IRIS TEXAN II Flight Manual
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IRIS TEXAN II Flight Manual

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FOR SIMULATION USE ONLY
OFFICIAL PUBLICATION
2023.001-AFM
AIRCRAFT FLIGHT MANUAL
IRIS TEXAN II
Date of Issue: 4
th
November 2023
Software Version: V1.0.0

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Summary of Contents for IRIS TEXAN II

  • Page 1 FOR SIMULATION USE ONLY OFFICIAL PUBLICATION 2023.001-AFM AIRCRAFT FLIGHT MANUAL IRIS TEXAN II Date of Issue: 4 November 2023 Software Version: V1.0.0...
  • Page 2 P A G E PREFACE The year 2005 marked a significant milestone for IRIS Simulations, as it was the genesis of our journey. It was during this formative year that we birthed our very first aircraft, the T-6/A Texan II. This aircraft, our inaugural creation, quickly soared to prominence, capturing the hearts of pilots and aviation enthusiasts alike.
  • Page 3 P A G E ACKNOWLEDGEMENTS IRIS Simulations would also like to thank the online community from the ‘Virtual Royal Air Force’ for their testing and evaluation of the IRIS Texan II multiplayer functionality (and frequent fun in the Mach Loop!) Visit their...
  • Page 4 INTENDED USE This product is for entertainment purposes only. In accordance with the IRIS Simulations Pty Ltd EULA, this product cannot be used as part of any real-world aviation training. This product does not cover all aspects of flight operations; accordingly, it may contain errors, limitations, and variations from the actual aircraft.
  • Page 5 APPLICABILITY This Flight Manual applies to the IRIS TEXAN II for Microsoft Flight Simulator (MSFS), produced and published by IRIS Simulations Pty Ltd. OPERATING INSTRUCTIONS This manual provides the best possible operating instructions, however, on occasions these instructions may prove to be a poor substitute for sound judgment.
  • Page 6 It is our opinion that while not to everyone’s liking, it does not necessarily affect the product in a significant way. Q. I am a Real World Texan II pilot; can I use this for flight training? This is not a training aid, nor is it permitted for being used on any other platform than Microsoft Flight Simulator.
  • Page 7 If you want to see the status of an issue, or if your issue has been submitted before, please visit the following link to view the online issue tracker. IRIS TEXAN II - Issue Tracking System (Public) https://view.monday.com/5420738157-cc30b43777dc271d8352c9897f2a63dc?r=use1 FOR SIMULATION USE ONLY – NOT A TRAINING AID...
  • Page 8 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E INTENTIONALLY BLANK FOR SIMULATION USE ONLY – NOT A TRAINING AID...
  • Page 9 If you have purchased the package directly from the IRIS Simulations storefront and the aircraft is provided as a .zip file containing the iris-aircraft-texan folder, simply copy and paste it into your COMMUNITY folder.
  • Page 10 1. Extract the package folder on your desktop or in any known and easily acceptable location. 2. Rename the package folder from “iris-aircraft-texan” to anything short and recognizable such as “IRIS-TEXAN” or just “TEXAN”. 3. Place the renamed package folder in the Community folder.
  • Page 11 | 11 NOTES FROM THE DEVELOPERS FLIGHT MODEL Please note that the IRIS TEXAN II flight model is designed to work with the new Flight Simulator flight model (Options->General Options->Flight Model->MODERN). This is the default option for Microsoft Flight Simulator, and it should be your setting unless you have changed it.
  • Page 12 P A G E | 12 HEAD-UP-DISPLAY (HUD) The TEXAN II HUD can exhibit a small white artifact at night on some systems. To address this, perform one of the following corrective actions: 1. Turn NANOVG rendering OFF. (Options->General Options->Experimental->NANO VG->OFF) 2.
  • Page 13 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 13 TABLE OF CONTENTS Page No SECTION 1 DESCRIPTION AND OPERATION SECTION 2 NORMAL PROCEDURES...

  • Page 14: Table Of Contents

    SECTION 1 DESCRIPTION AND OPERATION TABLE OF CONTENTS Page No CHAPTER 1 DESCRIPTION AND OPERATION - GENERAL THE AIRCRAFT TEXAN II: A MODERN TRAINING AIRCRAFT SUPPORTIVE COURSEWARE THE COCKPIT THE ENGINE FIRE WARNING SYSTEM FIREWALL SHUTOFF HANDLE FUEL SUPPLY SYSTEM...
  • Page 15 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 15 INSTRUMENTS INTEGRATED AVIONICS SYSTEM EMERGENCY LOCATOR TRANSMITTER (ELT) STANDBY VHF CONTROL HEAD LIGHTING SYSTEM ON-BOARD OXYGEN GENERATING SYSTEM (OBOGS)

  • Page 16: The Aircraft

    United States Air Force (USAF), United States Navy (USN), and several other international military forces. With its roots dating back to the early 2000s, the Texan II has become a staple in military pilot training programs, equipping new aviators with the essential skills and knowledge needed to operate high-performance military aircraft.
  • Page 17 Additionally, the aircraft is adaptable for simulated weapons training. ROLE IN MILITARY TRAINING The T-6B Texan II plays a pivotal role in the initial training stages for prospective military pilots. Its capabilities make it an ideal choice for training pilots who may later transition to jet-powered aircraft.

