Dooley's - Flight Simulation
by Peter and David Dooley
Flight Manual
"Simulation that will bring you close to reality..."
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Dooley's - Flight Simulation by Peter and David Dooley Flight Manual
"Simulation that will bring you close to reality..."
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Mirage F1 Flight Manual and Checklist The following flight manual and checklist is being used on our Mirage F1-CZ simulator.
Contents Aircraft Operation Limitations
AIRCRAFT OPERATION LIMITATIONS
TAKEOFF/LANDING (HIGH LIFT DEVICES) 1/2 FLAPS - IAS < 300 kt Full FLAPS - IAS < 225 kt Load factor (full flaps) - 2,5 g The flaps have an automatic pressure release system that automatically retracts the flaps should they be extended during excessive speed or load.
JPT (Jet Pipe Temperature)
The JPT is controlled by the JPT regulator which opens and closes the nozzle on the end of the jet pipe, thereby regulating the flow of gas and consequently the temperature. It stands to reason that more this is restricted, the more thrust will be generated but also the higher the temperature will be. Except for the effects of increased thrust, the AB does not affect the JPT reading (probe in front of AB) JPT must not reach 900 degrees C during starting. 850 deg C is permissible for a period of less than 3 seconds At full power with stabilized RPM, with or without AB, the temperature reading on the JPT indicator must remain within the following limits: On the ground : RPM - 8,400 JPT < 755 deg C In Flight: RPM = 8,400 JPT < 700 deg C RPM - 8,900 JPT < 735 deg C Peak JPT permissible on throttle movements is 780 deg C for a period of 30 seconds maximum and 840 deg C peak In flight, JPT generally exceeds 740 deg C at 8,400 RPM and 710 deg C at 8,900 RPM. High speed with AB or low speed at high altitude the JPT reading at maximum engine RPM could fall and must not go below 550 deg C
GEAR Maximum takeoff weight - 15,200 Kg Normal landing weight - 9,000 Kg Exceptional landing weight - 11,000 Kg Maximum rate of decent at touchdown: 9,000 Kg - 450 ft/min 11,000 Kg - 350 ft/min
The <LIM> light illuminates at acceleration direction IAS >240 kt when the nose wheel is not locked up If the landing gear is not down and locked, the <U/C> warning light illuminates when the IAS < 215 kt and the throttle lever is set to less than 8,100 RPM
U/C indicator
FLIGHT ENVELOPE WITH AUTOPILOT
Gear and Flaps up 500 - 1000 ft IAS < 450 kt 1000 - 20,000 ft IAS < 650 kt 20,000 - 36-000 ft IAS < 700 kt 36,000 - 50,000 ft MACH < 2.0
COMPRESSOR CREEP Total temperature may not exceed 135 deg C (illumination of <LIM> warning light)
INVERTED FLIGHT Maximum of 15 seconds
SUPERSONIC CONDITIONS Half rolls only allowed up to: M - 1.5 TAT - 135 deg C Crosswind - 25 kt
Maximum dive allowed may not exceed -30 deg pitch
CAUTION 1
LIM indicator UNDER NO CIRCUMSTANCES MAY THE ENGINE EXCEED 9,250 RPM <LIM> warning light illumination at 9,200 RPM CAUTION 2 IN ALL OTHER CASES OF ILLUMINATION OF THE <LIM> WARNING LIGHT, REDUCE SPEED
ENGINE RPM Maximum continuous operation - 9,000 RPM Instantaneous peak limit - 9,250 RPM Note: At 8,900 RPM, the engine over speed controller is activated. At 9,250 RPM, the fuel flow is automatically reduced in small increments by a chopper solenoid to prevent over-speed of the engine and a possible "flame-out" situation at high speed. In an over-speed situation, reduce throttle in small increments in order to bring the speed under control.
