DCS M-2000C Flight Manual en

M-2000C
Version 1.1.1
User Manual
SECTION 0
INTRODUCTION
M-2000c FLIGHT MANUAL 11

INTRODUCTION 11
EFFECTIVITY 11
SOUND JUDGEMENT 11
VERSION 11
DEFINITIONS 12
GLOSSARY 12
ACKNOWLEDGEMENTS 14
EFFECTIVE CHANGES 15
SECTION 1 16
AIRCRAFT 16
BASIC INFORMATION 17
POWER PLANT 18
PERFORMANCES 18
AIRCRAFT DIMENSIONS AND WEIGHT 18
WEAPONS 18
History 19
Cockpit 20
Engine 20
Payload and armaments 20
Sensors and avionics 21
COCKPIT LAYOUT 22
Front Dash 22
Front Dash Behind the Stick 22
Left Panel and Wall 23
Right Panel and Wall 23
INSTRUMENT DESCRIPTION 24
Hands on Throttle and Stick (HOTAS) System 30
Stick and Throttle controls 30
Control Stick 31
Throttle 32
Additional information about different modes: 33
SECTION 2 36
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ENGINE 36
SNECMA M53-P2 Engine Information 37
General characteristics M53-P2 37
Engine Control 38
Engine Startup Panel 40
Engine Instruments 41
Engine Warning Lights 42
SECTION 3 43
ELECTRICAL SYSTEM 43
Electrical Power Supply System 44
Electrical Power Controls 44
Power Distribution Schematics 45
Power Distribution Schematics 46
Electrical Power Emergency Conditions 47
SECTION 4 49
FUEL SYSTEM 49
Fuel System 50
Fuel Gauge 51
Fuel Warning Lights 52
Fuel Boost Pumps 53
Fuel Flow Gauge and Bingo Selector 54
External Tanks Fuel Dump Switch 54
External Tanks Jettison 54
SECTION 5 55
HYDRAULICS 55
HYDRAULICS 56
Hydraulic System feeds description 56
Hydraulic System Schematics 57
SECTION 6 58
FLIGHT CONTROLS 58
M-2000C MOBILE SURFACES 59
Normal Operation 59
FLY-BY-WIRE 61
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FBW Modes Switch 62

Degraded and Emergency mode operation 63
SECTION 7 64
AUTOPILOT AND TRIM 64
AUTOPILOT 65
Operational limits 65
Indications 66
AUTOPILOT OPERATION 66
AP engagement - disengagement - override 67
ABNORMAL OPERATION 70
Autopilot Failure 70
TRIM SYSTEM 71
Trimming the aircraft 71
Trim with the AP on 71
SECTION 8 72
LANDING GEAR 72
LANDING GEAR 73
Landing Gear Panel 74
SECTION 9 76
AVIONICS 76
FLIGHT INSTRUMENTS 77
Altitude Indicator 77
Airspeed Indicator 77
Vertical Velocity Indicator 77
Attitude Direction Indicator ADI (“Boule”) 78
AOA Indicator 78
Standby Attitude Indicator 79
G Force Indicator 79
Backup Gyroscope (GCS) 79
Backup Attitude Switch (GCS Switch) 80
ONBOARD RADIOS 81
Summary of controls / radio use 81
Preset channels 81
Radio panels 81
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VUHF and UHF radio panel 82

Setting Manual Frequency on V/UHF Radio 84
Audio Control Panel 84
Checking frequencies during flight 85
Assigning preset channels in the mission editor 86
VOR / ILS 87
TACAN 87
VOR / TACAN panel 88
HUD 89
HUD Pedestal 90
HUD MASTER MODES 92
HUD DISPLAY 93
On the ground 95
NAV mode 96
APP mode 98
App mode before glideslope capture 98
App mode AFTER glideslope capture 99
Suggestions for using the APP mode / ILS 101
Air to Air mode: General (Radar Lock) 102
Air to Air mode: Gun (No radar lock) 104
Air to Air mode: Gun (Target locked) 105
Gun snake use 106
Air to Air mode: Missiles (S530) 108
Air to Air mode: Missiles (MAGIC II) 110
Air to Air mode: Missiles (MAGIC II) with Radar Lock 111
Air to air mode: Missiles (MAGIC II) Vertical Narrow search 112
Air to Ground mode: Gun / Rockets 113
Air to Ground mode: BF (CCIP) 115
Air to Ground mode: BL (CCRP) 117
Air to Ground mode: CCRP just prior to release 119
Auxiliary Gunsight Mode 120
SECTION 11 121
WARNING SYSTEM 121
Master Caution Lights 122
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Cautions 122
Warnings 122
Alarm lights panel 123
SECTION 12 126
INS 126
The Inertial Navigation System (INS) 127
INS operating principle 128
Mode Selector Panel (PSM) 129
Navigation Control Panel (PCN) 130
PCN utilisation 132
Data selection 132
INS ALIGNMENT 139
Full Alignment 139
Memory Alignment 141
INS POSITION UPDATE 142
Waypoint Overfly Position Update 142
Waypoint Radar Ranging Position Update 144
Navigation Indicator (IDN) 146
IDN Indication Table 148
Operational Modes 148
PCA MODES DISPLAY 150
Waypoint Management 151
Waypoint ZERO vs Waypoints 1 - 20 152
Waypoint selection 152
Editing Waypoint information 153
Creating new waypoints 155
Changing waypoints 156
TACAN Offset Point (VAD) Navigation 157
Offset Points 159
Creating offset using ΔL/ΔG 159
Creating offset using ρ/θ 160
Introducing altitude difference 161
Using Offset Point as a destination 161
Mark Points 161
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Desired Time on Target (RD / TD Mode) 164

Desired Course to Waypoint (RD / TD Mode) 165
Waypoint visualisation on the VTB 166
SECTION 13 167
ELECTRONIC WARFARE 167
The VTB/HDD 168
The RDI Radar 170
Radar Coverage 171
Radar Control Panel 173
Radar Power Modes 175
Radar Screen 176
Radar Mode, azimuth and TDC 178
Target Designation Cross, Contacts and IFF 180
Target type 182
Contact symbols 182
Contacts refresh rate 184
Radar Display Mode 185
Radar Screen - track while scanning mode 186
Radar Screen - Single Target Track mode 188
Close Combat Modes (CCM) 190
COUNTERMEASURES 191
DDM (Missile Launch Warning System) 203
SPIRALE (Decoy Dispenser) 205
SECTION 14 209
LIGHTING 209
COCKPIT LIGHTING 210
Internal lighting controls 210
External lights controls 211
EXTERIOR LIGHTS 213
Night Vision Goggles 216
Installing NVGs 216
Using NVGs 217
SECTION 15 219
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COMBAT 219
Introduction 220
Weapons 220
Air-to-Air 221
Air-to-Ground 221
Cannons 225
FUEL TANKS 226
Weapons configuration 227
WEAPONS MANAGEMENT 228
PPA (Weapons Configuration Panel) 228
PCA Modes display 234
Air to Air Modes 234
Air to Ground Modes 236
Stores Jettison 238
Selective Jettison 238
Emergency Jettison 238
Pre - Mission Weapons Preparation 238
AIR TO AIR COMBAT PRINCIPLES 240
Weapons Preparation 240
Locating Bandits 241
Notching, Beaming and Cranking 242
ASPECT ANGLE 242
*** 246
Engaging with S-530D 247
Trigger Delay for Super 530D 247
Air to Air mode: Missiles (S530) 248
Engaging with Magic II 250
Air to Air mode: Missiles (MAGIC II) 251
Air to air mode: Missiles (Magic II with radar lock) 252
Air to air mode: Missiles (Magic II) MAV search 253
MAV search zones: 253
Using and changing the search modes 255
PCA Indications 256
Using Magic missiles with other weapons 257
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*** 258
DEFA 553 Cannons 259
Air to Air mode: Gun (No radar lock) 259
Air to Air mode: Gun (Target locked) 260
Gun snake use 261
Close Combat Modes 263
Boresight 263
Vertical Scan 264
HUD Scan 265
Horizontal Scan 266
Flood 268
Spiral Hud Scan 269
M-2000C in air to ground role 270
CCRP (BL Mode) Procedure and methods 272
Air to Ground mode: CCRP just prior to release 274
CCRP bombing profiles 275
Direct Bombing 275
Bombing with Initial Point 276
Toss Bombing 279
Using GBU-12/16/24 bombs 280
CCIP (BF mode) bombing 281
Mk-82SE bombs 284
BGL-66 cluster bombs 284
GUN / ROCKET ATTACK 285
SECTION 16 287
OTHER SYSTEMS 287
DRAG CHUTE 288
Controls 288
Canopy 289
Normal Operations 289
Emergency jettison 290
SECTION 17 291
AIRCRAFT PROCEDURES 291
Pilot Memo 292
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Preflight Checklist 294

Left Instruments Panel 294
Main Instruments Panel 295
Right Instruments Panel 295
Engine Start (with Ground Power) 296
Before Engine Start (with ground power) 296
Engine Start sequence (with ground power) 297
Post-Engine Start Checklist (with ground power) 298
Engine Start (No Ground Power) 299
Before Engine Start (No ground power) 299
Engine Start sequence (No ground power) 300
Post Engine Start sequence (No ground power) 301
Taxiing Checklist 302
Take Off 303
Landing 304
Runway Vacated 305
Parking 305
SECTION 18 306
CAMPAIGN 306
Introduction 307
The Story So Far 307
Campaign 308
Difficulty 309
A) Radio comms 309
B) Flight plans and orders 309
C) Instructions 309
D) INS alignment 310
E) Completing missions 310
F) AI during taxi and formation flying 310
G) Support and feedback 310
Credits and thanks 311
SECTION 19 312
ANNEXES 312
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M-2000C FLIGHT MANUAL

INTRODUCTION
The following chapters describe the Mirage 2000C on-board systems and their
employment.
The description sections cover the systems control panels and indicators. The
employment section describes systems procedures and settings for efficient use.
Only the features implemented in DCS are covered.
It is assumed that the user knows the basics principles of the systems. Therefore,
general knowledge on how a VOR, an ILS, a TACAN, a radar, etc operates will not
be explained except when found relevant, e.g. when there is a difference with the
real system. Should additional information be needed on the basics, a lot of info /
tutorials are available on the net.
You will find the check-lists at the end of the document (in Section 18 to be precise).
There will also be separate documents with larger version of the instrument layouts
for your reference that you can print separately.
EFFECTIVITY
At the beginning of the flight manual you will find the U.S.-like flight manual list of
effective pages. It points to the pages where changes in the document occurred since
last release, permitting the virtual pilot to identify instantly where to look for new
information without having to run through the whole document. Moreover, on the
indicated pages, a vertical thick black line shows exactly the portion of text or figure
that has been modified. Smart, no? Pilots are. You are.
SOUND JUDGEMENT
These instructions provide you with a general knowledge of the aircraft, its
characteristics, and specific normal and normal and emergency procedures. The
instructions in this manual are for a crew inexperienced in this airplane and provide
the best possible operating instructions under most circumstances. It is not a
substitute for sound judgment. Multiple emergencies, adverse weather terrain,
tactical environment etc... may require modifications to these procedures.
VERSION
The latest version of this manual is 1.1.0 (XX/11/2019)
Page 11
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INTRODUCTION
DEFINITIONS
The following definitions apply to Warnings, Cautions and Notes found throughout
the document.
Operational procedures, techniques, etc., which may result in

WARNING
personal injury or loss of life if not carefully followed.
Operational procedures, techniques, etc., which may result in

CAUTION
damage to equipments if not carefully followed.
Important information to memorize.

NOTE
NOT FUNCTIONAL This feature has not been added to the module or is not yet
functional.
SECTION X Interactive link to another part / chapter within the manual.
GLOSSARY
The first aircraft were destined to the French Air Force, and thus the associated
documentation was written in French. Therefore, all systems designation and
cockpit lettering are in French.
When an abbreviation is in French, the corresponding meaning is in italic, followed

by the English translation. This is valid throughout the document. You will find the
full list of abbreviations in Section 19.
INS Inertial Navigation System

UNI Unité de Navigation Inertielle. Inertial Navigation System (INS).
PCA Poste de Commande Armement. Weapon Control Panel
PCR Poste de Contrôle radar. Radar Control Panel
PPA Poste de Préparation Armement. Weapons Preparation Panel
PCN Poste de Commande Navigation. Navigation Control Panel
AOA Angle-Of-Attack
PSM Poste de Sélection de Modes. INS Mode Selection Panel
ECM Electronic Countermeasures
AP Autopilot
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AAR Air-to-Air Refuelling

QFE Atmospheric pressure measured at the active runway threshold QNH
Calculated runway atmospheric pressure at medium sea level HOTAS Hands On
Throttle And Stick
FBW Fly-By-Wire
CDVE Commandes De Vol Electriques. Fly By Wire (FBW) flight controls.
RWR Radar Warning Receiver
DA Détecteur d'Alerte. See RWR
AAM Air-to-Air Missile
DDM Détecteur de Départ Missile. Missile Launch Warning System.
1013 Standard (STD) atmospheric pressure setting.
RDI Radar Doppler à Impulsions. Pulse Doppler Radar.
USG US Gallons
MPH Statute Miles per Hour
KT Knots (Nautical miles per hour)
Nm Nautical miles
km Kilometers
m Meters
mi Miles
ft/min Feet per minute
l Liters
AB Afterburner
PC Post-Combustion. Refer to AB
HUD Head-Up Display
VTH Visualisation Tête Haute. See HUD
HDD Head Down Display
VTB Visualisation Tête Basse. See HDD
A Arrêt. Off.
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INTRODUCTION
S.A. Semi-automatique. Semi automatic
ACKNOWLEDGEMENTS
We would like to take a moment first to thank the following people involved on
the project and who made possible the release of this aircraft.
RAZBAM Team
Ronald “Prowler” Zambrano – Team lead.
Tim Taylor, Metal2Mesh – 3d modeller and texturizer.
Larry “Zeus” Zambrano – Cockpit Coder.
CJ “CaptSmiley” Soques – Flight Model Coder.
Eagle Dynamics
Alex O’kean, for all the help above and beyond.
Matt Wagner, for opening doors to us.
Others
Joël L. – Data miner, beta tester and M-2000C enthusiast.
Rlaxoxo – Sound modder. For his help in getting this bird sound right.
Baltic Dragon - campaign and training missions designer. Author of the updated
manual.
Eric “Hadès” G. - author of several chapters and schematics used in the text.
C.B. (bzzz) - for proof reading the manual, pointing out (hundreds of) bugs and
inconsistencies and adding a lot of really useful real - life background information.
Steele6 - for the cover photo
MyHellJumper - proof reading and description of some of the systems.
Also, big thanks to Colombia for its coffee, the soda companies, for their heavily
caffeinated products, although we could do without all the sugar, and to Cable TV
for keeping us company in the long working nights.
Page 14
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INTRODUCTION
Date Sect. Ver. Description

EFFECTIVE
27/01/2
1-2
CHANGES
1.1.0 Updated cockpit layout photos and instrument decriptions
020
1-3 1.1.0 Updated description of WSC and CNM switches in HOTAS part.
9-2 1.1.0 Updated frequency ranges for V/UHF and UHF radios
9-2 1.1.0 Completely re-written the part and instructions for V/UHF radio.
10-2 1.1.0 Updated the HUD master modes part.
10-3 1.1.0 Added triangle (magic + radar lock) to HUD symbology
12-3 1.1.0 Changed PCN picture, updated text to remove the ENC button
12-5 1.1.0 Added description of new waypoint increase / decrease buttons
13-1 1.1.0 New contact symbols heading added
13-1 1.1.0 Added information about RDI target identification capabilities
13-1 1.1.0 Added information about HUD FLOOD combat mode
13-2 1.1.0 Updated RWR codes
13-2 1.1.0 Added Spirale Box description, table of programmes and description of modes.
14-2 1.1.0 Updated description of interior cockpit lighting knobs
14-3 1.1.0 Added whole new section on NVGs
15-2 1.1.0 Updates to Weapons Management section to include new functions
15-3 1.1.0 Updates to section about the use of Magic 2 missiles
15-3 1.1.0 Added Spiral Hud Scan description
19-1 1.1.0 Added full list of French abbreviations and their English meanings.
ALL 1.1.0 Fixed typos and updated text in almost all chapters
28/03/ 10-3
2020 1.1.1 Added MAV search patterns
15-3
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SECTION 1 1-1
AIRCRAFT GENERAL INFORMATION
SECTION 1
Screenshot by Yol
AIRCRAFT
Page 16
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BASIC INFORMATION
The M-2000C is a fourth generation, single-seat, single-engine supersonic jet
fighter aircraft. It is primarily a medium-range interceptor, but has limited
secondary air-to-ground capability.
It has a delta-shaped wing, with 2-part leading edge slats and elevons on the trailing
edge. These elevons act at the same time as elevators and ailerons.
Aircraft control is performed by the mean of fly-by-wire.
Air to air refuelling capability is provided via a removable probe on the right side of
the windshield. It is compatible with drogue type tankers such as the KC-130,
KC-135 (not all of which are equipped with drogue), S-3B and IL-78M.
M-2000C
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POWER PLANT
Power is supplied by one SNECMA M53-P2 dual flow turbofan engine with
afterburner on both flows.
Thrust: Dry thrust: 64.3 kN (14,500 lbf).

Thrust with afterburner: 95.1 kN (21,400 lbf).
PERFORMANCES
Speed: Mach 2.2 (2,530+ km/h, 1,500+ mph) at high altitude.
Mach 1 (1,110 km/h, 690 mph) at low altitude.
Range: 1,550 km (837 nM, 963 mi) with drop tanks.
Ceiling: 17,060 m (59,000 ft).
AIRCRAFT DIMENSIONS AND WEIGHT

Wingspan: 9.13 m (29 ft).
Length: 14.36 m (47 ft 1 in) (14.66 m with air data probe on the nose)
Height: 5.20 m (17 ft).
Weight: Empty weight: 7 600 kg (16,750 lb)

Loaded weight: 13 800 kg (30,420 lb)
Maximum takeoff weight: 16 500 kg (36,400 lb)
WEAPONS
Pylons: 4 wing pylons, 4 lateral fuselage pylons and one centre fuselage pylon
Armament: 2× 30 mm (1.18 in) DEFA 554 revolver cannon, 125 rounds per gun.
Matra R550 Magic-II infra-red homing missiles.
Matra Super 530D semi-active radar guided missiles.
Matra 68 mm unguided rocket pods, 18 rockets per pod.
Mk-82 general purpose 250 kg bombs
Mk-82SE high drag 250 kg bombs
BLG-66 "beluga" cluster bombs
BAP-100 anti-runway bombs
GBU-12 250 kg (500 lb) laser guided bombs
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SECTION 1 1-1
GBU-16 500 kg (1,000 lb) laser guided bombs
GBU-24 1 000 kg (2,000 lb) laser guided bombs
Countermeasure suite with chaff, flares and radar jammer.
Other: Under-wing tanks, Fuselage centreline tank.
HISTORY
The M-2000C is a French single engine fourth generation fighter. Designed in the
late 1970s as a lightweight fighter for the French Air Force (Armée de l'Air). Later
evolved into a multirole aircraft with several variants developed, with sales to a
number of nations. Over 600 aircraft were built and it has been in service with nine
nations.
The M-2000 was initially intended to replace the previous generation Mirage III for
the export market, and was smaller and cheaper than the aircraft proposed to the
French Air Force, called the Avion de Combat Futur ACF (Futur Combat Aircraft).
The project was first known as the “Super Mirage III”, then “Delta 1000”, “Delta
2000”, “Super Mirage 2000” to finally settle for “Mirage 2000”.
Unlike the ACF, which was a strike aircraft with secondary capabilities as
interceptor, the M-2000C was designed as an interceptor. When the ACF project
was cancelled, the M-2000C was offered as a cheaper alternative to the French
government and was approved on December 1978.
The M-2000C was also designed to compete with the General Dynamics F-16 in the
lucrative European market, which was interested in small, but agile, lightweight
fighters.
The M-2000C features a low-set thin delta wing with cambered section, 58 degrees
leading-edge sweep and moderately blended root; area-ruled. The flight surfaces on
the wings are composed of four elevons and four leading edge slats. Its center of lift
is in front of its center of gravity, giving the fighter relaxed stability to enhance
maneuverability. It incorporates negative stability and fly-by-wire controls with
four analog computers and a fifth, ultimate back-up one. Airbrakes are fitted above
and below each wing in an arrangement very similar to that of the Mirage III and
IV. A noticeably taller tailfin allows the pilot to retain control at higher angles of
attack, assisted by the small strakes mounted along each air intake.
The aircraft uses retractable Tricycle type landing gear. A runway tailhook or a
fairing for a brake parachute can be fitted under the tail, which can operate in
conjunction with the landing gear's carbon brakes to shorten landing distances. A
removable refueling probe can be attached in front of the cockpit, offset slightly to
the right of center.
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SECTION 1 1-1
COCKPIT
The Mirage 2000 is available as a single-seat or two-seat multi-role fighter. The
pilot flies the aircraft by means of a center stick and left hand throttle, with both
incorporating hands-on-throttle-and-stick (HOTAS) controls. The pilot sits on a
license-built version of the British Martin-Baker Mark 10 zero-zero ejection seat.
Unlike in the F-16, the pilot sits in a conventional position, without the steep
backward slope of the F-16 seat.
The instrument panel is dominated by the head-up display which presents data
relating to flight control, navigation, target engagement and weapon firing, and the
radar screen (or head - down display) located centrally below it. To the lower left is
a stores management panel, above which are the flight instruments. The right half
of the instrument panel accommodates the navigation, engine and systems displays.
Located on the left side of the cockpit, just ahead of the throttle, are controls for the
communications equipment.
ENGINE
The SNECMA M53 afterburning turbofan was developed for the ACF, and was
available for the M-2000C project. The first 37 aircraft were equipped with the
SNECMA M53-5 engine version; later aircraft were equipped with more powerful
SNECMA M53-P2 version.The M53-P2 provides 64.3 kilonewtons (14,500 lbf) of
thrust dry and 95.1 kilonewtons (21,400 lbf) in afterburner. The air intakes are
fitted with an adjustable half-inlet cone-shaped center body (named souris - mouse
- in French), which provides an inclined shock of air pressure for highly efficient air
intake. Total internal fuel capacity is 3,978 litre (1,051 US gal). There are also
provisions for a jettisonable 1,300-litre (340 US gal) centerline fuselage fuel tank
and for a 1,700-litre (450 US gal) or 2,000-litre (528 US gal) drop tank under each
wing.
PAYLOAD AND ARMAMENTS