  • Page 18: Supportive Courseware

    P A G E | 18 SUPPORTIVE COURSEWARE The inclusion of supportive video courseware for the Texan II product is a strategic move that underscores our commitment to enhancing user experience and ensuring our customers receive the utmost value from their purchase.

  • Page 19: The Cockpit

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 19 THE COCKPIT Figure 1-3 Front Instrument Panel 1.
  • Page 20 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 20 Figure 1-4 Rear Instrument Panel 1. MASTER CAUTION/DISPLAY PANEL 6.
  • Page 21 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 21 Figure 1-5 Front Console Panels FOR SIMULATION USE ONLY – NOT A TRAINING AID...
  • Page 22 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 22 Figure 1-6 Rear Console Panels FOR SIMULATION USE ONLY – NOT A TRAINING AID...
  • Page 23 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 23 ENGINE Figure 1-7 Engine The PT6A-68 is a free-turbine turboprop engine (Figure 1-7) flat rated to produce 1100 shaft horsepower (SHP) as installed in the aircraft.

  • Page 24: The Engine

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 24 scavenged oil from the bearings and gearbox. Cooling is accomplished by routing scavenged oil through an oil cooler located in the lower aft cowl assembly before returning to the oil tank.
  • Page 25 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 25 Power for the oil pressure transducer is provided through a circuit breaker, placarded OIL TRX located on the battery bus circuit breaker panel in the front cockpit.
  • Page 26 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 26 are aligned nearly straight into the wind. When in low pitch, the propeller blade angle is approximately 15°...
  • Page 27 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 27 Both of these systems dump oil pressure from the propeller allowing the propeller counterweights and feathering spring to rapidly feather the propeller.
  • Page 28 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 28 Start and Ignition System Figure 1-8 Starter Switch Location/s The STARTER switch, located in both cockpits has three positions: AUTO/RESET, NORM, and MANUAL.
  • Page 29 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 29 Power Control Lever (PCL) Figure 1-9 Power Control Lever (PCL) Location/s Engine power is controlled by the PCL mounted in the left console of each cockpit.
  • Page 30 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 30 raises N1 to maintain NP above 80% to avoid the stress on the propeller during spins.
  • Page 31 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 31 The PMU will not reset until IOAT drops below 121 °C. Once the PMU is reset (PMU switch cycled from NORM to OFF and back to NORM), IOAT and ITT returns to normal and the EDM FAIL warning should be removed.
  • Page 32 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 32 PMU Inoperative (Manual Mode) Figure 1-10 Power Management Unit (PMU) Switch Location The PMU is continually self-monitoring, identifying, and accommodating many faults.
  • Page 33 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 33 PMU STATUS caution in flight indicates a fault in either of, or a mismatch between, the weight on-wheels switches, and serves to notify the pilot that the PMU will not revert to ground mode upon landing.

  • Page 34: Fire Warning System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 34 FIRE WARNING SYSTEM Figure 1-11 Fire Warning Light Location The aircraft is equipped with a fire warning system that includes dual sensor tubes and responder assemblies.
  • Page 35 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 35 Power for the #1 fire warning system is provided through a circuit breaker, placarded FIRE 1, and located on the battery bus circuit breaker panel in the front cockpit.

  • Page 36: Firewall Shutoff Handle

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 36 FIREWALL SHUTOFF HANDLE Figure 1-12 Firewall Shutoff Handle Location The firewall shutoff handle, located on the front left console panel, mechanically operates cables to close valves at the firewall, cutting off fuel and hydraulic fluid to the engine, as well as cutting off bleed air from the engine.

  • Page 37: Fuel Supply System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 37 FUEL SUPPLY SYSTEM The fuel system provides approximately 1100 pounds of usable fuel through the single-point refuelling system.
  • Page 38 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 38 The fuel system includes the following on the EICAS to indicate fuel system operations: ...
  • Page 39 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 39 The outer probe provides fuel readings until approximately 445±50 pounds, and the middle probe until approximately 308±50 pounds.

  • Page 40: Electrical Power Supply System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 40 ELECTRICAL POWER SUPPLY SYSTEM The electrical system includes a 28 VDC, 300 amp starter/generator, an aerobatic 24 VDC lead-acid battery, a 24 VDC auxiliary battery, and an external power receptacle.
  • Page 41 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 41 If the generator malfunctions in flight, the generator may be reset with the generator reset button, located in either cockpit, or by cycling the GEN switch off and back on.
  • Page 42 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 42 Auxiliary Battery Figure 1-15 Auxiliary Battery Switch Location Auxiliary power is supplied by a 24 VDC, 5-ampere-hour auxiliary battery, located in the left avionics compartment, and is controlled by the AUX BAT switch on the front cockpit right console.
  • Page 43 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 43 External Power An external power receptacle is installed in the left, aft fuselage, below the left avionics bay door.
  • Page 44 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 44 Bus Tie Switch Figure 1-16 Bus Tie Switch Location The BUS TIE switch, located on the front cockpit right console, is used to tie/isolate the battery and generator buses.

