737 FLIGHT SIMULATOR - MIRRORSOFT/SALAMANDER SOFTWARE 1984
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SECTION 1 



INTRODUCTION

Probably the most exacting of pilot skills is to fly an aircraft in bad weather
and low cloud. As the ground cannot be seen, control and navigation are
entirely by reference to the aircraft instruments.

As the aircraft climbs away from the runway, it soon goes into low cloud. A 
view of the extended runway centre line with beacon positions and the 
aircraft's track over the ground as affected by true airspeed and wind velocity 
is then shown as a radar controller would see them. 

The runway is seen again at about two miles from touchdown as the aircraft 
descends through the cloud, guided by the radio navigational aids. 

As far as possible, aircraft instruments, warnings and perfomance have been 
accurately simulated. 

Supplied with a pre-set runway layout, the simulator also allows you to set up
your own airfield layouts and atmospheric conditions.


AIRCRAFT SPECIFICATION

A high performance medium sized airliner of the Boeing 731 type is simulated. 

Max. allowed speed: 365 knots or Mach .82.
Max. allowed altitude: 37,000 ft. 
Stalling speed: 125 knots (For novice pilots the option is given to set the 
                aircraft stalling speed to a lower value than is the real
                case). Increases above 15,000 ft.; reduces with flap 
                selections.
Max. speed for gear down: 270 knots. 
Max. speed for flap extension: 230 knots. 
Max. speed on Touchdown: 210 knots. 
Climb and descent speed: 280 knots or Mach 0.72, whichever is higher.
Cruise speed: Mach 0.74. 
Endurance at high power: 35 mins (Artificially low).
Max. crosswind for take-off and landing: 30 knots.
Near standard outside air temperature is assumed.

lt is up to the pilot not to exceed the above speed limits. At low altitudes
power has to be reduced to about 50% in level flight to avoid exceeding 365
knots. 
 

GETTING STARTED

To load the sirnulator proceed as follows:
I) Place the cassette in the cassette player.
2) Type BLOAD "SIM737",R and press <RETURN>.
3) Press the PLAY button on the cassette player.
4) When the program has finished loading, it will run automatically. 

When the rest of the program has loaded, the main menu will be displayed. For
a full description of all menu options, see below. The student pilot may wish
to skip this section and proceed to Section 3 for a flying lesson after a brief
look at Section 2 to learn the controls and instrument panel lay-out. However,
if you are not using a joystick, you must press F8 at this time to switch to
keyboard input.


THE MENU

Note: Many of the options on the various menus allow you to alter certain
values, e.g. Stall Speed. To alter these values, first press the appropriate
function key and an asterisk will be shown next to the option. You can now
increase the number by pressing forward on the joystick or decrease it by
pulling back on the joystick. When you have the right value, press the fire 
button to confirm. If you are using the keyboard option, use the cursor-up key
to increase, the cursor-down key to decrease, and the SPACE BAR to confirm.


TAKE-OFF
 
This option will place you into the take-off sequence. 


LANDING

This option will place you into the landing sequence. 


IN FLIGHT

This option will allow you to change the speed, heading, altitude and position
(bearing and distance from the Outer Marker) of your aircraft before starting
you off in mid-flight. 


ENGINE VOLUME

Select this option to adjust the volume of the engine noise from 0 (silent)
to 15 (loud).


STALL SPEED

The simulator is set to reproduce jet aircraft type performance. So that
novice pilots and light aircraft users can simulate procedures at lower
speeds, the flaps up stall speed may be altered.

When you first practise with this simulator, you will find that landings are
easier with the stall speed reduced so that you can approach the runway at a
lower speed. 

Note that for landing, flaps "40" should be selected, as this reduces the
stall speed by 40 knots from the flaps up stall speed to a minimum of 25
knots. 


AIRFIELD LAYOUT

This option will allow you to change the airfield layout (see Section 4)


KEYBOARD RESPONSE 

Turns the bleep sound on/off when a key is pressed.


JOYSTICK/KEYBOARD 

Toggles between joystick and keyboard input. 


DAY/NIGHT FLICHT

Toggles between Day and Night flights. Novices may find Night flights easier
as you get the extra advantage of approach lights when landing. 


CHANGE WIND SPEEDS 
This takes you to the Wind Menu. Here you may change both the speed and
direction of the surface and 2000' winds. The direction of the 2000' wind is
usually faster and in a different direction from the surface wind. Care
should be used when changing the surface wind, as a strong crosswind may
make take-off and landing impossible. 




