HJG CV880/990 Panels installation & Handling Notes

[aerofoto - HJG Admin]

CV880 & CV990 INSTALLATION & HANDLING NOTES # 1

UPDATED: December 9th 2022.




1.00: "HJG CV880 & CV990 PROJECT INFORMATION".

We are grateful to Bee WALDRON for modeling the CV880 and CV990 family of aircraft for HJG.

We are grateful to Erik CANTU for modeling the CV990 aircraft for HJG.

We are also grateful to Marco BALZAROTTI and Steve WEIHER for our current line of CV880 and CV990 panels .... and to George CARTY for his dedication to improving these CV880 and CV990 panels.

Other folk whom must also be acknowledged for their invaluable contributions to this DC-8 project are ....


- Mark CRANSTON
- Mike MONCE
- Benoit PLAMONDON
- Michael VERLIN (RIP)


"THANK YOU" everyone


**** HISTORICAL NOTES ****

The CV880 and CV990 were conceived by GENERAL DYNAMICS as high speed luxury jetliners. Both entered airline service during the early 1960's. GD had already eestablished a respectable reputation for developing some of the worlds fastest military jet interceptors .... of the 1950's. Benefiting from this technical expertise it was intent upon breaking into the world market for first generation civil jetliners .... much to the initial concern of both BOEING and DOUGLAS. GD correctly recognized existence of a "niche market" .... airlines seeking edges over competitors by introducing faster aircraft types and PAX willing to pay more for the privilege of quicker/shorter point-to-point services .... a concept CONCORDE successfully proved over some 20 years and more than a decade later. Whilst GD had gained significant experience in the field of military aircraft development it lacked such in regard to civil aircraft and the realities of "airline operating economics" .... in regard jet equipment in particular. Its CV880 and CV990 were both considerably faster than the B707 and DC-8 (the CV880 being capable of up to MACH 0.88 cruise .... and the CV990 being capable of up to MACH 0.97 cruise) .... but .... both aircraft types were smaller than those of their competitors. The speed advantages of both the CV880 and CV990 only became a reality at the undesirable expense of dramatically increased fuel burn rates, significantly impaired high-speed range capabilities (in the case of the CV990), and the much lower payload capability of these "expensive-to-operate" aircraft .... precisely what major airlines around the world neither wanted nor needed. This therefore dramatically limited appeal of these aircraft to just a few operators only .... at the time of their service availability. Only 65 CV880's and 37 CV990's were ever produced by GD. It's development and production of both aircraft types resulted in losses exceeding $425 million (the greatest recorded loss in corporate history at the time) prior to production then ceasing during 1962. Despite being a commercial failure the few examples of both aircraft types produced earned "a very favorable reputation among most aircrew flying them .... and among PAX whom flew aboard them". Whilst the CV990 failed to meet its "original" airspeed/range/payload guarantees, the CV880 did establish numerous in-service point-to-point speed records over US domestic routes .... many of which remain unbroken to this day. Whilst operating economics forced early withdrawal of most of these aircraft from fleets of major operators during the early 1970's, a number were acquired by specialist air carriers during the 1970's and 80's .... the last of which was retired from service during the mid 1990's. Enjoy reliving/simulating the CV880 and CV990 service era using HJG simulations of these classic first generation civil jetliners.


1.01: "INTRODUCTION".

It is important to appreciate there is no such thing as a standard CV880 or CV990 aircraft.

CV880 and CV990 aircraft differ in terms of their size, engine power ratings, and certified weights, as well as in regard to other post production technical improvements/modifications.

Most previously released CV880 and CV990 simulations focus on just a number of specific engine and weight related configurations for each class of these aircraft. The CV880 and CV990 flight line offered by HJG now represents each of the most common production versions as well as some of the most major post production modifications applied to this family of aircraft.

PLEASE NOTE: HJG CV880 AND CV990 AIRCRAFT BASE PACKS, AND SMOKE EFFECTS, ARE FS2004 COMPATIBLE AND FSX PORTABLE.

ALL INSTALLATION PROCEDURES DRAFTED WITHIN THESE NOTES ARE FS2004 SPECIFIC. FSX USERS MUST REFER TO THE "FSX" SPECIFIC INSTALLATION INSTRUCTIONS WHICH ACCOMPANY EACH FILE.

PLEASE NOTE ALSO: THESE CV880 AND CV990 PANELS MAY NOT WORK AS INTENDED IF USED WITH NON-HJG SUPPLIED MODEL AND FDE COMBINATIONS.


1.02: "HJG CV880 & CV990 PROJECT DESCRIPTION".

The HJG CV880 and CV990 project is composed of each of the following essential elements ....


- Aircraft Base Pack files (including FDE and 3D models)
- Aircraft Panels and Panel Gauges/Core Files
- Aircraft Textures
- Smoke Effects
- Sound Packs


1.03: "CV880 & CV990 SERIES/AIRCRAFT VERSIONS".

The HJG CV880 and CV990 project is composed of each of the following major aircraft versions ....


CV880 & CV880-M

- CV880-22 SHIP ONE 1960 (demonstrator with nose probe)


- CV880-22 (production aircraft version)


- CV880-22F AIRLIFTER (pure freighter)


- CV880-22M (modified production aircraft version)


- CV880-22MF AIRLIFTER (pure freighter)



CV990 & CV990-A

- CV990 30-5 (original production AMERICAN AIRLINES configuration)


- CV990 30-6 (original production SWISSAIR/SAS configuration)


- CV990A 30-5 (modified AMERICAN AIRLINES configuration)


- CV990A 30-6 (modified SWISSAIR/SAS configuration)


- CV990A 30-8 (modified VARIG BRZILIAN AIRLINES configuration)



PLEASE NOTE: The "CV880-22 SHIP ONE 1960" reference is not standard CONVAIR/GENERAL DYNAMICS aircraft type nomenclature and is used for reasons of "convenience" only .... in order to differentiate this particular aircraft version, but, is otherwise authentic and in accordance with historical CV880-22 aircraft type references.


1.04: "CV880 & CV990 SERIES V5.4 WEIGHT/LOAD CONFIGURATION ENGINE TYPE & THRUST DESCRIPTIONS".

The HJG CV880 and CV990 project is composed of each of the following major aircraft/engine type and weight configurations ....


- CV990-22 SHIP ONE GE CJ805-3 turbojet engines 11,200 LBS thrust - MGTOW 184,500 LBS - PAX configuration
- CV880-22 GE CJ805-3 turbojet engines 11,200 LBS thrust - MGTOW 184,500 LBS - PAX configuration
- CV880-22F AIRLIFTER GE CJ805-3 turbojet engines 11,200 LBS thrust - MGTOW 273,000 LBS - cargo configuration

- CV880-22M GE CJ805-3B turbojet engines rated at 11,650 LBS thrust - MGTOW 193,500 LBS - PAX configuration
- CV880-22MF AIRLIFTER GE CJ805-3B turbojet engines rated at 11,650 LBS thrust - MGTOW 193,500 LBS - cargo configuration

- CV990 30-5 GE CJ805-23 Aft-Fan fanjet engines 15,870 LBS thrust - MGTOW 239,200 LBS - PAX configuration
- CV990 30-6 GE CJ805-23 Aft-Fan fanjet engines 16,070 LBS thrust - MGTOW 243,600 LBS - PAX configuration

- CV990A 30-5 GE CJ805-23 Aft-Fan fanjet engines 15,870 LBS thrust - MGTOW 244,200 LBS - PAX configuration
- CV990A 30-6 GE CJ805-23 Aft-Fan fanjet engines 16,070 LBS thrust - MGTOW 248,600 LBS - PAX configuration
- CV990A 30-8 GE CJ805-23 Aft-Fan fanjet engines 16,070 LBS thrust - MGTOW 253,000 LBS - PAX configuration


PLEASE NOTE: Different aircraft weight and engine thrust configurations result in performance variations.


1.05: "CV880 & CV990 AIRCRAFT TYPE/PANEL VERSIONS".

The HJG DC-8 project is composed of each of the following major aircraft panel versions ....


- CV880-22 panel


- CV880-22M panel


- CV990 panel


- CV990 INS panel



The CV880-22 panel (only) features engine gauges calibrated for GE CJ805-3 turbojet engine performance.

The CV880-22M panel (only) features engine gauges calibrated for GE CJ805-3B turbojet engine performance.

The CV990 panel (only) features engine gauges calibrated for GE CJ805-23 Aft-Fan fanjet engine performance (a GE CJ805-23B Aft-Fan fanjet engine version panel is not currently offered).

The CV990 INS panel (only) features engine gauges calibrated for GE CJ805-23 Aft-Fan fanjet engine performance (a GE CJ805-23B Aft-Fan fanjet engine INS panel version is not currently offered).

All CV880 and CV990 panels feature a KLN90-B GPS navigation system

Some of these panels may look similar, but, each differs in respect of its configuration and/or period instrument standard. Each aircraft type panel must be used with the correct corresponding Aircraft Base Pack version or performance issues "WILL" result. SEE SECTION 1.10 (below) for the correct Aircraft Base Pack/Panel assignments.


1.06: "CV880 & CV990 MODEL REPRESENTATION".

The HJG CV880 and CV990 project is composed of each of the following major 3D aircraft model configurations ....


- CV880-22 SHIP ONE 1959 - MODEL (text/demonstrator version with nose probe, animated DOOR 1L, and mobile boarding stairs)
- CV880-22 - MODEL (production PAX version with animated DOOR 1L and mobile boarding stairs)
- CV880-22F AIRLIFTER - MODEL (freighter conversion of original PAX aircraft aircraft with animated DOOR 1L and port side main deck cargo door and moveable pallets)

- CV880-22M - MODEL (modified production PAX version with animated DOOR 1L, mobile boarding stairs, and LE flaps)
- CV880-22MF AIRLIFTER - MODEL (freighter conversion of modified PAX aircraft with animated DOOR 1L and port side main deck cargo door and moveable pallets .... LE flaps FDE modeled only)

- CV990 - MODEL (original production version)

PLEASE NOTE: The current CV880-22MF AIRLIFTER 3D model (only) currently lacks animated LE flaps, but, these features "ARE" modeled into its FDE. The current CV880-22M PAX version 3D model "DOES" feature LE flap animations.

PLEASE NOTE ALSO: The CV990 3D model represents the original production/pre-modification aircraft version .... at this time we are unable to provide a true CV990-A 3D model (with modified engine pylons and nacelles), but, the FDE for each sub version of these aircraft "IS" otherwise correct.


"CV880 & CV990 MODEL ANIMATIONS"

HJG CV880 and CV990 models feature the following special animations ....


All HJG supplied PAX version CV880 and CV990 models feature animated DOOR 1L main exits.


CV880




CV990





All HJG supplied PAX version CV880 models (only) feature animated DOOR 1L exit mobile boarding stairs.





PLEASE NOTE: The CV990 aircraft model "DOES NOT" feature animated DOOR 1L exit mobile boarding stairs.


All HJG supplied freighter version CV880 models feature animated port side forward fuselage main deck cargo doors.







All HJG supplied freighter version CV880 models feature moveable cargo inside the open port side forward fuselage main deck cargo doors.





All HJG supplied CV880 and CV990 models feature animated engine wing flaps, airlerons, spoilers. and elevators,


CV880


CV990



The HJG supplied CV880-22M (only) and CV990 models feature animated wing LE flaps.


CV880-M (only)


CV990



PLEASE NOTE: The Rudder and Nose Gear steering animation for all HJG CV880 nd CV990 models "ARE" (intentionally) linked. On the ground both Nose Gear steering and Rudder animations respond fully and "together" in accordance with control input. Engaging the YD on the ground will restrict both rudder and Nose Gear steering axis though .... and impair ground manouverability. "DO NOT" engage YD on the ground. Inflight the Rudder animation responds fully in accordance to control input .... but .... when either the AP or YD are engaged then Rudder axis will be restricted.


All HJG supplied CV990 models (only) feature animated engine thrust reversers.







PLEASE NOTE: The thrust reverser mechanism on CV880 aircraft is an internal feature of the engines with no obvious extrernal evidence.


All HJG supplied CV880 and CV990 models feature retractable under wing landing lights (engaged per HJG CV880 panel switch selections only).


CV880


CV990



PLEASE NOTE: The above referenced animations are activated using the following standard MSFS keyboard commands which "DO NOT" require being assigned within the FS OPTIONS/CONTROLS/ASSIGNMENTS menu ....


- Keyboard commnd / (back-slash) .... extends/retracts the wing spoilers.

- Keyboard command F7 extends the wing flaps "incrementally".

- Keyboard command F8 sets full flaps.

- Keyboard command F6 retracts the wing flaps "incrementally".

- Keyboard command F5 sets flaps fully retracted.

- Keyboard command F2 .... engages reverse thrust on all CV880 and CV990 models.

- Keyboard command F1 .... disengages reverse thrust on all CV880 and CV990 models (reverse thrust can also be more gently disengaged by constant/repeated depressing of the F3 keyboard command).

- Keyboard commands SHIFT + E .... opens/closes the port side Door 1L main exit (only) on all CV880 and CV990 models.

- The WINGFOLD Keyboard commands .... moves the mobile boarding stairs to/back from the open DOOR 1L main exit on all PAX version CV880 models only.

- Keyboard commands SHIFT + E + 2 .... opens/closes the port side forward fuselage main deck cargo door on all freighter version CV880 models only.

- The WINGFOLD Keyboard commands .... moves the cargo pallets forward/back from the open port side forward fuselage main deck cargo door on all freighter version CV880 models only.


PLEASE NOTE: The WINGFOLD/UNFOLD keyboard commands must be "manually assigned" within FS OPTIONS/CONTROLS/ASSIGNMENTS


1.07: "CV880 & CV990 GENERAL INSTALLATION INFORMATION".

Installation of all HJG supplied CV880 and CV990 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 download or difficulties may result.

EACH OF THE CV880 and CV990 PANELS MUST BE USED WITH THE CORRECT AIRCRAFT BASE PACK VERSION OR PROBLEMS "WILL" RESULT.

IT IS STRONGLY RECOMMENDED THAT THE FOLLOWING AIRCRAFT BASE PACK/PANEL/SOUND PACK ASSIGNMENTS BE STUDIED AND UNDERSTOOD PRIOR TO THE INSTALLATION OF ANY OF THESE FILES. DOING THIS WILL AVOID MISUNDERSTANDINGS/PROBLEMS AND WILL BE PROMOTING OF GREATER OVERALL ENJOYMENT USING THESE SIMULATIONS.


1.08: "CV880 & CV990 AIRCRAFT BASE PACK INSTALLATION" (default FS2004 only procedures).

Each HJG supplied CV880 and CV990 Aircraft Base Pack file must be installed inside the FS2004 "AIRCRAFT" folder.

Each HJG supplied CV880 and CV990 Aircraft Base Pack file is composed the following essential elements ....


- MODEL/s (folder/s)
- PANEL (folder .... aliased to default MSFS B737-400 Panel)
- SOUND (folder .... aliased to default MSFS B737-400 Sound)
- AIRCRAFT.CFG (file)
- AIR.FILE (file)
- INSTALLATION INSTRUCTIONS (document)
- HJG EULA (document)


All CV880 and CV990 Aircraft Base Pack files are available from the HJG "CV880, CV880-M, CV880-F, CV990, and CV990-A downloads pages.

All, or any combination of, HJG supplied CV880 and CV990 Aircraft Base Packs can be installed within FS without the risk of any conflicts whatsoever.

PLEASE NOTE: Separate FS2004 and FSX specific AIRCRAFT.CFG FILES are contained within each HJG supplied CV880 and CV990 Aircraft Base Pack file.

PLEASE NOTE ALSO: The AIR.FILE data provided within each HJG supplied CV880 and CV990 Aircraft Base Pack file is dual FS2004 and FSX compatible.


1.09: "CV880 & CV990 PANEL INSTALLATION" (default FS2004 only procedures).

Each HJG supplied CV880 and CV990 Panel file should be installed inside the FS2004 "FSFSCONV" folder.

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

The PANEL.CFG file contained inside the default Panel folder supplied with each DC-8 Aircraft Base Pack file must be aliased to the FSFSCONV folder and the appropriate CV880 or CV990 aircraft type panel .... as per either of the following specimens ....


[fltsim]
alias=FSFSConv\panel.cv880

or ....

[fltsim]
alias=FSFSConv\panel.cv880m

or ....

[fltsim]
alias=FSFSConv\panel.cv990a

or ....

[fltsim]
alias=fsfsconv\panel.cv990a-ins


It is recommended the above panel ALIAS= data (for each individual aircraft/panel version) be "copied & pasted" directly to the default PANEL.CFG file for each corresponding aircraft type version in order to avoid potential for typographical errors that will result in these panels not then displaying with the selected/installed simulation.

The entire contents (only) of the CONVAIR Panel Gauges/Core Files "CONVAIR PANEL GAUGES" container (2X files only) must be installed inside the FS2004 "GAUGES" folder.

The entire contents (only) of the CONVAIR Panel Gauges/Core Files "CONVAIR PANEL SOUNDS" container (20 X individual WAV samples) 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 inside each aircraft base pack file).

PLEASE NOTE: Some CONVAIR PANELS SOUNDS elements are the same as those used by the HJG DC-8 Panels .... select "OK/YES" in response to any/all overwrite warning prompts.

Failure to perform either of the above steps correctly "WILL" result in these CV880 and CV990 panels either not displaying, displaying with missing instruments/gauges, or otherwise not working correctly.

All CV880 and CV990 panels are available from the "CONVAIR PANELS" section of the HJG downloads page.

"CV880 AND CV990 AIRCRAFT BASE PACK/PANEL ASSIGNMENTS"


- CV880-22 - use CV880 22 panel
- CV880-22F AIRLIFTER - use CV880 22 panel
- CV880-22M - use CV880 22M panel
- CV880-22MF AIRLIFTER - use CV880 22M panel
- CV990 30-5 - use CV990-A panel
- CV990 30-6 - use CV990-A panel
- CV990-A 30-5 - use CV990-A panel .... or CV990-A INS panel
- CV990-A 30-6 - use CV990-A panel .... or CV990-A INS panel
- CV990-A 30-8 - use CV990-A panel .... or CV990-A INS panel


PLEASE NOTE: use each CV880 and CV990 Aircraft Base Pack file with the above recommended CV880 and CV990 aircraft type panel version or difficulties may result.

PLEASE NOTE ALSO: All, or any combination of, these CV880 and CV990 panels can be installed within FS without the risk of any conflicts whatsoever.

ALL HJG supplied CV880 and CV990 panels are equipped with a functional WX Radar sub panels .... or combo WX Radar/INS sub panels.

PLEASE NOTE: A licensed or unlicensed version of Pete DOWSON's FSUIPC module is required in order for the WX Radar to be able to function. Take care to select, download, and install either an FS2004 or FSX specific version of FSUIPC in accordance with ones FS version of choice.

PLEASE NOTE ALSO: The HJG supplied CV880 and CV990 panels "DO NOT" feature a suite of interior flight deck views.

PLEASE NOTE ADDITIONALLY: The following sub-panel views are activated/deactivated using panel located sub panel selection icons or the following SHIFT (+ number) keyboard commands ....


- SHIFT + 1 = activate/deactivate Main Panel
- SHIFT + 2 = activate/deactivate Radio Stack sub panel
- SHIFT + 3 = activate/deactivate Overhead sub panel
- SHIFT + 4 = activate/deactivate Center Pedestal sub panel
- SHIFT + 5 = activate/deactivate Auto-Pilot sub panel
- SHIFT + 6 = activate/deactivate Wiskey Compass sub panel
- SHIFT + 7 = activate/deactivate WX Radar or combine WX Radar with INS sub panel


1.10: "CV880 & CV990 SOUND PACKS INSTALLATION" (default FS2004 only procedures).

All HJG supplied CV880 and CV990 sound packs must be installed inside the recommended Aircraft Base Pack folder in order to ensure optimum audio playback quality. These sound packs are compiled in accordance with FDE data. These sound packs are intended to replace the default Sound folders (aliased to the MSFS B737 sounds) supplied with each DC-8 Aircraft Base Pack file.

2 customized sound pack versions are offered for use with all HJG supplied CV880 and CV990 simulations as follows ....


- CV880 GE CJ805 turbojet engine sound pack
- CV990 GE CJ805 Aft-Fan fanjet sound pack


Each of the above sound packs are compiled as separate FS2004 and FSX specific files. Use "FS9" prefixed sound acks with FS2004 installations only.
Use "FSX" prefixed sound packs with FSX installations only.

All CV880 and CV990 sound packs are available from the "CONVAIR SOUNDS" section of the HJG downloads page.

These sound packs may be used with non-HJG supplied CV880 and CV990 simulations, but, will not work properly "unless HJG compiled FDE (both the CFG and AIR.FILE data) is used with these other simulations". Each of these sound packs are compiled on the basis of HJG supplied FDE parameters. HJG compiled FDE (CFG files principally) may require further editing in order become fully compatibility with other/non-HJG supplied CV880 and CV990 simulations. HJG "CANNOT" provide assistance/support for any of these files when used with non-HJG simulations.

RECOMMENDED FS AUDIO/SOUND SLIDER SETTINGS

These settings can vary according to both audio equipment and personal preference. For optimum playback quality the following FS2004 based OPTIONS/SETTINGS/SOUND sound slider settings are recommended for use with each of the 7 current HJG hosted DC-8 Sound packs ....


- "ENGINES" = 45%
- "cockpit = 60%
- "ENVIRONMENT" = 100%


Experiment with the above recommended settings first .... and be prepared to adjust these settings in accordance with audio hardware capabilities and personal preference.


"CV880 AND CV990 AIRCRAFT BASE PACK/SOUND PACK ASSIGNMENTS"


- CV880-22 - use CV880 GE CJ805 turbojet engine sound pack
- CV880-22F AIRLIFTER - use CV880 GE CJ805 turbojet engine sound pack
- CV880-22M - use CV880 GE CJ805 turbojet engine sound pack
- CV880-22MF AIRLIFTER - use CV880 GE CJ805 turbojet engine sound pack
- CV990 30-5 - use CV990 GE CJ805 Aft-Fan fanjet sound pack
- CV990 30-6 - use CV990 GE CJ805 Aft-Fan fanjet sound pack
- CV990-A 30-5 - use CV990 GE CJ805 Aft-Fan fanjet sound pack
- CV990-A 30-6 - use CV990 GE CJ805 Aft-Fan fanjet sound pack
- CV990-A 30-8 - use CV990 GE CJ805 Aft-Fan fanjet sound pack


Do not use the wrong aircraft/engine type sound pack with the wrong aircraft base pack version.

Do not use the wrong FS version sound pack with the wrong FS version.

PLEASE NOTE: In order for these new sound packs to work as desired the HJG supplied CV880 and CV990 Aircraft Base Packs" must be installed (these sound packs will not work properly unless the latest HJG supplied base packs are installed .... and .... all contents of the HJG supplied "CONVAIR PANELS GAUGES/CORE FILES V2.3" files are also correctly installed. The panel gauges/core files, aircraft base pack files, and these new sound packs also are designed to interact with each other.

PLEASE NOTE ALSO: Use each CV880 and CV990 Aircraft Base Pack version with the above recommended CV880 and CV990 Sound pack versions.

PLEASE NOTE ADDITIONALLY: All, or any combination of, these CV880 and CV990 sound packs can be installed within FS without any risk of audio conflicts.


1.11: "CV880 & CV990 SMOKE EFFECTS" (default FS2004 only procedures).

- HEAVY SMOKE EFFECT (CV880 only)


- STANDARD SMOKE EFFECTS (CV990 only)



All HJG CV880 and CV990 Aircraft Base Packs are configured to use HJG supplied CV880 and CV990 smoke effects files.

All CV880 and CV990 smoke effects files are currently available from the "AIRCRAFT EFFECTS" downloads section on the HJG website.

All HJG supplied smoke effects must be installed inside the FS9/FS2004 "EFFECTS" folder .... in accordance with accompanying installation instructions.

PLEASE NOTE: When used with HJG supplied CV880 and CV990 panels (only) these smoke effects are "auto-generating" at high engine RPM.

PLEASE NOTE ALSO: If using non-HJG supplied CV880 and CV990 panels with these simulations then these smoke effects must be "manually toggled" ON/OFF using the standard FS keyboard "I" smoke command.


1.12: "CV880 & CV990 TEXTURE FILES" (default FS2004 only procedures).

HJG offer an extensive inventory of airline/operator liveries for each of its CV880 and CV990 simulations. This selection is constantly growing with most HJG website updates. HJG´s selection of CV880 and CV990 liveries/textures represent a wide range of both classic and lesser known airlines/operators spanning the 1950´s, 60's, 70´s, 80´s, and 90´s era.

Each HJG supplied CV880 and CV990 Texture folder must be installed inside the Aircraft Base Pack folder for that particular CV880 and CV990 aircraft subject. The text content of the ADD TO AIRCRAFT file which accompanies each Texture folder must be copied & pasted to the AIRCRAFT.CFG file contained within the Aircraft Base Pack folder and the FLTSIM.XX header .... located at the top of each ADD TO AIRCRAFT component .... edited to read "FLTSIM.0" or otherwise edited to read in strict numerical sequence following the last texture entry to that particular AIRCRAFT.CFG file and these edits then "saved".

All HJG supplied CV880 and CV990 textures are aircraft type specific and must be used with the correct corresponding Aircraft Base Pack models as follows or display issues "WILL" result ....


- Use CV880-22 textures with CV880 Aircraft Base Packs only.
- Use CV880-22F AIRLIFTER with CV880-22 AIRLIfTER Aircraft Base Packs only.
- CV880-22M textures with CV880-22M Aircraft Base Packs only.
- CV880-22MF AIRLIFTER textures with CV880 22MF Aircraft Base Packs only.
- CV990 30-5 textures with CV990 50-5 Aircraft Base Packs only.
- CV990 30-6 textures with CV990 50-6 Aircraft Base Packs only.
- CV990-A 30-5 textures with CV990-A 50-5 Aircraft Base Packs only.
- CV990-A 30-6 textures with CV990-A 50-6 Aircraft Base Packs only.
- CV990-A 30-8 textures with CV990-A 50-8 Aircraft Base Packs only.


Select ones texture/s of choice and note this will then determine which particular Aircraft Base Pack/s are required.

PLEASE NOTE: The HJG CV990 (only) Texture Downloads pages have yet to be precisely defined in regard to their specific aircraft type/series designations. In order to easily determine precisely which textures should be used with each CV990 aircraft base pack refer to the "CV990 WHICH TEXTURE & WHICH BASE PACK" document included within each CV990 Aircraft Base Pack .... or .... use following linked HJG forum base "CV880 & CV990 TEXTURE INVENTORY" ....


{b]"HJG CV880 & CV990 TEXTURE INVENTORY"[/b]
tonymadgehjg.proboards.com/thread/6299/hjg-cv880-cv990-texture-inventory


All CV880 and CV990 textures are available from the HJG "CV880, CV880-M, CV990, and CV990-A" downloads pages.


1.13: "CV880 & CV990 EASIER IDENTIFICATION - MSFS AIRCRAFT SELECTION MENU"

This information is "purely optional" on the part of the end user.

All HJG CV880 and CV990 subjects will/should (by default) be displayed within the MSFS Aircraft Selection Menu in accordance with the following
designations ....


- CV880-22
- CV880-22F
- CV880-22M
- CV880-22MF
- CV990
- CV990
- CV990-A


These designations are governed by the information edited into the "UI MANUFACTURER" data line (which for these aircraft subjects will always read "CONVAIR") and then the "UI TYPE" data line (which for these aircraft subjects will always read "CV880" and "CV990" .... followed by the individual aircraft series/type name) within the texture/FLTSIM.XX component of any AIRCRAFT.CFG file.

PLEASE NOTE: The MSFS Aircraft Selection Menu designations for each of these CV880 and CV990 aircraft subjects can be made to read more specifically in accordance with their Aircraft Base Pack/aircraft type names/configurations .... "if desired". Given the variety of CV880 and CV990 aircraft types offered by HJG .... and the performance variations associated with most of these aircraft types also .... then this is (perhaps) not a silly idea and may be easily accomplished. Simply edit the "UI TYPE" data line to read in accordance with actual aircraft type/series designations as follows ....


UI TYPE=CV880-22
UI TYPE=CV880-22F AIRLIFTER
UI TYPE=CV880-22M
UI TYPE=CV880-22MF AIRLIFTER
UI TYPE=CV990 30-5
UI TYPE=CV990 30-6
UI TYPE=CV990-A 30-5
UI TYPE=CV990-A 30-6
UI TYPE=CV990-A 30-8


The above aircraft type/series designations .... when applied to the "UI TYPE" data line component of any AIRCRAFT.CFG file .... will then force the MSFS Aircraft Selection Menu to display each of these simulations strictly in accordance with its stated manufacturer and specific aircraft type/series destination .... thereby clarifying the precise configuration of each subject.

This recommendation also then enables greater ease of reference to the Basic Flying Guide information for each individual CV880 and CV990 aircraft simulation .... should one desire to use these references.


1.14: "CV880 & CV990 KNOWN ISSUES".

Some "VERY MINOR" issues are known to exist among the HJG hosted CV880 and CV990 simulations .... HOWEVER .... the end user is not, in any way, disadvantaged by any of these. The minor issues which are known to exist are as follows ....


- It's acknowledged that he SHIFT + E + 2 keyboard commands required to open/close the animated port side forward fuselage main deck cargo doors on all HJG supplied CV880-22F AIRLIFTER and CV880-22MF AIRLIFTER models is known to function temperamentally "on some systems only". In the event of any difficulties being experienced with this particular animation there "IS" a very easy and effective non-HJG supplied solution in the form of the following recommended FS.COM hosted "RCB SELECTION CORRECTION" gauge/utility ....

Name: rcbse-10.zip
Size: 6,556 Date: 07-04-2005

FS2004 Gauges--Selection Correction Gauge. Does one of these problems sound familiar? 1. In my multi-engine aircraft, suddenly the throttle controller only works for engine 1. 2. In an aircraft that has an Exit-2, Exit-2 cannot be closed/opened by typing (default keys) the key sequence Shift-E 2 (instead Exit-1 opens/closes). If so, adding this invisible gauge to your panel should solve these problems. Easy to install, and fully documented. By Rob Barendregt

Download and the above recommended gauge/utility and install it strictly in accordance with its accompanying instructions .... and no cargo door animation issues should ever again result using the cited combination of SHIFT + E + 2 keyboard commands.


- During AP controlled flight the AP TURN knob (labelled "TURN") when selected "DOES NOT" turn these CV880 and CV990 simulation smoothly in accordance with any desired setting .... there is "nothing" we can do in order to fix this very minor issue. For perfectly smooth heading/course adjustments, during AP controlled flight, it is recommended that the AP Mode Selector switch be set to its "HDG SEL" detente first .... then .... all heading/course related adjustments effected using the HDG cursor knob associated with the HSI gauge.


- The FD in the HJG supplied CV880 and CV990 panels works using AP HDG SEL mode but does not function when using either AP VOR/LOC and ILS modes.


- Due to the manner in which the current CV990 3D model is texture mapped (HJG did not compile this model) is is not possible to apply aircraft registrations to wing surfaces among any of the offered textures.


- Using the CV990 panel/s and 3D model only. When the panel Landing Lights are selected "ON" this action also then activates both the Taxi and Anti-Collision Lights too. The Anti-Collision lighting switch in the CV990 panels (only) cannot independently engage the Anti-Collision lighting. This is a limitation associated with compilation of the CV990 3D model only .... there is "nothing" we can do in order to fix this very minor issue. This advisory does not apply to the CV880 panels/3D models.


"PLEASE" .... do not contact us in regard to the above-mentioned issue. HJG may, in time, be able to rectify these issues. Once again .... each of these particular issues is "EXTREMELY MINOR" and "WILL NOT" impair one enjoyment of any of these otherwise fine simulations.


1.15: A FEW FINAL WORDS.

It is important to appreciate the HJG supplied CV880 and CV990 simulations represent some fairly complex FS engineering.

Each file has been individually checked for its functionality prior to uploading.

Each file was noted to perform "FINE" (with exception of the above referenced "KNOWN ISSUES" observations) .... or it simply would not be uploaded here.

Despite this and HJG's endeavour to provide the best possible classic/historic jetliner "FREEWARE", it is not inconceivable that some oversights might have occurred, or, that difficulties might be encountered by some .... perhaps due only to the extensive variability among PC systems today rather than end user or product faults.

HJG will try to assist troubleshooting any reported issues that might arise, but "kindly understand" that whatever occurs on one PC system "may not be universally experienced". Any issues arising using these CV880 and CV990 simulations should be reported on the "CONVAIR AIRCRAFT SUPPORT" page of the HJG forum.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

CV880 & CV990 INSTALLATION & HANDLING NOTES # 2

UPDATED: December 9th 2022.




CV880-22 & CV880-22M PANEL/INSTRUMENT DESCRIPTIONS

Please read the following panel description carefully.

This is essential in order to understand the differences between each CV880 panel version as well as some of their gauges functions. Whilst some of these panels may, at first, look similar, no 2 HJG supplied CV880 panel versions are alike in respect of their layout/the instrumentation represented in each or the performance of most of these simulations either. Each panel version is aircraft type, or group, specific and "MUST" be used with the correct CV880 aircraft type base pack/s .... or performance issues "WILL" result.


CV880-22 MAIN PANEL (primary instruments section)



The Main Panel primary instrument section features all of the instrumentation described below and which each function as follows ....

- A Turn Co-ordinator/Inclinometer gauge is also located within the extreme middle left section of the Main Panel.

- A red AP Disengaged warning lamp is located at the extreme top left section of the Main Panel. This lamp will illuminate and flash repeatedly when the AP is disengaged .... left mouse clicking on this lamp cancels this visual warning indication.

- The ASI gauge is located within the upper left section of the Main Panel .... below the AP Disengaged warning lamp. The small selector knob, located outside the bottom left rim of this instrument, can be used to adjust/set the red airspeed bug featured within the rim of this particular gauge .... left mouse-clicking either left or right sides of this selector knob advances (+ or - respectively) the red airspeed bug around the inside rim of the IAS gauge. Each of the 4 white airspeed bugs, featured within the upper right rim of this particular instrument, can also be "manually" adjusted/set in accordance with the necessary V-REF settings .... left mouse-clicking about the 1 oclock rim of the IAS gauge advances (+ or - respectively) the first airspeed bug .... left mouse-clicking about the 2 oclock rim of the IAS gauge advances (+ or - respectively) the second airspeed bug .... left mouse-clicking about the 4 oclock rim of the IAS gauge advances (+ or - respectively) the third airspeed bug .... left mouse-clicking about the 5 oclock rim of the IAS gauge advances (+ or - respectively) the fourth airspeed bug .... as required.

- A Mach Meter gauge is located within the center left section of the Main Panel .... below the IAS gauge.

PLEASE NOTE: MACH velocity should be prioritized over IAS/KIAS indications at altitudes in excess of 20,000 FT.

- A bank of 6 sub panel selection switches are also located within the extreme lower center section of the Main Panel .... below Mach Meter gauge. These each activate/deactivate a particular sub panel view when selected. In order of their presentation, from left to right, these are each labelled and activate/deactivate the following sub panel views ....

"RDO" = Radio Stack.
"OVH" = Overhead Panel.
"PED" = Center Pedestal.
"AP" = Autopilot.
"CP" = Standby Wiskey Compass.
"RDR" = Weather Radar and Transponder Radio.