  • Page 45: Brake System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 45 BRAKE SYSTEM The brake system is a non-boosted, mechanically actuated, and hydraulically operated system, independent of the aircraft hydraulic system.

  • Page 46: Hydraulic System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 46 HYDRAULIC SYSTEM The hydraulic system consists of one engine driven pump with approximately a 5- quart capacity.
  • Page 47 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 47 EMERGENCY OPERATION Emergency hydraulic pressure is available after the normal system has pressurized the emergency accumulator.

  • Page 48: Landing Gear System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 48 LANDING GEAR SYSTEM The aircraft is equipped with a retractable tricycle system actuated by the aircraft’s hydraulic system.
  • Page 49 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 49 CONTROLS AND INDICATORS 1. LANDING GEAR INDICATOR LIGHTS 3.
  • Page 50 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 50 Pressing the LAMP TEST switch, located on the left console, tests the gear handle and indicator lights for both cockpits.
  • Page 51 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 51 Nose Gear/Doors When the landing gear handle is lowered and both main gear doors open, an electrical signal commands the nose gear hydraulic actuator to lower the nose gear.
  • Page 52 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 52 Landing Gear Position Warning The aural landing gear position warning is a 250 Hz tone repeated 5 times per second, transmitted through the audio system, and activates when any one of the following conditions are met.

  • Page 53: Nose Wheel Steering

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 53 NOSE WHEEL STEERING Directional control during taxi is accomplished by the use of rudder and/or differential braking, or by using hydraulic nose wheel steering (NWS).

  • Page 54: Wing Flaps

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 54 WING FLAPS The aircraft is equipped with hydraulically operated, electrically controlled, four- segment split flaps.

  • Page 55: Speed Brake System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 55 EMERGENCY EXTENSION Emergency flap extension is enabled after the emergency landing gear extension handle is operated.

  • Page 56: Flight Control System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 56 This counteracts some, but not all of the pitch change tendency of the aircraft due to the operation of the speed brake.
  • Page 57 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 57 The three-axis trim positions are displayed on a triple-trim indicator installed on the left console in each cockpit.
  • Page 58 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 58 is limited to 18° trailing edge up and 16° trailing edge down deflection. The elevator is mass balanced with weights located in the elevator horns.
  • Page 59 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 59 TRIM AID DEVICE (TAD) Figure 1-19 Trim Aid Device (TAD) Switch Location The rudder trim aid device (TAD) assists directional (yaw) trimming during airspeed and power changes.
  • Page 60 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 60 Once take-off trim is set, the system makes no further trim inputs until the aircraft accelerates to at least 80 KIAS and there is no weight on the wheels.

  • Page 61: Doors And Hatches

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 61 DOORS AND HATCHES AVIONICS BAY AND BAGGAGE COMPARTMENT DOORS Access to the avionics bay is provided by two side-hinged doors, one on each side of the aircraft.
  • Page 62 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 62 The plenum area extends from the aft end of the nose area, aft to the second break in the skin.

  • Page 63: Canopy

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 63 CANOPY Figure 1-20 Canopy Open/Close The lockable canopy, which includes the windscreen, is side opening. For bird strike protection, the windscreen and front transparency are thicker than the rear transparency.
  • Page 64 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 64 The canopy has a non-inflatable weather seal and an inflatable pressure seal. The pressure seal is pneumatically inflated using cooled engine bleed air tapped off the anti-G system.
  • Page 65 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 65 To open the canopy from the inside: 1.
  • Page 66 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 66 acceptor assemblies initiate shielded mild detonating cords attached to the initiation manifolds, which detonate the CFS explosive cords.

  • Page 67: Environmental Control System (Ecs)

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 67 ENVIRONMENTAL CONTROL SYSTEM (ECS) The environmental control system provides automatic temperature and pressurization control.
  • Page 68 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 68 shutoff valve (inflow valve) and bi-level flow control bypass valve (defog valve), respectively, and are located in the front cockpit only.
  • Page 69 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 69 The canopy seal/anti-G electrical shutoff valve is controlled by the BLEED AIR INFLOW switch.
  • Page 70 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 70 or HOT results in directional control of the heat exchanger bypass valve, resulting in warmer or cooler inflow temperatures.
  • Page 71 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 71 PRESSURIZATION SYSTEM The pressurization system includes a control valve, a safety valve, a control valve regulator, a differential pressure (delta P) regulator, and a solenoid dump valve.
  • Page 72 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 72 COCKPIT AND AVIONICS COOLING SYSTEM Cockpit cooling and avionics cooling is provided by a vapour cycle system, which includes an engine-driven refrigerant compressor, condenser and blower assembly, two air conditioner evaporator and blower assemblies, and a bi-level pressure switch.
  • Page 73 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 73 FRESH AIR VENTILATION Fresh air ventilation during unpressurized flight can be supplied to the cockpit through the cooling air inlet.

