DASSAULT MERCURE 100 INSTALLATION & HANDLING NOTES # 4
UPDATED: December 9th 2018. 
4.00: PANEL/FLIGHT PREPARATION.Check payload is distributed correctly to avoid imbalance during flight.
Check fuel quantity is correct for the intended flight (with sufficient reserves to accommodate either holding and/or diversion to an alternate airport) and is distributed properly to avoid imbalance during flight.
PLEASE NOTE: The MERCURE is both range and payload restricted .... a full payload requires significant fuel reduction thus limiting range .... a reduced payload will promote a higher fuel loading for greater range (See "BASIC FLYING GUIDES; Recommended "PAYLOAD & FUEL ADJUSTMENTS").
PLEASE NOTE ALSO: The last 3% of any fuel loading should be considered "unuseable".
Check all PAX Doors are closed .... prior to taxiing.
Check all panel systems are correctly configured .... prior to taxiing.
PLEASE NOTE: The panel quick start/auto option may be used to auto configure all essential panel systems (excluding lighting, YD, anti-icing, radios, and pressurization) using the "READY TO GO" icon located among the bank of panel view selection icons within the center right portion of the Main Panel.
check the correct/required COM/Radio Frequencies have been set .... prior to taxiing.
check correct/required VOR/ADF Radio Frequencies have been set .... prior to taxiing.
Check Anti-Collision, Navigation, and Taxi Lights on the OH sub panel are activated .... prior to taxiing.
Check Landing Lights on the OH sub panel are "OFF" .... prior to taxiing.
Check Wing Spoilers are fully retracted on the CP sub panel .... prior to taxiing.
Set Flaps .... "FLAP 12" for (for a MGW T/O) .... prior to taxiing.
Set Elevator Trim .... (approximately 27.0% for a MGW T/O in accordance with the Center pedestal tool tip indication .... this setting corresponds to a Stabilizer Trim setting of 1* degree as displayed within the main panel indicator) .... prior to taxiing.
Check the FD switch on the CP sub panel is "ON".
Check a target altitude value has been entered into the "ALTITUDE" selector on the MCP panel .... prior to taxiing.
Check a target heading has been entered into the "HEADING" elector on the MCP panel .... prior to taxiing.
Check a target VOR course has been entered into the "COURSE 1" selector on the MCP panel .... prior to taxiing.
Check a target airspeed value (250 KTS maximum) has been entered into the "AUTO THRO" selector on the MCP panel .... prior to taxiing.
Check the Engine EPR bugs have been set to 2.13 (or as required) .... prior to taxiing.
Check T/O V1, VR, and V2 speed bugs within the ASI gauge have been correctly set in accordance with the simulations flap setting .... prior to taxiing.
Check the "AP" Switch on the CP sub panel is "OFF" .... prior to taxiing.
Check the "YD" switch on the OH sub panel is "OFF" .... prior to taxiing.
Check the "HUD" is "OPEN" .... prior to taxiing.
Check cabin pressurization (set to ground/airport altitude) .... prior to taxiing.
4.01: TAXIING.PLEASE NOTE: Taxiing should not be commenced until both engines are stable after the successful completion of startup procedures.
PLEASE NOTE ALSO: Using the panel quick start/auto-configuration/"READY TO GO" option results in an engines started scenario.
Check the APU has been shutdown.
Check the Electrical System has been correctly reconfigured.
Release the Brakes .... and increase engine thrust to commence slow taxiing.
Once the simulation is moving .... reduce engine thrust in order to maintain a sensible taxiing speed (approximately 15 KTS .... N1 34%/N2 57%) .... be prepared to further adjust engine power in order to control/maintain a sensible taxiing speed.
PLEASE NOTE: Engine power settings in relation to taxiing speed will vary in accordance with the simulations weight .... and the natural ground friction phenomenon which can be more apparent within some FS scenery than others.
4.02: TAKE OFF & INITIAL CLIMBUpon entering the active RWY select Landing Lights on the OH sub panel to "ON" .... prior to commencing T/O.
Recheck the YD on the over head sub panel is "OFF" .... prior to commencing T/O.
Recheck all other external lighting is "ON" .... prior to commencing T/O.
Recheck Wing Spoilers are fully retracted .... prior to commencing T/O.
Recheck Flaps are extended (FLAP 12 for a MGW T/O) .... prior to commencing T/O.
Recheck Elevator Trim is set (approximately 27.0 % for a MGW T/O .... or 1* degree setting as displayed within the within the main panel ET indicator) .... prior to commencing T/O.
Recheck the correct/required COM/Radio Frequencies have been set .... prior to commencing T/O.
Recheck correct/required VOR/ADF Radio Frequencies have been set .... prior to commencing T/O.
Recheck NAV Instruments have been set correctly .... prior to commencing T/O.
Recheck the AP is "OFF" .... prior to commencing T/O.
Recheck the FD Switch is "ON" .... prior to commencing T/O.
Recheck an initial target altitude value has been entered into the Altitude Selector .... prior to commencing T/O.
Recheck T/O V1, VR, and V2 speed bugs (within the ASI gauge) have been correctly set in accordance with the simulations flap setting .... prior to commencing T/O.
Recheck the Engine EPR bugs have been set to 2.13 (or as required) .... prior to commencing T/O.
Recheck the "HUD" is "OPEN" .... prior to commencing T/O.
Recheck cabin pressurization (set to ground/airport altitude) .... prior to T/O.
Align the simulation with the RWY centerline.
Slowly increase engine thrust .... manually set T/O power to approximately N1 97% or EPR 2.13.
PLEASE NOTE: The recommended T/O engine engine N1 settings apply to a 15*C ambient temperature at SL. Other temperature and airport altitude environments will impose different settings/limitations and variations in performance.
"DO NOT" ever exceed an N1 97% thrust indication or EPR 2.13 during any T/O.
PLEASE NOTE: Setting engine thrust in excess of the recommended maximum power setting will trigger and engine failure .... if maintained for too long a period following T/O
Release the Brakes.
Commence T/O acceleration.