- A pair of Hydraulics Pressure gauges (relating to Air Brake Pressure and Hydraulic Brake Pressure) are located within the extreme lower left section of the Main Panel .... these 2 gauges are "cosmetic" and display "static" indications of 2,800 and 3,000 PSI each.

- A cluster of 4 lamps are also located within the extreme upper left section of the Main Panel. In order of their presentation, from left to right, these are a blue Spoilers Extended warning lamp (this lamp will illuminate in response to Spoiler deployment); an orange Glide Slope warning lamp (this lamp will illuminate in response to any auto-generated "GLIDE-SLOPE" call out when the simulation is excessively above, or below, an ILS/GS signal during ILS/GS coupled approaches to landing); an amber Overspeed warning lamp (this lamp will illuminate in response to any Overspeed detection and also auto-trigger the Stick Shaker; and a yellow Altitude Alert warning lamp (this lamp illuminates briefly in response to the auto-triggered altitude alert tone when approaching to within 1,000 FT of any pre-selected target altitude value entered into the Altitude Selector gauge .... and similarly also in response to any pre-selected target altitude being exceeded by 200 FT).

- A bank of 3 small lamps representing Outer, Middle, and Inner Marker indications are also located within the upper center left section of the Main Panel .... below the Spoiler, Glide Slope, Overspeed, and Altitude Alerter lamps.

- An AI gauge is located within the upper center left section of the Main Panel. This particular gauge indicates the simulations pitch and bank axis in relation to the displayed instrument horizon. The white bug, located within the left rim of this gauge, indicates the simulations vertical alignment in relation to any ILS/GS signal during such coupled approaches to landing.

- The HSI gauge is located within the lower center left section of the Main Panel. This particular gauge indicates the simulations direction of travel in relation to 360 degrees of compass points .... and lateral alignment with any VOR signal being tracked during AP controlled radio navigation .... or in relation to any ILS/GS signal being tracked during such coupled approaches to landing. The small selector knob, located outside the bottom left rim of this particulars gauge, can used to adjust/set the orange HDG cursor located within the rim of this particular instrument and to command simulations heading during AP controlled flight, but, only when the AP HDG SEL mode is engaged. Left mouse-clicking on either the left or right sides of this selector knob will adjust the displayed heading per increments of 1 degree. The small selector knob, located outside the bottom right rim of this particular gauge, can be used to adjust/set the white course indicator in relation to any VOR navigation signal .... or any RWY center line HDG for ILS/GS coupled approaches to landing, but, requires either the AP VOR/LOC or ILS modes to be selected first (respectively) in order to enable the simulation to engage with either signal. Left mouse-clicking on either the left or right sides of this selector knob will adjust the course indicator per increments of 1 degree.

- DME1 and DME2 gauges are also located within the lower center left section of the Main Panel .... below the HSI gauge. In FS these particular gauge (like can indicate distances up to 194 miles range, in relation to any VOR/DME navigation aid, although some FS represented VOR navigation aids (like that for St.Croix) have significantly less range.

- Another pair of Hydraulics Pressure gauges (relating to Hydraulic System Pressure and Hydraulic Spoiler Pressure) are located within the extreme lower left section of the Main Panel .... these 2 gauges are also "cosmetic" and display "static" indications of 2,970 and 2,000 PSI each.

- A Time Clock is located within the extreme upper middle section of the Main Panel. The small knob, located outside the bottom left rim of this particular instrument, can be used to adjust its displayed hour of day indication .... and which also then influences the corresponding time of day FS lighting (dawn/day/dusk/evening)environment in proportion to adjustment.

- The Altimeter is located within the center middle section of the Main Panel .... below the clock. This is a dual needle type Altimeter .... its short needle primarily measures altitude in 1000 FT units whilst its long needle primarily measures altitude in 100 FT units. The small selector knob, located outside the bottom left rim of this instrument, can be used to adjust/set the altimeter barometric pressure setting (displayed within the right rim of this gauge) for more accurate altitude measurements when transitioning through 17,500 FT during climb and descent.

- A VSI gauge is also located within the lower center middle section of the Main Panel.

- An Altitude Selector gauge is located within the extreme upper center right portion of the secondary instruments section of the Main Panel. 4 separate functions are associated with this particular gauge. Left mouse clicking, at 2 separate points (+ or - respectively), below the extreme left side of the Altitude Selector display window adjusts the displayed altitude value per 1,000 FT increments. Left mouse clicking on either the left or right sides of the small black selector knob, located below the bottom right side of the Altitude Selector display window, adjusts the displayed altitude value per 50FT increments. As the simulation approaches to within 1,000 FT of any pre-selected altitude an altitude alert tone will be auto-triggered and the yellow altitude alert lamp, located within the primary instruments section of the Main Panel (labelled "ALT ALERT"), will briefly illuminate .... and similarly also should the pre-selected altitude be exceeded by 200FT without a new altitude value having first been dialed into the Altitude selector gauge.

- A yellow Parking Brake lamp and an ATC sub panel selection icon are also located within the extreme upper middle section of the Main Panel .... to the right of the clock. Left mouse liking on the PB lamp engages/disengages the Parking Brakes .... and which illuminates in response to the PB having being selected "ON". Left mouse clicking on the ATC sub panel selection icon open the FS ATC display window .... and from which ATC related options can be selected.

- An RA gauge is located within the lower center middle section of the Main Panel .... below the Altimeter gauge. The small test button, labelled "TEST", located outside the bottom left rim of this particular instrument, is used to test the functionality of this gauge .... left mouse-clicking (once) on this particular button cycles the gauge needle through its "0" FT/ground level to "2,500" FT range of terrain clearance measurements .... left mouse-clicking (a second time) on this particular button re-cycles the gauge needle through its "2,500" FT to "0" FT/ground level range of terrain clearance measurements. The small selector knob, located outside the bottom right rim of this particular instrument, cycles the yellow DH bug to any altitude value throughout this gauges "0" FT to "2,500" FT range of of terrain clearance measurements ..... and will auto-illuminate the yellow DH lamp (located within the upper left of this RA gauge) as the simulation descends through any pre-selected target RA altitude value.

- An RMI gauge is located within the bottom center right section of the Main Panel .... below the RA gauge. The RMI needles indicate in regard to the direction/origin of any pre-selected VOR and ADF signal within range of the simulation. The "ADF/VOR" tabs, located outside the top left rim of this particular instrument, enable cycling either of the 2 instrument needles between either ADF and VOR indications.


CV880-22 MAIN PANEL (secondary instruments section)


The Main Panel secondary instrument section features all of the instrumentation described below and which each function as follows ....

- A Total Fuel Quantity gauge is located within the upper left portion of the secondary instruments section of the Main Panel.

- A TAS gauge is located within the upper center left portion of the secondary instruments section of the Main Panel .... below the Total Fuel Quantty gauge.

- A Rudder/Aileron/Elevator position gauges is located within the lower left portion of the secondary instruments section of the Main Panel .... below the TAS gauge. This particular gauge displays either Rudder/Aileron/Elevator position in response to control input.

- A Fuel used Reset switch is located within the extreme lower left portion of the secondary instruments section of the Main Panel .... below the Rudder/Aileron/Elevator position gauge. Left mouse-clicking this particular switch resets the fuel quantity used indication displayed within each of the engine Fuel Flow gauges.

- 4 pairs of engine thrust reverser annunciator lamps are located across the entire upper center portion of the secondary instruments section of the Main Panel .... directly above the engine EPR gauges. In order of their presentation, from left to right, each of these lamps correspond with engines #1, #2, #3, and #4. Each pair of these lamps are individually coloured orange and blue and automatically illuminate when reverse thrust is selected "ON" .... the orane lamps illuminate momentarily (only) to indicate the thrust reverser for each corresponding engine is unlocked .... whilst the blue lamps illuminate, and remained illuminated, to indicate reverse thrust is engaged for each corresponding engine. These lamps each extinguish automatically when reverse thrust is cancelled.

- 4 engine EPR gauges are located across the entire upper middle portion of the secondary instruments section of the Main Panel .... below the 4 pairs of thrust reverser lamps. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4. By default each of these particular gauges are pre-bugged at EPR 2.58 but increased values may be set as follows ....

CV880-22/CV880-22F - set 2.84 EPR (GE CJ05 CJ805-3 turbojet engines rated at 11,200 LBS thrust each)

PLEASE NOTE: The pre-bugged EPR values correspond with a power setting of N2 100.0% are set in accordance with the maximum/recommended limitations for each engine type based on a 15*C ambient temperature and at SL only. These settings will vary, and need being adjusted, in accordance with technical impositions imposed by other temperature/altitude environments.

The small selector knobs, located outside the bottom left rims of each of these instruments, can be used to adjust/set the white bugs located within each EPR gauge.

- 4 engine RPM gauges are located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine EPR gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine EGT gauges are also located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine RMP gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine Fuel Flow gauges are additionally located across the lower middle portion of the secondary instruments section of the Main Panel .... below the engine EGT gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 yellow engine Oil pressure lamps are also located across the entire lower middle portion of the secondary instruments section of the Main Panel .... below the engine Fuel Flow gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4. These lamps each illuminate when the engines are either shutdown or fail.

- A KLN90-B GPS is located within the lower center portion of the secondary instruments section of the Main Panel.



The selector tabs associated with this particular feature relate to each of its following multi-functions ....

D BUTTON = toggles GPS display ON/OFF.

ENT BUTTON = toggles AP NAV source between NAV1 and GPS .... replacing the GPS NAV switch typically activated in FS when using the GPS to drive the AP. When GPS becomes the AP's NAV source the titles "GPS" are indicated within the lower right corner of the display.

CDI/XTK/FLY KNOB = select XTK display modes ....

RIGHT CRSR BUTTON = toggles CDI mode sensitivity between 5.0 NM per mark and 1.0 NM per mark.

In CDI mode the following data is indicated on the left side of the display ....

LINE 1 = set scale (5 NM or 1NM are available) .... with the pointer indicating the extent of any cross-track error.

LINE 2 = bearing to programmed NAV way point.

LINE 3 = ground speed.

LINE 4 = NAV way point ID.

In XTK/FLY mode the following data is indicated on the right side of the display ....

LINE 2 = distance to NAV way point.

LINE 3 = estimated time to way point at the current ground speed.

LINE 4 = AP source .... either "GPS" or "NAV".

- The Flap gauge is located within the upper right portion of the secondary instruments section of the Main Panel. This particular flap gauge reads in accordance with the following detentes ....

CV880-22 (only)

FLAP 20
FLAP 30
FLAP 40
FLAP 50/TE Flaps Full

PLEASE NOTE: Advancing the thrust levers for TO prior to setting a FLAP 20 minimum detente will auto-trigger the the Config Warning Alarm.

- The Landing Gear lever, and its associated Gear Condition lamps, are located within the middle right portion of the secondary instruments section of the Main Panel. These 3 lamps illuminate green when the landing gear is extended .... and will briefly illuminate red when the landing is in transit between up and down positions .... and will extinguish automatically when the landing gear is fully retracted inflight.

PLEASE NOTE: Setting in excess of FLAP 30 prior to extending the landing gear will auto-trigger the Config Warning Alarm.

- A Total Air Temperature gauge is located within the bottom right section of the secondary instruments section of the Main Panel. .... below the Landing Gear lever and associated Gear Condition lamps.


CV880-22 - RADIO STACK


The Radio Stack sub panel can be activated/deactivated using either the "RDO" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 2 keyboard commands. The Radio Stack features all of the elements described below and which each function as follows ....

- The VHF NAV1/VHF NAV2 radios are located within the upper and center left sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme left side of either VHF NAV1/VHF NAV2 radio frequency display window cycles the displayed 3-digit radio frequency prefix .... left mouse clicking, at 2 vertical separate points (+ or - respectively), below the extreme right side of either VHF NAV1/VHF NAV2 radio frequency display window cycles the displayed 2-digit radio frequency suffix.

- The ADF1/ADF2 radios are located within lower and center left sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (- or + respectively), below each of the digits composing either ADF1/ADF2 radio frequencies cycles the 3-digit frequency displayed within each ADF frequency display window.

The VHF COM1/VHF COM2 radios are located within the upper and center right sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme left side of either VHF COM1/VHF COM2 radio frequency display window cycles the displayed 3-digit radio frequency prefix .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme right side of either VHF COM1/VHF COM2 radio frequency display window cycles the displayed 2-digit radio frequency suffix.

PLEASE NOTE: COM1/2 are both selectable. ATIS information only can be tuned via COM1 .... independently of the FS ATC feature. ATIS and ATC dialogue cannot be tuned via COM2.

PLEASE NOTE ALSO: It is recommended that the FS ATC feature be used for all ATC and ATIS communication/s. Provided ATC functions are enabled within FS OPTIONS and SOUNDS the FS ATC feature is accessed per the main panel located ATC sub panel selection icon .... then engaged per manual selection of either of the numbered options listed within the displayed ATC dialogue box .... and in conjunction with their corresponding keyboard number tabs in order to trigger the selected ATC/ATIS dialogue. Using the FS ATC feature all radio frequencies are "automatically" adjusted once selected in accordance with the displayed ATC/ATIS options .... each of which function via the COM1 radio only.

PLEASE NOTE ADDITIONALLY: The FS ATC function works most effectively when employed in conjunction with a flight plan having first been compiled, saved, and then executed in accordance with any virtual flight/s.


CV880-22 - OVERHEAD


The Overhead sub panel can be activated/deactivated using either the "OVH" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 3 keyboard commands. The Overhead features all of the instrumentation and elements described below and which each function as follows ....

- 4 orange annunciator lamps are located across the extreme upper center section of the Overhead sub panel. In order of their presentation, from left to right, these lamps each relate to the engine #1, #2, #3, and #4 anti-ice system. Each of these 4 lamps will briefly (only) illuminate in response to their corresponding Inboard and Outboard Engine Anti-Ice and Scoops Ice Switches (3X switches in total .... located within the upper center section of the Overhead sub panel and below these 4 lamps .... being selected "ON".

- An External Power switch is located within the extreme upper right section of the Overhead sub panel. This switch is used to simulate the transferal of energy supply from battery to external power sources during engine startup. Prior to, and after, the completion of engine startup procedures (using the simulated pneumatic air delivery system) this switch should be set to its "BATT" detente. A blue annunciator lamp, labelled "EXT PWR, is located to the right of this particular switch .... and illuminates when the External Power switch is set to its "EXT PWR" detente. This lamp extinguishes again when the External Power switch is set to its "BATT" detente.

- A Main Instruments Lighting switch is located within the extreme upper left section of the Overhead sub panel. Selecting this particular switch "ON" illuminates each of the primary and secondary instruments on the Main Panel during dusk/evening/dawn time of day/environment transitions.

- A Windshield Heater switch is also located within the upper left section of the Overhead sub panel.

- A Pitot Heat amp meter gauge is located within the center left section of the Overhead sub panel .... to the left of of the 4 red engine starter switches. This particular gauge is activated/deactivated when the Pitot Heat selector knob, located within the extreme lower left section of the Overhead sub panel, is selected "ON" .... to either of its 6 selectable detentes. Setting the Pitot Heat selector knob between either of its 6 selectable detentes will briefly illuminate the orange Pitot Heat Failure lamp and which is "is quite normal".

- A bank of 4 red Engine Starter switches are located within the center section of the Overhead sub panel. When selected "ON", during engine startup procedures, each of these switches illuminate .... and will remain illuminated until manually selected "OFF" (manual starter cut-out is a standard on CV880 aircraft) upon concluding the startup phase for each individual engine.

- A bank of 4 knobs and switches are grouped within the center right section of the Overhead sub panel .... to the right of the 4 red engine startup switches. These switches relate to Engine Starter Arm/Starter Ignition, Start Arm Manifold, Ignition Overide, and Continuous Ignition functions .... each of which must be selected "ON" during engine startup procedures then selected "OFF" again upon the conclusion of engine startup procedures.

- A Start Air Pressure Duct gauge is located within the extreme upper right section of the Overhead sub panel. This particular gauge measures the pressure of pneumatic air being being delivered for engine startup .... a minimum of 3,200 PSI should be indicated by this gauge during air delivery and prior to engine startup, but, decline (somewhat) during the actual engine startup phase and which is "quite normal".

- A bank of 7 lighting switches are located across the extreme lower center section of the Overhead sub panel. In order of their presentation, from left to right, ech of these switches relate to Landing Lights (2X .... these switches extend/retract the under wing located Landing Lights on each model), Taxi Lights (2X), Wing Flood Lights (1X), Navigation Lights (1X), and Anti-Collision Lights (1x) functions.

- An Emergency Lighting switch is located within the extreme lower right section of the Overhead sub panel .... to the right of the Anti-Collision Lights switch. An orange lamp, labelled "EMER LIGHTS ARMED", is located to the right of this particular switch. This lamp extinguishes when this particular switch is set to "ARM" and illuminates when set to "OFF".

- A pair of communication buttons are also located within the extreme lower right section of the Overhead sub panel .... below the Start Air Pressure Duct gauge. In order of their presentation, from "left to right", these buttons relate to "MECH CALL" (which enables cockpit/ground dialogue during engine startup procedures) and "ATTENDANT" call.


CV880-22 - CENTER PEDESTAL


The Center Pedestal sub panel can be activated/deactivated using either the "CP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 4 keyboard commands. The Center Pedestal features all of the elements described below and which each function as follows ....

- The Elevator Trim scale and Indicator are located vertically at the extreme left side of the Center Pedestal sub panel. The white Elevator Trim indicator Tab can be adjusted/set using keyboard commands ("END" = trim up .... "HOME" = trim down) or controller device assigned buttons in order to set a Trim on the ground or adjust Trim inflight and during manual flight control only. During AP controlled flight Trim setting is automatically influenced by manual adjustment/s using the AP Vert Speed thumb wheel.

PLEASE NOTE: The Elevator Trim scale at the extreme ride side of the Center Pedestal sub panel is more uncluttered and for this reason much easier to and read in full.

- The Spoiler lever is also located within the extreme left side of the Center Pedestal sub panel .... to the right of the Elevator Trim scale and indicator.

PLEASE NOTE: The Spoiler Lever can only be used manually .... use the {b]/[/b] (back-slash) keyboard command.

PLEASE NOTE ALSO: It is not possible to set the Spoiler Lever to auto-engage for landing.

- 4 engine Thrust/Power levers are located within the center section of the Center Pedestal sub panel .... in order of their presentation, from left to right, each of these levers correspond with the #1, #2, #3, and #4 engine.

PLEASE NOTE: Advancing the thrust levers prior to setting a FLAP 20 minimum detente .... or .... with in excess of a FLAP 30 detente selected .... will auto-trigger the Config Warning Alarm.

- 4 engine Fuel Ignition/Cut-Off levers are located across the lower center section of the Center Pedestal sub panel .... below the Thrust/Power levers. In order of their presentation, from left to right, each of these levers also correspond with the #1, #2, #3, and #4 engines. Left mouse clicking above either of these levers individually, and during engine startup, raises these lever to their fully up/"ON" detente, to simulate fuel supply and ignition for each corresponding engine during startup procedures.

PLEASE NOTE: A minimum N2 gauge indication of "N2 22%" is required for normal engine ignition during startup.

Left mouse clicking below either of these levers individually, whilst the engines are running, lowers these lever to their fully down/"OFF" detente, to simulate cutting-off the fuel supply for each corresponding engine during engine shutdown procedures. Each of the 4 engines may be shutdown individually using this manner .... or combined CTRL + SHIFT + F1 keyboard commands may be used in order to shutdown all 4 engines in unison.

- The Flap lever is located vertically within the extreme right side of the Center Pedestal sub panel. This flap lever can be set in accordance with each of the following 4 selectable detentes ....

CV880-22 (only)

FLAP 20
FLAP 30
FLAP 40
FLAP 50/TE Flaps Full

PLEASE NOTE: Advancing the thrust levers prior to setting a FLAP 20 minimum detente .... or .... will auto-trigger the Config Warning Alarm.


CV880-22 - AUTOPILOT


The Auto-Pilot sub panel can be activated/deactivated using either the "AP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 5 keyboard commands. The AP features all of the elements described below and which each function as follows ....

- AP Pitch Mode selector knob is located within the extreme left side of the AP sub panel .... and features 5 selectable detentes each relating to pitch related options for AP controlled auto-flight. During AP controlled flight this selector knob should first be set to its "VERT SPEED" detente .... enabling the simulations ROC/ROD to be manually controlled using the AP Vert Speed thumb wheel .... prior to engaging either of the available pitch mode related options. Engaging the selector to either "MACH HLD" or "IAS HLD" detentes enables the AP to automatically set, and constantly adjust, the simulations pitch attitude, during climb or descent, in order to maintain a near-constant IAS or MACH velocity in proportion to engine power setting. The AP will endeavour to maintain the airspeed/velocity acquired at the moment either mode is first engaged. Using either mode .... the AP will increase the simulations pitch attitude in response to any manual increase in engine thrust .... and decrease the simulations pitch attitude in response to any manual reduction in engine thrust .... in order to maintain the acquired IAS/MACH velocities. During AP controlled flight .... IAS HLD mode should not be engaged below 10,000 FT or 250 KTS .... and MACH pitch mode should not be engaged below 20,000 FT or 300 KTS.

PLEASE NOTE: The IAS/MACH HLD pitch mode is not an AT and should not be used as such.

- The AP Vert Speed thumb wheel is located within the center left section of the AP sub panel. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel, about its "CLIMB" placard, will increase the ROC or reduce the ROD .... left mouse-clicking the upper portion of the Vert Speed thumb wheel, about its "DESCEND" placard, will increase the ROD or reduce the ROC .... per approximately 100 FPM ROC/ROD increments in response to input.

PLEASE NOTE: This type of AP system does not (intentionally) feature an automatic altitude capture function.

Left mouse clicking the small tab (labelled "ALT" .... located below the center of the thumb wheel) manually engages the AP altitude capture and hold mode.
The AP altitude hold function can be "manually disengaged" by left mouse-clicking either the top, or bottom, of the AP Vert Speed thumb wheel .... or by disengaging the AP Servo Master switch and which will auto-trigger a brief AP disengage warning,

PLEASE NOTE: An AP disengage anunciator lamp is represented within this particular CV880 panel version.

- A large AP Turn knob (labelled "TURN") is located within the center of the AP sub panel. During AP controlled flight .... left mouse-clicking about the extreme left side of this knob enables an AP controlled left turn .... left mouse-clicking about the extreme right side of this knob enables an AP controlled right turn .... provided AP Mode Selector switch (located within the extreme right side of the AP) is set to its default "TURN" detente.

- The AP Servo master switch is located within the center right section of the AP sub panel .... and features 3 selectable detentes ranging from "OFF" to "YAW DAMPER" and "AUTO PILOT". This particular switch must be set to "AUTO PILOT" in order for either of the AP flight control and navigation modes to be engaged.

- Setting AP Servo master switch from "AUTO PILOT" to either "YAW DAMPER" or "OFF" detentes will disengage the AP system .... auto-triggering a brief AP disengage alarm and requiring manual flight control.

PLEASE NOTE: When disengaged the AP Servo master switch will default to the "YAW DAMPER" detente.

PLEASE NOTE ALSO: The YD should be engaged only after flap and gear retraction .... then disengaged prior to flap extension .... during manual flight control. Engaging the YD on the ground will result in restricted nose gear animation/pivoting, difficulties in ground steering (increased turning arc), and visible rudder oscillations).

PLEASE NOTE ADDITIONALLY: The YD is engaged automatically when the AP Servo master switch is selected "ON".

- The AP Mode Selector switch is located within the extreme right side of the AP sub panel .... and features 5 selectable detentes each relating to heading/course and navigation options for AP controlled auto-flight. During AP controlled flight this selector knob should first be set to its default "TURN" detente .... enabling the simulations course/heading to be manually flown in according with CWS mode .... and prior to engaging either of the available navigation mode related options. Engaging the selector to its "HDG SEL" detente enables the AP to fly any particular heading to which the orange HDG selector cursor within the Main Panel HSI instrument has been set. Engaging the selector to its "VOR LOC" detente enables the AP to capture, and fly, any particular VOR/LOC course to which the navigation course selector within the Main Panel HSI instrument and NAV 1 radio have been set. Engaging the selector to its "ILS" detente enables the AP to capture, and fly, any particular ILS signal to the navigation course selector within the Main Panel HSI instrument and NAV1 radio have been set.

PLEASE NOTE: Setting the AP Mode Selector to either "HDG SEL", or "VOR LOC", or "ILS" detentes automatically cancels CWS mode.


CV880-22 - WISKEY COMPASS


A Wiskey Compass sub panel can be activated/deactivated using either the "CP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 6 keyboard commands. This particular gauge has no selectable functions, but, may be used as a back-up indication with which to verify simulations magnetic (compass) direction of travel in relation to that displayed within the Main Panel HSI instrument.


CV880-22 - WEATHER RADAR


The Weather Radar (combined Weather Radar/INS) sub panel can be activated/deactivated using either the "AP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 7 keyboard commands. The WX Radar features all of the elements described below and which each function as follows ....

- A Transponder radio is located within the upper left section of the Weather Radar (combined Weather Radar/INS) sub panel. 2 selector knobs (each labelled "ID") are located below the left and right sides of the Transponder radio frequency display window .... mouse-clicking on the left and right sides of the left selector knob cycles the first 2-digits (respectively) composed within any Transponder frequency .... mouse-Clinking on the left and right side sides of the right selector knob cycles the last 2-digit (respectively) composed within any Transponder .... and as displayed with the Transponder code display window. The small knob located to the left of the Transponder code display window has 3 selectable detentes and may be used to cycle the Transponder between either "STBY" (standby), or "ON", or "OFF" modes.

- The WX Radar selector knob is located within the extreme center left side of the WX Radar (combined Weather Radar/INS) sub panel .... and features 5 selectable detentes each relating to the Weather Radar range options and which may be set up to a maximum of 150 miles.

- A WX Radar Antennae Tilt selector knob (labelled "ANT TILT") is located within the center left section of the WX Radar (combined Weather Radar/INS) sub panel .... and may be use to cycle/tilt the WX Radar antennae through 180* of axis in order to detect weather conditions ahead, or above, or below the simulation.

- A large WX Radar Scope/Screen is located within the center of the WX Radar (combined Weather Radar/INS) sub panel.

PLEASE NOTE: The WX Radar featured in this CV880-22 panel can accurately detect, and display actual FS meteorological conditions.

PLEASE NOTE ALSO: The WX Radar unit featured in HJG panels only works if a "free", or "licensed", version of Pete DOWSON's FSUIPC module is installed .... any FSUIPC version from V3.50 or later.

PLEASE NOTE ADDITIONALLY: FSUIPC modules are FS version specific (separate files for FS2004 and FSX). Follow Pete DOWSON's installation instructions with precision. HJG does not provide FSUIPC technical support. The latest FSUIPC versions for FS2004 or FSX may be downloaded from ....

www.schiratti.com/dowson.html


Mark C
AKL/NZ


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


CV880 & CV990 INSTALLATION & HANDLING NOTES # 2.01

UPDATED: October 22nd 2022.




CV880-22 & CV880-22M PANEL/INSTRUMENT DESCRIPTIONS

Please read the following panel description carefully.

This is essential in order to understand the differences between each CV880 panel version as well as some of their gauges functions. Whilst some of these panels may, at first, look similar, no 2 HJG supplied CV880 panel versions are alike in respect of their layout/the instrumentation represented in each or the performance of most of these simulations either. Each panel version is aircraft type, or group, specific and "MUST" be used with the correct CV880 aircraft type base pack/s .... or performance issues "WILL" result.


CV880-22M MAIN PANEL (primary instruments section)



The Main Panel primary instrument section features all of the instrumentation described below and which each function as follows ....

- A Turn Co-ordinator/Inclinometer gauge is also located within the extreme middle left section of the Main Panel.

- A red AP Disengaged warning lamp is located at the extreme top left section of the Main Panel. This lamp will illuminate and flash repeatedly when the AP is disengaged .... left mouse clicking on this lamp cancels this visual warning indication.

- The ASI gauge is located within the upper left section of the Main Panel .... below the AP Disengaged warning lamp. The small selector knob, located outside the bottom left rim of this instrument, can be used to adjust/set the red airspeed bug featured within the rim of this particular gauge .... left mouse-clicking either left or right sides of this selector knob advances (+ or - respectively) the red airspeed bug around the inside rim of the IAS gauge. Each of the 4 white airspeed bugs, featured within the upper right rim of this particular instrument, can also be "manually" adjusted/set in accordance with the necessary V-REF settings .... left mouse-clicking about the 1 oclock rim of the IAS gauge advances (+ or - respectively) the first airspeed bug .... left mouse-clicking about the 2 oclock rim of the IAS gauge advances (+ or - respectively) the second airspeed bug .... left mouse-clicking about the 4 oclock rim of the IAS gauge advances (+ or - respectively) the third airspeed bug .... left mouse-clicking about the 5 oclock rim of the IAS gauge advances (+ or - respectively) the fourth airspeed bug .... as required.

- A Mach Meter gauge is located within the center left section of the Main Panel .... below the IAS gauge.

PLEASE NOTE: MACH velocity should be prioritized over IAS/KIAS indications at altitudes in excess of 20,000 FT.

- A bank of 6 sub panel selection switches are also located within the extreme lower center section of the Main Panel .... below Mach Meter gauge. These each activate/deactivate a particular sub panel view when selected. In order of their presentation, from left to right, these are each labelled and activate/deactivate the following sub panel views ....

"RDO" = Radio Stack.
"OVH" = Overhead Panel.
"PED" = Center Pedestal.
"AP" = Autopilot.
"CP" = Standby Wiskey Compass.
"RDR" = Weather Radar and Transponder Radio.

- A pair of Hydraulics Pressure gauges (relating to Air Brake Pressure and Hydraulic Brake Pressure) are located within the extreme lower left section of the Main Panel .... these 2 gauges are "cosmetic" and display "static" indications of 2,800 and 3,000 PSI each.

- A cluster of 4 lamps are also located within the extreme upper left section of the Main Panel. In order of their presentation, from left to right, these are a blue Spoilers Extended warning lamp (this lamp will illuminate in response to Spoiler deployment); an orange Glide Slope warning lamp (this lamp will illuminate in response to any auto-generated "GLIDE-SLOPE" call out when the simulation is excessively above, or below, an ILS/GS signal during ILS/GS coupled approaches to landing); an amber Overspeed warning lamp (this lamp will illuminate in response to any Overspeed detection and also auto-trigger the Stick Shaker; and a yellow Altitude Alert warning lamp (this lamp illuminates briefly in response to the auto-triggered altitude alert tone when approaching to within 1,000 FT of any pre-selected target altitude value entered into the Altitude Selector gauge .... and similarly also in response to any pre-selected target altitude being exceeded by 200 FT).

- A bank of 3 small lamps representing Outer, Middle, and Inner Marker indications are also located within the upper center left section of the Main Panel .... below the Spoiler, Glide Slope, Overspeed, and Altitude Alerter lamps.

- An AI gauge is located within the upper center left section of the Main Panel. This particular gauge indicates the simulations pitch and bank axis in relation to the displayed instrument horizon. The white bug, located within the left rim of this gauge, indicates the simulations vertical alignment in relation to any ILS/GS signal during such coupled approaches to landing.

- The HSI gauge is located within the lower center left section of the Main Panel. This particular gauge indicates the simulations direction of travel in relation to 360 degrees of compass points .... and lateral alignment with any VOR signal being tracked during AP controlled radio navigation .... or in relation to any ILS/GS signal being tracked during such coupled approaches to landing. The small selector knob, located outside the bottom left rim of this particulars gauge, can used to adjust/set the orange HDG cursor located within the rim of this particular instrument and to command simulations heading during AP controlled flight, but, only when the AP HDG SEL mode is engaged. Left mouse-clicking on either the left or right sides of this selector knob will adjust the displayed heading per increments of 1 degree. The small selector knob, located outside the bottom right rim of this particular gauge, can be used to adjust/set the white course indicator in relation to any VOR navigation signal .... or any RWY center line HDG for ILS/GS coupled approaches to landing, but, requires either the AP VOR/LOC or ILS modes to be selected first (respectively) in order to enable the simulation to engage with either signal. Left mouse-clicking on either the left or right sides of this selector knob will adjust the course indicator per increments of 1 degree.

- DME1 and DME2 gauges are also located within the lower center left section of the Main Panel .... below the HSI gauge. In FS these particular gauge (like can indicate distances up to 194 miles range, in relation to any VOR/DME navigation aid, although some FS represented VOR navigation aids (like that for St.Croix) have significantly less range.

- Another pair of Hydraulics Pressure gauges (relating to Hydraulic System Pressure and Hydraulic Spoiler Pressure) are located within the extreme lower left section of the Main Panel .... these 2 gauges are also "cosmetic" and display "static" indications of 2,970 and 2,000 PSI each.

- A Time Clock is located within the extreme upper middle section of the Main Panel. The small knob, located outside the bottom left rim of this particular instrument, can be used to adjust its displayed hour of day indication .... and which also then influences the corresponding time of day FS lighting (dawn/day/dusk/evening)environment in proportion to adjustment.

- The Altimeter is located within the center middle section of the Main Panel .... below the clock. This is a dual needle type Altimeter .... its short needle primarily measures altitude in 1000 FT units whilst its long needle primarily measures altitude in 100 FT units. The small selector knob, located outside the bottom left rim of this instrument, can be used to adjust/set the altimeter barometric pressure setting (displayed within the right rim of this gauge) for more accurate altitude measurements when transitioning through 17,500 FT during climb and descent.

- A VSI gauge is also located within the lower center middle section of the Main Panel.

- An Altitude Selector gauge is located within the extreme upper center right portion of the secondary instruments section of the Main Panel. 4 separate functions are associated with this particular gauge. Left mouse clicking, at 2 separate points (+ or - respectively), below the extreme left side of the Altitude Selector display window adjusts the displayed altitude value per 1,000 FT increments. Left mouse clicking on either the left or right sides of the small black selector knob, located below the bottom right side of the Altitude Selector display window, adjusts the displayed altitude value per 50FT increments. As the simulation approaches to within 1,000 FT of any pre-selected altitude an altitude alert tone will be auto-triggered and the yellow altitude alert lamp, located within the primary instruments section of the Main Panel (labelled "ALT ALERT"), will briefly illuminate .... and similarly also should the pre-selected altitude be exceeded by 200FT without a new altitude value having first been dialed into the Altitude selector gauge.

- A yellow Parking Brake lamp and an ATC sub panel selection icon are also located within the extreme upper middle section of the Main Panel .... to the right of the clock. Left mouse liking on the PB lamp engages/disengages the Parking Brakes .... and which illuminates in response to the PB having being selected "ON". Left mouse clicking on the ATC sub panel selection icon open the FS ATC display window .... and from which ATC related options can be selected.

- An RA gauge is located within the lower center middle section of the Main Panel .... below the Altimeter gauge. The small test button, labelled "TEST", located outside the bottom left rim of this particular instrument, is used to test the functionality of this gauge .... left mouse-clicking (once) on this particular button cycles the gauge needle through its "0" FT/ground level to "2,500" FT range of terrain clearance measurements .... left mouse-clicking (a second time) on this particular button re-cycles the gauge needle through its "2,500" FT to "0" FT/ground level range of terrain clearance measurements. The small selector knob, located outside the bottom right rim of this particular instrument, cycles the yellow DH bug to any altitude value throughout this gauges "0" FT to "2,500" FT range of of terrain clearance measurements ..... and will auto-illuminate the yellow DH lamp (located within the upper left of this RA gauge) as the simulation descends through any pre-selected target RA altitude value.

