the Product Handbook in Adobe PDF format.

Transcription

BATTLEFIELD AIRLIFTER Product Handbook Revision 1.2 (27/09/14)
Table of Contents
Page 3.
Credits
Page 4.
End-User Licence Agreement (EULA)
Page 6.
About this Product
Page 7.
Characteristics
Page 9.
The C-27J Spartan BATTLEFIELD AIRLIFTER
Page 13.
2.1 Cockpit Overview
Page 14.
2.2 Main Instrument Panel
Page 18.
2.3 Center Console
Page 22.
2.4 Overhead Panel
Page 29.
3.0 Integrated Avionics – Primary Flight Display
Page 38.
3.1 Integrated Avionics – Multi-Function Display
Page 51.
3.2 Integrated Avionics – Flight Management System
Page 76.
3.3 Integrated Avionics – Secondary Flight Display
Page 77.
3.4 Integrated Avionics – Heads-up Display
Page 80.
4.0 Normal Operating Procedures
Page 95.
5.0 Operating Limitations
Page 98.
Version Change Log
FOR SIMULATION USE ONLY
Page | 2
Credits
We would like to thank the following people for their invaluable contribution to this project.
Project Lead
David Love-Brice
3D Visualisation
David Love-Brice, Tim Rochon &
3DAircraftModels.
Artwork
David Love-Brice, Matthew Wynn, Nick Dackard
& Andrew Nott.
Audio Engineering
David Love-Brice & Doug Dawson.
Onboard Systems Simulation
David Love-Brice.
Aerodynamics Simulation
David Love-Brice.
Quality Assurance
Kevin D. Dom, Jerry Witt, Andreas Muno,
Joe Kunzler, Raphael Francisco Puttini,
Matthew McMahon, Paul Frimston, David Inskip,
Tim Hobin, Michael Colley, Jon Kessinger,
Robert Graham, Clem Wu, Scen Richter,
Sam Rahman & Glenn Roberts
We would also like to thank those who participated in the development of the IRIS Platinum Series
product which this product is a direct development from.
Page | 3
End-User Licence Agreement (EULA)
END-USER LICENSE AGREEMENT FOR IRIS Flight Simulation Software Products for Microsoft Flight
Simulator X
IMPORTANT — PLEASE READ CAREFULLY: This End-User License Agreement (“EULA”) is a legal
agreement between you (either an individual or a single entity) and David Brice t/as IRIS Flight
Simulation Software ("IRIS") for the IRIS Flight Simulation Software product/s identified above, which
includes computer software and includes associated media and “online” or electronic
documentation (“SOFTWARE PRODUCT”). The SOFTWARE PRODUCT also includes any updates and
supplements to the original SOFTWARE PRODUCT which may be provided to you by IRIS. By
accessing or otherwise using the SOFTWARE PRODUCT, you agree to be bound by the terms of this
EULA. If you do not agree to the terms of this EULA, do not use the SOFTWARE PRODUCT.
SOFTWARE PRODUCT LICENSE
The SOFTWARE PRODUCT is protected by copyright laws and international copyright treaties, as
well as other intellectual property laws and treaties. The SOFTWARE PRODUCT is sold as a single
user license and no ownership is transferred, only the right to use the license software. The
SOFTWARE PRODUCT may not be re-distributed, sold for non-profit or profit or subscription fees,
repackaged, delivered on CD or DVD media or any other form of electronic media by any other
persons or party, website, organization or entity, other than the official e-commerce seller
website(s) as contracted or authorized by IRIS.
1. GRANT OF LICENSE. This EULA grants you the following rights:
a. You may install, access, and run a SINGLE copy of the SOFTWARE PRODUCT on a SINGLE
personal computer for your personal, non-commercial, non-profit use. Any party or organization
seeking to use the SOFTWARE PRODUCT under license for commercial use should contact IRIS at
www.irissimulations.com
b. This SOFTWARE PRODUCT is for personal entertainment purposes only and may not be used for
flight training purposes. This SOFTWARE PRODUCT is not part of an approved training program
under the standards of any aviation regulatory agency or body worldwide, whether private or
government.
c. Separation of Components. The SOFTWARE PRODUCT is licensed as a single product. Its original
component parts created by IRIS may not be separated for use for other software or projects.
d. Trademarks. This EULA does not grant you any rights in connection with any trademarks or
service marks of IRIS.
e. Rental. You may not rent, lease, or lend the SOFTWARE PRODUCT. You may not charge
admission or fees for any simulator, entertainment or training device which breaches this EULA by
use of the SOFTWARE PRODUCT therein.
Page | 4
f. Support Services. This SOFTWARE PRODUCT is provided "as is"; however IRIS will provide provision
of support services in relation to the operation, installation or remedy of issues arising to the use of
the SOFTWARE at its official support website at www.irissimulations.com
g. Termination. Without prejudice to any other rights, IRIS may terminate this EULA if you fail to
comply with the terms and conditions of this EULA. In such event, you must destroy all copies of the
SOFTWARE PRODUCT and all of its component parts.
2. COPYRIGHT. All title and copyrights in and to the original created components of the SOFTWARE
PRODUCT (including but not limited to any images, photographs, animations, video, audio, music,
and text incorporated into the SOFTWARE PRODUCT), the accompanying online documentation
materials, and any copies of the SOFTWARE PRODUCT are owned by IRIS or its suppliers. All title
and intellectual property rights in and to additional third party libraries and content (which are
used under the terms of those components' distribution) which may be accessed through use of
the SOFTWARE PRODUCT is the property of the respective content owner and may be protected
by applicable copyright or other intellectual property laws and treaties. This EULA grants you no
rights to use such content. This SOFTWARE PRODUCT contains documentation which is provided
only in electronic form, and you may print multiple copies of such electronic documentation.
3. LEGAL JURISDICTION. This EULA is governed by the laws of the State of Victoria, Australia.
4. LIMITATION OF LIABILITY. TO THE MAXIMUM EXTENT PERMITTED BY APPLICABLE LAW, IN NO EVENT
SHALL IRIS BE LIABLE FOR ANY SPECIAL, INCIDENTAL, INDIRECT, OR CONSEQUENTIAL DAMAGES
WHATSOEVER (INCLUDING, WITHOUT LIMITATION, DAMAGES FOR LOSS OF BUSINESS PROFITS,
BUSINESS INTERRUPTION, LOSS OF BUSINESS INFORMATION, OR ANY OTHER PECUNIARY LOSS)
ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE PRODUCT OR THE PROVISION OF
OR FAILURE TO PROVIDE SUPPORT SERVICES, EVEN IF IRIS HAS BEEN ADVISED OF THE POSSIBILITY OF
SUCH DAMAGES.
Microsoft Flight Simulator X is a © Copyrighted trademark of Microsoft Corporation
Page | 5
About this Product
This guide has been written to familiarize new users to the systems, operations and handling of the
BATTLEFIELD AIRLIFTER product.
It is essential that users have a working knowledge of Microsoft Flight Simulator and/or Lockheed
Martin’s Prepar3D and the theory of flight PRIOR to running this product.
By reading and learning this Operations Manual prior to flying and keeping it to hand during your
flight for reference, you will gain the most enjoyment from this product.
Tech Talk!
OBJECT INTERATION
In general, LEFT mouse-click places a switch AWAY from the pilot and a rotary selector COUNTER
CLOCKWISE.
A RIGHT mouse-click places a switch TOWARDS the pilot and a rotary selector CLOCKWISE.
Variable position knobs (lighting, radio tuning etc.) are moved with the mouse scroll-wheel.
In some circumstances this does not apply, but the majority of switches and knobs operate in this
fashion.
WHOAH, MY AIRCRAFTS NOT APPEARING PROPERLY!
The BATTLEFIELD AIRLIFTER has hundreds, if not thousands of custom variables in its code…and well,
despite our best efforts, sometimes an object might not show up properly!
If you find an instant that your co-pilot is missing, or the seats aren’t showing up properly, don’t
panic… just call your friendly maintenance chief (aka reload your aircraft) and you should be fine!
Lastly, keep an eye on the IRIS website for more information and other paint-schemes for the
BATTLEFIELD AIRLIFTER!
Page | 6
Characteristics
The BATTLEFIELD AIRLIFTER is a twin engine turboprop logistics aircraft with superior maneuverability
and mission capability which is inspired by the C-27J Spartan aircraft.
General characteristics
Crew: Minimum two: pilot, co-pilot, (plus loadmaster when needed)
Capacity: 60 troops or 46 paratroops or 36 litters with 6 medical personnel
Payload: 11,500 kg (25,353 lb)
Length: 22.7 m (74 ft. 6 in)
Wingspan: 28.7 m (94 ft. 2 in)
Height: 9.64 m (31 ft. 8 in)
Wing area: 82 m2 (880 sq. ft.)
Empty weight: 17,000 kg (37,479 lb)
Max takeoff weight: 30,500 kg (67,241 lb)
Page | 7
Performance
Maximum speed: 602 km/h (374 mph; 325 kts.)
Cruising speed: 583 km/h (362 mph; 315 kts.)
Minimum control speed: 194 km/h; 121 mph (105 kts.)
Range: 1,852 km (1,151 mi; 1,000 nm) with 10,000 kilograms (22,000 lb) payload
Range at 6,000 kg payload: 4,260 km (2,650 mi; 2,300 nm)
Ferry range: 5,926 km (3,682 mi; 3,200 nm)
Service ceiling: 9,144 m (30,000 ft.)
Power plant
2 × Rolls-Royce AE2100-D2A turboprop, 3,460 kW (4,640 hip) each
6-bladed Dowdy Propeller 391/6-132-F/10, 4.15 m (13 ft. 7 in) diameter
Page | 8
The C-27J Spartan BATTLEFIELD AIRLIFTER
The Alenia C-27J Spartan is a medium-sized military transport aircraft. The C-27J is an advanced
derivative of Alenia Aeronautic a’s G.222 (C-27A Spartan in U.S. service), with the engines and
systems of the Lockheed Martin C-130J Super Hercules. The aircraft was selected as the Joint
Cargo Aircraft (JCA) for the United States military, for which L-3 Communications is the prime
contractor.
The C-27J has also been ordered by the military air units of Australia, Italy, Greece, Bulgaria,
Lithuania, Mexico, Morocco, Romania and Peru.
In 1995, Alenia and Lockheed Martin began discussions to improve Alenia's G.222 using C-130J's
glass cockpit and a more powerful version of the G.222's T64G engine and four-blade propellers.
The companies began a program for the improved G.222, named C-27J in 1996. This was a U.S.
military type designation based on the G.222's C-27A U.S. designation. Alenia and Lockheed
Martin formed Lockheed Martin Alenia Tactical Transport Systems (LMATTS) for the development of
the C-27J in 1997. The design was changed to use the C-130J Super Hercules's Rolls-Royce AE 2100
engine and six-blade propeller. Other design changes include a fully digital 1553 systems and
avionics architecture, and updated the cargo compartment to further increase commonality. The
C-27J has a 35% increase in range and a 15% faster cruise speed than the G.222.
By 2005, the U.S. Army had identified the need to replace its aging C-23 Sherpa lifter. In lieu of
adequate fixed-wing airlift availability, the U.S. Army's CH-47 helicopter fleet was being worked
hard to fill the "last tactical mile" transporting supplies to forward located troops. The C-27J was
intended by the U.S. Army to give "Direct Support" capability, and reduce the stress on their CH-47
fleet.
