DH106 COMET Manual

[aerofoto - HJG Admin]

DH106 COMET III/IIIB/IV/IVB/IVC MANUAL # 1

UPDATED: June 30th 2023.





1.00: "DH 106 COMET MANUAL".

We are grateful to David MALTBY for modeling the DH 106 COMET for FS .... and allowing HJG to host his simulations.

Other individuals whom must also be acknowledged for their invaluable contribution to this project are ....


- Dave BOOKER (RIP)
- Rick PIPER
- R.A RODRIGUEZ
- Garry RUSSEL (RIP)


"THANKS" also to everyone else whom has extended their valued and much appreciated support/encouragement with this HJG hosted project

PLEASE NOTE: "SECTIONS 2/3 and 4" of this manual are "direct transcripts of the entirety of the original DMFS manuals (nothing's been left out during our recompilation of this data" .... albeit some data's been "clarified" for ease of understanding). "SECTION 1" of this manual is HJG compiled information and observations provided in addition to" the original DMFS data. "SECTIONS 5" and "5" of this manual have yet to be completed or added.


1.01: "INTRODUCTION".

It is important to appreciate there is no such thing as a standard version among DH 106 COMET aircraft. These aircraft differ in size, engine thrust, and certified weights primarily. Most previously released simulations of these aircraft focus on just 1 specific aircraft configuration only. The DAVID MALTBY FLIGHT SIM DH 106 COMET inventory hosted by HJG represents each of the major production and conversion configurations which apply to these aircraft.

PLEASE NOTE: The DMFS DH 106 COMET aircraft base packs are "FS2004" native but are FSX portable.

PLEASE NOTE ALSO: These simulations remain the property of David MALTBY. HJG "DOES NOT" proclaim ownership of or any rights in regard to this project. These DH 106 COMET files, and all rights concerning this project, are reserved exclusively by David MALTBY.

PLEASE NOTE ADDITIONALLY: This project "MUST NOT" be referred to as the HJG DH 106 COMET. In appreciating these simulations let's afford them, and their rightful owner, the respect they both each deserve .... by continuing to honor and refer to this particular project as the "DAVID MALTBY FLIGHT SIM ". DH 106 COMET


1.02: "DMFS DH 106 COMET PROJECT DESCRIPTION".

This DH 106 COMET project is composed of each of the following essential elements ....


- 3D models
- 2D and VC panels
- DH 106 COMET (type) RR AVON turbo-jet sound packs
- Customized FDE
- Customized lighting effects
- High quality textures featuring DH 106 COMET aircraft liveries from around the world


1.03: "DMFS DH 106 COMET 3D MODEL REPRESENTATION".

This DH 106 COMET project is composed of each of the following 3D models/aircraft type configurations ....


- DH 106 COMET III


- DH 106 COMET IIIB


- DH 106 COMET IIIB XP915


- DH 106 COMET IV


- DH 106 COMET IVB


- DH 106 COMET IVC


- DH 106 COMET IVC RAE



1.04: "DMFS DH 106 COMET AIRCRAFT ENGINE TYPE/THRUST & AIRCRAFT WEIGHT DESCRIPTIONS".

This DH 106 COMET project features of each of the following aircraft configurations ....


- DH 106 COMET III
MTOW 145,000 lb
4X RR AVON Mk 521 turbojet engines (non-reverser equipped) rated at 10,000 lbs thrust each.

- DH 106 COMET IIIB
MTOW 145,000 lb
4X RR AVON Mk 521 turbojet engines rated at 10,000 lbs thrust each.

- DH 106 COMET IV
MTOW 152,000 lb
4X RR AVON Mk 524 turbojet engines rated at 10,500 lbs thrust each.

- DH 106 COMET IVB
MTOW 158,000 lb
4X RR AVON Mk 525B turbojet engines rated at 10,500 lbs thrust each.

- DH 106 COMET IVC
MTOW 162,000 lb
4X RR AVON Mk 525B turbojet engines rated at 10,500 lbs thrust each.

- DH 106 COMET IVC RAE
MTOW 162,000 lb
4X RR AVON Mk 525B turbojet engines rated at 10,500 lbs thrust each.


PLEASE NOTE: The operating weight and engine thrust of DH 106 COMET aircraft differ as do their performance capabilities and which are reflected by these simulations .... in so far as what's easily practicable in FS.


1.05: "DMFS DH 106 COMET 3D MODEL REPRESENTATION ANIMATIONS".

The DH 106 COMET 3D models represented within this project feature all of the following animations ....









These 3D DH 106 COMET models feature opening/animated port side forward fuselage DOOR 1L exits, mobile forward fuselage air stairs (at DOOR 1L), operating wing flaps/LE droops, aileron surfaces, elevators, rudder, steerable nose gear, retractable landing gear and gear bay doors.

The port side forward fuselage DOOR 1L PAX exit with air stairs animation functions per the standard/default FS door open/close keyboard commands .... "SHIFT+E" to open/close DOOR 1L with air stairs.

The wing spoiler animation functions per the standard/default FS Wing Spoiler deploy/retract keyboard command .... "BACKSLASH KEY" (/).

The wing flaps animations function per standard/default FS flap extend/retract keyboard commands .... "F7" to extend flaps in increments .... "F8" to extend flaps fully .... "F6" to retract flaps in increments .... "F5" to retract flaps fully.

The landing gear animation functions per standard/default FS landing gear extend/retract keyboard commands .... "G" to extend/retract landing gear.

Reverse thrust is engaged per the standard/default FS thrust reverse keyboard commands .... "F2" to engage reverse thrust .... "F3" (per intermittent and repetitive key strokes) to gradually ease out of reverse thrust .... "F2" to abruptly cancel reverse thrust.

All other 3D model wing, stabilizer, and rudder animations function per standard PC keyboard and/or FS controller device inputs.

PLEASE NOTE: These DH 106 COMET 3D models are "FS2004" native but are FSX portable.


1.06: "DMFS DH 106 COMET PANEL REPRESENTATION".

This DH 106 COMET project is composed each of the following 2D and VC panel versions ....


DH 106 COMET 2D Panel


DH 106 COMET VC Panel



PLEASE NOTE: These DH 106 COMET 2D and VC panels are "FS2004" native and also FSX portable.

PLEASE NOTE ALSO: This COMET panel is now equipped (since June 30th 2023) with a working WX Radar set and which functions in both 2D and
VC panel modes.


COMET panel



1.07: "DMFS DH 106 COMET SOUND REPRESENTATION".

This DMFS DH 106 COMET project is currently composed of of the following customized sound pack option ....


DH 106 COMET RR AVON turbojet "mono" sound pack (FS2004 DMFS generic version).
DH 106 COMET 3 RR AVON turbojet (no reverse) "hi-fidelity" sound pack (separate FS2004 and FSX customized audio).
DH 106 COMET 3B/4/4B/4C RR AVON turbojet "hi-fidelity" sound pack (separate FS2004 and FSX customized audio).


PLEASE NOTE: The DMFS supplied RR AVON turbojet sound pack version is a "mono" type audio production and is applicable to all DMFS supplied DH106 COMET versions.

PLEASE NOTE ALSO: The DH 106 COMET 3 RR AVON (no reverse) and DH 106 COMET 3B/4/4B/4C RR AVON turbojet sound pack versions are "hi-fidelity" audio productions by Benoit PLAMONDON. Each of these sound packs is based on what can be heard from a pilots/flight deck (not the PAX cabin) perspective. Each of the FSX specific sound packs exploit the superior audio engine capacity of this FS version. Separate "FS2004" and "FSX" specific versions of thse sound packs are provided .... "DO NOT" install the FS2004 sound pack into FSX .... and "DO NOT" install the FSX sound pack files into FS2004. Each of the FSX specific sound packs exploit the superior audio engine capacity of this FS version.

Failure to follow the above instructions "WILL" result in a less than satisfactory audio experience.


1.08: "DMFS DH 106 COMET SMOKE & AIRCRAFT LIGHTING EFFECTS REPRESENTATION".

This DH 106 COMET project is composed of the following aircraft texture night lighting effects ....





This DH 106 COMET project is composed of the following engine smoke effects ....





1.09: "DMFS DH 106 COMET TEXTURE REPRESENTATION".

This DH 106 COMET project is composed of textures representing the liveries of real world airlines/operators from around the world.

PLEASE NOTE: All DMFS supplied DH 106 COMET textures are compatible with "FS2004" and "FSX".

PLEASE NOTE ALSO: All HJG supplied and imported DH 106 COMET textures are also compatible with "FS2004" and "FSX".


1.10: " DMFS DH 106 COMET GENERAL INSTALLATION".

PLEASE NOTE: The Installation of all DMFS supplied DH 106 COMET aircraft base packs and their supporting effects, panels/gauges, sounds, and texture files is a very easy auto-installation process. When correctly undertaken this process automatically installs all files to their respective FS2004 destination folders.

PLEASE NOTE ALSO: All HJG produced or imported textures for the DMFS DH 106 COMET models must be manually installed inside each aircraft base pack .... whilst compatible with the DMFS models these other textures do not form any part of the auto-installer process.