- An RMI gauge is located within the bottom center right section of the Main Panel .... below the RA gauge. The RMI needles indicate in regard to the direction/origin of any pre-selected VOR and ADF signal within range of the simulation. The "ADF/VOR" tabs, located outside the top left rim of this particular instrument, enable cycling either of the 2 instrument needles between either ADF and VOR indications.


CV880-22M MAIN PANEL (secondary instruments section)


The Main Panel secondary instrument section features all of the instrumentation described below and which each function as follows ....

- A Total Fuel Quantity gauge is located within the upper left portion of the secondary instruments section of the Main Panel.

- A TAS gauge is located within the upper center left portion of the secondary instruments section of the Main Panel .... below the Total Fuel Quantity gauge.

- A Rudder/Aileron/Elevator position gauges is located within the lower left portion of the secondary instruments section of the Main Panel .... below the TAS gauge. This particular gauge displays either Rudder/Aileron/Elevator position in response to control input.

- A Fuel used Reset switch is located within the extreme lower left portion of the secondary instruments section of the Main Panel .... below the Rudder/Aileron/Elevator position gauge. Left mouse-clicking this particular switch resets the fuel quantity used indication displayed within each of the engine Fuel Flow gauges.

- 4 pairs of engine thrust reverser annunciator lamps are located across the entire upper center portion of the secondary instruments section of the Main Panel .... directly above the engine EPR gauges. In order of their presentation, from left to right, each of these lamps correspond with engines #1, #2, #3, and #4. Each pair of these lamps are individually coloured orange and blue and automatically illuminate when reverse thrust is selected "ON" .... the orane lamps illuminate momentarily (only) to indicate the thrust reverser for each corresponding engine is unlocked .... whilst the blue lamps illuminate, and remained illuminated, to indicate reverse thrust is engaged for each corresponding engine. These lamps each extinguish automatically when reverse thrust is cancelled.

- 4 engine EPR gauges are located across the entire upper middle portion of the secondary instruments section of the Main Panel .... below the 4 pairs of thrust reverser lamps. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4. By default each of these particular gauges are pre-bugged at EPR 2.58 but increased values may be set as follows ....

CV880-22M/CV880-22MF/UC880 - set 2.85 EPR (GE CJ05 CJ805-3B turbojet engines rated at 11,650 LBS thrust each)

PLEASE NOTE: The pre-bugged EPR values are set in accordance with the maximum/recommended limitations for each engine type based on a 15*C ambient temperature and at SL only. These settings will vary, and need being adjusted, in accordance with the technical impositions of other temperature/altitude environments.

The small selector knobs, located outside the bottom left rims of each of these instruments, can be used to adjust/set the white bugs located within each EPR gauge.

- 4 engine RPM gauges are located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine EPR gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine EGT gauges are also located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine RMP gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine Fuel Flow gauges are additionally located across the lower middle portion of the secondary instruments section of the Main Panel .... below the engine EGT gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 yellow engine Oil pressure lamps are also located across the entire lower middle portion of the secondary instruments section of the Main Panel .... below the engine Fuel Flow gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4. These lamps each illuminate when the engines shutdown or fail.

- A KLN90-B GPS is located within the lower center portion of the secondary instruments section of the Main Panel.



The selector tabs associated with this particular feature relate to each of its following multi-functions ....

D BUTTON = toggles GPS display ON/OFF.

ENT BUTTON = toggles AP NAV source between NAV1 and GPS .... replacing the GPS NAV switch typically activated in FS when using the GPS to drive the AP. When GPS becomes the AP's NAV source the titles "GPS" are indicated within the lower right corner of the display.

CDI/XTK/FLY KNOB = select XTK display modes ....

RIGHT CRSR BUTTON = toggles CDI mode sensitivity between 5.0 NM per mark and 1.0 NM per mark.

In CDI mode the following data is indicated on the left side of the display ....

LINE 1 = set scale (5 NM or 1NM are available) .... with the pointer indicating the extent of any cross-track error.

LINE 2 = bearing to programmed NAV way point.

LINE 3 = ground speed.

LINE 4 = NAV way point ID.

In XTK/FLY mode the following data is indicated on the right side of the display ....

LINE 2 = distance to NAV way point.

LINE 3 = estimated time to way point at the current ground speed.

LINE 4 = AP source .... either "GPS" or "NAV".

- The Flap gauge is located within the upper right portion of the secondary instruments section of the Main Panel. This particular flap gauge reads in accordance with the following detentes ....

CV880-22M (only)

FLAP 20/LE Flaps
FLAP 30/LE Flaps Full
FLAP 40
FLAP 50/TE Flaps Full

PLEASE NOTE: Advancing the thrust levers for TO prior to setting a FLAP 20 minimum detente will auto-trigger the the Config Warning Alarm.

- The Landing Gear lever, and its associated Gear Condition lamps, are located within the middle right portion of the secondary instruments section of the Main Panel. These 3 lamps illuminate green when the landing gear is extended .... and will briefly illuminate red when the landing is in transit between up and down positions .... and will extinguish automatically when the landing gear is fully retracted inflight.

PLEASE NOTE: Setting in excess of FLAP 30 prior to extending the landing gear will auto-trigger the Config Warning Alarm.

- A Total Air Temperature gauge is located within the bottom right section of the secondary instruments section of the Main Panel. .... below the Landing Gear lever and associated Gear Condition lamps.


CV880-22M - RADIO STACK


The Radio Stack sub panel can be activated/deactivated using either the "RDO" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 2 keyboard commands. The Radio Stack features all of the elements described below and which each function as follows ....

- The VHF NAV1/VHF NAV2 radios are located within the upper and center left sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme left side of either VHF NAV1/VHF NAV2 radio frequency display window cycles the displayed 3-digit radio frequency prefix .... left mouse clicking, at 2 vertical separate points (+ or - respectively), below the extreme right side of either VHF NAV1/VHF NAV2 radio frequency display window cycles the displayed 2-digit radio frequency suffix.

- The ADF1/ADF2 radios are located within lower and center left sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (- or + respectively), below each of the digits composing either ADF1/ADF2 radio frequencies cycles the 3-digit frequency displayed within each ADF frequency display window.

The VHF COM1/VHF COM2 radios are located within the upper and center right sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme left side of either VHF COM1/VHF COM2 radio frequency display window cycles the displayed 3-digit radio frequency prefix .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme right side of either VHF COM1/VHF COM2 radio frequency display window cycles the displayed 2-digit radio frequency suffix.

PLEASE NOTE: COM1/2 are both selectable. ATIS information only can be tuned via COM1 .... independently of the FS ATC feature. ATIS and ATC dialogue cannot be tuned via COM2.

PLEASE NOTE ALSO: It is recommended that the FS ATC feature be used for all ATC and ATIS communication/s. Provided ATC functions are enabled within FS OPTIONS and SOUNDS the FS ATC feature is accessed per the main panel located ATC sub panel selection icon .... then engaged per manual selection of either of the numbered options listed within the displayed ATC dialogue box .... and in conjunction with their corresponding keyboard number tabs in order to trigger the selected ATC/ATIS dialogue. Using the FS ATC feature all radio frequencies are "automatically" adjusted once selected in accordance with the displayed ATC/ATIS options .... each of which function via the COM1 radio only.

PLEASE NOTE ADDITIONALLY: The FS ATC function works most effectively when employed in conjunction with a flight plan having first been compiled, saved, and then executed in accordance with any virtual flight/s.


CV880-22M - OVERHEAD


The Overhead sub panel can be activated/deactivated using either the "OVH" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 3 keyboard commands. The Overhead features all of the instrumentation and elements described below and which each function as follows ....

- 4 orange annunciator lamps are located across the extreme upper center section of the Overhead sub panel. In order of their presentation, from left to right, these lamps each relate to the engine #1, #2, #3, and #4 anti-ice system. Each of these 4 lamps will briefly (only) illuminate in response to their corresponding Inboard and Outboard Engine Anti-Ice and Scoops Ice Switches (3X switches in total .... located within the upper center section of the Overhead sub panel and below these 4 lamps .... being selected "ON".

- An External Power switch is located within the extreme upper right section of the Overhead sub panel. This switch is used to simulate the transferal of energy supply from battery to external power sources during engine startup. Prior to, and after, the completion of engine startup procedures (using the simulated pneumatic air delivery system) this switch should be set to its "BATT" detente. A blue annunciator lamp, labelled "EXT PWR, is located to the right of this particular switch .... and illuminates when the External Power switch is set to its "EXT PWR" detente. This lamp extinguishes again when the External Power switch is set to its "BATT" detente.

- A Main Instruments Lighting switch is located within the extreme upper left section of the Overhead sub panel. Selecting this particular switch "ON" illuminates each of the primary and secondary instruments on the Main Panel during dusk/evening/dawn time of day/environment transitions.

- A Windshield Heater switch is also located within the upper left section of the Overhead sub panel.

- A Pitot Heat amp meter gauge is located within the center left section of the Overhead sub panel .... to the left of of the 4 red engine starter switches. This particular gauge is activated/deactivated when the Pitot Heat selector knob, located within the extreme lower left section of the Overhead sub panel, is selected "ON" .... to either of its 6 selectable detentes. Setting the Pitot Heat selector knob between either of its 6 selectable detentes will briefly illuminate the orange Pitot Heat Failure lamp and which is "is quite normal".

- A bank of 4 red Engine Starter switches are located within the center section of the Overhead sub panel. When selected "ON", during engine startup procedures, each of these switches illuminate .... and will remain illuminated until manually selected "OFF" (manual starter cut-out is a standard on CV880 aircraft) upon concluding the startup phase for each individual engine.

- A bank of 4 knobs and switches are grouped within the center right section of the Overhead sub panel .... to the right of the 4 red engine startup switches. These switches relate to Engine Starter Arm/Starter Ignition, Start Arm Manifold, Ignition Overide, and Continuous Ignition functions .... each of which must be selected "ON" during engine startup procedures then selected "OFF" again upon the conclusion of engine startup procedures.

- A Start Air Pressure Duct gauge is located within the extreme upper right section of the Overhead sub panel. This particular gauge measures the pressure of pneumatic air being being delivered for engine startup .... a minimum of 3,200 PSI should be indicated by this gauge during air delivery and prior to engine startup, but, decline (somewhat) during the actual engine startup phase and which is "quite normal".

- A bank of 7 lighting switches are located across the extreme lower center section of the Overhead sub panel. In order of their presentation, from left to right, ech of these switches relate to Landing Lights (2X .... these switches extend/retract the under wing located Landing Lights on each model), Taxi Lights (2X), Wing Flood Lights (1X), Navigation Lights (1X), and Anti-Collision Lights (1x) functions.

- An Emergency Lighting switch is located within the extreme lower right section of the Overhead sub panel .... to the right of the Anti-Collision Lights switch. An orange lamp, labelled "EMER LIGHTS ARMED", is located to the right of this particular switch. This lamp extinguishes when this particular switch is set to "ARM" and illuminates when set to "OFF".

- A pair of communication buttons are also located within the extreme lower right section of the Overhead sub panel .... below the Start Air Pressure Duct gauge. In order of their presentation, from "left to right", these buttons relate to "MECH CALL" (which enables cockpit/ground dialogue during engine startup procedures) and "ATTENDANT" call.


CV880-22M - CENTER PEDESTAL


The Center Pedestal sub panel can be activated/deactivated using either the "CP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 4 keyboard commands. The Center Pedestal features all of of the elements described below and which each function as follows ....

- The Elevator Trim scale and Indicator are located vertically at the extreme left side of the Center Pedestal sub panel. The white Elevator Trim indicator Tab can be adjusted/set using keyboard commands ("END" = trim up .... "HOME" = trim down) or controller device assigned buttons in order to set a Trim on the ground or adjust Trim inflight and during manual flight control only. During AP controlled flight Trim setting is automatically influenced by manual adjustment/s using the AP Vert Speed thumb wheel.

PLEASE NOTE: The Elevator Trim scale at the extreme ride side of the Center Pedestal sub panel is more uncluttered and for thisw reason much easier to and read in full.

- The Spoiler lever is also located within the extreme left side of the Center Pedestal sub panel .... to the right of the Elevator Trim scale and indicator.

PLEASE NOTE: The Spoiler Lever can only be used manually .... use the {b]/[/b] (back-slash) keyboard command.

PLEASE NOTE ALSO: It is not possible to set the Spoiler Lever to auto-engage for landing.

- 4 engine Thrust/Power levers are located within the center section of the Center Pedestal sub panel .... in order of their presentation, from left to right, each of these levers correspond with the #1, #2, #3, and #4 engine.

PLEASE NOTE: Advancing the thrust levers prior to setting a FLAP 20 minimum detente .... or .... with in excess of a FLAP 30 detente selected .... will auto-trigger the Config Warning Alarm.

- 4 engine Fuel Ignition/Cut-Off levers are located across the lower center section of the Center Pedestal sub panel .... below the Thrust/Power levers. In order of their presentation, from left to right, each of these levers also correspond with the #1, #2, #3, and #4 engines. Left mouse clicking above either of these levers individually, and during engine startup, raises these lever to their fully up/"ON" detente, to simulate fuel supply and ignition for each corresponding engine during startup procedures.

PLEASE NOTE: A minimum N2 gauge indication of "N2 22%" is required for normal engine ignition during startup.

Left mouse clicking below either of these levers individually, whilst the engines are running, lowers these lever to their fully down/"OFF" detente, to simulate cutting-off the fuel supply for each corresponding engine during engine shutdown procedures. Each of the 4 engines may be shutdown individually using this manner .... or combined CTRL + SHIFT + F1 keyboard commands may be used in order to shutdown all 4 engines in unison.

- The Flap lever is located vertically within the extreme right side of the Center Pedestal sub panel. This flap lever can be set in accordance with each of the following 4 selectable detentes ....

CV880-22M (only)

FLAP 20/LE Flaps
FLAP 30/LE Flaps Full
FLAP 40
FLAP 50/TE Flaps Full

PLEASE NOTE: Advancing the thrust levers prior to setting a FLAP 20 minimum detente .... or .... will auto-trigger the Config Warning Alarm.


CV880-22M - AUTOPILOT


The Auto-Pilot sub panel can be activated/deactivated using either the "AP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 5 keyboard commands. The AP features all of the elements described below and which each function as follows ....

- AP Pitch Mode selector knob is located within the extreme left side of the AP sub panel .... and features 5 selectable detentes each relating to pitch related options for AP controlled auto-flight. During AP controlled flight this selector knob should first be set to its "VERT SPEED" detente .... enabling the simulations ROC/ROD to be manually controlled using the AP Vert Speed thumb wheel .... prior to engaging either of the available pitch mode related options. Engaging the selector to either "MACH HLD" or "IAS HLD" detentes enables the AP to automatically set, and constantly adjust, the simulations pitch attitude, during climb or descent, in order to maintain a near-constant IAS or MACH velocity in proportion to engine power setting. The AP will endeavour to maintain the airspeed/velocity acquired at the moment either mode is first engaged. Using either mode .... the AP will increase the simulations pitch attitude in response to any manual increase in engine thrust .... and decrease the simulations pitch attitude in response to any manual reduction in engine thrust .... in order to maintain the acquired IAS/MACH velocities. During AP controlled flight .... IAS HLD mode should not be engaged below 10,000 FT or 250 KTS .... and MACH pitch mode should not be engaged below 20,000 FT or 300 KTS.

PLEASE NOTE: The IAS/MACH HLD pitch mode is not an AT and should not be used as such.

- The AP Vert Speed thumb wheel is located within the center left section of the AP sub panel. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel, about its "CLIMB" placard, will increase the ROC or reduce the ROD .... left mouse-clicking the upper portion of the Vert Speed thumb wheel, about its "DESCEND" placard, will increase the ROD or reduce the ROC .... per approximately 100 FPM ROC/ROD increments in response to input.

PLEASE NOTE: This type of AP system does not (intentionally) feature an automatic altitude capture function.

Left mouse clicking the small tab (labelled "ALT" .... located below the center of the thumb wheel) manually engages the AP altitude capture and hold mode.
The AP altitude hold function can be "manually disengaged" by left mouse-clicking either the top, or bottom, of the AP Vert Speed thumb wheel .... or by disengaging the AP Servo Master switch and which will auto-trigger a brief AP disengage warning,

PLEASE NOTE: An AP disengage anunciator lamp is represented within this particular CV880 panel version.

- A large AP Turn knob (labelled "TURN") is located within the center of the AP sub panel. During AP controlled flight .... left mouse-clicking about the extreme left side of this knob enables an AP controlled left turn .... left mouse-clicking about the extreme right side of this knob enables an AP controlled right turn .... provided AP Mode Selector switch (located within the extreme right side of the AP) is set to its default "TURN" detente.

- The AP Servo master switch is located within the center right section of the AP sub panel .... and features 3 selectable detentes ranging from "OFF" to "YAW DAMPER" and "AUTO PILOT". This particular switch must be set to "AUTO PILOT" in order for either of the AP flight control and navigation modes to be engaged.

- Setting AP Servo master switch from "AUTO PILOT" to either "YAW DAMPER" or "OFF" detentes will disengage the AP system .... auto-triggering a brief AP disengage alarm and requiring manual flight control.

PLEASE NOTE: When disengaged the AP Servo master switch will default to the "YAW DAMPER" detente.

PLEASE NOTE ALSO: The YD should be engaged only after flap and gear retraction .... then disengaged prior to flap extension .... during manual flight control. Engaging the YD on the ground will result in restricted nose gear animation/pivoting, difficulties in ground steering (increased turning arc), and visible rudder oscillations).

PLEASE NOTE ADDITIONALLY: The YD is engaged automatically when the AP Servo master switch is selected "ON".

- The AP Mode Selector switch is located within the extreme right side of the AP sub panel .... and features 5 selectable detentes each relating to heading/course and navigation options for AP controlled auto-flight. During AP controlled flight this selector knob should first be set to its default "TURN" detente .... enabling the simulations course/heading to be manually flown in according with CWS mode .... and prior to engaging either of the available navigation mode related options. Engaging the selector to its "HDG SEL" detente enables the AP to fly any particular heading to which the orange HDG selector cursor within the Main Panel HSI instrument has been set. Engaging the selector to its "VOR LOC" detente enables the AP to capture, and fly, any particular VOR/LOC course to which the navigation course selector within the Main Panel HSI instrument and NAV 1 radio have been set. Engaging the selector to its "ILS" detente enables the AP to capture, and fly, any particular ILS signal to the navigation course selector within the Main Panel HSI instrument and NAV1 radio have been set.

PLEASE NOTE: Setting the AP Mode Selector to either "HDG SEL", or "VOR LOC", or "ILS" detentes automatically cancels CWS mode.


CV880-22M - WISKEY COMPASS


A Wiskey Compass sub panel can be activated/deactivated using either the "CP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 6 keyboard commands. This particular gauge has no selectable functions, but, may be used as a back-up indication with which to verify simulations magnetic (compass) direction of travel in relation to that displayed within the Main Panel HSI instrument.


CV880-22M - WEATHER RADAR


The Weather Radar (combined Weather Radar/INS) sub panel can be activated/deactivated using either the "AP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 7 keyboard commands. The WX Radar features all of the elements described below and which each function as follows ....

- A Transponder radio is located within the upper left section of the Weather Radar (combined Weather Radar/INS) sub panel. 2 selector knobs (each labelled "ID") are located below the left and right sides of the Transponder radio frequency display window .... mouse-clicking on the left and right sides of the left selector knob cycles the first 2-digits (respectively) composed within any Transponder frequency .... mouse-Clinking on the left and right side sides of the right selector knob cycles the last 2-digit (respectively) composed within any Transponder .... and as displayed with the Transponder code display window. The small knob located to the left of the Transponder code display window has 3 selectable detentes and may be used to cycle the Transponder between either "STBY" (standby), or "ON", or "OFF" modes.

- The WX Radar selector knob is located within the extreme center left side of the WX Radar (combined Weather Radar/INS) sub panel .... and features 5 selectable detentes each relating to the Weather Radar range options and which may be set up to a maximum of 150 miles.

- A WX Radar Antennae Tilt selector knob (labelled "ANT TILT") is located within the center left section of the WX Radar (combined Weather Radar/INS) sub panel .... and may be use to cycle/tilt the WX Radar antennae through 180* of axis in order to detect weather conditions ahead, or above, or below the simulation.

- A large WX Radar Scope/Screen is located within the center of the WX Radar (combined Weather Radar/INS) sub panel.

PLEASE NOTE: The WX Radar featured in this CV880-22M panel can accurately detect, and display actual FS meteorological conditions.

PLEASE NOTE ALSO: The WX Radar unit featured in HJG panels only works if a "free", or "licensed", version of Pete DOWSON's FSUIPC module is installed .... any FSUIPC version from V3.50 or later.

PLEASE NOTE ADDITIONALLY: FSUIPC modules are FS version specific (separate files for FS2004 and FSX). Follow Pete DOWSON's installation instructions with precision. HJG does not provide FSUIPC technical support. The latest FSUIPC versions for FS2004 or FSX may be downloaded from ....

www.schiratti.com/dowson.html


Mark C
AKL/NZ

[aerofoto - HJG Admin]

CV880 & CV990 INSTALLATION & HANDLING NOTES # 2:02

UPDATED: December 9th 2022.




CV990 PANEL/INSTRUMENT DESCRIPTIONS

Please read the following panel description carefully.

This is essential in order to understand the differences between each CV990 panel version as well as some of their gauges functions. Whilst some of these panels may, at first, look similar, no 2 HJG supplied CV990 panel versions are alike in respect of their layout/the instrumentation represented in each or the performance of most of these simulations either. Each panel version is aircraft type, or group, specific and "MUST" be used with the correct CV990 aircraft type base pack/s .... or performance issues "WILL" result.


CV990 MAIN PANEL (primary instruments section)



The Main Panel primary instrument section features all of the instrumentation described below and which each each function as follows ....

- A Turn Co-ordinator/Inclinometer gauge is also located within the extreme middle left section of the Main Panel.

- A red AP Disengaged warning lamp is located at the extreme top left section of the Main Panel. This lamp will illuminate and flash repeatedly when the AP is disengaged .... left mouse clicking on this lamp cancels this visual warning indication.

- The ASI gauge is located within the upper left section of the Main Panel .... below the AP Disengaged warning lamp. The small selector knob, located outside the bottom left rim of this instrument, can be used to adjust/set the red airspeed bug featured within the rim of this particular gauge .... left mouse-clicking either left or right sides of this selector knob advances (+ or - respectively) the red airspeed bug around the inside rim of the IAS gauge. Each of the 4 white airspeed bugs, featured within the upper right rim of this particular instrument, can also be "manually" adjusted/set in accordance with the necessary V-REF settings .... left mouse-clicking about the 1 oclock rim of the IAS gauge advances (+ or - respectively) the first airspeed bug .... left mouse-clicking about the 2 oclock rim of the IAS gauge advances (+ or - respectively) the second airspeed bug .... left mouse-clicking about the 4 oclock rim of the IAS gauge advances (+ or - respectively) the third airspeed bug .... left mouse-clicking about the 5 oclock rim of the IAS gauge advances (+ or - respectively) the fourth airspeed bug .... as required.

- A Mach Meter gauge is located within the center left section of the Main Panel .... below the IAS gauge.

PLEASE NOTE: MACH velocity should be prioritized over IAS/KIAS indications at altitudes in excess of 20,000 FT.

- A bank of 6 sub panel selection switches are also located within the extreme lower center section of the Main Panel .... below Mach Meter gauge. These each activate/deactivate a particular sub panel view when selected. In order of their presentation, from left to right, these are each labelled and activate/deactivate the following sub panel views ....

"RDO" = Radio Stack.
"OVH" = Overhead Panel.
"PED" = Center Pedestal.
"AP" = Autopilot.
"CP" = Standby Wiskey Compass.
"RDR" = Weather Radar and Transponder Radio.

- A pair of Hydraulics Pressure gauges (relating to Air Brake Pressure and Hydraulic Brake Pressure) are located within the extreme lower left section of the Main Panel .... these 2 gauges are "cosmetic" and display "static" indications of 2,800 and 3,000 PSI each.

- A cluster of 4 lamps are also located within the extreme upper left section of the Main Panel. In order of their presentation, from left to right, these are a blue Spoilers Extended warning lamp (this lamp will illuminate in response to Spoiler deployment); an orange Glide Slope warning lamp (this lamp will illuminate in response to any auto-generated "GLIDE-SLOPE" call out when the simulation is excessively above, or below, an ILS/GS signal during ILS/GS coupled approaches to landing); an amber Overspeed warning lamp (this lamp will illuminate in response to any Overspeed detection and also auto-trigger the Stick Shaker; and a yellow Altitude Alert warning lamp (this lamp illuminates briefly in response to the auto-triggered altitude alert tone when approaching to within 1,000 FT of any pre-selected target altitude value entered into the Altitude Selector gauge .... and similarly also in response to any pre-selected target altitude being exceeded by 200 FT).

- A bank of 3 small lamps representing Outer, Middle, and Inner Marker indications are also located within the upper center left section of the Main Panel .... below the Spoiler, Glide Slope, Overspeed, and Altitude Alerter lamps.

- An AI gauge is located within the upper center left section of the Main Panel. This particular gauge indicates the simulations pitch and bank axis in relation to the displayed instrument horizon. The white bug, located within the left rim of this gauge, indicates the simulations vertical alignment in relation to any ILS/GS signal during such coupled approaches to landing.

- The HSI gauge is located within the lower center left section of the Main Panel. This particular gauge indicates the simulations direction of travel in relation to 360 degrees of compass points .... and lateral alignment with any VOR signal being tracked during AP controlled radio navigation .... or in relation to any ILS/GS signal being tracked during such coupled approaches to landing. The small selector knob, located outside the bottom left rim of this particulars gauge, can used to adjust/set the orange HDG cursor located within the rim of this particular instrument and to command simulations heading during AP controlled flight, but, only when the AP HDG SEL mode is engaged. Left mouse-clicking on either the left or right sides of this selector knob will adjust the displayed heading per increments of 1 degree. The small selector knob, located outside the bottom right rim of this particular gauge, can be used to adjust/set the white course indicator in relation to any VOR navigation signal .... or any RWY center line HDG for ILS/GS coupled approaches to landing, but, requires either the AP VOR/LOC or ILS modes to be selected first (respectively) in order to enable the simulation to engage with either signal. Left mouse-clicking on either the left or right sides of this selector knob will adjust the course indicator per increments of 1 degree.

- DME1 and DME2 gauges are also located within the lower center left section of the Main Panel .... below the HSI gauge. In FS these particular gauge (like can indicate distances up to 194 miles range, in relation to any VOR/DME navigation aid, although some FS represented VOR navigation aids (like that for St.Croix) have significantly less range.

- Another pair of Hydraulics Pressure gauges (relating to Hydraulic System Pressure and Hydraulic Spoiler Pressure) are located within the extreme lower left section of the Main Panel .... these 2 gauges are also "cosmetic" and display "static" indications of 2,970 and 2,000 PSI each.

- A Time Clock is located within the extreme upper middle section of the Main Panel. The small knob, located outside the bottom left rim of this particular instrument, can be used to adjust its displayed hour of day indication .... and which also then influences the corresponding time of day FS lighting (dawn/day/dusk/evening)environment in proportion to adjustment.

- The Altimeter is located within the center middle section of the Main Panel .... below the clock. This is a dual needle type Altimeter .... its short needle primarily measures altitude in 1000 FT units whilst its long needle primarily measures altitude in 100 FT units. The small selector knob, located outside the bottom left rim of this instrument, can be used to adjust/set the altimeter barometric pressure setting (displayed within the right rim of this gauge) for more accurate altitude measurements when transitioning through 17,500 FT during climb and descent.

- A VSI gauge is also located within the lower center middle section of the Main Panel.

- An Altitude Selector gauge is located within the extreme upper center right portion of the secondary instruments section of the Main Panel. 4 separate functions are associated with this particular gauge. Left mouse clicking, at 2 separate points (+ or - respectively), below the extreme left side of the Altitude Selector display window adjusts the displayed altitude value per 1,000 FT increments. Left mouse clicking on either the left or right sides of the small black selector knob, located below the bottom right side of the Altitude Selector display window, adjusts the displayed altitude value per 50FT increments. As the simulation approaches to within 1,000 FT of any pre-selected altitude an altitude alert tone will be auto-triggered and the yellow altitude alert lamp, located within the primary instruments section of the Main Panel (labelled "ALT ALERT"), will briefly illuminate .... and similarly also should the pre-selected altitude be exceeded by 200FT without a new altitude value having first been dialed into the Altitude selector gauge.

- A yellow Parking Brake lamp and an ATC sub panel selection icon are also located within the extreme upper middle section of the Main Panel .... to the right of the clock. Left mouse liking on the PB lamp engages/disengages the Parking Brakes .... and which illuminates in response to the PB having being selected "ON". Left mouse clicking on the ATC sub panel selection icon open the FS ATC display window .... and from which ATC related options can be selected.

- An RA gauge is located within the lower center middle section of the Main Panel .... below the Altimeter gauge. The small test button, labelled "TEST", located outside the bottom left rim of this particular instrument, is used to test the functionality of this gauge .... left mouse-clicking (once) on this particular button cycles the gauge needle through its "0" FT/ground level to "2,500" FT range of terrain clearance measurements .... left mouse-clicking (a second time) on this particular button re-cycles the gauge needle through its "2,500" FT to "0" FT/ground level range of terrain clearance measurements. The small selector knob, located outside the bottom right rim of this particular instrument, cycles the yellow DH bug to any altitude value throughout this gauges "0" FT to "2,500" FT range of of terrain clearance measurements ..... and will auto-illuminate the yellow DH lamp (located within the upper left of this RA gauge) as the simulation descends through any pre-selected target RA altitude value.

- An RMI gauge is located within the bottom center right section of the Main Panel .... below the RA gauge. The RMI needles indicate in regard to the direction/origin of any pre-selected VOR and ADF signal within range of the simulation. The "ADF/VOR" tabs, located outside the top left rim of this particular instrument, enable cycling either of the 2 instrument needles between either ADF and VOR indications.


CV990 MAIN PANEL (secondary instruments section)


The Main Panel secondary instrument section features all of the instrumentation described below and which each function as follows ....

- A Total Air Temperature gauge is located within the bottom right section of the secondary instruments section of the Main Panel. .... below the Landing Gear lever and associated Gear Condition lamps.

- A Total Fuel Quantity gauge is located within the upper left portion of the secondary instruments section of the Main Panel.

- A TAS gauge is located within the upper center left portion of the secondary instruments section of the Main Panel .... below the Total Fuel Quantity gauge.

- A Rudder/Aileron/Elevator postion gauges is located within the lower left portion of the secondary instruments section of the Main Panel .... below the TAS gauge. This particular gauge displays either Rudder/Aileron/Elevator position in response to control input.

- A Fuel used Reset switch is located within the extreme lower left portion of the secondary instruments section of the Main Panel .... below the Rudder/Aileron/Elevator position gauge. Left mouse-clicking this particular switch resets the fuel quantity used indication displayed within each of the engine Fuel Flow gauges.

- 4 engine EPR gauges are located across the entire upper middle portion of the secondary instruments section of the Main Panel .... below the 4 pairs of thrust reverser lamps. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4. By default each of these particular gauges are pre-bugged at EPR 2.00 but these values may be reset as follows ....

CV990 30-5/CV990-A 30-5 - set 2.00 EPR (GE CJ805-23 Aft-Fan fanjet engines rated at 15,870 LBS thrust each)

CV990-A 30-6 30-6/CV990-A 30-8 - set 1.98 EPR (GE CJ805-23B Aft-Fan fanjet engines rated at 16,070 LBS thrust each)

PLEASE NOTE: The pre-bugged EPR values correspond with a power setting of N2 98.5% are set in accordance with the maximum/recommended limitations for each engine type based on a 15*C ambient temperature and at SL only. These settings will vary, and need being adjusted, in accordance with technical impositions imposed by other temperature/altitude environments.

The small selector knobs, located outside the bottom left rims of each of these instruments, can be used to adjust/set the white bugs located within each EPR gauge.

- 4 engine N1 Fan RPM gauges are located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine EPR gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine EGT gauges are also located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine Fan RPM gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine N2 Fan RPM gauges are located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine EPR gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine Fuel Flow gauges are additionally located across the lower middle portion of the secondary instruments section of the Main Panel .... below the engine EGT gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- A KLN90-B GPS is located within the lower center portion of the secondary instruments section of the Main Panel.



The selector tabs associated with this particular feature relate to each of its following multi-functions ....

D BUTTON = toggles GPS display ON/OFF.

ENT BUTTON = toggles AP NAV source between NAV1 and GPS .... replacing the GPS NAV switch typically activated in FS when using the GPS to drive the AP. When GPS becomes the AP's NAV source the titles "GPS" are indicated within the lower right corner of the display.

CDI/XTK/FLY KNOB = select XTK display modes ....

RIGHT CRSR BUTTON = toggles CDI mode sensitivity between 5.0 NM per mark and 1.0 NM per mark.

In CDI mode the following data is indicated on the left side of the display ....

LINE 1 = set scale (5 NM or 1NM are available) .... with the pointer indicating the extent of any cross-track error.

LINE 2 = bearing to programmed NAV way point.

LINE 3 = ground speed.

LINE 4 = NAV way point ID.

In XTK/FLY mode the following data is indicated on the right side of the display ....

LINE 2 = distance to NAV way point.

LINE 3 = estimated time to way point at the current ground speed.

LINE 4 = AP source .... either "GPS" or "NAV".

- A bank of annunciator lamps are located across the entire upper right portion of the secondary instruments section of the Main Panel. In order of their presentation, from left to right, each of these lamps correspond with engines #1, #2, #3, and #4. These lamps are individually coloured orange, blue, and yellow. The orange and blue lamps both relate relate to engine thrust reverser functions .... each automatically illuminate when reverse thrust is selected "ON". The orange lamps illuminate momentarily (only) to indicate the thrust reverser for each corresponding engine is unlocked .... whilst the blue lamps illuminate, and remained illuminated, to indicate reverse thrust is engaged for each corresponding engine .... and will extinguish automatically when reverse thrust is cancelled. The yellow lamps relate to engine Oil pressure. In order of their presentation, from left to right, each of these lamps also correspond with engines #1, #2, #3, and #4. These lamps each illuminate when the engines are either shutdown or fail.

- The Landing Gear lever, and its associated Gear Condition lamps, are located within the middle right portion of the secondary instruments section of the Main Panel. These 3 lamps illuminate green when the landing gear is extended .... and will briefly illuminate red when the landing gear is in transit between up and down positions .... and will extinguish auomatically when the landing gear is fully retracted inflight.

PLEASE NOTE: Setting in excess of FLAP 27 prior to extending the landing gear will auto-trigger the Config Warning Alarm.

- The Flap gauge is located within the upper left portion of the secondary instruments section of the Main Panel. This particular flap gauge reads in accordance with the following detentes ....

CV990 (only)

FLAP 10/LE Flaps
FLAP 27/LE Flaps Full
FLAP 26
FLAP 50 TE Flaps Full

PLEASE NOTE: Advancing the thrust levers for TO prior to setting a FLAP 10 minimum detente will auto-trigger the the Config Warning Alarm.


