L1011 TRISTAR Panel Installation & Handling Notes

[aerofoto - HJG Admin]

L1011 PANELS INSTALLATION & HANDLING NOTES # 1


UPDATED: January 17th 2022


HJG/VL L1011 PROJECT INFORMATION





We are grateful to Erick CANTU for modeling the L1011 aircraft for FS and his consent for HJG to host VISTALINERS files .... "THANK YOU" Erick !

We are also grateful to Ken MITCHELL for allowing HJG to host and modify his original L1011 panels .... "THANK YOU" Ken !

We are additionally grateful to George CARTY for modifying/improving Ken's original panels (including this latest/2014 multi-mode AP update) for both FS2004 and FSX compatibility and use with the VL L1011 model and FDE .... "THANK YOU" George !

Other folk whom have contributed invaluable assistance with this VL/HJG L1011 project are ....

- Mark CRANSTON
- Dan K.HANSEN
- Camilo LUENGAS
- Mike MONCE
- Benoit PLAMONDON
- Curt Zechmeister

"THANK YOU" everyone !


1.00: INTRODUCTION

It is important to appreciate that there is no such thing as a standard L1011 aircraft version. Like is the case with most aircraft types L1011 aircraft differ in regard to engine power ratings and their certified operating weights .... as do their performances also.

Most previously released L1011 simulations have focused on just 1 specific engine and weight configuration for these aircraft.

The L1011 simulations offered by HJG represent each of the principal versions of this family of wide body jetliners (excluding the short fuselage long range L1011-500) and include all of the applicable major engine and aircraft weight variations.


PLEASE NOTE .... HJG SUPPLIED L1011 AIRCRAFT BASE PACKS ARE BOTH FS2004 AND FSX COMPATIBLE.

HJG SUPPLIED L1011 PANELS ARE BOTH FS2004 AND FSX COMPATIBLE ALSO.

THESE SIMULATIONS WILL NOT WORK AS INTENDED USING NON-HJG SUPPLIED FDE AND OTHER DATA.

FSX USERS MUST PAY ATTENTION TO THE "FSX" SPECIFIC INSTALLATION INSTRUCTIONS WHICH ARE PROVIDED WITHIN EACH DOWNLOADABLE FILE.

NO FURTHER UPGRADES ARE PLANNED FOR THESE L1011 SIMULATIONS .... SAVE FOR ANY FIXES THAT MAY BE DETERMINED NECESSARY IN ORDER TO ADDRESS ANY ABNORMALITIES WHICH MIGHT HAVE BEEN INADVERTENTLY OVERLOOKED DURING TESTING.


The HJG L1011 project is comprised of each of the following elements ....

- Aircraft Base Pack files
- Aircraft Panels and Panel Gauges/Core Files
- Aircraft Textures
- Aircraft Sound pack


1.01: L1011 AIRCRAFT BASE PACK INFORMATION

A selection of 10 L1011 Aircraft Base Pack files are offered by HJG. These represent each of the following engine thrust and aircraft weight configurations ....

L1011 TRISTAR "Ship One 1970" Aircraft Base Pack .... RR RB211-22B (36,500 LBS thrust e/a "DERATED" / MGTOW 430.000 LBS)

L1011 TRISTAR 1 Aircraft Base Pack .... RR RB211-22B (42,000 LBS thrust e/a / MGTOW 430.000 LBS)

L1011 TRISTAR 1(F) Aircraft Base Pack .... RR RB211-22B (42,000 LBS thrust e/a / MGTOW 430.000 LBS "Freight Configuration")

L1011 TRISTAR 50 Aircraft Base Pack .... RR RB211-22B (42,000 LBS thrust e/a / MGTOW 450.000 LBS)

L1011 TRISTAR 100 Aircraft Base Pack .... RR RB211-22B (42,000 LBS thrust e/a / MGTOW 466.000 LBS)

L1011 TRISTAR 100(F) Aircraft Base Pack .... RR RB211-22B (42,000 LBS thrust e/a / MGTOW 466.000 LBS "Freight Configuration")

L1011 TRISTAR 150 Aircraft Base Pack .... RR RB211-22B (42,000 LBS thrust e/a / MGTOW 470.000 LBS)

L1011 TRISTAR 200 Aircraft Base Pack .... RR RB211-524B (48,000 LBS thrust e/a / MGTOW 474.000 LBS)

L1011 TRISTAR 200(F) Aircraft Base Pack .... RR RB211-524B/B-4 (50,000 LBS thrust e/a / MGTOW 510.000 LBS "Freight Configuration")

L1011 TRISTAR 250 Aircraft Base Pack .... RR RB211-524B/B-4 (50,000 LBS thrust e/a / MGTOW 510.000 LBS)

Each L1011 Aircraft Base Pack file is aircraft version/weight and engine type/thrust rating specific.

PLEASE NOTE .... each aircraft base pack must be used with the correct corresponding/recommended panel version or inaccurate engine/panel instrument indications and flight performances will result.

Each L1011 aircraft base pack file features FDE that has been customized for each L1011 individual version.

Appropriate performance variations have been incorporated into the FDE for each simulation and are in accordance with the known real world specifications and capabilities of each L1011 aircraft version .... subject to certain FS limitations of course.

No changes have been made to the original VL supplied L1011 3D model. The 3D model supplied within each aircraft base pack file represents the same/original "BETA version" as was last released by Eric CANTU.

The same L1011 3D model has been duplicated inside each HJG supplied aircraft base pack file.

Each of the 10 supplied L1011 Aircraft Base Pack files is a separate download and are available from the various "L1011" sections listed on the HJG Downloads page.


A BRIEF WORD ABOUT THE "L1011 TRISTAR SHIP ONE 1970" BASE PACK



This is not the official designation for this first ever L1011 built. This particular aircraft was, in fact, eventually certified as a TRISTAR 1, but, throughout its development and initial test/certification phase, during 1970, it was known as "SHIP ONE". HJG have applied this designation for "convenience only" .... in order to differentiate this initial developmental aircraft version from later members of the L1011 family. At the time of its first flight, and during its initial FAA flight testing/certification (which also included US certification for the RR RB211 turbofan), the engines on this first production TRISTAR aircraft were derated to 36,500 LBS thrust each .... with a gradual working up toward what eventually became the certified 42,000 LBS thrust rating for the RR RB211-22B turbofan engine. The MGTOW for this particular aircraft was also initially restricted too .... and then similarly increased, during this aircraft's certification process, to what eventually became the 430,000 LB certified MGTOW for the TRISTAR 1. The HJG TRISTAR SHIP ONE 1970 simulation is compiled to represent this particular aircraft in its earliest configuration .... and as a result .... its performance is a little less capable (due to its lower/derated engine thrust rating) than that manifested by each of the successive production L1011 versions represented by HJG. This imposes the need for a slightly different handling procedure when flying L1011 SHIP ONE 1970. For complete information in regard to the best/recommended handling procedures for flying this particular aircraft version, and each of the other 9 HJG supplied L1011 simulations, please refer to the "L1011 BASIC FLYING GUIDE" information which appears within "SECTION 5" of these notes.


1.02: L1011 PANEL INFORMATION

A selection of 4 L1011 Panel files are offered by HJG. These represent each of the following aircraft/engine type and panel/instrument configurations ....


L1011 TRISTAR Panel RR RB211-22B (round/analogue engine gauges)

L1011 TRISTAR Panel RR RB211-22B (vertical/tape engine gauges)

L1011 TRISTAR Panel RR RB211-524B (round/analogue engine gauges)

L1011 TRISTAR Panel RR RB211-524B (vertical/tape engine gauges)


Each L1011 panel file is engine type/thrust rating specific.

PLEASE NOTE .... each panel version must be used with the correct corresponding/recommended aircraft base pack version or inaccurate engine/panel instrument indications and flight performances will result.

Some of these panels may look similar, but, each is "different" .... featuring engine instruments which have been calibrated to read in accordance with the known performance parameters of each particular engine type .... subject to certain FS limitations of course.


KM/HJG L1011 panel with round/analogue engine gauges for RR RB211-22B powered aircraft


KM/HJG L1011 panel with vertical/tape engine gauges for RR RB211-22B powered aircraft


KM/HJG L1011 panel with round/analogue engine gauges for RR RB211-524B/B-4 powered aircraft


KM/HJG L1011 panel with vertical/tape engine gauges for RR RB211-524B/B-4 powered aircraft



Each L1011 panel features both CAPTAIN MAIN PANEL and F/O MAIN PANEL views; and a functional F/E PANEL. The left side captains view main panel is visible by default. The right side F/O view main panel is commanded into view by Selecting keyboard commands SHIFT + 1 .... to cancel the captains main panel view .... then selecting keyboard commands SHIFT + 2 to command the F/O main panel into view.

New features included within each these latest/2014 released HJG/KM L1011 panels include ....

- Improved/More authentic multi-mode dual AP system featuring a full auto-land capability.
- Improved F/E panel.
- Functional Windshield Wiper.
- A functional INS.
- Functional WX Radar.
- Engine instruments re-calibrated in accordance with the known performance parameters of each of the 2 principal RR RB211 turbofan engines used to power L1011 aircraft and which are also represented by both round/analogue and vertical/tape instrument standards.
- Improved MAIN PANEL bitmaps for both Captain, F/O, and F/E views.
- Improved NAV course, HDG, and altitude instrument selection options.
- Improved RA gauge with selectable DH.
- Improved GPWS with full FPDA altitude call-outs and other warning alerts.
- FPDA gear wind effect (FS2004 only).


Each L1011 feature a 3-tank fuel configuration of varying capacities.
PLEASE NOTE .... minor compromises needed to be made in respect of the number of fuel tanks represented within each L1011 simulation. This has been dictated by the tanking configuration engineered into each of the 2 original KM L1011 panels which have been selected and modified accordingly by HJG.

Each L1011 aircraft base pack and panel file must be used in accordance with the following recommendations ....


L1011 PANEL GAUGES/CORE FILES .... to be used with .... "ALL" L1011 panels

L1011 TRISTAR "Ship One 1970" Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-22B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-22B (vertical/tape engine gauges) only

L1011 TRISTAR 1 Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-22B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-22B (vertical/tape engine gauges) only.

L1011 TRISTAR 1(F) Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-22B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-22B (vertical/tape engine gauges) only.

L1011 TRISTAR 50 Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-22B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-22B (vertical/tape engine gauges) only.

L1011 TRISTAR 100 Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-22B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-22B (vertical/tape engine gauges) only.

L1011 TRISTAR 100(F) Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-22B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-22B (vertical/tape engine gauges) only.

L1011 TRISTAR 150 Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-22B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-22B (vertical/tape engine gauges) only.

L1011 TRISTAR 200 Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-524B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-524B (vertical/tape engine gauges) only.

L1011 TRISTAR 200(F) Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-524B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-524B (vertical/tape engine gauges) only.

L1011 TRISTAR 250 Aircraft Base Pack .... to be used with either .... L1011 TRISTAR Panel RR RB211-524B (round/analogue engine gauges) .... or .... L1011 TRISTAR Panel RR RB211-524B (vertical/tape engine gauges) only.


The "L1011 PANEL GAUGES/CORE FILES" package comprises of all of the required panel gauges and panel sound components.

Each L1011 panel file is a separate download.

The supporting "L1011 PANEL GAUGES & CORE FILES" package is a separate download also.

Each L1011 panel is supported by a full suite of interior flight deck views .... which are toggled into view using using the numerical keypad commands. See "SECTION 2" and paragraph "2.00" of these notes for specific information in regard to these particular details.

Each L1011 panel is supported by a flight deck audio suite .... featuring both avionics and mechanical sounds.

Each L1011 Panel .... and the supporting Panel Core Files package .... are available from the "LOCKHEED AIRCRAFT PANEL" section of the HJG Downloads page.


1.03: L1011 AIRCRAFT TEXTURES INFORMATION

HJG supplied L1011 textures and aircraft base pack files should be used/paired as follows ....

The L1011 TRISTAR "Ship One 1970" texture should be with the L1011 TRISTAR "Ship One 1970" Aircraft Base Pack (preferably) .... or .... it can also the L1011 TRISTAR 1 aircraft base pack (end user choice).

PLEASE NOTE .... if using the L1011 TRISTAR "Ship One 1970" texture with the TRISTAR 1 Aircraft Base Pack then its accompanying ADD TO AIRCRAFT data will need to be edited to read precisely as follows ....

[fltsim.0] // Change "xx" to next number in sequence starting from 0
title=Lockheed L-1011-1 Ship One Lockheed Aircraft Corporation 1970
sim=L1011_1
model=
panel=
sound=
texture=lockheed_aircraft_corporation_1970_ship_one_m1011
kb_checklists=
kb_reference=
atc_id=N1011
atc_id_color=0x000091ff
atc_id_enable=1
atc_airline=LOCKHEED
atc_flight_number=1011
atc_heavy=1
atc_parking_codes=XLK
atc_parking_types=GATE,RAMP,CARGO
ui_manufacturer=Lockheed
ui_type=L1011-1 Ship One 1970
ui_variation=Lockheed Aircraft Corporation (1970) round
visual_damage=0
description=L1011 TRISTAR\nFirst flight on November 16th 1970 at Palmadale California\nTotal production of 250 aircraft\nModel by Erick Cantu\nFDE by Fraser Turner and modified Mike MONCE HJG\nPanel by Ken Mitchell and modified by George CARTY HJG\nTexture by Tony MADGE HJG with engine textures by Todd MANBECK

L1011 TRISTAR 1 textures should only be used with the L1011 TRISTAR 1 Aircraft Base Pack.

L1011 TRISTAR 1(F) textures should only be used with the L1011 TRISTAR 1(F) Aircraft Base Pack.

L1011 TRISTAR 50 textures should only be used with the L1011 TRISTAR 50 Aircraft Base Pack.

L1011 TRISTAR 100 textures should only be used with the L1011 TRISTAR 100 Aircraft Base Pack.

L1011 TRISTAR 100(F) textures should only be used with the L1011 TRISTAR 100(F) Aircraft Base Pack only.

L1011 TRISTAR 150 textures should only be used with the L1011 TRISTAR 100 Aircraft Base Pack only..

L1011 TRISTAR 200 textures should only be used with the L1011 TRISTAR 200 Aircraft Base Pack only..

L1011 TRISTAR 200(F) textures should only be used with the L1011 TRISTAR 200(F) Aircraft Base Pack only..

L1011 TRISTAR 250 textures should only be used with the L1011 TRISTAR 250 Aircraft Base Pack only.


Each of the L1011 texture file options (aircraft liveries) are separate downloads and are available from the various "L1011" aircraft type sections on the HJG Downloads page.


1.04: L1011 SOUND PACKS INFORMATION

2 authentic RR RB211 turbofan soundpacks (by AEROMUSICA) are provided for use with each of the HJG supplied L1011 TRISTAR simulations .... as follows ....

L1011 RR RB211 SOUND PACK - "FS2004 VERSION"

L1011 RR RB211 SOUND PACK - "FSX VERSION"

The FS2004 sound pack version is for F2004 use only.

The FSX sound pack version is for FSX use only.

PLEASE NOTE .... the FSX sound pack takes advantage of the full immersive sound engine feature represented within FSX only.

The panel supplied sounds are further enhanced through the use of either HJG hosted AEROMUSICA L1011 RR RB211 engine sound packs .... and which are strongly recommended.

Each L1011 RR RB211 sound pack is available from the "LOCKHEED SOUNDS" section of the HJG Downloads page.


1.05: L1011 SMOKE EFFECTS INFORMATION

RR EB211 turbofan engines which power all L1011 aircraft are "virtually smokeless" (except during engine startup). HJG does not provide any smoke effects files for use with these simulations.


1.06: GENERAL INSTALLATION INFORMATION

Installation of all HJG supplied L1011 files is a very easy step-by-step process but should be completed strictly in accordance with the recommended installation procedures which accompany each file or difficulties may result.

AGAIN .... EACH OF THE L1011 PANELS MUST BE USED WITH THE CORRECT AIRCRAFT BASE PACK VERSION OR PROBLEMS "WILL" RESULT. IT IS STRONGLY RECOMMENDED THAT THE FOLLOWING SERVICE NOTES BE STUDIED AND UNDERSTOOD PRIOR TO INSTALLING ANY THESE FILES. DOING THIS WILL AVOID MISUNDERSTANDINGS/PROBLEMS AND PROMOTE THE OVERALL ENJOYMENT OF THESE SIMULATIONS.

L1011 AIRCRAFT BASE PACK INSTALLATION (default FS2004 only procedure)

Each HJG supplied L1011 Aircraft Base Pack file must be installed inside the FS2004 "AIRCRAFT" folder.

Each HJG supplied L1011 Aircraft Base Back file contains the following essential elements ....

- MODEL (folder)
- PANEL (folder .... aliased to default MSFS B737-400 Panel)
- SOUND (folder .... aliased to default MSFS B737-400 Sound)
- AIRCRAFT.CFG (file)
- AIR.FILE (file)

PLEASE NOTE .... the AIRCRAFT.CFG and AIR.FILE data supplied within each HJG L1011 aircraft base pack file is of dual FS2004 and FSX compatbility.

L1011 PANEL INSTALLATION (default FS2004 procedure)

Each HJG supplied L1011 Panel file should be installed inside the FS2004 "FSFSCONV" folder.

The FSFSCONV folder is located inside the FS2004 "AIRCRAFT" folder. This recommended FSFSCONV installation procedure has been a standard HJG practice over many years which results in more sensible (we believe) panel/Aircraft Base Pack aliasing.

The PANEL.CFG file contained inside the default Panel folder supplied with each L1011 Aircraft Base Pack file must be aliased to the FSFSCONV folder and the appropriate L1011 aircraft type Panel .... as per the following specimens/examples ....

[fltsim]
alias=fsfsconv\panel.l1011_std_inst_rr_rb211-22b

or ....

[fltsim]
alias=fsfsconv\panel.l1011_tape_inst_rr_rb211-22b

or ....

[fltsim]
alias=fsfsconv\panel.l1011_std_inst_rr_rb211-524b

or ....

[fltsim]
alias=fsfsconv\panel.l1011_tape_inst_rr_rb211-524b

It is recommended that the panel ALIAS= data (as presented within the installation instructions that accompany each panel file) be copied & pasted directly to the default PANEL.CFG file in order to avoid potential for typographical errors which will result in these panels not displaying with the installed simulation.

The entire contents (only) of L1011 "PANEL GAUGES" folder (13X gauge files) must be installed inside the FS2004 "GAUGES" folder.

The entire contents (only) of L1011 "PANEL SOUNDS" folder (13X WAV samples and a 1X folder) must be installed inside the FS2004 "SOUND" folder (this is the "SOUND" folder inside the "FLIGHT SIMULATOR 9" folder directory and not the default Sound folder contained inside each aircraft base pack file).

