Ants T 28 D Pilots Handbook

T-28D Trojan Pilot's Handbook Version 1.
NORTH AMERICAN AVIATION T-28D TROJAN
Introduction
Congratulations on your purc ase and !elco"e to t e !onder#ul !orld o# t e T-28D. T e T-28D is a $ariation o# t e %ort &"erican &$iation T-28 aircra#t. T e 'riginal T-28& !as #irst used in 1()8 by t e *.+. &ir ,orce as pri"ary trainer but it !as only used in t is role #or less t an a decade. T e & "odel ad a t!o-bladed propeller and a se$en cylinder -rig t Cyclone .-1/00 engine. T e %a$y beca"e interested in t e aircra#t #or jet transition in 1(12 and ordered t e 2 "odel ! ic #eatured t e t ree-bladed Ha"ilton +tandard propeller and a nine cylinder .1820-83 engine. T e C "odel !as de$eloped #or aircra#t carrier use and #eatured a tail ook4 s orter prop 5to a$oid striking t e deck o# t e carrier6 and bee#ed up #ra"e. T e last ne! T-28 !as deli$ered in 1(13 o!e$er t e %a$y !as still using t e T-28 up to 1(8) ! en it !as replaced by t e T-/)C turboprop. Despite being designated as a trainer t e T-28 #le! in co"bat in +7 &sia during t e 30's. T e T-28D is essentially a con$erted T-28&. & larger engine !as installed 5eit er t e nine cylinder -rig t Cyclone .-1820-13+ ! ic de$eloped 1/00 orsepo!er or t e .-1820-83& !it 1)21 orsepo!er6. T is necessitated a larger engine co!ling. & t ree-bladed prop replaced t e t!obladed prop. T e original canopy !as replaced !it t e lo!er pro#ile "odel used in t e 2 and C $ersions. T is ,+8 $ersion is based on VH-T.' ! ic is o!ned by -arbird &$iation based at &rc er#ield4 9:D. T is aircra#t as t e "ore po!er#ul 1)21 orsepo!er .-1820-83& engine installed. T ere are t!o "odels a$ailable; & D*&: cockpit $ersion and a +':' $ersion. T e aircra#t is #lo!n #ro" t e #ront cockpit ! en #lo!n solo. - en used #or training t e student #lies #ro" t e #ront seat !it t e instructor in t e rear seat. T e +':' "odel is reco""ended #or ,+8 pilots as t is "odel does not include t e rear cockpit and instru"ents ! ic sa$es considerably on #ra"e rates and "e"ory re<uire"ents.
&nt's &irplanes
T-28D Trojan Pilot's Handbook Version 1.1
System Requirements
T is aircra#t !as de$eloped !it t e ,+8 +P2 +D=. >ou t ere#ore need eit er ?icroso#t's ,lig t +i"ulator 8 +P24 &cceleration or ,+8 @old. 2e#ore purc ase you s ould try t e de"o $ersion to see o! !ell t e T-28D !ill per#or" on your syste". *se o# ,+8 !it out +er$ice Pack 2 or &cceleration is not supported.
Su
ort
A# you are a$ing proble"s !it t e operation o# t e aircra#t please e"ail "e at supportBantsairplanes.co". Proble"s !it do!nloading t e package s ould be directed to t e retailer as t ey are responsible #or deli$ery o# t e do!nload.
!"#t$s in t"is m#nu#%

T e neCt couple o# pages contains so"e basic in#or"ation about t e so#t!are. 7ac section can easily be selected using your PD, reader's book"arks. - T e Virtual Cockpit; Adenti#ies t e instru"ents o# t e $irtual cockpit - 2D popup Panels; Describes t e 2D popup panels. %ote t at t ere is no "ain panel #or t is aircra#t. At s ould be #lo!n #ro" t e $irtual cockpit. - &ni"ation ?anager; Describes t e #unctions o# t e &ni"ation ?anager 2D popup panel ! ic allo!s t e user to adjust $arious pre#erences. - &ircra#t +yste"s; Pro$ides instructions on o! to operate t e aircra#t's $arious syste"s including suc t ings as engine4 !ing #laps4 canopy and radios. - Propeller Tor<ue 7##ects; Description o# t e e##ects o# t e propeller. - ,lig t Training; Discusses t e #lig t c aracteristics o# t e aircra#t - %or"al C ecklists; T is can be used as a tutorial #or o! to #ly t e aircra#t. T ere are condensed c ecklists contained !it in t e &ni"ation ?anager #or use in #lig t. - 7"ergency Procedures; - at to do ! en t ings go pear s aped. - Per#or"ance Data; An#or"ation about t e aircra#t's per#or"ance. - History; & brie# istory o# t e T-28 aircra#t. - ,&9s and =no!n Assues; A# you a$e a proble" look ere #irst.
Inst#%%#tion
T is aircra#t is designed #or ?icroso#t's ,lig t +i"ulator 8. Anstallation is andled by an installer progra" ! ic places t e #iles into t e correct location. +i"ply click on t e installer to start t e process. T e installer !ill read ,+8's location #ro" t e registry. 7nsure t at t is is correct and t at t e installer is pointing to your ,lig t +i"ulator 8 #older. A# you a$e installed t e de"o T-28D it is reco""ended t at you uninstall t e de"o #irst.
&nt's &irplanes
Se%ectin& t"e Tro'#n

'nce t e aircra#t as been installed start ,+8 and click on ,ree ,lig t. Click on C ange... under Current &ircra#t. 7nsure + o! all $ariations is ticked. T e Trojan !ill appear as D%ort &"erican T-28DD. A# you are using t e #ilters at t e top o# t e +elect &ircra#t screen t e &ircra#t "anu#acturer is %ort &"erican4 t e Publis er is &nt's &irplanes and t e &ircra#t Type is +ingle 7ngine Prop. 7ac repaint is a$ailable as a Dual or +olo $ersion. T e +olo $ersion as only t e #ront cockpit instru"entation and only one pilot 5t e plane is #lo!n #ro" t e #ront cockpit ! en #lo!n solo6. T e +olo $ersion pro$ides t e best possible #ra"erates. T e Dual $ersion as bot cockpits and bot pilots. - en you #irst select t e T-28D you s ould see t e #ollo!ing "essage. Click .un to allo! ,+8 to run t e T28D.@&* #ile 5t e T-28D !ill not !ork !it out t is gauge #ile6.
>ou s ould t en see anot er "essage. Click >es 5despite t e "essages !arnings t e T28D.@&* !ill not be loaded ! ene$er you start ,lig t +i"ulator and !ill only be loaded ! en you load t e T-28D aircra#t6
&nt's &irplanes
T"in&s to (no)
2e#ore !e get too #ar into t is "anual A !ill list so"e o# t e ite"s uni<ue to t is aircra#t t at "ay cause so"e con#usion. - T ere are t!o "odels4 Dual and +olo. Dual contains instru"entation #or bot t e #ront and rear cockpits. T e +olo "odel contains instru"entation #or t e #ront cockpit only. &s t e +olo "odel contains less parts it !ill pro$ide t e best #ra"erates !it in ,+8. - T e "iCture control as t ree settings only4 AdleECuto##4 %or"al and ,ull .ic . - en set to %or"al t e "iCture is auto"atically adjusted to pro$ide t e best air #uel "iCture ratio. Do not a$e auto"iCture enabled in ,+8 pre#erences. - .ealistic Prop Tor<ue 7##ect. T e T-28D #lig t dyna"ics include a "ore realistic depiction o# t e propeller tor<ue e##ects t en you "ay be used to !it ot er ,+8 aircra#t. &nyti"e you adjust t e po!er settings you need to co"pensate !it le#t or rig t rudder to "aintain balanced #lig t. &ssigning t e le#t and rig t rudder tri" co""ands to easily accessible key co""ands !ill "ake #lying t e T-28D "uc easier. .ealistic Prop Tor<ue 7##ect can be turned o## using t e &ni"ation ?anager.
!"#t$s ne) in Version *+*

Version 1.1 is a bug #iCing update. - ,iCed attitude indicator pitc indicator - C anged cockpit utility lig t e##ect location - C anged &D, to select by 0.1 in #re<uency range 200-)00 F - .educed specular po!er to a$oid !as out. - ,iCed &$ionics s!itc to al!ays be on 5resol$es so"e radio issues6 - ,iCed eCterior teCture issue !it rear cockpit in +olo $ersion in D810 pre$ie! "ode - ,iCed ToolTip display #or rudder setting in 2D tri" panel popup - &dded de#ault &D, radio to TransponderE&utopilot 2D popup - A"pro$ed prop disk teCture - C anged !ing tip $aportrail e##ect to ne! du""y e##ect
&nt's &irplanes
Recommended Settin&s
T e aircra#t as been designed !it realis" settings set to "aCi"u". 7nsure t at t e ,lig t ?odel sliders are set to realistic. Cras tolerance can be set to personal pre#erence. At is reco""ended t at &utorudder be turned o## i# using .ealistic Prop Tor<ue 7##ect. 7nsure &uto"iCture is not selected. T e T-28D uses a custo" auto"iCture logic to accurately si"ulate t e T-28D "iCture control and t is !ill only !ork properly i# ,+8 auto"iCture is turned o##. A# you are using t e .ealistic Prop Tor<ue 7##ect it is reco""ended t at you assign rudder tri" co""ands to key co""ands. A a$e assigned "y G and 8 keys to control t e rudder tri" but you can use any key or joystick buttons you like. >ou "ay also like to assign key co""ands #or t e co!l #laps open and close #or easy access.
&nt's &irplanes
Demo ,imit#tions
A# you are using t e de"o t e #ollo!ing li"itations are placed on t e "odel. Purc asing t e #ull $ersion !ill ob$iously #iC t ese li"itations. - De"o !ritten in incon$enient places - 'nly one li$ery &part #ro" t ese li"itations t e de"o is eCactly like t e #ull $ersion and s ould pro$ide a good representation o# t e per#or"ance and #ra"erates you !ould get #ro" t e #ull $ersion.
-ue% #nd .#y%o#d

T e Trojan as an unloaded !eig t o# 34)2) lbs and a "aCi"u" !eig t o# 104)00 lbs. T e Trojan as t!o #uel tanks4 one located !it eac !ing. 7ac tank olds 83./ gallons !it 81.1 gallons usable. T e total #uel capacity is 1H2.3 gallons or 10)) lbs. T ere is a baggage co"part"ent located underneat t e aircra#t directly be ind t e !ings. +olo #lig t is only possible #ro" t e #ront seat as #lying #ro" t e rear seat "ay put t e centre o# gra$ity outside o# sa#e li"its. Pilot and Passenger !eig ts are eac 200 lbs and t is includes t e parac ute and ot er e<uip"ent t at eac pilot !ears. >ou can s o! or ide t e passenger by using t e &ni"ation ?anager 5s i#tI)6.
&nt's &irplanes
T"e Virtu#% Coc( it

T e T-28D #eatures a #ully /D $irtual cockpit !it s"oot /D gauges. &s t ese gauges are an integral part o# t e /D "odel t ere is no 2D panel a$ailable #or t is aircra#t. T ere are a and#ul o# 2D popup gauges ! ic pro$ide easier access to so"e o# t e "ore di##icult to reac gauges. Anteraction !it t e $arious gauges4 knobs and buttons is done $ia "ouse. S)itc"es +!itc es are si"ply acti$ated by clicking on t e s!itc !it t e "ouse. +o"e s!itc es a$e "ultiple positions 5e.g. t e generator s!itc 64 le#t click or rig t click to set t e s!itc to t e desired position. +o"e s!itc es are also spring loaded. >ou !ill need to old do!n t e "ouse button to old t ese s!itc es in position. /no0s =nobs can be operated !it a le#t click to decrease t e $alue or a rig t click to increase t e $alue. A# you click and drag t e "ouse le#t or rig t you can also adjust t e $alue. >ou can also turn knobs by using t e "ouse scroll ! eel. T ere are t!o "odels a$ailable; +olo and Dual. T e +olo "odel consists o# t e #ront cockpit only. T e Dual "odel as bot t e #ront and rear cockpits. T e #ront and rear cockpits are nearly identical !it only a couple o# $ariations bet!een t e". Certain syste"s 5e.g. t e lig ts4 co!l and oil cooler #laps4 radios6 can only be operated by one cockpit at a ti"e depending on ! ic cockpit as control.
Coc( it
T e cockpit can be di$ided into 1 areas. T e :e#t Console4 t e T rottle 9uadrant4 t e Anstru"ent Panel4 t e +!itc Panel and t e .ig t Console.
&nt's &irplanes
T"e Instrument .#ne%
Contains t e "ain aircra#t instru"ents. %ote t e oCygen regulator is located abo$e t e rig t console in t e rear cockpit.
T"e ,e1t Conso%e

Contains t e #uel cuto## s!itc 4 tri" controls4 t rottle <uadrant4 co!l and oil cooler #laps s!itc 4 ydraulic pressure gauges and ydraulic and pu"p 5#ront cockpit only6. T e tri" controls are also a$ailable as a 2D popup #or easy access.
&nt's &irplanes
T"e T"rott%e 2u#dr#nt
Contains t e aircra#t engine controls.
T"e S)itc" .#ne%

Contains "ost o# t e electrical control s!itc es as !ell as t e lig ting s!itc es 5eCcept #or t e landing lig t s!itc ! ic is located on t e le#t o# t e Anstru"ent Panel6. T!o position s!itc es are c anged by clicking on t e". T ree position s!itc es are c anged by le#t clicking to "o$e up and rig t clicking to "o$e do!n.
&nt's &irplanes
T"e Ri&"t Conso%e

Contains t e .adio controls. T e #ront cockpit as a radio card ! ic s o!s t e preset radio #re<uencies #or t e co""s radio. T e radio card is a$ailable as a 2D popup #or easier access. & r eostat allo!s adjust"ent o# t e red edge lig ting #or t e radios.
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2D .o u .#ne%s
T e T-28D #eatures a #ully /D $irtual cockpit !it s"oot /D gauges. &s t ese gauges are an integral part o# t e /D "odel t ere is no 2D panel a$ailable #or t is aircra#t. T ere are a and#ul o# 2D popup gauges ! ic pro$ide easier access to so"e o# t e "ore di##icult to reac gauges.
Trim .#ne% 3s"i1t425

Pro$ides easier access to t e aileron4 rudder and ele$ator tri" controls. A# using t e .ealistic Prop Tor<ue 7##ects it is reco""ended t at you assign t e le#t and rig t rudder tri" controls to a con$enient key co""and.
R#dio C#rd 3s"i1t465

+ o!s t e preset *H, Co"" radio c annel #re<uencies. T ese can be adjusted by clicking on t e indi$idual #re<uencies. .adio #re<uencies are sa$ed as part o# your pre#erences. T e radio c annel being used is selected !it t e *H, Co"" radio c annel knob.
Anim#tion M#n#&er 3s"i1t475

Displays t e &ni"ation ?anager. +ee t e neCt section #or "ore in#or"ation on t e &ni"ation ?anager.
8.S 3s"i1t495
T is !ill display t e de#ault ,+8 2(1 @P+ to aid in ,+8 na$igation.
Auto i%ot #nd Tr#ns onder 3s"i1t4:5