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


1.11: "DMFS DH 106 COMET AIRCRAFT BASE PACK INSTALLATION".

The Installation of all DMFS supplied DH 106 COMET aircraft base pack and texture combo files is (again) a very easy auto-installation process which when correctly undertaken automatically installs these files to the FS2004 AIRCRAFT folder.

Each of the DMFS supplied DH 106 COMET aircraft base pack and texture combo files are composed of the following essential elements ....


- "MODEL" (folder .... containing 3D model file).
- "PANEL" (folder .... containing a PANEL.CFG file aliased to the DMFS SHARED FILES folder)
- "SOUND" (folder .... containing a SOUND.CFG file aliased to the DMFS SHARED FILES folder)
- TEXTURES (folders containing the liveries for models included within each aircraft base pack
- "AIRCRAFT.CFG" (file)
- "AIR.FILE" (file)
- Texture reformatting tool


PLEASE NOTE: The DMFS supplied DH 106 COMET aircraft base texture combo folders are named as follows ....


DH106 COMET 3
DH106 COMET 3B
DH106 COMET 4
DH106 COMET 4B
DH106 COMET 4C
DH106 COMET 4C RAE


PLEASE NOTE ALSO: No HJG supplied FDE updates are currently available for any of the DMFS COMET simulations. FDE updates are being prepared though "for future release".

All DMFS supplied DH 106 COMET aircraft base packs are available from separate DH 106 COMET aircraft type sections located on the HJG DOWNLOADS page.


1.12: "DMFS DH 106 COMET PANEL INSTALLATION".

Installation of the DMFS supplied DH 106 COMET panel/gauges file is (once again) a very easy auto-installation process which when correctly undertaken automatically installs these files to the "DMFS SHARED FILES" master folder. This particular folder is created inside the FS2004 "AIRCRAFT" folder during the auto-installation process. The PANEL.CFG file, contained inside the Panel folder accompanying each DH 106 COMET aircraft base pack is, by default, aliased to the DMFS SHARED FILES master folder and to the DMFS supplied DH 106 COMET panel.

The panel file includes full documentation.

The DMFS supplied DH 106 COMET panel folder is named as follows ....


DH106 COMET 4 Panel VC


Failure to perform the above recommended installation process correctly "WILL" result in these DH 106 COMET panels either not displaying or otherwise not working correctly.


" DMFS DH 106 COMET AIRCRAFT BASE PACK/PANEL ASSIGNMENTS"

All DMFS supplied DH 106 COMET simulations use the following panel file versions ....


DH 106 COMET 3 .... use DMFS DH 106 COMET 2D/VC Panel
DH 106 COMET 3B .... use DMFS DH 106 COMET 2D/VC Panel
DH 106 COMET 4 .... use DMFS DH 106 COMET 2D/VC Panel
DH 106 COMET 4B .... use DMFS DH 106 COMET 2D/VC Panel
DH 106 COMET 4C .... use DMFS DH 106 COMET 2D/VC Panel
DH 106 COMET 4 RAE .... use DMFS DH 106 COMET 2D/VC Panel


PLEASE NOTE: Other DH 106 COMET panels may be available from AVSIM.COM, FLIGHTSIM.COM, and SIMVIATION.COM but these are "NOT" supported by HJG.

PLEASE NOTE ALSO: HJG can only provide technical support in regard to the files it offers.

The DMFS supplied DH 106 COMET panels are available from the "DH 106 COMET" section of the HJG downloads page.


DH 106 COMET 2D PANEL VIEW STANDARD KEYBOARD COMMANDS (from 2D panel view).


- SHIFT+1 = display/hide Main Panel.
- SHIFT+2 = display/hide GPS sub panel.
- SHIFT+3 = display/hide Fuel and Pressurization sub panel.
- SHIFT+4 = display/hide Over Head and Radios sub panel.
- SHIFT+5 = display/hide Starter sub panel.
- SHIFT+6 = display/hide Auto Pilot sub panel.
- SHIFT+7 = display/hide Check Lists sub panel.
- SHIFT+8 = display/hide Electrical sub panel.
- SHIFT+9 = display/hide Panel Selection Icons


DH 106 COMET PANEL VIEW NUMERIC KEYBOARD COMMANDS.


- NUMERIC KEYBOARD 7 = Forward left panel to outside environment view.
- NUMERIC KEYBOARD 4 = Left panel to outside environment view.
- NUMERIC KEYBOARD 1 = Left rear panel to outside environment view.
- NUMERIC KEYBOARD 9 = Forward right panel to outside environment view.
- NUMERIC KEYBOARD 6 = Right panel to outside environment view.
- NUMERIC KEYBOARD 3 = Right rear inside interior flight deck panel view.
- NUMERIC KEYBOARD 2 = Rear inside interior flight deck panel view.


PLEASE NOTE: Keyboard command "S" transitions the default 2D panel view to VC panel view.

For full understanding of these panels/simulations and how they are best used please refer to the following "Sections 2/3/and 4" of this manual.


FSX (only) USERS OF THIS DH106 COMET 4 PANEL VC PANEL PLEASE NOTE.

The HJG offered version of this DMFS DH106 COMET 4 PANEL VC "IS" FSX portable. All "known" previous issues have been fixed by HJG.

When installing this DH106 COMET 4 PANEL VC panel into FSX the following procedure is "ABSOLUTELY ESSENTIAL".

PLEASE NOTE: this DH106 COMET 4 PANEL VC panel will not work properly in FSX unless the following procedure/s are correctly performed ....

- Open the DH106 COMET 4 PANEL VC folder.
- Identify the "REPLACEMENT FILES FOR FSX" folder.
- Open this folder then select and install its contents (2X files) inside this "DH106 COMET 4 PANEL VC" folder only.
- select "OK/YES" to any/all overwrite prompts.

PLEASE NOTE: "DO NOT" install the content of the REPLACEMENT FILES FOR FSX folder into FS2004.


1.13: "DMFS DH 106 COMET SOUND PACK INSTALLATION".

The DH 106 COMET "Mono" type sound pack by David MALTBY can be used with any DMFS supplied DH 106 COMET aircraft base pack.

PLEASE NOTE: This "Mono" sound pack auto-installs inside the DMFS SHARED FILES master folder (located within the FS2004 "AIRCRAFT" folder). The SOUND.CFG file, contained inside the Sound folder accompanying each DH 106 COMET aircraft base pack is, by default, aliased to the DMFS SHARED FILES master folder and the DMFS supplied DH 106 COMET sound pack.

The HJG supplied "Hi-Fidelity" type DH 106 COMET sound packs, by Benoit PLAMONDON, are "aircraft type specific"and must only be used with the recommended DH 106 COMET aircraft base packs. These sound packs have been customized for use with the FDE accompanying each DMFS supplied DH 106 COMET simulation.

PLEASE NOTE: These "Hi-Fidelity" sound packs (only) must be manually installed inside the "DMFS SHARED FILES" master folder (located within the FS2004 "AIRCRAFT" folder) then aliased to the SOUND.CFG inside the SOUND folder of the intended aircraft base pack folder .... OR ALTERNATIVELY .... installed inside the DH 106 COMET aircraft base pack file for which they are intended.

All DH 106 COMET sound packs are available from the "DH 106 COMET SOUNDS" section of the HJG downloads page.


"DH 106 COMET AIRCRAFT BASE PACK/SOUND PACK ASSIGNMENTS"

All DMFS supplied DH 106 COMET simulations use the following recommended sound pack versions ....


DH 106 COMET 3 .... use COMET 3 RR AVON NO REVERSE turbojet sound pack .... or mono version COMET sound pack
DH 106 COMET 3B .... use COMET 3B/4/4B/4C RR AVON turbojet sound pack .... or mono version COMET sound pack
DH 106 COMET 4 .... use COMET 3B/4/4B/4C RR AVON turbojet sound pack .... or mono version COMET sound pack
DH 106 COMET 4B .... use COMET 3B/4/4B/4C RR AVON turbojet sound pack .... or mono version COMET sound pack
DH 106 COMET 4C .... use COMET 3B/4/4B/4C RR AVON turbojet sound pack .... or mono version COMET sound pack
DH 106 COMET 4c RAE .... use COMET 3B/4/4B/4C RR AVON turbojet sound pack .... or mono version COMET sound pack


RECOMMENDED FS2004 AUDIO/SOUND SLIDER SETTINGS

These settings can vary in accordance with both audio equipment and personal preference. For optimum playback quality the following FS2004 based OPTIONS/SETTINGS/SOUND based sliders positions are recommended for use with the DMFS supplied DH 106 COMET sound packs ....


- "ENGINES" = 70%
- "cockpit = 30%
- "ENVIRONMENT" = 100%
- "NAVIGATION" = 50%


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

PLEASE NOTE: The optimum FSX based audio sound slider positions differ from those of FS2004. See the FSX sound pack documentation for the recommended settings .... and again be prepared to adjust these in accordance with personal preference and audio hardware capabilities.


