonstration ofYoung’s working model convinced Bell ofthe design’s importance. He set Young’sresearch group up in their own facility inGardenville, New York, and let them go towork. Thirteen days later, Pearl Harborwas attacked, initiating United States’official involvement in World War II.

During the war, Young’s small teamworked hard on developing the helicopterwhile the rest of the company con-structed war machines. Two dramatic,unplanned mercy flights in 1945 pre-saged the helicopter’s future role as amedical evacuation (“medevac”) vehicle.On March 8, 1946, the Bell Model 47was awarded the world’s first commercialhelicopter license, and the U.S. Armytook delivery of production models thesame year. Model 47s saw medevacservice in the Korean conflict. TheBell-47 had a long production life,and hundreds are still in servicearound the world.

Textron Corporation acquired Bell in1960, and by 1976, it was Textron’slargest division. Among its most success-ful developments was the UH-1 “Huey,”the workhorse of the Vietnam War.Variants of the Huey were used as trooptransports, gun ships, and air ambu-lances. They also see service today as


corporate shuttles and medical trans-ports. The AH-1 Cobra attack helicopter,H-40 Iroquois, OH-58D Kiowa Warrior,TH-67 Creek trainer, and CH-146 Griffonalso join the ranks that make Bell thelargest supplier of helicopters to the U.S.armed forces. Bell also teamed withBoeing to produce the V-22 Ospreytilt-rotor aircraft for the United StatesMarine Corps.

Perhaps the most recognizable Bell is the206B JetRanger. The highly regarded206 is employed around the world inmilitary service, as a corporate transport,as a rescue service/medevac vehicle, asa police unit, and in television reporting.

With more than 35,000 aircraft deliv-ered in more than 120 countries, Bellnotes that their helicopters around theworld accumulate fleet flight time at morethan 10 hours per minute. That gives awhole new meaning to the old adage,“Helicopters don’t fly; they beat the airinto submission.”

BELL


Bell 206B JetRanger IIIThe Bell 206 series has accumulatedan astounding array of impressive statis-tics. More than 6,000 JetRangers areflying worldwide in roles as diverse ascorporate transportation, police surveil-lance, and United States Army aviationtraining. The series has flown over 26million flight hours, and a few JetRangersare flying with more than 30,000 hourson their airframes.

BELL



Engine Allison 250-C20J 420 shp

Maximum Range 435 nm 500 m 805 km


Hovering Ceiling 19,600 ft 5,974 m

Fuel Capacity 91 U.S. gal 344 L

Empty Weight 1,640 Ibs 744 kg

Maximum Gross Weight 3,200 lbs 1,451 kg

Maximum Gross Weight 3,350 lbs 1,519 kg(External Loading)


Rotor Span 33.3 ft 10.15 m


Seating Up to 5

Useful Load 1,498 lbs 679 kg


The JetRanger design was derived froma Light Observation Helicopter (LOH)proposal Bell submitted to the UnitedStates Army in the 1960s. Though it lostout to a Hughes Aircraft Company de-sign, Bell decided to develop the modelas the 206 for the civilian market.

Despite Bell’s best efforts, the originalLOH design was found unsuitable forconversion to civilian use, primarilybecause of its limited carrying capacity.Engineers started over with an entirelynew fuselage, resulting in an elegantteardrop-shaped aircraft that would seatfive and carry their baggage, too.

Due to rising costs of the Hughes heli-copter, the LOH competition was re-opened in 1967, and Bell’s 206 won thisround. The 206 was purchased by theArmy and put to work under the designa-tion OH-58A. JetRangers are still servingin the armed forces. The newest modelin uniform is the TH-67 Creek primarytrainer. The United States Army creditsa rise in student grades and a drop incourse failures to the use of the Creek intraining programs.

It’s as a civilian aircraft, however, that theJetRanger has seen its biggest success.The original 206 has evolved into theJetRanger II and the JetRanger III, bothincorporating major upgrades to morepowerful engines.

Although helicopters are inherentlyunstable and difficult to fly, testimony tothe JetRanger’s ease of handling is thefact that it can be certified for single-pilotIFR operation. In 1994, Texas business-man Ron Bower flew a Bell 206BJetRanger III solo around the world.Bower navigated across 21 countriesand 24 time zones in 24 days. By theend of the journey, he’d flown over23,000 miles and had broken the previ-ous around-the-world helicopter speedrecord by nearly five days.

The JetRanger III costs less to operateand maintain than any other craft in itsclass and has the highest resale valueof any light helicopter. A winning formulafor safety and value has made theJetRanger the world’s most popularhelicopter series.

BELL


Flight NotesIf you’ve seen a helicopter in the role ofpolice chopper, rescue helicopter, ornews reporter—either in movies or inreal life—chances are you’ve seen a BellJetRanger. It’s one of the most popularand successful helicopters ever built,and they’re flying all over the world.

Flying rotary-wing aircraft is quite differ-ent from flying fixed-wing aircraft. Master-ing helicopter flight will not only challengeyou but will present some of the bestflying experiences Flight Simulator has tooffer. There’s nothing like threading yourway through the skyscrapers of down-town Chicago or New York, and withpractice, you’ll be able to make rooftoplandings. For more information about thefundamentals of rotary-wing flight, seeBasic Helicopter Flying in Help.

BELL

Important


Note

Many factors affect flight planning and aircraftoperation, including aircraft weight, weather,and runway surface. The recommended flightparameters listed below are intended to giveapproximations for flights at maximum takeoffor landing weight under ISA conditions. Theseinstructions are no substitute, however, forusing the actual aircraft manual.

Note

As with all of the Flight Simulator aircraft, theV-speeds and checklists are located on theKneeboard. To access the Kneeboard whileflying, press F10, or select the Aircraft menu,and then choose Kneeboard.


Controlling the Helicopterusing a Joystick

You can use a joystick to operate thebasic flight and power controls for theBell 206B JetRanger III helicopter.

The stick part of the joystick controls thecyclic, which controls the helicopter’spitch attitude in flight and movement overthe ground while in a hover.

If you have a joystick like the Microsoft®

SideWinder 3-D Pro, you can twist thestick to apply left or right anti-torquepedal inputs. Anti-torque pedals are usedto yaw the nose of a helicopter side toside by adjusting the pitch of the bladeson the tail rotor. Push the left pedal, andthe helicopter’s nose will rotate to theleft. Pushing the right pedal has theopposite effect.

The lever, or wheel, on the joystick, whichyou use as a throttle in airplanes, is thecollective when flying a helicopter. Thiscontrols pitch in the main rotor bladescollectively. Its primary function is tocontrol altitude.

In recent years, sophisticated turbine-engine helicopters have all but eliminatedthe throttle from the collective lever.

Computerized mechanisms control thepower necessary to maintain rotor RPMappropriate to the collective settingchosen by the pilot. This is essentially howthe collective works in Flight Simulator.The fuel control unit automatically adjuststhe throttle (engine speed) as you movethe collective.

To control the throttle manually, pressCTRL+F2 to decrease power andCTRL+F3 to increase power. (Thisprocedure is not recommended unlessyou’re familiar with helicopter operation.)Monitor the power turbine gauge to setengine power as a percentage of powerturbine RPM.


Practically speaking, the required runwaylength for the JetRanger is the length ofits skids (the long bars that contact theground to support the fuselage). You canland this aircraft on buildings, boats, oranywhere except on water (in real life,JetRangers can be equipped with floatsin order to land on water).

BELL


Engine Startup

The engines are running by default whenyou begin a flight. If you shut the enginesdown by clicking the Fuel Valve Switch,you can return to engine ON by clickingthe Fuel Valve Switch again or by press-ing CTRL+SHIFT+F4.

Hovering and Taxiing

Taxiing in a helicopter is often calledhover taxiing. This means that youwill hover just a few feet off the groundwith a forward motion. Generally, youwould use this technique when taxiingfrom one area to another on the airportor if you needed to move the helicoptera short distance.

Under typical weather conditions andoperating weights, you’ll need 70 to 75percent torque to hover or hover taxi.If you lift the skids more than about 3 ft(1 m) above the ground, the helicoptereffectively flies out of ground effect, andyou’ll need about 10 percent more powerto maintain a hover.

Keep in mind that under certain condi-tions, such as in tall grass, over steepor rough terrain, or at high altitudes,the helicopter may not be able to hoverout of ground effect.

Remember that the cyclic controls thedirection in which the helicopter moves.

Use small, smooth adjustments of thecollective to maintain the proper altitude.

To keep the nose straight, apply pressureto the left or right anti-torque pedal.

Flaps

Helicopters don’t have flaps.

Takeoff

Note the wind direction and speed. Ifpossible, plan to take off directly into thewind to minimize sideways drift and toincrease the helicopter’s performanceduring takeoff and climb.

Wind blowing through the main rotordisk has the same effect as forwardairspeed. For example, if the helicopteris facing into a 10- to 15-knot wind, therotor experiences effective translationallift (ETL) even when the aircraft is onthe surface.

When you’re ready to make a verticaltakeoff, use scenery objects as a guide.Note a point in the distance (such as abuilding, tower, or gas pump). Use that

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point and the outside horizon as refer-ences to help you maintain the helicopter’salignment and attitude as you lift off.

Set the cyclic (joystick handle) in anapproximately neutral position. Set thecollective in the full down position (usethe joystick throttle, or press F2).

Smoothly and slowly raise the collective(press F3, or push forward on thejoystick throttle). The helicopter shouldbecome light on the skids as you reach40 to 60 percent torque. Ease into thisrange smoothly and slowly.

As the helicopter’s weight comes off theskids, it will start to drift and turn to theright. Hold the collective steady at thispoint, and use slight left cyclic pressureto hold the helicopter in position.

Apply left pedal pressure (twist thejoystick to the left, press the left rudderpedal, or press 0 on the numeric keypad)to compensate for the torque from themain rotor.

Keep your attention outside the helicop-ter, and focus on the horizon and othervisual clues. To continue the liftoff,smoothly increase the collective.

Anticipate the need to add left pedal asyou lift off and make small, smoothcorrections with the cyclic (move thejoystick, or press the UP ARROW orDOWN ARROW) and pedals (twist thejoystick, or press 0 [left] or ENTER [right]on the numeric keypad) to maintainheading and position.

Hold the helicopter skids about 3 ft (1 m)above the ground. You want to stay low incase the engine fails and to keep thehelicopter in ground effect. You’ll probablyneed 70 to 75 percent torque to main-tain the hover.

Raise or lower the collective to maintainaltitude. Maintain the correct attitudeusing light, small cyclic pressures, anduse the anti-torque pedals to keep thehelicopter’s nose from rotating.

Anticipate corrections to compensate forwind. You’ll need slight forward cyclicpressure if you take off into a headwind,left pressure with a left crosswind, andso forth.

When you’re ready to continue thetakeoff, gently apply a small amount offorward cyclic (push the joystick forward,

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or press the UP ARROW) to lower thenose and begin moving forward along thedeparture path. The helicopter may tendto settle as you start forward. Compen-sate by adding slight up collective (in-crease the joystick throttle setting,or press F3).

As airspeed reaches 10 to 15 kts, thehelicopter enters effective translationallift. The nose tends to yaw left and pitchup slightly. Apply some forward cyclic toprevent the nose from rising.

Add some left lateral cyclic (push thejoystick left, or press the LEFT ARROW)to prevent the helicopter from driftingright, and apply right pedal pressure(twist the joystick to the right, use theright rudder pedal, or press ENTERon the numeric keypad) to maintainheading. The helicopter will continueclimbing and accelerating.

If you feel like you’re juggling a lot at thispoint, you are. Helicopter flying is noteasy, and it’s been described as anactivity similar to trying to balance oneball on top of another.

Continue the takeoff by flying a modifiedtraffic pattern. Climb straight ahead at60 kts to 300 ft (90 m). The helicoptershould be in a nearly nose-level attitude.

Turn 90 degrees left (standard trafficpattern) or right to the crosswind leg.Maintain 60 kts indicated airspeed (KIAS)and continue the climb to 500 ft (150 m).

To accelerate and maintain rate of climb,increase collective and add slight forwardcyclic. On the crosswind leg, depart thetraffic pattern or return for anotherlanding by turning 90 degrees again tojoin the downwind leg.

Climb

The Bell 206B JetRanger III can achievea maximum rate of climb of about 1,300feet per minute at sea level under stan-dard weather conditions. The aircraft’sbest rate-of-climb airspeed is 52 kts.However, 60 kts is a good climb speedbecause it’s also the speed to use forautorotation if the engine fails.

For a normal climb, adjust the collective(use the joystick throttle, or press F3)for a torque setting about 10 percent

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above that required to maintain a hoverin ground effect.

Under standard conditions and at typicaloperating weights, you’ll need 80 to 85percent torque for a normal climb. Usethe cyclic (the joystick or the ARROWkeys) to set a pitch attitude that main-tains an airspeed of about 60 kts.

Note that as you climb, the engineproduces less power. As a rule of thumb,expect torque to drop 3 percent per1,000 ft (305 m) of altitude gained.Monitor the engine instruments andsmoothly add collective to maintain climbpower as your altitude increases.

Keep the following considerations in mindas you climb:

Use the collective to control powerand the rate of the climb.

Monitor engine instruments closelyto ensure that you stay withinoperating limits.

Maintain attitude (thus airspeed) bylooking out to the horizon. Focusingon a point too close to the nosemakes it difficult to maintain theproper aircraft attitude.

Use the cyclic to control airspeed (andthe helicopter’s attitude) and the anti-torque pedals to maintain heading orto establish a crab angle as necessaryto fly a constant ground track.

Use the anti-torque pedals to maintaintrim (coordinated flight). A slip or skidseverely degrades climb performance.

To level off from a climb, start decreas-ing collective about 50 ft (15 m) belowthe altitude at which you want to level off.Add right anti-torque pedal as you de-crease torque to the cruise setting(about 80 percent torque). Use the cyclicto maintain cruising airspeed. Applyforward cyclic to increase speed and aftcyclic to slow down.

Cruise

Under typical conditions, you should setthe collective to 80 percent torque forefficient cruising flight. At this powersetting, 5 percent below the maximum-allowed continuous power setting, theBell 206B JetRanger III typically cruisesat about 105 kts while burning 25 to 28gallons of fuel per hour (94 to 106 litersper hour.)

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To maintain the desired track over theground, use the anti-torque pedals toturn the helicopter into the wind andestablish the correct crab angle.

To turn, use the cyclic to bankthe helicopter.

Use the anti-torque pedals to keep thehelicopter in trim—that is, in coordinatedflight. If the inclinometer in the turncoordinator shows a slip or a skid, applyleft or right pedal pressure as necessaryto center the ball.

Descent

To descend at a comfortable ratewithout building too much speed, youmust decrease main rotor pitch bylowering the collective (use the joystickthrottle, or press F2). Anticipate theneed for the right anti-torque pedal asyou decrease torque.

The nose drops as you lower collective,so remember that you’ll need to add alittle aft cyclic (pull the joystick aft, orpress the DOWN ARROW) to maintainthe correct pitch attitude and airspeed.Don’t add too much aft cyclic, however:the aircraft will climb.

Note that as you descend, the engineproduces more power. As a rule ofthumb, expect torque to increase 3percent per 1,000 ft (305 m) of de-scent. Monitor the engine instrumentsand smoothly reduce collective tocontinue your descent.

To level off from a descent, start increas-ing collective about 50 ft (15 m) abovethe altitude at which you want to level off.Add left anti-torque pedal as you increasetorque to the cruise setting (about 80percent torque). Use the cyclic to main-tain cruising airspeed. Apply forwardcyclic to increase speed and aft cyclicto slow down.

Approach

Approaches in a helicopter have moreto do with local traffic and terrain thana need to be at a target speed andconfiguration. Enter the airport trafficarea in a safe manner that avoidsobstacles, and follow the landingprocedures as described.

Landing

To land the JetRanger III, reverse theprocedure for a normal takeoff. That is,fly an approach from a 500-ft (150 m)

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traffic pattern, enter a hover at about3 ft (1 m) above the ground, and thenslowly and smoothly lower the aircraftto the ground.

Following this procedure helps youestablish good habits and makes it easierto achieve smooth, consistent landings.

Review the Landing checklist onthe Kneeboard.

Fly a modified traffic pattern that avoidsthe flow of fixed-wing traffic.

During the first half of the approach,decrease power by lowering the collective(use the joystick throttle, or press F2).During the second half of the approach,you must smoothly increase power toarrive at the 3-foot (1 m) hover just asyou set hover power, usually 70 to 75percent torque.

Fly the downwind leg at 500 ft(150 m) at 100 kts.

Turn to the base leg, decelerate to70 kts, and then descend to 300 ft(90 m).

Turn final at 300 ft (90 m), anddecelerate to 52 to 60 kts.

A descent angle of 10 to 12 degreesprovides good obstacle clearance andhelps you keep the landing area in sight.

Adjust the collective to control rate ofdescent. Increase collective (use thejoystick throttle, or press F3) to reducethe rate of descent; decrease collective(use the joystick throttle or press F2)slightly to increase rate of descent.

Use the cyclic (the joystick or ARROWkeys) to adjust the rate of closure withyour landing spot. Apply slight aft cyclic toreduce the rate of closure; forwardpressure increases the rate of closure.The ideal forward rate of travel is that ofa normal walk.

Continue the approach until the rate ofclosure with the landing spot accelerates.Begin dissipating forward speed byapplying smooth, slight back pressureon the cyclic. As you decelerate, antici-pate the need to decrease collective tomaintain altitude.

As airspeed drops to 10 to 15 kts, theaircraft will lose effective translational lift.You must add up collective to compen-sate for the loss of lift. You’ll also need toadd left anti-torque pedal pressure as youincrease collective pitch.