The LMATTS joint venture was later dissolved when Lockheed Martin chose to offer the C-130J in
2006 as a contender in the same U.S. Army and U.S. Air Force Joint Cargo Aircraft (JCA)
competition in which the C-27J was competing. Alenia Aeronautica then paired with L-3
Communications to form the Global Military Aircraft Systems (GMAS) joint venture to market the C27J. Boeing later joined Alenia and L-3 Communications as a GMAS team member.
The GMAS team bid the C-27J in the Joint Cargo Aircraft competition against Raytheon and EADS
North America's C-295. Both the U.S. Army and Air Force JCA orders combined are expected to
top 100 aircraft. The JCA will eventually replace the existing Short C-23 Sherpa, Beechcraft C-12
Huron and Fairchild C-26 Metroliners in the Army National Guard, and will become a substitute
tactical airlift platform for those Air National Guard airlift groups or airlift wings losing C-130 aircraft
to retirement or Base Realignment and Closure (BRAC) action redistribution of aircraft (C-130H/C130J). The C-27J completed the U.S. Department of Defense's Early User Survey evaluations by
November 2006, flying 26 hours and surpassing all the JCA program requirements. The GMAS team
also announced that the C-27J will be assembled at a facility at Cecil Field, Duval County, Florida.
Page | 9
While the final selection of the JCA was expected to be announced in March 2007, the decision
came on 13 June 2007, when the Pentagon selected the C-27J as its Joint Cargo Aircraft. A
contract worth US$2.04 billion was awarded to the L-3 Communications team for 78 C-27Js along
with training and support on 13 June 2007. At this time, the U.S. Army had requirement for up to 75
aircraft in the Army National Guard; the Air Force had a requirement for up to 70 aircraft in the Air
Force Special Operations Command and the Air National Guard.
On 22 June 2007, Raytheon formally protested the award of the JCA contract to the Alenia C-27J.
On 27 September 2007, the GAO announced that it had denied Raytheon's protest, thereby
allowing the Pentagon to go ahead with the C-27J procurement. Prior to Raytheon's protest, the
first C-27J aircraft were to begin delivery to the joint U.S. Army–Air Force test and training program
in June 2008. The first flight of a U.S. C-27J occurred on 17 June 2008.
Romania ordered seven C-27Js for delivery from 2008 to replace Antonov An-24 and Antonov An26 aircraft, beating the EADS CASA C-295. However, the order was blocked by the government in
February 2007 upon a legal challenge filed by EADS. In June 2007, the order was confirmed again
when the Romanian court rejected EADS' complaint. The Romanian government officially signed
the contract for the delivery of seven C-27Js on 7 December 2007, with the first two Spartans
delivered on 12 April 2010.
Italy received its first C-27J in October 2006. The Italian Air Force deployed two C-27Js to
Afghanistan from 12 September 2008 to 27 January 2009 in support NATO airlift operations.
In March 2011, the Bulgarian Air Force received its last of three C-27Js ordered. Bulgaria had
initially ordered five in 2006, but reduced its order in 2010.
The United States received its first C-27J on 25 September 2008. In September 2008, the C-27J
schoolhouse, operated by L-3 Link, officially began classes at the Georgia Army National Guard
Flight Facility, Robins Air Force Base, Georgia. By April 2009, the U.S. Army had accepted deliveries
of two aircraft and had 11 more on order. A decision in May 2009 that the U.S. Army/Army
National Guard relinquish all of its aircraft to the U.S. Air Force, primarily the Air National Guard,
with a reduction of the total buy to 38 aircraft, led the DoD to give total control of the US's C-27Js
to the USAF in December.
Although the initial plan was for the C-27J to be operated by the Air National Guard for direct
support of the United States Army, that changed to both Army National Guard and Air National
Guard flight crews to support the fielding of the aircraft. The U.S. Air National Guard had received
four C-27Js by July 2010 and began using them for testing and training. Purchase of 38 Spartans
was anticipated with initial operational capability expected in October 2010. The U.S. Air Force
had planned the C-27J's first combat deployment for summer 2011.
In August 2011, two C-27J aircraft flown by Air National Guard aircrews, augmented with Army
National Guard personnel, began operations at Kandahar Air Field, Afghanistan. In the eleven
months from August 2011 to June 2012, the C-27Js of the 179th Airlift Wing, followed by the 175th
Wing executed more than 3200 missions transporting over 25,000 passengers, and 1400 tons of
cargo. By exercising tactical control of the C-27Js, the U.S. Army was able to employ helicopters in
a much more efficient fashion, splitting missions between the two platforms to make the best use
of the strengths of each.
Page | 10
While the U.S. Army had indicated that their fleet of 54 aircraft posed a moderate risk to mission
fulfillment in 2005; the USAF has moved to cancel the program entirely in early 2012. On 26 January
2012, the U.S. Department of Defense announced plans to remove all 38 C-27Js on order from the
U.S. Air Force's inventory based on excess intra-theater airlift force structure and budgetary
pressures. The C-27J's duties are to be taken by the U.S. Air Force's C-130s. In February 2012, Alenia
warned that it would not provide support for C-27Js resold by the United States to international
customers which could compete against future production orders. In March 2012, it was reported
that the U.S. Coast Guard is considering taking over the aircraft from the U.S. Air Force. On 23
March 2012, the U.S. Air Force announced that it will cut the C-27J from its inventory in fiscal year
2013 after determining budgetary offsets were needed for other programs and the intra-theater
requirements had changed under their new Pacific strategy. The C-27J cuts met with fierce
opposition from the Air National Guard, legislators and state government.
As of April 2012, the USAF was continuing to shut down the program, in anticipation that Congress
will support its budget request to do so. In July 2012 the US Air Force suspended flight operations
following a flight control system failure. By 2013 newly built C-27Js were being sent directly to the
Davis–Monthan Air Force Base boneyard. This was to make room for C-130s, as the USAF found
itself with too many tactical transports. The Air Force had spent $567 million on 21 C-27Js since
2007, with 16 delivered by the end of September 2013. 12 had been taken out of service and sent
to "the Boneyard," with five more to be built by April 2014, all of which were headed to the
boneyard unless another use was found. The five under construction are too near completion to
simply halt building. Sequestration budget cuts caused the Air Force to want to divest the aircraft,
with a C-27J costing $308 million over its lifespan, in comparison with a C-130's $213 million 25-year
lifespan cost.
In November 2012, the C-27J deployed for its first domestic United States mission as part of the
Hurricane Sandy relief effort.
In July 2013, the U.S. Coast Guard was considered acquiring up to 14 of the 21 decommissioned
Air Force C-27J Spartans. Transferring the aircraft and cancelling the remaining orders for the HC144 Ocean Sentry, while retaining those already delivered, would save the service $500–$800
million. The Spartans would be converted for search-and-rescue missions. EADS pointed out that
the HC-144 costs half as much as the C-27J to maintain and operate. The U.S. Forest Service
wanted 7 former Air Force C-27Js for firefighting activities. The U.S. Special Operations Command
(SOCOM), also showed interest in acquiring ex-Air Force C-27Js. If the C-27Js remained in military
service, they would go to SOCOM or the Coast Guard. If the DoD determined it could not afford
the aircraft, they would go to the Forest Service. The Coast Guard wanted all 21 Spartans, and the
Forest Service asked for 7 C-27Js, and C-130Js, to use as aerial tankers. SOCOM will receive 7 C27Js to replace its fleet of CASA 212 aircraft for training. In December 2013, the 14 remaining C-27J
Spartans were transferred to the Coast Guard.
The Royal Australian Air Force has made a Foreign Military Sales request for 10 C-27Js light air lifters
valued up to US$950m to replace its retired DHC-4 Caribou fleet. One advantage identified by the
RAAF over the rival C-295, is the C-27J's wider and taller cabin that makes it compatible with the
Australian Army's general purpose G-Wagon vehicle and palletized goods.
Page | 11
The C-27J was being considered as a sole-source contract by the Government of Canada as a
future replacement for its current search and rescue air fleet; this contract was worth
approximately C$3 billion in January 2007.
Slovakia's air force has selected the C-27J and is negotiating an order for at least two aircraft.
Ghana requested the possible Foreign Military Sale of four C-27Js in September 2009, but
purchased another aircraft instead.
The Indian Air Force has issued a Request for Information (RFI) for 16 medium military transport
aircraft. Alenia Aeronautica responded with information about the C-27J.
On 21 August 2009, Taiwan announced that it had entered price negotiations with Alenia
Aeronautica for the sale of six C-27J Spartan aircraft. Indonesia is considering the purchase of the
C-27J as of March 2011.
The C-27J has been shortlisted as a candidate for the Philippine Air Force (PAF) medium lift aircraft
program. A joint team from the Philippines' Department of National Defense (DND) and PAF
inspected the C-27J in January 2012. The DND already received approval from the Philippine
president to purchase 3 units, and is awaiting congressional approval as of November 2012.
In June 2013, the Peruvian Air Force began negotiations to acquire four C-27J aircraft for $200
million. Future purchases may increase the total to 12 Spartans. The C-27J is part of a competition
that includes the EADS CASA C-295, the Antonov An-70, the upgraded Antonov An-32, and the
Lockheed C-130J Super Hercules. On 25 November 2013 the Peruvian Air Force selected the C-27J
as their new transport aircraft. Two aircraft and all of their support would be purchased under an
100 million-euro deal.
Alenia Aermacchi has offered the MC-27J gunship variant of the C-27J to the Colombian Air
Force. It would be to supplement or replace their current fleet of AC-47 gunships. The MC-27J can
carry weapons larger than .50 calibre, including the 30 mm Mk44 Bushmaster II cannon.
Page | 12
2.1 Cockpit Overview
Aircrew instruments and controls are divided into three main sections: one is the main instrument
panel and the other two are the upper and lower consoles, located on the ceiling above the
aircrew and between the pilot and co-pilot’s seats.
Main Instrument Panel & Center Console
Page | 13
2.2 Main Instrument Panel
The instrument panel on the BATTLEFIELD AIRLIFTER features two fixed Primary Flight Displays (PFD),
three Multi-Function Displays (MFD), and a Secondary Flight Display (SFD).
Above the instrument panel is the autopilot control panel featuring an autopilot selection element
for pilot and co-pilot, plus digital displays for the Altitude, Airspeed and Barometric pressure.
Instrument Panel (Lower) & Autopilot Panel (Upper)
2.2.1 Instrument Panel
In the Instrument Panel, from left to right are the following items;
(1) Pilot’s Primary Flight Display
(2) Pilot’s Multi-Function Display
(3) Secondary Flight Display
AIRCREW ADVISORY NOTICE
For more information on the PFD, MFD and SFD units,
please refer to the ‘Integrated Avionics’ section of this
manual.
Page | 14
Located below the Secondary Flight Display;
(4) Flaps Indicator – Displays the wing flaps position in four stages, stage 1 and 2 are used for takeoff, 3 and 4 for landing.
(5) Common Multi-Function Display
Located between the Common MFD and the Co-Pilot’s MFD is the Landing Gear Control Panel.
From top to bottom, the items are;
(a) Landing Gear indicator lights – These lights correspond to the position of the landing gear.
Red – Gear unlocked and in transition.
Green – Gear DOWN and locked.
Blank – Gear UP and locked.
(b) Landing Gear handle – This handle is operated by the Co-Pilot and controls the position of the
aircraft’s landing gear, moving it upwards raises the landing gear, and downwards lowers the
landing gear, providing the aircraft is below the safe landing gear extension speed of 250 knots.
(c) Landing Lights – These switches operate the wing mounted landing lights.
(d) Taxi Lights – This switch operates the nose-gear mounted taxi light.