1.14: "DMFS DH 106 COMET SMOKE EFFECTS".

All DMFS supplied DH 106 COMET simulations feature customized engine exhaust smoke effects. These files are auto-installed inside the FS2004 "EFFECTS" folder during the aircraft base pack and panel auto-installation process.


1.15: "DMFS DH 106 COMET TEXTURE FILES".

All DMFS supplied DH 106 COMET aircraft base packs are composed of a selection of several real world airline/operator liveries. These texture files are auto-installed inside each aircraft base pack folder during the auto-installation process.

HJG plan to offer an extensive selection of additional airline/operator liveries from around the world for use with the DMFS DH 106 COMET simulations. This selection is intended to be constantly expanded with future HJG website updates. These files must be "manually" installed inside each aircraft base pack.

All HJG supplied DH 106 COMET textures must be used with the aircraft base back for which they are intended. "DO NOT" use the wrong textures with the wrong aircraft base packs/3D models.

Failure to follow the above instructions "WILL" result in texture/model display issues.

PLEASE NOTE: DMFS supplied textures for this simulation are provided in an EXT 32.888 BIT format. Many "non-DMFS released" textures for these (and other) simulations may be saved in a much older DXT3 format. Both of these texture formats may also contain MIPS which can result in blurry textures and a lack of clarity .... on some systems. To resolve this it is recommended the "DXT BMP/Extended Bitmap Edit" utility be acquired and all texture BMP's (with the exception of LIGHT MAP BMP's suffixed which are "L") contained within each DMFS, or other, supplied texture for these simulations be individually inserted into this utility, converted to an "EXT 32.888 NO MIPS" format, and then saved in this particular format. This is a very easy process that does result in visual improvement of textures for these (and most other) and other simulations. The "DXT BMP/Extended Bitmap Edit" utility may be "FREELY" acquired from the following FS website ....

flyawaysimulation.com/downloads/files/2883/dxtbmp-dxt-extended-bitmap-editor/

When correctly used this utility will/should eliminate potential for the occurrence of blurry textures. If using this utility ensure its "NO MIPS" option is activated prior to commencing the texture BMP conversion process.

PLEASE NOTE ALSO: The TEXTURE CONVERTER included within each DMFS aircraft base pack will only convert these textures back to the much older DXT3 format. It "CANNOT" be used to convert these into more advanced, and clearer, FS texture formats. HJG recommend this particular utility "not be used".


1.16: "DMFS DH 106 COMET AIRCRAFT IDENTIFICATION - MSFS AIRCRAFT SELECTION MENU"

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

All DMFS supplied DH 106 COMET aircraft subjects will/should, by default, appear within the MSFS Aircraft Selection Menu in accordance with the following
designations ....


- de Havilland
Comet 3

- de Havilland
Comet 3B

- de Havilland
Comet 4

- de Havilland
Comet 4B

- de Havilland
Comet 4C


The above designations govern how these DH 106 COMET simulations are recognized and presented within the MSFS Aircraft selection Menu.

The UI MANUFACTURER data line (which for these aircraft subjects should always read "DE HAVILLAND") .... then the UI TYPE data line (which for these aircraft subjects should always read "COMET" .... followed by the specific aircraft type series suffix) should each appear as compiled above.

Should the UI MANUFACTURER and/or UI TYPE data compiled within the FLTSIM.XX/ADD TO AIRCRAFT data accompanying any DMFS or HJG supplied DH 106 COMET texture "not" conform to the above protocols then this data can be edited in accordance with the above aircraft type descriptions .... and these edits then "SAVED".


1.17: "KNOWN ISSUES".

- "NONE" .... at this time of compilation.

- "FSX USERS ONLY" .... be aware the interactive DMFS manual cannot be viewed via the panel knee Board feature. This is an "FSX limitation" only in regard to this particular functionality which cannot present multiple pages. This limitation "DOES NOT" apply to FS2004.


1.18: A FEW FINAL WORDS.

Each file contained within these simulations has been individually checked and extensively tested for its functionality prior to uploading. Each file was noted to perform "FINE" .... or it simply would not be uploaded here. Despite our endeavour to try and provide the best possible classic/historic jetliner "FREEWARE" for FS, it is not inconceivable that some oversights might have occurred, or, that difficulties might be encountered by some .... perhaps due to the extensive variability among PC systems of today rather than end user faults. HJG will try to assist troubleshooting any reported issues that do arise, but, "kindly understand" what occurs on one particular PC system "may not be universally experienced". All issues/queries concerning these DH 106 COMET simulations should be addressed on the "DAVID MALTBY FLIGHT SIM" page (only) of the HJG forum.

PLEASE NOTE: HJG "DOES NOT" provide technical support via its FACE BOOK page. All queries .... technical or otherwise .... must be posted on the HJG forum and for which one must be a registered member of its community in order to be able to participate.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

DH106 COMET III/IIIB/IV/IVB/IVC MANUAL # 2

UPDATED: April 7th 2024.





2.00: DH-106 COMET PANEL OVERVIEW

This panel is an accurate rendition of a real Comet 4 airliner, although it is a hybrid panel based on several different aircraft. Most of the research and photography was done at the de Havilland Heritage museum, London Colney. Every effort has been made to make it authentic in look and function, while still remaining usable in FS. The real aircraft panel is not perfectly laid out for FS, so some compromises have been made to accuracy of layout to make it useful to the single crew FS pilot.

CREDITS

Gauges designed and created by David MALTBY
Panel bitmaps designed by David MALTBY with input from Dave Booker for the 2D panel
All photography by Dave BOOKER
Research material provided by Dave BOOKER
Manuals and guides by David MALTBY


The following documentation is also contained in the COMET Panel download and after installation it can be found in the folder
"Flight Simulator 9\Aircraft\DMFS Shared Files\DH106 Comet 4 Documentation". The FS2004 models are set up to use this documentation through the FS2004 kneeboard. This allows you to view the contents from within the panel in FS.


2.01: Main Panel.

Covering the captain's side and also the extra gauges found on the co-pilot side in the VC.



Airspeed Indicator.

A very simple clock style indicator, that displays Indicated Airspeed (IAS) in Knots. There is no VMO/MMO indicator on this gauge.




Attitude Indicator.

Visual representation of the aircraft's bank and pitch angles.



The scale across the bottom shows marks for 0, 10, 20, 30 degrees of bank. The outer mark is at 45 degrees. The scale on the inside shows a pitch scale up/down in degrees. The circles moving across these scales show the reading of the aircraft's bank and pitch. The lines that also move across these scales show the required bank and pitch from the flight director. The Flight Director can operate with or without the autopilot being engaged.

Altimeter.

Displays height above sea level in feet.



Altimeters need to be adjusted according to local pressure readings. These readings are given out by ATC and also by ground information radio channels at airports. The model gives this pressure setting in millibars, the picture shows a setting of 1013 millibars. The more common units used in FS are inches of mercury and this value will be shown in the tooltip text as you adjust the setting. You can click either side of the pressure setting value to increase or decrease it.

Compass.

Also known as HSI, Horizontal Situation Indicator.



Visual representation of the aircraft's heading and the aircraft's position in relation to a beacon tuned in on the NAV receivers. This gauge also sets the Heading and Course values which are used in the "HEADING" and "BEAM" modes of the autopilot. Click on the relevant dial (top left and bottom right) to adjust these values. The Heading pointer is a short line pointer. The Course pointer is the longer line with a circle. The compass dial does not turn with the aircraft, like most HSI's do. Only the course pointer moves along with the aircraft. The compass dial rotates when you adjust the course setting knob. There is a localizer/Nav indicator in the center section. The Localizer/Nav Line moves sideways, with the five dots providing a scale with the outer dots being the maximum deflection of the instrument. The gauge pictured above is from an aircraft that is flying a bearing of 289 degrees and is about to turn left to settle onto a Localizer Beam (course 240).

VSI (Vertical Speed Indicator).

Shows the vertical speed in thousands of feet per minute, to a maximum of 4,000 ft/min.



Machmeter.

Shows the Mach number for the current air speed and altitude.



The mach meter shown in the picture is not going fast enough to register a Mach number, so the needle points down. The maximum mach number (MMO) is shown by the marker as 0.8.

ILS indicator.

Localizer and Glide slope indicators.



Each one returns to its central position and shows a flag if there is no signal currently being received. The localizer line moves sideways relative to the Course. The four dots on each side provide a scale with the outer dots being the maximum deflection of the instrument. The Glide Slope line moves up and down, again with dots showing the maximum deflection top and bottom. The gauge pictured here is from an aircraft that is about to turn left to settle onto the Localizer Beam and which is flying below the Glide Slope. Note that this indicator only displays information from the opposite NAV radio to the one selected on the SFS Radio Selector (center panel).

VOR (VHF Omnidirectional Range).

If you tune your NAV1 or NAV2 receiver to the frequency of a VOR beacon, the VOR instrument will automatically display the direction to you.



The single lined arrow shows the direction for NAV1 and the double lined arrow is for NAV2. A VOR beacon radiates separate beams for every degree of the compass.