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Transition to the hover over the landingspot. Enter a 3-foot (1 m) hover over thespot where you want to land. Slowly lowerthe collective and allow the helicopter tosettle onto the landing spot. Once theaircraft is down, lower the collective allthe way (move the joystick throttle full aft,or press F1).

Autorotation

Autorotation in a helicopter is the equiva-lent of a power-off glide in an airplane.The following procedures will help youland the Bell 206B JetRanger III aftera simulated engine failure.

During autorotation, it’s important tomaintain rotor RPM so you have liftavailable to cushion the landing. You mustalso maintain the correct forward speedso that you can reach a suitable landingarea and flare to reduce the rate ofdescent before ground contact.

In the Bell 206B JetRanger III, the bestglide ratio is about 4 to 1. That is, thehelicopter can fly forward 4 feet forevery foot of altitude lost.

To achieve this glide ratio and travel thegreatest distance, maintain 69 KIAS, themaximum-distance glide speed. Use the

cyclic (the joystick or ARROW keys) toadjust pitch to maintain best glide.

To descend at the minimum-sink rate, flyat 52 KIAS. You won’t cover as muchdistance, but you’ll stay in the air for alonger time. You may want to use theminimum-sink airspeed if you’re directlyover a landing area.

Here are some tips to help you fly theJetRanger III in an autorotation:

If the engine fails, you must decreasecollective smoothly and immediately topreserve and maintain rotor RPM (usethe joystick throttle, or press F1).Remember—smoothly. If you abruptlylower the collective, the helicopter willdevelop a high sink rate. Establish aglide at 52 to 69 KIAS, depending onyour selected landing area.

Stabilized rotor RPM in autorotation at1,000 ft (305 m) should be 93 to 95percent under ISA conditions.

As the helicopter descends to 75 to50 ft, (23 to 15 m) apply gentle aftcyclic (pull the joystick aft, or pressthe DOWN ARROW) to establishabout a 10-degree nose-up attitude

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until approximately 15 ft (5 m) abovethe ground. After ground speed isreduced, apply forward cyclic to levelthe helicopter.

Cushion the landing by adding somecollective (move the joystick throttleforward, or press F3) as required.

To maintain heading, you’ll need to addright pedal (twist the joystick, use theright rudder pedal, or press ENTERon the numeric keypad) as you applycollective pitch because mechanicaldrag in the transmission yaws thenose left. (If you are practicingautorotations and recovering withpower, you must add left pedal asyou increase power.)

Make sure you land with the helicopterlevel and with little or no forwardspeed or drift.

After ground contact, center the cyclicand gently lower the collective.

Remember this sequence: Flare,pitch, level, and cushion.

Straight-in Autorotation

To practice a straight-in autorotation,use the following procedure:

Enter the traffic pattern at 500 ft (152m) and 70 to 105 KIAS.

Close the throttle to flight idle (pressCTRL+F2).

Smoothly but quickly, lower the collectiveto the full-down position. Apply a slightamount of aft cyclic pressure to keepthe nose from dropping and to decelerateto 52 to 69 KIAS. Be careful not tojerk the cyclic back and forth, chasingthe airspeed.

Keep the helicopter in trim using pedalpressure (use rudder pedals, or press0 [left] or ENTER [right] on the numerickeypad). Control drift using the cyclic.Make sure the skids are straight beforeentering the flare.

At about 75 ft (23 m), keep your eyes onthe landing spot so you can judge therate of closure. Begin the final decelera-tion and flare by smoothly increasing aftcyclic pressure. You should be 10 to 15ft (3 to 4 m) above the ground as thehelicopter starts to settle.

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As the helicopter settles toward theground, make sure you establish alevel pitch attitude. Smoothly applyup collective to reduce sink rate andcushion the touchdown.

Apply right pedal to keep the noseabsolutely straight.

Use cyclic pressure as necessary duringthis transition to keep the aircraft leveland compensate for drift.

Autorotation with 180-Degree Turn

Practicing an autorotation with a 180-degree turn develops your ability to planahead and control the helicoptersmoothly and precisely.

Begin this maneuver at 500 ft (152 m)and 70 to 105 KIAS.

Establish a downwind leg 150 to 250 ft(46 to 76 m) from the landing area.

Abeam your intended landing spot, enterthe autorotation by moving the collectiveto the full down position (move thejoystick throttle full aft, or press F1).

Turn to the base leg as you stabilize inthe autorotation. Remember to use thecyclic, not the pedals, to turn. Use thepedals to maintain coordinated flight.A slip or a skid causes a drop inairspeed, increases sink rate, andshortens the glide.

Use the cyclic to maintain the properdescent attitude and airspeed at about60 KIAS. Look out toward the horizon tohelp you maintain the proper attitude.

Roll out on final with the cyclic, andcomplete the deceleration, flare, andtouchdown as in a straight-in autorotation.

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BOEING

History of BoeingIn 1903, the same year that the Wrightbrothers made their revolutionary flight, ayoung man named William Boeing leftYale’s College of Engineering for the WestCoast. He made his fortune tradingtimberlands, moved to Seattle, Washing-ton, and soon became interested in thenew field of aviation.

After learning to fly with aviation legendGlenn Martin in 1915, Boeing and apartner decided they could build a betterflying machine. On the morning of thefirst test flight of their B&W floatplane,Boeing became impatient waiting for hispilot and took the controls himself, thuspiloting the first flight of a Boeing aircraft.

World War I inaugurated the first produc-tion orders for Boeing aircraft. By theend of 1918, 337 people were on theBoeing payroll (a number that would oneday swell into the tens of thousands).Fighter pursuit planes were built for theArmy Air Service, and the Navy bought71 NB trainers during this time. Withthe Model 15 and the P-12/F4B series,Boeing became the leading producer offighters for the next decade.

Bill Boeing and pilot Eddie Hubbard flew aBoeing C-700 to make the first interna-tional airmail delivery in 1919. By 1929,the three-engine, 12-passenger Model80, Boeing’s first model built specificallyfor passenger transport, was in the air.Boeing was now one of the largestaircraft manufacturers in the country.Fueled by further expansion, thecompany’s interests soon includedseveral airlines, among them thefuture United Airlines.

An anti-trust breakup of the company in1934 left Bill Boeing disheartened, andhe left the aviation business to raisehorses. The company leadership keptthe company name and the Boeing visionfor the future: a focus on large airlinersand bombers.

Boeing’s contribution to the war effortduring World War II included the con-struction of thousands of the legendaryB--17 Flying Fortress and B--29Superfortress bombers. Once the warwas over, the company turned its atten-tion back to civilian aircraft as well asmilitary development and production.Along with the Stratocruiser (the lastpropeller-driven plane Boeing would


build), the company produced America’sfirst swept-wing jet bomber, the B-47,and the giant B-52 bomber (still on thefront lines today, though productionceased more than three decades ago).

The demands of the flying public in thepost-war world made it clear that jettransports were necessary to haul morepeople longer distances at faster speeds.Boeing was able to make significantinroads into this market by putting the707 jetliner into service before DouglasAircraft Company (later McDonnellDouglas and now part of Boeing)launched their DC-8. Using aboutone-tenth the fuel of an ocean liner,the $5-million 707 could carry as manytransatlantic passengers a year as the$30-million Queen Mary.

BOEINGBoeing has continued as a leader inairliner innovation and military/aero-space technology. The company usheredin the jumbo era in the early 1970s withthe 747 and continued to develop short-haul airliners—including the world’s mostsuccessful jetliner, the Boeing 737.Military and aerospace projects haveincluded work on NASA space programs,the cruise missile, and the B-2 bomber.In addition, Boeing aircraft have been thechoice for Air Force One for 40 years.

More than 80 percent of the world’sjetliners are Boeing aircraft. Thecompany’s commercial, military, space,and communications businesses combineto make it the world’s largest aerospacemanufacturer and the leading exporter ofgoods from the United States.


Boeing 737-400One should hardly be surprised that theworld’s most prolific manufacturer ofcommercial aircraft is also the producerof the world’s most popular jetliner. The737 became the best-selling commercialjetliner worldwide when orders for it hit1,831 in June 1987 (surpassingBoeing’s own 727 as the previouschamp). However, it wasn’t always thatway; in the first few years of production,there were so few orders that Boeing

BOEING

737-400 Specifications U.S. Metric


Engines CFM56-3C1

Maximum Range 2,059 nm 2,370 mi 3,810 km


Fuel Capacity 5,311 U.S. gal 20,104 L

Empty Weight-Standard 76,180 lbs 34,550 kg

Maximum Takeoff Weight 138,500 lbs 62,800 kg

Length 120 ft 36.45 m



Seating Seats 147 to 168

Cargo Capacity 1,373 ft3 38.9 m3


considered canceling the program.They didn’t, and the airplane has morethan proven itself in over three decadesof service.

The reason for the 737’s great successis its design flexibility. It lends itself well tomodifications that fit the market needs ofits customers, and currently, sevendifferent variants are available. The abilityto order different versions of the sameplane allows an airline to fit the airplaneto a particular route and passenger loadwhile maintaining a smaller inventory ofsupport and service equipment for itsfleet. And, like all of the planes in thisfamily, the 737-400 has crew commonal-ity with its siblings—a pilot qualified to flyone is qualified to fly all of them.

The short-haul 737s have ranges from2,600 mi (4,180 km) to 3,800 mi(6,110 km). And, speaking of short, thefirst model’s length was only eight inchesgreater than its wingspan, giving theairplane a compact look that led to itsnickname: Fat Albert.

Derivative models of this line were onthe drawing boards before the first737-100 ever flew. The -200 grew inlength over the -100 and was fitted with

BOEINGprogressively more powerful engines,eventually allowing the maximum takeoffweight to increase by nearly 32,000pounds (14,515 kg). The most importantadvancement with the next size, the-300, was the use of a new type ofengine. The General Electric/SnecmaCFM56 produces more power than theold JT8Ds of earlier models while pro-ducing far less noise and providing betterfuel economy.

Though known as a classic, the -400 isno longer currently produced. It has beenreplaced on the production line by the-600, -700, -800, and -900, known asthe “Next-Generation Boeing 737s.”These newer versions of the 737 main-tain the stability and reliability of thetraditional 737s, like the -400, but havebeen updated and enhanced for evenbetter performance.

All variants of the 737 will continue to flyfor many years to come. From its shortand stubby origins to its more elegantstretched versions, the 737 has alwaysbeen beautiful in the eyes of airline beancounters. Its position in the travel market-place and in aviation history is assured.


Flight NotesThe Boeing 737-400 is but one variantof the most successful line of jetlinersever built. In all its variants, more than3,000 737s are flying around the world.The popular twinjet is largely used forshort- to medium-range routes. This is agood transition airplane for you to movefrom corporate-level flying (as in theLearjet) to airline transport flying.

Though you won’t find it difficult to get theplane off the ground and fly it, this is nota Cessna. It takes considerable planningto execute a successful, professionallyflown flight from takeoff, to cruise, tostable approach and landing.


Takeoff: 5,500 ft (1,676 m), flaps 5

Landing: 5,500 ft (1,676 m),flaps 30

Important

All speeds given in Flight Notes are indicatedairspeeds. If you’re using these speeds asreference, be sure that you have the AircraftRealism Settings set to “Display Indicated Airspeed.”Speeds listed in the performance tablesare shown as true airspeeds.

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Note


Note

As with all of the Flight Simulator aircraft, the V-speeds and checklists are located on theKneeboard. To access the Kneeboard while flying,press F10, or select the Aircraft menu, andthen choose Kneeboard.


The length required for both takeoff andlanding is a result of a number offactors, such as aircraft weight, alti-tude, headwind, use of flaps, and ambi-ent temperature. The figures here areconservative and assume:

Weight: 138,500 lb (62,823 kg)

Altitude: sea level

Wind: no headwind

Temperature: 15° C. Lower weightsand temperatures will result in betterperformance, as will having aheadwind component. Higheraltitudes and temperatures willdegrade performance.

Engine Startup

The engines are running by default whenyou begin a flight. If you shut the enginesdown, it is possible to initiate an auto-startup sequence by pressing CTRL+Eon your keyboard.

Taxiing

Reverse thrust is not recommended forbacking the 737-400 out of parking or atany time during taxiing.

The -400’s response to thrust changeis slow, particularly at high grossweights. Idle thrust is adequate fortaxiing under most conditions, butyou’ll need a slightly higher thrustsetting to get the aircraft rolling. Allowtime for a response after each thrustchange before changing the thrustsetting again.

The -400 has a ground speedindication on the HSI. Normal straighttaxi speed should not exceed 20 kts.For turns, 8 to 12 kts indicatedairspeed (KIAS) speeds are goodfor dry surfaces.

In Flight Simulator, rudder pedals (twistthe joystick, use the rudder pedals, orpress 0 [left] or ENTER [right] on thenumeric keypad) are used for directionalcontrol during taxiing. Avoid stopping the737 during turns, as excessive thrust isrequired to get moving again.

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Flaps

The following table lists recommendedmaneuvering speeds for various flapsettings. The minimum flap-retractionaltitude is 400 feet, but 1,000 feetcomplies with most noise abatementprocedures. When extending or retract-ing the flaps, use the next appropriateflap setting depending on whether you’reslowing down or speeding up.

Flap Position <½ fuel > ½ fuel

Flaps Up 210 220Flaps 1 190 220Flaps 5 170 180Flaps 10 160 170Flaps 15 150 160Flaps 25 140 150

Remember: These are minimum speedsfor flap operation. Flying slower than thisat bank angles of 40 degrees wouldinitiate the stick shaker. For VFE speeds,see the Kneeboard. Adding 15 to 20 ktsto these speeds is recommended ifmaneuvering with large bank angles,and, in general, provides a good safetymargin. On climbout, lowering the noseto give an additional 15 to 20 kts willalso give you better forward vision fromthe cockpit.

In adverse weather conditions, taxi withthe wing flaps up and then set takeoffflaps during your Before Takeoff checklistprocedure. Likewise, retract the flaps assoon as practicable upon landing.

Flaps are generally not used on the737-400 for the purpose of increasingthe descent rate during the descentor approach phases of flight. Normaldescents are made in the clean configu-ration to pattern or Initial ApproachPoint (IAP) altitude.

Takeoff

All of the following occurs quite rapidly.Read through the procedure severaltimes before attempting it in the plane soyou know what to expect.

Run through the Before Takeoff checklistand set flaps to 5 (press F7, or click theflap lever on the panel).

With the aircraft aligned with the runwaycenterline, advance the throttles (pressF3, or drag the throttle levers) to ap-proximately 40 percent N1. This allowsthe engines to spool up to a point whereuniform acceleration to takeoff thrust will

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occur on both engines. The exact amountof initial setting is not as important assetting symmetrical thrust.

As the engines stabilize (this occursquickly), advance the thrust levers totakeoff thrust—less than or equal to 100percent N1. Final takeoff thrust should beset by the time the aircraft reaches 60KIAS. Directional control is maintained byuse of the rudder pedals (twist the joy-stick, use the rudder pedals, or press0 [left] or ENTER [right] on the numerickeypad).

Below about 80 KIAS, the momentumdeveloped by the moving aircraft is notsufficient to cause difficulty in stoppingthe aircraft on the runway.

V1, approximately 141 KIAS, isdecision speed. Above this speed, itmay not be possible to stop theaircraft on the runway in case of arejected takeoff (RTO).

At Vr, approximately 143 KIAS,smoothly pull the stick (or yoke) backto raise the nose to 10 degrees abovethe horizon. Hold this pitch attitudeand be careful not to over-rotate(doing so before liftoff could causea tail strike).

At V2, approximately 150 to 155KIAS, the aircraft has reached itstakeoff safety speed. This is theminimum safe flying speed if an enginefails. Hold this speed until you get apositive rate of climb.

As soon as the aircraft is showing apositive rate of climb on liftoff (bothvertical speed and altitude are increas-ing), retract the landing gear (press G,or drag the landing gear lever). Theaircraft will quickly accelerate to V2+15.

At 1,000 ft (305 m), reduce flaps from5 to 1 (press F6, or drag the flapslever). Continue accelerating to 200KIAS, at which point you may go to flapsup (press F6 again).

Climb

As you retract the flaps, set climb powerof approximately 90 percent N1 (pressF2, use the throttle control on yourjoystick, or drag the thrust levers).Maintain 6- or 7-degrees nose-up pitchattitude to climb at 250 kts until reach-ing 10,000 ft (3,048 m), and thenmaintain 280 KIAS to your cruisingaltitude.

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Cruise

Cruise altitude is normally determined bywinds, weather, and other factors. Youmight want to use these factors in yourflight planning if you have createdweather systems along your route.Optimum altitude is the altitude that givesthe best fuel economy for a given configu-ration and gross weight. A completediscussion about choosing altitudes isbeyond the scope of this section.

When climbing or descending, take 10percent of your rate of climb or descentand use that number as your target forthe transition. For example, if you’reclimbing at 1500 FPM, start the transi-tion 150 feet below the target altitude.

You’ll find it’s much easier to operate theBoeing 737-400 in climb, cruise, anddescent if you use the autopilot. Theautopilot can hold the altitude, speed,heading, or navaid course you specify. Formore information on using the autopilot,see Using the Autopilot in Help.

Normal cruise speed is Mach 0.74. Youcan set .74 in the autopilot Mach holdwindow and engage the Hold button (clickthe Mach button). Set the A/T Arm (clickthe switch to engage the autothrottles),

and the autothrottles will set power atthe proper percent to maintain thiscruise speed. The changeover fromindicated airspeed to Mach numbertypically occurs as you climb to altitudesof 20,000 to 30,000 ft (6,000 to9,000 m).

