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From the office
One year ago, we received from well established 3D art firm, Military Visualizations, a
3D mesh of the Avro Vulcan. Now, one year later, and after collectively doing in
excess of 6,000 hours of additional research, where over 200 logged issues have
been addressed along with countless hours of development and testing as a team,
coupled with an unprecedented amount of feedback from Vulcan fans and IRIS
staff, we have the greatest pride in providing you with this, the ONLY TRUE FSX
VULCAN!
The last 12 months have seen highs and lows in the development of this aircraft, the
new flagship product of our business, with some days eerily mirroring it’s real life
counterpart, XH558. Yet we persevered and can honestly say that we are ALL very
happy with the product we have collectively come to love.
We are currently in discussions to have this product an official Vulcan to the Sky
(www.vulcantothesky.org) endorsed product, with a portion of proceeds being
donated to the cause of keeping XH558 flying. Of course, we will keep you up to
speed on that front as news develops!
From a technical standpoint, this rendition of the Vulcan is FULLY compliant with the
FSX SDK, which means that it makes use of the fantastic new opportunities in relation
to graphics and performance that Microsoft Flight Simulator X provides. In addition,
the extra detail has allowed us to construct a Virtual Cockpit unlike any other we’ve
designed before, with a FULL suite of 3D instruments providing super smooth
performance, and a huge variety of external textures from AGNT.
Many systems have been implemented in this product, straight from the REAL Vulcan
Pilots Manual. Items such as the characteristic rapid start system, on board autopilot,
powered flight control system, in flight refueling and more!
However, this product whilst in our opinion is superb, is not without it’s technical
limitations. We have unfortunately not been able to replicate the rear seats on the
aircraft due to performance limitations, however ALL essential items can be
operated from the pilot or co-pilot seats thanks to a small amount of ‘artistic license’
to make your flight time a little less stressful!
I would like to thank the ENTIRE IRIS team, specifically Team Vulcan for their superb
work and dedication to this project, many of us (myself included) wondered if we’d
ever get it done! Now we have..so I owe you all a drink!
And finally, to Pam Brooker and Paul Frimston, the two most dedicated and well,
insane people I know. Pam, the flight model is once again, a testament to your
design brilliance, and Paul, thanks for ALL the rivet counting and headaches over the
last 12 months. This aircraft is dedicated to the pair of you!
David Brice.
Founder & Product Manager.
2
A word from our crew chief
The Avro Vulcan B2 is a complex aircraft, and to obtain the best experience
from your purchase it is strongly recommended that this manual is read in full.
Whilst the real Vulcan was operated by a crew of five, the rear crew positions
have not been included in this simulation. However, there is more than
enough to keep you occupied in the front two seats alone. This is by far the
most complex product in the IRIS range, and is ideally suited to multiplayer
flights.
It is worth remembering that the Vulcan was designed in response to a
requirement issued in January 1947, and that the B2 variant first flew in 1958.
The technology was indicative of that era, and much of it may seem strange
to those used to more modern jets. Yet it is deceptively straightforward to
operate once you have an understanding of what each switch does.
For those who are 'at home' in Cold War era aircraft, this simulation will prove
familiar in many respects. It is still worthwhile to make reference to the
manual, as provided within are such necessary items as engine startup
procedures, reference speeds and certain simulator-specific items.
Much of what follows is taken directly from the Aircrew Manual used by the
RAF. The original manual was used thoroughly as reference material during
construction of this model, and it has only proved necessary to adapt it for
use with this product in two respects; it is restricted to those references
concerning the pilots, and there are certain constraints within Flight Simulator
itself. For example, since the Air Electronics Officer's position has not been
modeled it was necessary to implement the avionics and battery bus
somewhere within the cockpit. The logical choice for this is the lighting master
switch, which you will find in the internal checks given in the Flight Reference
Cards.
At the rear of the manual, you will find a section entitled 'Flight Reference
Cards'. This contains the primary checklists for each stage of flight, and once
again it is simply an edited version of the actual flight reference cards used
operationally by Vulcan crews. The internal checks are fairly comprehensive
up to the point of engine start, which mirrors the amount of systems that need
to be brought to life before it is possible to fly this aircraft.
Enjoy!
Paul Frimston
Team Vulcan Crew Chief
3
Important information
Disclaimer & End User License Agreement
Please remember that this product is for entertainment purposes only and as
such should not be used for real world flight training.
Not all systems have been simulated and those which have been
simulated are done so using the limitations of the Microsoft Flight Simulator
platform.
Any enquiries regarding commercial, military or academic use of this
program should be directed via e-mail to [email protected]
Furthermore, all components of this product are copyright IRIS Flight
Simulation Software.
NO replication, reduction or reverse engineering of this software, either in
whole or in part, is permitted in ANY form without the express written
permission of IRIS Flight Simulation Software.
By installing this software, you are hereby agreeing to the above terms and
conditions.
About this guide
This guide has been written to familiarize new users to the systems,
operations and handling of the IRIS Pro Series Vulcan B.2 product.
It is highly recommended that users have a working knowledge of
Microsoft Flight Simulator and the theory of flight PRIOR to running this product.
By reading and learning the Pilot Manual prior to flying and keeping it to hand
during your flight for reference, you will gain the most enjoyment from this
product.
4
Aircraft Specifications
General characteristics (Vulcan B.2)
Crew: 5; Pilot, Co-Pilot, Navigator Plotter, Navigator Radar and Air Electronics Officer
Length: 99 ft 11 in (30.45 m)
Wingspan: 111 ft 0 in (33.83 m)
Height: 27 ft 2 in (8.28 m)
Wing area: 3965 ft² (368.4 m²)
Empty weight: lb (kg)
Loaded weight: 199,585 lb (90,530 kg)
Useful load: 21,000 lb (9,550 kg)
Maximum Take-Off Weight: 204,000 lb (92,500 kg)
Powerplant:
4× Rolls Royce Olympus 201/301 turbojets, 17,000 lbf/20,000 lbf (76 kN/355.9 kN) each
Performance:
Maximum speed: 645 mph (1,040 km/h)
Cruise speed: 625 mph (1,005 km/h)
Range: 2,300 mi (3,700 km)
Service ceiling: 62,300 ft (19,000 m)
Wing loading: 50 lb/ft² (246 kg/m²)
Armament:
1x Blue Steel cruise missile semi-recessed in the fuselage or 1x Yellow Sun Mk.2
nuclear bomb or 21x 1,000 lb (450 kg) bombs. Aircraft participating in the
Falklands war also carried 2x AGM-45 Shrike anti-radiation missiles under the
5
wings.