PLEASE NOTE .... the folder named "L1011" (included among the panel WAV components) must be installed "intact" (as-is .... do not open this folder) inside the FS9 "SOUND" folder or the supplied panel audio will not work as intended.


L1011 SOUNDPACKS INSTALLATION

The HJG supplied AEROMUSICA L1011 sound packs must be installed inside the L1011 Aircraft Base Pack files. These files are intended to replace the default Sound folders (aliased to the MDFS B737 sounds) supplied within each L1011 aircraft base pack file in order to ensure optimum audio playback quality. .


L1011 SMOKE EFFECTS INSTALLATION

No Smoke Effects files are provided for for use with any of the HJG supplied L1011 simulations .... since these are not necessary.


1.07: KNOWN ISSUES

The VL 3D L1011 model was released by Ek CANTU as a WIP. Therefore it must be appreciated that this model remains "unfinished". For this reason a small number of very minor flaws may be evident .... HOWEVER .... the end user is not, in any way, disadvantaged by this. These very trivial details "DO NOT" detract from the enjoyment of this product. The minor flaws which are known to exist are as follows ....

- No ground illumination is visible from interior/Main Panel view option when the Panel "TAXI LTS" switches are selected "ON". This is a model lighting related issue .... in that ground illumination, by Taxi Lights, has never been incorporated into this model. By comparison there are no such ground illumination lighting issues in regard to the use of the "LANDING LTS" switches in either interior/Main Panel or exterior FS viewing options.

- In external FS viewing mode the strobe lighting, located on the trailing edges of each wingtip, may be observed to be located slightly above, and separated from, the wing surfaces whilst the aircraft is on the ground. This is due to this lighting not being hard-coded into the 3D model .... HOWEVER .... during T/O acceleration, and climb, the wings on this GMAX model will begin to flex upwards, and by the time the simulation is airborne, the wingtip strobe lighting will then be observed to have become perfectly aligned with the wingtip trailing edge surfaces.

- In external FS viewing mode a very fine band of un-textured fuselage may be visible above the starboard wing root. This is apparent in some textures only .... primarily those featuring predominantly white fuselage surfaces, but, is otherwise not detectable.

- None of the represented L1011 freighter versions feature an animated port side forward fuselage main deck cargo door. Both port and starboard forward fuselage PAX/service exits are however fully animated and do operate perfectly .... as do the starboard side lower fuselage cargo doors also, but, this animation must assigned (using either the MSFS "WING FOLD" or "TAIL HOOK" commands) within FS "OPTIONS?ASSIGNMENTS" in order to be able to function.

- If the panel ZOOM function is adjusted (i.e. "reduced" from its default 1.01 setting to a much lower value .... in order to create a more distant scenery horizon effect), then this will result in the FS scenery horizon line receding below the 2D panel view in response to each increment of adjustment and scenery objects located at the peripheral edges of the resized panel view will also begin to distort. In order to address this .... the panel ZOOM value may be "adjusted/resized" as desired (if at all) .... BUT .... the outside FS scenery horizon will then also need to be "raised" to the desired level using SHIFT+ENTER and SHIFT+BACKSPACE keyboard commands (FS2004). PLEASE NOTE .... setting a resized panel ZOOM value of less than 0.85 "is not" recommended for use with any of these L1011 panels. PLEASE NOTE ALSO .... this very minor issue is a consequence of the original panel design and there is nothing HJG can do about it. More information (INTERNAL HJG REPORT) concerning this particular issue is available per the following forum thread ....
tonymadgehjg.proboards.com/thread/8303/landing-wide-bodies-tristar-dc?page=1

- These L1011 panels will run in FS9 and FSX installed within a WINDOWS 10 environment. However .... using WINDOWS 10 (only) .... "DO NOT" employ "FULL SCREEN" viewing mode. Employing "FULL SCREEN" viewing mode (ALT+ENTER) when using these L1011 panels within a WINDOWS 10 environment may result uncommanded engine shut downs .... for which we are currently unable to provide any resolution. PLEASE NOTE: This "DOES NOT" apply to FS9, and FSX, and earlier WINDOWS Operating systems though. Information concerning this particular issues is available per the following forum thread ....
tonymadgehjg.proboards.com/thread/10074/engine-shuts-enter-tanks-empty

"PLEASE" .... do not contact us in regard any of the above-mentioned issues. HJG may, in time, be able to rectify some of these issues, but, in the meantime there is nothing we can do to resolve any of these at this particular point in time. Once gain .... each of these issues are "EXTREMELY MINOR" .... so minor in fact that the majority of end users probably would not have detected these discrepancies had we not first mentioned these details .... and none of these issues will detract from anyone's enjoyment of any these otherwise fine simulations.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

L1011 PANELS INSTALLATION & HANDLING NOTES # 2


UPDATED: April 7th 2024


PANEL/INSTRUMENT DESCRIPTIONS





Please read the following descriptions carefully.

These L1011 panels must be Installed "precisely" in accordance with the recommended installation procedures.

Each of these L1011 panels can be installed "together" and without the risk of any conflicts whatsoever.


2.00: KEYBOARD COMMANDS (applicable to all HJG L1011 panel versions)

- SHIFT+1 closes/opens the default left side (captains) main panel view.
- SHIFT+2 opens/closes the right side (F/O) main panel view.
- SHIFT+3 opens/closes the F/E station sub panel.
- SHIFT+4 opens/closes the Center Pedestal.
- SHIFT+5 open/closes the GPS sub panel.
- SHIFT+6 opens/closes the WX Radar sub panel.


2.01: MAIN PANEL (upper section) FEATURES



From top left to right and in vertical rows ....

- A Windshield Wipers selector knob featuring 6 selectable settings .... ranging from "PARK/OFF" to "FULL" and from which the Main Panel windshield wiper animation can be controlled .... is located at the extreme left section of the upper Main Panel view.

- A pair of Landing Lights switches .... along with a Taxi Lighting switch and separate Dome Light and Panel Instrument Lighting switches .... are located alone the top center left section of the upper Main Panel view.

- A cluster of 6 separate Lighting Switches .... controlling NAV, Beacon, Strobe, Wing, and Logo lighting .... are located along the bottom center left section of the upper Main Panel view.

- A pair of Anti-Skid System Switches are located on the center right section of the upper Main Panel view.

- A Center Pedestal Lighting Switch .... along with a cluster of 4 separate Call Forward, Call Aft, Seatbelt Sign, and No Smoking Sign switches (with audible tones) .... are located at at the extreme right section of the upper Main Panel view.


2.02: MAIN PANEL (lower section) FEATURES (left side/captains panel view only)



From top left to right and in vertical rows ....

- The Airspeed Indicator is located at the top left section of the lower Main Panel portion. 4 V-Speed bugs are located around the inside right and bottom rim of the ASI gauge. These bugs can be adjusted using the small knob located at the top left of the ASI gauge .... setting the white pointer on the V-Speed selector knob to its aproximately 6 oclock position then left mouse clickng on either the left or right sides of the small selector knob located at the top right of the ASI gauge raises or lowers the V1 speed bug indication .... setting the white pointer on this V-Speed selector knob to its approximately 3 oclock position then left mouse clickng on either the left or right sides of the small knob .... located at the top right of the ASI gauge raises or lowers the VR speed bug indication .... setting the white pointer on this V-Speed selector knob to its approximately 12 oclock position then mouse clickng on either the left or right sides of the small knob located at the top right of the ASI gauge raises or lowers the V2 speed bug indication .... setting the white pointer on this V-Speed selector knob to its approximately 9 oclock position then mouse clickng on either the left or right sides of the small knob located at the top right of the ASI gauge raises or lowers the final speed bug indication. Mouse clickng on either the left or right sides of the small selector knob .... located at the bottom left of the ASI gauge (featuring an orange marker) .... raises or lowers the orange AT speed bug indication located inside the rim of the ASI gauge. This particular speed bug can also be set using the AT airpeed selector Knob located on the AP portion of the Main Panel.

PLEASE NOTE .... the AT airspeed Bug can only be seen to rotate around the inside rim of the ASI gauge once any airspeed value in excess 60 KTS has first been selected.

- An Instrument Comparator gauge is located above the ASI gauge and is cosmetic/non-functional.

- A cluster of 4 sub panel view selection icons are located vertically at the bottom left of the Main Panel. Each of these icons can be used to open/close either the Checklist, FS Map, GPS NAV sub panel, F/E sub panel, Center Pedestal sub panel, and WX sub panel options as an alternative to using SHIFT + (number) keyboard commands.

- An RMI gauge is loated at the bottom left of the Main Panel. This particular gauge features dual needles .... representing VOR1 and VOR2, and/or ADF1 or ADF2 indications. ADF/VOR indications may be selected using the rabbits ear switches located at the bottom left and bottom right of this particular gauge .... with the corresponding selected DME1/DME2 indications then displayed digitally along inside the top left and right of the RMI gauge.

- An Attitude Indicator gauge is located on the Main Panel and to the right of the ASI gauge. The FD bars within this particular gauges are activated using the 2 FD Switches located at the top left and right of the 2 AP CMD switches on the AP portion of the Main Panel .... the red "FD" flag on the AI is then cancelled when both FD switches are selected "ON". A small orange Decision Height indicator lamp is located at the top right of the AI gauge with the actual Decision Height being selected using the DH gauge .... located to the right of the Altimeter gauge. The small white triangle located inside the top index rim of the AI gauge indicates the extent of ony roll from the vertical axis .... in addition to the instruments artificial horizon indication. The small white triangle located inside the left index rim of the AI gauge indicates progress toward, or beyond, a selected target airspeed value. The small white triangle located inside the right index rim the AI gauge indicates the simulations vertical allignment in conjunction with a displayed GS indication during ILS/GS coupled approaches to landing.

- A Turn/Slip Indicator gauge is located below the AI gauge.

- A Horizontal Situation Indicator gauge is located below the Turn/Slip Indicator. The orange Heading Indicator inside the rim of the HSI gauge can be adjusted using the "HDG" knob on the AP portion of the main Panel. The yellow Course Indicator needle inside the HSI gauge is adjusted using the "NAV1" selector knob located on the AP portion of the Main Panel (the HSI instrument on the alternative F/O Main Panel view is similarly used to adjust the "NAV2" course indicator in this particular instrument and in conjunction with the NAV2 course selector knob located on the AP portion of the F/O Main Panel view). VOR indications displayed within the left (captain) Main Panel HSI will default to "VOR1" whilst that indicated in right (F/O) Main panel HSI will default to "VOR2" respectively. Separate VOR DME, Course, and Ground Speed indications are displayed digitally across the top of this HSI gauge.

- An HSI Alternative Source selector tab (labelled "HSI SRC") is located below the RMI gauge.

- An Automatic Flight Control System Mode Anunciator gauge (labeled "AFCS MODES") is located at the top right of the AI gauge .... with its associated AFSC Modes Alert/Warning gauge located to the left of this particular instrument. The AFCS provides a constant indication as to precisely which AP modes have been been engaged/acquired .... ranging from HDG SEL, HDG, IAS, ALT ARM, ALT, VOR ARM, VOR, TURB indications during climb .... or ALT, HDG SEL, HDG, VOR ARM, VOR, IAS, MACH, TURB indications during cruise .... or TURB, LOC ARM, LOC, GS ARM, GS, A/L ARM, A/L, ALIGN ARM, ALIGN, FLARE ARM, FLARE, and ROLLOUT indications during landing .... in accordance with the particular pre selected AP controlled flight mode. AP modes are displayed by the Automatic Flight Control System Mode Anunciator when selected .... and appear hilighted once engaged/acquired.





The AFSC Modes Alert/Warning gauge will dispay a red "AP DISC" (or an orange "CMD DISC") indication inside its right window along with a flashing yellow "ALERT" indication .... as well as also triggering an audible warning horn .... when the AP-A system is disengaged or set to CWS (control Wheel Steering) mode.



The AFSC Modes Alert/Warning gauge will dispay a red "ATS DISC" indication inside its right window along with a flashing yellow "ALERT" indication anytime the AT system is disengaged. AFCS Modes warning indications are cancelled by mouse clicking inside the left window of the AFCS Modes gauge.

- Glide Slope/GPWS/Alitude Alert warning lamps are located below the AFCS gauge. These lamps automatically illuminate and then trigger audible warnings/alarms in conjunction with their corresponding indication. The Glide Slope lamp will illuminate and automatically trigger an audible "GLIDE SLOPE" warning when the simulation is excessively above/below the displayed GS indication during any approachj to landing. The GPWS lamp will illuminate and automatically trigger an audible "WHOOP WHOOP PULL UP" and/or "TOO LOW TERRAIN" warning when the simulation is within 500 FT of surrounding terrain when not in the landing configuration. The Altitude Alert lamp will illuminate and automatically trigger an audible "C'Chord" warning tone when the simulation is within 1000 FT from any preselected target altitude value .... and again should any preselected target altitude value be exceeded by more than 200 FT in the event of a missed or failed auto-altitude capture.

- The Altimeter gauge is located below the Glide Slope, GPWS, and Alitude Alert warning lamps. This is a single needle/pointer altimeter gauge which also displays a digital indication of the actual altitude within the top middle of this particular gauge. The small knob located at the bottom left of this gauges can used to adjust the altimeter barometric presure value setting in conjunction with altitude .... or .... this setting may also be adjusted automatically using keyboard comand "B" (using the altitude baramoetric pressure selector knob on this instrument will automatically adjust the indication displayed within the backup altimeter gauge to the same corresponding pressure value). The orange bug located inside the rim of the altimeter works in conjunction with the preselected target altitude value dialed into the Altitude Selector on the AP portion of the Main Panel. SEE ALTITUDE SELECTOR INFORMATION WITHIN THE "AUTOPILOT" SECTION OF THIS MANuAL.

- A Vertical Speed Indicator gauge is located below the Altimeter gauge. This gauge indicates the simulations ROC/ROD in increments of up to plus or minus 6000 FPM.

- A Radio Altimeter gauge is located to the right of the Altimeter gauge. This particular guage displays a vertical/tape altitude indication between 2500 FT and 10 FT from terrain. The small knob (featuring and orange marker) located at the bottom right of the RA gauge can be used to select any "minimum" or "decision height" altitude value for approaches to landing. Mouse clickng on left side of this selector knob lowers the displayed digital altitude indication in increments of 10FT. Mouse clickng on right side of this selector knob raises the displayed digital altitude indication in increments of 10FT. The corresponding selected altitude value is then displayed (in yellow) at the bottom left of the RA gauge. Upon first selecting a target minimum/decision altitude value the GPWS will call "MINIMUMS/" upon passing though the displayed preselected altitude.

- A Control Surfaces Position Indicator gauge is located on the lower middle lect section of the lower Main Panel view .... below the RA guage. The top index in this particular gauge indicates response to rudder setting/input. The center index in this particular gauge indicates response to trim setting and elevator input. The left index in this particular gauge indicates response to left aileron setting/input. The right index in this particular gauge indicates in response to right aileron setting/input.

- Inner Marker (white), Middle Marker (orange), and Outer Marker (blue) lamps are located on the middle left section of the lower Main Panel view .... to the right of the RA gauge and above the Control Surface Position indicator gauge .... each of which will illuminate when overflying the corresponding marker during T/O of approaches to landing.

- A Standby (backup) AI gauge is located on the top middle section of the lower Main Panel view .... above and to the top middle right of the 3 Marker Beacon lamps.

- A standby (backup) Altimeter gauge is located on the center middle section of the lower main Panel view .... below the Standby AI gauge.

- A systems warning anunciator panel is located on the bottom moddle section of the lower Main Panel view .... below the standby Altimeter gauge. This particular panel will provide indications in regard to any particular major system that is be activated, armed, or may functioning outside intended performance limits .... automatically triggering/illuminating a warning lamp in relation to the particular system/condition. These warnings include Avionics, Engine De-ice, Engine Exhaust Temperature, Generator Voltage, Oil Pressure related indications .... and more .... as well as providing confirmation that other systems have been activated correctly or are in use such as Pitot Heat De-ice, Spoiler Arm, Spoiler deployment, and Engine Thrust Reverser engagements.



The "TEST" button located to the right of this instrument can be used to briefly test/illuminate this entire display.

- A Total Air Temperature gauge is located on the upper middle section of the lower Main panel view .... at the right of the Standby Horizon gauge.

- A standby (backup) Airspeed Indicator gauge is located on the center middle section of the lower Main Panel view .... below the TAT gauge.

- The cluster of 5 separate rows of 3 intruments each are located at the center right section of the lower Main Panel ... each relate to various separate engine parameters.



Using the round/analogue engine instrument cofiguration panel .... the 1st (top) row of 3 engine instruments (labelled "EPR") indicate the recorded EPR value for each individual engine .... in the order of engine 1/2/3. The orange indicator bugs .... located around the inside right rim of each of the EPR gaugse .... are, by default, set to the maximum EPR value, at SL, and for a 15*C ambient temperature environment, for each of the 2 types of RR RB211 turbofan engines represnted by this particular HJG L1011 panel/engine gauge configuration. The EPR bug selector knobs located outside the bottom right rim of each of the 3 engine EPR gauges (with an orange markers) can be used to select/further adjust the indicated engine EPR values in accordance with different altitude/temperature environments. Mouse clickng on the left rim of each of these 3 engine EPR selector knobs decreases the displayed EPR value. Mouse clickng on the right rim of each of each of these 3 engine EPR selector knobs increases the displayed EPR value. The corresponding selected EPR value is then displayed digitally (in orange) within the top middle of each engine EPR gauge .... with a precise digital indication of the actual recorded EPR value being displayed digitally (in white) at the bottom of each engine EPR gauge. Engine power/thrust should never be set beyond or allowed to exceed the indicated maximum/selected engine EPR values .... or .... the simulations performance must be adjusted in order to ensure it remains at, or within, the indicated limitations. The 2nd row of 3 engine instruments (labelled "N1") indicate the recorded N1 turbine speed value for each individual engine .... in the order of engine 1/2/3 .... as well as displaying a precise digital indication of each engines actaul N1 value. The 3rd row of 3 engine instruments (labelled "TGT") indicate the recorded TGT temperature value each individual engine .... in the order of engine 1/2/3 .... as well as displaying a precise digital indication of each engines actual TGT value. The 4th row of 3 engine instruments (labelled "N3") indicate the recorded N3 turbine speed value for each individual engine .... in the order of engine 1/2/3 .... as well as displaying a precise digital indication of each engines actaul N3 value. The 5th (bottom) row of 3 engine instruments (labelled "FF") indicate the recorded F/F value for each individual engine .... in the order of engine 1/2/3 .... as well as a displaying precise digital indication of each engines actual F/F value.