CV990 - RADIO STACK


The Radio Stack sub panel can be activated/deactivated using either the "RDO" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 2 keyboard commands. The Radio Stack features all of the elements described below and which each function as follows ....

- The VHF NAV1/VHF NAV2 radios are located within the upper and center left sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme left side of either VHF NAV1/VHF NAV2 radio frequency display window cycles the displayed 3-digit radio frequency prefix .... left mouse clicking, at 2 vertical separate points (+ or - respectively), below the extreme right side of either VHF NAV1/VHF NAV2 radio frequency display window cycles the displayed 2-digit radio frequency suffix.

- The ADF1/ADF2 radios are located within lower and center left sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (- or + respectively), below each of the digits composing either ADF1/ADF2 radio frequencies cycles the 3-digit frequency displayed within each ADF frequency display window.

The VHF COM1/VHF COM2 radios are located within the upper and center right sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme left side of either VHF COM1/VHF COM2 radio frequency display window cycles the displayed 3-digit radio frequency prefix .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme right side of either VHF COM1/VHF COM2 radio frequency display window cycles the displayed 2-digit radio frequency suffix.

PLEASE NOTE: COM1/2 are both selectable. ATIS information only can be tuned via COM1 .... independently of the FS ATC feature. ATIS and ATC dialogue cannot be tuned via COM2.

PLEASE NOTE ALSO: It is recommended that the FS ATC feature be used for all ATC and ATIS communication/s. Provided ATC functions are enabled within FS OPTIONS and SOUNDS the FS ATC feature is accessed per the main panel located ATC sub panel selection icon .... then engaged per manual selection of either of the numbered options listed within the displayed ATC dialogue box .... and in conjunction with their corresponding keyboard number tabs in order to trigger the selected ATC/ATIS dialogue. Using the FS ATC feature all radio frequencies are "automatically" adjusted once selected in accordance with the displayed ATC/ATIS options .... each of which function via the COM1 radio only.

PLEASE NOTE ADDITIONALLY: The FS ATC function works most effectively when employed in conjunction with a flight plan having first been compiled, saved, and then executed in accordance with any virtual flight/s.


CV990 - OVERHEAD


The Overhead sub panel can be activated/deactivated using either the "OVH" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 3 keyboard commands. The Overhead features all of the instrumentation and elements described below and which each function as follows ....

- 4 orange annunciator lamps are located across the extreme upper center section of the Overhead sub panel. In order of their presentation, from left to right, these lamps each relate to the engine #1, #2, #3, and #4 anti-ice system. Each of these 4 lamps will briefly (only) illuminate in response to their corresponding Inboard and Outboard Engine Anti-Ice and Scoops Ice Switches (3X switches in total .... located within the upper center section of the Overhead sub panel and below these 4 lamps .... being selected "ON".

- An External Power switch is located within the extreme upper right section of the Overhead sub panel. This switch is used to simulate the transferal of energy supply from battery to external power sources during engine startup. Prior to, and after, the completion of engine startup procedures (using the simulated pneumatic air delivery system) this switch should be set to its "BATT" detente. A blue annunciator lamp, labelled "EXT PWR, is located to the right of this particular switch .... and illuminates when the External Power switch is set to its "EXT PWR" detente. This lamp extinguishes again when the External Power switch is set to its "BATT" detente.

- A Main Instruments Lighting switch is located within the extreme upper left section of the Overhead sub panel. Selecting this particular switch "ON" illuminates each of the primary and secondary instruments on the Main Panel during dusk/evening/dawn time of day/environment transitions.

- A Windshield Heater switch is also located within the upper left section of the Overhead sub panel.

- A Pitot Heat amp meter gauge is located within the center left section of the Overhead sub panel .... to the left of of the 4 red engine starter switches. This particular gauge is activated/deactivated when the Pitot Heat selector knob, located within the extreme lower left section of the Overhead sub panel, is selected "ON" .... to either of its 6 selectable detentes. Setting the Pitot Heat selector knob between either of its 6 selectable detentes will briefly illuminate the orange Pitot Heat Failure lamp and which is "is quite normal".

- A bank of 4 red Engine Starter switches are located within the center section of the Overhead sub panel. When selected "ON", during engine startup procedures, each of these switches illuminate .... and will remain illuminated until manually selected "OFF" (manual starter cut-out is a standard on CV990 aircraft) upon concluding the startup phase for each individual engine.

- A bank of 4 knobs and switches are grouped within the center right section of the Overhead sub panel .... to the right of the 4 red engine startup switches. These switches relate to Engine Starter Arm/Starter Ignition, Start Arm Manifold, Ignition Overide, and Continuous Ignition functions .... each of which must be selected "ON" during engine startup procedures then selected "OFF" again upon the conclusion of engine startup procedures.

- A Start Air Pressure Duct gauge is located within the extreme upper right section of the Overhead sub panel. This particular gauge measures the pressure of pneumatic air being being delivered for engine startup .... a minimum of 3,200 PSI should be indicated by this gauge during air delivery and prior to engine startup, but, decline (somewhat) during the actual engine startup phase and which is "quite normal".

- A bank of 7 lighting switches are located across the extreme lower center section of the Overhead sub panel. In order of their presentation, from left to right, ech of these switches relate to Landing Lights (2X .... these switches extend/retract the under wing located Landing Lights on each model), Taxi Lights (2X), Wing Flood Lights (1X), Navigation Lights (1X), and Anti-Collision Lights (1x) functions.

- An Emergency Lighting switch is located within the extreme lower right section of the Overhead sub panel .... to the right of the Anti-Collision Lights switch. An orange lamp, labelled "EMER LIGHTS ARMED", is located to the right of this particular switch. This lamp extinguishes when this particular switch is set to "ARM" and illuminates when set to "OFF".

- A pair of communication buttons are also located within the extreme lower right section of the Overhead sub panel .... below the Start Air Pressure Duct gauge. In order of their presentation, from "left to right", these buttons relate to "MECH CALL" (which enables cockpit/ground dialogue during engine startup procedures) and "ATTENDANT" call.


CV990 - CENTER PEDESTAL


The Center Pedestal sub panel can be activated/deactivated using either the "CP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 4 keyboard commands. The Center Pedestal features all of of the elements described below and which each function as follows ....

- The Elevator Trim scale and Indicator are located vertically at the extreme left side of the Center Pedestal sub panel. The white Elevator Trim indicator Tab can be adjusted/set using keyboard commands ("END" = trim up .... "HOME" = trim down) or controller device assigned buttons in order to set a Trim on the ground or adjust Trim inflight and during manual flight control only. During AP controlled flight Trim setting is automatically influenced by manual adjustment/s using the AP Vert Speed thumb wheel.

PLEASE NOTE: The Elevator Trim scale at the extreme ride side of the Center Pedestal sub panel is more uncluttered and for thisw reason much easier to and read in full.

- The Spoiler lever is also located within the extreme left side of the Center Pedestal sub panel .... to the right of the Elevator Trim scale and indicator.

PLEASE NOTE: The Spoiler Lever can only be used manually .... use the / (back-slash) keyboard command.

PLEASE NOTE ALSO: It is not possible to set the Spoiler Lever to auto-engage for landing.

- 4 engine Thrust/Power levers are located within the center section of the Center Pedestal sub panel .... in order of their presentation, from left to right, each of these levers correspond with the #1, #2, #3, and #4 engine.

PLEASE NOTE: Advancing the thrust levers prior to setting a FLAP 20 minimum detente .... or .... with in excess of a FLAP 30 detente selected .... will auto-trigger the Config Warning Alarm.

- 4 engine Fuel Ignition/Cut-Off levers are located across the lower center section of the Center Pedestal sub panel .... below the Thrust/Power levers. In order of their presentation, from left to right, each of these levers also correspond with the #1, #2, #3, and #4 engines. Left mouse clicking above either of these levers individually, and during engine startup, raises these lever to their fully up/"ON" detente, to simulate fuel supply and ignition for each corresponding engine during startup procedures.

PLEASE NOTE: A minimum N2 gauge indication of "N2 22%" is required for normal engine ignition during startup.

Left mouse clicking below either of these levers individually, whilst the engines are running, lowers these lever to their fully down/"OFF" detente, to simulate cutting-off the fuel supply for each corresponding engine during engine shutdown procedures. Each of the 4 engines may be shutdown individually using this manner .... or combined CTRL + SHIFT + F1 keyboard commands may be used in order to shutdown all 4 engines in unison.

- The Flap lever is located vertically within the extreme right side of the Center Pedestal sub panel. This flap lever can be set in accordance with each of the following 4 selectable detentes ....

CV990

FLAP 10/LE Flaps
FLAP 27/LE Flaps Full
FLAP 26
FLAP 50/TE Flaps Full

PLEASE NOTE: Advancing the thrust levers prior to setting a FLAP 20 minimum detente .... or .... will auto-trigger the Config Warning Alarm.


CV990 - AUTOPILOT


The Auto-Pilot sub panel can be activated/deactivated using either the "AP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 5 keyboard commands. The AP features all of the elements described below and which each function as follows ....

- AP Pitch Mode selector knob is located within the extreme left side of the AP sub panel .... and features 5 selectable detentes each relating to pitch related options for AP controlled auto-flight. During AP controlled flight this selector knob should first be set to its "VERT SPEED" detente .... enabling the simulations ROC/ROD to be manually controlled using the AP Vert Speed thumb wheel .... prior to engaging either of the available pitch mode related options. Engaging the selector to either "MACH HLD" or "IAS HLD" detentes enables the AP to automatically set, and constantly adjust, the simulations pitch attitude, during climb or descent, in order to maintain a near-constant IAS or MACH velocity in proportion to engine power setting. The AP will endeavour to maintain the airspeed/velocity acquired at the moment either mode is first engaged. Using either mode .... the AP will increase the simulations pitch attitude in response to any manual increase in engine thrust .... and decrease the simulations pitch attitude in response to any manual reduction in engine thrust .... in order to maintain the acquired IAS/MACH velocities. During AP controlled flight .... IAS HLD mode should not be engaged below 10,000 FT or 250 KTS .... and MACH pitch mode should not be engaged below 20,000 FT or 300 KTS.

PLEASE NOTE: The IAS/MACH HLD pitch mode is not an AT and should not be used as such.

- The AP Vert Speed thumb wheel is located within the center left section of the AP sub panel. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel, about its "CLIMB" placard, will increase the ROC or reduce the ROD .... left mouse-clicking the upper portion of the Vert Speed thumb wheel, about its "DESCEND" placard, will increase the ROD or reduce the ROC .... per approximately 100 FPM ROC/ROD increments in response to input.

PLEASE NOTE: This type of AP system does not (intentionally) feature an automatic altitude capture function.

Left mouse clicking the small tab (labelled "ALT" .... located below the center of the thumb wheel) manually engages the AP altitude capture and hold mode.
The AP altitude hold function can be "manually disengaged" by left mouse-clicking either the top, or bottom, of the AP Vert Speed thumb wheel .... or by disengaging the AP Servo Master switch and which will auto-trigger a brief AP disengage warning,

PLEASE NOTE: An AP disengage anunciator lamp is represented within this particular CV990 panel version.

- A large AP Turn knob (labelled "TURN") is located within the center of the AP sub panel. During AP controlled flight .... left mouse-clicking about the extreme left side of this knob enables an AP controlled left turn .... left mouse-clicking about the extreme right side of this knob enables an AP controlled right turn .... provided AP Mode Selector switch (located within the extreme right side of the AP) is set to its default "TURN" detente.

- The AP Servo master switch is located within the center right section of the AP sub panel .... and features 3 selectable detentes ranging from "OFF" to "YAW DAMPER" and "AUTO PILOT". This particular switch must be set to "AUTO PILOT" in order for either of the AP flight control and navigation modes to be engaged.

- Setting AP Servo master switch from "AUTO PILOT" to either "YAW DAMPER" or "OFF" detentes will disengage the AP system .... auto-triggering a brief AP disengage alarm and requiring manual flight control.

PLEASE NOTE: When disengaged the AP Servo master switch will default to the "YAW DAMPER" detente.

PLEASE NOTE ALSO: The YD should be engaged only after flap and gear retraction .... then disengaged prior to flap extension .... during manual flight control. Engaging the YD on the ground will result in restricted nose gear animation/pivoting, difficulties in ground steering (increased turning arc), and visible rudder oscillations).

PLEASE NOTE ADDITIONALLY: The YD is engaged automatically when the AP Servo master switch is selected "ON".

- The AP Mode Selector switch is located within the extreme right side of the AP sub panel .... and features 5 selectable detentes each relating to heading/course and navigation options for AP controlled auto-flight. During AP controlled flight this selector knob should first be set to its default "TURN" detente .... enabling the simulations course/heading to be manually flown in according with CWS mode .... and prior to engaging either of the available navigation mode related options. Engaging the selector to its "HDG SEL" detente enables the AP to fly any particular heading to which the orange HDG selector cursor within the Main Panel HSI instrument has been set. Engaging the selector to its "VOR LOC" detente enables the AP to capture, and fly, any particular VOR/LOC course to which the navigation course selector within the Main Panel HSI instrument and NAV 1 radio have been set. Engaging the selector to its "ILS" detente enables the AP to capture, and fly, any particular ILS signal to the navigation course selector within the Main Panel HSI instrument and NAV1 radio have been set.

PLEASE NOTE: Setting the AP Mode Selector to either "HDG SEL", or "VOR LOC", or "ILS" detentes automatically cancels CWS mode.


CV990 - WISKEY COMPASS


A Wiskey Compass sub panel can be activated/deactivated using either the "CP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 6 keyboard commands. This particular gauge has no selectable functions, but, may be used as a back-up indication with which to verify simulations magnetic (compass) direction of travel in relation to that displayed within the Main Panel HSI instrument.


CV990 - WEATHER RADAR


The Weather Radar (combined Weather Radar/INS) sub panel can be activated/deactivated using either the "AP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 7 keyboard commands. The WX Radar features all of the elements described below and which each function as follows ....

- A Transponder radio is located within the upper left section of the Weather Radar (combined Weather Radar/INS) sub panel. 2 selector knobs (each labelled "ID") are located below the left and right sides of the Transponder radio frequency display window .... mouse-clicking on the left and right sides of the left selector knob cycles the first 2-digits (respectively) composed within any Transponder frequency .... mouse-Clinking on the left and right side sides of the right selector knob cycles the last 2-digit (respectively) composed within any Transponder .... and as displayed with the Transponder code display window. The small knob located to the left of the Transponder code display window has 3 selectable detentes and may be used to cycle the Transponder between either "STBY" (standby), or "ON", or "OFF" modes.

- The WX Radar selector knob is located within the extreme center left side of the WX Radar (combined Weather Radar/INS) sub panel .... and features 5 selectable detentes each relating to the Weather Radar range options and which may be set up to a maximum of 150 miles.

- A WX Radar Antennae Tilt selector knob (labelled "ANT TILT") is located within the center left section of the WX Radar (combined Weather Radar/INS) sub panel .... and may be use to cycle/tilt the WX Radar antennae through 180* of axis in order to detect weather conditions ahead, or above, or below the simulation.

- A large WX Radar Scope/Screen is located within the center of the WX Radar (combined Weather Radar/INS) sub panel.

PLEASE NOTE: The WX Radar featured in this CV990 panel can accurately detect, and display actual FS meteorological conditions.

PLEASE NOTE ALSO: The WX Radar unit featured in HJG panels only works if a "free", or "licensed", version of Pete DOWSON's FSUIPC module is installed .... any FSUIPC version from V3.50 or later.

PLEASE NOTE ADDITIONALLY: FSUIPC modules are FS version specific (separate files for FS2004 and FSX). Follow Pete DOWSON's installation instructions with precision. HJG does not provide FSUIPC technical support. The latest FSUIPC versions for FS2004 or FSX may be downloaded from ....

www.schiratti.com/dowson.html


Mark C
AKL/NZ


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


CV880 & CV990 INSTALLATION & HANDLING NOTES # 2.03

UPDATED: October 22nd 2022.




CV990 (INS) PANEL/INSTRUMENT DESCRIPTIONS

Please read the following panel description carefully.

This is essential in order to understand the differences between each DC-8 panel version as well as some of their gauges functions. Whilst some of these panels may, at first, look similar, no 2 HJG supplied DC-8 panel versions are alike in respect of their layout/the instrumentation represented in each or the performance of most of these simulations either. Each panel version is aircraft type, or group, specific and "MUST" be used with the correct DC-8 aircraft type base pack/s .... or performance issues "WILL" result.


CV990 (INS) MAIN PANEL (primary instruments section)



The Main Panel primary instrument section features all of the instrumentation described below and which each function as follows ....

- A Turn Co-ordinator/Inclinometer gauge is also located within the extreme middle left section of the Main Panel.

- A red AP Disengaged warning lamp is located at the extreme top left section of the Main Panel. This lamp will illuminate and flash repeatedly when the AP is disengaged .... left mouse clicking on this lamp cancels this visual warning indication.

- The ASI gauge is located within the upper left section of the Main Panel .... below the AP Disengaged warning lamp. The small selector knob, located outside the bottom left rim of this instrument, can be used to adjust/set the red airspeed bug featured within the rim of this particular gauge .... left mouse-clicking either left or right sides of this selector knob advances (+ or - respectively) the red airspeed bug around the inside rim of the IAS gauge. Each of the 4 white airspeed bugs, featured within the upper right rim of this particular instrument, can also be "manually" adjusted/set in accordance with the necessary V-REF settings .... left mouse-clicking about the 1 oclock rim of the IAS gauge advances (+ or - respectively) the first airspeed bug .... left mouse-clicking about the 2 oclock rim of the IAS gauge advances (+ or - respectively) the second airspeed bug .... left mouse-clicking about the 4 oclock rim of the IAS gauge advances (+ or - respectively) the third airspeed bug .... left mouse-clicking about the 5 oclock rim of the IAS gauge advances (+ or - respectively) the fourth airspeed bug .... as required.

- A Mach Meter gauge is located within the center left section of the Main Panel .... below the IAS gauge.

PLEASE NOTE: MACH velocity should be prioritized over IAS/KIAS indications at altitudes in excess of 20,000 FT.

- A bank of 6 sub panel selection switches are also located within the extreme lower center section of the Main Panel .... below Mach Meter gauge. These each activate/deactivate a particular sub panel view when selected. In order of thier presentation, from left to right, these are each labelled and activate/deactivate the following sub panel views ....

"RDO" = Radio Stack.
"OVH" = Overhead Panel.
"PED" = Center Pedestal.
"AP" = Autopilot.
"CP" = Standby Wiskey Compass.
"RDR" = Weather Radar and Transponder Radio.

- A pair of Hydraulics Pressure gauges (relating to Air Brake Pressure and Hydraulic Brake Pressure) are located within the extreme lower left section of the Main Panel .... these 2 gauges are "cosmetic" and display "static" indications of 2,800 and 3,000 PSI each.

- A cluster of 4 lamps are also located within the extreme upper left section of the Main Panel. In order of their presentation, from left to right, these are a blue Spoilers Extended warning lamp (this lamp will illuminate in response to Spoiler deployment); an orange Glide Slope warning lamp (this lamp will illuminate in response to any auto-generated "GLIDE-SLOPE" call out when the simulation is excessively above, or below, an ILS/GS signal during ILS/GS coupled approaches to landing); an amber Overspeed warning lamp (this lamp will illuminate in response to any Overspeed detection and also auto-trigger the Stick Shaker; and a yellow Altitude Alert warning lamp (this lamp illuminates briefly in response to the auto-triggered altitude alert tone when approaching to within 1,000 FT of any pre-selected target altitude value entered into the Altitude Selector gauge .... and similarly also in response to any pre-selected target altitude being exceeded by 200 FT).

- A bank of 3 small lamps representing Outer, Middle, and Inner Marker indications are also located within the upper center left section of the Main Panel .... below the Spoiler, Glide Slope, Overspeed, and Altitude Alerter lamps.

- An AI gauge is located within the upper center left section of the Main Panel. This particular gauge indicates the simulations pitch and bank axis in relation to the displayed instrument horizon. The white bug, located within the left rim of this gauge, indicates the simulations vertical alignment in relation to any ILS/GS signal during such coupled approaches to landing.

- The HSI gauge is located within the lower center left section of the Main Panel. This particular gauge indicates the simulations direction of travel in relation to 360 degrees of compass points .... and lateral alignment with any VOR signal being tracked during AP controlled radio navigation .... or in relation to any ILS/GS signal being tracked during such coupled approaches to landing. The small selector knob, located outside the bottom left rim of this particulars gauge, can used to adjust/set the orange HDG cursor located within the rim of this particular instrument and to command simulations heading during AP controlled flight, but, only when the AP HDG SEL mode is engaged. Left mouse-clicking on either the left or right sides of this selector knob will adjust the displayed heading per increments of 1 degree. The small selector knob, located outside the bottom right rim of this particular gauge, can be used to adjust/set the white course indicator in relation to any VOR navigation signal .... or any RWY center line HDG for ILS/GS coupled approaches to landing, but, requires either the AP VOR/LOC or ILS modes to be selected first (respectively) in order to enable the simulation to engage with either signal. Left mouse-clicking on either the left or right sides of this selector knob will adjust the course indicator per increments of 1 degree.

- DME1 and DME2 gauges are also located within the lower center left section of the Main Panel .... below the HSI gauge. In FS these particular gauge (like can indicate distances up to 194 miles range, in relation to any VOR/DME navigation aid, although some FS represented VOR navigation aids (like that for St.Croix) have significantly less range.

- Another pair of Hydraulics Pressure gauges (relating to Hydraulic System Pressure and Hydraulic Spoiler Pressure) are located within the extreme lower left section of the Main Panel .... these 2 gauges are also "cosmetic" and display "static" indications of 2,970 and 2,000 PSI each.

- A Time Clock is located within the extreme upper middle section of the Main Panel. The small knob, located outside the bottom left rim of this particular instrument, can be used to adjust its displayed hour of day indication .... and which also then influences the corresponding time of day FS lighting (dawn/day/dusk/evening)environment in proportion to adjustment.

- The Altimeter is located within the center middle section of the Main Panel .... below the clock. This is a dual needle type Altimeter .... its short needle primarily measures altitude in 1000 FT units whilst its long needle primarily measures altitude in 100 FT units. The small selector knob, located outside the bottom left rim of this instrument, can be used to adjust/set the altimeter barometric pressure setting (displayed within the right rim of this gauge) for more accurate altitude measurements when transitioning through 17,500 FT during climb and descent.

- A VSI gauge is also located within the lower center middle section of the Main Panel.

- An Altitude Selector gauge is located within the extreme upper center right portion of the secondary instruments section of the Main Panel. 4 separate functions are associated with this particular gauge. Left mouse clicking, at 2 separate points (+ or - respectively), below the extreme left side of the Altitude Selector display window adjusts the displayed altitude value per 1,000 FT increments. Left mouse clicking on either the left or right sides of the small black selector knob, located below the bottom right side of the Altitude Selector display window, adjusts the displayed altitude value per 50FT increments. As the simulation approaches to within 1,000 FT of any pre-selected altitude an altitude alert tone will be auto-triggered and the yellow altitude alert lamp, located within the primary instruments section of the Main Panel (labelled "ALT ALERT"), will briefly illuminate .... and similarly also should the pre-selected altitude be exceeded by 200FT without a new altitude value having first been dialed into the Altitude selector gauge.

- A yellow Parking Brake lamp and an ATC sub panel selection icon are also located within the extreme upper middle section of the Main Panel .... to the right of the clock. Left mouse liking on the PB lamp engages/disengages the Parking Brakes .... and which illuminates in response to the PB having being selected "ON". Left mouse clicking on the ATC sub panel selection icon open the FS ATC display window .... and from which ATC related options can be selected.

- An RA gauge is located within the lower center middle section of the Main Panel .... below the Altimeter gauge. The small test button, labelled "TEST", located outside the bottom left rim of this particular instrument, is used to test the functionality of this gauge .... left mouse-clicking (once) on this particular button cycles the gauge needle through its "0" FT/ground level to "2,500" FT range of terrain clearance measurements .... left mouse-clicking (a second time) on this particular button re-cycles the gauge needle through its "2,500" FT to "0" FT/ground level range of terrain clearance measurements. The small selector knob, located outside the bottom right rim of this particular instrument, cycles the yellow DH bug to any altitude value throughout this gauges "0" FT to "2,500" FT range of of terrain clearance measurements ..... and will auto-illuminate the yellow DH lamp (located within the upper left of this RA gauge) as the simulation descends through any pre-selected target RA altitude value.

- An RMI gauge is located within the bottom center right section of the Main Panel .... below the RA gauge. The RMI needles indicate in regard to the direction/origin of any pre-selected VOR and ADF signal within range of the simulation. The "ADF/VOR" tabs, located outside the top left rim of this particular instrument, enable cycling either of the 2 instrument needles between either ADF and VOR indications.


CV990 (INS) MAIN PANEL (secondary instruments section)


The Main Panel secondary instrument section features all of the instrumentation described below and which each function as follows ....

- A Total Air Temperature gauge is located within the bottom right section of the secondary instruments section of the Main Panel. .... below the Landing Gear lever and associated Gear Condition lamps.

- A Total Fuel Quantity gauge is located within the upper left portion of the secondary instruments section of the Main Panel.

- A TAS gauge is located within the upper center left portion of the secondary instruments section of the Main Panel .... below the Total Fuel Quantity gauge.

- A Rudder/Aileron/Elevator postion gauges is located within the lower left portion of the secondary instruments section of the Main Panel .... below the TAS gauge. This particular gauge displays either Rudder/Aileron/Elevator position in response to control input.

- A Fuel used Reset switch is located within the extreme lower left portion of the secondary instruments section of the Main Panel .... below the Rudder/Aileron/Elevator position gauge. Left mouse-clicking this particular switch resets the fuel quantity used indication displayed within each of the engine Fuel Flow gauges.

- 4 engine EPR gauges are located across the entire upper middle portion of the secondary instruments section of the Main Panel .... below the 4 pairs of thrust reverser lamps. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4. By default each of these particular gauges are pre-bugged at EPR 2.00 but these values may be reset as follows ....

CV990 30-5/CV990-A 30-5 - set 2.00 EPR (GE CJ805-23 Aft-Fan fanjet engines rated at 15,870 LBS thrust each)

CV990-A 30-6 30-6/CV990-A 30-8 - set 1.98 EPR (GE CJ805-23B Aft-Fan fanjet engines rated at 16,070 LBS thrust each)

PLEASE NOTE: The pre-bugged EPR values correspond with a power setting of N2 98.5% are set in accordance with the maximum/recommended limitations for each engine type based on a 15*C ambient temperature and at SL only. These settings will vary, and need being adjusted, in accordance with technical impositions imposed by other temperature/altitude environments.

The small selector knobs, located outside the bottom left rims of each of these instruments, can be used to adjust/set the white bugs located within each EPR gauge.

- 4 engine N1 Fan RPM gauges are located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine EPR gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine EGT gauges are also located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine Fan RPM gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine N2 Fan RPM gauges are located across the entire middle portion of the secondary instruments section of the Main Panel .... below the engine EPR gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- 4 engine Fuel Flow gauges are additionally located across the lower middle portion of the secondary instruments section of the Main Panel .... below the engine EGT gauges. In order of their presentation, from left to right, each of these gauges correspond with engines #1, #2, #3, and #4.

- A KLN90-B GPS is located within the lower center portion of the secondary instruments section of the Main Panel.



The selector tabs associated with this particular feature relate to each of its following multi-functions ....

D BUTTON = toggles GPS display ON/OFF.

ENT BUTTON = toggles AP NAV source between NAV1 and GPS .... replacing the GPS NAV switch typically activated in FS when using the GPS to drive the AP. When GPS becomes the AP's NAV source the titles "GPS" are indicated within the lower right corner of the display.

CDI/XTK/FLY KNOB = select XTK display modes ....

RIGHT CRSR BUTTON = toggles CDI mode sensitivity between 5.0 NM per mark and 1.0 NM per mark.

In CDI mode the following data is indicated on the left side of the display ....

LINE 1 = set scale (5 NM or 1NM are available) .... with the pointer indicating the extent of any cross-track error.

LINE 2 = bearing to programmed NAV way point.

LINE 3 = ground speed.

LINE 4 = NAV way point ID.

In XTK/FLY mode the following data is indicated on the right side of the display ....

LINE 2 = distance to NAV way point.

LINE 3 = estimated time to way point at the current ground speed.

LINE 4 = AP source .... either "GPS" or "NAV".

- A bank of annunciator lamps are located across the entire upper right portion of the secondary instruments section of the Main Panel. In order of their presentation, from left to right, each of these lamps correspond with engines #1, #2, #3, and #4. These lamps are individually coloured orange, blue, and yellow. The orange and blue lamps both relate relate to engine thrust reverser functions .... each automatically illuminate when reverse thrust is selected "ON". The orange lamps illuminate momentarily (only) to indicate the thrust reverser for each corresponding engine is unlocked .... whilst the blue lamps illuminate, and remained illuminated, to indicate reverse thrust is engaged for each corresponding engine .... and will extinguish automatically when reverse thrust is cancelled. The yellow lamps relate to engine Oil pressure. In order of their presentation, from left to right, each of these lamps also correspond with engines #1, #2, #3, and #4. These lamps each illuminate when the engines are either shutdown or fail.

- The Landing Gear lever, and its associated Gear Condition lamps, are located within the middle right portion of the secondary instruments section of the Main Panel. These 3 lamps illuminate green when the landing gear is extended .... and will briefly illuminate red when the landing gear is in transit between up and down positions .... and will extinguish automatically when the landing gear is fully retracted inflight.

PLEASE NOTE: Setting in excess of FLAP 27 prior to extending the landing gear will auto-trigger the Config Warning Alarm.

- The Flap gauge is located within the upper left portion of the secondary instruments section of the Main Panel. This particular flap gauge reads in accordance with the following detentes ....

CV990 (only)

FLAP 10/LE Flaps
FLAP 27/LE Flaps Full
FLAP 26
FLAP 50 TE Flaps Full

PLEASE NOTE: Advancing the thrust levers for TO prior to setting a FLAP 10 minimum detente will auto-trigger the the Config Warning Alarm.


CV990 (INS) - RADIO STACK


The Radio Stack sub panel can be activated/deactivated using either the "RDO" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 2 keyboard commands. The Radio Stack features all of the elements described below and which each function as follows ....

- The VHF NAV1/VHF NAV2 radios are located within the upper and center left sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme left side of either VHF NAV1/VHF NAV2 radio frequency display window cycles the displayed 3-digit radio frequency prefix .... left mouse clicking, at 2 vertical separate points (+ or - respectively), below the extreme right side of either VHF NAV1/VHF NAV2 radio frequency display window cycles the displayed 2-digit radio frequency suffix.

- The ADF1/ADF2 radios are located within lower and center left sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (- or + respectively), below each of the digits composing either ADF1/ADF2 radio frequencies cycles the 3-digit frequency displayed within each ADF frequency display window.

The VHF COM1/VHF COM2 radios are located within the upper and center right sections of the Radio Stack sub panel .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme left side of either VHF COM1/VHF COM2 radio frequency display window cycles the displayed 3-digit radio frequency prefix .... left mouse clicking, at 2 separate vertical points (+ or - respectively), below the extreme right side of either VHF COM1/VHF COM2 radio frequency display window cycles the displayed 2-digit radio frequency suffix.

PLEASE NOTE: COM1/2 are both selectable. ATIS information only can be tuned via COM1 .... independently of the FS ATC feature. ATIS and ATC dialogue cannot be tuned via COM2.

PLEASE NOTE ALSO: It is recommended that the FS ATC feature be used for all ATC and ATIS communication/s. Provided ATC functions are enabled within FS OPTIONS and SOUNDS the FS ATC feature is accessed per the main panel located ATC sub panel selection icon .... then engaged per manual selection of either of the numbered options listed within the displayed ATC dialogue box .... and in conjunction with their corresponding keyboard number tabs in order to trigger the selected ATC/ATIS dialogue. Using the FS ATC feature all radio frequencies are "automatically" adjusted once selected in accordance with the displayed ATC/ATIS options .... each of which function via the COM1 radio only.

PLEASE NOTE ADDITIONALLY: The FS ATC function works most effectively when employed in conjunction with a flight plan having first been compiled, saved, and then executed in accordance with any virtual flight/s.


CV990 (INS) - OVERHEAD


The Overhead sub panel can be activated/deactivated using either the "OVH" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 3 keyboard commands. The Overhead features all of the instrumentation and elements described below and which each function as follows ....

- 4 orange annunciator lamps are located across the extreme upper center section of the Overhead sub panel. In order of their presentation, from left to right, these lamps each relate to the engine #1, #2, #3, and #4 anti-ice system. Each of these 4 lamps will briefly (only) illuminate in response to their corresponding Inboard and Outboard Engine Anti-Ice and Scoops Ice Switches (3X switches in total .... located within the upper center section of the Overhead sub panel and below these 4 lamps .... being selected "ON".

- An INS MSU Mode Selector switch is located within the upper right section of the Overhead sub panel .... to the right of the engine #1, #2, #3, and #4 anti-ice system anti-ice system annunciator lamps .... and works in conjunction with the INS (see DC-8-50 - WEATHER RADAR (WEATHER RADAR/INS section below).

PLEASE NOTE: INS is featured within the "CV990 INS" designated panel version only.

- An External Power switch is located within the extreme upper right section of the Overhead sub panel. This switch is used to simulate the transferal of energy supply from battery to external power sources during engine startup. Prior to, and after, the completion of engine startup procedures (using the simulated pneumatic air delivery system) this switch should be set to its "BATT" detente. A blue annunciator lamp, labelled "EXT PWR, is located to the right of this particular switch .... and illuminates when the External Power switch is set to its "EXT PWR" detente. This lamp extinguishes again when the External Power switch is set to its "BATT" detente.

- A Main Instruments Lighting switch is located within the extreme upper left section of the Overhead sub panel. Selecting this particular switch "ON" illuminates each of the primary and secondary instruments on the Main Panel during dusk/evening/dawn time of day/environment transitions.

- A Windshield Heater switch is also located within the upper left section of the Overhead sub panel .... below the pair of engine Ejector/Translation Ring switches.

- A Pitot Heat amp meter gauge is located within the center left section of the Overhead sub panel .... to the left of of the 4 blue engine starter switches. This particular gauge is activated/deactivated when the Pitot Heat selector knob, located within the extreme lower left section of the Overhead sub panel, is selected "ON" .... to either of its 6 selectable detentes. Setting the Pitot Heat selector knob between either of its 6 selectable detentes will briefly illuminate the orange Pitot Heat Failure lamp and which is "is quite normal".

- A bank of 4 red Engine Starter switches are located within the center section of the Overhead sub panel. When selected "ON", during engine startup procedures, each of these switches illuminate .... and will remain illuminated until manually selected "OFF" (manual starter cut-out is a standard on CV990 aircraft) upon concluding the startup phase for each individual engine.

- A bank of 4 knobs and switches are grouped within the center right section of the Overhead sub panel .... to the right of the 4 red engine startup switches. These switches relate to Engine Starter Arm/Starter Ignition, Start Arm Manifold, Ignition Overide, and Continuous Ignition functions .... each of which must be selected "ON" during engine startup procedures then selected "OFF" again upon the conclusion of engine startup procedures.