Section 1. Cockpit Systems
Avro Vulcan B.2 Cockpit Layout
The Vulcan cockpit is renowned for being quite a claustrophobic experience
for the crew due to the small amount of visibility offered which we have aimed
to replicate in this simulation.
The cockpit is split up over seven distinct sections to aid in learning. Whilst
some elements of the cockpit have not been replicated due to simulation
limitations, there are still many items simulated to make operation of this
Vulcan an in-depth and rewarding experience.
The image above shows the Vulcan B.2 in Virtual Cockpit mode. A description
of the highlighted areas can be found in the following pages.
6
Section 1. Cockpit Systems
Avro Vulcan B.2 Cockpit Layout (cont.)
Avro Vulcan Virtual Cockpit Layout Overview
1.
1st Pilots Instrument Panel featuring;
- Primary flight instrumentation
- Director horizon
- Beam compass
- 1st Pilot‟s control column
2.
Center Instrument Panel featuring;
- Engine temperature, RPM and oil pressure instrumentation
- Control surfaces indicators
- System warning lights and dolls-eyes
- MFS selector
- Tail parachute switch
- Landing gear controls and indicators
3.
Co-pilot’s Instrument Panel featuring;
- Backup flight instrumentation
- Fuel flow instrumentation
- ADF bearing indicator
4.
Port Console featuring;
- Engine starter systems
- Powered flight control system
- 1st pilot‟s oxygen system
- Bomb bay and ordnance system
5.
Retractable Console featuring;
- Engine throttle levers
- Fuel quantity indicators
- Fuel system controls
- Autopilot control panel
6.
Starboard Console featuring;
- In-flight refueling system
- Airframe and engine heating system
- Engine air cross-feed system
- Co-pilot oxygen system
- Powered Flight Controls
7.
Dashboard Instrumentation featuring;
- E2B compass
- Tail clearance warning lights
- Engine fire warning lights
7
Section 1. Cockpit Systems
Avro Vulcan B.2 1st Pilot’s Instrument Panel
1.
Mach gauge - Displays the current speed of the aircraft relative to the
speed of sound (mach 1.0)
2.
Radio altitude - Displays the current altitude of the aircraft above ground
level
3.
Windscreen wiper switch - Toggles the windscreen wipers on or off. (NF)
4.
Airspeed indicator - Displays the current indicated airspeed of the aircraft
in knots.
5.
Director horizon - Displays the current attitude information of the aircraft
along with yellow reference bars for localizer and glide-slope information.
6.
Vertical speed indicator - Displays the current ascent or descent rate of
the aircraft in thousands of feet per minute.
7.
Altitude indicator - Displays the current altitude of the aircraft above sea
level referenced to barometric pressure.
8.
Beam compass - Displays the current aircraft heading on a compass
rose, along with NAV1 needle and Heading bug for autopilot and reference use.
9.
Attitude indicator - Provides basic attitude information for the aircraft.
10. Distance indicator - Provides distance from tuned NAV1 DME station up
to 20 miles away.
11. 1st Pilot’s oxygen flow indicator - Displays white if oxygen flow is supplied.
12. ILS marker light - Displays blue when passing over runway outer marker.
8
Section 1. Cockpit Systems
Avro Vulcan B.2 Center Instrument Panel
1.
General warning light - Illuminates when any of the top row of lights or
dolls-eye warnings appear, with the exception of bomb bay and airbrake
status.
2.
PFC warning - Shows white when Powered Flight Controls are inoperative.
3.
Artificial feel warning - Shows white when artificial feel unit is inoperative.
4.
Auto stabilizer warning - Shows white when autopilot stabilizer inoperative.
5.
Airbrake indicator - Shows white when airbrake extended in any position.
6.
Alternator fail warning - Illuminates when engine alternator power is not
detected.
7.
Bomb door indicator - Shows white/black hash when bomb doors are
open.
8.
Canopy unlocked indicator - Shows white when the canopy is unlocked
and unsafe.
9.
Entrance door unlocked - Shows white when the entrance door is
unlocked and open.
10. Pitot heat warning - Shows white when pressure head heat system is
turned off.
11. Accelerometer - Displays the current aircraft acceleration in G.
12. Control surface indicator - Displays the current position of the aircrafts
elevator, rudder and aileron control surfaces.
9
Section 1. Cockpit Systems
Avro Vulcan B.2 Center Instrument Panel (cont.)
13. Military Flight System selector - Operates in conjunction with the Vulcan
autopilot.

Upper knob selects between REMOTE (GPS Flight-plan Hold) and LOC
(NAV1 Localizer) for autopilot track hold.

Lower knob selects between MACH hold (If IAS hold is selected on the
autopilot panel) or DATUM hold (Heading hold) if the heading hold
master switch is engaged on the autopilot panel.
14. Jet Pipe Temperature gauges - Displays the current Jet Pipe Temperature
of the Vulcan‟s four main engines (engines 1 to 4, left to right
respectively) in degrees Celsius.
15. Tail parachute switch - Release tail parachute for additional braking on
shorter runways or higher landing speeds. Click to toggle on or off.
16. Autopilot elevator servo load - Shows current elevator trim.
17. Fuel flow pressure indicators - Show white when engine fuel flow pressure
drops to unsustainable levels.
18. Engine RPM gauges - Displays the current engine rpm in percent of the
Vulcan‟s four main engines.
10
Section 1. Cockpit Systems
Avro Vulcan B.2 Center Instrument Panel (cont.)
19. Engine oil pressure gauges - Displays the current oil pressure of the
Vulcan‟s four main engines.