SECTION 2 



FLIGHT DECK INSTRUMENTS

The layout of the instruments conforms to a standard arrangement. To the 
left are the "blind" flying instrunents, in the centre are the fuel and 
power gauges, and on the right are the two navigational displays.

   [Fig. 1: The flight deck instrument panel]


Artificial horizon

This important instrument shows the aircraft's attitude in relation to the
ground. It indicates bank and also pitch (i.e. climb or descent). 

   [Fig. 2: The Artificial Horizon]

The information is presented pictorially, as a small fixed symbol, "_/\_", to
represent the aircraft, against which the artificial horizon moves. The
instrument reading consists of a lateral line, which represents the horizon,
and a top pointer which points at the sky. If the aircraft banks to the right,
the artificial horizon and pointer will swing over to the left to reflect the
aircraft's attitude. Note that the top pointer points at the sky, not the
direction of turn. With practice a quick glance wil1 immediately convey the
aircraft's attitude. 

The best way to familiarize yourself with this instrument is to "fly" your
aircraft. Select turns, climbs and descents and note its indications. When it
shows right bank the aircraft is turning to the riaht. and of course a left
bank means a left turn.

As you start a dive the symbol moves below the horizon; to show a climb it
moves above. 


Indicated airspeed indicator (I.A.S.) 

The indicated airspeed is shown digitally in knots and measures the strength
of the airflow past the aircraft.
A knot is one nautical mile per hour, larger than one mile per hour (100
knots would be about 115 m.p.h.). Knots are used as this is a more convenient
unit for navigational purposes. 

Airspeed is vital, for if it is allowed to become too low the aircraft will
stall, start to spin and literally fall out of the sky. 

There are also maximurn speeds for extending the undercarriage and flaps, as
structural damage could occur if the limits the exceeded. See the aircraft
specification for full details.


Altimeter 

Simply shows your height in feet.
If it reads 0000 ft. and you have not landed, you will of course crash! 


Compass heading

Indicates the aircraft's direction. 
It is always referred to as a three figure group, e.g. 090 degrees, not 90
degrees. 

You should become familiar with the compass expressed in degrees. NNE, for
example, is too inaccurate for the high speeds achieved by modern aircraft.

   [Fig. 3: The compass]


Vertical Speed Indicator (V.S.I.)

Shows your vertical rate of speed, either climbing, prefixed by "+", or
descending, marked "-".

The indicator reading is in hundreds of feet per minute. 

For example. "+9" means a climb of 900 ft./min. while "-12" is a 1,200 ft./min.
descent rate. 

A "0" reading means that you are flying level.


Mach meter

The Mach number indicates the speed of the aircraft relative to the speed of
sound - Mach 1. 

In terms of miles per hour, Mach 1 varies greatly with temperature and height.
At sea level it is about 750 m.p.h., reducing to 660 m.p.h. at 40,000 ft.

It is important to know the aircraft's Mach number because as it approaches
Mach 1, the airflow affects the aircraft in a different way. If an aircraft
is not designed for high Mach numbers it will become uncontrollable.

You should not fly this aircraft beyond Mach 0.82.

During a climb, to say, 30,000 ft., you will find your indicated air speed
tends to decrease whilst the Mach number increases. The true airspeed (which
is the speed relative to the surrounding air) will, however, actua1ly be 
increasing. These effects are caused by the decreased density of the air. 

Mach nurnbers below 0.4 are not indicated as they are not significant.


Stopwatch 

The stopwatch at the bottorn of the flight deck instrument panel is started
when your flight commences. and measures the flight time in seconds.

It can also be zeroed and restarted in order to time holding patterns. (See
Aircraft Controls and Section 3, Holding Patterns).


Engine power indicator

Shows engine power selected as a percentage of the total availab1e (100% is
maximum power). 

After selecting a power setting, you should allow the aircraft's speed to
settle. This may take some seconds.

The power levers on a multi-jet aircraft are always moved together to the 
same setting, therefore a single indication has been used for clarity.


Fuel gauge

The amount of fuel used depends on your power setting - high power using more. 

When the fuel gauge shows completely yellow, the tanks are empty and all power
will be lost as the engines fail.