Using the vertical/tape engine instrument cofiguration panel .... the 1st (reft) vertical row of 5 vertical engine instruments (labelled "EPR") indicate the recorded EPR value for each individual engine in the order of engine 1/2/3. The 3 orange indicator bugs located inside each of the 3 rows of vertical engine EPR gauges .... are, by default, set to the maximum EPR value, at SL, and for a 15*C ambient temperature environment, for each of the 2 types of RR RB211 turbofan engines represnted by this particular HJG L1011 panel/engine gauge configuration. The grey selector knob (with an orange marker) .... located below and outside the vertical row of engine # 3 EPR gauges .... can be used to further select/adjust these indicated engine EPR values in accordance with different altitude/temperature environments. Mouse clickng on the left rim of this engine EPR selector knob decreases the displayed EPR value for all 3 engines. Mouse clickng on the right rim of this engine EPR selector knob increases the displayed EPR value for all 3 engines. The corresponding selected maximum EPR value .... for all 3 engines .... is then displayed digitally (in orange) within the engine EPR preview window located at the left of the engie EPR selector knob. Engine power/thrust should never be set beyond or allowed to exceed the indicated maximum/selected engine EPR values .... or .... the simulations performance must be adjusted in order to ensure it remains at, or within, the indicated limitations.The 2nd row of 3 vertical engine instruments (laballed "N1") indicate the recorded N1 turbine speed value for each individual engine .... in the order of engine 1/2/3. The 3rd row of 3 vertical engine instruments (labelled "TGT") indicate the recorded TGT temperature value for each individual engine .... in the order of engine 1/2/3. The 4th row of 3 engine instruments (labelled "N3") indicate the recorded N3 turbine speed value for each individual engine .... in the order of engine 1/2/3. The 5th (right) row of 3 engine instruments (labelled "FF") indicate the recorded F/F value for each individual engine .... in the order of engine 1/2/3. PLEASE NOTE: Precise digital indications for engine N1, TGT, N3, and F/F values are not represented in this particular standard of vertical/tape type engine instrument.

- A Flap Position Indicator gauge is located on the upper right section of the lower Main Panel view .... to right of the first 2 rows of 3 EPR and N1 engine instruments. This particular gauge indicates the precise flap settings selected .... as well as also indicating the maximum speed for each flap increment of flap deployment.

- The Landing Gear lever is located on the midde right section of the lower Main Panel view .... below the Flap Position Indicator gauge.

- The Landing Gear condition (down/up) indicator lamps are located on the lower right section of the lower Main Panel view .... below the Landing Gear lever.

- A Brake pressue Indicator gauge is located on the bottom right section of the lower Main Panel view .... below the landing Gear condion indicator lamps.


2.03: MAIN PANEL (AUtopilot) FEATURES (left side/captains panel view only)



From top left to right and in vertical rows ....

- A Master Caution Warning lamp is located in the top left section on the AP panel portion of the Main Panel.

- A Navigation Source Selector knob is located on the lower left section on the AP panel portion of the Main Panel. This knob may be used to cycle between Radio/INS/GPS NAV mode options. The selected NAV mode is then displayed inside the top left center of the HSI gauge (per either "VOR/INS/GPS located in the lower left portion of the Main Panel.

- A NAV radio receiver is located in the top left section oo the AP portion of the Main Panel .... to the right of the Master Caution warning lamp. By default the frequecy displayed by this receiver relates to NAV1. Using the NAV1/NAV2 selector switch ... located to the right of the selector knob .... the displayed NAV frequency can be cycled between NAV1/NAV2 options and the frequency then adjusted using the radio frequency selector knob .... located to the left of the NAV1/NAV2 selector switch. Left mouse clicking (only) on the left side of the Frequency Selector knob cycles the 3-digit prefix for a particular frequency. Left Mouse clicking (only) on the right side of the frequency elector knob cycles the 2-digit suffix for a particular frequency. The corresponding selected VOR1/VOR2 radio frequency values are then displayed inside the window for this receiver located above the selector knob.

- The "END FAIL/PUSH TO RESET" tab .... located below the NAV1/NAV2 selector switch .... and is cosmetic/non-functional.

- An AT Arm switch is located at the top left section on the AP portion of the Main Panel.

- The AT IAS aispeed selector knob is located below the AT Arm switch on the AP portion of the Main Panel. Left mouse clicking on either side of this selector knob will raise or lower any selected airspeed value per increments of 1KT. Right mouse clicking on either side of this selector knob will raise or lower any selected airspeed value per increments of 10 KTS. The corresponding selected AT IAS airspeed value is then displayed digitally inside "IAS" airspeed gauge window located above the airspeed selector knob.

- A cluster of 5 selectable AP mode selector tabs .... featuring "VS (vert speed engage), ALT (altitude capture), IAS (airspeed engage), MACH" (airspeed engage), and HDG (heading engage) options .... are located along the top center left section on the AP portion of the Main Panel. Each of these tabs functions in accordance with the AP .... in conjunction with either the AP "CWS" (Control Wheel steering) or AP "CMD" (Command) modes .... and also in accordance with the AP "ARM" (altitude arm) function. Neither of these modes can function independently of the AP system. The corresponding selected modes are each then displayed inside the AFCS MODES anunciator gauge.

- The AP Vertical Speed thumb wheel is located to the left of the AP "HDG" selector knob at the bottom center middle section on the AP portion of the Main Panel. Mouse clicking at the top of the AP Vertical Speed thumb wheel increases the selected ROC value .... at the rate of approximately 100 FPM per click .... and may also be used to adjust the established ROD value. Mouse clicking at the bottom of the AP Vertical Speed thumb wheel decreases the selected ROC .... at the rate of approximately 100 FPM per click .... and may also be used to adjust the established ROC value. The corresponding selected ROC/ROD value is then displayed per the vertical Speed tape indication located at the left of the AP Vertical Speed thumb wheel. ROC indications are displayed per a blue tape background. ROD indications are displayed per a brown tape background. An established ROC/ROD value can be further adjusted, as desired, using the AP Vertical Speed thumb Wheel.

- The AP Heading selector knob is located below the AP "HDG" (hold) mode tab and at the bottom center right section oo the AP portion of the Main Panel. Left mouse clicking on either side of the "HDG" selector knob will raise or lower the selected heading value per increments of 1 degree. Right mouse clicking on either side of the "HDG" selector knob will raise or lower the selected heading value per increments of 10 degrees. The corresponding selected AP HDG value is then displayed digitally inside "HDG" gauge window located above the AP Heading selector knob. The same corresponding heading value is also then displayed per the orange heading indicator bug inside the HSI gauge on either Main Panel view.

- Both AP-A and AP-B system master switches .... featuring "OFF", and "CWS" (Control Wheel Steering), and "CMD" (Command) options .... are located within the center middle portion on the AP section of the Main Panel. Setting either the AP "A" or AP "B" system master switch to it "CWS" detente allows manual control of both elevator and rudder functions through joystick/yoke input during AP controlled flight. Setting either the AP "A" or AP "B" system master switch to its "CMD" detentes surrenders both elevator and rudder functions to complete AP authority during AP controlled flight. Either AP-A or AP-B systems can be used to fly the simulation in conjunction with each of the available AP controlled flight/NAV modes .... including AP controlled ILS/GS coupled auto-approaches ("APR" mode) to landing. If flying from the Captains Main Panel view then the AP-A system (only) should be engaged .... set to either "CWS" or "CMD" mode. If flying from the F/O Main Panel view then the AP-B system (only) should be engaged .... set to either "CWS" or "CMD" mode. During normal AP controlled flight it is not possible to engage both the AP-A and AP-B systems together using the same Main Panel view .... HOWEVER .... both AP-A and AP-B systems can/should be engaged together (set to their "CMD" detente) when using the same Main Panel view during any AP controlled ILS/GS coupled auto-landing ("A/L" mode). The AP-A and AP-B systems can be disengaged by depressing keyboard command "Z" and which will set the AP master switch to its "OFF" detente .... or alternatively .... by mouse clicking on AP master switch and which will the switch to its "OFF" detente. During any AP controlled ILS/GS coupled auto-approach ("APR" mode) to landing the AP system can/should be, manually, selected "OFF" at approximately 500 FT prior to landing. During any AP controlled ILS/GS coupled auto-landing ("A/L" mode) the AP system must remain engaged and will automatically disengage after landing and descelerating through 70 KTS upon the successful conclusion of any "hands-off" automatic landing. When disengaged manually or automatically the AP system will always trigger an audible alarm .... and also then display a visual "ALERT" and "AP-DISC" indications inside the AFSC Modes Warning gauge. The AFCS Modes Alerts/Warning indications can then be cancelled by mouse clicking inside the left window of the AFCS Modes gauge.

- 2 Flight Director switches are located above the AP-A and AP-B system master switches .... along the top middle section of the AP portion of the main panel. Selecting the left FD switch "ON" activates the horizontal yellow FD bars inside the ADI gauge on the Captains Main Panel view. Selecting the right FD switch "ON" activates the horizontal yellow FD bars inside the ADI gauge on the F/O Main Panel view. Both FD switches can/should be selected "ON" using either the Captains or F/O Main Panel views. When selected "ON" this action will then cancel the red "FD" flags which are otherwise, by default, displayed within the HSI gauges in either Main Panel view.

- An AP "TURB" (turbulence) mode tab is located between both the left and right FD switches .... at the center top middle section on the AP portion of the main panel.

- A cluster of 4 AP mode selector tabs .... featuring "A/L (auto-land engage), APPR (auto-approach engage), LOC (localizer hold/engage), and NAV" (VOR hold/engage) .... are located along the top right section on the AP portion of the Main Panel. The corresponding selected modes are each then displayed inside the AFCS MODES anunciator gauge. Each of these tabs functions in accordance with the AP .... in conjunction with either the AP "CWS" (Control Wheel steering) or AP "CMD" (Command) modes .... and also in accordance with the AP "ARM" (altitude arm) function. Neither of these modes will function independently of the AP system. The corresponding selected modes are each then displayed inside the AFCS MODES anunciator gauge.

- AP "NAV1" and AP "NAV2" course selector knobs are located along the bottom right section on the AP portion of the Main Panel. Left mouse clicking on either side of each course selector knob will adjust the displayed heading value in increments of 1 degree. Right mouse clicking on either side of each course selector knob will adjust the displayed heading value in increments of 10 degrees. The corresponding selected VOR course values are then displayed digitally inside "NAV1/NAV2" gauge windows located above each selector knob. The selected NAV 1 course value is also then displayed per the yellow Course Indicator needle inside the HSI gauge located in the lower left portion of the left (captain) Main Panel view. The selected NAV 2 course value is then displayed per the yellow Course Indicator needle inside the HSI gauge located in the lower right portion of the right (F/O) Main Panel view.

- A VOR mode selector switch .... enabling swiching between "SPLIT, VOR1, VOR2" NAV options .... is located in the bottom left section on the AP portion of the Main Panel and between both VOR1 VOR2 NAV course selector knobs. Setting the VOR mode selector knob to "SPLIT" enables the AP-A system to use VOR/ILS 1 and the AP-B system to use VOR/ILS 2. Setting the VOR mode selector knob to either "1" or "2" enables both AP-A and AP-B systems to use same selected VOR/ILS.

AP MODES/FUNCTIONS CLARIFIED

The AP-A or AP-B system master switches must be engaged to either "CWS" (control wheel steering) or "CMD" (command) detentes in order for any of the available AP mode options to be enabled. During normal AP controlled flight either the AP-A or AP_B system can be engaged but not both together. Both AP-A and AP-B systems can be engaged only when the AP "A/L" (autoland) mode has been selected.

Setting the AP-A or AP-B system master switch to its "CWS" detente allows limited manual flight control through joystick/control yoke influence during this "partial" AP controlled flight mode.

Setting the AP-A or AP-B system master switch to its "CMD" detente delegates flight control to entire to the AP for full AP controlled flight in conjunction with each of the available AP flight control/NAV mode options.

Selecting the AP "VS" (vertical speed) mode .... when the AP-A or AP-B system master switch is set to either "CWS" or "CMD" detente .... enables an the AP to maintain a selected vertical speed per ROC or ROD. Vertical speed can then be further increased/decreased using the AP Vertical Speed Thumb Wheel. This is by far the best climb/descend mode to employ with these L1011 simulations.

Manually engaging the AP "ALT" (altitude hold) mode .... when the AP-A or AP-B system master switch is set to either its "CWS" or "CMD" detente .... enables the AP to maintain any established altitude. AP "ALT" mode cannot be used to capture a preselected target altitude. The AP "ALT" mode is engaged automatically by the AP and in conjunction with a preselected target altitude value during any auto-altitude capture .... provided the AP "ARM" (altitude selector) has been engaged.

Selecting the AP "IAS" (indicated air speed hold) mode enables the simulation to maintain a specific pitch attitude in accordance with any pre-selected target IAS airspeed. Any furtherincrease/decrease in engine thrust will influence the airspeed .... and result in the AP either further increasing/decreasing the established pitch attitude during climb/descent in attempt to maintain the pre-selected IAS airspeed value. This particular AP pitch mode is best employed above 10,000 FT.

Selecting the AP "MACH" (indicated air speed hold) mode enables the simulation to maintain a specific pitch attitude in accordance with any pre-selected target MACH airspeed. Any furtherincrease/decrease in engine thrust will influence the airspeed .... and result in the AP either further increasing/decreasing the established pitch attitude during climb/descent in attempt to maintain the pre-selected MACH airspeed value. This particular AP pitch mode is best employed above 20,000 FT.

Selecting the AP "HDG" mode will enable the AP to establish and hold the simulation on any particular pre-selected heading. An AP controlled heading may be held for an unlimited distance in FS.

Selecting the AP "NAV" mode will enable the AP to establish and hold the simulation on any particular pre-selected VOR navigation course .... once such a VOR navigation beam has first been intercepted and engaged. An AP controlled VOR course may only be held for up to 194 miles/DME in FS .... "at the very most" .... and with some VOR's having much less range capability than this.

Selecting the AP "A/L" (autoland) mode enables the AP autoland function for fully AP controlled ILS/GS coupled "hands-off" automatic landings on any ILS/GS equipped RWY. Using this particular mode requires engaging of both the AP-A and AP-B systems together and which must bet set to their "CMD" detente.

Selecting the AP "APR" (approach) mode enables AP auto-approach function for an AP controlled ILS/GS coupled auto-approach to any ILS/GS equipped RWY. Using this particular mode requires engaging of either the AP-A or AP-B systems (not both) and which must bet set to their "CMD" detente.
When using the AP "APR" mode it is recommended that the AP system be disengaged at at approximately 500 FT .... and the remainder of the approach to landing then flown manually.

Manually selecting the AP "LOC" (localizer) mode enables the AP to fly the simulation along any ILS equipped RWY centerline, but, it will not descend the simulation to land on any such RWY. The AP "LOC" mode is normally engaged automatically in conjunction with a LOC fix and near the conclusion of any AP controlled ILS/GS coupled auto-approach to landing.

Selecting the AP "ARM" (altitude arm) mode enables the AP to automatically capture any pre-selected target altitude .... resulting in the engaged (during climb/descent) AP "VS" mode automatically disengaging as the AP "ALT" mode engages during any auto-altitude capture.

- Located between the VOR1 and VOR2 course selectors on the AP panel is a knob which allows the AP navigation to be selected to "SPLIT" and which then forces the AP-A system (captains side) to use VOR/ILS1 and the AP-B system (F/O side) to use VOR/ILS2, or, if set to either 1 or 2 positions will similarly force both AP-A and AP-B systems to use the same selected VOR/ILS source. When an AP ILS mode (either LOC/APR or A/L) is engaged these navigation settings are both forced to RADIO and SPLIT.

- Located beaneath the Master Warning light on the AP panel are buttons which allow switching between Captain or F/O RADIO (VOR or ILS), INS, and GPS navigation modes. The selected navigation mode is then displayed inside HSI instrument.

2.04: FLIGHT ENGINEERS PANEL FEATURES



From top left to right and in vertical rows ....

- A cluster of 3 Hydraulics Systems Pressure gauges are located in the top left section of the F/E sub panel (labelled "HYDRAULICS SYSTEMS"). These indicate the recorded hydraulics pressure for each individual engine (per 1000 LB units) in the order of "ENG 1/2/3" respectively. A 4th independent total Hydraulics System Pressure gauge (labelled "SYSTEM") is located to the right of the "ENG3" gauge. Hydraulics Pressue System warning lights are located below each of these 4 gauges .... if illuminated these lamps will automatically trigger an indication on the Systems Warning anunciator panel located in the lower center section of either Main Panel view.

- A cluster of 3 AC Electrical System alternator gauges are located in the center left section of the F/E sub panel .... below the Hydraulics Systems gauges (labelled "ELECTRICAL SYSTEMS"). These indicate the recorded AC electrical output (per units of 100 volts) from each individual generator/engine in the order of "ENG 1/2/3" respectively. A red "BATTERY MASTER" switch is located to the right of the "ENG3" electrical AC volts gauge .... mouse clicking on the safety cover and then selecting this particular switch to its "OFF" detente will interrupt electrical supply across the entire panel and result in multiple gauge/systems failures. 2 DC voltage gauges are located to the right of the "BATTERY MASTER" switch .... the left gauge indiates DC volts (per units of 10) and the right gauge indicates DC Amps (per units of 10). A Voltage/Amp Meter Bus switch is located below the 2 DC voltage gauges and may be cycled to either "OFF", BATT" (battery), AUX" (auxiliary), or ENG 1/2/3" options for its source of electrical supply. On the ground and prior to engine startup this particular switch should be set to its "BATT" detente. For engine startup this particular switch should be set to its "AUX" detente, After engine startup this particular switch should be set to either "ENG 1/2/3" detentes.

- A cluster of 5 Fuel System gauges are located in the lower center left section of the F/E sub panel (labelled "FUEL SYSTEM(. The 2 left guages indicate "TANK 2A" and "TANK 1" fuel quantities (per 1000 LB units). The center gauge is a "TOTAL FUEL" gauge which provides a precise digital indication of the total fuel quantity across all 4 tanks (in measurements of both LBS and gallons). The 2 right guages indicate "TANK 3" and "TANK 2B" fuel quantities (per 1000 LB units). Test switches are located above each of these 4 fuel quantity indicator gauges. Each of these 4 fuel tank gauges feature precise digital indications of their total fuel quantity. Fuel pump selector switches and crossfeed valves are located below each of these 5 fuel system gauges. The "APU UNIT" selector switch .... located among the fuel tank selector switches and crossfeed valves .... is cosmetic/non-functional. 3 Fuel System System warning lights .... for engines 1/2/3 respectively .... are located below the ENG 1/2/3 "EMERGENCY FLOW VALVE" pump switches and at the very bottom of the "FUEL SYSTEM" .... if illuminated these lamps will automatically trigger an indication on the Systems Warning anunciator panel located in the lower center section of either Main Panel view .... A Fuel Temperature gauge is located within the extreme bottom left section of the F/E sub panel.

