HS121 TRIDENT Manual

[aerofoto - HJG Admin]

HS121 TRIDENT 1C/1E/2E/3B/SUPER 3B MANUAL # 1

UPDATED: June 30th 2023.





1.00: "HS 121 TRIDENT MANUAL".

We are grateful to David MALTBY for modeling the HS 121 TRIDENT for FS .... and allowing HJG to host his simulations.

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


- Cosford Museum
- Dave BOOKER (RIP)
- Jon GOLDWATER
- De Havilland Heritage Museum
- T.MATHEWS
- Peter McLELAND
- Saverio MAURRI
- Garry RUSSEL (RIP)
- Brian WITHERS


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


1.01: "INTRODUCTION".

It is important to appreciate there is no such thing as a standard version among HS 121 TRIDENT 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 HS 121 TRIDENT inventory hosted by HJG represents each of the major production configurations which apply to these aircraft.

PLEASE NOTE: The DMFS HS 121 TRIDENT aircraft base packs are "FS2004" native but are also 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 HS 121 TRIDENT 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 HS 121 TRIDENT. 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 HS 121 TRIDENT".


1.02: "DMFS HS 121 TRIDENT PROJECT DESCRIPTION".

This HS 121 TRIDENT project is composed of each of the following essential elements ....


- 3D models
- 2D and VC panels
- HS 121 TRIDENT (type) RR SPEY turbofan sound packs
- Customized FDE
- Customized lighting effects
- High quality textures featuring HS 121 TRIDENT aircraft liveries from around the world


1.03: "DMFS HS 121 TRIDENT 3D MODEL REPRESENTATION".

This HS 121 TRIDENT project is composed of each of the following 3D models/aircraft type configurations ....


- HS 121 TRIDENT 1 (demonstrator uses -2E model)


- HS 121 TRIDENT 1C (uses -2E model)


- HS 121 TRIDENT 1E (uses -2E model)


- HS 121 TRIDENT 2E


- HS 121 TRIDENT 3B


- HS 121 TRIDENT SUPER 3B (uses 3B model



1.04: "DMFS HS 121 TRIDENT AIRCRAFT ENGINE TYPE/THRUST & AIRCRAFT WEIGHT DESCRIPTIONS".

This HS 121 TRIDENT project features of each of the following aircraft configurations ....


- HS 121 TRIDENT 1 (demonstrator)
MTOW 115,000 lb
3X RR SPEY MK 505 turbofan engines rated at 10,410 lbs thrust each.

- HS 121 TRIDENT 1C
MTOW 115,000 lb
3X RR SPEY MK 505 turbofan engines rated at 10,410 lbs thrust each.

- HS 121 TRIDENT 1E
MTOW 128,000 lb
3X RR SPEY MK 511 turbofan engines rated at 11,400 lbs thrust each.

- HS 121 TRIDENT 2E
MTOW 144,000 lb
3X RR SPEY Mk 512 turbofan engines rated at 11,960 lbs thrust each.

- HS 121 TRIDENT 3B
MTOW 155,000 lb
3X RR SPEY Mk 512 turbofan engines rated at 11,960 lbs thrust each (plus 1X RR RB 162-86 turbojet booster engine rated at 5,250 lbs thrust).

- HS 121 TRIDENT SUPER 3B
MTOW 159,900 lb
3X RR SPEY Mk 512 turbofan engines rated at 11,960 lbs thrust each (plus 1X RR RB 162-86 turbojet booster engine rated at 5,250 lbs thrust).


PLEASE NOTE: The operating weight and engine thrust of HS 121 TRIDENT 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 HS 121 TRIDENT 3D MODEL REPRESENTATION ANIMATIONS".

The HS 121 TRIDENT 3D models represented within this project feature all of the following animations ....









PLEASE NOTE: TRIDENT 1C currently uses the DMFS TRIDENT 2 model.

PLEASE NOTE ALSO : TRIDENTSUPER 3B currently use3 the DMFS TRIDENT 3 model.


These 3D HS 121 TRIDENT 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/slat 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 HS 121 TRIDENT 3D models are "FS2004" native but are also FSX portable.


1.06: "DMFS HS 121 TRIDENT PANEL REPRESENTATION".

This HS 121 TRIDENT project is composed each of the following 2D and VC panel versions ....


HS 121 TRIDENT 2D Panels




PLEASE NOTE: Used with the standard 3D "MODEL" and "PANEL" these TRIDENT simulations include both 2D main panel and a selectable 2D landing panel views as featured above.


HS 121 TRIDENT VC Panel




PLEASE NOTE: Used with the 3D "VC MODEL" and "VC PANEL" these TRIDENT simulations include both a selectable VC main panel and standard 2D panel views as featured above.

PLEASE NOTE ALSO: These HS 121 TRIDENT 2D and VC panels are "FS2004" native and also FSX portable.

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


TRIDENT Panel



1.07: "DMFS HS 121 TRIDENT SOUND REPRESENTATION".

This DMFS HS 121 TRIDENT project is currently composed of the following customized sound pack options ....


HS 121 TRIDENT "mono" sound pack (FS2004 DMFS generic version).

HS 121 TRIDENT 1C RR SPEY 505 turbofan "hi-fidelity" sound pack (separate FS2004 and FSX customized audio).
HS 121 TRIDENT 1E RR SPEY 511 turbofan "hi-fidelity" sound pack (separate FS2004 and FSX customized audio).
HS 121 TRIDENT 2E RR SPEY 512 turbofan "hi-fidelity" sound pack (separate FS2004 and FSX customized audio).
HS 121 TRIDENT 3B RR SPEY 512 turbofan "hi-fidelity" sound pack (separate FS2004 and FSX customized audio)
HS 121 TRIDENT SUPER 3B RR SPEY 512 turbofan "hi-fidelity" sound pack (FSX version).


PLEASE NOTE: The DMFS supplied TRIDENT RR SPEY sound pack version is a "mono" type audio production and is applicable to all DMFS supplied HS 121 TRIDENT versions.

PLEASE NOTE ALSO: The HS 121 TRIDENT RR SPEY 505, 511, and 512 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. Separate "FS2004" and "FSX" specific versions of these sound packs are provided .... "DO NOT" install the FS2004 sound packs into FSX .... and "DO NOT" install the FSX sound packs 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 HS 121 TRIDENT SMOKE & AIRCRAFT LIGHTING EFFECTS REPRESENTATION".

This HS 121 TRIDENT project is composed of the following aircraft texture night lighting effects ....





This HS 121 TRIDENT project is composed of the following engine smoke effects ....





1.09: "DMFS HS 121 TRIDENT TEXTURE REPRESENTATION".

This HS 121 TRIDENT project is composed of textures representing the liveries of real world airlines/operators from around the world.

PLEASE NOTE: All DMFS supplied HS 121 TRIDENT textures are compatible with "FS2004" and "FSX".

PLEASE NOTE ALSO: All HJG supplied and imported HS 121 TRIDENT textures are also compatible with "FS2004" and "FSX".


1.10: "DMFS HS 121 TRIDENT GENERAL INSTALLATION".

PLEASE NOTE: The Installation of all DMFS supplied HS 121 TRIDENT 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 HS 121 TRIDENT 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 HS 121 TRIDENT AIRCRAFT BASE PACK INSTALLATION".

The Installation of all DMFS supplied HS 121 TRIDENT 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 HS 121 TRIDENT 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 HS 121 TRIDENT aircraft base texture combo folders are named as follows ....


HS121 Trident 1
HS121 Trident 1C
HS121 Trident 1E
HS121 Trident 2E
HS121 Trident 3B
HS121 Trident SUPER 3B


PLEASE NOTE ALSO: Updated AIRCRAFT.CFG FILES are available from the TRIDENT 1/2 and TRIDENT 3 downlods pages. Separate data is provided for the TRIDENT 2 and TRIDENT 3.This data is identified per yellow placards entitled as follows ....


"TRIDENT 2 FDE UPDATE (FOR FS2004 AND FSX) DECEMBER 2021"
"TRIDENT 3B FDE UPDATE (FOR FS2004 AND FSX) DECEMBER 2021"


Simply add this data to the corresponding DMFS TRIDENT 2 and TRIDENT 3B Aircraft Base Packs .... and select "YES/OK" to any/all overwrite prompts. These CFG files are composed of all default DMFS FLTSIM.XX/TEXTURE entries. FLTSIM.XX entries for non-DMFS released TRIDENT 2 and TRIDENT 3B textures should be added to these CFG files "prior to" installing and overwriting the original data.

Separate stand-alone TRIDENT 1, TRIDENT 1C, TRIDENT 1E and TRIDENT SUPER 3B Aircraft Base Texture combo files are also available .... on the TRIDENT 1/2 and TRIDENT 3 downloads page.

PLEASE NOTE ADDITIONALLY: These files are already composed of updated FDE.

All DMFS supplied HS 121 TRIDENT aircraft base packs are available from separate HS 121 TRIDENT aircraft type sections located on the HJG DOWNLOADS page.


1.12: "DMFS HS 121 TRIDENT PANEL INSTALLATION".

Installation of the DMFS supplied HS 121 TRIDENT 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 HS 121 TRIDENT aircraft base pack is, by default, aliased to the DMFS SHARED FILES master folder and to the DMFS supplied HS 121 TRIDENT panel.

The panel file includes full documentation.

The DMFS supplied HS 121 TRIDENT panel folder is named as follows ....


HS 121 TRIDENT Panel VC


Failure to perform the above recommended installation process correctly "WILL" result in these HS 121 TRIDENT panels either not displaying or otherwise not working correctly.


"DMFS HS 121 TRIDENT AIRCRAFT BASE PACK/PANEL ASSIGNMENTS"

All DMFS supplied HS 121 TRIDENT simulations use the following panel file versions ....


HS 121 TRIDENT 1 (demonstrator) .... use DMFS HS 121 TRIDENT 2D/VC Panel
HS 121 TRIDENT 1C .... use DMFS HS 121 TRIDENT 2D/VC Panel
HS 121 TRIDENT 1E .... use DMFS HS 121 TRIDENT 2D/VC Panel
HS 121 TRIDENT 2E .... use DMFS HS 121 TRIDENT 2D/VC Panel
HS 121 TRIDENT 3B .... use DMFS HS 121 TRIDENT 2D/VC Panel
HS 121 TRIDENT SUPER 3B .... use DMFS HS 121 TRIDENT 2D/VC Panel


PLEASE NOTE: Other HS 121 TRIDENT 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 HS 121 TRIDENT panels are available from the "HS 121 TRIDENT PANELS" section of the HJG downloads page.


HS 121 TRIDENT 2D PANEL VIEW STANDARD KEYBOARD COMMANDS (from 2D panel view).


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


HS 121 TRIDENT 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 THESE TRIDENT PLEASE NOTE.

The HJG offered versions of these DMFS TRIDENT panels "ARE" FSX portable. All previously known issues have been fixed by HJG.

When installing these TRIDENT panels into FSX the following procedure is "ABSOLUTELY ESSENTIAL".

PLEASE NOTE: these TRIDENT panels will not work properly in FSX unless the following procedure/s are correctly performed ....

- Open the HS121 TRIDENT PANEL folder.
- Identify the "REPLACEMENT FILES FOR FSX" folder.
- Open this folder then select and install its contents (2X files) inside this "HS121 TRIDENT PANEL" folder only.
- select "OK/YES" to any/all overwrite prompts.

- Open the HS121 TRIDENT PANEL VC FSDS3 folder.
- Identify the "REPLACEMENT FILES FOR FSX VC FSDS3" folder.
- Open this folder then select and install its contents (2X files) inside the "HS121 TRIDENT PANEL VC FSDS3" 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 HS 121 TRIDENT SOUND PACK INSTALLATION".

The HS 121 TRIDENT "Mono" type sound pack by David MALTBY can be used with any DMFS supplied HS 121 TRIDENT 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 HS 121 TRIDENT aircraft base pack is, by default, aliased to the DMFS SHARED FILES master folder and the DMFS supplied HS 121 TRIDENT sound pack.

The HJG supplied "Hi-Fidelity" type HS 121 TRIDENT sound packs, by Benoit PLAMONDON, are "aircraft type specific" and must only be used with the recommended HS 121 TRIDENT aircraft base packs. These sound packs have been customized for use with the FDE accompanying each DMFS supplied HS 121 TRIDENT 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 HS 121 TRIDENT aircraft base pack file for which they are intended.

All HS 121 TRIDENT sound packs are available from the "HS 121 TRIDENT SOUNDS" section of the HJG downloads page.


"HS 121 TRIDENT AIRCRAFT BASE PACK/SOUND PACK ASSIGNMENTS"

All DMFS supplied HS 121 TRIDENT simulations use the following recommended sound pack versions ....

HS 121 TRIDENT 1 (demonstrator) .... use TRIDENT 1C RR SPEY 505 turbofan sound pack .... or mono version TRIDENT sound pack
HS 121 TRIDENT 1C .... use TRIDENT 1C RR SPEY 505 turbofan sound pack .... or mono version TRIDENT sound pack
HS 121 TRIDENT 1E .... use TRIDENT 1E RR SPEY 511 turbofan sound pack .... or mono version TRIDENT sound pack
HS 121 TRIDENT 2E .... use TRIDENT 2E RR SPEY 512 turbofan sound pack .... or mono version TRIDENT sound pack
HS 121 TRIDENT 3B .... use TRIDENT 3B RR SPEY 512 turbofan sound pack .... or mono version TRIDENT sound pack
HS 121 TRIDENT SUPER 3B .... use TRIDENT 3B RR SPEY 512 turbofan sound pack .... or mono version TRIDENT 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 HS 121 TRIDENT 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 HS 121 TRIDENT SMOKE EFFECTS".

All DMFS supplied HS 121 TRIDENT 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 HS 121 TRIDENT TEXTURE FILES".

All DMFS supplied HS 121 TRIDENT 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 HS 121 TRIDENT 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 HS 121 TRIDENT 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 HS 121 TRIDENT AIRCRAFT IDENTIFICATION - MSFS AIRCRAFT SELECTION MENU"

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

All DMFS supplied HS 121 TRIDENT aircraft subjects will/should, by default, appear within the MSFS Aircraft Selection Menu in accordance with the following designations ....


- Hawker Siddely
Trident 1E

- Hawker Siddely
Trident 2E

- Hawker Siddely
Trident 3B


The above designations govern how these HS 121 TRIDENT simulations are recognized and presented within the MSFS Aircraft selection Menu.

The UI MANUFACTURER data line (which for these aircraft subjects should always read "HAWKER SIDDLEY") .... then the UI TYPE data line (which for these aircraft subjects should always read "TRIDENT" .... 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 HS 121 TRIDENT 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 HS 121 TRIDENT 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]

HS121 TRIDENT 1C/1E/2E/3B/SUPER 3B MANUAL # 2

UPDATED: June 30th 2023.





2.00: HS121 TRIDENT PANEL OVERVIEW

This panel is an accurate rendition of a real TRIDENT airliner as was in service with both BEA and BRITISH AIRWAYS. Most of the photography was done at the De HAVILLAND Heritage museum, London Colney, with some also done at Cosford. Every effort has been made to make it authentic in look and function, while still remaining usable in FS.The real aircraft panel has quite a wide spread, so the main view has been set to make all the vital instruments visible for the "single crew" FS pilot. A cut down "pilot view" panel is also included on the 2D version and you can toggle between the two. The Virtual cockpit (VC) is fully functional and the model can be operated completely from VC mode. There are some helpful viewing options built into the VC that can eliminate the problems of panning around the 3D environment. The panel is good for both the TRIDENT 2 and 3. When used with a TRIDENT 3 model, additional gauges for the booster engine are displayed.The model is intended as a piloting simulation only. The engineer's position is not covered in any detail except for a simple fuel panel. The gauges were researched using BEA manuals written in the days when such were both informative and correct. The final development and testing phase was completed with the help of two ex-TRIDENT pilots. Their input over several weeks certainly proved the quality of the manuals as most of the alterations made were down to my misreading them. I can confidently state that this is one mighty fine TRIDENT simulation.

CREDITS

Panel design and gauges: David MALTBY & Saverio MAURRI
VC model : David MALTBY
Photography, research material : Dave Booker

Special thanks to Peter McLELAND, Jon GOLDWATER, and Brian WITHERS for their enthusiastic testing and expert advice. All have a huge amount of piloting experience in a wide variety of aircraft with Peter and Jon also both having flown TRIDENT's for a number of years.

The following documentation is also contained in the TRIDENT Panel download and after installation it can be found in the folder "Flight Simulator 9\Aircraft\DMFS Shared Files\HS121 Trident 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

Airspeed Indicator.

Displays Indicated Airspeed (IAS) in Knots.



The needle can travel round one and three quarter times, so the scale is split at 250 knots and continues on the inner section. At this 250 knot point the outer portion of the needle is hidden so the needle only points at the inner scale. The speed bug can be moved to mark any speed. If you click the "Speed Reference Chinagraph" the bug is automatically set to either V2 (safe flying speed) or VAT (landing speed) depending on your current situation. 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 marks are at 60 and 90 degrees. The scale on the inside shows a pitch scale up/down in 10 degree marks. The orange lines that move across these scales show the required bank and pitch from the Flight Director. The Flight Director switch is on the Auto Pilot. When relevant NAV or ILS signals are present the "BEAM" and "GP" flags are displayed.

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 pressure setting is in millibars. You can click either side of the pressure setting value to increase or decrease it.

HSI (Horizontal Situation Indicator).

Visual representation of the aircraft's heading and the position in relation to any beacon tuned in on the NAV1 receiver.



This gauge also sets the Heading and Course values which are used in Heading Hold and NAV Hold modes of the Auto Pilot. Click on the knobs (bottom left and right) to adjust these values. The Heading pointer is a circle with a line. The Course pointer is an arrow. The course setting is also shown by the numbers in the top right corner. There are NAV/Localizer and Glide Slope indicators on the center section. If there is no relevant signal being received the Glide Slope indicator is not visible and the Localizer Indicator returns to its central position. The Localizer line moves sideways relative to the Course bug. The five dots provide a scale with the outer dots being the maximum deflection of the instrument. The Localizer line is actually printed on a moving "Roller Blind" which displays a different background depending on the type of signal being received. The background types are "No Signal, To Beam, From Beam", and "ILS". The Glide Slope line moves up and down, again with five dots showing the scale and maximum deflection. The thin line on the top of the compass scale displays the current drift due to any cross wind. The gauge pictured here is from an aircraft that is flying a heading of 290 degrees and is about to turn left to settle onto the Localizer beam of an ILS (course 236), the crosswind is causing about 5 degrees of drift to the left.

VSI (Vertical Speed Indicator).

Shows the vertical speed in thousands of feet per minute to a maximum of 6,000 ft/min.



The TRIDENT is capable of exceeding 6,000 ft/min in an extended descent, but not a climb!

Machmeter.

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



When no speed is registering the needle points at the green datum mark at the bottom.

Radio Altimeter.

This is a simple radio altimeter that is active from 1,000 ft and measures from 700 ft.



Over 1,000ft the orange/black flag is displayed. A green "Kick Off Drift" flag is displayed to indicate when auto rudder is active during an Auto Land. This is also indicated by a blue "Rudder" light on the glare shield which can be pressed to cancel "Auto Rudder". "Kick Off Drift" is when the rudder is used to straighten the aircraft onto the runway line just before touchdown. The yellow Decision Height bug can be moved by clicking the gauge.