PLEASE NOTE: A rolling T/O procedure may be performed .... if desired.
T/O power (N1 97%/EPR 2.13) must be achieved by 80 KTS during any T/O roll .... or the T/O attempt abandoned.
Rotation should be commenced slowly and smoothly as the simulation accelerates through the pre-bugged VR safety speed (approximately 145 KtS at MGW) .... 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 either a tail-strike upon rotation or impair airspeed acceleration following T/O with added risk of a stall.
Retract landing gear as the VSI needle cycles through its 500 FPM positive ROC indication.
Following any MGW T/O .... and "prior to" flap retraction .... the simulations initial ROC should be restricted to no more than 1.500 FPM. A slightly higher ROC may be established following any reduced weight T/O.
The "AP ENGAGE" tab should be selected "ON" as soon possible "after" the simulation has first been stabilized at its initial ROC (1,500 FPM) .... and both "ALT and "HDG" tabs on the MCP panel engaged also .... these actions ensure the AP is able to capture the selected HDG and altitude inputs at the earliest possible stage following the engaging of auto-flight mode.
PLEASE NOTE: The "AP ENGAGE" tab (on the CP sub panel) must be fully engaged (to its "CMD" detente ....2 clicks up) in order to ensure the AP is "ON".
PLEASE NOTE ALSO: Neither AP VERTICAL (ALT, ALT HLD, IAS) or AP LATERAL (AP HDG, VOR/LOC, ILS/GS, or A/L) modes (on the MCP) can selected unless the AP is first "fully engaged.
Upon engaging the AP the ROC must then be controlled/adjusted using the Pitch Attitude Wheel on the CP sub panel.
Check .... and adjust if necessary .... the HDG cursor indication within the HSI Gauge "prior to" engaging the MCP "HDG" tab.
The altitude value entered into the MCP Altitude Selector may be altered during the climb and without disengaging the AP.
After T/O .... the recommended Flap retraction airspeeds are as follows ....
- FLAP 12 retract = 180 KTS
- FLAP 9 retract = 200 KTS
- FLAP 7 retract = 210 KTS
- FLAP 5 retract = 220 KTS
- FLAP 3/SLATS retract = 230 KTS
Flaps/Slats should all be fully retracted by 230 KTS and simulation "clean" (both landing gear and flaps/slats retracted) by 230 KTS and 5,000 FT.
Once a clean configuration has been established .... set climb thrust (N2 91%/EPR 1.90 .... increase the ROC to 2,500 FPM or as required order to achieve, and maintain, approximately 250-260 KIAS during the climb (See "BASIC FLYING GUIDE"; Recommended "AFTER T/O CLEAN UP CLIMB THRUST).
Select the YD on the over head sub panel to "ON" .... following T?O and flap retraction.
This MERCURE panel "is" AT equipped .... the AT system may be engaged once the simulation is stable and established in the climb .... BUT .... is restricted to a maximum airspeed of 250 KTS only.
PLEASE NOTE: The AT functions independently of the AP system.
PLEASE NOTE ALSO: Either "MANUAL" or "IAS climb modes may be engaged during AP controlled climb and auto-flight in order to establish the simulation at a specific ROC and airspeed/MACH velocity .... but not both modes together.
PLEASE NOTE ADDITIONALLY: Either AP "HDG" or AP "VOR/LOC" navigation modes may be engaged during AP controlled climb and auto-flight in order to establish the simulation on a specific heading or VOR NAV radial .... but not both modes together.
"MANUAL" and "IAS" controlled climb are available in conjunction with AP controlled flight modes within this MERCURE simulation .... a specific target ROC/ROD cannot be dialed into the MCP when either "MANUAL" or "IAS" climb modes are engaged.
Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes or so prior to capturing, and stabilizing upon, the preselected VOR NAV radial .... this is a perfectly normal FS phenomenon.
Select Landing and Taxi Lights "OFF" .... once the simulation is stable and established in the climb.
Set pressurization (to cruising altitude .... approximately "8500" for cruise at 31,000 FT) and adjust rate..
During AP controlled flight the ROC may be adjusted during "MANUAL" climb towards cruising altitude using the Pitch Attitude Wheel on the CP sub panel.
All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored after T/O .... and the simulations performance and progress along any airway monitored, and adjusted .... if necessary .... following any T/O and throughout the climb to cruising altitude.
4.03: CLIMB TO CRUISING ALTITUDE - AP MANUAL MODE.After T/O and clean-up ensure the AP system has been fully engaged.
Using AP controlled "MANUAL" climb mode the pitch attitude/ROC must be set manually (using either the AP pitch wheel OR standard FS trim controls), then adjusted imn stages, throughout the climb towards cruising altitude in order to maintain a near-constant airspeed/MACH velocity in relation to the established ROC. Increasing engine thrust during AP controlled "MANUAL" climb will result in a corresponding increase in airspeed/MACH velocity .... reducing engine thrust during any AP "VS" controlled climb will result in a corresponding decrease in airspeed/MACH velocity .... with little or no immediate variation in the established pitch attitude/ROC.
Using AP controlled "MANUAL" climb mode .... pitch/ROC must be selected, and manually adjusted, in stages, throughout the climb towards cruising altitude .... using the Pitch Attitude Wheel located on the CP sub panel and without disengaging the AP.
PLEASE NOTE: This MERCURE panel is equipped with an AT .... limited to a maximum of 250 KTS.
PLEASE NOTE ALSO: The AT functions independently of the AP system.
During manual or AP controlled climb .... the AT may be engaged but is restricted to maintaining a maximum airspeed of 250 KTS (or less) but should not be used above 10,000 FT.
Recheck the FD switch on the CP sub panel is selected "ON".
Recheck the YD on the over head sub panel to "ON".
Following any MGW T/O and during AP manual controlled climb below 10,000 FT .... 250-260 KTS may be considered a practical/maximum target airspeed FT and for best pitch attitude/ROC performance.
Climbing through 10,000 FT the ROC should be reduced to promote airspeed increase toward 300 KTS.