  • Page 74: Instruments

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 74 INSTRUMENTS Instruments which are not part of an integrated system are covered in this discussion.
  • Page 75 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 75  Backup instrument lighting operates at a fixed level when the auxiliary battery is powering the system.
  • Page 76 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 76 ATTITUDE FAILURE INDICATIONS For the attitude failure indication, the pitch ladder, roll pointer, and slip/skid indicator are removed leaving the roll scale and the aircraft symbol visible on a cyan background.

  • Page 77: Integrated Avionics System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 77 INTEGRATED AVIONICS SYSTEM Each cockpit provides a full complement of flight instrumentation and engine controls and displays, based around three Multifunction Displays (MFDs), and a Head up Display (HUD).
  • Page 78 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 78 The IACs also provide REPEAT cockpit control. The MFDs may operate in repeat mode, such that the rear cockpit MFD displays are slaved to the front cockpit and vice versa.
  • Page 79 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 79 AVIONICS MASTER SWITCH Figure 1-21 Avionics Master Switch Location The avionics master switch is placarded AVIONICS MASTER and located on the electrical switch panel in the front cockpit.
  • Page 80 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 80 ANTENNAS Twelve antennas are mounted on and in the aircraft for navigation and communication.
  • Page 81 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 81 DATA BUSES The aircraft is fitted with several data buses for transmission of electronic signals and data between the various integrated systems such as the integrated avionics computer (IAC), engine data manager (EDM), air data computer (ADC), power management unit (PMU), global positioning system (GPS), very high frequency...
  • Page 82 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 82 AIR DATA COMPUTER (ADC) The ADC receives pitot/static air inputs and calculates airspeed, altitude, and climb rate parameters for use by the primary flight display and navigation multifunction display.
  • Page 83 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 83 ENGINE DATA MANAGER (EDM) The engine data manager (EDM) monitors engine operating parameters and illuminates the appropriate EICAS display when necessary.
  • Page 84 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 84 Information from the vane is processed by the AOA computer and transmitted to the IACs and then displayed on the PFD and HUD.
  • Page 85 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 85 INTERCOMMUNICATIONS SYSTEM (ICS) The intercommunications system (ICS) allows each pilot to monitor incoming navigation and communications radio audio while also communicating between cockpits and ground crew.
  • Page 86 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 86 Interphone communications has two knobs controlling the interphone system. The VOX knob activates the automatic voice activation of the microphone for transmission without keying the interphone key on the power control lever (PCL).
  • Page 87 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 87 The interphone amplifier for ground crew communications is powered when the battery switch in either cockpit is activated.
  • Page 88 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 88 located in the front cockpit. If the preset database is loaded, up to 99 preset frequencies can be selected from the IACs for retrieval by the UFCP.
  • Page 89 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 89 Display for the VOR or ILS frequency is provided on the Up Front Control Panel (UFCP), Primary Flight Display (PFD), and Navigation Display (NAV).
  • Page 90 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 90 MULTIFUNCTION DISPLAY (MFD) Figure 1-23 Multi-Function Display Line Select Keys (LSK) Each cockpit features three MFDs that allow for control and display of navigation, communication, flight, aircraft systems, mission, and miscellaneous information.
  • Page 91 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 91 The MFDs may also operate in repeat mode, such that the rear cockpit MFD displays are slaved to the front cockpit and vice versa.
  • Page 92 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 92 This rule applies to both FWD and AFT stations. In the advanced mode, the crew is responsible for MFD screen management to ensure that MFD screens for safe operation of the aircraft are displayed.
  • Page 93 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 93 Colour Philosophy To facilitate the reading of information in the integrated avionics system, a colour code has been defined.
  • Page 94 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 94  Magenta is used to identify the reference values and carets that can be selected by the pilot on the various indicators: airspeed indicator, barometric altitude, and compass heading;...
  • Page 95 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 95 d. Loss of top screen navigation capability (due to PFD/EICAS rule). This prevents the crew from changing the screen displayed on the MFD.
  • Page 96 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 96 ENGINE INDICATION AND CREW ALERTING SYSTEM (EICAS) The EICAS displays engine and auxiliary instrument information.
  • Page 97 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 97 Crew Alert System (CAS) Red (Warning) Message Cause/Explanation BATT BUS Battery Bus inoperative...
  • Page 98 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 98 PMU has detected and accommodated a fault in- PMU STATUS flight or WOW switch failure Oil pressure between 15-40 psi at idle or if oil...
  • Page 99 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 99 SPDBRK OUT Speed brake is extended or extending White (Advisory) Message Cause/Explanation ADC A INOP...
  • Page 100 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 100 CREW ALERTING SYSTEM (CAS) The CAS displays caution, advisory, and status alert messages as shown in the previous table.