Speed Reference Chinagraph.

The crew had to work out the correct take-off and landing speeds for their flight and would write them down to display for reference.



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 aircraft's current weight and configuration.

- V1 (Max speed to abort takeoff was normally VR -5)
- VR (Rotate speed take-off)
- V2 (Safe flying speed takeoff)
- 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, Amber for Middle,and White for Inner. Not every airport will have all of these markers.

Standby Attitude.

A basic standby Attitude Indicator.



Standby 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 pressure setting is in inches of mercury to help out with the default pressure settings used in FS. You can click either side of the pressure setting value to increase or decrease it. All Altimeter pressure settings are linked together in FS.

Standby Airspeed Indicator.

Duplicate of the main Airspeed Indicator.



Displays Indicated Airspeed (IAS) in Knots. The needle can travel round one and three quarter times, so the scale is split at 250 knots and continues on the inner section. At this 250 knot point the outer portion of the needle is hidden so the needle only points at the inner scale. There is no VMO/MMO Indicator on this gauge.

FL 100 Warning Light.

Flashes green when you have descended below FL 100 (10,000 ft).



Click light to cancel warning. The warning is automatically reset whenever the aircraft rises above FL 100.

Autopilot Status.

Shows the current status of the Auto Pilot settings.



There are eight lights (reading across from top left).

- SPEED: Either IAS or Mach Hold is engaged
- DESC: Descent mode engaged (shows even if zero descent rate selected)
- ACQ: Height Acquire mode selected (flashes if Height Hold is not engaged)
- HT: Height Lock engaged
- THROT: Auto Throttle Speed Hold engaged (flashes if Speed Hold not engaged and Height Hold not engaged)
- AZM: Azimuth Master engaged (NAV, HDG, Glide or Land modes)
- BEAM: Currently receiving and using beam information (VOR or ILS)
- GP: Currently receiving Glide Path information from ILS (flashes if outside acceptable limits for ILS approach)

PVD (Para Visual Display)

Displays a visual indication of the movement required to be on course.



Operates in two modes. Normal operation is linked to Flight Director bank commands and Take-Off mode moves to guide the pilot onto the runway center line by using the ILS localizer beam tuned on NAV1. These modes are selected using a switch on the glares shield combing (center panel). In FS the display can be turned "On/Off" by clicking this gauge. Due to display limitations in the sim, this gauge does not move as fast as the real thing and its use is limited.

Weather Radar.

HJG made the DMFS TRIDENT panels WX Radar functional during June 2023.



The WX Radar set is located within the upper left middle section of the TRIDENT Main Panel and below the windshield.

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

- The tab located at the top left of the selector panel (below the actual Radar screen) is the ON/OFF" switch .... which switches the unit between "OFF, ON", and "STAB" settings.

- The large rotary switch located within the center of the selector panel is the "RADAR ANTENNAE TILT" switch .... enabling the antennae scanner to be set at axis' ranging between 15* up or down.

- The tab located at the top right of the selector panel is the "RANGE LINE INTENSIFIER" .... to dim or intensify brightness of the WX Radar range line definitions in accordance with personal preference.

- The tab located at the bottom left of the selector panel is the "RANGE SELECTOR" .... enabling the WX Radar range to be set in increments of 20, 50, or 150 miles.

- The tab located at the bottom left middle of the selector panel is the "CONTRAST SELECTOR" .... enabling brightness of the overall WX radar screen to be dimmed or brightened in accordance with personal preference.

- The tab located at the bottom right middle is the WX Radar "GAIN" selector .... with 3 selectable settings enabling brightness of the displayed meteorological detection to be dimmed or brightened in accordance with personal preference.

PLEASE NOTE: This WX Radar set requires either an unlicensed or fully licensed version of Pete DOWSON's FSUIPC module in order to function.

PLEASE NOTE ALSO: FSUIPC modules are FS version specific (separate files for FS2004 and FSX). Follow Pete DOWSON's installation instructions with precision. The latest FSUIPC version/s for FS2004 or FSX may be downloaded from ....

www.schiratti.com/dowson.html


2.02:Centre Panel.

The Center Panel is dominated by the motorized moving Doppler Map as fitted to the BEA and BA TRIDENT's (and a few other airlines).



Sadly this wonderful piece of kit does not work at all in FS. Not all that inaccurate by most accounts. As well as providing the authentic TRIDENT look it does provide a very useful space for a pop up auto pilot window. The various levers across the bottom of the Doppler Map are from left to right.

- Spoilers
- Parking brake
- Throttles
- Gear

All the levers are clickable.

N2 RPM.

N2 engine revs.



Exhaust Gas Temperature.

Temperature in celsius.



The temperature should be under 600 degrees.

Thrust Index.

The real aircraft had tables of Thrust Index settings according to temperature and pressure.



The pilot set the relevant index number (the yellow numbers in the center) so that during take-off the gauge reads a true power level for the conditions. The gauge does work in FS and will automatically calculate the index number using the current temperature and pressure. The lower the index number is the more power is needed to produce the "normal" thrust level. The pointer should always read 100% during take-off and if it cannot reach this level take off should be aborted. You can manually alter the Index number by clicking on the bottom half of the gauge. Clicking the top half of the gauge resets the Index number according to the current temperature and pressure.

Radio Altimeter.

This is a simple radio altimeter that is active from 1,000 ft and measures from 700 ft.



Over 1,000ft the orange/black flag is displayed. A green "Kick Off Drift" flag is displayed to indicate when auto rudder is active during an auto land. This is also indicated by a blue "Rudder" light on the glare shield which can be pressed to cancel Auto Rudder. Kick Off Drift is when the rudder is used to straighten the aircraft onto the runway line just before touchdown. The yellow Decision Height bug can be moved by clicking the gauge.

Distance To Go.

Can provide a runway "Distance To Go" count down during takeoff or landing.



The pilot would set in the available distance and the gauge would count it down as the main wheels moved along the runway. You can set the available distance by clicking on the gauge, right side to increase, left side to decrease. Once the wheels start to move, the distance reduces. This equipment, along with the PVD center line indication was certified for low visibility take-off. When the unit is not in operation a yellow bar covers the distance reading. This happens automatically after a take-off. The scale across the top shows ground speed in knots (0-100).

Drift Degrees.

Calculates and displays the current amount of drift in degrees due to any crosswind component.



Also shows the ground speed in knots. Use this to work out the corrected heading to fly to stay on course. The drift is also conveniently displayed on the HSI (main panel).

RMI (Radio Magnetic Indicator).

Gives both ADF (Automatic Direction Finder) and VOR (VHF Omnidirectional Range) direction for whatever beacons are tuned in (NAV1,NAV2,ADF1,or ADF2).



The single lined arrow shows the direction for NAV1 or ADF1 and the double lined arrow is for NAV2 or ADF2. The indicators above display which type of signal is being received one for "VOR"and "ADF" or blank are displayed. In FS these indicators can be clicked to switch between "VOR" and "ADF" if both types of signal are currently available. This RMI is accurate in that it cannot point to any ILS signal. A VOR beacon radiates separate beams for every degree of the compass. ADF beacons are less complex devices than VOR beacons. They only emit a single signal and are less accurate than VOR.

DME (Distance Measuring Equipment).

These display 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.

Turn Coordinator.

Shows a central position with three standard rate markers each for left and right turns.



The outer marker shows a standard 2 minute rate turn (time taken for a full 360 degree turn). The Middle Marker shows a half rate turn (i.e. it would take 4 mins to do a 360 degrees turn). The Inner Marker (half line) shows quarter rate. It is usual to use only half rate (or 4 min turn rate) in a large jet. The turn is considered "coordinated" when the Bubble Indicator is central.

Flap Position.

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 top half to raise a notch, click on the bottom half to lower a notch. Using this the TRIDENT model in FS the slats extend on their own with the first notch of flaps. The flap settings for the model are

- All Up
- Slats down/Flaps up
- 10 degrees (Take-off)
- 16 degrees (Take-Off)
- 23 degrees (Take-Off)
- 28 degrees (Approach)
- 45 degrees (Landing)

Slat Position.

Shows the position of the leading edge slats up or down.



Using this TRIDENT model in FS the slats extend on their own with the first notch of flaps.

Auto Land And PVD Mode.

The blue light is lit if the Auto Rudder is active during auto land.



Auto Rudder performs an automatic Kick Off Drift procedure to align the aircraft with the runway before touchdown. Auto Rudder can be switched "Off" by clicking the blue light. If Auto Land is selected (on the Auto Pilot) the Landing Integrity Indicator displays green. If Auto Land is not in operation it displays red with a white "MAN LAND" text. The switch on the right is the PVD mode selector. Turned to the left is "Normal Mode" where Flight Director information is displayed through the PVD "Barber Pole" (main panel). Turned to the right is "Take-Off" mode where the PVD displays relative to the runway center line using the ILS beam tuned in on NAV1.

Landing Gear Indicators.

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 at the top show when the gear doors are open.

Auto Pilot Channels Indicator.

Shows round "IN" flags for Roll And Pitch when the Auto Pilot is active.



Also shows visual representation of roll commanded by the Auto Pilot.

Tail Trim.

This shows the position of the variable incidence tail plane.



This is the TRIDENT's elevator trim (or pitch trim) setting. The scale only shows maximum "Nose Up" and maximum "Nose Down" (roughly 8 degrees either way). The tail plane is level when the pointer is at 3 O'clock. The model usually needs around 2.5 degrees nose up for take-off otherwise it may not rotate at the correct speed. The gauge can be used to move the tail plane by clicking with the mouse. Click on the top half for more nose up trim, click on the bottom half for more nose down trim. This gauge has been exaggerated in size for the FS panel as the real thing is only just visible to the naked eye.

Booster Engine.

Operates the booster engine (Trident 3 models only).



The booster engine has five states - "Off, Idle, Flight Idle, Climb", and "Take Off". The blue "Stop" light (bottom left) is lit when the engine is off but still turning. Click the blue light to stop the booster engine. The booster is started by the booster starter panel on the Overhead Panel. The switch selects either "Idle" or "Climb Mode", with the needle showing the power output. Take-off power is only reached if "Climb Mode" is selected and the main engines are at take-off RPM. Otherwise the booster engine does not respond to throttle changes and operates at a fixed level. To get the best possible simulation of the booster it has been set up as a proper 4th engine in FS. FS does not allow different power ratings for individual engines so the booster always runs at lower throttle settings to achieve the correct level of power. Under normal circumstances the booster is not needed. It is only required at heavy weight (or high temperature) when the take-off run is under 2,000 meters.

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.

Brake Pressure.

The green gauge shows the parking brake pressure applied to each side of the main gear.



The yellow gauge shows the toe brake pressure applied to each side of the main gear.


2.03:Auto Pilot

The Auto Pilot is a separate window from the main panel.



It is toggled on/off by the toggle button marked "AP". In the VC the AP panel is positioned in the middle of the pedestal.

(1) Azimuth And Pitch Switches (AP Master Switch). Simple FS Master "On/Off" for Auto Pilot functions. The Flight Director can still use the different modes if the Auto Pilot is "Off". Auto Throttle works independently of the Auto Pilot Master.

(2) Damping. Works as Yaw damper in FS.

(3) F/Dir. Flight Director "On/Off" button. The Flight Director displays required bank and pitch commands on the Attitude Indicator (main panel). FD can be switched off while the Auto Pilot is running and can also be switched on while the Auto Pilot is "Off".

(4) Speed Hold. The TRIDENT Speed Hold has three modes.

- Throttle. Holds the selected indicated air speed by use of the Auto Throttle.
- IAS. Holds the selected indicated air speed by adjusting pitch. This is not an Auto Throttle control.
- Mach. Holds the current Mach number by adjusting pitch. This is not an Auto Throttle control.

For each mode Speed Hold is only active when the "Engage" button is pulled on (yellow light lit). Once engaged the Speed Hold can be selected by clicking the Vertical Thumb Wheel. When Speed Hold is not engaged the selected speed is always set to the current speed. In both IAS and Mach modes engaging Speed Hold will automatically disengage Height Lock (not Acquire) and vice versa. Height Acquire can be used with all speed hold modes. Height Lock can be used when Throttle mode is engaged but not with IAS or Mach modes.

(5) Azimuth Master. This button activates both Heading Hold and NAV Hold. On the real aircraft this button could also be twisted to set the maximum bank angle for the Auto Pilot. In the model maximum bank angle is fixed at 20 degrees (which was normal on the TRIDENT). Heading Mode or NAV Mode is set using a switch on the Horizontal Situation Indicator (main panel). The switch points up for NAV Mode and points right for Heading Mode. The relevant bug is pictured next to the switch.



The Heading and Course (NAV) to hold are set using the knobs on the HSI.

(6) Prime Switch. Selects the use of Approach Mode and Auto Land Mode. In the "Off" position Heading Hold and NAV Modes can be used. In the "Glide" position Approach Mode is active. It will capture and follow any ILS beams tuned to NAV1. In the "Land" position "Glide" is active and full Auto Land is also active. The model does not require that you press the "Engage Glide" button (bottom right). Selecting the "Prime" switch to "Glide" or "Land" will always engage that particular mode as well. Similar to the real thing Auto Land activates a more accurate approach phase in the model at around 1,000ft (Radio Alt) and (hopefully) guarantees that the aircraft will land on the runway even in a strong cross wind. At the correct moment Auto Land cuts the throttle, performs a flare, and uses the rudder to kick off any drift to land as straight as possible on the runway.

(7) Height Hold. The TRIDENT Height hold has two modes.

- Lock. Holds the current height.
- Acquire. Climbs or descends to the selected height and reverts to Lock mode when it gets there.

For each mode "Height Hold" is only active when the "Engage" button is pulled on. The selected height can be set at any time by clicking the "Height" knob. When "Acquire" Mode is selected the vertical "Pitch" thumb wheel sets the vertical speed. In both IAS and Mach Modes engaging Speed Hold will automatically disengage Height Lock (not Acquire) and vice versa. Height Acquire can be used with all Speed Hold modes. Height Lock can be used when Throttle Mode is engaged but not with IAS or MACH Modes.

(8) Descent Mode. Descent mode can be engaged at any time and will override the other modes. Height Lock (not Acquire), IAS, and MACH Modes will all be disengaged if either are active. The descent rate is set by clicking on the "Select Descent" knob. If Height Acquire Mode is engaged, Descent Mode will be automatically disengaged when the selected height is reached.


2.04:Fuel Panel.

The fuel panel is a separate window and is toggled "On/Off" by the Fuel button.



The TRIDENT has tanks in the wings and a central tank in the fuselage all feeding any engine. The model is simplified with a basic left/center/and right control of all tanks and pumps.

Fuel Tank Loads.

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



All tanks can feed all engines. Each fuel level gauge displays in kilograms x 1,000. The Center Tank gauge reads up to 8,500kg with each wing having two tanks of 5,500kg, and 2,500kg.

Fuel Flow.

This shows the current rate of fuel to each engine in kilograms per hour x 1,000.



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 three (three 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 correct. The gauge pictured shows a fuel flow of 2,150 kg/hr with 144 kg having been used.

Fuel Temperature.

Fuel temperature entering engines in degrees centigrade.



Fuel Pressure.

Fuel pressure for each engine in pounds per square inch.



Booster 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 two tanks each.



All Booster Pumps work together for each fuel tank group. The Gulls Eyes show if fuel is flowing from each tank. If all Booster Pumps are turned "Off" the engines will stop and the amber LP warnings will light. The Cross Feed Valve does not perform any function in FS and is always open.


2.05:Overhead.

The Overhead is a separate window from the Main Panel. It is toggled "On/Off "by the toggle button marked "OH".



Only the parts that serve a useful purpose in FS are described here.

(1) Auto Throttle Engine Masters. All switches operate together on the model as FS doesn't allow for easy splitting of Auto Throttle. The real TRIDENT had the option of turning "Off" the AT for any engine. Typically Engine 2 would be kept "Off" Auto Throttle in case the AT selected low RPM which could cause problems for the pressurized systems.

(2) PVD Master (Para Visual Display). Master "On/Off" for the PVD indicators on the front of the glare shield (see Main Panel). In FS the PVD display can also be turned "On/Off" by clicking the PVD gauge itself.

(3) Pitot Heaters. The Pitot Heaters are needed to keep ice from blocking the Pitot Tubes which would stop instruments from working.

(4) Taxi lights.

(5) Landing lights. Both Landing Light switches move together and cannot be operated independently.

(6) Avionics. These Radio Power switches have been assigned as the basic FS Avionics Master switch.

(7) Battery. The Domestic Supply switches have been assigned as the basic FS Battery Master switch.

(8) Turn And Slip instrument. Individual power switch for the Turn and Slip instrument on the Center Panel.

(9) Standby Horizon. Individual power switch for the Standby Horizon gauges.

(10) Navigation And Anti Collision Lights. Operates the red and green NAV lights on the wing tips and the flashing beacons on the fuselage.

(11) Panel lights. Operates the panel lighting.

Starter.

The starter is a separate window from the Main Panel.



It is toggled "On/Off" by the following ignition toggle button.



On the VC the starter panel is located on the Overhead.

(1) Anti-Ice. De-ice system for engines and air frame. Engine Anti-Ice works on the individual engines.

(2) APU Section. This only simulates the buttons and switches of the APU. The model does not have a functioning APU.

(3) Ignition Master.

(4) Engine Selection.

(5) Starter.

To start the engines.

- Make sure all relevant Cocks and Fuel Valves are open on the fuel panel (Fuel panel is ready to go by default).
- Switch on the Ignition Master.
- Click the Engine Selection switch to the engine you want to start either 1, 2, or 3.
- Click the Starter switch and hold it at "Start" until the engine has started fully.
- Repeat the above step to start the other 2 engines

When all engines are started click the Ignition Master to "OFF". The booster engine panel (TRIDENT 3 only) works on the same idea but does not need the engine selection switch.




2.06:Radios.

COM And NAV

There are two of these gauges with the top one setting COM1 and NAV1 and the bottom on setting COM2 and NAV2 frequencies.



The direction for the tuned beacons (NAV1 and NAV2) is shown on the VOR indicator on the Main Panel and the distance to the beacon is shown on the DME instruments (if the beacon supports DME). FS Radios work in whole numbers and fractions. The frequency is split into two either side of the decimal point. Click on either side of the numbers to increase or decrease the value. Left side to decrease and right side to increase. The selected frequencies on the two radio units can be quickly swapped over by clicking the COM and NAV icon buttons.



ADF frequency.

There are two of these gauges with the top one setting ADF1 and the bottom one setting ADF2 frequencies.



The direction to the tuned ADF beacons is shown on the ADF Indicator on the Main Panel. The three knobs at the bottom are used to change the numbers per units of hundreds and decimals. Click either side of the knob to adjust the number up or down.

Transponder.

FS treats the Transponder Code as four independent numbers.



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


2.07:Virtual cockpit extras.

I've 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 pilots 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 And Preset Views.

In the corner of each pilot's panel there is a small toggle button marked "VC"



The position of this toggle button is shown in yellow.



Clicking the "VC" 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, and 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 fly 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. Main Forward, Center Panel, Overhead Panel, Auto Pilot (and Pedestal), and Fuel (engineer). Note the pre-set views are set from the Captain's side and only the Main Forward view will work from the co-pilot seat. The "X" button closes the VC views popup window.