(6) Co-Pilot’s Multi-Function Display
(7) Co-Pilot’s Primary Flight Display
2.2.2 Autopilot Panel
Located above the Instrument Panel is the pilot and co-pilot autopilot panel.
From left to right the panel is laid out as follows;
(1) Fire Warning Light – Illuminates a red ‘FIRE’ warning indication if either engines are on fire.
(2) Master Caution Light – Illuminates an amber ‘MASTER CAUTION’ indication if a caution or
warning is illuminated on the ACAWS screen.
(3) Pilot’s Altimeter Set Knob and digital indicator – Displays the current altitude for the altitude
hold function to maintain as set by the pilot.
(4) Pilot’s Airspeed Set knob and Digital Indicator – Displays the current airspeed for the autopilot
airspeed hold function to maintain as set by the pilot.
(5) Barometric Pressure set knob and Digital Indicator – Displays the current barometric pressure as
set by the pilot.
Page | 15
The center panel contains the autopilot and CDI controls as outlined below;
(6) Pilot’s CDI adjustment knob – Controls the display of the NAV1 needle on the Pilot and CoPilot’s PFD.
Contrary to the indications on the panel, the knob
selects the following navaids;
a. VOR1
b. VOR2
c. PLN
d. ADF
e. NIL
(7) Pilot’s autopilot steer-mode subpanel (from left to right, top to bottom);
(a) NAV hold – commands the autopilot to fly the aircraft towards the current tuned navaid if the
NAV source is set to NAV/TCN or to the currently selected flight-plan waypoint if the NAV source is
set to MSN.
(b) HDG hold – commands the autopilot to fly the aircraft towards the currently selected heading
as shown on the PFD compass rose.
(c) APPR hold – commands the autopilot to fly the aircraft towards the currently tuned ILS
maintaining altitude and heading as required providing the NAV source is set to NAV/TCN.
(d) BACK hold – commands the autopilot to fly the aircraft to the currently tuned ILS back-course
heading.
Page | 16
(8.) Common Autopilot control panel (from left to right, top to bottom);
(a.) Pilot’s A/P Master Button – Operation of either the Pilot OR Co-Pilot autopilot master button will
engage the autopilot system. BOTH Co-Pilot and Pilot buttons are required to be OFF before the
Autopilot system will be disengaged.
(b.) Yaw Damper Button – Toggles the autopilot Yaw Damper system on and off. Operation of the
Yaw Damper system will reduce aircrew manual yaw control.
Operation of the Yaw Damper system will reduce
aircrew control of the rudder. Please ensure the Yaw
Damper system is turned off when full rudder authority is
required.
(c.) Co-Pilot’s A/P Master Button – See above section on the Pilot’s Autopilot Master Button for
further information.
(d.) Vertical Speed Hold Button – Toggles the Vertical Speed hold function and requires altitude be
pre-set.
(e.) Indicated Air Speed (IAS) Hold button – Toggles the autopilot airspeed hold function on and
off.
(f.) Altitude Hold Button – Toggles the autopilot altitude hold function on and off.
(g.) Vertical Speed setting knob and digital indicator – Displays the current vertical speed required
for the autopilot altitude or vertical speed hold to maintain as set by the pilot or co-pilot.
The co-pilot’s autopilot controls and displays mirror that
of the pilot with the exception of the CDI knob which
controls PFD NAV1 pointers on the pilot’s side and PFD
NAV2 pointers on the co-pilot’s side.
Page | 17
2.3 Center Console
The center console of the BATTLEFIELD AIRLIFTER has controls for engine thrust, radios and
communication and the onboard Flight Management System (FMS) which includes the
BATTLEFIELD AIRLIFTER customisation software.
For ease of navigation, we have broken up the Center console into three vertical columns.
Center Console (Overview)
Page | 18
2.3.1 Center Console Left Column
The focal points of the Left Column start from the FMS unit downwards towards the rear of the
cockpit and are explained in detail below;
(1.) Pilot’s FMS unit – For additional information on the FMS, please review the section ‘Integrated
Avionics – Flight Management System’.
(2.) Pilot’s Heading and Course selector Knobs – Turning these knobs with the mouse scroll-wheel
will adjust the PFD Course and Heading indicators clockwise or counter clockwise.
(3.) Transponder Radio – Adjusting each of these knobs alters a specific IFF/Transponder digit as
required.
(4.) NAV Radio – Adjusting the leftmost knob will tune the MHz value of the selected NAV radio
whilst adjusting the rightmost knob will tune the KHz value. The switch in the center of the radio
head will swap between NAV1 and NAV2 frequency.
(5.) COMM Radio – Adjusting the leftmost knob will tune the MHz value of the selected COMM
radio whilst adjusting the rightmost knob will tune the KHz value. The switch in the center of the
radio head will swap between COMM1 and COMM2 frequency.
Tuning COMM2 to the value of 122.20 will playback civil
communication chatter as an ambient extra.
(6.) Pilot’s Lighting Controls – This panel controls the master lighting elements and pilot specific
lighting as show in detail below; (from left to right, top to bottom)
(a.) Position Light Master Switch – Toggles the Position Light bus on and off and works in
conjunction with the Position light control on the Overhead Panel.
(b.) Anti-Collision Light Master Switch – Toggles the Anti-Collision light bus on and off and works in
conjunction with the Anti-Collision Light control on the Overhead Panel.
(c.) Beacon Light Master Switch – Toggles the fuselage and tail beacon light on and off.
(d.) Display Brightness knob – Adjusts the brightness of onboard LCD displays. (Not Simulated.)
(e.) Pilot’s Floodlight knob – Toggles the Pilot area Floodlights on and off.
(f.) Forward Cargo Floodlight knob – Toggles the forward cargo area floodlights on and off.
(g.) Rear Cargo Floodlight knob – Toggles the rear cargo area floodlights on and off.
Page | 19
(7.) ADF Radio – Adjusting the leftmost knob will tune the highest two digit value of the selected
ADF radio whilst adjusting the inner left knob will tune the third digit value. Adjusting the inner right
knob will adjust the fourth digit value, whilst adjusting the rightmost knob will adjust he decimal
value.
The switch in the center of the radio head will swap between ADF1 and ADF2 frequency, though
ADF2 is not simulated and as such will not function.
(8.) ICS Control Panel – The internal communication system is not simulated in this product.
2.3.2 Center Console Center Column
The focal points of the Center Column start from the Engine Power unit downwards towards the
rear of the cockpit and are explained in detail below;
(1.) Engine Power Control Levers – Controls the amount of thrust commanded to both the left and
right engines.
(2.) Rudder Trim Knob – Controls the amount of yaw trim the rudder produces. Turn the knob left to
add left rudder trim, right to add right rudder trim.
(3.) Rudder Emergency Switch – Disengages trim control from the rudder in the event of a trim
motor failure. (Not Simulated.)
(4.) Lift Dumper Switch – Emergency deployment switch for the lift dumpers. (Not Simulated.)
(5.) Stick Shaker Buttons – Toggles the stall warning stick shaker for the pilot and co-pilot on and
off.
(6.) Flaps Position Handle – Adjusts the position of the wing flaps.
The rest of the items in the center element of the center
console are not simulated, these include emergency
switches and audio monitoring equipment.
Page | 20
2.3.3 Center Console Right Column
The only focal point on the Right Column is the Co-Pilot lighting panel, all other elements are static
and not simulated.
(1.) Co-Pilot’s Lighting Controls – This panel controls the master lighting elements and co-pilot
specific lighting as show in detail below; (from left to right, top to bottom)
(a.) Light Master Switch – Toggles the Co-Pilot Master lighting bus on and off and works in
conjunction with the other lighting controls on the co-pilot’s console.
(b.) Overhead Flood lighting knob – Toggles the floodlighting from the Overhead Panel on and off.
(c.) Overhead Back-lighting knob – Toggles the backlighting on the Overhead Panel on and off.
(d.) Lamp Test Switch – Toggles the lamp test function on and off.
(e.) Co-pilot’s Side Floodlights knob – Toggles the co-pilot’s area floodlights on and off.
(d.) Display Brightness knob – Adjusts the brightness of onboard LCD displays. (Not Simulated.)
Only the pilot’s FMS unit is simulated.
Due to
performance concerns it was decided to only provide a
single FMS unit in the cockpit.
Page | 21
2.4 Overhead Panel
The Overhead Panel of the BATTLEFIELD AIRLIFTER has controls for electrical systems, environmental
systems, lighting and fuel control.
For ease of navigation, we have broken up the Overhead Panel into three vertical columns with
the forward elements being the fuel and lighting panels as separate sections.
Overhead Panel (Overview)
Page | 22
2.4.1 Overhead Panel Lighting Panel
The lighting panel is located just aft of the standby clock and closest to the windshield. The lighting
panel is explained in detail below (left to right);
(1.) Pilot’s Wiper Control Knob – Moving this knob controls the speed of the pilot’s windscreen
wipers.
Below the Pilot’s Wiper Control knob:
(2.) Emergency Exit Lighting Switch – Toggles between the three states of ON. ARMED and
DISARMED.
(3.) External Lighting Control Panel (from left to right, top to bottom);
(a.) Anti-Collision light control – Toggles the Anti-Collision lights on and off and requires the AntiCollision light master switch to be in the ON position to work.
(b.) Position light brightness switch – Toggles the external position light intensity between dim and
bright. (Not Simulated.)
(c.) Position light mode switch – Toggles the position lights on and off, with an added function of
having steady lights or flashing position lights. Requires the position light master switch to be ON in
the center console to work.
(d.) Lighting mode switch – Toggles between Normal, Night Vision Capable, and Covert lighting
modes. (Not Simulated.)
(e.) Wing Inspection light switches – Toggles the left hand and right hand engine inspection lights
on and off.
(f.) Formation Light switch – Toggles the formation lighting on and off, only available in aircraft
fitted with formation lights.
(4.) Aircraft Fire Extinguisher Pull and Turn handles – Pull to discharge fire extinguishers for the left
and right engines and the APU.
(5.) Fire/Overheat Detection Test switch – Cycles between Loop A and Loop B fire warning systems.
When in use, this switch will sound a fire alarm and illuminate all fire extinguisher lights and fire
warning lights.
(6.) Lift Dumper indicators – Illuminates three green triangles to indicate the extension of the wing
mounted lift dumper system.
(7.) Co-Pilot’s Wiper Control Knob – Moving this knob controls the speed of the co-pilot’s
windscreen wipers.
(8.) Emergency Location Transmitter (ELT) switch – manually activates the ELT system. (Not
Simulated.)
Page | 23
(9.) Landing Gear indicator lights – These lights correspond to the position of the landing gear.
Red – Gear unlocked and in transition.
Green – Gear DOWN and locked.
Blank – Gear UP and locked.
2.4.2 Overhead Panel Fuel Control Panel
The fuel control panel is located just aft of the lighting control panel. The fuel control panel is
explained in detail below (left to right);
(1.) RF Flow switch – Toggles the In-Flight Refuelling function on and off.
For In-Flight Refuelling to be successful, the following
pre-existing conditions must be met;
a.) The aircraft must be between 14,950 and 15,050 feet
ASL.
b.) The aircraft must be between 225 and 235 knots IAS.
c.) The RF Flow switch must be in the ON position.
d.) The in-flight refuelling probe must be fitted to the
aircraft.
If fueling is being conducted, the fuel pump lights on the
Overhead Panel will flash ‘RF’ in blue.
(2.) Left Hand Main Tank Pumps and Indicators – Pushbuttons which toggle primary and secondary
pumps for the left hand main fuel tanks on and off. A digital display shows the current quantity of
the fuel tank in pounds.