Following any MGW T/O and during AP manual controlled climb above 10,000 FT .... 290-300 KTS may be considered a practical/maximum target airspeed during any climb towards cruising altitude and for best pitch attitude/ROC performance.
Following any MGW T/O .... 31,000 FT may be considered a practical target cruising altitude.
Once the simulation is stabilized at its recommended post T/O and post clean-up ROC (2,500 FPM) and with not in excess of 260 KTS (or 300 KTS above 10,000 FT) having first been acquired .... check a target altitude value has been entered into the MCP Altitude Selector .... and check the CP panel AP tab has also been selected "ON" and the AP is "FULLY ENGAGED" .... set to its "CMD" detente (2 clicks up).
PLEASE NOTE: It is not possible to engage any MCP vertical or lateral navigation modes unless the AP has first been "FULLY ENGAGED".
Check the CP panel FD switch has been engaged.
PLEASE NOTE: FD cannot be engaged .... and FD indications within the HSI gauge cannot be displayed .... until the AP is fully engaged.
Climbing through 10,000 FT .... recheck/reset pressurization (to cruising altitude .... approximately "8500" for cruise at 31,000 FT) and adjust rate.
From this point the AP will maintain the simulation at the selected pitch attitude/ROC .... with airspeed/MACH velocity being controlled manually or per the AT (up to 250 KTS only).
Throughout climb towards cruising altitude .... either "MANUAL" or "IAS climb modes may be engaged during AP controlled climb and in order to establish the simulation at a specific ROC .... but not both modes together.
Throughout climb towards cruising altitude .... either AP "HDG" or "VOR/LOC" modes may engaged via the MCP and during AP assisted "IAS" controlled climb in order to aid navigation throughout the climb towards cruising altitude .... but not both modes together.
Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes or so prior to capturing, and stabilizing upon, the preselected VOR radial .... this is a perfectly normal FS phenomenon.
Following any MGW T/O and using AP controlled "MANUAL" climb mode .... and after having first acquired 250-260 KTS (below 10,000 FT) .... or .... 290-300 KTS above 10,000 FT .... and an intitial ROC of approximately 2,500 FPM .... it will be necessary to manually adjust/reduce the simulations pitch attitude/ROC, in stages, and throughout the remaining climb to cruising altitude. The recommended pitch attitude/ROC adjustment altitudes are approximately as follows ....
- 10,000 FT .... reduce ROC to 2,000 FPM
- 15,000 FT .... reduce ROC to 1,500 FPM
- 20,000 FT .... reduce ROC to 1,000 FPM
- 25,000 FT .... reduce ROC to 750 FPM
- 28,000 FT .... reduce ROC to 500 FPM
- 30,000 FT .... reduce ROC to 250 FPM
- 21,000 FT .... Alt Cap
This procedure is intended to ensure a more-or-less constant engine power setting and airspeed/velocity throughout the climb to cruising altitude .... to avoid overspeeding the engines(See "BASIC FLYING GUIDES; Recommended "ALTITUDE/ROC
PLEASE NOTE: Climb beyond 31,000 FT following any MGW departure "IS NOT" recommended. Following any T/O at much less than MGW .... or following substantial fuel burn off later during the cruise .... climb to higher cruising altitudes (up to 35,000 FT) is quite practical.
Climbing through 18,000 FT .... recheck/set cabin pressurization has been set to cruise altitude.
Climbing through 18,000 FT .... set altimeter barometric pressure indication (displayed within the altimeter gauge) to read "2992/1013". Failure perform this particular procedure will result in an incorrect altitude indication by the time the simulation nears its intended target cruising altitude.
Reference to MACH velocity should be prioritized over IAS indications from approximately 20,000 FT.
MACH velocity will be observed to increase slowly throughout the climb .... this is perfectly normal.
IAS airspeed will be observed to deteriorate slowly throughout any climb .... but .... through a series of ROC adjustments throughout any climb towards cruising altitude.
PLEASE NOTE: Airspeed should never be allowed to deteriorate below 230 KTS during any climb toward cruising altitude.
With AP "ALT" mode engaged .... and a target altitude entered into the MCP Altitude Selector .... the simulation will commence an auto-altitude capture within 150 FT of any preselected target altitude. The MCP "ALT" tab will extinguish automatically .... and the MCP "ALT HLD" tab will automatically illuminate to confirm a successful altitude capture.
An altitude acquired alert tone will be triggered automatically and within the first 100 FT of capturing any selected target cruising altitude.
Upon acquiring cruising altitude the simulation should be allowed to slowly accelerate toward 300 KTS or MACH 0.80 "prior to" thrust reduction in order to maintain a respectable cruise airspeed/velocity.
PLEASE NOTE: 306 KTS/MACH 0.80 should be considered this simulations best performance airspeed/velocity .... at 31,000 FT.
All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored during climb .... and the simulations performance and progress along any airway monitored, and adjusted .... if necessary .... following any T/O and throughout the climb to cruising altitude.
4.03-A: CLIMB TO CRUISING ALTITUDE - ALTERNATIVE PROCEDURE - AP IAS/MACH MODE.Using "IAS" mode the AP will automatically adjust pitch attitude/ROC in throughout the climb towards cruising altitude in order to maintain a near-constant airspeed/MACH velocity in accordance with both the established airspeed and engine thrust. Increasing engine thrust during AP "IAS" controlled climb will result in a corresponding increase in the pitch attitude/ROC .... reducing engine thrust during any AP "IAS" controlled climb will result in a corresponding decrease in the pitch attitude/ROC .... with little of no immediate variation in the established airspeed/MACH velocity.
Using "IAS" climb mode .... the AP will endeavour maintain the acquired airspeed/MACH velocity through automatic pitch/ROC adjustments throughout the climb towards cruising altitude. This may result in slightly greater or less than the recommended ROC performance being realized.
PLEASE NOTE ALSO: This MERCURE panel is equipped with an AT .... limited to a maximum of 250 KTS.
PLEASE NOTE: The AT functions independently of the AP system.
PLEASE NOTE ALSO: "IAS" mode is not an AT and should not be used as such.