By David MALTBY & Dave BOOKER (CBFS)

[aerofoto - HJG Admin]

HS121 TRIDENT 1C/1E/2E/3B/SUPER 3B MANUAL # 3

UPDATED: June 30th 2023.





3.00 HS121 TRIDENT CHECKLISTS.

Pre Start Checklist.

NAV Lights - "on".
Fuel Aboard - check gauges versus Flight plan.
Brakes -On (check pressure).
Start clearance - obtained from ATC.
Beacon - "on".

Engine Start Checklist.

Doors - "closed".
Throttles - "closed".
Booster pumps - "on".
Start engines - Starting order engines 2/1/3.
Booster (TRIDENT 3 only) - start if required.
Elevator trim - set for take-off (around 3 degrees nose up).
Speed brakes - checked and "zero".
Starter switches - all "off".
Anti Ice - as required.
Control surfaces - checked.
Thrust Index - set (click thrust index gauges).
PVD - if used switch to "TO MODE".

Taxi Checklist.

WX Radar - "on"
Clearance for taxi - obtained from ATC.
Flaps - 10 degrees selected (16 or 23 for short run).
Batteries - "on".
Speed brakes - "zero".
Trim - Set for take-off.
Take-Off 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 selected.
Speed brakes - checked and "zero".
Fuel Feed Valves - all open.

Before Take-Off Checklist.

Distance To Run - set runway length (if required).
PVD - if used cross center line to verify PVD working.
Booster (TRIDENT 3 only) - if using select "CLIMB MODE".
Thrust Index - adjust throttles to show 100% RPM.
Pitot Heater - "on".
Anti-Icing - as required.
Take- off clearance - obtained from ATC.

After Take-Off Checklist.

Gear - up and lights out.
Landing lamps - "off".
Flaps - up at 190 kt (slats out until 225 kt).
Slats - in at 225 kt.
Altimeters - set.
Booster (TRIDENT 3 only) - select "IDLE MODE" after climb then switch "off".

Top Of Descent Checklist.

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

Approach Checklist.

Slats - out under 225 kt.
Flaps - 10 deg from 210 kt.
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 door lights out.
Brakes check - Parking Brake "off".
Flaps - 45 deg at 3 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: HS121 TRIDENT REFERENCE DATA.

HS121 TRIDENT SPEEDS.



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


3.02: HS121 TRIDENT LIMITS

Speed Limits.

Airspeed IAS (VMO): 365 kts
Mach number (MMO): 0.886
Max IAS for lowering or raising landing gear: 225 kts
Max IAS with landing gear down: VMO

Max IAS With Flaps.

- 10 deg: 225 kts
- 16 deg: 225 kts
- 23 deg: 215 kts
- 28 deg: 200 kts
- 45 deg: 170 kts

Max altitude for flap extension: 20,000 ft (except in emergency)

Max Crosswind Component.

- Takeoff: 35 kts
- Landing: 3o kts

Max for emergency descent: MMO/VMO

Turbulence Speeds.

- Climb, cruise, and descent: 260 kts to 30,000 ft or Mach 0.7 above this
- Max speed for air brakes: No limit

Altitude Limits.

Max operating altitude: 36,000 ft
Max altitude for flap extension: 20,000 ft except in emergency

Weight Limits TRIDENT 2.

Max takeoff: 65,315 kg (144,000 lb)
Max Landing : 51,261 kg (113,000 lb)
Empty: 33,203 kg (73,200 lb)
Max fuel: 24,000 kg (52,910 lb)
Max payload: 12,156 kg (26,800 lb)

Weight Limits TRIDENT 3.

Max takeoff: 70,307 kg (155,000 lb)
Max Landing: 54,431 kg (120,000 lb)
Empty: 35,380 kg (78,000 lb)
Max fuel: 21,000 kg (46,297 lb)
Max payload: 14,696 kg (32,400 lb)

Range Limits TRIDENT 2.

@max payload: 2,100 nm
@max fuel: 2,400 nm

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

Range Limits TRIDENT 3.

@max payload: 1,300 nm
@max fuel: 1,500 nm

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

By David MALTBY & Dave BOOKER (CBFS)


3.03: HS121 TRIDENT GENERAL TIPS.

Take-Off.

The elevator trim setting is important for take-off. The model needs around 2.5 degrees nose up trim on take-off. 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.

Click the top half of one of the Thrust Index gauges to automatically set the correct index number before a take-off. Correct take off power is with Thrust Index reading 100%.

Flaps should normally be set at 10 degrees or 16 or 23 can be used for a shorter run.

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 and flap configuration.

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.

If the TRIDENT 3 booster engine is being used switch it to "Climb" power. The booster is only needed if the take-off run is short and weight is high. A 2,500 meter run is plenty at any weight and the booster would not be needed. The booster will very roughly cut around 200 meters off the take-off run.

Initial climb out should be at least V2+20 with flaps up at 2,000 ft. Acceleration can be rather slow when heavy.

Slats up at 225 kts. If heavy you may need to reduce your climb rate to reach 225 kts.

Climb.

The TRIDENT 3 booster engine will cut off automatically at 250 kts but you should press the booster "Stop" button before this happens.

Normal speed for the climb is 290 kts. Use a lower speed if a greater rate of climb is needed.

Climb power is 93% RPM and can be as high as 95% if needed.

"IAS Hold" can be selected at the desired speed leaving the Auto Pilot to adjust your climb rate. Or use "Height Acquire" mode and adjust the climb rate using the Auto Pilot pitch wheel.

If climbing to high altitudes (over 30,000ft) and using "IAS Hold" switch over to "Mach Hold" instead if a Mach number of 0.82 is reached.

With "IAS" or "Mach Hold" the "Height Acquire" mode can be used to automatically flare onto a pre-selected cruise altitude. Power must be reduced manually when the pre-set altitude is reached.

Cruise.

Normal cruise altitudes range from 25,000 ft to 36,000 ft.

Normal cruise speed is between Mach 0.84 and 0.86. Mach 0.886 is the maximum cruise speed ever allowed.

Use "Height Lock" and adjust power manually to keep a steady cruising Mach.

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 5 degrees of nose up trim with full flaps selected.

Be aware of the maximum landing weights and their 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 123 and 137 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.

To perform an Auto Land follow normal automated ILS approach procedures but select "Land" mode on the Auto Pilot once established on the Glide Slope. Auto Land can only be made at an airport that is equipped to the required standard. Note some airports use an "off center" ILS beam and this is not suitable for Auto Land procedures.

When flying at the correct speed on the Glide Slope the TRIDENT should be slightly nose up.

As a rough guide 45 degree of flaps should have been selected by 3 miles to run.

During an Auto Land the TRIDENT's Auto Rudder will attempt to correct any drift (kick off drift) just before touchdown. If you run FS with the Auto Rudder option selected this will not happen. Auto Rudder can be cancelled by clicking the blue "Rudder" light on the front of the glare shield.

At the point of touchdown the model's rudder is always under manual control only. If any drift correction was performed during an Auto Land the rudder is intentionally not centered with some deflection remaining on to counter the assumed cross wind.

Select reverse thrust when all wheels are down. Select Reverse "off" at 80 kts then brakes as required. Some differential braking may be needed to keep the aircraft straight in a cross wind.

Auto Coupled Approach

Typical ILS approach and landing.



1. AP Altitude Lock "on" when tracking outbound and around procedure turns.

2. Perform turn using "HEADING" mode.

3. Attack ILS beam at 45 degrees then select "GLIDE" on the Auto Pilot.

4. Check "ALT" mode disengages when Glide Slope is intercepted.

5. Use of 23 and 28 degree flaps is at the pilots discretion. Approach speeds should not be below 150 kt until 45 degree flaps selected.

6. 45 degree flap selected at 1,500 ft (or by 3 miles to run at the latest). 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 and ASI by visual reference. One hand must be kept on the control column in readiness to revert to manual control. Unless Auto Landing select the Auto Pilot and "Throttle" mode "off" at decision height making sure to correct any movement when AP disengaged.

8. At threshold reduce decent rate to under 300 ft pet min, then select engines idle. Hold until wheels touch. It is normal to flare around 4-5 degrees. If you are using Auto Throttle during landing it is advisable to close your joystick/yoke throttle in FS. If you do not do this the throttle setting from your joystick/yoke can unexpectedly register after Auto Throttle is turned off.

Auto Land.

When established on the Glide Slope select "Land" instead of "Glide" on the Auto Pilot. It is best if this is done above 1,000 ft above the ground (before the green "Kick Off Drift" flag shows on the Radio Altimeter). Note Auto Land can only be made at an airport that is equipped to the required standard. During an automated approach and landing the airspeed still has to be set manually into the Auto Throttle control.

At around 1,000ft (above ground) Auto Land activates a more accurate approach phase than is normal for an ILS in FS. Hopefully this will guarantee the aircraft landing on the runway even in a cross wind that would normally have FS missing the runway completely. It will work best if the speed is held at VAT from 1,000ft (above ground) onward. At the correct moment Auto Land cuts the throttle then performs a flare and uses the rudder to help kick off any drift to land as straight as possible on the runway. Note if you run FS with the Auto Rudder option selected this will not happen). The TRIDENT's Auto Rudder can be switched "off" by clicking the blue "Rudder" light on the glare shield. During this last phase of an Auto Land, the green progress lights flash to indicate that the system is working correctly. Auto Spoiler and Lift Dumpers will activate on touchdown.


By David MALTBY & Dave BOOKER (CBFS)

[aerofoto - HJG Admin]

HS121 TRIDENT 1C/1E/2E/3B/SUPER 3B MANUAL # 4

UPDATED: November 20th 2021.





4.00: TRIDENT 1C/1E/2E PANEL MANUAL ENGINE STARTUP 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.

1. Open the Starter sub panel.

2. Set APU START MASTER switch "ON".

3. Set APU STARTER switch "ON" .... its orange indicator lamp will illuminate. The APU will have been successfully started when this orange indicator lamp extinguishes.

PLEASE NOTE: The APU in this updated DMFS TRIDENT panel "MUST" be started first .... or the engine will not start.

PLEASE NOTE ALSO: Using this updated DMFS TRIDENT panel the engines "MUST" be started in the specific order of #3, #1, and then #2.

4. Set the ENGINE STARTER MASTER switch to "ON" .... its orange and green indicator lamps will each illuminate.

5. Set the engine SELECTOR switch to "3".

6. Set the engine STARTER switch to "ON" .... its green indicator lamp will illuminate. Pay attention to the main panel RPM gauge for #2 engine. Engine #2 will start as this gauges RPM indication cycles through approximately 23%. The green STARTER lamp will extinguish after #2 engine ignites and spools up to idle running speed.

7. Start the remaining #1 and #2 engines in precisely the same manner as engine #3 .... but this time setting the engine SELECTER switch to #1 (for engine # 1) and then to #2 (for engine #2) respectively .... then using the engine STARTER switch accordingly.

8. After successfully starting all 3 engines set the ENGINE STARTER MASTER switch to "OFF" .... its orange and green indicator lamps will extinguish.

9. Set APU START MASTER switch to "OFF".

10. Configure all other panel items as required.


4.00-A: TRIDENT 3B PANEL (only) MANUAL ENGINE STARTUP 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.

1. Open the Starter sub panel.

2. Set APU START MASTER switch "ON".

3. Set APU STARTER switch "ON" .... its orange indicator lamp will illuminate. The APU will have been successfully started when this orange indicator lamp extinguishes.

PLEASE NOTE ALSO: Using this updated DMFS TRIDENT panel the enginesw "MUST" be started in the specific order of #3, #1, and then #2 .... followed by the booster engine.

PLEASE NOTE ADDITIONALLY: The Booster engine must be started separately from engine #3, #1, and #2

4. Set the ENGINE STARTER MASTER switch to "ON" .... its orange and green indicator lamps will each illuminate.

5. Set the engine SELECTOR switch to "3".

6. Set the engine STARTER switch to "ON" .... its green indicator lamp will illuminate. Pay attention to the main panel RPM gauge for #2 engine. Engine #2 will start as this gauges RPM indication cycles through approximately 23%. The green STARTER lamp will extinguish after #2 engine ignites and spools up to idle running speed.

7. Start the remaining #1 and #2 engines in precisely the same manner as engine #3 .... but this time setting the engine SELECTER switch to #1 (for engine # 1) and then to #2 (for engine #2) respectively .... then using the engine STARTER switch accordingly.

8. After successfully starting all 3 engines set the ENGINE STARTER MASTER switch to "OFF" .... its orange and green indicator lamps will extinguish.

9. Set START MASTER switch for the Booster engine "ON".... its green plus 2 orange indicator lamps will illuminate.

PLEASE NOTE: Starter functions for the Booster Engine are located at the extreme right of the Starter sub panel extension

10. Set STARTER switch for the Booster engine "ON" .... one of its 2 orange indicator lamps will extinguish whilst the other will flicker momentarily then remain illuminated. Pay attention to the RPM gauge for the Booster engine engine (located within the extreme bottom right of the main panel). Upon startup the RPM indicator for the Booster engine will cycle to an approximately 6 o'clock position .... and the remaining orange indicator lamp for the Booster engine (located on the Startwer sub panel) will extinguish.

11. After starting the Booster engine set its STARTER MASTER switch to "OFF" .... but ... .leave its STARTER switch "ON". The Booster engine RPM indicator will remain remain stationary/at idle running speed.

PLEASE NOTE: Immediately prior to TO, and only once aligned with the RWY centerline, the Booster engine switch (located within the extreme bottom Booster engine gauge on the main panel) must be engaged in order to enable it to function/deliver additional power for TO and the initial climb stage.... during which its power indications are automatically controlled per throttle control over the 3 main engines and for a limited duration of between 2 - 5 minutes only prior to automatically shutting down.

PLEASE NOTE ALSO: After auto-shutdown of the Booster engine go to the Starter sub panel and selecct its STARTER switch "OFF".

12. Set APU START MASTER switch to "OFF".

13.. Configure all other panel items as required.


4.00-B TRIDENT IC/1E/2E 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 the FS auto-start procedure it is not necessary to open the Starter sub panel to start engine #3, #1, and #2.

1. Select keyboard commands CTRL + E .... the APU will auto-start first (the APU START MASTER and STARTER switches will auto-engage) .... followed by engines #3, #1, and # in this specific order (the engines START MASTER and STARTER switches will also auto-engage).

2. Upon the completion of engine auto-start procedures the APU will auto-shutdown .... the APU START MASTER, STARTER, and engine START MASTER and STARTER switches will each auto-disengage.

3. Configure all other panel items as required.


4.00-C: TRIDENT 3B PANEL (only) 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 the FS auto-start procedure it is not necessary to open the Starter sub panel to start engine #3, #1, and #2.

1. Select keyboard commands CTRL + E .... the APU will auto-start first (the APU START MASTER and STARTER switches will auto-engage) .... followed by engines #3, #1, and # in this specific order (the engines START MASTER and STARTER switches will also auto-engage).

2. Upon the completion of engine auto-start procedures the APU will auto-shutdown .... the APU START MASTER, STARTER, and engine START MASTER and STARTER switches will each auto-disengage.

3. Open the Starter sub panel.

4. Set START MASTER switch for the Booster engine "ON".... its green plus 2 orange indicator lamps will illuminate.

PLEASE NOTE: The Booster engine cannot be started as part of the FS auto-engine start procedure .... it can only be manually started.

PLEASE NOTE ALSO: Starter functions for the Booster Engine are located at the extreme right of the Starter sub panel extension.

5. Set STARTER switch for the Booster engine "ON" .... one of its 2 orange indicator lamps will extinguish whilst the other will flicker momentarily then remain illuminated. Pay attention to the RPM gauge for the Booster engine engine (located within the extreme bottom right of the main panel). Upon startup the RPM indicator for the Booster engine will cycle to an approximately 6 o'clock position .... and the remaining orange indicator lamp for the Booster engine (located on the Startwer sub panel) will extinguish.

6. After starting the Booster engine set its STARTER MASTER switch to "OFF" .... but ... .leave its STARTER switch "ON". The Booster engine RPM indicator will remain remain stationary/at idle running speed.

PLEASE NOTE: Immediately prior to TO, and only once aligned with the RWY centerline, the Booster engine switch (located within the extreme bottom Booster engine gauge on the main panel) must be engaged in order to enable it to function/deliver additional power for TO and the initial climb stage .... during which its power indications are automatically controlled per throttle control over the 3 main engines and for a limited duration of between 2 - 5 minutes only prior to automatically shutting down.

PLEASE NOTE ALSO: After auto-shutdown of the Booster engine go to the Starter sub panel and selectct its STARTER switch "OFF".

7. Set APU START MASTER switch to "OFF".

8. Configure all other panel items as required.


4.01: TRIDENT PANEL AP, AT, and AUTO-APPROACH/AUTO-LAND NOTES.

ENGAGING THE AP

- Select target climb altitude in the AP Height Selector
- Select AP "ON" (both switches)
- Select "ACQUIRE" in the AP Height Selector
- Select "ENGAGE" in the AP Height Selector
- Adjust ROC as required per the AM VS Thumb Wheel.

Do that in strict order of the above .... and the AP will hold the acquired ROC at the moment of its being engaged.


ENGAGING THE AT

- Select "THROTTLE' in the AT
- Select "ENGAGE" in the AT
- Select AT airspeed per the AT Thumb Wheel

Do that in strict order of the above .... an airspeed can't be selected until the AT is engaged and can only be set in "THROTTLE" mode.

PLEASE NOTE: Failure to engage AT "THROTTLE" mode will cause AP IAS mode to remain engaged.

PLEASE NOTE ALSO: engaging the AT with "IAS" or MACH" mode selected will cause AP "HEIGHT" mode (and its auto-altitude capture function) to disengaged.


ENGAGING AP HDG AND VOR/LOC

- Enter VOR frequecies into the NAV1/2 Rqdios
- Set Course and Heading in the HSI
- Select AP AZIMUTH MASTER "ON"
- Set HSI HDG and VOR/LOC switch to either its right for Heading AP Heading mode (default setting) or up for VOR/LOC mode.
- Further adjust either Heading or Course using the HSI selector tabs

Do that in strict order of the above .... and the AP will fly the selected heading or be enable to capture the selected VOR/LOC beam.

PLESE NOTE: Using VOR NAV1/2 the AP AZIMUTH MASTER will auto-disengage upon the conclusion 195 DME distance having been flown (shorter distance in regard to some FS based vOR's)


ENGAGING AP DESCENT

- Set "DESCENT SELECTOR" switch desired ROD
- Select "ENGAGE" to activate the descent
- Set target descent altitude in the AP Height Selector
- Select "ACQUIRE" in the AP Height Selector
- Select "ENGAGE" in the AP Height Selector
- Recheck Descent Selector "ENGAGE" tab remains engaged .... and re-engage if disengaged
- Adjust ROD during descent as required per "DESCENT SELECTOR" switch

Do that in strict order of the above .... and the AP will maintain the selected established and automatically capture the selected descent altitude.

PLEASE NOTE: Failure to ensure AP HEIGHT mode ii correctly engaged upon commencing any descent will result in a missed auto-altitude capture.


ENGAGING AP AUTO-APPROACH AND AUTO-LAND

- Click Main Panel Chinograph to set VAT airspeed in conjunction with simulated weight.
- Enter ILS frequecy into the NAV1 Rqdio
- Set AP PRIME switch to "GLIDE" in order to capture the intended ILS/GS.
- Once established on the intended ILS/GS .... and only after both the landing gear and full flaps are selected and the approach to landing is stabilized .... set AP PRIME switch to "LAND"

Do that in strict order of the above .... and the AP will fly the entire approach to landing automatically, concluding with an auto-flare and auto-landing, .... with auto-spoiler deployment, auto-AT and AP disengaging upon landing and during roll out after landing, and auto-spoiler retraction.