(3.) Left Hand Auxiliary Tank Pumps and Indicators – Pushbuttons which toggle primary and
secondary pumps for the left hand auxiliary fuel tanks on and off. A digital display shows the
current quantity of the fuel tank in pounds.
(4.) Left Hand auxiliary isolation valve button – Pushing this button toggles the fuel flow from the left
hand auxiliary tank to the left engine.
(5.) Fuel Totalizer Indicator – Displays the current total fuel available value in pounds.
(6.) Fuel Cross-feed button – Toggles the fuel cross-feed system on and off.
Page | 24
PLEASE NOTE, when the fuel cross-feed function is ON,
fuel flows to the engines from ALL tanks, regardless of
pump or isolation valve settings.
(7.) Right Hand auxiliary isolation valve button – Pushing this button toggles the fuel flow from the
right hand auxiliary tank to the left engine.
(8.) Right Hand Auxiliary Tank Pumps and Indicators – Pushbuttons which toggle primary and
secondary pumps for the right hand auxiliary fuel tanks on and off. A digital display shows the
current quantity of the fuel tank in pounds.
(9.) Right Hand Main Tank Pumps and Indicators – Pushbuttons which toggle primary and
secondary pumps for the right hand main fuel tanks on and off. A digital display shows the current
quantity of the fuel tank in pounds.
(10.) Left Hand Jettison Button – When pressed, fuel flow will dump from the left wingtip from the
left hand fuel tanks.
(11.) Left Engine (ENG1) fuel shut-off valve – When pressed, will toggle the fuel flow from the fuel
tanks to the left engine.
(12.) Right Engine (ENG2) fuel shut-off valve – When pressed, will toggle the fuel flow from the fuel
tanks to the right engine.
(13.) Right Hand Jettison Button – When pressed, fuel flow will dump from the right wingtip from the
right hand fuel tanks.
All indicators which show a visual indication of fuel flow
such as isolation valves and cross-feed indicators show a
vertical green line to indicate that the valve is CLOSED.
A horizontal green line indicates that a valve is OPEN.
Page | 25
2.4.3 Overhead Panel Left Column
The focus point of the left column is located just aft of the fuel control panel and extends
rearwards to the ECS control panel. The left panel is explained in detail below (forward to aft);
(1.) Engine Start Knobs – Moving the knobs to the START position will start the engine providing
bleed air and fuel is supplied to the engine being started. Upon successful engine start, the knobs
will revert to the RUN position.
(2.) APU indicator – The APU panel has two digital indications, one for APU temperature and one
for APU RPM in percentage. The APU switch has three positions, OFF, RUN and START.
Moving the switch to the START position will start the APU providing battery bus power is ON. Once
the APU is at full speed, the RPM will show 100% and the APU switch will move to the RUN position.
Switching the APU switch to the OFF position will turn the APU off.
(3.) Environmental Control System (ECS) Panel (left to right, top to bottom);
(a.) Cockpit Rack Vent – Not Simulated.
(b.) Cockpit ECS Power – A pushbutton which toggles the ECS system in the cockpit on and off.
(c.) ECS Priority – A pushbutton which toggles the ECS system between cockpit and cargo area
control priority.
(d.) Cargo Area ECS Power – A pushbutton which toggles the ECS system in the cargo area on
and off.
(e.) Cockpit ECS Temperature Knob – An adjustable temperature control knob for altering the
cockpit temperature.
(f.) Cargo area ECS Temperature Knob – An adjustable temperature control knob for altering the
cargo area temperature.
(g.) Left Engine (ENG1) Bleed Air – A pushbutton that feeds bleed air from the left engine to the
ECS.
(h.) Right Engine (ENG2) Bleed Air – A pushbutton that feeds bleed air from the right engine to the
ECS.
(i.) APU Bleed Air – A pushbutton that feeds bleed air from the APU to the ECS.
(j.) EXT Bleed Air – A pushbutton that feeds bleed air from an external source to the ECS.
Page | 26
For engine start, a bleed air source to the ECS must be
available. This can be from either the APU, an external
source or from an already started engine.
2.4.4 Overhead Panel Center Column
The focus point of the center column is located just aft of the fuel control panel and extends
rearwards to the AC/DC source control panel. The center panel is explained in detail below
(forward to aft);
(1.) Propeller Control Panel (left to right, top to bottom);
(a.) Left and Right Propeller Feather Controls – Automatically controls the feathering of the
propellers when required. Manual operation of this feature is not simulated.
(b.) Left and Right FADEC switches – In the norm position, will have automatic control of the
engines to provide ideal power based on the required power lever position. ALT and RESET
functions are not simulated.
(c.) Auto feather pushbutton – When turned on, the engines will auto feather the propellers when
the engines are shut down.
(d.) Prop Sync pushbutton – When turned on, the engines will maintain synchronicity with each
other for balanced flight.
(2.) Electrical Systems panel (left to right, bottom to top);
(a.) Left Engine (GEN1) Power Feed – When turned on, Power from the Left Engine (GEN1) is fed
into the electrical system.
(b.) External Power AC Power Feed – When turned on, Power from an external source is fed into
the electrical system.
(c.) Auxiliary Power Unit (APU) Power Feed – When turned on, Power from the APU is fed into the
electrical system.
(d.) Right Engine (GEN2) Power Feed – When turned on, Power from the Right Engine (GEN2) is fed
into the electrical system.
(e.) Left and Right AC Bus Tie pushbuttons – When turned on, these control the flow from the four
electrical inputs to AC Buses 1 & 2.
(f.) Standby Transformer Rectifier Unit (TRU) Source Knob – Transfers power from the Standby TRU to
the AC Bus 1 or 2 or in the case of the OFF position, neither AC Buses.
Page | 27
(g.) AC Phase and Source Knobs – Adjusts the AC Phase and AC Sources to the onboard systems.
For power to be applied to the systems from the AC bus, the AC Source knob must be to a
powered AC Power Feed, either GEN1, GEN2, APU or External Source.
(h.) DC Source Knob – Adjusts the source of DC Power in the aircraft’s electrical system, either the
TRU for the left or right engine (TRU1 & TRU2), the Standby TRU, APU, Emergency Battery or from an
external power source.
2.4.5 Overhead Panel Right Column
The focus point of the right column is located just aft of the fuel control panel and extends
rearwards to the smoke detection control panel. The right panel is explained in detail below
(forward to aft);
(1.) Engine and Propeller Ice Protection Panel – These knobs control the anti-ice protection for the
two engines and propellers. OFF disables anti-icing, ON forces anti-icing on, and AUTO will turn
anti-icing on if the ambient temperature is below 4°C.
(2.) Pitot and AOA Heat pushbuttons – These pushbuttons control the Pitot Heat and AOA vane
Heat elements for the Left, Right and Standby items.
(3.) Wing and Tail Anti-Ice Panel – The MODE knob controls the speed operation of wing and tail
anti-ice systems. The DE-ICE CTRL pushbutton turns the Wing and Tail anti-ice systems on and off.
(4.) Windows Demist Pushbutton – Toggles the windshield demist feature on and off.
(5.) Windshield Anti-Ice Pushbutton – Toggles the windshield anti-ice feature on and off.
(6.) Ice Detector Pushbutton – Toggles the ice detector feature on and off.
The hydraulic control panel is set to automatic and
simulation of manual control is not available.
Page | 28
3.0 Integrated Avionics – Primary Flight Display
PRIMARY FLIGHT DISPLAY (PFD) OVERVIEW
The pilot and co-pilot both use the same core software for the PFD and as such, only one unit is
described here for both pilot and co-pilot.
The PFD features a variety of pushbuttons on its surround, plus a Barometric tuning knob on the
right side of the unit along with both a course select and heading select knobs on the bottom
element of the unit.
Whilst the frame of the PFD may differ slightly in
appearance between the manual and the aircraft, the
core software and functions are identical.
Page | 29
The PFD features the following interactive items;
(1) Barometric pressure knob
- A variable knob which adjusts the barometric pressure value
on the PFD.
(2) Selected course knob
- A variable knob which adjusts the NAV.1 or NAV.2 desired
course heading.
(3) AFDS heading knob
- A variable knob which adjusts the AFDS heading bug on the
PFD and MFD units.
PB6
- Altitude mode swap (imperial or metric).
PB7
- Barometric mode swap (inHG or MB).
PB10
- PFD map range (decrease).
PB11
- PFD map range (increase).
PB13
- HSI POINTER 2 cycle (VOR1, VOR2, GPS, ADF, OFF).
PB14
- HSI POINTER 1 cycle (VOR1, VOR2, GPS, ADF, OFF).
PB15
- HSI Mode toggle (HSI, HSI with MAP).
PB16
- Steer-point source toggle (NAV, MSN).
PB19
- Accelerometer reset button.
Page | 30
3.0.1 PFD MODE – INS FAILED
The above diagram shows the PFD with the INS failed in abnormal operation.
Some of the standard operating items are shown below;
(1) Outside Air Temperature
- A reading of the ambient temperature in degrees Celsius.
(2) Airbrake Position indicator
- Displays when the aircraft airbrake is extended in any position.
(3) Indicated Airspeed Unit
- Displays the indicated airspeed in knots both as a numerical
readout and a rotating analog needle. The colour elements are
as follows;
- RED - Do not exceed speed
- GREEN - Safe operational speed
- WHITE - Safe operational speed with flaps
Page | 31
(4) Wind Indicator
- A reading of ambient wind direction (D) and velocity (V) in
knots.
(5) Accelerometer
- Displays the current G-Force on the aircraft in G units both as a
numerical readout and a rotating analog needle. Two red
needles show both minimum and maximum G force attained
during flight.
(6) Heading Fail warning
- Heading Fail appears in the condition of heading data failure
due to system issue or INS misalignment.
(7) Attitude Fail warning
- Attitude Fail appears in the condition of attitude data failure
Page | 32
(8) Altitude Indicator
- Displays the barometric altitude in feet or meters in both a
numerical readout and a rotating analog needle. Inside the unit
is the current barometric pressure reading in either inches of
mercury (InHG) or millibars (MB).
(9) Radar Altimeter and LAW
- Displays the current altitude above ground in feet, and Low
Altitude Warning (LAW) height (HT) in feet.
(10) Vertical Speed Indicator
- Displays the vertical speed of the aircraft in feet per minute in
both a numerical readout and a rotating analog needle.
(11) FMS Data readout
- Displays FMS steer-point ident and distance to next steer-point
in nautical miles, if a flight plan is loaded into the Flight
Management System.
(12) AFDS Heading readout
- Displays the current AFDS heading for the purposes of the ADFS
heading hold function.
Page | 33
3.0.2 PFD MODE – INS ALIGNED
The above diagram shows the PFD with the INS operating in normal operation.
(1) Flaps indicator
- Displays ‘FLAPS’ when the aircraft flaps are not fully retracted.
(2) Angle of Attack indicator
- Displays the angle of attack of the aircraft in both numerical
readout and variable vertical indicator. Range of movement is
between
-5
and
+15
degrees
alpha.
AOA only displays correctly when the aircraft has weight off
wheels and landing gear is down.
(3) HSI Pointer 1 Data
- Displays HSI pointer 1 data in the following format;
- NAVAID Source (VOR1, VOR2, GPS, ADF)
- Frequency and distance to tuned NAVAID.
Page | 34
(4) HSI Pointer 2 Data
- Displays HSI pointer 2 data in the following format;
- NAVAID Source (VOR1, VOR2, GPS, ADF)
- Frequency of tuned NAVAID.