The M-2000C is equipped with built-in twin DEFA 554 30 mm revolver-type
cannons with 125 rounds each. The cannons have selectable fire rates of 1,200 or
1,800 rounds per minute.
The aircraft can carry up to 6.3 tons (13,900 lb) of stores on nine pylons, with two
pylons on each wing and five under the fuselage. External stores can include Matra
Super 530D medium-range semi-active radar-guided air-to-air missile on the
inboard wing, and Matra Magic II short-range infrared-seeking AAM on either wing
pylons.
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SENSORS AND AVIONICS

Avionics for the M-2000C include the Sagem ULISS 52 inertial navigation system
(INS), TRT radio altimeter, Dassault Electronique Type 2084 central digital
computer, Digibus digital data bus and Sextant Avionique Type 90 air data
computer. The communication equipment package includes the LMT NRAI-7A IFF
transponder, IO-300-A marker beacon receiver, TRT ERA 7000 V/UHF com
transceiver, TRT ERA 7200 UHF or EAS secure voice communications.
The aircraft has a redundant fly-by-wire automatic flight control system, providing
a high degree of agility and easier handling, together with stability and precise
control in all situations. The fighter's airframe is naturally unstable, and so it is
coupled with FBW commands to obtain the best agility; however, in override mode
it is still possible to exceed a 270 deg/sec roll rate and allows the aircraft to reach 11
g (within the 12 g structural limit), instead of 9 g when engaged.
The aircraft uses the RDI pulse-Doppler radar with an operating range of 54 nm
(100 km / 62 miles). This unit is a new development, the first French HFR radar,
specialised for air-to-air duties and the first to provide serious look-down/shoot-
down capabilities.
The M-2000C is equipped with a radar warning receiver (RWR) with antennas on
the wingtips and on the rear of the top of the tail fin. It is also equipped with the
Sabre radar jamming and deception in a pod below the bottom of the tail fin, with
the antenna in a fairing on the front of the tail fin. Countermeasures are provided by
Spirale dispensers, each fitted on the extensions behind the rear of each wing root,
giving a total capacity of 112 chaff cartridges, the flares dispensers are located under
the wing roots with a total of 16 cartridges.
An additional Eclair pod can be mounted under the rear fuselage, providing a bigger
countermeasure payload at the expense of the brake chute or hook.
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AIRCRAFT COCKPIT LAYOUT
COCKPIT LAYOUT
Front Dash
Front Dash Behind the Stick
Page 22
SECTION 1 1-2
Left Panel and Wall
Right Panel and Wall
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INSTRUMENT DESCRIPTION
1. AIRSPEED INDICATOR: Displays indicated airspeed in knots and mach.
2. AUTOPILOT ALTITUDE SELECTOR: Adjust autopilot altitude hold value.
3. VERTICAL VELOCITY INDICATOR: Displays vertical velocity in feet/min.
4. AUTOPILOT CONTROLS/INDICATOR LIGHTS: Pushbuttons that enable/disable
the autopilot functions and indicates the system status.
5. FLY-BY-WIRE SPIN SWITCH: Two position switch.
• Norm: FBW system is in control
• Vrille (Spin): FBW gives full authority to the pilot on the yaw and roll axis,
and AoA limiter is overriden. To be used only in emergencies during a flat
spin stall.
6. RADIO FREQUENCY DISPLAY: Indicates the selected frequencies in both radio
transmitters. V/UHF main radio on top. UHF auxiliary radio on the bottom. The
green light above or below the display will indicate which radio is currently
transmitting / receiving.
7. MASTER CAUTION/WARNING LIGHTS: two tones lights that indicate the
presence of a warning/caution condition:
• Amber light: indicates that there is a problem, but aircraft safety is not
immediately imperiled.
• Red light: indicates that there is an emergency condition that requires
urgent action. Aircraft safety is compromised.
8. AOA INDICATOR: Indicates the aircraft’s current angle of attack in degrees.
9. HUD PEDESTAL: Contains the HUD controls and the HUD itself.
10. G METER: Indicates current vertical acceleration forces in G.
11. RADAR WARNING RECEIVER (RWR): Shows any radar emitters around the
aircraft.
12. AFTERBURNER STATUS LIGHT: Indicates when the engine is using the
afterburner.
13. ENGINE START LIGHT: Indicates that the engine is starting-up.
14. ENGINE INSTRUMENTS: Indicates engine RPM and Temperature.
15. FUEL FLOW INDICATOR: Indicates current engine fuel flow in Kg/min
16. BINGO FUEL SELECTOR: Adjust the value for the Bingo Fuel warning.
17. ENGINE FIRE WARNING LIGHTS: two lights that indicate an overtemp, possible
fire condition. They correspond respectively to the engine centre and the engine
tailpipe.
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SECTION 1 1-2
18. FUEL CONTROL PANEL: Indicates current fuel quantity in Kilograms and
controls the tanks cross-feed valve.
19. IDN: (Indicateur de Navigation) Horizontal Situation Indicator (HSI).
20. VTB/HDD: Radar display.
21. IFF PANEL: Information Friend of Foe control panel.
22. HYDRAULIC PRESSURE SELECTOR: selects one of two options for the hydraulic
pressure indicator. NOT FUNCTIONAL
23. CABIN PRESSURE INDICATOR: indicates current cabin pressure in bars.
24. HYDRAULIC PRESSURE INDICATOR: indicates hydraulic pressure for both
System 1 and System 2 in bars or for Sdes (Servitudes - Ancillaries) and FS (Frein
Secours - Emergency brake) dedicated sub-systems, depending on the #22 switch
position.
25. RUDDER PEDALS ADJUSTMENT LEVER: adjusts the height of the rudder pedals.
26. WEAPONS MANAGEMENT PANELS: consists of two panels on both sides of the
VTB.
• PCA (Poste de Commande Armement – Weapons Control Panel): This
panel controls weapons selection and navigation parameters. It also
controls HUD display modes.
• PPA (Poste de Préparation Armement – Weapons Configuration Panel):
This panel controls how the selected weapon will be used.
27. STANDBY ATTITUDE INDICATOR: auxiliary attitude indicator. Only shows pitch
and roll. It needs to be manually aligned before the flight and also requires power
supply enabled by the EMERGENCY HORIZON SWITCH (66).
28. MAIN ATTITUDE INDICATOR: shows pitch, roll and heading. Additionally, it has
glideslope and course deviation bars for use during ILS landings.
29. ALTITUDE INDICATOR: indicates barometric altitude (MSL) in feet
30. EMERGENCY JETTISON BUTTON: the emergency jettison button, drops all
external loads except the Magic missiles.
31. THE CURRENT INDICATORS: indicate the current position for the control
surfaces in the wings and tail.
32. COMMUNICATION RADIOS: both main (VHF/UHF) and auxiliary (UHF) radios.
The main radio can be identified by the manual frequency selectors.
33. ANTI-SKID SWITCH: enables/disables the anti-skid system.
34. R ADAR CONTROL PANEL : controls and configures radar operational
parameters.
Page 25
SECTION 1 1-2
35. ENGINE SHUTDOWN BUTTON: allows the throttle to be retarded from the
Ground-Idle position back to the Stop position.
36. AUDIO CONTROL PANEL: controls the volume of the following components:
Communication radios, TACAN, VOR/ILS, Markers, Magic seek and lock tones.
37. TRIM CONTROL PANEL: emergency pitch/roll trim control (overrides the trim
hat of the stick) and yaw trim control.
38. EMERGENCY OIL SYSTEM: enable/disables the emergency oil system.
39. CALC SWITCH: activates an emergency computer if the main computer fails. It
is a get-you-home system. The CALC switch is related to the ENGINE computers. It
has 3 positions:
• Forward (unstable): reset of the normal CALC engine computer.
• Middle (stable): the normal CALC computer is in use.
• Backward (garded/stable): manually enforces the use of (or confirms the
automatic switch to) the Secours Calculateur (emergency engine computer) in
case of failure for the main engine computer.
40. FUEL DUMP SWITCH: dumps all the fuel that exists in the external tanks (if
mounted).
41. FLY-BY-WIRE AND AUTOPILOT TEST PANEL: tests the FBW and Autopilot
controls. Must be performed after engine start and before flight.
42. FLY-BY-WIRE EMERGENCY CHANNEL (CDVE 5): the FBW emergency channel is
a last resort system in case of total FBW failure. The aircraft is put in a get-you-
home condition. Not to be used for normal flight.
43. AFTERBURNER CUTOFF SWITCH: disables the engine afterburner in case of
normal throttle failure.
44. RADAR GROUND EMITTING AUTHORISATION SWITCH: used by maintenance
personnel only. It overrides the safety system that prevents the radar from emitting
while on the ground.
45. TAPE RECORDER SWITCH: self-explanatory. Yes, M-2000C uses old-school
tape.
46. MID-AIR STARTUP SWITCH: starts the engine while in flight.
47. EMERGENCY THROTTLE: secondary throttle control, to be used in emergency
situations.
48. FLIGHT CONTROLS PANEL: controls the aircraft’s automatic flight control
surface:
Pelles = Engine scoops that force airflow into the lower auxiliary intakes for
increased air circulation at high AOA.
Souris = Engine shockwave cones.
Becs = leading edge slats that are controlled by the FBW system.
Page 26
SECTION 1 1-2
49. EXTERIOR LIGHTS PANEL: switch bank for the Navigation, Anti-collision strobe
and Formation lights.
50. DRAG CHUTE / HOOK HANDLE: deploys and release the aircraft drag chute, or
deploys the emergency hook, whichever is installed.
51. FLIGHT-BY-WIRE GAINS SWITCH: the normal automatic gains or the emergency
fixed gains for the FBW. When engaged, the emergency gains mode cannot be
cancelled for the rest of the flight.
52. CANOPY JETTISON HANDLE: manually triggers the explosive cord included in
the canopy plexiglas in order to brake it (the same cord is also automatically
triggered when the pilot ejection handle is pulled, as part of the ejection sequence).
53. LANDING GEAR LEVER: actuates the landing gear.
54. CONFIGURATION INDICATOR PANEL: indicates brakes, landing gear, hook / drag
chute, NWS and Anti-Skid status.
55. EMERGENCY LANDING GEAR LEVER: lowers the landing gear in case of primary
system failure.
56. CLOCK: analog clock with current ZULU time.
57. OXYGEN QUANTITY INDICATOR: indicates Oxygen supply quantity.
58. POWER SWITCHES: activate the aircraft’s electrical power system:
BATT – Activates the main battery.
ALT1 – Engages Alternator 1.
ALT2 – Engages Alternator 2.
TR – Selects the Normal (up) or Emergency (down) Alternative-Continuous
converter."
59. CAUTION/WARNING ADVISORY PANEL: indicates emergency/anomalous
conditions in the aircraft. It is tied to the Master Caution/Warning lights.
Amber lights are caution lights indicating an anomalous condition.
Red lights are warning lights indicating emergency situations that put the
aircraft in danger.
60. QRA SWITCH. Triggers the specific electric network to keep the aircraft ready
to start on very short notice, when on Quick Reaction Alert on the ground. NOT
FUNCTIONAL
61. CANOPY UNLOCK/LOCK HANDLE: locks/unlocks and lowers the canopy.
62. EMERGENCY HYDRAULIC PUMP SWITCH: enables/disables the emergency
hydraulic pump. Three-position switch: Off – Auto – Forced On (unstable).
Page 27
SECTION 1 1-2
63. AUDIO ALERT SWITCH: enables/disables the aircraft’s audio alerts. It does not
control landing gear, AOA and missile tone.
64. AIR PROBES ANTI-ICE SWITCH: enables/disables the pitot, static and AoA
probes anti-ice system.
65. TACAN PANEL: controls the TACAN radio.
66. BACKUP ATTITUDE SWITCH (GCS SWITCH): activates the emergency artificial
horizon and/or the emergency gyro-compass to provide heading data for the nav
system in case of INS heading failure.
67. ENVIRONMENT CONTROL PANEL: controls the cockpit and instruments air
conditioning system.
68. CIRCUIT BREAKERS: electrical circuit breakers.
69. ENGINE START PANEL: controls engine fuel pumps and startup system. It also
has the engine fuel shut-off valve switch (“robinet coupe-feu”).
70. INTERIOR LIGHTS PANEL: controls the interior lights system.
71. INS PSM/MIP PANEL: controls INS operation. Also has the access port for
navigational data cartridges.
72. VOR/ILS PANEL: controls the VOR/ILS radio.
73. ELECTRONIC WARFARE PANEL: controls the RWR, Jammer, Missile launch
detector and Chaff/ Flares operation.
74. RADAR IFF PANEL: controls the radar IFF interrogation system.
75. PCN PANEL: display and data entry panel for the INS system.
76. GUN SAFETY SWITCH: needs to be disengaged in order to enable the use of the
guns.
77. WAYPOINT INCREASE / DECREASE BUTTONS: allow the pilot to cycle up and
down through currently selected waypoint.
78. AIR TO AIR REFUEL SWITCH. Opens the valve and controls lights during the
AAR. Positions:
• Down: valve is closed, lights are off.
• Middle (Day Refueling): valve is open, lights are off.
• Up (Night Refueling): valve is open, lights are on.
79. SEAT HEIGHT CONTROL BUTTON: used to raise or lower pilot’s seat.
80. OXYGEN CONTROL PANEL: controls the flow and type of oxygen used. NOT
FUNCTIONAL
81. STANDBY COMPASS: a standby magnetic compass not connected to other
onboard navigation systems.
Page 28
SECTION 1 1-2
82. FBW MODE SWITCH: selects FBW operational mode.

• A/A – For air-to-air combat
• CHARGES (Stores) – For carrying any load heavier than air-to-air
missiles and empty central tank. Also used during the air to air
refuelling.
83. LANDING AND POLICE LIGHT SWITCHES: used to turn on the Taxi and Landing
lights and to enable the Police light.
84. PARKING BRAKE: enables / disables the parking brake while on the ground.
85. NIGHT VISION GOGGLES MOUNT: a mount to hold the night vision goggles once
they are taken out from the NVG bag on the right panel.
86. SPIRALE BOX: part of the ECM / countermeasures system. See SECTION 13 for
more information.
87. NIGHT VISION GOGGLES BAG: a bag for stowing the NVGs when not in use. Can
be installed by the Crew Chief.
88. NIGHT VISION GOGGLES LIGHTS FILTER SWITCH: enables or disables the filter
making instrument panels readable in the NVGs.
Page 29
SECTION 1 1-3
AIRCRAFT HOTAS
HANDS ON THROTTLE AND STICK (HOTAS) SYSTEM
The M-2000C has an integral HOTAS system that allows the pilot to control
multiple functions without having to let go of the flight stick and / or throttle. For
more details about the controls functions, refer to the relevant system description.
Stick and Throttle controls
On the next page you will find the list of stick and throttle controls in a form of a
table, describing the functions of each of the switches, giving their in-game name
under “HOTAS Controls” panel in the Options Menu as well as listing the default
key for each one.
Page 30
SECTION 1 1-3
AIRCRAFT HOTAS
Control Stick
No. Control name Description Action in options Default key
When visible, the trigger is activated to fire

1 TRIGGER SAFETY INDICATOR weapons. Automatically shows when the NONE NONE
master arm switch is set to ON.
Depending on the selected navigation or

attack mode, this switch enables:
NAVIGATION UPDATE / MAGIC • INS position update by overflying a
II UNLOCK ground reference point. NAV Update / Magic
2 NONE
Unlock
(SEE BELOW) • Magic II missile target unlock and
returns seeker to search mode.
• Switching between MAV scan modes
Trims the aircraft in roll and pitch. When
the autopilot is engaged, it is used to Trim DOWN RCtrl + W
control the aircraft by setting the desired Trim LEFT RCtrl + A
3 TRIM CONTROL
heading and adjusting the flight path. For Trim RIGHT RCtrl + D
more information please refer to AUTOPILOT Trim UP RCtrl + S
section.
COUNTERMEASURE SWITCH Activates the countermeasures (chaff and/ Decoy Program release DEL
4 of flares and/or jammer). For more
information see COUNTERMEASURES
WSC FWD NONE

WEAPONS SYSTEM COMMAND Works differently depending on the
5 selection made on the PCA, position of the WSC Depress NONE
(SEE BELOW) Master Arm switch and HUD mode.
WSC AFT
BACK
TRIGGER When activated (safety indicator visible), Weapons FIRE / Bomb

6 SPACE
fires weapon or releases bombs. Release
When the autopilot is engaged, maintaining

the switch down enables to override the
7 AP OVERRIDE SWITCH autopilot without setting it off and control Autopilot Standby Mode LAlt + A
manually the aircraft. Releasing the switch
re-engages the autopilot
AA RADAR MODES Locks the target under the TDC cross. STT/TWS Toggle
8 ENTER
(SEE BELOW) (Target Lock)
On ground: toggles ON/OFF the nosewheel

NWS/IFF INTERROGATOR steering. Airborne (gear up): triggers radar Nosewheel steering /
9 S
(SEE BELOW) target identification. IFF Interrogate
Switches off the autopilot. AP Disconnect / Exceed

10 AP DISCONNECT SWITCH LShift + A
Elastic Limit
Page 31
SECTION 1 1-3
AIRCRAFT HOTAS
Throttle
No. Control name Description Action in options Default key
Activates/deactivates the jammer emission Jammer ACTIVATE /

1 JAMMER CONTROL SWITCH E
Standby Toggle
Main U/VHF Radio LShift +

Selects the radio used for transmission. SELECT Num+
RADIO SELECTION SWITCH
2 For more information see RADIOS
Aux. UHF Radio LAlt +
SELECT Num+
PANIC PUSHBUTTON Releases the emergency chaff/flare

3 Decoy PANIC release INSERT
program (Program 0).
TDC UP ; | RAlt+Up
TDC DOWN . | RAlt+Dn
Controls up, down, left and right the radar
4 RADAR DESIGNATOR CONTROL TDC LEFT , | RAlt+Lt
screen designation cross.
TDC RIGHT / | RAlt+Rt
TDC CENTER NONE
This three position sliding switch controls

the speedbrakes Airbrake TOGGLE B
5 AIRBRAKE CONTROL Aft: Extends the A/B; spring-loaded position Airbrake ON LShift + B
Middle: Retracts the A/B; stable position Airbrake OFF LCtrl + B
Forward: Extends the A/B; stable position.
6 POLICE LIGHT CONTROL SWITCH Toggles ON/OFF the police searchlight. Police Light Toggle NONE
Works differently depending on the AA Gun SELECT C

CNM THROTTLE SWITCH
7 selection made on the PCA, position of the PCA Select NONE
(SEE BELOW)
Master Arm switch and HUD Mode. MAGIC SELECT NONE
In air to ground, designates a chosen

AIR-TO-GROUND DESIGNATE / Magic Slave / AG
ground target.
8 MAGIC SLAVE SWITCH Designate / INS NONE
In air-to-air, slaves the Magic II seeker on a
(SEE BELOW) Position Update
target locked on radar.
This rotating wheel with a center detent Radar Antenna UP

adjusts radar antenna elevation. Radar Antenna DOWN
9 ANTENNA ELEVATION WHEEL Radar Antenna NONE
CENTER
Page 32
SECTION 1 1-3
AIRCRAFT HOTAS
ADDITIONAL INFORMATION ABOUT DIFFERENT MODES:
Weapons System Command (WSC)

The use of this switch depends on several factors: position of the Master Arm
switch, selection made on the PCA and the HUD mode.
NAV Mode Selected