T e T-28D does not a$e an autopilot. Ho!e$er4 so"eti"es people need to step a!ay #ro" t e co"puter and at t ose ti"es an autopilot !ill be use#ul. T e de#ault autopilot is t ere#ore a$ailable #or t ose ! o !is to use it. A a$e !ritten a ne! eading gauge to allo! adjust"ent o# t e autopilot eading. Transponders !ere not around ! en t e T-28D !as in ser$ice but to "ake use !it in ,+8 easier t e de#ault transponder is s o!n ere.
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Anim#tion M#n#&er
T e &ni"ation ?anager is a 2D popup ! ic allo!s t e user to "ake nu"erous settings #or t e aircra#t. 'n t e rig t edge o# t e &ni"ation ?anager t ere are 1 tabs ! ic allo! t e user to select di##erent pages.
Anim#tions T#0
&llo!s t e user to display $arious ite"s as !ell as re#ill consu"ables. T e user also sa$es4 reloads or resets t eir settings on t is page. T e settings are co""on to bot t e Dual and +olo "odels. &djust"ent to t e Co-pilot settings !ill not be $isible in t e +olo $ersion. T e pilot can be set to be $isible !it in t e $irtual cockpit4 t eir goggles can be put on or o##. A# t eir oCygen "ask is put on t en t e oCygen supply !ill be used and t e oCygen blinker !ill ani"ate. T e co-pilot as si"ilar settings. %ote t at in t e +olo "odel t ese settings !ill a$e no e##ect. T e Canopy and 2aggage Door can be operated. 'Cygen and 7"ergency ydraulic air cylinders "ay be re#illed. T e utility cockpit lig ts can be turned on or o##. T e le#t and rig t aileron tri" tabs are indi$idually adjustable. T e rig t !ing aileron tri" is ground adjustable only and can be set only on t is screen. &djusting t e aileron tri" control in t e cockpit !ill adjust t e le#t aileron tri" tab. - eel c ocks can be placed. T e Pitot co$er !ill place D.7?'V7 27,'.7 ,:A@HTD strea"ers o$er t e pitot tube and in t e ground landing gear locks. 7nsure you a$e re"o$ed t ese be#ore take o##. %'T7; A# you c ange t e .ealistic Prop Tor<ue 7##ect you "ust click +a$e to sa$e t e setting and t en <uit ,+8 and restart. &lternati$ely you can use t e ,+8 &ircra#t 5reload6 key co""and. Clicking on +a$e !ill !rite your pre#erences to disk. T e #ollo!ing settings are sa$ed; - Pilot and Co-pilot $isibility settings - .ig t aileron tri" setting - .ealistic Prop Tor<ue 7##ect setting - +ound le$el settings 5see +ounds Tab6 - *H, Co"" .adio #re<uency c annels. - Anterior :ig t r eostat settings. :oad !ill reload your pre#erences #ro" disk. .eset !ill restore t e pre#erences to t e de#ault settings 5it !ill not !rite t ese settings to disk6.
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Sounds T#0
&llo!s t e user to adjust t e custo" sounds. T ree sliders are a$ailable #or adjusting t e $olu"e o# +!itc es4 7ngine %oises and 'pen Canopy -ind %oise. & tick boC turns on or o## all custo" sounds. 7ngine %oises are t e engine starter sounds. %or"al engine sounds are controlled $ia t e ,+8 sound syste". 'pen Canopy -ind %oise is t e sound o# !ind ! en t e canopy is open ! ile in #lig t. +!itc es are t e $arious knobs4 buttons and s!itc es noises !it in t e cockpit. %ote t at t e ,+8 sounds "enu s ould be used to c ange t e usual ,+8 sounds. At is reco""ended t at you set t e ,+8 sounds to your usual settings and t en you can balance t e T-28D sounds. T ese settings are sa$ed as part o# your pre#erences ! en you click on +&V7 on t e &ni"ations Tab.
!ei&"ts T#0
Displays in#or"ation about t e aircra#ts !eig t and #uel load as !ell as t e centre o# gra$ity. *se t e ,+8 "enus to adjust !eig t and #uel.
C"ec(%ists T#0
Displays condensed #or"s o# t e aircra#t c ecklists as !ell as t e aircra#t per#or"ance c arts. &long t e botto" o# t e page are links ! ic you can use to ju"p straig t to t e #irst page o# t e %or"al or 7"ergency c ecklists or t e Per#or"ance c arts. *se t e page links to s!itc bet!een eac page. T e #irst page o# t e Per#or"ance c arts s o! t e settings #or :'- blo!er operation up to 114000' altitude and t e second page s o!s HA@H blo!er operation 204000' and abo$e.
Di#&nostic T#0
+ o!s engine ours and engine status 5i# you "ake a gear up landing t is !ill break t e engine and you !ill need to reload t e aircra#t to #iC t e engine6. T is page also displays t e key inputs #or ?iCture and T rottle co""ands ! et er $ia joystick control or by keyboard input and can be used #or debugging.
&nt's &irplanes
1/
En&ine
T e T-28D !as usually e<uipped !it a -rig t Cyclone .-1820-13+ engine. T e source aircra#t #or t is "odel 5VH-T.'6 as a .-1820-83& engine and it is t at engine t at as been "odeled. T is engine is a ( cylinder air cooled engine capable o# producing 1)21 orsepo!er. T e engine is e<uipped !it a single stage4 t!o speed4 engine dri$en superc arger4 a direct cranking starter and an injection type carburetor !it an electric pri"er $al$e. T e t rottle4 "iCture4 propeller and carburetor air controls are interconnected bet!een bot cockpits. T e superc arger control andle is a$ailable in t e #ront cockpit only. T e superc arger s ould be set to t e :'- position 5 andle up6 #or ground operations and #or #lig t up to approCi"ately 124000#t. &bo$e t is altitude t e superc arger s ould be "o$ed to t e HA@H position 5 andle do!n6. During descent t e superc arger andle s ould be "o$ed to :'-. ,+8 %'T7; Correct usage o# t e superc arger andle is i"portant to get t e correct per#or"ance #ro" t e engine. ?iCture control le$er as t ree settings; .ACH4 %'.?&: and AD:7 C*T',,. T e .ACH position is used #or all ground operations4 take-o##4 cli"b and landing. T e %'.?&: position is used #or all ot er nor"al #lig t conditions. T e AD:7 C*T',, position s uts o## #uel #lo! to stop t e engine. T e injection type carburetor on t e .-1820 is e<uipped !it an auto"atic "iCture control to "aintain t e "iCture setting selected regardless o# c anges in altitude or te"perature. %o inter"ediate position bet!een .ACH and %'.?&: or bet!een %'.?&: and AD:7 C*T',, s ould be selected to arbitrarily adjust t e "iCture. ,+8 %'T7; At is reco""ended t at ,+8 .ealis" +ettings be set so t at auto"iCture is turned o## #or t e T-28D "iCture control to !ork best.
Co)% #nd oi% coo%er 1%# s s)itc"

T e co!l and oil cooler #laps s!itc is located on t e le#t console4 just a ead o# t e t rottle <uadrant. Placing t e s!itc in t e open position 5le#t click6 !ill eCtend bot co!l #laps 5one on eac side o# t e engine6 and t e oil cooler #lap 5on t e lo!er le#t side o# t e engine co!ling6. - en t e #laps are #ully open t e s!itc !ill auto"atically return to t e o## position. Anter"ediate #laps settings can be selected by returning t e s!itc to t e o## position 5rig t click6. To close t e #laps rig t click and old. T e close position is spring loaded and releasing t e "ouse button !ill return t e s!itc to t e o## position. T e #laps can only be operated by t e pilot ! o last actuated t e s i#t control s!itc . ,or all ground operations t e co!l and oil cooler #laps s ould be in t e #ully open position.
C#r0uretor Air ,e;er

:ocated belo! t e t rottle le$er t ere are #our positions. C':D &A.4 -&.?4 H'T &A. and ,A:T7.7D &A.. -it t e le$er in t e H'T &A. position t e ra"-air scoop is closed and ot air #ro" a s roud around t e eC aust stack is dra!n into t e carburetor. - en in t e C':D air position all carburetor air is ad"itted t roug t e ra"-air scoop. 'peration o# t e Carburetor &ir :e$er !ill control t e Carburetor &ir Te"perature. An t e ,A:T7.7D &A. position t e ra"-air and ot-air ducts are closed and air is dra!n in t roug lou$res in t e top o# t e cooling and t roug a #ilter be#ore entering t e carburetor. ,iltered air is used in dusty conditions to a$oid da"aging t e engine.
I&nition S)itc"
:ocated to t e rig t o# t e Anstru"ent Panel t e ignition s!itc controls t e le#t and rig t engine "agnetos. T e 2'TH position is used at all ti"es t e engine is operating eCcept ! en t e le#t or rig t "agneto is being tested. T e ',, position stops t e engine by grounding out t e ignition
&nt's &irplanes 1)
syste".
M#nu#% St#rt or Auto St#rt<

>ou can c oose to start t e engine using t e "anual procedure or an auto"atic procedure. .ig t clicking on t e engine starter 5on t e +!itc Panel6 !ill start t e auto"atic procedure. *sing t e ,+8 key co""and D+tarter 1D !ill also engage t e auto"atic starter. ,ull details on o! to start t e engine are contained !it in t e %or"al Procedures. ,+8 %ote; *sing CT.:I7 to start t e engine !ill start t e engine but it !ill not run t e custo" startup routine. 2e!are using CT.:I7 as it !ill disengage t e generator. 7nsure t e generator s!itc is on a#ter starting using CT.:I7.
C"#n&in& .o)er Settin&s

To pre$ent eCcessi$e pressure in t e cylinders it is i"portant to adjust t e propeller and t rottle correctly. - ene$er t e engine po!er is to reduced retard t rottle #irst t en t e prop le$er. - en increasing po!er ad$ance t e prop le$er #irst t en t e t rottle.
Mi%it#ry .o)er ;ersus Norm#% .o)er

?ilitary po!er is 11.1 in Hg at sea le$el. %or"al Po!er is )H in Hg at sea le$el. -it t e superc arger at Hig and t e altitude at 114000 #t ?ilitary Po!er is )( in Hg and %or"al Po!er is )/ in Hg. To pre$ent eCcessi$e engine !ear ti"e at "ilitary po!er s ould be li"ited to 1 "inutes !it ric "iCture or /0 "inutes !it nor"al "iCture.
Sto
in& t"e En&ine
T e correct "et od o# stopping t e engine is si"ply to place t e "iCture control in AD:7 C*T',, !it out ad$ancing t e t rottle.
En&ine S"utdo)n Tem er#tures

At is $ery i"portant to idle t e engine until cylinder ead te"peratures a$e dropped to 110 degrees Celsius or less be#ore s utting do!n. Cylinder eads !ill usually be cooled by t e ti"e t e parking area is reac ed as long as co!l and oil cooler #laps are #ully open. An ot !eat er t e te"perature "ay not go do!n to 110 degrees Celsius. An t is case t e engine s ould be s ut do!n ! en t e te"perature as stabilised. ?aintain 1200 rp" during t e cool do!n to pro$ide prop !as cooling. At s ould also be noted t at t e engine s ould be run #or 30 seconds at 1200 rp" prior to stopping. An a radial engine t e lo!er cylinders are $ulnerable to t e #lo! o# oil into t e cylinder ead ! en t e engine is stopped. T is "ay cause li<uid lock on a subse<uent start. :i<uid lock !ill place se$ere loads on t e engine and connecting rods a$e been bent ! en an atte"pt as been "ade to start a li<uid locked engine. *nder nor"al operation t e sca$enge oil pu"ps can easily return all oil accu"ulating in t e engine su"ps. Ho!e$er4 at lo!er rp" t e sca$enge pu"ps are relati$ely ine##icient and "ay not be able to sca$enge all t e oil unless a su##icient ti"e period is allo!ed #or t is purpose.
Oi% System
T e engine lubrication is supplied #ro" an 8.8 gallon oil tank. &n oil dilution syste" 5+!itc Panel6 t at dilutes t e oil !it gasoline be#ore engine s utdo!n to lo!er t e $iscosity o# t e oil ! ene$er a cold !eat er start is anticipated. & "agnetic c ip detector !arning lig t on t e instru"ent panel indicates t e presence o# "etal
&nt's &irplanes 11
particles in t e engine oil syste". A# t is lig t indicates during #lig t t en a landing s ould be "ade as soon as possible.
-ue% System
7ac !ing contains a single #uel tank. T ese tanks are interconnected and #uel #lo!s e<ually #ro" bot tanks to a su"p tank located !it in t e #uselage. & single boost pu"p in t e su"p tank in t e #uselage pu"ps #uel to t e engine-dri$en #uel pu"p. T ere is no user controllable #uel pu"p in t is aircra#t. & gauge on t e Anstru"ent Panel indicates t e total #uel <uantity in pounds. Total usable #uel is 10)) pounds. &n a"ber lig t !ill indicate i# t e #uel le$el is lo!. T e #uel cuto## andle is located on t e le#t console.
Contro% S"i1t System

&ll instru"ents essential to #lig t are duplicated !it in bot cockpits so t e aircra#t can be #lo!n by eit er pilot. Ho!e$er4 certain syste"s "ay only be controlled by one cockpit at a ti"e. T ese syste"s are t e battery4 generator4 in$erters4 starter4 co!l and oil cooler #laps and all eCternal lig ts. 7ac cockpit as a Cont. + i#t s!itc located on t e +!itc Panel. &cti$ating t is s!itc !ill trans#er control to t at cockpit. & lig t adjacent to t e s!itc !ill indicate ! en control is obtained. T e rear cockpit Cont. + i#t s!itc can o$erride t e #ront s!itc . %ote t at control o# t e radio e<uip"ent is separately s!itc ed using t e radio control panel.
E%ectric#% .o)er System

Control o# t e electrical syste" is "aintained in only one cockpit at a ti"e. Control is obtained by operating t e control s i#t s!itc on t e +!itc Panel.
=#ttery s)itc"
:ocated on t e +!itc Panel turns on or o## t e battery.
8ener#tor s)itc"
:ocated on t e +!itc Panel and is guarded. Click on t e guard to access t e generator s!itc . Closing t e guard "o$es t e generator s!itc to t e '% position. T e ',, position disconnects t e generator and t e .7+7T position reconnects t e generator i# it as been auto"atically disconnected because o# an o$er$oltage condition. %ote t at t e generator only beco"es operati$e !it t e engine operating abo$e 1100 rp".
8ener#tor Vo%ts
& $olt"eter on t e Anstru"ent Panel indicates generator $oltage output. T e generator !ill only be acti$e ! en t e engine is operating abo$e 1100 rp". %or"al indication is approCi"ately 28 $olts. A# t e $oltage eCceeds /1 $olts t en t e generator o$er$oltage red lig t on t e +!itc Panel !ill lig t up.
8ener#tor ,o#d
& load"eter on t e Anstru"ent Panel indicates percentage o# generator output being used by t e electrical syste". T e generator can deli$er up to 200 a"ps. &n indication o# 0.1 "eans t e generator is deli$ering 100 a"ps.
8ener#tor O;er;o%t#&e ,i&"t

& red lig t on t e s!itc panel indicates i# t e generator $oltage eCceeds /1 $olts. T e generator !ill be disconnected #ro" t e electrical syste".
&nt's &irplanes 13
In;erter S)itc"
&n in$erter s!itc on t e +!itc Panel supplies "ain bus po!er to t e "ain and spare in$erter. T e in$erters pro$ide &C po!er to t e .adio co"pass4 attitude indicators and directional indicator. + ould t e "ain in$erter #ail t e spare in$erter !ill auto"atically connect. ,ailure o# t e "ain or spare in$erter is indicated by !arning lig ts on t e +!itc Panel. T e a"ber ?&A% '*T indicates #ailure o# t e "ain in$erter. T e red 2'TH '*T indicates bot in$erters are o##.
Hydr#u%ic .o)er System

Hydraulic po!er is used to operate t e landing gear4 !ing #laps4 canopy and nose ! eel steering. T e ydraulic syste" is an on de"and syste". An nor"al #lig t t e ydraulic syste" !ill be depressurised. - en any ydraulic control is operated t e pressure !ill build up to operate t e syste". Pressure is "aintained !it in t e syste" ! ene$er t e gear or #laps are do!n or in any position ot er t an up and locked. An case o# ydraulic pu"p #ailure t e and pu"p can be used to operate t e ydraulically controlled syste"s 5no e##ect in ,+86.
-%i&"t Contro% System

&ilerons and 7le$ators are controlled by t e control stick. Anterconnected rudder pedals control t e rudder and nose ! eel steering. - eel brakes are actuated by pressure on t e top o# t e rudder pedals. & rudder pedal release le$er at t e botto" o# t e Anstru"ent Panel allo!s t e user to adjust t e pedals #or t e desired leg lengt . Click and old t e rudder pedal release le$er4 "o$e t e rudder pedals using your joystick or rudder pedals and t en release t e rudder pedal release le$er to set t e ne! pedal position. T e aileron4 ele$ator and rudder tri" tab control ! eels 5:e#t Console6 allo! adjust"ent o# t e tri" tabs. T e aileron control only a##ects t e le#t aileron tri" tab. T e tab on t e rig t aileron is adjusted only on t e ground 5use t e &ni"ation ?anager to adjust t e rig t aileron tri" tab6. T e tri" tabs are a$ailable as a 2D popup to allo! easier adjust"ent o# t ese controls. T e #lig t controls can be locked by using t e control lock in t e #ront cockpit. Click on t e control lock and it !ill raise into position and lock t e #lig t controls. - en t e t rottle is closed it !ill be locked into position until t e control lock is released. *se o# t e control lock during #lig t is not reco""ended.
!in& -%# s
T e !ing #laps are ydraulically operated and "ay be set to *P4 1E)4 1E24 /E) or #ull D'-%. T e #laps lo!er /H degrees ! en in t e #ull D'-% position. T e #laps can be eCtended to 10 degrees ! ic enables t e pilot to use t e steps on t e #laps. &n eCternal "anual le$er allo!s t e #laps to be eCtended do!n by pulling t e le$er and "anually pus ing t e #laps do!n to 10 degrees. An t is aircra#t4 rig t clicking on t e #laps le$er ! en in t e D'-% position !ill eCtend t e #laps to t e 10 degree position. T is is only possible ! en t e engine is stopped. A# t e #laps are in t e eCtended position ! en t e engine is started t en ydraulic pressure !ill auto"atically "o$e t e #laps to /H degrees. ,+8 %'T7; .ig t click on t e #laps le$er !it t e engines o## to eCtend t e #laps to t e 10 degree do!n position. T e #laps cannot be eCtended to 10 degrees ! en ydraulic pressure is present 5i.e. t e engine is running6.
,#ndin& 8e#r System