- A cluster of 3 N2 Engine gauges are located in the top center right section of the F/E sub panel .... in the order of engine 1/2/3. These gauges indicate the recorded N2 turbine speed for each individual engine .... as well as displaying a precise digital indication of each engines actaul N2 reading (engine N2 values are not displayed among the main panel engine gauges on L1011 aircraft). A cluster of 3 engine Vibration Sensor gauges are located below each N2 gauge .... in the order of engine 1/2/3.

- A cluster of 3 rows of 3 Engine Oil system gauges are located in the center right section of the F/E sub panel (labelled "ENGINE OIL"). The top row of 3 engine oil gauges indicate the recorded oil quantity for each individual engine (per 20 gallon units) .... in the order of engine 1/2/3. The 2nd row of 3 engine oil gauges indicate the recorded oil temperature for each individual engine .... in the order of engine 1/2/3. The 3rd row of 3 engine oil gauges indicate the recorded oil pressure for each individual engine (per 10 PSI units) .... in the order of engine 1/2/3. Engine Oil system warning lights are located below each of these gauges .... if illuminated these lamps will automatically trigger an indication on the Systems Warning anunciator panel located in the lower center section of either Main Panel view

- A cluster of 3 Engine Fuel gauges are located in the lower center right section of the F/E sub panel (labelled "ENGINE FUEL"). These gauges provide a precise digital indication of "FUEL USED" by each individual engine. Reset tabs are located around the outside bottom left rim of each of these gauges .... mouse clicking on either of these tabs resets the fuel used indication for each gauge to read "ZERO" (00000).



- A Fuel dumping System is located within the bottom center right section of the F/E sub panel .... below the Engine Fuel system gauges (labelled "FUELJETTISON). This system features 4 selectable tabs .... relating to each of the 4 individual fuel tanks represented within this L1011 simulation. Mouse clicking the tabs for either "TANK 2A" or "TANK 2B" triggers red warning lamp for both of these tanks and automatically activates an audible fuel jettison alarm to confirm that fuel dumping is in progress. The fuel jettison tabs for "TANK 2A" and "TANK 2B" (only) operate toether. The Fuel jettison tabs for "TANK 1" and "TANK 3" (only) can be operated individually. Upon selecting either of these 2 tabs (Tank 1 and Tank 3) the fuel dumping process will commence for each tank independently and without any audible alarm. When dumping fuel from either TANK 1 or TANK 3 care must be taken to ensure that an equal quantity of fuel is jettisoned from either tank in order to avoid potential for fuel imbalance which will result in control difficulties. The fuel dumping process can be interrupted at any stage of the jettison procedure. Altenatively .... and once activated .... the fuel dump system will, by default, evenly jettison fuel quantity to approximately 2000 LBS per tank .... if uninterrupted. In this particular case a fuel quantity low indication will be triggered automatically on the Systems Warning anunciator panel located in lower center section of either Main Panel view.

- A clock is located in the top right section of the F/E sub panel .... the tabs located outside the bottom left and right rims of this gauge can be used to reset time in accordance with either hour or minute increments.

- A red Avionics Buss master switch is located below the clock .... in the top right section of the F/E panel (labelled "AVIONICS BUSS"). Mouse clicking on the safety cover and then selecting this particular switch to its "OFF" detente will interrupt electrical supply to systems across the entire panel to result in multiple avionics systems failures. An Avionics System DC voltage gauge is located to the right of the Avionics Buss master switch.

- A cluster of 5 De-Ice System switches are located within the center right of the F/E panel .... labelled "DE-ICE SYSTEMS". The top row of 3 switches relates to ENG 1/2/3 de-ice systems. The bottom row of 2 switches relates to Probe/Pitot Heat de-ice system. Activiating either of these 5 switches triggers automatic De-Ice and Pitot Heat indications on the Systems Warning anunciator panel located in lower center section of either Main Panel view.

- 2 lighting swithes are located in the lower center right section of the F/E sub panel. The left switch relates to panel Instrument Lighting. The right switch relates to Cabin Lighting.

- 3 Engine Starter switches are located in the bottom right section of the F/E sub panel (labelled "STARTERS") .... in the order of engine 1/2/3. These engine starter switches each work in conjunction with the corresponsing engine starter fuel ignition switches located on the Center Pedestal sub panel view and are engaged manually during engine startup procedures.

- 3 Engine Fuel master switches are located in the extreme bottom right of the F/E sub panel .... below the Engine Starter switches .... in the order of engine 1/2/3. Mouse clicking on the safety covers and then selecting these particular switches to their "OFF" detente will interrupt fuel supply to the corresponsing engine and result in a engine failed engine startup procedure or an engine shutdown scenario.

2.05: CENTER PEDESTALL PANEL & WX RADAR FEATURES



From top left to right and in vertical rows ....

- A parking Brake knob is located near the top right section of the Center pedestall sub panel .... mouse clicking on this particular knob sets/releases the parking brake.

- A Trim setting indicator is located below the Parking Brake knob .... inflight trim adjustments are best applied using either keyboard "END" (Trim up) or keyboard "END" (Trim down) commands and which result in by far the best/smoothest response to manual input.

PLEASE NOTE .... these particular/recommended keyboard commands are applicable to a WINDOWS XP PRO operating system and keyboard

- VOR NAV1 and COM1 radio receivers are located near the bottom left section of the Center Pededstal sub panel (NAV1 is represented on the left and COM1 is represented on the right). Left mouse clicking (only) on the left outer ring of either radio Selector knob lowers the 3-digit prefix for a particular frequency value. Left mouse clicking (only) on the right outer ring of either radio selector knob raises the 3-digit prefix for a particular frequency value. Left Mouse clicking (only) on the inner left ring of either Radio selector knob lowers the 2-digit suffix for a particular frequency value. Left Mouse clicking (only) on the inner right ring of either radio Selector knob raises the 2-digit suffix for a particular frequency value. The corresponding selected VOR1 and COM1 radio frequency values are then displayed inside the window for each receiver located above each selector knob.

- ADF1 and ADF2 radio receivers are located near the bottom left section of the Center Pedestal sub panel (ADF1 is represented on the left and ADF2 is represented on the right) .... below the VOR1 and COM1 receivers. Left mouse clicking (only) on the left side of either ADF radio selector knob lowers the 3-digit value for a particular ADF frequency. Left mouse clicking (only) on the right side of either radio selector knob raises the 3-digit value for a particular ADF frequency. The corresponding selected ADF radio frequency values are then displayed inside the window for each receiver located above each selector knob.

- COM, NAV, ADF, and Marker ID tabs are located along the bottom left side of the Center Pedestal sub panel.

- The Spoiler/Speed Brake lever is located at the top center middle section of the Center Pedestal sun panel. This lever can be set to either "ARMED, 1/2, 3/4, or FULL" detentes by mouse clicking on and then dragging the Spoiler/Speed Brake lever down to the corresponding desired detente. The Spolier/Speed Brake lever can also be "ARMED" by mouse clicking on the green "ARM" tab located below the Spolier/Speed Brake lever .... for automatic deployment upon landing. The Spolier/Speed Brake lever can also be manually set to its "FULL" detente using the standard MSFS forward slash (/) keyboard command.

- The thrust levers for engine 1/2/3 are located in the upper middle section of the Center Pedestal sub panel. The engine startup fuel ignition levers are located below each of their corresponsing engine thrust levers .... and work in conjunction with the Engine Starter switches located within the bottom right portion of the F/E sub panel view. A "TOGA" (Take-Off/Go Around) tab is located below the 3 engine startup fuel ignition levers .... this TOGA arm switch operates completely independently from the AT system.

- The Flap lever is located in the top center right section of the Center Pedestal sub panel .... to the right of the engine thrust levers. The flap lever can be set to either FLAP 4/LE SLATS, 10, 14, 18, 22, and 33/FULL FLAP detentes using either F7 (flaps deployment) or F6 (flaps restraction) keyboard commands. Using keyboard command F8 will extend the flaps/LE slats to their maximum/"FULL" deployment .... without incremental detentes. Using keyboard command F5 will retract the flaps/LE slats fully .... without incremental detentes.

PLEASE NOTE ..... the placarded flap airspeeds should be regarded as maximum airspeeds for each increment of flap deployment.

- An Auto Brake selector knob is located in the center right section of the Center Pedestal sub panel. This selector knob can be set to either "RTO" (Released For Take-Off), or "OFF", or 1/2/3 (increments), or "MAX" (maximum) detentes if required and in order to assist braking effort during rollout after landing. The Auto Brake selector knob is, by default, set to its "OFF" detente.

- VOR NAV2 and COM2 radio recievers are located near the bottom right section of the Center Pededstal sub panel (NAV2 is represented on the left and COM2 is represented on the right). Left mouse clicking (only) on the left outer ring of either radio selector knob lowers the 3-digit prefix for a particular frequency value. Left mouse clicking (only) on the right outer ring of either radio selector knob raises the 3-digit prefix for a particular frequency value. Left Mouse clicking (only) on the inner left ring of either Radio Selector knob lowers the 2-digit suffix for a particular frequency value. Left Mouse clicking (only) on the inner right ring of either radio selector knob raises the 2-digit suffix for a particular frequency value. The corresponding selected VOR2 and COM2 radio frequency values are then displayed inside the window for each receiver located above each selector knob.

- The Transponder ID selector knobs are located near the bottom right section of the Center Pedestal sub panel. Left mouse clicking (only) on the left outer ring of the left Selector knob lowers the 1st digit of the transponder value. Left mouse clicking (only) on the right ouer ring of the left Selector knob raises the 1st digit of the transponder value. Left mouse clicking (only) on the left inner ring of the left selector knob lowers the 2nd digit of the transponder value. Left mouse clicking (only) on the right inner ring of left selector knob raises the 2nd digit of the Transponder value. Left mouse clicking (only) on the left outer ring of the right selector knob lowers the 3rd digit of the transponder value. Left mouse clicking (only) on the right outer ring of the right Selector knob raises the 3rd digit of the transponder value. Left mouse clicking (only) on the left inner ring of the right Selector knob lowers the 4th digit of the transponder value. Left mouse clicking (only) on the right inner ring of right Selector knob raises the 4th digit of the Transponder value. The corresponding selected transponder value is then displayed inside the window for this transmitter located above and between each of its 2 selector knobs.

- INS NAV mode selector buttons are located below the Transponder and are used in conjunction with the INS NAV unit.

- The INS NAV unit (by George CARTY) is located in the lower middle section of the Center Pedestal sub panel.

PLEASE NOTE: Each L-1011 panel is equipped with the same INS navigation feature included within some other HJG supplied B707, B727, CV-990, DC-8, and all DC-10 panels. This INS feature is "fully functional". A complete INS navigation tutorial applicable to this feature represented within these panels has been compiled by Nathan FORD and is accessible on the "HJG GENERAL" forum page and/or per the following link ....

INS NAVIGATION TUTORIAL
tonymadgehjg.proboards.com/thread/9801/ins-tutorial

This tutorial is further supported by an INS tutorial "in video form" (also produced by Nathan FORD) and which is accessible on the "HJG VIDEOS" forum page and/or per the following link ....

INS NAVIGATION TUTORIAL (video)
tonymadgehjg.proboards.com/thread/8957/ins-tutorial

- The WX Radar selector tabs and knobs are located at bottom middle section of the Center Pedestal sub panel. A row of 6 WX Radar mode selector tabs are located within the upper portion of WX Radar selector tabs and knobs quadrant of the Center Pedestal sub panel .... below the INS unit, Only the 2nd, 3rd, and 6th among these selector tabs are functional .... when selected each tab illuminates (white) in order to engage and set the WX Radar display between Standby, Test, and Normal operating modes as follows ....


The 2nd selector tab sets the WX Radar display to "STANDBY" mode


The 6th selector tab sets the WX Radar display to "TEST" mode


The 3rd selector tab sets the WX Radar display to "NORMAL" operating mode



PLEASE NOTE: The actual WX Radar display is a separate sub panel .... commanded into view using the "WX" sub panel selection icon located at the bottom left of each Main Panel.

A row of 3 selector knobs are located below the WX Radar mode selector tabs .... only the center and right selector knobs are functional. The center selector knob can be used to switch WX Radar between either system "1" or "2" power supply sources. The right selector knob can be used to tilt the axis of the WX Radar scanner in order to better present meteorological detections in accordance with the projected course/route.

2 additional knobs are located at the top left and right of the actual WX Radar display sub panel. The left knob can be used to cycle the range of the WX screen between 25, 50, 100, 1550, and 300 miles. The right knob can be used to adjust the intensity/brightness of the WX radar screen.

PLEASE NOTE: The WX Radar featured in HJG panels can accurately detect, and display, actual FS meteorological conditions. This feature requires either a "free" or "fully licensed" version of Pete DOWSON's FSUIPC module.

Pete DOWSON's FSUIPC module/s can be obtained per the following link ....

forum.simflight.com/topic/80977-updated-modules/

Go to the following section of the above linked posting ....

UPDATED MODULES

"FOR FSX, FSX-SE and Prepar3D"

The current and last updated FSUIPC module "for FSX" is version 4.977.

"FOR FS9"

The current and last updated FSUIPC module for FS9 is the listed version 3.999z9b

Be sure to identify, download, and install the FSUIPC module in accordance with one's FS version of choice/use. Be sure to carefully "READ" the accompanying FSUIPC Installation Instructions. Be advised: Both FS9 and FSX versions (only) of FSUIPC are no longer supported by Pete DOWSON .... and beyond recommending use of this utility (since 2006) HJG does not provide FSUIPC support either (Pete DOWSON's documentation accompanying this module is very comprehensive and more than adequate).

Mark C
AKL/NZ

[aerofoto - HJG Admin]

L1011 PANELS INSTALLATION & HANDLING NOTES # 3


UPDATED: December 14th 2014


L1011 PANELS TUTORIAL - BASIC OPERATION





The following tutorial is intended to aid folk better understand and enjoy these updated HJG L1011 simulations.

If one takes the time necessary in order to study, understand, and impliment the recomended procedures .... then .... no difficulties, at all, will/should result.

Like everything that's new, or updated, The operation of these panels/simulatiomns will quickly become intuitive with both practice and experience.

These panels are "a little less complex" than those of most other HJG offerings .... BUT .... they are by no means simplistic.

It takes no more than 2 minutes to correctly configure any of these virtual L1011 panels for virtual flight .... a little longer, perhaps, if performing a cold'n'dark engine startup procedure. Therefore .... try to get to know, and enjoy, these updated HJG L1011 simulations by adhering to the recommended procedures .... aided by the following tutorial/s


3.00: PANEL/SYSTEMS CONFIGURATION - DEFAULT ENGINES STARTED SCENARIO

Always start FS, and this particular scenario, using the default MSFS CESSNA flight. Do not adjust any panel instrumentation on the CESSNA panel before selecting your L1011 aircraft of choice.

Using this default scenario the simulation will load into FS with its engines already started.

Most panel instrumentation and systems will need to be set/adjusted in accordance with the following recommended procedures and in order for each simulation to be able to perform properly.

- Using the MSFS aircraft FUEL & PAYLOAD adjustment utility .... adjust the simulations fuel and/or payload in order to ensure it is not overweight for T/O. ALL HJG simulations load into FS with both 100% fuel and payload loadings. Using the MSFS FUEL & PAYLOAD adjustment utility the end user is then expected to manually adjust either fuel, or payload, of both loadings in order to ensure that each simulation is set near, or below, its certified MGW. PLEASE NOTE .... see "SECTION 5" of these L1011 PANEL INSTALLATION & HANDLING NOTES for the best/recommended MGW fuel ajustments for each L1011 simulation.


Go to the Main panel view ....

- Check/Set brakes to "ON".


Go to the Overhead Panel section of the Main Panel view ....

- Select both NAV and BEACON lights switches to "ON.

- Select both SEAT BELT and NO SMOKING signs to "ON".


Go to F/E sub Panel ....

- set the set the "DC BUSS" selector switch to either "ENG 1,2, or 3" position .... either of these 3 positions may be selected.

- Check that each of the following Fuel System switches are selected "ON" and their associated lamps appear illuminated ....

- TANK 2A PUMPS .... 2 lamps = "ON"
- TANK 1 PUMPS .... 2 lamps = "ON"
- CROSSFEEDS .... 3 lamps = "ON"
- TANK 3 PUMPS .... 2 lamps = "ON"
- TANK 2B PUMPS .... 2 lamps = "ON"
- ENG 1 FUEL VALVE .... 1 lamp = "ON"
- ENG 2 FUEL VALVE .... 1 lamp = "ON"
- ENG 3 FUEL VALVE .... 1 lamp = "ON"

- Select both the "INST LITES" and "CABIN LITES" switches to "ON".

- Select each of the 3 "DE ICE SYSTEMS" switches along with the 2 "PROBE HEAT" switches to "ON" .... as required.


Go to the Main Panel view ....

- Using keybaord command "F7" select Flap 14 .... selected flap settings may be read/comfirmed per the Flap Setting gauge window .... or .... the flap lever position on the Center Pedestall sub panel view.


Go to the Center Pedestall sub panel view ....

- Set ELEVATOR TRIM for T/O .... approximately 15 units.

Using keyboard command "END" (WINDOWS XP PRO and earlier systems) select aproximately "15 units" of Trim. The selected Trim setting is then displayed within the TRIM SETTING gauge on the Center Pedestall sub panel .... and will appear half way between the "10" and "20" indication in response to this (recommended) T/O elevator trim setting.

PLEASE NOTE .... "END" (trim "UP") and "HOME" (trim "DOWN") keyboard commands have been demonstrated to result in by far the best/smoothest response to inflight manual trim input. During AP controlled flight the "V SPEED" selector gauge must be used in order to adjust both trim and the recommended ROC/ROD.

PLEASE NOTE ALSO .... flap and trim settings will vary in accordance with virtual aircraft weight, available RWY length, and both airport altitude and operating conditions.

- Select NAV and Radio frequencies (NAV 1, NAV 2, ADF1, ADF2, COM1, and COM2, and Transponder code). Selecting either of the 8 buttons located below the 2 ADF radios will activate the COM, NAV, and ADF frequency related ID signals and Marker related beacon ID's in accordance with placarding.


Go to the Main Panel ....

- Set NAV instruments (HDG, and VOR) .... as required.

- Set the initial target altitude .... as required.

- Set both FD switches (located either side of the 2 AP engage switches) prior to T/O.

- Set the airspeed bugs within the Airspeed Indicator gauge inaccordance with the pre-calculated target T/O airspeed V-REF values.

- Check both the PRINCIPLE ALTIMETER and STANBY ALTIMETER gauges to ensure the displayed altimeter barometric pressure setting indicates a value of "2991/ 1012" (at SL) .... or as may otherwise be required for higher alitude airport environments etc.