(no selection on the PCA)
WSC FWD Enables AA MODE BORESIGHT
WSC AFT Enables BAH (HORIZONTAL SCAN)
WSC DEPRESS Unlocks the currently locked radar target
AG [Air to Ground] Selected

(air to ground weapon selected)
WSC FWD Switch to AG ATTACK MODE and load memorized settings
WSC AFT Stay in PCA-selected mode
WSC DEPRESS No function
AG Attack Mode
WSC FWD No function
WSC AFT Memorize current PCA selection and go in NAV MODE
WSC DEPRESS No function
AA [Air to Air] Selected

(air to air weapon selected)
WSC FWD Enables AA MODE BORESIGHT or AA SUPER POINTED STT if S-530 is
already in the air.
WSC AFT Enables BAH (HORIZONTAL SCAN)
WSC DEPRESS Unlocks the currently locked radar target
Page 33
SECTION 1 1-3
AIRCRAFT HOTAS
AA Mode Boresight active

WSC FWD Enables AA MODE VERTICAL SCAN if POL, MAG, CAN or nothing
selected. If S-530 selected, enables AA MODE SPIRAL HUD SCAN.
WSC AFT Cycle to BAH (HORIZONTAL SCAN)
WSC DEPRESS Return to radar scan
AA Mode Spiral HUD scan active

WSC FWD Cycle back to AA MODE BORESIGHT
AA Mode Vertical scan active

AA Mode BAH scan active

WSC AFT Cycle to BA2 (HORIZONTAL SCAN)
AA Mode BA2 scan active

AA Mode Super Pointed STT active (NOT FUNCTIONAL)

WSC FWD No function
Page 34
SECTION 1 1-3
AIRCRAFT HOTAS
AA RADAR MODES
If there is no locked radar target, it will lock the target below the TDC. Otherwise it
will cycle between TWS (PID) and STT (PIC) modes.
NOSE WHEEL STEERING/IFF INTERROGATE
Its functionality changes on whether the aircraft is on the ground or in the air.
• On the ground: It engages/disengage the nose wheel steering system (NWS).
• In the air: If the radar IFF interrogator is enabled, it interrogates radar contacts to
determine if they are friend or foe.
MAGIC SEARCH/NAV UPDATE
Its functionality depends on system Master Mode.
• NAV Mode: Starts INS Vertical Position Update (equivalent to clicking on the
REC button in the PCN). Please see INS POSITION UPDATE
• AA Mode: If the selected weapon is Magic and it has a lock, it clears the lock so
the seeker starts searching again.
THROTTLE CNM SWITCH
• Throttle CNM MAG Select: It selects MAGIC missiles for use and sets the system
to AA MAG mode overriding any PCA weapons selection. PCA selection is saved in
system memory.
• Throttle CNM GUN Select: It selects the DEFA guns for use and sets the system in
AA CAN mode overriding any PCA weapons selection. PCA selection is saved in
system memory. Radar is still on scan.
• Throttle CNM Neutral: with AA mode selected, it returns to the previous mode
used before the CNM was set on MAG or CAN. Radar behaviour stays the same as
it was in MAG or CAN.
AIR-TO-GROUND DESIGNATE / MAGIC SLAVE SWITCH
Its functionality depends on system Master Mode.
• NAV Mode: Triggers ‘OBL’ Radar Position Update (OBL must have been selected
on the PCA first). It uses the radar TAS mode to calculate the difference between
INS position and the radar cross so the INS can update its position.
• AA Mode: It slaves the Magic missile seeker to the radar or viceversa. Only works
when there is a locked radar target and Magic missiles have been selected.
• AG Mode: Its functionality is based on attack mode:
• CCRP Direct (No INS): It designates the ground under the diamond reticle as a
bombing target. If a target has been designated, it clears the designation.
• INS Bombing (IP/BAD): It works similar to NAV Mode, except that it is the IP
position that is updated.
Page 35
SECTION 2
ENGINE
SECTION 2
ENGINE
Page 36
SECTION 2 2-1
ENGINE ENGINE
SNECMA M53-P2 ENGINE INFORMATION

The M-2000C uses the SNECMA M53-P2, afterburning turbofan engine. The
M53 is single shaft driving both the turbofan and compressor. The M53 is
relatively older in design in comparison to the newer engine design of the same
generation, it retains very desirable traits for military use. This can cut
maintenance and cost for service and reliability.
The single spool design of the turbofan engine has its draw backs. When one
compressor section stalls on a single-spool fan, it directly effects the entire spool.
With the two-spool engine, if the one compressor stalls, the remaining
compressor and turbine continue to function independently, maintaining partial
thrust, making it easier to get the stalled compressor working again, without
having to rely on "wind milling" for engine to start.
The M53 is the only known single-spool turbofan extant as of 2013, while
SNECMA transitioned to a more conventional two-spool design such as the M88.
General characteristics M53-P2

Type: afterburning single-shaft turbofan
Length: 5,070 mm (199.60 in)
Diameter: 796 mm (31.33 in) inlet
Dry weight: 1,515 kg (3,340 lb)
Compressor: 8-stage axial compressor
Combustors: annular
Turbine: 2-stage axial turbine
Dry thrust: 64.7 kN (6,600 kgp / 14,500 lbf)
Afterburning thrust: 95.1 kN (9,700 kgp / 21,400 lbf)
Page 37
SECTION 2 2-1
ENGINE ENGINE
ENGINE CONTROL
The M53-P2 is controlled by a throttle, located on the left cockpit console,
featuring a red lever in the centre of the throttle quadrant. The throttle sends
pilot's orders to an electronic regulation system (named CALC for calculateur -
(engine) computer) providing a care-free handling of the engine for the crew.
The CALC manages engine RPMs (including high T7 temperature, low and high
RPMs safeties), nozzle position and afterburner use.
The CALC also features an emergency mode, named SEC CALC which translates
to "Emergency (engine) Computer", in case of failure of the main engine
computer.
Switching engine control to SEC CALC may be automatically triggered when the
main CALC built-in-test detects its own failure; it may also be triggered by the
pilot through the CALC 3-position switch:
• Middle position (stable) = normal CALC use
• Forward position (unstable / spring-loaded) = reset normal CALC
• Backward positoin (stable & guarded) = forces SEC CALC mode.
In SEC CALC, the afterburner cannot be lit. It is however kept On if it was already
engaged before the switch to SEC CALC.
Under SEC CALC, the nozzle rules change, and depend on a variety of factors,
and the "flaps" regulating the bypass ratio of the engine remain fully open. Expect
a lower thrust than in normal mode around MIL setting.
The engine RPM are still controlled by the throttle in SEC CALC. The pilot must
act smoothly on the throttle, and pay close attention to the engine parameters, as
some automatic protections may be lost.
A second emergency mode is SECOURS CARBURANT (in short: SEC CARB)
which translates to "Emergency Fuel", for more serious issues. SEC CARB mode
is used in case of hydromechanical failure or serious regulation failure such as:
• loss of efficiency of the main throttle
• non-recoverable engine RPM drop
• constant engine overspeed not recoverable via SEC CALC
• mechanical failure of the normal driveline
• unability to relight the engine inflight in normal or SEC CALC mode (after a
commanded cut-off)
• any inflight relight following an engine flame out
SEC CARB provides regulation of the engine RPM and nozzle independently of
the main circuit.
The afterburner is not available in SEC CARB. The idle regime is higher than in
normal mode, and the nozzle is forced open at higher RPM than usual.
Page 38
SECTION 2 2-1
ENGINE ENGINE
This mode is triggered by lowering the yellow & black stripped plate - situated on
the left of the main throttle, against the cockpit "wall" - towards the pilot.
The RPM are controlled through the tiny secondary throttle located behind the
SEC CARB plate. Note that engine response is much slower than in normal mode,
the pilot must anticipate his trust needs. With the nozzle open at higher RPM and
the afterburner not available, the max thrust is much lower than in normal mode.
Consider jettissonning heavy payloads.
It is forbidden by SOPs to return to the normal regulation inflight, after having

triggered the SEC CARB following one of the above-listed failures.
The engine may be relighted in SEC CARB mode. It cannot be cut-off in SEC
CARB mode via the normal button & throttle (which are shunted). To cut-off the
engine after landing, the pilot must either:
• return to normal regulation to use the normal method

• use the fuel shut-off valve to starve the engine
***
Screenshot by jaguara5
Page 39
SECTION 2 2-1
ENGINE ENGINE
Engine Startup Panel

The M-2000C does not have an Auxiliary Power Unit, instead it relies on a jet
starter to start the SNECMA M53-P2 engine. The jet starter uses both internal
fuel and battery power to do its job, although a Power Cart is preferred to prevent
draining the battery of all power and to allow INS alignment with better precision
in the absence of engine vibrations.
To control the start of the engine, there is a startup and control panel on the right
console that will allow this operation.
1. STARTER BUTTON (WITH COVER). Triggers the JFS engine starter.
2. STARTER FUEL PUMP. Used to supply fuel to the engine during start
sequence, even when only DC power (from battery) is available. It is
automatically switched into “ON” position when you open the Starter
button cover.
3. BOOST FUEL PUMPS. Left (G) and Right (D) low - pressure boost fuel pumps.
4. IGNITION/VENTILATION SWITCH. Selects the jet starter ignition plug, or the

crank mode. Three-position switch: Crank (VENT), Left plug (G) and Right
plug (D).
5. FUEL SHUT-OFF VALVE SWITCH (WITH COVER). After opening the cover, you
can set the shut-off fuel valve in the closed (left) or open (right) position.
Page 40
SECTION 2 2-1
ENGINE ENGINE
Engine’s air flow controls

The M-2000C has two devices that assure the correct air flow to the engine: the
scoops that forces air through the underside auxiliary air intakes at high AoA,
medium speed and high altitude, and the inlet cones that extend at high speed (>
M 1.2) to prevent supersonic shockwaves to penetrate inside the air inlets
themselves.
These devices are automatically operated and do not require pilot intervention
except during emergencies. They are controlled by two switches located below the
main radio panel.
FLIGHT CONTROLS PANEL
1. ENGINE SCOOPS CONTROL

SWITCH: AUTO (Default) / R
(Retracted).
2. INLET CONES CONTROL

SWITCH: AUTO (Default) / R
(Retracted)
Engine Instruments
The M-2000C engine gauges consist of 3 indicators that display engine RPM and
temperature.
1. ENGINE RPM (N) NEEDLE, showing the % if engine

power used.
2. ENGINE RPM (N) DISPLAY, showing numerical values.
3. ENGINE T7 TEMPERATURE INDICATOR, in hundreds of

Celsius.
Page 41
SECTION 2 2-1
ENGINE ENGINE
Engine Warning Lights

START UP LIGHT: The Start Up Light is located on the upper right area of
the main panel. When the engine is in start mode the light will
illuminate. Once the engine has started (after reaching around 49%) the
light will go out.
AFTERBURNER STATUS LIGHT: the Afterburner Status Light is located on

the upper right area of the main panel (next to the Start Up Light).
When the Afterburner is in use, the light will illuminate.
ENGINE FIRE WARNING LIGHT: illuminates when there is a fire in the

engine's secondary and/or in the afterburner chambers.
***
Page 42
SECTION 3
ELECTRIC SYSTEM
SECTION 3
ELECTRICAL SYSTEM
Page 43
SECTION 3 3-1
ELECTRICAL SYSTEM ELECTRICAL SYSTEM
ELECTRICAL POWER SUPPLY SYSTEM

The M-2000C power supply system consists of an alternating current (AC) and a
direct current (DC) circuits.
• 2x 115/200 V, 20 KVA three-phase alternators (57 A per phase).
• 2x 150 A/28 V transformers-regulators (one for normal use, the other
intended for emergencies).
• 1x 24 V, 40 A/h rechargeable battery.
• 1x 200 VA power converter.
• 1x 100 VA three-phase converter for the flight computer.
The aircraft also has connectors for external power supply (very often used when
on the ground, to keep battery life up - in fact it is highly advisable to use the
external power supply for the whole alignment process).
Electrical Power Controls

The aircraft power supply is controlled by a four-switch bank located on top of
the right instruments panel, just above the Warning/Caution Lights panel.
1. MASTER BATTERY SWITCH: turns on the battery.
2. AC>DC SWITCH: enables the main converter (up) or the emergency

converter (down).
3. ALTERNATOR 1 SWITCH
4. ALTERNATOR 2 SWITCH
The yellow warning lights beneath each Alternator switch will

NOTE
remain ON as long as ground power source is connected.
5. LIGHTS TEST SWITCH: used to test lights and lamps in the pit
Page 44
SECTION 3 3-1
CIRCUIT BREAKER PANEL: located below the Engine Start Panel, it

governs several systems and allows for quick disabling the
electrical power for several systems. NOT FUNCTIONAL
POWER DISTRIBUTION SCHEMATICS

Both the AC and DC circuits are divided into the following buses:
1. 6x AC buses
1.1. AC 1 Main bus
1.2. AC “réseau d’alerte” (QRA) bus
1.3. AC 1 Emergency bus
1.4. AC 1 Secondary (load-shedable) bus
1.5. AC 2 Main bus
1.6. AC 2 Secondary (load-shedable) bus
2. 4x DC buses
2.1. DC Main bus
2.2.DC "réseau d'alerte" (QRA) bus
2.3.DC Secondary (load-shedable) bus
2.4. Battery bus
These are in fact part of the AC main 1 bus and the DC main bus, that
can be powered separately, only when the aircraft is on the ground
(with GPU) on QRA duties; those busses allow some devices to
NOTE remain powered during alert so that start-up and take-off will be
speeded up (most obvious example: the INS, which remain powered
= aligned = ready to go). In the air, "Alert Network" switch being off,
those buses are powered from the AC main 1 bus and the DC main
bus.
Page 45
SECTION 3 3-1
POWER DISTRIBUTION SCHEMATICS
Page 46
SECTION 3 3-1
ELECTRICAL POWER EMERGENCY CONDITIONS

Situation Alarm Lights AC Buses DC Buses Remarks
GPU on ALT 1 ALT 2 All on All on Lights are just indicating the
alternators are offline, all is
OK.
GPU On + BATT ALT 1 ALT 2 BATT All on All on Battery powers its own bus
switch Off but is not connected nor
recharged.
GPU On + QRA None AC QRA On DC QRA Normal situation when

switch On (up) All others Off On aircraft is on QRA duty, on
ground but ready to go.
All NOT FUNCTIONAL
others
Off
ALT failure ALT 1 or ALT 2 AC Sec. 1 Off (*) All on Both AC main buses are
(or switched off) AC Main 1 On powered by remaining
AC Emergency On alternator (**)
AC QRA On As a consequence, both AC
AC Main 2 On Sec. buses are switched Off
(*)
AC Sec.2 Off (*)
Double Alternator ALT 1 ALT 2 TR AC Emergency On All On – Anticipate quick CC failure
failure (or All others Off powered by because of battery
switched off) battery only discharge.
AC Emergency bus is
powered from battery via
emergency inverter.
TRN failure (+ TR TR All On All On - TRS comes online

switch up) powered by automatically – pilot
TRS confirms this by flipping
down the TR switch = the TR
status light then comes off.
TRS failure (+ TR TR All On All On – Anticipate quick CC failure

switch down) powered by because of battery
or TRN+TRS battery only discharge.
failure (whatever
TR switch position
is)
Battery discharge, TR CC All On DC Main: On Land in less than 30
tension on DC DC QRA: On minutes, battery discharge.
buses < 26V DC Sec: Off
(*)
Batt: On
Page 47
SECTION 3 3-1
Situation Alarm Lights AC Buses DC Buses Remarks
Failure on main Alt ALT 1 TR AC Sec. 1 Off (*) All On – TRS comes online
bus 1 (e.g. major AC Main 1 Off powered automatically – pilot
short circuit) AC Emergency On through TRS confirms this by flipping
AC QRA Off down the TR switch = the
status light then comes off.
AC Main 2 On
AC Emergency bus is
AC Sec.2 Off (*)
powered from battery via
emergency inverter.
Failure on main Alt ALT 2 AC Sec. 1 Off (*) All On

bus 2 (e.g. major AC Main 1 On
short circuit) AC Emergency On
AC QRA On
AC Main 2 Off
AC Sec.2 Off (*)
Battery failure BATT All On DC Main: On Provided AC power and TR
DC QRA: On are available, only the Batt
DC Sec: On bus is lost (Batt switch
Batt: Off comes automatically offline
if battery failure occurs)
Battery isolated BATT All On All On Battery not reloaded

(switch down) anymore; IRL it's forbidden
to do so in flight.
None (***) All On DC Main: Off Near total DC failure

Battery isolated DC QRA: Off situation.
(switch down) + DC Sec: Off
Double TR failure Batt: On
Battery failure + None (***) All On All Off Total DC failure situation.
Double TR failure
(*) by automatic load shedding

(**) powered by the remaining alternator through a transfer box between Alt1 & Alt2
main busses
(***) the alarm panel is not powered anymore: all alarms lights are off
Page 48
SECTION 4
FUEL SYSTEM
SECTION 4
FUEL SYSTEM
Page 49
SECTION 4 4-1
FUEL SYSTEM FUEL
FUEL SYSTEM
The M-2000C fuel system consists of left and right fuel groups each one consisting
of a wing tank, a feeder tank and a forward tank in the fuselage. Also in the front of
the aircraft, just aft of the cockpit the engine central tank is located. All fuel tanks
are part of the aircraft structure. The aircraft also has three wet points, under each
wing and under fuselage in the centerline, for three external fuel tanks that can
double the total fuel load.
Description Kg Lbs US Gals Liters
1 Right group forward tank 304.0 670.0 101.7 385.0

2 Right group wing tank 523.0 1154.0 175.0 662.5
3 Right group feeder tank 592.5 1306.0 198.1 750.0
4 Left group feeder tank 592.5 1306.0 198.1 750.0
5 Center tank 320.0 705.0 107.0 405.0
6 Left group forward tank 304.0 670.0 101.7 385.0
7 Left group wing tank 523.0 1154.0 175.0 662.5
Total internal fuel 3160.0 6966.0 1056.6 4000.0
RP-522 centerline tank 990.0 2182.6 343.4 1300.0
Total internal + RP-522 fuel 4150.0 9146.6 1400 5260.0
RP-541 wing tank (each) 1580.0 3482.3 528.6 1700.0
Total internal + 3 ext. fuel 7310.0 16111.2 2457.2 8660.0
Page 50
SECTION 4 4-1
FUEL SYSTEM FUEL
The aircraft has aerial refueling capability using a detachable probe on the
starboard side just in front of the cockpit.
FUEL GAUGE
Displays the fuel weight and controls transfer of the fuel system. All values
displayed in this gauge are in Kilograms.
1. REFUEL TRANSFER LIGHT: Lights up when Aerial Refueling Switch is on.

2. JAUGE FUEL AMOUNT COUNTER: displays Total Internal fuel amount. This
number is a measure by sensors mounted inside the internal tanks (except wing
ones, which are estimated by maths using the fuselage quantity and a multiplication
coefficient.
3. LEFT FEEDER FUEL LEVEL INDICATOR: Displays the left feeder tank fuel amount.
4. DETOT FUEL AMOUNT COUNTER: Displays Total fuel available to the aircraft
(internal + external) tanks. This number is the result of subtracting the (measured)
Page 51
SECTION 4 4-1
FUEL SYSTEM FUEL
fuel consumption from the starting total (value set before engine start). In DCS, the
starting total is automatically set at start and reset in case of refuelling. No pilot
action is required.
5. AFF DETOT FUEL DISPLAY SWITCH: Sets information for the DETOT Fuel
counter. NOT FUNCTIONAL
6. RIGHT FEEDER FUEL LEVEL INDICATOR: Displays the right feeder tank fuel amount.
7. FUEL WARNING LIGHTS: Indicates when a fuel tank is empty (see next page).
8. INTERNAL FUEL TRANSFER CONTROL: Allows the Fuel transfer to keep fuel level
balanced. NOT FUNCTIONAL
9. TRANSF TEST SWITCH: Test Fuel Transfer circuit. NOT FUNCTIONAL
FUEL WARNING LIGHTS

The fuel warning lights indicate when a given fuel tank is empty or, more precisely,
that it doesn't transfer any fuel towards the feeders tanks. They consist of three
groups:
RL = (Réservoirs Largables) External fuel tanks. There is one light for each tank.
AV = (AvantI) Forward fuselage tanks. There is one light for each group: Left and
Right.
V = (Voilure) Wing fuel tanks. There is one light for each group: Left and Right.
The image on the next page shows when each group of lights is lit and the amount
of fuel remaining at the time.
The NIVEAU caution light will turn on when the fuel remaining falls below
500 Kgs. At that time, you have a few minutes before flameout.
Page 52
SECTION 4 4-1
FUEL SYSTEM FUEL
FUEL BOOST PUMPS
The aircraft has two low pressure boost pumps (BP is for Basse Pression) that feed
the engine during normal (g>0) maneuvres. There is no specific pump for inverted
flight, and this explains that the time for inverted (or g<0) flight is very limited.
The switches for the fuel boost pumps are in the Engine Start Panel.
Page 53
SECTION 4 4-1
FUEL SYSTEM FUEL
FUEL FLOW GAUGE AND BINGO SELECTOR

Located on the Main Panel it displays the current fuel flow and lets you set up the
Bingo fuel alarm.
1. FUEL FLOW: Displays the engine fuel consumption in

kilograms per minute (Kg / min).
2. BINGO FUEL SELECTOR: The drums are used to activate the

Bingo Fuel Alarm on the Caution / Warning advisory panel.
“Bingo” is used to indicate the minimum amount of fuel

required for a safe return to base. If an aircraft keeps flying
after the “Bingo” mark it will require air refuelling to return.
Always pay attention to your current fuel use. You can easily calculate
remaining flight time if you maintain the given consumption rate. Also,
NOTE do remember that the fuel consumption will be dependent on the
applied thrust (obviously), but also will diminish with altitude - the
higher you are, the less you are going to burn.
EXTERNAL TANKS FUEL DUMP SWITCH

The M-2000C can only dump the fuel that exist in the external tanks. The
switch that controls the fuel dump is in the rear of the left instrument
panel, above the FBW and Autopilot Test Panel. It is a guarded switch with
a yellow/black stripped cover. Once opened, you cannot close the dump
valve.
FUEL DUMP TIMES: RP-522 = 2 minutes 30 seconds
RP-541 = 4 minutes
EXTERNAL TANKS JETTISON
You can jettison the fuel tanks just as you would any other weapon by using the
selective jettison procedure (see STORES JETTISON). It is advisable to do so before
entering any dogfight, as even empty external tanks will increase the drag and
reduce aircraft’s manoeuvrability.
Remember to use caution when jettisoning the fuel tank to disable the
CAUTION selective jettison switch. Also, be mindful of the jettison location, avoid
doing that over civilian - populated areas.
Page 54
SECTION 5
HYDRAULICS
SECTION 5
HYDRAULICS
Page 55
SECTION 5 5-1
HYDRAULICS HYDRAULIC SYSTEM
HYDRAULICS
The aircraft’s hydraulic system includes two independent systems with the same
power. Each system has a 110 liter/min self-regulating pump with 280 bars of
pressure. Additionally, there is a reserve electrical pump (EP) which is connected to
system 2 and that automatically starts when the pressure in system 2 falls below
160 bars. This pump provides 190 bars of pressure only, for flight controls and
parking brake/emergency brakes accumulator.
1. HYDRAULIC PRESSURE GAUGE: displays
2. HYDRAULIC SYSTEM SELECTOR: for gauge display.