  • Page 101 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 101 AURAL WARNING TONE GENERATOR An electronic tone generator located in the audio management unit (AMU) provides various distinguishable tones for pilot warnings.
  • Page 102 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 102 UP FRONT CONTROL PANEL (UFCP) Figure 1-24 Up Front Control Panel (UFCP) (Upper and Lower) The UFCP provides the primary means for data entry for a wide assortment of data input and data selection required during flight.
  • Page 103 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 103 Alphanumeric Keyboard (AKB) The AKB is composed of numerals and characters and is situated on the left side of the UFCP upper panel.
  • Page 104 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 104 UFCP Upper panel The UFCP provides selection of Navigation, Air-to-Air, and Air-to-Ground Master Modes.
  • Page 105 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 105 edit), or • (edit or press and hold for set value) displayed in the first character position of the window indicating that the data in the window can be modified using the alphanumeric keyboard.
  • Page 106 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 106 alphanumeric data entry is in progress, if the RTN key is pressed for 1 second, or 20 seconds pass with no activity, the entered data is discarded and the display navigates to the persistent display.
  • Page 107 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 107 NAV MASTER MODE The persistent display for the NAV master mode allows the pilot to view and change the current frequencies of the COM1 and COM2 radios and the NAV navaid, as well as view the current transponder code and mode and access the transponder control page.
  • Page 108 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 108 Return (RTN) Key Functionality The RTN key is provided as an aid for navigating page hierarchies that have multiple levels.
  • Page 109 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 109 Navigation (NAV) The NAV hard key allows pilots to view information about the current navigation source, to change the current navigation source, and set the VHF NAV course.
  • Page 110 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 110 NAV – VOR NAVIGATION The NAV page allows pilots to view the current navigation source and view and change the current navigation course.
  • Page 111 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 111 NAV - TACAN NAVIGATION The NAV page for TACAN navigation allows pilots to view the current navigation source, view the current TO waypoint, view navigational data, and view and change the current TACAN navigation course.
  • Page 112 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 112 NAV – NAVIGATION OFF The NAV page with navigation OFF, allows pilots to view the current navigation source and view and change the navigation course.
  • Page 113 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 113 PFD priority function button is used to manipulate PFD bug information that is not readily accessible by LSK operation (speed, baro and radar altitude bugs and altimeter settings).
  • Page 114 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 114 by a press of the ENT button. W4 - Is a data entry window with the label SPD and data consisting of a number with up to three digits that indicates the current airspeed bug...
  • Page 115 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 115 SYS - ALT/SPD On the SYS top-level page, depressing the arrow key next to W1 ALT/SPD allows the pilot to access the ALT/SPD page, as well as view and change the altimeter setting units and minimums annunciator status.
  • Page 116 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 116 SYS - HEADING On the SYS top-level page, depressing the arrow key next to W2 HEADING allows pilots to view and change the heading bug setting, the compass true/magnetic selection, and the bearing pointer sources.
  • Page 117 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 117 SYS - DISPLAY On the SYS top-level page, depressing the arrow key next to W3 DISPLAY allows pilots to access lower level system pages.
  • Page 118 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 118 When ABS is selected, the selection applies for 15 seconds and then reverts to REL.
  • Page 119 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 119 SYS - DISPLAY - MFD On the lower-level system page, the MFD page allows pilots to view and change the MFD declutter level.
  • Page 120 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 120 SYS - BINGO - IP The Initial Point (IP) page provides edit access to the offset steering function available for use to take an indirect approach to a waypoint or target.
  • Page 121 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 121 range (for a B offset). For an along track distance, the label is displayed as Y and the data is a number with up to four digits indicating the along track distance, which has an allowable range of 0 to 999.9 nm.
  • Page 122 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 122 Window Action W1 - Is a data display window that displays the TIME Z label TIME Z and W1 has no control functionality.
  • Page 123 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 123 User Waypoints (USER WPT) Depressing the USER WPT hard key allows pilots to view and change information about waypoints in the user database.
  • Page 124 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 124 longitude value (a seven-digit number) when the W2 selection is LONG, and the elevation value (a number with up to five digits) when the W2 selection is ELEV.
  • Page 125 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 125 Mark-on-Top (MRK) The MRK hard key allows pilots to create a mark-on-top waypoint. When the MRK key is pressed, the current aircraft position and current time (GMT) is saved as an FMS waypoint and displayed on the UFCP.
  • Page 126 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 126 Communications Radio (COM1/COM2) The COM1 and COM2 hard keys allow pilots to access information about the UHF COM1 or VHF COM2 radio.