Gear (undercarriage) position indicator 

The undercarriage position is indicated by three lights, one for each gear
leg. When the gear is up, three white lights appear on the top row of the 
indicator. This changes to three white lights on the bottom row when the gear
is lowered. 

When the undercarriage is lowered, the aircraft's speed will drop due to the
extra wind resistance (drag). Apply more power to maintain a constant
airspeed. 

You should not exceed the maximum gear speed limit (270 knots) - see the
Aircraft Specification for details. If you exceed this limit by too great a
margin, the aircraft will break up in mid-flight. 


Flap position indicator 

Flaps are large surfaces that extend frorn the wing to increase lift. They
allow the aircraft to fly slower, as the stalling speed is reduced.

The flap position indicator shows the current flap extension in degrees.

Five stages of flap extension are available -1,5, l5, 25, and 40;
otherwise the flaps are shown as "UP".

You should not exceed 230 knots with the flaps extended (see Aircraft 
Specification). If you exceed this limit by too great a margin, the aircraft
will break up in mid-flight.



WARNING SYSTEMS AND RADIO NAVIGATIONAL AIDS 


Engine failure 

The engines will fail if all the fuel is used, or a failure can be simulated
(see Aircraft controls).

Engine failure is indicated by two warnings: 
a) The left hand warning light on the flight deck lights up.
b) The main warning panel shows "ENGINE FAILURE". 


Outer marker indicator

This indicator is triggered when the aircraft passes directly over the outer
marker beacon. It is designed to provide a final confirmation that the
aircraft is on line for a touchdown on its runway approach. 

The indicator consists of: 
a) The right hand warning light on the flight deck flashing.
b) An audible tone sounding.


Stall warning

In order to fly, an aircraft must have sufficient flying speed. The wing 
surface is shaped in such a way that as the airstream flows over it "lift",
a kind of suction upwards, is produced.

(To demonstrate this effect hold the back of a spoon under a running tap. you
will find the spoon is drawn into the water by the suction. The wing surface
is a similar shape and acts with the air in the same manner).

If the speed of the aircraft through the air becomes too low, sufficient lift
will not be produced and the aircraft will start to stall. This will cause a
stall warning, and if this is ignored the aircraft will enter a spin.
plummeting earthwards and rotating. 

The stall warning consists of: 
a) The main warning panel showing "STALLING' when the onset of the stall 
   condition is detected.
b) If the aircraft enters a ful1 stall and begins to spin. the main warning
   panel wil1 also show the legend "SPINNING". 
c) Both the previous indications are accompanied by an audible alarm.
 
Try the stall on your aircraft. Climb to at least 20,000 ft., fly level and
select low power. You will soon get a stall warning followed by a spin. The
altimeter will show a rapid drop and the airspeed will fall to zero. 

You can recover by selecting high power and starting a descent. Note the
large height loss that has occurred. At a lower height you would have
crashed. 

If a stall warning is received, you should immediately select high power to
increase speed. 


Wind velocity (W/V) indicator

This indicator, which is located in the top right-hand corner of the screen,
shows the direction the wind is blowing from and its speed in knots. For 
example, 270/20 means a wind blowing from 270 degrees at 20 knots, or from
left to right on your screen. 

An aircraft's progress over the ground is always affected by the wind. If it
were possible to fly at zero airspeed (as does a balloon), then the aircraft
would move with the wind velocity.

Try flying down the runway centre line at 3,000 ft., where there is a wind of
270/20 (using the preset layout), at an airspeed of 210 knots. 

The runway direction is 240 degrees You will find that a heading of about 245
degress is required to "crab" into the wind, using 5 degrees of "drift". The
groundspeed will be reduced by the amount of headwind.


Instrument Landing System (I.L.S.)

This radio navigation aid is used to keep the aircraft on the correct course
during its final approach and landing. 

The ground transmitter consists of two radio beams radiating from the runway.
One is in line with the extended runway centre line to provide left/right
guidance, the other indicates the safe descent path. (See Fig. 4 (i-ii)).
 
Two needles on the one aircraft instrument correspond with these beams. 

Try to keep the needles in a "cross" when flying the approach to land. 

The needles indicate what action you should take to regain the correct 
landing configuration, e.g. if the horizontal needle is angled downwards, you
are too high and should increase your descent rate. 

   [Fig. 4 (i): The Instrument Landing System (I.L.S.)]

   [Fig. 4 (ii): The Instrument Landing System (I.L.S.)]