4.02: ADDITIONAL AP NOTES - TRIDENT PANELS.

The DMFS TRIDENT panels AP features IAS, MACH, and VS pitch modes.

- AP "IAS" mode: This mode should only be engaged between 10.000 FT and 26,000 FT and not above 275 KTS. Engine power should first be set and maintained as prescribed within the basic flying guide in order to acquire airspeed. The AP responds by constantly adjusting the simulations pitch attitude in order try and n maintain the airspeed acquired when "IAS" mode was engaged. Any further increase or decrease in engine power settings will influence airspeed .... causing the AP "IAS" controlled ROC/ROD to either increase or decrease respectively.

- AP "MACH' mode: This mode should only be engaged above 26.000 FT and target cruising altitude and not below 275 KTS. Engine power should first be set and maintained as prescribed within the basic flying guide in order to acquire velocity. The AP responds by constantly adjusting the simulations pitch attitude in order try'n maintain the velocity acquired when "MACH" mode was engaged. Any further increase or decrease in engine power settings will influence velocity .... causing the AP "MACH" controlled ROC/ROD to either increase or decrease respectively.

PLEASE NOTE: The reliability of IAS airspeed begins to deteriorate progressively from approximately 26,000 FT .... forcing reliance upon MACH velocity. In FS AP IAS and MACH modes do not function with absolute perfection. A limitation associated with most panels/simulations featuring IAS/MACH pitch modes is the AP will adjust ROC/ROD through a range of constantly repetitive cycles. If airspeed/velocity is insufficient to maintain a reasonable ROC nearing target cruising altitude then the AP's ability to do so will diminish .... to the extent of the simulation actually leveling-off, or even descending, tin order to regain airspeed/velocity and prior to reaching the target altitude .... requiring cautious power adjustment in order to re-establish a reasonable ROC or use AP "VS" mode in order to set, and maintain, a specific ROC in order to reach the target altitude.

- AP "VS" mode: This the "recommended" mode for both climb and descent toward any target altitude and prior to engaging AP "ALT" mode. This mode results in by far the best/most stable ROC/ROD progress toward any target altitude and at any airspeed/velocity.

PLEASE NOTE: The AP featured within DMFS VC10 panels features an auto-altitude capture function.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

HS121 TRIDENT 1C/1E/2E/3B/SUPER 3B MANUAL # 5

UPDATED: June 30th 2023.





5.00: PRE-START PREPARATION.

IT IS RECOMMENDED THAT A DEFAULT MSFS AIRCRAFT BE LOADED INTO FS "PRIOR TO" SELECTING ONE'S DMFS TRIDENT SIMULATION OF CHOICE. WHILST NOT ABSOLUTELY ESSENTIaL THIS PRACTICE ENSURES ALL PANEL INSTRUMENTATION AND SYSTEMS LOAD INTO FAS IN ACCORDANCE WITH THEIR DEFAULT CONFIGURATION. THIS CAN ASSIST AVOIDING HELP AVOID PROBLEMS "ON SOME SYSTEMS".

Check payload is correctly distributed to avoid imbalance during flight .... prior to engine startup.

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 properly distributed to avoid imbalance during flight .... prior to engine startup.

Check is APU started prior to engine startup .... prior to engine startup.

Check all engines are shutdown .... prior to engine startup.

Check all PAX Doors are closed .... prior to engine startup.


5.01: STARTUP.

Check Anti-Collision and Navigation Lights are "ON" .... prior to engine startup.

Start engines #1, #2, and #3

Start engine #4/Booster engine (TRIDENT 3B only).

PLEASE NOTE: Engines #1, #2, and #3 can be started manually from the Starter sub panel or automatically using the FS CTRL+E engine auto-start option.

PLEASE NOTE ALSO the #4/Booster engine can only be started "manually" from the Starter sub panel.

#4 Booster engine "OFF"


#4 Booster engine started and "RUNNING"


Shutdown the APU .... after engine startup.


5.02: PRE-DEPARTURE PREPARATION.

Check all panel systems are correctly configured .... prior to taxiing.

Check correct/required COM/Radio Frequencies are set .... prior to taxiing.

Check correct/required VOR/ADF Radio Frequencies are set .... prior to taxiing.

Recheck Anti-Collision, Navigation, and Taxi Lights are "ON" .... prior to taxiing.

Check Landing Lights are "OFF" .... prior to taxiing.

Check Pitot Heat switches are "ON" .... prior to taxiing.

Check Wing Spoilers are fully retracted .... prior to taxiing.

Set Droops/Flaps ("DROOPS FULL/FLAPS 23" for MGW T/O) .... prior to taxiing.

Set Elevator Trim (approximately 2* to 3* degrees) for MGW T/O) .... prior to taxiing.

Check FD tab is "ON" (this tab will illuminate yellow when selected) and its orange cross-hair indicators are displaying within AI gauge on the main panel .... prior to taxiing.

AP FD tab "OFF"


AI with FD "OFF"


AP FD tab "ON"


AI with FD "ON"


Check a target altitude is entered into the "SELECTED ALTITUDE" display .... prior to taxiing.

Check HSI Heading is set .... and the HSI Heading Indicator reflects the selected heading .... and the HSI Azimuth switch is set to its HDG detent .... prior to taxiing.

Check an HSI Course is set .... and the HSI Course Indicator reflects the selected course .... prior to taxiing.

Check the AT is "OFF" .... prior to taxiing.

PLEASE NOTE: a target AT airspeed cannot be entered into the "SELECTED AT SPEED" display until the AT system is engaged "after T/O".

Check the correct T/O V1, VR, V2, and VAT safety speeds (in relation to weight and Flap settings) appear within Airspeed Chinograph .... and upon clicking the Chinograph check the ASI Speed Bugs are correctly set in accordance with the Chinograph computations .... prior to taxiing.

Check "AP" Switches are "OFF" .... prior to taxiing.

Check "YD" switch is "OFF" .... prior to taxiing.

Re-check the APU is shutdown .... prior to taxiing.

Check PVD switch is set to its "NORMAL" detent .... prior to taxiing.

Check Altimeter Barometric Pressure indication reads "1012/2991" (or as required).

Check EPR values (displayed within each RPM gauges) are correctly set .... prior to taxiing.

PLEASE NOTE: The default setting at SL and for a 15*C temperature environment is 1.54 EPR.

PLEASE NOTE ALSO: Higher and/or different temperature environments will dictate different EPR values .... click within the upper portion of any P7 gauge to auto-set these values for each engine. These values may also be manually set using the (orange) EPR adjustment bugs located outside the bottom left of each P7 gauge.

Perform elevator, aileron, and rudder control checks .... prior to taxiing.


5.03: TAXIING.

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

PLEASE NOTE ALSO": Using TRIDENT 3B (only) the #4/Booster engine must also be started .... prior to taxiing.

Select the Taxi Lights "ON" .... prior to taxiing.

Select WX Radae "ON"

Release the Brakes .... 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) .... and be prepared to further adjust engine power in order to 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 vary between FS scenery.


5.04: TAKE OFF & INITIAL CLIMB

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

Recheck the YD is "OFF" .... prior to commencing T/O.

Recheck all external lighting is "ON" .... prior to commencing T/O.

Recheck the Pitot Heat switches are "ON" .... prior to commencing T/O.

Recheck Wing Spoilers are fully retracted .... prior to commencing T/O.

Recheck Droops/Flaps are extended (DROOPS FULL/FLAP 23 for a MGW T/O) .... prior to commencing T/O.

Recheck Elevator Trim is set (approximately 2* to 3# degrees for a MGW T/O) .... prior to commencing T/O.

Recheck the correct/required COM/Radio Frequencies are set .... prior to commencing T/O.

Recheck the correct/required VOR/ADF Radio Frequencies are set .... prior to commencing T/O.

Recheck all NAV Instruments are set correctly .... prior to commencing T/O.

Recheck the AP is "OFF" .... prior to commencing T/O.

Recheck the AT is "OFF" .... prior to commencing T/O.

Recheck the FD is "ON" and its orange cross-hair indicators are displaying within AI gauge on the main panel .... prior to commencing T/O.

AP FD tab "OFF"


AI with FD "OFF"


AP FD tab "ON"


AI with FD "ON"


Recheck an initial target altitude is entered into Altitude Selector .... prior to commencing T/O.

Recheck the T/O V1, VR, V2, and VAT safety speeds are correctly computed within the Airspeed Chinograph .... prior to commencing T/O.

Recheck T/O V1, VR, V2, and VAT Speed Bugs have been correctly set within the ASI gauge (in accordance with weight and flap setting speed computations within the Airspeed Chinograph) .... prior to commencing T/O.

Recheck the #4/Booster engine has been started and is running .... prior to commencing T/O.

Recheck the APU is "OFF" .... prior to commencing T/O.

Align the simulation with the RWY center line.

Set the Distance To Go Counter .... prior to commencing T/O.

PLEASE NOTE: The Distance To Go Counter reads "in meters".

Set the PVD switch to its "T/O" detent.

Recheck Altimeter Barometric Pressure indication reads "1012/2991" (or as required).

Set maximum engine thrust.

Engage 4th/Booster engine switch .... set its switch to "TAKE OFF" detent .... and check the Booster engine gauge indicates maximum power.

PLEASE NOTE: This applies to TRIDENT 3B (only).

#4 Booster engine started and "RUNNING"


#4 Booster engine set to "TAKE OFF"


Release the Brakes.

Commence T/O acceleration.

PLEASE NOTE: A rolling T/O procedure may be performed .... if desired.

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

Rotation should be commenced slowly and smoothly upon the "ROTATE" call out .... resulting in a smooth lift-off from the RWY by 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 due to an excessive AI pitch attitude.

Retract the landing gear as the VSI needle cycles through its 500 FPM positive ROC indication.

Following any MGW T/O .... and "prior to" Droops/Flaps retraction .... the simulations initial ROC should be restricted to no more than 1,000 FPM.

PLEASE NOTE: A slightly higher ROC may be established following any reduced weight T/O.

The ROC may also be increased slightly upon retraction of each increment of Flaps and finally Droops.

The recommended Flaps/Droops retraction airspeed following T/O are as follows ....

INITIAL ROC = 1,000 FPM
FLAP 23 RETRACT = 180 KIAS .... increase ROC to 1,200 FPM
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 2,000 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS (AT).

PLEASE NOTE: Under no circumstances should the AI pitch attitude be allowed to exceed +9" degrees following any T/O.

PLEASE NOTE ALSO: Under no circumstances should the Droops be retracted below 225 KTS (IAS) or 3,000 FT following any T/O.

PLEASE NOTE ADDITIONALLY: Failure to adhere to either of the above "NOTES" may result in an irrecoverable stall after T/O.

The "AP ENGAGE" switches should be selected "ON" as early possible "after" T/O and "prior to" Flaps/Droops retraction.

PLEASE NOTE: Both AP switches must be engaged to ensure the AP is "ON".

PLEASE NOTE ALSO: "DO NOT" engage the AP at less than 1,000 FT after T/O whilst also not exceeding 1,000 PM ROC. Failure to ensure this may result in the AP being unable to capture and maintain the established ROC pror to later adjustment/s.

PLEASE NOTE ADDITIONALLY: The above note is only to promote ease of handling the simulation during this otherwise busy phase of virtual flight.

AP "HEIGHT MODE" can be selected "ON" .... after engaging the AP system. The AP HEIGHT MODE switch must be set to its "ACQUIRE" detent .... then AP HEIGHT mode engaged by selecting the "ENGAGE" tab (this tab will illuminate yellow when selected) .... and ROC then adjusted (as required) using the AP Vert Speed Thumb Wheel.

AP Height Mode "OFF"


AP Height Mode "ENGAGED" set to "ACQUIRE"


AP "HEADING MODE" should be selected "ON" as early as possible after Flaps/Droops retraction. AP Heading Mode must engaged by selecting the "AP AZIMUTH MASTER" tab (this tab will illuminate yellow when selected) .... the HSI Azimuth switch must then be set to its HDG detent. Heading may be further adjusted (as required) per the Heading cursor below the HSI gauge.

AP Azimuth Master "OFF"


AP Azimuth Master "ENGAGED"


HSI Azimuth switch set to "HDG"


PLEASE NOTE: Check .... and adjust if necessary .... the HDG indication within the HSI Gauge "prior to" engaging either the AP "AZIMUTH MASTER" tab or the HSI Azimuth switch.

The above AP Height, Vertical Speed, and Heading mode actions ensure the AP is able to capture the selected HDG, commence climbing toward the pre-selected altitude, and automatically capture the pre-selected altitude at the earliest possible stage "after" engaging these auto-flight modes.

PLEASE NOTE: No AP modes can be selected unless the AP is first engaged.

The pre-selected altitude entered into AP Altitude Selector may be further adjusted during climb and prior to reaching the selected altitude without disengaging the AP.

Flaps/Droops should be fully retracted by 230 KTS and the simulation "clean" by 240 KTS or 5,000 FT.

Select the AP YD "ON" following Flap/Droop retraction.

Once a clean configuration has been established and the simulation is stable in the climb, with an AI pitch not exceeding 9* degrees, set climb thrust/reduce engine power 96% RPM/P7 97% .... and maintain a ROC not exceeding 2,000 FPM or 250 KTS below 10,000 FT.

PLEASE NOTE: Setting engines #1, #2, and #3 to climb to thrust will automatically reset the #4/BOOSTER engine to its "CLIMB" power indication.

#4 Booster engine set to "CLIMB"


PLEASE NOTE ALSO: The 4th/Booster engine can be shutdown manually by selecting its lamp (this lamp will illuminate red when selected) .... the Booster engine will then spool back and shutdown and its indicator lamp extinguish.

#4 Booster engine selected "OFF"


#4 Booster engine "SHUTDOWN"


The AT system can be engaged by setting its tab to "ENGAGE" (this tab will illuminate yellow when selected) .... then an AT speed entered into the "SELECTED SPEED" display on the AT sub panel using its thumb wheel .... and the AT Mode selector switch then set to its "THROTTLE" detent (the AT lamp will illuminate yellow when selected).

AT "OFF"


AT "ENGAGED"


AT set to "THROTTLE" mode


PLEASE NOTE: Engaging the AT system from the AP sub panel automatically engages the AT switches on the OH sub panel .... and vice versa.

PLEASE NOTE ALSO: The AT functions independently of the AP system.

AT "THROTTLE" mode may be engaged in conjunction with all AP modes .... except AP "IAS and "MACH" pitch modes.

Either AP "IAS" or "MACH" pitch modes may be engaged throughout any AP controlled climb or descent. AP "IAS" pitch mode should only be used below 26,000 FT and not in excess of 250 KTS. AP "MACH" pitch mode should only be used above 26,000 FT and not below 300 KTS.

AP "IAS" and MACH" pitch modes should not be confused with AT modes.

Either AP "HDG" or "VOR/LOC" navigation modes may be engaged during AP controlled climb and in conjunction will all other auto-flight modes in order to establish the simulation on a specific heading or VOR/LOC course radial.

Upon intercepting any pre-selected VOR/LOC course radial the HSI Azimuth switch must be set to its VOR/LOC detent. The course may then be further adjusted (as required) per the Course cursor below the HSI gauge on the main panel.

HSI Azimuth switch set to "VOR/LOC"


PLEASE NOTE: Check .... and adjust if necessary .... the COURSE indication within the HSI Gauge "prior to" engaging either the AP "AZIMUTH MASTER" tab or the HSI Azimuth switch.

Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the captured course and in progressively decreasing increments for up to a few minutes and prior to eventually stabilizing upon the pre-selected/captured VOR NAV radial .... this is perfectly normal FS behavior.

Select the Landing and Taxi Lights "OFF" once the simulation is stable and established in the climb.

During AP controlled climb towards cruising altitude the ROC may be manually adjusted (as desired) using the AP Vert Speed Thumb Wheel .... but only whilst AP "HEIGHT" mode is engaged.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored following T/O, with the simulations performance and progress along any airway monitored also, and adjusted .... if necessary .... throughout any climb toward cruising altitude.


5.05: CLIMB TO CRUISING ALTITUDE - AP HEIGHT MODE.

Throughout any climb toward cruising altitude ensure the AP remains fully engaged.

Set the PVD switch to its "NORMAL" detent.

Recheck the AP "HEIGHT" mode is engaged with its selector switch set to its "ACQUIRE" detent and a target altitude is entered into the AP "ALTITUDE SELECTOR".

AP Height Mode "OFF"


AP Height Mode "ENGAGED" set to "ACQUIRE"


Recheck the AT is engaged and its selector switch is set to its "THROTTLE" detent and a target airspeed is entered into the AT "SELECTED SPEED" display.

AT "OFF"


AT "ENGAGED"


AT set to "THROTTLE" mode


PLEASE NOTE: The AT functions independently of the AP system.

PLEASE NOTE ALSO: "MACH" hold is not available as an AT function . Only "IAS" hold is available as an AT function. Attempting to Select "MACH" whilst the AT is engaged will disengage AP "HEIGHT" mode. MACH velocity throughout any climb, cruise, or decent must be referenced using the main panel MACH meter gauge.

PLEASE NOTE: It is normal FS behavior for the ASI to display airspeed indications a few KTS below the selected target AT airspeed until the final stages of the climb toward any cruising altitude.

Upon acquiring the pre-selected airspeed/MACH velocity the AT will automatically adjust engine power to maintain the selected airspeed/MACH velocity for the corresponding "IAS" value.

Recheck the AP AZIMUTH MASTER" tab is engaged and the HSI Azimuth switch set to either its HDG or VOR/LOC detent in accordance with the captured navigation mode .... and the simulation is established on the intended Heading or Course.

HSI Azimuth switch set to "HDG"


HSI Azimuth switch set to "VOR/LOC"


Recheck the FD is "ON" and its orange cross-hair indicators are displaying within AI gauge on the main panel .... prior to commencing T/O.

AP FD tab "OFF"


AI with FD "OFF"


AP FD tab "ON"


AI with FD "ON"


Recheck the YD is engaged.

Below 24,000 FT and with a ROC of between 2,000 FPM and 1,000 FPM established engine power should be set as follows ....

RPM = 93%
P7 = 95%

Between 24,000 FT and 28,000 FT and with a ROC of between 1,000 FPM and 500 FPM established engine power should be set as follows ....

RPM = 92%
P7 = 94%

Between 28,000 FT and 31,000 FT and with a ROC of between 500 FPM and 200 FPM established engine power should be set as follows ....

RPM = 91%
P7 = 93%

Using AP "HEIGHT" mode the ROC toward any pre-selected target cruising altitude can be manually adjusted using the Vert AP Speed Thumb wheel.

Using AP "HEIGHT" mode the ROC and corresponding airspeed should be adjusted in altitude stages throughout climb toward cruising altitude.

PLEASE NOTE: The recommended altitude/ROC/airspeed adjustment stages are as follows ....