  • Page 127 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 127 This mode is abbreviated with the caption T/R. Finally, the radio can operate in a Guard-only mode.
  • Page 128 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 128 COM2 - VHF PRESET The COM2 page allows pilots to view and change the COM2 VHF radio preset, frequency, VHF mode, and squelch setting.
  • Page 129 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 129 NAV TUNE - Radio Navigation Aid Tuning The NAV TUNE hard key allows pilots to view information about their radio navigation aids and transponder.
  • Page 130 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 130 NAV TUNE - TACAN The NAV TUNE page for the TACAN navaid allows pilots to view and change the preset and or frequency of the VHF navaid.
  • Page 131 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 131 NAV TUNE - XPDR The NAV TUNE - XPDR allows pilots to view and change the transponder status, code, mode, and standby code.
  • Page 132 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 132 Identification Squawk (ID) The ID hard key allows pilots to initiate an ID squawk from the transponder and view the information contained in the transmission.
  • Page 133 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 133 UFCP LOWER SWITCH PANEL The UFCP lower panel consists of switches and knobs that control the pilot selection, text display, flight path marker cage switching, UFCP and HUD UFCP brightness and contrast levels.
  • Page 134 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 134 The LGT NIGHT/DAY/AUTO HUD switch establishes the MFD brightness mode that is outputted to the MFDs.
  • Page 135 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 135 The HUD text mode repeats the contents of the UFCP four line LED display on the HUD.
  • Page 136 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 136 PRIMARY FLIGHT DISPLAY (PFD) Figure 1-25 Primary Flight Display (TAPE) Primary air data information, provided through the integrated avionics system, is presented by the MFD in each cockpit.
  • Page 137 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 137 Attitude Indicator The attitude indicator is centrally located on the upper half of the PFD and informs the pilot of the orientation of the aircraft relative to earth.
  • Page 138 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 138 ATTITUDE ERECT ANNUNCIATOR (ATT ALIGNMENT) When the inertial reference system attitude erect alignment function has been initiated, a red ATT ERECT annunciation displays centred above the aircraft reference symbol on the PFD.
  • Page 139 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 139 SPEED ADVISORY MESSAGE The speed advisory message consists of the characters SPD in amber text, displayed above the airspeed indicator.
  • Page 140 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 140 the centre of the display (i.e., the current altitude on the scale is covered up by the digital altimeter readout).
  • Page 141 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 141 The scale has a range from ±6000 ft. /min, and the digital readout can display a range from ±9900 ft.
  • Page 142 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 142 operational test of the AOA system can be performed using the AOA switch located in the system test switch panel in the front cockpit.
  • Page 143 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 143 The glideslope and localizer indicators are used to show deviations from the desired path on an instrument landing system (ILS) approach.
  • Page 144 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 144 The compass rose contains an aircraft symbol, located at the centre of the scale, which always points towards the top of the display.
  • Page 145 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 145 BEARING POINTERS There are two bearing pointers on the HSI. Bearing pointer #1 is a single line and displayed in green and bearing pointer #2 is double line and displayed in cyan.
  • Page 146 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 146 Slaved Navigation Source - OFF First Line Second Line Blank Third Line...
  • Page 147 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 147 The CDI head is oriented on the compass rose to indicate either the desired course (when the navigation source is VOR) or desired track (when the navigation source is FMS).
  • Page 148 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 148 NAVIGATION INFORMATION DISPLAY The navigation information is displayed as OFF, VOR/LOC, TACAN or FMS source. Selection of the navigation source is accomplished by pressing L4, which cycles to the next available navigation source with each successive press of L4.
  • Page 149 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 149 The current acceleration readout and pointer both change colour to red when the current acceleration is greater than the maximum airframe value or less than the minimum airframe value.
  • Page 150 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 150 Advisory Messages The messages on the PFD and NAV display are used to indicate certain conditions from the TCAS or the FMS.
  • Page 151 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 151 When the map display is in the rose map format, the compass rose operates similar to the compass rose on the PFD except the compass rose is expanded to fill the extra available screen space on the NAV display and fixed tick marks are added on the outside of the compass scale at 45°, 90°, 135°, 180°, 225°, 270°...
  • Page 152 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 152 WAYPOINTS Off-route waypoints are also displayed on the map display, and these can include user waypoints or International Civil Aviation Organization (ICAO) waypoints from the active FMS database.
  • Page 153 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 153 Pressing L2 when the current navigation source is FMS navigates to the FMS LEGS sub-page, and pressing L2 when the current navigation source is VOR or LOC causes the UFCP page to be changed to display the NAV level 1 page with the selected course window selected for entry.