ADF (Automatic Direction Finder).

If you tune your ADF receiver to the frequency of an ADF beacon, the ADF instrument will automatically display the direction to you.



The single lined arrow shows the direction for ADF1 and the double lined arrow is for ADF2.

Speed Reference Chinagraph.

The crew had to work out the correct takeoff and landing speeds for their flight and would write them down on a little chinagraph.



If you click this little pad it will calculate and write down the correct speeds for you. It works out the speeds according to the charts in the flight manual for the COMET's current weight.

V1 - Max speed to abort takeoff (The V1 given is only a guess, as it depends on runway length)
Vr - Rotate speed (Take off)
V2 - Safe flying speed (Take off)
VAT - Landing speed (At runway threshold with full flap)

OMI (Outer Middle Inner markers).

These indicators light up in turn when the aircraft is over the relevant marker during the approach to an airport.



Blue for Outer, Red for Middle, White for Inner. Not every airport will have all of these markers.

Standby AI.

A basic standby attitude indicator.



Turn Coordinator.

Standard Turn And Slip gauge.



The most comfortable turn for passengers is with the Slip Indicator central.

Stopwatch.

Counts minutes and seconds.



Click to start, click again to stop, click again to reset to zero. If you stop over it with the mouse, it gives the current time in FS.

SFS Course Bearing.

VC only. Select the course bearing for the Compass using the knob on the right.



The switch on the left changes the bearing by 180 degrees. Can sometimes be useful during approach etc. The top section also displays whether you are flying to or From a selected NAV aid. Course bearing can also be selected using the Compass gauge so this gauge is not essential for the 2D panel.

Flap Position.

VC Co-pilot side only. It shows the position of the trailing edge flaps.



The gauge can be used to move the flaps by clicking with the mouse. Click on the left side to raise a notch, click on the right side to lower a notch.

- 20 degrees - Take-Off
- 30 degrees - Approach
- 40 degrees - Approach
- 60 degrees - Landing (outer flaps only)
- 80 degrees - Landing (center flaps only)

OAT (Outside Air Temperature).

VC Co-pilot side only. Temperature outside in degrees centigrade.



Cabin Altitude.

VC Co-pilot side only. Displays the equivalent Pressure Altitude of the cabin in feet x 1,000.



Duplicate of the same gauge on the engineer's pressure panel.

Elevator Change Gear.

VC Co-pilot side only. The real aircraft had "FINE" and "COARSE" gearing for elevator controls, "FINE" for faster speeds and "COARSE" for slower speeds.



This is purely decoration in FS and serves no purpose.

Yaw Damper.

VC Co-pilot side only. Yaw Damper "On/Off" switch. In FS both No. 1 and No. 2 are identical.



Maybe I'm wrong, but I have yet to notice the Yaw Damper do anything at all in FS and so I've not bothered trying to squeeze it into the 2D panel.

Relight Override.

VC Co-pilot side only. When On this sets all engines to automatically attempt a relight in the event of an engine stopping.



Starter Master switch (ignition panel) must always be off for relight to occur.

Weather Radar.

HJG added a functional WX Radar was added to the DMFS COMET panel during June 2023.



The WX Radar set is located within the bottom left middle section of the COMET Main Panel.

This WX RADAR is able to present accurate indications in regard to the state of prevailing FS weather and is operated as follows ....

- The selector knob located within the top-left of the WX Radar is used to turn this set "ON/OFF" and also select weather detection range .... and which maybe set at 10, 50,and 150 mile increments accordingly.

- The selector knob located within the top-right of the WX Radar is used to tilt/alter the axis of the WX Radar Scanner in order to aid weather detection/s.

- The selector knob located within the bottom-right of the WX Radar (PLEASE NOTE: This particular selector can only be accessed in VC panel view .... it "is not" accessible in 2D panel view due to its location) is used to alter the brilliance/intensity of WX Radar display and in accordance with personal preference/s.

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

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

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

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

UPDATED MODULES

"FOR FSX, FSX-SE and Prepar3D"

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

"FOR FS9"

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

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


2.02: Center Panel.



Engine RPM.

Simple clock style gauge showing engine revs.



Normal take-off power is 8,000 to 8,050 RPM. Normal climb power is 7,400 RPM. Normal approach and landing power is 6,500 to 6,700 RPM.

Exhaust Gas Temperature.

Temperature in Celsius.



The temperature should normally be under 570 degrees. Up to 650 degrees is allowed for 5 minutes, after which engine overheat occurs. Engine overheat gives a red warning light under this gauge. Extended engine overheat will result in an engine failure. The other warning lights are a red Engine Fail and amber Low Oil Pressure.

Power Loss Indicator.

These gauges were used on take-off to monitor engine performance.



Take-off power should result in the needles travelling to the vertical marker or more and all engines should be registering the same reading.

DME (Distance Measuring Equipment).

This gauge displays the distance to any DME supporting beacon that is tuned into your NAV receivers.



DME1 (top) runs off NAV1, DME2 (bottom) runs off NAV2. Distance is displayed in nautical miles. Most VOR and ILS beacons support DME, but some do not. If no DME signal is being received, the gauge shows a yellow line across the numbers.
Later DME equipment also displayed ground speed and estimated time to the beacon. This information is available if you move over the gauge with the mouse cursor.

Flap Position.

This is held on the 2D centre panel for ease of use only. The VC has the correct Engine Synchronizer here instead, while the Flap Indicator is on the co-pilot's panel.



It shows the position of the trailing edge flaps. The gauge can be used to move the flaps by clicking with the mouse. Click on the left side to raise a notch, click on the right side to lower a notch.

- 20 degrees (Take off)
- 30 degrees (Approach)
- 40 degrees (Approach)
- 60 degrees (Landing outer flaps only)
- 80 degrees (Landing center flaps only)

Landing Gear Indicators.

The three sliders show the position of the landing gear.



If the landing gear is raised and locked up, no lights are lit. If all the gear is down and locked the three green lights are lit. In FS you can click on this gauge to raise and lower the gear.

Reverse Thrust Lights.

Two lights show for each of the outer engines, amber shows the shutters are closing at the back of the engine, green shows when reverse thrust is active.



Top Temp Control.

With Top Temp on, fuel flow to the engine will automatically be reduced if the temperature is approaching the maximum allowed limits.



It is impossible to overheat the engines with this system on. The normal maximum temperature is 570 deg, but with up to 650 deg is allowed for 5 minutes (e.g. take-off).

SFS Radio Selector.

The top switch selects the NAV radio that supplies information to the Flight Director.



Three settings 1, OFF and 2. Information from the NAV radios appears in the Compass and the Attitude Indicator. At present, the bottom switch is only a dummy switch. Each NAV setting (1 & 2) stores it's own individual course bearing, so it is possible to preset a new course and then switch over to it and a new NAV radio frequency at the flick of a switch.

Engine Synchronizer.

VC only. The Engine Synchronizer forces other engines to adopt the same RPM as the nominated engine.



There are three Sync modes

- All engines to Port Outer (engine 1)
- All engines to Starboard Inner (engine 3)
- Outer engines (1 and 4) to Port Outer (engine 1)

This is no great use if you only have a single throttle control on your yoke/stick.


2.03: Autopilot.

The Autopilot is a separate window from the main panel.



It is toggled on/off by the toggle button marked "AP". On the VC the AP panel is positioned in the middle of the pedestal. When fully engaged, this Autopilot always has full control of the aircraft. Unless any of the automatic pitch modes are engaged ("HEIGHT, AIRSPEED", and "GLIDE"), then aircraft pitch is controlled by manual adjustments to the pitch switch on the lower section of the unit (10). Unless any of the automatic turn modes are engaged ("HEADING and BEAM"), then the aircraft is controlled by manual adjustments to the Turn Knob on the lower section of the unit (11). The Autopilot will only use the NAV1 radio as input for the "BEAM" and "GLIDE" functions.

(1) POWER. The Autopilot must be powered up before it can be used. After pulling the switch, the power up process takes about 45 seconds. The Autopilot Master switch on the overhead panel must be "ON" to be able to power up the unit.

(2) ENGAGE (AP Master Switch). Engage the Autopilot if it has been fully powered up. The Amber "READY" light shows when the AP can be engaged. The Flight Director can still use the different modes if the Autopilot is not engaged.

(3) HEADING. Heading hold Will turn onto and hold the heading as indicated by the Heading Bug on the Compass (main panel).

(4) HEIGHT (ALT Hold). One of two automated pitch based modes, "HEIGHT" holds the current altitude. This mode can be cancelled by clicking on "HEIGHT" again. Selecting "HEIGHT" hold will automatically deselect "AIRSPEED" hold, if it is in use.

(5) AIRSPEED. This is not an auto throttle control. One of two automated pitch based modes, "AIRSPEED" holds the current Indicated Air Speed by adjusting the pitch. The current air speed value is read when "AIRSPEED" hold is activated.
"AIRSPEED" hold will activate the Auto Trim system which will automatically adjust the Elevator Trim. With "AIRSPEED" hold selected, any manual change in throttle setting will be translated into a change in climb rate. This mode can be cancelled by clicking on "AIRSPEED" again. Selecting "AIRSPEED" hold will automatically deselect "HEIGHT" hold, if it is in use.