NOT FUNCTIONAL
HYDRAULIC SYSTEM FEEDS DESCRIPTION

System 1
• Air brakes
• Slats (becs)
• Engine shock cones (souris)
• Engine scoops (pelles)
• Landing gear (normal)
• Wheel brakes (normal).
System 2
• Emergency landing gear actuator.
• NWS
• Emergency brakes
• Parking brakes.
As you can see on the schematics below, each hydraulic system also feature a hydro-
alternator; those provide electric power, completely independently of the main
electric system, to the #1 and #2 FBW channels computers respectively, so that even
in case of total failure of the main electric system, the FBW remains operational as
long as there is hydraulic power."
Page 56
SECTION 5 5-1
HYDRAULICS HYDRAULIC SYSTEM
HYDRAULIC SYSTEM SCHEMATICS
Page 57
SECTION 6
FLIGHT CONTROLS
SECTION 6
FLIGHT CONTROLS
Page 58
SECTION 6 6-1
FLIGHT CONTROLS MOBILE SURFACES
M-2000C MOBILE SURFACES

The M-2000C flights controls include the following mobile surfaces.
• 4 elevons for pitch and roll control.
• 1 rudder
• 2 pairs of automatic slats (becs).
The elevons and the rudder are controlled by an electro-hydraulic servo connected
to the two hydraulic circuits (HYD1 and HYD2, see SECTION 4). The servos are
connected to two motor-servos (NORMAL and EMERGENCY).
The slats are controlled by a pair of motors that are actuated by HYD1 and move
depending on the flight conditions.
NORMAL OPERATION
ELEVATORS
Stick displacement:
UP Elastic stop at 43.2 mm

Mechanical stop at 54 mm.
DOWN Mechanical stop at 30 mm.
The elastic stop provides a restraint that limits the load factor or AOA while
allowing override during hard maneuvers.
NOTE In DCS, the ability to exceed the elastic stop is provided by using a
button, as flight sim joysticks don’t include a physical stop on the pitch
axis. The button used is shared with the AP off feature.
The stick movement is filtered and reduced so that the total displacement + trim
does not exceed the elastic stop unless that is the pilot’s will. The deflection order
has an airspeed limiter to prevent high loads.
Flight commands are regulated to avoid high Gs when speeds are above 300 knots.
The control stick allows the pilot to control the load factor.
At low airspeed, the AOA is the primary parameter for flight control.
The aircraft stabilisation is a function of load factor, pitch angle, AOA and dynamic
pressure.
Page 59
SECTION 6 6-1
FLIGHT CONTROLS MOBILE SURFACES
AILERONS
Stick displacement: ±12º

The stick movement is filtered and reduced to maintain the roll speed limit, as a
function of elevator command and load factor in order to reduce the roll speed and
acceleration during high AOA and wing loads.
The aileron trim is added to the stick movement.
Aircraft stabilization is achieved as a function of roll angular speed.
RUDDER
Pedals displacement: ± 28.5 mm.
Rudder authority is limited by stick pull-up command.
A transverse accelerometer provides static stabilisation.
A yaw gyro provides with dynamic dampening.
There is a yaw stabilisation function that maintains zero lateral acceleration during
steady flight (no cross manoeuvres). If active, rudder trim is redundant since both
devices tend to cancel each other out. Yaw stabilisation is particularly important in
aiding fast rolling and turning coordination to prevent departure from controlled
flight.
The rudder has a limited role in steering the aircraft. It is unnecessary

NOTE except in certain regiments as during air refuelling, air-to-ground
targeting or crosswind landing. To cover the latter case, the authority of
the rudder is increased when the landing gear is down.
Page 60
SECTION 6 6-2
FLIGHT CONTROLS FLY-BY-WIRE SYSTEM
FLY-BY-WIRE
Delta - wing aircraft have a major drawback of having a very heavy drag at high
angles of attack. In order to overcome that, a special system has been developed
that replaces the conventional manual flight controls with an electronic interface.
What it does, it converts the movements of the flight controls to electronic signals
transmitted by wires to the computer, which in turn decide how to move the
actuators of the control surfaces to achieve the required response. This system
allows to fully exploit numerous advantages of the delta - wing aircraft, including
low wing loading, large internal space, structural rigidity and clean flight behaviour.
It is important to remember that the M-2000 has a different philosophy in terms of
flying in comparison to most aircraft.
Despite the fact that it is a fighter, the aircraft mostly flies with Autopilot engaged
(see SECTION 6 for more information). Immediately after takeoff, the pilot engages
the Autopilot. The system has the ability to auto trim and keeps the aircraft at the
attitude that the pilot wants. The FCS constantly monitors weight and flight
parameters and prevents the pilot from overstressing the airframe. The FCS of the
Mirage 2000 is programmed to allow 9G manoeuvring and a roll rate of 270°/sec
when configured for air-to-air combat.
The M-2000C has a Fly-By-Wire (FBW) system with 4 channels of control plus a
fifth emergency one. The FBW allows the aircraft to:
• Control an unstable aircraft, especially when carrying external stores which have a
significant impact on performance.
• Help the pilot to prevent loss of control by overriding flight commands that are
outside their parameters.
• Improve the operational efficiency of the plane, including the flight characteristics
and control of the aircraft in high AoA conditions
• Improve the safety of the pilot
SLATS (BECS)
The automatic slats are controlled by AOA. They begin to operate at α = 4º and are
fully extended at α = 10º. Extension depends on speed and mach. The slats are
automatically retracted when the landing gear is down.
The use of leading edge slats also increase the aspect ratio during the combat
manoeuvres.
To cover certain cases when landing speed is too low due to engine
NOTE damage, the slats can be extended manually, when the landing gear is
down, by clicking the BECS switch to the SORTIS position.
Page 61
SECTION 6 6-2
FBW MODES SWITCH
The FBW mode switch is used by the pilot to adapt the FBW
system to the stores loaded into the aircraft. There are two
modes that are in use: Air/Air and Charges (Load).
Air/Air Mode
• Limits load factor for the elevator elastic stop to 9 g (± 0.5 g).
• Limits AOA to 29º or 27º when speeds are under 100 knots
• Limits the roll speed and angular acceleration to 270º/sec.
• Audio warning when alpha ≥29º, or stick at full aft position, or indicated air speed
below 100 knots.
This mode is allowed when the aircraft is clean (no load), or with a load
WARNING limited to air-to-air missiles (Magic and/or 530D) and/or an empty
centreline fuel tank.
Charges Mode
• Limits load factor for the elevator elastic stop to 5.5 g (± 0.5 g).
• Audio warning when alpha >= 20º. The pilot must abide to this limit by himself.
• Limits pilot roll command based on load factor.
• Limits roll angular speed to 150º/sec.
This mode must be used when the aircraft carries any of the following load: non-
empty centerline droppable fuel tank, any wing droppable fuel tank, any bomb or
rockets pod. This mode should also be used for AAR whatever the payload carried at
the time as it offers a more gentle response..
Both modes have been covered to greater extent in the stock campaign
NOTE available with the module.
Page 62
SECTION 6 6-2
DEGRADED AND EMERGENCY MODE OPERATION

One thing to notice about the FBW is that - contrary to what might be commonly
said - there is no way to disengage or turn off the FBW. However, there is a
possibility to change the FBW Gain Switch to “fixed” or “emergency” mode, which
should be done only in case of a serious failure, usually pitot - static or AOA sensors.
FLY-BY-WIRE SPIN SWITCH:

Two position switch.
• Norm: FBW system is in normal control mode.
• Vrille (Spin): FBW gives full authority to the pilot on the yaw
and roll axis, and AoA limiter is overriden. To be used only in
emergencies during a flat spin stall.
The Fly By Wire system use is essential for proper functioning of the
WARNING aircraft. Avoid using the SPIN position of the Spin Switch as it may
result in an uncontrollable spin from which you won't be able to recover.
FLY-BY-WIRE EMERGENCY CHANNEL:

The FBW emergency channel is a last resort system in case of
total FBW failure. The aircraft is put in a get-you-home
condition. Not to be used for normal flight.
NOT FUNCTIONAL
***
Screenshot by AV_Partizan
Page 63
SECTION 7
AUTOPILOT AND TRIM
SECTION 7
AUTOPILOT AND TRIM
Page 64
SECTION 7 7-1
AUTOPILOT AND TRIM AUTOPILOT
AUTOPILOT
The autopilot (AP) provides automatic flight path control through basic and
advanced modes. The M-2000C auto-pilot is designed to allow the pilot to turn it on
shortly after takeoff and use the trim control to fly the aircraft. The pilot can also
put temporarily the auto-pilot in standby to make a correction and then
automatically return to its previous auto-pilot settings.
The basic mode AP is the attitude hold mode (despite its name also allowing the
pilot to adjust heading and vertical flight path), while the advanced modes are
current altitude hold mode, altitude capture mode and approach mode.
Operational limits
Max altitude 50,000 feet
Max pitch angle ±40º
Max AOA 18º
Max Roll 65º (will return to 60º when engaged)
Max speed 50 KIAS less than the operational limit for current
configuration
Minimum speed 200 KIAS (unless in approach, limit is 18o AoA)
Minimum altitude Normal mode: 500 feet
Localizer and Glideslope hold: 200 feet
Selected altitude hold: 1,000 feet
Autopilot Panel
The autopilot is managed through a mode selector panel, an altitude selector panel
(ALT SEL) and three controls on the control stick: the AP disengage pushbutton,
the AP Override / Standby “trigger” and the trim hat.
1. TEST PUSHBUTTON: press to trigger the

annunciator lights test.
2. AP ENGAGEMENT PUSHBUTTON: activates the
autopilot and selects the attitude hold mode.
3. ALTITUDE HOLD MODE SELECTOR
PUSHBUTTON:
When the autopilot is engaged, selects the
altitude hold mode.
4. A LTITUDE INTERCEPT MODE SELECTOR
PUSHBUTTON:
When the autopilot is engaged and an altitude
is set on the altitude selector panel, selects
altitude capture.
Page 65
SECTION 7 7-1
5. NOT USED
6. ILS APPROACH MODE SELECTOR PUSHBUTTON: When the autopilot is engaged,
selects the automatic ILS approach mode.
7. ALTITUDE SELECTOR: a drum used to set a target altitude, with regard to the
current pressure setting on the altimeter. Three setting wheels (10,000-feet, 1,000-
feet and 100-feet wheels) permit to set a desired altitude to intercept and hold. It is
used in conjunction with the altitude intercept mode (button 4).
Indications
All panel pushbuttons have green and amber lights that come on to indicate AP
engagement and active mode of operation. A green light indicates an active mode
and amber light indicates that the mode is armed but in standby. No lights indicate
that the AP is disengaged. In addition to these annunciators, the HUD displays an
asterisk (*).
AUTOPILOT OPERATION
As it was mentioned earlier, M-2000C uses a very specific way of controlling the
aircraft during almost all phases of flight with the exception of take-off, air-to-air
refuelling, combat, short final and landing. Normally, the pilot would engage the AP
soon after reaching operational limits (200 knots IAS, but it is advised to reach 250
- 300 IAS threshold) and then use the trim hat for navigating, adjusting flight
parameters etc.
The two main visual aids for that are the small asterisk (*) and a AP Selected route
caret (^) on the HUD and the AP Heading Bug on the HSI.
The AP selected route cue on the HUD is displayed only if AP Selected

NOTE route is more than 0.5 degree apart from current aircraft course.
The asterisk indicates the desired flight path angle. After engaging the AP if pilot
wants to set the climb to, say, 5 degrees, he simply pushes the hat trim down and
holds it until the asterisk reaches the given line on the Flight Path Pitch Ladder
(FPPL). The aircraft will gently increase its pitch matching the Flight Path Marker
(FPM) with the asterisk.
The AP Selected Route caret is synchronised with the AP Heading Bug on the HSI.
Both show the heading which the autopilot should hold or turn to if in Attitude
Mode.
Page 66
SECTION 7 7-1
The heading bug will move around the HSI once the
left or right trim hat is pressed and held by the pilot.
Use short presses for small heading corrections. If you
want to make a larger turn, for instance to intercept
the next waypoint on your flight path, press the trim
hat left or right and hold it until the bug gets to the
desired point and / or aligns itself with the wide
needle.
You will notice that the AP Selected Route caret with
do the same on the Heading Scale in the HUD.
AP engagement - disengagement - override
Pressing the AP engagement pushbutton (2) activates the autopilot.
Pressing the pushbutton again disengages (deactivates) the AP. Disengagement can
also be accomplished by pressing the AP disengagement pushbutton on the control
stick, or moving the control stick more than half of its maximum course in any
direction.
The AP can be temporarily overridden (paused) by pressing and holding the AP
StandBy pushbutton on the control stick. All active AP mode annunciators light up
amber and the aircraft can then be flown manually with the AP in standby. When
desired, the AP can be returned to previous operation by releasing the AP StandBy
pushbutton.
When the AP is engaged, control stick movements will have no effect unless the AP
is deactivated, overridden or stick is moved more than half of its full displacement
in any direction.
AUTOPILOT MODES
All AP superior modes require the attitude basic mode of the autopilot to be
engaged.
Whatever the mode selected, the autopilot does not include an auto-
WARNING thrust feature. Therefore, the pilot must constantly manage throttle
settings and monitor airspeed when the autopilot is engaged.
All altitude modes refer to the pressure setting set on the altimeter.
NOTE Changing the pressure setting will cause the current barometric altitude
value to change, and as a result aircraft to climb or descend to keep the
memorised or set altitude.
Page 67
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SECTION 7
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ROLL: This mode has no action on the roll, which remains commanded as set
by the basic Attitude mode.
Page 68
A :
T ALT a a .
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SECTION 7
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Page 69
8-4
SECTION 7 7-1
When entering the ± 3°cone of the localizer:

The L annunciator switches from amber to green.
PITCH: The pitch axis is controlled by the AP. Flight path angle can be
adjusted by the pilot via the trim hat.
ROLL: AP is in control of roll and adjusts heading to capture and follow the
LOC axis. Trim hat left/right inputs have no effect.
If the aircraft exits the ± 3° LOC cone during interception, the L

NOTE annunciator reverts to amber and pitch/roll control is reverted to the
pilot.
When entering the ± 3°cone of the GLIDE:

The G annunciator switches from amber to green.
PITCH: AP is in control of the pitch to follow the GLIDE descent path.
ROLL: AP is in control of the roll to follow the LOC axis.
The autopilot does not include an autothrust feature. Therefore, the

pilot must constantly manage throttle settings and monitor airspeed
WARNING during the approach. Before landing, the AP must be disconnected not
lower than 200 ft AGL. The AP does not include any auto-land feature
and the landing must be manually performed by the pilot.
ABNORMAL OPERATION
Autopilot Failure
If the AP fails, the master warning lights up, a chime is heard and on the warning
light panel the red AP light comes on.
The AP is automatically disengaged and manual control reverted to the pilot.
Page 70
SECTION 7 7-2
AUTOPILOT AND TRIM TRIM SYSTEM
TRIM SYSTEM
Trimming the aircraft

Under normal operations, the autopilot takes care of keeping the aircraft trimmed
at all times in both pitch and roll.
However, if the AP is off or in StandBy mode and when the weight of the ordnance
is not evenly distributed, especially taking into account the underwing pylons, some
manual trimming may be necessary. For instance a Super 530D missile weighs
approx. 275 kilos (over 600 lbs) and after firing only one missile the resulting
discrepancy in weight will be clearly visible and the aircraft should be trimmed for
level flight.
Still, due to extensive use of Autopilot, the use of trim in traditional sense has a
secondary role in M-2000C. Trim hat is most commonly used to steer and navigate
the plane when the Autopilot is on.
Trim with the AP on

As stated before, once you have completed take off and are inside operational limits
for the AP, you should immediately engage it in the Attitude Mode. Doing so will
display a small asterisk (*) in your HUD, which will be your visual indication for the
required flight path.
In order to operate the AP and change pitch or heading, you simply have to press
and hold the trim hat long enough for the asterisk to align with the required line on
the Flight Path Pitch Ladder (FPPL) and / or position the AP Selected Route Caret
on the required heading. The airplane will hold the set climb / descent rate or enter
a turn and level out when the FPM reaches the heading shown by the AP Selected
Route Caret.
As always remember that the autopilot does not include an auto-thrust

WARNING feature. Therefore, the pilot must constantly manage throttle settings
and monitor airspeed when the autopilot is engaged
Page 71
SECTION 8
LANDING GEAR
SECTION 8
Screenshot by Yol
LANDING GEAR
Page 72
SECTION 8 8-1
LANDING GEAR LANDING GEAR
LANDING GEAR
The M-2000C has a tricycle landing gear. The nose wheel is composed of two small
tyres and has a steering assembly. The main gears have a single large tyre each and
are equipped with carbon disk brakes. The aircraft is equipped with an anti-skid
system and a parking brake.
They are operated by the HYD1 system with the HYD2 for emergency use.
1. LANDING GEAR PANEL (see below)

2. LANDING GEAR LEVER: Used to raise and lower the landing gear. Gear is down if
the lever is in the lower position and up when the lever is in the upper position. The
red handle at the end of the lever serves as Landing Gear Warning Light and blinks
red whenever the gear is being lowered or raised.
3. EMERGENCY LANDING GEAR LEVER: Lowers the landing gear in case of primary
system failure. NOT FUNCTIONAL
4. BRAKES SYSTEM SWITCH: Selects which HYD system to use for braking. In
default position (switch forward, hyd 1 system), it sets Normal #1 brakes, equipped
with anti-skid ‘SPAD’ system. In emergency position (switch back, hyd 2 system)
there is no anti-skid. Anti - skid minimises aquaplaning and the potential tyre
damage which can occur when a wheel is locked or rotating at a speed which does
Page 73
SECTION 8 8-1
not correspond to the speed of the aircraft. Anti-skid prevents tyres from skidding
often caused by locked wheels.
The Landing Gear Warning Light included in the lever blinks when the landing gear
is up and speed drops below 230 KIAS. The warning light is accompanied by a
warning horn. The warning horn is only active when the aircraft systems are in NAV
or APP modes.
CAUTION The NWS is very sensitive, especially at speeds above 30 knots GS.
After landing AVOID applying brakes until your speed is below 100
CAUTION knots. Prefer aero-braking at higher speeds. The braking should be
made with “press and release” technique: apply brakes one second,
release for one second, apply again… and so on.
The aircraft is very sensitive to rudder when rolling for take-off or