- A Start Air Pressure Duct gauge is located within the extreme upper right section of the Overhead sub panel. This particular gauge measures the pressure of pneumatic air being being delivered for engine startup .... a minimum of 3,200 PSI should be indicated by this gauge during air delivery and prior to engine startup, but, decline (somewhat) during the actual engine startup phase and which is "quite normal".

- A bank of 7 lighting switches are located across the extreme lower center section of the Overhead sub panel. In order of their presentation, from left to right, ech of these switches relate to Landing Lights (2X .... these switches extend/retract the under wing located Landing Lights on each model), Taxi Lights (2X), Wing Flood Lights (1X), Navigation Lights (1X), and Anti-Collision Lights (1x) functions.

- An Emergency Lighting switch is located within the extreme lower right section of the Overhead sub panel .... to the right of the Anti-Collision Lights switch. An orange lamp, labelled "EMER LIGHTS ARMED", is located to the right of this particular switch. This lamp extinguishes when this particular switch is set to "ARM" and illuminates when set to "OFF".

- A pair of communication buttons are also located within the extreme lower right section of the Overhead sub panel .... below the Start Air Pressure Duct gauge. In order of their presentation, from "left to right", these buttons relate to "MECH CALL" (which enables cockpit/ground dialogue during engine startup procedures) and "ATTENDANT" call.


CV990 (INS) - CENTER PEDESTAL


The Center Pedestal sub panel can be activated/deactivated using either the "CP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 4 keyboard commands. The Center Pedestal features all of the elements described below and which each function as follows ....

- The Elevator Trim scale and Indicator are located vertically at the extreme left side of the Center Pedestal sub panel. The white Elevator Trim indicator Tab can be adjusted/set using keyboard commands ("END" = trim up .... "HOME" = trim down) or controller device assigned buttons in order to set a Trim on the ground or adjust Trim inflight and during manual flight control only. During AP controlled flight Trim setting is automatically influenced by manual adjustment/s using the AP Vert Speed thumb wheel.

PLEASE NOTE: The Elevator Trim scale at the extreme ride side of the Center Pedestal sub panel is more uncluttered and for thisw reason much easier to and read in full.

- The Spoiler lever is also located within the extreme left side of the Center Pedestal sub panel .... to the right of the Elevator Trim scale and indicator.

PLEASE NOTE: The Spoiler Lever can only be used manually .... use the / (back-slash) keyboard command.

PLEASE NOTE ALSO: It is not possible to set the Spoiler Lever to auto-engage for landing.

- 4 engine Thrust/Power levers are located within the center section of the Center Pedestal sub panel .... in order of their presentation, from left to right, each of these levers correspond with the #1, #2, #3, and #4 engine.

PLEASE NOTE: Advancing the thrust levers prior to setting a FLAP 20 minimum detente .... or .... with in excess of a FLAP 30 detente selected .... will auto-trigger the Config Warning Alarm.

- 4 engine Fuel Ignition/Cut-Off levers are located across the lower center section of the Center Pedestal sub panel .... below the Thrust/Power levers. In order of their presentation, from left to right, each of these levers also correspond with the #1, #2, #3, and #4 engines. Left mouse clicking above either of these levers individually, and during engine startup, raises these lever to their fully up/"ON" detente, to simulate fuel supply and ignition for each corresponding engine during startup procedures.

PLEASE NOTE: A minimum N2 gauge indication of "N2 22%" is required for normal engine ignition during startup.

Left mouse clicking below either of these levers individually, whilst the engines are running, lowers these lever to their fully down/"OFF" detente, to simulate cutting-off the fuel supply for each corresponding engine during engine shutdown procedures. Each of the 4 engines may be shutdown individually using this manner .... or combined CTRL + SHIFT + F1 keyboard commands may be used in order to shutdown all 4 engines in unison.

- The Flap lever is located vertically within the extreme right side of the Center Pedestal sub panel. This flap lever can be set in accordance with each of the following 4 selectable detentes ....

CV990-A

FLAP 10/LE Flaps
FLAP 27/LE Flaps Full
FLAP 26
FLAP 50/TE Flaps Full

PLEASE NOTE: Advancing the thrust levers prior to setting a FLAP 20 minimum detente .... or .... will auto-trigger the Config Warning Alarm.


CV990 (INS) - AUTOPILOT


The Auto-Pilot sub panel can be activated/deactivated using either the "AP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 5 keyboard commands. The AP features all of the elements described below and which each function as follows ....

- AP Pitch Mode selector knob is located within the extreme left side of the AP sub panel .... and features 5 selectable detentes each relating to pitch related options for AP controlled auto-flight. During AP controlled flight this selector knob should first be set to its "VERT SPEED" detente .... enabling the simulations ROC/ROD to be manually controlled using the AP Vert Speed thumb wheel .... prior to engaging either of the available pitch mode related options. Engaging the selector to either "MACH HLD" or "IAS HLD" detentes enables the AP to automatically set, and constantly adjust, the simulations pitch attitude, during climb or descent, in order to maintain a near-constant IAS or MACH velocity in proportion to engine power setting. The AP will endeavour to maintain the airspeed/velocity acquired at the moment either mode is first engaged. Using either mode .... the AP will increase the simulations pitch attitude in response to any manual increase in engine thrust .... and decrease the simulations pitch attitude in response to any manual reduction in engine thrust .... in order to maintain the acquired IAS/MACH velocities. During AP controlled flight .... IAS HLD mode should not be engaged below 10,000 FT or 250 KTS .... and MACH pitch mode should not be engaged below 20,000 FT or 300 KTS.

PLEASE NOTE: The IAS/MACH HLD pitch mode is not an AT and should not be used as such.

- The AP Vert Speed thumb wheel is located within the center left section of the AP sub panel. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel, about its "CLIMB" placard, will increase the ROC or reduce the ROD .... left mouse-clicking the upper portion of the Vert Speed thumb wheel, about its "DESCEND" placard, will increase the ROD or reduce the ROC .... per approximately 100 FPM ROC/ROD increments in response to input.

PLEASE NOTE: This type of AP system does not (intentionally) feature an automatic altitude capture function.

Left mouse clicking the small tab (labelled "ALT" .... located below the center of the thumb wheel) manually engages the AP altitude capture and hold mode.
The AP altitude hold function can be "manually disengaged" by left mouse-clicking either the top, or bottom, of the AP Vert Speed thumb wheel .... or by disengaging the AP Servo Master switch and which will auto-trigger a brief AP disengage warning,

PLEASE NOTE: An AP disengage anunciator lamp is represented within this particular CV990 panel version.

- A large AP Turn knob (labelled "TURN") is located within the center of the AP sub panel. During AP controlled flight .... left mouse-clicking about the extreme left side of this knob enables an AP controlled left turn .... left mouse-clicking about the extreme right side of this knob enables an AP controlled right turn .... provided AP Mode Selector switch (located within the extreme right side of the AP) is set to its default "TURN" detente.

- The AP Servo master switch is located within the center right section of the AP sub panel .... and features 3 selectable detentes ranging from "OFF" to "YAW DAMPER" and "AUTO PILOT". This particular switch must be set to "AUTO PILOT" in order for either of the AP flight control and navigation modes to be engaged.

- Setting AP Servo master switch from "AUTO PILOT" to either "YAW DAMPER" or "OFF" detentes will disengage the AP system .... auto-triggering a brief AP disengage alarm and requiring manual flight control.

PLEASE NOTE: When disengaged the AP Servo master switch will default to the "YAW DAMPER" detente.

PLEASE NOTE ALSO: The YD should be engaged only after flap and gear retraction .... then disengaged prior to flap extension .... during manual flight control. Engaging the YD on the ground will result in restricted nose gear animation/pivoting, difficulties in ground steering (increased turning arc), and visible rudder oscillations).

PLEASE NOTE ADDITIONALLY: The YD is engaged automatically when the AP Servo master switch is selected "ON".

- The AP Mode Selector switch is located within the extreme right side of the AP sub panel .... and features 5 selectable detentes each relating to heading/course and navigation options for AP controlled auto-flight. During AP controlled flight this selector knob should first be set to its default "TURN" detente .... enabling the simulations course/heading to be manually flown in according with CWS mode .... and prior to engaging either of the available navigation mode related options. Engaging the selector to its "HDG SEL" detente enables the AP to fly any particular heading to which the orange HDG selector cursor within the Main Panel HSI instrument has been set. Engaging the selector to its "VOR LOC" detente enables the AP to capture, and fly, any particular VOR/LOC course to which the navigation course selector within the Main Panel HSI instrument and NAV 1 radio have been set. Engaging the selector to its "ILS" detente enables the AP to capture, and fly, any particular ILS signal to the navigation course selector within the Main Panel HSI instrument and NAV1 radio have been set.

PLEASE NOTE: Setting the AP Mode Selector to either "HDG SEL", or "VOR LOC", or "ILS" detentes automatically cancels CWS mode.


CV990 (INS) - WISKEY COMPASS


A Wiskey Compass sub panel can be activated/deactivated using either the "CP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 6 keyboard commands. This particular gauge has no selectable functions, but, may be used as a back-up indication with which to verify simulations magnetic (compass) direction of travel in relation to that displayed within the Main Panel HSI instrument.


CV990 (INS) - WEATHER RADAR INS


The Weather Radar (combined Weather Radar/INS) sub panel can be activated/deactivated using either the "AP" labelled sub panel view selector switch, located within the extreme lower center middle section of the Main Panel (below the DME1 gauge) .... or using SHIFT + 7 keyboard commands. The WX Radar features all of the elements described below and which each function as follows ....

- A Transponder radio is located within the upper left section of the Weather Radar (combined Weather Radar/INS) sub panel. 2 selector knobs (each labelled "ID") are located below the left and right sides of the Transponder radio frequency display window .... mouse-clicking on the left and right sides of the left selector knob cycles the first 2-digits (respectively) composed within any Transponder frequency .... mouse-Clinking on the left and right side sides of the right selector knob cycles the last 2-digit (respectively) composed within any Transponder .... and as displayed with the Transponder code display window. The small knob located to the left of the Transponder code display window has 3 selectable detentes and may be used to cycle the Transponder between either "STBY" (standby), or "ON", or "OFF" modes.

- The WX Radar selector knob is located within the extreme center left side of the WX Radar (combined Weather Radar/INS) sub panel .... and features 5 selectable detentes each relating to the Weather Radar range options and which may be set up to a maximum of 150 miles.

- A WX Radar Antennae Tilt selector knob (labelled "ANT TILT") is located within the center left section of the WX Radar (combined Weather Radar/INS) sub panel .... and may be use to cycle/tilt the WX Radar antennae through 180* of axis in order to detect weather conditions ahead, or above, or below the simulation.

- A large WX Radar Scope/Screen is located within the center of the WX Radar (combined Weather Radar/INS) sub panel.

PLEASE NOTE: The WX Radar featured in this CV990 panel can accurately detect, and display actual FS meteorological conditions.

PLEASE NOTE ALSO: The WX Radar unit featured in HJG panels only works if a "free", or "licensed", version of Pete DOWSON's FSUIPC module is installed .... any FSUIPC version from V3.50 or later.

PLEASE NOTE ADDITIONALLY: FSUIPC modules are FS version specific (separate files for FS2004 and FSX). Follow Pete DOWSON's installation instructions with precision. HJG does not provide FSUIPC technical support. The latest FSUIPC versions for FS2004 or FSX may be downloaded from ....

www.schiratti.com/dowson.html

- The INS unit is located to within the entire right section of the of the WX Radar (combined Weather Radar/INS) sub panel.

PLEASE NOTE: INS is featured within this "CV990 INS" designated panel version only and is the same as that included within some other HJG supplied panels .... the standard HJG CV990 panel version is not INS equipped for reasons of technical and period authenticity.

PLEASE NOTE ALSO: The following-linked reference (compiled by Nathan FORD) is a complete tutorial applicable to the INS feature represented within this CV990 panel ....

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

The above reference is also further supported by the following-linked INS tutorial (also produced by Nathan FORD) "in video form" ....

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


Mark C
AKL/NZ

[aerofoto - HJG Admin]

CV880 & CV990 INSTALLATION & HANDLING NOTES # 3

UPDATED: December 9th 2022.




3.00: " CV880 & CV990 PANELS ENGINE STARTUP PROCEDURES".

The following tutorial/s are intended to aid better understanding and enjoyment of the HJG CV880/CV990 simulations. If one takes the necessary time to study and implement the recommended procedures .... then .... no difficulties, at all, will/should result. Like everything that is new, or updated, the operation of these panels/simulations will quickly become intuitive with time/practice and experience. These panels are "less complex" than some HJG panel offerings .... BUT .... are by no means simplistic. It takes no more than 2 minutes to correctly configure any of the HJG supplied CV880/CV990 panels for flight .... a little longer if performing a cold'n'dark engine startup procedure. Therefore .... try to learn, and enjoy, these CV880/CV990 panels/simulations by adhering to the recommended procedures .... aided by the following tutorial/s.

PLEASE NOTE: These panels are intended to use with HJG files (only) and may not work properly with non-HJG supplied CV880/CV990 simulations.

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. The end user is expected to manually adjust either fuel, or payload, or both in order to ensure each simulation is set near, or below, its certified MGW.

PLEASE NOTE ALSO: See "SECTION 5" of these CV880/CV990 PANEL INSTALLATION & HANDLING NOTES for the best/recommended MGW fuel adjustments for each individual CV880/CV990 aircraft version.


3.01: " CV880 & CV990 PANEL/SYSTEMS CONFIGURATION - DEFAULT ENGINES STARTED SCENARIO".

Always start FS and this particular scenario, using the default MSFS CESSNA flight. Do not adjust any CESSNA panel instrumentation prior to selecting any CV880/CV990 simulation of choice. Using this default scenario the simulation will load into FS with its engines started. Panel instrumentation will need to be set/adjusted in accordance with the following recommended procedures/tutorial and in order for these simulations to perform correctly.


Go to External View ....

- Ensure all doors/exits are closed.

Go to CP sub panel ....

- Ensure all 4 power levers set to their fully idle detent.

Go to Main Panel ....

- Ensure Parking Brakes are "ON".

Go to AP sub panel ....

- Ensure AP is "OFF".

- Ensure YD is "OFF".

Go to Main Panel ....

- Adjust fuel and/or payload .... ensure the simulation is not overweight for T/O.

- Compute T/O V-REF.

- Set Engine EPR bugs .... as required !

- Set ASI bugs .... as required !

Go to Radios sub panel ....

- Set COM frequencies .... as required !

- Set VOR and ADF frequencies .... as required !

Go to Main Panel ....

- Set Navigation Instruments .... as required !

- Set Altimeter Barometric Pressure setting .... as required !

Go to WX Radar sub panel ....

- Set WX Radar to "ON" .... and adjust its scale accordingly !

Go to OH sub panel ....

- Set the "FASTEN SEAT BELTS" switch to "ON".

- Set the "NO SMOKE" switch to "ON".

- Set the "NAV LTS" switch to "ON".

- Set the "ANTI COLLISION" (light) switch to "ON".

- Ensure Battery Switch is set to "BATT" position.

- Ensure "START ARM MANIFOLD" switch to "OFF".

- Ensure "IGNITION OVERIDE" switch to "OFF".

- Ensure "STARTER IGNITION" switch to "OFF"

- Check "CONTINUOUS IGNITION" switch is "ON" (for T/O .... below 10,000 FT).

- Set "SCOOPS" switch to "ON"

- Set both (2X) "INBOARD/OUTBOARD ENGINE ANTI-ICE" switches to "ON" .... if required (engaging engine Anti-Ice switches in these CV880/990 simulations will not influence engine performance) !

- Set WINDSHIELD HEATER" switch to "ON" .... if required !

- Set PITOT HEATER switch to "ON".

- Check/Test "STALL WARNING TEST" switch.

Go to Main Panel ....

- Release parking brake for Push-Back

- Push-Back from gate/hard stand prior to taxiing.

- Set parking brake after Push-Back.

Go to CP sub panel ....

- Set Elevator Trim for T/O

- Set Flaps for T/O

Go to OH sub panel ....

- Set "WING & TAXI LTS" switch to "ON".

- Set "WING FLOOD LTS" switch to "ON".

Go to Main Panel ....

- Release Parking Brakes .... increase engine thrust for taxi.

- Taxi to RWY.

- Set Parking Brakes on RWY threshold.

- Apply T/O power .... to maximum pre-bugged EPR settings.

- Release Parking Brakes.

- Accelerate for T/O.

"HAVE A GREAT FLIGHT" .... enjoy flying the HJG CV880/CV990 simulations using this default engines started procedure !


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


3.02: " CV880 & CV990 PANEL/SYSTEMS CONFIGURATION - MANUAL ENGINE STARTUP PROCEDURES".

Always start FS and this particular scenario, using the default MSFS CESSNA flight.

Do not adjust any CESSNA panel instrumentation prior to selecting any CV880/CV990 simulation of choice .... but .... shutdown the CESSNA engine and return to the MSFS aircraft selection menu in order to select the CV880/CV990 simulation of choice subject.

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

Panel instrumentation will need to be set/adjusted in accordance with the following recommended procedures/tutorial and in order for these simulations to perform correctly.

PLEASE NOTE: CV880/CV990 aircraft are not equipped with an APU (an APU was fitted to some CV990 aircraft, but, not used for engine startup). These aircraft are dependent of ground facilities for engine startup .... requiring huge volumes of compressed air in order to start an engine (always # 3 engine first), or all 4 engines individually. Engine # 3 must always be started on the ramp, then the aircraft pushed-pack and parked, and the remaining 3 engines started (using bleed air from the # 3 engine) .... OR .... all 4 engines started on the ramp, then the aircraft pushed-back and parked, or, driven off the ramp after all 4 engines have been started individually. The engines on CV880/CV990 aircraft cannot be started during push-back.


Go to External View ....

- Ensure all doors/exits are closed.

Go to Main Panel ....

- Ensure Parking Brakes are "ON".

- Ensure all engines are shutdown.

Go to AP sub panel ....

- Ensure AP is "OFF".

- Ensure YD is "OFF".

Go to CP sub panel ....

- Ensure Flaps are retracted.

- Ensure Elevator Trim is set to its neutral detente.

Go to Main Panel ....

- Adjust fuel and/or payload .... ensure the simulation is not overweight for T/O.

- Compute T/O V-REF.

- Set Engine EPR bugs .... as required !

- Set ASI bugs .... as required !

Go to Radios sub panel ....

- Set COM frequencies .... as required !

- Set VOR and ADF frequencies .... as required !

Go to Main Panel ....

- Set Navigation Instruments .... as required !

- Set Altimeter Barometric Pressure setting .... as required !

Go to WX Radar sub panel ....

- Set WX Radar to "ON" .... and adjust its scale accordingly !

Go to CP sub panel ....

- Ensure all 4 fuel levers (below the main power levers) are set to cut-off/fully down positions.

- Ensure all 4 power levers set to their fully idle detent.

- Retain CP sub panel in view.

Go to OH sub panel ....

- Set the "FASTEN SEAT BELTS" switch to "ON".

- Set the "NO SMOKE" switch to "ON".

- Set the "NAV LTS" switch to "ON".

- Set the "ANTI COLLISION" (light) switch to "ON".

- Ensure Battery Switch is set to "BATT" position.

- Depress (once only) the "MECH CALL" button .... cockpit/ground dialogue will commence confirming that the brakes are "ON" .... and the blue EXT PWR lamp will illuminate.

- Set the Battery Switch to "EXT PWR".

PLEASE NOTE: Data presented within the KLN90-B GPS screen (those panels equipped with it) may disappear during power interruption when transferring from BAT the EXT power source .... this is quite normal. This data will reappear within the KLN90-B GPS screen after #3 engine startup.

- Set the "START ARM MANIFOLD" switch to "AUXILIARY".

- Set the "STARTER IGNITION" switch to "ARMED".

- Set the "IGNITION OVERIDE" switch to "ALL ENG".

- Set the "EMERGENCY LIGHTS" switch to "ARMED" .... the orange lamp located beside this Switch will extinguish.

- Depress (once only) the "MECH CALL" button again .... cockpit/ground dialogue will commence confirming that the brakes are "ON" and engine #3 is ready for startup .... followed by ground/cockpit dialogue acknowledging that the brakes are "ON", pneumatic air is about to be delivered, and engine #3 is clear to be started once pneumatic air pressure has been acquired.

The ground pneumatic air generator .... supplying air pressure for engine startup .... will be heard to start and remain running throughout the duration of this particular pneumatic air and #3 engine bleed air dependent (only) startup procedure.

- Check the "START AIR PRESSURE" gauge .... it should indicate approximately "3" (or 3,200 PSI).

- Click (once only) the blue OH sub panel #3 engine "STARTER" button .... it will illuminate .... then focus attention on the Main Panel #3 engine N2 gauge (only) and which will slowly begin to cycle/rotate.

PLEASE NOTE: The "AIR PRESSURE START" gauge indication will decline slightly during N2 rotation .... this is quite normal.

- Retain OH sub panel in view.

Go to CP sub panel ....

- As the #3 engine N2 gauge continues to cycle/rotate through N2 22% .... engage the CP sub panel fuel lever for engine #3 (only) to its fully up/"ON" position .... the engine will then be heard to start and commence spooling up to eventually stabilize at an idle running speed of approximately N2 59%.

PLEASE NOTE: N2 engine gauge indications at idle running speed may vary between different CV880/CV990 aircraft/engine types.

- Retain CP sub panel in view.

Go to OH sub panel ....

- As #3 engine N2 gauge rotation continuous to cycle through N2 35% .... click (once only) the #3 engine starter button in order to disengage the starter and which will result in its blue lamp extinguishing (there is no automatic starter cut-out feature on CV880/CV990 aircraft).

- Set the Battery Switch to "BATT" .... the blue lamp located beside the Battery Switch will extinguish.

- Depress (once only) the "MECH CALL" once again .... and the ground pneumatic air generator will be heard to shutdown completely.

- Depress (once only) the "MECH CALL" button yet again .... ground/cockpit dialogue will again recommence requesting confirmation that the brakes are still "ON" and also advising that engines #4, #2, and #1 are clear for startup .... followed by cockpit/ground dialogue re-confirming that the brakes are indeed still "ON", engines #4, #2, and #1 are ready for startup, and the power on #3 engine is about to be increased in order to provide sufficient bleed air to start the remain 3 engines.

- Retain OH sub panel in view.

Go to CP sub panel ....

- Using the mouse cursor .... slowly/cautiously .... advance the CP sub panel #3 engine thrust lever only .... until the Main panel #3 engine N2 gauge N2 gauge indicates approximately N2 75% .... at which point the Overhead Panel "AIR PRESSURE START" gauge will display a corresponding "3" (or approximately 32 PSI) indication.

ALTERNATIVELY .... select keyboard commands "E + 3" to control #3 engine only .... then advance the joystick/controller throttle lever until the Main Panel #3 engine N2 gauge reads approximately N2 75% .... at which point the OH sub panel "AIR PRESSURE START" gauge will display a corresponding "3" (or approximately 32 PSI) indication.

PLEASE NOTE: This particular procedure simulates the use of #3 engine bleed air in order to start the remaining #4, #2, and #1 engines individually.

PLEASE NOTE ALSO: Using keyboard commands "E + 3" in order to individually control the #3 engine (only) via the throttle lever on any joystick/controller will not de-synchronize engine control afterward.

- Retain CP sub panel in view.

Go to OH sub panel ....

- Click (once only) the blue #4 engine "STARTER" button .... it will similarly illuminate .... then focus attention on the Main Panel #4 engine N2 gauge (only) which will slowly begin to cycle/rotate.

- Retain OH sub panel in view.

Go to CP sub panel ....

- As the #4 engine N2 gauge continues to cycle/rotate through N2 22% .... engage the CP sub panel fuel lever for #4 engine (only) to its fully up/"ON" position .... the engine will then be heard to start and commence spooling up to eventually stabilize at an idle running speed of approximately N2 59%.

- As #4 engine N2 gauge rotation continuous to cycle through N2 35% .... click (once only) the #4 engine starter button in order to disengage the starter and which will result in its blue lamp extinguishing.

- REPEAT THE ABOVE # 4 ENGINE STARTUP PROCEDURE IN ORDER TO START THE REMAINING #2 AND #1 ENGINES .... NORMAL SEQUENCING FOR STARTUP ON CV880/CV990 AIRCRAFT IS ENGINE #3 (first) .... followed by engine #4, #2, and #1 (last)

- Once all 4 engines have been started .... then using your mouse cursor .... slowly/cautiously retard the CP #3 engine thrust lever (only) back to its idle detent.

ALTERNATIVELY .... manually retard the joystick/controller throttle lever its throttle lever until the engine # 3 has been fully idled .... then select
keyboard commands E + 1 + 2 + 3 + 4 in order to re-synchronize all 4 thrust levers for normal/synchronized FS engine control.

After all 4 engines have been started ....

Go to OH sub panel ....

- Set "START ARM MANIFOLD" switch to "OFF".

- Set "IGNITION OVERIDE" switch to "OFF".

- Set "STARTER IGNITION" switch to "OFF"

- Check "CONTINUOUS IGNITION" switch is "ON" (for T/O .... below 10,000 FT).

- Set "SCOOPS" switch to "ON"

- Set both (2X) "INBOARD/OUTBOARD ENGINE ANTI-ICE" switches to "ON" .... if required (engaging engine Anti-Ice switches in these CV880/990 simulations will not influence engine performance) !

- Set WINDSHIELD HEATER" switch to "ON" .... if required !

- Set PITOT HEATER switch to "ON".

- Check/Test "STALL WARNING TEST" switch.

Go to Main Panel ....

- Release parking brake for Push-Back.

Push-Back from gate/hard stand prior to taxiing

- Set parking brake after Push-Back.

Go to CP sub panel ....

- Set Elevator Trim for T/O

- Set Flaps for T/O

Go to OH sub panel ....

- Set "WING & TAXI LTS" switch to "ON".

- Set "WING FLOOD LTS" switch to "ON".

Go to Main Panel ....

- Release Parking Brakes .... increase engine thrust for taxi.

- Taxi to RWY.

- Set Parking Brakes on RWY threshold.

- Apply T/O power .... to maximum pre-bugged EPR settings.

- Release Parking Brakes.

- Accelerate for T/O.

"HAVE A GREAT FLIGHT" .... enjoy flying the HJG CV880/CV990 using this manual GPU assisted startup procedure !


CV880 & CV990 PANEL/SYSTEMS CONFIGURATION - MANUAL ENGINE STARTUP PROCEDURES - VIDEO TUTORIAL
www.youtube.com/watch?v=rQ9VKwWKd3I


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


3.03: "CV880 & CV990 PANEL/SYSTEMS CONFIGURATION - GPU/GENERATOR & ENGINE #3 BLEED AIR ASSISTED STARTUP".

Always start FS and this particular scenario, using the default MSFS CESSNA flight.

Do not adjust any CESSNA panel instrumentation prior to selecting any CV880/CV990 simulation of choice .... but .... shutdown the CESSNA engine and return to the MSFS aircraft selection menu in order to select the CV880/CV990 simulation of choice subject.

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

Panel instrumentation will need to be set/adjusted in accordance with the following recommended procedures/tutorial and in order for these simulations to perform correctly.

PLEASE NOTE: CV880/CV990 aircraft are not equipped with an APU (an APU was fitteed to some CV990 aircraft, but, not used for engine startup). These aircraft are dependent of ground facilities for engine startup .... requiring huge volumes of compressed air in order to start an engine (always # 3 engine first), or all 4 engines individually. Engine # 3 must always be started on the ramp, then the aircraft pushed-pack and parked, and the remaining 3 engines started (using bleed air from the # 3 engine) .... OR .... all 4 engines started on the ramp, then the aircraft pushed-back and parked, or, driven off the ramp after all 4 engines have been started individually. The engines on CV880/CV990 aircraft cannot be started during push-back.


Go to External View ....

- Ensure all doors/exits are closed.

Go to Main Panel ....

- Ensure Parking Brakes are "ON".

- Ensure all engines are shutdown.

Go to AP sub panel ....

- Ensure AP is "OFF".

- Ensure YD is "OFF".

Go to CP sub panel ....

- Ensure Flaps are retracted.

- Ensure Elevator Trim is set to its neutral detente.

Go to Main Panel ....

- Adjust fuel and/or payload .... ensure the simulation is not overweight for T/O.

- Compute T/O V-REF.

- Set Engine EPR bugs .... as required !

- Set ASI bugs .... as required !

Go to Radios sub panel ....

- Set COM frequencies .... as required !

- Set VOR and ADF frequencies .... as required !

Go to Main Panel ....

- Set Navigation Instruments .... as required !

- Set Altimeter Barometric Pressure setting .... as required !

Go to WX Radar sub panel ....

- Set WX Radar to "ON" .... and adjust its scale accordingly !

Go to CP sub panel ....

- Ensure all 4 fuel levers (below the main power levers) are set to cut-off/fully down positions.

- Ensure all 4 power levers set to their fully idle detent.

- Retain CP sub panel in view.

Go to OH sub panel ....

- Set the "FASTEN SEAT BELTS" switch to "ON".

- Set the "NO SMOKE" switch to "ON".

- Set the "NAV LTS" switch to "ON".

- Set the "ANTI COLLISION" (light) switch to "ON".

- Ensure Battery Switch is set to "BATT" position.

- Depress (once only) the "MECH CALL" button .... cockpit/ground dialogue will commence confirming that the brakes are "ON" .... and the blue EXT PWR lamp will illuminate.

- Set the Battery Switch to "EXT PWR".

PLEASE NOTE: Data presented within the KLN90-B GPS screen (those panels equipped with it) may disappear during power interruption when transferring from BAT the EXT power source .... this is quite normal. This data will reappear within the KLN90-B GPS screen after #3 engine startup.

- Set the "START ARM MANIFOLD" switch to "AUXILIARY".

- Set the "STARTER IGNITION" switch to "ARMED".

- Set the "IGNITION OVERIDE" switch to "ALL ENG".

- Set the "EMERGENCY LIGHTS" switch to "ARMED" .... the orange lamp located beside this Switch will extinguish.

- Depress (once only) the "MECH CALL" button again .... cockpit/ground dialogue will commence confirming that the brakes are "ON" and engine #3 is ready for startup .... followed by ground/cockpit dialogue acknowledging that the brakes are "ON", pneumatic air is about to be delivered, and engine #3 is clear to be started once pneumatic air pressure has been acquired.

The ground pneumatic air generator .... supplying air pressure for engine startup .... will be heard to start and remain running throughout the duration of this particular pneumatic air and #3 engine bleed air dependent (only) startup procedure.

- Check the "START AIR PRESSURE" gauge .... it should indicate approximately "3" (or 3,200 PSI).

- Click (once only) the red #3 engine "STARTER" button .... it will illuminate .... then focus attention on the Main Panel #3 engine N2 gauge (only) and which will slowly begin to cycle/rotate.

PLEASE NOTE: The "AIR PRESSURE START" gauge indication will decline slightly during N2 rotation .... this is quite normal.

- Retain OH sub panel in view.

Go to CP sub panel ....

- As the #3 engine N2 gauge continues to cycle/rotate through N2 22% .... engage the CP sub panel fuel lever for engine #3 (only) to its fully up/"ON" position .... the engine will then be heard to start and commence spooling up to eventually stabilize at an idle running speed of approximately N2 59%.

PLEASE NOTE: N2 engine gauge indications at idle running speed may vary between CV880/CV990 aircraft engine types.

- Retain CP sub panel in view.

Return to the OH sub panel ....

- As #3 engine N2 gauge rotation continuous to cycle through N2 35% .... click (once only) the #3 engine starter button in order to disengage the starter and which will result in its blue lamp extinguishing (there is no automatic starter cut-out feature on CV880/CV990 aircraft).

- Click (once only) the blue #4 engine "STARTER" button .... it will similarly illuminate .... then focus attention on the Main Panel #4 engine N2 gauge (only) which will slowly begin to cycle/rotate.

- Retain OH sub panel in view.

Go to Center CP sub panel ....

- As the #4 engine N2 gauge continues to cycle/rotate through N2 22% .... engage the CP sub panel fuel lever for #4 engine (only) to its fully up/"ON" position .... the engine will then be heard to start and commence spooling up to eventually stabilize at an idle running speed of approximately N2 59%.

- As #4 engine N2 gauge rotation continuous to cycle through N2 35% .... click (once only) the #4 engine starter button in order to disengage the starter and which will result in its blue lamp extinguishing.

- REPEAT THE ABOVE # 4 ENGINE STARTUP PROCEDURE IN ORDER TO START THE REMAINING #2 AND #1 ENGINES .... NORMAL SEQUENCING FOR STARTUP ON CV880/CV990 AIRCRAFT IS ENGINE #3 (first) .... followed by engine #4, #2, and #1 (last)

After all 4 engines have been started ....

Go to OH sub panel ....

Set the Battery Switch to "BATT" .... the blue lamp located beside the Battery Switch will extinguish.

- Depress (once only) the "MECH CALL" button yet again also .... and the ground pneumatic air generator will be heard to shutdown completely.

- Set "START ARM MANIFOLD" switch to "OFF".

- Set "IGNITION OVERIDE" switch to "OFF".

- Set "STARTER IGNITION" switch to "OFF"

- Check "CONTINUOUS IGNITION" switch is "ON" (for T/O .... below 10,000 FT).

- Set "SCOOPS" switch to "ON"

- Set both (2X) "INBOARD/OUTBOARD ENGINE ANTI-ICE" switches to "ON" .... if required (engaging engine Anti-Ice switches in these CV880/990 simulations will not influence engine performance) !

- Set WINDSHIELD HEATER" switch to "ON" .... if required !

- Set PITOT HEATER switch to "ON".

- Check/Test "STALL WARNING TEST" switch.

Go to Main Panel ....

- Release parking brake for Push-Back.

Push-Back from gate/hard stand prior to taxiing

- Set parking brake after Push-Back.

Go to CP sub panel ....

- Set Elevator Trim for T/O

- Set Flaps for T/O

Go to OH sub panel ....

- Set "WING & TAXI LTS" switch to "ON".

- Set "WING FLOOD LTS" switch to "ON".

Go to Main Panel ....

- Release Parking Brakes .... increase engine thrust for taxi.

- Taxi to RWY.

- Set Parking Brakes on RWY threshold.

- Apply T/O power .... to maximum pre-bugged EPR settings.

- Release Parking Brakes.

- Accelerate for T/O.

"HAVE A GREAT FLIGHT" .... enjoy flying the HJG Dc-8's using this manual GPU and engine bleed air assisted startup procedure !


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


3.04: "CV880 & CV990 PANEL/SYSTEMS CONFIGURATION - MS FS ENGINE AUTO START PROCEDURE".

Always start FS and this particular scenario, using the default MSFS CESSNA flight.

Do not adjust any CESSNA panel instrumentation prior to selecting any CV880/CV990 simulation of choice .... but .... shutdown the CESSNA engine and return to the MSFS aircraft selection menu in order to select the CV880/CV990 simulation of choice subject.

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

Panel instrumentation will need to be set/adjusted in accordance with the following recommended procedures/tutorial and in order for these simulations to perform correctly.

PLEASE NOTE: The following procedure should be used by those whom do not desire using either the default engines started or either of the above 2 ground assisted manual engine startup options ....


Go to External View

- Ensure all doors/exits are closed.

Go to Main Panel ....