(6) GLIDE. Follows both Localizer and Glide Slope beams for the NAV1 radio. Equivalent to "PR" on other autopilots. In FS, selecting "GLIDE" will always select "BEAM" as well. Both had to be selected on the real unit.

(7) BEAM (LOC/VOR). Holds to any VOR or Localizer beam that is set on NAV1 (radio panel). Ignores any Glide Slope beam if NAV1 is tuned to an ILS. Equivalent to "NAV" on other Autopilots.

(8) Rudder, Elevator, and Aileron circuits. Use these switches to release each axis from Autopilot control. In FS, only the Elevator and Aileron circuits can be disengaged. Rudder is a dummy switch. With any channel disengaged, the amber "READY" light comes on.

(9) READY light. This lights up amber when the Autopilot is fully powered up and ready to be engaged. Once engaged the light goes out.

(10) Pitch Switch. Once AP is engaged, unless any of the automatic pitch modes are engaged ("HEIGHT, AIRSPEED", and "GLIDE"), then aircraft pitch is controlled by manual adjustments to the pitch switch. Works in the same direction as the Pitch Trim Wheel. Switch up to lower the nose. Switch down to raise the nose.

(11) Turn Knob. Once the AP is engaged, unless any of the automatic turn modes are engaged ("HEADING" and "BEAM"), then the aircraft is controlled by manual adjustments to the turn knob. Click left to turn left, click right to turn right.


2.04: Fuel Panel.

The fuel panel is a separate window and is toggled on/off by the fuel button





The COMET has tanks in the wings and a central tank in the fuselage. I do not have the ability to produce a fully functioning fuel system for the COMET so the model is simplified, with a basic left, center, right control of fuel cocks and pumps. This panel also contains the Pressurization, Cabin Heating and De-Icing controls at the bottom.

Fuel Tank Levels.

The COMET has separate fuel tanks in the wings plus a central tank in the fuselage.



All tanks can feed all engines depending on the state of the pumps, cocks and cross feed valves. Each fuel level gauge displays in kilograms x 100. The Center Tank gauge reads up to 7,500 kg, with each wing having tanks of 3,100 kg, 5,300 kg, 3,300 kg and a Wing Pod tank of 1,800 kg. A COMET 4B will always read "zero" in the Wing Pod tanks. Under the main tanks is a red light that is lit when the contents are low (unless the cock is closed).

Fuel Flow.

This shows the current rate of fuel to an engine in kilograms per hour x 100.



It also has a fuel quantity counter (kg), which can be reset to zero by clicking the gauge. Due to limitations of FS variables, this gauge uses a simulated formula based on total fuel used, divided by four (four engines). Because of this, the counter will continue for an engine that has been shut down, although the sum total across all four engines is always correct. The gauge pictured above shows a fuel flow of just under 1,700 kg per hour, with 4 kg having been used.

Fuel Temperature.

Fuel temperature entering engines in degrees centigrade.



The switch below is for fuel heating. This should always be on if the fuel temperature is less than 5 degrees C. A red warning light at the side of the switch comes on if the fuel filter becomes blocked (due to ice).

Oil Pressure & Temperature.



Oil Pressure and Temperature for each engine. Temperature in celsius, pressure in pounds per square inch.

Fuel Pressure.



Fuel pressure for each engine in pounds per square inch.

Fuel Cocks And Pumps.

To keep things simple the fuel tanks are grouped as left, center, and right. The Center Tank is a single tank, while left and right wings have up to four tanks each.



On the Comet all cocks (top switch) should remain open while there is fuel inside the tank. If any tank is empty the corresponding Fuel Cock should be closed. The pumps (bottom switches) are used to bring the tank into use or not.
The gulls eyes in between shows if fuel is being pumped from the tanks or not. The schematic diagram shows how the tanks are linked to the engines. Certain tanks-to-engine combinations can only be achieved by opening Cross Feed Valves. Note that the Center Tank is naturally routed to only feed the left two engines and it can only ever feed the right side if the Cross Feed is opened. On the model, when Fuel Pumps are off, fuel can not be delivered from that tank.

Required Cabin Altitude.

Once airborne the air pressure must be allowed to reduce in order to keep the pressure inside the hull at a safe level.



Required Cabin Altitude should be set depending on your expected cruise altitude. Max required Cabin Alt is 8,000 ft. A cabin alt of 2,000 ft is Ok for flying at 10,000 ft, but you would need maximum Cabin Alt of 8,000 ft when cruising at 37,000 ft.

Cabin Alt And Pressure Differential.

The two readings on the Cabin Pressure Differential (left) and Cabin Altitude (right) gauges must remain outside the red sections.



Setting a higher "Required Cabin Alt" will raise the Cabin Alt and reduce the Cabin Pressure Differential. High Cabin Alt is uncomfortable for the passengers, but High Pressure Differential stresses the aircraft. Try to roughly balance them out.

Cabin Alt Rate.

Shows the rate of change to the Cabin Altitude, up to 2,000 ft/min in either direction.



The rate should normally change at 400 ft per minute until the cabin height has reached the set required level. This rate can be altered by the knob top left of the gauge.

Pressure Valve.

Manually open or close the pressure safety valve.



This valve regulates air pressure, automatically opening to let excess pressure escape and closing to let pressure build. The normal flight setting is for the valve to be "closed". The valve can be manually opened at any time to let air escape (depressurize).

Cabin Mass Flow.

Indicates the amount of air flowing through the Pressure And Heating system.



The air is fed from the engines and there is one gauge for Port and one for Starboard sides. Pressurization and Heating will only operate if there is sufficient mass flow in the system. In the case of pressure, the needle of at least one cabin mass flow indicator should always be in the white "NORMAL RANGE" section.

Cabin Temperature.

The indicator shows the current temperature inside the cabin in degrees farenheit from 50 to 100.



The switch selects to increase or decrease the temperature. For ease of use, the tool tip on the switch shows the selected temperature. Any change in Cabin Temperature is only noticeable over some time.

Air Inlet Temperature.

The Cabin Temperature is governed by the Air Inlet Temperature.



Heating can only be provided if the Inlet Temperature is greater than the background temperature outside. Likewise, cooling can only be brought about by a cooler temperature. The indicator shows the current air inlet temperature in degrees celsius, from 0 to 150. The switch selects to increase or decrease the temperature. For ease of use, the tool tip on the switch shows the selected temperature.

Engine De-ice.

Down at the bottom of the engineers panel.



Switches toggle "On/Off" the De-Ice Valves for each engine. The windows show "OPEN" when the valves are open, "SHUT" when the valves are shut, and show a cross hatch when in transit or there is no power.



(1) Port De-Ice. Provides air from the port engines (1 and 2) into the structural De-Ice system. Either De-Ice lever "ON" is sufficient to de-ice the leading edges. Temperature gauges on the Pressure panel show the temperature of the De-Ice System.

(2) Air Pressure Supply. Four levers provides air from each engine into the Pressurization and Heating System. The Cabin Mass Flow indicators display the air flow provided here.

(3) Starboard De-ice. Provides air from the starboard engines (3 and 4) into the structural De-Ice system. Either De-Ice lever "ON" is sufficient to de-ice the leading edges. Temperature gauges on the pressure panel show the temperature of the De-Ice System.

(4) Cross Feed Valves. The outer levers operate the common fuel valves between engines 1 and 2 and engines 3 and 4 respectively. The middle lever operates the central Cross Feed Valve. Each of these valves is represented by a gulls eye indicator in between the fuel flow gauges on the fuel panel.

The other levers here are currently dummy only and serve no purpose in FS. The red lever is for the red emergency hydraulic system should green fail. Move up for flap operation and move up again for gear operation. The green lever is for changing over the Battery and the yellow lever to the right of that is for Bus Bar changeover. Both for electrical problems which you will not get in FS.


2.05: Overhead.

The overhead is a separate window from the main panel.



It is toggled on/off by the toggle button marked "OH". The 2D version is a slightly truncated version of the full VC panel. The 2D version also contains the switches off the co-pilot side Overhead Panel. Only the parts that serve some useful purpose in FS are described here.

(1) NAV1 & NAV2. There are two of these VOR NAV radios, with NAV1 on the left and NAV2 on the right.



FS radios work in whole numbers and fractions. Click on either side of the numbers to increase or decrease the value. Left side to decrease. Right side to increase.

(2) COM1 & COM2. There are two of these COM radios, with COM1 on the left and COM2 on the right.



FS radios work in whole numbers and fractions. Click on either side of the numbers to increase or decrease the value. Left side to decrease. Right side to increase.

(3) ADF1 and ADF2. There are two of these ADF receivers, with ADF1 on the left and ADF2 on the right.



FS treats ADF as four independent numbers. Click each number to change the value per hundreds, tens, units, and decimals. Top and bottom of the number increases or decreases each number.