Actual F1-CZ gauges
START:- Fuel pumps ON Press START button Between 300 - 600 RPM - THROTTLE TO IDLE The <OIL> light should remain on when RPM <2000 otherwise shut down starter During normal engine start, the engine should accelerate to a speed of >2000 RPM after approximately 15 seconds and JPT increases rapidly through 700 degrees C - CLOSE THROTTLE JPT may reach 850 degrees C for a period not exceeding 3 seconds <HYD> and <OIL> lights go out. <ALT> light goes out between 2600 and 2800 RPM CHECK RPM - engine idle stabilizes at around 2900 RPM (If the engine is cold, the speed will vary between 2600 and 3200 RPM)
STARTING AIRCRAFT ROLLING <PARKING BRAKE> - Release and <BRAKES> light should go out <THROTTLE> - Advance to 6000 RPM <BRAKES> - Apply once rolling The aircraft is steered with the pedals ONLY - WITHOUT THE ASSISTANCE OF THE DIFFERENTIAL BRAKES Do not exceed a speed of 20 kt during taxiing Recommended power setting - between 5500 and 6000 RPM
USE OF AFTERBURNER
WITH SRL (Slam Re-Light) SYSTEM Open throttle to establish 8,100 RPM. At 8,100 RPM, the SRL system ignites AB and three seconds thereafter, the <INJ> light illuminates followed by the green <ON> Engine parameters stabilize WITHOUT SRL SYSTEM To ignite AB, check that JPT > 600 deg C Ignite AB and <INJ> light will illuminate and green <ON> light then comes on.
The <AB> light illuminates once the ionization probe situated in the exhaust chamber detects that the AB has been ignited
CAUTION If <INJ> light fails to go out after 10 seconds, shut off the AB
TAKEOFF When AB is ignited, check engine RPM and JPT Release brakes and hold aircraft on centerline without using excessive action on the rudder Leave pitch control in neutral position Time check at 100 kt (1 second elapsed per ton aircraft weight) At 120 kt (Rotation speed) establish takeoff attitude of approximately 12 degrees Aircraft should become air bourn at around 150 kt Retract U/C after positive climb is established Retract flaps at 200 kt while climbing AB off at 300 kt
MAXIMUM SPEED
IAS 700 kt between 0 and 20,000 ft IAS 750 kt above 20,000 ft MACH limit = 2.10
CONSTANT IAS CLIMB AND MACH NUMBER CLIMB
SUBSONIC THRUST Normal thrust IAS = 470 kt and M = 0.92 Maximum thrust IAS = 500 kt and M = 0.95 SUPERSONIC CLIMB SCHEDULE Climb according to thrust schedule up to 30,000 ft Thereafter, accelerate up to 610 kt in level flight Climb at constant IAS of 610 kt up to 36,000 ft Accelerate up to M = 1.8 in level flight Maintain M = 1.8 up to desired altitude Note: When passing through M 1.0 static port may be temporarily blocked
SUPERSONIC ACCELERATION AB operation above 27,000 ft Accelerate at 30,000 ft up to IAS 610 kt M = 1.5 Climb at constant IAS of 610 kt up to 36,000 ft and continue acceleration in level flight. At MACH 1.4 check that engine over speed system has been activated RPM 8,900 SUPERSONIC DECELERATION Afterburner off Engine RPM may only be reduced at M < 1.4
USE OF AUTOPILOT CLIMB After establishing climb attitude, engage the autopilot and correct the attitude by means of the pitch control It is preferable to make large corrections with the autopilot disengaged CRUISE Altitude Hold - With autopilot already operational, bring the nose of the aircraft onto the horizon and engage the <ALT> pushbutton which will illuminate. The altitude is stabilized after a delay of approximately 2 minutes CAUTION - Operation of ALT HOLD at low speed with insufficient engine power may rapidly lead to high angles of attack. Heading Hold - Engage only where bank angle is less than 10 degrees. In this function the autopilot intercepts and then holds the heading and the function may remain connected during climbs and descents. Avoid high intercept angles. Turns - Between 60 - 65 degrees, the autopilot brings the aircraft to a bank angle of 60 degrees. Above 65 degrees, engaging of the control is no longer possible. At lower speeds, the maximum bank angle is reduced. The speed schedule is as follows: Normal flight without pylon tanks or with pylon tanks below 28,000 ft MACH 0.53 Bank angle limitation = 30 degrees MACH 1.1 or higher = 50 degrees
With pylon tanks above 28,000 ft MACH 0.3 Bank angle limitation = 22 degrees MACH 0.53 or higher = 30 degrees
FUEL FLOW At cruise altitude (30,000 ft) with a speed of IAS 480kts the fuel flow should be between 33 - 35 liters per minute. (Higher supersonic speeds will greatly increase the drag factor on the aircraft and will result in a decline of fuel efficiency.) Fuel consumption for a normal long distance flight (including, taxi, take-off and landing) can be estimated at 7.238 liters X distance (nautical miles)
DESCENT The autopilot is used as described above. When leveling off and particularly for ILS approaches, it is preferable to disconnect the AP and first adjust the nose attitude then re-engage. Vertical speeds in excess of 5000 ft/min should be avoided. Engine RPM 6,500 minimum below 10000 ft Note: The rate of descent is calculated by using the approximation Mach1.0 = 10nm per minute ground speed.