20. TACAN compass - Displays the current heading and distance to the
tuned NAV2 VOR or VOR/DME station relative to north.
21. Hydraulic pressure gauge - Displays the current hydraulic pressure of the
aircraft‟s hydraulic systems.
22. Landing gear pushbuttons - Press to raise or lower the aircraft‟s landing
gear assembly.
23. Fuel center of gravity indicator - Displays the current CofG for the fuel
tank systems. (NF)
24. Landing gear lights - Displays three green lights for down and locked
landing gear. Displays red when unlocked and either raising or lowering
and no lights mean fully retracted landing gear.
11
Section 1. Cockpit Systems
Avro Vulcan B.2 Co-pilot’s Instrument Panel
1.
Radio altimeter warning lights - Three lights corresponding to the following
values above ground level.

Upper Light - Aircraft is between 180 and 200 feet above ground level.

Middle Light - Aircraft is between 80 and 100 feet above ground level.

Lower Light - Aircraft is between 20 and 50 feet above ground level.
2.
Mach gauge - Displays the current speed of the aircraft relative to the
speed of sound (mach 1.0)
3.
Airspeed indicator - Displays the current indicated airspeed of the aircraft
in knots.
4.
Director horizon - Displays the current attitude information of the aircraft
along with yellow reference bars for localizer and glide-slope information.
5.
Vertical speed indicator - Displays the current ascent or descent rate of
the aircraft in thousands of feet per minute.
6.
Fuel flow indicator - Displays the current rate of fuel flow for each engine.
7.
Altitude indicator - Displays the current altitude of the aircraft above sea
level referenced to barometric pressure.
8.
ADF indicator - Displays the heading to the tuned ADF station referenced
to north.
9.
Beam compass - Displays the current aircraft heading on a compass
rose, along with NAV1 needle and Heading bug for autopilot and
reference use.
10. Total fuel flow gauge - Displays the total fuel flow for all engines along
with total fuel used from engine start.
12
Section 1. Cockpit Systems
Avro Vulcan B.2 Port Console
1.






2.
3.
4.
5.
6.
Engine starter panel - Encompasses the following items;
Ignition Switch - Turn on to initialize engine ignition system.
Air Cross-feed Indicator - Shows striped when airflow is in the engine
starter system.
Starter Master Switch - Turns the Master Starter system on or off.
Rapid Start Button - Press to start the rapid start system.
Starter selector switch - Toggle to choose between conventional or rapid
start procedures.
Engine 1 through 4 starter pushbuttons - Used in conjunction with the
„normal‟ starter selection switch setting and engine air cross-feed system
to turn over and start the four main engines of the Vulcan.
RT panel and TFR panel - Not simulated in this version. Please use Shift+2
keyboard command to access radio console.
Bomb bay and ordnance indicators - Toggles the bomb bay doors open
or closed, with the exception of the Blue Steel variant where the switch
raises or lowers the bottom fin of the Blue Steel nuclear missile for landing.
Cockpit Floodlighting and instrument panel backlighting knob - Turn to
toggle night lighting on or off.
Pilot’s oxygen indicator - Displays current oxygen remaining on the pilot‟s
oxygen tanks. Green switch toggles oxygen flow on or off.
Powered Flight Control system - Shows red when no power provided to
the aircraft flight controls. Click each switch to extinguish red lights for
13
control operation.
Section 1. Cockpit Systems
Avro Vulcan B.2 Center Console
1.
2.
3.
4.
5.
6.
7.
8.

Fuel group 1 (left tanks 1,4,5 & 7) quantity indicator - Displays the current
fuel quantity of fuel group 1 (Left Aux Tank in FSX).
Fuel group 2 (left tanks 2,3 & 6) quantity indicator - Displays the current
fuel quantity of fuel group 2 (Left Tip Tank in FSX).
Fuel group 3 (right tanks 2,3 & 6) quantity indicator - Displays the current
fuel quantity of fuel group (Right Tip Tank in FSX).
Fuel group 4 (right tanks 1,4,5 & 7) quantity indicator - Displays the
current fuel quantity of fuel group 3 (Right Aux Tank in FSX).
Rudder trim rocker switch - Move left or right to adjust the aircraft‟s
rudder trim.
Rudder trim indicator - Displays the current amount of trim left or right of
the aircraft‟s rudder.
Throttle levers - The four engine control levers for the Vulcan‟s main
engines. At the base of each lever is a toggle for the HP Cock which can
be toggled on or off to cut or commence fuel flow to the engines.
Airbrakes lever - Move to adjust the aircraft‟s airbrake system.
NOTE: the airbrakes in the Vulcan in FSX are four stage brakes which use
the flaps command to operate. This allows us to provide incremental
drag from the flaps command over the four stages of brake movement.
14
Section 1. Cockpit Systems
Avro Vulcan B.2 Center Console (Fuel Management Panel)
9.
Fuel management panel - Information on this panel is as follows;
9a. Engine fuel control switches - Toggles between automatic fuel
management or manual fuel management for all engines.
9b. Fuel tank pump switches - Toggles fuel pumps for each aircraft tank.
NOTE: If running in manual fuel management mode, ALL fuel tank pumps
must be ON for a set group to allow fuel flow from that group.
For example, fuel tank pumps 1,4,5 & 7 must be ON to allow fuel flow from
the Left Aux Fuel Tank in Flight Simulator.
9c. Fuel group 1 & 2 cross-feed indicator and switch - Turn on to allow fuel to
flow to engine 1 and 2 from fuel group 1 and 2.
9d. Bay fuel cross-feed switch and indicator - Turn on to feed engines 2 and 3
from the bay tanks (if fitted) or alternately all four engines if left and right
cross-feed switches are also on.
9e. Fuel group 3 & 4 cross-feed indicator and switch - Turn on to allow fuel to
flow to engine 3 and 4 from fuel group 3 and 4.
9f. Forward bay fuel tank pump switches - Turn on to flow fuel via center
cross-feed to the main engines from forward bay tank (External1 Tank in
Flight Simulator.)