- Distance to tuned NAVAID in nautical miles.
(5) Attitude indicator
- Displays the attitude of the aircraft in pitch and roll with 10
degree large indications and 5 degree minor indications. Blue
represents sky and brown represents ground.
(6) Flight Director needles
- Displays the Flight Director needles when (FD) is enabled on the
AFDS control panel or when ILS approach mode is active.
(7) Roll indicator
- Displays a yellow roll marker which aligns with roll markers on
the PFD attitude display.
Page | 35
(8) Magnetic Heading
- Displays the magnetic heading of the aircraft in degrees.
(9) AFDS Heading Bug
- Displays the AFDS heading in a visible cue which rotates
around the Horizontal Situation Indicator (HSI).
(10) CDI Unit
- Displays the following elements on the Course Deviation
Indicator (CDI);
- Rotating CDI Unit.
- CDI offset line.
- TO/FROM indicator for determining travel to or from the
tuned NAVAID.
Page | 36
(11) Horizontal Situation Indicator
- Displays the following elements on the HSI;
- Rotating Compass Rose.
- Course Deviation Indicator (CDI).
- MAP element.
- VOR1, VOR2, GPS or ADF needles.
Page | 37
3.1 Integrated Avionics – Multi-Function Display
MULTI-FUNCTION DISPLAY (MFD) OVERVIEW
The pilot and co-pilot both use the same core software for the MFD and as such, only one unit is
Page | 38
3.1.1 MFD NAV MODE – INS FAILED
The above diagram shows the MFD with the INS failed in abnormal operation.
(1) Aircraft Latitude and EFTR
- Displays the aircraft latitude in degrees, minutes and seconds.
Below the aircraft latitude is the Estimated Flight Time Remaining
(EFTR) in hours and minutes.
(2) Heading Fail warning
- Heading Fail appears in the condition of heading data failure
(3) Chronometer
- Displays the current Local Time (L) and Zulu Time (Z) in hours,
minutes and seconds.
Page | 39
(4) Aircraft Longitude and SPT
- Displays the aircraft longitude in degrees, minutes and
seconds. Below the aircraft longitude is the steer-point data field
showing steer-point index and distance in nautical miles.
(5) Fuel Data block
- Displays DETOTE fuel, BINGO fuel and JOKER fuel values as input
by the aircrew in pre-flight. Units are in pounds.
Page | 40
3.1.2 MFD NAV MODE – INS ALIGNED WITH MAP OVERLAY
The above diagram shows the MFD with the INS operating in normal operation with MAP overlay.
Below is a list of the outermost menu items;
PB1 (SCL)
- Not Simulated.
PB2 (MAP)
- Toggles the Moving Map overlay on or off when in NAV master
mode.
PB3 (TYPE)
- Not Simulated.
PB4 (RTE)
- Toggles the Flight-plan Route overlay on or off when in NAV
master mode.
PB5 (INT)
- Not Simulated.
Page | 41
Below is a list of the pushbutton menu items;
PB6 (Blank)
- Not Simulated.
PB7 (HI)
- Toggles the High Altitude Airways overlay on or off when in NAV
master mode.
PB8 (LO)
- Toggles the Low Altitude Airways overlay on or off when in NAV
master mode.
PB9 (ILS)
- Toggles the ILS overlay on or off when in NAV master mode.
PB10 (NDB)
- Toggles the Non-Directional Beacon (NDB/ADF) overlay on or
off when in NAV master mode.
PB11 (TCN)
- Toggles the TACAN overlay on or off when in NAV master
mode.
PB12 (ADS-B)
- Toggles the ADS-B Data link overlay on or off when in NAV
master mode which shows other available air traffic via data
link.
PB13 (MSN)
- Toggles the Mission steer-point overlay on or off when in NAV
master mode.
PB14 (OPS)
- For scheduled expansion with the VRS TACPACK SDK.
PB15 (Blank)
- Not simulated.
PB16 (NAV)
- Switches the MFD to NAV master mode.
PB17 (WARN)
- Flashes RED to indicate a warning condition exists and AMBER
to indicate a caution condition exists.
PB18 (SYS)
- Switches the MFD to SYS master mode.
Page | 42
Below is a list of the pushbutton menu items;
PB19 (APT)
- Toggles the Airport overlay on or off when in NAV master
mode.
PB20 (WPT)
- Toggles the Waypoint overlay on or off when in NAV master
mode.
PB21 (AIR)
- Toggles the Airspace overlay on or off when in NAV master
mode.
PB22 (GEO)
- Toggles the Geopolitical boundaries overlay on or off when in
NAV master mode.
PB23 (VOR)
- Toggles the VHF Omnidirectional Range beacon (VOR) overlay
on or off when in NAV master mode.
PB24 (RNG +)
- Increases the range of the MFD MAP at calibrated distances of
2.5NM, 5NM, 10NM, 25NM and 50NM.
PB25 (RNG -)
- Decreases the range of the MFD MAP at calibrated distances
of 2.5NM, 5NM, 10NM, 25NM and 50NM.
Page | 43
3.1.3 MFD NAV MODE – WITH TACAN AND MISSION MARKERS
The above diagram shows the MFD with the INS operating in normal operation with TACAN and
MISSION overlays.
Below is a list of the numbered items;
(1) TACAN Marker
- Displays the visual representation of the tuned TACAN beacon.
(2) MISSION Marker
- Displays the visual representation of the tuned MISSION steerpoint.
(3) Aircraft Marker
- Displays the current aircraft position and ground speed in
knots.
(4) AFDS Heading Bug
- Displays the AFDS heading bug on the compass rose.
(5) Map Range display
- Displays the current calibrated map distance measured to the
dashed white circle.
Page | 44
3.1.4 MFD SYS MODE – FUEL PAGE
The above diagram shows the MFD in SYS master mode in the FUEL sub-mode.
(1) Fuel Flow Indicator
- Displays the current fuel flow in pounds per hour consumed by
the power-plant.
(2) Fuel Cut-off Indicator
- Displays the visual representation of the fuel feed cut-off. Both
left and right fuel tanks are shown.
(3) Fuel Quantity Indicator
- Displays the current fuel quantity in the left and right wing tanks
based on the INTERNAL fuel value. When BINGO fuel value is
reached, the fuel symbology turns from BLUE to AMBER.
Page | 45
The above diagram shows the MFD in SYS master mode in the FUEL sub-mode.
(4) External Fuel Quantity
- Displays the total quantity of fuel in the external fuel tanks (if
fitted) in pounds.
(5) EFTR Display
- Displays the Estimated Flight Time Remaining (EFTR) in hours and
minutes.
(6) Internal Fuel Quantity
- Displays the total quantity of fuel in the internal fuel tanks in
pounds.
Page | 46
3.1.5 MFD SYS MODE – ENGINE PAGE
The above diagram shows the MFD in SYS master mode in the ENGINE sub-mode.
(1) Engine Torque Display
- Displays the current engine torque (power output) in percent.
The data is shown in both a numerical readout and rotating
analog needle.
(2) Engine ITT Display
- Displays the current engine inter-stage turbine temperature
(ITT) in degrees Celsius. The data is shown in both a numerical
readout and rotating analog needle.
(3) Gas Generator Speed (Ng)
- Displays the current engine gas generator (Ng) speed in
percent of total output via a numerical readout.
(4) Ambient Temperature
- Displays the current ambient temperature in degrees Celsius.
Page | 47
The above diagram shows the MFD in SYS master mode in the ENGINE sub-mode.
At the bottom of all SYS pages, is a summary of the AFDS showing the aircrew its current status.
The items shown are as follows;
-
AP
HDG
NAV
APR
FD
ALT
IAS
ATT
- AFDS Master Mode ON.
- AFDS Heading Hold ON.
- AFDS Steer-point Hold ON.
- AFDS Approach Hold ON.
- AFDS Flight Director Symbology ON.
- AFDS Altitude Hold ON.
- AFDS Airspeed Hold ON.
- AFDS Attitude Hold ON.
Page | 48
3.1.6 MFD ACAWS MODE
The above diagram shows the MFD in ACAWS master mode.
On the left of the display you will find engine status indications for both left and right engines as
follows (from top to bottom, left to right);
(1.) Engine Horsepower indicator and readout.
(2.) Engine ITT indicator and readout.
(3.) Engine Ng indicator and readout.
(4.) Engine Np readout.
(5.) Engine Fuel Flow readout in pounds per hour.
(6.) Engine Oil Pressure readout in pounds per square inch (psi).
Page | 49
(7.) Engine EPSI readout in pounds per square inch (psi).
(8.) Engine Oil Temperature in degrees Celsius.
(9.) Engine Oil Quantity.
(10.) Total Fuel Quantity in pounds.
(11.) Left Fuel Quantity (Main & Aux) in pounds.
(12.) Left Fuel Quantity (Main & Aux) in pounds.
On the right of the display you will find system status indications for onboard systems which
illuminate if any of the following conditions exists.
APU FIRE
- APU on fire.
ENG1(2) SHUTDOWN
– Engine 1 and/or 2 shutdown.
ENG1(2) FIRE
– Engine 1 and/or 2 on fire.
ENG1(2) MGT HI
- Engine 1 and/or 2 MGT exceeds 860 °C.
PARK BRAKE
- Engine N1 is greater than 50% and Park Brake is ON.
AC BUS 1(2) OFF
- AC Bus 1 and/or 2 is powered down or failed.
ADC 1(2) FAIL
- Air Data Controller (ADC) 1 and/or 2 powered down or failed.
BLD 1(2) OFF
- Not simulated.
CGO UNLK
- Cargo Door unlocked.
CREW DOOR UNLK
- Crew Door unlocked.
GEAR WARN
- Gear approaching structural limit.
FLAPS WARN
- Flaps approaching structural limit.
ENG 1(2) FUEL PRESS
- Engine 1 and/or 2 fuel pressure low.
ENG 1(2) HP HI
- Engine 1 and/or 2 horsepower hi
ENG 1(2) MGT HI
- Engine 1 and/or 2 MGT exceeds 833 °C.
ENG 1(2) OIL PRESS
- Engine 1 and/or 2 oil pressure low.
ICE PROTECT OFF
- Aircraft ice protection off.
Page | 50
3.2 Integrated Avionics - Flight Management System (FMS)
The Control Display Unit (CDU) in this aircraft does NOT allow you to enter
flight-plan data through this unit.
This unit will display flight-plan data loaded from an FSX or P3D saved flight-plan
and display it on the unit in FMS style format.
3.2.1 CONTROL DISPLAY UNIT (CDU) OVERVIEW
The pilot and co-pilot both use the same core software for the CDU and as such, only one unit is
The Control Display Unit (CDU) consists of an numeric keypad for data entry, a mode keypad for
CDU mode interaction and a single display.
Above the keypad and mode keys is the DATA DISPLAY with six (6) LINE SELECT KEYS (LSK) on each
side.
The LSK’s are used for selecting various individual data fields or entering data points to the Flight
Management System (FMS).
The numbered items above are as follows;
CDU Keypad – Used for numerical entry of data. EXEC will enter and confirm any aircrew entered
data into the system, whilst CLR will clear any data currently on the SCRATCHPAD prior to the
aircrew pressing EXEC.
Page | 51
3.2.2 CDU MENU PAGE
The menu page is the standard FMS boot page. From this page, aircrew will be able to access the
FMS pages either by the LSK pushbuttons or by the CDU mode buttons.
The SYSTEM PAGE sub modes will give aircrew access to items specifically relating to onboard
software and aircraft components.