The following example is given: Distance to descent destination = 70nm Average descent speed = Mach 0.7 (equivalent to an approximate ground speed of 7 nautical miles per minute) Current altitude = 30,000 ft Target altitude = 5,000 ft Current altitude less target altitude = 25,000 ft At the average descent speed (Mach 0.7), 70nm will be covered in 10 minutes, therefore the rate of descent (vertical speed) required is 25,000 ft divided by 10 minutes = 2,500 ft/min
ILS APPROACH To perform an ILS approach, fly the aircraft to the localizer interception point at an angle less than 45 degrees by selecting the functions necessary on the AP. <ALT> and applicable heading selector. When approaching the beacon, the localizer beam is then captured and used to line the aircraft with the runway and the approach mode is activated. When the glide-slope beam is captured the aircraft will descend automatically. Reduce the engine RPM by 100. During localizer beam capture, the maximum commanded bank angle is 30 degrees. <ALT> mode may be used if preferred and the radio altimeter should be turned on before the glide-slope beam is captured The autopilot is disengaged at 200 ft AGL by pressing the AP disconnect trigger on the control stick grip in order to perform the landing. (Note: Observe correct RPM settings, angle of attack, aircraft configuration and indicated airspeed for the approach)
CEILING 55,000 ft
ACROBATICS Minimum start altitude = 5,000 ft Loop without AB - entry IAS 450 kt, Accelerate to 4 g's and pitch up. At about 10,000 ft inverted IAS approximately 200 kt Loop with AB - entry IAS 360 kt. Pitch up and at 7,000 ft inverted IAS approximately 200 kt Slow roll - IAS = 400 kt Fast roll - two successive rolls maximum. Accelerate to between 450 kt and 550 kt (M = 0.9) Minimum time turn - IAS = 300 kt
STABILIZED INVERTED FLIGHT
Limited to 15 seconds only AB ignition OFF Note: The fuel tanks have an "inverted" compartment that hold a small amount of fuel which is enough to last for 15 seconds only in normal engine operation
USE OF THE INCIDENCE INDICATOR In straight flight, the aircraft always stalls at the same incidence, regardless of the weight. (Speeds vary according to the weight) On the downwind leg, keep engine RPM low in order to reduce airspeed. Place the aircraft into a landing configuration and allow the incidence to increase up to 10 degrees and note the corresponding airspeed. This is the airspeed required for the the final turn and it is maintained by increasing the engine RPM. The incidence meter serves as a monitor and will average 12 - 13 degrees due to lift variance in the turn. Check the approach incidence again on final.