Remember that your true airspeed isactually much higher in the thin, cold air.You’ll have to experiment with powersettings to find the setting that maintainsthe cruise speed you want at the altitudeyou choose.

Descent

A good descent profile includes knowingwhere to start down from cruise altitudeand planning ahead for the approach.Normal descent is done with idle thrustand clean configuration (no speedbrakes). A good rule for determiningwhen to start your descent is the 3-to-1rule (three miles distance per thousandfeet in altitude.) Take your altitude infeet, drop the last three zeros, andmultiply by 3.


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35,000 minus the last three zeros is 35.35 x 3=105This means you should begin your de-scent 105 nautical miles from yourdestination, maintaining a speed of 250KIAS (about 45 percent N1) and a de-scent rate of 1,500 to 2,000 ft perminute, with thrust set at idle. Add twoextra miles for every 10 kts of tailwind,if applicable.

To descend, disengage the autopilot ifyou turned it on during cruise, or set theairspeed or vertical speed into theautopilot and let it do the flying for you.Reduce power to idle, and lower the noseslightly. The 737-400 is sensitive topitch, so ease the nose down just adegree or two. Remember not to exceedthe regulation speed limit of 250 KIASbelow 10,000 ft (3,048 m). Continuethis profile down to the beginning of theapproach phase of flight.

Deviations from this procedure canresult in arriving too high at the destina-tion (requiring circling to descend) orarriving too low and far out (requiringexpenditure of extra time and fuel). Plan

to have an initial approach fix regardlessof whether or not you’re flying an instru-ment approach.It takes about 35 seconds and threemiles (5.5 km) to decelerate from 290KIAS to 250 KIAS in level flight withoutspeed brakes. It takes another 35seconds to slow to 210 KIAS. Plan toarrive at traffic-pattern altitude at theflaps-up maneuvering speed about 12miles out when landing straight-in, orabout eight miles out when entering adownwind approach. A good crosscheckis to be at 10,000 ft AGL (3,048 m),30 miles (55.5 km) from the airport at250 KIAS.

Approach

With the venerable Boeing 727, pilotsused to say that if you could see therunway, you could land on it. You couldcome in fast and high and still make thelanding by dropping the slats, flaps, andlanding gear. Don’t try that in this plane!

The key to a successful approach andlanding in the -400 is “you gotta slowdown to get down.” In other words, thisairplane doesn’t slow down quickly just

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because you throw the gear and flapsdown. You want to have your aircraftconfiguration (flaps and landing gear) setand your target speed hit well ahead.Excess speed in the -400 will require alevel flight segment to slow down.

If you’re high coming into the approach,you can use the speed brakes to increasedescent. If possible, avoid using thespeed brakes to increase descent whenwing flaps are extended. Do not usespeed brakes below 1,000 ft AGL.

On an instrument approach, you want tobe configured for landing and have yourspeed nailed by the final approach fix(where you intercept the glideslope),usually about five miles from touchdown.

Set flaps to 1 (press F7, or drag theflaps indicator or lever) when airspeed isreduced below the minimum flaps-upmaneuvering speed. Normally, this wouldbe when entering the downwind leg or atthe initial approach fix, so you should beat the desired airspeed by this point. Youcan then continue adding flaps as you getdown to the speed limits for each setting.

Flaps 30 is the setting for normal land-ings. At flaps 40, which is used for shortrunways, the aircraft settles rapidly onceyou chop the power.

Intercept the glideslope from below, andextend the landing gear (press G, or dragthe landing gear lever) when the glide-slope needle is less than or equal toone dot high.

The proper final approach speed varieswith weight, but a good target at typicaloperating weight is 135 to 140 KIAS.

With landing gear down and flaps at 30degrees, set the power at 55 to 60percent N1. This configuration shouldhold airspeed with a good descent angletoward the runway. Use small poweradjustments and pitch changes to stay onthe glidepath. You’re looking for a descentrate of about 700 FPM.

Prior to landing, make sure the speedbrake handle is in the ARM position.

Landing

Select a point about 1,000 ft (305 m)past the runway threshold, and aim forit. Adjust your pitch so that the point

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remains stationary in your view outthe windscreen.

As the threshold goes out of sight be-neath you, shift the visual sighting pointto about 3/4 down the runway. When theaircraft’s main wheels are about 15 ft(4.5 m) above the runway, initiate a flareby raising the nose about 3 degrees.Move the thrust levers to idle, and fly theairplane onto the runway.

To assure adequate aft fuselage clear-ance on landing, fly the airplane onto therunway at the desired touchdown point.DO NOT hold the airplane off the runwayfor a soft landing.

When the main gear touch, apply thebrakes smoothly (press the PERIOD key,or press Button 1—typically the trigger—on the joystick).

If you armed the spoilers, they will deployautomatically. If not, move the brake leverinto the UP position now. Add reversethrust (press F2, or drag the thrustlevers into reverse). Make sure you comeout of reverse thrust when airspeeddrops below 60 kts.

Once you’re clear of the runway and asyou taxi to the terminal, retract the flaps(press F6, or drag the flaps lever) andlower the spoilers (press the SLASH[ / ], or click the brake lever).

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Cruise Speed 0.85 Mach 565 mph 910 km/h

Engines Pratt & Whitney PW4062 63,300 lb 28,710 kgRolls Royce RB211-524H 59,500 lb 26,990 kgGeneral Electric CF6-80C2B5F 62,100 lb 27,945 kg

Maximum Range 7,325 nm (13,570 km) Maximum Certified

Operating Altitude 45,100 ft 13747 m

Fuel Capacity 57,285 gal 216,840 L Basic Operating

Weight 403,486 lb 182,020 kg




Seating Typical 3-class configuration – Up to 416Typical 2-class configuration – Up to 524Typical 1-class configuration – N/A

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Boeing 747-400More than 30 years ago, the 747 madeits first trip from New York to London.Since then, it’s become the standard bywhich other large passenger jets arejudged. Its size, range, speed, andcapacity were then, and are now, thebest in its class.

The 747-400 model was first introducedin 1985. The first -400 was delivered toNorthwest Airlines four years later. Itwas designed to extend the already


BOEINGexcellent capacity and range of theoriginal 747, and, using lighter aluminumalloys and hardware adapted from the757 and 767, it met its goal. Beginningin May 1990, the 747-400 became theonly 747 currently in production, whichhas been an ongoing testamentto its success.

The 747 has also captured a number ofrecords. Thanks in part to use of ad-vanced materials, like graphite, to re-place heavy metals, and aluminum alloysused in wing skins, stringers, and lower-spar chords, the 747 realized consider-able weight savings over the -300. As aresult, on June 27, 1988, NorthwestAirlines set a new official weight recordby reaching an altitude of 2,000 metersat a gross weight of 892,450 lb.

Shortly afterwards, Qantas Airwaysset the world distance record for com-mercial airliners by flying a 747-400from London to Sydney nonstop, adistance of 11,156 miles (18,000 km)in 20 hours, 9 minutes.

The 747-400 can travel 8,430 statutemiles (13,570 km) without refueling.That, in addition to its large seating

capacity, makes it the lowest cost perseat-mile of any twin-aisle airplane of-fered. It has a dispatch reliability rateof 98.8 percent.

Flight NotesRequired Runway Length

The length required for both takeoff andlanding is a result of a number of factors,such as aircraft weight, altitude,headwind, use of flaps, and ambienttemperature.


Engine Startup

The engines are running by default whenyou begin a flight. If you shut the enginesdown, it is possible to initiate an auto-startup sequence by pressing CTRL+E onyour keyboard.

Taxiing

Maximum taxi weight is 853,000 lbs(386,913 kg).


Reverse thrust is forbidden for backingthe 747-400 out of parking or at anytime during taxiing.

The -400’s response to thrust changeis slow, particularly at high grossweights. Idle thrust is adequate fortaxiing under most conditions, butyou’ll need a slightly higher thrustsetting to get the aircraft rolling.Allow time for a response after eachthrust change before changing thethrust setting again.

The -400 has a ground speedindication on the HSI. Normal straighttaxi speed should not exceed 20knots. For turns, 8 to 12 knots aregood for dry surfaces.


Flaps

The following table lists recommendedmaneuvering speeds for various flapsettings. The minimum flap-retraction

altitude is 400 feet, but 1,000 feetcomplies with most noise abatementprocedures. When extending or retract-ing the flaps, use the next appropriateflap setting depending on whether you’reslowing down or speeding up.

Flap Position < ½ fuel > ½ fuel

Flaps Up 210 220Flaps 1 190 220Flaps 5 170 180Flaps 10 160 170Flaps 15 150 160Flaps 25 140 150

Remember, these are minimum speedsfor flap operation. Flying slower than thisat bank angles of 40 degrees wouldinitiate the stick shaker. For VFE speeds,see the Kneeboard. Adding 15 to 20knots to these speeds is recommended ifmaneuvering with large bank angles, andin general, provides a good safety margin.On climbout, lowering the nose to give anadditional 15 to 20 knots will also give youbetter forward vision from the cockpit.

In adverse weather conditions, taxi withthe wing flaps up, and then set takeoffflaps during your Before Takeoff checklistprocedure. Likewise, retract the flaps assoon as practicable upon landing.

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BOEINGFlaps are generally not used on the 747-400 to increase the descent rate duringthe descent from en route altitude.Normal descents are made in the cleanconfiguration to pattern or Initial Ap-proach Point (IAP) altitude.

Takeoff

All of the following occurs quite rapidly.Read through the procedure severaltimes before attempting it in the planeso you know what to expect.

Run through the Before Takeoff checklist,and set flaps to 5 (press F7, or click theflap lever on the panel).

With the aircraft aligned with the runwaycenterline, advance the throttles (pressF3, or drag the throttle levers) to ap-proximately 40 percent N1. This allowsthe engines to spool up to a point whereuniform acceleration to takeoff thrust willoccur on both engines. The exact amountof initial setting is not as important assetting symmetrical thrust.

As the engines stabilize (this occursquickly), advance the thrust levers totakeoff thrust—less than or equal to100 percent N1. Final takeoff thrust

should be set by the time the aircraftreaches 60 KIAS. Directional control ismaintained by use of the rudder pedals(twist the joystick, use the rudder pedals,or press 0 [left] or ENTER [right] on thenumeric keypad).

Below about 80 KIAS, it’s easy to stopthe airplane on the runway usingthe brakes only.

V1, approximately 159 KIAS, isdecision speed. Above V1, youprobably won’t be able to stop theairplane on the runway after anengine failure or other problem.

At Vr, approximately 177 KIAS,smoothly pull the stick (or yoke) backto raise the nose to 10 degrees abovethe horizon. Hold this pitch attitudeand be careful not to over-rotate(doing so before liftoff could cause atail strike).

At V2, approximately 188 KIAS, theaircraft has reached its takeoff safetyspeed. This is the minimum safe flyingspeed if an engine fails. Hold thisspeed until you get a positive rateof climb.


As soon as the aircraft is showing apositive rate of climb on liftoff (bothvertical speed and altitude are increas-ing), retract the landing gear (press G,or drag the landing gear lever). Theaircraft will quickly accelerate to V2+15.

At 1,000 ft (305 m), reduce flaps from5 to 1 (press F6, or drag the flapslever). Continue accelerating to 200KIAS, at which point you may go to flapsup (press F6 again).

Climb

As you retract the flaps, set climb powerto approximately 90 percent N1 (pressF2, use the throttle control on yourjoystick, or drag the thrust levers).Maintain 6- or 7-degrees nose-up pitchattitude to climb at 250 KIAS to 10,000feet, then 340 knots to 25,000 feet,then 0.84 Mach to cruise altitude.

Cruise

Cruise altitude is normally determined bywinds, weather, and other factors. Youmight want to use these factors in yourflight planning if you have createdweather systems along your route.Optimum altitude is the altitude that givesthe best fuel economy for a given configu-

ration and gross weight. A completediscussion about choosing altitudes isbeyond the scope of this section.

Let’s say you’ve filed a flight plan forFL350. Approaching your cruisingaltitude, take 10 percent of the rate ofclimb or descent, and convert thatnumber to feet. For example, if you’reclimbing or descending at 1000 FPM,start leveling off 100 ft before youreach the target altitude.

You’ll find it’s much easier to operate theBoeing 747-400 in climb, cruise, anddescent if you use the autopilot. Theautopilot can hold the altitude, speed,vertical speed, heading, or navaid courseyou specify.

Normal cruise speed is Mach 0.85. Youcan set .85 in the autopilot Mach holdwindow and engage the Hold button (clickthe Mach button). Set the A/T Arm(click the switch to engage theautothrottles), and the autothrottleswill set power at the proper percent tomaintain this cruise speed. Thechangeover from indicated airspeed toMach number typically occurs as youclimb to altitudes of 20,000 to 30,000 ft(6,000 to 9,000 m).

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Remember that your true airspeed isactually much higher than your indicatedairspeed in the thin, cold air. You’ll haveto experiment with power settings tofind the setting that maintains thecruise speed you want at the altitudeyou choose.

Descent

A good descent profile includes knowingwhere to start down from cruise altitudeand planning ahead for the approach.Normal descent is done using idle thrustand clean configuration (no speed brakes).A good rule for determining when to startyour descent is the 3-to-1 rule (threemiles distance per thousand feet inaltitude.) Take your altitude in feet, dropthe last three zeros, and multiply by 3.


35,000 minus the last three zeros is 35.35 x 3=105.

This means you should begin your de-scent 105 nautical miles from yourdestination, maintaining a speed of 250KIAS (about 45 percent N1) and a de-scent rate of 1,500 to 2,000 ft per

minute, with thrust set at idle. Add twoextra miles for every 10 knots of tailwind,if applicable.

To descend, disengage the autopilot ifyou turned it on during cruise, or set theairspeed or vertical speed into theautopilot and let it do the flying for you.Reduce power to idle, and lower the noseslightly. The 747-400 is sensitive topitch, so ease the nose down just adegree or two. Remember not to exceedthe regulation speed limit of 250 KIASbelow 10,000 ft (3,048 m). Continuethis profile down to the beginning of theapproach phase of flight.

Deviations from the above can resultin arriving too high at the destination(requiring circling to descend) or arrivingtoo low and far out (requiring expenditureof extra time and fuel). Plan to have aninitial approach fix regardless of whetheror not you’re flying an instrument ap-proach.

It takes about 35 seconds and threemiles (5.5 km) to decelerate from 290KIAS to 250 KIAS in level flight withoutspeed brakes. It takes another 35seconds to slow to 210 KIAS. Plan toarrive at traffic-pattern altitude at the

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flaps-up maneuvering speed about 12miles out when landing straight-in, orabout eight miles out when entering adownwind approach. A good crosscheckis to be at 10,000 ft AGL (3,048 m)30 miles (55.5 km) from the airport at250 KIAS.

Approach

The 747-400 won’t slow down quicklyjust because you throw the gear andflaps down. Have your aircraft configura-tion (flaps and landing gear) set and yourtarget speed hit well in advance. Excessspeed in the -400 will require a levelflight segment to slow down.

If you’re high coming into the approach,you can use the speed brakes to increasedescent. If possible, avoid using thespeed brakes to increase descent whenwing flaps are extended. Do not usespeed brakes below 1,000 ft AGL.

On an instrument approach, be config-ured for landing and have your speednailed by the final approach fix (where youintercept the glideslope), usually aboutfive miles from touchdown.

Set flaps to 1 (press F7, or drag theflaps indicator or lever) when airspeed is

reduced below the minimum flaps-upmaneuvering speed. Normally, this wouldbe when entering the downwind leg or atthe initial approach fix, so you should beat the desired airspeed by this point. Youcan then continue adding flaps as you getdown to the speed limits for each setting.

Flaps 30 is the setting for normal land-ings. At flaps 40, which is used for shortrunways, the aircraft settles rapidly onceyou chop the power.

When the glideslope comes alive, extendthe landing gear (press G, or drag thelanding gear lever.)

The proper final approach speed varieswith weight, but a good target speedat typical operating weight is 135 to140 KIAS.

With landing gear down and flaps at 30degrees, set the power at 55 to 60percent N1. This configuration shouldhold airspeed with a good descent angletoward the runway. Use small poweradjustments and pitch changes to stayon the glidepath. You’re looking for adescent rate of about 700 FPM.

Prior to landing, make sure the speedbrake handle is in the ARM position.

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Landing

Maximum landing weight is 630,000 lbs.Select a point about 1,000 ft (305 m)past the runway threshold, and aim forit. Adjust your pitch so that the pointremains stationary in your view outthe windscreen.

As the threshold goes out of sight be-neath you, shift the visual sighting pointto about ¾ down the runway. When theaircraft’s main wheels are about 15 ft(4.5 m) above the runway, initiate a flareby raising the nose about 3 degrees.Move the thrust levers to idle, and fly theairplane onto the runway.

To assure adequate aft fuselage clear-ance on landing, fly the airplane onto therunway at the desired touchdown point.DO NOT hold the airplane off the runwayfor a soft landing.

Set the autobrakes before landing. Whenthe main gear touch down, apply brakessmoothly (press the PERIOD key orButton 1—typically the trigger—onthe joystick).

If you armed the spoilers, they will deployautomatically. If not, move the brake leverinto the UP position now. Add reversethrust (press F2, or drag the thrustlevers into reverse). Make sure youcome out of reverse thrust when air-speed drops below 60 knots.

Retract the flaps (press F6, or drag theflaps lever), and lower the spoilers (pressSLASH [ / ], or click the brake lever) asyou taxi to the terminal.

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Boeing 777-300On the outside, it may resemble thejetliners you’ve seen for years. Inside,however, it’s a whole new bird. The new-est plane in the long and proud Boeingfamily line is the 777, commonly referredto as the “Triple Seven.” This long-range,fuel-efficient twinjet was first delivered inMay 1995 to fill a gap in the marketbetween the 747 and 767. It is capableof seating 386 to 550 passengers.