- Ensure Parking Brakes are "ON".

Go to CP sub panel ....

- Ensure AP is "OFF".

- Ensure YD is "OFF".

- Ensure Flaps are retracted.

- Ensure Elevator Trim is set.

Go to Main Panel ....

- Adjust fuel and/or payload .... ensure the simulation is not overweight for T/O.

- Compute T/O V-REF.

- Set Engine EPR bugs .... as required !

- Set ASI bugs .... as required !

Go to Radios sub panel ....

- Set COM frequencies .... as required !

- Set VOR and ADF frequencies .... as required !

Go to Main Panel ....

- Set Navigation Instruments .... as required !

- Set Altimeter Barometric Pressure setting .... as required !

Go to WX Radar sub panel ....

- Set WX Radar to "ON" .... and adjust its scale accordingly !

Go to OH sub panel ....

- Set the "FASTEN SEAT BELTS" switch to "ON".

- Set the "NO SMOKE" switch to "ON".

- Set the "NAV LTS" switch to "ON".

- Set the "ANTI COLLISION" (light) switch to "ON".

Select Keyboard commands "CTRL+E" .... all 4 engines will automatically start in the specific FS dictated order of #1, #2, #3, and #4. No manual intervention should be necessary.

PLEASE NOTE: Unlike is the case with each of the above GPU assisted manual engine startup procedures .... cockpit/ground dialogue, and ground air startup assistance, is not available (or required) using this particular auto-engine startup procedure.

Go to OH sub panel ....

- Check Battery Switch is set to "BATT" position.

- Check "CONTINUOUS IGNITION" switch is "ON" (for T/O .... below 10,000 FT).

- Set "SCOOPS" switch to "ON".

- Set both (2X) "INBOARD/OUTBOARD ENGINE ANTI-ICE" switches to "ON" .... if required (engaging engine Anti-Ice switches in these CV880/990 simulations will not influence engine performance) !

- Set WINDSHIELD HEATER" switch to "ON" .... if required !

- Set PITOT HEATER switch to "ON".

- Check/Test "STALL WARNING TEST" switch.

Got to Main Panel view ....

- Release parking brake for Push-Back.

Push-Back from gate/hard stand prior to taxiing (only after engine startup).

- Set parking brake after Push-Back.

Go to CP sub panel ....

- Set Elevator Trim for T/O.

- Set flaps for T/O.

Go to OH sub panel ....

- Set "WING & TAXI LTS" switch to "ON".

- Set "WING FLOOD LTS" switch to "ON".

Go to Main Panel ....

- Release Parking Brakes .... increase engine thrust for taxi.

- Taxi to RWY.

- Set Parking Brakes on RWY threshold.

- Apply T/O power .... to maximum pre-bugged EPR settings.

- Release Parking Brakes.

- Accelerate for T/O.

"HAVE A GREAT FLIGHT" .... enjoy flying the HJG CV880/CV990 simulations using this default MS FS engine auto-start start procedure !


Mark C
AKL/NZ

[aerofoto - HJG Admin]

CV880 & CV990 INSTALLATION & HANDLING NOTES # 4

UPDATED: December 9th 2022.




4.00: CV880 FLYING TUTORIAL - Taxiing, T/O, Climb, Descent, Landing - BASIC OPERATION.

This tutorial is applicable to the HJG CV880 simulations only. It assumes successful startup of all 4 engines as well as the correct pre-configuration of all panel systems and all exits (including the port side forward fuselage main deck cargo on freighter configured aircraft versions) have been "closed" prior to departure. Use this data in conjunction with HJG CV880 Basic Flying Guide/s .... see the "SECTION 5" of this manual.


**** IMPORTANT NOTE ****

The CV880's (and CV990's) are "the most challenging" of HJG simulations to fly procedurally and by definitions and recommendations within this Flying Tutorial. It needs to be appreciated that CV880 aircraft were smaller and considerably lighter than their period B707-120/-138 and DC-8-10/-20 counterparts but with almost the same power rating. These aircraft were capable of a superior ROC performance following TO and were also much faster than their counterparts (between MACH 0.87 and MACH 0.88 depending on CV880 version) .... and which is reflected within the flight modeling of these simulations and this Flying Tutorial. For overall best and most successful performance .... it is "ABSOLUTELY ESSENTIAL" to fly these simulations with "PRERCISION" and strictly in accordance with the following recommendations of this Flying Tutorial.


4.01: TAXIING.

PLEASE NOTE: Taxiing should not be commenced until all 4 engines are stable after the successful completion of startup procedures.

Set Flaps .... FLAP 30 for (for a MGW T/O)

Set Elevator Trim .... to approximately 8.5 units (for a MGW T/O)

PLEASE NOTE: Failure to set Flaps prior increasing engine thrust in order to commence taxiing will trigger the T/O warning horn.

PLEASE NOTE ALSO: Failure to correctly set Elevator Trim prior to departure will adversely affect rotation during T/O.

Set Wing and Taxi lighting switches (only) "ON" .... prior to taxiing.

Release the brakes .... and increase engine power to commence slow taxiing.

When the simulation is moving at a comfortable taxiing speed .... reduce engine power in order to maintain a sensible taxiing speed (approximately 15 KTS). Be prepared to further adjust engine power in order to control/maintain the taxiing speed.

PLEASE NOTE: Engine power settings in relation to taxiing speeds will vary according to CV880 version and also be governed by the simulations weight .... as well as the natural FS ground friction phenomenon which can be more apparent using some add-on scenery than others.


4.02: TAKE OFF

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

Check all external lighting switches are "ON".

Check the Flap and Elevator Trim settings .... set Trim to approximately 8.5 units and FLAPS 30 for a MGW T/O).

Check the correct/required VOR/ADF radio frequencies have been selected.

Check the NAV instruments have been correctly set .... both HDG cursor and VOR/LOC indicator in the HSI gauge.

Check the correct/required COM radio frequencies have been selected.

Check that a target initial altitude value has been entered into the Altitude Alerter.

Align the simulation with the RWY center line.

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

At MGW the ASI gauge speed bugs should be set in accordance with the following recommended T/O V-REF ....

- CV880-22/CV880-22F AIRLIFTER 155/165/180/220/240 KTS

- CV880-22M/CV880-22MF AIRLIFTER 157/167/180/220/240 KTS

PLEASE NOTE: T/O V-REF for the CV880's is "considerably higher" than is the case for B707 and DC-8 aircraft.

Set Parking Brakes "ON".

Set T/O power to RPM 100% .... or in accordance with the recommended/indicated pre-bugged engine EPR settings (See "SECTION 5.00", BASIC FLYING GUIDES/TO CONFIGURATION & PROCEDURE" for each CV880 aircraft type/engine version).

PLEASE NOTE: The recommended T/O engine EPR and RPM settings apply to a 15*C ambient temperature at SL. Other temperature and airport altitude environments will impose different settings.

Ensure that maximum engine "RPM" (100%) is achieved "prior to" releasing the parking brakes .... and that engine indications do not exceed the recommended RPM or pre-bugged EPR settings for any T/O ....

- CV880-22/CV880-22F - do not exceed T/O EPR 2.84

- CV880-22M/CV880-22MF/UC880 - do not exceed T/O EPR 2.85

Release parking brakes .... and commence T/O acceleration.

PLEASE NOTE: A rolling T/O is an otherwise perfectly normal procedure for all CV880 aircraft versions .... and prior to setting the recommended T/O engine N2 power or pre-bugged EPR setting.

T/O power must 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-bugged VR safety speed during the T/O roll .... resulting in a smooth lift-off from the RWY at, or around, the pre-bugged V2 safety speed.

"DO NOT" over-rotate the simulation .... over-rotation "WILL" increase potential for a tail-strike .... and .... likely cause too high an AI pitch attitude being established resulting in impaired acceleration and the risk of a stall following T/O .

Retract the landing gear as the VSI needle cycles through its 500 FPM indication and toward the recommended initial target ROC (See "SECTION 5.00", BASIC FLYING GUIDES/TO CONFIGURATION & PROCEDURE" for each CV880 aircraft type/engine version).

PLEASE NOTE: Following any MGW T/O .... and "prior to" flap retraction .... the simulations initial ROC should be restricted to the recommended 2,500 FPM and with engine RPM maintained at 100%.

The AP should be engaged as soon possible "after" the simulation has first been stabilized at its initial ROC (this recommendation is simply a matter of convenience in order to assist ease of handling during this busy post departure phase) .... and the AP Mode Selector switch set to its "HDG SEL" detent .... check, and adjust if necessary, the HSI gauge HDG cursor, "prior to" engaging the AP Mode Selector switch.

Flaps should be retracted in increments and in accordance with the following airspeed/power, acceleration, and ROC schedule ....

- FLAP 30 RETRACT SPEED = 200 KTS .... adjust the ROC to 3,000 FPM with engine RPM maintained at 100%.

- FLAP 20 RETRACT SPEED = 240 KIAS .... adjust the ROC to 3,500 FPM with engine RPM maintained at 100%.

PLEASE NOTE: The recommended ROC adjustments following retraction of each flap increment must be applied gradually .... engine power must also be maintained at RPM 100% .... and the indicated AI pitch attitude must never be allowed exceed +11* (degrees). Failure to properly implement this procedure will result in too high a pitch attitude being established .... an inability to accelerate .... and the risk of a stall during climb out.

The simulation should be "clean" by 250 KTS.

Once a clean configuration has been established .... set climb thrust and slowly adjust the ROC in accordance with the recommended engine power, altitude, and ROC recommendations (See "SECTION 5.00", BASIC FLYING GUIDES/TO CONFIGURATION & PROCEDURE" for each CV880 aircraft type/engine version).

PLEASE NOTE: Engine power must be checked .... and manually adjusted precisely as recommended .... at every 1,000 FT of climb all the way up to cruising altitude.

PLEASE NOTE: These CV880 simulations "DO NOT" (intentionally) feature an AT system .... CV880 aircraft were never AT equipped.

Select Landing and Taxi lighting "OFF" once the simulation is stable and established in the climb.

The AP Mode Selector switch should be set to its "VOR/LOC" detent upon intercepting the desired navigation aid .... check, and adjust if necessary, the VOR 1/2 and ADF1/2 radio frequencies .... check, and adjust if necessary, VOR/LOC course indicator in the the HSI gauge "prior to" setting AP Mode Selector switch to its "VOR/LOC" detent. The AP "HDG" mode will automatically disengage once AP "VOR/LOC" mode is engaged.

Prior to acquiring any pre-selected VOR/LOC beam the simulation may gently weave several degrees left, and right, over the intended VOR/LOC beam, and in decreasing increments, for up to a few minutes or so, prior to capturing, and then stabilizing on, the pre-selected VOR/LOC beam .... this is a normal FS phenomenon.

PLEASE NOTE: In FS the maximum range of any VOR NAV facility is 194 miles .... some simulated VOR's (like that located at St.Croix) have much less range though.

From this point the simulation may be flown "automatically" all the way up to cruising altitude with complete reliance upon the AP system and in conjunction with continued manual power and ROC adjustments.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance following T/O, and progress along any airway must monitored, and adjusted, if necessary.


4.03: CLIMB TO CRUISING ALTITUDE.

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

Following any significantly lower than MGW weight departure .... or after substantial fuel burn off .... climb to higher cruising altitudes (beyond 31,000 FT) is quite practical, but, may require implementation of a step-climb procedure, with constant level-offs during which to accelerate the simulation prior to initiating further climb in and order to avoid excessive airspeed loss.

Following any MGW departure .... and from approximately 10,000 FT .... it will be necessary to constantly, and progressively, manually adjust the simulations ROC and engine power settings throughout the climb to cruising altitude. The recommended procedure is intended to ensure the best/constant airspeed and ROC climb performance for established power settings throughout the climb to cruising altitude .... and to avoid arriving at cruising altitude in excess of a sensible airspeed (See "SECTION 5.00", BASIC FLYING GUIDES/CLIMB PROCEDURE" for each CV880 aircraft type/engine version).

During AP controlled climb the simulations ROC should be manually adjusted using the AP "CLIMB/DESCEND" Vert Speed thumb wheel.

Climbing through 17,500 FT the altimeter barometric pressure indication .... displayed within the altimeter gauge .... must be adjusted to read "2992/1013" (or select keyboard command "B". Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears its intended target cruising altitude.

The IAS indications will be observed to decline slowly throughout the climb above 25,000 FT .... this is perfectly normal.

The TAS indications will be observed to increase slowly throughout the climb.

The MACH velocity indications will also be observed increase slowly throughout the climb .... and should be prioritized over IAS above 25,000 FT.

PLEASE NOTE: Airspeed indications will appear close to, and even sit upon, the ASI barber pole by the final stages of any climb to cruising altitude .... "this is perfectly normal for the CV880's", but, care also needs to be taken in order to avoid overspeeding the simulation.

From this point the simulation may be flown "automatically" all the way up to cruising altitude with complete reliance upon the AP system and in conjunction with continued manual power and ROC adjustments.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the climb, and progress along any airway must monitored, and adjusted, if necessary.


4.04: ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION DURING CRUISE.

As the simulation approaches to within 1,000 FT of any pre-selected target altitude the Altitude Alert tone will be auto-triggered.

Should the simulation exceed any pre-selected target altitude by more than 500 FT .... and without the AP "ALT" mode being engaged .... the Altitude Alert tone will be auto-triggered once again .... unless a new target altitude has been entered into the Altitude Alerter gauge.

Using the AP "CLIMB/DESCEND" Vert Speed thumb wheel the simulations ROC should be progressively manually reduced throughout the last 1,000 FT of climb toward any pre-selected target cruising altitude .... to 1,000 FPM ROC within 1,000 FT of any target altitude, to 500 FPM ROC within 500 FT of any target altitude, to 200 FPM ROC within 200 FT of any target altitude, and to 100 FPM ROC within 100 FT of any target altitude. This procedure is intended to ensure the smoothest possible altitude capture once the AP "ALT" is engaged.

PLEASE NOTE: These CV880 panels are not equipped with an AP controlled auto-altitude capture function .... this was common to real world CV880 aircraft.

All altitude captures must be performed manually.

As the simulation acquires the pre-selected target cruising altitude the "ALT" tab .... located within the lower center middle of the AP "CLIMB/DESCEND" Vert Speed thumb wheel .... must be selected/depressed (just below its center-point) in order for the simulation to capture the pre-selected target altitude.

Upon commanding any such altitude capture the AP will slowly pitch simulations nose "up" .... and "down" .... slightly for a few moments .... prior to acquiring and maintaining the selected target altitude.

Upon acquiring the selected target altitude these CV880 simulations should have established an IAS airspeed/MACH velocity of some 338-340 KTS/MACH 0.87-MACH 0.88.

Engine power should be manually reduced .... slightly .... to the recommended cruise power setting .... in order to maintain a sensible/the recommended IAS cruise airspeed/MACH velocity (See "SECTION 5.00", BASIC FLYING GUIDES/FL 310 CRUISE PERFORMANCE" for each CV880 aircraft type/engine version).

PLEASE NOTE: Following any MGW departure the FS throttle controller should remain at its near maximum power detent in order to maintain the acquired/recommended airspeed/velocity.

After cruise power adjustment the IAS airspeed/MACH velocity will "slowly" increase .... to eventually reflect the following maximum recommended performance indications ....

- CV880-22/CV880-22F AIRLIFTER = 340 KTS/MACH 0.87.9

- CV880-22M/CV880-22MF AIRLIFTER = 341 KTS/MACH 0.88.2

Airspeed/MACH velocity will be determined by altitude related power setting and simulated weight.

PLEASE NOTE: Airspeed indications will continue appearing close to, or even sit upon, the ASI barber pole throughout the cruise .... "this is perfectly normal for the CV880's", but, care also needs to be taken in order to avoid overspeeding the simulation.

During high altitude cruise the panel-to-exterior scenery horizon view perspective may be less prominent than it appears at ground level. This is a common FS phenomenon with most 2D panels. The default panel/scenery view perspective "at ground level" is correct though and as follows and needs no further adjustment/s ....



Throughout the climb this view will slowly assume the following panel/scenery perspective upon reaching high cruising altitudes .... unless adjusted ....



This view perspective can be manually adjusted per the FS2004 "SHIFT+ENTER" (to raise the scenery horizon) and "SHIFT+BACKSPACE" (to lower the scenery horizon) keyboard commands (or equivalent FSX commands) to result as follows ....

"SHIFT+ENTER" selected once (1X) only ....



"SHIFT+ENTER" selected twice (2X) only ....



"SHIFT+ENTER" selected thrice (3X) only ....



This view may be adjusted in accordance with personal preference/s.

PLEASE NOTE: If adjusting this view perspective for high altitude cruise then it must also be reset (per the same increments of adjustments) to its default axis using the FS2004 "SHIFT+BACK SPACE" keyboard commands (or equivalent FSX commands) .... failure to do this "prior to" any approach landing will result in an entirely unnatural view perspective with an excessive proportion of scenery visible behind the panel.

PLEASE NOTE ALSO: When resetting this view it may not be restored to precisely the same original default perspective .... and which may then require additional minor adjustment/s per the same combinations of keyboard commands. This also is a common FS phenomenon with most 2D.

Once established in the high-speed cruise the simulation should demonstrate an approximately +1* (degree) AI pitch attitude within the 340 KTS/MACH 0.88 range .... again subject to altitude and simulated weight.

During high altitude/high speed cruise .... and over both distance and time/flight duration .... airspeed/MACH velocity may be observed to continue slowly increasing as the simulation becomes progressively lighter subject to fuel (weight) burn-off .... requiring further subtle/manual engine power adjustment/s in order to maintain a constant IAS airspeed/MACH velocity.

From this point the simulation may be flown "automatically" all the way up to cruising altitude with complete reliance upon the AP system and in conjunction with continued manual power and ROC adjustments.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the cruise, and progress along any airway must monitored, and adjusted, if necessary.


4.05: DESCENT.

There are 2 common sayings among aircrew ....

- "one may go down fast but not slow down fast" ....

- "slow down before going down" ....

Both of the above "MUST" be born-in-mind when flying any of these CV880 simulations.

Descents .... in particular .... must be planned, and controlled, or one can/"WILL" (potentially) get into trouble very quickly.

Descent .... from 31,000 FT should be commenced from "no less than" approximately 100 DME "prior to" any destination airport or its nearest navigation aid.

From 110 DME "prior to" any destination airport" .... and at least 10 DME for any planned TOD .... engine power must be manually reduced .... to RPM 75% and level cruise maintained in order to bleed the simulations airspeed below 310 KTS "prior to" commencing any descent (See "SECTION 5.00", BASIC FLYING GUIDES/DESCENT & APPROACH TO LANDING PROCEDURE" for each CV880 aircraft type/engine version).

From 100 DME, and "only after" having first induced deceleration, a 2,500 FPM ROD must be established using the AP "CLIMB/DESCEND" Vert Speed thumb wheel .... and engine power then manually reduced to, and maintained at, RPM 65%.

PLEASE NOTE: It is not necessary to disengage the AP in order to enable descent.

The simulation should demonstrate an approximate +0* to -1* ("ZERO" to "MINUS ONE" degree) AI pitch attitude with the ROD not exceeding 2,500 FPM.

From this point the simulation may be flown "automatically" all the way down to descent altitude with complete reliance upon the AP system and in conjunction with continued manual power and ROC adjustments.

Airspeed, ROD, and distance to run toward any destination airport or it nearest navigation aid must be constantly monitored throughout the descent .... with the ROD being adjusted appropriately/as recommended .... in order to control airspeed and arrive at 10,000 FT by approximately 30 DME prior to any destination airport or its nearest navigation.

The MACH velocity indications will be observed to decline slowly throughout the descent .... this is perfectly normal.

The TAS indications will also be observed to decline slowly throughout descent.

The IAS indications will be observed to increase slowly throughout the descent .... and should be prioritized over MACH and TAS indications below 25,000 FT.

Descending through 20,000 FT engine power should be reduced to idle RPM.

Descending through 17,500 FT the altimeter barometric pressure indication .... displayed within the altimeter gauge .... must be adjusted to read "2991/1012" .... or as required (or select keyboard command "B". Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears its intended target descent altitude.

Descending through 15,000 FT the ROD should be manually reduced to 1,500 FPM .... and engine power maintained at idle RPM.

Descending through 10,000 FT the ROD should be further manually reduced to 1,000 FPM .... and engine power maintained at idle.

Below 10,000 FT the simulations airspeed should be slowly reduced toward 250 KTS.

PLEASE NOTE: Prior to the implementation ATC speed restrictions within the approach to landing pattern at most major airports it was not uncommon for CV880 aircraft to be flown well in excess of 250 KTS below 10,000 FT.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the descent, and progress along any airway monitored, and adjusted, if necessary.


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

The approach to landing should not be commenced with the total remaining fuel load exceeding 20% .... "at the very most". Flying any approach to landing overweight "WILL" result in difficulties. Fuel loading should be planned/calculated for each flight "prior to departure" and in order to ensure the simulation is not overweight upon arrival at its destination airport.

5,000 FT and 250 KTS may be considered a reasonable altitude and target airspeed at which to enter the pattern "prior to" commencing the approach to landing procedure at any destination airport (procedures and MSA's vary from airport to airport). During level flight, and with continued airspeed reduction, the simulations AI pitch attitude will be observed to increase slightly .... to approximately +2* (degrees).

Prior to commencing any approach to landing the ASI speed bugs must be set in accordance with the pre-calculated V-REF landing data and anticipated final approach to landing flap settings .... all in conjunction with the simulations weight and calculated approach to landing airspeed. With maximum payload and 20% total fuel remaining the ASI gauge speed bugs should be set in accordance with the following recommended Landing V-REF ....

- CV880-22/CV880-22F AIRLIFTER 240/220/180/170/165 KTS

- CV880-22M/CV880-22MF AIRLIFTER 240/220/180/165/160 KTS

PLEASE NOTE: The approach to landing V-REF for CV880's is "considerably higher" than is the case for B707 and DC-8 aircraft.

The required RWY ILS frequency must be entered into the NAV 1 radio.

The HSI gauge VOR/LOC course indicator must be adjusted to reflect the ILS beam/RWY center line direction.

A "Decision Height" altitude should be selected on the RA.

Entering the downwind legue of any approach to landing pattern the simulations airspeed should be further manually reduced as follows ....

- CV880-22/CV880-22F AIRLIFTER 230 KTS

- CV880-22M/CV880-22MF AIRLIFTER 220 KTS

Constant manual power adjustments will be required in order to maintain the recommended airspeed.

Flaps should be extended in increments and in conjunction with airspeed reduction and the displayed AI pitch attitude.

Flying the downwind legue of any approach to landing pattern .... select FLAP 20 at approximately 240 KIAS .... and continue manually reducing airspeed toward 230/220 KTS.

The simulations AI pitch attitude will be observed to decrease in response to Flap deployment .... to approximately +2*/+1* (degrees) .... and further constant manual power adjustments will be required in order to maintain airspeed.

These CV880 simulations are capable of flying AP controlled ILS/GS coupled auto-approach to landing .... but not an auto-landing.

Do not expect such approaches to landing to be flown with absolute precision.

PLEASE NOTE: CV880 aircraft were not equipped with A/L systems.

A long final approach legue (approximately 20 DME) is preferable to a shorter approach prior to landing. This simply promotes more time for the simulation to become properly aligned with, and stabilized on, the ILS/GS for the intended RWY at any destination airport .... should the "initial approach" to landing not be flown automatically.

PLEASE NOTE: These CV880 simulations are capable of executing a 90* (degree) AP controlled ILS/GS coupled auto-intercept/turn toward the final approach course for any ILS/GS equipped RWY (provided a long approach to landing is being flown and the simulation is not overweight for landing) .... although a 25* (degree) intercept should be considered more appropriate for any such approach to landing.

Entering the base legue at the commencement of any approach to landing .... select FLAP 30 and further manually reduce airspeed as follows ....

- CV880-22/CV880-22F AIRLIFTER 205 KTS

- CV880-22M/CV880-22MF AIRLIFTER 200 KTS

Further constant manual power adjustments will be required in order to maintain the recommended airspeed.

Once stable on the base league heading .... the AP Mode Selector switch should be engaged/set to its "ILS" detent. This will enable an AP controlled auto-intercept of the ILS/GS beam that will automatically turn the simulaton to the final approach RWY heading during any such coupled approach prior to landing. The AP "HDG" mode will automatically disengage once AP "ILS" mode is engaged.

PLEASE NOTE: Failure to properly implement either of the above procedures "WILL" ensure a failed, or otherwise uncontrolled, AP controlled ILS/GS coupled auto-approach to landing.

Upon the commencement of any AP controlled ILS/GS auto-intercept (at approximately 20 DME to destination airport RWY) .... airspeed should be further manually reduced as follows ....

- CV880-22/CV880-22F AIRLIFTER 200 KTS

- CV880-22M/CV880-22MF AIRLIFTER 195 KTS

This requires further constant manual power adjustments in order to maintain the recommended airspeed.

Adjust the HSI "HDG" cursor to reflect the approach to landing RWY center line heading .... this is in order to promptly enable an AP controlled climb out along the RWY center line heading "in the event of a missed or otherwise failed approach to landing".

Airspeed "MUST" be monitored throughout this final stage of the approach to landing .... and engine power constantly manually adjusted in order to ensure a controlled approach to landing at a sensible/the recommended approach to landing airspeed/s.

Flying these CV880 simulations on any approach to landing is a delicate balance of applying "as much power as is necessary" in order to maintain the recommended approach to landing profile .... in conjunction with flap and landing gear deployments .... and without over accelerating or decelerating the simulation excessively .... or risking either insufficient or excessive ROD .... or an irrecoverable stall .... or risking unsatisfactory pitch attitude characteristics that might otherwise impair RWY visibility during the approach to landing.

Excessive airspeed during any approach to landing will encourage the simulations nose pitch attitude to decrease .... possibly to the extent of resulting in either a dive toward the RWY threshold and/or nose gear collapse and crash upon ground contact.

Insufficient airspeed during any approach to landing will encourage the simulations nose pitch attitude to increase .... possibly to the extent of resulting in either RWY visibility problems and/or an irrecoverable stall prior to landing or a tail strike and crash upon ground contact.

CV880's generally approach to land with a nose-pitch attitude varying between -1* to +0* (degree) AI indication .... in conjunction with airspeed, weight, and both flap and landing gear deployments.

As the simulation engages the ILS/GS beam .... select the landing gear "DOWN" at 190KTS and further manually reduce airspeed toward 170 KTS.

PLEASE NOTE: Flying either CV880 simulations do not allow the "initial" approach to landing airspeed to decline below 170 KTS prior to extending "FULL FLAPS".

PLEASE NOTE ALSO: These CV880 simulations "ARE NOT" (intentionally) equipped with GPWS altitude call outs.

Select the landing lights "ON".

Select FLAP 40 at 185 KTS

Select FLAP 50/"FULL FLAPS" at 175 KTS

With both landing gear and FLAPS 50/"FULL FLAPS" extended continue manually reducing airspeed as follows ....

- CV880-22/CV880-22F AIRLIFTER 170 KTS

- CV880-22M/CV880-22MF AIRLIFTER 165 KTS

PLEASE NOTE: The "final approach" to landing airspeed for CV880's is (once again) "considerably higher" than is the case for B707 and DC-8 aircraft.

PLEASE NOTE ALSO: With both landing gear and "FULL FLAPS" extended do not allow the "final approach to landing" airspeed to decline below the following recommended airspeed ....

- CV880-22/CV880-22F AIRLIFTER 165 KTS

- CV880-22M/CV880-22MF AIRLIFTER 160 KTS

Be prepared to make further constant manual power adjustments in order to maintain the recommended final approach to landing V-REF.

The wing spoilers can be deployed, and remain deployed, inflight from approximately 10 DME prior to landing.



PLEASE NOTE: Spoiler deployment during the final approach to landing is "PURELY OPTIONAL". This was a normal, but not mandatory, CV880 approach to landing procedure. It ensured engine power remained higher than RPM 70% in order to maintain flight and reduce engine spool-up time in the event of a missed approach .... and with such high "final approach" to landing airspeed, combined with a high power setting also, it additionally aided a gentle sink rate prior to landing in order to result in an otherwise normal landing/touch down airspeed

PLEASE NOTE ALSO: If deploying the wing spoilers during the approach to landing be ready to "substantially increase, and constantly further manually adjust, engine power in order to maintain the recommended approach to landing V-REF.

PLEASE NOTE ADDITIONALLY: If the RWY is not visible or the approach to landing is not stable "by the time the simulation reaches the selected Minimums Altitude" .... then an aborted/missed approach procedure should be commenced immediately (see SECTION 4A.07/MISSED APPROACH/ABORTED LANDING PROCEDURES.

THE FOLLOWING PROCEDURE IS THE MOST DIFFICULT PART OF THE LANDING PROCEDURE AND REQUIRES PRACTICE IN ORDER TO PERFECT ....

The AP should be disengaged at approximately "100 FT" and this phase of any final approach to landing then flown manually.

Engine power should be retarded "to idle" immediately upon crossing the RWY threshold.

The flare to landing should be commenced from approximately 50FT .... and an approximately +5* (degree) AI pitch attitude established "prior to landing".

PLEASE NOTE: With spoilers extended, engine power spooled back to idle, and an +5 degree AI pitch attitude established, the simulation will decelerate rapidly(expect airspeed to decline by some 30 KTS during the flare prior to landing) .... and by way of a smooth and decelerating glide, with the ROD not exceeding 50 FPM, to touch down gently and without risking a bounce at approximately the following/recommended airspeed ....

- CV880-22/CV880-22F AIRLIFTER 130-125 KTS

- CV880-22M/CV880-22MF AIRLIFTER 125-120 KTS

Spoilers should be deployed "immediately upon landing" .... if not already deployed during the last 10 DME of any final approach "prior to" landing.

PLEASE NOTE: The wing spoilers "CANNOT" be armed to deploy automatically and must be manually selected.

Reverse thrust should also applied (keyboard command "F2") .... immediately upon landing also .... following spoiler deployment.

PLEASE NOTE: Reverse thrust can only be engaged once the FS throttle control has been set to its fully idle detent.

With reverse thrust engaged derotate the simulation in order to land the nose gear.

PLEASE NOTE: With reverse thrust engaged prior to landing the nose gear, the simulation will decelerate rapidly during roll-out after landing .... on long RWY's, and provided touchdown is well within the TDZ, reverse thrust to aid deceleration after landing may not be necessary.

Reverse thrust should be cancelled (keyboard command "F1" .... or per prolonged and repeated depressing of the "F3" keyboard command in order to gently cancel reverse and ease engine power back to idle) at between "80" and "60" KTS deceleration .... and manual braking then applied in order to assist continued deceleration toward a sensible taxiing speed.

Vacate the RWY per the nearest exit.

Upon vacating the RWY .... select Landing Lights "OFF" and Taxi Lighting "ON"

Retract spoilers and flaps.

Taxi to gate.


4.07: MISSED APPROACH/ABORTED LANDING.

With both full flaps and landing gear extended .... in the event of a missed approach/aborted landing the following procedures should be applied .....

Ensure the spoilers are immediately retracted (if deployed).

Maintain the RWY/approach to landing heading.

Set the AP Mode Selector switch to "TURN KNOB".

Increase engine power to the "climb thrust" setting.

Using the AP VS thumb wheel establish an initial 500 FPM ROC.

Climb toward the prescribed airport circuit/pattern altitude .... accelerate toward 250 KTS .... and retract the flaps "in increments" until FLAP 20 during climb out.

Retract the landing gear "only after" FLAP 40 retraction during climb out.

Select the Landing Lights "OFF".

Continue climbing toward the prescribed airport circuit/pattern altitude and accelerating toward 250 KTS .... and maintain FLAP 20.

Once stable in the climb and with FLAP 20 selected the ROC may be further adjusted as required.

Upon acquiring the airport circuit/pattern altitude engage AP "ALT HLD".

Adjust the heading as required using AP "HDG SEL".

Return to the prescribed airport approach to landing circuit/pattern for a second landing attempt .... or .... divert to an alternative RWY approach or destination airport,


Mark C
AKL/NZ

[aerofoto - HJG Admin]

CV880 & CV990 INSTALLATION & HANDLING NOTES # 4A

UPDATED: December 9th 2022.




4A.00: CV990 FLYING TUTORIAL - Taxiing, T/O, Climb, Descent, Landing - BASIC OPERATION.

This tutorial is applicable to the HJG CV990 simulations only. It assumes successful startup of all 4 engines as well as the correct pre-configuration of all panel systems and all exits (including the port side forward fuselage main deck cargo on freighter configured aircraft versions) have been "closed" prior to departure. Use this data in conjunction with HJG C9900 Basic Flying Guide/s .... see the "SECTION 5" of this manual.


**** IMPORTANT NOTE ****

The CV990's (and CV880's) are "the most challenging" of HJG simulations to fly procedurally and by definitions and recommendations within this Flying Tutorial. It needs to be appreciated that CV990 aircraft were smaller and considerably lighter than their period B707-320B and DC-8-50 counterparts but with almost the same power rating. These aircraft were capable of a superior ROC performance following TO and were also much faster than their counterparts (between to MACH 0.87 and MACH 0.97 depending on CV990 aircraft version) .... and which is reflected within the flight modeling of these simulations and this Flying Tutorial. For overall best and most successful performance .... it is "ABSOLUTELY ESSENTIAL" to fly these simulations with "PRECISION" and strictly in accordance with the following recommendations of this Flying Tutorial.


4A.01: TAXIING.

PLEASE NOTE: Taxiing should not be commenced until all 4 engines are stable after the successful completion of startup procedures.

Set Flaps .... FLAP 27 for (for a MGW T/O)

Set Elevator Trim .... to approximately 8.5 units (for a MGW T/O)

PLEASE NOTE: Failure to set Flaps prior increasing engine thrust in order to commence taxiing will trigger the T/O warning horn.

PLEASE NOTE ALSO: Failure to correctly set Elevator Trim prior to departure will adversely affect rotation during T/O.

Set Wing and Taxi lighting switches (only) "ON" .... prior to taxiing.

Release the brakes .... and increase engine power to commence slow taxiing.

When the simulation is moving at a comfortable taxiing speed .... reduce engine power in order to maintain a sensible taxiing speed (approximately 15 KTS). Be prepared to further adjust engine power in order to control/maintain the taxiing speed.

PLEASE NOTE: Engine power settings in relation to taxiing speeds will vary according to CV990 version and also be governed by the simulations weight .... as well as the natural FS ground friction phenomenon which can be more apparent using some add-on scenery than others.


4A.02: TAKE OFF

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

Check all external lighting switches are "ON".

Check the Flap and Elevator Trim settings .... set Trim to approximately 8.5 units and FLAPS 27 for a MGW T/O).

Check the correct/required VOR/ADF radio frequencies have been selected.

Check the NAV instruments have been correctly set .... both HDG cursor and VOR/LOC indicator in the HSI gauge.

Check the correct/required COM radio frequencies have been selected.

Check that a target initial altitude value has been entered into the Altitude Alerter.

Align the simulation with the RWY center line.

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

At MGW the ASI gauge speed bugs should be set in accordance with the following recommended T/O V-REF ....

- CV990 30-5 156/166/180/220/240 KTS

- CV990 30-6 157/167/180/220/240 KTS

- CV990-A 30-5 156/166/180/220/240 KTS

- CV990-A 30-6 157/167/180/220/240 KTS

- CV990-A 30-8 158/168/180/220/240 KTS

PLEASE NOTE: T/O V-REF for the CV990's is "considerably higher" than is the case for B707 and DC-8 aircraft.