  • Page 154: Emergency Locator Transmitter (Elt)

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 154 EMERGENCY LOCATOR TRANSMITTER (ELT) The aircraft is equipped with an emergency locator transmitter (ELT) system which includes an ELT switch panel, in the front cockpit only, and an ELT transmitter mounted in the tail cone.

  • Page 155: Lighting System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 155 Pushing the frequency selector switch interchanges the active and standby frequencies.
  • Page 156 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 156 To set minimum dimming, turn the instrument panel and/or side panel dimming rheostats clockwise to ensure all electroluminescent panels are illuminated, then adjust counter clockwise until desired minimum level is set.
  • Page 157 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 157 Knee Board Lights Knee board lights are mounted on the front of each forward and aft glare shield. The knee board lights are controlled individually.
  • Page 158 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 158 Navigation and Anti-Collision Strobe Lights The navigation lights include a red light installed at the leading edge of the left wing tip, a green light installed at the leading edge of the right wing tip, and a white light installed at the trailing edge of each wing tip.
  • Page 159 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 159 When set to LOW, the switch configures the AOA indexers and indicator to simulate an on-speed AOA condition.

  • Page 160: On-Board Oxygen Generating System (Obogs)

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 160 ON-BOARD OXYGEN GENERATING SYSTEM (OBOGS) NOTE  OBOGS operation with mask down or loose fitting may induce OBOGS fail warning.
  • Page 161 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 161  Prolonged inhalation of zeolite dust should be avoided. A warning and caution illuminates in each cockpit to indicate OBOGS status.
  • Page 162 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 162 OXYGEN PRESSURE REGULATOR A panel-mounted oxygen pressure regulator is installed on the right side console of each cockpit.
  • Page 163 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 163 The TEST MASK position supplies highly pressurized flow to check the face-to- mask seal.
  • Page 164 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 164 SECTION 2 NORMAL PROCEDURES TABLE OF CONTENTS Page No Title Flight Planning...
  • Page 165 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 165 Take-off Normal Take-off Crosswind Take-off Instrument Take-off (ITO) After Take-off Climb (Passing 10,000 feet) Operations Check...
  • Page 166 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 166 After Landing Full Stop/Taxi Back Checklist Engine Shutdown Before Leaving Aircraft FOR SIMULATION USE ONLY –...

  • Page 167: Flight Planning

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 167 FLIGHT PLANNNING Flight planning data, including take-off performance, fuel required, cruise data, and other information required to complete the proposed mission, may be determined from the appropriate performance charts in Appendix A.

  • Page 168: Crew Coordination

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 168 CREW COORDINATION INTRODUCTION A thorough understanding of crew coordination and responsibilities is essential. General requirements for crew resource management (CRM) are directed in applicable service CRM instructions.
  • Page 169 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 169 b. Radio procedures and discipline c. Change of control of aircraft d.
  • Page 170 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 170 PREFLIGHT CHECK It is the responsibility of the pilot in command to ensure that an exterior and interior inspection and a pre-flight inspection have been performed as outlined.

  • Page 171: Interior Inspection

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 171 INTERIOR INSPECTION REAR COCKPIT (SOLO FLIGHT) 1. Ejection seat – Inspect: a.

  • Page 172: Cockpit (All Flights)

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 172 c. Lap straps – Pull tight and wrap solo strap around excess lap strap material.
  • Page 173 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 173 7. Flight controls – Check (BOTH) (Visually check for free and correct movement and verify full control range is available at selected seat height.) 8.
  • Page 174 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 174 e. LGT-UFCP – As required. 20. Audio panel – As required 21.

  • Page 175: Engine Start

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 175 ENGINE START CAUTION  Do not connect external power if battery voltage is below 22.0 volts. Connecting external power could cause damage to the aircraft battery.

  • Page 176: Engine Start (Auto)

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 176 removal of the ITT pointer on the EICAS display, and by illumination of the PMU FAIL warning.

  • Page 177: Before Taxi

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 177 (If PMU FAIL or PMU STATUS messages are illuminated, set PMU switch to OFF, then NORM.) 4.
  • Page 178 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 178 c. OBOGS pressure lever – Check EMERGENCY (increased pressure) then back to NORMAL d.
  • Page 179 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 179 12. Flaps – Check (ground crew observer if available) (BOTH): a.

  • Page 180: Taxi

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 180 23. ISS mode selector – SOLO 24. EICAS display – Check (BOTH) 25.

  • Page 181: Overspeed Governor Check

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 181 OVERSPEED GOVERNOR CHECK Any fault discovered during this check is reason for ground abort. Complete this check in a non-congested area.

  • Page 182: Before Take-Off

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 182 BEFORE TAKE-OFF 1. Minimum power at 60 KIAS – Compute 2.

  • Page 183: Take-Off

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 183 TAKE-OFF NORMAL TAKE-OFF Upon runway lineup, hold brakes, ensure nose wheel is centered, and disengage nose wheel steering.

  • Page 184: After Take-Off

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 184 AFTER TAKE-OFF With a positive rate-of-climb established, retract the landing gear, and raise flaps as required.

  • Page 185: Climb (Passing 10,000 Feet)

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 185 CLIMB (PASSING 10,000 FEET) 1. OBOGS – Check flow indicator for normal operation (BOTH) 2.

  • Page 186: Pre-Stalling, Spinning And Aerobatic Charts

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 186 PRE-STALLING, SPINNING, AND AEROBATIC CHECKS 1. Loose items – Stowed (BOTH) 2.

  • Page 187: Low Altitude Approach

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 187 LOW ALTITUDE APPROACH Normally fly instrument approaches at 120-150 KIAS. Prior to the final approach fix, ensure the landing gear is down and flaps are set to TO, and slow to a minimum of 110 KIAS.

  • Page 188: Before Landing

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 188 BEFORE LANDING Refer to Appendix A for recommended landing data. The flaps may be set to TO prior to lowering gear.

  • Page 189: Normal Landing

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 189 NORMAL LANDING Prior to entering the traffic area, slow the aircraft to 200-250 KIAS in a clean configuration.