PLEASE NOTE ADDITIONALLY: "IAS" mode and AT cannot be used together .... engaging one mode will will disengage the other mode.
Recheck the FD switch on the CP sub panel is selected "ON".
Recheck the YD on the over head sub panel to "ON".
Following any MGW T/O and during AP IAS controlled climb below 10,000 FT .... 250-260 KTS may be considered a practical/maximum target airspeed FT and for best pitch attitude/ROC performance.
PLEASE NOTE: Do not engage "IAS" mode in excess of 260 KTS .... engaging "IAS" mode in excess of 260 KTS will result in an excessive pitch attitude and ROC.
Climbing through 10,000 FT the ROC should be reduced to promote airspeed increase toward 300 KTS.
Following any MGW T/O and during AP IAS controlled climb above 10,000 FT .... 290-300 KTS may be considered a practical/maximum target airspeed during any climb towards cruising altitude and for best pitch attitude/ROC performance.
Following any MGW T/O .... 31,000 FT may be considered a practical target cruising altitude.
Once the simulation is stabilized at its recommended post T/O and post clean-up ROC (2,500 FPM) and with not in excess of 260 KTS (or 300 KTS above 10,000 FT) having first been acquired .... check a target altitude value has been entered into the MCP Altitude Selector .... and check the CP panel AP tab has also been selected "ON" and the AP is "FULLY ENGAGED" .... set to its "CMD" detente (2 clicks up).
PLEASE NOTE: It is not possible to engage any MCP vertical or lateral navigation modes unless the AP is "FULLY ENGAGED".
Climbing through 10,000 FT .... recheck/reset pressurization (to cruising altitude .... approximately "8500" for cruise at 31,000 FT) and adjust rate.
From this point the AP .... assisted by "IAS" climb mode .... will establish the simulation at the best pitch attitude/ROC in accordance with airspeed in relation to engine thrust .... and will continue automatically adjust the simulations pitch attitude/ROC throughout the remaining climb toward cruising altitude in order to maintain the acquired airspeed.
Throughout climb towards cruising altitude .... either AP "HDG" or "VOR/LOC" modes may engaged via the MCP and during AP assisted "IAS" controlled climb in order to aid navigation throughout the climb towards cruising altitude .... but not both modes together.
Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes or so prior to capturing, and stabilizing upon, the pre-selected VOR radial .... this is a perfectly normal FS phenomenon.
Following any MGW T/O and using AP controlled "IAS" climb mode .... and after having first acquired 250-260 KTS (below 10,000 FT) .... or .... 290-300 KTS abovfe 10,000 FT .... the simulation should assume the following approximate ROC performance with altitude gain ....
- 10,000 FT = 2,o00 FPM
- 15,000 FT = 1,500 FPM
- 20,000 FT = 1,000 FPM
- 25,000 FT = 750 FPM
- 28,000 FT = 500 FPM
- 30.000 FT = 250 FPM
- 31,000 FT = Alt Cap
PLEASE NOTE: Using "IAS" mode may result in a less precise ROC than may be realized using AP controlled "MANUAL" climb .... and may require subtle manual power adjustment/s during the climb in order to better reflect the above altitude/ROC performance approximations.
PLEASE NOTE: Climb beyond 31,000 FT following any MGW departure "IS NOT" recommended. Following any T/O at much less than MGW .... or following substantial fuel burn off later during the cruise .... climb to higher cruising altitudes (up to 35,000 FT) is quite practical.
Climbing through 18,000 FT .... recheck/set cabin pressurization has been set to cruise altitude.
Climbing through 18,000 FT .... set altimeter barometric pressure indication (displayed within the altimeter gauge) to read "2992/1013". Failure perform this particular procedure will result in an incorrect altitude indication by the time the simulation nears its intended target cruising altitude.
Reference to MACH velocity should be prioritized over IAS indications from approximately 20,000 FT.
MACH velocity will be observed to increase slowly throughout the climb .... this is perfectly normal.
IAS airspeed may be observed to deteriorate slowly throughout any climb towards cruising altitude.
PLEASE NOTE: Airspeed should never be allowed to deteriorate below 230 KTS during any climb toward cruising altitude.
Using "IAS" climb mode .... the ROC may be kept constant through subtle manipulation to engine power settings and airspeed.
With AP "ALT" mode engaged .... and a target altitude entered into the MCP Altitude Selector .... the simulation will commence an auto-altitude capture within 150 FT of any preselected target altitude. The MCP "ALT" tab will extinguish automatically .... and the MCP "ALT HLD" tab will automatically illuminate to confirm a successful altitude capture.
An altitude acquired alert tone will be triggered automatically and within the first 100 FT of capturing any selected target cruising altitude.
Upon acquiring cruising altitude the simulation should be allowed to slowly accelerate toward 300 KTS or MACH 0.80 "prior to" thrust reduction in order to maintain a respectable cruise airspeed/velocity.
PLEASE NOTE: 306 KTS/MACH 0.80 should be considered this simulations best performance airspeed/velocity .... at 31,000 FT.
All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored during clim .... and the simulations performance and progress along any airway monitored, and adjusted .... if necessary .... following any T/O and throughout the climb to cruising altitude.
4.04: ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION DURING CRUISE.With AP "ALT" mode engaged .... as the simulation approaches to within 150 FT of any preselected target cruising altitude the AP will automatically commence the auto-altitude capture procedure.
An altitude acquired alert tone will be triggered automatically and within the first 100 FT of capturing the selected target cruising altitude.
During AP "IAS" climb mode .... the simulations pitch attitude/ROC should should automatically reduce as follws ....
- Approximately 1,000 FPM ROC within 1,000 FT of any target cruising altitude,
- Approximately 500 FPM ROC within 500 FT of any target cruising altitude.
- Approximately 200 FPM ROC within 200 FT of any target cruising altitude.
- Approximately 100 FPM ROC within 100 FT of any target cruising altitude.
This ensures a smooth altitude capture during the auto-altitude capture process.
PLEASE NOTE: A ROC in excess of 200 FPM during the last 1,000 FT of climb towards any target cruising altitude is "not recommended" .... and may result in a mild progressively decreasing porpoising oscillations for several minutes, or so, following any auto-altitude capture.