9g. Aft bay fuel tank pump switches - Turn on to flow fuel via center crossfeed to the main engines from aft bay tank (External2 Tank in FSX.)
15
Section 1. Cockpit Systems
Avro Vulcan B.2 Center Console (Autopilot Panel)
10. Aircraft autopilot panel - Information on this panel is as follows;
10a. Track hold pull-switch - Pull to engage Track Hold. When on, aircraft
follows selected NAV1 localizer, based on MFS Selector switch position.
10b. Autopilot channel switches - Turns on autopilot control of elevator, aileron and
rudder channels. ALL must be ON for the autopilot to have functional control of
the aircrafts control surfaces.
10c. Glide pull-switch - Pull to engage Approach hold in conjunction with Track
hold for ILS approaches. If Track hold is turned OFF whilst approach hold is on,
approach hold will be lost.
10d. Power pull-switch - Pull to turn on Autopilot power. NOTE: This switch only
instigates power to the unit and does not engage or disengage the autopilot
system. A white indication will show when the autopilot is receiving power.
10e. Heading master pull-switch - Pull to arm heading hold based on position of
the MFS Selector switch.
10f. Autopilot engage pull-switch - Pull to engage autopilot functions. A white
indication will show when the autopilot is engaged.
10g. Autopilot IAS/Altitude pull-switch - Pull to engage the IAS or Altitude Hold
function. Rotate the switch to toggle between IAS or Altitude Hold.
NOTE: IAS and Altitude values for this function are taken from the time the hold
is turned ON. Also note that If MACH is selected on the MFS Selector whilst IAS
hold is engaged, the aircraft will hold the current MACH instead of the current
IAS.
16
Section 1. Cockpit Systems
Avro Vulcan B.2 Starboard Console
1.
Co-pilot’s oxygen indicator - Displays the current oxygen level for the copilot‟s feed system.
2.
Engine air switches - Used in conjunction with the starter system to
cross-feed engine air from engine 1 to other engines in the startup
sequence.
3.
Cabin air switches - Used to toggle airflow into the cabin from the air-con
systems.
4.
RAM air flow - Turn on to flow RAM air into the cockpit area.
5.
Pressure head heater switch - Toggles the pitot heater system on or off.
6.
Engine refuel pressure indicator - displays the current PSI of fuel flowing
into the tanks from in-flight refueling.
7.
In-flight refueling indicators - Illuminates green when tanks are being filled
from in-flight refueling procedures.
8.
Bay tank pressurization indicators - displays white when quantity of fuel in
bay tanks is getting low (generally below 5% of capacity).
9.
In-flight refueling master switch - Turn on when in refueling conditions to
commence refueling of the aircraft in flight.
10. Airframe heat switches - Toggle airframe heating between automatic
and manual control.
11. Engine anti-icing manual heat controls - Toggles the engine anti-icing on
or off.
17
Section 1. Cockpit Systems
Avro Vulcan B.2 Starboard Console
12. Electrical Master Switch - Turns on master electrical circuits, avionics
circuits and lighting circuits.
13. ID Light Switch - Turns on the rotating beacon lights on the exterior of the
aircraft.
14. Landing Light Switch - Toggles the aircraft landing lights. (NOTE: The
landing lights have a safety blow in switch which retracts them
automatically if the aircraft exceeds 170 knots with the landing light
switch on)
15. Navigation Light Switch - Toggles the exterior navigation lights on or off.
18
Section 1. Cockpit Systems
Avro Vulcan B.2 Dashboard Instruments
1.
2.
3.
4.
5.
6.
7.
1st pilot’s compass - Displays the current compass heading of the aircraft.
Co-pilot’s compass - Displays the current compass heading of the
aircraft.
Tail clearance warning light - Indicates yellow to warn of impending
tail-strike and yellow and red when tail strike has occurred.
Engine 1 fire warning light - Illuminates when engine is on fire.
Engine 2 fire warning light - Illuminates when engine is on fire.
Engine 3 fire warning light - Illuminates when engine is on fire.
Engine 4 fire warning light - Illuminates when engine is on fire.
19
Section 2. Airframe Limitations
General
The Vulcan B Mk 2 is designed for manoeuvres appropriate to the role of a
medium bomber, in worldwide conditions. Aerobatics, stalling and spinning
are prohibited. Speed must not be reduced below that for the onset of
pre-stall buffet and in any case not below the threshold speed for the weight
less 5 knots.
There is no height restriction on the aircraft because of airframe limitations.
Speed and Mach Number Limitations
a) With all PFC working : Maximum speed above 15,000 feet – 330 knots or
0.93M (0.92 with Mk 301 engines), whichever is less. (Elevator forces are not to
be trimmed out above 0.90M)
b) With all PFC working : Maximum speed below 15,000 feet – when
operationally essential, with any bomb load up to 16,000 lbs, 375 knots
c) With one or more PFC inoperative : 0.90M
Maximum speeds for operation of the services. The speed for operating a service also applies to flight with the surface extended:
a) Airbrakes . . . No restriction.
b) Bomb doors . . . Up to the normal limiting speed of the aircraft.
c) Undercarriage . . . 270 knots (0.90M above 40,000 feet).
d) RAT . . . 330 knots or 0.93M (0.92, Mk 301 engines).
e) Tail Parachute . . . 145 knots (max). Any parachute streamed above 135
knots is to be examined before re-use.
f) The tail parachute must be jettisoned at speeds between 50 and 60 knots. In
an emergency, the parachute may be retained until the aircraft has stopped.
Crosswind Limitations
Maximum crosswind component for take-off, landing or streaming brake parachute: 20 knots
20
Section 2. Airframe Limitations
G Limitations
The following accelerometer readings are not to be exceeded:
AUW
(lb)
IMN
Max indicated G with Aileron Angle
Negligible Angle Large Angle
Up to
Up to 0.89
2.0
1.8
160,000
0.89 to 0.93
1.8
Prohibited
160,000 to
Up to 0.89
1.8
1.5
190,000
0.89 to 0.93
1.5
Prohibited
Above
Up to 0.93
1.5
Gentle
190,000
manoeuvres only
Note 1: Full aileron may be applied up to the indicated Mach numbers
quoted, but aileron is not to be applied rapidly.