T e retractable tricycle landing gear is ydraulically operated. T e landing gear andle is on t e
&nt's &irplanes 1H
le#t o# t e Anstru"ent Panel in eac cockpit. :anding gear position indicators are located on t e lo!er le#t o# eac Anstru"ent Panel. 7ac indicator s o!s cross atc ing i# t e gear is in any unlocked condition or i# t ere is no electrical po!er. T e !ord D*PD appears ! en t e gear is up and locked 5nor"al #lig t condition6. & diagra" o# a ! eel appears ! en t e gear is do!n and locked and t ere is electrical po!er 5i.e. t e battery is on6.
,#ndin& 8e#r !#rnin& ,i&"t #nd Horn

T e landing gear andle includes a red lig t. T e lig t co"es ! ene$er t e gear is in any unlocked position. At also co"es on i# t e gear is up and locked and t e t rottle is retarded to belo! cruising speed. & !arning orn !ill also sound under t ese sa"e conditions. & orn silencer button is located on t e base o# t e t rottle <uadrant. Pressing t is button !ill silence t e !arning orn but t e gear andle lig t !ill still co"e on. &d$ancing t e t rottle !ill reset t e orn silencer.
,#ndin& 8e#r 8round S#1ety ,oc(s

.ed D.7?'V7 27,'.7 ,:A@HTD strea"ers are attac ed to a pin ! ic is inserted into t e gear to pre$ent accidental retraction o# t e landing gear on t e ground. T is strea"er is re"o$ed ! en you deselect DPitot Co$erD in t e &ni"ation ?anager.
E>terior 8e#r .osition ,i&"ts

To aid in deter"ining gear position #ro" t e ground at nig t eac gear strut as a s"all ! ite lig t installed. 7ac lig t co"es on ! en t e related gear is do!n and locked and t e position 5na$igation6 lig ts are turned on.
C#no y
T e T-28D canopy is usually ydraulically operated alt oug "anual operation is possible i# t ere is no ydraulic pressure. :e#t click on t e canopy control and t e le$er !ill auto"atically be "o$ed to t e appropriate position. & pressurised air cylinder can be used to open t e canopy in an e"ergency. .ig t click to operate t e e"ergency open. 7"ergency operation can only be used once. >ou !ill need to reset t e air cylinder using t e &ni"ation ?anager a#ter use o# t e e"ergency open.
,i&"tin& System
E>terior ,i&"ts
& retractable landing EtaCi lig t is located in eac !ing. T e landing lig t s!itc is located to t e le#t o# t e Anstru"ent Panel. Place t e s!itc in t e 7Ctend 'n !ill eCtend t e landing lig ts and turn t e" on. At takes a #e! seconds #or t e landing lig ts to eCtend. :anding lig ts s ould not be eCtended at speeds abo$e 1)0kts. ,+8 %'T7; T ese landing lig ts use t e :otussi" style landing lig t syste". Position lig ts 5na$igation lig ts6 are located on t e tip o# eac !ing and on t e rudder. T e lig ts are controlled by a s!itc on t e +!itc Panel and can be set to +T7&D>4 ,:&+H or ',, 5use le#t and rig t "ouse clicks to s!itc bet!een eac position6. A# set to ,:&+H t e lig ts #las at a rate o# approCi"ately )0 #las es per "inute. & di""er s!itc can control t e intensity o# t e position lig ts. T!o settings are a$ailable4 2.A@HT or DA?. ,uselage lig ts are located on t e top and botto" o# t e #uselage. T ese are red rotating beacon lig ts. T e ,uselage lig t s!itc 5located on t e +!itc Panel6 as t ree positions; 2.A@HT4 DA? or ',,. *se le#t and rig t "ouse clicks to s!itc bet!een eac position. T is aircra#t is not #itted !it a passing lig t 5alt oug t ere is a passing lig t s!itc on t e +!itc Panel6.
&nt's &irplanes 18
To aid in deter"ining gear position #ro" t e ground at nig t eac gear strut as a s"all ! ite lig t installed. 7ac lig t co"es on ! en t e related gear is do!n and locked and t e position 5na$igation6 lig ts are turned on. T ese lig ts !ill co"e on auto"atically and are not controlled by t e pilot.
Interior ,i&"ts
:ocated on eac +!itc Panel are r eostats #or controlling t e interior lig ting. T e r eostats allo! t e pilot to control t e intensity o# eac set o# lig ts. A# t e r eostat is turned #ully le#t t en t e lig t !ill be turned o##. &ny ot er position !ill turn t e lig t on. T e aircra#t as an eCtensi$e interior lig ting syste" ! ic allo!s any co"bination o# lig ts to be set. 7ac cockpit as indi$idually lig ting controls. T e Anstru"ent Panel is lit by eit er red lig ts or ultra$iolet lig ts or any co"bination o# t ese t!o lig ting syste"s. T e *V lig ts a$e a s!itc ! ic "ust be set to '% to operate t e *V lig ts. T e *V lig ting is a black lig t t at reacts !it special paint on t e instru"ent dials. T e +!. Panel r eostat controls t e intensity o# red edge lig ting !it in t e +!itc Panel. T e Console r eostat controls t e intensity o# red lig ts located abo$e t e le#t and rig t consoles. & .adio Panel r eostat is located to t e rig t o# t e radios on t e rig t console and t is lig t controls red edge lig ting !it in t e radio instru"ents. T e +tandby Co"pass 5located on t e top le#t o# t e cockpit6 is lit by t e +tandby Co"pass s!itc on t e +!itc Panel in t e #ront cockpit. To t e rig t o# eac pilot t ere is a red utility lig t. Turn t is lig t on by clicking on t e lig t itsel#. &s t is is di##icult to access you "ay turn on t ese lig ts using t e &ni"ation ?anager 5s i#tI)6. ,+8 %'T7; *sing t e panel lig ts key co""and !ill turn on or o## all interior lig ting. T e aircra#t !ill re"e"ber your pre#erred settings and restore t e" ! en you press t e panel key. T ese settings !ill be sa$ed as part o# your pre#erences ! en you sa$e your settings using t e &ni"ation ?anager.
O>y&en System
T e aircra#t is #itted !it a gaseous oCygen syste". Ancluded in t e syste" is a pressure-breat ing4 diluter de"and regulator4 a blinker type #lo! indicator and a pressure gauge in eac cockpit. T e oCygen syste" "ay be re#illed by using t e &ni"ation ?anager 5s i#tI)4 &ni"ation Tab6. %or"al pressure #or takeo## is bet!een )00 and )10 psi.
O>y&en re&u%#tor
T e oCygen regulators are located to t e rig t o# t e instru"ent panel in t e #ront cockpit and abo$e t e rig t console in t e rear cockpit. T e regulator auto"atically supplies a proper "iCture o# air and oCygen at all altitudes. T e diluter le$el s ould al!ays be at %'.?&: '8>@7% eCcept in an e"ergency. 'Cygen supply duration is considerably reduced !it t e diluter le$el at 100J '8>@7%. T e e"ergency $al$e knob s ould be opened only in an e"ergency. Turning t e knob counter clock!ise opens t e $al$e and directs a steady strea" o# oCygen into t e "ask. ,+8 %'T7; To use oCygen t e pilot and copilot s ould be !earing t e oCygen "ask. *se t e &ni"ation ?anager 5s i#tI)4 &ni"ation Tab6 to set t e position o# t e oCygen "ask. 'Cygen "asks need only be !orn abo$e 104000' altitude. T e blinker #lo! indicator !ill display t e use o# oCygen. T e T-28D !ill deter"ine i# t ere are t!o pilots i# t e passenger !eig t is greater t an Fero and t e copilot is $isible in t e eCterior $ie!.
&nt's &irplanes
1(
O>y&en .ressure 8#u&e

T e pressure gauge is to t e rig t o# t e Anstru"ent Panel in bot cockpits and registers t e oCygen cylinder pressure.
O>y&en -%o) Indic#tor

T e oCygen #lo! indicator is to t e rig t o# t e Anstru"ent Panel in bot cockpits and s o!s t at oCygen is #lo!ing t oug t e regulator. T e eye o# t e indicator blinks !it eac breat . - en t e e"ergency $al$e is opened t e indicator does not blink but re"ains open.
O>y&en Dur#tion
T e table displays t e oCygen duration in ours !it t!o cre! "e"bers. Double t e #igures ! en #lying solo. %ote t at oCygen supply is insu##icient to last total ti"e aircra#t can re"ain alo#t. @auge Pressure P+A &ltitude 214000 204000 114000 104000 )00 2.1 2.) 2.( /.8 /10 1.8 2.0 2.) /./ /00 1.1 1.H 2.0 2.H 210 1.2 1./ 1.3 2.2 200 0.( 1.0 1.2 1.3 110 0.3 0.H 0.8 1.1 100 0./ 0./ 0.) 0.1 K100 Descend to altitude not re<uiring oCygen
&nt's &irplanes
20
R#dios
T e aircra#t #eatures a period radio set typical o# t ose used on original T28 aircra#t. Ho!e$er4 so"e adjust"ents a$e been "ade to "ake t is "ore usable !it in t e ,+8 !orld.
Inter "one
+tarting at t e top o# t e radio stack is t e Anterp one panel ! ic pro$ides intercockpit co""unication. T is is largely just #or s o! in ,+8. T e only s!itc es t at operate ere are t e ?arker4 &D, and VH, %a$ s!itc es on t e top rig t ! ic allo! t e pilot to ear t e ?orse code signals #ro" t ese radio stations.
AD- R#dio
Pro$ides &D, na$igation co""unication. T e lo!er rig t as a ?'D7 knob. To operate t e &D, you #irst need to ensure you a$e control o# t e radio. ?o$e t e ?'D7 knob into t e spring loaded C'%T position to obtain control o# t e &D, radio. *nlike t e ot er radios t ere is no lig t to indicate you a$e control. >ou can c eck you a$e control by "o$ing t e :''P knob into any position ot er t an centred. A# you a$e control and t ere is po!er a$ailable 5ensure t e in$erter s!itc is on as t e &D, radio uses DC po!er6 t en t e loop antenna located abo$e and be ind t e rear seat !ill rotate in t e direction and speed set by t e :''P knob. 'nce you a$e establis ed t at you a$e control o# t e &D, radio place t e ?'D7 into t e &D, position. T e &D, #re<uency is selected by rotating t e 2and +elect knob and t en using t e Tuning knob to select t e desired station. *se t e "ouse ! eel to "ake coarse c anges to t e Tuning knob setting. ,iner c anges can be "ade by le#t and rig t clicking or clicking and dragging t e Tuning knob. %eedle 1 on t e .adio ?agnetic Andicator on t e Anstru"ent Panel !ill display t e eading to t e station.
?H- Comm#nd
*H, co""and radio as 18 preset co"" c annels in addition to one guard station. +elect t e desired c annel using t e CH&%%7: knob. A# t e "ode is set to TE. t en t e radio !ill be on. +etting t e "ode to TE.I@ .7C !ill allo! t e current c annel and guard 5@6 c annel to be eard at t e sa"e ti"e. To t e rig t o# t e radios in t e #ront cockpit only is a card !it t e co"" #re<uencies #or eac c annel displayed. T ese can be edited by si"ply clicking on t e #re<uency to alter eit er t e ! ole nu"ber or t e #ractions. *se le#t and rig t "ouse clicks or t e "ouse ! eel to adjust t e #re<uency. T is card is a$ailable as a 2D popup #or easier adjust"ent 5s i#tI/6.
&nt's &irplanes 21
A# you use t e ,+8 &ir Tra##ic Control syste" to c ange radio #re<uencies t en t ose #re<uencies !ill be !ritten into t e current c annel and displayed on t e card. >ou could use t is to easily progra" t e c annels. ,or eCa"ple4 select c annel 1 t en use t e ,+8 &TC syste" to select t e &TA+ #re<uency. T en select c annel 2 and use t e ,+8 &TC syste" to select t e @round #re<uency. >ou can no! s!itc bet!een &TA+ and @round by selecting eit er c annel 1 or 2. &lternati$ely you could put t e &TA+ #re<uency into t e guard 5@6 c annel and t e ground #re<uency into c annel 1. C anging t e "ode to TE.I@ .7C !ould t en allo! you to ear &TA+ and @round at t e sa"e ti"e. Control o# t e *H, Co""and radio is s!itc ed bet!een cockpits by using t e *H, co""and s!itc in t e radio Control + i#t panel. ?o$e t e s!itc to gain control o# t e radio. &n a"ber lig t !ill indicate t at you a$e control. A# you select sa$e settings using t e &ni"ation ?anager t en t e current #re<uencies !ill be sa$ed as part o# your pre#erences. ,+8 %'T7; An t e ,+8 !orld co""unication is o$er t e VH, #re<uency ranges and *H, is no longer used #or co""unication. T is radio as been "odi#ied to !ork !it VH, #re<uencies and is t ere#ore "isna"ed. %o points #or any ri$et counters ! o point out t is discrepancy.
VH- N#;
Pro$ides VH, na$igation. - ole nu"bers #or t e desired radio #re<uency are selected by clicking on t e co$er o# t e #re<uency display 5in t e real aircra#t a dial is located beneat t is co$er4 t is is di##icult to access using a "ouse6 . ,ractions are adjusted using t e knob in t e centre. :ateral and $ertical de$iation is displayed on t e Course Andicator on t e Anstru"ent Panel. T e Course Andicator as a knob #or adjusting t e '2+ setting. & ?arker lig t is also on t e Course Andicator to indicate i# t e aircra#t is passing o$er any A:+ "arker. To t e le#t o# t e Course Andicator is a lig t displaying ! ic cockpit as control o# t e VH, %a$. A# t e lig t is lit in your cockpit t en you do not a$e control. %eedle 2 on t e .adio ?agnetic Andicator on t e Anstru"ent Panel !ill display t e eading to t e station. Control o# t e VH, na$ is s!itc ed bet!een cockpits by using t e VH, %&V-@>.' C'?P s!itc in t e radio Control + i#t panel. ?o$e t e s!itc to gain control o# t e radio.
Contro% S"i1t
&llo!s control o# t e *H, Co""and and VH, %a$ radios to be s!itc ed bet!een cockpits. &n a"ber lig t indicates i# you a$e control. To s!itc control si"ply "o$e t e appropriate s!itc . T e *H, Co""and s!itc !ill gi$e you control o# t e co""s radio. T e VH, %&V-@>.' C'?P s!itc !ill gi$e you control o# t e VH, %a$ radio. %ote t at t e &D, radio control is s!itc ed by "o$ing t e &D, radio ?'D7 knob to t e spring loaded C'%T position.
Tr#ns onder
.at er t an spoil t e appearance o# t e VC !it a "odern transponder 5! ic !as not a$ailable on t e original aircra#t6 t e transponder is only a$ailable as a 2D popup 5s i#t I 36.
N#;i&#tion Instruments
R#dio M#&netic Indic#tor 3RMI5 T e co"pass card o# t e .?A rotates to indicate t e gyro "agnetic co"pass. T e indeC "ark at t e top o# t e instru"ent acts as a lubber line. T e %o. 1 pointer indicates t e eading to t e &D, station set by t e &D, radio.
&nt's &irplanes
22
T e %o. 2 pointer indicates t e "agnetic bearing to t e V'. station set by t e VH, %&V radio. Course Indic#tor T e course indicator on eac instru"ent panel consists o# $ertical and oriFontal crossbars4 a "agnetic eading pointer 4 a DT'-,.'?D indicator and t e DC'*.+7D indicator. T e $ertical crossbar "o$es laterally to indicate t e lateral de$iation #ro" a selected V'. or A:+ course. T e oriFontal crossbar is used in conjunction !it A:+ glide slope recei$ers and indicates t e de$iation abo$e or belo! t e glide slope. & red signal #lag appears #or eac crossbar ! ene$er t ere is insu##icient signal. T e "agnetic eading indicator 5identi#ied by t e ! ite circle on t e needle6 indicates t e angle bet!een t e co"pass eading and t e course set into t e course indicator. T e indicator #acilitates reading #or !ind correction and desired track. T e DT'-,.'?D indicator indicates ! et er t e selected course is to or #ro" t e station being recei$ed. A# t ere is no signal t en t e !indo! !ill s o! neit er. & "arker lig t is in t e upper rig t o# t e instru"ent and co"es on ! en t e aircra#t is directly o$er "arker beacon #acilities 5ie A:+ "arkers6. T e knob in t e lo!er le#t allo!s adjust"ent o# t e desired course.
&nt's &irplanes
2/
.ro e%%er Torque E11ects

