Vulcan Manual

2

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.

3

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

4

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.

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.

About this guide

5

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

wings.

Aircraft Specifications

6

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.

Section 1. Cockpit Systems

7

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


8

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 refer-

ence 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.


9

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 inopera-

tive.

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.


10

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.


11

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.


12

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.


13

Avro Vulcan B.2 Port Console

1. 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.

2. RT panel and TFR panel - Not simulated in this version. Please use Shift+2

keyboard command to access radio console.

3. 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.

4. Cockpit Floodlighting and instrument panel backlighting knob - Turn to

toggle night lighting on or off.

5. Pilot’s oxygen indicator - Displays current oxygen remaining on the pilot‟s

oxygen tanks. Green switch toggles oxygen flow on or off.

6. Powered Flight Control system - Shows red when no power provided to

the aircraft flight controls. Click each switch to extinguish red lights for

control operation.


14

Avro Vulcan B.2 Center Console

1. 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).

2. Fuel group 2 (left tanks 2,3 & 6) quantity indicator - Displays the current

fuel quantity of fuel group 2 (Left Tip Tank in FSX).

3. Fuel group 3 (right tanks 2,3 & 6) quantity indicator - Displays the current

fuel quantity of fuel group (Right Tip Tank in FSX).

4. 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).

5. Rudder trim rocker switch - Move left or right to adjust the aircraft‟s

rudder trim.

6. Rudder trim indicator - Displays the current amount of trim left or right of

the aircraft‟s rudder.

7. 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.

8. 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.


15

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 cross-

feed to the main engines from aft bay tank (External2 Tank in FSX.)


16

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.


17

Avro Vulcan B.2 Starboard Console

1. Co-pilot’s oxygen indicator - Displays the current oxygen level for the co-

pilot‟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.


18

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.


19

Avro Vulcan B.2 Dashboard Instruments

1. 1st pilot’s compass - Displays the current compass heading of the aircraft.

2. Co-pilot’s compass - Displays the current compass heading of the

aircraft.

3. Tail clearance warning light - Indicates yellow to warn of impending

tail-strike and yellow and red when tail strike has occurred.

4. Engine 1 fire warning light - Illuminates when engine is on fire.





20

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 ser-

vice 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 para-

chute: 20 knots

Section 2. Airframe Limitations

21

G Limitations

The following accelerometer readings are not to be exceeded:

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

Section 2. Airframe Limitations

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

22

To avoid resonant frequencies which could affect engine fatigue life, the RPM

band 95% ±1½% is to be avoided up to FL300.

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

23

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.

Section 4. Handling

24

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 be-

comes 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.

Section 4. Handling

25


Take-off reference table

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 re-

tracts 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 in-

creases, 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 en-

gine life. Under operational conditions, or when specifically authorized, open

the throttles fully and climb at maximum continuous power.

Section 4. Handling

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

26


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.

Section 4. Handling

27

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 ap-

proach 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.

Section 4. Handling

28

CIRCUIT AND LANDING PROCEDURES (cont.)

Approach Reference Speeds

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.

Section 4. Handling

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

29


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.

Section 4. Handling

30


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.

Section 4. Handling

31

INTERNAL CHECKS

PFC, auto stabs and feel . All OFF, lights on

a. Yaw dampers off

b. PFC buttons, ten pressed, ten amber lights

Main warning lights . Both on

Reminder MI . Three white

Bomb doors . Normal

Director Horizons . Attitude failure flags

Airbrakes switch . Corresponds

Gold film heating . LOW. Checked

a. Check LOW selected

b. Check three MI NORMAL

AAPP switch . SHUT / indicating

a. PFC, auto stabs and feel . All ON, lights out

b. Reminder MI . Three black

c. Main warning lights . Out

Bomb door normal control . Corresponds

Alt 7b check . All indicators checked, power OFF, 500 feet

range selected

Compasses . Synchronized

Canopy unlocked MI . Black

Entrance door MI . White

Pitot heat MI . White

Accelerometer . Reset

Undercarriage .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

Section 5. Flight Reference Cards

32

INTERNAL CHECKS (cont.)