During AP controlled climb .... as the simulation auto-acquires the pre-selected target cruising altitude the AP "ALT" mode tab will extinguish and the AP "ALT HLD" mode tab will illuminate in order to confirm a successful altitude capture.
Upon auto-acquiring any preselected target altitude the AP will gently pitch simulations nose "up" and "down" for several moments .... prior to capturing, and maintaining, the pre-selected altitude .... this is a perfectly normal FS phenomenon.
Upon acquiring cruising altitude the simulation should be allowed to slowly accelerate toward 300 KTS or MACH 0.80 "prior to" thrust reduction in order to maintain a respectable cruise airspeed/velocity.
PLEASE NOTE: 306 KTS/MACH 0.80 should be considered this simulations best performance airspeed/velocity .... at 31,000 FT.
During level cruise the simulation should be allowed to slowly accelerate towards approximately 300-305 KTS .... or an MACH 0.79-MACH 0.80 velocity .... prior to manually reducing engine thrust .... slightly (approximately N1 83%/N2 87%/EPR 1.87 depending on the simulated weight) .... in order to maintain the recommended cruise performance.
PLEASE NOTE: IAS/MACH velocity indications (in FS) are always be determined by a combination of engine power setting, altitude, air temperature at altitude, and simulated aircraft weight.
Once established in the high-speed/high altitude cruise this MERCURE simulations should demonstrate an approximately 1* (degrees) AI pitch attitude (or an AOA of approximately 0.6) within the 300 KTS airspeed/MACH 0.80 velocity range .... subject to altitude and simulated aircraft weight.
During the high altitude/high speed cruise regime .... and over both distance and flight duration .... airspeed will be observed to continue increasing .... "slowly" .... as the simulation becomes progressively lighter subsequent to fuel (weight) burn-off .... requiring subtle/manual engine power adjustment/s in order to maintain a specific/near-constant IAS airspeed/MACH velocity .... the AI pitch attitude may also be observed to progressively decrease over both distance and flight duration also and subsequent to fuel (weight) burn-off .... both observations are perfectly normal.
Either AP "HDG" or "VOR/LOC" modes may engaged via the MCP and during AP assisted "IAS" controlled cruise in order to aid navigation throughout the climb towards cruising altitude .... but not both modes together.
Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes, or so, prior to capturing and stabilizing upon the preselected VOR radial .... this is a perfectly normal FS phenomenon.
From this point the simulation can be flown "automatically" all the way toward its TOD point and with complete reliance upon both the AP and navigation system.
All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored during cruise .... and the simulations performance and progress along any airway monitored, and adjusted .... if necessary .... following any T/O and throughout the climb to cruising altitude.
4.05: DESCENT.In aviation 2 sayings are common among aircrew and in relation to most aircraft types ....
- "some aircraft go down fast but won't slow down fast" ....
- "slow down before going down" ....
The MERCURE is capable of higher sustained airspeeds/velocities within the high altitude cruise regime than the B737 .... so .... both of the above "MUST" be born-in-mind prior to commencing descent.
The descent .... in particular .... must be planned, and controlled, or one can/"WILL" (potentially) get into trouble very quickly
The descent "procedure" .... from 31,000 FT .... should be commenced from "no less than" approximately 110 DME "prior to" any destination airport or its nearest navigation aid.
PLEASE NOTE: From 31,000 FT .... and following sufficient deceleration "first" .... the actual descent (TOD) should not be commenced until approximately 100 DME "prior to" any destination airport or its nearest navigation aid.
From 110 DME "prior to" any destination airport" .... engine power must be reduced slightly .... to approximately N1 60% .... and level cruise maintained in order to bleed the acquired airspeed below 290 KTS "prior to" commencing any descent (See "BASIC FLYING GUIDES: Recommended "DESCENT & APPROACH TO LANDING PROCEDURES").
A new target altitude value must first be entered into the AP/MCP Altitude Selector .... then the AP "ALT" mode tab selected (the AP "ALT HLD" tab will auto-disengage) .... a ROD not exceeding of 2,000 FPM established using the CP panel Pitch Attitude Wheel .... and engine power further reduced to approximately N1 50% during this first stage of the descent.
Reset cabin pressurization (to ground/airport altitude) and adjust rate.
This descent and power reduction procedure should ensure a descent airspeed of between 260-270 KTS throughout most of the descent.
PLEASE NOTE: It is not necessary to disengage the AP in order to commence the descent.
An altitude deviation alert tone will be triggered automatically and within the 150 FT of departure from any previously captured cruising altitude.
The simulation should demonstrate an approximate -1* (degree) AI pitch attitude during the initial descent.
Ether AP "HDG" or "VOR/LOC" modes may engaged via the MCP and during AP assisted descent in order to aid navigation throughout the climb towards cruising altitude .... but not both modes together.
Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes or so prior to capturing, and stabilizing upon, the preselected VOR radial .... this is a perfectly normal FS phenomenon.
Airspeed, ROD, and distance to run toward any destination airport or its nearest navigation aid, must each be monitored constantly throughout descent .... and the ROD, engine power, and airspeed each adjusted .... as required .... throughout the descent and in order to arrive at 10,000 FT by approximately 30 DME prior to any destination airport or its nearest navigation aid at an airspeed not in excess of 250 KTS.
It is recommended that AP controlled "MANUAL" descent (rather than AP "IAS" mode) be engaged in order to manage the descent most effectively.
Using AP controlled "MANUAL" descent and commencing an initial 2,000 FPM ROD from 31,000 FT .... at less than 280 KTS .... with engine power reduced to approximately N1 50% .... both the ROD and engine power will require further reduction later during the descent.
From 20,000 FT engine power should be reduced to N1 45% .... and a 2,000 FPM ROD being maintained until 10,000 FT to ensure a descent airspeed not in excess of 270 KTS.