CAUTION
landing, even if the NSW is not active.
Landing Gear Panel
Page 74
SECTION 8 8-1
1. AF (short for Aéro Freins), Air brakes advisory lights. They turn on when the
airbrakes are activated.
2. DIRAV (short for Dirigeabilité Roue Avant, Nose Wheel Steering) advisory light.
It turns on when the NSW system is engaged. Be aware that the NSW automatically
disconnects when ground speed reaches 40 knots.
3. CROSS (short for Crosse, Tailhook) advisory light.
4. FREIN (Brakes) advisory light. Turns on when wheel brakes are applied or when
the parking break is set (in addition to PARK caution advisory light on the Caution /
Warning Advisory Panel.
5. SPAD (Système Perfectionné Anti-Dérapant, Anti-Skid) warning light. It lights
up when the Anti-Skid is disconnected or the anti-skid system automatic test fails.
It flashes when the landing gear is in transition.
6. Landing Gear in transit advisory lights.
7. Landing Gear Down and Locked advisory light. They lit on when all three wheels
are down and locked.
***
Screenshot by steele6
Page 75
SECTION 9
AVIONICS
SECTION 9
Screenshot by
AwesomestMaximus
TheFifth
AVIONICS
Page 76
SECTION 9 9-1
AVIONICS FLIGHT INSTRUMENTS
FLIGHT INSTRUMENTS
Altitude Indicator
The Altitude Indicator displays the Aircraft's barometric altitude in feet above
mean sea level. The readings are taken from the PS2 static port, part of the air
data probe on the nose of the aircraft.
1. Hundreds feet indicator.
2. Thousands feet indicators
3. Barometric setting adjustment knob.
4. Barometric setting display (in millibars).
Airspeed Indicator
The Air Speed Indicator displays the Aircraft's speed in knots and mach. The
needle rotates around the indicator to 800 Knots. While the Mach wheel rotates
underneath, correlating to the knots' needle position to display the mach.
1. Knots indicator
2. Mach indicator
Vertical Velocity Indicator

Displays the aircraft vertical velocity in feet/min. The number represents 1000
feet.
Page 77
SECTION 9 9-1
Attitude Direction Indicator ADI (“Boule”)

The ADI provides aircraft pitch, roll, heading and, when applicable, LOC, GLIDE
deviation and marker indications. Data used to display attitude (pitch and roll) and
heading comes from one of two sources, the INS or the backup gyroscope.
The data source is manually selected via the GCS switch located on the right-side
console. INS source is the normal operating mode. In case of INS failure, backup
attitude and heading are automatically obtained from the backup gyroscope.
The pitch markings on the sphere are in graduations of 5°, the Bank markings begin at
10° increments with major markings at to 30°, then 45°, and 60°. Signals are received
from the pitot and INS system.
The ADI also displays Localizer and Glide slope information for ILS landing and steer
modes.
1. Roll angle indicator

2. “Off” flag
3. Aircraft symbol (fixed)
4. Marker light
5. Turn slip ball
6. Course deviation needle
7. Glideslope deviation needle
8. N/P switch (P locks the ADI with the south pole
towards the pilot so that it displays only black and does
not confuse pilot with false indications)
AOA Indicator
The AOA Indicator displays the Aircraft's Angle of Attack. The
markings go from -2º to 32º of AOA, with a green mark at 14
degrees for optimal glide pitch during landing approaches.
The AOA Indicator sounds an alarm when AOA values approach

the aircraft flight limits. The AOA limits are configured depending
on the FBW’s mode switch.
The warning sound cannot be switched off and will remain on

while the extreme flight condition remains.
An OFF flag appears when for any reason the AOA indicator is not
operational.
Page 78
SECTION 9 9-1
Standby Attitude Indicator

The Standby attitude indicator is an independent instrument that provides pitch
and roll information in case of the main ADI failure. It is powered via the GCS
SWITCH.
1. Aircraft symbol (adjustable).
2. OFF flag.
3. Roll angle indicator.
4. Cage/Aircraft symbol adjustment knob.
G Force Indicator
Displays the vertical acceleration forces experienced by both the aircraft and the
pilot.
Backup Gyroscope (GCS)

The backup gyroscope (Gyro-Compas de Secours - GCS) is a stand-alone system
with a gyroscope and a magnetic field sensor (flux vane). It elaborates on its own
the aircraft pitch and roll, and stabilises the magnetic heading sensed by the flux
vane. This system is a backup in case of INS failure.
The only control for this system is the GCS SWITCH.
The information provided by the gyroscope is, when selected with the backup
attitude (GCS) switch, displayed on the ADI, the HUD and the IDN.
Page 79
SECTION 9 9-1
Backup Attitude Switch (GCS Switch)

The three-position GCS switch is located on the right-side console. It is used:
• To power the SAI and the backup gyroscope.
• To select the attitude data source to be fed to the ADI and the HUD.
• To select the heading data source to be fed to the ADI, the HUD and the IDN.
AFT POSITION: no data and no power provided to the ADI and GCS.
MIDDLE POSITION: SAI and backup gyroscope are powered. Attitude and heading
data provided to the HUD, ADI and IDN comes from the INS. FORWARD
POSITION: SAI and backup gyroscope are powered. Attitude and heading data
provided to the HUD, ADI and IDN is forced to come from the backup gyroscope.
In case of INS failure, the change to GCS data is automatic. The GCS
NOTE
switch is used to force the change if needed.
***
Page 80
SECTION 9 9-2
AVIONICS ONBOARD RADIOS
ONBOARD RADIOS
M-2000C is equipped with two onboard radios.
The V/UHF radio, providing two-way voice communication on VHF and UHF
frequency range. Frequencies can be set manually or selected via a preset memory
selector. The V/UHF radio is referenced by the pilots as the “green” radio, as the
associated volume control knob on the audio panel is in green colour (see below). It
is also often called the main radio.
The UHF radio provides two-way voice communication on the UHF frequency
range (225.000 to 339.975 MHz). Frequencies are memorised in preset channels,
20 are available. The UHF radio is called by the pilots the “red” radio, related to the
red colour of the volume control knob on the audio control panel. It is also
referenced to as auxiliary or secondary radio.
SUMMARY OF CONTROLS / RADIO USE

Radio Designation Frequency Range Manual select Preset channels
118,000 to 149,970
MHz (VHF)
Main /
V/UHF YES 20
Green 225.000 to 339.970
MHz (UHF)
Auxiliary / 225.000 to 339.970
UHF NO 20
Red MHz (UHF)
There is no possibility to manually edit the frequency for the UHF

NOTE channel in-flight. For that you have to use the V/UHF (main one).
Remember that V/UHF is capable of operating on both bands (VHF and
UHF) and as such is much more versatile.
PRESET CHANNELS
The channels for both radios are set up by the ground crew before each mission
according to the tactical requirements. This is the preferred and quickest way of
using the radios, however needs careful planning in order to include all the
important frequencies (though for the most part, this will be in the hands of mission
designer).
RADIO PANELS
On the next page you will find description of all four different panels used for
operating the radios and regulating the volume.
Page 81
SECTION 9 9-2
VUHF AND UHF RADIO PANEL
1.UHF RECEIVER/TRANSMITTER INVERSE SELECTOR. Not used, always set to 5W, even in
real aircraft.
2. UHF SIL SWITCH. Switches ON or OFF the automatic noise suppression feature.
3. UHF TEST SELECTOR. NOT FUNCTIONAL
4. UHF CHANNEL PRESET SELECTOR. Sets the desired preset frequency channel. Change
to next channel with RMB click, previous channel with LMB.
5. UHF CHANNEL INDICATOR. Displays the current selected preset frequency. 20 presets
are available.
6. UHF OPERATION MODE SELECTOR. The four-position AR, M, FI, H function selector
switch determines the radio operating mode:
AR: (Arrêt) OFF. No power is applied, the bottom row of RADIO FREQUENCY
DISPLAY remains blank.
M: (Marche). ON. Power is applied and the main preset frequency is used.
F1: Not used.
H: Not used.
Page 82
SECTION 9 9-2
7. UHF SECURE ENCRYPTION RECEIVE LIGHT. NOT FUNCTIONAL

8. UHF TEST BUTTON. When pressed and the UHF radio is working, radio static should
be heard.
9. V/UHF FUNCTION SELECTION SWITCH. The seven-position function selector switch
determines the radio operating mode:
0: (zero) OFF. No power is applied, the display remains blank.
FF: FIXED FREQUENCY. Normal AM operating mode, it will set the last
channel or frequency used when the mode was changed to something else.
HQ: HAVE QUICK. NOT FUNCTIONAL
SV: SECURE VOICE. Not used on the jet, display will show ******.
DL: DATA LINK. Not used on the jet, display will show ******.
G: GUARD. Switches the radio to 243.000
EN: used to enter the HQ data. NOT FUNCTIONAL
10. MEM/CLR BUTTON. This will show the value recorded in the buffer memory (can be
a channel or frequency). If keypad was used to enter frequency or channel, the button
displays CLR option, used to delete the previous input.
11. V/UHF RADIO DISPLAY. Digital display showing the currently selected preset channel
or frequency.
12. XFR / VAL BUTTON. XFR (TRANSFER) allows to return to the previously used channel
or frequency. Whenever a new channel is used or new manual frequency is entered and
validated, the previous one is placed in the buffer memory. You can switch between
them using the XFR button. If keypad is used to enter frequency or channel, the button
displays VAL, used to validate that input.
13. V/UHF CHANNEL PRESET SELECTOR. Sets the desired V/UHF preset frequency
channel. Change to next channel with RMB click, previous channel with LMB. If you are
currently in the manual mode, using the selector will switch the radio back to presets.
14. CONFIGURATION BUTTON. Replaces the digits on the keypad with the following
options on the keypad:
READ: when a preset channel is selected and CONF button is pressed, pressing
this button will display the frequency linked to the selected preset.
SQL: SQUELCH. Toggles squelch ON and OFF (it is set to ON by default).
GR: GUARD MONITORING. Enables monitoring of the guard frequency in the
background (greet dot is lit up when the option is enabled).
TONE: (classified)
TOD: (classified)
ZERO: (classified)
5 / 20 / LOW: enables to switch between LOW, 5 and 20 watt radio power.
15. V/UHF RADIO KEYPAD. Used to choose desired preset radio channel (as an alternative
for the preset selector knob, two digits are accepted), to introduce manual frequency
(five digits are accepted) or change different settings after CONF button was pressed.
Page 83
SECTION 9 9-2
SETTING MANUAL FREQUENCY ON V/UHF RADIO

In case there is a need to enter new frequency during a mission, pilot can do that at
any time using the V/UHF radio.
Make sure that function selector switch is set to FF and use the keypad to type in
the desired frequency. You need to introduce 5 digits and then press VAL in order to
validate your input. If you press too many digits, any press beyond the fifth will
bring you back to the previously used frequency or channel.
AUDIO CONTROL PANEL
Audio control panel is located on the left console,

just behind the throttle. It permits selection of
which equipment to monitor (listen) and adjust
the audio volume. Multiple radios/equipments
can be simultaneously monitored.
Rotating the volume control knobs clockwise
(increase) or counter-clockwise (decrease)
adjusts the audio volume level.
1. AMPLIFIER SELECTOR SWITCH. NOT FUNCTIONAL

2. VOR/ILS VOLUME CONTROL KNOB. Sets the volume for the VOR / ILS.
3. TACAN VOLUME CONTROL KNOB. Sets the volume for TACAN beacon
identification morse code.
4. MISSILE VOLUME CONTROL KNOB. Sets the volume of the MAGIC 2 seeker audio.
5. INTERCOM / APPROACH VOLUME CONTROL KNOB. Sets the volume of the intercom,
used to communicate with the ground crew..
6. TP / MARKER / COUNTERMEASURES VOLUME CONTROL KNOB. Sets the volume of
the Alarm Panel (Table de Pannes)P, marker and countermeasure system audio.
7. UHF RADIO VOLUME CONTROL KNOB. Sets the volume of the auxiliary (UHF)
radio. Note the red colour of the knob, which gave the common name used by
the pilots (RED radio).
8. V/UHF RADIO VOLUME CONTROL KNOB. Sets the volume of the main (V/UHF)
radio. Note the green colour of the knob, which gave the common name used by
the pilots (GREEN radio).
It is a good practice to turn down the volume of some of the systems

during very intensive sorties. Also, it is sometimes advised to set up
NOTE
different volume for green and red radios in order to be able to be
able to instantly recognise who is currently transmitting.
Page 84
SECTION 9 9-2
CHECKING FREQUENCIES DURING FLIGHT

With so many different frequencies assigned to 40 channels different channels on
two radios, it would be very difficult to keep track of all. Remember, that you can
always find all that information in the kneeboard - either the default one (see next
page) or custom ones prepared by the mission creators. Always cross - check the
frequencies with the briefings before each flight, good radio discipline may be
paramount to the success of your mission!
Also, the current frequency set for both radios is always displayed at the Frequency
Repeater on the main dashboard - the bottom one displaying Red (UHF) and the
top one Green (V/UHF) radio.
Sample images of the default kneeboard and custom one from the campaign can be
found below:
Page 85
SECTION 9 9-2
In these examples you will notice that some frequencies have been assigned to
channels on both on green and red radio (for instance: AWACS and Flight
Frequency). This gives you some degree of flexibility which radio to use for what.
For instance, you could use CH4 and CH5 on Green to be able to quickly switch
between Flight and AWACS, while keeping CH3 on Red to constantly monitor
Emergency channel.
Or you can choose to stay on Element on Green while listening to AWACS on

Red. Such setup gives you many options to choose from - especially if most of the
frequencies used are in the UHF range.
During some of the missions (especially in the campaign) you will be

required to change preset frequencies quite often. Make sure to read
CAUTION all the available briefing materials and listen to all the incoming
orders in order to always be aware which channels you should be
listening to.
ASSIGNING PRESET CHANNELS IN THE MISSION EDITOR
Setting up your radio frequencies is only possible by using the Mission Editor. In
order to do so, click on your flight, then choose the tab seen in the picture below
and fill in the frequencies for each of the channels assigned to V/UHF and UHF
radios.
Page 86
SECTION 9 9-3
AVIONICS VOR AND TACAN
VOR / ILS
The VOR/ILS system permits navigation and approach by using ground-based
beacons. Bearing to the VOR beacon is exclusively displayed on the IDN (navigation
indicator), while ILS localiser and glide information are displayed on the analogue
spherical indicator (ADI) and on the HUD (when APP mode is selected).
See NAVIGATION section for more details.
Even though the VOR station may be a VOR - DME that allows distance measuring,
there is no VOR - DME equipment installed in the M-2000C, so only the bearing is
available. Beacon identification Morse code can be monitored via the audio control
panel.
A specific training mission covering the IMC approach using ILS and
NOTE
TACAN is available.
TACAN
The TACtical Air Navigation (TACAN) system, specifically used by military assets,
permits navigation in a similar way as the VOR system. Operating frequencies are
represented by preset channels, consisting of a letter (X or Y) and numbers,
providing for a total of 248 combinations.
Bearing and distance to the selected ground beacon are displayed exclusively on the
IDN (navigation indicator). Beacon identification Morse code can be monitored via
the audio control panel.
A properly setup TACAN station is also necessary in order to be able to use VAD
function of the IDN. See NAVIGATION section for more details.
TACAN can also be used to provide distance (but not bearing ) between
NOTE two TACAN - equipped aircraft in the multiplayer mode. In order to
make it work, the wingman should set up his TACAN in A/A mode 63
channels apart from the leaders setting.
A specific training mission covering the use of TACAN offset (VAD) is

NOTE
available. This topic is also covered in the campaign.
Page 87
SECTION 9 9-3
AVIONICS VOR AND TACAN
VOR / TACAN PANEL
1. VOR/ILS FREQUENCY WINDOW. Displays the selected operating frequency. ILS

frequencies range is 108.000 to 119.95 MHz.
2. VOR/ILS CONCENTRIC LEFT KNOBS. The two-position outer rim knob rotates to set
the system ON (M) or OFF (A).
The inner knob rotates to set the digits left of the decimal from 108 to 119 by
increments of 1.
3. VOR/ILS CONCENTRIC RIGHT KNOBS . The two-position outer rim knob rotates to
select Haut - Gauche (HG) or Bas - Droite (BD) test positions. NOT FUNCTIONAL
The inner knob rotates to set the frequency digits right of the decimal from 00 to 95
by increments of 5.
4. TACAN CHANNEL WINDOW. Displays the set channel. Ranges from 1 to 124, plus
the X or Y sub-channel. Channel 0 is not active.
5. TACAN CONCENTRIC LEFT KNOBS. The two-position outer rim knob rotates to set
the X or Y band.
The inner knob rotates to set the tens and hundreds of the channel. When the value
is 00, there is nothing displayed (Channel 001 will show 1).
6. TACAN CONCENTRIC RIGHT KNOBS. The four-position outer rim knob (mode knob)
rotates to select:
OFF: the system is not powered.
REC: passive mode where only the bearing to the ground beacon is received.
No distance information available.
T/R: active mode where the TACAN emits a signal that, when returned by
the ground beacon, provides distance information in addition to the bearing.
A/A: air-to-air mode. Used to obtain bearing and range to another aircraft.
Page 88
SECTION 10
HUD
SECTION 10
HUD
Screenshot by Azrayen
HUD
Page 89
SECTION 10 10 - 1
HUD HUD PEDESTAL
HUD PEDESTAL
HUD pedestal is located at the centre dash, just above the VTB.
1. SYMBOLOGY DE-CLUTTER SWITCH. The de-clutter switch suppresses some of the

HUD’s symbols in order to clear the display for a better view forward. By default, it
is in the Off position.
2. Target wingspan scale. Used in WVR combat to set the width of target wingspan.
The available values are between 7 and 40 meters. More information in HUD
DISPLAY.
3. EFF SWITCH. The EFF switch is used to temporarily declutter the HUD. Works
only when pressed and returns the HUD to normal view after it is released. NOT
FUNCTIONAL
Page 90
SECTION 10 10 - 1
HUD HUD PEDESTAL
4. GUN PIPER SELECTOR. NOT FUNCTIONAL

5. Brightness control. Used to increase or decrease the intensity of the HUD.
6. POWER SWITCH. Used to power up the HUD. It has two positions: normal
operation (right - click once) and test mode (accessible after second right -
click).
7. BACKUP FIXED SIGHT. Used whenever the targeting computer is non-functional.
8. BORESIGHT ADJUSTMENT. Used for manually setting gun deflection based on
ballistic tables for the desired range.
9. ALTIMETER SELECTOR SWITCH AND 10. RADAR ALTIMETER SWITCH. By default, only
barometric altitude, Mean Sea Level altitude, is shown, if you require Above Ground
Level altitude you must activate the radar altimeter:
1. Click on the radar altimeter switch once. The next click will activate the
self-test.
2. Click on the altimeter selector switch. By default, it will be in the ZB
(barometric altitude) position. Click once to put it in the H (radar altimeter)
position. Both the barometric and radar altitudes will be visible in the HUD.
3. SELH position displays the Minimum Altitude selection on the HUD,
allowing the pilot to change its setting using the minimum altitude selector.
Be aware that the radar altimeter has a limit of 5,000 feet AGL.
Asterisks will be displayed when the aircraft AGL altitude is above
CAUTION 5,000 feet. Asterisks will also be displayed whenever the aircraft roll
angle is higher than 20º, since at that angle the radar altimeter beam
cannot give a reliable measure.
11. MINIMUM ALTITUDE SELECTOR. The Minimum Altitude (MA) display indicates the
minimum safe altitude that you can fly. During landings and when the HUD is in
APP (approach) mode, the MA also works as the Decision Height selector.
To operate the MA you need to have the radar altimeter activated. To activate it, you
only need to click the altimeter selector to the HG position. The MA display will
appear below the AGL altitude display.
To select the desired MA value, click on the knob located between the radar
altimeter and the altimeter selector switches. The values will change in tens of feet.
Left click increases the value. Right click decreases the value.
Page 91
SECTION 10 10 - 2
HUD OPERATIONAL MODES
HUD MASTER MODES