(4) Transponder. FS treats the Transponder Code as four independent numbers.



Click each number to change it. They work by increment only.

(5) Pitot Heaters. Both switches operate together on the model.



The heaters are needed to keep ice from blocking the Pitot Tubes which would stop instruments from working. The gauges next to the switches show AMPS used by the Pitot Heaters.

(6) Landing And Taxi Lights. Both Landing Light switches move together and can not be operated independently.



Similarly also with the Taxi Lights.

(7) Landing Gear Indicator And Gear Door Lights. The round gauge shows the status of the landing gear left, center, and right.



If the landing gear is raised and locked up, no lights are lit. If the gear is in transition the red lights at the top are lit. If the gear is down and locked the green lights at the bottom are lit. The amber lights above show when the gear doors are open.

(8) Navigation And Beacon Lights. "NAV" operates the red and green lights on the wing tips.



Beacon operates the red flashing beacons on the fuselage. In the VC these switches are on their own panel, the co-pilot side overhead

(9) Autopilot Master. The Autopilot can only be powered up if this switch is on.



Switching Autopilot Master "Off" also switches off the Autopilot.

(10) VC Roof Lights And 2D Panel Lighting.



Click either knob to toggle the VC roof lights or the 2D panel lights.


2.06: Electrics And Ignition.

Electrics and Ignition are separate windows from the main panel.



They are toggled on/off by a single Electrics and Ignition toggle button. On the VC the Ignition panel is positioned at the top of the Pedestal and the Electrics is at the top of the engineers panel. Electrics is greatly simplified on the model. The Ignition pop up window also contains the three Trim gauges which are very useful for 2D panel users.

Generator Disconnect.

Each generator is automatically on line when the engine starts and so these buttons do indeed act as disconnect buttons.



In FS this simply works as an "On/Off" button for each of the four generators. In FS however, they will also restart a generator and I'm not sure the real ones would. Click to open the red cover, then click the button to operate. If you click either side of the button, the red cover will close without operating the button.

Generator AMPS.

Reads AMPS for each of the four generators.



In FS this gauge is really only a visual aid to show if the generator is switched on, the reading is not intended to be accurate. There is also a moving gulls eye above the AMPS gauge.

Generator Temperature.

Reads degrees celsius for each of the four generators.



Again in FS this gauge is only a visual aid to show if the generator is switched "On".

Battery.

This switch controls the Battery.



Three settings. Up is Battery Isolator "ON" (Battery "OFF"). Center is Battery Isolator "OFF" (Battery 'ON"). Down is Override which allows ground supply to provide the power instead. In FS the ground supply is only pretend and it actually just switches the Battery "ON". The gulls eye indicators show the flow of power. The COMET had two Battery Banks. These work in unison on the model.

Battery AMPS.

Reads AMPS for the battery.



In FS this gauge is only a visual aid to show if the Battery is switched "On". There is also a moving gulls eye above the Battery AMPS gauge. Both Battery Banks are treated as one in FS.



(1) Starter Master. Engine start can only be performed if this is switched on. Engine relight can only be performed if this switch is "Off".

(2) Engine Selector. Selects the engine for startup 1 to 4. Click either side of the switch to move it. In the VC a click advances to the next engine only.

(3) Starter Button. Automatically starts the selected engine.

(4) Engine Relight Buttons. Should an engine stop, pressing the corresponding button will attempt an engine relight. Note that the buttons for engines 1 and 4 are the ones at the bottom. Maybe not the natural positions for everyone?

HP And LP Cocks.

HP (high pressure) Fuel Cocks for four engines at the top.



LP (low pressure) Fuel Cocks for four engines at the bottom. Before pressing the Starter Button the LP and then HP Cocks should be ON for the engine. To stop an engine, set the HP cock to "OFF". On the COMET you were never supposed to set an LP cock to "OFF" until the engine had fully wound down (to protected the hydraulics). Sorry they look a bit dark in 2D.

Relight Override.

When "On" this sets all engines to automatically attempt a relight in the event of an engine stopping.



Starter Master switch must always be off for relight to occur. This switch is located on the bottom of the co-pilot panel in the VC.


2,07: Virtual cockpit Extras.

I'd always found VC's difficult to use, but was unaware of some of the available viewing features that make an airliner VC a much more viable proposition. These viewing options have been picked up off various design forums. They are certainly not new ideas, but don't seem to be in common use.

Mouse panning.

There is an area at the top of the pilot's panel (and co-pilot) that allows you to pan around very quickly and accurately using the mouse rather than the hat on your joystick or yoke.



The area to click for mouse panning is shown in yellow. Click in this area and hold the mouse button down. The view will likely jump at first, but moving the mouse around will settle it down and give a very quick natural method of looking around. While you can't click any of the gauges in this mode, you can still use the full array of keyboard and yoke/joystick controls. When you release the mouse button the panning stops wherever you are currently looking.

View Adjustments & Preset Views.

At the outer edge of pilot's main panel there is a small toggle button marked "i".





Clicking the "i" button will open a small popup window in the bottom left corner of the screen showing a number of buttons.



(1) Move the view Up, Down, Left, Right, with the center button being reset view. All of these are available on the keyboard, but they are usually multi key presses and difficult to remember. Move across right to view from the co-pilot seat. As well as clicking, the mouse wheel can be used to alter these view settings.

(2) Level of zoom. It alters the zoom in 25% chunks for quick changes. The optimum zoom setting for this VC appears to be 0.75, but that is down to personal preference.

(3) Move forward and backward. The default view in the VC is set slightly back to give a better and more realistic field of view.

(4) Click any of these buttons to instantly snap to these pre-set views without having to pan. Overhead 1, Overhead 2, Overhead 3 Main Forward 1, Main Forward 2, Engineer panel. Left Window, Pedestal, and Right Window. Note these pre-set views are set from the Captain's side only and only the Main Forward view will work from the co-pilot seat.

(5) Engine selection. Thanks to Fraser McKAY for this idea. Allows for easy engine selection by clicking the engine or combination of engines. Great stuff for a four engined airliner like the COMET where you could often need to run the outer and inner engines at different RPMs. The "+" buttons are clicked to select the two engine numbers that they lie between. "A" selects all engines.

Other icon buttons along the bottom include standard FS icons for ATC, Checklist, GPS, Map. The button marked "CS" is for a cold start and will shut down everything (only if you click it when the aircraft is stationary). Next to that is a button to turn off the extra sounds for Takeoff Config Warning, Takeoff Speed Calls etc. The "X" button closes the VC views popup window. The rest of the buttons are all for 2D popup windows for Fuel, Ignition, Overhead, Checklists, and Autopilot


David MALTBY & Dave BOOKER (CBFS)

[aerofoto - HJG Admin]

DH106 COMET III/IIIB/IV/IVB/IVC MANUAL # 3

UPDATED: June 30th 2023.





3.00 DH106 COMET CHECKLISTS.

Pre Start Checklist.

Nav Lights - "On".
Fuel Aboard - Check gauges versus Flight Plan.
Brakes - "On".
Start Clearance - Obtained from ATC.
Beacon - "On".

Engine Start Checklist.

Throttles - "Closed".
Booster Pumps - "On".
Start engines - Starting order 1/2/3/4.

After Start Checklist.

Elevator Trim - Set for takeoff (around 3 degrees nose up).
Speed Brakes - Checked and "ZERO".
Starter Switches - "Off".
Anti Ice - As required.
Control Surfaces - Checked.

Taxi Checklist.

WX Radar - "On"
Clearance for taxi - Obtained from ATC
Flaps 20 Degrees - selected.
Batteries - "On".
Speed brakes - Checked and "ZERO".
Trim - Set for takeoff.
Takeoff Speeds - Checked and set (Click the Speed Reference Chinagraph for speeds).
Yaw Damper - "On".
Flight Instruments - Checked and set.
Reverse - Checked lights out.
Flaps - Set at 20 degrees.
Speed Brakes - Checked and "ZERO".
Fuel feed valves - All "OPEN".

Before Take-Off Checklist.

Pitot Heater - "On"
Anti-Icing - As required.
Takeoff clearance - Obtained from ATC.

After Take-Off Checklist.

Gear Up - Lights out.
Landing Lamps - "Off"
Flaps - Up.
Altimeters - Set.

Top Of Descent Checklist.

Altimeters - Check 29.29 in (1013 mbs)
Safety Heights - Check for descent.

Approach Checklist.

Flaps - 20 deg IAS 210, 26 deg IAS 180.
Speed Brakes - "ZERO".
Threshold Speed (VAT) - Checked and set (Click the Speed Reference Chinagraph for speeds).

Landing Checklist.

Gear - Selected down.
Altimeters - QFE/QNH checked and set.
Airfield and Runway - Checked.
Gear Check - 3 greens and door lights out.
Brakes - Check parking brake "Off"
Flaps - 60 deg, 80 deg optional at 2 miles to run
Landing lamps - "On".

After Landing Checklist.