From 10,000 FT the ROD should be reduced to 1,000 FPM to ensure a descent airspeed not in excess of 250 KTS .... and the AT then eganged in order to maintain 250 KTS (See "BASIC FLYING GUIDES; Recommended "DESCENT PROCEDURE").
This procedure is intended to ensure a more-or-less constant airspeed throughout the descent without risking overspeeding the simulation.
IAS airspeed should be prioritized over MACH velocity indications below 20,000 FT ....
MACH velocity will be observed to deteriorate slowly throughout any descent .... this is perfectly normal.
IAS airspeed will be observed to increase slowly throughout any descent .... but .... through a combination of subtle manual engine power and ROD adjustments should not be allowed to exceed 280 KIAS during later stages of any descent.
Descending through 18,000 FT the altimeter barometric pressure indication .... displayed within the altimeter gauge .... must be adjusted to read "2991/1012". Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears its intended target airport pattern or approach-to-landing altitude.
By 10,000 FT the simulations airspeed should have reduced to 250 KTS.
Descending through 10,000 FT .... recheck/reset cabin pressurization (to ground/airport altitude) and adjust rate.
All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored during descent .... and the simulations performance and progress along any airway monitored, and adjusted .... if necessary .... following any T/O and throughout the climb to cruising altitude.
4.06: APPROACH TO LANDING - AP AUTO-APPROACH MODE/ILS GS MODE.The approach-to-landing should not be commenced with in excess of 15%-20% total fuel remaining .... "at the very most". Flying any approach to landing overweight "WILL" result in difficulties. Fuel loadings 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 .... but .... with sufficient fuel quantity remaining to also accommodate holding and/or diversion to an alternate airport.
5,000 FT (AGL) and 250 KTS may be considered a practical altitude and target airspeed at which to enter the pattern "prior to" commencing the approach-to-landing procedures at any destination (SL) airport.
PLEASE NOTE: Procedures and MSA's are specific to and vary from airport to airport.
Prior to commencing any approach to landing the ASI speed bugs must be set in accordance with precalculated V-REF landing airspeed data and anticipated final approach-to-landing flap setting .... in conjunction with the simulations weight and available RWY length at any destination airport.
Check/reset cabin pressurization (to ground/airport altitude).
check the correct/required COM/Radio Frequencies have been set .... prior to commencing approach to landing.
check correct/required VOR/ADF Radio Frequencies have been set .... prior to taxiing.
Check the correct RWY ILS Frequency has been entered into the COURSE 1 radio.
Check the HSI gauge VOR LOC course indicators are adjusted to reflect the intended ILS radial/RWY centerline direction.
Check a "Decision Height" altitude has been entered into the RA.
Entering the downwind legue of any approach-to-landing pattern .... the simulations airspeed should be slowly reduced toward 200 KIAS. Using this MERCURE simulation the AT may be used to maintain a specific target airspeed (below 250 KTS maximum) throughout the circuit and final approach to landing. Alternatively .... manual power adjustments should be applied in order to maintain airspeed.
In level flight during the downwind sector and at approximately 250 KTS .... the simulations AI pitch attitude will be observed to increase slightly .... to approximately +2* (degrees).
A long final approach legue (approximately 18 DME) to landing is preferable to a much shorter approach to landing. This promotes additional time for the simulation to become properly aligned with, and stabilized on, the intended ILS/GS for any destination airport RWY .... should the approach-to-landing not be flown manually.
During the downwind sector .... airspeed should be reduced toward 220 KTS (AT) .... and LE SLATS/FLAP 3 selected at 225 KTS.
Entering the base legue at the commencement of any approach to landing .... airspeed should be further reduced toward 200 KTS (AT) .... and FLAP 5 selected at 210 KTS.
This MERCURE simulation is capable of flying either AP controlled ILS/GS coupled auto-approaches-to-landing .... and a fully automatic autoland procedure to landing also .... with absolute precision.
This MERCURE simulation is also capable of flying either AP controlled ILS/GS coupled auto-approaches-to-landing .... and also flying a fully automatic autoland procedure to landing .... from a 90* (degree) axis of intercept .... although a 25*-30* (degree) angle of intercept should be regarded as preferable.
Once established at an approximately 25*-30* angle of intercept for any ILS/GS radial AP "ILS" mode tab should be manually engaged .... "prior to" the actual intercept. This will enable an AP controlled auto-intercept of the ILS/GS radial for the intended RWY .... and an AP controlled auto-turn to the final approach RWY heading during the intercept for any such coupled approach-to-landing.
Upon intercepting the ILS/GS radial .... the MCP "HDG" tab will automatically disengage once the ILS/GS radial has been successfully captured.
PLEASE NOTE: Failure to implement the above procedures "WILL" ensure an uncontrolled/unstable or otherwise failed ILS/GS coupling on approach-to-landing.
Upon commencment of any AP controlled auto-turn to final approach heading (approximately 18 DME to destination airport RWY) .... and "prior to" acquiring the GS indication .... airspeed should be further reduced toward 180 KTS (AT) .... and FLAPS 7 selected
Once the ILS/GS radial has been successfully captured .... adjust the "HDG" cursor on the HSI gauge to reflect the approach to landing RWY centerline heading. This is simply to enable the AP to fly the RWY centerline heading in the event of a missed/cancelled or otherwise failed ILS/GS coupled approach to landing .... upon the MCP "HDG" tab then being manually re-engaged.
Once the ILS/GS radial has been successfully captured .... airspeed should be further reduced toward 160 KTS (AT) .... and the landing gear selected "DOWN" and 165 KTS .... then FLAP 9 selected at 160 KTS AT).
The airspeed should then be reduced toward 130 KTS (AT) and flap deployed as follows ....
- FLAPS 12 = 155 KIAS (AT)
- FLAPS 25 = 145 KIAS (AT)
- FLAPS 37/"FULL FLAPS" = 135 KIAS (AT)
Select the YD on the over head sub panel to "OFF" .... following FULL FLAPS/FLAPS 37 being selected,
During deceleration process in conjunction with flap and landing gear deployments .... and a sensible landing weight also .... the AI pitch attitude should remain at approximately +1* (degree) throughout the final approach to landing.