The HUD display information based on the current operational mode, also known
as Master Mode. The HUD current Master Mode is selected by the HOTAS and is
independent from the selection made on the PCA (Armament Control Panel) or the
position of the Master Arm switch.
There are four families of Master Modes:
1. Ground mode
Automatically selected when the aircraft is Weight-On-Wheels
2. NAV modes
a. Normal NAV (or Taxi/Take-Off, engaged automatically by weight-on-wheels
sensor)
b. Approach APP
c. RD / TD (Desired Route / Desired Time on Target mode)
3. Air-to-Air AA
a. CAN (Canons) - AA guns, selected using HOTAS
b. MAG (Magic), selected using HOTAS
c. 530, selected using PCA
d. POL (Police), selected using PCA
3. Air-to-Ground
Selected via HOTAS. All AG weapons are selected via PCA, but system remains in
NAV until AG is enabled using the WSC (Weapons System Command) switch.
a. CAS (Canons Air Sol) - AG guns
b. RK (Roquettes) - rockets
c. BL (Bombes Lisses) - free fall bombs, this mode uses CCRP cueing only. It is
also used for GBUs.
d. BF (Bombes Freinées) - High - Drag bombs, this mode uses CCIP cueing only.
e. EF
Additionally, the HUD features an AUXILIARY GUNSIGHT that may help aiming in
case of failure of the master mode.
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HUD DISPLAY
No matter what Master Mode/Sub-mode is active all of them share the following
data.
1. CALIBRATED AIR SPEED (CAS). Located to the left of the Heading Scale, it shows
the current aircraft speed in knots. The display is only shown when the airspeed
is above 30 knots.
2. HEADING SCALE (HS). The Heading Scale moves horizontally against a fixed
caret index indicating aircraft magnetic heading from 0º to 360º. The scale is
numbered every 10 degrees, with a dot representing the 5 degree halfway mark
between two numbers. The two-digit display is expressed in degrees x 10; e.g.:
10º is displayed as 01 and 250º is displayed as 25. The | shows waterline axis of
the A/C, while Δ is the current course of the aircraft.
3. BARO-INERTIAL ALTITUDE (ZBI). Located to the right of the Heading Scale, it

shows the current aircraft altitude above sea level. The numbers representing
values below one hundred are shown in a smaller font.
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The value displayed both here and on the Altitude Indicator is based
on the pressure set up using the barometric pressure adjustment
CAUTION
knob. Always use the value given by the ATC for QFE / QNH settings
or 1013 for the STD setting when flying enroute.
4. FLIGHT PATH MARKER (FPM). The Flight Path Marker also known as the
Velocity Vector Indicator (VVI) is an aircraft shaped symbols that shows in the
HUD where the aircraft’s instantaneous flight path is with respect to the earth.
The wings of the symbol always remain parallel to the wings of the aircraft. The
vertical relationship between the waterline and the FPM indicates true AOA. The
FPM displacement from the HUD centerline indicates drift.
5. HORIZON LINE (HL). A component of the Flight Path Pitch Ladder (FPPL), it
indicates the relative position of the horizon. The higher the aircraft’s altitude,
the higher the position of the HL with respect of the actual horizon. When the
FPM is at the same level of the HL, the aircraft is in level flight neither climbing
nor descending.
6. FLIGHT PATH PITCH LADDER (FPPL). The vertical flight path angle of the
aircraft is indicated by the position of the FPPL relative to the position of the
FPM. The aircraft pitch attitude is indicated by the position of the HUD waterline
with respect to the FPPL about the stabilised wings of the FPM. The HL and the
FPPL angle lines are displayed for each 5º with the angle value being displayed
every 10º between 0 and ±90º. Positive pitch lines are solid and negative pitch
lines are dashed. The tabs at the end of each segment points towards the horizon.
7. ACCELERATION VECTOR (AV). The Acceleration Vector chevrons indicate the

aircraft longitudinal acceleration. It is a way to display aircraft’s current energy
state visually. The AV chevrons move in relation to the FPM: when the chevrons
and the FPM are at the same level, the aircraft is neither accelerating nor
decelerating1 . If the chevrons are above the FPM, then the aircraft is accelerating.
If the chevrons are below the FPM, the aircraft is decelerating. Chevron position
above or below the FPM is relative to the acceleration rate.
These indicators are very handy when performing a formation flight

NOTE
or during the air - to - air refuelling.
8. MACH NUMBER. The Mach number is displayed in all modes and only when the
value is above 0.6 Mach.
1 In fact even if the chevrons remain in place, the CAS or Mach indication might change if the aircraft is
climbing or descending due to different air densities.
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ON THE GROUND
When on the ground, HUD will display two distinctive features.
1. ACCELERATION / DECELERATION. Shows the longitudinal acceleration/

deceleration (Lx) in G unit.
2. MASTER CAUTION / WARNING. Visible if any of the Caution / Warning lights is

still on. This symbol will also be visible in flight.
3. INVERTED T SIGN is a guide to take the correct take off pitch - if you put this
symbol on the horizon, you are at 13o - which is the desired pitch for take off. It
also helps getting the best aerobraking pitch when landing, while still avoiding
tail strike.
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NAV MODE
Navigation model (NAV) is the aircraft’s default Master Mode. It displays
navigation data and provide steer instructions as indicated by the INS.
1. DISTANCE TO WAYPOINT. Shows the distance to the currently selected waypoint

in nautical miles.
Remember that the cross may be displaced in reference to the real

CAUTION
geographical location due to the INS drift.
When the distance is below 4 nautical miles, the waypoint symbols will tend to
drift. This is normal since it is a secondary effect of the large circle navigation
calculations being made by the INS.
If the ENC button on the INS Panel is lit, the waypoint automatically changes to
the next when distance is below 1.5 nautical miles. For more information, see
section on NAVIGATION.
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M-2000C navigation system by default will place the waypoint on the

NOTE ground. If you want to have it displayed at specific altitude, you need
to edit it yourself.
2. WAYPOINT NUMBER. Displays number of the currently selected waypoint.
3. WAYPOINT TRACK ANGLE ERROR. Shows the course to the selected waypoint. It
follows the height of the FPM in the HUD. There are two ways in which the
Waypoint Track Angle Error can be displayed:
With the “house” pointing up and open bottom part: selected waypoint is
in front of the airplane.
With the “house” pointing down and open top part: selected waypoint is
behind the airplane.
When the distance to the waypoint is less than 10 nautical miles, the waypoint
track angle error is substituted by a target cross which is placed at the exact
geographical position of the waypoint.
NOTE Waypoint Track Angle Error will only show on the HUD when the
Landing Gear is in the UP position.
4. CURRENT ROUTE. Current route (or course) of the aircraft.
5. RADAR ALTIMETER. Shows the altitude above the ground in feet. Asterisks will
be displayed whenever the aircraft roll angle is higher than 20º or the altitude is
higher than 5000 feet. It is not specific to the NAV mode and is available in all
the modes.
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APP MODE
The APP (Approach) mode is used - as the name implies - during approach and
landing. It is a sub-mode of NAV, in which HUD displays the approach and ILS
cues.
In APP mode the CAS, HS and Zbi move from the top of the combiner
NOTE glass down to the center. In APP mode it is necessary to move the
seat up in order to increase the field of view.
The ILS-related cues of the APP mode rely on the correct settings of the ILS
frequency on the VOR / ILS panel. See VOR AND TACAN for more information.
APP MODE BEFORE GLIDESLOPE CAPTURE
1. ANGLE OF ATTACK GUIDE. Indicates the optimum angle of attack for landing the
aircraft. You must place both the FPM and the AV chevrons within the brackets
for a perfect landing. The brackets represent an AOA value of 14º ± 0.5º.
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The analog AOA INDICATOR also has the AOA for landing zone marked
NOTE
in green.
2. LOCALIZER DEVIATION. Indicates the angle of deviation to the localizer signal. It

is visible only after the localizer capture.
3. LOCALIZER SYMBOL. The open box symbol represents the localizer station
position in the horizon. It moves laterally depending on the signal angle of
deviation. It is only visible after the localizer is captured.
4. RUNWAY SYMBOL. Represents the position of the runway on the horizon.
5. ANGLE OF ATTACK READING. Displays current AOA value.
APP MODE AFTER GLIDESLOPE CAPTURE
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1. ILS GUIDE. Visible only when both localizer and glideslope have been captured.
It moves in relation to the FPM showing both glideslope and course deviation. To
maintain a perfect approach, you have to place the FPM inside the box.
If the deviation from either glideslope or course is too large, a flashing triangle
(not shown) will appear indicating that a course/elevation change is required.
2. SYNTHETIC RUNWAY. The synthetic runway symbol is an aid for locating the real
runway, especially during low visibility conditions. It is only visible when:
a. The INS is on.
b. The airport is the current fly-to waypoint.
c. The runway data (heading and glideslope) were entered2 .
d. Both localizer and glideslope have been captured
e. The runway is less than 10 nautical miles away.
f. Lateral deviation is less than 7º.
The synthetic runway will be overlaid on top of the runway and the rectangle will
grow as the distance to the runway decreases.
The green outline is not showing the place on the ground, but it
CAUTION “floats” a few feet above the runway. Make sure to keep that in mind
during the final phase of approach and touch down.
The synthetic runway is removed from the HUD as soon as there is weight on the
landing gear’s wheels.
3. MARKER SYMBOL. The flashing “M” symbol is shown when the aircraft’s system
detects the airport’s Outer, Middle and Inner markers.
4. RADAR ALTITUDE. Shown below the FPM if the radar altimeter is On and when
the radar altitude is below the Decision Height value.
2 Not functional at the moment, only possible by placing the “Landing” waypoint in the Mission Editor.
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Suggestions for using the APP mode / ILS
Below you will find some tips for using the APP mode:
• Start your approach early, always ensure that you have enough space between
you and the airfield.
• Make sure to check the runway heading and align yourself while still some
distance away, that will save you a lot of abrupt maneuvers.
• Make sure that the airfield is set as your current DEST waypoint, that the ILS is
properly set up and that your radar altimeter is on before commencing
approach.
• The green dashed line will tell you where you should go in order to align
yourself perfectly well. Imagine it as a line extending from the end of the
runway - you want to cross it and turn towards it to intercept the proper
runway heading.
• Pay close attention to your AoA. If it goes too high, the wing may generate more
drag than the thrust available, making the aircraft sink faster.
There is a separate Training Mission dedicated to using the IMC ILS

NOTE
landing. Use of ILS is also covered in the campaign.
You will notice that in the screenshot used above the shows a bad
CAUTION
approach, with the aircraft too low in relation to the ILS glideslope.
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AIR TO AIR MODE: GENERAL (RADAR LOCK)
1. LOCKED RADAR TARGET. The square shows the position of the locked object. If
your target is located outside the HUD, the square will become dashed and move
to the left or right edge of the HUD, depending on the target position.
2. ATTACK MODE DATA. Indicates selected weapon (name flashes when the Master
arm switch is in the SAFE/OFF position), aircraft G load and aircraft AOA.
3. INTERCEPTION FLIGHT DIRECTOR. Indicates the point towards where the target
is flying and also the point where you should place your nose for gaining the best
interception course. The Interception Director is not bound to any specific
weapon and will appear for all Air-to-Air weapons. There is a special case for Air-
to-Air guns, the Interception Director will be removed from the display as soon as
the range to the target becomes less than 1200 meters, in order to prevent clutter
in the HUD when the enemy aircraft is within gun range.
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4. ASPECT RATIO. Shows the relative position between you and your target.
Explained in more detail below.
Designation DOM above the number is a Magic II Domain. It warns you that your
radar locked target is within the killzone of Magic II missile when you are in gun
mode and have at least one Magic II missile left.
5. RANGE TO TARGET. Shows the distance to the currently locked target in nautical
miles.
6. FLIGHT DIRECTION RING. Appears whenever you lock a target and the system is
in AA or in POL modes. Used in conjunction with the Interception Flight Director
- for the best shooting solution for missiles or quickest interception path to the
target, you should place the Interception Flight Director inside the Flight
Direction Ring.
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AIR TO AIR MODE: GUN (NO RADAR LOCK)
1. GUN CROSS. Indicates the guns’ boresight. It is placed on the conjunction of the
HUD centerline and the aircraft’s waterline. The boresight has a max range of
200 meters.
2. WINGSPAN MARKER (300 M) and 3. WINGSPAN MARKER (600 M). These lines are
used to represent a target wingspan in order to help determine its range. The
wingspan markers are not static and their width can be dynamically changed by
using the ENV knob (ENV is short for envergure, wingspan in French). The ENV
knob changes the wingspan marker width to represent a target from 7 meters up
to 40 meters. The wingspan markers are visible only when there is no radar lock.
See HUD PEDESTAL for more information.
4. BULLET PATH PREDICTION (GUN SNAKE). The gun snake shows the flying path of
a stream of bullets fired. It has a max range of 1,000 meters (see below). The use
of Gun Snake is described in more detail in GUN SNAKE USE.
5. AMMO COUNT. Shows the current count of 30 mm ammunition for each gun.
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AIR TO AIR MODE: GUN (TARGET LOCKED)
1. GUN CROSS. Indicates the guns’ boresight. It is placed on the conjunction of the
HUD centerline and the aircraft’s waterline. The boresight has a max range of
200 meters.
2. BULLET PATH PREDICTION (GUN SNAKE). The gun snake shows the flying path
that a stream of gun rounds would follow if they had been fired.. It has a max
range of 1,000 meters (see below).
3. RADAR GUN PIPER. The radar gun piper gives the range to an air target that is
locked with radar. It moves alongside the gun snake, indicating the exact position
of the target in the bullet stream. Simply put the bandit on the path of the snake
and under the piper and press the trigger.
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The piper will be a full circle at maximum range and starts to disappear going
from left to right as soon as target gets into range of 1200 meters. The 9 o’clock
caret depicts the range of 900 meters, 6 o’clock of 600 meters and 3 o’clock of
300 meters.
4. LOCKED RADAR TARGET. The square shows the position of the locked object.
When using IFF Interrogator, an "A" (Ami - Friend) will be displayed in the
square for positive-response locked objets. If your target is located outside the
HUD, the square will become dashed and move to the left or right edge of the
HUD, depending on the target position.
5. RANGE TO TARGET. Shows the range from the currently locked target in nautical
miles.
6. TARGET’S RELATIVE SPEED. Shows how fast the target is closing or gaining
distance. Displayed in knots per hour, if the value is positive it means that this is
the velocity with which you are closing to the locked aircraft. If it is negative, it
gives the velocity with which it is getting away from you.
Gun snake use
The gun snake is an air gunnery targeting help. It depicts the path that a stream
of gun rounds would follow if they had been fired. The “tail” of the snake is
located at the gun cross. The “head” of the snake ends at the 1000 meter range.
To hit a target you must put the gun snake alongside its flight path. You must
take care of placing the target at the correct snake position based on its range.
The closer to the gun cross, the lower the range.
The wingspan markers are helpers to determine target range without the use of
radar. When you manage to place a target’s silhouette on the wingspan markers
you can calculate a range approximation based on how wide the target is versus
the wingspan marker’s width. As you can see, a basic precondition is that you
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must know the approximate wingspan of your target and to adjust the wingspan
marker to that value.
Once you have determined range to target, you place the target at the snake
position where a hit is assured.
If you are using radar and your target has radar lock, the wingspan markers are
replaced by the radar gun piper. The radar gun piper makes the gunnery easier by
indicating the place in the gun snake where a hit is certain. You only have to put
your target on the spot in the snake marked by the radar gun piper.
***
Screenshot by Nealius
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AIR TO AIR MODE: MISSILES (S530)
1. AVAILABLE MISSILES. Indicates how many missiles are available. G = Left

(Gauche) and D = Right (Droit). The letter disappears when the corresponding
missile has been fired. The number above shows the estimated time of flight of
the missile to its target and will count down from that value after the missile is
shot.
NOTE If there are two missiles of the same type mounted under one wing,
the corresponding letter will disappear when both are fired.
2. SELECTED WEAPON. Circle around the letter indicates which missile is ready to
be fired. By default, the system selects the missile on the side of the locked target,
but this order can be changed in the Armament Configuration Panel.
3. RELATIVE POSITION OF THE TARGET. Shows relative position between your

aircraft and the locked plane. See WEAPONS SECTIONfor details.
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miles. The three carets visible on the vertical line show (from top to bottom):
• The maximum range
• No Escape Zone range
• Minimum range
5. LOCKED TARGET and INTERCEPTION FLIGHT DIRECTOR (described earlier).
6. FLIGHT DIRECTOR RING (described earlier). When locked target enters no-
escape zone for the selected missile, a second ring around the Flight Director will
appear to indicate that you have the best firing solution:
The picture above shows the Flight Director Ring with the locked target within
the No Escape Zone - at range of 6.7 Nm for S-530. Please note the double Flight
Director ring. The closing velocity is 639 knots per hour. A command TIR
(SHOOT) is displayed below it. Pilot still has two missiles left and at current
range it would take them 21 seconds to reach their target.
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AIR TO AIR MODE: MISSILES (MAGIC II)
Most of the indications with Magic II missiles selected are exactly the same as for
the Super 530, with the following differences:
1. GUN CROSS. Only available when Magic IIs are selected. This is the aiming point
for the Magic II missiles - in other words to successfully lock the target, you need
to place it underneath the gun cross.
2. FLIGHT DIRECTOR RING. Contrary to many other aircraft, it is not used to attain
the lock in M-2000C (as stated above, you use gun cross for that). Also, the
seeker for Magic II missile is not visible until you get a solid lock. The same is
true for the growling sound - it can only be heard after acquiring a lock and not
during the search phase.
3. RANGE TO TARGET. Maximum, No Escape Zone and Minimum range cues are
clearly visible.
arm switch is in the SAFE/OFF position). Aircraft G load and aircraft AOA.
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AIR TO AIR MODE: MISSILES (MAGIC II) WITH RADAR LOCK
1. RADAR / MAGIC LOCK INDICATOR. When Magic II locks on the same target that
the radar is currently locked on, the square (radar lock) and circle (magic lock)
are replaced with a triangle. The missile will follow the locked target.
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AIR TO AIR MODE: MISSILES (MAGIC II) VERTICAL NARROW SEARCH
1.VERTICAL NARROW SEARCH BOX . It is a 6º wide x 6º tall box centered around the
gun cross, which is similar to the radar SVI Scan. A box is displayed indicating
the HUD area where the MAGIC II seeker is searching and is removed upon
missile lock.
2. VERTICAL / HORIZONTAL SEARCH INDICATOR. Denotes current general search mode

of the MAGIC II missiles - either vertical or horizontal. See AIR TO AIR MODE: MAGIC
II MAV SEARCH for more information.
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AIR TO GROUND MODE: GUN / ROCKETS
1. AMMO COUNT. Displays the current count of 30mm ammunition or 68 mm

SNEB rockets.
arm switch is in the SAFE/OFF position). Aircraft G load and aircraft AOA. For
rockets a RK abbreviation will be visible. For guns, CAS will be displayed.
3. RANGE TO GROUND. Displays the current slant range to the ground at the point
the piper is aiming. For more information, refer to the Weapons Management
Section.
4. GUN/ROCKET PIPER. Indicates the point in the ground where the gun shells/
SNEB rockets will hit. The aiming point is continuously calculated by the
ballistics computer. For more information, refer to the Weapons Management
Section.
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As in the AA mode, the piper will be a full circle at maximum range and starts to
disappear going from left to right as soon as target gets into range of 2400
meters. The 9 o’clock caret depicts the range of 1800 meters, 6 o’clock of 1200
meters and 3 o’clock of 600 meters.
5. RADAR ALTITUDE. Displays current altitude above ground level (AGL). The
radar altitude is not automatically displayed and must be manually selected by
clicking the appropriate switches in the HUD control panel.
***
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AIR TO GROUND MODE: BF (CCIP)
1. RADAR ALTITUDE. Displays current altitude above ground level (AGL). The radar
altitude is not automatically displayed and must be manually selected by clicking
the appropriate switches in the HUD control panel.
chapter.
arm switch is in the SAFE/OFF position), aircraft G load and aircraft AOA.
4. “RADAR OFF” INFORMATION. Displayed if the main radar is set to any mode
other than “ON” and it is impossible to compute the slant range to the ground.
5. MINIMUM RELEASE ALTITUDE CUE. Indicates the minimum altitude at which

bomb release is safe. It moves from the CCIP piper to the FPM. If the cue reaches
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the FPM, it is not safe to release the bombs since there is a high probability of
taking damage from their detonation and a large green cross appears in the HUD
(see next fig.). For more information, refer to the WEAPONS MANAGEMENT
SECTION.
6. BOMB FALL LINE (BFL). Displays the path that the bombs will follow upon
release.
1. RELEASE NOT SAFE MARKER. Shows on the HUD whenever the Minimum
Release Altitude Cue reaches the FPM and indicates that the delivery at current
parameters will not be safe.
2. RANGE TO GROUND. As the radar is ON, this time the slant range from the
airplane to the point directly underneath the piper is being shown.
3. CCIP PIPPER. Aiming point where the bombs will impact. For more information
about the CCIP bombing procedures, please refer to the WEAPONS EMPLOYMENT
section.
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AIR TO GROUND MODE: BL (CCRP)
1. TARGET CROSS. Shows the desired point of impact/target position (as designed
by the pilot using the dedicated control).
2. RANGE TO TARGET. Indicates slant range to the target position.
4. CCRP STEERING CUES. They appear only after a target point has been selected.
They are centered on the CCRP piper and rotate to show deviation from the
course to target. The aircraft is flying directly to the target when they are level.
EXAMPLE OF EXAMPLE OF
ALMOST PERFECT
MIS-ALIGNMENT
ALIGNMENT
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5. CCRP PIPER. It remains at a fixed point and replaces the FPM when in CCRP
mode. Before target selection, it is used to select a point in the ground as the
target. After target selection, it is used to give the bomb release order.
***
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AIR TO GROUND MODE: CCRP JUST PRIOR TO RELEASE
1. RELEASE CUE. The release cue moves from the target cross towards the CCRP
piper. The bomb(s) must be released when the cue is at the center of the
piper. The cue is time based and appear when time to target is 15 second.
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AUXILIARY GUNSIGHT MODE