Set Parking Brakes "ON".

Set T/O power manually to N2 98.5% .... or in accordance with the recommended/indicated pre-bugged engine EPR settings (See "SECTION 5.00", BASIC FLYING GUIDES/TO CONFIGURATION & PROCEDURE" for each CV880 aircraft type/engine version).

PLEASE NOTE: The recommended T/O engine N2 power setting apply to a 15*C ambient temperature at SL. Other temperature and airport altitude environments will impose different settings.

Ensure the recommended engine "N2" power setting (98.5%) is achieved "prior to" releasing the parking brakes .... and that engine indications do not exceed the recommended pre-bugged EPR settings for any T/O ....

- CV990 30-5/CV990-A 30-5 - do not exceed T/O EPR 2.00

- CV990-A 30-6 30-6/CV990-A 30-8 - do not exceed T/O EPR 1.98

PLEASE NOTE: "DO NOT" set maximum engine power for either T/O or climb .... or airspeed control diffiulties after T/O "WILL" result".

Release parking brakes .... and commence T/O acceleration.

PLEASE NOTE: A rolling T/O is an otherwise perfectly normal procedure for all CV990 aircraft versions .... and prior to setting the recommended T/O engine N2 power or pre-bugged EPR setting.

T/O power must 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-bugged VR safety speed during the T/O roll .... resulting in a smooth lift-off from the RWY at, or around, the pre-bugged V2 safety speed.

"DO NOT" over-rotate the simulation .... over-rotation "WILL" increase potential for a tail-strike .... and .... likely cause too high an AI pitch attitude being established resulting in impaired acceleration and the risk of a stall following T/O .

Retract the landing gear as the VSI needle cycles through its 500 FPM indication and toward the recommended initial target ROC (See "SECTION 5.00", BASIC FLYING GUIDES/TO CONFIGURATION & PROCEDURE" for each CV990 aircraft type/engine version).

PLEASE NOTE: Following any MGW T/O .... and "prior to" flap retraction .... the simulations initial ROC should be restricted to the recommended 2,000 FPM and with power maintained at N2 98.5%.

The AP should be engaged as soon possible "after" the simulation has first been stabilized at its initial ROC (this recommendation is simply a matter of convenience in order to assist ease of handling during this busy post departure phase) .... and the AP Mode Selector switch set to its "HDG SEL" detent .... check, and adjust if necessary, the HSI gauge HDG cursor, "prior to" engaging the AP Mode Selector switch.

Flaps should be retracted in increments and in accordance with the following airspeed/power, acceleration, and ROC schedule ....

- FLAP 27 RETRACT SPEED = 220 KTS .... adjust the ROC to 2,500 FPM with engine power maintained at N2 98.5%.

- FLAP 10 RETRACT SPEED = 240 KIAS .... adjust the ROC to 3,000 FPM with engine power maintained at N2 98.5%.

PLEASE NOTE: The recommended ROC adjustments following retraction of each flap increment must be applied gradually .... engine power must also be maintained at N2 98.5% .... and the indicated AI pitch attitude must never be allowed exceed +11* (degrees). Failure to properly implement this procedure will result in too high a pitch attitude being established .... an inability to accelerate .... and the risk of a stall during climb out.

PLEASE NOTE ALSO: Flying the higher weight and slightly higher power CV990 30-6, CV990-A 30-6, CV990-A 30-8 (only) the ROC can be increased to an maximum of between 3,200-3,500 FPM (provided the AI pitch attitude does not exceed +11* degrees) with engine power maintained at between N2 98.6%-90.7% prior to flap retraction and as a means of airspeed control below 10,000 FT.

The simulation should be "clean" by 250 KTS.

Once a clean configuration has been established .... set climb thrust (not in excess of N2 90.6%) and slowly adjust the ROC in accordance with the recommended engine power, altitude, and ROC recommendations (See "SECTION 5.00", BASIC FLYING GUIDES/TO CONFIGURATION & PROCEDURE" for each CV990 aircraft type/engine version).

PLEASE NOTE: Engine power must be checked .... and manually adjusted precisely as recommended .... at every 1,000 FT of climb all the way up to cruising altitude.

PLEASE NOTE: These CV990 simulations "DO NOT" (intentionally) feature an AT system .... CV990 aircraft were never AT equipped.

Select Landing and Taxi lighting "OFF" once the simulation is stable and established in the climb.

The AP Mode Selector switch should be set to its "VOR/LOC" detent upon intercepting the desired navigation aid .... check, and adjust if necessary, the VOR 1/2 and ADF1/2 radio frequencies .... check, and adjust if necessary, VOR/LOC course indicator in the the HSI gauge "prior to" setting AP Mode Selector switch to its "VOR/LOC" detent. The AP "HDG" mode will automatically disengage once AP "VOR/LOC" mode is engaged.

Prior to acquiring any pre-selected VOR/LOC beam the simulation may gently weave several degrees left, and right, over the intended VOR/LOC beam, and in decreasing increments, for up to a few minutes or so, prior to capturing, and then stabilizing on, the pre-selected VOR/LOC beam .... this is a normal FS phenomenon.

PLEASE NOTE: In FS the maximum range of any VOR NAV facility is 194 miles .... some simulated VOR's (like that located at St.Croix) have much less range though.

From this point the simulation may be flown "automatically" all the way up to cruising altitude with complete reliance upon the AP system and in conjunction with continued manual power and ROC adjustments.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance following T/O, and progress along any airway must monitored, and adjusted, if necessary.


4A.03: CLIMB TO CRUISING ALTITUDE.

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

Following any significantly lower than MGW weight departure .... or after substantial fuel burn off .... climb to higher cruising altitudes (beyond 31,000 FT) is quite practical, but, may require implementation of a step-climb procedure, with constant level-offs during which to accelerate the simulation prior to initiating further climb in and order to avoid excessive airspeed loss.

Following any MGW departure .... and from approximately 10,000 FT .... it will be necessary to constantly, and progressively, manually adjust the simulations ROC and engine power settings throughout the climb to cruising altitude. The recommended procedure is intended to ensure the best/constant airspeed and ROC climb performance for established power settings throughout the climb to cruising altitude .... and to avoid arriving at cruising altitude in excess of a sensible airspeed (See "SECTION 5.00", BASIC FLYING GUIDES/CLIMB PROCEDURE" for each CV990 aircraft type/engine version).

During AP controlled climb the simulations ROC should be manually adjusted using the AP "CLIMB/DESCEND" Vert Speed thumb wheel.

Climbing through 17,500 FT the altimeter barometric pressure indication .... displayed within the altimeter gauge .... must be adjusted to read "2992/1013" (or select keyboard command "B". Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears its intended target cruising altitude.

The IAS indications will be observed to decline slowly throughout the climb above 25,000 FT .... this is perfectly normal.

The TAS indications will be observed to increase slowly throughout the climb.

The MACH velocity indications will also be observed increase slowly throughout the climb .... and should be prioritized over IAS above 25,000 FT.

PLEASE NOTE: Airspeed indications will appear close to, and even sit upon, the ASI barber pole by the final stages of any climb to cruising altitude .... "this is perfectly normal for the CV990's", but, care also needs to be taken in order to avoid overspeeding the simulation.

From this point the simulation may be flown "automatically" all the way up to cruising altitude with complete reliance upon the AP system and in conjunction with continued manual power and ROC adjustments.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the climb, and progress along any airway must monitored, and adjusted, if necessary.


4A.04: ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION DURING CRUISE.

As the simulation approaches to within 1,000 FT of any pre-selected target altitude the Altitude Alert tone will be auto-triggered.

Should the simulation exceed any pre-selected target altitude by more than 500 FT .... and without the AP "ALT" mode being engaged .... the Altitude Alert tone will be auto-triggered once again .... unless a new target altitude has been entered into the Altitude Alerter gauge.

Using the AP "CLIMB/DESCEND" Vert Speed thumb wheel the simulations ROC should be progressively manually reduced throughout the last 1,000 FT of climb toward any pre-selected target cruising altitude .... to 1,000 FPM ROC within 1,000 FT of any target altitude, to 500 FPM ROC within 500 FT of any target altitude, to 200 FPM ROC within 200 FT of any target altitude, and to 100 FPM ROC within 100 FT of any target altitude. This procedure is intended to ensure the smoothest possible altitude capture once the AP "ALT" is engaged.

PLEASE NOTE: These CV990 panels are not equipped with an AP controlled auto-altitude capture function .... this was common to real world CV990 aircraft.

All altitude captures must be performed manually.

As the simulation acquires the pre-selected target cruising altitude the "ALT" tab .... located within the lower center middle of the AP "CLIMB/DESCEND" Vert Speed thumb wheel .... must be selected/depressed (just below its center-point) in order for the simulation to capture the pre-selected target altitude.

Upon commanding any such altitude capture the AP will slowly pitch simulations nose "up" .... and "down" .... slightly for a few moments .... prior to acquiring and maintaining the selected target altitude.

Upon acquiring the selected target altitude these CV990 simulations should have established an IAS airspeed/MACH velocity of between 339 KTS/MACH 0.87 to 379 KYS/MACH 96 .... "depending on CV990 aircraft/engine type version".

Engine power should be manually reduced .... slightly .... to the recommended cruise power setting .... in order to maintain a sensible/the recommended IAS cruise airspeed/MACH velocity (See "SECTION 5.00", BASIC FLYING GUIDES/FL 310 CRUISE PERFORMANCE" for each CV990 aircraft type/engine version).

After cruise power adjustment the IAS airspeed/MACH velocity will "slowly" increase .... to eventually reflect the following maximum recommended performance indications ....

- CV990 30-5 339 KTS/MACH 0.87.8

- CV990 30-6 346 KTS/MACH 0.88.1

- CV990-A 30-5 376 KTS/MACH 0.95.7

- CV990-A 30-6 379 KTS/MACH 0.96.2

- CV990-A 30-8 379 KTS/MACH 0.96.3

Airspeed/MACH velocity will be determined by altitude related power setting and simulated weight.

PLEASE NOTE: Airspeed indications will continue appearing close to, or even sit upon, the ASI barber pole throughout the cruise .... "this is perfectly normal for the CV990's", but, care also needs to be taken in order to avoid overspeeding the simulation.

During high altitude cruise the panel-to-exterior scenery horizon view perspective may be less prominent than it appears at ground level. This is a common FS phenomenon with most 2D panels. The default panel/scenery view perspective "at ground level" is correct though and as follows and needs no further adjustment/s ....



Throughout the climb this view will slowly assume the following panel/scenery perspective upon reaching high cruising altitudes .... unless adjusted ....



This view perspective can be manually adjusted per the FS2004 "SHIFT+ENTER" (to raise the scenery horizon) and "SHIFT+BACKSPACE" (to lower the scenery horizon) keyboard commands (or equivalent FSX commands) to result as follows ....

"SHIFT+ENTER" selected once (1X) only ....



"SHIFT+ENTER" selected twice (2X) only ....



"SHIFT+ENTER" selected thrice (3X) only ....



This view may be adjusted in accordance with personal preference/s.

PLEASE NOTE: If adjusting this view perspective for high altitude cruise then it must also be reset (per the same increments of adjustments) to its default axis using the FS2004 "SHIFT+BACK SPACE" keyboard commands (or equivalent FSX commands) .... failure to do this "prior to" any approach landing will result in an entirely unnatural view perspective with an excessive proportion of scenery visible behind the panel.

PLEASE NOTE ALSO: When resetting this view it may not be restored to precisely the same original default perspective .... and which may then require additional minor adjustment/s per the same combinations of keyboard commands. This also is a common FS phenomenon with most 2D.

Once established in the high-speed cruise the simulation should demonstrate an approximately +1* (degree) AI pitch attitude within the 339 KTS/MACH 0.87 through 379 KTS/MACH 0.96 range .... again subject to altitude and simulated weight.

During high altitude/high speed cruise .... and over both distance and time/flight duration .... airspeed/MACH velocity may be observed to continue slowly increasing as the simulation becomes progressively lighter subject to fuel (weight) burn-off .... requiring further subtle/manual engine power adjustment/s in order to maintain a constant IAS airspeed/MACH velocity.

From this point the simulation may be flown "automatically" througghout the cruise awith complete reliance upon the AP system and in conjunction with continued manual power and ROC adjustments.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the cruise, and progress along any airway must monitored, and adjusted, if necessary.


4A.05: DESCENT.

There are 2 common sayings among aircrew ....

- "one may go down fast but not slow down fast" ....

- "slow down before going down" ....

Both of the above "MUST" be born-in-mind when flying any of these CV990 simulations.

Descents .... in particular .... must be planned, and controlled, or one can/"WILL" (potentially) get into trouble very quickly.

Descent .... from 31,000 FT should be commenced from "no less than" approximately 100 DME "prior to" any destination airport or its nearest navigation aid.

From 110 DME "prior to" any destination airport" .... and at least 10 DME for any planned TOD .... engine power must be manually reduced .... to RPM 75% and level cruise maintained in order to bleed the simulations airspeed below 330 KTS "prior to" commencing any descent (See "SECTION 5.00", BASIC FLYING GUIDES/DESCENT & APPROACH TO LANDING PROCEDURE" for each CV880 aircraft type/engine version).

From 100 DME, and "only after" having first induced deceleration, a 2,500 FPM ROD must be established using the AP "CLIMB/DESCEND" Vert Speed thumb wheel .... and engine power then manually reduced to, and maintained at, RPM 65% for the actual descent.

PLEASE NOTE: It is not necessary to disengage the AP in order to enable descent.

The simulation should demonstrate an approximate +0* to -1* ("ZERO" to "MINUS ONE" degree) AI pitch attitude with the ROD not exceeding 2,500 FPM.

From this point the simulation may be flown "automatically" all the way down to descent altitude with complete reliance upon the AP system and in conjunction with continued manual power and ROC adjustments.

Airspeed, ROD, and distance to run toward any destination airport or it nearest navigation aid must be constantly monitored throughout the descent .... with the ROD being adjusted appropriately/as recommended .... in order to control airspeed and arrive at 10,000 FT by approximately 30 DME prior to any destination airport or its nearest navigation.

The MACH velocity indications will be observed to decline slowly throughout the descent .... this is perfectly normal.

The TAS indications will also be observed to decline slowly throughout descent.

The IAS indications will be observed to increase slowly throughout the descent .... and should be prioritized over MACH and TAS indications below 25,000 FT.

Descending through 20,000 FT engine power should be reduced to idle RPM.

Descending through 17,500 FT the altimeter barometric pressure indication .... displayed within the altimeter gauge .... must be adjusted to read "2991/1012" .... or as required (or select keyboard command "B". Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears its intended target descent altitude.

Descending through 15,000 FT the ROD should be manually reduced to 1,500 FPM .... and engine power maintained at idle RPM.

Descending through 10,000 FT the ROD should be further manually reduced to 1,000 FPM .... and engine power maintained at idle.

Below 10,000 FT the simulations airspeed should be slowly reduced toward 250 KTS.

PLEASE NOTE: Prior to the implementation ATC speed restrictions within the approach to landing pattern at most major airports it was not uncommon for CV990 aircraft to be flown well in excess of 250 KTS below 10,000 FT.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the descent, and progress along any airway monitored, and adjusted, if necessary.


4A.06: APPROACH TO LANDING - USING THE AP "AUTO-APPROACH" MODE.

The approach to landing should not be commenced with the total remaining fuel load exceeding 20% .... "at the very most". Flying any approach to landing overweight "WILL" result in difficulties. Fuel loading should be planned/calculated for each flight "prior to departure" and in order to ensure the simulation is not overweight upon arrival at its destination airport.

5,000 FT and 250 KTS may be considered a reasonable altitude and target airspeed at which to enter the pattern "prior to" commencing the approach to landing procedure at any destination airport (procedures and MSA's vary from airport to airport). During level flight, and with continued airspeed reduction, the simulations AI pitch attitude will be observed to increase slightly .... to approximately +2* (degrees).

Prior to commencing any approach to landing the ASI speed bugs must be set in accordance with the pre-calculated V-REF landing data and anticipated final approach to landing flap settings .... all in conjunction with the simulations weight and calculated approach to landing airspeed. With maximum payload and 20% total fuel remaining the ASI gauge speed bugs should be set in accordance with the following recommended Landing V-REF ....

- CV990 30-5 240/220/180/159/154 KTS

- CV990 30-6 240/220/180/160/155 KTS

- CV990-A 30-5 240/220/180/160/155 KTS

- CV990-A 30-6 240/220/180/161/156 KTS

- CV990-A 30-8 240/220/180/162/157 KTS

PLEASE NOTE: The approach to landing V-REF for CV990's is "considerably higher" than is the case for B707 and DC-8 aircraft.

The required RWY ILS frequency must be entered into the NAV 1 radio.

The HSI gauge VOR/LOC course indicator must be adjusted to reflect the ILS beam/RWY center line direction.

A "Decision Height" altitude should be selected on the RA.

Entering the downwind legue of any approach to landing pattern the simulations airspeed should be further manually reduced as follows ....

- All CV990 versions 230 KTS

Constant manual power adjustments will be required in order to maintain the recommended airspeed.

Flaps should be extended in increments and in conjunction with airspeed reduction and the displayed AI pitch attitude.

Flying the downwind legue of any approach to landing pattern .... select FLAP 10 at approximately 240 KIAS .... and continue manually reducing airspeed toward 220 KTS.

The simulations AI pitch attitude will be observed to decrease in response to Flap deployment .... to approximately +2*/+1* (degrees) .... and further constant manual power adjustments will be required in order to maintain airspeed.

These CV990 simulations are capable of flying AP controlled ILS/GS coupled auto-approach to landing .... but not an auto-landing.

Do not expect such approaches to landing to be flown with absolute precision.

PLEASE NOTE: CV990 aircraft were not equipped with A/L systems.

A long final approach legue (approximately 20 DME) is preferable to a shorter approach prior to landing. This simply promotes more time for the simulation to become properly aligned with, and stabilized on, the ILS/GS for the intended RWY at any destination airport .... should the "initial approach" to landing not be flown automatically.

PLEASE NOTE: These CV990 simulations are capable of executing a 90* (degree) AP controlled ILS/GS coupled auto-intercept/turn toward the final approach course for any ILS/GS equipped RWY (provided a long approach to landing is being flown and the simulation is not overweight for landing) .... although a 25* (degree) intercept should be considered more appropriate for any such approach to landing.

Entering the base legue at the commencement of any approach to landing .... select FLAP 27 and further manually reduce airspeed as follows ....

- All CV990 versions 200 KTS

Further constant manual power adjustments will be required in order to maintain the recommended airspeed.

Once stable on the base league heading .... the AP Mode Selector switch should be engaged/set to its "ILS" detent. This will enable an AP controlled auto-intercept of the ILS/GS beam that will automatically turn the simulation to the final approach RWY heading during any such coupled approach prior to landing. The AP "HDG" mode will automatically disengage once AP "ILS" mode is engaged.

PLEASE NOTE: Failure to properly implement either of the above procedures "WILL" ensure a failed, or otherwise uncontrolled, AP controlled ILS/GS coupled auto-approach to landing.

Upon the commencement of any AP controlled ILS/GS auto-intercept (at approximately 20 DME to destination airport RWY) .... airspeed should be further manually reduced as follows ....

- All CV990 versions 185 KTS

This requires further constant manual power adjustments in order to maintain the recommended airspeed.

Adjust the HSI "HDG" cursor to reflect the approach to landing RWY center line heading .... this is in order to promptly enable an AP controlled climb out along the RWY center line heading "in the event of a missed or otherwise failed approach to landing".

Airspeed "MUST" be monitored throughout this final stage of the approach to landing .... and engine power constantly manually adjusted in order to ensure a controlled approach to landing at a sensible/the recommended approach to landing airspeed/s.

Flying these CV880 simulations on any approach to landing is a delicate balance of applying "as much power as is necessary" in order to maintain the recommended approach to landing profile .... in conjunction with flap and landing gear deployments .... and without over accelerating or decelerating the simulation excessively .... or risking either insufficient or excessive ROD .... or an irrecoverable stall .... or risking unsatisfactory pitch attitude characteristics that might otherwise impair RWY visibility during the approach to landing.

Excessive airspeed during any approach to landing will encourage the simulations nose pitch attitude to decrease .... possibly to the extent of resulting in either a dive toward the RWY threshold and/or nose gear collapse and crash upon ground contact.

Insufficient airspeed during any approach to landing will encourage the simulations nose pitch attitude to increase .... possibly to the extent of resulting in either RWY visibility problems and/or an irrecoverable stall prior to landing or a tail strike and crash upon ground contact.

CV990's generally approach to land with a nose-pitch attitude varying between -1* to +0* (degree) AI indication .... in conjunction with airspeed, weight, and both flap and landing gear deployments.

As the simulation engages the ILS/GS beam .... select the landing gear "DOWN" at 180 KTS and further manually reduce airspeed toward 165 KTS.

PLEASE NOTE: Flying either CV990 simulations do not allow the "initial" approach to landing airspeed to decline below 165 KTS prior to extending "FULL FLAPS".

PLEASE NOTE ALSO: These CV990 simulations "ARE NOT" (intentionally) equipped with GPWS altitude call outs.

Select the landing lights "ON".

Select FLAP 36 at 170 KTS

Select FLAP 50/"FULL FLAPS" at 165 KTS

With both landing gear and FLAPS 50/"FULL FLAPS" extended continue manually reducing airspeed as follows ....

- CV990 30-5 155 KTS

- CV990 30-6 156 KTS

- CV990-A 30-5 157 KTS

- CV990-A 30-6 158 KTS

- CV990-A 30-8 159 KTS

PLEASE NOTE: The "final approach" to landing airspeed for CV990's is (once again) "considerably higher" than is the case for B707 and DC-8 aircraft.

PLEASE NOTE ALSO: With both landing gear and "FULL FLAPS" extended do not allow the "final approach to landing" airspeed to decline below the above recommended airspeeds.

Be prepared to make further constant manual power adjustments in order to maintain the recommended final approach to landing V-REF.

PLEASE NOTE: Unlike the CV880-22/CV880-22M the wing spoilers are not used during the approach to landing.



PLEASE NOTE: If the RWY is not visible or the approach to landing is not stable "by the time the simulation reaches the selected Minimums Altitude" .... then an aborted/missed approach procedure should be commenced immediately (see SECTION 4A.07/MISSED APPROACH/ABORTED LANDING PROCEDURES).

THE FOLLOWING PROCEDURE IS THE MOST DIFFICULT PART OF THE LANDING PROCEDURE AND REQUIRES PRACTICE IN ORDER TO PERFECT ....

The AP should be disengaged at approximately "100 FT" and this phase of any final approach to landing then flown manually.

Engine power should be retarded "to idle" immediately upon crossing the RWY threshold.

The flare to landing should be commenced from approximately 50FT .... and an approximately +5* (degree) AI pitch attitude established "prior to landing".

PLEASE NOTE: With spoilers extended, engine power spooled back to idle, and an +5 degree AI pitch attitude established, the simulation will decelerate rapidly(expect airspeed to decline by some 30 KTS during the flare prior to landing) .... and by way of a smooth and decelerating glide, with the ROD not exceeding 50 FPM, to touch down gently and without risking a bounce at approximately the following/recommended airspeed ....

- CV990 30-5 124 KTS

- CV990 30-6 125 KTS

- CV990-A 30-5 125 KTS

- CV990-A 30-6 126 KTS

- CV990-A 30-8 127 KTS

Spoilers should be deployed "immediately upon landing".

PLEASE NOTE: The wing spoilers "CANNOT" be armed to deploy automatically and must be manually selected.

Reverse thrust should also applied (keyboard command "F2") .... immediately upon landing also .... following spoiler deployment.

PLEASE NOTE: Reverse thrust can only be engaged once the FS throttle control has been set to its fully idle detent.

With reverse thrust engaged derotate the simulation in order to land the nose gear.

PLEASE NOTE: With reverse thrust engaged prior to landing the nose gear, the simulation will decelerate rapidly during roll-out after landing .... on long RWY's, and provided touchdown is well within the TDZ, reverse thrust to aid deceleration after landing may not be necessary.

Reverse thrust should be cancelled (keyboard command "F1" .... or per prolonged and repeated depressing of the "F3" keyboard command in order to gently cancel reverse and ease engine power back to idle) at between "80" and "60" KTS deceleration .... and manual braking then applied in order to assist continued deceleration toward a sensible taxiing speed.

Vacate the RWY per the nearest exit.

Upon vacating the RWY .... select Landing Lights "OFF" and Taxi Lighting "ON"

Retract spoilers and flaps.

Taxi to gate.


4A.07: MISSED APPROACH/ABORTED LANDING.

With both full flaps and landing gear extended .... in the event of a missed approach/aborted landing the following procedures should be applied .....

Maintain the RWY/approach to landing heading.

Set the AP Mode Selector switch to "TURN KNOB".

Increase engine power to the "climb thrust" setting.

Using the AP VS thumb wheel establish an initial 500 FPM ROC.

Climb toward the prescribed airport circuit/pattern altitude .... accelerate toward 250 KTS .... and retract the flaps "in increments" until FLAP 20 during climb out.

Retract the landing gear "only after" FLAP 36 retraction during climb out.

Select the Landing Lights "OFF".

Continue climbing toward the prescribed airport circuit/pattern altitude and accelerating toward 250 KTS .... and maintain FLAP 10.

Once stable in the climb and with FLAP 10 selected the ROC may be further adjusted as required.

Upon acquiring the airport circuit/pattern altitude engage AP "ALT HLD".

Adjust the heading as required using AP "HDG SEL".

Return to the prescribed airport approach to landing circuit/pattern for a second landing attempt .... or .... divert to an alternative RWY approach or destination airport,


Mark C
AKL/NZ

[aerofoto - HJG Admin]

CV880 & CV990 INSTALLATION & HANDLING NOTES # 5

UPDATED: December 9th 2022.




5.00: CV880 & CV990 BASIC FLYING GUIDES.

This is not real world CV880 and CV990 performance data. The following information is based on FS observations only .... operating from the default MSFS 2004 KSEA airport at MGW, a 15*C/59*F temperature environment, cruise at FL310, and using HJG supplied CV880 and CV990 panels and FDE. Operating from other MSFS airports and below or in excess of MGW, higher or lower temperature environments, cruise at altitudes less than or in excess of FL310, and using non-HJG supplied CV880 and CV990 panels and FDE .... will result in different observations and performances.

PLEASE NOTE: Flying the following recommended profiles requires concentration, skill, and reliance upon the AP. Power must be set manually .... and be constantly checked .... and adjusted if necessary. CV880 and CV990 aircraft were not equipped with an AT system.

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.


CV880


CV880-22


4X GE CJ805-3 turbojet engines rated at 11,200 LBS thrust e/a

MGTOW = 184,500 LBS

DEFAULT 100% FUEL/PAYLOAD = 482 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 98.8%
RIGHT = 98.8%
RIGHT AUX = 100%

No payload adjustment = 14 LBS overload

PANEL = "HJG CV880"

TO CONFIGURATION & PROCEDURE

TRIM = 8.5 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 30* (2X notches)
MAX T/O THRUST = 100% RPM/2.84 EPR
V1 = 155 KIAS (at MGW)
VR = 165 KTS (at MGW)
V2 = 180 KIAS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 30* RETRACT SPEED = 200 KIAS .... increase ROC to 3,000 FPM
FLAP 20* RETRACT SPEED = 230 KIAS .... increase ROC to 3,500 FPM .... set climb thrust (reduce engine power 96.5% RPM) and assume the following altitude/ROC/power adjustment climb schedule until TOC ....

PLEASE NOTE: Do not ever exceed an AI pitch atttude in excess of +11* following TO, clean up, and setting climb thrust.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of climb prior reaching cruising altitude.

CLIMB PROCEDURE

- Maintain 3,500 FPM ROC - maintain approx 95 % RPM
- 10,000 FT reduce ROC to 3,000 FPM - maintain approx 95 % RPM
- 15,000 FT reduce ROC to 2,500 FPM - maintain approx 94 % RPM
- 20,000 FT reduce ROC to 2,000 FPM - maintain approx 93 % RPM
- 22,000 FT reduce ROC to 1,800 FPM - maintain approx 93 % RPM
- 24,000 FT reduce ROC to 1,500 FPM - maintain approx 93 % RPM
- 26,000 FT reduce ROC to 1,200 FPM - maintain approx 92 % RPM
- 27,000 FT reduce ROC to 1,000 FPM - maintain approx 92 % RPM
- 28,000 FT reduce ROC to 800 FPM - maintain approx 92 % RPM
- 29,000 FT reduce ROC to 500 FPM - maintain approx 91 % RPM
- 30,000 FT reduce ROC to 200 FPM - maintain approx 91 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 91 % RPM

FL310 CRUISE PERFORMANCE

IAS = 340 KTS
MACH = 0.87.9
TAS = 515 KTS
GS = 512 (340 X 1.64 = 512
EPR = 2.78
RPM = 91.5%
EGT = 501
F/F = 3,086 LBS (X4 = 12,344 LBS)

DESCENT & APPROACH TO LANDING PROCEDURE.

"CV880-22"

- 110 DME reduce engine power to RPM 75% .... maintain level flight to bleed airspeed below 330 KIAS.
- 100 DME reduce engine power to RPM 65% .... commence 2,500 FPM ROD not in excess of 330 KIAS.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of descent prior reaching destination airport circuit/pattern altitude.

- 20,000 FT reduce engine power to IDLE RPM .... maintain 2,500 FPM ROD.
- 17,500 FT DME .... reset QNH/altimeter barometric pressure setting (2991 or as required) .... maintain 2,500 FPM ROD.
- 15,000 FT reduce reduce ROD to 1,500 FPM .... maintain idle RPM.
- 10,000 FT reduce ROD .... reduce ROD 1,000 FPM and continue reducing airspeed toward 250 KIAS.

PLEASE NOTE: Do not attempt any approach to landing with in excess of 20% total fuel remaining.

- Downwind legue .... select FLAP 20 at 240 KIAS .... maintain level flight and reduce airspeed toward 230 KIAS.
- base legue ... select FLAP 30 .... maintain level flight and reduce airspeed toward 205 KIAS.
- Final approach legue .... maintain level flight and reduce airspeed toward 185 KIAS.
- ILS/GS intercept .... 185 KIAS
- Select gear down 180 KIAS .... and reduce airspeed toward 170 KIAS.
- Select FLAP 40 at 175 KIAS .... and continue reducing airspeed toward 170 KIAS.
- Select FLAP 50/FULL FLAPS at 170 KIAS.
- Final approach to landing with full flaps and gear down .... and adjust power to maintain 170-165 KIAS.
- Deploy Spoilers at approximately 10 DME prior to landing ("OPTIONAL") .... adjust power to maintain 165 KIAS.
- Disegage AP at 100 FT .... and retard engine thrust to idle.
- Commence +5* flair to landing at 50 FT .... prior to landing.
- Landing speed .... 130-125 KIAS.
- Deploy wing spoilers immediately upon main gear ground contact/landing ("only if not deployed during final approach to landing").
- Engage reverse thrust immediately upon main gear ground contact/anding landing."
- Derotate to land nose gear.
- 80-60 KTS cancel reverse thrust.
- Retract wing spoilers.
- Retract flaps.
- Taxi to gate/ramp.


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


CV880-22F AIRLIFTER

4X GE CJ805-3 turbojet engines rated at 11,200 LBS thrust e/a

MGTOW = 184,500 LBS

DEFAULT 100% FUEL/PAYLOAD = 17,712 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 55.7%
RIGHT = 55.7%
RIGHT AUX = 100%

No payload adjustment = 24 LBS overload

PANEL = "HJG CV880"

TO CONFIGURATION & PROCEDURE

TRIM = 8.5 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 30* (2X notches)
MAX T/O THRUST = 100% RPM/2.84 EPR
V1 = 155 KIAS (at MGW)
VR = 165 KTS (at MGW)
V2 = 180 KIAS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 30* RETRACT SPEED = 200 KIAS .... increase ROC to 3,000 FPM
FLAP 20* RETRACT SPEED = 230 KIAS .... increase ROC to 3,500 FPM .... set climb thrust (reduce engine power to 96.5% RPM) and assume the following altitude/ROC/power adjustment climb schedule until TOC ....

PLEASE NOTE: Do not ever exceed an AI pitch atttude in excess of +11* following TO, clean up, and setting climb thrust.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of climb prior reaching cruising altitude.

CLIMB PROCEDURE

- Maintain 3,500 FPM ROC - maintain approx 95 % RPM
- 10,000 FT reduce ROC to 3,000 FPM - maintain approx 95 % RPM
- 15,000 FT reduce ROC to 2,500 FPM - maintain approx 94 % RPM
- 20,000 FT reduce ROC to 2,000 FPM - maintain approx 93 % RPM
- 22,000 FT reduce ROC to 1,800 FPM - maintain approx 93 % RPM
- 24,000 FT reduce ROC to 1,500 FPM - maintain approx 93 % RPM
- 26,000 FT reduce ROC to 1,200 FPM - maintain approx 92 % RPM
- 27,000 FT reduce ROC to 1,000 FPM - maintain approx 92 % RPM
- 28,000 FT reduce ROC to 800 FPM - maintain approx 92 % RPM
- 29,000 FT reduce ROC to 500 FPM - maintain approx 91 % RPM
- 30,000 FT reduce ROC to 200 FPM - maintain approx 91 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 91 % RPM

FL310 CRUISE PERFORMANCE

IAS = 340 KTS
MACH = 0.87.9
TAS = 515 KTS
GS = 510 (340 X 1.64 = 510
EPR = 2.78
RPM = 91.5%
EGT = 501
F/F = 3,087 LBS (X4 = 12,348 LBS)

DESCENT & APPROACH TO LANDING PROCEDURE.

"CV880-22"

- 110 DME reduce engine power to N2/RPM 75% .... maintain level flight to bleed airspeed below 330 KIAS.
- 100 DME reduce engine power to N2/RPM 65% .... commence 2,500 FPM ROD not in excess of 330 KIAS.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of descent prior reaching destination airport circuit/pattern altitude.

- 20,000 FT reduce engine power to IDLE RPM .... maintain 2,500 FPM ROD.
- 17,500 FT DME .... reset QNH/altimeter barometric pressure setting (2991 or as required) .... maintain 2,500 FPM ROD.
- 15,000 FT reduce reduce ROD to 1,500 FPM .... maintain idle RPM.
- 10,000 FT reduce ROD .... reduce ROD 1,000 FPM and continue reducing airspeed toward 250 KIAS.

PLEASE NOTE: Do not attempt any approach to landing with in excess of 20% total fuel remaining.