NORMAL DESCENTS RPM approximately 6,500 Establish -10 deg flight path slope Maintain M = 0.92 and final IAS of 450 kt FAST DESCENTS RPM = 6,500 Airbrakes extended Maintain IAS 300 kt If rate of descent is to be reduced, retract airbrakes, maintain 300 kt, 6,500 RPM and a flight path of -5 degrees
PATTERN Break IAS 350 kt and apply airbrakes as required to establish pattern speed restrictions if applicable
CAUTION - On short final, do not reduce engine RPM below 7,000 to maintain good engine response
APPROACH SPEED SCHEDULE (at a weight of 8,700 Kg) Pattern - Break IAS 350 kt RPM = 6,500 Bank 60 degrees onto downwind leg Abeam runway 45 degrees - IAS 215 kt Down-wind leg - Stabilize speed IAS 180 kt RPM = 7,300 Runway threshold - 45 degrees - IAS 150 kt (key point for final turn) Final turn - IAS 150 kt RPM = 7,300 Glide slope 2.5 degrees - IAS 150 kt RPM = 7,300 Straight line final approach and flare- RPM = 7,000 IAS 135 kt on touchdown
LANDING Maintain velocity vector on runway by compromising angle of attack, glide slope and engine RPM AOA should be between 9 and 11 degrees Engine RPM between 7,000 and 7,600 When reaching overrun, pull out of glide slope by increasing AOA to about 13 degrees and reduce engine RPM to 7,000 when touchdown barrier is assured Touchdown is IAS 135 kt at a weight of 8,700 Kg on final (1000 liters of fuel remaining) (Sink rate according to landing gear schedule) After touchdown, move throttle to idle. Do not extend airbrakes during flare-out
AERODYNAMIC BRAKING Hold nose high down to 120 kt. Aerodynamic braking become negligible below 100 kt and nose-wheel will touch down before 90 kt
The following checks are used on our F1-CZ simulator
PRE-START CABIN CHECK Clock SET Mach/Airspeed indicator ZERO RPM indicator ZERO A/B lights TESTED Slaved Altimeter FLAG VISIBLE Vertical speed indicator ZERO Landing light switch OFF Landing gear handle DOWN Radio SET Flap lever FULL FORWARD Throttle lever CLOSED Cockpit lights OPERATIONAL Fuel gauge CHECKED Cross-feed switch OFF Radio Altimeter OFF Alternator switch ON Failure warning lights TESTED
ENGINE STARTParking brake ON Fuel valve ON Thrust lever IDLE Start power ON Oil light ON BELOW 2000 RPM Engine STABLE AT 2900 RPM JPT NORMAL Oil, Hyd and Alt lights OFF
AFTER START CHECKSVertical reference ON Heading selector NAV1 or HDG VOR/ILS ON Standby Horizon ON Probe heat ON Radio frequencies SET
PRE-TAXING CHECKSTrims SET Airbrakes CHECKED Flaps CHECKED Fuel cross-feed OFF Fuel gauge quantities CHECKED Hydraulic pressure NORMAL V-Speeds COMPUTED
TAXINGParking brake OFF Wheel brakes CHECKED Slaved altimeter SET Standby horizon SET
LINEUPRadio altimeter CHECKED / SET Headings CHECKED Flaps/Slats SET Failure warning lights OUT Pitot heat ON Flight controls FREE Takeoff power RPM SET
TAKEOFFLanding lights ON 100 kt time-check CHECKED AB IGNITED RPM and JPT CHECKED
CLIMBGear UP / LOCKED Flaps UP RPM CHECKED Landing lights OFF
DOWNWIND LEG CHECKSCourse / NAV SET Hydraulic pressure CHECKED Airbrakes RETRACTED Gear DOWN / LOCKED Flaps FULL Remaining Fuel CHECKED Cross-Feed ON Nose wheel steering CHECKED Brakes light OFF Landing lights ON RPM CHECKED Incidence CHECKED
AFTER CLEARING RUNWAYAvionics OFF Probe Heat OFF Landing Light OFF Flaps / Slats UP Trims NEUTRAL
ON PARKING AREARPM STABILIZED Radar OFF Avionics OFF
SHUTDOWNThrottle IDLE Fuel valve OFF Time RECORD BATTERY OFF
AIRCRAFT PERFORMANCE CHECK (CORNER SPEED)
In order to make sure that the aircraft is performing correctly, the following check should be carried out: At full power with afterburner on, bank the aircraft to the point where the the airspeed remains a constant 480 kts and the aircraft maintains level flight in the bank. If the aircraft performance is correct, then the rate of turn will be 10 degrees per second.
This page will be updated as and when we gather more information to allow for realistic operation of our simulator and we thank those who have in any way contributed to this page. |
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peter@dooley.co.za with
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