*sing t e &ni"ation ?anager 5s i#tI)6 you can turn on or o## t e .ealistic Prop Tor<ue 7##ect #or t e T-28D. An real aircra#t t e $arious propeller e##ects !ill a##ect t e pitc 4 ya! and roll o# t e aircra#t during #lig t. .ealistic Prop Tor<ue 7##ects !ill "ore accurately re#lect t ese c anges. A# you c ange t e .ealistic Prop Tor<ue 7##ect setting you "ust +a$e t e setting and <uit ,+8 and restart #or t e c ange to take e##ect. &lternati$ely you can use t e ,+8 &ircra#t 5reload6 key co""and reset t e aircra#t. T e Trojan !ill respond to t ese propeller tor<ue e##ects and it !ill be necessary #or t e pilot to use rudder tri" to co"pensate. At is reco""ended t at you use t e ,+8 controls to assign rudder tri" le#t and rig t to key or joystick co""ands to allo! easy adjust"ent o# tri". T e tri" panel is also a$ailable as a 2D popup 5s i#tI26 to allo! easy access to t e tri" controls. T ere are #our !ays t at t e "otion o# t e propeller a##ects t e aircra#t. An all t ese discussions it is assu"ed t at t e propeller rotates in a clock!ise direction as seen #ro" t e cockpit. ?ost aircra#t do t is but t ere are so"e t at rotate anti clock!ise 5e.g. t e Tiger ?ot 6.
.ro e%%er Torque

&s t e propeller rotates t ere is an opposite rotation in t e aircra#t. T is is "ost noticeable in a elicopter ! ere a tail rotor is needed to pre$ent t e elicopter spinning in t e opposite direction to t e "ain rotors. An an aircra#t ! ere t e propeller is rotating clock!ise 5as seen #ro" t e cockpit6 t ere is a s"all roll to t e le#t 5anti clock!ise6. &t ig er speeds t e !ings "o$e"ent t roug t e air elps counteract t is roll. T e propeller tor<ue is "ost noticeable at slo! speeds and ig engine rp". i.e. at takeo## or a go-around. T e pilot needs to apply so"e rig t aileron at t ese ti"es to "aintain le$el #lig t.
8yrosco ic .recession
@yroscopic precession is caused ! en a #orce is applied to a rotating disk. An an aircra#t t e rotating disk is t e propeller and engine. T e #orce applied is eit er by pitc upEdo!n or rudder le#tE rig t. @yroscopic precession is "ost noticeable in a tail dragger aircra#t during takeo## ! en t e tail ! eel li#ts o## t e ground. An t is situation t e propeller is pitc ed do!n as t e body o# t e aircra#t "o$es parallel to t e ground. -e can t en t ink o# a pus ing #orce acting on t e top o# t e propeller disk and a pulling #orce acting on t e botto" o# t e propeller disk. +ince t e propeller is rotating t ese #orces !ill not act at t ese points but !ill be o##set (0 degrees. -it a propeller turning to t e rig t t at "eans t e pus ing #orce !ill be on t e rig t side o# t e disk and t e pulling #orce on t e le#t side o# t e disk. T e end result !ill be a ya! to t e le#t. An #lig t anyti"e pus #or!ard on t e stick t ere !ill need to be so"e rig t rudder to co"pensate #or gyroscopic precession. Pull back on t e stick and le#t rudder !ill be needed. An reality t ese actions are $ery subtle in a typical aircra#t. T e e##ect is "ost noticeable in aerobatic aircra#t or tail draggers during takeo## ! en li#ting t e rear ! eel.
.--#ctor
P-#actor is a ter" #or asy""etric or unbalanced propeller loading. A# t e propeller is not "eeting t e onco"ing air#lo! ead on t en t e up!ard "o$ing blade on t e le#t side generates less t rust t an t e do!n!ard "o$ing blade on t e rig t side. T is pro$ides "ore t rust to t e rig t side o# t e aircra#t ! ic ya!s t e aircra#t to t e le#t. &t ig po!er settings and ig angles o# attack 5i.e. slo!er airspeeds6 p-#actor is "ore noticeable. P-#actor is "ost noticeable in tail dragger aircra#t as t e propeller is distinctly angled to t e air#lo! during t e start o# t e takeo## roll. Tricycle geared aircra#t "aintain a le$el attitude during t e takeo##
&nt's &irplanes 2)
roll so t ere is little P-#actor until li#t o##. P-#actor is a !eaker #orce t an prop !as .
.ro !#s"
&s t e propeller rotates t e prop !as rotates clock!ise as it tra$els do!n t e #uselage. T is prop !as strikes t e le#t side o# t e $ertical stabiliser ! ic pus es t e tail rig t and t e nose le#t. T e e##ect is "ost pronounced at ig po!er settings and lo! airspeeds 5i.e. at take o## or a go around6. &s t e airspeed increases t e #ree airstrea" passing t e aircra#t pus es against t e rig t side o# t e $ertical stabiliser and elps to counteract t e prop !as . An addition t e prop !as is "ore elongated and t us as less #orce An t e T-28D t ese le#t and rig t pus ing #orces are al"ost in co"plete balance at nor"al cruising speeds. T e $ertical stabiliser o# t e T-28D is actually o##set by one degree to t e le#t to balance t e prop !as and #ree airstrea". &t conditions ot er t an nor"al cruise speed use o# t e rudder tri" !ill be necessary to "aintain straig t #lig t. ,or eCa"ple4 ! en starting t e descent t e po!er !ill be reduced but t e airspeed !ill re"ain around t e sa"e as cruise speed. T e aircra#t !ill t en ya! to t e rig t 5due to t e $ertical stabiliser being o##set6 so le#t rudder tri" !ill be necessary.
&nt's &irplanes
21
-,I8HT TRAININ8
T is section !ill discuss t e #lig t c aracteristics o# t e T-28 and is reco""ended reading #or all student pilots.
Str#i&"t #nd %e;e% 1%i&"t

+traig t and le$el #lig t is a condition in ! ic t e aircra#t is #lo!n olding a constant altitude and eading. T e T-28 can be #lo!n in straig t and le$el #lig t at $arying airspeeds o!e$er t e "ost co""on condition4 kno!n as %'.?&: C.*A+7 is 180 kts o# airspeed4 2000 rp"4 !it su##icient "ani#old pressure to "aintain altitude4 approCi"ately 28 to /0 in Hg !it "iCture set to %'.?&:. +traig t and le$el #lig t re<uires al"ost no pressure on t e controls pro$ided t e aircra#t is properly tri""ed and t e air is s"oot . - en t e air is roug t e #lig t attitude "ay c ange !it eac bu"p. Do not #ig t t e controls to pre$ent t ese bu"ps4 just "ake s"oot adjust"ent in t e #lig t attitude.
C%im0
T e cli"b is acco"plis ed by co"bining nose attitude and po!er. T e nor"al cli"b is t e attitude and airspeed at ! ic an aircra#t cli"bs "ost e##iciently at cli"bing po!er. T e "ost e##icient cli"bing airspeed #or t e T-28 is 1)0 kts at sea le$el. T is airspeed !ill decrease 1 knot #or eac 1000 #eet o# altitude ! ile "aintaining a constant nose attitude. To "ake t e transition to a cli"b #ro" nor"al cruise; 1. .aise t e nose to t e cli"bing attitude. 2. +elect "iCture .ACH. /. &d$ance t e propeller control to 2)00 rp" ). &d$ance t e t rottle to /3 in Hg or t e stop 5&t ig er altitudes t e aircra#t !ill be unable to generate /3 in Hg6. .etri" #or t e cli"bing airspeed 5ele$ator and rudder tri"6 and adjust t e co!l and oil cooler #laps as necessary to "aintain t e cylinder ead and oil te"peratures !it in li"its. &s t e airspeed decreases and t e po!er increases t e prop !as e##ect !ill be "ore noticeable. To "aintain eading and balanced #lig t it !ill be necessary to increase rig t rudder pressure s"oot ly as t e airspeed decreases and to relie$e t is increasing rudder pressure by constantly tri""ing t e aircra#t. 100 #t prior to t e desired altitude co!l and oil cooler #laps s ould be closed4 te"peratures per"itting. T e transition #ro" a cli"b to nor"al cruise is starter approCi"ately 100 #t prior by s"oot ly lo!ering t e nose to!ard t e le$el #lig t attitude. &s t e airspeed increases apply #or!ard stick to pre$ent t e aircra#t #ro" cli"bing and le#t rudder to pre$ent ya!. Constantly retri" to relie$e control pressures. - en t e airspeed as increased to 1H0 kts retard t e t rottle to 28 in Hg4 adjust t e propeller to 2000 rp" and place t e "iCture in nor"al and retri".
Descent
T e T-28 can descend at $arious airspeeds and po!er settings o!e$er t e nor"al descent is per#or"ed at 1H0 to 220 kts. To transition #ro" nor"al cruise to a nor"al descent lo!er t e nose s"oot ly to a descending attitude and adjust "ani#old pressure so as not to eCceed li"its. &llo! airspeed to increase as desired. .etri" t e aircra#t. To return to nor"al cruise #ro" a nor"al descent s"oot ly ad$ance t e t rottle to nor"al cruise po!er ! en about 10 #eet abo$e t e desired altitude and si"ultaneously raise t e nose to t e
&nt's &irplanes 23
nor"al cruise attitude. :e$el o## at t e desired altitude !it 180 kts or "ore o# airspeed and allo! t e airplane to seek airspeed consistent !it t e po!er setting. Don't #orget to retri".
T"e Turn
During t e eCecution o# a turn coordinated use o# all t ree #lig t controls is re<uired. ,ailure to "aintain balanced #lig t in a turn not only produces a sloppy ine##icient turn but also places t e aircra#t in an unsa#e #lig t condition during t e landing approac . 7stablis ing t e desired angle o# bank !ill re<uire coordinated aileron and rudder. To "ake a le#t turn use aileron to bank t e aircra#t and le#t rudder to pre$ent side slip. - en t e aircra#t is in a bank only a portion o# t e li#t generated by t e !ings act $ertically. +ince t e !eig t o# t e aircra#t "ust be o$erco"e by li#t to acco"plis a le$el turn t e nose o# t e aircra#t "ust be raised to increase t e angle o# attack. &s t e angle is increased drag !ill also increase and additional po!er !ill be re<uired to "aintain speed. &s t e aircra#t approac es t e desired eading t e !ings "ust be le$eled. Lust as rudder !as re<uired rolling into t e turn4 rudder !ill be re<uired ! ile rolling out. - en t e !ings are le$el bot aileron and rudder "ust be neutralised and po!er returned to nor"al. An addition as t e !ings are le$eled t e back ele$ator pressure re<uired during t e turn "ust be relaCed or t e nose !ill rise abo$e t e desired attitude.
T#(e-o11
TaCi into position on t e acti$e run!ay in accordance !it t e local airport regulations. 7nsure your tri" is set 04041 51 degrees o# rig t rudder6 and #laps are al# do!n. T ings appen <uickly during t e T-28 take o##. -it an aircra#t gross !eig t o# H100 lbs t e take o## roll can be as s ort as 100 #t. To take o## ad$ance t e t rottle s"oot ly to 1800 rp" olding t e brakes. ?ake a #inal c eck o# t e engine instru"ents. .elease t e brakes and s"oot ly ad$ance t e t rottle to )H in Hg. Directional control during t e take o## roll is "aintained !it rudder alone. At is i"portant to detect any c anges in eading and to "ake corrections i""ediately. T e propeller tor<ue e##ect !ill tend to pull t e nose o# t e aircra#t to t e le#t and roll to t e le#t. as #ull po!er beco"es e##ecti$e rig t rudder pressure !ill be necessary to re"ain straig t on t e run!ay. .ig t aileron "ay be necessary to "aintain !ing le$el. &s t e speed increases and t e controls beco"e "ore e##ecti$e t e e##ect o# tor<ue !ill beco"e less noticeable. - en t e ele$ator control beco"es e##ecti$e apply back pressure to t e stick and position t e nose to t e take o## attitude o# approCi"ately 10 degrees o# nose up pitc . ?aintain t e attitude and allo! t e aircra#t to s"oot ly #ly o## t e run!ay at H1 to 80 kts. Lust a#ter li#t o## additional rig t rudder and aileron !ill be necessary to co"pensate #or propeller tor<ue until t e aircra#t as accelerated to 120 kts. - en co"#ortably airborne and ! en a sa#e landing can no longer be "ade on t e run!ay retract t e landing gear. &t 100 #t &@: slo!ly and s"oot ly reduce po!er to /3 in H@ and 2)00 rp". ?aintain t e take o## attitude until t e airspeed as reac ed 120 kts. &#ter po!er reduction transition to t e 1)0 kt cli"bing attitude. .etri" t e aircra#t to relie$e control pressures. T is !ill in$ol$e le#t rudder tri" and nose do!n tri".
S%o) -%i&"t
+lo! #lig t is a condition in ! ic t e aircra#t is #lo!n in balanced #lig t !it an airspeed ! ic is reduced to a point near t e "ini"u" at ! ic controlled #lig t can be "aintained. +lo! #lig t is practiced to de$elop your coordination and sense o# #eel o# t e controls at lo! airspeeds. +ince slo! #lig t "ay be eCecuted !it a relati$ely ig po!er setting propeller tor<ue e##ects !ill be
&nt's &irplanes 2H
pro"inent. At is an eCcellent tor<ue and tri" eCercise. Transition #ro" nor"al cruise to slo! #lig t by 1. .etard "ani#old pressure to 2/ in Hg 2. .etard propeller to 1810 rp" /. ?iCture control #ull .ACH ). .etri" ele$ator and rudder as airspeed reduces to 1)0 kts Con#igure #or landing by setting #ull #laps and lo!ering t e landing gear. :o!ering t e #laps !ill cause a slig t nose up attitude. :o!ering t e landing gear !ill cause a nose do!n attitude. Co"pensate #or t ese c anges and retri" as necessary. - en t e t rottle is ad$anced belo! 100 kts considerable rig t rudder pressure and tri" !ill be necessary to co"pensate #or propeller tor<ue. Practice #lying t e aircra#t in straig t and le$el #lig t until you are satis#ied !it your ability to "aintain a constant altitude and airspeed. ?ake at least t!o (0 degree le$el turns "aintaining 20 degree angle o# bank. &dd t rottle in order to "aintain altitude in le$el turns. A# you are already at a near "ini"u" airspeed raising t e nose any appreciable a"ount is i"practical. Practice losing and gaining altitude by coordinating t rottle !it nose attitude ! ile in slo! #lig t con#iguration. ,or t ese cli"bs and descents c ange altitude at least 200 #eet and "aintain (0 kts. To start a descent reduce t rottle to 20 in Hg and lo!er t e nose to "aintain (0 kts. T is !ill be your (0 kt landing approac attitude. To cli"b ad$ance t e t rottle and raise t e nose to "aintain (0 kts. 2e sure to c eck all te"peratures and co"pensate !it co!l #lap adjust"ents. To le$el o## #ro" a cli"b reduce po!er and lo!er t e nose to t e le$el #lig t attitude. .e"e"ber to retri" to "aintain balanced #lig t. Transition #ro" slo! #lig t to nor"al cruise by ad$ancing propeller to 2)00 rp". &d$ance t rottle to /3 in Hg and raise t e ! eels. - en t e ! eels indicate up raise t e #laps. ?aintain altitude and eading ! ile t e airspeed increase to 1H0 kts. .e"e"ber to retri" to "aintain balanced #lig t. *pon reac ing 1H0 kts reduce t e t rottle to 28 in Hg and propeller to 2000 rp" and "iCture control to %'.?&:. &djust co!l #laps to control te"peratures and re"e"ber to retri" t e aircra#t.
St#%%s
+talls are taug t to de$elop your ability to recognise a co"plete stall or an approac ing stall and to reco$er correctly be#ore t e stall de$elops into a spin. Transition to slo! #lig t and t en "ake opposing 180 degree turns le#t and rig t keeping alert #or tra##ic and airborne con#licts. Care s ould be taken in c oosing a practice area so as not to be located near air!ays4 V'. sites or ot er dense tra##ic routes. ?ini"u" altitude #or reco$ery #ro" stall "aneu$er is 1000 #t &@: %ote t at t e T-28D does not a$e a stall !arning syste".
,#ndin& Attitude M#neu;er