Cruise Speed Mach 0.84 555 mph 893 kmh

Engines (three options) P&W 4000 | RR Trent 800 | GE 90 series

Maximum Range 5,960 nm 6,859 sm 11,038 km

Maximum Operating Altitude 43,100 ft 13,137 m

Typical Cruising Altitude 35,000 ft

Fuel Capacity 45,200 U.S. gal 171,160 L

Maximum Takeoff Weight-Basic 660,000 lb 299,370 kg




Seating Seats 386 to 550

Configurations Seating ranges from 6- to10-abreast with two aisles

Cargo Capacity 7,552 cu ft 213.8 cu m


The genesis of the 777 is unique inBoeing history. From the outset, it wasdesigned with cooperation and input fromits future customers. Boeing actually hadengineering staff from the airlines work-ing with Boeing engineers at the factory.And the 777 is the first airliner ever tobe completely designed on computers.Using Computer Aided Three-DimensionalInteractive Applications (CATIA), everysystem and piece of the plane wascreated and fitted together on computersbefore production began. It worked sowell that Boeing didn’t need to create afull-scale physical mock-up of the airplane.The result was that after laser-aligningthe major sections and wings of the realairplane, the port wingtip was a mere0.001 inch out of alignment. The fuselagewas out of alignment by only 0.023 inch.

One of the distinguishing features of the777 is its perfectly round fuselage cross-section, as opposed to the more ovoidshape of previous Boeing planes. Thisgives structural strength and simplicity tothe fuselage, making it less prone tofatigue. The plane has an enormousbelow-deck cargo capacity, even greaterthan the 747-400 (by weight, not volume).

BOEINGA striking external feature of this wide-body is the main gear. Larger than thatof any other airliner, each main gear ofthe 777 has six wheels—giving the samepavement loading as a jumbo DC10-30but with half the parts and less complex-ity. The left axle of each main can actuallybe steered up to 8 degrees to aid innose-gear steering.

The in-flight entertainment system is likenothing any airliner has ever had before.It’s the most complex system of its kindever developed, and with an estimated250,000 lines of dedicated softwarecode, it’s as sophisticated as someairplanes’ avionics systems. Each passen-ger has a choice of up to 12 videochannels and 48 audio channels. Eachseat has a phone that doubles as a gamecontroller, credit card reader, and mo-dem link. At 9,000 pounds (1,745 kg)for a typical installation, this is someheavyweight entertainment!

Key to the present and future success ofthe 777 is its flexibility. Designed to bestretched, shortened, and modified inmany ways to suit its customers’ needs, itcan even be ordered with folding wingtipsto allow parking at gates designed for


smaller planes. From the extremelypowerful new engines to the all-glasscockpit, this airplane has the technologyto carry it far into the 21st century.

Flight NotesThe 777, or Triple Seven, is the newestlong-range twinjet from Boeing. With astate-of-the-art glass cockpit and fly-by-wire flight controls, this airplane is at theforefront of current transportationtechnology. While its engines are 40percent more powerful than those on the767, they are just as quiet. Flying the777 will give you a taste of what it’s liketo handle a large, wide-body airliner.

The 777 is approved for Extended RangeTwin-Engine Operations (ETOPS), andyou’ll want to try some transoceanicflights. On May 30, 1995, the 777became the first airplane in aviationhistory to earn Federal Aviation Adminis-tration (FAA) approval to fly ETOPS at thesame time it entered regular commercialservice. On May 4, 1998, the 777-300achieved another historic milestone bybecoming the first commercial airplane toreceive type certification and ETOPSapproval on the same day.

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Important


Note


Note





Landing: 11,000 ft (3,353 m),flaps 30


Weight: 550,000 lb (249,476 kg)

Altitude: sea level

Wind: no headwind

Temperature: 15° C


Engine Startup

The engines are running by default whenyou begin a flight. If you shut the enginesdown, it is possible to initiate an auto-startup sequence by pressing CTRL+E onyour keyboard.

Taxiing

Reverse thrust is not recommended atany time during taxiing of the 777-300.

The taxiing technique in the 777 is toallow the airplane to accelerate itself atidle. In other words, unless the aircraft isheavily loaded, idle power will move theplane from a stop into taxi speed. If youneed a little power to get it rolling, beconservative. Then bring the thrust leversback to idle. Airplane response to thrustlever movement is slow, particularly athigh gross weights.

Avoid taxi speeds greater than 30 kts atidle thrust. Brake to approximately 10kts, and then release the brakes. Theairplane appears to be moving slowerthan it actually is due to itsheight above the ground.

The Triple Seven is a long airplane (infact, the stretch 777 is currently thelongest commercial airplane in theworld), and the wheels are a long waybehind the pilot’s seat. One real-worldpilot’s technique for taxiing onto a runwaywith the 777 is to taxi towards theopposite side of the runway until his seat

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is over the grass on the far side. Then heturns the tiller (nose gear steering) hardso that the nose comes around to therunway centerline.


Takeoff

Run through the Before Takeoff checklist,and set flaps to 5 (press F7, or drag theflaps lever).

With the aircraft aligned with the runwaycenterline, advance the thrust levers(press F3, or drag the thrust levers) toapproximately 1.85 on the engine pres-sure ratio gauge (EPR). This allows theengines to spool up to a point whereuniform acceleration to takeoff thrust willoccur on both engines. The exact amountof initial setting is not as important assetting symmetrical thrust.

As the engines stabilize (this occursquickly), advance the thrust levers tomaximum thrust (98 to 100 percent N1).

V1, approximately 149 kts indicatedairspeed (KIAS), is decision speed.Above this speed, it may not bepossible to stop the aircraft onthe runway in case of a rejectedtakeoff (RTO).

At Vr, approximately 153 KIAS,smoothly pull the stick (or yoke) back toraise the nose to 10 degrees abovethe horizon at approximately 2 degreesper second. Hold this pitch attitude.

At V2, approximately 160 KIAS, theaircraft has reached its takeoff safetyspeed. This is the minimum safe flyingspeed if an engine fails. Hold thisspeed until you get a positive rateof climb.

As soon as the aircraft is showing apositive rate of climb on liftoff (bothvertical speed and altitude are increas-ing), retract the landing gear (press G, ordrag the landing gear lever). The aircraftwill accelerate to 175 to 180 KIAS.

At 1,000 ft (305 m), go from flaps 5 toflaps 1 (press F6, or drag the flapslever). Continue accelerating to 210KIAS, at which point you go to flaps up(press F6 again).

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BOEINGClimb

For the climb to cruise altitude, pull thepower back to 95 percent N1. Climb at250 KIAS to 10,000 ft (3,048 m).Above 10,000 ft, lower the nose asrequired to accelerate to 320 KIAS untilreaching 0.76 Mach.

Cruise


When climbing or descending, take 10percent of your rate of climb or descentand use that number as your target forthe transition. For example, if you’reclimbing at 1500 FPM, start the transi-tion 150 feet below the target altitude.

You’ll find it’s much easier to operate theBoeing 777-300 in climb, cruise, anddescent if you use the autopilot. Theautopilot can hold the altitude, speed,

heading, or navaid course you specify. Formore information on using the autopilot,see Using the Autopilot in Help.

Normal cruise speed is Mach 0.843.(The changeover from indicated airspeedto Mach number typically occurs as youclimb to altitudes of 20,000 to 30,000 ft[6,000 to 9,000 m].) Remember thatyour true airspeed is actually muchhigher in the thin, cold air.

With a typical power setting of 92.6percent N1, speed will be around 313KIAS. The fuel flow will be around 4,476pounds per hour (2,030 kilogramsper hour).

Descent

A good descent profile includes knowingwhen to start down from cruise altitudeand planning ahead for the approach.Normal descent is done with idle thrustand clean configuration (no speedbrakes). A good rule for determiningwhen to start your descent is the 3-to-1rule (three miles distance per thousandfeet in altitude.) Take your altitude infeet, drop the last three zeros, andmultiply by 3.



31,000 minus the last three zeros is 31.31 x 3=93.

This means you should begin yourdescent 93 nautical miles from yourdestination. Add two extra miles forevery 10 kts of tailwind, if applicable.

To descend, disengage the autopilot ifyou turned it on during cruise (or you canset airspeed or flight path angle into theautopilot and let it do the flying for you).Bring the thrust levers back to flight idle(use the joystick throttle, press F1, ordrag the thrust levers), and lower thenose to maintain a speed of 0.84 Machuntil you see 310 KIAS.

Then, maintain 270 KIAS during yourdescent (use pitch to adjust airspeed).This will provide a descent rate of about1,800 to 2,000 ft per minute.

Approach

Plan to be at 10,000 ft (3,048 m)about 20 miles (32 km) from the airport.You must be at or below 250 KIAS bythis point.

At 15 miles, reduce your speed to below220 KIAS, and go to flaps 1 (press F7,or drag the flap lever). Remember: Thepower is at flight idle, so airspeed adjust-ment will be done using pitch.

At around 10 miles from touchdown, goto flaps 15 and a speed of 165 KIAS.

Once the glideslope comes alive, extendthe landing gear (press G, or drag thelanding gear lever), then go to flaps 20,arm the speed brakes (press the SLASH[ / ], or drag the speed brake lever),and set the autobrakes (click theautobrakes switch).

As you start down the glideslope, go toflaps 30 and adjust power to maintain afinal approach speed of 140 KIAS.

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Landing

The proper final approach speed varieswith weight, but a good target at typicaloperating weight is 135 to 140 KIAS. Asyou cross the threshold at around 50 ft(15 m), bring the power back to idle.

Just above the runway, flare slightly (nomore than 3-degrees nose-up), and flythe airplane onto the runway. Remember:The landing gear on the 777 are a longway behind you and you’re a long wayup in the air even when the aircraft ison the ground.

Once the main gear are down, pull thethrust levers into reverse. The spoilerswill deploy automatically if you armedthem during approach.

The nose will start down immediately.Don’t hold the nose off the runway inthe 777. By the time the nose gearcontacts the pavement, the reversethrust will begin to kick in. If you’vearmed the autobrakes, autobrakingwill begin automatically.

On the rollout, go to idle reverse at 60kts. By the time you reach taxi speed,come out of reverse into forward idle.Retract the flaps (press F6, or click theflaps lever), and lower the spoilers (pressthe SLASH [ / ], or click the brake lever)as you taxi to the terminal.

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CESSNA

History of CessnaHis name is synonymous with light air-craft. Clyde Cessna, one of aviation’sadventurous pioneers, started flying in1911 and began building planes soonafter. The first was a tiny monoplane thathe named “Silver Wings.” Throughout theearly teens, he built and crashed anumber of aircraft that were eithermodifications of other designs or designsof his own. He had minor success duringthis time as a manufacturer and as apilot, putting on demonstrations at publicgatherings for 50 cents a head.

Cessna went back to farming for severalyears, but in the mid-twenties was en-ticed to join in an aviation venture withWalter Beech and others. Soon he struckout on his own again, determined to buildthe first airship with a full-cantileverwing—the Cessna Phantom. The CessnaAircraft Company was soon buildingthe A-series planes, which weresuccessfully employed in commercialand racing ventures.

Success led to expanded productionfacilities and development of the DCseries. The DC-6A and DC-6B wereofficially certified on October 29, 1929—the day of the stock market crash, harbin-ger of the Great Depression. Despitevaliant attempts to keep the companyalive, the plant doors were closed. Cessnaprivately continued developing and racingplanes with his son until his dear friendRoy Liggett was killed in a plane designedand built by Clyde during a race at whichhe was a spectator.

Though Clyde’s enthusiasm for flying wasdampened, that of his nephews was not.After assisting in the resurrection of thecompany, Clyde relinquished the companyhelm to his nephew Dwayne Wallace,who would lead Cessna Aircraft Corpora-tion for nearly 40 years. Throughout histenure, Wallace was a popular figure atCessna who, in the early days, wasn’tabove sweeping floors, living on nickelhamburgers, and flying races to winpayroll money.


The company served during World War IIby producing Bobcat trainers and partsfor B-29 bombers, and was a pioneer inthe employment of women in factory jobs.Postwar prosperity and demand forprivate planes launched Cessna into therole for which it is best known today—asa producer of personal and businessaircraft. In addition to creating the AirForce’s first jet trainer (the T-37) andbusiness-class twins, Cessna beganproduction of the single-engine line,which to most people defines “Cessna.”Starting with the Cessna 120 andmoving up through successive models,the Cessna singles are the world’sbest-selling airplanes.

CESSNAAlthough downturns during the 1980shalted the production of piston-poweredCessnas, the company is back to buildinga new generation of its famous singles.Cessna also builds six business jetmodels, including the world’s fastest,the Citation X. After many decades ofsuccess, it seems Cessna will continueits eminent role in general aviation wellinto the future.



Maximum Speed 126 kts 203 km/hr

Cruise Speed 124 kts 200 km/hr

Engine Textron Lycoming IO-360-L2A 180 bhp

Propeller Macauley Fixed Pitch Two Blade

Maximum Range 638 nm


Fuel Capacity 56 gal 212 L

Empty Weight 1,665 lb 1,002 kg

Maximum Gross Weight 2,550 lb 1,157 kg


Wingspan 36 ft, 1 in 11 m


Seating Up to 4

Useful Load 893 lb 423 kg

CESSNA

Cessna 172SPThis isn’t the aviation equivalent of somecheap date you’ll be taking out for onewild, adventurous weekend. The Cessna172 is more like the love of your life—asteady, constant companion to fly with fora long time to come. A stable and trust-worthy plane, most pilots have logged atleast a few hours in a Cessna 172, sinceit’s the most widely available aircraft inthe rental fleet and is used by most flightschools. Since the first prototype was


completed in 1955, more than 35,000C172s have been produced, making itthe world’s most popular single-engineplane. One of Cessna’s first tricycle-gearairplanes, the 172 quickly became thefavorite of a growing class of businesspilots. Its reliability and easy handling(along with thoughtful engineering andstructural updates) have ensured itscontinued popularity for more than35 years.

The differences between an original1956 172 and today’s version are many,but there are a few similarities. The winghas the same NACA 2412 airfoil thatCessna’s been using since production ofits 170, and the plane continues to usethe same flat-plate ailerons that 172sand 152s have always been known for,making it a steady handler, if not exactlyan exciting one.

Updates to the 172 have been carefullychosen and consistently well made. The172 received its distinctive swept-backtail in 1960 and its helpful wraparoundrear window in 1962. In 1964, Cessnabegan using a 150-hp Lycoming enginerather than the old six-cylinder, air-cooledContinental engines of the original 172s.With the SP comes a further engineupdate providing an even higher maxi-

mum takeoff weight. With its fuel-in-jected, 180-hp Textron-Lycoming IO-360,the SP has 20 hp more than even a172R and a maximum takeoff weight of2,550 lbs—250 lbs more than the172R.

172s are famed for their stability. In the1960s and ‘70s, Cessna vied for atten-tion and respectability by attempting tobuild a hardworking airplane that could beeasily flown by nearly anyone. With the172, they undoubtedly succeeded. Whenproperly trimmed, this airplane will flyitself for hours at a time, needing little tono physical guidance from the pilot. Andlike other Cessnas, 172s don’t likestalling, either.

Cessna temporarily stopped manufactur-ing the 172 in 1986, when marketforces and high product-liability premiumsforced the company to implement seriouscutbacks. Pilots around the worldbreathed a sigh of relief when, 10 yearslater, President Bill Clinton enacted theGeneral Aviation Revitalization Act.Cessna celebrated the good news withthe completion of a new plant in Indepen-dence, Kansas and immediately beganproduction on a new version of the 172.If the new 172SP is any indication, thingshave only gotten better since then.

CESSNA


Flight NotesMany factors affect flight planning andaircraft operation, including aircraftweight, weather, and runway surface. Therecommended flight parameters listedbelow are intended to give approxima-tions for flights at maximum takeoff orlanding weight on a day with InternationalStandard Atmosphere (ISA) conditions.


960 ft at sea level with ISA conditions.

Engine Startup

The engine will be running automaticallyevery time you begin a flight. If you shutthe engine down, you can initiate an auto-startup sequence by pressing CTRL+E. Ifyou want to do the startup proceduresmanually, use the checklist on theKneeboard.

Taxiing

While taxiing, the power should be set atapproximately 1000 RPM. (Mixture shouldbe full forward.) As you move down thetaxiway, use the rudder to turn the noseright and left for directional control. (Twistthe joystick; use the rudder pedals; orpress 0 or ENTER on the numeric key-board to turn left or right, respectively.)

CESSNA

Important


Note


Note

All speeds given in Flight Notes are indicatedairspeeds. If you’re using these speeds as refer-ence, be sure that you select “Display IndicatedAirspeed” in the Realism Settings dialog box.Speeds listed in the specifications table are shownas true airspeeds.

Note

The length required for both takeoff and landing isa result of a number of factors, including aircraftweight, altitude, headwind, use of flaps, andambient temperature. Lower weights and tempera-tures will result in better performance, as willhaving a headwind component. Higher altitudesand temperatures with degrade performance.


Flaps

For a normal takeoff, Cessna recom-mends 0-10 degrees of flaps (at thepilot’s discretion). Using 10 degrees offlaps reduces the takeoff roll by approxi-mately 10 percent.

Takeoff

Run through the Before Takeoff checklist,and set flaps at either 0 or 10 degrees(press F7, or click the flaps lever),depending on the runway situation.

Align the aircraft with the white runwaycenterline, and advance the throttlecontrol to full power (use the joystickthrottle, or press F4).

Climb

Climb with full throttle, no flaps, and afully rich mixture—approximately 75-85kts—when below 3,000 ft. Above 3,000feet, lean the mixture for smooth opera-tion and for maximum RPM.