- Set the target AT climbout airspeed .... as required (250 KTS for L1011 SHIP ONE 1970: 260 KTS for the L1011-1 to -100: 270 KTS for both L1011-200 and -250).

- Set "TAXI LIGHTS" to "ON".

- Review all procedures.


The simulation is now correctly configured for departure. Have a good flight and enjoy flying the new/updated HJG L1011 simulations using this default "engines started scenario".


3.01: PANEL/SYSTEMS CONFIGURATION - MANUAL ENGINE STARTUP PROCEDURES

Always start FS and this particular scenario using the default MSFS CESSNA flight. Shutdown the CESSNA engine and do not adjust any other panel instrumentation before selecting your L1011 aircraft of choice.

Using this particular scenario the L1011 will load into FS with the engines shutdown. The simulations avionics systems remain audible in the background.

Most panel instrumentation and systems will need to be set/adjusted in accordance with the following recommended procedures and in order for each simulation to be able to perform properly.

- Using the MSFS aircraft FUEL & PAYLOAD adjustment utility .... adjust the simulations fuel and/or payload in order to ensure it is not overweight for T/O. ALL HJG simulations load into FS with both 100% fuel and payload loadings. Using the MSFS FUEL & PAYLOAD adjustment utility the end user is then expected to manually adjust either fuel, or payload, of both loadings in order to ensure that each simulation is set near, or below, its certified MGW. PLEASE NOTE .... see "SECTION 5" of these L1011 PANEL INSTALLATION & HANDLING NOTES for the best/recommended MGW fuel ajustments for each L1011 simulation.


Go to the Main panel view ....

- Check/Set brakes to "ON".

Go to the Overhead Panel section of the Main Panel view ....

- Select both NAV and BEACON lights switches to "ON.

- Select both SEAT BELT and NO SMOKING signs to "ON".


Go to the Center Pedestall sub Panel view ....

- Check that each of the 3 engine fuel valve/switches are set to their fully up/"OFF" positions.


Go to F/E sub Panel view ....

- set the "DC BUSS" selector switch to its "BATT" position.

- Check that each of the following Fuel System switches are selected "ON" and their associated lamps appear illuminated ....

- TANK 2A PUMPS .... 2 lamps = "ON"
- TANK 1 PUMPS .... 2 lamps = "ON"
- CROSSFEEDS .... 3 lamps = "ON"
- TANK 3 PUMPS .... 2 lamps = "ON"
- TANK 2B PUMPS .... 2 lamps = "ON"
- ENG 1 FUEL VALVE .... 1 lamp = "ON"
- ENG 2 FUEL VALVE .... 1 lamp = "ON"
- ENG 3 FUEL VALVE .... 1 lamp = "ON"

- Select both the "INST LITES" and "CABIN LITES" switches to "ON".

- Select each of the 3 "DE ICE SYSTEMS" switches along with the 2 "PROBE HEAT" switches to "ON" .... as required.

- set the set the "DC BUSS" selector switch to its "AUX" position.

- Pay attention to the "STARTERS" section of the the F/E Panel. By default all 3 engine start switches will be set to their fully down/"OFF" positions.

Engine #2, #3, and #1 is a normal, but not necessarily the essential, order of engine startup.

PLEASE NOTE .... the order of engine startup can, and does, vary among airlines/operators. For this particular reason it is not abnormal to start #2 engine first .... then start both engines #3 and #4 "together" .... or .... start all engines individually. Either of these engine startup procedures may be practiced using any of these DC10 panels. The engines may be started prior to, during, or after push-back .... as desired. Using these DC10 simulation the engines may be started in any particular sequence.

STARTING ENGINE # 2 .... FIRST ....

- On the "STARTER" section of the F/E Panel set the #2 engine starter switch to its fully up/"ON" position .... the engine will be heard to slowly begin spooling up in response to this action .... then move back quickly to the Main Panel .... reopen the Center Pedestal sub Panel in readiness (it will have closed automatically) and drag it to the left of the Main Panel view in order to provide a clear and unobstructed view of all of the engine instruments .... pay close attention to the N3 engine gauge rotation (on the Main Panel) for #2 engine (N3 gauges are located on the 2nd from the bottom row of engine instruments on the round analogue engine instruments panel version, or, the 3rd vertical column engine gauges on the vertical engine gauges panel version) .... as the N3 gauge indications for for the #2 engine cycle through N3 20% (the white N3 gauge measuring bar will begin to rise through N3 20% on the tape/ribbon gauge on the vertical engine gauges panel version) then engage the #2 engine fuel valve/switch to its fully down/"ON" position. The #2 engine will come to life in response to this action .... and eventually stabilize at an indication of approximately N1 20% and N3 60%.

Start the remaining # 1 and # 3 engines in precisely the same manner.


After the completion of engine startup procedures and once all 3 engine have been successfully started .... go back to the F/E panel ....

- set the set the "DC BUSS" selector switch to either its "ENG 1/2 or 3" positions .... either one of these 3 detentes may be selected.


Go to the Main Panel view ....

- Using keybaord command "F7" select Flap 14 .... selected flap settings may be read/comfirmed per the Flap Setting gauge window .... or .... the flap lever position on the Center Pedestall sub panel view.


Go to the Center Pedestall sub panel view ....

- Set ELEVATOR TRIM for T/O

Using keyboard command "END" (WINDOWS XP PRO and earlier systems) select aproximately "15 units" of Trim. The selected Trim setting is then displayed within the TRIM SETTING gauge on the Center Pedestall sub panel .... and will appear half way between the "10" and "20" indication in response to this (recommended) T/O elevator trim setting.

PLEASE NOTE .... "END" (trim "UP") and "HOME" (trim "DOWN") keyboard commands have been demonstrated to result in by far the best/smoothest response to inflight manual trim input. During AP controlled flight the "V SPEED" selector gauge must be used in order to adjust both trim and the recommended ROC/ROD.

PLEASE NOTE ALSO .... flap and trim settings will vary in accordance with virtual aircraft weight, available RWY length, and both airport altitude and operating conditions.

- Select NAV and Radio frequencies (NAV 1, NAV 2, ADF1, ADF2, COM1, and COM2, and Transponder code). Selecting either of the 8 buttons located below the 2 ADF radios will activate the COM, NAV, and ADF frequency related ID signals and Marker related beacon ID's in accordance with placarding.

Go to the Main Panel view ....

- Set NAV instruments (HDG, and VOR) .... as required.

- Set the initial target altitude .... as required.

- Set the initial target altitude .... as required.

- Set both FD switches prior to T/O.

- Set the airspeed bugs within the Airspeed Indicator gauge inaccordance with the pre-calculated target T/O airspeed V-REF values.

- Check both the PRINCIPLE ALTIMETER and STANBY ALTIMETER gauges to ensure the displayed altimeter barometric pressure setting indicates a value of "2991/ 1012" (at SL) .... or as may otherwise be required for higher alitude airport environments etc.

- Set the target AT climbout airspeed .... as required (250 KTS for L1011 SHIP ONE 1970: 260 KTS for the L1011-1 to -100: 270 KTS for both L1011-200 and -250).

- Set "TAXI LIGHTS" to "ON".

- Review all procedures.


The simulation is now correctly configured for departure. Have a good flight and enjoy flying the new/updated HJG L1011 simulations using this manual "engine startup scenario".


Mark C
AKL/NZ

[aerofoto - HJG Admin]

L1011 PANELS INSTALLATION & HANDLING NOTES # 4


UPDATED: January 17th 2022


L1011 PANELS TUTORIAL - Taxiing, T/O, Climb, Descent, and Landing - BASIC OPERATION.



This tutorial assumes the successful startup of all 3 engines as well the correct configuration of all panel systems.


4.00: TAXIING

PLEASE NOTE .... taxiing should not be commenced until all 3 engines are completely stable after the completion of startup procedures.

Set "TAXI LIGHTS" to "ON".

Release the brakes .... advance the thrust levers to an approximately N1 43-45% (minimum) engine gauge indication in order to commence taxiing slowly.

When the simulation is moving at a comfortable taxiing speed (10-20 KTS KTS) then retard the thrust levers to an approximately N1 40% engine indication in order to maintain a good taxiing speed (approximately 15 KTS). Be prepared to further adjust engine power as necessary in order to control the taxiing speed.

PLEASE NOTE .... engine power settings in relation to taxiing speeds will be governed by the simulations weight as well as being subject to the natural FS ground friction phenomenon which can be more apparent with some scenery than others.


4.01: TAKE OFF - MANUAL MODE

Upon entering the active runway and prior to accelerating for T/O .... select the Landing Lights "ON".

Check that all of the required external lighting switches are "ON".

Check flap and trim settings.

Align the simulation with the runway center line.

Check that both FD switches are "ON"

Check that all NAV and ADF radio frequencies .... and both heading and navigation tracks have been correctly set.

Check that the T/O V1, VR, and V2 safety speeds bugs on the ASI all have been correctly set. T/O and climb out V-speeds must be calculated in accordance with the simulations weight, airport altitude, and ambient air temperature etc.

Check that an AT controlled climb airspeed has been selected and the AT system is "OFF".

Release the brakes.

Slowly advance the engine thrust levers .... and manually set T/O power to N1 96% or the maximum indicated/pre-bugged engine EPR values/limitations (the maximum sea level EPR value for the RR RB211 turbofan engine in a 15*C ambient temperature environment is approximately EPR 1.55) in order to accelerate the simulation for T/O. This particular manual engine thrust setting (in FS) is intended to ensure that the engine N1 values do not ever exceed the engine N3 values during T/O.

T/O power should be achieved by 80 KTS during any T/O roll .... or the T/O attempt abandoned.

Rotation should be commenced slowly as the simulation accelerates through the pre-selected/bugged VR safety speed during the T/O roll .... resulting in a smooth/gentle lift off from the runway at, or around, the pre-selected bugged V2 safety speed.

Retract the landing gear as the VSI needle cycles through its 500 FPM indication and toward an initial target ROC .... and toward an initial target ROC of between 1,500 to 2,000 FPM (depending on L1011 aircraft version and weight).

The AP should be selected "ON" as soon possible "after" the landing gear has been retracted and as soon as the simulation has been stabilized at its initial after T/O ROC .... by engaging the AP-A system master switch to its "CMD" detente .... followed quickly by selecting the AP "VS" (vertical speed) and the AP altitude selector "ARM" (target altitude), along with AP HDG (heading .... if required) mode tabs to "ON". The AP "VS", AP "ARM", and AP "HDG" mode tabs will illuminate when engaged .... with "HDG SEL", and "VS", and "ALT ARM" indications also then being displayed by the AFCS MODES annunciator. Selecting the AP "NAV" tab (if required) will result in either a "VOR ARM" or "VOR" indication also being displayed by the AFCS MODES annunciator in accordance with the selected or acquired modes. Each of the displayed AFCS MODES will be hilited when acquired.

As the simulation becomes airborne ROC values (displayed within the vertical speed band) will commence cycling automatically in accordance with the simulations progressing climb rate. When the AP-A system master switch is set to its "CMD" detente .... and the AP VS" tab is also engaged .... the simulations actual ROC will be locked by the AP. The established ROC may then be further adjusted .... as desired .... using the vertical speed thumb wheel.

Do not engage the AP "ALT" mode tab. This particular mode works in conjunction with the pre-selected target altitude and will engage automatically as the simulation captures any pre-selected target altitude value.

Following any MGW T/O and prior to flap retraction the simulations initial ROC should be restricted to 1500 FPM (L1011 SHIP ONE 1970), or 1,800 FPM (L1011-1 through -100 series, or 2000 FPM (L1011-200 through -250 series).

The flaps should be retracted in increments .... FLAP 14 215 KTS .... FLAP 10 230 KTS .... and FLAP 5/SLATS at 245 KTS. The simulation should be "clean" by 250 KTS.

Once clean the simulations ROC can then be further increased to 2000 FPM (L1011 SHIP 1 1970 through -100 series), or to 2500 FPM (L1011-200 through -250 series).

Once stabilized in the climb the AT system should be engaged .... or alternatively .... engine thrust can then be manually retarded to an approximately EPR 1.40 indication (L1011 SHIP ONE 1970 through -100 series), or an EPR 1.35 indication (L1011-200 through -250 series). These engine thrust adjustments are intended to promote a smooth acceleration rate toward the initial target climb airspeed .... and aid maintaining a more-or-less constant airspeed which ensures that the engine N1 indications do not ever exceed the engine N3 indications for any prolonged period.

When engaged the AT system will control airspeed through constant automatic engine thrust adjustments in order to maintain the pre-selected target airspeed value .... approximately 250 KTS for the L1011 SHIP ONE 1970), or 260 KTS for the L1011-1 through -100 series, or 270 KTS for the L1011-200 through -250 series aircraft. Engaging the AT system will also aid ensuring that the engine N1 indications do not ever exceed the engine N2 indications throughout the climb .... provided that these indications are constantly monitored in conjunction with the simulations ROC, with the established ROC then being appropriately adjusted throughout the climb toward cruising altitude.

Both the Landing and Taxi Lights should be selected "OFF".

The AP NAV mode should be engaged upon intercepting the desired navigation aid/airway .... or as as required.

From this point the simulation can be flown "automatically" all the way to to cruising altitude and with reliance upon both the AP and AT systems

All engine parameters and both the primary flight instrumentation and navigation information must be constantly monitored .... regardless .... and the simulations performance throughout the climb and progress along any virtual airway monitored also and then appropriately adjusted if necessary.


4.01-A: TAKE OFF - ALTERNATIVE PROCEDURE - USING THE TOGA MODE

Upon entering the active runway and prior to accelerating for T/O .... select the Landing Lights "ON".

Check that all of the required external lighting switches are "ON".

Check flap and trim settings.

Align the simulation with the runway center line.

Check that both FD switches are "ON"

Check that all NAV and ADF radio frequencies .... and both heading and navigation tracks have been correctly set.

Check that the T/O V1, VR, and V2 safety speeds bugs on the ASI all have been correctly set. T/O and climb out V-speeds must be calculated in accordance with the simulations weight, airport altitude, and ambient air temperature etc.

Check that an AT controlled climb airspeed has been selected and the AT system is "OFF".

Release the brakes.

Engage on the "TOGA" mode selector tab .... this tab will illuminate when selected .... with a "TOGA" mode indication also being displayed by the AFCS MODES annunciator to confirm that the TOGA system is in operation .... whilst the thrust levers will then be seen to slowly advance automatically to approximately N1 96% (the maximum sea level EPR value for the RR RB211 turbofan engine in a 15*C ambient temperature environment is approximately EPR 1.55) in order to accelerate the simulation for T/O.

The "TOGA" system is not an AT and should not be used as such.

PLEASE NOTE .... this particular "TOGA" mode functions completely independently of the AT system.

T/O power should be achieved by 80 KTS during any T/O roll .... or the T/O attempt abandoned.

Rotation should be commenced slowly as the simulation accelerates through the pre-selected/bugged VR safety speed during the T/O roll .... resulting in a smooth/gentle lift off from the runway at, or around, the pre-selected bugged V2 safety speed.

Retract the landing gear as the VSI needle cycles through its 500 FPM indication and toward an initial target ROC .... and toward an initial target ROC of between 1,500 to 2,000 FPM (depending on L1011 aircraft version and weight).

The AP should be selected "ON" as soon possible "after" the landing gear has been retracted and as soon as the simulation has been stabilized at its initial after T/O ROC .... by engaging the AP-A system master switch to its "CMD" detente .... followed quickly by selecting the AP "VS" (vertical speed) and the AP altitude selector "ARM" (target altitude), along with AP HDG (heading .... if required) mode tabs to "ON". The AP "VS", AP "ARM", and AP "HDG" mode tabs will illuminate when engaged .... with "HDG SEL", and "VS", and "ALT ARM" indications also then being displayed by the AFCS MODES annunciator. Selecting the AP "NAV" tab (if required) will result in either a "VOR ARM" or "VOR" indication also being displayed by the AFCS MODES annunciator in accordance with the selected or acquired modes. Each of the displayed AFCS MODES will be hilited as they are acquired.

As the simulation becomes airborne ROC values (displayed within the vertical speed band) will commence cycling automatically in accordance with the simulations progressing climb rate. When the AP-A system master switch is set to its "CMD" detente .... and the AP VS" tab is also engaged .... the simulations actual ROC will be locked by the AP. The established ROC may then be further adjusted .... as desired .... using the vertical speed thumb wheel.

Do not engage the AP "ALT" mode tab. This particular mode works in conjunction with the pre-selected target altitude and will engage automatically as the simulation captures any pre-selected target altitude value.

Following any MGW T/O and prior to flap retraction the simulations initial ROC should be restricted to 1,500 FPM (L1011 SHIP ONE 1970), or 1,800 FPM (L1011-1 through -100 series, or 2,000 FPM (L1011-200 through -250 series).

The flaps should be retracted in increments .... FLAP 14 215 KTS .... FLAP 10 230 KTS .... and FLAP 5/SLATS at 245 KTS. The simulation should be "clean" by 250 KTS.

Once clean the simulations ROC can then be further increased to 2000 FPM (L1011 SHIP ONE 1970 through -100 series), or to 2500 FPM (L1011-200 through -250 series).

Once stabilized in the climb the AT system should be engaged .... or alternatively .... engine thrust can then be manually retarded to an approximately EPR 1.40 indication (L1011 SHIP ONE 1970 through -100 series), or an EPR 1.35 indication (L1011-200 through -250 series). These engine thrust adjustments are intended to promote a smooth acceleration rate toward the initial target climb airspeed .... and aid maintaining a more-or-less constant airspeed which ensures that the engine N1 indications do not ever exceed the engine N3 indications for any prolonged period.

Once stabilized in the climb the AT system should be engaged .... and will automatically cancel the "TOGA" mode .... or alternatively .... the "TOGA" mode can be disengaged manually and engine thrust then manually retarded to an approximately EPR 1.40 indication (L1011 SHIP ONE 1070 through -100 series), or an EPR 1.35 indication (L1011-200 through -250 series). These engine thrust adjustments are intended to promote a smooth acceleration rate toward the initial target climb airspeed .... and aid maintaining a more-or-less constant airspeed which ensures that the engine N1 indications do not ever exceed the engine N3 indications for any prolonged period.

When engaged the AT system will then control airspeed acceleration through constant automatic engine thrust adjustments, and then maintain, the selected target airspeed .... approximately 250 KTS for the L1011 SHIP ONE 1970), or 260 KTS for the L1011-1 through -100 series, or 270 KTS for the L1011-200 through -250 series aircraft.Engaging the AT system will also aid ensuring that the engine N1 indications do not ever exceed the engine N2 indications throughout the climb .... provided that these indications are constantly monitored, in conjunction with airspeed, and the simulations ROC is appropriately adjusted throughout the climb to cruising altitude.