The auxiliary gunsight is selected by the pilot. It is available in all modes except
Approach. The gunsight is fixed in the horizontal plane but can be moved in the
vertical plane to accommodate gun deflection based on ballistic tables for the
desired range. The deflection can be modified from 0 to 300 mils.
1. AUXILIARY GUNSIGHT. To activate it, click on the HAUSSE SWITCH located on

the right side of the HUD control panel.
2. ANGLE OF DEFLECTION VALUE. To modify the deflection click on the HAUSSE

KNOB located on the right side of the HUD control panel, to the right of the
HAUSSE switch.
CLOSE COMBAT MODES

See WEAPONS Section for details.
Page 120
SECTION 11
WARNING SYSTEM
SECTION 11
WARNING SYSTEM
Page 121
SECTION 11 11 - 1
WARNING SYSTEM ALARM LIGHTS PANEL
MASTER CAUTION LIGHTS

Located at the Top left of the main instruments panel. Consists of two lights:
One Amber for cautions and one Red for warnings.
It is directly linked with the Alarm Lights Panel, described in detail on the
following pages.
CAUTIONS
When caution occurs:
• Master Caution light: On
• Audio warning (see note below): On
• System specific light on the alarm panel: On
When pilot acknowledges caution When caution is no longer valid

(by pressing MASTER button)
Master Caution light: Off Master Caution light: Off
Audio warning: Off Audio warning: Off
System specific light on the alarm panel: System specific light on the alarm panel:
On Off
Note on audio warning: No warning will be heard when the caution

NOTE occurs, but a double chime will be heard after the initial 20 seconds then
every 3.5 seconds until the caution is acknowledged or no longer valid.
WARNINGS
When failure occurs:
• Master Warning light: On
• Audio warning (continuous): On
• System specific light on the alarm panel: On
When pilot acknowledges failure When failure is no longer valid

(by pressing MASTER button)
Master Caution light: Off Master Caution light: Off
Audio warning: Off Audio warning: Off
System specific light on the alarm panel: System specific light on the alarm panel:
On Off
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ALARM LIGHTS PANEL

The alarm lights panel works in conjunction with the Master Warning and Master
Caution lights. Like the Master Warning and Master Caution they are divided in two
colours, Amber for CAUTIONS and Red for WARNINGS.
In this case, each individual light indicates the specific system/subsystem that is
affected by the failure/anomalous condition. The light remains On for as long as the
caution / warning condition exists.
You will find description of all the warning lights at the next page with references,
where appropriate, do different sections of the manual.
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Designation Description More information
BATT Main Battery is disconnected or it has failed 3-1 ELECTRICAL SYS.
TR Main or Aux Transformer is disconnected or has failed 3-1 ELECTRICAL SYS.
ALT 1 Alternator no.1 is disconnected or has failed 3-1 ELECTRICAL SYS.
ALT 2 Alternator no.2 is disconnected or has failed 3-1 ELECTRICAL SYS.
HUILE Low oil pressure 2-1 ENGINE
T7 Engine T7 temperature is above 800º Celsius. 2-1 ENGINE
CALC Engine Controller functionality compromised 2-1 ENGINE
Engine Inlet Cones Automatism failure; also triggered if forced 2-1 ENGINE
SOURIS retracted by the R position or the SOURIS switch
Engine intakes Scoops Automatism failure; also triggered if forced 2-1 ENGINE
PELLE retracted by the R position or the PELLES switch
BP Low fuel pressure, the engine is not correctly fed 4-1 FUEL SYSTEM
BP. G Left (Gauche) fuel pump is off 4-1 FUEL SYSTEM
BP. D Right (Droite) fuel pump is off 4-1 FUEL SYSTEM
Fuel transfer has stopped - no usable fuel or fuel jettison in 4-1 FUEL SYSTEM
TRANSF progress
NIVEAU Remaining fuel is below 500 kg 4-1 FUEL SYSTEM
HYD. 1 Hydraulic System 1 pressure is below 195 bars 5-1 HYDRAULICS
HYD. 2 Hydraulic System 2 pressure is below 195 bars 5-1 HYDRAULICS
Hydraulic System 2 pressure is below 140 bars or Emergency 5-1 HYDRAULICS

HYD. S Pump switch is set to OFF.
EP Emergency Pump is active for more than 6 seconds. 5-1 HYDRAULICS
BINGO Remaining fuel is below the set BINGO level 4-1 FUEL SYSTEM
P. CAB Canopy not sealed or cabine pressure > 30,000 ft.
TEMP Overheat in avionics compartment; NOT FUNCTIONAL
REG. O2 ECS Oxygen regulator fault; NOT FUNCTIONAL
5mn.O2 Only 5 minutes of oxygen supply remaining
O2HA Not used
ANEMO Air Data Sensors heating is disabled / not working.
DC Low Voltage; DC Sec. bus automatically switched Off; expect 3-1 ELECTRICAL SYS.
CC only 30 minutes of DC remaining from the warning.
DSV Engine ByPass ratio slats fault; NOT FUNCTIONAL
Page 124
SECTION 11 11 - 1
CONDIT ECS Heat Exchanger overheat; NOT FUNCTIONAL
CONF FBW A/A - Charges Mode switch is in the wrong position 6-2 FLY BY WIRE
PA Problem with the autopilot system 7-1 AUTOPILOT
Flight Controls single failure on a multi-redundant system, 6-1 MOBILE SURFACES

MAN restricting the maneuverability (manoeuvrabilité)
Flight Controls dual failure on a multi-redundant system or on an 6-1 MOBILE SURFACES

DOM actuator, restricting the flight envelope (domaine de vol)
BECS Slats functionality has been compromised 6-1 MOBILE SURFACES
U.S.EL Last Emergency enabled for elevons (Ultime Secours Elevons) 6-1 MOBILE SURFACES
ALPHA Angle of Attack sensors fault (incoherent values or total failure) 9-2 FLIGHT INSTR.
FBW automatic gains calculation failure and/or fixed emergency 6-2 FLY-BY-WIRE
GAIN gains mode enabled
RPM Engine Low RPM alarm 2-1 ENGINE
Take - off configuration incorrect (not all the required checks

DECOL performed / systems on)
PARK Parking brake is engaged
Page 125
SECTION 12
NAVIGATION
SECTION 12
INS
Page 126
SECTION 12 12 - 1
NAVIGATION INS INTRODUCTION
THE INERTIAL NAVIGATION SYSTEM (INS)

The INS is the heart of the M-2000C navigation system. It allows the aircraft to
know its position in the world and to plot a course to a geographical point.
The INS can store the following information:

• 20 navigation waypoints (defined by their latitude, longitude and altitude) and its
associated data:
• Offset waypoint (delta latitude, delta longitude and delta altitude).
• Runway magnetic heading (QFU).
• Runway approach glideslope (PD – Pente Désirée).
• Desired arrival time (TD – Temps Désiré).
• Desired arrival track (RD – Route Désirée).
• 3 mark points with geographic coordinates along with the mark time.
• The magnetic declination
The INS provides the following information:

• Aircraft geographical position (Latitude and Longitude).
• Horizontal components (Vx, Vy) of the inertial speed.
• Ground Speed.
• Ground Track.
• Direction and Strength of the Wind.
• True Heading.
• Magnetic Heading.
• Acceleration components (Ax, Ay, Az).
• Bearing and distance to a waypoint.
• Track error.
• Magnetic lateral deviation from desired track.
• Track error from desired track.
• Approach glideslope.
• Remaining time to reach waypoint.
• Time difference between remaining time and desired arrival time in order to
maintain a constant speed.
• The aircraft load factor.
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SECTION 12 12 - 1
NAVIGATION INS INTRODUCTION
The INS is controlled from two dedicated panels in the cockpit:

THE POSTE DE COMMANDE NAVIGATION PCN (Navigation Control Panel)
THE POSTE SÉLECTEUR DE MODES PSM (Mode Selector Panel)
The INS controls the information displayed in the following instruments:
• HUD: Aircraft heading, attitude and current waypoint navigation.
• HDD: Aircraft heading, attitude and waypoint position, including bullseye.
• ADI: Aircraft heading, attitude and ILS needles.
• HSI: Aircraft heading, Double needle and DME window (the last two in Cv NAV
or Cm NAV modes only).
• PCN: See The PCN chapter.
INS OPERATING PRINCIPLE
The INS is an autonomous navigation system that requires no external systems
(VOR beacons, GPS satellites...) to operate. Based on a start position (the exact
latitude / longitude and altitude of the starting point needs to be known) and using
a very complex set of sensors and gyroscopes it keeps track of the aircraft
movement in space and calculates in a continuous manner the current position,
route and speed.
The INS is not a perfect tool, however, and suffers from integration drift -
accumulated small errors in its velocity and acceleration measurements. As a rule of
thumb, the accuracy will degrade by one mile for each hour of flight for a fully
aligned (class 1) INS. This can be corrected by performing an INS position update
(see INS POSITION UPDATE).
Page 128
SECTION 12 12 - 2
NAVIGATION MODE SELECTOR PANEL
MODE SELECTOR PANEL (PSM)

The PSM is the control panel for both the PCN and the INS and is responsible for
for controlling the INS operation.
1. OPERATING MODE SELECTOR KNOB. It has 8 different positions:

• AR (Arrêt): Turns Off both the INS and the PCN
• VEI (Veille): The gyros remain off but the system is powered and thermal
regulation is on. The PCN is available for data entry.
• CAL (Calibration): Reserved for maintenance.
• TST (Test): Reserved for maintenance.
• ALN (Alignement normal): Normal INS alignment procedure.
(See INS ALIGNMENT for more information)
• ALCM (Alignement sur cap mémorisé): Memory INS alignment procedure .
(See INS ALIGNMENT for more information).
• NAV (Navigation). Normal operating mode.
• SEC (Secours): Emergency operation, the INS provides only gyroscopic
information (attitude and heading).
2. DATA CARDRIDGE SLOT. Used by the ground crew or the pilot to insert information
regarding the flight plan etc.
3. THE PCN OPERATIONAL MODE. It has 5 different positions:
• N (Normal): Default position.
• STS (Status): The PCN display the current INS alignment status.
• DCI (Données Codées Inertielles): Inertial Codes Input. Used to visualize or
enter certain paremeters into the INS memory.
• CRV (C/R de vol): Used for maintenance only.
• MAIN (Maintenance): used for maintenance only
Page 129
SECTION 12 12 - 3
NAVIGATION NAVIGATION CONTROL PANEL
NAVIGATION CONTROL PANEL (PCN)

The PCN (Poste de Commande Navigation) is responsible for the interface between
the pilot and the INS. It is the main tool used for navigation, creating waypoints and
displaying different flight parameters, including those for waypoints current aircraft
position.
The main functions of the PCN are as follows:
• Visualization of the navigational data in the memory of the INS;
• Data input into the memory of the INS;
• Visualization of the INS alignment status;
• Control of saved points, register and offset waypoints as well as markpoints.
Below you will find description of all the displays and buttons:
1. UPPER LEFT LCD DISPLAY. 6 digits with identification symbols N, S, + and –. Used
for displaying numerical data like latitude, altitude in feet etc.
2. UPPER RIGHT LCD DISPLAY. 7 digits with identification symbols E, W; + and –.
Used for displaying numerical data like longitude, altitude in meters etc.
3. LOWER LEFT LDC DISPLAY. Contains PREP Window on the left with 2 digits
indicating the current waypoint for data entry/visualization. Also, DEST Window
on the right, with 2 digits indicating the current waypoint used for navigation. The
data for this waypoint is displayed in the HUD, VTB, HSI and ADI.
Page 130
SECTION 12 12 - 3
There is a separate, red 2 digit display between PREP and DEST used
NOTE during data input. It tells you how many numbers you have already
entered into the system (out of 6 available on upper left and 7 available
in upper right display).
4. STATUS LIGHTS. Light up when specific conditions are met .
• PRET (green): INS is ready.
• ALN (yellow): INS is aligning
• MIP (yellow): A data cartridge has been inserted. Not used.
• N.DEG (yellow): The INS is degraded and needs alignment.
• SEC (yellow): The INS is in emergency mode
• UNI (red): The INS is damaged.
• M91, M92, M93 (green): Indicate mark points being used.
5. FUNCTION KEYS. These are seven function keys used for choosing different modes
of operation or approving certain actions.
• PREP (Préparation): Selects the waypoint to be modified or whose data will be
displayed on the PCN.
• DEST (Destination): Selects the waypoint to be used for Navigation.
• BAD (But Additionnel): Selects the OFFSET waypoint as destination.
• REC (Recalage) Triggers or cancels the INS position update process (vertical
mode).
• MRQ (Marquage): Marks a geographical position.
• VAL (Validation): Used to validate alignment, position update and mark data.
The specific use of the buttons will be described later in separate sections of the
manual.
6. NUMERIC KEYPAD. Used to enter data into the INS. Consists of:
• 10 numeric keys, from 0 to 9. Including keys to designate North, South, East,
West, + and -.
• EFF (Effacement) key: Clears the input errors in the system.
• INS (Insertion) key: Enters the data in the system.
7. PARAMETER SELECTOR KNOB. Used to choose what data will be displayed on the
LCD displays. There are three types of data: coordinates, signed values (needing
plus or minus sign) and unsigned values. See DATA SELECTION part for more
information.
8. LIGHT INTENSITY KNOB. Used to increase or decrease the brightness of the
function keys, as well as EFF and INS keys on numeric keypad.
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SECTION 12 12 - 3
NOTE The intensity of the backlight of the whole PCS is governed by the knob
on the Interior Lights Panel.
PCN UTILISATION
The PCN is your main tool used for navigating, creating and modifying waypoints,
using mark points or getting specific information about your current position,
altitude, heading, speed etc. For more information about practical use of different
functions (like waypoints) please refer to Section 12 - 5 (NAVIGATING THE
M-2000C).
DATA SELECTION
To select the data to be displayed in the PCN you only have to click on the 11
position rotary knob. There are three types of data: coordinates, signed values
(needing plus or minus sign / N - S - E - W) and unsigned values. Below the table
containing the summary for each of the positions. You will find more details on
the following pages.
DATA SELECTION SUMMARY

Signed WP
EN Name FR Name Type WP 0
Unsigned 1+
RD/TD Route Désirée / Temps CAN BE

Desired Time and Route Désiré EDITED
UNSIGNED YES YES
ΔL/ΔG Setting Offset Point by CAN BE

LAT / LONG difference - SIGNED NO YES
EDITED
Δ ALT Setting Offset Point by CAN BE

ALTITUDE difference - EDITED
SIGNED NO YES
ρ/θ Setting Offset Point by CAN BE

polar RHO / THETA - UNSIGNED NO YES
EDITED
READ
DEC Magnetic Variation Déclinaison magnétique ONLY
SIGNED YES YES
DV/ FV READ
Wind Direction / Speed Direction / Force du vent ONLY
UNSIGNED YES YES
TR/ VS Remaining Time / Temps Restant / Vitesse READ

Ground Speed Sol ONLY
UNSIGNED YES YES
D/ RLT READ
Distance and Bearing Distance / Relèvement ONLY
UNSIGNED YES YES
CP/ PD Runway Heading / Cap vrai de piste / pente CAN BE

Glideslope désirée au but EDITED
UNSIGNED NO YES
ALT CAN BE
Waypoint Altitude Altitude SIGNED YES YES
EDITED
L/G Waypoint Latitude / CAN BE

Longitude Latitude / Longitude EDITED
SIGNED YES YES
Page 132
SECTION 12 12 - 3
BAD (Offset Point - Secteur But Additionnel)
Following four positions are used for preparing and using Offset Points.
RD / TD Desired Time and Route (Route Desiree / Temps Desire)

Left LCD Right LCD
Mode Display Display
Description Description
WP Ground Track Min. 0 INS Chronometer Min 0

00 (in degrees) Max. 359.9 (minutes, seconds) Max 399.9
The Ground Track gives you the exact current heading of your aircraft.
Descr. INS Chronometer measures time since powering up the INS.
CAN BE WP Selected Bearing Min. 0 Selected Time Min 0

EDITED 01+ (in degrees) Max. 359.9 (minutes, seconds) Max 399.9
Selected Bearing allows you to arrive at the given waypoint from the predefined
UNSIGNED bearing. NOT FUNCTIONAL
Descr.
VALUE Selected Time allows you to arrive at the given waypoint at a predefined moment in
time.
See DESIRED TIME ON TARGET function in Navigating the M-2000C Section for more
More information information.
Notes
ΔL/ΔG Setting Offset Point by LAT / LONG difference

Left LCD Right LCD
WP Not used
N/S
Not used
E/W
00 —.--.-- ---.--.--
Descr. Offset cannot be set for Waypoint 0.
CAN BE WP WP Offset Latitude N/S WP Offset Longitude E/W

EDITED 01+ (in meters) max 99 997 (in meters) max 99 997
SIGNED Enables you to set the targets coordinates using the distance in meters from the
Descr. selected waypoint to the North / South for Delta-L and East / West for Delta-G.
VALUE
More information See OFFSET POINTS in Navigating the M-2000C Section for more information.
The use of meters/kilometers here is to help for exchanges with ground forces using
Notes those units.
Page 133
SECTION 12 12 - 3
BAD (continued)
Δ ALT Offset Point ALTITUDE difference

Left LCD Right LCD
WP Not used ± -- --- Not used ± - ---

00
CAN BE WP Offset Altitude difference +/- Offset Altitude difference +/-

EDITED 01+ (in feet) max 24 999 (in meters) max 7 619
SIGNED Used to set the difference between the waypoint altitude and the offset point altitude.
Descr.
VALUE
Notes
ρ/θ Setting Offset Point by polar RHO / THETA

Left LCD Right LCD
WP Not used + --.-- Not used ---.-

00
CAN BE WP WP Offset distance min 0.01 WP Offset Bearing min 0.0

EDITED 01+ (in nautical Miles) max 53.99 (in degrees) max 359.9
UNSIGNED Introduced in the similar way to the bullseye calls, where RHO is the distance from
Descr. the waypoint in nautical miles, and THETA the true North bearing.
VALUE
If you enter value higher than maximum, the data in left and right LCD will revert to
Notes previous value.
Page 134
SECTION 12 12 - 3
OTHER PARAMETERS
Used solely for visualisation of certain flight parameters.
DEC Magnetic Variation (Declination)

Left LCD Right LCD
WP Magnetic variation +/-

Not used blank
00 (in degrees) 99.9
Descr. Displays magnetic variation in degrees between the True and Magnetic North.
WP Magnetic variation +/-

READ ONLY Not used blank
01+ (in degrees) 99.9
SIGNED Displays magnetic variation in degrees between the True and Magnetic North.
Descr.
VALUE
More information See IDN (HSI) in Navigating the M-2000C Section for more information.
If you enter value higher than maximum, the data in left and right LCD will revert to
Notes previous value. The magnetic variation should be editable but this is currently NOT
FUNCTIONAL
DV / FV Wind Direction / Speed (Direction / Force du vent)

Left LCD Right LCD
WP Wind direction min 0 Wind speed min 0

00 (in degrees) max 359.9 (in knots) max 999
Descr. Displays current direction and speed of the wind.
WP Wind direction min 0 Wind speed min 0

READ ONLY max 359.9 max 999
01+ (in degrees) (in knots)
UNSIGNED Displays current direction and speed of the wind.

Descr.
VALUE
More information N/A
Notes
Page 135
SECTION 12 12 - 3
OTHER PARAMETERS (continued)
TR / VS Remaining Time / Ground Speed (Temps Restant / Vitesse Sol)

Mode Left LCD Display Right LCD Display
WP Not used Blank

Ground Speed min 0
00 (in knots) max 1990
In WP 0 mode shows only current Ground Speed in the right window. Left window
Descr. remains blank.
WP Remaining time to WP min 0 Ground Speed min 0

READ ONLY max 719.59 max 1990
01+ (in minutes, seconds) (in knots)
UNSIGNED Displays remaining time to go to reach current PREP waypoint or offset point (based
Descr. on current speed). Right window shows current Ground Speed.
VALUE
Ground speed is the only available speed value that is not affected by altitude, air
Notes density etc. Therefore it is especially useful if mission briefing gives you ground
speed of other assets, like tankers or planes you are required to escort.
D / RLT Distance and Bearing (Distance / Relevement)

Mode Left LCD Display Right LCD Display
WP Not used Blank

True Heading min 0.0
00 (in degrees) max 359.9
In WP 0 mode right window shows your True Heading in degrees.