   [Fig. 4 (iii): The Instrument Landing System (I.L.S.)]


Speed warning

As detailed in the aircraft specification, you should not exceed the maximurn
permitted speed which, for this aircraft, is Mach 0.82, or the maximum speeds
for gear down or flaps extended.

If this happens, a speed warning will be given, consisting of:
a) The main waming panel showing the legend "TOO FAST".
b) An audible alarm.

If the aircraft speed exceeds the recommended limit by too great a margin,
structural damage will occur and the aircraft will break up in mid-air. 


Ground Proximity Warning System (G.P.W.S.)

Now fitted to all airliners and on this aircraft. this system warns of the
following unsafe flight conditions: 
1) Gear not down and descending below 500 ft. 
2) Flaps not at "40'. (landing position) and descending below 200 ft.
3) High descent rate near the ground.

The warning consists of the following: 
a) The main warning panel shows a message describing the unsafe condition 
   detected.
b) An audible alarm. 

A warning indicates that a crash is likely if the condition is allowed to 
continue. Select full power and climb to a safe height. 


   [Fig. 5: The main warning panel and preset layout radar plot]


The navigational beacons

Your aircraft has two navigationa1 receivers - VORl and VOR2. VORl always
shows the outer marker, while VOR2 can be tuned to beacon "*" or beacon "o"
as seen on the radar display. (See Fig 5).

The needle on the aircraft instrument always points at the ground beacon, and
the top of the dial corresponds with the head of the aircraft. 

You will also see a digital reading of the distance in miles to the beacon
(D.M.E.), as well as the bearing from the beacon (This is the bearing you
would have to take up in order to fly towards that beacon).

This means that all four aircraft positions in Figure 6 will give the same
needle position on the dial. whilst the bearing reading to the left of the
dial will vary each time. 

By taking the bearing and distance from a beacon, or bearings from the two
beacons displayed, you can "fix" your position. 

Fly the aircraft around the outer marker beacon (O.M.) and watch the
indications. Turn the aircraft until the needle is at the 12 o'clock position
and the aircraft will eventually fly over the beacon, the needle swinging
round to indicate overhead. The flashing light and tone are a further
confirmation of being over the outer marker. 


   [Fig. 6: The Navigational Beacon]


AIRCRAFT CONTROLS 

Your aircraft is controlled by using both a joystick and the function keys.
All controls to do with power and the attitude of the plane are on the
joystick, while the less used controls are on the function keys. 

If you do not have a joystick, there is a keyboard option which can be 
selected from the main menu, and this replaces all the joystick controls with
normal key controls.

Note: 

On keys that bear two symbols (the upper symbol referring to a SHIFTed 
key-press), we refer to that key by the symbol that is most noticeable at a
glance. 


When using such a key, all that is required is to press the key alone. You
NEVER need to press < SHIFT >.


To turn

Two types of turn are possible: 
1) A constant turn, where the aircraft is banked over and turns at a rate of
   3 degrees per second. 
2) A flat, one degree turn, used for fine manoeuvring (mainly on the runway
   approach). 


Joystick left or 'Z' gives a constant banked left turn. 
Joystick right or '?' gives a constant banked right turn. 
Note that banking left or right causes your VSI to reduce by 100 ft./min.
Joystick left and up or 'X' turns the aircraft one degree to the left. 
Joystick right and up or '>' turns the aircraft one degree to the right. 

To roll level from a bank, you can either press the F4 key (maintain attitude)
or you can hold the joystick in the opposite direction to your bank (e.g. if
you are banking to the left, holding the joystick right will cause you to roll
level). 


Climb and descent 

To cause the aircraft to climb or descend when in flight, proceed as follows: 

Pushing the joystick forward or pressing the cursor-up key will initiate a
descent. Pulling the joystick back or pressing the cursor-down key will
initiate a climb. 

The rate of increase of climb or descent increases the longer you hold the
joystick in position. For example, if you are flying level and push the 
joystick forward to dive, your VSI will change to -1.1f you keep it held
forward, it will then change to -3, -6, -10, -15 etc. until you centre it.
This allows you to achieve very great rates of climb and descent easily, while
still allowing you to adjust finely when necessary. 

To level off from a climb or descent, press the "F3" key for the aircraft to
maintain height, the V.S.I. reading zero.


Engine power controls

The power setting of the engines can be varied from 0-100%.