Note 2: Manoeuvres involving simultaneous application of large aileron angles
and normal acceleration are not to be executed at indicated Mach numbers
greater than 0.89.
Note 3: Manoeuvres under zero or negative g conditions are prohibited.
Weight Limitations
Maximum for take-off and emergency landing . . . 210,000 lb
Normal landing . . . 140,000 lb
If, in an emergency, the aircraft is landed at 195,000 lb or more, the rate of
descent at touchdown must be kept to a minimum and the angle of bank on
the approach must not exceed 15º
Simulated asymmetric flying is not permitted at weights above 195,000 lb
21
Section 3. Engine Limitations
Condition
Time Limit
Engine Speed
% RPM
Max JPT
(Celsius)
Maximum for
take-off and
operational
necessity
10 minutes
100
670
Maximum
continuous
Unlimited
97.5
610
Ground idling
minimum
Unlimited
24.5
610
Overspeed
20 seconds
104
-
During start
-
-
700
To avoid resonant frequencies which could affect engine fatigue life, the RPM
band 95% ±1½% is to be avoided up to FL300.
22
Section 4. Handling
STARTING, TAXIING AND TAKE-OFF
Starting Engine 1 Using the Compressed Air Installation
The checks before starting are given in the flight reference cards.
Press the engine 1 starter button and check that the indicator light in the
button comes on, showing that the air control valve has opened. Wait for 10
seconds, checking that the oil pressure and RPM are rising, then move the HP
cock lever to the idling gate. During starting, the JPT normally rises to 300°C to
400°C, then falls to approx 250°C as the engine accelerates. If the JPT
continues to rise and it appears that 700°C will be exceeded, close the HP
cock and isolate the starter motor by switching OFF the engine master switch.
After a normal start, the starting cycle is terminated automatically by the
overspeed switch. The light in the starter button goes out.
Starting the Remaining Engines Individually Using Air Cross-bleed
The checks before starting are given in the flight reference cards.
Set the RPM of number 1 engine to 50% and check that its engine air switch is
open. Open the engine air switch of the engine to be started, and then start
that engine in the manner described above.
Rapid Starting of Engines
In order to gain full benefit from the rapid start installation, a complete
combat readiness check should be carried out before engine starting. On
completion of the combat readiness check, leave all systems selected as
required for take-off. Carry out the checks in the flight reference cards.
Before starting the engines, at least one booster pump per group should be
on. To start the engines, move all throttle levers to the 50% RPM position, select
the master switch ON and press the master Rapid Start button. Engine light up
is indicated by rising jet pipe temperature after approximately 5 seconds.
During engine acceleration, check the indications of oil pressure, JPT and fire
warning. When the JPT on any engine has stopped rising, wait a further two
seconds and close all throttles to the idling position.
23
Section 4. Handling
STARTING, TAXIING AND TAKE-OFF (cont.)
Taxiing
Ensure the parking brake is fully off before taxiing.
The thrust required to overcome the inertia of the aircraft and tire set varies
with the AUW and surface, but large amounts of thrust are rarely needed.
Once the aircraft is in motion, sufficient thrust for normal taxiing is obtained
with all engines idling. At light weights, it is difficult to keep the speed down
with all engines running. It is recommended, therefore, that on completion of
a sortie, the outboard engines are shut down to reduce brake load.
Take-off
Complete the checks before take off before entering the runway. Align the
aircraft with the runway and, with the brakes applied, open the throttles to
80% RPM. Check for significant discrepancies between individual engine
indications. When the engines are stabilized, switch on airframe anti-icing if
required (30 seconds max before take-off). Ensure that the parking brake is off,
release the brakes then open up the throttles to full thrust. If the brakes are
released suddenly, there is a tendency for the nose to rise, but it is unlikely that
the nose wheel will leave the runway.
There is no tendency to swing, and directional control can be maintained by
nose wheel steering / rudder application throughout the take-off run.
Acceleration is good, even at high weights, and is very rapid if full power is
used at lighter weights (below 160,000 lb AUW). At the rotation speed (see
table on the next page), ease the control column back so that the aircraft becomes airborne. Apply the brakes for 4 seconds and select undercarriage up;
allow the aircraft to accelerate to the initial climb speed as the undercarriage
is retracting, and continue to accelerate to climbing speed.
24
Section 4. Handling
STARTING, TAXIING AND TAKE-OFF (cont.)
Take-off reference table
AUW
(lb)
Rotation speed
(knots)
Initial climb
speed (knots)
150,000 and below
135
148
160,000
139
148
165,000
141
149
170,000
143
151
180,000
148
156
190,000
153
160
195,000
155
163
200,000
157
165
204,000
162
170
After Take-off
Keep slip and skid to a minimum while the undercarriage is travelling, in order
to reduce stresses on the undercarriage door brackets. The undercarriage retracts in 9 to 10 seconds, and no difficulty is experienced in achieving a clean
aircraft by the undercarriage limiting speed of 270 knots.
Whenever possible, the undercarriage should be completely retracted by 200
knots. There is no appreciable trim change during take-off but, as speed increases, a steadily increasing push-force is required on the control column is
necessary, because of the rapid increase in speed.
At a safe height, throttle the engines to 93%. Carry out the after take-off
checks as soon as possible.
Engine RPM creep in the climb, and 93% must be maintained by use of the
throttles up to FL 300.
Above FL300, set and maintain 95% until top of climb is reached. 95% is the
maximum permitted RPM for day-to-day operation in order to conserve engine life. Under operational conditions, or when specifically authorized, open
the throttles fully and climb at maximum continuous power.
25
Section 4. Handling
STARTING, TAXIING AND TAKE-OFF (cont.)
Aborted Take-Off Procedure
In all instances where the take-off run has to be aborted the following actions
are to be taken:
a. Warn crew aborting.
b. Close the throttles.
c. Select airbrakes to high drag.
d. Stream the Tail Brake Parachute if speed is between 75 and 145 knots.
e. Apply maximum continuous braking.