- 10,000 FT reduce ROC to 1,800 FPM 260 KTS AT
- 15,000 FT reduce ROC to 1,500 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,200 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 290 KTS AT
- 26,000 FT reduce ROC to 800 FPM 300 KTS AT
- 28,000 FT reduce ROC to 500 FPM 310 KTS AT
- 30,000 FT reduce ROC to 200 FPM 320 KTS AT
- 31,000 FT ALT CAPTURE 320 KTS AT

The AT may be engaged throughout any AP "HEIGHT" mode controlled climb toward cruising altitude.

Using AP "HEIGHT" mode and the AP Vert Speed Thumb Wheel to control ROC, and using manual engine thrust to control airspeed during any climb toward cruising altitude, increasing engine thrust will result in further airspeed acceleration with slight reduction in the displayed AI pitch attitude .... reducing engine thrust will result result in a deterioration of airspeed with a corresponding increase in the displayed AI pitch attitude and with the added risk of an irrecoverable stall should airspeed deteriorate to the point of the pitch attitude becoming excessive .... unless power is applied to recover lost airspeed and reduce the indicated pitch attitude.

Following any MGW T/O 31,000 FT should be considered a practical intermediate target cruising altitude.

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 cruise then climb to higher cruising altitudes (up to 35,000 FT) is more practical.

Climbing through 18,000 FT the Altimeter Barometric Pressure indication should be adjusted to read "1013/2992". Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears the intended target cruising altitude.

Reference to the MACH velocity gauge should be prioritized over IAS gauge indications from approximately 26,000 FT. IAS airspeed references will be observed to stagnate or deteriorate slowly throughout climb beyond 26,000 FT.

PLEASE NOTE: Airspeed during any climb towards cruising altitude should never be allowed to deteriorate below 250 KTS.

From this point the AP will fly the simulation to, and automatically capture, the pre-selected target cruising attitude, with ROC being controlled and further manually adjusted per the AP Vert Speed Thumb Wheel, airspeed controlled and further manually adjusted per the AT, and navigation being controlled by the AP Azimuth in conjunction with the HSI selected VOR/LOC course or HDG.

Upon intercepting and acquiring any pre-selected VOR/LOC course 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 selected VOR/LOC radial .... this is perfectly normal FS behavior.

With AP "HEIGHT" mode engaged, and its selector switch is set to "ACQUIRE", and with a target altitude entered into the AP "ALTITUDE SELECTOR" .... the simulation will commence an auto-altitude capture within 150 FT of any pre-selected target altitude.

Upon capturing the pre-selected altitude the AP "HEIGHT" mode selector switch will automatically reset from its "ACQUIRE" to "LOCK" detent.

AP Height mode "LOCK" engaged


Upon acquiring the pre-selected altitude the simulation should be accelerated toward 315 KTS/MACH 0.81 or to a maximum of 320 KTS/MACH 0.82.

Upon acquiring the pre-selected airspeed/MACH velocity the AT will automatically adjust engine power to maintain the selected airspeed/MACH velocity for the corresponding "IAS" value.

PLEASE NOTE: At 31,000 FT 310 KTS/MACH 0.80 should be considered the best economic performance, 315 KTS/MACH 0.82 considered the recommended airspeed/velocity, and 320 KTS/MACH 0.82 considered the maximum airspeed/velocity.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored, with the simulations performance and progress along any airway monitored also, and adjusted .... if necessary .... throughout any climb toward cruising altitude.


5.05-A: CLIMB TO CRUISING ALTITUDE - ALTERNATIVE PROCEDURE - IAS & MACH PITCH MODES.

Throughout any climb toward cruising altitude ensure the AP remains fully engaged.

Set the PVD switch to its "NORMAL" detent.

Recheck the AP "HEIGHT" mode is engaged (initially) with its selector switch set to "ACQUIRE" and a target altitude is entered into the AP "ALTITUDE SELECTOR"./

AP Height Mode "OFF"


AP Height Mode "ENGAGED" set to "ACQUIRE"


Check the AT "THROTTLE" lamp is "OFF" and its selector switch is set to its "IAS" detent and a target airspeed
is entered into the AT "SELECTED SPEED" display.

Throughout any climb toward cruising altitude either AP "IAS" or "MACH" modes may be engaged.

AP "IAS" mode should only be used below 26,000 FT and not in excess of 250 KTS.

AP "MACH" mode should only be used above 26,000 FT and not below 300 KTS.

AT "OFF"


AT "ENGAGED"


AP "IAS" mode "ENGAGED"


AP "MACH" mode "ENGAGED"


Using "IAS" or MACH" modes the AP will automatically and constantly adjust ROC in order to maintain airspeed/MACH velocity acquired at the time either mode is engaged.

PLEASE NOTE: AP "IAS" and "MACH" are Pitch Modes modes should not be interpreted as an AT.

Using either AP "IAS" or "MACH" mode engine power must be adjusted manually in order to maintain a decent pitch attitude/ROC throughout the climb towards cruising altitude.

Using either AP "IAS" or "MACH" mode any increase of engine thrust will result in a corresponding increase in the established pitch attitude. Any reduction of engine thrust will result in a corresponding decreases in the established pitch attitude.

Using either AP "IAS" or "MACH" mode the AT is not available. Engaging the AT will automatically disengage either AP "IAS" or "MACH" pitch mode.

Using either AP "IAS" or "MACH" mode AP "HEIGHT" mode is not available. "IAS and "MACH" mode will automatically disengage either AP "HEIGHT" mode.

PLEASE NOTE: Upon cancelling either AP "IAS" or "MACH" modes both the AT and AP "HEIGHT" mode can re-engaged by setting the AT switch to its "THROTTLE" detent .... and setting the AP "HEIGHT" mode switch set to its "ACQUIRE" detent then entering a target altitude into the AP "ALTITUDE SELECTOR".

PLEASE NOTE ALSO: Applying excessive engine thrust using AP "IAS" or "MACH" mode will result in excessive ROC with deteriorating airspeed/velocity and the additional risk of a stall .... which may become irrecoverable unless power is adjusted to result in a sensibly reduced ROC. Applying insufficient engine thrust using AP "IAS" or "MACH" mode will result in an inability to maintain any ROC with the risk of both an unwanted ROD and increasing airspeed/velocity along with the additional risk of over-speeding .... unless power is adjusted to result in a sensible ROC and corresponding airspeed.

Below 24,000 FT and with a ROC of between 2,000 FPM and 1,000 FPM established engine power should be set as follows ....

RPM = 93%
P7 = 95%

Between 24,000 FT and 28,000FT and with a ROC of between 1,000 FPM and 500 FPM established engine power should be set as follows ....

RPM = 92%
P7 = 94%

Between 28,000 FT and 31,000 FT and with a ROC of between 500 FPM and 200 FPM established engine power should be set as follows ....

RPM = 91%
P7 = 93%

Using AP "IAS" or "MACH" mode the ROC and corresponding airspeed should approximate the following recommended altitide/ROC/airspeed schedule during any climb toward cruising altitude ....

- 10,000 FT reduce ROC to 1,800 FPM 260 KTS
- 15,000 FT reduce ROC to 1,500 FPM 270 KTS
- 20,000 FT reduce ROC to 1,200 FPM 280 KTS
- 24,000 FT reduce ROC to 1,000 FPM 290 KTS
- 26,000 FT reduce ROC to 800 FPM 300 KTS
- 28,000 FT reduce ROC to 500 FPM 310 KTS
- 30,000 FT reduce ROC to 200 FPM 320 KTS
- 31,000 FT ALT CAPTURE 320 KTS

Recheck the AP AZIMUTH MASTER" tab is engaged and the HSI Azimuth switch set to either its HDG or VOR/LOC detent in accordance with the captured navigation mode .... and the simulation is established on the intended Heading or Course.

HSI Azimuth switch set to "HDG"


HSI Azimuth switch set to "VOR/LOC"


Recheck the AP FD tab is engaged and its cross-hair indicators are display within the AI gauge.

AP FD tab "OFF"


AI with FD "OFF"


AP FD tab "ON"


AI with FD "ON"


Recheck the YD is engaged.

Following any MGW T/O 31,000 FT should be considered a practical intermediate target cruising altitude.

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 cruise then climb to higher cruising altitudes (up to 35,000 FT) is more practical.

Climbing through 18,000 FT the Altimeter Barometric Pressure indication should be adjusted to read "1013/2992". Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears the intended target cruising altitude.

Reference to the MACH velocity gauge should be prioritized over IAS gauge indications from approximately 26,000 FT. IAS airspeed references will be observed to stagnate or deteriorate slowly throughout climb beyond 26,000 FT.

PLEASE NOTE: Airspeed during any climb towards cruising altitude should never be allowed to deteriorate below 250 KTS.

From this point the AP will fly the simulation toward the pre-selected target cruising attitude, with ROC being controlled per AP "IAS" or "MACH" pitch mode and in conjunction with manual engine power adjustments, and navigation being controlled by the AP Azimuth in conjunction with HSI selected VOR/LOC course or HDG.

Upon intercepting and acquiring any pre-selected VOR/LOC course 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 selected VOR/LOC radial .... this is perfectly normal FS behavior.

Using either AP "IAS" or "MACH" mode the AP will be unable to capture and hold any pre-selected cruising altitude.

Within the final 1,000 FT of climb towards any pre-selected cruising altitude AP "HEIGHT" mode must be re-engaged (to cancel AP "IAS" or "MACH" mode), its selector switch set to "ACQUIRE", an altitude entered into the AP "ALTITUDE SELECTOR", and the ROC adjusted using the AP Vert Speed Thumb Wheel.

With AP "HEIGHT" mode engaged, and its selector switch is set to "ACQUIRE", and with a target altitude entered into the AP "ALTITUDE SELECTOR" .... the simulation will commence an auto-altitude capture within 150 FT of any pre-selected target altitude.

AP Height Mode "OFF"


AP Height Mode "ENGAGED" set to "ACQUIRE"


Upon capturing the pre-selected altitude the AP "HEIGHT" mode selector switch will automatically reset from its "ACQUIRE" to "LOCK" detent.

AP Height mode "LOCK" engaged


Upon acquiring the pre-selected altitude the simulation should be accelerated toward 315 KTS/MACH 0.81 or to a maximum of 320 KTS/MACH 0.82.

PLEASE NOTE: At 31,000 FT 310 KTS/MACH 0.80 should be considered the best economic performance, 315 KTS/MACH 0.82 considered the recommended airspeed/velocity, and 320 KTS/MACH 0.82 considered the maximum airspeed/velocity.

The AT system can be re-engaged by setting its tab to "ENGAGE" (this tab will illuminate yellow when selected) .... then an AT speed entered into the "SELECTED SPEED" display on the AT sub panel using AT thumb wheel .... and the AT Mode selector switch then set to its "THROTTLE" detent (a 2nd lamp will illuminate yellow when selected).

AT "OFF"


AT "ENGAGED"


AT set to "THROTTLE" mode


PLEASE NOTE: The AT functions independently of the AP system.

PLEASE NOTE ALSO: "MACH" hold is not available as an AT function. Only "IAS" hold is available as an AT function. Attempting to Select "MACH" whilst the AT is engaged will disengage AP "HEIGHT" mode. MACH velocity throughout any climb, cruise, or decent must be referenced using the main panel MACH meter gauge.

PLEASE NOTE: It is normal FS behavior for the ASI to display airspeed indications a few KTS below the selected target AT airspeed until the final stages of the climb toward any cruising altitude.

Upon acquiring the pre-selected airspeed/MACH velocity the AT will automatically adjust engine power to maintain the selected airspeed/MACH velocity for the corresponding "IAS" value.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored, with the simulations performance and progress along any airway monitored also, and adjusted .... if necessary .... throughout any climb toward cruising altitude.


5.06: ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION DURING CRUISE.

Climbing through 18,000 FT the Altimeter Barometric Pressure indication should be adjusted to read "1013/2992". Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears the intended target cruising altitude.

Check the PVD switch is set to its "NORMAL" detent.

With AP "HEIGHT" mode engaged, its selection switch set to "ACQUIRE", and a target altitude entered into the AP "ALTITUDE SELECTOR", the simulation will commence the automatic altitude capture and hold procedure within the final 150 FT of climb toward the pre-selected target cruising altitude.

AP Height Mode "OFF"


AP Height Mode "ENGAGED" set to "ACQUIRE"


Within the final 1,000 FT of climb toward any pre-selected target cruising altitude, and to assist the smoothest possible automatic altitude capture and hold, the ROC should never exceed the following recommendations ....

- 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.

A ROC in excess of 200 FPM within the final 500 FT of climb towards any pre-selected target cruising altitude is "not recommended" .... and may result in a mild progressively decreasing porpoising oscillations for several minutes following the automatic altitude capture and hold.

Upon capturing the pre-selected altitude the AP "HEIGHT" mode selector switch witll automatically reset from its "ACQUIRE" to "LOCK" detent.

AP Height mode "LOCK" engaged


Upon acquiring the pre-selected target cruising altitude the AP will gently pitch simulations nose "up" and "down" for several moments prior to capturing, and then maintaining, the pre-selected altitude .... this is perfectly normal FS behavior.

Upon acquiring cruising altitude the simulation should be allowed accelerated toward 315 KTS/MACH 0.81 or to a maximum of 320 KTS/MACH 0.82.

The AT system (on the AP sub panel) can be engaged by setting its tab to "ENGAGE" (this tab will illuminate yellow when selected) .... then an AT speed entered into the "SELECTED SPEED" display using its thumb wheel .... and the AT Mode selector switch then set to its "THROTTLE" detent (the AT lamp will illuminate yellow when selected).

AT "OFF"


AT "ENGAGED"


AT set to "THROTTLE" mode


PLEASE NOTE: The AT functions independently of the AP system.

PLEASE NOTE ALSO: "MACH" hold is not available as an AT function . Only "IAS" hold is available as an AT function. Attempting to Select "MACH" whilst the AT is engaged will disengage AP "HEIGHT" mode. MACH velocity throughout any climb, cruise, or decent must be referenced using the main panel MACH meter gauge.

Upon acquiring the pre-selected airspeed/MACH velocity the AT will automatically adjust engine power to maintain the selected airspeed/MACH velocity for the corresponding "IAS" value.

PLEASE NOTE: At 31,000 FT 310 KTS/MACH 0.80 should be considered the best economic performance, 315 KTS/MACH 0.82 considered the recommended airspeed/velocity, and 320 KTS/MACH 0.82 considered the maximum airspeed/velocity.

PLEASE NOTE ALSO: IAS airspeed/MACH velocity indications (in FS) are determined by a combination of engine power setting, altitude, air temperature at altitude, and simulated weight.

Once established in the high-speed/high altitude cruise regime these TRIDENT simulations should demonstrate an approximately +1* (degree) AI pitch attitude within the 310 KTS airspeed/MACH 0.80 and 320 KTS airspeed/MACH 0.82 velocity range at 31,000 FT.

During high altitude/high speed cruise, and over both distance and flight duration, engine RPM and P7 indications may be observed to reduce slightly as the simulation becomes progressively lighter subsequent to fuel (weight) burn-off, whilst AT controlled airspeed/MACH velocity both remain relatively constant, along with the simulations indicated +1 (degree) AI pitch attitude .... these observations are perfectly normal.

From this point the AP will fly the simulation throughout the cruise, with the AT controlling airspeed/MACH velocity, and navigation being controlled by the AP Azimuth in conjunction with the selected HSI selected VOR/LOC course or HDG.

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.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored, with the simulations performance and progress along any airway monitored also, and adjusted .... if necessary .... throughout the high-speed/high-altitude cruise regime.


5.07: DESCENT.

Recheck the AP FD tab is engaged and its cross-hair indicators are display within the AI gauge.

Check the PVD switch is set to its "NORMAL" detent.

In aviation 2 sayings are common in relation to most aircraft types ....

- "some aircraft go down fast but won't slow down fast".

- "slow down before going down".

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 (subject to airport geographic elevation).

PLEASE NOTE: From 31,000 FT .... and following sufficient deceleration "prior to commencing descent" .... the actual descent (TOD) should not be commenced until approximately 100 DME "prior to" any destination airport or its nearest navigation aid (subject to airport geographic elevation).

The AT airspeed should be set for 290 KTS.

A new target descent altitude value should be entered into the AP Altitude Selector (set MSA for the intended destination airport pattern).

The AP "SELECT DESCENT" switch should be set to "2" (2,000 FPM).

AP Descent mode "OFF"


AP Descent mode "ENGAGED" set for 2,000 FPM ROD from 31,000 FT


AP Descent and Height modes "ENGAGED" set 2,000 FPM ROD and a 5.000 FT capture


At precisely 100 DME "prior to" the intended destination airport or its nearest navigation aid AP DESCENT mode must engaged by setting its "ENGAGE" tab (this button will illuminate yellow when selected).

The AP HEIGHT MODE switch must also be set to its "ACQUIRE" detent .... then AP HEIGHT mode engaged by selecting its "ENGAGE" tab (this tab will illuminate yellow when selected).

PLEASE BNOTE: After initiating the selected ROD always select "ACQUIRE" first .... then select "ENGAGE" .... and recheck AP HEIGHT mode also remains engaged in order to enable the selected descent altitude capture.

The simulation will descend at between 290 KTS and 300 KTS with 2,000 FPM ROD.

The ROD may be further adjusted (as required) throughout the using the AP DESCENT mode "SELECT DESCENT" switch.

PLEASE NOTE: It is not necessary to disengage the AP in order to commence the descent.

The simulation should demonstrate an approximately 0* to -1" (degree) AI pitch attitude throughout the descent.

Check the PVD switch is set to its "NORMAL" detent.

Reference to the IAS gauge should be prioritized over MACH gauge indications from approximately 26,000 FT. IAS airspeed references will be observed to increase slowly throughout descent beyond 26,000 FT.

Descending through 17,000 FT the Altimeter Barometric Pressure indication should be adjusted to read "1012/2991" (or as required). Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears the intended destination airport MSA for the approach pattern.

From this point the AP will fly the simulation throughout the descent, with the AT controlling airspeed/MACH velocity, AP "DECENT" mode controlling the ROD, and navigation being controlled by the AP Azimuth in conjunction with the HSI selected VOR/LOC course or HDG.

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.

Descending through 10,000 FT the AT controlled airspeed should be reduced to 250 KTS.

From 10,000 FT the ROD should also be reduced to 1,000 FPM.

With AP AP "HEIGHT" mode engaged, and its selector switch is set to "ACQUIRE", and with a target descent altitude entered into the AP "ALTITUDE SELECTOR" .... the simulation will commence an auto-altitude capture within 150 FT of any pre-selected target altitude.

Upon capturing the pre-selected descent altitude the AP "HEIGHT" mode selector switch will automatically reset from its "ACQUIRE" to "LOCK" detent.

AP Height mode descent altitude "LOCK" 5,000 FT captured


Upon acquiring the pre-selected descent altitude the simulation should be decelerated toward 250 KTS (AT).

The AT system can be engaged by setting its tab to "ENGAGE" (this tab will illuminate yellow when selected) .... then an AT speed entered into the "SELECTED SPEED" display on the AT sub panel using AT thumb wheel .... and the AT Mode selector switch then set to its "THROTTLE" detent (the AT lamp will illuminate yellow when selected).

AT "OFF"


AT "ENGAGED"


AT set to "THROTTLE" mode


PLEASE NOTE: The AT functions independently of the AP system.

Upon acquiring the pre-selected airspeed/MACH velocity the AT will automatically adjust engine power to maintain the selected airspeed/MACH velocity.