All power controls are activated by pressing the FIRE BUTTON and pushing the
joystick in the appropriate direction (unless y ou are using the keyboard
option). 

Pushing the joystick forward or pressing the "I" key will increase the engine
power. 

Pulling the joystick back or pressing the "D" key will decrease the engine
power. 

The power will increase or decrease in rapid 1 unit steps to a maximum of 10
units at a time. If you wish to increase or decrease by less than 10 units,
simply release the FIRE button or centre the joystick at the appropriate time.
 
Pushing the joystick left or right (or pressing the "B" key) while in flight
will activate the air brakes which will rapidly slow your air speed. 


Engine failure 

The engines will fail if all the fuel is used. For practice, engine failure
can be simulaled by pressing "F10".
 
After an engine failure on final approach, try to make a "forced landing".
Keep speed and height in hand as long as possible, extending the gear and 
flaps as necessary.

A successful landing is extremely difficult under such circumstances. Pressing
"F5" on the keyboard whilst in flight performs two functions:
1) If they have failed, the engines will be restarted (initially at zero
   power), and the power controls will again be operative.
2) The aircraft will be refuelled. 


Brakes and reverse thrust

When the aircraft has touched down and is rolling down the runway, the 
controls are used in a different way in order to bring the aircraft to a halt
before it runs off the end of the runway.

Pressing "F5" applies the wheel brakes.

Pressing the fire button and pulling the joystick back (or pressing the "R"
key) applies reverse thrust from the engines (if they are operative). 

Both brakes and reverse thrust should be applied simultaneously for maximum
retardation.

Reverse thrust is limited to 80% of maximum engine power.


Undercarriage 

Pressing "F6" will raise and lower the aircraft's undercarriage (gear) as 
appropriate. As a safety precaution this control is disabled whilst the 
aircraft is on the ground. 


Flaps

Pressing "F2" will increase the flap extension in five stages up to a maximum
setting of "40". 

Pressing "F1" wil1 decrease the flap extension in the same way until the flaps
are shown as "UP".
 
To reduce the length of runway needed to take-off, extend the flaps to the "5"
position.

For landing, they should be set to "40" to shorten the landing run.
 
Retract them for climb and cruise as they increase drag (air resistance).

Test fly your aircraft at different flap settings. Check the effect of
airspeed and stall speed, and the extra power needed to maintain a constant
speed. 


Beacon indicator VOR 2
 
Pressing "F8" will tune the VOR2 beacon indicator to beacon "o" if it is on
beacon "*" and vice versa.


I.L.S.

Pressing "F9" will turn the I.L.S. on and off.


Stopwatch 

The stopwatch (which counts in minutes and seconds) is started when you
commence your flight. 

Pressing "F7" will zero the stopwatch and restart it so that you can time
holding patterns on advanced flights.


Pause 

Pressing the < STOP > key whilst the aircraft is in mid-flight will stop the
simulator so that you can answer the telephone, make a cup of tea, etc. 
Pressing < STOP > again allows the simulator to continue after such a pause. 


Quitting the simulator 

Pressing < CTRL > and < STOP > together will cause the program run again from
the beginning. When the program has reset all its variables, it will return
you to the main menu. 



CONTROL KEY SUMMARY 

FUNCTION KEYS                               KEYBOARD CONTROLS
F1   Decrease Flaps                         Z  Bank Left 
F2   Increase Flaps                         X  Turn left 1 Degree
F3   Maintain Height                        >  Turn right 1 Degree
F4   Roll Level                             ?  Bank right
F5   Refuel & Restart engines if failed.    cursor-down  Descend
     Apply Wheel Brakes after landing.      cursor-up    Climb
F6   Gear (Undercarriage) up/down           R  Reverse Thrust
F7   Reset Stopwatch                        D  Decrease Power
F8   Change VOR2 beacon                     I  Increase Power
F9   I.L.S. on/off                          B  Apply Air Brakes
F10  Engine Failure 
STOP Pause/Restart simulator. 
CTRL &
STOP will Re-run simulator. 


   [Picture for of Joystick Attitude Controls &
                of Joystick Power Controls (fire button depressed)]





SECTION 3 



Note: if you are using keyboard controls instead of a joystick, the correct
keys are shown in parentheses. 


TAKE-OFF 

Having pressed "Fl" trom the Main Menu, you are ready to go.