Flying the approach-to-landing is a delicate balance of engine thrust, and airspeed, in relation to the simulated aircraft weight in order to maintain the correct/desirable AI pitch attitude during any approach to landing .... in conjunction with both flap and landing gear deployments .... without risking either insufficient or excessive airspeed, ROD, or an unacceptable AI pitch attitude.
Excessive airspeed during any approach-to-landing will force the simulations nose pitch attitude to decrease excessively .... to the extent of possibly risking a prolonged dive toward the RWY threshold .... if not corrected .... with the added risk of a nose gear collapse, and crash, upon ground contact.
Insufficient airspeed during any approach-to-landing will force the simulations nose pitch attitude to increase excessively .... to the extent of possibly encouraging RWY visibility problems, unacceptable airspeed deterioration (risking an irrecoverable stall) .... if not corrected .... with the added risk of a tail strike, and crash, upon ground contact.
This MERCURE panel is equipped with a GPWS system which provides automatic altitude callouts when passing through the following critical altitudes ....
- "TWENTY-FIVE-HUNDRED"
- "500"
- "100"
- "50"
- "40"
- "30"
- "20"
- "10"
A "MINIMUMS" GPWS callout will also be auto-triggered in conjunction with any pre-selected RA "Decision Height" altitude.
Check the "HUD" is "OPEN" .... prior to landing.
Check the Landing Lights are "ON" .... prior to landing.
Check the landing gear is "DOWN" .... prior to landing.
Check the FLAP 37/full flaps "SELECTED" .... prior to landing.
Check the Wing Spoilers are "ARMED" .... prior to landing.
The minimum approach to landing airspeed should not deteriorate below 128 KTS .... for a touch down airspeed of 125 KTS".
The AT should be disengaged at 500 FT .... prior to landing.
The AP must be disengaged at "100 FT" (in response to the "100" GPWS altitude call-out) .... prior to landing.
A slow smooth manual flare ,,,, to an approximate +2* to +3* AI pitch attitude should be commenced from 50 FT .... prior to landing.
Engine power should be retarded to its "IDLE" detente from 1O FT prior to landing .... and the ROD decent reduced to less than 50 FPM also in order to ensure a smooth touchdown so as to avoid bouncing the simulation upon ground contact.
Apply reverse thrust immediately upon touchdown.
The wing spoilers will auto-deploy upon applying reverse thrust .... if previously (correctly) armed prior to landing.
The simulation should be slowly derotated in order to land the nose gear after landing.
Upon decelerating through 60 KTS reverse thrust should be cancelled .... after which manual/hydraulic braking action may be applied.
The wing spoilers will auto-retract upon cancelling reverse thrust.
Retract Flaps/slats manually.
Vacate the RWY per the nearest exit.
Set Elevator Trim to its neutral detente.
Select Landing Lights "OFF" .... upon vacating the RWY.
Select Taxi Lighting "ON" .... upon vacating the RWY.
Start the APU whilst taxiing to gate.
Taxi to gate.
4.06-A: APPROACH TO LANDING - ALTERNATIVE PROCEDURE - AP AUTO-APPROACH/ILS GS AUTOLAND MODE.The approach-to-landing should not be commenced with in excess of 15%-20% total fuel remaining .... "at the very most". Flying any approach to landing overweight "WILL" result in difficulties. Fuel loadings 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 .... but .... with sufficient fuel quantity remaining to also accommodate holding and/or diversion to an alternate airport.
5,000 FT (AGL) and 250 KTS may be considered a practical altitude and target airspeed at which to enter the pattern "prior to" commencing the approach-to-landing procedures at any destination (SL) airport.
PLEASE NOTE: Procedures and MSA's are specific to and vary from airport to airport.
Prior to commencing any approach to landing the ASI speed bugs must be set in accordance with precalculated V-REF landing airspeed data and anticipated final approach-to-landing flap setting .... in conjunction with the simulations weight and available RWY length at any destination airport.
Check/reset cabin pressurization (to ground/airport altitude).
check the correct/required COM/Radio Frequencies have been set .... prior to commencing approach to landing.
check correct/required VOR/ADF Radio Frequencies have been set .... prior to taxiing.
Check the correct RWY ILS Frequency has been entered into the COURSE 1 radio.
Check the HSI gauge VOR LOC course indicator must be adjusted to reflect the intended ILS radial/RWY centerline direction.
Check a "Decision Height" altitude must be entered into the RA.
Entering the downwind legue of any approach-to-landing pattern .... the simulations airspeed should be slowly reduced toward 200 KIAS. Using this MERCURE simulation the AT may be used to maintain a specific target airspeed (below 250 KTS maximum) throughout the circuit and final approach to landing. Alternatively .... manual power adjustments should be applied in order to maintain airspeed.
In level flight during the downwind sector and at approximately 250 KTS .... the simulations AI pitch attitude will be observed to increase slightly .... to approximately +2* (degrees).
A long final approach legue (approximately 18 DME) to landing is preferable to a much shorter approach to landing. This promotes additional time for the simulation to become properly aligned with, and stabilized on, the intended ILS/GS for any destination airport RWY .... should the approach-to-landing not be flown manually.
During the downwind sector .... airspeed should be reduced toward 220 KTS (AT) .... and LE SLATS/FLAP 3 selected at 225 KTS.
Entering the base legue at the commencement of any approach to landing .... airspeed should be further reduced toward 200 KTS (AT) .... and FLAP 5 selected at 210 KTS.
This MERCURE simulation is capable of flying either AP controlled ILS/GS coupled auto-approaches-to-landing .... and a fully automatic autoland procedure to landing also .... with absolute precision.
This MERCURE simulation is also capable of flying either AP controlled ILS/GS coupled auto-approaches-to-landing .... and also flying a fully automatic autoland procedure to landing .... from a 90* (degree) axis of intercept .... although a 25*-30* (degree) angle of intercept should be regarded as preferable.