Cruise

Cruise altitude would normally be deter-mined by winds, weather, and otherfactors. You might want to use thesefactors in your flight planning if you havecreated weather systems along yourroute. Optimum altitude is the altitudethat gives the best fuel economy for agiven configuration and gross weight.A complete discussion about choosingaltitudes is beyond the scope of thissection. However, a good rule to bearin mind is that an airplane with a normallyaspirated engine is most efficient be-tween 6,000–8,000 feet. That altituderange gives the best tradeoff betweenavailable power, fuel economy, andtrue airspeed.

Ideal cruise settings for the 172SP arebetween 45 and 75 percent power.When above 3,000 feet, lean the mix-ture approximately 1/3 of full rich foroptimum performance.

CESSNA



Reduce power to 2100 RPM, and setthe airplane up for a descent rate ofapproximately 450 feet per minute.

Landing

On final approach, plan for a landingspeed of 65 knots with full flaps. Select apoint just past the runway threshold, andaim for it. Adjust your pitch so that thepoint remains stationary in your view outthe windscreen. Leave the power atapproximately 1500 RPM, and fly the

CESSNAairplane down to the runway. Keep thenose off the ground, and slowly bringback the throttle completely while youflare just above the runway. Touch downwith the back wheels first. With less thanfull flaps, expect a bit of float in the flare.

Upon touchdown, apply brakes by press-ing the PERIOD key. Exit the runway, andretract the wing flaps.


Cessna 182S Skylaneand Skylane RGWhen Cessna saw how well their Model180 was selling, they looked for a way tomake it an even bigger success; theanswer was the Model 182. The 182 firstflew in 1956, and its big advancementwas the patented Land-O-Matic tricycle-landing gear (weren’t the fifties grand?),which make landing and ground handlingeasier, attracting would-be pilots whodidn’t want to fly taildraggers. During the

CESSNA

Cessna 182S Specifications U.S. MetricMaximum Speed 145 kts 167 mph 269 kmh

Cruise Speed 140 kts 161 mph 259 kmh

Engine Textron Lycoming IO-540-AB1A5 230 hp

Propeller McCauley 3-bladed constant speed

Maximum Range 968 nm 944 sm 1,519 km



Empty Weight 1,910 lb 854 kg


Length 29 ft 8.84 m

Wingspan 36 ft 11 m

Height 9 ft 2.77 m

Seating Up to 4



CESSNAmodel’s lifespan, it has been beefed up,modified, and released in retractable-gear(RG) and turbo-charged (T) versions. Likeall the Cessna piston aircraft, productionof the 182 was halted in 1986 due tomarket forces and the high price ofproduct liability insurance premiums. Nowthe 182 is back in a new incarnation.

The Cessna 182 Skylane feels and actslike a heavier, more powerful versionof its sibling, the 172 Skyhawk. Whilethere is nothing tricky about flying the

Cessna 182RG Specifications U.S. Metric

Maximum Speed 160 kts 184 mph 296 kmh


Engine Textron Lycoming O-540-J3C5D 235 hp

Propeller McCauley 2-bladed constant speed




Empty Weight 1,910 lb 868 kg


Length 29 ft 8.84 m

Wingspan 36 ft 11 m

Height 9 ft 2.77 m

Seating Up to 4



182, pilots shouldn’t underestimate it;the Skylane doesn’t tolerate indifferentpilot technique.

The airplane is a workhorse and a stableplatform for flying on instruments. Evenwith a full tank, the 182 carries a family-size useful load and performs admirablyas an aerial sport utility vehicle.

One of the improvements with the new182 is that it now has a wet wing (thefuel is stored directly inside the wing).Older models had a rubber fuel bladder inthe wing that could wrinkle as it aged,creating nice little pockets in which watercould accumulate. Water and avgas don’tmake for a good fuel mix.

Also new is the choice of the TextronLycoming IO-540 AB1A5 engine (Textronowns Cessna) producing 230 hp at 2400RPM. This makes the Skylane a fuel-injected airplane for the first time, elimi-nating the threat of carburetor icing. Thethree-bladed McCauley prop helps com-plete the grown-up appearance of the newSkylane. This is not your father’s 182.

What isn’t new for the Skylane is aretractable-gear version. The RG includedin Microsoft® Flight Simulator is based on

CESSNAearlier models, since Cessna is currentlyproducing only the fixed-gear Skylane. TheRG makes a nice transition for pilotsdesiring a more complex airplane that willget you where you’re going 15 kts (25kmh) faster than the fixed-gear modelat top speed.

Over the years, the empty weight of theSkylane has increased, while the usefulload has decreased in successive mod-els. Since it has retained the samepowerplant output, it has slightly highermaximum and cruise speeds. Range hasbeen extended in all models with largerfuel capacity.

It’s easy to see why Microsoft has offeredthe versatile and time-tested 182 inevery version of Flight Simulator since itsintroduction. It’s an aviation legend, bothin the world of flight simulation and in thereal world.

Flight NotesAs of this writing, Cessna does not makea retractable-gear model of the 182. The182 RG in Flight Simulator is based onthe older R model. The 182 RG is agreat airplane for transitioning into morecomplex aircraft operation. With the


familiar stability and load-hauling capabili-ties of its fixed-gear sibling, it offerstransitioning pilots more complexity andhigher cruise speeds.

CESSNA


Takeoff: 1,570 ft (479 m), flaps 20

Landing: 1,320 ft (402 m), flaps Full


Weight: 3,000 lb (1,361 kg)

Altitude: sea level

Wind: no headwind

Temperature: 15 °C


Lower weights and temperatureswill result in better performance, aswill having a headwind component.Higher altitudes and temperatureswill degrade performance.

Note


Important


Note



Engine Startup

The engine is running by default when youbegin a flight. If you shut the engine down,you can initiate an auto-startup sequenceby pressing CTRL+E. If you want to do thestartup procedures manually, use thechecklist on the Kneeboard.

Taxiing

While taxiing, the power should be set ataround 1000 RPM (prop and mixture arefull forward). As you move down thetaxiway, turn the nose right and left fordirectional control by using the rudder(twist the joystick, use the rudder pedals,or press 0 [left] or ENTER [right] on thenumeric keypad).

Takeoff

Run through the Before Takeoff checklist,and set flaps at 0, 10, or 20 degrees(press F7, or drag the flaps lever),depending on the runway situation. You’llwant to use 20 degrees with a shortrunway; 10 degrees works well fortakeoffs on normal runway lengths.

Cowl flaps should be OPEN for takeoffand climb (click the Cowl Flaps lever).

With the aircraft aligned with the runwaycenterline, advance the throttle control tofull power.

At 50 kts indicated airspeed (KIAS),smoothly pull the stick back (using thejoystick or yoke, or press the DOWNARROW) to raise the nose to 10 de-grees above the horizon. Climb out at70 to 80 KIAS.

As soon as you have a positive rate ofclimb on liftoff (both vertical speed andaltitude are increasing), retract thelanding gear (press G, or drag thelanding gear lever). Then raise theflaps (press F6, or drag the flaps lever).Accelerate to 90 KIAS.

Climb

For the climb to cruise altitude, therecommended parameters are 23 inchesmanifold pressure or full throttle, which-ever is less (press F2, or drag thethrottle control) and 2400 RPM (pressCTRL+F2, or drag the prop control). Thecowl flaps should remain open. Yourclimb speed should be 90 to 100 KIAS.

CESSNA


The mixture should stay at full rich (fullforward) until above 3,000 ft (914 m).Above 3,000 ft, the mixture should beleaned for maximum efficiency. Use theexhaust gas temperature (EGT) gauge todetermine the best mixture of air to fuel.

Cruise

Cruise altitude is normally determinedby winds, weather, and other factors.You might want to use these factors inyour flight planning if you have createdweather systems in place along yourroute. Optimum altitude is the altitudethat gives the best fuel economy fora given configuration and gross weight.A complete discussion about choosingaltitudes is beyond the scope ofthis section.

Normal cruise in the 182RG is per-formed at 55 to 75 percent power.Best power settings (the highest allow-able cruise settings) will result in bothhigh cruise speeds and high fuel flow.

Set the manifold pressure at 23 inches(press F2, or drag the throttle control)and the propeller RPM at 2400 (pressCTRL+F2, or drag the prop control).

CESSNALean the mixture (press CTRL+SHIFT+F2,or drag the mixture control) until the EGTgauge reaches its peak setting. Lowerpower settings will result in better fuelflow and range. For better range and fueleconomy, lean the mixture to 125° F richof peak EGT.

Cowl flaps should be CLOSED for cruiseand descent (click the Cowl Flaps lever).

Descent

A typical descent in the 182RG involveslowering the nose and reducing power.Two or three degrees nose-down is fine.Set power at about 18 inches of manifoldpressure (use the joystick throttle, pressF2, or drag the throttle control). This willgive you a descent rate of about 700 feetper minute (FPM).

Approach

Below 140 KIAS, you can begin extendingthe flaps, which are good at reducingairspeed. You can also extend thelanding gear to reduce speed (140KIAS or below).

Plan to slow to around 80 KIAS whenentering the downwind leg or at your initialapproach fix on an instrument approach.


Landing

Final approach with full flaps deployedshould be flown at around 65 KIAS. Thepropeller and mixture controls should befull forward. Carburetor heat should befull ON (drag the Carburetor Heat controlaft). On final approach, verify that thelanding gear is down.

Select a point past the runway threshold,and aim for it. Adjust your pitch so thatthe point remains stationary in your viewout the windscreen. Leave the power atyour final approach setting, and fly theairplane down to the runway. Smoothlyreduce power to idle as you flare slightlyjust before touchdown.

Upon touchdown, bring the power backto idle, apply brakes (press the PERIODkey), and exit the runway. Retract thewing flaps (press F6), and set the carbu-retor heat to OFF (full forward).

CESSNA


208B CaravanSpecifications U.S. MetricMaximum Speed 175 kts 324 km/hrCruise Speed 164 kts 305 km/hr at 20,000 feetEngine Pratt & Whitney Canada, Inc., Free Turbine.

Flat Rated at 675 Shaft hp PT6A-114APropeller Three-Bladed, Constant Speed, Full Feathering,

Reversible McCauley, 106-inch diameterMaximum Range 5.1 hours with maximum cruise at 10,000 feet

6.6 hours with maximum cruise at 18,000 feet6.4 hours with maximum range at 10,000 feet7.2 hours with maximum range at 20,000 feet

Service Ceiling 22,800 ftFuel Capacity 335 galEmpty Weight 4,040 lb 1,830 kgMaximum Gross Weight 8,785 lb 3,980 kgLength 41 ft, 7 inWingspan 52 ft, 1 inHeight 15 ft, 5-½ inSeating Up to 14Useful Load 4,745 lb 2,150 kg

CESSNA

208B Caravan (ProfessionalEdition only) and 208Caravan AmphibianWherever you want to go, the CessnaCaravan can get you there. First intro-duced by Cessna in 1985, the Caravanwas designed to land nearly anywhere,on land or water. Undoubtedly, it has livedup to its creators’ intentions. Whethersupplies need to be brought to a floodedvillage in the mountains of Peru, aninjured person needs to be flown outfrom a remote lake in Alaska, or an


208 Caravan AmphibianSpecifications U.S. MetricMaximum Speed 175 KIAS 324 km/hrCruise Speed 143 KIAS (8,000 lbs), 130 KIAS (6,400 lbs)

117 KIAS (5,200 lbs)Engine Pratt & Whitney Canada, Inc., Free Turbine

Flat Rated at 675 Shaft hp PT6A-114APropeller Three-Bladed, Constant Speed, Full Feathering,

Reversible McCauley, 106-inch diameterMaximum Range 4.6 hours with maximum cruise at 10,000 feet

5.7 hours with maximum cruise at 20,000 feet6.8 hours with maximum range at 10,000 feet8.0 hours with maximum range at 20,000 feet

Service Ceiling 13,500 ft 4.115 mFuel Capacity 335 galEmpty Weight 4,895 lbMaximum Gross Weight 8,035 lbLength 41 ft, 7 inWingspan 52 ft, 1 inHeight 15 ft, 5-½ inSeating Up to 14

archaeologist wants access to a tiny sitein the African desert, the Caravan haswhat’s needed to do the job.

In the initial design of the Caravan, Cessnatook the fuselage of a Model 207Stationair and enlarged it. However, itdidn’t take Cessna long to realize that inorder to create a plane that providedenough cargo and fuel-carrying space,they’d have to start from close to scratch.They used sections of the 207 in the firstprototype, but the ultimate design of theCaravan had no real predecessor.

CESSNA


Caravans have large fuel tanks andtough, sturdy landing gear to ensure theaircraft’s reliability on rough, unpavedairstrips. (And that landing gear caneasily be replaced with floats in order tohandle water landings.) Caravans alsosport large wings for quick liftoffs onshort, rough runways. One hundred andseventy-four square feet of wing areaprovide 335 gallons of fuel capacity. Theoil-only strut in the nose gear acts as ashock absorber, cushioning the enginefrom large loads placed onto it by theengine mounts as the airplane rolls overrocks and potholes.

The first amphibious Caravan was certi-fied in March 1986 and was officiallyrolled out two months later. In the Am-phibians, two large floats replace thelanding gear. However, each float con-tains retractable landing gear, making theairplane truly amphibious. Each float cancarry 200 pounds of gear inside water-tight bulkhead compartments. TheAmphibian also has retractable waterrudders that provide maneuverability onthe water and vertical fins on its horizon-tal stabilizer that balance the large floatsurface and provide more control.

CESSNAThe first Caravans were made-to-orderfor Federal Express, a company thatlogged a total of one million Caravanhours back in 1996. FedEx has continuedto depend on the Caravans’ reliability,flexibility, and strength to provide hun-dreds of small communities around theworld with access to overnight deliveryservice. As for the Amphibians, one ofthe earliest customers of the floatingflyers was the Royal Canadian MountedPolice. These amphibious planes gave theRCMP access to miles of rivers and lakesthroughout the provinces for both lawenforcement and rescue missions.

Flight NotesMany factors affect flight planning andaircraft operation, including aircraftweight, weather, and runway surface. Therecommended flight parameters listedbelow are intended to give approxima-tions for flights at maximum takeoff orlanding weight on a day with InternationalStandard Atmosphere (ISA) conditions.


Required Runway Length2,500 ft (765 m), with ISA conditions.

Engine Startup

The engine will be running automaticallyevery time you begin a flight. If you shutthe engine down, you can initiate anauto-startup sequence by pressingCTRL+E. If you want to do the startupprocedures manually, use the checkliston the Kneeboard.

Taxiing

Set prop and mixture should be full for-ward for taxiing. As you move down thetaxiway, use the rudder to turn the noseright and left for directional control. (Twistthe joystick; use the rudder pedals; orpress 0 and ENTER on the numerickeyboard to turn left or right, respectively.)

Takeoff

Run through the Before Takeoff checklistfound in the Kneeboard (F10). Set flaps(press F7, or click the flaps lever) be-tween 0 and 20 degrees, depending onthe runway situation.

Important


CESSNA

Note


Note

All speeds given in Flight Notes are indicatedairspeeds. If you’re using these speeds as refer-ence, be sure that you select “Display IndicatedAirspeed” in the Realism Settings dialog box.Speeds listed in the specifications table areshown as true airspeeds.

Note

The length required for both takeoff and landing isa result of a number of factors, including aircraftweight, altitude, headwind, use of flaps, andambient temperature. Lower weights and tempera-tures will result in better performance, as willhaving a headwind component. Higher altitudesand temperatures will degrade performance.


Align the aircraft with the white runwaycenterline, and advance the throttle totakeoff power (1900 torque).

Climb

Set climb speed for between 110 and120 KIAS.

Cruise

Cruise altitude would normally be deter-mined by winds, weather, and otherfactors. You might want to use thesefactors in your flight planning if you havecreated weather systems along yourroute. Optimum altitude is the altitudethat gives the best fuel economy for agiven configuration and gross weight.A complete discussion about choosingaltitudes is beyond the scope ofthis section.

Set your airspeed for 155 KIAS. Set yourpropeller for 1600–1900 RPM by press-ing CTRL+F2 or CTRL+F3.


Reduce airspeed to 75-85 KIAS withflaps fully down. Adjust flaps slowly inincrements as follows: At 175 KIAS,lower to 10 degrees. At 150 KIAS, lowerto 20 degrees. Finally, lower to 30degrees at 125 KIAS.

Landing

On final approach, plan for a landingspeed of 75-85 KIAS with full flaps. Planto land slightly tail-low.

Amphibian: Hold the control wheel aft asthe aircraft slows to taxi speed.

208B: Ease the control wheel forwardto lower the bow wheels gently tothe runway.

Upon touchdown, bring the power backto idle and lightly apply the brakes bypressing the PERIOD key.

CESSNA


EXTRA 300SThe Extra 260 prototype flew in 1987with a larger engine than the 230 and anew three-bladed prop. This modelincorporated a larger wood wing inaddition to carbon-fiber composite tailsurfaces and landing gear. PattyWagstaff won the World AerobaticChampionship flying her 260 three yearsin a row (’91, ’92, ‘93). Her Extra 260now resides in the National Air andSpace Museum in Washington, D.C.

The prototype 300 model was completedin 1988, and 300s were flown by threedifferent competitors at the WorldAerobatic Championship that year. The300-horsepower Extra was taken throughfull German and U.S. certification. TheFAA certified the 300 with an unprec-edented +/- 10 G rating—more Gs thanmost humans can withstand and remainconscious. More improvements to theUnlimited class 300 were introduced withthe single-seat 300S.