  • Page 190: Gusty Wind Landing

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 190 GUSTY WIND LANDING During gusty wind conditions, increase landing threshold and touchdown speeds by 50% of the gust increment up to a maximum increase of 10 knots.
  • Page 191 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 191 AFTER LANDING 1. ISS mode selector – SOLO (as required) (Verify ISS mode selector lever is locked in SOLO) 2.
  • Page 192 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 192 12. PROBES ANTI-ICE switch – ON 13. EICAS display – Check (BOTH) ENGINE SHUTDOWN NOTE ...
  • Page 193 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 193 BEFORE LEAVING AIRCRAFT 1. PARKING BRAKE – As required (If wheel chocks have been installed or if the aircraft is tied down, release the parking brake.) 2.
  • Page 194 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 194 SECTION 3 OPERATING LIMITATIONS TABLE OF CONTENTS Page No Title Introduction...
  • Page 195 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 195 INTRODUCTION Operating limitations include limitations that must be observed for safe operation of the aircraft and engine.
  • Page 196 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 196 ACCELERATION LIMITATIONS SYMMETRIC Clean +7.0 to -3.5 G’s Gear and Flaps Extended +2.5 to 0.0 G’s ASYMMETRIC (ROLLING G’S) Clean +4.7 to -1.0 G’s...
  • Page 197 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 197 CANOPY DEFOG LIMITATIONS Canopy defog must be off for take-off and landing. LANDING LIMITATIONS Maximum rate of descent at touchdown is 780 feet per minute (5.1 G’s) when main tires are serviced to maximum landing conditions pressure (225±5 psi).
  • Page 198 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 198 SECTION 4 FLIGHT HANDLING CHARACTERISTICS TABLE OF CONTENTS Page No Title Introduction...
  • Page 199 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 199 Spins Spin Characteristics Spin Recovery Dive Characteristics Altitude Loss in Dive Recovery FOR SIMULATION USE ONLY –...

  • Page 200: Introduction

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 200 INTRODUCTION The information contained in this section describes characteristics of the aircraft during specific phases of flight.

  • Page 201: Trim Aid System

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 201 At forward centers of gravity, a pull force up to 8 pounds may be required to maintain approach speed with power at IDLE during the final portion of the landing with full nose-up pitch trim.

  • Page 202: Flap And Speed Brake Controls

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 202 FLAP AND SPEED BRAKE CONTROLS The split flaps may be operated at airspeeds up to 150 KIAS. There is very little pitch trim change when flaps are selected to the take-off position, and there is no apparent aerodynamic buffeting up to 150 KIAS.

  • Page 203: Normal Flight Characteristics

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 203 NORMAL FLIGHT CHARACTERISTICS NON-MANEUVERING FLIGHT CHARACTERISTICS The aircraft exhibits positive stability in all configurations throughout the flight envelope.

  • Page 204: Glide Performance

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 204 CAUTION  The aircraft will accelerate rapidly with power in a dive. In a high speed dive with an aggressive pull, it is possible to exceed structural limits if the power is not reduced.

  • Page 205: Stall Characteristics

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 205 WARNING  Improper use of the rudder or ailerons during a slip manoeuvre may cause a departure from controlled flight with insufficient altitude for recovery.

  • Page 206: Stalls

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 206 right rudder to maintain coordinated flight. With power at 100% engine torque, a pitch attitude of 45°...

  • Page 207: Accelerated Stalls

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 207 A power-off inverted stall is characterized by a slow nose drop with the control stick on the forward stop.

  • Page 208: Stall Recovery

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 208 4. As flying speed is regained, smoothly increase back pressure on the control stick to stop the altitude loss and return to level flight, taking care to avoid entering a secondary, accelerated stall during recovery.
  • Page 209 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 209 will quickly dissipate kinetic energy and may place high stresses on the aircraft structure.
  • Page 210 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 210 Steady-State Spins Steady-state spins are still considered OCF because a control input in any given axis does not have an immediate effect in that axis in the normal sense of the control.

  • Page 211: Departure Recovery

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 211 DEPARTURE RECOVERY Recovery from inadvertent loss of aircraft control, including post stall gyrations and incipient spins, can be accomplished by promptly reducing power to IDLE, and positively neutralizing flight controls in all axes.

  • Page 212: Spirals

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 212 SPIRALS A spiral is a rolling and/or yawing motion of the aircraft that is often mistaken for a spin, but is not steady-state in that airspeed is increasing through 160 KIAS and motions are oscillatory.

  • Page 213: Spin Recovery

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 213 Spins below 10,000 feet MSL are prohibited due to high stresses on the propeller which occur during the spin manoeuvre with the propeller RPM below 80%.
  • Page 214 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 214 Progressive Spins A progressive spin is a result of misapplication of recovery controls. Reversing the rudder direction during a steady state spin while maintaining full aft stick will result in a spin in the opposite direction.
  • Page 215 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 215 Due to oil pressure restrictions, aggravated spins were conducted only to 4 turns. Spins with greater than 4 turns while holding aggravated flight control inputs may cause oil starvation problems, resulting in damage to the engine.
  • Page 216 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 216 Configuration Effects NOTE  Intentional spins in other than cruise configuration at idle power are prohibited.
  • Page 217 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 217 Expect to lose approximately 500 feet for every turn of a spin with an additional 1500-2000 feet for a normal dive recovery.

  • Page 218: Dive Characteristics

    I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 218 Inverted Spin Recovery When using the inverted spin recovery, the aircraft recovers within a half turn after the controls are applied.
  • Page 219 I A P 2 0 2 3 . 0 0 1 - A F M / I R I S T E X A N I I P A G E | 219 VERSION CONTROL V1.0.0  Release Version FOR SIMULATION USE ONLY – NOT A TRAINING AID...

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