HS121 TRIDENT 1C/1E/2E/3B/SUPER 3B MANUAL # 5
UPDATED: December 20th 2021. 
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.
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" modePLEASE 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" engagedUpon 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