Page | 52
3.2.3 CDU SYSTEMS PAGE
The above diagram shows the CDU in the SYSTEM page.
The System Page is the root page for all aircraft customisation elements.
Below is a list of the interactive items;
(LSK1L) AUDIO
- Navigates to the AUDIO page.
(LSK2L) DIAGNOSTICS
- Navigates to the DIAGNOSTICS page.
(LSK3L) A/C CONFIG
- Navigates to the AIRCRAFT CONFIG page.
(LSK4L) PANEL STATES
- Navigates to the PANEL STATES page.
(LSK3R) FLIGHT CTRL
- Navigates to the FLIGHT CONTROL page.
(LSK6L) MENU
- Navigates back to the CDU MAIN MENU.
Page | 53
3.2.4 CDU AUDIO PAGE
The above diagram shows the CDU in the SYSTEM page.
The Audio Page is for the customisation of custom audio elements.
(LSK2L) LOADMASTER
- Toggles the loadmaster voice on and off.
(LSK4L) COPILOT
- Toggles the co-pilot voice on and off.
(LSK6L) SYSTEM PAGE
- Navigates back to the CDU SYSTEM PAGE.
Page | 54
3.2.5 CDU DIAGNOSTICS PAGE
The above diagram shows the CDU in the DIAGNOSTICS page.
The Diagnostics Page is for the customisation of product specific XML code elements.
(LSK1L) XML VARS
- DEVELOPER ONLY ACCESS.
(LSK6L) SYSTEM PAGE
Page | 55
3.2.6 CDU COMPONENTS PAGE
The above diagram shows the CDU in the A/C CONFIG page.
The A/C Config Page is for the customisation of aircraft specific conditional visibility items.
(LSK1L) HUD - TOGGLE
- Toggle the aircraft HUD units ON and OFF.
(LSK2L) RF PROBE
- Toggle the aircraft in-flight refueling probe ON and OFF.
(LSK4L) SENSORS
- Toggle the aircraft sensor suite ON or OFF.
Operation of the HUD FLIR vision is ONLY available when
the sensor suite is fitted to the aircraft.
Page | 56
The above diagram shows the CDU in the A/C CONFIG page.
The A/C Config Page is for the customisation of aircraft specific conditional visibility items.
(LSK1R) A/C ROLE
- Cycle through a number of pre-set aircraft roles with their own
specific component configuration.
(LSK4R) RADOME
- Cycle between ERIEYE, AN/APY-9 Radomes or no Radome
fitted.
(LSK6R) COPILOT
- Toggle the Co-Pilot visual model on and off. (Does NOT affect
the Co-Pilot Audio option)
(LSK6L) SYSTEM PAGE
Page | 57
3.2.7 CDU PANEL STATES PAGE
The above diagram shows the CDU in the PANEL STATES page.
The Panel States Page is a quick way to set switches and systems in the aircraft for some common
configurations.
(LSK1L) POWERED DOWN
- Shuts down the aircraft to a cold and dark state.
(LSK2L) POWER ON - APU
- Energises all systems and starts the aircraft APU for pre-start
checks.
(LSK3L) POWER ON - ENG
- Energises all systems and starts the aircraft engine ready for
post start checks.
(LSK6L) SYSTEM PAGE
Page | 58
The above diagram shows the CDU in the PANEL STATES page.
The Panel States Page is a quick way to set switches and systems in the aircraft for some common
configurations.
(LSK1R) DAY OPS
- Configures all displays and lighting to conform to daytime
operations.
(LSK2R) NIGHT OPS
- Configures all displays and lighting to conform to nighttime
operations.
(LSK3R) NVIS OPS
- Configures all displays and lighting to conform to night vision
operations.
(LSK5R) TAKEOFF
- Configures the aircraft for takeoff procedures after use of the
POWER ON - ENG feature.
Page | 59
3.2.8 CDU FLIGHT CONTROL (FLIGHT CTRL) PAGE
The above diagram shows the CDU in the FLIGHT CONTROLS page.
The Flight Controls page shows the position of all primary flight controls in the aircraft and used for
diagnostic and reference purposes.
(LSK6L) SYSTEM PAGE
Page | 60
3.2.9 CDU INIT/REF PAGE
The above diagram shows the CDU in the INIT/REF page.
The INIT/REF page is the first page in the FMS system and gives access to the IDENT page and POS
INIT page.
(LSK1L) IDENT
- Navigates to the IDENT page.
(LSK2L) POS INIT
- Navigates to the POS INIT page.
Page | 61
3.2.10 CDU IDENT PAGE
The above diagram shows the CDU in the IDENT page.
The IDENT page is an information page which displays databases and software versions loaded
into the FMS.
(LSK6L) INIT/REF
- Navigates to the INIT/REF page.
(LSK6R) POS INIT
- Navigates to the POS INIT page.
Page | 62
3.2.11 CDU POS/INIT PAGE
The above diagram shows the CDU in the POS/INIT page.
The POS INIT page shows aircraft position and time data as follows;
LSK1L
- FMS GPS Position. Latitude and Longitude in degrees, minutes and seconds.
LSK2L
- Airport GPS Position. Latitude and longitude in degrees, minutes and
seconds.
LSK5L
- UTC (Zulu) Time.
LSK5R
- System Date shown as DDMM/YY format.
(LSK6L) IDENT
- Navigates to the IDENT page.
(LSK6R) ROUTE
- Navigates to the ROUTE page.
Page | 63
INTERACTION METHODS – INS ALIGNMENT
In the event that an INS alignment is necessary, this can be done via the following actions.
1. Confirm that you see ‘ALIGN INS’ next to LSK4 RIGHT.
2. Press LSK4 RIGHT once. Confirm that you now see a series of zero characters.
3. When the zero characters are replaced with a GPS latitude/longitude coordinates that match
the FMS position, press LSK4 RIGHT once to lock in the value and align the INS.
Page | 64
3.2.12 CDU ROUTE (RTE) PAGE
The above diagram shows the CDU in the ROUTE page.
The ROUTE page shows aircraft overall flight-plan data as follows;
LSK1L
- Airport of origin ICAO code.
LSK2L
- Active runway at origin. (Not simulated)
LSK1R
- Destination airport ICAO code.
LSK2R
- System generated Flight Number.
LSK3R
- CO-ROUTE number.
LSK6R
- GPS Magnetic Variation based on aircraft position.
Page | 65
3.2.13 CDU DEPARTURE & ARRIVAL (DEP/ARR) PAGE
The above diagram shows the CDU in the ROUTE page.
The ROUTE page shows flight-plan departure and arrival data as follows;
LSK1
- Airport of origin ICAO code.
LSK2
- Destination airport ICAO code.
Page | 66
3.2.14 CDU LEGS PAGE
The above diagram shows the CDU in the LEGS page.
The LEGS page shows flight plan steer-point data as follows;
LSK1L
- Current steer-point IDENT and heading.
LSK1R
- Current steer-point altitude and distance.
LSK 2 through 5 shows other steer-points in the flight-plan.
LSK6R
- Time to Go (TTG) to the next steer-point based on current aircraft speed.
Pressing NEXT or PREV will advance forward or backward through the LEGS pages.
Page | 67
3.2.15 CDU RADIO PAGE
The above diagram shows the CDU in the RADIO page.
(LSK1R) COMM.1
- Alter the COMM.1 radio frequency.
(LSK2R) COMM.2
- Alter the COMM.2 radio frequency.
(LSK3R) NAV.1
- Alter the NAV.1 radio frequency.
(LSK4R) NAV.2
- Alter the NAV.2 radio frequency.
(LSK5R) ADF.1
- Alter the ADF.1 radio frequency.
Page | 68
INTERACTION METHODS – COMM FREQUENCY
To alter the COMM.1 frequency, follow the procedure below;
1. Press LSK1 RIGHT once. Confirm that you have a flashing asterisk in your CDU SCRATCHPAD.
2. Using the numeric keypad, push in the desired radio frequency up to five (5) digits without the
decimal point and press the EXEC key. (e.g. 124.850 would be entered in by the value 12485 )
To alter the COMM.2 frequency, follow the procedure below;
Page | 69
INTERACTION METHODS – NAV FREQUENCY
To alter the NAV.1 frequency, follow the procedure below;
To alter the NAV.2 frequency, follow the procedure below;
Page | 70
INTERACTION METHODS – ADF FREQUENCY
To alter the ADF.1 frequency, follow the procedure below;
decimal point and press the ENT key.
(e.g. 1320.0 would be entered in by the value 13200. In addition, any ADF frequencies containing
a preceding zero should be entered in with the preceding zero first. e.g. 0890.0 would be entered
in by the value 08900 )
Page | 71
3.2.16 CDU TRANSPONDER (TPDR) PAGE
The above diagram shows the CDU in the TRANSPONDER page.
The TRANSPONDER page shows Transponder data as follows;
LSK2R
- Current Transponder Mode and Code.
INTERACTION METHODS – TRANSPONDER CODE
To alter the Transponder Code, follow the procedure below;
2. Using the numeric keypad, push in the desired IFF code up to four (4) digits and press the EXEC
key.
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3.2.17 CDU TACAN (TCN) PAGE
The above diagram shows the CDU in the TACAN page.
LSK2R
- Current TACAN Mode, Channel and Code.
INTERACTION METHODS – TACAN BAND
To alter the TACAN BAND, follow the procedure below;
1. Press LSK3 LEFT. The TACAN BAND will swap between X and Y and an indication will show on the
TACAN value next to LSK2R.
Page | 73
LSK2R
INTERACTION METHODS – TACAN MODE
To alter the TACAN MODE, follow the procedure below;
1. Press LSK4 LEFT. The TACAN MODE will cycle through three modes and an indication will show on
the TACAN value next to LSK2R.
The modes are as follows;
- Air to Air TACAN mode. Element is currently not simulated.
- Transmit & Receive TACAN Mode. Provides both heading and distance information.
- Receive only TACAN mode. ONLY provides TACAN heading information.
Page | 74
LSK2R
INTERACTION METHODS – TACAN CHANNEL
To alter the TACAN CHANNEL, follow the procedure below;
2. Using the numeric keypad, push in the desired TACAN Code up to three (3) digits and press the
EXEC key.
Page | 75
3.3 Integrated Avionics – Secondary Flight Display
SFD OVERVIEW
The pilot and co-pilot both use the same core software for the SFD and as such, only one unit is
The above diagram shows the Secondary Flight Display (SFD) in normal mode.
(1) Aircraft Airspeed in Mach
- Displays the aircraft’s current velocity in mach.
(2) Aircraft Indicated Airspeed
- Displays the aircraft current indicated airspeed in both a
numerical readout and a vertical adjusting speed tape.
(3) Aircraft Magnetic Heading
- Displays the aircraft current magnetic heading in the form of a
horizontally adjusting tape with numeric markings every 10
degrees and tick markers at 5 degree increments.
(4) Barometric pressure
- Displays the systems current barometric pressure in inches of
mercury (InHG).
(5) Aircraft Attitude Indicator
- Displays the aircraft’s attitude in both pitch and roll.
(6) Aircraft Indicated Altitude
- Displays the aircraft current barometric altitude in both a
numerical readout and a vertical adjusting altitude tape.
Page | 76
3.4 Integrated Avionics – Heads-up Display
The pilot and co-pilot both use the same core software for the HUD and as such, only one unit is
The above diagram shows the Heads-up Display (HUD) in normal operation.
(1) Elevator Trim
- Displays the elevator Trim over a 100% range with positive
being pitch up and negative, pitch down.