When engaged the AT system will control airspeed through constant automatic engine thrust adjustments in order to maintain the pre-selected target airspeed value .... approximately 250 KTS for the L1011 SHIP ONE 1970, or 260 KTS for the L1011-1 through -100 series, or 270 KTS for the L1011-200 through -250 series aircraft. Engaging the AT system will also aid ensuring that the engine N1 indications do not ever exceed the engine N2 indications throughout the climb .... provided that these indications are constantly monitored in conjunction with the simulations ROC, with the established ROC, then being appropriately adjusted throughout the climb toward cruising altitude.

Both the Landing and Taxi Lights should be selected "OFF".

The AP NAV mode should be engaged upon intercepting the desired navigation aid/airway .... or as as required.

From this point the simulation can be flown "automatically" all the way to to cruising altitude and with reliance upon both the AP and AT systems

All engine parameters and both the primary flight instrumentation and navigation information must be constantly monitored .... regardless .... and the simulations performance throughout the climb and progress along any virtual airway monitored also and then appropriately adjusted if necessary.


4.02: USING THE AUTO-THROTTLE SYSTEM

After T/O .... and once the simulation has been stabilized and the initial after clean up climb out ROC established .... the AT system can be engaged.

PLEASE NOTE .... target airspeed value should first have been selected prior to T/O and which AT will then endeavor to maintain during flight.

PLEASE NOTE ALSO .... when engaged it is not unusual for the AT system to cycle engine thrust through a significant power reduction followed by an equally significant power increase before finally stabilizing at a near-constant engine thrust setting. This is a normal AT phenomenon in FS.

PLEASE NOTE ADDITIONALLY .... a combination of both the selected AP controlled ROC and the selected AT controlled airspeed will dictate the actual engine thrust/power settings necessary to maintain the commanded performance toward any target cruising altitude.

Once the AT is engaged it is not uncommon to observe a discrepancy of some 5 KTS between the selected target AT airspeed value and the actual acquired airspeed throughout any climb toward cruising altitude. In this particular case the airspeed value displayed by the ASI will appear slightly lower that entered into the AT. This is a normal AT phenomenon in FS.


4.03: CLIMB TO CRUISING ALTITUDE - USING THE AP VS MODE

Following any MGW T/O .... climb to 31,000 FT may be considered a good intermediate cruising altitude.

Following any much lower weight T/O .... or after substantial fuel burn off .... climb to higher cruising altitudes is quite practical.

After T/O and cleanup ensure that the AP-A system master switch has been engaged.

Once the simulation is stabilized at its initial ROC using the AP "VS" mode .... check that the AP "ARM" tab has also been selected "ON" and in conjunction with a target altitude value also having been set.

Following any MGW T/O .... from 10000 FT it will be necessary to progressively adjust the simulations ROC at approximately 4000 FT intervals until reaching 25000 FT .... then readjusted at 2000 FT intervals until reaching 31000 FT for L1011 SHIP ONE 1970 only .... and for the L1011-1 through -250 series aircraft only .... from 100000 it will be necessary to progressively adjust the simulations ROC at approximately 4000 FT intervals until reaching 30000 FT .... then readjusted again at 30500 FT .... and then finally readjusted once more at 30750 FT.. See "SECTION 5.00" (BASIC FLYING GUIDES) of these notes for best/recommended altitude/ROC adjustments for each L1011 version. This procedure is intended to aid ensuring that engine N1 indications do not exceed the engine N3 indications throughout the climb as well as also ensuring a more-or-less constant airspeed throughout the climb toward cruising altitude.

Climbing through 18000 FT the altimeter barometric pressure indication displayed within the altimeter gauge must be adjusted to read "2992/1013". Failure perform this particular procedure will result in an incorrect altitude indications by the time the simulation nears its intended target cruising altitude.

During AT and AP "VS" controlled climb to cruising altitude engine thrust indications need to be constantly monitored .... in conjunction with airspeed, pitch, and ROC .... to ensure that engine N1 indications do not ever exceed engine N2 indications. Should the engine N1/N2 values begin to equalize .... then .... either the established ROC (in particular) or the AT controlled airspeed should be reduced slightly.

MACH airspeed indications should be prioritized over IAS airspeed indications from approximately 25000 FT.


4.03-A: CLIMB TO CRUISING ALTITUDE - ALTERNATIVE PROCEDURE - USING THE AP IAS/MACH MODE

Following any MGW T/O .... climb to 31,000 FT may be considered a good intermediate cruising altitude.

Following any much lower weight T/O .... or after substantial fuel burn off .... climb to higher cruising altitudes is quite practical.

After T/O and cleanup ensure that the AP-A system master switch has been engaged.

Once the simulation is stabilized at its initial ROC using the AP "VS" mode .... check that the AP "ARM" tab has also been selected "ON" and in conjunction with a target altitude value also having been set.

Allow the simulation to accelerate toward 300 KTS.

Once above 10000 FT cancel the AP "VS" mode and engage the AP "IAS" mode. The "VS" indication displayed by the AFCS MODES annunciator will be cancelled and replaced by an "IAS" indication.

PLEASE NOTE .... engaging the AP "IAS" pitch mode will automatically cancel/override the AT system.

From this point the AP will automatically establish the simulation at the best ROC in accordance with the pre-selected airspeed value .... and will constantly adjust the simulations pitch throughout the climb toward cruising altitude in order to maintain the selected airspeed.

Climbing through 18000 FT the altimeter barometric pressure indication displayed within the altimeter gauge must be adjusted to read "2992/1013". Failure perform this particular procedure will result in an incorrect altitude indications by the time the simulation nears its intended target cruising altitude.

Throughout any AP "IAS" controlled climb to cruising altitude engine thrust indications need to be constantly monitored .... in conjunction with airspeed, pitch, and ROC .... to ensure that engine N1 indications do not ever exceed engine N3 indications. Should these particular engine parameters begin to either equalize or exceed their bugged maximum limitations .... then .... the established ROC (in particular) or the AT controlled airspeed (or both) must be reduced slightly.

MACH airspeed indications should be prioritized over IAS airspeed indications from approximately 25000 FT .... with the AP "IAS" mode then being cancelled and the AP "MACH" mode being engaged. The "VS" indication displayed by the AFCS MODES annunciator will then be cancelled and replaced by an "MACH" indication.

PLEASE NOTE .... upon acquiring the selected cruising altitude a target MACH/IAS airspeed value should then entered into the AT MACH/IAS airspeed selector and the AT switch engaged in order to achieve and maintain the desired cruising airspeed.


4.04: ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION

As the simulation approaches to within 800 FT of any pre-selected target altitude value an AP Alert Alert tone will be triggered automatically in addition to a red Altitude Alert lamp momentarily flashing on the Main Panel below the AFCS MODES annunciator guage.

Check that the AP altitude selector "ARM" mode tab is selected "ON". Failure to ensure this will result in a missed auto-altitude capture.

Using the AP VSI selector the simulations ROC should be progressively reduced throughout the last 1,000 FT of climb toward any pre-selected target cruising altitude .... to 1000 FPM ROC within 1000 FT of any target altitude; to 500 FPM ROC within 500 FT of any target altitude; and to 200 FPM ROC within 200 FT of any target altitude. This procedure is intended to ensure the smoothest possible AP controlled auto-altitude capture.

The simulation will commence its auto-altitude capture within 100 FT of any pre-selected target altitude.

During any auto-altitude capture the AP will pitch simulations nose "up slightly" .... resulting in a momentary gain of up to 500 FPM ROC and regardless of the previously established ROC value .... and prior to capturing and then acquiring the pre-selected target altitude value. Both the altitude selector AP "ARM" and AP "VS" mode tabs will extinguish .... and the AP "ALT" mode tab will illuminate automatically during the altitude capture process. An "ALT" indication will also then be displayed within the AFCS MODES annunciator gauge on the Main Panel to confirm that the pre-selected altitude has been acquired and is being maintained. Throughout the cruise and with either AP "HDG" or AP "NAV" modes selected .... the AFCS MODES annunciator gauge will continue to display either "HDG SEL", or "VOR ARM", or "VOR" indications in accordance with the selected and acquired modes.

Once established in the cruise the simulation should demonstrate an approximately 3-1* (degree) AI pitch attitude within the MACH 0.80 - MACH 0.85 (305 - 330 KIAS) airspeed range .... subject to its weight.

Using the AT system .... the simulations airspeed can be increased. In order to avoid over-speeding the engines (which will result in engine N1 indications momentarily exceeding engine N2 indications) the simulations airspeed should be increased "slowly" .... per increments of approximately 5 KTS (recommended). It will therefore require some several minutes within which to establish the simulation at high cruising airspeed of around MACH 0.82/MACH 0.83

L1011 aircraft are capable of fairly impressive airspeed performance during high altitude cruise (up to a maximum of MACH 0.88/345 KIAS at 31000 FT) .... and each one of these simulations reflects this capability quite realistically .... BUT .... in the interests of safety maximum cruising airspeed should always be restricted to within the MACH 0.83/MACH 0.84/MACH 0.85 (subject to L1011 aircraft version) airspeed range .... "at the very most". Economic cruising airspeed for most L1011 aircraft should be restricted to within the MACH 0.81/MACH 0.82 airspeed range.

As the simulation becomes established at high-speed during high altitude cruise its nose/pitch attitude will be observed to decrease slightly .... to an approximately 2* (degrees) AI pitch attitude. In some situations this may not be observed until after reasonable fuel burn off (weight reduction) has been achieved later during the cruise.

During high altitude/high speed cruise .... and over both distance and time/flight duration .... the simulations performance observations will be observed to improve slowly as it becomes progressively lighter subjects to fuel (weight) burn-off. Such improvement will typically be noted per minor reductions in the indicate engine N1/N2/EPR values and despite the AT controlled airspeed performance remaining near-constant.

From this point the simulation can be flown "automatically" all the way to its TOD point and with reliance upon both the AP and AT systems

All engine parameters and both primary flight instrumentation and navigation information must be constantly reviewed throughout the cruise .... regardless .... and the simulations performance and progress along any virtual airway similarly monitored also and then appropriately adjusted if necessary.


4.05: DESCENT

Descent .... from 31,000 FT should be commenced from approximately 100 DME from any destination airport or its nearest navigational aid.

The simulations airspeed should first be reduced to less than 300 KTS "prior" to commencing any descent.

A new target altitude value must first be entered into the AP Altitude Selector .... and the AP "VS" mode tab then engaged .... followed the AP Vertical Speed Thumb Wheel being manipulated to result in an approximately 2000 FPM ROD .... with the AP Altitude "ARM" mode also then engaged.

These actions will result in both "VS" and "ALT ARM" indications being displayed within the AFCS MODES annunciator gauge .... as the simulation begins its descent toward the pre-selected target altitude. Assuming the simulation is still being flown in either HDG or NAV mode .... with either the AP "HDG" or AP "NAV" mode tabs being engaged .... then the AFCS MODES annunciator gauge will also continue to display either "HDG SEL", or "VOR ARM", or "VOR" indications in accordance with the selected and acquired modes.

As the simulation commences its descent an new AT controlled airspeed value of approximately 280 KTS (for all the L1011 aircraft versions) should be selected.

Airspeed, ROD, and distance to run toward any destination airport or its nearest navigation aid must be monitored constantly throughout the descent .... and the simulations airspeed and ROD then adjusted .... as necessary .... in order to arrive at approximately 10,000 FT by approximately 30 DME prior to any destination airport.

IAS airspeed indications should be prioritized over MACH airspeed indications from approximately 25000 FT.

Descending through 17500 FT the altimeter barometric pressure indication displayed within the altimeter gauge must be adjusted in order to read "2991/1012". Failure perform this particular procedure will result in an incorrect altitude indications by the time the simulation nears its intended target approach to landing altitude.

Below 10000 FT the simulations AT controlled airspeed must be reduced to less than 270 KTS.


4.06: APPROACH TO LANDING - USING THE AP "AUTO-LAND" MODE

The approach to landing phase should not be commenced with anything in excess of 20% total fuel remaining .... "at the very most". Flying any approach to landing overweight "WILL" result in difficulties. Fuel loading should be planned/calculated for each flight in order to ensure that the simulation is not overweight upon arrival at the destination airport.

Approximately 5000 FT (AGL) and 250 KTS can be considered a reasonable altitude and target airspeed at which to enter the pattern "prior" to commencing the approach to landing phase at most destination airports (airport procedures and MSA's do vary considerably though). During level flight and with reducing airspeed the simulations AI pitch attitude will be observed to increase .... to approximately 2-3* (degrees).

Entering the downwind legue of any approach to landing pattern the simulations airspeed should be reduced toward 250 KTS.

The flaps/slats should be extended in increments.

Flying the downwind legue of the approach to landing pattern Select FLAP 1/SLATS at 255 KIAS .... and reduce the At controlled airspeed toward 230 KTS.

The simulations AI pitch attitude will decrease proportionately and in response to flap/slat deployment .... to approximately 2* (degrees).

Entering the Base legue at of the approach to landing pattern (approximately 18 DME to destination airport RWY) Select FLAP 10 .... and reduce the AT controlled airspeed toward 215 KTS,

Flying the base legue of any approach to landing and in order to enable an AP controlled ILS/GS coupled "hands off" auto-landing (this mode will fly the approach, flare, and then land the simulation on the runway automatically without any physical intervention being necessary .... other than controlling engine thrust/airspeed either manually or using the AT system) the AP "A/L" (auto-land) mode tab must be selected "ON" .... and the AP-B master switch engaged also (set to the "CMD" detente).

PLEASE NOTE .... both AP-A and AP-B systems must be engaged "together" in order to enable the successful execution any A/L landing procedure.

PLEASE NOTE ALSO .... the AP-B system cannot be selected "ON" until the AP "A/L" mode tab has first been engaged. These actions will result in "LOC" (localizer), and "GS" (glide slope), and "A/L ARM" (auto-land), and "ALN ARM" (align), as well as "FLARE ARM" (auto-flare) indications being displayed by the AFCS MODES annunciator. Each of the displayed AFCS MODES will be hilited as they are acquired.

In order to aid successfully flying any AP controlled ILS/GS coupled auto-approach to landing (in FS) a long final approach legue (approximately 18 DME) is preferable to that of a much shorter approach. This promotes more time for the simulation to become properly aligned with and stabilized on the ILD/GS for any destination airport runway.

PLEASE NOTE .... These L1011 simulations are capable of executing a 90* (degree) intercept/turn to final for any ILS/GS equipped runway and without any problems (provided that a long 17-18 DME approach to landing is being flown and the simulation is not overweight for landing) .... although a 25* (degree) intercept may be considered more appropriate/practical in the interests of both safety and comfort.

PLEASE NOTE ALSO .... L1011's (like A300B and DC10 aircraft) fly the approach to landing phase with a relatively high angle of attack/nose up pitch attitude. If both the airspeed and flap deployments are properly executed during any approach to landing then this should not pose any major problems .... however .... much less foreground/forward visibility of the approaching runway will be observed ahead of the simulation and throughout most of the final approach to landing than may be the case with other simulations .... until within the last 1000 FT of the final approach to landing. This is perfectly normal. Provided the ILS/GS indications within the HSI gauge are each aligned .... and then reconfirmed by information displayed by the AFCS MODES annunciator .... then this should not present any difficulties. The AP A/L system featured in each of these L1011 simulations is extremely reliable and "WILL" land the simulation right on the TDZ of any ILS/GS equipped FS runway.

PLEASE NOTE ADDITIONALLY .... forward visibility of any approaching runway can be enhanced by selecting keyboard commands SHIFT + ENTER (to raise the horizon) and/or SHIFT + BACKSPACE (to lower the horizon) .... as required.

Airspeed "MUST" be constantly monitored throughout the final approach to landing. Should the approach to landing airspeed be allowed to bleed off too much .... then this will cause the simulations AI pitch attitude to increase .... to the extent of further impairing ground visibility ahead of the simulation and possibly even risking an irrecoverable stall. should the approach to landing airspeed be allowed to increase too much .... then this will cause the simulations AI pitch attitude to decrease .... to the extent of rendering the approach to landing airspeed too high for normal/safe landing. It is essential to sense "precisely what the simulation is doing" and to then remain ahead of it through well timed adjustments/corrections.

Maintaining the correct approach to landing profile/attitude is essential and dependent upon constant power/airspeed related adjustments throughout any approach to landing.

The AT system can be used throughout any auto-approach to landing .... or alternatively .... engine power/airspeed may be controlled manually.

Upon intercepting final approach phase of the approach to landing pattern (approximately 17 DME to destination airport RWY) .... reduce the AT controlled airspeed toward 200 KTS .... then "prior" to actually becoming stabilized on the ILS/GS .... select FLAP 18 and then further reduce the AT controlled target approach to landing airspeed toward 180 KTS.

PLEASE NOTE .... during approaches to landing and with up to 18 degrees of flap selected prior to the landing gear being extended the AT may .... if too much speed is being carried .... the AT will automatically retard the thrust levers to their minimum/idle detente and which will trigger the gear warning horn during the approach. This alarm cannot be cancelled until either the landing gear is extended or the AT system next cycles engine power above the minimum/idle detente.

Select a "DECISION HEIGHT" on the RA.

As the simulation engages with the ILS/GS indication .... Select FLAP 22 and reduce the AT controlled airspeed toward 160 KTS.

After the simulation has successfully engaged and is stable on the ILS/GS .... select GEAR DOWN and FLAP 33/FULL FLAPS .... and then further reduce the airspeed toward 155 - 149 KTS. This will result in an approximately +1 to +2 (degree) AI pitch attitude throughout the final stages of the approach to landing.

Select the landing lights "ON".

"ARM" the Spoilers ... "prior to landing".

PLEASE NOTE .... the Spoiler lever features 3 selectable detentes between its retracted and fully deployed settings. These 3 intermediate detentes influence the 2 outer Spoiler panels (only) on each wing. The lowest of these 3 detentes may be selected manually to influence the AI pitch attitude and ROD .... this may aid stabilizing the simulation during approaches to landing by extending the outer 2 Spoiler panels to approximately 7* (degrees). This is a unique L1011 landing configuration which is practicable using this simulation.

PLEASE NOTE ALSO .... selecting either of these intermediate Spoiler detentes will cancel the automatic Spoiler Arm function. In this particular case full deployment of the wing Spoilers (all 4 panels on each wing) can only be effected manually and after ground contact/landing .... unless the Spoilers are fully retracted and then re-armed prior to landing.

A GPWS system will provide automatic altitude call outs when passing through the following critical altitudes during all approach to landing .... "2500 (FT); 1000 (FT); 500 (FT); 100 (FT); 50 (FT); 40 (FT); 30 (FT); 20 (FT); and 10 (FT)". An automatic "MINIMUS" GPWS call-out will also be triggered in response to any pre-selected target Decision Height altitude being selected on the RA.