Walter Extra builds his planes to be flownby recreational as well as competitivepilots, and all of the Extras have beendesigned with that vision in mind. Withthe introduction of the 300L in 1993,Extra took a further step in that direction

History of ExtraWalter Extra is well on his way towardbeing added to the long list of legendsthat populate German design and engi-neering circles. A mechanical engineerwhose avocation was aerobatic competi-tion, he won several German NationalChampionships and competed internation-ally. After flying a modified Pitts Special inthe 1982 World Aerobatic Champion-ship, Extra decided to design his ownhigh-performance monoplane. His Extra230 was in the air the next year.

In 1984, Walter flew the 230 in theWorld Aerobatic Championship, whichfocused attention on the new design andsparked orders from other pilots: ExtraFlugzeugbau (Aircraft Construction) wasborn. Aerobatic champion Clint McHenrypurchased an Extra 230 and flew it towin the U.S. National Aerobatic Champi-onship in 1986 and 1987. Pete Ander-son won the 1990 Championship in his230. A total of 19 Extra 230s werebuilt, and a number of U.S. AerobaticTeam members flew them at WorldAerobatic Championships.


with a two-place version of the 300 thatis often equipped with full IFR panels andautopilots. To date, this is ExtraFlugzeugbau’s best-seller. And it’s still astellar aerobatic performer, even with twosouls on board.

The slightly smaller and lower-poweredExtra 200 is designed for the introduc-tory aerobatic market. It has lower initialacquisition costs and lower operatingcosts and is a perfect choice for thefixed-base operator (FBO) who wants tooffer basic aerobatic courses.

Extra Flugzeugbau entered a new marketin 1999 with the Extra 400. The model400 is a six-place, pressurized, cabin-class plane built to fill a niche betweenthe recreational and corporate light-business aircraft markets. Over 90percent of the 400 is constructedof carbon-fiber composites, giving itexceptional strength and light weight.

The Extra experience can be summedup in the following words: light weight,high thrust, and performance, perfor-mance, performance. While broadeningthe base of their product line, ExtraFlugzeugbau will remain one of the topcompetitors in the construction ofworld-class aerobatic aircraft.

EXTRA 300S





Engine Textron Lycoming AEIO-540 L1B5 300 hp

Propeller Three-bladed constant speed

Maximum Range 415 nm 478 sm 769 km


Fuel Capacity 42.3 U.S. gal 160 L

Empty Weight 1,470 lb 667.8 kg

Maximum Gross Weight 2,095 lb 950 kg


Wingspan 26.25 ft 8 m


FAA Certified Load Factor +/- 10 G

Seating 1

Useful Load 625 lb 283.5 kg

Extra 300SIf airplanes were horses, the Extra 300Swould be a champion thoroughbred. It is,in fact, designed to be a champion inUnlimited class aerobatic competitions.The 300S combines light weight, a 300-horsepower engine, and exquisite controlharmony in an aircraft that has wonseveral World Aerobatic Championships.

A derivative of the two-place model 300,the wing of the single-place 300S waslowered eight inches to provide better

EXTRA 300S


ground visibility and improve the generalappearance of the aircraft. After thisanxiously awaited model was introducedin March 1992, three of the four existingproduction aircraft were flown in theWorld Championship that July.

The Extra 300S has an incredible roll-rate: 400 degrees per second. Just asimpressive is how precisely maneuverscan be executed in the hands of anexpert pilot like Patty Wagstaff. Attendone of her airshows, and you’ll see a300S carve paths through the sky like it’son a rail. Most aircraft require the pilotto drive downhill a bit to gather enoughinertia for a loop. With the Extra 300S,just pull the stick back in level flight athigh cruise power, and it leaps throughthe vertical, headed for the oppositehorizon. This airplane is at home in a roll,loop, tail slide, hammerhead, CubanEight, or any other extreme attitude youwant to put it into.

A hint of the control sensitivity of the300S comes with the first movement ofthe stick. There is no slack or resistancein the control circuit. When you move thecontrols, the airplane follows instantly.

Long ailerons provide the aerial equiva-lent of power-assisted rack-and-pinionsteering, and fingertip control is all that’sneeded. Even at steep bank angles, thecontrols are surprisingly light. Electricallyadjustable rudder pedals customize theplane’s fit to any pilot, and the bubblecanopy provides a roomy, panoramic viewof the world whether right-side up orupside down.

As with many taildragger aircraft, visibilityover the nose of the 300S is not terrificwhen on the ground. The standardtechnique while taxiing is to perform S-turns to see where you’re going. Whenyou apply the power for the takeoff run,the tail comes up quickly, followed by therest of the plane shortly thereafter.

Most 300Ss are purchased by pilots whojust want a fast, sporty plane that theycan turn upside down on occasion. Therest go to buyers who employ them incompetition or for entertaining thecrowds at airshows. Whatever motivatesthem to buy it, owners of the Extra 300Slove this high-spirited and well-manneredstallion for its legendary performance.

EXTRA 300S


Flight NotesThe Extra 300S is a single-seat,high-performance aerobatic aircraftmanufactured in Dinkslaken, Germany.The aircraft can withstand G loadsof ±10 G, and its large ailerons delivera roll rate exceeding 400 degrees persecond. Think of it as a sports car, nota station wagon.

Remember that this airplane is ataildragger. Because it has a tailwheel,the center of gravity is behind the mainwheels. Controlling the Extra on theground can be like driving a car onicy roads.

Strong, fast, and highly maneuverable,the Extra 300S is your ticket to FlightSimulator aerobatic excitement.


Takeoff: 813 ft (248 m)

Landing: 1,798 ft (548 m)


EXTRA 300S

Note

As with all of the Flight Simulator aircraft, theV-speeds and checklists are located on theKneeboard. To access the Kneeboard while flying,press F10, or select the Aircraft menu, andthen choose Kneeboard.

Important


Note



Weight: 2,095 lb (950 kg)

Altitude: sea level

Wind: no headwind

Temperature: 15° C



Engine Startup


Taxiing

While taxiing, the power should be set ataround 1000 RPM (prop and mixture arefull forward). As you move down thetaxiway, turn the nose right and left fordirectional control by using the rudder(twist the joystick, use the rudder pedals,or press 0 [left] or ENTER [right] on thenumeric keypad).

Flaps

The 300S doesn’t have flaps.

Takeoff

Run through the Before Takeoff checklist.

With the aircraft aligned with the runwaycenterline, advance the throttle controlto full power. Keep a slight forwardpressure on the stick (use the joystickor yoke, or press the UP ARROW), andthe tail will come up fairly soon at around40 kts indicated airspeed (KIAS). Then,rotate slightly nose-up (use the joystickor yoke, or press the DOWN ARROW),and the plane will become airborne ataround 70 KIAS.

Climb

Here’s where the fun starts with the300S. After takeoff, level out and let thespeed build to around 120 KIAS, whichwill happen quite quickly. Then, check outthe performance of this amazing air-plane. You can pull up and through thevertical into an Immelmann right overthe runway.

Experiment with throttle settings. You’llfind the Extra is extremely responsive tothrottle changes; this will aid you as youlearn to maneuver this little sport plane.

EXTRA 300S


EXTRA 300SIf you’re using the Extra to cruise cross-country, reduce power after takeoff to 25inches of manifold pressure (use thejoystick throttle, press F2, or drag thethrottle control). Raise the nose, andclimb out at around 100 KIAS.

Cruise

Cruise altitude would normally be deter-mined by winds, weather, and otherfactors. You might want to use thesefactors in your flight planning if you havecreated weather systems along yourroute. Optimum altitude is the altitude thatgives the best fuel economy for a givenconfiguration and gross weight. A com-plete discussion about choosing altitudesis beyond the scope of this section.

The Extra isn’t designed for long cross-country flights, but it will get you thereat about 150 kts at typical cruise-power settings.

Try using 24 inches of manifold pressure(use the joystick throttle, press F2, ordrag the throttle control) and 2400 RPM(press CTRL+F2, or drag the propcontrol). You can fly for about two hoursunder most conditions and still have asafe fuel reserve.

Landing

Precise speed control is essential forsmooth landings in the 300S. Plan to flyyour final approach at 80 kts, keepingsome power on. If you get much slower,the Extra will start to descend rapidly. Tryto land any faster, and you’ll float downthe runway.

As you enter the traffic pattern, bring thepower back to about 15 inches of mani-fold pressure (use the joystick throttle,press F2, or drag the throttle control).

Adjust the pitch attitude of the nose tohold airspeed at 70 kts. If you get a littlelow, add an inch or two of manifoldpressure. If you think you’re too high,reduce power by an inch or two.

As you cross over the runway threshold,smoothly reduce power to idle, and holdthe nose slightly above the horizon. Letthe airplane settle gently onto the run-way. Look outside using your peripheralvision to stay lined up until you exit therunway.

Upon touchdown, bring the power back toidle, hold full back pressure on the stick(use the joystick or yoke, or press theDOWN ARROW), apply brakes (pressthe PERIOD key), and exit the runway.


LEARJET 45Lear did realize, however, that with thefinancial resources he had at hand,traditional development processes wouldnot work. They decided not to build aprototype, and the first Learjet was builtwith the production tooling—a riskymethod that could not tolerate a majordesign error. But it worked. On Septem-ber 15, 1963, only nine months afterthe move to Wichita, Learjet 001 wasrolled out. Just 10 months later, theLearjet was granted a Type Certificateby the FAA.

Learjets have always been designed withperformance in mind. Every effort wasexpended to squeeze more speed andless drag out of the airframe. It sprintedpast the competition at 0.82 Mach witha 41,000-ft service ceiling and 1,500-nm range for five to seven passengers,and did it with a smaller price tag.

After selling the company in 1967, BillLear went on to other pursuits, includingthe unfinished Learliner and Learfanaircraft projects. With over 100 inven-tions to his credit (including the eight-track stereo), he left a rich legacy andan enduring mark on aviation.

History of LearjetWhen most people think of business jets,they think Learjet. For more than threedecades and through a number of corpo-rate changes, Learjet has producedsome of the finest aircraft in the world.

William Powell Lear was a 61-year-oldmillionaire entrepreneur when he beganwork on development of the Learjet.Dissatisfied with the speed of the propel-ler-driven craft available to businesstravelers in the 1950s, he decided tobuild a corporate-class jet. He wasn’t thefirst to develop a “biz-jet,” but he mayhave been the most audacious.

The first designs were influenced by aSwiss fighter, the P16. Lear hired theSwiss design team, but soon discoveredthat the pace of life and business inSwitzerland wasn’t up to his traditionalrapid-fire way of getting things done. Hemoved the project to Wichita, Kansas,and with a new American design team,set about attempting the impossible.Pundits in the aviation business esti-mated it would take 10 years and $100million dollars to accomplish what Learwanted. He would prove them wrong.


The next milestone, with the companynow under the Gates Learjet banner, wasthe introduction of the 30 series. For theUnited States Bicentennial, the companyrepeated the 1966 round-the-world flightof a Learjet 24 with a Learjet 36. Thenew, efficient, turbofan model bested theold time by 1.5 hours and used nearly3,000 gallons less fuel. Learjet got a jetcertified to fly at 51,000 feet, an altitudethat would allow later models to takeadvantage of weather, wind, and fuelefficiency up high. The Concorde wasthe only other civil aircraft certified tosuch heights.

Today, as a division of Bombardier Aero-space, the company’s stars are theLearjet 31A, Learjet 45, and Learjet 60.They are still among the most popularaircraft in their class, and their beautiful,sleek lines are instantly recognizable.Want testimony to the enduring quality ofthe Learjet name? Point to any businessjet and ask the average person what it is.They’ll likely say, “It’s a Learjet.”

LEARJET 45


Learjet 45The Model 45 is Learjet’s first all-newaircraft since Bill Lear’s first Model 23.Although it looks like a Learjet, it has onlyhalf the parts of a Model 35, reflecting asignificant design progression. The param-eters set down for the 45 called for it tohave the performance of the Learjet 35,the handling of the Learjet 31A, andgreater cabin space than the competition.


Cruise Speed Mach 0.81 464 kts 859 kmh

Engines Allied Signal TFE731-20 3,500 lb thrust



Fuel Capacity 6,062 lb 904.8 U.S. gal 2,722 kg 3,341 L


Maximum Takeoff Weight - HGW 20,200 lb 9,163 kg




Seating Up to 9

Useful Load 2,650 lb 1,202 kg

LEARJET 45


This is Learjet’s first paperless airplane,designed entirely on a computer screen.In some cases, the computer design filesare loaded directly into production millingmachines, which allows for an exceptionaldegree of precision in manufacturing(especially important when major partsthat have to fit together are made ondifferent continents!). This reduces notonly time in construction but also the rateof rejection of parts (inherent in anymanufacturing process).

Like so many ventures today, buildingLearjets is a cooperative arrangement ofvarious entities. Learjet is responsible forsystems and final assembly in the UnitedStates; the fuselage is built by Shorts inIreland; and the wing design and con-struction is handled by de Havilland inCanada (all Bombardier subsidiaries).

Ease of operation was a key design goalwith the new Learjet. In addition to fewerparts, the craft has a built-in mainte-nance tracking system. A technician canplug a laptop computer into a panel anddownload a fault list from all of theavionics, engines, and other systems.

The 45’s glass cockpit makes for simpli-fied in-flight system management. ThePrimus 1000 integrated avionics systemand engine instrument/crew advisorysystem (EICAS) has a page for monitoringevery major system as well as for display-ing primary flight instruments.

Power management usually creates ahigh workload when flying jets, thusrequiring new power settings withchanges in weight and ambient condi-tions. The Learjet 45 takes much of thepower management off the pilots’ handsby computing it for them. For takeoff, forexample, advance the thrust levers threeclicks to the takeoff position, feet off thebrakes, and you’re out of here. Duringthe climb, ease the levers back a notchto the max continuous thrust (MCT)position, and let the digital electronicengine computer (DEEC) worry aboutthe rest.

At 45,000 feet and a weight of 17,000pounds, the high-speed cruise number is445 KIAS with a fuel flow of about 1,062pounds per hour (pph). Back the powerdown to a long-range cruise setting, andthe speed decreases to 408 kts, while

LEARJET 45


fuel burn slows to 987 pph. The 45 hasa maximum IFR range of about 1,800nm. With a maximum operating altitudeof 51,000 feet, the 45 easily reachesand cruises at 45,000 feet, unlike somelighter jets that are certified to 45,000feet, but are rarely used at that altitude.

Learjet has shown once again its ability toadapt to the market and produce whatthe customer wants. In the Model 45,they have crafted a machine that gets thecustomer there on time and in comfortwhile keeping the pilots and the corporateflight office happy.

Flight NotesThe Learjet 45 is one of aviation’s bestanswers to the needs of business trans-portation. Capable of airliner speeds andhigh-altitude flight, this airplane will getyou there fast and in comfort.

After transitioning in Flight Simulatorfrom the complex single-engine airplanesto the King Air, the Learjet makes alogical next step before moving up tothe 737, 777, and 747.

Note


LEARJET 45

Important


Note





Landing: 3,200 ft (975 m), flaps 20


Weight: 20,000 lb (9,072 kg)

Altitude: sea level

Wind: no headwind

Temperature: 15° C


Engine Startup

The engines are running by default whenyou begin a flight. If you shut the enginesdown, it is possible to initiate an auto-startup sequence by pressing CTRL+E onyour keyboard. If you want to do thestartup procedures manually, follow thechecklist procedures on the Kneeboard.

Taxiing

To taxi the Learjet, use just enoughpower to get it rolling, and then bring thethrust levers back to idle. Idle thrust willwork fine for keeping you moving.

Takeoff

All of the following occurs quite rapidly.Read through the procedure severaltimes before attempting it in the plane soyou know what to expect.

Run through the Before Takeoff checklist,and set flaps to 8 or 20 as desired(press F7, or drag the flaps lever). Withthe aircraft aligned with the runwaycenterline, advance the throttles (pressF3, or drag the levers) to approximately40 percent N1. This allows the enginesto spool up to a point where uniformacceleration to takeoff thrust will occuron both engines. The exact amount ofinitial setting is not as important assetting symmetrical thrust.

After the engines are stabilized, advancethe thrust levers to takeoff thrust—generally 93 to 96 percent N1 (less withhigh outside air temperatures).

LEARJET 45


LEARJET 45Directional control is maintained by useof the rudder pedals (twist the joystick,use the rudder pedals, or press 0 [left]or ENTER [right] on the numeric keypad).

At V1, approximately 136 kts indicatedairspeed (KIAS), is decision speed.Above this speed, it may not bepossible to stop the aircraft onthe runway in case of a rejectedtakeoff (RTO).

At Vr, approximately 143 KIAS,smoothly pull the stick back (use thejoystick or yoke, or press the DOWNARROW) to raise the nose to 10degrees above the horizon. Holdthis pitch attitude and be carefulnot to over-rotate.

At V2, approximately 146 KIAS, theaircraft has reached its takeoff safetyspeed. This is the minimum safe flyingspeed should an engine fail. Hold thisspeed until you get a positive rateof climb.

As soon as the aircraft is showing apositive rate of climb (both vertical speedand altitude are increasing), retract thelanding gear (press G on the keyboard, ordrag the landing gear lever). The aircraftwill quickly accelerate to the flap-retrac-

tion speed. This number is V2+ 30, orabout 176 kts. Retract the flaps (pressF6, or drag the flaps lever).

Climb

After retracting the gear and flaps, youdon’t need to reduce power unless youlevel off below 10,000 ft (3,048 m) andyou need to remain below FAA speedlimits. To remain level at 200 KIAS at2,000 ft (610 m), for example, pull thepower back to 53 to 55 percent N1.A power setting of 60 to 63 percentwill get you 250 KIAS while level atthis altitude.