Climbing
The recommended climb speed is 250 knots to 20,000 feet and then 300 knots
up to a height where this speed coincides with 0.86M.
26
Section 4. Handling
CIRCUIT AND LANDING PROCEDURES
Descent
Cruise Descent Close throttles and descend at 250 kts (estimate as far as speed).
Time to Descend 1 hour
Normal Descent Close Throttles, select MEDIUM airbrake and maintain 250 kts.
Rapid Descent
a.
Using Airbrakes only, close throttle extend Airbrakes to HIGH DRAG and dive
aircraft at 0.90 Mach/300 kts.
b.
Emergency Descent Select HIGH DRAG airbrakes, when speed gets below 270
kts, lower the landing gear and descend at 0.88 Mach/260 kts to 40,000 ft, then
200 kts below 40,000. Time to Descent from 56,000 ft to 40,000 ft1.5 minutes.
Joining the Circuit
Before joining the circuit, carry out the airfield recovery checks.
Pre-Landing checks should be completed on the downwind leg. The aircraft handles
comfortably at threshold speed plus 30 knots (see table) on the downwind leg.
Visual Approach
While visual circuits are possible in conditions of poor visibility, the restricted view from
the cockpit, particularly during the line-up phase, does not lend
itself to this procedure ; whenever possible, make an instrument approach in these
conditions.
MEDIUM DRAG airbrake is normally selected when leaving the downwind
position and HIGH DRAG before crossing the runway threshold.
Make the final turn at pattern speed (threshold + 30 knots), adjusting the speed to approach plus 10 knots by the mid-point of the turn ; aim to achieve approach speed
when lined up with the runway. Cross the threshold with power on at the correct
speed for the AUW.
From considerations of directional control, the minimum recommended
approach speed is 135 knots. However, when landing at weights of 110,000 lb and
below, the threshold speed may be reduced to 120 knots to avoid
excessive float.
At high AUW, directional control is poor in the approach configuration, unless sideslip
is kept to a minimum by careful co-ordination of rudder and aileron. Limit angles of
bank to a maximum of 15° during the final approach.
27
Section 4. Handling
CIRCUIT AND LANDING PROCEDURES (cont.)
Approach Reference Speeds
AUW
(lb)
Pattern speed
(knots)
Approach
speed
(knots)
Threshold
speed
(knots)
120,000 and below
155
135
125
130,000
160
140
130
140,000
165
145
135
150,000
169
149
139
160,000
173
158
143
170,000
177
162
147
180,000
181
166
151
190,000
185
170
155
200,000
189
174
159
210,000
193
178
163
Landing
If it is necessary to land at an AUW greater than 140,000 lb, a runway of 9000
feet or more should be used. The tail brake parachute (TBC) may be streamed
at 135 knots (145 knots maximum) and should be jettisoned between 50 and
60 knots.
Fly the circuit and approach at the speeds recommended for the weight. A
safe margin for control of the aircraft is allowed with up to 30° of bank angle
at pattern speeds and 20° bank angle at approach speeds (15° at approach
speed above 195,000 lb). During the later stages of the approach, but not
before decision height on an instrument approach, HIGH DRAG airbrakes may
be selected and speed reduced so as to cross the threshold with power on at
the recommended speed. Maintain the correct approach speed by careful
use of the throttles. At 195,000 lb and above, the rate of descent at
touch-down must be kept to a minimum.
28
Section 4. Handling
CIRCUIT AND LANDING PROCEDURES (cont.)
Landing (cont.)
Normal Landing. Aerodynamic braking may be used at all weights. After
touch-down, when both main bogies are firmly on the ground, raise the nose
progressively as speed is reduced, until the control column is fully back.
Because of the small ground clearance at the wing tips and the high angles
of incidence associated with aerodynamic braking, any mishandling in the
lateral sense may result in damage to the wing tips. Bank angles in excess of
3½° are significant in this respect. Aerodynamic braking must not be
continued below 85 knots if the headwind is greater than 25 knots, since there
is a possibility of the tail being scraped. An amber and red light on the
windscreen pillar in front of the 1st pilot come on when the tail of the aircraft is
too close to the runway.
Short Landing. Cross the runway threshold at the lowest safe height and at the
calculated threshold speed. Provided that the speed is below 145 knots,
stream the TBC as soon as the main wheels are on the runway. Use
aerodynamic braking until the TBC has developed, then lower the nose. When
the nose wheel is on the runway, apply maximum continuous braking.
Crosswind Landing. A crosswind landing, using the crab technique, presents
no special difficulty in crosswind components up to the limitation of 20 knots.
When yawing the aircraft into line with the runway prior to touch-down, there
is a tendency for the into-wind wing to rise; this tendency may be countered
by prompt application of aileron.
Landing without Airbrakes. When landing without airbrakes, use the normal
procedure but a longer approach is advisable. To avoid high sink rates
developing if the engines are throttled back to the slow response range, any
necessary increase in power must be anticipated.
Overshooting
Overshooting from any height presents no difficulties. Open the throttles as
necessary and climb away. At a safe height, if leaving the circuit, complete
the overshoot checks. At low AUW, the aircraft accelerates rapidly if full power
is applied on overshoot. To avoid an extremely steep climb-away, it is
recommended that power is restricted to 80% RPM.
29
Section 4. Handling
CIRCUIT AND LANDING PROCEDURES (cont.)
Roller Landings
When making a roller landing, hold the nose wheel close to the runway.
Retract the airbrakes and open the throttles smoothly to a minimum of 80%
RPM, being prepared for some difference in response from each engine.
Avoid any tendency to over control on the rudder. During acceleration, avoid
a high nose-up attitude and any tendency to take off below the rotation
speed (135 knots up to 150,000 lb).
When making a roller landing after an asymmetric approach, lower the nose
wheel onto the runway. Before the throttles are opened for take-off they must
all be in the idling position; it is essential that RPM on all engines is equal.