T is "aneu$er !ill si"ulate a last "inute !a$e o## in t e landing pattern just prior to touc ing do!n on t e run!ay. Transition to slo! #lig t con#iguration !it #ull #laps and gear do!n. +et 20 in Hg and select (0 kts approac attitude. - en on si"ulated s ort #inal ad$ance t e propeller control s"oot ly and slo!lyMM to #ull #or!ard being cautious to a$oid o$er speeding t e engine. ?aintain balanced #lig t and tri" #or t is attitude. .aise t e nose s"oot ly to t e landing attitude. - en t e approac ing
&nt's &irplanes 28
stall is recognised reco$er by applying "aCi"u" allo!able "ani#old pressure 5)H in Hg64 "aintain t e landing attitude. ,ly t e aircra#t out o# t e dangerous situation in balanced #lig t !it out a loss o# altitude. - en a positi$e rate o# cli"b and an increase in airspeed a$e been establis ed raise t e landing gear. .aise t e #laps ! en altitude as increased /00 #t. &t 120 kts set nor"al cli"b po!er o# /3 in Hg and 2)00 rp". .etri" aircra#t as re<uired and adjust co!l #laps to control te"peratures.
.o)er o11 st#%%s

T is stall "ig t occur ! ile you are descending in an actual or si"ulated e"ergency. .eco$ery is "ade !it po!er o## so t at you !ill beco"e pro#icient in reco$ering #ro" a stall !it out po!er in t e e$ent o# an actual engine #ailure. C eck t e co!l #laps closed and per#or" clearing turns. *pon t e co"pletion o# t e #irst (0 degrees o# clearing turn4 close t e t rottle and retard t e propeller control to #ull decrease rp" si"ultaneously. Transition to a 1/0 kt descending attitude. .etri" t e aircra#t #or t is descent. .aise t e nose /0 degrees abo$e t e oriFon and "aintain balanced #lig t. Hold t is attitude until t e aircra#t stalls. 7Cpect so"e slig t aircra#t bu##eting as t e stall approac es. &s airspeed di"inis es it !ill be necessary to increase t e back stick gradually in order to "aintain t e nose attitude /0 degrees abo$e t e oriFon. T e stick !ill be at or near t e #ull back position ! en t e stall occurs. Co""ence t e reco$ery as soon as t e aircra#t stalls by reducing t e angle o# attack. T is is acco"plis ed by positioning t e nose slig tly belo! t e 1/0 kt descending attitude. ?aintain t is attitude until t e airspeed reac es 1/0 kts. T en resu"e a 1/0 kt descent. To co"plete t e "aneu$er4 raise t e nose to t e le$el #lig t attitude and return to nor"al cruise. -ings !ill be "aintained le$el t roug use o# rudder and ailerons.
ro#c" turn )#;e o11
T is is t e proper !a$e o## tec ni<ue used to reco$er #ro" a nose ig slo! landing approac . T e "aneu$er is practiced to unsure t e student !ill recognise a dangerous approac and !a$e o## be#ore t e stall occurs. Transition to slo! #lig t con#iguration !it #ull #laps and gear do!n. +et 20 in Hg and select (0 kts approac attitude. .oll s"oot ly into a 20 degree banked turn. - en establis ed !it 20 degree bank and a (0 kt descent s"oot ly raise t e nose to t e landing attitude. -a$e o## by adding t e "aCi"u" allo!able "ani#old pressure 5)H in Hg6 and si"ultaneously rolling t e !ings le$el "aintaining t e nose in t e landing attitude. - en a positi$e rate o# cli"b and an increase in airspeed a$e been establis ed raise t e gear4 t en raise t e #laps. &ccelerate to nor"al cli"b sc edule. +ince t e nose !ill be tri""ed #or a descending attitude t e nose !ill rise and $eer to t e le#t unless #ir" control pressure are "aintained. - en t e t rottle is ad$anced #or!ard stick pressure "ust be eld to keep t e nose in a le$el #lig t attitude4 rig t rudder pressure "ust be increase to o$erco"e t e e##ects o# propeller tor<ue.
St#nd#rd -ie%d Entry #nd De #rture .rocedures

T ese uni#or" procedures are eCecuted to ensure t e "aCi"u" sa#ety and "ini"u" con#usion o# aircra#t approac ing or departing an air#ield. T ere are #i$e ite"s o# "ajor i"portance ! ic "ust be considered in order to "ake a standard #ield entry. 1. Antended point o# landing; T is is t e point on t e run!ay ! ere you intend to touc do!n. At s ould be t e "iddle o# t e #irst t ird o# t e run!ay or in t e boC i# practicing precision landings. 2. :anding line; T is is an i"aginary line eCtending t roug t e intended point o# landing and parallel to t e course o$er ! ic t e aircra#t !ill actually pass in t e #inal straig t a!ay and landing
&nt's &irplanes 2(
5t e run!ay centreline s ould "atc t e landing line6 /. -ing line; T is is an i"aginary line eCtending t roug t e intended point o# landing ! ic parallels t e direction o# t e !ind. At "ay or "ay not coincide !it t e landing line. ). :anding pattern; As a geo"etric race track course #lo!n at 1100 #t &@: 5or 1000 #t6 so t at a landing approac "ay be eCecuted in a syste"atic se<uence. T e landing line4 up!ind leg4 and do!n!ind leg #or" t e sides o# t e race track pattern. T ese lines are joined toget er by t e up!ind turn and by t e approac turn at t e do!n!ind end o# t e pattern. Do!n!ind is #lo!n at a !ing tip distance in !ings le$el #lig t.
Tr#11ic .#ttern O er#tions

,ro" nor"al cruise speed o# 180 - 200 kts Po!er; ?&P 2/ in Hg4 1810 rp"4 ?iC - .ACH &irspeed; slo! to 1)0 kts Co!l #laps nor"ally closed. ?aintain proper CHT 180-200 degrees. &t ?id #ield do!n!ind lo!er t e landing gear and c eck . &irspeed to 120 kts in le$el #lig t &t 120 kts and abea" t e touc do!n point lo!er #ull #laps. :o!er t e nose to "aintain 120 kts and begin your descent and base leg turn si"ultaneously. Antercept t e landing line !it approCi"ately 1200 #t o# straig t a!ay and /00 #eet o# altitude slo!ing to (1 kts. :e$el t e !ings t en assu"e t e #inal approac attitude. &d$ance t e propeller to #ull increase rp". Do not reduce po!er belo! 20 in Hg until in t e #lare. - en approac ing t e point o# intended landing start a transition to t e landing attitude by using s"oot back pressure on t e stick. Touc do!n s ould be "ade on t e "ain ! eels in a nose ig attitude. &s speed decreases lo!er t e nose ! eel to t e run!ay.
.recision S in
& spin is an aggra$ated stall t at results in auto rotation. T e aircra#t is co"pletely stalled4 #alling to!ard t e ground4 #ollo!ing a corkscre! pat t roug t e air !it t e nose oscillating belo! t e oriFon. An all nor"al spins you a$e control o# t e li#t and drag o# bot t e rudder and t e ele$ator. ?anipulation o# t ese controls !ill per"it you to cause4 "aintain or re"o$e t e conditions o# a spin. & precision spin is one in ! ic reco$ery is initiated a#ter one and one al# turns. To per#or" a spin c eck t e co!l #laps are closed and establis t e aircra#t in straig t and balanced #lig t. +tart t e spin at an altitude ! ic !ill ensure t e aircra#t can be returned to nor"al #lig t no lo!er t an 1000 #t abo$e t e terrain. +ince considerable altitude !ill be lost in t e spin ensure t e area belo! is clear o# tra##ic or clouds by "aking clearing turns. &t t e start o# t e last (0 degrees o# clearing turn close t e t rottle 5use t e gear !arning orn button to cancel t e gear !arning sound6 and retard t e propeller control to #ull decrease rp". .oll out o# t e clearing turn on t e desired eading !it approCi"ately 120 kts. :e$el t e !ings and s"oot ly raise t e nose to /0 degrees abo$e t e oriFon. ?aintain t e altitude and as t e stall occurs apply #ull rudder in t e desired direction o# spin and apply #ull back stick. Do not use aileron in t e entry4 during t e spin or be#ore t e rotation stops on reco$ery. To reco$er #ro" a spin slo!ly apply #ull rudder opposite to t e direction o# rotation. ,ollo! i""ediately !it positi$e #or!ard stick to just slig tly #or!ard o# t e neutral position. Hold t e controls in t is position until rotation stops. %eutralise t e controls and co""ence a s"oot pull out. Continue t is pull out until t e nose is positioned slig tly abo$e t e oriFon. -it t e nose in t is position ad$ance t e propeller control and t rottle to a po!er setting o# 1810 rp" 2/ in Hg.
&nt's &irplanes /0
C eck all pressures and te"ps and t en reset cruise po!er. 2e care#ul not to apply eCcessi$e back stick a#ter t e rotation stops. T is "ay cause a secondary stall. +pins s all be practiced in t e clean con#iguration. An t e e$ent o# an unintentional spin !it gear and #laps do!n t ey s all be retracted i""ediately to e##ect reco$ery and pre$ent possible da"age. A# t e unintentional spin !as entered !it po!er on t rottle s ould be closed #or reco$ery.
S in C"#r#cteristics
+pin entry consists o# a roll or snap in t e direction o# t e applied rudder. T e nose o# t e aircra#t drops s arply during t e #irst al# o# t e turn t en returns to t e oriFon during co"pletion o# t e #irst turn. T e nose !ill continue to oscillate until a stabilised spin is establis ed !it t e nose re"aining at approCi"ately )1 degrees belo! t e oriFon. - en reco$ery control is applied t e nose o# t e airplane drops. - en t e spin stops t e airplane !ill be in an approCi"ately H0 - (0 degree di$e. +lo!ly pull out o# t e di$e to a$oid a secondary spin.
&nt's &irplanes
/1
Norm#% C"ec(%ists
T e #ollo!ing procedures a$e been adapted #ro" t e real !orld procedures and "odi#ied #or use in ,+8. TH7> +H'*:D %'T 27 *+7D ,'. .7&: -'.:D &VA&TA'%. Condensed c ecklists are a$ailable on t e C ecklists page o# t e &ni"ation ?anager 5s i#tI)6.
E@TERIOR INS.ECTION
,uel <uantity - CH7C= *sing t e ,+8 ,uel and Payload section set t e #uel load and c eck t e pilot and co pilot !eig ts. .ig t aileron tri" tab - +7T T e rig t aileron tri" tab is ground adjustable only. A# any adjust"ent is needed use t e &ni"ation ?anager 5s i#tI)6 to "ake t e c ange 2aggage door - C:'+7D and :'C=7D Pitot tube and - eel :ocks strea"ers - .7?'V7D *se t e &ni"ation ?anager to ensure t ese ite"s are set correctly.
INTERIOR CHEC/
+eat - &DL*+T .udder pedals - &DL*+T *se t e Pedal release on t e botto" o# t e instru"ent panel to adjust t e reac o# t e rudder pedals. Parking brakes - +7T ,lig t Controls - *%:'C= 7nsure t e #lig t control lock is do!n. T e control lock pre$ents "o$e"ent o# t e ailerons4 ele$ator and t rottle. Hydraulic and pu"p - D'-% Cockpit air andle - C:A?&TAC &djust andle according to t e cockpit te"perature re<uired #or pilot co"#ort. ,uel s uto## - '% Tri" tab ! eels - 04041 5set 1 degrees o# rig t rudder6 +et rudder tri" to 1 degrees rig t -ing #lap andle - D'-% T rottle - 'pen approCi"ately 1E2 inc +uperc arger andle - :'Propeller le$er - ,*:: A%C.7&+7 ?iCture le$er - AD:7 C*T',, ,riction lock knob - &DL*+T Carburetor air le$er - C':D &A.
&nt's &irplanes /2
,iltered air position is used #or operation in dusty areas. Cockpit eater - ',, T e cockpit eater s ould be o## #or all take-o##s due to t e #ire aFard in$ol$ed. :anding lig ts - ',, -inds ield and Canopy de#rost - C:A?&TAC During !ar" !eat er cool air is circulated to re"o$e #og or "oisture. :anding gear andle - D'-% &lti"eter - +7T +et alti"eter to #ield ele$ation. Clock - +7T ?ani#old pressure - CH7C= %ote "ani#old pressure gauge reading 5#ield baro"etric pressure6 #or later use during engine po!er c eck. Agnition s!itc - ',, @enerator s!itc - '% An$erter s!itc - ',, Pitot eater - ',, Control s i#t - ,'.-&.D Hold control s i#t s!itc #or!ard in t e cockpit o# t e pilot desiring control until control lig t co"es on. :ig t s!itc es - ',, :ig t r eostats - ',, Anterp one - ?A87D +A@%&:+ Co""and "iCing s!itc es - +7T .adio co"pass4 VH,4 co""and set - ',, Circuit breakers - A% 7Cternal po!er - C'%%7CT7D 5i# a$ail6 2attery s!itc - '% 5i# no eCt po!er6 :anding gear indicators - CH7C= :anding gear !arning lig t - CH7C= C ip detector lig t - T7+T Press t e c ip detector !arning lig t to c eck t e lig t is !orking. ,uel <uantity gauges - CH7C= ,uel pressure - CH7C= :o! #uel lig t - T7+T 7Cterior lig ts - T7+T C eck operation o# t e;
&nt's &irplanes //
Position lig ts 5na$ lig ts6 ,uselage lig ts 5rotating beacons6 Passing lig ts 5not a$ailable in t is aircra#t6 :anding and taCi lig ts @ear do!n lig ts 5na$ lig ts "ust be on6 Anterior lig ts - T7+T C eck operation o# t e; Anstru"ent panel lig ts 5ultra$iolet and red6 Console lig ts 7Ctension lig ts 5cockpit utility lig ts6
STARTIN8 EN8INE3m#nu#%5
T e "anual engine starting procedure is a bit "ore co"plicated t an you #ind in "ost ,+8 aircra#t and in$ol$es so"e de#t "ouse!ork. Co!l and oil cooler #lap s!itc - 'P7% ,or "aCi"u" cooling open co!l and oil cooler #laps to #ull. ,ire guard - Posted Propeller danger area - Clear Call DclearD and recei$e ackno!ledg"ent #ro" #ire guard T rottle - 'pen approCi"ately 1E2 inc +uperc arger andle - :'Propeller le$er - ,*:: A%C.7&+7 ?iCture le$er - AD:7 C*T',, +tarter button - Depress 5le#t click6 5.otate propeller t roug 8 blades6 An t e real aircra#t you "ust old t e starter button do!n but t is is i"possible to do in ,+8. :e#t click on t e starter button to old it do!n4 le#t click again to release t e starter. 7ngine starter !ill start to rotate propeller. Count 8 blades passing Agnition s!itc - 2ot Pri"er button - Depress repeatedly .epeatedly press t e pri"er button to inject #uel into t e engine. &#ter ) or 1 presses t e engine s ould start. +tarter button - .elease ! en engine #ires 5t is !ill be done auto"atically6 ?iCture le$er - .ACH ?o$e t e "iCture to t e #ull .ACH position a#ter t e engine as started. &djust t rottle until engine is running s"oot ly bet!een 1000 and 1200 rp". A# engine #ails to start !it in /0 seconds let starter cool #or / "inutes be#ore repeating starting procedure. 'il pressure - CH7C=
&nt's &irplanes /)
A# pressure does not register in 10 seconds or rise to )0 psi in 20 seconds stop engine and in$estigate. T rottle - 1200 to 1)00 rp" &djust t rottle to s"oot est speed as soon as oil pressure per"its. - ene$er t e aircra#t is stopped operate at 1200 to 1)00 rp". T is pre$ents plug #ouling4 creates propeller blast #or engine cooling and ensures proper operation o# t e DC generator.
STARTIN8 EN8INE3#uto5
T e auto start procedure takes t e ard !ork out o# starting t e -rig t Cyclone radial engine. To co""ence t e auto start procedure you can eit er use a key co""and to start t e engine 5,+8 key D+tarter 1D6 or rig t click on t e T-28D starter button. ,+8 %ote; *sing CT.:I7 to start t e engine !ill start t e engine but it !ill not run t e custo" startup routine. 2e!are using CT.:I7 as it !ill disengage t e generator. 7nsure t e generator s!itc is on a#ter starting using CT.:I7. Co!l and oil cooler #lap s!itc - 'P7% ,or "aCi"u" cooling open co!l and oil cooler #laps to #ull. ,ire guard - Posted Propeller danger area - Clear T rottle - 'pen approCi"ately 1E2 inc +uperc arger andle - :'Propeller le$er - ,*:: A%C.7&+7 ?iCture le$er - .ACH T e auto start procedure !ill take control o# your "iCture le$er and "o$e it to t e appropriate settings. - en t e auto start is #inis ed it !ill return t e "iCture to #ull .ACH. To pre$ent engine cutout a#ter starting ensure your "iCture le$er is at #ull .ACH be#ore starting. +tarter button - Depress 5rig t click6 T e #ollo!ing steps !ill no! occur auto"atically; -Agnition s!itc - '## -?iCture le$er - AD:7EC*T',, -.otate prop t roug 8 blades -Agnition s!itc - 2ot -Pri"er button - Depress .epeatedly -+tarter button - .elease ! en engine #ires -?iCture le$er - .ACH T e auto start procedure is no! co"plete and t e engine s ould be running. 'il pressure - CH7C= A# pressure does not register in 10 seconds or rise to )0 psi in 20 seconds stop engine and in$estigate. T rottle - 1200 to 1)00 rp" &djust t rottle to s"oot est speed as soon as oil pressure per"its.
&nt's &irplanes /1
- ene$er t e aircra#t is stopped operate at 1200 to 1)00 rp". T is pre$ents plug #ouling4 creates propeller blast #or engine cooling and ensures proper operation o# t e DC generator.
=E-ORE TA@IIN8
Co""unication e<uip"ent - &+ D7+A.7D Hydraulic pressure gauge - CH7C= C eck !it in green range Co!l and oil cooler #laps - CH7C= 'P7.&TA'% ?o$e co!l and oil cooler #laps s!itc to C:'+7D. >ou need to rig t click on t e s!itc and old as t e s!itc 's closed position is spring loaded. C eck $isually t at t e #laps are closed. T e co!l #laps are only $isible #ro" t e #ront cockpit. ?o$e s!itc to 'P7% and c eck #laps are #ully open. =eep t e #laps #ully open during ground operations #or "aCi"u" cooling. -it approCi"ately 1200 to 1)00 rp" c eck t e #ollo!ing electrical syste" ite"s Volt"eter - 28 V':T+ :oad"eter - %or"al Andication is 0.1 or :7++ An$erter s!itc - +P&.7 '% 5C eck ?&A% '*T lig t on6 An$erter s!itc - ',, #or / secs 5C eck 2'TH '*T lig t on6 An$erter s!itc - ?&A% '% 5C eck bot in$erter lig ts o##6 Pitot eater - CH7C= 'P7.&TA'% Ha$e ground cre! c eck operation or obser$e increase in load"eter reading. .eturn s!itc to ',,. 7ngine idling speed - H00 to (00 rp" -it t rottle closed c eck tac o"eter reading #or H00 to (00 rp" Agnition s!itc grounding - CH7C= Turn ignition s!itc ',, "o"entarily. A# engine does not cease #iring co"pletely ! en t e s!itc is ',, t e "agnetos are not ground. + ut do!n engine and !arn personnel to re"ain clear o# propeller until di##iculty as been re"edied. Per#or" ignition s!itc c eck as rapidly as possible to pre$ent se$ere a#ter#ire in eC aust syste" ! en s!itc is again turned to 2'TH. &ttitude indicator - C&@7 t en *%C&@7 &lti"eter - +7T to #ield pressure
TA@IIN8
&rea - C:7&.7D ,'. T&8AA%@ -ing #lap andle - *P - eel c ocks - .7?'V7D *se t e &ni"ation ?anager 5s i#tI)6 to ensure ! eel c ocks are re"o$ed. Parking brakes - .7:7&+7 - eel brakes - CH7C= &d$ance t rottle and allo! aircra#t to roll straig t a ead. &s soon as t e aircra#t is "o$ing close
&nt's &irplanes /3
t rottle and apply brakes e$enly to c eck ade<uate braking action. TaCi slo!ly using brakes to slo! do!n or stop. Do not ride t e brakes as t ey !ill !ear rapidly. *se eit er brakes or nose ! eel steering to "aintain directional control. A# t e aircra#t is standing still do not operate rudder pedals because suc action !ill cause undue !ear o# t e nose ! eel tire. %ose ! eel steering - CH7C= C eck nose ! eel steering during taCiing. A# nose ! eel steering is inoperati$e a takeo## s ould not be atte"pted. ,lig t instru"ents - CH7C= a. &irspeed indicator - c eck reading b. Direction indicator - set take o## eading under top indeC4 c eck eading against "agnetic co"pass #or proper indication ! ile taCiing. c. +tandby co"pass - card s!ings #reely4 bo!l #ull o# #luid. d. &ttitude indicator - c eck #or tip error during taCi turns. e. Turn and slip indicator - c eck needle de#lection in t e direction o# turn ! ile taCiing.
EN8INE R?N-?.
Park t e aircra#t as near into t e !ind as possible #or engine run-up to aid engine cooling. 'il te"p - ?A% )0C 'il pressure - +T7&D> 5abo$e 1200 rp"6 Cyl ead te"p - ?A% 120C ?iCture le$er - .ACH Propeller 'peration - CH7C= &t 1300 rp" c eck propeller by pulling propeller le$er back to #ull D7C.7&+7 .P? and note .P? drop o# approCi"ately )00 rp". .eturn Propeller le$er to #ull A%C.7&+7 .P? and c eck #or #ull reco$ery o# rp". :oad"eter and Volt"eter - CH7C= &bo$e 1/00 rp" c eck t e load"eter and $olt"eter are registering to ensure proper operation o# t e DC generating syste". T e DC generator !ill not operate belo! engine rp" o# approCi"ately 1100 rp". T e load"eter s ould be !it in 0./ to 0.1 and t e $olt"eter s ould be approCi"ately 2H.H $olts. +uperc arger - CH7C= &t 1300 rp" !it propeller control at #ull A%C.7&+7 .P? "o$e superc arger andle to HA@H. & sudden decrease in rp" !ill indicate t at t e ig ratio clutc as engage. &d$ance t rottle to obtain /0 in Hg. .eturn superc arger control andle to :'-. & sudden decrease in "ani#old pressure indicates t at t e t!o speed superc arger "ec anis" is !orking properly. 'ne daily operation o# t e superc arger clutc during pre#lig t engine c eck is satis#actory. Po!er - CH7C= &djust t rottle to obtain "ani#old pressure e<ual to #ield baro"etric pressure 5as read on "ani#old pressure gauge be#ore starting engine6 and c eck #or 22H1 5IE- H16 rp". Agnition +yste" - CH7C= -it t rottle adjusted to obtain "ani#old pressure e<ual to #ield baro"etric pressure c eck ignition
&nt's &irplanes /H
syste" !it A@%ATA'% s!itc at : and . #or "aCi"u" drop o# H1 rp". .eturn A@%ATA'% s!itc to bot bet!een c ecks to allo! speed to stabilise. 'il Pressure - CH7C= &t 1800 rp" ensure oil pressure is 31 psi "ini"u". T rottle - 1200 to 1)00 rp" .adios - T*%7D and CH7C=7D Pitot eat - CH7C=7D and set as desired
=E-ORE TA/E-O-,lig t controls - CH7C= ,.77 ?'V7?7%T ,uel s uto## - '% Tri" - 04041 degrees rig t rudder -ing #lap andle - 1E2 Carburetor air le$er - C':D &A. 5,A:T7.7D i# dust is present6 ,lig t instru"ents - +7T Pitot eater - &+ %77D7D Canopy andle - C:'+7D + oulder arness - :'C=7D
NORMA, TA/E-O-.oll into take-o## position and align nose ! eel !it run!ay. &d$ance t rottle s"oot ly to ?aCi"u" Po!er 5)H in Hg6. &s airspeed increases and ele$ator control beco"es e##ecti$e li#t t e nose ! eel at H0 knots s"oot ly to take-o## attitude. ?aintain t is attitude and allo! t e aircra#t to #ly itsel# o##.
MINIM?M R?N TA/E-O-& "ini"u" run take-o## is a "aCi"u" per#or"ance "aneu$er !it t e aircra#t near stalling speed at li#t-o##. Hold brakes and apply "aC po!er. Pull airplane o## s"oot ly at a speed o# approCi"ately 31 to H0 knots. Hold speed o# approCi"ately H1 knots until o$er obstacle. &#ter passing obstacle use nor"al cli"b speed. ,laps up gradually.
CROSS-!IND TA/E-O-&lign t e aircra#t straig t do!n t e run!ay. &d$ance t rottle s"oot ly to ?aCi"u" Po!er 5)H in Hg6. During t e ground roll apply aileron as necessary to "aintain !ings le$el. To a$oid skipping lea$e t e nose ! eel on t e run!ay until t e airspeed reac es (0 knots. &pply su##icient back pressure to "ake a positi$e break !it t e ground. T is !ill a$oid side loads on t e landing gear. &#ter beco"ing air-borne correct #or dri#t by "aking a coordinated turn into t e !ind.
&nt's &irplanes
/8
NI8HT TA/E-O-&s #or daylig t operation. Don't be alar"ed by eC aust #la"es.
A-TER TA/E-O-- C,IM=