Autopilot . Power ON, three channels IN

Bomb bay, wing / fuselage . Checked

fire warning lights

Windscreen demister . Checked and OFF

Cabin air switches . SHUT

Ram air valve . SHUT

External lights master switch . ON

Navigation lights . FLASH

Tank pressurization . OFF, four MI black

Air-to-air refueling panel . All off

Engine / airframe anti-icing . OFF

Systems check . Complete

ENGINE STARTING

Rapid Start

Clearance to start . Obtained

Throttle . Set to 50% RPM position

Air selector switch . Rapid

Ignition switch . On

Engine master switch . On

Engine air switches . All

Individual start button . 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 . Rising

Fuel flow . Checked

JPT . Less than 700 degrees C

Fire warning . Out

Start indicator light . Out at completion of starting cycle


33

AFTER START CHECKS

Engine master switch . OFF

Ignition switch . OFF

Air cross-feed MI . SHUT

Fuel Console . As required

Idling RPM . Checked

Engine air switches . All SHUT

Cabin air switches . Both SHUT

Engine anti-icing . As required

Airbrakes . Checked IN, black MI

Hydraulic pressure . Checked, normal

Bomb door normal operation . Checked

a. Select OPEN, MI white, 8 seconds maximum

b. Select close, MI black, pressure normal

TAXI CHECKS

Pre Taxi

Pitot heat . ON

Entrance door . Closed, MI black

Landing lamps . As required

Parking brake . OFF

During Taxi

Brakes and nose-wheel steering . Both pilots check

Hydraulic pressures . Checked, two in the green

Instruments . Functioning correctly

PRE TAKE-OFF CHECKS

PFC / stab aids panel . All lights out

Magnetic indicators . All black

Fuel Console . Checked

Flight instruments . All checked

Altimeters . All set and checked

Take-off data . Checked

Crew brief . Completed

Cabin air switches . Port or starboard OPEN

Engine air switches . 1 and 2 or 3 and 4 OPEN (all OPEN if anti-icing

required)


34

AFTER TAKE-OFF / OVERSHOOT CHECKS

Undercarriage . UP (button fully in), lights out

Landing lamps . Retracted

Tank Pressurization . Four MI black

Cabin air switches . Port or starboard OPEN

Engine air switches . 1 and 2 or 3 and 4 OPEN (all OPEN if anti-icing

required)

Engine / airframe anti-icing . As required

Bomb bay tanks . As required

ILS . 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 . 1013 MB set

Electrics . AAPP master switch OFF

Top of Climb

Gold film heating . MEDIUM

Engine air switches . All OPEN

Cabin air switches . Both OPEN

Airframe Anti-icing . As required

PRE-DESCENT CHECKS

Route weather . Checked

Altimeters . Sub-scales set

Safety altitude and minimum FL . Checked

Alt 7b . ON, 5000 feet range

Fuel and CG . Contents checked, CG adjusted

Engine air switches . 1 and 2, or 3 and 4 SHUT (all OPEN if anti-icing

required)

Cabin air switches . Port or starboard SHUT

Engine / airframe anti-icing . As required

AIRFIELD RECOVERY CHECKS

Airfield weather . Checked

Safety altitude . Checked

Altimeters . Subscales set

Fuel and CG . Contents checked, CG adjusted

ILS . ON


35

PRE LANDING CHECKS

Undercarriage . DOWN (button fully in), three green lights

Brakes . Parking brake OFF, pressures checked, two in the green

Fuel . Contents checked, switches set:

Auto/Manual switches to AUTO

All pumps ON

Landing lamps . As required

Engine air switches . All SHUT (All OPEN if anti-icing required)

AFTER LANDING CHECKS

Brake parachute . Jettisoned

Airframe anti-icing . OFF

Engine anti-icing . As required


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 . On

Rudder PFC . Stop. All PFC lights on

Bomb doors . As required

Engine master switch . OFF

Landing lamps . Retracted

Entrance door . Open

HP cocks . SHUT

Fuel pumps . All OFF

External lighting . All OFF, master OFF

Pitot heater . OFF


Cabin air switches . Both SHUT

Engine anti-icing . OFF


36

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

Section 6. Systems Simulation

37

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.


38

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 ex-

periencing 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 Vul-

can, 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.


39

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

Credits

Vulcan Manual

Documents

Transcript of Vulcan Manual