Once established at an approximately 25*-30* angle of intercept for any ILS/GS radial AP "ILS" mode tab should be manually engaged .... "prior to" the actual intercept. This will enable an AP controlled auto-intercept of the ILS/GS radial for the intended RWY .... and an AP controlled auto-turn to the final approach RWY heading during the intercept for any such coupled approach-to-landing.
Upon intercepting the ILS/GS radial .... the MCP "HDG" tab will automatically disengage once the ILS/GS radial has been successfully captured.
PLEASE NOTE: Failure to implement the above procedures "WILL" ensure an uncontrolled/unstable or otherwise failed ILS/GS coupling on approach-to-landing.
Upon commencement of any AP controlled auto-turn to final approach heading (approximately 18 DME to destination airport RWY) .... and "prior to" acquiring the GS indication .... airspeed should be further reduced toward 180 KTS (AT) .... and FLAPS 7 selected
Once the ILS/GS radial has been successfully captured .... adjust the "HDG" cursor on the HSI gauge to reflect the approach to landing RWY centerline heading. This is simply to enable the AP to fly the RWY centerline heading in the event of a missed/cancelled or otherwise failed ILS/GS coupled approach to landing .... upon the MCP "HDG" tab then being manually re-engaged.
Once the ILS/GS radial has been successfully captured .... airspeed should be further reduced toward 160 KTS (AT) .... and the landing gear selected "DOWN" and 165 KTS .... then FLAP 9 selected at 160 KTS AT).
Once the ILS/GS radial has been successfully captured .... the AP "AUTOLAND" mode tab may be engaged .... to enable a "FULLY AUTOMATIC/HANDS-OFF" approach and landing with auto AT disengage, auto-flare to land, and auto-AP disengage upon landing.
Upon engaging the MCP "LAND" tab several lamps ("VG, AP, FLARE", and "DECRAB") will flash for sevveral moments .... This is a system test function and is perfectly normal.
Successful engaging of the "LAND" mode is confirmed per green illumination of the "CAT-III" lamp and the MCP "LAND" tap.
Unsuccessful engaging of the "LAND" mode is confirmed per red illumination of the "CAT-III" lamp and auto-disengaging of the MCP "LAND" tab. This is scenario is typically the result of an incorrectly captured or invalid ILS radial .... manually selecting the "CAT-III" tab will reset the system to promote another attempt.
The airspeed should then be reduced toward 130 KTS (AT) and flap deployed as follows ....
- FLAPS 12 = 155 KIAS (AT)
- FLAPS 25 = 145 KIAS (AT) .... "MAX FLAPS" for A/L landing
PLEASE NOTE: FLAP 37/"FULL FLAPS" is not authorized during A/L procedures.
Select the YD on the over head sub panel to "OFF" .... following FLAPS 25 being selected,
During deceleration process in conjunction with flap and landing gear deployments .... and a sensible landing weight also .... the AI pitch attitude should remain at approximately +1* (degree) throughout the final approach to landing.
Flying the approach-to-landing is a delicate balance of engine thrust, and airspeed, in relation to the simulated aircraft weight in order to maintain the correct/desirable AI pitch attitude during any approach to landing .... in conjunction with both flap and landing gear deployments .... without risking either insufficient or excessive airspeed, ROD, or an unacceptable AI pitch attitude.
Excessive airspeed during any approach-to-landing will force the simulations nose pitch attitude to decrease excessively .... to the extent of possibly risking a prolonged dive toward the RWY threshold .... if not corrected .... with the added risk of a nose gear collapse, and crash, upon ground contact.
Insufficient airspeed during any approach-to-landing will force the simulations nose pitch attitude to increase excessively .... to the extent of possibly encouraging RWY visibility problems, unacceptable airspeed deterioration (risking an irrecoverable stall) .... if not corrected .... with the added risk of a tail strike, and crash, upon ground contact.
This MERCURE panel is equipped with a GPWS system which provides automatic altitude callouts when passing through the following critical altitudes ....
- "TWENTY-FIVE-HUNDRED"
- "500"
- "100"
- "50"
- "40"
- "30"
- "20"
- "10"
A "MINIMUMS" GPWS callout will also be auto-triggered in conjunction with any pre-selected RA "Decision Height" altitude.
Check the "HUD" is "OPEN" .... prior to landing.
Check the Landing Lights are "ON" .... prior to landing.
Check the landing gear is "DOWN" .... prior to landing.
Check the FLAPS 25 "SELECTED".... prior to landing.
Check the Wing Spoilers are "ARMED" .... prior to landing.
The minimum approach to landing airspeed should not deteriorate below 128 KTS .... for a touch down airspeed of 125 KTS".
The AP will commence an "AUTO-FLARE" for landing from 50FT .... prior to landing.
The AT will "AUTO-DISENGAGE" for landing at 20FT .... prior to landing.
Engine power will auto-retard to its "IDLE" detente from 10 FT prior to landing .... with the ROD decent having been reduced to less than 50 FPM per the "AUTO-FLARE" in order to ensure a smooth touchdown so as to avoid bouncing the simulation.
PLEASE NOTE: The AP will "AUTO-DECRAB" at approximately 7 FT on the RA if a sufficiently large crosswind component is present .... this function is intentionally under-powered to prevent the AP from landing the simulation off the runway .... manual yaw control after the AP auto-disengages may required in order to maintain the RWY center line upon landing.
The AP will "AUTO-DISENGAGE" immediately upon ground contact/landing.
Apply reverse thrust immediately upon touchdown.
The wing spoilers will auto-deploy upon applying reverse thrust .... if previously (correctly) armed prior to landing.
The simulation should be slowly derotated in order to land the nose gear after landing.
Upon decelerating through 60 KTS reverse thrust should be cancelled .... after which manual/hydraulic braking action may be applied.
The wing spoilers will auto-retract upon cancelling reverse thrust.
Retract Flaps/slats manually.
Vacate the RWY per the nearest exit.
Set Elevator Trim to its neutral detente.
Select Landing Lights "OFF" .... upon vacating the RWY.
Select Taxi Lighting "ON" .... upon vacating the RWY.
Taxi to gate.
Start the APU whilst taxiing to gate.
Mark C
Bogota DC
Republica de Colombia