Descending through approximately 400 FT during any AP controlled ILS/GS coupled "hand off" auto-landing the "GS" indication displayed by the AFCS MODES annunciator gauge will automatically cancel .... and the displayed "A/L" indication will be hilited .... then the "ALN ARM indication will change to read "ALIGN".

when descending through approximately 50 FT during any AP controlled ILS/GS coupled "hand off" auto-landing .... the AP will automatically commence the auto-flare process in order to flare the simulation for landing .... to an approximately 5-6* (degree) AI pitch attitude .... and in advance of making ground contact .... and the "FLARE ARM" indication displayed by the AFCS MODES annunciator will change to read "FLARE.

Ensure that the ROD has been reduced to less than 100 FPM in order to result in/ensure a relatively gentle landing. Reducing the airspeed to approximately 139-138 KTS immediately prior to making ground contact will lessen any tendency for the simulation to float prior to touchdown.

Just prior to touchdown ensure that the engine thrust levers are retarded to their minimum/idle detent .... in readiness for engaging reverse thrust immediately upon landing.

Upon ground contact the wing Spoilers will automatically deploy .... provided these have first been armed .... or alternatively .... the wing Spoilers can also be deployed manually and immediately upon ground contact using the Forward Slash (/) keyboard command (on English language keyboards).

Reverse thrust should be engaged immediately upon ground contact .... using the "F2" keyboard command .... and only once all 3 engines have been fully idled.

Upon ground contact the simulation will initially maintain its high AI pitch attitude but subject to the influence of both wing Spoilers and reverse thrust this will quickly reduce in order to settle all 3 landing gear on the runway.

The AFCS MODES gauge will also display a "ROLL-OUT" indication after landing.

Reverse thrust should be cancelled at approximately 80 KTS .... using the "F1" keyboard command or alternatively depressing the "F3" keyboard command for a few seconds before selecting keyboard command "F1" (the latter command results in a more gradual easing out of reverse and back idle idle thrust).

Both the AP and AT will automatically disengage during roll-out after landing .... and will trigger automatic "AP DISC" and "AT DISC" indications by the AFCS MODES annunciator along with a disengage warning tone and a flashing "ALERT" lamp.

Manual braking can then be applied after 60 KTS and in order to decelerate the simulation toward a sensible taxiing speed.

The Landing Lights should be selected "OFF" immediately upon vacating the runway .... and the Taxi Lights selected "ON".

Retract wing Spoilers and flaps .... and taxi to gate.


4.06-A: APPROACH TO LANDING - ALTERNATIVE PROCEDURE - USING THE AP "AUTO-APPROACH" MODE

The approach to landing phase should not be commenced with anything in excess of 20% total fuel remaining .... "at the very most". Flying any approach to landing overweight "WILL" result in difficulties. Fuel loading should be planned/calculated for each flight in order to ensure that the simulation is not overweight upon arrival at the destination airport.

Approximately 5000 FT (AGL) and 250 KTS can be considered a reasonable altitude and target airspeed at which to enter the pattern "prior" to commencing the approach to landing phase at most destination airports (airport procedures and MSA's do vary considerably though). During level flight and with reducing airspeed the simulations AI pitch attitude will be observed to increase .... to approximately 2-3* (degrees).

Entering the downwind legue of any approach to landing pattern the simulations airspeed should be reduced toward 250 KTS.

The flaps/slats should be extended in increments.

Flying the downwind legue of the approach to landing pattern Select FLAP 1/SLATA at 255 KIAS .... and reduce the At controlled airspeed toward 230 KTS.

The simulations AI pitch attitude will decrease proportionately and in response to flap/slat deployment .... to approximately 2* (degrees).

Entering the Base legue at of the approach to landing pattern (approximately 18 DME to destination airport RWY) Select FLAP 10 .... and reduce the AT controlled airspeed toward 215 KTS,

Flying the base legue of any approach to landing and in order to enable an AP controlled ILS/GS coupled auto-approach to landing (this mode will fly the approach automatically but also requires both the AP and AT systems to be disengaged when descending through approximately 500 FT with the remainder of the approach to landing then being flown manually)

The AP "APR" (approach) mode tab must be selected "ON"

PLEASE NOTE .... only the AP-A system can be engaged during any auto-approach procedure (set to it's "CMD" detente). The AP-B system cannot be engaged during any auto-approach procedure. These actions will result in "LOC ARM" and "GS ARM" and "NO DUAL" indications being displayed by the AFCS MODES annunciator. Each of the displayed AFCS MODES will be hilited as they are acquired.

In order to aid successfully flying any AP controlled ILS/GS coupled auto-approach to landing (in FS) a long final approach legue (approximately 18 DME) is preferable to that of a much shorter approach. This promotes more time for the simulation to become properly aligned with and stabilized on the ILS/GS for any destination airport runway.

PLEASE NOTE .... These L1011 simulations are capable of executing a 90* (degree) intercept/turn to final for any ILS/GS equipped runway and without any problems (provided that a long 17-18 DME approach to landing is being flown and the simulation is not overweight for landing) .... although a 25* (degree) intercept may be considered more appropriate/practical in the interests of both safety and comfort.

PLEASE NOTE ALSO .... L1011's (like A300B and DC10 aircraft) fly the approach to landing phase with a relatively high angle of attack/nose up pitch attitude. If both the airspeed and flap deployments are properly executed during any approach to landing then this should not pose any major problems .... however .... much less foreground/forward visibility of the approaching runway will be observed ahead of the simulation and throughout most of the final approach to landing than may be the case with other simulations .... until within the last 1000 FT of the final approach to landing. This is perfectly normal. Provided the ILS/GS indications within the HSI gauge are each aligned .... and then reconfirmed by information displayed by the AFCS MODES annunciator .... then this should not present any difficulties. The AP A/L system featured in each of these L1011 simulations is extremely reliable and "WILL" land the simulation right on the TDZ of any ILS/GS equipped FS runway.

PLEASE NOTE ADDITIONALLY .... forward visibility of any approaching runway can be enhanced by selecting keyboard commands SHIFT + ENTER (to raise the horizon) and/or SHIFT + BACKSPACE (to lower the horizon) .... as required.

Airspeed "MUST" be constantly monitored throughout the final approach to landing. Should the approach to landing airspeed be allowed to bleed off too much .... then this will cause the simulations AI pitch attitude to increase .... to the extent of further impairing ground visibility ahead of the simulation and possibly even risking an irrecoverable stall. should the approach to landing airspeed be allowed to increase too much .... then this will cause the simulations AI pitch attitude to decrease .... to the extent of rendering the approach to landing airspeed too high for normal/safe landing. It is essential to sense "precisely what the simulation is doing" and to then remain ahead of it through well timed adjustments/corrections.

Maintaining the correct approach to landing profile/attitude is essential and dependent upon constant power/airspeed related adjustments throughout any approach to landing.

The AT system can be used throughout any auto-approach to landing .... or alternatively .... engine power/airspeed may be controlled manually.

Upon intercepting final approach phase of the approach to landing pattern (approximately 17 DME to destination airport RWY) .... reduce the AT controlled airspeed toward 200 KTS .... then "prior" to actually becoming established on the ILS/GS .... select FLAP 18 and then further reduce the AT controlled target approach to landing airspeed toward 180 KTS.

PLEASE NOTE .... during approaches to landing and with up to 18 degrees of flap selected prior to the landing gear being extended the AT may .... if too much speed is being carried .... the AT will automatically retard the thrust levers to their minimum/idle detente and which will trigger the gear warning horn during the approach. This alarm cannot be cancelled until either the landing gear is extended or the AT system next cycles engine power above the minimum/idle detente.

Select a "DECISION HEIGHT" on the RA.

As the simulation engages with the ILS/GS indication .... Select FLAP 22 and reduce the AT controlled airspeed toward 160 KTS.

After the simulation has successfully established and is stable on the ILS/GS .... select GEAR DOWN and FLAP 33/FULL FLAPS .... and then further reduce the airspeed toward 155 - 149 KTS. This will result in an approximately +1 to +2 (degree) AI pitch attitude throughout the final stages of the approach to landing.

Select the landing lights "ON".

"ARM" the Spoilers ... "prior to landing".

PLEASE NOTE .... the Spoiler lever features 3 selectable detentes between its retracted and fully deployed settings. These 3 intermediate detentes influence the 2 outer Spoiler panels (only) on each wing. The lowest of these 3 detentes may be selected manually to influence the AI pitch attitude and ROD .... this may aid stabilizing the simulation during approaches to landing by extending the outer 2 Spoiler panels to approximately 7* (degrees). This is a unique L1011 landing configuration which is practiceable using this simulation.

PLEASE NOTE ALSO .... selecting either of these intermediate Spoiler detentes will cancel the automatic Spoiler Arm function. In this particular case full deployment of the wing Spoilers (all 4 panels on each wing) can only be effected manually and after ground contact/landing .... unless the Spoilers are fully retracted and then re-armed prior to landing.

A GPWS system will provide automatic altitude call-outs when passing through the following critical altitudes during all approach to landing .... "2500 (FT); 1000 (FT); 500 (FT); 100 (FT); 50 (FT); 40 (FT); 30 (FT); 20 (FT); and 10 (FT)". An automatic "MINIMUS" GPWS call-out will also be triggered in response to any pre-selected target Decision Height altitude being selected on the RA.

Descending through approximately 500 FT during any AP controlled ILS/GS coupled auto-approach to landing .... both the AP and AT systems should be disengaged and full manual flight control then assumed. These actions will result in the "LOC ARM", and "GS ARM", and "NO DUAL" indications displayed by the AFCS MODES annunciator being cancelled .... and both "AP DISC" and "AT DISC" indications being displayed automatically along with a disengage warning tone and a flashing "ALERT" lamp.

When descending through approximately 50 FT during any AP controlled ILS/GS coupled auto-approach to landing .... the flare process process must me commenced manually in order to flare the simulation for landing .... to an approximately 5-6* (degree) AI pitch attitude .... and in advance of making ground contact .... with engine thrust also being manipulated in order to maintain a level approach too.

Ensure that the ROD has been reduced to less than 100 FPM in order to result in/ensure a relatively gentle landing. Reducing the airspeed to approximately 139-138 KTS immediately prior to making ground contact will lessen any tendency for the simulation to float prior to touchdown.

Just prior to touchdown ensure that the engine thrust levers are retarded to their minimum/idle detent .... in readiness for engaging reverse thrust immediately upon landing.

Upon ground contact the wing Spoilers will automatically deploy .... provided these have first been armed .... or alternatively .... the wing Spoilers can also be deployed manually and immediately upon ground contact using the Forward Slash (/) keyboard command (on English language keyboards).

Reverse thrust should be engaged immediately upon ground contact .... using the "F2" keyboard command .... and only once all 3 engines have been fully idled.

Upon ground contact the simulation will initially maintain its high AI pitch attitude but subject to the influence of both wing Spoilers and reverse thrust this will quickly reduce in order to settle all 3 landing gear on the runway.

The AFCS MODES gauge will also display a "ROLL-OUT" indication after landing.

Reverse thrust should be cancelled at approximately 80 KTS .... using the "F1" keyboard command or alternatively depressing the "F3" keyboard command for a few seconds before selecting keyboard command "F1" (the latter command results in a more gradual easing out of reverse and back idle idle thrust).

Both the AP and AT will automatically disengage during roll-out after landing .... and will trigger automatic "AP DISC" and "AT DISC" indications by the AFCS MODES annunciator along with a disengage warning tone and a flashing "ALERT" lamp.

Manual braking can then be applied after 60 KTS and in order to decelerate the simulation toward a sensible taxiing speed.

The Landing Lights should be selected "OFF" immediately upon vacating the runway .... and the Taxi Lights selected "ON".

Retract wing Spoilers and flaps .... and taxi to gate.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

L1011 TRISTAR PANELS INSTALLATION & HANDLING NOTES # 5


UPDATED: December 14th 2014


5.0: L1011 TRISTAR - BASIC FLYING GUIDES





PLEASE NOTE .... the following information is not based on realworld L1011 performance data. This data is based on FS observations in FS2004 (only), operating from the default MSFS KSEA airport, at MGTOW, and using HJG supplied L1011 TRISTAR panels and FDE. Operating from other MSFS airports, below or in excess of the MGTOW for each aircraft type, and using default MSFS or other non-HJG supplied L1011 TRISTAR panels and FDE will result in different performance observations. In some cases engine EPR values are quoted in preference to more applicable N1/N2 engine values. This is because because the EPR values are more easily read on FS panels. In all cases MACH airspeed indications are based on IAS airpeed values using the AT system and at FL310 only. Flying the following recommended profiles requires dependance on both the AP and AT systems .... as well as concentration and skill.

PLEASE NOTE ALSO: By default all HJG supplied simulations load into FS with both 100% fuel and payload .... resulting in a nominal "overload". This is quite normal. The end user is expected to manually adjust either fuel or payload (or both) in order to ensure each simulation is set at/near its certified MGW or otherwise in accordance with the requirements for ones anticipated virtual flight.


L1011 TRISTAR SHIP ONE 1970

3X RR RB211-22 turbofan engines rated at 36,500 LBS thrust e/e "DERATED"

MGTOW = 430,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 5,481 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 97.5%
CENTER = 90.0%
RIGHT = 97.5%
No payload adjustment = 17 LBS overload

PANEL = "L1011 STD INST RR RB211-22B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 95% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = EPR 1.42 (target AT airspeed 255 KTS)

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 2,000
FPM and assume the following climb schedule ....

- Maintain 2,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 1,800 FPM
- 14,000 FT reduce ROC to 1,500 FPM
- 18,000 FT reduce ROC to 1,200 FPM
- 22,000 FT reduce ROC to 1,000 FPM
- 25,000 FT reduce ROC to 750 FPM
- 27,000 FT reduce ROC to 500 FPM
- 29,000 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 177 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 472
EPR = 1.47
N1 = 84.9%
TGT = 588
N3 = 88.4%
F/F = 6,173 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 478
EPR = 1.51
N1 = 87.5%
TGT = 597
N3 = 89.8%
F/F = 6,546 LBS (X3)

MACH 0.82 CRUISE = "MAXIMUM VELOCITY"

IAS = 314
MACH = 0.82
GS = 481
EPR = 1.56
N1 = 91.6%
TGT = 605
N3 = 91.1%
F/F = 6,827 LBS (X3)


============================================================================================


L1011-1 TRISTAR

3X RR RB211-22B turbofan engines rated at 42,000 LBS thrust e/a

MGTOW = 430,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 5,481 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 97.5%
CENTER = 90.0%
RIGHT = 97.5%
No payload adjustment = 17 LBS overload

PANEL = "L1011 STD INST RR RB211-22B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 96% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = 1.40 EPR (target AT airspeed 260 KTS)

Maintain 1,800 FPM ROC until after gear and flap retraction .... then increase ROC to 2,000
FPM and assume the following climb schedule ....

- Maintain 2,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 1,800 FPM
- 14,000 FT reduce ROC to 1,500 FPM
- 18,000 FT reduce ROC to 1,200 FPM
- 22,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 750 FPM
- 30,000 FT reduce ROC to 500 FPM
- 30,500 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 148 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 471
EPR = 1.38
N1 = 74.3%
TGT = 578
N3 = 85.5%
F/F = 6,185 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 481
EPR = 1.40
N1 = 76.5%
TGT = 581
N3 = 86.3%
F/F = 6,589 LBS (X3)

MACH 0.82 CRUISE

IAS = 314
MACH = 0.82
GS = 486
EPR = 1.41
N1 = 78.9%
TGT = 586
N3 = 87.0%
F/F = 6,846 LBS (X3)

MACH 0.83 CRUISE

IAS = 318
MACH = 0.83
GS = 491
EPR = 1.43
N1 = 80.9%
TGT = 591
N3 = 87.7%
F/F = 7,157 LBS (X3)

MACH 0.84 CRUISE

IAS = 323
MACH = 0.84
GS = 498
EPR = 1.46
N1 = 83.0%
TGT = 597
N3 = 88.6%
F/F = 7,560 LBS (X3)

MACH 0.85 CRUISE

IAS = 327
MACH = 0.85
GS = 503
EPR = 1.48
N1 = 85.1%
TGT = 602
N3 = 89.4%
F/F = 7,893 LBS (X3)

MACH 0.86 CRUISE (reduced weight only) = "MAXIMUM VELOCITY"

IAS = 331
MACH = 0.86
GS = 509
EPR = 1.54
N1 = 90.1%
TGT = 612
N3 = 91.0%
F/F = 8,236 LBS (X3)


============================================================================================


L1011-1(F) TRISTAR FREIGHTER

3X RR RB211-22B turbofan engines rated at 42,000 LBS thrust e/a

MGTOW = 430,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 2,481 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 90.5%
RIGHT = 100.0%
No payload adjustment = 8 LBS overload

PANEL = "L1011 STD INST RR RB211-22B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 96% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = 1.40 EPR (target AT airspeed 260 KTS)

Maintain 1,800 FPM ROC until after gear and flap retraction .... then increase ROC to 2,000
FPM and assume the following climb schedule ....

- Maintain 2,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 1,800 FPM
- 14,000 FT reduce ROC to 1,500 FPM
- 18,000 FT reduce ROC to 1,200 FPM
- 22,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 750 FPM
- 30,000 FT reduce ROC to 500 FPM
- 30,500 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 149 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 474
EPR = 1.38
N1 = 74.3%
TGT = 575
N3 = 85.5%
F/F = 6,189 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 481
EPR = 1.40
N1 = 76.5%
TGT = 581
N3 = 86.3%
F/F = 6,552 LBS (X3)

MACH 0.82 CRUISE

IAS = 314
MACH = 0.82
GS = 485
EPR = 1.42
N1 = 78.5%
TGT = 586
N3 = 87.0%
F/F = 6,852 LBS (X3)

MACH 0.83 CRUISE

IAS = 318
MACH = 0.83
GS = 491
EPR = 1.43
N1 = 80.4%
TGT = 591
N3 = 87.7%
F/F = 7,165 LBS (X3)

MACH 0.84 CRUISE

IAS = 323
MACH = 0.84
GS = 498
EPR = 1.46
N1 = 83.0%
TGT = 597
N3 = 88.6%
F/F = 7,566 LBS (X3)

MACH 0.85 CRUISE

IAS = 327
MACH = 0.85
GS = 503
EPR = 1.48
N1 = 85.2%
TGT = 603
N3 = 89.4%
F/F = 7,901 LBS (X3)

MACH 0.86 CRUISE (reduced weight only) = "MAXIMUM VELOCITY"

IAS = 331
MACH = 0.86
GS = 508
EPR = 1.54
N1 = 90.1%
TGT = 613
N3 = 91.0%
F/F = 8,243 LBS (X3)


============================================================================================


L1011-50 TRISTAR

3X RR RB211-22B turbofan engines rated at 42,000 LBS thrust e/a

MGTOW = 449,956 LBS (450,000 LBS)

DEFAULT 100% FUEL/PAYLOAD = 15,716 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 91.0%
CENTER = 89.7%
RIGHT = 91.0%
No payload adjustment = 21 LBS overload

PANEL = "L1011 STD INST RR RB211-22B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 96% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = 1.40 EPR (target AT airspeed 260 KTS)

Maintain 1,800 FPM ROC until after gear and flap retraction .... then increase ROC to 2,000
FPM and assume the following climb schedule ....