:anding gear andle - *P - en co"#ortably airborne apply brakes to stop t e ! eels spinning and retract t e landing gear. :anding gear indicators - CH7C= -ing #lap andle - *P Do not retract #laps belo! (0 knots to pre$ent inad$ertent sink.
C,IM=
%or"al cli"b at sea le$el is 1)0 knots4 /3 in Hg and 2)00 rp". ?aintain /3 in Hg but allo! t e airspeed to decrease at a rate o# 1 knot per t ousand #eet. &d$ance t e t rottle to "aintain "ani#old pressure during cli"b. &djust co!l and oil cooler #laps as necessary to "aintain cylinder ead and oil te"peratures !it in t e prescribed operating ranges. Carburetor air le$er - C:A?&TAC Position carburetor air le$er to!ard H'T &A. as necessary to "aintain carburetor air te"perature !it in prescribed operating range. ?o$e t e superc arger control andle to HA@H ! en altitude re<uires. A# operating ?ilitary Po!er approC 1/4100' !ill produce t e best results. ,or nor"al rated po!er approCi"ately 114000' is opti"u". - en s i#ting to ig blo!er use t e #ollo!ing procedure; a. Propeller le$er - 1300 rp" b. +uperc arger - HA@H c. Propeller and T rottle - D7+A.7D P'-7.
NORMA, CR?ISE
?iCture Control - %'.?&: ,or best #uel endurance ensure ?iCture Control is set to %'.?&: during t e cruise p ase. %or"al cruise speeds are 180 to 2004 /0 in Hg4 2000 rp" belo! 104000' and 111 knots abo$e 104000'.
DESCENT
+ i#t superc arger andle to :'- at any cruise rp" to preclude t e possibility o# subse<uent o$erboosting o# t e engine at lo!er altitudes. *se .ACH "iCture to "ini"ise possibility o# engine back#ire or cutout i# sudden application o# po!er is re<uired. Close co!l #laps to "ini"ise o$ercooling o# t e engine. *se o# lo! cruise rp" and ig est "ani#old pressure is pre#erable to idle po!er descent or ig rp"4 lo! "ani#old pressure descent. Descent at idle !ill eCcessi$ely cool t e engine. Typically descent uses 20 in Hg and 2000 rp".
&nt's &irplanes /(
Carburetor air le$er - &+ %77D7D +uperc arger - ?o$e to :'- at any cruise rp" to pre$ent o$erboosting engine Co!l #laps - &+ %77D7D ?iCture le$er - .ACH T rottle - 20 in Hg %'.?&: D7+C7%T at 1H0 kts
=E-ORE ,ANDIN8
Co""and radio - T*%7D ,uel s uto## - '% Carburetor le$er - C':D &A. ?iCture le$er - .ACH Propeller le$er - 2)00 rp" Co!l #laps - &+ %77D7D Cockpit eater - ',, + oulder arness - :'C=7D
RECTAN8?,AR ,ANDIN8 .ATTERN

7nter pattern at 120 kts :anding gear andle - D'-% :anding gear indicators - CH7C= Do!n!ind leg - 110 to 120 kts 2ase leg - 100 to 110 kts -ing #lap le$er - D'-% ,inal approac - 100 kts T rottle - C:'+7D Propeller le$er - ,*:: .P? :anding lig ts - &+ .79*A.7D Touc do!n speeds depend on gross !eig t. 3000lbs 3)00lbs H200lbs 3800lbs H300lbs H2kts H/kts H3kts H(kts 80kts
&nt's &irplanes
)0
A-TER ,ANDIN8
Canopy andle - &+ D7+A.7D Tri" tab ! eels - G7.' -ing #lap andle - *P Co!l #laps - 'P7%
EN8INE SH?TDO!N
Parking brakes - +7T Agnition s!itc grounding - CH7C= Canopy andle - 'P7% -ing #lap andle - D'-% An$erter s!itc - ',, ?iCture le$er - AD:7EC*T',, Agnition s!itc - ',, T rottle - C:'+7D ,uel s uto## - ',, Co"" s!itc es - ',, 2attery s!itc - ',, &ll electrical s!itc es - ',,5eCcept generator s!itc 6 - en a cold !eat er start is anticipated dilute oil as re<uired. &llo! oil to cool to )0 deg Celsius or belo!. Dilute oil at 1200 rp". 'il dilution o# 1J can be done in )1 seconds. + ut do!n engine /0 seconds a#ter dilution is co"plete to circulate diluted oil t roug out engine. Cylinder ead te"perature s ould not be abo$e 110 deg Celsius ! en stopping t e engine. A# t is te"perature cannot be attained because o# at"osp eric conditions stop engine ! en cylinder ead te"perature stabilises.
=E-ORE ,EAVIN8 AIRCRA-T

,lig t controls - :'C=7D ,or" H81 - C'?P:7T7 - eels - CH'C=7D Parking brakes - .7:7&+7D -ing #lap "anual operation le$er - 5rig t click on #lap le$er to put !ing #laps #ully do!n6 @round sa#ety pins - A%+T&::7D Pitot co$er - A%+T&::7D
ACRO=ATIC MANE?VERS
&ll acrobatic "aneu$ers originate #ro" acrobatic cruise ! ic is 180 kts4 "iCture .ACH4 rp" 2200. ?ani#old pressure at re<uired setting to "aintain airspeed. =#rre% Ro%% 7ntry speed 180 kts.
&nt's &irplanes )1
!in& O;er 7ntry airspeed 200 kts ,oo 7ntry airspeed 220 kts. ?ake a / 1E2 g pullup Imme%m#nn 7ntry airspeed is 2)0 kts. ?ake a / 1E2 g pullup and reco$er !it approCi"ately 100-120kts One-H#%1 Cu0#n Ei&"t 7ntry airspeed is 2)0 kts. ?ake a / 1E2 g pullip. .eco$er on t e entry altitude and 180 degrees #ro" original eading.
EMER8ENCA .ROCED?RES
EN8INE -AI,?RE D?RIN8 TA/E-O-527,'.7 27C'?A%@ &A.-2'.%76 T rottle - C:'+7D 2rakes - &PP:> Canopy andle - 7?7.@ 'P7% ?iCture le$er - AD:7 C*T',, ,uel s uto## - ',, Agnition s!itc - ',, 2attery s!itc - ',, @enerator s!itc - ',,
EN8INE -AI,?RE D?RIN8 TA/E-O-5&,T7. 27C'?A%@ &A.-2'.%76 @lide - 7+T&2:A+H Canopy andle - 7?7.@ 'P7% ?iCture le$er - AD:7 C*T',, ,uel s uto## - ',, Agnition s!itc - ',, 2attery s!itc - ',, @enerator s!itc - ',,
EN8INE -AI,?RE D?RIN8 -,I8HT

5P&.TA&: P'-7. ,&A:*.76 &irspeed - @:AD7 101 kts ,uel s uto## - '%
&nt's &irplanes
)2
,uel pressure gauge - 11 to 1H psi T rottle - 18 to 21 in Hg ?iCture le$er - ,*:: .ACH Propeller le$er - ,*:: A%C .P? Agnition s!itc - C eck 2'TH 2attery s!itc - C eck '% @enerator s!itc - C eck '% Carburetor air le$er - C:A?&TAC
EN8INE -AI,?RE D?RIN8 -,I8HT

5C'?P:7T7 P'-7. ,&A:*.76 @lide - 7+T&2:A+H &tte"pt engine air start; ?iCture le$er - AD:7 C*T',, Propeller le$er - ,*:: A%C .P? T rottle - ,*:: 'P7% #or 1 sec t en set baro press #or altitude ,uel s uto## - '% Agnition s!itc - 2'TH 2attery s!itc - '% Pri"er button - D7P.7++ and H':D T rottle - 28 in Hg "aC ,uel pressure - 11 to 1H psi ?iCture le$er - .ACH Pri"er button - .7:7&+7 :and as soon as possible
-?E, .RESS?RE DRO.