All engine parameters, primary flight instrumentation, and navigation indications must be constantly monitored, with the simulations performance and progress along any airway monitored also, and adjusted .... if necessary .... throughout the descent.


5.08: APPROACH TO LANDING - AP AUTO-APPROACH MODE/ILS GS MODE.

With a full payload 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 loading should be planned/calculated for each flight .... "prior to" departure .... and in order to ensure the simulation is not overweight upon arrival at its destination airport but also with sufficient fuel quantity remaining to accommodate holding and/or a diversion to any 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 at any destination (SL) airport.

PLEASE NOTE: Procedures and MSA's are specific to and vary from airport to airport.

Check the AP is fully engaged.

Check the AT is engaged.

Check the PVD switch is set to its "NORMAL" detent.

Check the correct landing V-REF data (in relation to weight and flap settings) appears within Airspeed Chinograph .... and upon clicking the Chinograph check the ASI Speed Bugs are correctly set in accordance with the Chinograph computations .... prior to commencing any approach to landing.

Check the Altimeter Barometric Pressure indication reads "1012/2991" (or as required) .... prior to commencing any approach to landing.

Check the correct/required COM/Radio Frequencies are set .... prior to commencing any approach to landing.

Check the correct/required VOR/ADF or RWY ILS Radio Frequencies are set .... prior to commencing any approach to landing.

Check an HSI Course is set to reflect the intended ILS radial/RWY center line direction .... and the HSI Course Indicator reflects the selected course .... prior to commencing any approach to landing.

Check the "AP AZIMUTH MASTER" tab is "ON" (this button will illuminate yellow when selected) .... prior to commencing any approach to landing.

AP Azimuth Master "OFF"


AP Azimuth Master "ENGAGED"


PLEASE NOTE: The HSI Azimuth switch should be set to its HDG detent.

HSI Azimuth switch set to "HDG"


Heading may be further adjusted (as required) per the Heading cursor below the HSI gauge.

Check a "Decision Height" altitude has been entered into the Radio Altimeter .... prior to commencing any approach to landing.

Entering the downwind legue of any approach to landing pattern the simulations airspeed should be slowly reduced from toward 250 KTS toward 225 KTS.

Extend the Droops at 230 KTS.

In level flight during the downwind sector, and at approximately 225 KTS and with the Droops extended, the simulation should be observed to display and approximately +2* to +3* (degree) AI pitch attitude.

A long final approach legue (approximately 18 DME) 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.

Entering the base legue at the commencement of any approach to landing Flaps 9 should be selected and airspeed further reduced toward 200 KTS.

These TRIDENT simulations are capable of flying either an AP controlled ILS/GS coupled auto-approach to landing or a fully automatic/auto-land procedure .... with absolute precision.

PLEASE NOTE: The AP controlled ILS/GS coupled auto-approach to landing "AUTO-LAND" option requires different procedures.

PLEASE NOTE ALSO: Engaging the #4/Booster "IS NOT" required for the approach to landing.

These TRIDENT simulations are capable of flying an AP controlled ILS/GS coupled auto-approach to landing from a 90* (degree) axis of intercept .... although a 25* to 30* (degree) intercept should be considered preferable.

Once established on the base legue of any auto-approach to landing the AP Prime switch should be set to its "GLIDE" detent .... in order to enable the AP to automatically intercept and capture ILS/GS radial for the intended RWY.

AP Prime switch "OFF"


AP Prime switch auto-approach "GLIDE" mode engaged


Upon intercepting the ILS radial Flaps 16 should be selected and airspeed further reduced toward 180 KTS.

Upon intercepting the ILS radial the HSI Azimuth Switch will automatically reset to it VOR/LOC detent.

Upon capturing the ILS/GS radial and once established on the approach for the intended RWY Flaps 23 should be selected .... "prior to" commencement of the auto-descent.

Upon capturing the ILS/GS radial and commencing auto-descent for the intended RWY select Gear Down .... and reduce airspeed toward 140 KTS .... or toward the Airspeed Chinograph calculated VAT airspeed.

The heading indicator within the HSI gauge should be adjusted to reflect the intended ILS RWY heading.

PLEASE NOTE: With AP "GLIDE" or "LAND" mode engaged adjustments the HSI heading indication will not influence the auto-approach to landing .... it is merely to pre-set a heading for the AP to follow in the event of a go-around.

Select FLAPS 28 at 160 KTS .... and continue reducing airspeed toward 140 KTS or toward the Airspeed Chinograph calculated VAT airspeed.

Select FLAP 45/FULL FLAPS at 150 KTS .... and continue reducing airspeed toward 140 KTS or toward the Airspeed Chinograph calculated VAT airspeed.

Select YD "OFF" .... prior to landing.

Select Landing Lights "ON" .... prior to landing.

Recheck Flaps 45/FULL FLAPS are "SELECTED" .... prior to landing.

Recheck the Landing Gear is "DOWN" .... prior to landing.

Throughout deceleration during the approach to landing and in accordance both full flaps and landing gear deployments, and a sensible landing weight also, the simulation should be observed to display and approximately +1* to +2 (degree) AI pitch attitude.

Flying the approach to landing is a delicate balance of engine thrust and airspeed, in relation to simulated weight in order to maintain the correct/a desirable AI pitch attitude during any approach to landing .... and in conjunction with both flap and landing gear deployments .... and without risking either insufficient or excessive airspeed or an unacceptable ROD.

Excessive airspeed during any approach to landing will cause the simulations pitch attitude to decrease in accordance with airspeed gain .... possibly to the extent of encouraging a prolonged dive toward the RWY threshold .... if not corrected .... and with the added risk of a nose gear collapse, and crash, upon ground contact.

Insufficient airspeed during any approach to landing will cause the simulations pitch attitude to increase in accordance with airspeed loss .... possibly to the extent of encouraging RWY visibility problems, unacceptable airspeed deterioration (risking an irrecoverable stall) .... if not corrected .... and with the added risk of a tail strike, and crash, upon ground contact.

"ARM" the Wing Spoilers (keyboard commands SHIFT + /) .... prior to landing.

These TRIDENT simulations do not feature consistent altitude GPWS call outs but the following call outs will be triggered automatically when passing through 500 FT ....

- "RADIO 500"

A "DECISION" call out will also be automatically triggered prior to landing.

The minimum approach to landing airspeed should not be allowed to deteriorate below 138 KTS to 137 KTS .... or the Airspeed Chinograph calculated VAT.

The AT should be disengaged at 500 FT .... prior to landing.

The AP should be disengaged at "100 FT" .... prior to landing.

Upon the "DECISION" call out a slow smooth manual flare to an approximately +3* to +4* (degree) AI pitch attitude should be commenced from approximately 50 FT .... prior to landing.

Engine power should be retarded to its "IDLE" detent from approximately 10 FT .... prior to landing .... with the ROD decent reduced to less than 50 FPM in order to ensure a smooth touchdown so as to avoid bouncing the simulation upon ground contact.

The Wing Spoilers will "automatically" deploy immediately upon main gear contact with the RWY.

Engage Reverse Thrust (keyboard command F2) immediately upon main gear contact with the RWY.

With the Wing Spoilers and Full Flaps both deployed, and Reverse Thrust also engaged, the simulation must be slowly de-rotated in order to land the Nose Gear.

Reverse Thrust should be cancelled (keyboard command F1 .... or F3) between 80 KTS and 60 KTS during roll-out after landing and manual/hydraulic braking action applied in order to continue deceleration toward a sensible taxiing speed.

Retract Droops/Flaps manually.

Vacate the RWY per the nearest exit.

Set Elevator Trim to its neutral detent.

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.


5.08-A: APPROACH TO LANDING - AP AUTO-APPROACH MODE/AUTO-LAND MODE.

With a full payload 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 loading should be planned/calculated for each flight .... "prior to" departure .... and in order to ensure the simulation is not overweight upon arrival at its destination airport but also with sufficient fuel quantity remaining to accommodate holding and/or a diversion to any 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 at any destination (SL) airport.

PLEASE NOTE: Procedures and MSA's are specific to and vary from airport to airport.

Check the AP is fully engaged.

Check the AT is engaged.

Check the PVD switch is set to its "NORMAL" detent.

Check the correct landing V-REF data (in relation to weight and flap settings) appears within Airspeed Chinograph .... and upon clicking the Chinograph check the ASI Speed Bugs are correctly set in accordance with the Chinograph computations .... prior to commencing any approach to landing.

Check the Altimeter Barometric Pressure indication reads "1012/2991" (or as required) .... prior to commencing any approach to landing.

Check the correct/required COM/Radio Frequencies are set .... prior to commencing any approach to landing.

Check the correct/required VOR/ADF or RWY ILS Radio Frequencies are set .... prior to commencing any approach to landing.

Check an HSI Course is set to reflect the intended ILS radial/RWY center line direction .... and the HSI Course Indicator reflects the selected course .... prior to commencing any approach to landing.

Check the "AP AZIMUTH MASTER" tab is "ON" (this button will illuminate yellow when selected) .... prior to commencing any approach to landing.

PLEASE NOTE: The HSI Azimuth switch should be set to its HDG detent.

Heading may be further adjusted (as required) per the Heading cursor below the HSI gauge.

Check a "Decision Height" altitude has been entered into the Radio Altimeter .... prior to commencing any approach to landing.

Entering the downwind legue of any approach to landing pattern the simulations airspeed should be slowly reduced from toward 250 KTS toward 225 KTS.

Extend the Droops at 230 KTS.

In level flight during the downwind sector, and at approximately 225 KTS and with the Droops extended, the simulation should be observed to display and approximately +2* to +3* (degree) AI pitch attitude.

A long final approach legue (approximately 18 DME) 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.

Entering the base legue at the commencement of any approach to landing Flaps 9 should be selected and airspeed further reduced toward 200 KTS.

These TRIDENT simulations are capable of flying either an AP controlled ILS/GS coupled auto-approach to landing or a fully automatic/auto-land procedure .... with absolute precision.

PLEASE NOTE: The AP controlled ILS/GS coupled auto-approach to landing option requires different procedures.

PLEASE NOTE ALSO: Engaging #4/Booster "IS NOT" required for the approach to landing.

These TRIDENT simulations are capable of flying an AP controlled ILS/GS coupled auto-approach to landing from a 90* (degree) axis of intercept .... although a 25* to 30* (degree) intercept should be considered preferable.

Once established on the base legue of any auto-approach to landing the AP Prime switch should be set to its "GLIDE" detent .... in order to enable the AP to automatically intercept and capture ILS/GS radial for the intended RWY.

AP Prime switch "OFF"


AP Prime switch auto-approach "GLIDE" mode engaged


Upon intercepting the ILS radial Flaps 16 should be selected and airspeed further reduced toward 180 KTS.

Upon intercepting the ILS radial the HSI Azimuth Switch will automatically reset to it VOR/LOC detent.

Upon capturing the ILS/GS radial and once established on the approach for the intended RWY Flaps 23 should be selected .... "prior to" commencement of the auto-descent.

Upon capturing the ILS/GS radial and commencing auto-descent for the intended RWY select Gear Down .... and reduce airspeed toward 140 KTS .... or toward the Airspeed Chinograph calculated VAT airspeed.

The heading indicator within the HSI gauge should be adjusted to reflect the intended ILS RWY heading.

PLEASE NOTE: With AP "GLIDE" or "LAND" mode engaged adjustments the HSI heading indication will not influence the auto-approach to landing .... it is merely to pre-set a heading for the AP to follow in the event of a go-around.

Select FLAPS 28 at 160 KTS .... and continue reducing airspeed toward 140 KTS or toward the Airspeed Chinograph calculated VAT airspeed.

Select FLAP 45/FULL FLAPS at 150 KTS .... and continue reducing airspeed toward 140 KTS or toward the Airspeed Chinograph calculated VAT airspeed.

Once established on the final approach and with full flaps and landing rear extended the AP Prime switch should be set to its "LAND" detent .... in order to enable the AP to enable a full "AUTO-LAND" procedure for the intended RWY.

AP Prime switch auto-approach "LAND" mode engaged


Select YD "OFF" .... prior to landing.

Select Landing Lights "ON" .... prior to landing.

Recheck Flaps 45/FULL FLAPS are "SELECTED" .... prior to landing.

Recheck the Landing Gear is "DOWN" .... prior to landing.

Throughout deceleration during the approach to landing and in accordance both full flaps and landing gear deployments, and a sensible landing weight also, the simulation should be observed to display and approximately +1* to +2 (degree) AI pitch attitude.

Flying the approach to landing is a delicate balance of engine thrust and airspeed, in relation to simulated weight in order to maintain the correct/a desirable AI pitch attitude during any approach to landing .... and in conjunction with both flap and landing gear deployments .... and without risking either insufficient or excessive airspeed or an unacceptable ROD.

Excessive airspeed during any approach to landing will cause the simulations pitch attitude to decrease in accordance with airspeed gain .... possibly to the extent of encouraging a prolonged dive toward the RWY threshold .... if not corrected .... and with the added risk of a nose gear collapse, and crash, upon ground contact.

Insufficient airspeed during any approach to landing will cause the simulations pitch attitude to increase in accordance with airspeed loss .... possibly to the extent of encouraging RWY visibility problems, unacceptable airspeed deterioration (risking an irrecoverable stall) .... if not corrected .... and with the added risk of a tail strike, and crash, upon ground contact.

"DO NOT" arm the Wing Spoilers .... prior to landing.

PLEASE NOTE: The Auto-Land system will automatically "ARM" the Wing Spoilers .... prior to landing.

These TRIDENT simulations do not feature consistent altitude GPWS call outs but the following call out will be triggered automatically when passing through 500 FT ....

- "RADIO 500"
- AUTO-LAND 12 FEET"

A "DECISION" call out will also be automatically triggered "prior to" landing.

The minimum approach to landing airspeed should not be allowed to deteriorate below 138 KTS to 137 KTS .... or the Airspeed Chinograph calculated VAT.

"DO NOT" disengage the AT .... prior to landing.

"DO NOT" disengage the AP .... prior to landing.

Upon the "DECISION" call out the Auto-Land system will automatically commence a slow smooth flare to an approximately +3* to +4* (degree) AI pitch attitude .... and automatically retard engine power "just prior to" landing in order to result in a gentle touchdown and de-rotation after landing .... and then auto-disengage the AT.

The Auto-Land system will "automatically deploy" the Wing Spoilers immediately upon main gear contact with the RWY.

Engage Reverse Thrust (keyboard command F2) immediately upon main gear contact with the RWY.

With the Wing Spoilers and Full Flaps both deployed, and reverse thrust also engaged, the Auto-Land system will "automatically" de-rotate simulation in order to land the Nose Gear and then disengage the AP.

Reverse Thrust should be cancelled (keyboard command F1 .... or F3) between 80 KTS and 60 KTS during roll-out after landing and manual/hydraulic braking action applied in order to continue deceleration toward a sensible taxiing speed.

The AP system will auto-disengage during roll-out after landing and the Wing Spoilers will auto-retract upon canceling reverse thrust.

Retract Droops/Flaps manually.

Vacate the RWY per the nearest exit.

Set Elevator Trim to its neutral detent.

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.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

HS121 TRIDENT 1/1C/1E/2E/3B/SUPER 3B MANUAL # 6

UPDATED: November 2nd 2022.





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 HS 121 TRIDENT 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.

PLEASE NOTE ALSO: By default, and using the HJG supplied FDE edits, the DMFS HS121 TRIDENT simulations load into FS with both "100% fuel and payload" .... resulting in a nominal "overload". This is a perfectly normal result under such circumstances. The end user is expected to manually adjust either fuel load, or payload, or both, in order to ensure each simulation is set at/near its certified MGW or otherwise in accordance with the requirements for their virtual flight.


6.00: "RECOMMENDED MGW LOADING/TO/CLIMB/CRUISE PROCEDURES".

HS 121 TRIDENT 1 (demonstrator)

3X RR SPEY 506 turbo-fan engines rated at 10,400 LBS thrust e/a

MGTOW = 115,000 LBS

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

Default Overload = 4,121 LBS

LEFT = 100 %
CENTER = 62.0 %
RIGHT = 100 %

No payload adjustment .... results in 14 LBS overload

PANEL = "DMFS TRIDENT"

TAKE OFF PROCEDURE (Flap 23)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 23* (4 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = N/A
V1 = 120
VR = 125
V2 = 134
VAT = 138
INITIAL ROC = 500 FPM .... do not exceed +9* AI pitch attitude
FLAP 23 RETRACT = 180 KIAS .... increase ROC to 800 FPM
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,000 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,200 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 1,500 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

TAKE OFF PROCEDURE (Flap 16)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 16* (3 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = N/A
V1 = 124
VR = 129
V2 = 138
VAT = 138
INITIAL ROC = 800 FPM .... do not exceed +9* AI pitch attitude
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,000 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,200 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 1,500 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

CLIMB PROCEDURE

Maintain 1,500 FPM ROC after Gear and Flap/Droop retraction (Droops "in" at not below 225 KTS or 2,000 FT) .... reduce engine thrust to 94% RPM/P7 96% then assume the following ROC climb and airspeed/power adjustment schedule .....

TO FL250
- 10,000 FT reduce ROC to 1,200 FPM 260 KTS AT
- 15,000 FT reduce ROC to 1,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 800 FPM 280 KTS AT
- 22,000 FT reduce ROC to 500 FPM 290 KTS AT
- 24,000 FT reduce ROC to 200 FPM 300 KTS AT
- 25,000 FT ALT CAPTURE 310 KTS AT

TO FL280
- 10,000 FT reduce ROC to 1,200 FPM 260 KTS AT
- 20,000 FT reduce ROC to 1,000 FPM 270 KTS AT
- 25,000 FT reduce ROC to 800 FPM 280 KTS AT
- 26,000 FT reduce ROC to 500 FPM 290 KTS AT
- 27,000 FT reduce ROC to 200 FPM 300 KTS AT
- 28,000 FT ALT CAPTURE 310 KTS AT

FL250 CRUISE PERFORMANCE ....