- Maintain 2,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 1,800 FPM
- 14,000 FT reduce ROC to 1,500 FPM
- 18,000 FT reduce ROC to 1,200 FPM
- 22,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 750 FPM
- 30,000 FT reduce ROC to 500 FPM
- 30,500 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 142 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 473
EPR = 1.39
N1 = 75.4%
TGT = 577
N3 = 85.7%
F/F = 6,317 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 479
EPR = 1.41
N1 = 77.8%
TGT = 583
N3 = 86.7%
F/F = 6,678 LBS (X3)

MACH 0.82 CRUISE

IAS = 314
MACH = 0.82
GS = 485
EPR = 1.43
N1 = 79.6%
TGT = 588
N3 = 87.4%
F/F = 6,972 LBS (X3)

MACH 0.83 CRUISE

IAS = 318
MACH = 0.83
GS = 491
EPR = 1.45
N1 = 81.5%
TGT = 593
N3 = 88.1%
F/F = 7,280 LBS (X3)

MACH 0.84 CRUISE

IAS = 323
MACH = 0.84
GS = 497
EPR = 1.47
N1 = 84.1%
TGT = 599
N3 = 89.0%
F/F = 7,629 LBS (X3)

MACH 0.85 CRUISE

IAS = 327
MACH = 0.85
GS = 502
EPR = 1.50
N1 = 87.1%
TGT = 606
N3 = 90.0%
F/F = 8,017 LBS (X3)

MACH 0.86 CRUISE (reduced weight only) = "MAXIMUM VELOCITY"

IAS = 331
MACH = 0.86
GS = 508
EPR = 1.55
N1 = 90.7%
TGT = 613
N3 = 91.2%
F/F = 8,254 LBS (X3)


============================================================================================


L1011-100 TRISTAR

3X RR RB211-22B turbofan engines rated at 42,000 LBS thrust e/a

MGTOW = 466,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 10,789 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 95.0%
CENTER = 90.7%
RIGHT = 95.0%
No payload adjustment = 14 LBS overload

PANEL = "L1011 STD INST RR RB211-22B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 96% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = EPR 1.40 (target AT airspeed 260 KTS)

Maintain 1,800 FPM ROC until after gear and flap retraction .... then increase ROC to 2,000
FPM and assume the following climb schedule ....

- Maintain 2,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 1,800 FPM
- 14,000 FT reduce ROC to 1,500 FPM
- 18,000 FT reduce ROC to 1,200 FPM
- 22,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 750 FPM
- 30,000 FT reduce ROC to 500 FPM
- 30,500 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 146 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 473
EPR = 1.40
N1 = 76.3%
TGT = 578
N3 = 86.2%
F/F = 6,418 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 480
EPR = 1.42
N1 = 78.5%
TGT = 584
N3 = 87.0%
F/F = 6,775 LBS (X3)

MACH 0.82 CRUISE

IAS = 314
MACH = 0.82
GS = 486
EPR = 1.44
N1 = 80.4%
TGT = 589
N3 = 87.6%
F/F = 7,078 LBS (X3)

MACH 0.83 CRUISE

IAS = 318
MACH = 0.83
GS = 471
EPR = 1.46
N1 = 82.4%
TGT = 594
N3 = 88.5%
F/F = 7,375 LBS (X3)

MACH 0.84 CRUISE

IAS = 323
MACH = 0.84
GS = 497
EPR = 1.48
N1 = 85.0%
TGT = 601
N3 = 89.3%
F/F = 7,771 LBS (X3)

MACH 0.85 CRUISE

IAS = 327
MACH = 0.85
GS = 503
EPR = 1.52
N1 = 88.7%
TGT = 608
N3 = 90.5%
F/F = 8,078 LBS (X3)

MACH 0.86 CRUISE (reduced weight only) = "MAXIMUM VELOCITY"

IAS = 331
MACH = 0.86
GS = 507
EPR = 1.56
N1 = 92.1%
TGT = 615
N3 = 92.6%
F/F = 8,345 LBS (X3)


============================================================================================


L1011-100(F) TRISTAR FREIGHTER

3X RR RB211-22B turbofan engines rated at 42,000 LBS thrust e/a

MGTOW = 466,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 4,789 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 91.2%
RIGHT = 100.0%
No payload adjustment = 7 LBS overload

PANEL = "L1011 STD INST RR RB211-22B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 96% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = EPR 1.40 (target AT airspeed 260 KTS)

Maintain 1,800 FPM ROC until after gear and flap retraction .... then increase ROC to 2,000
FPM and assume the following climb schedule ....

- Maintain 2,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 1,800 FPM
- 14,000 FT reduce ROC to 1,500 FPM
- 18,000 FT reduce ROC to 1,200 FPM
- 22,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 750 FPM
- 30,000 FT reduce ROC to 500 FPM
- 30,500 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 154 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 473
EPR = 1.40
N1 = 76.3%
TGT = 578
N3 = 86.2%
F/F = 6,429 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 479
EPR = 1.42
N1 = 78.7%
TGT = 584
N3 = 87.0%
F/F = 6,780 LBS (X3)

MACH 0.82 CRUISE

IAS = 314
MACH = 0.82
GS = 486
EPR = 1.44
N1 = 80.5%
TGT = 589
N3 = 87.7%
F/F = 7,075 LBS (X3)

MACH 0.83 CRUISE

IAS = 318
MACH = 0.83
GS = 491
EPR = 1.46
N1 = 82.5%
TGT = 594
N3 = 88.4%
F/F = 7,379 LBS (X3)

MACH 0.84 CRUISE

IAS = 323
MACH = 0.84
GS = 497
EPR = 1.48
N1 = 85.1%
TGT = 600
N3 = 89.3%
F/F = 7,770 LBS (X3)

MACH 0.85 CRUISE

IAS = 327
MACH = 0.85
GS = 502
EPR = 1.52
N1 = 88.9%
TGT = 608
N3 = 90.5%
F/F = 8,103 LBS (X3)

MACH 0.86 CRUISE (reduced weight only) = "MAXIMUM VELOCITY"

IAS = 331
MACH = 0.86
GS = 508
EPR = 1.55
N1 = 91.0%
TGT = 613
N3 = 91.5%
F/F = 8,269 LBS (X3)


============================================================================================


L1011-150 TRISTAR

3X RR RB211-22B turbofan engines rated at 42,000 LBS thrust e/a

MGTOW = 470,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 10,789 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 95.1%
CENTER = 90.4%
RIGHT = 95.1%
No payload adjustment = 23 LBS overload

PANEL = "L1011 STD INST RR RB211-22B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 96% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = EPR 1.40 (target AT airspeed 260 KTS)

Maintain 1,800 FPM ROC until after gear and flap retraction .... then increase ROC to 2,000
FPM and assume the following climb schedule ....

- Maintain 2,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 1,800 FPM
- 14,000 FT reduce ROC to 1,500 FPM
- 18,000 FT reduce ROC to 1,200 FPM
- 22,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 750 FPM
- 30,000 FT reduce ROC to 500 FPM
- 30,500 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 155 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 473
EPR = 1.40
N1 = 76.6%
TGT = 577
N3 = 86.3%
F/F = 6,449 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 480
EPR = 1.42
N1 = 78.8%
TGT = 587
N3 = 87.1%
F/F = 6,825 LBS (X3)

MACH 0.82 CRUISE

IAS = 314
MACH = 0.82
GS = 486
EPR = 1.44
N1 = 80.8%
TGT = 589
N3 = 87.7%
F/F = 7,102 LBS (X3)

MACH 0.83 CRUISE

IAS = 318
MACH = 0.83
GS = 491
EPR = 1.46
N1 = 82.8%
TGT = 594
N3 = 88.4%
F/F = 7,403 LBS (X3)

MACH 0.84 CRUISE

IAS = 323
MACH = 0.84
GS = 497
EPR = 1.49
N1 = 85.3%
TGT = 601
N3 = 89.3%
F/F = 7,891 LBS (X3)

MACH 0.85 CRUISE

IAS = 327
MACH = 0.85
GS = 502
EPR = 1.53
N1 = 89.4%
TGT = 609
N3 = 90.2%
F/F = 8,127 LBS (X3)

MACH 0.86 CRUISE (reduced weight only) = "MAXIMUM VELOCITY"

IAS = 331
MACH = 0.86
GS = 507
EPR = 1.55
N1 = 90.5%
TGT = 611
N3 = 91.0%
F/F = 8,201 LBS (X3)


============================================================================================


L1011-200 TRISTAR

3X RR RB211-524B turbofan engines rated at 48,000 LBS thrust e/a

MGTOW = 474,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 2,789 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 90.9%
RIGHT = 100.0%
No payload adjustment = 18 LBS overload

PANEL = "L1011 STD INST RR RB211-524B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 96% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = EPR 1.35 (target AT airspeed 270 KTS)

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500
FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,000 FPM
- 14,000 FT reduce ROC to 1,800 FPM
- 18,000 FT reduce ROC to 1,500 FPM
- 22,000 FT reduce ROC to 1,200 FPM
- 26,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 750 FPM
- 30,500 FT reduce ROC to 500 FPM
- 30,750 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 121 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 473
EPR = 1.33
N1 = 67.8%
TGT = 589
N3 = 84.1%
F/F = 6,482 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 480
EPR = 1.35
N1 = 71.6%
TGT = 592
N3 = 84.7%
F/F = 6,826 LBS (X3)

MACH 0.82 CRUISE

IAS = 314
MACH = 0.82
GS = 486
EPR = 1.36
N1 = 73.3%
TGT = 597
N3 = 85.9%
F/F = 7,206 LBS (X3)

MACH 0.83 CRUISE

IAS = 318
MACH = 0.83
GS = 490
EPR = 1.37
N1 = 74.4%
TGT = 600
N3 = 86.5%
F/F = 7,433 LBS (X3)

MACH 0.84 CRUISE

IAS = 323
MACH = 0.84
GS = 497
EPR = 1.39
N1 = 76.3%
TGT = 606
N3 = 86.5%
F/F = 7,827 LBS (X3)

MACH 0.85 CRUISE

IAS = 327
MACH = 0.85
GS = 502
EPR = 1.41
N1 = 78.1%
TGT = 611
N3 = 87.2%
F/F = 8,653 LBS (X3)

MACH 0.86 CRUISE

IAS = 332
MACH = 0.86
GS = 508
EPR = 1.44
N1 = 80.6%
TGT = 618
N3 = 88.1%
F/F = 8,576 LBS (X3)

MACH 0.87 CRUISE

IAS = 336
MACH = 0.87
GS = 514
EPR = 1.46
N1 = 83.9%
TGT = 624
N3 = 88.7%
F/F = 8,923 LBS (X3)

MACH 0.88 CRUISE

IAS = 340
MACH = 0.88
GS = 519
EPR = 1.48
N1 = 85.6%
TGT = 630
N3 = 89.8%
F/F = 9,303 LBS (X3)

MACH 0.89 CRUISE ("MAXIMUM VELOCITY")

IAS = 346
MACH = 0.89
GS = 526
EPR = 1.54
N1 = 91.2%
TGT = 641
N3 = 91.6%
F/F = 9,787 LBS (X3)


============================================================================================


L1011-200(F) TRISTAR FREIGHTER

3X RR RB211-524B / -B4 turbofan engines rated at 50,000 LBS thrust e/a

MGTOW = 510,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 5,789 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 89.4%
RIGHT = 100.0%
No payload adjustment = 28 LBS overload

PANEL = "L1011 STD INST RR RB211-524B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 96% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = EPR 1.35 (target AT airspeed 270 KTS)

Maintain 1,800 FPM ROC until after gear and flap retraction .... then increase ROC to 2,000
FPM and assume the following climb schedule ....

- Maintain 2,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 1,800 FPM
- 14,000 FT reduce ROC to 1,500 FPM
- 18,000 FT reduce ROC to 1,200 FPM
- 22,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 750 FPM
- 30,000 FT reduce ROC to 500 FPM
- 30,500 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 123 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 473
EPR = 1.33
N1 = 69.6%
TGT = 585
N3 = 83.8%
F/F = 6,744 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 479
EPR = 1.35
N1 = 71.2%
TGT = 591
N3 = 84.6%
F/F = 7,101 LBS (X3)

MACH 0.82 CRUISE

IAS = 314
MACH = 0.82
GS = 488
EPR = 1.36
N1 = 72.5%
TGT = 595
N3 = 85.2%
F/F = 7,381 LBS (X3)

MACH 0.83 CRUISE

IAS = 318
MACH = 0.83
GS = 490
EPR = 1.37
N1 = 74.7%
TGT = 699
N3 = 85.2%
F/F = 7,684 LBS (X3)

MACH 0.84 CRUISE

IAS = 323
MACH = 0.84
GS = 497
EPR = 1.37
N1 = 75.7%
TGT = 605
N3 = 86.3%
F/F = 8,069 LBS (X3)

MACH 0.85 CRUISE

IAS = 327
MACH = 0.85
GS = 502
EPR = 1.40
N1 = 77.4%
TGT = 609
N3 = 86.9%
F/F = 8,390 LBS (X3)

MACH 0.86 CRUISE

IAS = 332
MACH = 0.86
GS = 508
EPR = 1.43
N1 = 79.9%
TGT = 616
N3 = 87.8%
F/F = 8,803 LBS (X3)

MACH 0.87 CRUISE

IAS = 336
MACH = 0.87
GS = 514
EPR = 1.45
N1 = 81.8%
TGT = 622
N3 = 88.5%
F/F = 9,147 LBS (X3)

MACH 0.88 CRUISE

IAS = 340
MACH = 0.88
GS = 520
EPR = 1.47
N1 = 84.9%
TGT = 629
N3 = 89.6%
F/F = 9,620 LBS (X3)

MACH 0.89 CRUISE (reduced weight only) = ("MAXIMUM VELOCITY")

IAS = 346
MACH = 0.89
GS = 526
EPR = 1.53
N1 = 89.8%
TGT = 639
N3 = 91.1%
F/F = 10,090 LBS (X3)


============================================================================================


L1011-250 TRISTAR

3X RR RB211-524B-4 turbofan engines rated at 50,000 LBS thrust e/a

MGTOW = 510,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 1,766 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 96.8%
RIGHT = 100.0%
No payload adjustment = 51 LBS overload

PANEL = "L1011 STD INST RR RB211-524B"

TRIM = 15.0 units (gauge indication)
T/O FLAP SETTING = 14*
MAX T/O THRUST = EPR 1.55 / N1 96% (TOGA)
FLAP 14* RETRACT SPEED = 200 KIAS
FLAP 10* RETRACT SPEED = 215 KIAS
FLAP 4*/SLAT* RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = EPR 1.35 (target AT airspeed 270 KTS)

Maintain 1,800 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500
FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,000 FPM
- 14,000 FT reduce ROC to 1,800 FPM
- 18,000 FT reduce ROC to 1,500 FPM
- 22,000 FT reduce ROC to 1,200 FPM
- 26,000 FT reduce ROC to 1,000 FPM
- 30,000 FT reduce ROC to 750 FPM
- 30,500 FT reduce ROC to 500 FPM
- 30,700 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL310 CRUISE PERFORMANCE

Climb to FL310 = 127 miles

MACH 0.80 CRUISE

IAS = 305
MACH = 0.80
GS = 473
EPR = 1.33
N1 = 69.5%
TGT = 585
N3 = 83.8%
F/F = 6,750 LBS (X3)

MACH 0.81 CRUISE

IAS = 310
MACH = 0.81
GS = 479
EPR = 1.34
N1 = 71.3%
TGT = 591
N3 = 84.6%
F/F = 7,102 LBS (X3)

MACH 0.82 CRUISE

IAS = 316
MACH = 0.82
GS = 485
EPR = 1.36
N1 = 72.6%
TGT = 596
N3 = 85.2%
F/F = 7,388 LBS (X3)

MACH 0.83 CRUISE

IAS = 318
MACH = 0.83
GS = 490
EPR = 1.37
N1 = 74.0%
TGT = 605
N3 = 85.7%
F/F = 7,687 LBS (X3)

MACH 0.84 CRUISE

IAS = 323
MACH = 0.84
GS = 497
EPR = 1.39
N1 = 75.7%
TGT = 605
N3 = 86.3%
F/F = 8,071 LBS (X3)

MACH 0.85 CRUISE

IAS = 327
MACH = 0.85
GS = 502
EPR = 1.40
N1 = 77.3%
TGT = 609
N3 = 86.9%
F/F = 8,392 LBS (X3)

MACH 0.86 CRUISE

IAS = 332
MACH = 0.86
GS = 508
EPR = 1.43
N1 = 79.8%
TGT = 616
N3 = 87.8%
F/F = 8,809 LBS (X3)

MACH 0.87 CRUISE

IAS = 336
MACH = 0.87
GS = 513
EPR = 1.45
N1 = 82.0%
TGT = 621
N3 = 88.5%
F/F = 9,150 LBS (X3)

MACH 0.88 CRUISE

IAS = 341
MACH = 0.88
GS = 519
EPR = 1.48
N1 = 84.9%
TGT = 629
N3 = 89.6%
F/F = 9,625 LBS (X3)

MACH 0.89 CRUISE (reduced weight only) = ("MAXIMUM VELOCITY")

IAS = 346
MACH = 0.89
GS = 526
EPR = 1.51
N1 = 88.4%
TGT = 636
N3 = 90.7%
F/F = 10,012 LBS (X3)


5.01: L1011 GENERAL INFORMATION

V-speeds

Weight V1 VR V2 | V1 VR V2
Pounds KIAS KIAS KIAS KIAS KIAS KIAS
520,000 | 164 169 176 | 161 166 174
500,000 | 160 165 173 | 157 162 171
480,000 | 156 161 170 | 154 159 167
460,000 | 152 157 166 | 149 155 164
440,000 | 148 153 162 | 145 151 160
420,000 | 144 149 159 | 141 147 156
400,000 | 140 145 155 | 137 142 153
380,000 | 136 140 152 | 133 137 149
360,000 | 131 135 147 | 129 134 145
340,000 | 126 130 143 | 129 134 145
320,000 | 124 126 139 | 129 134 145
300,000 | 124 124 135 | 129 134 145
280,000 | 124 124 135 | 129 134 145
260,000 | 124 124 135 | 129 134 145


Mark C
AKL/NZ