Anti-Icing - "Off".
Flaps - Selected up.
Speed Brakes - "ZERO".
Pitot Heater - "Off"
AP Master - "Off".
Yaw damper - "Off".
Elevator Trim - "ZERO".
Flaps - Check up.

Shutdown Checklist.

Engines - "Off".
APU or External power - Checked and "On"
Beacon - "Off".
Landing/Taxi Lights - "Off".
Nav lights - "Off".
Batteries - "Off".
Brakes - "Off" when chocks under.


3.01: DH106 COMET DH106 COMET REFERENCE DATA.

DH106 COMET SPEEDS.



VAT: Add 1/3 of wind speed when wind speed greater than 15 kts. The total increment added must not exceed 15 kts.

Flaps up: 160 to 170 kts. 20 degrees is the only flap setting to be used for takeoff.


3.02: DH106 COMET LIMITS

Airspeed.

Airspeed IAS (VMO): 330 kts (342 kts Comet 4B).
Mach number (MMO): 0.8.
Max IAS for lowering or raising landing gear: 254 kts.
Max IAS with landing gear down: VMO

Max IAS with flaps.

- 20 deg: 220 kts
- 30 deg: 299 kts
- 40 deg: 180 kts
- 60 deg: 160 kts

Max altitude for flap extension.

20,000 ft (except in emergency)

Max crosswind component.

Takeoff: 28 kts
Landing: 28 kts

Max for emergency descent.

MMO/VMO

Turbulence speeds.

Climb, cruise and descent.

260 kts to 30,000 ft, Mach 0.7 above this.

Max IAS for screen wipers.

250 kts.

Max speed for air brakes.

No limit.

Altitude Limits.

Max operating altitude: 40,000 ft (32,000 ft Comet 4B).
Max altitude for flap extension: 20,000 ft except in emergency.

MTOW Weight.

Comet 4: 68,946 kg (152,000 lb)
Comet 4B: 71,668 kg (158,000 lb)
Comet 4C: 73,482 kg (162,000 lb)

MLW: 54,431 kg (120,000 lb)

Empty Weight.

Comet 4: 34,212 kg (75,424 lb)
Comet 4B: 35,545 kg (78,363 lb)
Comet 4C: 35,995 kg (79,355 lb)

Maximum Fuel.

Comet 4: 32,477 kg (71,600 lb)
Comet 4B: 28,576 kg (63,000 lb)
Comet 4C: 32,477 kg (71,600 lb)

Max payload.

Comet 4: 9,203 kg (20,290 lb)
Comet 4B: 10,948 kg (24,137 lb)
Comet 4C: 11,162 kg (24,610 lb)

Range Limits.

Comet 4: 2,800 nm
Comet 4B: 2,260 nm
Comet 4C: 2,450 nm

Range figures are in still air using long range cruise techniques and no fuel reserves


3.03: DH106 COMET GENERAL TIPS.

Take-Off

The elevator trim setting is important for takeoff. The model needs around 3 degrees nose up trim on takeoff. If you do not set the nose up trim, it will not rotate at the correct VR speed. The cockpit "check List" gauge can be used to check if elevator trim is set within acceptable limits.

8,000 - 8,050 RPM is normal for take-off.

Flaps should always be set at 20 degrees.

Click the "Speed Reference Chinagraph" on the left of the main panel to get the correct rotate speed (VR) for the aircraft's current weight. The COMET has fairly low speeds.

The "Check List" toggle button gives the essential settings needed for a takeoff. Each setting is shown with a tick or a cross, making it easy to quickly check if your configuration is correct.

After takeoff, the normal initial climb speed is just 150 kts. Holding this speed gave a greater climb angle so that the aircraft could get high quickly for reasons of noise abatement around airports.

Normal speed for the main climb is 260 kts, but can be higher if desired. Climb power is normally around 7,400 RPM. IAS Hold can be selected at the desired speed, leaving the Autopilot to adjust your climb rate.

Cruise.

Normal cruise altitudes range from 23,000 ft to 37,000 ft. Operational ceiling is 40,000 ft. The COMET 4B was designed to fly slightly faster at lower altitudes, so it would not normally go over 30,000 ft.

Normal cruise speed is Mach 0.72 to 0.74. Mach 0.76 is the maximum cruise speed, with Mach 0.80 being the highest Mach number that should ever be allowed.

Landing.

The flaps do not cause much nose down attitude. However some nose up trim will be needed to compensate for loss of speed. It is normal for the model to need around 4 to 5 degrees of nose up trim with full flaps selected.

Be aware of the maximum landing weights and required speeds. While the aircraft can land safely at full weight, over weight landings were only done in an emergency. Normal landing weights will give VAT speeds of between 115 kts and 125 kts.

Click the "Speed Reference Chinagraph" on the left of the main panel to get the correct landing speed (VAT) for the aircraft's current weight. The COMET has very low landing speeds.

Once 20 degrees flaps are selected, adjust engine power to between 6,500 and 6,700 RPM, depending on your expected landing speed (VAT roughly between 115 kts to 125 kts). You can keep the same engine power all the way down, using the flaps to lower your speed. As a rough guide 20 deg = 175 kts, 30 deg = 150 kts, 40 deg = 140 kts, 60 deg = 130 kts, 80 deg = 120 kts.

When flying at the correct speed on the Glide Slope, the COMET should be level or slightly nose down, showing zero to -1 degree down on the attitude indicator.

As a rough guide, 60 degrees of flaps should have been selected by the 1,000 ft or by 3 miles to run. Only select full flaps (80 degrees) at 2 miles or less to run.
At the higher landing speeds, full flaps were often not used as they could cause buffeting.

The COMET does not use spoilers as lift dumpers on landing.

Select reverse thrust when all wheels are down, reverse off at 60 kts. Brakes are not normally needed until turnoff.

Range, Payload And Fuel.

With a maximum payload, the amount of fuel must be limited to keep below the maximum takeoff weight (MTOW). The difference between maximum payload and max fuel is much less for the COMET 4B, as this was designed to carry high payloads over shorter distances.

Maximum payload is around 24,000 lb.

The models are all set up to be near their MTOW, with maximum fuel load by default.

Auto Coupled Approach.

Typical ILS approach And Landing.



1. AP Altitude Lock "ON" when tracking outbound and around procedure turns 2,300 ft above airport if possible.

2. Approach speeds should be reached by use of flaps alone, keeping the RPM constant (6,500 to 6,700).

3. Perform turn using "HEADING" mode.

4. Attack ILS beam at 45 degrees then select "GLIDE" on the Autopilot.

5. To keep RPM constant all the way down, only select 30 degrees flap after the GS Indicator has started to move. Select 40 degrees just before intercepting the Glide Slope. (1/2 notch on GS indicator).

6. 60 degree flap selected at less than 3 miles to run. 80 degree flap should only be selected at 1 mile or less. Monitor ASI carefully on final approach and reduce speed to VAT + 5 kts (or VAT + 1/3 of reported wind speed if over 15 kts)

7. The approach must be monitored by reference to the CDI, ASI and by visual reference. One hand must be kept on the control column in readiness to revert to manual control. Autopilot off at Decision Height making sure to correct any movement when Autopilot disengages.

8. At threshold keep power on. Reduce decent rate to under 300 ft per min, then select engines idle. Hold until wheels touch. It is normal to flare around 2 or 3 degrees.


David MALTBY & Dave BOOKER (CBFS)

[aerofoto - HJG Admin]

DH106 COMET III/IIIB/IV/IVB/IVC MANUAL # 4

UPDATED: December 20th 2021.





4.00: COMET PANEL MANUAL ENGINE STARTUP/SHUTDOWN PROCEDURES.

PLEASE NOTE: It is recommended that a default aircraft be loaded into FS "prior to" selecting one's DMFS TRIDENT simulation of choice. Whilst not absolutely essential this practice is intended to ensure all panel instrumentation and sytems load into FS in accordance with their default configuration. This can assist avoiding issues on some systems.

PLEASE NOTE ALSO: Using this updated DMFS COMET panel the recommended order of engine startup is #3, #4, #1, and #2 .... but .... with this particular panel/simulation the engines may be started in any particular order.

For manual engine startup the following procedure must be performed ....

1. Open the Fuel Sub Panel.

2. Select both Center Pump switches (middle of the Fuel sub panel) "OFF".

3. Select all 3 Cross Feed Levers (bottom tight of the Fuel sub panel) OFF".

4. Open the Starter Sub Panel.

5. Select all 4 HP Cock Levers (lower left middle of the Starter sub panel) "ON".

6. Select all 4 LP Cock Levers (lower left middle of the Starter sub panel) "ON"

7. Select the Start Master Switch (middle of the Starter sub panel) "ON".

8. Set the Engine Selector Switch (middle of the Starter sub panel) to engine engine #3 position.

9. Engage the Engine Starter Switch (middle of the Starter sub panel).

Start the remaining #4, #1, and #2 engines individually and in precisely the same manner as engine #3 .... but setting the Engine Selector Switch to engines #4, #1, and #2 positions in advance of engaging the Starter Switch to start each engine accordingly.