FL250 PERFORMANCE AT MACH 0.72
IAS = 310 KTS (AT)
GS = 434 KTS
TAS = 465 (310 X 1.50 = 465)
MACH = 0.72.3
EGT = 491 C
RPM/N2 = 90.0 %/113,12
P7 = 93.0 %
F/F = 1,054 KG per engine (3,162 KG total)
AI = +1*

FL250 PERFORMANCE AT MACH 0.73
IAS = 315 KTS (AT)
GS = 439 KTS
TAS = 472 (315 X 1.50 = 472)
MACH = 0.73.2
EGT = 494 C
RPM/N2 = 91.0 %/113,42
P7 = 93.0 %
F/F = 1,069 KG per engine (3,207 KG total)
AI = +1*

FL250 PERFORMANCE AT MACH 0.74
IAS = 320 KTS (AT)
GS = 445 KTS
TAS = 480 (320 X 1.50 = 480)
MACH = 0.74.2
EGT = 496 C
RPM/N2 = 91.0 %/113,63
P7 = 93.0 %
F/F = 1,082 KG per engine (3,246 KG total)
AI = +1*

FL250 PERFORMANCE AT MACH 0.75
IAS = 325 KTS (AT)
GS = 451 KTS
TAS = 480 (325 X 1.50 = 487)
MACH = 0.75.3
EGT = 498 C
RPM/N2 = 91.0 %/113,86
P7 = 93.0 %
F/F = 1,095 KG per engine (3,285 KG total)
AI = +0.9*

FL250 PERFORMANCE AT MACH 0.76
IAS = 330 KTS (AT)
GS = 457 KTS
TAS = 480 (330 X 1.50 = 495)
MACH = 0.76.2
EGT = 501 C
RPM/N2 = 91.0 %/114,10
P7 = 94.0 %
F/F = 1,110 KG per engine (3,330 KG total)
AI = +0.8*

FL250 PERFORMANCE AT MACH 0.77
IAS = 335 KTS (AT)
GS = 464 KTS
TAS = 502 (335 X 1.50 = 502)
MACH = 0.77.3
EGT = 503 C
RPM/N2 = 91.0 %/114,37
P7 = 94.0 %
F/F = 1,129 KG per engine (3,387 KG total)
AI = +0.7*

FL250 PERFORMANCE AT MACH 0.78
IAS = 340 KTS (AT)
GS = 469 KTS
TAS = 502 (340 X 1.50 = 510)
MACH = 0.78.2
EGT = 506 C
RPM/N2 = 91.0 %/114,65
P7 = 94.0 %
F/F = 1,140 KG per engine (3,420 KG total)
AI = +0.6*

FL250 PERFORMANCE AT MACH 0.79
IAS = 345 KTS (AT)
GS = 475 KTS
TAS = 517 (345 X 1.50 = 517)
MACH = 0.79.3
EGT = 509 C
RPM/N2 = 92.0 %/114,92
P7 = 94.0 %
F/F = 1,156 KG per engine (3,468 KG total)
AI = +0.5*

FL250 PERFORMANCE AT MACH 0.80
IAS = 350 KTS (AT)
GS = 482 KTS
TAS = 525 (350 X 1.50 = 525)
MACH = 0.80.3
EGT = 512 C
RPM/N2 = 92.0 %/115,22
P7 = 94.0 %
F/F = 1,173 KG per engine (3,519 KG total)
AI = +0.4*

FL250 PERFORMANCE AT MACH 0.81
IAS = 355 KTS (AT)
GS = 488 KTS
TAS = 532 (355 X 1.50 = 532)
MACH = 0.81.3
EGT = 514 C
RPM/N2 = 92.0 %/115,55
P7 = 95.0 %
F/F = 1,195 KG per engine (3,585 KG total)
AI = +0.3*

FL280 CRUISE PERFORMANCE ....

FL280 PERFORMANCE AT MACH 0.76
IAS = 310 KTS (AT)
GS = 456 KTS
TAS = 465 (310 X 1.50 = 465)
MACH = 0.76.6
EGT = 486 C
RPM/N2 = 91.0 %/113,93
P7 = 93.0 %
F/F = 1,032 KG per engine (3,096 KG total)
AI = +1

FL280 PERFORMANCE AT MACH 0.77
IAS = 315 KTS (AT)
GS = 463 KTS
TAS = 472 (315 X 1.50 = 472)
MACH = 0.77.7
EGT = 488 C
RPM/N2 = 91.0 %/114,02
P7 = 93.0 %
F/F = 1,043 KG per engine (3,129 KG total)
AI = +1

FL280 PERFORMANCE AT MACH 0.78
IAS = 320 KTS (AT)
GS = 469 KTS
TAS = 480 (320 X 1.50 = 480)
MACH = 0.78.7
EGT = 490 C
RPM/N2 = 91.0 %/114,24
P7 = 94.0 %
F/F = 1.055 KG per engine (3,165 KG total)
AI = +1*

FL280 PERFORMANCE AT MACH 0.79
IAS = 325 KTS (AT)
GS = 475 KTS
TAS = 487 (325 X 1.50 = 487)
MACH = 0.79.7
EGT = 493 C
RPM/N2 = 91.0 %/114,52
P7 = 94.0 %
F/F = 1,070 KG per engine (3,210 KG total)
AI = +0.9*

FL280 PERFORMANCE AT MACH 0.80
IAS = 330 KTS (AT)
GS = 482 KTS
TAS = 495 (330 X 1.50 = 495)
MACH = 0.80.0
EGT = 496 C
RPM/N2 = 92.0 %/114,87
P7 = 94.0 %
F/F = 1,088 KG per engine (3,364 KG total)
AI = +0.8*

FL280 PERFORMANCE AT MACH 0.81
IAS = 335 KTS (AT)
GS = 488 KTS
TAS = 502 (335 X 1.50 = 502)
MACH = 0.81.9
EGT = 499 C
RPM/N2 = 95.0 %/115,29
P7 = 94.0 %
F/F = 1,109 KG per engine (3,327 KG total)
AI = +0.7*


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


HS 121 TRIDENT 1C

3X RR SPEY 506 turbo-fan engines rated at 10,400 LBS thrust e/a

MGTOW = 115,000 LBS

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

Default Overload = 4,621 LBS

LEFT = 100 %
CENTER = 57.3 %
RIGHT = 100 %

No payload adjustment .... results in 6 LBS overload

PANEL = "DMFS TRIDENT"

TAKE OFF PROCEDURE (Flap 23)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 23* (4 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = N/A
V1 = 125
VR = 130
V2 = 138
VAT = 139
INITIAL ROC = 500 FPM .... do not exceed +9* AI pitch attitude
FLAP 23 RETRACT = 180 KIAS .... increase ROC to 800 FPM
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,000 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,200 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 1,500 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

TAKE OFF PROCEDURE (Flap 16)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 16* (3 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = N/A
V1 = 128
VR = 133
V2 = 141
VAT = 139
INITIAL ROC = 800 FPM .... do not exceed +9* AI pitch attitude
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,000 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,200 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 1,500 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

CLIMB PROCEDURE

Maintain 1,500 FPM ROC after Gear and Flap/Droop retraction (Droops "in" at not below 225 KTS or 2,000 FT) .... reduce engine thrust to 94% RPM/P7 96% then assume the following ROC climb and airspeed/power adjustment schedule .....

TO FL250
- 10,000 FT reduce ROC to 1,200 FPM 260 KTS AT
- 15,000 FT reduce ROC to 1,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 800 FPM 280 KTS AT
- 22,000 FT reduce ROC to 500 FPM 290 KTS AT
- 24,000 FT reduce ROC to 200 FPM 300 KTS AT
- 25,000 FT ALT CAPTURE 310 KTS AT

TO FL280
- 10,000 FT reduce ROC to 1,200 FPM 260 KTS AT
- 20,000 FT reduce ROC to 1,000 FPM 270 KTS AT
- 25,000 FT reduce ROC to 800 FPM 280 KTS AT
- 26,000 FT reduce ROC to 500 FPM 290 KTS AT
- 27,000 FT reduce ROC to 200 FPM 300 KTS AT
- 28,000 FT ALT CAPTURE 310 KTS AT

FL28 CRUISE PERFORMANCE ....

FL280 PERFORMANCE AT MACH 0.72
IAS = 310 KTS (AT)
GS = 433 KTS
TAS = 465 (310 X 1.50 = 465)
MACH = 0.72.3
EGT = 492 C
RPM/N2 = 90.0 %/113,17
P7 = 93.0 %
F/F = 1,056 KG per engine (3,168 KG total)
AI = +1*

FL280 PERFORMANCE AT MACH 0.73
IAS = 315 KTS (AT)
GS = 438 KTS
TAS = 472 (315 X 1.50 = 472)
MACH = 0.73.2
EGT = 494 C
RPM/N2 = 91.0 %/113,37
P7 = 93.0 %
F/F = 1,071 KG per engine (3,213 KG total)
AI = +1*

FL280 PERFORMANCE AT MACH 0.74
IAS = 320 KTS (AT)
GS = 446 KTS
TAS = 480 (320 X 1.50 = 480)
MACH = 0.74.3
EGT = 497 C
RPM/N2 = 91.0 %/113,65
P7 = 93.0 %
F/F = 1,084 KG per engine (3,252 KG total)
AI = +0.9*

FL280 PERFORMANCE AT MACH 0.75
IAS = 325 KTS (AT)
GS = 451 KTS
TAS = 487 (325 X 1.50 = 487)
MACH = 0.75.3
EGT = 499 C
RPM/N2 = 91.0 %/113,95
P7 = 93.0 %
F/F = 1,098 KG per engine (3,294 KG total)
AI = +0.8*

FL280 PERFORMANCE AT MACH 0.76
IAS = 330 KTS (AT)
GS = 458 KTS
TAS = 495 (330 X 1.50 = 495)
MACH = 0.76.3
EGT = 501 C
RPM/N2 = 91.0 %/114,17
P7 = 94.0 %
F/F = 1,113 KG per engine (3,339 KG total)
AI = +9.7*

FL280 PERFORMANCE AT MACH 0.77
IAS = 335 KTS (AT)
GS = 463 KTS
TAS = 502 (335 X 1.50 = 502)
MACH = 0.77.3
EGT = 504 C
RPM/N2 = 91.0 %/114,44
P7 = 94.0 %
F/F = 1,127 KG per engine (3,381 KG total)
AI = +0.6*

FL280 PERFORMANCE AT MACH 0.78
IAS = 340 KTS (AT)
GS = 469 KTS
TAS = 510 (340 X 1.50 = 510)
MACH = 0.78.3
EGT = 506 C
RPM/N2 = 92.0 %/114,67
P7 = 94.0 %
F/F = 1,143 KG per engine (3,429 KG total)
AI = +0.5*

FL280 PERFORMANCE AT MACH 0.79
IAS = 345 KTS (AT)
GS = 476 KTS
TAS = 517 (345 X 1.50 = 517)
MACH = 0.79.3
EGT = 509 C
RPM/N2 = 92.0 %/114,98
P7 = 94.0 %
F/F = 1,158 KG per engine (3,474 KG total)
AI = +0.4*

FL280 PERFORMANCE AT MACH 0.80
IAS = 350 KTS (AT)
GS = 481 KTS
TAS = 525 (350 X 1.50 = 525)
MACH = 0.80.3
EGT = 512 C
RPM/N2 = 92.0 %/115,26
P7 = 94.0 %
F/F = 1,176 KG per engine (3,528 KG total)
AI = +0.3*

FL280 PERFORMANCE AT MACH 0.81
IAS = 355 KTS (AT)
GS = 487 KTS
TAS = 532 (355 X 1.50 = 532)
MACH = 0.81.3
EGT = 515 C
RPM/N2 = 92.0 %/115,62
P7 = 95.0 %
F/F = 1,199 KG per engine (3,597 KG total)
AI = +0.2*


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


HS 121 TRIDENT 1E

3X RR SPEY 511 turbo-fan engines rated at 11,400 LBS thrust e/a

MGTOW = 128,000 LBS

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

Default Overload = 5,111 LBS

LEFT = 100 %
CENTER = 58.0 %
RIGHT = 100 %

No payload adjustment .... results in 10 LBS overload

PANEL = "DMFS TRIDENT"

TAKE OFF PROCEDURE (Flap 23)

TRIM = 2.5 units
DROOPS/FLAP SETTING = 23* (4 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = N/A
V1 = 133
VR = 138
V2 = 145
VAT = 147
INITIAL ROC = 1,000 FPM .... do not exceed +9* AI pitch attitude
FLAP 23 RETRACT = 180 KIAS .... increase ROC to 1,200 FPM
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 2,000 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

TAKE OFF PROCEDURE (Flap 16)

TRIM = 2.5 units
DROOPS/FLAP SETTING = 16* (3 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = N/A
V1 = 137
VR = 142
V2 = 148
VAT = 146
INITIAL ROC = 1,000 FPM .... do not exceed +9* AI pitch attitude
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 2,000 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

CLIMB PROCEDURE

Maintain 2,000 FPM ROC after Gear and Flap/Droop retraction (Droops "in" at not below 225 KTS or 3,000 FT) .... reduce engine thrust to 96% RPM/P7 98% then assume the following ROC climb and airspeed/power adjustment schedule .....

TO FL280
- 10,000 FT reduce ROC to 1,500 FPM 260 KTS AT
- 15,000 FT reduce ROC to 1,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 800 FPM 280 KTS AT
- 25,000 FT reduce ROC to 500 FPM 290 KTS AT
- 27,000 FT reduce ROC to 200 FPM 300 KTS AT
- 31,000 FT ALT CAPTURE 310 KTS AT

TO FL310
- 10,000 FT reduce ROC to 1,500 FPM 260 KTS AT
- 20,000 FT reduce ROC to 1,000 FPM 270 KTS AT
- 25,000 FT reduce ROC to 800 FPM 280 KTS AT
- 28,000 FT reduce ROC to 500 FPM 290 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT
- 31,000 FT ALT CAPTURE 310 KTS AT

FL280 CRUISE PERFORMANCE ....

FL280 PERFORMANCE AT MACH 0.76 (economic)
IAS = 310 KTS (AT)
GS = 457 KTS
TAS = 465 (310 X 1.50 = 465)
MACH = 0.76.5
EGT = 477 C
RPM/N2 = 89.0 %/111,34
P7 = 91.0 %
F/F = 1,047 KG per engine (3,141 KG total)
AI = +1*

FL280 PERFORMANCE AT MACH 0.77
IAS = 315 KTS (AT)
GS = 463 KTS
TAS = 472 (315 X 1.50 = 472)
MACH = 0.77.6
EGT = 480 C
RPM/N2 = 89.0 %/111,58
P7 = 92.0 %
F/F = 1,060 KG per engine (3,180 KG total)
AI = +1

FL280 PERFORMANCE AT MACH 0.78
IAS = 320 KTS (AT)
GS = 469 KTS
TAS = 480 (320 X 1.50 = 480)
MACH = 0.78.6
EGT = 482 C
RPM/N2 = 89.0 %/111.79
P7 = 92.0 %
F/F = 1.075 KG per engine (3,225 KG total)
AI = +1*

FL280 PERFORMANCE AT MACH 0.79
IAS = 325 KTS (AT)
GS = 476 KTS
TAS = 487 (325 X 1.50 = 487)
MACH = 0.79.7
EGT = 485 C
RPM/N2 = 89.0 %/112,02
P7 = 92.0 %
F/F = 1,089 KG per engine (3,267 KG total)
AI = +0.9*

FL280 PERFORMANCE AT MACH 0.80
IAS = 330 KTS (AT)
GS = 482 KTS
TAS = 495 (330 X 1.50 = 495)
MACH = 0.80.1
EGT = 487 C
RPM/N2 = 89.0 %/112,33
P7 = 92.0 %
F/F = 1,109 KG per engine (3,327 KG total)
AI = +0.8*

FL280 PERFORMANCE AT MACH 0.81
IAS = 335 KTS (AT)
GS = 488 KTS
TAS = 502 (335 X 1.50 = 502)
MACH = 0.81.8
EGT = 490 C
RPM/N2 = 90.0 %/112,67
P7 = 92.0 %
F/F = 1,131 KG per engine (3,393 KG total)
AI = +0.7*

FL280 PERFORMANCE AT MACH 0.82 (recommended maximum)
IAS = 340 KTS (AT)
GS = 495 KTS
TAS = 510 (340 X 1.50 = 510)
MACH = 0.82.9
EGT = 493 C
RPM/N2 = 90.0 %/113,01
P7 = 93.0 %
F/F = 1,154 KG per engine (3,462 KG total)
AI = +0.6*

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.81
IAS = 310 KTS (AT)
GS = 478 KTS
TAS = 508 (310 X 1.64 = 508)
MACH = 0.81.2
EGT = 471 C
RPM/N2 = 89.0 %/111,78
P7 = 92.0 %
F/F = 1,020 KG per engine (3,060 KG total)
AI = +1*

FL280 PERFORMANCE AT MACH 0.82
IAS = 315 KTS (AT)
GS = 485 KTS
TAS = 516 (315 X 1.64 = 516)
MACH = 0.82.3
EGT = 474 C
RPM/N2 = 89.0 %/112,11
P7 = 92.0 %
F/F = 1,040 KG per engine (3,120 KG total)
AI = +1

FL280 PERFORMANCE AT MACH 0.83
IAS = 320 KTS (AT)
GS = 493 KTS
TAS = 524 (320 X 1.64 = 524)
MACH = 0.83.5
EGT = 477 C
RPM/N2 = 90.0 %/112.41
P7 = 92.0 %
F/F = 1.061 KG per engine (3,183 KG total)
AI = +1*

FL280 PERFORMANCE AT MACH 0.84 (recommended maximum)
IAS = 325 KTS (AT)
GS = 500 KTS
TAS = 533 (325 X 1.64 = 487)
MACH = 0.84.5
EGT = 480 C
RPM/N2 = 90.0 %/112,81
P7 = 93.0 %
F/F = 1,082 KG per engine (3,246 KG total)
AI = +0.9*


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


HS 121 TRIDENT 2E

3X RR SPEY 512 turbo-fan engines rated at 11,960 LBS thrust e/a

MGTOW = 136,500 LBS

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

Default Overload = 2,152 LBS

LEFT = 100 %
CENTER = 83.3 %
RIGHT = 100 %

No payload adjustment .... results in 1 LB overload

PANEL = "DMFS TRIDENT"

TAKE OFF PROCEDURE (Flap 23)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 23* (4 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = N/A
V1 = 137
VR = 142
V2 = 146
VAT = 152
INITIAL ROC = 1,000 FPM .... do not exceed +9* AI pitch attitude
FLAP 23 RETRACT = 180 KIAS .... increase ROC to 1,200 FPM
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 2,000 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

TAKE OFF PROCEDURE (Flap 16)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 16* (3 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = N/A
V1 = 142
VR = 147
V2 = 153
VAT = 152
INITIAL ROC = 1,000 FPM .... do not exceed +9* AI pitch attitude
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 2,000 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

CLIMB PROCEDURE

Maintain 2,000 FPM ROC after Gear and Flap/Droop retraction (Droops "in" at not below 225 KTS or 3,000 FT) .... reduce engine thrust to 94% RPM/P7 96% then assume the following ROC climb and airspeed/power adjustment schedule .....