(2) AFCS Heading Indicator
- Displays the current command heading based on the position
of the PFD Heading Bug.
Page | 77
(3) Magnetic Heading
- Displays the aircraft magnetic heading in degrees.
(4) GPS/PLN Course to Steer
- Displays the course to steer for the next flight-plan steer-point.
(5) Aircraft Reference Indicator
- Displays the current nose position of the aircraft relative to the
horizon.
(6) Velocity Vector
- Indicates the current aircraft flight-path based on velocity and
wind conditions.
(7) AFCS Data Block
- A four cell block showing the current AFCS commands being
used by the aircraft autopilot, in this example the following are
engaged;
•
•
•
NAV HOLD
ALT HOLD
SPD HOLD
(8) Horizon Line
- Displays the current horizon relative to the curvature of the
earth.
(9) AFCS Numerical Block
- Displays from left to right, top to bottom;
•
•
•
Airspeed commanded to hold.
Altitude commanded to hold.
Vertical Velocity commanded to hold.
(10) Aircraft Altitude
- Displays the current altitude of the aircraft in feet above sea
level.
(11) Radar Altitude
- Displays the current altitude of the aircraft in feet above
ground level.
(12) Pitch Ladder
- Displays the aircraft attitude in 5 degree increments pitch up
and 5 degree decrements pitch down.
(13) Roll Pointer
- Displays the aircraft bank attitude with markers at 5, 15, 30 and
45 degrees.
(14) Navigation Block
- Displays the following data;
•
•
•
(15) Ground Speed
Frequency of tuned NAVAID or ICAO ID of next steerpoint.
Distance in nautical miles to the tuned navaid (if DME
equipped) or next flight-plan steer-point.
Time to Travel in hours, minutes and seconds to the
tuned navaid (if DME equipped) or next flight-plan
steer-point.
- Displays the aircraft current ground speed in knots.
Page | 78
(16) Wind Velocity and Speed
- Displays the ambient wind speed in knots and direction relative
to the aircraft. If the arrow is pointing to the 6 o’clock position,
the wind is coming towards the nose of the aircraft.
(17) Accelerometer
- Displays the current vertical G-Force on the aircraft.
(18) Indicated Airspeed
- Displays the current indicated airspeed of the aircraft in knots.
(19) AFCS Master command
- Displays AP1 if the pilot’s console has AFCS command, AP2 if
the co-pilot’s console has AFCS command.
(20) Steer-point Marker
- Displays an approximate in world position of the next flight-plan
steer-point or tuned navaid.
Page | 79
4.0 Normal Operating Procedures
PRE-FLIGHT
The pilot will brief the ground crew as required. Prior to starting, the pilot will get an okay signal
from the rear cockpit occupant. Use operational headsets to the maximum extent possible during
all engine start and pre-taxi checks as well as when technicians are performing tasks on the
aircraft.
WEIGHT AND BALANCE
Fuel & Load...
...SET / CONFIRM
FUEL
-
“Left and Right Aux” are the LEFT AND RIGHT MAIN FUEL TANKS
“Left and Right Tip” are the LEFT AND RIGHT AUX FUEL TANKS
PAYLOAD
The following are recommended real world weights for the BATTLEFIELD AIRLIFTER.
-
Maximum Payload - 25,353 lbs.
12 CDS Bundles - 19,842 lbs.
LAPES - 11,200 lbs.
COCKPIT INTERIOR CHECK
A thorough cockpit interior pre-flight shall be accomplished before each flight. The design
features of the aircraft greatly simplify this task. Switch positions designated AS DESIRED allow pilot
preference in switch/control positioning. AS REQUIRED indicates those switches that will differ with
mission requirements. If no specific requirement exists, those avionics switches designed AS
DESIRED or AS REQUIRED should be OFF for start.
Loose Items…
…STOW
Harness…
…FASTEN
Personal Equipment…
…CONNECT
OVERHEAD PANEL
DC SOURCE...
...EMER BATT
EMER EXIT...
...ARM
LIGHTING MODE...
...NORM
WING INSPEC...
...LH OFF
...RH OFF
Page | 80
Formation Light...
...OFF
FIRE/OVHT DET TEST...
...OFF
ANTICOLL...
...OFF
POSITION...
...DIM
...OFF
RF FLOW...
...OFF
LH JTSN VALVE...
...CUT
LH MAIN TANK PUMP 1 & 2...
...OFF
LH AUX TANK PUMP 1 & 2...
...OFF
LH ISOL VALVE...
...CUT
ENG1 SHUT-OFF VALVE...
...CUT
FUEL CROSSFEED VALVE...
...CUT
...CUT
RH ISOL VALVE... ...CUT
RH AUX TANK PUMP 1 & 2...
...CUT
RH MAIN TANK PUMP 1 & 2...
...CUT
RH JTSN VALVE...
...CUT
L ENGINE STARTER...
...OFF
R ENGINE STARTER...
...OFF
APU Switch...
...OFF
Left Propeller Ctrl Switch...
...NORM
Right Propeller Ctrl Switch...
...NORM
FADEC 1...
...NORM
FADEC 2...
...NORM
AUTOFEATHER...
...OFF
PROP SYNC...
...OFF
ENGINE ICE PROT...
...OFF
Page | 81
PROP ICE PROT...
...OFF, Left & Right
PITOT HEAT...
...OFF, Left, Right and Standby
AOA HEAT...
DEICE MODE...
...OFF
DE-ICE CTRL...
...OFF
WINDOWS DEMIST...
...OFF
WINDSHIELD ANTI-ICE...
...OFF, Pilot and Co-pilot
ELECTR...
...OFF
ICE Detectors...
...OFF
ECS/BLEED MODE...
...OFF, Cockpit and Cargo
ECS PRIORITY...
...CKPT
ENG1 BLEED AIR...
...OFF
ENG2 BLEED AIR...
...OFF
APU BLEED AIR...
...OFF
EXTERNAL AIR...
...OFF
GEN1...
...OFF
AC EXT...
...OFF
APU...
...OFF
GEN2...
...OFF
AC BUS1 TIE...
...CUT
AC BUS2 TIE...
...CUT
DC EXT TIE...
...CUT
TRU TIE...
...CUT
STBY TRU...
...OFF
DC BUS TIE...
...CUT
Page | 82
CENTER CONSOLE
YAW DAMPER SYS-1...
...OFF
YAW DAMPER SYS-2...
...OFF
PILOT STICK SHAKER...
...OFF
COPILOT STICK SHAKER...
...OFF
POSITION LT...
...OFF
ANTI-COL LT...
...OFF
BEACON LT...
...OFF
PILOT DISPLAY...
...OFF
PILOT FLOOD...
...OFF
FWD CARGO...
...OFF
REAR CARGO...
...OFF
GPWS...
...OFF
VMS...
...OFF
COPILOT MASTER...
...OFF
OVERHEAD FLOOD...
...OFF
OVERHEAD LIGHT...
...OFF
CTR CONS...
...OFF
LT TEST...
...OFF
NAV-GPS/FMC Switch...
...NAV
INSTRUMENT PANEL
PARK BRAKE...
...SET
Landing Gear...
...LEVER DOWN and indicating 3 greens.
LANDING LIGHTS...
...OFF, Left and Right
TAXI LIGHT...
...OFF
AUTOPILOT SYSTEMS...
...ALL OFF.
INTERIOR CHECKLIST COMPLETE.
Page | 83
BEFORE START CHECKLIST
OVERHEAD PANEL
APU Switch...
...START
Wait for APU spool up to be complete and 100% RPM display on the Overhead Panel.
APU...
...ON
AC BUS1 TIE...
...FLOW
AC BUS2 TIE...
...FLOW
DC EXT TIE...
...FLOW
TRU TIE...
...FLOW
STBY TRU...
...ON
DC BUS TIE...
...FLOW
ECS/BLEED MODE...
...ON, Cockpit and Cargo
APU BLEED AIR...
...ON
...ON
...ON
LH ISOL VALVE...
...FLOW
RH ISOL VALVE...
...FLOW
...ON
...ON
...NORM
...NORM
FADEC 1...
...NORM
FADEC 2...
...NORM
AUTOFEATHER...
...ON
PROP SYNC...
...ON
ENGINE ICE PROT...
...AUTO
PROP ICE PROT...
...AUTO, Left & Right
Page | 84
PITOT HEAT...
...ON, Left, Right and Standby
AOA HEAT...
...ON, Left & Right
DEICE MODE...
...FAST
DE-ICE CTRL...
...ON
WINDOWS DEMIST...
...ON
...ON, Pilot and Co-pilot
ELECTR...
...ON
ICE Detectors...
...HEATER
POSITION LT...
...STDY
CENTER CONSOLE
YAW DAMPER SYS-1...
...ON
YAW DAMPER SYS-2...
...ON
...ON
...ON
POSITION LT...
...ON
ANTI-COL LT...
...ON
BEACON LT...
...ON
PILOT FLOOD...
...AS REQD
FWD CARGO...
...AS REQD
REAR CARGO...
...AS REQD
GPWS...
...ON
VMS...
...AS REQD
COPILOT MASTER...
...ON
Page | 85
OVERHEAD FLOOD...
...AS REQD
OVERHEAD LIGHT...
...AS REQD
CTR CONS...
...AS REQD.
LT TEST...
...ON and verify lamps.
BEFORE START CHECKLIST COMPLETE.
ENGINE START CHECKLIST
OVERHEAD PANEL
L ENGINE STARTER...
...START
Confirm left engine N1 increase. At 40 PSI of left engine oil pressure;
...FLOW
Confirm left engine N1 increase, hydraulic pressure increase and ACAWS warnings for
engine 1 extinguished.
ENG1 BLEED AIR...
...ON
R ENGINE STARTER...
...START
Confirm right engine N1 increase. At 40 PSI of right engine oil pressure;
ENG 2 SHUT-OFF VALVE...
...FLOW
Confirm right engine N1 increase, hydraulic pressure increase and ACAWS warnings for
engine 2 extinguished.
L ENGINE STARTER...
...RUN
R ENGINE STARTER...
...RUN
VMS...
...ON
APU...
...OFF
...NORM
...NORM
ENGINE START CHECKLIST COMPLETE.
Page | 86
TAXI CHECKLIST
INSTRUMENT PANEL
TAXI LIGHT...
...ON
PARK BRAKE...
...OFF
Increase RPM and aircraft speed to walking pace and test toe brakes.
PILOT CAUTIONARY NOTICE
Nose gear damage may result during turns at high gross
weight when using asymmetric braking. At heavy gross
weights, avoid abrupt nose gear steering inputs. Make
turns at minimum practical speed and maximum
practical radius, and avoid operations on rough and
uneven taxiways or runways. Failure to do so may result
in tire damage.
TAXI CHECKLIST COMPLETE.
BEFORE TAKEOFF CHECKLIST
ENGINE INSTRUMENTS...
...CHECK
SPOILERS...
...CLOSED
RADIOS...
...SET
ANTI-COLLISION LIGHTS...
...ON
LANDING LIGHTS...
...ON, Left & Right
FLAPS...
...AS REQD
ALT REF...
...AS REQD
IAS REF...
...AS REQD
BEFORE TAKEOFF CHECKLIST COMPLETE.
Page | 87
LINEUP CHECKLIST
FLIGHT INSTRUMENTS...
...CHECK
TOE BRAKES...
...HOLD ON
THROTTLES...
...90% of MAX RPM
ENGINE INSTRUMENTS...
...CHECK
ACAWS...
..NO WARNINGS OR CAUTIONS
TOE BRAKES...
...RELEASE
LINEUP CHECKLIST COMPLETE.