10. Select the Start Master Switch (middle of the Starter sub panel) "OFF" .... after all 4 engines have been started.

11. Select both Engine Relight switches (bottom left of the Starter sub panel) "ON" .... after all 4 engines have been started.

12. Configure all other panel items as required.



4.00-A: COMET PANEL ENGINE AUTO-START PROCEDURES.

PLEASE NOTE: It is recommended that a default aircraft be loaded into FS "prior to" selecting one's DMFS TRIDENT simulation of choice. Whilst not absolutely essential this practice is intended to ensure all panel instrumentation and sytems load into FS in accordance with their default configuration. This can assist avoiding issues on some systems.

PLEASE NOTE ALSO: Using this FS auto-start procedure it is not necessary to open the Starter or Fuel sub panel/s to assist engine startup procedures.

For engine auto-startup the following procedure must be performed ....

1. Select keyboard commands CTRL + E .... the engines will each individually auto-start in the FS default order or #1, #2, #3, and #4.

PLEASE NOTE: After auto-starting the engines the following manual procedures are recommended ....

2. Select both Center Pump switches (middle of the Fuel sub anel) "OFF".

3. Select all 3 Cross Feed Levers (bottom tight of the Fuel sub panel) OFF".

4. Select both Engine Relight switches (bottom left of the Starter sub panel) "ON" .... after all 4 engines have been started.

5. Configure all other panel items as required.


4.01: COMET PANEL MANUAL ENGINE SHUTDOWN PROCEDURES.

For manual engine shutdown the following procedure must be performed ....

1 Open the Starter Sub Panel.

2. Select both Engine Relight switches (bottom left of the Starter sub panel) "OFF".

3. Select all 4 HP Cock Levers (lower left middle of the Starter sub panel) "OFF".

4. Select all 4 LP Cock Levers (lower left middle of the Starter sub panel) "OFF"

PLEASE NOTE: The engines will not shutdown unless both Engine Relight Switches are selected "OFF".


ALTERNATIVELY ....


1. Open the Starter Sub Panel.

2. Select both Engine Relight switches (bottom left of the Starter sub panel) "OFF".

3. Open the VC panel.

4. Select and close all Fuel Cock Levers (on the Center Pedestal) individually.

PLEASE NOTE: The engines will not shutdown unless both Engine Relight Switches are selected "OFF".


4.01-A: COMET PANEL ENGINE AUTO-SHUTDOWN PROCEDURES.

For engine auto-shutdown the following procedure must be performed ....

1 Open the Starter Sub Panel.

3. Select both Engine Relight switches (bottom left of the Starter sub panel) "OFF".

4. Select keyboard commands {b]CTRL + SHIFT + F1[/b] .... the engines will each auto-shutdown

PLEASE NOTE: The engines will not shutdown (either manually or using the FS auto-shutdown procedure) unless both Relight Switches are selected "OFF".


4.02: COMET PANEL AP and AUTO-APPROACH NOTES.

ENGAGING THE AP AND VS CLIMB MODE

Select AP POWER switch (bottom right of the AP sub panel "ON".

PLEASE NOTE: it takes approximately 1 minute before the yellow AP lamp illuminates and which is normal.

PLEASE NOTE ALSO: The AP cannot be engaged until it's yellow lamp is illuminated.

Use AP VS feature (+ and - tabs within the bottom left of the AP sub panel) to set and adjust the ROC.

Once clean select YD "ON" (only accessible per the VC panel)


ENGAGING AP NAV MODES

Enter required VOR frequency in the NAV1/2 Radios.

Set SFC switch (lower middle of Main Panel) to "NAV1" .... PLEASE NOTE: The AP cannot capture the NAV 1 course unless the SFC switch is selected to "NAV1".

Set HSI needle to the intended heading.

Rotate HSI to the intended heading.

Select AP ALTER HDG tab (center of the AP sub panel) to engage Heading Mode.

Adjust heading if necessary using HSI Heading Selector/rotating the HSI HDG needle to the desired heading.

Select AP BEAM HDG tab (top left of the AP sub panel) to engage VOR/LOC Mode.

Adjust Course if necessary using HSI Course Selector/rotating the HSI to the desired course.


ENGAGING AP ALT HOLD MODE

The COMET AP does not feature an auto-altitude capture mode.

All altitude captures must be performed manually by selecting the AP HEIGHT tab (middle of the AP sub panel) "ON" upon intercepting the target altitude.


ENGAGING AP DESCENT MODE

Select AP HEIGHT tab (middle of the AP sub panel) "OFF".

Use AP VS feature (+ and - tabs within the bottom left of the AP sub panel) to set and adjust the ROD.


ENGAGING AP AUTO-APPROACH MODE

Click Main Panel Chinograph to set VAT airspeed in conjunction with simulated weight.

Enter ILS/GS frequency in the NAV 1 Radio.

Upon intercepting ILS/GS beam select the AP GLIDE tab (top left of the AP sub panel) to engage ILS/GS/approach mode.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

DH106 COMET III/IIIB/IV/IVB/IVC MANUAL # 5

UPDATED: December 20th 2021





PLEASE NOTE .... the following information is not based real world performance data. This data is based on FS observations in FS2004 (only), operating from the default MSFS KSEA airport, at MGTOW, and using the DMFS COMET aircraft base packs, panels, with HJG supplied FDE edits. Operating from other MSFS airports, below or in excess of the MGTOW, and using the DMFS supplied panels and FDE will result in different performance observations. IAS airspeed/MACH velocity indications are based cruise on AT controlled engine thrust at FL310 only. Cruise at either higher, or lower, altitudes will result in different observations also. Flying the following recommended profiles requires concentration and skill.


5.00: "RECOMMENDED MGW LOADING/TO/CLIMB/CRUISE/DESCENT & APPROACH TO LANDING PROCEDURES".


DH106 COMET IV

4X RR AVON Mk 524 turbo-jet engines rated at 10,500 lbs thrust each.

MTOW 152,000 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 346 LBS

LEFT = 100 %
CENTER = 97.8 %
RIGHT = 100 %

No payload adjustment .... results in 16 LBS overload

PANEL = "DMFS COMET"

TRIM = 4 units
SLAT/FLAPs SETTING = 20* (1 notches)
MAX T/O THRUST = RPM 100 %
V1 = 117
VR = 127
V2 = 139
VAT = 138
INITIAL ROC = 2,000 FPM
FLAPS RETRACT = 220 KTS .... increase ROC to 2,500 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS.

Maintain 2,000 FPM ROC after Gear and Flaps retraction (by 3,000 FT) .... reduce engine thrust to RPM 7,500 then assume the following ROC climb and airspeed/power adjustment schedule .....

- 10,000 FT reduce ROC to 2,000 FPM @ RPM 7,450
- 15,000 FT reduce ROC to 1,800 FPM @ RPM 7,450
- 20,000 FT reduce ROC to 1,500 FPM @ RPM 7,450
- 22,000 FT reduce ROC to 1,200 FPM @ RPM 7,450
- 24,000 FT reduce ROC to 1,000 FPM @ RPM 7,400
- 26,000 FT reduce ROC to 800 FPM @ RPM 7,350
- 28,000 FT reduce ROC to 500 FPM @ RPM 7,250
- 30,000 FT reduce ROC to 200 FPM @ RPM 7,200
- 31,000 ALT CAPTURE @ RPM/ 7,150

FL310 MACH 0.79 CRUISE PERFORMANCE ....

IAS = 300
GS = 465
TAS = 492 (300 X 1.64 = 492)
MACH = 0.79
RPM = 7,150
F/F = 1,075 KG per engine (4,300 KG total)
AI = +1*


"RECOMMENDED MAX PAYLOAD DESCENT & APPROACH TO LANDING PROCEDURES"


DH106 COMET IV COMET IV

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS (RPM 7,000) .... maintain level flight to aid airspeed reduction to less than 300 KTS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD (RPM 6,500).

- 17,500 FT .... adjust QNH 2991/1012 (RPM 6,450).

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS (RPM 6,400).

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 250 KTS reducing to 220 KTS (RPM 6,500).

- Base Legue = 220 KTS reducing to 200 KTS (RPM 6,350).

- Engage Auto-approach (select AP "BEAM" mode).

- FINAL APPROACH = 200 KTS reducing to 180 KTS (RPM 6,300).

- Yaw Damper = OFF".

- Select FLAPS 20 = 200 KTS.

- ILS/GS intercept = 180 KTS

- Select gear down = 180 KTS

- Select FLAPS 30 = 175 KTS.

- Reduce airspeed toward 118/117 KTS.

- Select FLAPS 40 = 155 KTS.

- Select FLAPS 60 = 145 KTS.

- Approach to landing airspeed (full flaps) = 118/117 KTS (VAT).

- Touchdown airspeed = 108/107 KTS.

- Manually deploy Wing Spoilers.

- Engage reverse thrust at idle RPM (reverse is available on engine #1 and #4 only).

- 80-60 KTS = cancel reverse thrust .... retract wing Spoilers and Flaps.

- Taxi to gate/stand.


Mark C
AKL/NZ