- Downwind legue .... select FLAP 20 at 240 KIAS .... maintain level flight and reduce airspeed toward 230 KIAS.
- base legue ... select FLAP 30 .... maintain level flight and reduce airspeed toward 205 KIAS.
- Final approach legue .... maintain level flight and reduce airspeed toward 185 KIAS.
- ILS/GS intercept .... 185 KIAS
- Select gear down 180 KIAS .... and reduce airspeed toward 170 KIAS.
- Select FLAP 40 at 175 KIAS .... and continue reducing airspeed toward 170 KIAS.
- Select FLAP 50/FULL FLAPS at 170 KIAS.
- Final approach to landing with full flaps and gear down .... and adjust power to maintain 170-165 KIAS.
- Deploy Spoilers at approximately 10 DME prior to landing ("OPTIONAL") .... adjust power to maintain 165 KIAS.
- Disegage AP at 100 FT .... and retard engine thrust to idle.
- Commence +5* flair to landing at 50 FT .... prior to landing.
- Landing speed .... 130-125 KIAS.
- Deploy wing spoilers immediately upon main gear ground contact/landing ("only if not deployed during final approach to landing").
- Engage reverse thrust immediately upon main gear ground contact/anding landing."
- Derotate to land nose gear.
- 80-60 KTS cancel reverse thrust.
- Retract wing spoilers.
- Retract flaps.
- Taxi to gate/ramp.



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


CV880-22M


4X GE CJ805-3B turbojet engines rated at 11,650 LBS thrust e/a

MGTOW = 193,500 LBS

DEFAULT 100% FUEL/PAYLOAD = 11.194 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 80.0%
CENTER = 74.3
RIGHT = 80.0%
RIGHT AUX = 100%

No payload adjustment = 16 LBS overload

PANEL = "HJG CV880"

TO CONFIGURATION & PROCEDURE

TRIM = 9.5 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 30* (2X notches)
MAX T/O THRUST = 100% RPM/2.85 EPR
V1 = 157 KIAS (at MGW)
VR = 167 KTS (at MGW)
V2 = 180 KIAS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 30* RETRACT SPEED = 200 KIAS .... increase ROC to 3,000 FPM
FLAP 20* RETRACT SPEED = 230 KIAS .... increase ROC to 3,500 FPM .... set climb thrust (reduce engine thrust to 97.5% RPM) and assume the following altitude/ROC/power adjustment climb schedule until TOC ....

PLEASE NOTE: Do not ever exceed an AI pitch atttude in excess of +11* following TO, clean up, and setting climb thrust.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of climb prior reaching cruising altitude.

CLIMB PROCEDURE

- Maintain 3,500 FPM ROC - maintain approx 96 % RPM
- 10,000 FT reduce ROC to 3,000 FPM - maintain approx 94 % RPM
- 15,000 FT reduce ROC to 2,500 FPM - maintain approx 94 % RPM
- 20,000 FT reduce ROC to 2,000 FPM - maintain approx 93 % RPM
- 22,000 FT reduce ROC to 1,800 FPM - maintain approx 93 % RPM
- 24,000 FT reduce ROC to 1,500 FPM - maintain approx 93 % RPM
- 26,000 FT reduce ROC to 1,200 FPM - maintain approx 92 % RPM
- 27,000 FT reduce ROC to 1,000 FPM - maintain approx 92 % RPM
- 28,000 FT reduce ROC to 800 FPM - maintain approx 92 % RPM
- 29,000 FT reduce ROC to 500 FPM - maintain approx 91 % RPM
- 30,000 FT reduce ROC to 200 FPM - maintain approx 91 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 90 % RPM

FL310 CRUISE PERFORMANCE

IAS = 341 KTS
MACH = 0.88.2
TAS = 517 KTS
GS = 559 (340 X 1.64 = 559)
EPR = 2.70
RPM = 90.7%
EGT = 498
F/F = 3,180 LBS (X4 = 12,720 LBS)

DESCENT & APPROACH TO LANDING PROCEDURE.

"CV880-22M"

- 110 DME reduce engine power to N2/RPM 75% .... maintain level flight to bleed airspeed below 330 KIAS.
- 100 DME reduce engine power to N2/RPM 65% .... commence 2,500 FPM ROD not in excess of 330 KIAS.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of descent prior reaching destination airport circuit/pattern altitude.

- 20,000 FT reduce engine power to IDLE RPM .... maintain 2,500 FPM ROD.
- 17,500 FT DME .... reset QNH/altimeter barometric pressure setting (2991 or as required) .... maintain 2,500 FPM ROD.
- 15,000 FT reduce reduce ROD to 1,500 FPM .... maintain idle RPM.
- 10,000 FT reduce ROD .... reduce ROD 1,000 FPM andcontinue reducing airspeed toward 250 KIAS.

PLEASE NOTE: Do not attempt any approach to landing with in excess of 20% total fuel remaining.

- Downwind legue .... select FLAP 20 at 240 KIAS .... maintain level flight and reduce airspeed toward 220 KIAS.
- base legue ... select FLAP 30 .... maintain level flight and reduce airspeed toward 200 KIAS.
- Final approach legue .... maintain level flight and reduce airspeed toward 185 KIAS.
- ILS/GS intercept .... 185 KIAS
- Select gear down 180 KIAS .... and reduce airspeed toward 165 KIAS.
- Select FLAP 40 at 175 KIAS .... and continue reducing airspeed toward 165 KIAS.
- Select FLAP 50/FULL FLAPS at 170 KIAS.
- Final approach to landing with full flaps and gear down .... and adjust power to maintain 165-160 KIAS.
- Deploy Spoilers at approximately 10 DME prior to landing ("OPTIONAL") .... adjust power to maintain 160 KIAS.
- Disegage AP at 100 FT .... and retard engine thrust to idle.
- Commence +5* flair to landing at 50 FT .... prior to landing.
- Landing speed .... 125-120 KIAS.
- Deploy wing spoilers immediately upon main gear ground contact/landing ("only if not deployed during final approach to landing").
- Engage reverse thrust immediately upon main gear ground contact/anding landing."
- Derotate to land nose gear.
- 80-60 KTS cancel reverse thrust.
- Retract wing spoilers.
- Retract flaps.
- Taxi to gate/ramp.


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


CV880-22MF AIRLITER

4X GE CJ805-3B turbojet engines rated at 11,650 LBS thrust e/a

MGTOW = 193,500 LBS

DEFAULT 100% FUEL/PAYLOAD = 22.634 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 60.0%
CENTER = 46.4
RIGHT = 60.0%
RIGHT AUX = 100%

No payload adjustment = 4 LBS overload

PANEL = "HJG CV880"

TO CONFIGURATION & PROCEDURE

TRIM = 8.5 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 30* (2X notches)
MAX T/O THRUST = 100% RPM/2.85 EPR
V1 = 157 KIAS (at MGW)
VR = 167 KTS (at MGW)
V2 = 180 KIAS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 30* RETRACT SPEED = 200 KIAS .... increase ROC to 3,000 FPM
FLAP 20* RETRACT SPEED = 230 KIAS .... increase ROC to 3,500 FPM .... set climb thrust (reduce engine thrust to 97.5% RPM) and assume the following altitude/ROC/power adjustment climb schedule until TOC ....

PLEASE NOTE: Do not ever exceed an AI pitch atttude in excess of +11* following TO, clean up, and setting climb thrust.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of climb prior reaching cruising altitude.

CLIMB PROCEDURE

- Maintain 3,500 FPM ROC - maintain approx 96 % RPM
- 10,000 FT reduce ROC to 3,000 FPM - maintain approx 94 % RPM
- 15,000 FT reduce ROC to 2,500 FPM - maintain approx 94 % RPM
- 20,000 FT reduce ROC to 2,000 FPM - maintain approx 93 % RPM
- 22,000 FT reduce ROC to 1,800 FPM - maintain approx 93 % RPM
- 24,000 FT reduce ROC to 1,500 FPM - maintain approx 93 % RPM
- 26,000 FT reduce ROC to 1,200 FPM - maintain approx 92 % RPM
- 27,000 FT reduce ROC to 1,000 FPM - maintain approx 92 % RPM
- 28,000 FT reduce ROC to 800 FPM - maintain approx 92 % RPM
- 29,000 FT reduce ROC to 500 FPM - maintain approx 91 % RPM
- 30,000 FT reduce ROC to 200 FPM - maintain approx 91 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 90 % RPM

FL310 CRUISE PERFORMANCE

IAS = 342 KTS
MACH = 0.88.3
TAS = 518 KTS
GS = 560 (342 X 1.64 = 560)
EPR = 2.71
RPM = 90.8%
EGT = 499
F/F = 3,218 LBS (X4 = 12,872 LBS)

DESCENT & APPROACH TO LANDING PROCEDURE.

"CV880-22M"

- 110 DME reduce engine power to N2/RPM 75% .... maintain level flight to bleed airspeed below 330 KIAS.
- 100 DME reduce engine power to N2/RPM 65% .... commence 2,500 FPM ROD not in excess of 330 KIAS.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of descent prior reaching destination airport circuit/pattern altitude.

- 20,000 FT reduce engine power to IDLE RPM .... maintain 2,500 FPM ROD.
- 17,500 FT DME .... reset QNH/altimeter barometric pressure setting (2991 or as required) .... maintain 2,500 FPM ROD.
- 15,000 FT reduce reduce ROD to 1,500 FPM .... maintain idle RPM.
- 10,000 FT reduce ROD .... reduce ROD 1,000 FPM andcontinue reducing airspeed toward 250 KIAS.

PLEASE NOTE: Do not attempt any approach to landing with in excess of 20% total fuel remaining.

- Downwind legue .... select FLAP 20 at 240 KIAS .... maintain level flight and reduce airspeed toward 220 KIAS.
- base legue ... select FLAP 30 .... maintain level flight and reduce airspeed toward 200 KIAS.
- Final approach legue .... maintain level flight and reduce airspeed toward 185 KIAS.
- ILS/GS intercept .... 185 KIAS
- Select gear down 180 KIAS .... and reduce airspeed toward 165 KIAS.
- Select FLAP 40 at 175 KIAS .... and continue reducing airspeed toward 165 KIAS.
- Select FLAP 50/FULL FLAPS at 170 KIAS.
- Final approach to landing with full flaps and gear down .... and adjust power to maintain 165-160 KIAS.
- Deploy Spoilers at approximately 10 DME prior to landing ("OPTIONAL") .... adjust power to maintain 160 KIAS.
- Disegage AP at 100 FT .... and retard engine thrust to idle.
- Commence +5* flair to landing at 50 FT .... prior to landing.
- Landing speed .... 125-120 KIAS.
- Deploy wing spoilers immediately upon main gear ground contact/landing ("only if not deployed during final approach to landing").
- Engage reverse thrust immediately upon main gear ground contact/anding landing."
- Derotate to land nose gear.
- 80-60 KTS cancel reverse thrust.
- Retract wing spoilers.
- Retract flaps.
- Taxi to gate/ramp.


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


CV990


CV990 30-5 (AMERICAN AIRLINES pre-modification configuration)

4X GE CJ805-23 Aft-Fan fanjet engines rated at 15,870 LBS thrust e/a

MGTOW = 239,200 LBS

DEFAULT 100% FUEL/PAYLOAD = 9,787 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 100%
CENTER = 55.2%
RIGHT = 100%
RIGHT AUX = 100%
LEFT OUTBORD = 100%
RIGHT OUTBOARD = 100%
LEFT TIP = 100%
RIGHT TIP = 100%

No payload adjustment = 16 LBS overload

PANEL = "HJG CV990" (standard or INS version)

TO CONFIGURATION & PROCEDURE

TRIM = 8.5 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 27* (2X notches)
MAX T/O THRUST = 98.5% N2/EPR 2.00
V1 = 156 KIAS (at MGW)
VR = 166 KIAS (at MGW)
V2 = 180 KIAS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 27* RETRACT SPEED = 220 KIAS .... increase ROC to 2,500 FPM
FLAP 10* RETRACT SPEED = 240 KIAS .... increase ROC to 3,200 FPM .... set climb thrust (reduce engine thrust to 90.6% N2/RPM) and assume the following altitude/ROC/power adjustment climb schedule until TOC ....

PLEASE NOTE: Do not ever exceed an AI pitch atttude in excess of +11* following TO, clean up, and setting climb thrust.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of climb prior reaching cruising altitude.

CLIMB PROCEDURE

- Maintain 3,200 FPM ROC until 10,000 FT - maintain approx 90.7 % RPM
- 10,000 FT reduce ROC to 2,500 FPM - maintain approx 90.6 % RPM
- 15,000 FT reduce ROC to 2,000 FPM - maintain approx 90.6 % RPM
- 20,000 FT reduce ROC to 1,500 FPM - maintain approx 90.6 % RPM
- 25,000 FT reduce ROC to 1,000 FPM - maintain approx 90.6 % RPM
- 27,000 FT reduce ROC to 800 FPM - maintain approx 90.6 % RPM
- 29,000 FT reduce ROC to 500 FPM - maintain approx 90.5 % RPM
- 30,000 FT reduce ROC to 250 FPM - maintain approx 90.4 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 89.3 % RPM

FL310 CRUISE PERFORMANCE

IAS = 339 KIAS
MACH = 0.87.8
TAS = 555 (339 X 1.64 = 555)
EPR = 1.83
N1 RPM = 89.2%
EGT = 492*c
N2 RPM = 89.3%
F/F = 3,610 LBS (X4 + 14,440 LBS)
AI Pitch = +1

DESCENT & APPROACH TO LANDING PROCEDURE.

"CV990 30-5" (AMERICAN AIRLINES pre-modification configuration)

- 110 DME reduce engine power to N2/RPM 80% .... maintain level flight to bleed airspeed below 350 KIAS.
- 100 DME reduce engine power to N2/RPM 70% .... commence 2,500 FPM ROD not in excess of 350 KIAS.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of descent prior reaching destination airport circuit/pattern altitude.

- 20,000 FT reduce engine power to N2/RPM 65% .... maintain 2,500 FPM ROD not in excess of 350 KIAS.
- 17,500 FT DME .... reset QNH/altimeter barometric pressure setting (2991 or as required).
- 15,000 FT reduce engine power to flight idle (N2/RPM 60%) .... maintain 2,500 FPM ROD .... reducing airpeed toward 250 KIAS.
- 10,000 FT reduce ROD .... 1,000 FPM ROD .... and reduce airspeed toward/below 250 KIAS.

PLEASE NOTE: Do not attempt any approach to landing with in excess of 20% total fuel remaining.

- Downwind legue .... select FLAP 10 at 240 KIAS. reducing toward 220 KIAS. .... and maintain level flight.
- base legue ... select FLAP 27 reduce airspeed at 220 KIAS reducing toward 200 KTS .... and maintain level flight.
- Final approach legue .... reduce airspeed tward 185 KIAS and mintain level flight.
- ILS/GS intercept .... 185 KIAS
- Select gear down 180 KIAS .... reduce engine thrust and airspeed toward 155 KIAS.
- Select FLAP 36 at 170 KIAS .... reducing toward 155 KIAS.
- Select FLAP 50/FULL FLAPS at 160 KIAS .... reducing toward 155 KIAS.
- Final approach to landing airspeed with full flaps and gear down .... 155-154 KIAS.
- Disegage AP at 100 FT .... prior to landing.
- Retard engine thrust to idle at 50 FT .... prior to landing.
- Commence +5* flair to landing at 20 FT .... prior to landing.
- Landing speed - approx 125-124 KIAS.
- Deploy wing spoilers immediately upon main gear ground contact.
- Engage reverse thrust .... once all 3 landing gear make ground contact.
- Derotate to land nose gear.
- 80-60 KTS cancel reverse thrust.
- Retract wing spoilers.
- Retract flaps.
- Taxi to gate/ramp.


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


CV990 30-6 (SWISSAIR pre-modification configuration)

4X GE CJ805-23 Aft-Fan fanjet engines rated at 16,070 LBS thrust e/a

MGTOW = 243,600 LBS

DEFAULT 100% FUEL/PAYLOAD = 8,403 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 100%
CENTER = 66.0%
RIGHT = 100%
RIGHT AUX = 100%
LEFT OUTBORD = 100%
RIGHT OUTBOARD = 100%
LEFT TIP = 100%
RIGHT TIP = 100%

No payload adjustment = 15 LBS overload

PANEL = "HJG CV990" (standard or INS version)

TO CONFIGURATION & PROCEDURE

TRIM = 8.5 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 27* (2X notches)
MAX T/O THRUST = 98.6% N2/EPR 1.98
V1 = 157 KIAS (at MGW)
VR = 167 KIAS (at MGW)
V2 = 180 KIAS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 27* RETRACT SPEED = 220 KIAS .... increase ROC to 2,500 FPM
FLAP 10* RETRACT SPEED = 240 KIAS .... increase ROC to 3,200 FPM .... set climb thrust (reduce engine thrust to 90.7% N2/RPM) and assume the following altitude/ROC/power adjustment climb schedule until TOC ....

PLEASE NOTE: Do not ever exceed an AI pitch atttude in excess of +11* following TO, clean up, and setting climb thrust.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of climb prior reaching cruising altitude.

CLIMB PROCEDURE

- Maintain 3,200 FPM ROC until 10,000 FT - maintain approx 90.6 % RPM
- 10,000 FT reduce ROC to 2,500 FPM - maintain approx 90.5 % RPM
- 15,000 FT reduce ROC to 2,000 FPM - maintain approx 90.5 % RPM
- 20,000 FT reduce ROC to 1,500 FPM - maintain approx 90.5 % RPM
- 25,000 FT reduce ROC to 1,000 FPM - maintain approx 90.5 % RPM
- 27,000 FT reduce ROC to 800 FPM - maintain approx 90.5 % RPM
- 29,000 FT reduce ROC to 500 FPM - maintain approx 90.4 % RPM
- 30,000 FT reduce ROC to 250 FPM - maintain approx 90.3 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 89.2 % RPM

FL310 CRUISE PERFORMANCE

IAS = 341 KIAS
MACH = 0.88.1
TAS = 559 (341 X 1.64 = 559)
EPR = 1.83
N1 RPM = 89.2%
EGT = 493*c
N2 RPM = 89.3%
F/F = 3,714 LBS (X4 + 14,856 LBS)
AI Pitch = +1

DESCENT & APPROACH TO LANDING PROCEDURE.

"CV990 30-5" (AMERICAN AIRLINES pre-modification configuration)

- 110 DME reduce engine power to N2/RPM 80% .... maintain level flight to bleed airspeed below 350 KIAS.
- 100 DME reduce engine power to N2/RPM 70% .... commence 2,500 FPM ROD not in excess of 350 KIAS.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of descent prior reaching destination airport circuit/pattern altitude.

- 25,000 FT reduce engine power to N2/RPM 65% .... maintain 2,500 FPM ROD not in excess of 350 KIAS.
- 17,500 FT DME .... reset QNH/altimeter barometric pressure setting (2991 or as required).
- 15,000 FT reduce engine power to flight idle (N2/RPM 60%) .... maintain 2,500 FPM ROD .... reducing airpeed toward 250 KIAS.
- 10,000 FT reduce ROD .... 1,000 FPM ROD .... and reduce airspeed toward/below 250 KIAS.

PLEASE NOTE: Do not attempt any approach to landing with in excess of 20% total fuel remaining.

- Downwind legue .... select FLAP 10 at 240 KIAS. reducing toward 220 KIAS .... and maintain level flight.
- base legue ... select FLAP 27 reduce airspeed at 220 KIAS reducing toward 200 KIAS .... and maintain level flight.
- Final approach legue .... reduce airspeed tward 185 KIAS and mintain level flight.
- ILS/GS intercept .... 185 KIAS.
- Select gear down 180 KIAS .... reduce engine thrust and airspeed toward 156 KIAS.
- Select FLAP 36 at 170 KIAS .... reducing toward 156 KIAS.
- Select FLAP 50/FULL FLAPS at 160 KIAS .... reducing toward 156 KIAS.
- Final approach to landing airspeed with full flaps and gear down .... 156-155 KIAS.
- Disegage AP at 100 FT .... prior to landing.
- Retard engine thrust to idle at 50 FT .... prior to landing.
- Commence +5* flair to landing at 20 FT .... prior to landing.
- Landing speed - approx 127-126 KIAS.
- Deploy wing spoilers immediately upon main gear ground contact.
- Engage reverse thrust .... once all 3 landing gear make ground contact.
- Derotate to land nose gear.
- 80-60 KTS cancel reverse thrust.
- Retract wing spoilers.
- Retract flaps.
- Taxi to gate/ramp.


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


CV990-A 30-5 (AMERICAN AIRLINES post modification configuration)

4X GE CJ805-23 Aft-Fan fanjet engines rated at 15,870 LBS thrust e/a

MGTOW = 244,200 LBS

DEFAULT 100% FUEL/PAYLOAD = 16,887 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 80%
CENTER = 57.9%
RIGHT = 80%
RIGHT AUX = 100%
LEFT OUTBORD = 100%
RIGHT OUTBOARD = 100%
LEFT TIP = 100%
RIGHT TIP = 100%

No payload adjustment = 7 LBS overload

ALTERNTIVE LOADING

LEFT AUX = 100%
LEFT = 100%
CENTER = 22.7%
RIGHT = 100%
RIGHT AUX = 100%
LEFT OUTBORD = 100%
RIGHT OUTBOARD = 100%
LEFT TIP = 100%
RIGHT TIP = 100%

No payload adjustment = 28 LBS overload

PANEL = "HJG CV990" (standard or INS version)

TO CONFIGURATION & PROCEDURE

TRIM = 8.5 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 27* (2X notches)
MAX T/O THRUST = 98.5% N2/EPR 2.00
V1 = 156 KIAS (at MGW)
VR = 166 KIAS (at MGW)
V2 = 180 KIAS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 27* RETRACT SPEED = 220 KIAS .... increase ROC to 2,500 FPM
FLAP 10* RETRACT SPEED = 240 KIAS .... increase ROC to 3,200 FPM .... set climb thrust (reduce engine thrust to 90.6% N2/RPM) and assume the following altitude/ROC/power adjustment climb schedule until TOC ....

PLEASE NOTE: Do not ever exceed an AI pitch atttude in excess of +11* following TO, clean up, and setting climb thrust.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of climb prior reaching cruising altitude.

CLIMB PROCEDURE

- Maintain 3,200 FPM ROC until 10,000 FT - maintain approx 90.7 % RPM
- 10,000 FT reduce ROC to 2,500 FPM - maintain approx 90.6 % RPM
- 15,000 FT reduce ROC to 2,000 FPM - maintain approx 90.6 % RPM
- 20,000 FT reduce ROC to 1,500 FPM - maintain approx 90.6 % RPM
- 25,000 FT reduce ROC to 1,000 FPM - maintain approx 90.6 % RPM
- 27,000 FT reduce ROC to 800 FPM - maintain approx 90.5 % RPM
- 29,000 FT reduce ROC to 500 FPM - maintain approx 90.4 % RPM
- 30,000 FT reduce ROC to 250 FPM - maintain approx 90.3 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 90.2 % RPM

FL310 CRUISE PERFORMANCE

IAS = 376 KIAS
MACH = 0.95.7
TAS = 616 (376 X 1.64 = 616)
EPR = 1.81
N1 RPM = 90.0%
EGT = 510*c
N2 RPM = 90.1%
F/F = 3,350 LBS (X4 + 13,000 LBS)
AI Pitch = +1

DESCENT & APPROACH TO LANDING PROCEDURE.

"CV990-A 30-5" (AMERICAN AIRLINES post modification configuration)

- 110 DME reduce engine power to N2/RPM 80% .... maintain level flight to bleed airspeed below 350 KIAS.
- 100 DME reduce engine power to N2/RPM 70% .... commence 2,500 FPM ROD not in excess of 350 KIAS.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of descent prior reaching destination airport circuit/pattern altitude.

- 25,000 FT reduce engine power to N2/RPM 65% .... maintain 2,500 FPM ROD not in excess of 350 KIAS.
- 17,500 FT DME .... reset QNH/alktimeter barometric pressure setting (2991 or as required).
- 15,000 FT reduce engine power to flight idle (N2/RPM 60%) .... maintain 2,500 FPM ROD .... reducing airpeed toward 250 KIAS.
- 10,000 FT reduce ROD .... 1,000 FPM ROD .... and reduce airspeed toward/below 250 KIAS.

PLEASE NOTE: Do not attempt any approach to landing with in excess of 20% total fuel remaining.

- Downwind legue .... select FLAP 10 at 240 KIAS reducing toward 220 KIAS .... and maintain level flight.
- base legue ... select FLAP 27 reduce airspeed at 220 KIAS reducing toward 200 KIAS .... and maintain level flight.
- Final approach legue .... reduce airspeed tward 185 KIAS and mintain level flight.
- ILS/GS intercept .... 185 KIAS.
- Select gear down 180 KIAS .... reduce engine thrust and airspeed toward 157 KIAS.
- Select FLAP 36 at 170 KIAS .... reducing toward 157 KIAS.
- Select FLAP 50/FULL FLAPS at 160 KIAS .... reducing toward 157 KIAS.
- Final approach to landing airspeed with full flaps and gear down .... 157-156 KIAS.
- Disegage AP at 100 FT .... prior to landing.
- Retard engine thrust to idle at 50 FT .... prior to landing.
- Commence +5* flair to landing at 20 FT .... prior to landing.
- Landing speed - approx 127-126 KIAS.
- Deploy wing spoilers immediately upon main gear ground contact.
- Engage reverse thrust .... once all 3 landing gear make ground contact.
- Derotate to land nose gear.
- 80-60 KTS cancel reverse thrust.
- Retract wing spoilers.
- Retract flaps.
- Taxi to gate/ramp.


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


CV990-A 30-6 (SWISSAIR post modification configuration)

4X GE CJ805-23B Aft-Fan fanjet engines rated at 16,070 LBS thrust e/a

MGTOW = 248,600 LBS

DEFAULT 100% FUEL/PAYLOAD = 15,583 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 80%
CENTER = 68.4%
RIGHT = 80%
RIGHT AUX = 100%
LEFT OUTBORD = 100%
RIGHT OUTBOARD = 100%
LEFT TIP = 100%
RIGHT TIP = 100%

No payload adjustment = 15 LBS overload

ALTRNATIVE LOADING

LEFT AUX = 100%
LEFT = 100%
CENTER = 37.5%
RIGHT = 100%
RIGHT AUX = 100%
LEFT OUTBORD = 100%
RIGHT OUTBOARD = 100%
LEFT TIP = 100%
RIGHT TIP = 100%

No payload adjustment = 17 LBS overload

PANEL = "HJG CV990" (standard or INS version)

TO CONFIGURATION & PROCEDURE

TRIM = 8.5 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 27* (2X notches)
MAX T/O THRUST = 98.7% N2/EPR 1.98
V1 = 157 KIAS (at MGW)
VR = 167 KIAS (at MGW)
V2 = 180 KIAS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 27* RETRACT SPEED = 220 KIAS .... increase ROC to 2,500 FPM
FLAP 10* RETRACT SPEED = 240 KIAS .... increase ROC to 3,200 FPM .... set climb thrust (reduce engine thrust to 90.7% N2/RPM) and assume the following altitude/ROC/power adjustment climb schedule until TOC ....

PLEASE NOTE: Do not ever exceed an AI pitch atttude in excess of +11* following TO, clean up, and setting climb thrust.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of climb prior reaching cruising altitude.

CLIMB PROCEDURE

- Maintain 3,200 FPM ROC until 10,000 FT - maintain approx 90.6 % RPM
- 10,000 FT reduce ROC to 2,500 FPM - maintain approx 90.5 % RPM
- 15,000 FT reduce ROC to 2,000 FPM - maintain approx 90.5 % RPM
- 20,000 FT reduce ROC to 1,500 FPM - maintain approx 90.5 % RPM
- 25,000 FT reduce ROC to 1,000 FPM - maintain approx 90.5 % RPM
- 27,000 FT reduce ROC to 800 FPM - maintain approx 90.5 % RPM
- 29,000 FT reduce ROC to 500 FPM - maintain approx 90.4 % RPM
- 30,000 FT reduce ROC to 250 FPM - maintain approx 90.3 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 90.2 % RPM

FL310 CRUISE PERFORMANCE

IAS = 379 KIAS
MACH = 0.96.2
TAS = 621 (379 X 1.64 = 621
EPR = 1.81
N1 RPM = 90.1%
EGT = 511*c
N2 RPM = 90.2%
F/F = 3,348 LBS (X4 + 13,392 LBS)
AI Pitch = +1

DESCENT & APPROACH TO LANDING PROCEDURE.

"CV990-A 30-6" (SWISSAIR post modification configuration)

- 110 DME reduce engine power to N2/RPM 80% .... maintain level flight to bleed airspeed below 350 KIAS.
- 100 DME reduce engine power to N2/RPM 70% .... commence 2,500 FPM ROD not in excess of 350 KIAS.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of descent prior reaching destination airport circuit/pattern altitude.

- 25,000 FT reduce engine power to N2/RPM 65% .... maintain 2,500 FPM ROD not in excess of 350 KIAS.
- 17,500 FT DME .... reset QNH/alktimeter barometric pressure setting (2991 or as required).
- 15,000 FT reduce engine power to flight idle (N2/RPM 60%) .... maintain 2,500 FPM ROD .... reducing airpeed toward 250 KIAS.
- 10,000 FT reduce ROD .... 1,000 FPM ROD .... and reduce airspeed toward/below 250 KIAS.

PLEASE NOTE: Do not attempt any approach to landing with in excess of 20% total fuel remaining.

- Downwind legue .... select FLAP 10 at 240 KIAS reducing toward 220 KIAS. .... and maintain level flight.
- base legue ... select FLAP 27 reduce airspeed at 220 KIAS reducing toward 200 KIAS. .... and maintain level flight.
- Final approach legue .... reduce airspeed tward 185 KIAS and mintain level flight.
- ILS/GS intercept .... 185 KIAS.
- Select gear down 180 KIAS .... reduce engine thrust and airspeed toward 158 KIAS.
- Select FLAP 36 at 170 KIAS .... reducing toward 158 KIAS.
- Select FLAP 50/FULL FLAPS at 160 KIAS .... reducing toward 158 KIAS.
- Final approach to landing airspeed with full flaps and gear down .... 158-157 KIAS.
- Disegage AP at 100 FT .... prior to landing.
- Retard engine thrust to idle at 50 FT .... prior to landing.
- Commence +5* flair to landing at 20 FT .... prior to landing.
- Landing speed - approx 128-127 KIAS.
- Deploy wing spoilers immediately upon main gear ground contact.
- Engage reverse thrust .... once all 3 landing gear make ground contact.
- Derotate to land nose gear.
- 80-60 KTS cancel reverse thrust.
- Retract wing spoilers.
- Retract flaps.
- Taxi to gate/ramp.


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


CV990-A 30-8 (VARIG BRAZILIAN AIRLINES post modification configuration)

4X GE CJ805-23B Aft-Fan fanjet engines rated at 16,070 LBS thrust e/a

MGTOW = 253,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 11,672 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 85%
CENTER = 76.8%
RIGHT = 85%
RIGHT AUX = 100%
LEFT OUTBORD = 100%
RIGHT OUTBOARD = 100%
LEFT TIP = 100%
RIGHT TIP = 100%

No payload adjustment = 7 LBS overload

ALETERNATIVE LOADING

LEFT AUX = 100%
LEFT = 100%
CENTER = 54.1%
RIGHT = 100%
RIGHT AUX = 100%
LEFT OUTBORD = 100%
RIGHT OUTBOARD = 100%
LEFT TIP = 100%
RIGHT TIP = 100%

No payload adjustment = 16 LBS overload

PANEL = "HJG CV990" (standard or INS version)

TO CONFIGURATION & PROCEDURE

TRIM = 8.5 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 27* (2X notches)
MAX T/O THRUST = 98.8% N2/EPR 1.98
V1 = 158 KIAS (at MGW)
VR = 168 KIAS (at MGW)
V2 = 180 KIAS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 27* RETRACT SPEED = 220 KIAS .... increase ROC to 2,500 FPM
FLAP 10* RETRACT SPEED = 240 KIAS .... increase ROC to 3,200 FPM .... set climb thrust (reduce engine thrust to 90.8% N2/RPM) and assume the following altitude/ROC/power adjustment climb schedule until TOC ....

PLEASE NOTE: Do not ever exceed an AI pitch atttude in excess of +11* following TO, clean up, and setting climb thrust.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of climb prior reaching cruising altitude.

CLIMB PROCEDURE

- Maintain 3,200 FPM ROC until 10,000 FT - maintain approx 90.6 % RPM
- 10,000 FT reduce ROC to 2,500 FPM - maintain approx 90.5 % RPM
- 15,000 FT reduce ROC to 2,000 FPM - maintain approx 90.5 % RPM
- 20,000 FT reduce ROC to 1,500 FPM - maintain approx 90.5 % RPM
- 25,000 FT reduce ROC to 1,000 FPM - maintain approx 90.5 % RPM
- 27,000 FT reduce ROC to 800 FPM - maintain approx 90.5 % RPM
- 29,000 FT reduce ROC to 500 FPM - maintain approx 90.4 % RPM
- 30,000 FT reduce ROC to 250 FPM - maintain approx 90.3 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 90.2 % RPM

FL310 CRUISE PERFORMANCE

IAS = 379 KIAS
MACH = 0.96.3
TAS = 621 (379 X 1.64 = 621)
EPR = 1.81
N1 RPM = 90.2%
EGT = 511*c
N2 RPM = 90.3%
F/F = 3,365 LBS (X4 + 13,460 LBS)
AI Pitch = +1

DESCENT & APPROACH TO LANDING PROCEDURE.

"CV990-A 30-8" (VARIG BRAZILIAN AIRLINES post modification configuration)

- 110 DME reduce engine power to N2/RPM 80% .... maintain level flight to bleed airspeed below 350 KIAS.
- 100 DME reduce engine power to N2/RPM 70% .... commence 2,500 FPM ROD not in excess of 350 KIAS.

PLEASE NOTE ALSO: Check and adjust power at every 1000 FT of descent prior reaching destination airport circuit/pattern altitude.

- 25,000 FT reduce engine power to N2/RPM 65% .... maintain 2,500 FPM ROD not in excess of 350 KIAS.
- 17,500 FT .... reset QNH/alktimeter barometric pressure setting (2991 or as required).
- 15,000 FT reduce engine power to flight idle (N2/RPM 60%) .... maintain 2,500 FPM ROD .... reducing airpeed toward 250 KIAS.
- 10,000 FT reduce ROD .... 1,000 FPM ROD .... and reduce airspeed toward/below KIAS.

PLEASE NOTE: Do not attempt any approach to landing with in excess of 20% total fuel remaining.

- Downwind legue .... select FLAP 10 at 240 KIAS reducing toward 220 KIAS .... and maintain level flight.
- base legue ... select FLAP 27 reduce airspeed at 220 KIAS reducing toward 200 KIAS .... and maintain level flight.
- Final approach legue .... reduce airspeed tward 185 KIAS and mintain level flight.
- ILS/GS intercept .... 185 KIAS.
- Select gear down 180 KIAS .... reduce engine thrust and airspeed toward 159 KIAS.
- Select FLAP 36 at 170 KIAS .... reducing toward 159 KIAS.
- Select FLAP 50/FULL FLAPS at 160 KIAS .... reducing toward 159 KIAS.
- Final approach to landing airspeed with full flaps and gear down .... 159-158 KIAS.
- Disegage AP at 100 FT .... prior to landing.
- Retard engine thrust to idle at 50 FT .... prior to landing.
- Commence +5* flair to landing at 20 FT .... prior to landing.
- Landing speed - approx 129-128 KIAS.
- Deploy wing spoilers immediately upon main gear ground contact.
- Engage reverse thrust .... once all 3 landing gear make ground contact.
- Derotate to land nose gear.
- 80-60 KTS cancel reverse thrust.
- Retract wing spoilers.
- Retract flaps.
- Taxi to gate/ramp.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

"UPDATED"

Mark C
AKL/NZ