TAKEOFF CHECKLIST
40 KNOTS...
...CHECK AIRSPEED ACTIVE.
120 KNOTS...
...ROTATE
POSITIVE CLIMB...
...GEAR UP
TAXI LIGHT...
...OFF
FLAPS...
...POSITION 1
180 KNOTS...
...FLAPS UP
PILOT ADVISORY NOTICE
During takeoff, maintain directional control using the
nose-wheel steering until the flight controls become
effective. At approximately 10 knots below computed
takeoff speed, apply back pressure to the stick to begin
establishing a takeoff attitude by increasing the pitch
attitude to 10 degrees.
TAKEOFF CHECKLIST COMPLETE
Page | 88
CROSSWIND TAKEOFF
Crosswind produces a tendency to weather-vane (turn into the wind), and will tend to raise the
upwind wing. Slight aileron into the wind will keep wings level, and moderate rudder inputs will be
required to maintain track on the runway centreline.
AFTER TAKEOFF AND INITIAL CLIMB
Maintain takeoff pitch attitude during acceleration to climb speed. When safely air-borne, retract
the landing gear and at approximately 50 knots above takeoff speed, retract the flaps. Set power
and pitch attitude as necessary to maintain climb.
FLIGHT
There is no requirement for the pilot to refer to the checklist during normal flight in the
C-27J Spartan. During climb out, after level off and at frequent intervals, the pilot should check his
engine instruments as well as his fuel, flight instruments , and oxygen status. The correct altimeter
setting should be used for each phase of the flight. The canopy demist and rain removal systems
should be used as required to ensure visibility out of the aircraft.
DESCENT/BEFORE LANDING CHECKLIST
ALTIMETER...
...CHECK AND SET
LIFT DUMPER...
...AS REQD
LANDING LIGHTS...
...ON, Left & Right
TAXI LIGHTS...
...ON
FUEL QUANTITY...
...CHECK
DESCENT/BEFORE LANDING CHECKLIST COMPLETE
INSTRUMENT APPROACHES
STRAIGHT IN APPROACH
Establish a final approach configuration and air speed and descent as required to reach a point 1
mile from the desired touchdown point at 300 feet above the ground. Final approach from this
point is the same as for a normal pattern.
Page | 89
BEFORE LANDING
Refer to section 5 for landing gross weight and other limitations. Determine minimum final
turn/base leg and final approach speed based on intended configuration, gross weight, and
crosswind/gust conditions.
After configuring, check cockpit indicators to ensure intended configuration and check that the
landing lights are on.
In the final turn and on final approach, fly on-speed, but no slower than computed airspeed.
LANDING
When landing is assured, retard throttle slowly to IDLE. Touchdown speed for normal landing is 10
knots less than final approach airspeed.
Landing in gusts procedure is the same as for normal landing except, add one half of gust factor
to final approach and touchdown speeds. The gust factor is the difference between the average
wind and gust wind speeds. If the average wind is 20 knots with gusts to 30 knots the gust factor
would be 10 knots; add 5 knots to the final approach and touchdown speeds.
TOUCH AND GO
After touchdown, smoothly advance both throttles and retract the spoilers if deployed. The nose
wheel may or may not contact the runway, depending on aircraft speed.
Close attention to directional control is required after touchdown, due to possible un-even engine
acceleration and crosswinds. The rotation attitude for takeoff should be similar to a normal
takeoff.
MISSED APPROACH
Should conditions dictate the execution of a missed approach, set throttles as required, close
spoilers if extended, raise gear and flaps, and establish and instrument takeoff attitude. If
subsequent instrument approaches are to be flown, set power to maintain 160-180 KIAS and a rate
of climb not less than 1,000 feet/minute. When the desired missed approach altitude is reached,
level off and maintain 180-200 KIAS.
Page | 90
AFTER LANDING CHECKLIST
Maintain directional control using aileron and rudder as long as they remain effective, and then
transition to nose-wheel steering or differential braking. If available run-way does not require
maximum braking, speed can be reduced by reverse thrust or by extending speed brakes.
When the nose-wheel touches down, do not attempt to raise it again. Spoiler effectiveness
decreases rapidly with airspeed reduction.
After touchdown:
THROTTLES...
...REVERSE, above 60 knots
SPOILERS...
...RETRACTED
NOSEWHEEL STEERING...
...AS REQD
After clearing runway:
FLAPS...
...UP
LANDING LIGHTS...
...OFF
ANTI-COLLISION LIGHTS...
...OFF
APU Switch...
...START
AFTER LANDING CHECKLIST COMPLETE.
SHUTDOWN CHECKLIST
INSTRUMENT PANEL
PARK BRAKE...
...SET
OVERHEAD PANEL
DC SOURCE...
...EMER BATT
EMER EXIT...
...ARM
LIGHTING MODE...
...NORM
WING INSPEC...
...LH OFF
...RH OFF
Page | 91
Formation Light...
...OFF
FIRE/OVHT DET TEST...
...OFF
ANTICOLL...
...OFF
POSITION...
...DIM
...OFF
RF FLOW...
...OFF
LH JTSN VALVE...
...CUT
...OFF
...OFF
LH ISOL VALVE...
...CUT
...CUT
FUEL CROSSFEED VALVE...
...CUT
...CUT
RH ISOL VALVE...
...CUT
...CUT
...CUT
RH JTSN VALVE...
...CUT
L ENGINE STARTER...
...OFF
R ENGINE STARTER...
...OFF
APU Switch...
...OFF
FADEC 1...
...NORM
FADEC 2...
...NORM
AUTOFEATHER...
...OFF
PROP SYNC...
...OFF
ENGINE ICE PROT...
...OFF
PROP ICE PROT...
PITOT HEAT...
...OFF, Left, Right and Standby
AOA HEAT...
Page | 92
DEICE MODE...
...OFF
DE-ICE CTRL...
...OFF
WINDOWS DEMIST...
...OFF
...OFF, Pilot and Co-pilot
ELECTR...
...OFF
ICE Detectors...
...OFF
ECS/BLEED MODE...
...OFF, Cockpit and Cargo
ECS PRIORITY...
...CKPT
ENG1 BLEED AIR...
...OFF
ENG2 BLEED AIR...
...OFF
APU BLEED AIR...
...OFF
EXTERNAL AIR...
...OFF
GEN1...
...OFF
AC EXT...
...OFF
APU...
...OFF
GEN2...
...OFF
AC BUS1 TIE...
...CUT
AC BUS2 TIE...
...CUT
DC EXT TIE...
...CUT
TRU TIE...
...CUT
STBY TRU...
...OFF
DC BUS TIE...
...CUT
CENTER CONSOLE
YAW DAMPER SYS-1...
...OFF
YAW DAMPER SYS-2...
...OFF
...OFF
...OFF
Page | 93
POSITION LT...
...OFF
ANTI-COL LT...
...OFF
BEACON LT...
...OFF
PILOT DISPLAY...
...OFF
PILOT FLOOD...
...OFF
FWD CARGO...
...OFF
REAR CARGO...
...OFF
GPWS...
...OFF
VMS...
...OFF
COPILOT MASTER...
...OFF
OVERHEAD FLOOD...
...OFF
OVERHEAD LIGHT...
...OFF
CTR CONS...
...OFF
LT TEST...
...OFF
NAV-GPS/FMC Switch...
...NAV
INSTRUMENT PANEL
Landing Gear...
...LEVER DOWN and indicating 3 greens
LANDING LIGHTS...
...OFF, Left and Right
TAXI LIGHT...
...OFF
AUTOPILOT SYSTEMS...
...ALL OFF.
OVERHEAD PANEL
DC SOURCE...
...OFF
SHUTDOWN CHECKLIST COMPLETE.
Page | 94
5.0 Operating Limitations
This section specifies aircraft and engine limitations to be observed during normal operation of the
aircraft. They are derived from actual flight tests and demonstrations.
The most restrictive limitation applies to any given condition.
GENERAL RESTRICTIONS
1. Do not operate pitot heat system for more than 6 minutes while on the ground.
2. Practice elevator and aileron emergency disengagements are not authorised during flight.
ENGINE RESTRICTIONS
Operation of either engine above 833 degrees Celsius may result in engine overheating with the
caution warning light L ENG HOT and/or R ENG HOT illuminating.
Continued high temperature operations when the engines are running hot may result in engine
fire.
INSTRUMENT METEOROLOGICAL CONDITIONS
Flight into areas of known moderate or severe icing is not recommended.
PROHIBITED AND RESTRICTED MANEUVERS
1. Zero or negative G manoeuvres for more than 10 seconds are prohibited.
2. Intentional spins are prohibited.
WEIGHT LIMITATIONS
The maximum gross weight is 70,107 pounds. This applies to towing, taxiing, takeoff,
in-flight, and landing.
With aircraft gross weight above 60,000 pounds, the aircraft is limited to gentle turns and braking
during ground operations.
SINK RATE LIMITATIONS
The aircraft allowable sink rate for landing is 600 feet/minute for gross weights up to 70,107 pounds.
V-SPEEDS
Takeoff
- Flaps 2
- 100 Knots IAS.
Approach
- Flaps 2, Gear Down
- 140 Knots IAS.
Finals
- Flaps LDG, Gear Down
- 120 Knots IAS.
Landing
- Flaps LDG, Gear Down
- 110 Knots IAS.
Page | 95
PERFORMANCE CHARTS
The Battlefield Airlifter offers the best performance in its class. The optimal payload, range, STOL
capabilities, cruise altitude and speed combination makes the C-27J the reference for tactical
airlifters.
Range: 950 nm with an 8,600 kg payload; 1,850 nm with a 6,000 kg payload
Ferry range: 3,160 nm (Reserve: 45 min at 5,000 ft)
Outstanding ground performance: 580 m T/O ground run @ MTOW (30,500 kg) and 375 m landing
roll @ MLW (29,000 kg)
Page | 96
Page | 97
Version Change log
1.1.0 – INITIAL LAUNCH PRODUCT
Build Number: 1.1.5.141001.1823
Items Fixed
•
•
•
•
Marker Beacon audio files no longer cause a software fault.
GPS No longer fills the entire screen.
GPWS callouts no longer happen when taking off.
Added missing Formation Lights to the right side of the Blank White paint-scheme.
Features altered
•
•
•
•
•
•
Payload values set to empty on initial load.
Flaps Warning now occurs at 10 knots below flap limits.
ECS Fan volume reduced in virtual cockpit.
Maryland ANG paint corrected.
Replaced switch, knob and button audio files.
Corrected landing gear handle texture.
Features added
•
FMS view added to Virtual Cockpit.
Build Number: 1.2.0.141003.2147
Items Fixed
•
•
•
•
Missing marker audio files now added.
HUD Units now disappear when disabled via FMS Setup Page.
Center console backlighting now aligns with daytime textures.
Altitude warning no longer appears when below 1,500 feet AGL and gear is down.
Features altered
•
•
•
•
Pilot’s FMS duplicated to co-pilot’s CDU and backup CDU.
Co-Pilot’s MFD coded to be independent.
Park Brake Warning inhibited on engine start.
FMS Power-Up sequence altered.
Page | 98
Features added
•
•
•
•
•
•
Co-Pilot figure added and configured via the FMS A/C CONFIG screen.
Blank screens in the cockpit populated with more accurate template images.
RAAF Jungle Scheme added.
IRIS Marauders Scheme added.
Cargo bay detailing added.
Added MC-27J MLU concept model configured via the FMS A/C CONFIG ROLE.
Page | 99

the Product Handbook in Adobe PDF format.

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