If you continue your climb above 10,000ft, leave the power up as long as itremains below the “max continuoustemperature” on the interstage turbinetemperature gauge (ITT). You should beclimbing at 1,800 to 2,000 feet perminute. Learjet drivers run their enginesat maximum a good deal of the time.

Increase the pitch attitude to maintain250 kts until reaching 0.7 Mach. Then,maintain 0.7 Mach for the rest of theclimb. The changeover from indicatedairspeed to Mach number typically occursas you climb to altitudes in the high 20sor low 30s.)


You’ll have to increase power as youclimb to maintain the profile just de-scribed. Like piston engines, turbinepowerplants slowly lose power as theair gets thinner.

Cruise


The Learjet is designed to fly high. Youcan cruise as high as FL450 (the air-plane is certified to 51,000 ft), but theonly payoffs for burning the fuel it takesto get there would be getting above aweather system or taking advantage ofespecially favorable winds.

Let’s say you’ve filed a flight plan forFL350. When you approach your cruisingaltitude, begin leveling off at about 50 ft(15 m) below your target altitude.

You’ll find it’s much easier to operate theLearjet in cruise if you use the autopilot.The autopilot can hold the altitude,speed, heading, or navaid course youspecify. For more information aboutusing the autopilot, see Using theAutopilot in Help.

Normal cruise speed is 0.77 Mach. Setpower at around 90 percent N1. If you’reshowing indicated airspeed on the air-speed gauge, the needle will settle downat about 280 KIAS.

Remember that your true airspeed isactually much higher in the thin, cold air.At FL370, you can count on a speed overthe ground of about 429 kts (794 km/h,or 494 mph).

In cruise, the Learjet 45 gives its bestmaximum-weight speed performance at33,000 ft (10,058 m), where it zipsalong at 444 KIAS, burning around1,715 pounds of fuel per hour.

Descent

A good descent profile includes knowingwhen to start down from cruise altitudeand planning ahead for the approach.Normal descent is done with idle thrustand clean configuration (no speedbrakes). A good rule for determining

LEARJET 45


when to start your descent is the 3-to-1rule (three miles distance per thousandfeet in altitude.) Take your altitude infeet, drop the last three zeros, andmultiply by 3.


35,000 minus the last three zeros is 35.35 x 3=105

This means you should begin your de-scent 105 nautical miles from yourdestination, maintaining a speed of 250KIAS and a descent rate of 1,500 to2,000 ft per minute, with thrust set atflight idle to 53 percent N1. Add twoextra miles for every 10 kts of tailwind,if applicable.

To descend, disengage the autopilot if youturned it on during cruise (or use theautopilot hold features and let it fly foryou). Reduce power to idle, and lower thenose slightly. Remember not to exceedthe regulation speed limit of 250 KIASbelow 10,000 ft (3,048 m). You mayhave to adjust power to maintain yourspeed and rate of descent. Continue thisprofile down to the beginning of theapproach phase of flight.

Deviations from the above can result inarriving too high at the destination (requir-ing circling to descend) or arriving too lowand far out (requiring expenditure of extratime and fuel). Plan to have an initialapproach fix regardless of whether or notyou’re flying an instrument approach.

Approach

A good target speed as you enter thedownwind for VFR flight or at your initialapproach fix for IFR flight is 200 KIAS. Asyou begin the approach but before youturn toward the runway, bring the powerback, and hold altitude to reduce speed.Extend 8 degrees of flaps. Let the air-plane stabilize at 180 kts.

During the first turn toward the runway(either on the base leg or when turninginbound on an ILS), extend 20 degreesof flaps.

Landing

When you’re approaching the normaldescent point on a visual approach, orone dot below the glideslope approachingthe final approach fix on an ILS approach,extend the landing gear.

LEARJET 45


Smoothly increase power to maintain140 kts, your final approach speed. Asyou intercept the glideslope, set 40degrees of flaps. This configurationshould hold airspeed at 140 kts with agood descent angle toward the runway.

Hold 140 kts all the way down on finalapproach. Use small power adjustmentsto stay on the glidepath. Look for adescent rate of about 700 FPM.

At about 50 ft above the runway andpast the runway threshold, bring thethrust levers to idle. Hold the pitchattitude you’ve used during final

approach. Don’t try to raise or lower thenose. When you touch down, deploy thespoilers (press the SLASH [ / ]), and addreverse thrust (press F2, or drag thethrust levers into the reverse position),and apply brakes.

Make sure you come out of reversethrust (press F1, or drag the thrustlevers), and lower the spoilers as air-speed drops below 60 kts. Exit therunway, and taxi to parking.

LEARJET 45


MOONEY BRAVO

History of MooneyLike many young men with a passionateinterest in aviation in its early days, AlMooney was something of a gypsy. Heworked for a number of aircraft compa-nies before starting his own at the age of23. And like many young aviation compa-nies, his did not survive the 1929 stockmarket crash. Mooney later got backingto develop the Culver Cadet, a small,sporty design also modified for use as adrone during World War II. After the war,he was once again leading a companywith his name on it. Mooney AircraftCorporation’s first product was a tinysingle-place (one seat) plane called theMooney Mite (M18).

However, the company was haunted bycash and management problems fordecades. Al Mooney left in 1953, andsuccessive owners and managers neverseemed to find the right formula tocreate sustained success. Althoughthere were some winners, great faithwas placed in models that would nevermake money, such as the Mooney

Mustang and an association withMitsubishi’s MU-2 turbine twin. Mergers,buyouts, and bankruptcies dogged themanufacturer until its purchase byRepublic Steel in 1973.

It’s hard to overstate the impact thatRepublic’s acquisition had on bothcompany stability and the Mooney air-craft. In addition to catching an upswingin general aviation sales, Republic staffedMooney with the right people for the righttime. Roy Lopresti, in particular, guidedengineering in a relentless quest forspeed and quality.

Flush-mounted access panels, newlanding gear doors, a more efficientpropeller, and aerodynamic seals wereonly a few of the improvements. By thetime Lopresti’s team had finished rede-signing the Mooney 201, it was 22 mphfaster than its predecessor. The cleanerdesign also gave the planes more range,faster climb, and better glide capabilities.In 1977, the 201 was named “Airplaneof the Year” by Air Progress magazine.


What they didn’t change was theMooney’s sex appeal. Al Mooney hadfelt that the variable-incidence tailplanewith its forward-swept vertical stabilizer(the backwards tail, as some wags call it)was more efficient in a stall, althoughother designers might disagree. Be thatas it may, the Mooney’s tail and cleanlines are what make them instantlyrecognizable, and the basic designhas remained constant.

Mooney has flirted unsuccessfully withpressurized single-engine and turbinesingle-engine designs. There was evensome success pairing a Mooney with a

MOONEY BRAVOmodified Porsche auto engine. The Eagle,Ovation, and Bravo single-engine models,however, continue to bring the companyboth accolades and a solid bottom line.Mooney has proven itself capable ofquality and success in recent years. Withmore than a third of its revenue basecoming from aerospace contracting, anda reputation for designing and buildingexcellent planes, you can expect thiscompany to continue to be a major playerin the civil aircraft market.


Mooney Bravo (ProfessionalEdition Only)Mooneys are built to go fast. A focus onspeed seems natural for a company thatat one time offered a plane powered by aPorsche engine. Although the partnershipwith the Germans didn’t last, Mooney’scommitment to speed certainly has. Inkeeping with this idea, Mooney hasexperimented with a number of “bigengine” models. The Bravo is Mooney’sfastest; with 270 hp all the way to

MOONEY BRAVO




Engine Textron Lycoming TIO-540-AF1B 270 hp

Propeller McCauley three-bladed constant speed




Empty Weight 2,268 lb 1,029 kg



Wingspan 36 ft 11 m


Seating Up to 4

Useful Load 1,100 lb 500 kg


25,000 ft, the Bravo can attain speedsup to 220 KTAS, making itthe fastest single-engine airplanecurrently produced.

In 1989, the M-20M TLS (TurbochargedLycoming Sabre) was introduced. Itmarried the fuselage of the Porsche-powered Mooney PFM to a turbochargedand intercooled Textron Lycoming TIO-540-AF1A six-cylinder engine. Capable ofproducing 350 horsepower (hp), Mooneylimited the M-20M to 270 hp to providea quieter cabin and longer time betweenengine overhauls. It also had a three-bladed prop, which added ground clear-ance. (Besides, pilots find three-bladedprops sexy).

Electronically operated Precise Flightspeed brakes became standard equip-ment on the TLS. With its high cruisespeeds and high-altitude performance,the speed brakes were a welcomeaddition. Coming down from altitude, thepilot can leave the power at highersettings to avoid shock-cooling the engineand use the speed brakes to stay at thedesired airspeed. Electric rudder trimwas also added to compensate for thehigh torque forces with the big engine.

Only minor engineering changes wereincorporated into the plane from 1989 to1996—testament to a solid initial design.

In mid-1996, Mooney introduced a newversion of the TLS. The most significantchange in this model was an engineupgrade. Engineers decided that addi-tional cooling lubrication was needed,so the airplane was fitted with theLycoming TIO-540-AF1B. The engine’s“B” designation gave the new Mooneyits name: Bravo.

Although turbocharging an engine addscost and complexity, it gives the airplanemore flexibility as a vehicle. You can gethigher and go faster when the turbo-charger is feeding the engine denser airthan it would normally find at higheraltitudes. And this is what the Bravo isall about; the ability to get above the bulkof the nasty weather and still achieve220-knot cruise speeds. At low to me-dium altitudes, the only thing that willoutrun the Bravo is Mooney’s own Ova-tion. Above 10,000 feet, the Bravo willoutrun virtually any new production pistonsingle or twin, even challenging suchaccepted twin-engine speed demonsas the out-of-production Baron 58P andAerostar 601P.

MOONEY BRAVO


That’s what defines this aircraft’s appeal:it’s about getting there fast. And in thatdepartment, the Bravo stands alone.

Flight NotesThe Bravo is the newest of Mooney’s big-engine aircraft. The Bravo is built forspeed and looks like it’s going fast evenwhen it’s standing still. After transitioningto complex aircraft in the 182 RG, thefour-place, single-engine Bravo will chal-lenge you with more power, speed, andaltitude capability.


Takeoff: 2,000 ft (610 m), flaps 10

Landing: 2,500 ft (762 m), flaps full


Weight: 3,200 lb (975 kg)

Altitude: sea level

Wind: no headwind

Temperature: 15° C



MOONEY BRAVO

Note


Important



Note


MOONEY BRAVOEngine Startup


Taxiing

While taxiing, the power should be set ataround 1000 RPM (prop and mixture arefull forward.) As you move down thetaxiway, turn the nose right and left fordirectional control by using the rudder(twist the joystick, use the rudder pedals,or press 0 [left] or ENTER [right] on thenumeric keypad).

Takeoff

Run through the Before Takeoff checklist,and set flaps to 10 degrees (press F7,or click the flaps lever on the panel).

Cowl flaps should be OPEN for takeoffand climb (click the Cowl Flaps switch).

With the aircraft aligned with the runwaycenterline, advance the throttle control tofull power and monitor the manifoldpressure during the initial stage of the

takeoff roll (it should remain at or below38 inches of mercury). Fuel pressureshould read a minimum of 24 PSI.

At around 60 kts indicated airspeed(KIAS), smoothly pull the stick back (usingthe joystick or yoke, or press the DOWNARROW) to raise the nose to 10degrees above the horizon. Climbout at 85 KIAS.

As soon as you have a positive rate ofclimb on liftoff (both vertical speed andaltitude are increasing), retract thelanding gear (press G on the keyboard, orclick the landing gear lever on the panel).Then, raise the flaps (press F6, or dragthe flaps lever). Accelerate to 105 KIAS.


Climb

For the climb to cruise altitude, therecommended parameters are 2400RPM (press CTRL+F2, or drag the propcontrol) and 34 inches manifold pressure(press F2, or drag the throttle control).The cowl flaps should remain open. Yourclimb speed should be around 120 KIAS.

For best fuel efficiency, adjust the mixture(press CTRL+SHIFT+F2, or drag themixture control) until the turbine inlettemperature (TIT) gauge reads peak valuefor the chosen power setting. Changes inaltitude or power may require adjust-ments of TIT. Operation at a TIT in excessof 1,750° F (954° C) is prohibited.

If fluctuations appear on the fuel pres-sure gauge during prolonged climbs orwhen you reduce power upon reachingcruise altitude, turn the fuel boost pumpon (click the Fuel Boost switch) until thefluctuations cease.

Cruise

Cruise altitude would normally be deter-mined by winds, weather, and otherfactors. You might want to use thesefactors in your flight planning if you havecreated weather systems along your

route. Optimum altitude is the altitude thatgives the best fuel economy for a givenconfiguration and gross weight. A com-plete discussion about choosing altitudesis beyond the scope of this section.

Best power settings will result in bothhigh cruise speeds and high fuel flow.

Set the propeller RPM at 2400 and themanifold pressure at 34 inches. Set themixture at peak TIT. Lower power settingswill result in better fuel flow and range.

For best fuel efficiency, adjust the mixture(press CTRL+SHIFT+F2, or drag themixture control) until TIT reads peak valuefor the chosen power setting. Changes inaltitude or power may require adjust-ments of TIT. Operation at a TIT in excessof 1,750° F is prohibited.

At altitudes above 22,000 ft (6,706 m)and at manifold pressures above 32inches, only best power (1,650 degreesTIT) or richer mixture is permitted.

Cowl flaps should be CLOSED for cruiseand descent (click the Cowl Flaps lever).

MOONEY BRAVO


Descent

Avoid extended descents at manifoldpressure settings below 15 inches, asthe engine may cool excessively.

Using a descent from 18,000 ft (5,486m) as an example, set the propeller at2000 RPM and the manifold pressure asrequired to maintain a rate of descent of500 to 750 feet per minute (fpm). Atypical descent is done at around 150KIAS. Keep the engine leaned to peak TITduring your descent.

In the example above, the descent wouldtake approximately 24 minutes to reachsea level and cover nearly 69 miles (111km). If necessary, you can leave thepower up and deploy the speed brakesto increase your rate of descent.

Approach

Below 110 KIAS, you can begin extendingthe flaps. The flaps are good at reducingairspeed. They will cause a slightly nose-down pitch attitude when deployed.Extending the landing gear can alsoreduce speed (140 KIAS or below).

Plan to slow to around 110 KIAS enter-ing the downwind or at your initial ap-proach fix on an instrument approach.

Landing

Final approach with full flaps deployedshould be flown at around 75 KIAS. Thepropeller and mixture controls should befull forward. On final approach, verify thatthe landing gear is down.

Select a point past the runway threshold,and aim for it. Adjust your pitch so thatthe point remains stationary in your viewout the windscreen. Leave the power atyour final approach setting, and fly theairplane down to the runway. Reducepower to idle just before flaring andtouch down.

Upon touchdown, bring the power backto idle, apply the brakes (press thePERIOD key), and exit the runway.Retract the wing flaps (press F6).

MOONEY BRAVO


SCHWEIZER 2-32

History of SchweizerThe love of soaring: that’s the motivationthat kept the Schweizer brothers buildingsailplanes through many years of less-than-soaring sales volume. Althoughthe company’s success was largely frommanufacturing other products, theymaintained a tradition of building someof the world’s best sailplanes, evenwhen it didn’t always make the bestbusiness sense.

As teenaged boys, Ernest, Paul, andWilliam assembled their first glider athome in a barn in 1930. The model 1-1was launched by manpower (unlikemodern gliders, which are towed aloft bypowered aircraft, winches, or automo-biles), and flown successfully by allmembers of the local soaring club. It wasan auspicious beginning.

It wasn’t long before the brothers formedthe Schweizer Aircraft Company (SAC).Though they became widely respected fortheir designs and manufacturing acumen,it would be many years before a substan-tial enough market emerged to supportlarge-scale production of sailplanes forprivate individuals. However, even during

the lean years, soaring records wereset and soaring events were won bypilots flying Schweizer sailplanes.Schweizer aircraft soon became thestandard by which sailplane performancewas measured.

With the advent of World War II, nearlyevery company having anything to dowith aviation got into defense work. TheSchweizer Aircraft Company built partsfor many famous aircraft, including theP-40 and P-47 fighters and the C-46transport, and they built gliders forthe Army Air Corps to use in pilottraining programs.

After the war, there were thousands ofsurplus gliders to be had cheaply, whichdampened the commercial sailplanemarket. SAC, based in Elmira, New York,won a lucrative contract to build thewelded fuselage for a neighboringcompany’s new machine: the Bell 47helicopter. SAC eventually built more than1,000 Bell 47 bodies. The companycontinued to be called upon by the gov-ernment and other aircraft manufactur-ers as an important subcontractor ofdefense and civilian aircraft projects.


The first truly successful Schweizer glider(in terms of numbers built) was the SGS1-26. It could be factory assembled orpurchased as a kit for assembly by theowner. Over a 25-year production run,700 of these planes were built. In 1962,SAC introduced the classic SGS 2-32,still considered to be one of the finestsailplanes ever designed.

For nearly 40 years, the company builtthe Ag Cat, a radial-engine biplane usedfor spraying crops. They also went intothe helicopter business, and today build

SCHWEIZER 2-32three models in that line: the 300C,300CB, and the 330SP. Still an activedefense contractor, their products includethe Schweizer SA 2-37A and RU-38surveillance planes.

Sons of the three Schweizer brothersnow run the company. With the passingof the company’s command to the nextgeneration, Schweizer Aircraft Corpora-tion is one of the few remaining family-owned aircraft manufacturers in theUnited States.


Schweizer SGS 2-32Through the late 1960s and much of the1970s, one aircraft stood apart as theworld’s highest performance multiseatsailplane: the Schweizer SGS 2-32. Manyworld soaring records were set in 2-32sin both men’s and women’s categories,including a distance run of 505 miles.