TO FL310
- 10,000 FT reduce ROC to 1,500 FPM 260 KTS AT
- 15,000 FT reduce ROC to 1,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 800 FPM 280 KTS AT
- 25,000 FT reduce ROC to 500 FPM 290 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT
- 31,000 FT ALT CAPTURE 310 KTS AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.81 (economic)
IAS = 310 KTS (AT)
GS = 478 KTS
TAS = 508 (310 X 1.64 = 508)
MACH = 0.81.2
EGT = 469 C
RPM/N2 = 89.0 %/111,06
P7 = 91.0 %
F/F = 1,157 KG per engine (3,471 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.82
IAS = 315 KTS (AT)
GS = 485 KTS
TAS = 516 (315 X 1.64 = 516)
MACH = 0.82.3
EGT = 472 C
RPM/N2 = 89.0 %/111,39
P7 = 91.0 %
F/F = 1,083 KG per engine (3,249 KG total)
AI = +1

FL310 PERFORMANCE AT MACH 0.83
IAS = 320 KTS (AT)
GS = 492 KTS
TAS = 524 (320 X 1.64 = 524)
MACH = 0.83.5
EGT = 475 C
RPM/N2 = 89.0 %/111.67
P7 = 92.0 %
F/F = 1.099 KG per engine (3,297 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.84
IAS = 325 KTS (AT)
GS = 498 KTS
TAS = 533 (325 X 1.64 = 533)
MACH = 0.84.6
EGT = 478 C
RPM/N2 = 89.0 %/111,94
P7 = 92.0 %
F/F = 1,119 KG per engine (3,357 KG total)
AI = +0.9*

FL310 PERFORMANCE AT MACH 0.85
IAS = 330 KTS (AT)
GS = 504 KTS
TAS = 541 (330 X 1.64 = 541)
MACH = 0.85.7
EGT = 481 C
RPM/N2 = 90.0 %/112,30
P7 = 92.0 %
F/F = 1,141 KG per engine (3,423 KG total)
AI = +0.8*

FL310 PERFORMANCE AT MACH 0.86
IAS = 335 KTS (AT)
GS = 511 KTS
TAS = 549 (335 X 1.64 = 549)
MACH = 0.86.8
EGT = 483 C
RPM/N2 = 91.0 %/112,70
P7 = 92.0 %
F/F = 1,163 KG per engine (3,489 KG total)
AI = +0.7*

FL310 PERFORMANCE AT MACH 0.87 (recommended maximum)
IAS = 340 KTS (AT)
GS = 518 KTS
TAS = 557 (340 X 1.64 = 557)
MACH = 0.87.9
EGT = 492 C
RPM/N2 = 90.0 %/112,98
P7 = 93.0 %
F/F = 1,185 KG per engine (3,555 KG total)
AI = +0.6*


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


HS 121 TRIDENT 3B

3X RR SPEY 512 turbo-fan engines rated at 11,960 LBS thrust e/a
1X RR RB.162-66 turbo-jet (TO booster only) rated at 5,250 LBS thrust

MGTOW = 151,900 LBS

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

Default Overload = 47 LBS

LEFT = 100 %
CENTER = 99.7 %
RIGHT = 100 %

No payload adjustment .... results in 5 LBS overload

PANEL = "DMFS TRIDENT"

TAKE OFF PROCEDURE (Flap 23)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 23* (4 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = "ON" (for TO)
V1 = 148
VR = 153
V2 = 159
VAT = 161
INITIAL ROC = 1,000 FPM .... do not exceed +9* AI pitch attitude
FLAP 23 RETRACT = 180 KIAS .... increase ROC to 1,200 FPM
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 2,000 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

PLEASE NOTE: Booster engine will auto-shutdown between 5,000 FT and 10,000FT after TO.

TAKE OFF PROCEDURE (Flap 16)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 16* (3 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = "ON" (for TO)
V1 = 149
VR = 154
V2 = 162
VAT = 165
INITIAL ROC = 1,000 FPM .... do not exceed +9* AI pitch attitude
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 2,000 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

PLEASE NOTE: Booster engine will auto-shutdown between 5,000 FT and 10,000FT after TO.

CLIMB PROCEDURE

Maintain 2,000 FPM ROC after Gear and Flap/Droop retraction (Droops "in" at not below 225 KTS or 3,000 FT) .... reduce engine thrust to 94% RPM/P7 96% then assume the following ROC climb and airspeed/power adjustment schedule .....

TO FL310
- 10,000 FT reduce ROC to 1,500 FPM 260 KTS AT
- 15,000 FT reduce ROC to 1,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 800 FPM 280 KTS AT
- 25,000 FT reduce ROC to 500 FPM 290 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT
- 31,000 FT ALT CAPTURE 310 KTS AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.81 (economic)
IAS = 310 KTS (AT)
GS = 478 KTS
TAS = 508 (310 X 1.64 = 508)
MACH = 0.81.2
EGT = 471 C
RPM/N2 = 88.0 %/111,41
P7 = 91.0 %
F/F = 1,037 KG per engine (3,111 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.82
IAS = 315 KTS (AT)
GS = 485 KTS
TAS = 516 (315 X 1.64 = 516)
MACH = 0.82.3
EGT = 473 C
RPM/N2 = 89.0 %/111,01
P7 = 91.0 %
F/F = 1,057 KG per engine (3,171 KG total)
AI = +1

FL310 PERFORMANCE AT MACH 0.83
IAS = 320 KTS (AT)
GS = 492 KTS
TAS = 524 (320 X 1.64 = 524)
MACH = 0.83.5
EGT = 475 C
RPM/N2 = 89.0 %/111.29
P7 = 91.0 %
F/F = 1.075 KG per engine (3,225 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.84
IAS = 325 KTS (AT)
GS = 498 KTS
TAS = 533 (325 X 1.64 = 533)
MACH = 0.84.6
EGT = 478 C
RPM/N2 = 89.0 %/111,58
P7 = 92.0 %
F/F = 1,094 KG per engine (3,282 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.85
IAS = 330 KTS (AT)
GS = 504 KTS
TAS = 541 (330 X 1.64 = 541)
MACH = 0.85.7
EGT = 482 C
RPM/N2 = 90.0 %/111,88
P7 = 92.0 %
F/F = 1,114 KG per engine (3,342 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.86
IAS = 335 KTS (AT)
GS = 511 KTS
TAS = 549 (335 X 1.64 = 549)
MACH = 0.86.8
EGT = 485 C
RPM/N2 = 90.0 %/112,17
P7 = 92.0 %
F/F = 1,134 KG per engine (3,402 KG total)
AI = +0.9*

FL310 PERFORMANCE AT MACH 0.87 (recommended maximum)
IAS = 340 KTS (AT)
GS = 518 KTS
TAS = 557 (340 X 1.64 = 557)
MACH = 0.87.9
EGT = 487 C
RPM/N2 = 92.0 %/112,43
P7 = 92.0 %
F/F = 1,1533 KG per engine (3,459 KG total)
AI = +0.8*


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


HS 121 TRIDENT SUPER 3B

3X RR SPEY 512 turbo-fan engines rated at 11,960 LBS thrust e/a
1X RR RB.162-66 turbo-jet (TO booster only) rated at 5,250 LBS thrust

MGTOW = 159,900 LBS

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

Default Overload = 2,714 LBS

LEFT = 100 %
CENTER = 79.2 %
RIGHT = 100 %

No payload adjustment .... results in 3 LBS overload

PANEL = "DMFS TRIDENT"

TAKE OFF PROCEDURE (Flap 23)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 23* (4 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = "ON" (for TO)
V1 = 149
VR = 154
V2 = 162
VAT = 165
INITIAL ROC = 1,000 FPM .... do not exceed +9* AI pitch attitude
FLAP 23 RETRACT = 180 KIAS .... increase ROC to 1,200 FPM
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 2,000 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

PLEASE NOTE: Booster engine will auto-shutdown between 5,000 FT and 10,000FT after TO.

TAKE OFF PROCEDURE (Flap 16)

TRIM = 2.3 units
DROOPS/FLAP SETTING = 16* (3 notches)
MAX T/O THRUST = N2 100 %
BOOSTER ENGINE = "ON" (for TO)
V1 = 158
VR = 163
V2 = 170
VAT = 168
INITIAL ROC = 1,000 FPM .... do not exceed +9* AI pitch attitude
FLAP 16 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
FLAP 10 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM
DROOPS RETRACT = 225 KIAS .... increase ROC to 2,000 FPM
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT

PLEASE NOTE: Booster engine will auto-shutdown between 5,000 FT and 10,000FT after TO.

CLIMB PROCEDURE

Maintain 2,000 FPM ROC after Gear and Flap/Droop retraction (Droops "in" at not below 225 KTS or 3,000 FT) .... reduce engine thrust to 94% RPM/P7 96% then assume the following ROC climb and airspeed/power adjustment schedule .....

TO FL310
- 10,000 FT reduce ROC to 1,500 FPM 260 KTS AT
- 15,000 FT reduce ROC to 1,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 800 FPM 280 KTS AT
- 25,000 FT reduce ROC to 500 FPM 290 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT
- 31,000 FT ALT CAPTURE 310 KTS AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.81 (economic)
IAS = 310 KTS (AT)
GS = 478 KTS
TAS = 508 (310 X 1.64 = 508)
MACH = 0.81.2
EGT = 470 C
RPM/N2 = 89.0 %/111,38
P7 = 91.0 %
F/F = 1,070 KG per engine (3,210 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.82
IAS = 315 KTS (AT)
GS = 485 KTS
TAS = 516 (315 X 1.64 = 516)
MACH = 0.82.3
EGT = 474 C
RPM/N2 = 89.0 %/111,70
P7 = 91.0 %
F/F = 1,099 KG per engine (3,297 KG total)
AI = +1

FL310 PERFORMANCE AT MACH 0.83
IAS = 320 KTS (AT)
GS = 492 KTS
TAS = 524 (320 X 1.64 = 524)
MACH = 0.83.5
EGT = 476 C
RPM/N2 = 89.0 %/112.00
P7 = 91.0 %
F/F = 1.118 KG per engine (3,354 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.84
IAS = 325 KTS (AT)
GS = 498 KTS
TAS = 533 (325 X 1.64 = 533)
MACH = 0.84.6
EGT = 479 C
RPM/N2 = 92.0 %/112,31
P7 = 92.0 %
F/F = 1,139 KG per engine (3,417 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.85
IAS = 330 KTS (AT)
GS = 504 KTS
TAS = 541 (330 X 1.64 = 541)
MACH = 0.85.7
EGT = 482 C
RPM/N2 = 90.0 %/112,70
P7 = 92.0 %
F/F = 1,164 KG per engine (3,492 KG total)
AI = +1*

FL310 PERFORMANCE AT MACH 0.86
IAS = 335 KTS (AT)
GS = 511 KTS
TAS = 549 (335 X 1.64 = 549)
MACH = 0.86.8
EGT = 485 C
RPM/N2 = 90.0 %/112,88
P7 = 92.0 %
F/F = 1,177 KG per engine (3,531 KG total)
AI = +0.9*

FL310 PERFORMANCE AT MACH 0.87 (recommended maximum)
IAS = 340 KTS (AT)
GS = 518 KTS
TAS = 557 (340 X 1.64 = 557)
MACH = 0.87.9
EGT = 488 C
RPM/N2 = 90.0 %/113,22
P7 = 92.0 %
F/F = 1,201 KG per engine (3,603 KG total)
AI = +0.8*


6.01: "RECOMMENDED MAX PAYLOAD DESCENT/APPROACH TO LANDINGD PROCEDURES".


HS 121 TRIDENT 1 (demonstrator)

DESCENT PROCEDURE (FROM FL250)

- 80 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 70 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as required).

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

PLEASE NOTE: "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 AT reducing to 225 KTS AT .... select DROOPS at 245 KTS.

- Base Legue = 225 KTS AT reducing to 200 KTS AT.

- Select FLAP 10 = 225 KTS.

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

- FINAL APPROACH = 200 KTS AT reducing to 180 KTS AT.

- Select FLAP 16 205 KTS.

- Select FLAPS 23 = 180 KTS.

- Yaw Damper = OFF".

- ILS/GS intercept = 180 KTS.

- Select gear down = 180 KTS .... reduce airspeed toward calculated VAT (132/131 AT).

- Select FLAPS 28 = 165 KTS.

- Select FLAP 45/FULL FLAPS 144 KTS .... continue reducing airspeed toward calculated VAT (126/125 AT).

- Approach to landing airspeed (full flaps) = 126/125 KTS AT.

- Engage Auto-Land (select AP "LAND" mode).

- Arm Spoilers .... Auto-Approach/Glide Mode only.

PLEASE NOTE: Using Auto-Land/"LAND" Mode with Auto-Flare Spoilers auto-arm and auto-deploy upon main gear contact with RWY.

- Touchdown airspeed = 116/115 KTS.

- Engage reverse thrust immediately upon main gear contact with RWY.

- De-rotate to land NG.

PLEASE NOTE: Using Auto-Land/"LAND" Mode AP and AT auto-disengage and auto-derotate to complete landing.

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

- Start APU and taxi to gate/stand.


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


HS 121 TRIDENT 1c

DESCENT PROCEDURE (FROM FL250)

- 80 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 70 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as required).

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

PLEASE NOTE: "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 AT reducing to 225 KTS AT .... select DROOPS at 245 KTS.

- Base Legue = 225 KTS AT reducing to 200 KTS AT.

- Select FLAP 10 = 225 KTS.

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

- FINAL APPROACH = 200 KTS AT reducing to 180 KTS AT.

- Select FLAP 16 205 KTS.

- Select FLAPS 23 = 180 KTS.

- Yaw Damper = OFF".

- ILS/GS intercept = 180 KTS.

- Select gear down = 180 KTS .... reduce airspeed toward calculated VAT (132/131 AT).

- Select FLAPS 28 = 165 KTS.

- Select FLAP 45/FULL FLAPS 144 KTS .... continue reducing airspeed toward calculated VAT (126/125 AT).

- Approach to landing airspeed (full flaps) = 126/125 KTS AT.

- Engage Auto-Land (select AP "LAND" mode).

- Arm Spoilers .... Auto-Approach/Glide Mode only.

PLEASE NOTE: Using Auto-Land/"LAND" Mode with Auto-Flare Spoilers auto-arm and auto-deploy upon main gear contact with RWY.

- Touchdown airspeed = 116/115 KTS.

- Engage reverse thrust immediately upon main gear contact with RWY.

- De-rotate to land NG.

PLEASE NOTE: Using Auto-Land/"LAND" Mode AP and AT auto-disengage and auto-derotate to complete landing.

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

- Start APU and taxi to gate/stand.


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


HS 121 TRIDENT 1E

DESCENT PROCEDURE (FROM FL280)

- 90 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 00 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as required).

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

PLEASE NOTE: "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 AT reducing to 225 KTS AT.

- Select DROOPS at 245 KTS.

- Base Legue = 225 KTS AT reducing to 200 KTS AT.

- Select FLAP 10 = 225 KTS.

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

- FINAL APPROACH = 200 KTS AT reducing to 180 KTS AT.

- Select FLAP 16 = 205 KTS.

- Select FLAPS 23 = 185 KTS.

- Yaw Damper = OFF".

- ILS/GS intercept = 180 KTS.

- Select gear down = 180 KTS .... reduce airspeed toward calculated VAT (132/131 AT).

- Select FLAPS 28 = 165 KTS.

- Select FLAP 45/FULL FLAPS 145 KTS .... continue reducing airspeed toward calculated VAT (132/131 AT).

- Approach to landing airspeed (full flaps) = 132/131 KTS AT.

- Engage Auto-Land (select AP "LAND" mode).

- Arm Spoilers .... Auto-Approach/Glide Mode only.

PLEASE NOTE: Using Auto-Land/"LAND" Mode with Auto-Flare Spoilers auto-arm and auto-deploy upon main gear contact with RWY.

- Touchdown airspeed = 122/121 KTS.

- Engage reverse thrust immediately upon main gear contact with RWY.

- De-rotate to land NG.

PLEASE NOTE: Using Auto-Land/"LAND" Mode AP and AT auto-disengage and auto-derotate to complete landing.

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

- Start APU and taxi to gate/stand.


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


HS 121 TRIDENT 2E

DESCENT PROCEDURE (FROM FL310)

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as required).

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

PLEASE NOTE: "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 AT reducing to 225 KTS AT.

- Select DROOPS at 245 KTS.

- Base Legue = 225 KTS AT reducing to 200 KTS AT.

- Select FLAP 10 = 225 KTS.

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

- FINAL APPROACH = 200 KTS AT reducing to 180 KTS AT.

- Select FLAP 16 = 205 KTS.

- Select FLAPS 23 = 185 KTS.

- Yaw Damper = OFF".

- ILS/GS intercept = 180 KTS.

- Select gear down = 180 KTS .... reduce airspeed toward calculated VAT (134/133 AT).

- Select FLAPS 28 = 165 KTS.

- Select FLAP 45/FULL FLAPS 145 KTS .... continue reducing airspeed toward calculated VAT (134/133 AT).

- Approach to landing airspeed (full flaps) = 134/133 KTS AT.

- Engage Auto-Land (select AP "LAND" mode).

- Arm Spoilers .... Auto-Approach/Glide Mode only.

PLEASE NOTE: Using Auto-Land/"LAND" Mode with Auto-Flare Spoilers auto-arm and auto-deploy upon main gear contact with RWY.

- Touchdown airspeed = 124/123 KTS.

- Engage reverse thrust immediately upon main gear contact with RWY.

- De-rotate to land NG.

PLEASE NOTE: Using Auto-Land/"LAND" Mode AP and AT auto-disengage and auto-derotate to complete landing.

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

- Start APU and taxi to gate/stand.


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


HS 121 TRIDENT 3B

DESCENT PROCEDURE (FROM FL310)

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as required).

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

PLEASE NOTE: "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 AT reducing to 235 KTS AT.

- Select DROOPS/LE at 255 KTS.

- Base Legue = 235 KTS AT reducing to 200 KTS AT.

- Select FLAP 10 = 235 KTS.

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

- FINAL APPROACH = 200 KTS AT reducing to 180 KTS AT.

- Select FLAP 16 = 215 KTS.

- Select FLAPS 23 = 195 KTS.

- Yaw Damper = OFF".

- ILS/GS intercept = 180 KTS.

- Select gear down = 180 KTS .... reduce airspeed toward calculated VAT (143/142 AT).

- Select FLAPS 28 = 175 KTS.

- Select FLAP 45/FULL FLAPS 165 KTS .... continue reducing airspeed toward calculated VAT (143/142 AT).

- Approach to landing airspeed (full flaps) = 143/142 KTS AT.

- Engage Auto-Land (select AP "LAND" mode).

- Arm Spoilers .... Auto-Approach/Glide Mode only.

PLEASE NOTE: Using Auto-Land/"LAND" Mode with Auto-Flare Spoilers auto-arm and auto-deploy upon main gear contact with RWY.

- Touchdown airspeed = 133/132 KTS.

- Engage reverse thrust immediately upon main gear contact with RWY.

- De-rotate to land NG.

PLEASE NOTE: Using Auto-Land/"LAND" Mode AP and AT auto-disengage and auto-derotate to complete landing.

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

- Start APU and taxi to gate/stand.


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


HS 121 TRIDENT SUPER 3B

DESCENT PROCEDURE (FROM FL310)

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as required).

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

PLEASE NOTE: "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 AT reducing to 245 KTS AT.

- Select DROOPS/LE at 260 KTS.

- Base Legue = 245 KTS AT reducing to 225 KTS AT.

- Select FLAP 10 = 240 KTS.

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

- FINAL APPROACH = 225 KTS AT reducing to 180 KTS AT.

- Select FLAP 16 = 220 KTS.

- Select FLAPS 23 = 200 KTS.

- Yaw Damper = OFF".

- ILS/GS intercept = 180 KTS.

- Select gear down = 180 KTS .... reduce airspeed toward calculated VAT (148/147 AT).

- Select FLAPS 28 = 180 KTS.

- Select FLAP 45/FULL FLAPS 170 KTS .... continue reducing airspeed toward calculated VAT (148/147 AT).

- Approach to landing airspeed (full flaps) = 148/147 KTS AT.

- Engage Auto-Land (select AP "LAND" mode).

- Arm Spoilers .... Auto-Approach/Glide Mode only.

PLEASE NOTE: Using Auto-Land/"LAND" Mode with Auto-Flare Spoilers auto-arm and auto-deploy upon main gear contact with RWY.

- Touchdown airspeed = 138/137 KTS.

- Engage reverse thrust immediately upon main gear contact with RWY.

- De-rotate to land NG.

PLEASE NOTE: Using Auto-Land/"LAND" Mode AP and AT auto-disengage and auto-derotate to complete landing.

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

- Start APU and taxi to gate/stand.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

"THIS MANUAL WAS UPDATED ON JUNE 30TH 2023"