T rottle - :7&V7 A% P'+ATA'% ?aintain !atc #or engine #ire Proceed to nearest air#ield C eck #or #uel leakage A# #uel leakage initiate D7ngine ,ire During ,lig tD procedure
-ORCED ,ANDIN8
Canopy andle - 7?7.@ 'P7%
&nt's &irplanes )/
T rottle - C:'+7D @lide - 101 kts ,uel s uto## - ',, -ing #lap le$er - *P Cockpit eater andle - ',, ?iCture le$er - AD:7 C*T',, Propeller le$er - ,*:: D7C .P? :anding gear andle - D'-% -ing #lap le$er - &s re<uired Agnition s!itc - ',, 2attery s!itc - ',, + oulder arness - :'C=7D Tri" - &djust
.RO.E,,ER -AI,?RE
-AI,?RE TO ,O! .ITCH 3HI8H R.M5 T rottle - .7T&.D to "aintain rp" !it in li"it &ttitude - %'+7 *P to dec airspeed and inc load on propeller Propeller le$er - "o$e to D7C .P? t en A%C .P? se$eral ti"es
-AI,?RE TO HI8H .ITCH 3,O! R.M5 T rottle - &djust to lo!est in Hg to "aintain #lig t ?iCture le$er - .ACH Propeller le$er - "o$e to D7C .P? t en A%C .P? se$eral ti"es :and as soon as possible
EN8INE -IRE D?RIN8 STARTIN8

?iCture le$er - AD:7 C*T',, +tarter button - H':D D7P.7++7D A# engine does not start; -Continue cranking -Agnition s!itc - ',, -@enerator s!itc - ',, -,uel s uto## - ',, -Carburetor air le$er - C':D &A. -T rottle - ,*:: 'P7%
&nt's &irplanes ))
A# #ire continues; -+tarter button - .7:7&+7 -2attery s!itc - ',, -+ignal ground cre! to eCtinguis -#ire @et out o# aircra#t
EN8INE -IRE A-TER STARTIN8

?iCture le$er - AD:7 C*T',, T rottle - ,*:: 'P7% Agnition s!itc - ',, 2attery s!itc - ',, ,uel s uto## - ',, A# #ire continues signal ground cre! to eCtinguis #ire @et out o# aircra#t
EN8INE -IRE D?RIN8 -,I8HT

?iCture le$er - AD:7 C*T',, ,uel s uto## - ',, Agnition s!itc - ',, Co!l #laps - 'P7% 2attery and generator - ',, Cockpit air andle - 7?7.@ ',, A# #ire is eCtinguis ed "ake a #orced landing A# #ire is not eCtinguis ed bail out
-?SE,A8E -IRE D?RIN8 -,I8HT

&irspeed - .educe i""ediately C eck cause o# #ire by s utting o## t e #ollo!ing one at a ti"e; -Cockpit eater andle - ',, -@enerator s!itc - ',, -2attery s!itc - ',, A# #ire is eCtinguis ed "ake a #orced landing
&nt's &irplanes )1
A# #ire persists s ut do!n engine and bail out
-?SE,A8E -IRE ON 8RO?ND

?iCture le$er - AD:7 C*T',, T rottle - C:'+7D Agnition s!itc - ',, 2attery s!itc - ',, @enerator s!itc - ',, ,uel s uto## - ',, +ignal ground cre! to eCtinguis #ire @et out o# aircra#t
!IN8 -IRE D?RIN8 -,I8HT

-ing lig t s!itc es - ',, Pitot eater s!itc - ',, Try to eCtinguis #ire by sideslipping aircra#t a!ay #ro" #la"e A# #ire persists bail out
E,ECTRICA, -IRE
2attery and generator - ',, @enerator s!itc - '% A# generator circuit is de#ecti$e -generator s!itc - ',, t en battery -s!itc - '% Turn on eac circuit indi$idually Turn de#ecti$e circuit o## ! en it is identi#ied
E,IMINATION O- SMO/E
&irspeed - .educe i""ediately Cockpit air andle - 'P7% &ir outlets - 'P7% A# s"oke enters cockpit #ro" air outlets cockpit air andle - 7?7.@ ',, -inds ield and canopy de#rost - '% Canopy andle - 'P7%
&nt's &irplanes
)3
E,IMINATION O- -?E, -?MES

&irspeed - .educe i""ediately Cockpit air andle - 'P7% &ir outlets - 'P7% -inds ield and canopy de#rost - '% Canopy andle - 7?7.@ 'P7% &ll electrical s!itc es - ',, -5eCcept ignition6 :anding gear andle - D'-% -5i# #u"es persist6 :and as soon as practical
=AI,-O?T
,ly aircra#t to!ard unin abited area &irspeed - slo! as possible -ing #lap le$er - D'-% 7le$ator tri" - slig tly nose do!n -arn ot er pilot +eat adjust"ent - pull back and raise Disconnect radio leads Canopy andle - 7?7.@ 'P7% *n#asten sa#ety belt and arness 2ail out
,ANDIN8 EMER8ENCIES
8EAR RETRACTED 7stablis nor"al #laps do!n approac Canopy andle - 'P7% + oulder arness - :'C=7D Cockpit eater andle - ',, ,lare as in nor"al landing + ut do!n engine be#ore touc do!n - en aircra#t stops get out i""ediately ,+8 %ote; & gear up landing !ill break t e engine and !ill re<uire t e aircra#t to be reloaded to #iC t e engine. ONE MAIN 8EAR RETRACTED ?ake nor"al #laps do!n approac !ing lo! on side !it gear do!n
&nt's &irplanes )H
Canopy andle - 'P7% + oulder arness - :'C=7D Cockpit eater andle - ',, Touc do!n on eCtended "ain ! eel *se aileron to old up ot er !ing + ut do!n engine - en !ing tip strikes4 "aC braking on eCtended ! eel
DITCHIN8 ,ollo! radio distress procedure Personal e<uip"ent - +to! .adio leads - Disconnect *nbuckle parac ute :anding gear andle - *P Canopy andle - 'P7% 2attery s!itc - ',, -ing #lap andle - D'-% ?ake nor"al approac !it po!er and #lare to nor"al landing attitude + oulder arness - :'C=7D Agnition s!itc - ',,4 just be#ore i"pact
E,ECTRICA, -AI,?RE @enerator s!itc - .7+7T t en '% A# o$er$oltage lig t co"es on again; -@enerator s!itc - ',, -Voltage r eostat - &DL*+T @enerator s!itc - .7+7T t en '% '$er$oltage !arning lig t - CH7C= -A# lig t re"ains on - C eck $oltage -Voltage r eostat - &DL*+T A# $oltage cannot be broug t !it in allo!able li"it; -@enerator s!itc - ',, -An$erter s!itc - +P&.7 '% -%onessential electrical e<uip"ent - ',,
&nt's &irplanes
)8
,ANDIN8 8EAR O.ERATION

RETRACTION ON 8RO?ND :anding gear andle - *P
EMER8ENCA E@TENSION &irspeed - 100 kts :anding gear andle - D'-% >a! aircra#t to elp lock gear do!n @ear indicators - CH7C= ,'. +&,7 A%DAC&TA'%
!IN8 -,A. O.ERATION

-ing #lap andle - &+ D7+A.7D Hydraulic and pu"p - 'P7.&T7 T' P'+ATA'% ,:&P+
CANO.A O.ERATION
Canopy andle - 7?7.@ 'P7% A# canopy #ails to open; -Canopy andle - ?&%*&: -Pull canopy open "anually A# canopy still #ails to open; -C eck battery s!itc - '% -Canopy andle - 'P7% and depress solenoid button -'perate ydraulic and-pu"p
&nt's &irplanes
)(
.er1orm#nce D#t#
?aC airspeed 24100#t or less - /)0 kts ?aC airspeed 114000#t - /20 kts ?aC airspeed 214000#t - 2H1 kts ?aC airspeed /14000#t - 221 kts ?aC acceleration - I3E-2 g ?aC airspeed !it landing gear andEor #laps eCtended - 1)0 kts ?aC airspeed !it landing lig ts eCtended - 120 kts 2est Po!er '## @lide +peed - 1/0 kts 5gear and #laps up6 +tall +peed 5H4100lbs4 gear and #laps up6 - 3( kts +tall +peed 5H4100lbs4 gear and #laps do!n6 - 1( kts
.er1orm#nce #nd Endur#nce ,o) =%o)er

T e #ollo!ing c art s o!s ?ani#old Pressure4 7ngine .P?4 Andicated &irspeed in =ts and esti"ated range in %autical ?iles. +uperc arger ,O!. &ircra#t gross !eig t H4100 lbs. ,irst ro! is ?ilitary Po!er4 +econd .o! is %or"al Po!er. ,inal ro! pro$ides "aCi"u" distance. ,T indicates #ull t rottle +ea :e$el 11.1D 2H00rp" 231kts 213%? )HD 2100rp" 21(kts 282%? /(D 2/00rp" 2/Hkts )/1%? /2D 2000rp" 20)kts H2/%? /0D 1)00rp" 1H1kts 8(2%? 23.1D 1)00rp" 111kts (3)%? 1000' )3D 2H00rp" 232kts 233%? )3D 2100rp" 21Hkts 28H%? /HD 2/00rp" 2//kts )13%? /0D 2000rp" 200kts H)(%? 28D 1)00rp" 1H0kts (//%? 21D 1)00rp" 11)kts (81%? 104000' ,T 2H00rp" 2/Hkts /08%? ,T 2100rp" 2/1kts //8%? /1D 2/00rp" 22Hkts )H2%? /0D 2000rp" 1(1kts 800%? 2HD 1100rp" 138kts (1)%? 2)D 1100rp" 113kts ((1%? 114000' ,T 2H00rp" 221kts /3(%? ,T 2100rp" 21(kts )11%? ,T 2/00rp" 211kts 320%? ,T 2000rp" 1(0kts 8/3%? ,T 1300rp" 132kts (8)%? 22D 1300rp" 111kts 1001%?
&nt's &irplanes
10
.er1orm#nce #nd Endur#nce Hi&" =%o)er