30
Section 5. Flight Reference Cards
INTERNAL CHECKS
PFC, auto stabs and feel
Main warning lights
Reminder MI
Bomb doors
Director Horizons
Airbrakes switch
Gold film heating
AAPP switch
a. PFC, auto stabs and feel
b. Reminder MI
c. Main warning lights
Bomb door normal control
Alt 7b check
Compasses
Canopy unlocked MI
Entrance door MI
Pitot heat MI
Accelerometer
Undercarriage
. All OFF, lights on
a. Yaw dampers off
b. PFC buttons, ten pressed, ten amber lights
. Both on
. Three white
. Normal
. Attitude failure flags
. Corresponds
. LOW. Checked
a. Check LOW selected
b. Check three MI NORMAL
. SHUT / indicating
. All ON, lights out
. Three black
. Out
. Corresponds
. All indicators checked, power OFF, 500 feet
range selected
. Synchronized
. Black
. White
. White
. Reset
.Checked
a. DOWN button in
b. Three green lights
Brakes / accumulator pressure . Parking Brake ON
Two in the green
HP Cocks
. Shut
Fuel contents / CG
. Checked
Fuel Console
. Checked, four MI black
a. Pumps checked individually
b. One pump on, cross-feed cocks open, four MI
black
c. Cross-feed cocks closed, all pumps off, four MI
white
d. Wing cross-feed cocks open, bomb bay
pumps checked individually, all MI black.
e. Bomb bay pumps off, wing cross-feed cocks
closed
f. All main pumps on per group, four MI black
g. Main selected
h. Transfer switch centre, guarded
31
Section 5. Flight Reference Cards
INTERNAL CHECKS (cont.)
Autopilot
Bomb bay, wing / fuselage
fire warning lights
Windscreen demister
Cabin air switches
Ram air valve
External lights master switch
Navigation lights
Tank pressurization
Air-to-air refueling panel
Engine / airframe anti-icing
Systems check
. Power ON, three channels IN
. Checked
. Checked and OFF
. SHUT
. SHUT
. ON
. FLASH
. OFF, four MI black
. All off
. OFF
. Complete
ENGINE STARTING
Rapid Start
Clearance to start
Throttle
Air selector switch
Ignition switch
Engine master switch
Engine air switches
Individual start button
. Obtained
. Set to 50% RPM position
. Rapid
. On
. On
. All
. Pressed
Normal Start
Clearance to start
. Obtained
Air selector switch
. Normal
Ignition switch
. On
Engine master switch
. On
Air cross-feed MI
. Open
Engine RPM
. 50%
Appropriate engine air switches
. OPEN, remainder SHUT
Individual start button
. Pressed.
Checks During Engine Starting
Oil Pressure
Fuel flow
JPT
Fire warning
Start indicator light
. Rising
. Checked
. Less than 700 degrees C
. Out
. Out at completion of starting cycle
32
Section 5. Flight Reference Cards
AFTER START CHECKS
Engine master switch
Ignition switch
Air cross-feed MI
Fuel Console
Idling RPM
Engine air switches
Cabin air switches
Engine anti-icing
Airbrakes
Hydraulic pressure
Bomb door normal operation
. OFF
. OFF
. SHUT
. As required
. Checked
. All SHUT
. Both SHUT
. As required
. Checked IN, black MI
. Checked, normal
. Checked
a. Select OPEN, MI white, 8 seconds maximum
b. Select close, MI black, pressure normal
TAXI CHECKS
Pre Taxi
Pitot heat
Entrance door
Landing lamps
Parking brake
. ON
. Closed, MI black
. As required
. OFF
During Taxi
Brakes and nose-wheel steering
Hydraulic pressures
Instruments
. Both pilots check
. Checked, two in the green
. Functioning correctly
PRE TAKE-OFF CHECKS
PFC / stab aids panel
Magnetic indicators
Fuel Console
Flight instruments
Altimeters
Take-off data
Crew brief
Cabin air switches
Engine air switches
. All lights out
. All black
. Checked
. All checked
. All set and checked
. Checked
. Completed
. Port or starboard OPEN
. 1 and 2 or 3 and 4 OPEN (all OPEN if anti-icing
required)
33
Section 5. Flight Reference Cards
AFTER TAKE-OFF / OVERSHOOT CHECKS
Undercarriage
Landing lamps
Tank Pressurization
Cabin air switches
Engine air switches
Engine / airframe anti-icing
Bomb bay tanks
ILS
. UP (button fully in), lights out
. Retracted
. Four MI black
. Port or starboard OPEN
. 1 and 2 or 3 and 4 OPEN (all OPEN if anti-icing
required)
. As required
. As required
. Off
CLIMB CHECKS
Note: If flight is to remain below 20,000 feet, these do not need to be carried out.
Altimeters set as required.
20,000 feet
Altimeters
Electrics
. 1013 MB set
. AAPP master switch OFF
Top of Climb
Gold film heating
Engine air switches
Cabin air switches
Airframe Anti-icing
. MEDIUM
. All OPEN
. Both OPEN
. As required
PRE-DESCENT CHECKS
Route weather
Altimeters
Safety altitude and minimum FL
Alt 7b
Fuel and CG
Engine air switches
Cabin air switches
Engine / airframe anti-icing
. Checked
. Sub-scales set
. Checked
. ON, 5000 feet range
. Contents checked, CG adjusted
. 1 and 2, or 3 and 4 SHUT (all OPEN if anti-icing
required)
. Port or starboard SHUT
. As required
AIRFIELD RECOVERY CHECKS
Airfield weather
Safety altitude
Altimeters
Fuel and CG
ILS
. Checked
. Checked
. Subscales set
. Contents checked, CG adjusted
. ON
34
Section 5. Flight Reference Cards
PRE LANDING CHECKS
Undercarriage
Brakes
Fuel
Landing lamps
Engine air switches
. DOWN (button fully in), three green lights
. Parking brake OFF, pressures checked, two in the green
. Contents checked, switches set:
Auto/Manual switches to AUTO
All pumps ON
. As required
. All SHUT (All OPEN if anti-icing required)
AFTER LANDING CHECKS
Brake parachute
. Jettisoned
Airframe anti-icing
. OFF
Engine anti-icing
. As required
Engine air switches
. All SHUT
Brake check
. If required
Parking brake
. As required
Gold film heating
. Low
PFC and auto stabs
. Off except rudder
Airbrakes
. In
Autopilot
. Power OFF
Alt 7b
. OFF
HP cocks
. No 1 and 4 SHUT
Fuel pumps
. 1 on per running engine
Hydraulic and brake pressure . Checked, two in the green
SHUTDOWN CHECKS
Parking brake
Rudder PFC
Bomb doors
Engine master switch
Landing lamps
Entrance door
HP cocks
Fuel pumps
External lighting
Pitot heater
Engine air switches
Cabin air switches
Engine anti-icing
. On
. Stop. All PFC lights on
. As required
. OFF
. Retracted
. Open
. SHUT
. All OFF
. All OFF, master OFF
. OFF
. All SHUT
. Both SHUT
. OFF
35
Section 6. Systems Simulation
SYSTEMS SIMULATION
The following is some details of systems simulated in the IRIS Pro Series Vulcan
B.2. Please note that some of these systems may not be completely accurate
and are included for your entertainment purposes.