Set the flaps to "5" using the "F2" key. Following this, increase your power
by pressing the joystick fire button and holding the joystick in the forward
position ("I" key). When your power reaches 70%, release the joystick. 

As your speed starts to increase, the aircraft moves down the runway. When
the aircraft's speed reaches 100 knots, start to climb by pulling back on the
joystick (cursor-up key) until vour VSI reaches "10" for a 1000 ft./min. climb
rate. 

The horizon lowers as the aircraft climbs away and enters the low cloud. 

Raise the gear ("F6") then retract the flaps ("F1"). 

Beyond the runway, the radar plot is drawn, and your take-off is complete. 


A FLYING LESSON

You will see the aircraft's track drawn on the radar plot as it climbs away
from the runway. It will soon fly off the screen, but this does not matter
for the moment. 

As your speed increases towards 280 knots, your initial climb speed, select a
higher climb rate by pulling back on the joystick (cursor-up key) until you
have increased the climb rate to about 4,000 ft./min., +40 on the V.S.I. 

Watch your altimeter and levelout at 6,000 ft. by using the "F3" key. Once you
are level your speed will start to increase, so reduce power to about 40% by
pressing the fire button and pulling back on the joystick ("D" key).

Allow the speed to settle at around 210 knots - a convenient speed for the
following exercises. 

Note the time it takes for the aircraft to adjust to a given power
setting/vertical speed. 

To fly your aircraft back onto the screen you will now need to turn to the
right. Push the joystick right ("?" key) and you will see the artificial
horizon displaying a right turn. Don't forget to press "F3" to maintain your
height after banking.

Now look at your heading indicator (compass) and when it reads about 080 
degrees stop the turn by pushing the joystick left ("Z" key) or pressing the
"F4" key.

A left turn is started by pushing the joystick left ("Z" key), and you roll
out as before.

Always watch the artificial horizon to check that the aircraft is turning as
you intend. 

If the aircraft does not appear on the screen, look at the beacon indicator
marked "VOR1x". Turn the aircraft until the bearing reads the same as your
heading and the needle is at the twelve o'clock position.

The DME will indicate your distance to the beacon. Keep the bearing close to
your heading and the needle near the 12 o'clock position and the aircraft will
eventually fly over the beacon.

In a similar manner to a climb, initiate a descent by pushing the joystick
forward (cursor-down key). 

To increase your descent rate further, keep the joystick held forward
(cursor-down key pressed).

Note how the artificial horizon indicates a descent, and a bank if you are
turning. The V.S.I. will show your descent rate. 

During a descent your speed will start to increase and you should reduce
power. The descent rate may be decreased by pulling the joystick back
(cursor-up key).

For an extended descent from a high altitude, reduce power to about 10% and
descend at 300 knots, adjusting the descent rate as required. 

Below 5,000 ft. start reducing your speed towards 210 knots ready for the 
landing approach procedure. 

Once you have seen the effect of the main controls, practise with them until
you are familiar with their use. 

Try to keep the aircraft on the screen whilst climbing or descending, perhaps
by using banked turns. 

The effect of the wind (if any) and aircraft true airspeed wil1 be
demonstrated clearly by the ground track as shown on the "radar" screen.



APPROACH AND LANDING

Before trying an approach, remember that the preset runway heading is 240
degrees. Your target descent rate on the glidepath will be about 700 ft./min.,
and your target airspeed 130 knots (20% power setting). 
Fly the aircraft round at a height of 1,000 ft., until it is about six miles
from the runway threshold and closing onto the extended centre line, i.e.
coming in from the top light hand corner of the screen. 

Set your speed to about 140 knots, switch on the I.L.S. ("F9"), lower the gear
and extend the flaps to the "40" setting. 

Now watch the I.L.S. centre line indicator. Alter your heading not more than
5 to 10 degrees either side of 240 degrees as you try to keep the needle in
the vertical position. Then swing back on to 240 degrees when the needle
straightens. 

As you progress along the centre line you will see the glide path needle
start to move down. 

As it nears the horizontal position start your descent at 700 ft./min.,
reducing power to maintain about 130 knots. 

Adjust your descent rate in accordance with the needle by selecting, say, 
400 ft./min., descent if the needle moves up, and 900 ft./min. if it should
move down. 

Come back to 700 ft./min. as you get back on the glide path. 

You must watch the I.L.S. centre line and glide path needles, heading and
speed/power settings, making small changes as needed. If the speed becomes
high a greater descent rate will be required. 