In the early 1960s, it was apparent thatEuropean manufacturers were beginningto cut into SAC’s position as the premierbuilder of high-performance sailplanes.

SCHWEIZER 2-32



Engine none

Glide Ratio 36 to 1

Empty Weight 850 lb 386 kg


Wingspan 57 ft 18.7 m

Wing Area 180 sq ft 19.37 m2

Aspect Ratio 18.05

Maximum L/D (Calculated) ~57 kts ~66 mph ~106 kmh

Minimum Sink (Calculated) ~47 kts ~54 mph ~87 kmh

Seating Up to 2

Useful Load 580 lb 264 kg


The European companies could buildquality aircraft at 50 percent of the laborcosts of the U.S. manufacturer anddeliver them to U.S. shores at a pricethat Schweizer couldn’t match. In orderto compete, Schweizer had to produce asuperior aircraft.

In 1962, SAC began development of the2-32. This aircraft took twice as manyhours to design, tool, and build as previ-ous Schweizer sailplanes. Initially pricedat $8,000, the production and develop-ment costs of the meticulously designedaircraft eventually pushed the price tagup considerably.

The 2-32’s 57-foot wingspan provided aglide ratio of 36 to 1, which meant thatat an altitude of 1 mile, the plane couldglide a distance of 36 miles. The interiorwas luxurious and comfortable for asailplane. It had dual flight controls, andthough technically a two-seater, it couldactually carry two people in the rear inaddition to a pilot in the front. A largebubble canopy provided excellent visibility.

The highly efficient wing and aerodynami-cally clean fuselage of the 2-32 made it acandidate for an early attempt at nonstopflight around the world. Although that

record was not set for many years (in1986 by the Burt Rutan-designed Voy-ager), a modified 2-32, sporting a smallengine, did set a nonstop distance recordof 8,974 miles (14,442 km) in 1969.

When the 1,000th Schweizer sailplane (a2-32) was built, SAC held 57 percent ofthe sailplane business in the UnitedStates. But this was not to last. The all-metal SAC planes last indefinitely, and bythe mid 1970s, they had nearly satu-rated the market. Sleek new Europeanfiberglass sailplanes had lower prices andcarried a certain cachet that domesticsailplanes did not. SAC eventually ceasedproduction of their sailplane line.

When manufacture of the model ended in1976, a total of only 87 had been deliv-ered. Nevertheless, the 2-32 had alreadyearned a permanent place in soaringhistory, and remarkably, a 2-32 in goodcondition today can fetch as much as$50,000. The model is still a popularchoice for commercial soaring rides, andif you go to a local soaring center to takea ride, you may find yourself in aSchweizer 2-32.

SCHWEIZER 2-32


Flight NotesThe Schweizer 2-32 is an all-metalaerobatic sailplane. Though its shortproduction run ended in the mid-seven-ties, it’s still a popular airplane for usein instruction and for scenic rides.

Soaring is a good test of your pilotingskills. Your ability to control your air-speed, find rising air, and plan yourdescent and landing is key to a goodflight in this plane.


Takeoff: Use the Slew feature

Landing: 1,000 ft (305 m)

The length required for landing is a resultof a number of factors, such as aircraftweight, ambient temperature, and alti-tude. The figures here assume:

Weight: maximum gross weight

Altitude: sea level

Wind: no headwind

Temperature: 15° C


Lower altitudes, weights, and tempera-tures will result in better performance,as would a headwind component.

Note


SCHWEIZER 2-32

Important


Engine Startup

The Schweizer 2-32 is a sailplane andhas no engine, so it descends unless youfly into an area of rising air. By finding airthat is rising as fast as (or faster than)the sailplane is descending, you canmaintain (or gain) altitude. Finding risingair is challenging, and the duration ofyour flights depends on your skill.

Flight Simulator has three good soaringareas. You’ll find ridge lift in the Munich,San Francisco, and Seattle sceneryareas, where air is forced upward near


mountains. You’ll also find thermals—warm, rising air—near the San Franciscocoast and near Lake Chelan on the oppo-site side of the Cascade Mountains (eastside) from Seattle. Choose from severalsoaring flights designed for thesailplane in the Select Flight dialogbox (choose Select Flight on theFlights menu).

Taxiing

There is no taxiing in the 2-32.

Flaps

The 2-32 does not have wing flaps.

Takeoff

Use the Slew feature to raise the aircraftto altitude. Press Y to activate slewing,and press F4 to gain altitude. When youreach 3,000 to 4,000 ft, press Y todeactivate slewing. The aircraft will pitchdown to gain flying speed. Use thespoilers (press the SLASH [ / ] key, ordrag the spoiler lever) to control speedwhile recovering to soaring flight.

Alternatively, you can set your altitudeand airspeed in the Map View dialog box.On the World menu, select Map View.

Then, enter the altitude and airspeed inthe appropriate boxes. Because youentered an airspeed, the aircraft won’tpitch down when you turn off Slew modeand you won’t need to use the spoilers.

Lower the spoilers once you level off(press the SLASH [ / ] key, or dragthe spoiler lever). Keep in mind thatthe Schweizer is sensitive to pitch, souse a light touch on the stick.

Climb

Climbing in the 2-32 requires that you flyin an area of rising air. You must fly thesailplane near a ridge or in an areawhere the ground surface, heated by thesun, creates thermals. This can be oneof the most enjoyable aspects of flyingthe sailplane—learning how to takeadvantage of currents of air to remainaloft or to climb. Pay attention to yourvariometer and altimeter when searchingfor areas of rising air.

When soaring in rising air, if you’re tryingto go for distance, fly at maximum L/D,which is approximately 66 mph indicatedairspeed (IAS). The Schweizer airspeed

SCHWEIZER 2-32


indicator reads in miles per hour). Ifyou’re trying to stay in the lift and justincrease altitude, fly at minimum sink,which is approximately 54 mph.

If you lose the lift, you’ll want to increaseyour speed by lowering the nose and thenfinding rising air again. The amount ofincrease in airspeed should be about halfof your headwind component. If you havea 10-kt headwind, for example, increaseyour speed by 6 mph.

One of the most challenging sources oflift for the sailplane pilot is a “thermal”—arising current of warm air that is createdin an area where the sun’s rays generatemore heat than in surrounding areas.

For example, desert areas or brownfields generate more heat than forestsand green fields. These heated areasrelease heat into the atmosphere andcreate columns of rising air. Thesecolumns—thermals—can rise for thou-sands of feet and produce cumulusclouds if there is sufficient moisturein the air.

SCHWEIZER 2-32Cruise

Cruise is aided by finding areas of risingair. Without an engine, rising air is theonly thing that will keep you fromheading earthward.

When you can’t find rising air, you haveto keep in mind the glide ratio of theaircraft. The numbers to remember forthe Schweizer are “34 to 1.” For everyone mile (1,609 m) of altitude, thesailplane can travel 34 miles (54.7 km)in distance.

That’s if you have ideal conditions.

You need to include a safety margin forunfavorable winds and other factors; real-world soaring pilots use a safety marginof one-half or two-thirds of the aircraft’sactual performance capability.

With that in mind, use “20 to 1” as agood measure for safety. If you slew the2-32 up to one mile in altitude, you canglide about 20 miles of distance to soarbefore gravity returns you to terra firma.


SCHWEIZER 2-32Descent

You only get one shot at landing in asailplane (except in Flight Simulator,where you can use the Slew feature togain altitude). Therefore, you must planyour descent so that you arrive over theairport at pattern altitude. It will takesome experimentation to learn how farfrom the airport you can fly and still makea safe landing.

Try using the formula discussed in the“Cruise” section. Use the Slew feature togain one mile in altitude, and then slew20 miles away from the airport (you canuse the Global Positioning System [GPS]to be precise). See how well you do atgetting back to the airport without havingto slew again. You want to arrive back atthe airport at around 1,000 ft (304.8 m)above the airport elevation.

Approach

If you arrive in the airport vicinity withexcess altitude, you can use the spoilersto increase your rate of descent (pressthe SLASH [ / ] key, or drag the spoilerhandle). Fly a normal pattern at around65 to 70 mph.

Landing

Remember that if you carry excess speedon final, the sailplane will want to keepflying longer than you want it to. If neces-sary, deploy the spoilers on final to allowyou to slow the aircraft and increase yourrate of descent.

As you cross the runway threshold, raisethe nose slightly to slow to around 50mph for landing. If you haven’t alreadydeployed the spoilers, do so just beforetouchdown. That will spoil any lift thatthreatens to keep the sailplane off theground. Hold a level attitude close to theground, and let the sailplane settle to asmooth, level touchdown. Do not flare, oryou will jam the tailwheel onto theground, resulting in a rough landing.

Once on the ground, use the rudder fordirectional control as you roll out (twistthe joystick, press the right or left rudderpedal, or press 0 [left] or ENTER [right]on the numeric keypad).


SOPWITH F.1 CAMEL

History of SopwithBorn to privilege, Thomas OctaveMurdoch Sopwith could have spent hislife playing polo and sailing his 166-tonschooner Neva—interests that precededhis passion for aviation. But his intelli-gence, energy, and curiosity combinedwell with his engineering education tosteer him into pursuits that matched abounding ambition. In 1910, Sopwithearned British Pilot Certificate no. 31,and before the year was out, he wascompeting for and setting British aviationrecords. Shortly after the New Year, helanded a Howard Wright biplane on thegrounds of Windsor Castle at the invita-tion of King George V.

Within two years of earning his pilotcertificate, Sopwith was designing hisown aircraft and ascending rapidly in theranks of British aviation. In early 1914,the First Lord of the Admiralty, WinstonChurchill, took his first ride in a Sopwithairplane. By then, Sopwith aircraft werealready entering into the service of theRoyal Flying Corps, which was fortunate:on August 14 of that year, Britain de-clared war on Germany.

Among the thousands of airplanes builtby Sopwith Aviation Company, Ltd. duringWorld War I were such models as theTabloid, the Strutter, and the Schneiderand Baby floatplanes. More famous werethe Pup, the Sopwith Triplane, and themost successful fighter of the war, theSopwith F.1 Camel.

The rugged design and construction ofthe planes was frequently demonstratedin combat. One pilot had his Strutter setablaze by anti-aircraft fire. He was able toput the flames out by ripping strips ofburning fabric off the plane. He was thenattacked by enemy planes, and a severedfuel line forced a landing. The plane wasup and flying again the next morning.

After the war, military order cancellationsled to the dissolution of the SopwithAviation Company. Tom Sopwith becamechairman of Hawker Engineering, whichabsorbed the Sopwith patents. Followinga 1935 merger with Siddeley Armstrong,the company became known as HawkerSiddeley Aircraft Company.


With war clouds gathering once again,Hawker Siddeley joined in the defense ofthe realm during the Second World Warwith the Hawker Hurricane (which can beflown in Microsoft™ Combat Flight Simula-tor), the Typhoon, and the Tempest. From1939 to 1941, the Hurricane wasBritain’s front-line fighter. Though theSupermarine Spitfire won more acclaimin the history books, the Hurricane shotdown more enemy planes in the Battle ofBritain. More than 14,000 were built.

In 1953, Tom Sopwith became SirThomas Sopwith, in recognition of hiscontributions to aviation. In more recentyears, Hawker has produced business,military, and transport aircraft. They

developed the widely respected Hawker125 business jet, which today is ownedand built by Raytheon Aircraft. Amongthe most famous Hawkers is theAV8-B Harrier “jump jet,” the world’sfirst vertical takeoff and landingattack aircraft.

In 1977, Hawker Siddeley merged withthe British Aircraft Corporation to formBritish Aerospace (BAE). Employing over43,000 people, BAE is one of the largestaerospace and defense contractors inEurope and is part of the combined effortto develop the future Eurofighter aircraft.

SOPWITH F.1 CAMEL


Sopwith 2F.1 CamelIn July 1917, the Sopwith Camel enteredthe fray of World War I aerial combat.Developed by the British as a replace-ment for the Sopwith Pup, the Camelwas an extremely agile and maneuverableairplane. With its two Vickers machineguns, it outgunned the Pup and provideda measure of insurance against losing afight due to a jammed gun. The humpedfairing that covered the machine guns

SOPWITH F.1 CAMEL



Engine (two options) 110 hp Le Rhone | 130 hp Clerget 9b rotary

Maximum Range 300 m 483 km

Service Ceiling 19,000 ft 5,790.9 m

Empty Weight 956 lb 433 kg

Gross Weight 1,523 lb 690 kg




Seating 1


gave the Camel its name. In less thantwo years’ service, the Camel finishedthe war with 1,294 victories on itstally sheet.

The Camel was the deadliest Alliedairplane of World War I for enemy andAllied pilots alike. Four hundred andthirteen Allied pilots suffered combat-related deaths, and 385 died from non-combat-related causes in the Camel.Aces loved it, but it was not a plane forbeginners. British Major W. G. Mooreexplained that “being totally unstable in alldirections and very sensitive fore and aft,and much influenced by engine torque, [it]was a deathtrap for the inexperiencedpilot. A skilled pilot could not wish for abetter mount.”

What made the Camel tricky to handle isthat much of its mass was concentratedin the front seven feet of the airplane.Although the Camel had incredible turnperformance, the airplane’s forwardcenter of gravity and the high torqueforces from its big rotary engine meantthat the plane could easily outmaneuverits unwary pilot. Sudden forward stickmovements (which pitch the aircraft’snose down) could actually catapult the

pilot out of his seat if he wasn’t strappedin. The plane was also prone to deadlyspins, which were little understood at thetime (proper Camel spin-recovery tech-niques not yet having been developed).

Though capable of flying higher, theCamel was most effective at around12,000 ft (3,658 m), where its maneu-verability gave it an advantage overGerman fighters. In his open cockpit atthose altitudes, the pilot was exposed tobitter cold. A pilot remembered, “I flew ina wool-lined leather coat, a red knittedscarf—important to keep out thedraught—mask, goggles and mittens,plus long sheepskin thigh boots.”

The names of a number of World War Iaces are inseparably linked to the Camel.Tradition holds that Canadian SopwithCamel ace Roy Brown shot down thedreaded German flyer, Manfred vonRichtofen (the Red Baron), although it isnow generally agreed that von Richtofenwas downed by ground fire. CanadianDonald MacLaren scored 54 victories inthe Camel. And, when famed cartoonistCharles Schulz chose to send his heroSnoopy up against the Red Baron,Snoopy’s steed of choice was, of course,the Sopwith Camel.

SOPWITH F.1 CAMEL


Flight NotesThe Sopwith Camel was the deadliestfighter of World War I. A single-enginebiplane made largely of wood and fabric,it could be tricky for the uninitiated to fly,but was a favorite for veteran pilots.

Highly maneuverable, the Camel is agreat plane for aerobatic flying. Test yourskills at mock air-combat maneuvering.


The Camel is capable of taking off andlanding on any runway in Flight Simulator.

Engine Startup

The engine is running by default when youbegin a flight. If you shut the enginedown, you can initiate an auto-startupsequence by pressing CTRL+E.

Taxiing

Taxiing in the Camel requires you to makeS-turns in order to see where you’regoing. As you move down the taxiway,turn the nose right and left to see aheadof you while taxiing by using the rudder(twist the joystick, use the rudder pedals,or press 0 [left] or ENTER [right] on thenumeric keypad).

Note


SOPWITH F.1 CAMEL

Important


Flaps

The Sopwith Camel doesn’t have flaps.

Takeoff

Once aligned with the runway centerline,apply power smoothly (press F3 forincremental increase, F4 for full throttleon the keyboard, or move the throttle onyour joystick). As the airplane beginsmoving down the runway, push forwardon the stick until the tail comes up. Thiswill occur at around 35 to 40 mphindicated airspeed.


You’ll notice the tail coming up becauseyour forward view will suddenly improveas the aircraft changes from a nose-highattitude to a level attitude. Be careful notto give too much forward pressure onthe stick at this point, as you can nosethe plane over onto the prop.

At about 55 mph, ease the stick backand allow the plane to fly off the runway.Climb out at around 60 to 70 mph.

Climb

Climb to cruise altitudes at 70 mph orabove. You don’t have an attitude indica-tor in the Camel, so airspeed is yourindicator for climb attitude.

Cruise

The Camel is not an airplane you woulduse for a long cross-country flight. Its fuelcapacity is not large enough for extendedflight because it was built as a fighter.Because the Camel doesn’t have anautopilot, long flights would be fatiguing,requiring constant attention to straight-and-level flight.

If you do make flights with the Sopwith tothe extent of its range, keep in mind thatits cruise speed is rather slow. You won’tget there fast.

Descent

Descents in the Camel are uncompli-cated. You can easily descend at cruisespeeds and slow down near the airportin time to set up your landing.

Approach

The approach phase in the Camel can beinitiated fairly close to your destination.Even entering the pattern at 90 mph isnot a problem, as you can slow theCamel quite quickly. However, it’s always agood plan to enter the downwind legclose to your target landing speed.

SOPWITH F.1 CAMEL


Landing

Normal final approach and landing in theCamel should be made at around 60mph. The trick here is to remember thatyou’re in a taildragger. Your best tech-nique will be to make a “wheel landing.”This means you have to fly the airplaneonto the main wheels, instead of flaring,as you do in a tricycle-gear airplane.

This will require practice, just as it doesfor taildragger pilots in the real world.You might find that you bounce quite a bitat first. Try to hit the approach speedprecisely, remaining stable at that speed.If possible, make the final approachsomewhat flat, rather than steep.

Once on the ground, hold full back pres-sure on the stick (pull the joystick aft, orpress the DOWN ARROW key).

SOPWITH F.1 CAMEL

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