T e #ollo!ing c art s o!s ?ani#old Pressure4 7ngine .P? and Andicated &irspeed in =ts. +uperc arger HI8H. &ircra#t gross !eig t H4100 lbs. ,irst ro! is ?ilitary Po!er4 +econd .o! is %or"al Po!er. ,inal ro! pro$ides "aCi"u" distance. ,T indicates #ull t rottle 204000' ,T 2300rp" 21(kts /3)%? )2D 2100rp" 213kts )00%? /3D 2)00rp" 208kts 108%? 2(D 2200rp" 18(kts H3(%? 2HD 2000rp" 182kts 8)1%? ,T 1300rp" 11)kts ((1%? 214000' ,T 2300rp" 1(8kts ))1%? ,T 2100rp" 1(Hkts 12/%? ,T 2)00rp" 1()kts 3)1%? 28D 2200rp" 181kts 810%? ,T 2000rp" 1H1kts (1/%? ,T 1H00rp" 1)1kts 1011%? /04000' ,T 2300rp" 1H1kts 38H%? ,T 2100rp" 1H2kts H1(%? ,T 2)00rp" 1H0kts 811%? ,T 2200rp" 131kts (28%? ,T 2000rp" 1)8kts 1001%? ,T 1(10rp" 1)/kts 1128%? /14000' ,T 2300rp" 110kts 823%? ,T 2100rp" 1)8kts 833%? ,T 2)00rp" 1)1kts 8(H%? ,T 2200rp" 1/1kts (81%? ,T 2000rp" 11Hkts 1001%? ,T 2110rp" 1/2kts 1011%?
&nt's &irplanes
11
History
An 1()3 %ort &"erican &$iation 5%&&6 de$eloped t e 8+%2L-1 prototype by redesigning t e +%Ls #uselage and con$erting t e aircra#t #ro" a tail dragger to a tricycle landing gear. T e prototype ad a 1100 orsepo!er .-18/0-H8 -rig t Cyclone engine and a tail ook #or carrier landings. &t t e ti"e t e *+ %a$y !as looking #or a ne! pri"ary-basic trainer and !ere planning to p ase out +%Ls by 1(104 o!e$er4 in t e end t e %a$y decided not to a!ard t e contract. T e *+ &r"y &ir Corps &ir !ere seeking designs #or t e ne! 82T trainer ! ic !as to be a replace"ent #or t eir T-3 TeCan trainers. An 1()8 t e ne!ly establis ed and independent *+ &ir ,orce aut orised %&& to produce t!o test aircra#t and one static aircra#t. T e prototype !as recon#igured !it a s"aller 800 orsepo!er engine4 2 bladed propeller and t e tail ook re"o$ed. T is ne! prototype 58T-286 #irst #le! in +ep 1()( and a#ter e$aluation a contract !as a!arded #or production o# t e T-28&. T e T-28& !as #itted !it t e H cylinder 800 p -rig t Cyclone .-1/00 engine ! ic in suc a ea$y air#ra"e produced rat er "odest per#or"ance. &pparently t is !as a deliberate decision so t at t e aircra#t !ould a$e a si"ilar take o## to t e early slo! spooling jets. 2et!een 1(10 and 1(18 141() & "odels aircra#t !ere deli$ered. T e &ir ,orce only used t e T-28& #or a s ort ti"e and by 1(13 t e aircra#t !as being replaced by 2eec cra#t T-/)'s and Cessna T-/H's. T e T-28& !as still operated by &ir %ational @uard units into t e late 1(10s t oug . An 1(12 t e %a$y again looked at t e T-28& o!e$er t e aircra#t #ailed to "eet t e %a$y's re<uire"ents. %&& replaced t e engine H cylinder 800 orsepo!er engine !it a "uc larger 1)21 orsepo!er .-1820-( HD and replaced t e 2 bladed propeller !it t e Ha"ilton +tandard / bladed propeller. T e #irst prototype T-282 #le! in 1(1/ and t e %a$y took deli$ery o# )8( T-282's #ro" 1(1) to 1(11. T e 2 "odel as a belly "ounted airbrake added4 #ully castoring nose ! eel4 larger engine co!ling to acco""odate t e ne! engine and t e eig t o# t e #ront and rear canopies are lo!ered to elp reduce drag. T e C "odel !as introduced in 1(11. T is "odel !as designed #or carrier <uali#ication training and t e tail and rudder !ere "odi#ied to acco"odate a tail ook. +tructural "odi#ications !ere "ade to andle t e stresses in$ol$ed in carrier landing 5especially by trainees6 and t e propeller dia"eter !as s ortened to a$oid striking t e deck. *p to 1(1H t e %a$y took deli$ery o# 2(( ne! T-28C's as !ell as con$erted T-282's. An 1(18 t e ,renc &ir ,orce !ere in$ol$ed in counter insurgency in &lgeria and needed to replace t e T-3 t ey !ere using at t e ti"e. T e ,renc !anted to buy 2 "odels but t e *+ %a$y ad none surplus. &t t is ti"e t e *+ &ir ,orce !as starting to retire t eir & "odels and a co"pany called Paci#ic &ir"oti$e Corporation started selling t e" to ci$ilians a#ter con$erting t e" by installing eit er a 1/00 or 1)21 orsepo!er engine. T e ,renc purc ased 110 T-28&'s #ro" Pac-&ero 5a subsidiary o# Paci#ic &ir"oti$e and licensed by %&& to "ake t e "odi#ications6 and deli$ered t e" to +*D &$iation ! o adapted t e" by installing t e 1)21 orsepo!er engine 5sourced #ro" surplus 2-1Hs6 and t e / bladed propeller. An addition4 !eapons pylons and cockpit ar"our !ere added. T is ne! $ersion !as ter"ed t e D,ennecD 5desert #oC6. 2y 1(1( ?ilitary &ssistance Progra" countries !ere recei$ing #ree or ea$ily discounted eC &ir ,orce T-28&'s #or $arious "ilitary applications. T-28's !ere sent to countries suc as 7cuador4 2oli$ia4 &rgentina4 ?eCico4 P ilippines4 7t iopia4 =orea and +out Vietna". *p till 1(31 t e T-28 #eatured t e standard %a$y trainer colours o# o$erall yello! !it anti glare black "arkings on t e top o# t e engine co!ling and black "arkings on t e #uselage sides to "ask t e eC aust dirt. An 1(31 t e trainers colour sc e"e !as c anged to o$erall ! ite !it orange "arkings on t e
&nt's &irplanes 12
nose4 tail and !ings. 't er colours suc as dark blue and grey !ould also be used. During t e 1(30's t e *nited +tates re<uired an aircra#t to be used in counter insurgency and close air support and #ollo!ing t e lead o# t e ,renc !it t e ,ennec t e T-28D "odel !as created. 7C *+&, T-28& "odels !ere #itted !it t e 1)21 p engine and t e !ings strengt ened to carry pylons #or !eapons stores. An addition to t e old & "odels T-282's and T-28C's !ere also "odi#ied. T ese "odi#ications !ere done at %ort &"erican's Colu"bus di$ision #ro" 1(31 t roug 1(3( and in t is ti"e /1/ &'s !ere con$erted to D's ! ile /8 T-282's and 100 T-28C's !ere "odi#ied. An addition H2 T-28D's !ere re"anu#actured under a separate contract by ,airc ild .epublic. ,ro" 1(31 t e T-28 !as used by co$ert special operations groups #or reconnaisance4bo"bing and air support in sout east &sian countries suc as :aos and Ca"bodia. T e *+&, used T-28s in T ailand until 1(H2. &"erican pilots 5"ostly &ir &"erica pilots6 and ground cre! pro$ided support and training #or T ai and :aotian pilots. An 1(31 t e ))00t Co"bat Cre! Training +<uadron trained t e Vietna"ese &ir ,orce to #ly t e T-284 C-)H transport and 2-23 bo"ber. T e aircra#t originally used +out Vietna"ese colours but as t e !ar escalated t e aircra#t used #ull *+ "arkings. T e +out Vietna"ese &ir ,orce used t e aircra#t until 1(3). An 1(3/ Ca"bodia recei$ed so"e T-28s but in 1(3) all tec nical support ceased as t e *+ personnel !ere eCpelled #ro" t e country. 2y t e end o# 1(3/ co"bat losses !ere increasing pri"arily due to i"pro$ed ene"y anti-aircra#t !eapons. %&& !as re<uested to propose i"pro$e"ents to t e T-28 and t is led to t e de$elop"ent o# t!o prototypes #itted !it 2)10 orsepo!er :yco"ing T-11 turbo prop engines. T is ne! design !as called t e >&T-287 but un#ortunately one o# t e prototypes !as lost in testing 5killing t e pilot6 and a t ird prototype !as co""issioned. &t around t is ti"e t e *+ %a$y !as looking #or a ne! lig t attack reconnaissance aircra#t and !it t e introduction o# t e %&& 'V-10& 2ronco in 1(33 t e plans #or t e turboprop T-28 !ere s el$ed. ,ro" 1(3) to 1(3H t e ,renc sold t eir ,ennecs to &rgentina and ?orocco and so"e !ere later on sold to *ruguay and Honduras. +o"e o# t e aircra#t sold to &rgentina !ere #itted !it a tail ook and used as attack planes. ,ennecs !ould e$entually be used in co"bat in countries in %ort &#rica4 +out &"erica4 Central &"erican and Haiti. ,ro" 1(H1 to 1(H1 t e *nited +tates sent T-28s to Ca"bodia 5no! kno!n as t e = "er .epublic a#ter a c ange in go$ern"ent in 1(H06 to assist t e !ar against %ort Vietna"ese in Ca"bodia. During t e 1(80's t e P ilippines used T-28s against co""unist insurgents acti$e in t e sout o# t e country. 'n 1/ ,eb 1(8) t e last T-28 instructional #lig t !as #lo!n ending a /1 year period o# training %a$al &$iators. T e C "odel ad been retired earlier due to #atigue issues related to carrier operations. At is esti"ated t at t ere are about 210 to /00 T-28's still in operation around t e !orld today. &#ter t e retire"ent o# t e aircra#t as a "ilitary trainer "any o# t ose aircra#t !ere allo!ed onto t e ci$ilian "arket.
V#ri#nts
8T-28 ; Prototype. 2 built T-28& ; *+&, $ersion !it 800 p -rig t Cyclone .-1/00 H cylinder engine4 2 blade propeller. 141() built T-282 ; *+ %a$y $ersion !it 1)21 p -rig t Cyclone .-1820 ( cylinder engine. / blade propeller. +peed brake and #ully castering nose! eel. )8( built. &r"ed T-282's !ere used in +7 &sia and !ere #itted !it t!o ordnance pylons and a large gun pod under eac !ing.. ?T'- 84100lb.
&nt's &irplanes 1/
T-28C ; *+ %a$y $ersion as T-282 but !it s ortened propeller4 strengt ened nose gear and arrester ook #or carrier landing training. 233 built. T-28D ; eC *+&, T-28& con$erted #or counter insurgency roles #ro" 1(31. 1)21 p -rig t Cyclone .-1820-H3& engine and t!o ordnance pylons and large gun "od under eac !ing. ?odi#ication se<uence nu"bers 1 to 1/1. T-28D-1 ; as T-28D but con$erted #ro" 1(31. -ing strengt ening and internal a""unition storage in t e !ings ! ic allo!ed #or a s"aller gun pod. T ree ordnance pylons in addition to t e gunpod under eac !ing. ?T'- increased to 104100lbs. ?odi#ication se<uence nu"bers 1/2 to /21. &T-28D-1 ; as T-28D-1 but con$erted #ro" 1(H/. &dditional radio e<uip"ent. ?odi#ication se<uence nu"bers 001 to 010. T-28D-10 ; as T-28D-1 but con$erted #ro" eC *+% T-282. +peed brake re"o$ed. ?odi#ication se<uence nu"bers )01 to )10. ,ennec ; *+&, T-28& con$erted !it 14)21 p -rig t Cyclone .-1820 engine by +ud &$iation #ro" 1(1( #or use in t e ,renc &,. 1)8 aircra#t con$erted. >&T-287 ; T-28D po!ered by 24))1 p :yco"ing >T-11:-( turboprop. / prototypes built. T-28.-1 %o"air ; 7C-*+&, re#urbis ed #or 2raFilian %a$y. T-28.-2 %o"air ; 7C-*+&, con$erted into t!o or #i$e place general a$iation aircra#t. .T-28 ; P oto reconnaissance con$ersion #or .oyal :ao &ir ,orce.
VH-TRO
T e aircra#t t at t is ,+8 "odel is based on is serial nu"ber 11-/H22 and started li#e as a T-28&. Con$erted to a D "odel 5"odi#ication se<uence nu"ber 1216 it !as deli$ered to t e .oyal T ai &ir ,orce in 1(31. An 1(H2 t e aircra#t !as !it t e .oyal :aos &ir ,orce and in 1(H) ended up in t e P ilippine &ir ,orce. *sing parts o# 11-/H82 t e aircra#t !as sold as .P-.280 in 1(8( and ca"e to &ustralia #or restoration. An 2001 t e aircra#t !as registered as VH-T.'. T e aircra#t #lies !it t e paint sc e"e #or 1/-8/3) 5! ic is a 2 "odel6 and is currently operated by -arbird &$iation 5 !!!.!arbirda$iation.co" 6.
&nt's &irplanes
1)
-A2s #nd /no)n Issues

Does t"e T-28D )or( )it" .re #r6d<
T e T-28D as not been tested or de$eloped !it Prepar/d in "ind. %o support can be o##ered #or anyone using t e T-28D !it Prepar/d. >ou "ay try to use t e T-28D !it Prepar/d 5t ere is no user license li"itation in t is regard6 o!e$er no support can be o##ered. A# you !ould like to use t e T-28D !it Prepar/d t en you s ould install t e de"o o# t e T-28D into Prepar/d to ensure co"patibility.
Coc( it s"#do)in&
T ere are no s ado!s in t e $irtual cockpit; ,+8 re<uires t e cockpit to a$e co"pletely closed geo"etry to display s ado!s correctly. An t e interests o# better #ra"e rates A c ose not to "ake t is "odel co"patible !it $irtual cockpit s ado!s.
?ninst#%%in& t"e demo ;ersion

A reco""end t at you uninstall t e de"o $ersion be#ore installing t e #ull $ersion. *se t e D*ninstall &nts T-28DD progra" located in t e root ,+8 #older or accessed $ia your +tart "enu under D&nt's &irplanesD. An t eory4 t e #ull $ersion s ould appily install o$er t e de"o $ersion !it out any proble"s but it's better to be sa#e t an sorry A say.
Error mess#&e )"en s#;in& re1erences

&n error "essage in t e &ni"ation ?anager ! en trying to sa$e pre#erences error indicates t at t e #iles cannot be opened to sa$e your settings. T e "ost co""on cause o# t is proble" is -indo!s pre$enting t e &ni"ation ?anager progra" #ro" !riting #iles. A# you rig t click on t e ,+8 progra" and select D.un as ad"inistratorD t is s ould tell -indo!s t at it is '= #or t e &ni"ation ?anager progra" to !rite #iles.
-S?I.C users t"rott%e #nd mi>ture #>is settin&s

T e T-28D re"aps t rottle and "iCture input #ro" t e pilot to ac ie$e t e correct engine be a$iours. T ese are done by sending ,+8 DT rottle +etD and D?iCture +etD co""ands. ,+*APC users s ould a$oid assigning t ese ,+8 co""ands to a joystick aCis. *se instead D&Cis T rottle +etD4 D&Cis T rottle1 +etD or DT rottle1 +etD #or T rottle settings and D&Cis ?iCture +etD4 D&Cis ?iCture1 +etD or D?iCture1 +etD #or ?iCture settings.
!indo)s 8 users
At "ay be necessary to do!nload and install ?icroso#t's Direct8 (.0c. T e custo" sounds use directsound ! ic is no longer included in Direct8 11 ! ic is s ipped !it -indo!s 8. A# you cannot ear any sound ! en you operate a s!itc in t e $irtual cockpit or use t e engine starter t en do!nload and install Direct8 (.0c #ro" ere; ttp;EE!!!."icroso#t.co"Een-usEdo!nloadEdetails.aspCNdisplaylangOenPidO810(
&nt's &irplanes
11
Inst#%%ed 1i%es
T e #ollo!ing #iles are installed by t is package. %o de#ault #iles are altered or deleted by t is package. ?icroso#t ,lig t +i"ulator 8Q7##ects &ntsRT28DRCockpitR.ed.#C &ntsRT28DR7ngine+tart.#C &ntsRT28DR7ngine+tart.PT7.#C &ntsRT28DRtc drt.#C ?icroso#t ,lig t +i"ulator 8Q+i"'bjectsQ&irplanes &nts Trojan T28D 5all #iles and #olders !it in6 &nts Trojan T28D +olo 5all #iles and #olders !it in6 ?icroso#t ,lig t +i"ulator 8Q*ninstall &nts T28D.eCe 5t e uninstall progra"6 & s ortcut to t e T-28D Pilot's Handbook is placed on your desktop. T is #ile is located in t e &nts Trojan T28D #older. &nt's &irplanes is added to your +tart "enu. >ou can access t e Pilot's Handbook as !ell as t e uninstall progra" #ro" ere.
Credits
?odeling4 sounds4 teCtures4 #lig t dyna"ics4 "anuals by Ant"ony ,ync"+ Visit "y !ebsite at !!!.antsairplanes.co" to do!nload so"e #ree scenery and aircra#t. +pecial t anks to /im Ro% "-Smit" #ro" -arbird &$iation at &rc er#ield4 2risbane. T is "odel is based on VH-T.' ! ic is #lo!n by =i". !!!.!arbirda$iation.co" T anks to /%otB /#r%-HeinB #or &ircra#t &ir#ile ?anager. T anks to beta testers; +pud4 .andy Daniell4 Ca"eron .eynolds4 .od Vaug an4 Treetops4 TerribleT
Co yri&"t
T is so#t!are is protected by copyrig t la!s and cannot be copied4 duplicated4 resold or redistributed eit er ! olly or in part. T e end user can 5and is encouraged to6 "ake backup copies #or personal use. T e aut or declines any responsibility #or da"ages or loss caused by using t is so#t!are. &ll trade"arks and brand na"es are trade"arks and brand na"es o# t eir respecti$e o!ners and t eir use erein does not represent or i"ply endorse"ent by t e trade"ark olders. T is so#t!are is designed #or entertain"ent purposes and s ould not be used #or a$iation training. &ll rig ts reser$ed. Copyrig t 201/ &nt ony :ync E &nt's &irplanes.
Sources
T e aircra#t used as a "odel is VH-T.' #ro" -arbird &$iation4 &rc er#ield4 9:D !!!.!arbirda$iation.co".au T e in#or"ation in t is Pilot's Handbook as been dra!n #ro" "any sources. :isted belo! are t e "ain publications4 articles and !ebsites used;
&nt's &irplanes 13
DT-28 Pilot's ,lig t 'perating AnstructionsD by *+ %a$y4 reprinted by Periscope ,il" ::C D,lig t ?anual T-28& and T-28D aircra#tD by *+&,4 reprinted by %ort &"erican Trainer &ssociation D,lig t Training Curriculu" T-282ECEDD by *+ %a$y D%o$e"ber +e$en %ine Gulu. +tory o# t e %ort &"erican %'?&DD by ,rank Co"pton D+out 7ast &sia T-28'sD by +te$e Darke DT-28 &erodyna"ics Pri"aryD by %a$al &ir Training Co""and DT-28 7ngineering Pri"aryD by %a$al &ir Training Co""and D&ir &"erica; %ort &"erican T-28sD by Dr Loe ,. :eeker !!!.t28trojan#oundation.co" !!!.nort a"ericantrainer.org !!!.p#i<uet.beE#ennecE istory. t" !!!.!arbirds-eaa.co" !!!.a$ialogs.co"
&nt's &irplanes
1H

Ants T 28 D Pilots Handbook

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T-28D Trojan Pilot's Handbook Version 1.

NORTH AMERICAN AVIATION T-28D TROJAN

T-28D Trojan Pilot's Handbook Version 1.1

!"#t$s in t"is m#nu#%

T-28D Trojan Pilot's Handbook Version 1.1

Se%ectin& t"e Tro'#n

T-28D Trojan Pilot's Handbook Version 1.1

!"#t$s ne) in Version *+*

T-28D Trojan Pilot's Handbook Version 1.1

T-28D Trojan Pilot's Handbook Version 1.1

-ue% #nd .#y%o#d

T-28D Trojan Pilot's Handbook Version 1.1

T"e Virtu#% Coc( it

T-28D Trojan Pilot's Handbook Version 1.1

T"e Instrument .#ne%

T"e ,e1t Conso%e

T-28D Trojan Pilot's Handbook Version 1.1

T"e T"rott%e 2u#dr#nt

Contains t e aircra#t engine controls.

T"e S)itc" .#ne%

T-28D Trojan Pilot's Handbook Version 1.1

T"e Ri&"t Conso%e

T-28D Trojan Pilot's Handbook Version 1.1

Trim .#ne% 3s"i1t425

R#dio C#rd 3s"i1t465

Anim#tion M#n#&er 3s"i1t475

Auto i%ot #nd Tr#ns onder 3s"i1t4:5

T-28D Trojan Pilot's Handbook Version 1.1

T-28D Trojan Pilot's Handbook Version 1.1

T-28D Trojan Pilot's Handbook Version 1.1

Co)% #nd oi% coo%er 1%# s s)itc"

C#r0uretor Air ,e;er

T-28D Trojan Pilot's Handbook Version 1.1

M#nu#% St#rt or Auto St#rt<

C"#n&in& .o)er Settin&s

Mi%it#ry .o)er ;ersus Norm#% .o)er

in& t"e En&ine

En&ine S"utdo)n Tem er#tures

T-28D Trojan Pilot's Handbook Version 1.1

Contro% S"i1t System

E%ectric#% .o)er System

8ener#tor O;er;o%t#&e ,i&"t

T-28D Trojan Pilot's Handbook Version 1.1

Hydr#u%ic .o)er System

-%i&"t Contro% System

,#ndin& 8e#r System

T-28D Trojan Pilot's Handbook Version 1.1

,#ndin& 8e#r !#rnin& ,i&"t #nd Horn

,#ndin& 8e#r 8round S#1ety ,oc(s

E>terior 8e#r .osition ,i&"ts

T-28D Trojan Pilot's Handbook Version 1.1

T-28D Trojan Pilot's Handbook Version 1.1

O>y&en .ressure 8#u&e

O>y&en -%o) Indic#tor

T-28D Trojan Pilot's Handbook Version 1.1

T-28D Trojan Pilot's Handbook Version 1.1

T-28D Trojan Pilot's Handbook Version 1.1

T-28D Trojan Pilot's Handbook Version 1.1

.ro e%%er Torque E11ects

.ro e%%er Torque

T-28D Trojan Pilot's Handbook Version 1.1

T-28D Trojan Pilot's Handbook Version 1.1

Str#i&"t #nd %e;e% 1%i&"t

!"#t$s ne) in Version +