In Flight Refueling
Integral to the B.2 aircraft, we have included an option for in-flight refueling
with the Vulcan.
To refuel the aircraft mid-flight, the aircraft MUST meet the following
conditions;
The aircraft must be between 15,000 feet and 17,000 feet ASL.
The aircraft must be between 250 and 270 knots IAS.
The refueling master switch must be turned on.
If the above conditions are met, the aircraft will begin to refuel itself in 25% lots
every 96 seconds.
Please note that in-flight refueling does not fill the bomb bay tanks.
NOTE: Whilst some of the aircraft are not fitted with in-flight refueling probes,
we have applied the in-flight refueling option across the package for your
entertainment purposes, (and to enjoy some longer flights!)
Changing Aircraft
NOTE: Changing, or reloading aircraft will result in ALL cockpit settings
returning to default positions. This includes, but is not limited to the following
systems;



PFC Systems return to OFF status
FUEL control systems return to manual/pumps off status
Autopilot systems return to power off status
36
Section 6. Systems Simulation
SYSTEMS SIMULATION (cont.)
Powered Flight Controls
The PFC in the actual aircraft are quite complex and control powered access
to aileron, rudders and elevator movement over each of the aircraft‟s control
surfaces.
In this simulation we have been unable to authentically replicate the PFC
system in full and have instead opted for a simple on/off function to the flight
surfaces.
When loading the aircraft for the first time, you will notice a bank of red
pushbuttons to the left of the 1st pilot‟s seat. These are grouped in pairs and
control power to each of the Vulcan‟s control surfaces.
In this simulation, operation of the Vulcan‟s control surfaces can only be done
once ALL of the red lights have been extinguished by pressing each
pushbutton once.
To turn off the PFC and thus disable operation of the powered flight controls,
you simply need to ensure that each PFC pushbutton is extended and a
corresponding red light is shown. Only when ALL red lights are showing, will
the PFC system be shut down.
Artificial Feel System
In the aircraft, the artificial feel system provides a form of force feedback to
the joystick which provides a form of control stick resistance to the pilot to
avoid overstressing the airframe.
This is something we cannot simulate (short of putting elastic bands on your
joystick!) So the artificial feel light and magnetic indicators are attached to
the PFC system as a secondary indicator that the control surfaces are working.
37
Section 6. Systems Simulation
SYSTEMS SIMULATION (cont.)
Airbrake System
The airbrake system in the Vulcan is a three stage system with a fourth position
extension for when the gear is down. As Microsoft Flight Simulator doesn‟t
support staged airbrakes, we have taken the decision to tie the airbrakes to
the flaps. This allows us to make use of flaps positioning to add different
amounts of drag.
As such, don‟t use the FS Spoilers command for the Vulcan airbrakes, use the
flaps for incremental airbrakes.
Sound issues under Windows Vista
Due to the way Vista handles sound files in FSX, some users may notice
irregularities when switching views or spooling up the engines. If you are experiencing issues such as sound files overlapping or playing when they‟re not
supposed to, please contact us on our forums and let us know the following
information so that we can look further into fixing these issues;




Platform being used, ie, Vista 32 bit, or Vista 64 bit
Version of FSX being used, ie RTM, SP1, SP2 or SP2/Acceleration
System memory
Hard drive capacity and space
With your assistance we may be able to find a solution to these and other
sound related problems in FSX with Vista.
Auto Throttle
Whilst the switches were in the cockpit for the auto throttle in the actual Vulcan, the B.2 never had a working auto throttle system. The speed hold was
provided by adjustment of the aircraft‟s pitch axis.
It was brought to my attention late in development that this was the case and
our simulation of auto throttle was incorrect. However, we have decided to
use some „artistic licence‟ and have left the auto throttle system in to aid
those simmers who prefer not to worry about watching their speed on long
flights.
38
Credits
David Brice
Project Management,
Panel and Gauge Artwork & Coding
Systems Simulation
Documentation
Additional aircraft design and simulation
conversion
IRIS Sound Studios
Aircraft Sounds
Andrew Nott,
Dean Hall,
Nick Degnan,
Aircraft Artwork
Military Visualizations Inc.
Original source 3D mesh
Pam Brooker
Flight Dynamics
Paul Frimston
Flight Manual & Checklists
TEAM VULCAN Crew Chief
Worlds No1 Vulcan nut!
Beta Testers (aka TEAM VULCAN!)
Chris Halpin, Chris Sykes, Chris Brisland, Pam Brooker, Conrad Adolf, Bill Mackay
Andrew Nott, John Miguez, Matt Wynn, Paul Frimston, Scott Hash, Jeremy
Brown, Anthony Douglas & Nick Degnan
For further support, please visit and register to our forums at
www.irissimulations.com.
David “Phoenix” Brice
Founder & Product Manager
IRIS Flight Simulation Software
www.irissimulations.com
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