The I.L.S. beams become very sensitive as you near the threshold, so that the
aircraft is in exactly the optimum position for a landing. 

At about two miles from the runway threshold, providing you are below 500 ft.
and nearly on the centre line, the screen will clear as you break cloud and
the runway appears. 

Continue to watch the I.L.S. If you are flying at night, you will have the
additional help of the landing approach lights. These are shown as a small box
below and right of the runway. They will show red if you are low, yellow if 
you are high, and white if you are on the glide path. 

Make very small adjustments, as it is easy to over-correct 

If, you have strayed to far from the centre line or become too high, the
message "GO AROUND" wi1l appear. Climb away and fly around for another try! 

As soon as you see the "TOUCHDOWN' message appear at the top of the screen,
press the "F5" key to apply the wheel brakes. Also press the joystick button
and pull the joystick back ("R" key) to apply reverse thrust and so avoid
crashing off the end of the runway. 

Once you have decided that flying is all too easy, try an approach with a
crosswind. Setting up winds and airfield beacons, etc., is explained in 
Section 4. 


REPORTS 

On completion of a landing, or after a crash, an engineering report will be 
given. This consists of the type of information recorded by the "black box"
flight recorder. If you have landed safely, a landing rating will follow the
engineering report. 


HOLDING PATTERNS 

Sometimes an aircraft may be required to "hold" whilst awaiting its turn to
land, or perhaps a weather improvement.

This is achieved by flying a racecourse pattern at a particular beacon. A
holding pattern is shown on Fig. 7 (opposite).

At the beacan, turn onto the specified track. Fly for one minute, then turn
onto the inbound track back to the beacon. 

In a calm wind this should take about 4 minutes 

If there is a wind, the outbound heading should be adjusted for 3 minutes of
wind effect. 


   [Fig. 7: A Typical Holding Pattern]



A TYPICAL FLIGHT PLAN 

This Plan uses the preset airfield layout. 


Departure 

After take off and still climbing, turn right to beacon "o" at an altitude of
1,500 ft. Level off at 2,000 ft. Do not exceed 250 knots below 10,000 ft. 

At beacon "o" turn right to maintain a track of 090 degrees to the outer 
marker beacon. Three miles before the outer marker climb to 3.000 ft. 

One mile from the outer marker turn on to a track of 140 degrees to beacon "*". 

At beacon "*" turn left on a track of 100 degrees, climbing to 20,000 ft.


The descent

Fly inbound to beacon "*" on a track of 360 degrees, descending to 4,000 ft. 

At beacon "*" you are required to hold for four minutes. Holding speed is 210
knots. Turn left on to 180 degrees (adjusted for wind) and after one minute
turn inbound again to track 360 degrees to beacon "*". Descend in the hold to
3.000 ft. 

Leave beacon "*" on a track of 020 degrees, now descending to 1,500 ft. Reduce
speed to 170 knots, flaps to "5".

At three miles from beacon "*" turn onto 270 degrees, switch on the I.L.S. and
estab1ish the aircraft on the centre line indicator to intercept the glide
path for a landing.




SECTION 4 



SETTING UP AN AIRFIELD LAY OUT 

Draw a chart of the proposed airfield including beacons, runway and scale.

The outer marker beacon (OM) is usually in line with the runway centre line
and is the final cross check of the aircraft's position before descending low
to break cloud. As it is normally central, it is the reference point to 
measure all other positions. 

Its position is fixed and is not entered into the program.


Scale

You can select a scaling factor from 1 to 5. A scaling factor of five will
result in more of the flight heing "on-screen", hut a factor of 1 will
produce more accurate and easier to read radar plots. Experiment until you
find one that suits you. 


Setting the beacon positions

In addition to the outer marker beacon, two other beacons may be used. These
are the "*" and "o" positions as seen on the screen and are displayed on the
aircraft's VOR2 instrument. 

Identify the beacons that will be used. If desired, they could be placed off 
the screen, or on the runway to provide distance to touchdown. 

To enter the positions of the beacons, place a protractor on the outer marker
and obtain the bearing of the beacon in degrees. Also measure the distance
between the outer marker and the beacon, converting this to miles using the
chart scale.


To set the runway 

The direction of the runway threshold from the Outer Marker may also be
changed. Calculate this direction as you did for the beacon positions. 

HAPPY LANDINGS. 