Descr.
Left window remains blank.
WP Distance to WP min 0 Bearing to WP min 0.0

READ ONLY max 409.60 max 359.9
01+ (in minutes, seconds) (in degrees)
UNSIGNED Displays the distance in nautical miles and bearing to PREP waypoint or its offset
Descr. waypoint.
VALUE
More information See IDN (HSI) in Navigating the M-2000C Section for more information.
Notes N/A
Page 136
SECTION 12 12 - 3
BUT (Waypoint - Secteur But)
Used for visualisation or changing / setting up Waypoint parameters. The INS

can store 20 waypoints (01 to 20), that can be edited at any moment (on-ground
or in flight). They are defined by the following parameters:
CP / PD Runway Heading / Glideslope (Cap vrai de Piste / Pente Désirée au but)

Left LCD Right LCD
WP Not used + —.- Not used +—.-

00
Descr. Cannot be set for Waypoint 0.
CAN BE WP Runway Heading min 0.0 Runway Glideslope min 0.1

EDITED 01+ (in degrees) max 359.9 (in degrees) max 90.0
UNSIGNED The CP / PD displays the runway heading in the left and runway glideslope in the
Descr. right window. You can also insert this data manually,
VALUE
Landing airfield has to be set as a last waypoint in the flight plan in order to work for
Notes the ILS. Currently NOT FUNCTIONAL
ALT Waypoint Altitude

Left LCD Right LCD
WP Aircraft Altitude +/- Aircraft Altitude +/-

00 (in feet) 99 999 (in meters) 30 480
Descr. Displays current barometric altitude of the aircraft. Not editable.
CAN BE WP WP Altitude +/- WP Altitude +/-

EDITED 01+ (in feet) max 25 000 (in meters) max 7 620
SIGNED Allows you to check or change the set altitude of a given waypoint, for up to 25 000
Descr. feet. Left window is used to display the altitude in feet, right one in meters
VALUE
The default WP altitude for the flight plan set up in the Mission Editor will always
Notes match the elevation in the given point. You need to manually edit the altitude for
each waypoint to match the altitude given in the mission briefing.
Page 137
SECTION 12 12 - 3
BUT (continued)
L/G Waypoint Latitude / Longitude

Left LCD Right LCD
WP Current Latitude N/S Current Longitude E/W

00 (in degrees) 90.00.00 (in degrees) 180.00.00
Descr. Displays current position of the aircraft.
CAN BE WP WP Latitude N/S WP Longitude E/W

EDITED 01+ (in degrees) 90.00.00 (in degrees) 180.00.00
SIGNED Displays geographical location of the selected waypoint. Also allows you to add new
Descr. or modify existing waypoint locations.
VALUE
See DATA ENTRY and INS ALIGNMENT in Navigating the M-2000C Section for more
More information information.
Notes N/A
***
Page 138
SECTION 12 12 - 4
NAVIGATION INS ALIGNMENT AND UPDATE
INS ALIGNMENT
The core of the INS houses a computer, a small platform bearing accelerometers
and three gyroscopes. The gyroscopes stabilise horizontally the platform, and the
accelerometers sense the aircraft movement in the north/south and east/west
directions.
Before being able to operate properly, the INS needs:
• The platform to be absolutely horizontal.
• One accelerometer oriented towards the geographical north.
• The other accelerometer oriented east-west.
• The gyroscopes to spin at the proper speed.
The phase at the end of which the INS reaches these conditions is called alignment.
The amount of time required depends on the type of alignment.
FULL ALIGNMENT
Full alignment is mandatory when you start in a “cold and dark” aircraft, unless the
“INS does not require alignment” option is checked in DCS OPTIONS menu (under
SPECIAL / M-2000C tab). You can also disable the gyro drift from the same page
(more about the drift later on in this chapter).
Full alignment is also necessary each time you have requested aircraft repairs from
the ground crew.
In order to start the full alignment procedure, follow the steps listed below:
1. Set the PSM Operational Mode in N.
2. Set the PSM Mode in VEI. This will automatically select PREP Waypoint 00
3. Check that the Aircraft position in Latitude, Longitude and Altitude indicated by
the PCN are correct. Change them as needed.
Like reality, the memorized position is imprecise, because of INS drift during the
(supposed) previous flight. Error can reach 5 NM and above. Therefore, if precision
is required, the displayed position must be updated before alignment.
You can find your starting position in your kneeboard (see next page) or by
hovering the mouse cursor over your aircraft in the fully zoomed F-10 map mode
and noting it down.
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SECTION 12 12 - 4
M-2000C Kneeboard page #3.
Aircraft starting position to be introduced into the PCN (including altitude)

The Kneeboard also tells you if you require a full or a quick alignment.
4. Set the PSM Mode knob in ALN when you are satisfied that all aircraft position is
correct. Once the PSM is in ALN, the following will happen on the PCN:
a. The ALN yellow light will blink.
b. The VAL button will light up.
5. Click on the VAL button to start the alignment process.
a. The ALN yellow light will become steady, indicating that the INS is aligning.
b. The VAL button will go dark.
6. At this time, you can edit other waypoint data.
7. The alignment process will abort if:
a. You click the PSM Mode knob to another position.
b. You try to edit the Waypoint 00 data.
8. You can check the alignment process status by clicking the PSM Operational
Mode knob to the STS position. You will notice that in the right window a total
progress will be displayed, going from 100 to 0. In the left one you will see a digit
defining how accurate the current alignment is - no digit at all meaning no
alignment at all, and then from "4" for very low precision to "1" being the best.
You will also see the timer counting down to the next alignment level. Remember
that the whole process will take around 8 minutes.
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SECTION 12 12 - 4
9. The ALN yellow light will turn off when the first coarse alignment (Class 4) has
been reached. At the same time the PRET green light will start blinking. At this
stage it is safe to abort the alignment process, the INS will remain aligned but its
precision will be very low.
10. When the PRET green light has become steady, the alignment process has
ended and the INS precision is the highest. You can now put the PSM Mode knob in
NAV.
MEMORY ALIGNMENT
ALCM stands for ALignement Cap Mémorisé, or Memorized Heading Alignment.
The ALCM is used for aircraft set for quick reaction alert (QRA). It permits to align
the INS in 1 min 30 sec, but requires to have previously performed a full alignment,
shut the INS down and not moved the airplane. This case is unrealistic in the
gameplay. Therefore, the stored heading alignment has been modelled to be
mandatory after an aircraft rearm and/or refuel.
To start a Memory Alignment, you must:
1. Set the PSM Operational Mode in N.
2. Set the PSM Mode in VEI. This will automatically select PREP Waypoint 00. You
will see a yellow N.DEG light on, informing you that you require a memory
alignment.
3. Set the PSM Mode knob in ALCM position. Once the PSM is in this mode, the
following will happen:
a. The ALN yellow light will blink.
b. The VAL button will light up.
4. Click on the VAL button to start the alignment process.
a. The ALN yellow light will become steady, indicating that the INS is aligning.
b. The VAL button will go dark.
5. The alignment process will abort if:
a. You click the PSM Mode knob to another position.
b. You try to edit the Waypoint 00 data.
6. You can check the alignment process status by clicking the PSM Operational
Mode knob to the STS position. You will notice that in the right window a total
progress will be displayed, going from 100 to 0. In the left one you will see a
countdown going from 90 to - 0.
7. The ALN yellow light will go dark and the PRET green light will turn on when
the alignment process has ended.
8. Now you can put the PSM Mode in NAV.
Page 141
SECTION 12 12 - 4
INS POSITION UPDATE

The INS is a very accurate instrument that uses a series of gyroscopes to provide the
data it needs. Unfortunately, all gyroscopes, no matter how exact and precise are
subject to gyro drift because the Earth rotates (ω, 15° per hour), and because of
small accumulated errors caused by friction and imperfect balancing of the gyro.
Another sort of apparent drift exists in the form of transport wander, where aircraft
movement will essentially add or subtract to the effect of the Earth's rotation upon a
gyroscope. The effect of these drift errors is that as time passes by the INS precision
starts to suffer. In order to regain navigation precision a procedure called Position
Update is required to be performed after a certain time.
To reflect this the INS accuracy will degrade by approximately one

nautical Mile per hour of flight (30 meters / minute). While this
CAUTION won’t be a problem during normal sorties, on longer missions
(involving air to air refuelling) and for correct precision bombing
it is important to perform the update.
The M-2000C INS has two methods to provide Position Update for the INS:
WAYPOINT OVERFLY and WAYPOINT RADAR RANGING. Both methods require the
use of a landmark with a known position and elevation. This land mark must be set
up as one of the waypoints in the flight plan.
Waypoint Overfly Position Update

With this method you have to fly exactly over the selected land mark.
To perform a Waypoint Overfly Position Update, you must:
1. Fly towards the centre of the selected landmark, disregarding the INS navigation
cues as soon as you have it in sight.
2. At the exact time when you fly over the landmark, you press the REC button, or,
even more practical, the "Magic Unlock / Position update" button of your Stick
(HOTAS).
3. The PCN will show the following information:
a. If the parameter knob is in the ΔL/ΔG position, the difference in latitude
and longitude between the aircraft position and the landmark position will be
shown. The values will be given in nautical miles.
b. If the parameter knob is in any other position, the difference will be shown
in polar coordinates. The left LCD display will show distance difference in
nautical miles while the right LCD will show the bearing difference.
4. If the difference between aircraft and landmark position is less than 15 nautical
miles, the VAL button will turn on.
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SECTION 12 12 - 4
5. You review the values presented in the PCN and decide whether to accept them
or not. If you accept them, then press the VAL button. The accumulated gyro drift
will be reset to 0 and the aircraft present position will be corrected. Both REC and
VAL buttons will go dark.
6. If the difference between aircraft and landmark positions are more than 15
nautical miles, the VAL button will remain dark and the REC button will start
to blink.
7. If you decide to reject the PCN values or if the REC button is blinking, click on
the REC button. The INS will not update its position and will continue using the
values it already has, including the accumulated drift error.
***
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SECTION 12 12 - 4
Waypoint Radar Ranging Position Update

With this method you do not have to fly over the selected landmark. Instead you
will use the radar to provide a precise slant or oblique range value between the
aircraft and the landmark.To perform a Waypoint Radar Ranging Position Update,
you must:
1. Fly towards the selected landmark (in the example above: Hoover Dam),
disregarding the INS navigation cues, as soon as you have it in sight. Make sure that
your radar is powered up and emitting. Note that the waypoint cross (2) is not
directly over the dam due to the INS drift.
2. With the PCA in NAV mode, click in the OBL button (4). The radar will enter TAS
mode (3) and a diamond shaped radar cue (1) will appear in the HUD. This cue
represents the exact spot where the radar beam is pointing.
3. Maneuver the aircraft until the radar cue and the landmark are aligned.
4. Click on the TAS Ranging keyboard bind or use the button mapped on your
throttle (HOTAS), which is more practical.
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SECTION 12 12 - 4
5. The PCN will show the following information:

a. If the parameter knob is in the ΔL/ΔG position, the difference in latitude
and longitude between the aircraft position and the landmark position will be
shown. The values will be given in nautical miles.
b. If the parameter knob is in any other position, the difference will be shown
in polar coordinates. The left LCD display will show distance difference in
nautical miles while the right LCD will show the bearing difference.
6. If the difference between aircraft and landmark position is less than 15 nautical
miles, the VAL button will turn on.
7. You review the values presented in the PCN and decide whether to accept them or
not. If you accept them, then press the VAL button. The accumulated gyro drift will
be reset to 0 and the aircraft present position will be corrected. Both REC and VAL
buttons will go dark.
8. If the difference between aircraft and landmark positions are more than 15
nautical miles, the VAL button will remain dark and the REC button will start
to blink.
9. If you decide to reject the PCN values or if the REC button is blinking, click on
the REC button. The INS will not update its position and will continue using the
values it already has, including the accumulated drift error.
10. The radar returns to its normal operational mode.
Waypoint Radar Ranging Position Update will be cancelled if:

• You click Master ARM to the ON position.
• You click the PCA to POL mode.
• You click the PCA to APP mode.
• You select a weapon.
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NAVIGATION NAVIGATING IN THE M-2000C
NAVIGATION INDICATOR (IDN)

The IDN (Indicateur De Navigation) displays the aircraft heading, distance and
bearing indications (depending on the selected reference, called source), and
selected heading reference for the autopilot.
Unlike standards HSI used in American aircraft, the M-2000C IDN was designed to
require little to no pilot input. It consists of a compass rose to indicate aircraft true
or magnetic heading, a Autopilot selected course indicator, two needles, a four-digit
mechanical display, an operational mode indicator and four failure flags.
The only pilot required inputs are: Operational Mode and TACAN Offset values.
The IDN also controls the type of heading that will be used: True or Magnetic. It is
important to remember that the setting selected on the IDN will be reflected on all
the other navigation instruments (including the HUD, VTB etc.).
M-2000C IDN
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1. CURRENT HEADING POINTER. The aircraft current heading is read in front of the
pointer.
2. AUTOPILOT SELECTED COURSE INDICATOR. Called also Autopilot Heading Bug.
Shows the heading which will be used by the autopilot. When the value is modified,
the indicator moves along the heading scale. Once it is set on the desired value and
the autopilot is engaged, the aircraft will turn until the heading pointer and the
heading bug are aligned on the same value.
The value can be modified by the trim control on the stick (when the autopilot is
engaged). See Section 7 (AUTOPILOT) for more information.
3. DISTANCE WINDOW (DME). Shows the distance in nautical miles to the selected
reference (source). See table below. Note that the right most digit is a tenth of mile.
The DME flag shows in this window if no data is available.
The distance display is also used to set the VAD data (see USING VAD)
4. CIRCULAR HEADING ROSE. The circular heading scale ranges from 001 to 360 with
long marks for every 10 degrees and smaller ones every 5 degrees. Numeric values
(in tens of degrees) every 30 degrees (e.g. 18 for 180°).
5. VOR FLAG. The bearing shown by the thin needle (VOR) is either invalid or
missing (no signal or system failure). Disregard the thin needle indication.
6. BEARING FLAG. The bearing shown by the wide/double needle is either invalid or
missing (no signal or system failure). Disregard the wide/double needle indication.
7. CAP (HEADING) FLAG. The heading information is not available (failure or no
signal). Disregard the displayed heading information and use a different indicator
(HUD, ADI or standby compass).
8. THIN NEEDLE. Gives the direction of a selected reference (source) - which in most
cases is VOR station. The only other use is in TEL mode, which is not modelled in
DCS.
9. WIDE NEEDLE, AKA DOUBLE NEEDLE. Gives the direction of a selected reference
(source). Refer to the IDN INDICATION TABLE below for more information.
10. DATA SETTING KNOB. In VAD mode, a specific position from a ground beacon
(bearing and distance) can be set. See TACAN OFFSET POINT (VAD) NAVIGATION for
mor information.
This knob does not have any other functions. Contrary to what is stated
NOTE by some sources, it is not used to move the green Autopilot bug around
the circular heading rose neither in DCS nor IRL.
11. IDN MODE SELECTOR KNOB. Used to select the navigation source. Rotating the
knob moves the navigation source indicator to the desired position. Refer to the
IDN INDICATION TABLE below for more information.
12. SELECTED MODE INDICATOR. A small semi-circle beneath each option shows the
selected IDN Mode. Refer to the IDN INDICATION TABLE below for more information.
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IDN INDICATION TABLE

Type of data displayed on the IDN depends on the setting chosen with the use of the
IDN Mode Selector Knob. Depending on the choice, sometimes the data is also used
by other navigation instruments.
Operational Modes
The IDN has four operational modes: INS/VOR Navigation (NAV), TACAN/VOR
Navigation (TAC), TACAN Offset Point/VOR Navigation (VAD) and Ground
Controlled Interception (TEL).
NAV (MAIN INS/VOR NAVIGATION MODE): In this mode, the IDN connects with the
INS. The wide needle and DME display waypoint navigation information, while the
thin needle shows bearing to selected VOR station. This is the only mode that allows
to select between true or magnetic headings, through its two sub modes:
CV NAV: In this mode the system uses true heading. Cv stands for Cap vrai
(“true heading” in French).
CM NAV: In this mode the system uses magnetic heading. Cm stands for Cap
magnétique (“magnetic heading” in French).
The selection of Cv NAV or Cm NAV also affects the heading

CAUTION
indicators in the following instruments: HUD, HDD, ADI.
All other following modes are part of the “Cm” category, i.e. they use only magnetic
heading indications.
TACAN/VOR NAVIGATION (TAC): In this mode the IDN connects to the TACAN
receiver. The wide needle shows bearing to the selected TACAN station, and the
DME gives distance in Nautical Miles.
TACAN OFFSET POINT/VOR NAVIGATION (VAD): In this mode the IDN calculates
and navigates towards a point offset to the current TACAN station. The offset point
location is introduced in polar coordinates (distance and magnetic bearing) by
using the VAD (TACAN Offset Point) input knob.
This mode has three sub modes:
VAD: This is the operational mode. The HSI checks if it a valid TACAN Offset
Point exists and calculates distance and bearing from the current aircraft
position towards the offset.
Ρ(RHO): This mode is used to enter the distance in nautical miles from the
TACAN station to the offset point.
Θ (THETA): This mode is used to enter the magnetic bearing from the TACAN
station to the offset point.
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Please refer to the TACAN OFFSET POINT (VAD) NAVIGATION chapter for more
information on this mode.
GROUND CONTROLLED INTERCEPTION (TEL): In this mode the IDN displays
interception information: bearing, distance and interception course, towards a
target. This mode is used when the aircraft is under Ground Controlled Interception
(GCI). This feature was never operationaly fielded in reality, neither is it modelled
in DCS and thus is NOT FUNCTIONAL.
IDN Indication Table

Cm
INDICATORS Cv NAV
NAV
TAC VAD ρ θ
Heading TRUE
Rose MAGNETIC HEADING
HEADING
HEADING GYROS FAILURE
Shows an orange tab in the bottom flag window. If it is visible, then it indicates a
CAP Flag problem with the heading gyro and thus the heading value shown in the HSI and
other heading indicators is not reliable. If shown it is recommended to use the
auxiliary heading gyro.
Wide TACAN VAD Used to set Used to set
Needle WAYPOINT BEARING VAD
BEARING BEARING VAD
BEARING FAILURE
Bearing Shows an orange tab in the right flag window. If it is visible, then it is not possible
Flag to show the bearing to the selected navigation point/station. The Needle 1 indicator
will park itself to the 135º position.
Thin
Needle VOR BEARING
VOR FAILURE
VOR Shows an orange tab in the left flag window. If it is visible, then it is not possible to
Flag show the bearing to the selected VOR/ILS station. The Needle 2 indicator will park
itself to the 225º position.
TACAN VAD Used to set Used to set
DME WAYPOINT DISTANCE VAD
DISTANCE DISTANCE VAD
DISTANCE FAILURE
DME
Flag It shows a bar across the DME indicator, blocking the value shown. If it is visible
there is an error in the DME value.
Selected
Course AUTOMATIC PILOT COURSE
Indicator
The bullseye calls made by the AI in DCS use True Heading rather than
NOTE magnetic. Therefore the ability to choose between the two can be very
useful.
The use of IDN and of the different modes of navigation are covered in the training
missions as well as the campaign included in the module.
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PCA MODES DISPLAY

The PCA is located to the left of the radar display. It consists of a panel with one
open switch, one guarded switch, and two rows of five LCD displays with buttons
below them.
The PCA controls the aircraft’s Master Modes of operation and is used for all
aspects of the aircraft’s flight.The options displayed in the top row change based on
the system Master Mode. Most of the options are exclusive, meaning that selecting
one will deselect the previous one.
In the NAV Master Mode the PCA will display the following options:
1. TOP: SPEED GUIDANCE (Guidage en Vitesse). A special navigation mode used in
conjunction with the DESIRED TIME ON TARGET (RD / TD MODE). Refer to the
linked section for more information.
2. POL: POLICE MODE. The system provides guidance to a locked target for
identification. No weapons are available in this mode, even if the Master Arm
switch is in the ON position.
Police Mode is used during air interception of unknown aircraft to prevent
accidental release of weapons. In this mode a large circle is visible in the middle of
the radar screen, as presented in the picture below.
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3. APP: APPROACH MODE. The system is configured for landing. Refer to APP MODE
in Section 10-3 for more information.
4. RD: DESIRED ROUTE. NOT FUNCTIONAL
5. OBL: RADAR BASED INS POSITION UPDATE (Recalage Oblique de la Centrale). See
Waypoint Radar Ranging Position Update in Section 12-4 (INS) for more
information.
WAYPOINT MANAGEMENT
The PCN installed in the M-2000C is capable of storing up to 20 WAYPOINTS (1 -
20), as well as the same number of OFFSET POINTS (one for each WP).
On top of that there are 3 MARKPOINT slots used to mark the spot on the ground
directly beneath the jet when the designated key on the PCN is pressed.
PREP vs DEST
The most important thing to understand and remember is the difference between
PREP and DEST functions, as well as Waypoint 00 (zero - zero, which always
refers to current position of the aircraft) and other Waypoints. The main difference
is as follows:
The PREP (preparation) waypoint is used for visualisation and editing. Whenever
the PCN displays any waypoint-related data, those are always the data for the
current PREP waypoint. In other words, whatever data you input or change there
will not have any impact on any of the instruments used for navigating the airplane
until the data prepared in PREP is transferred to DEST and hence used for
navigation.
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So in order to edit any of the waypoints you want to navigate to, you first have to do
that in PREP mode before being able to use it as your destination.
The DEST (destination) waypoint is being used for navigation. The DEST waypoint
data can only be visualised in the HUD, HDD, ADI and IDN. You can't display or
edit the DEST data on the PCN, the DEST waypoint is used solely as a source of data
for the instruments mentioned above.
Waypoint ZERO vs Waypoints 1 - 20
There is a similar difference between Waypoint 0 and all the other Waypoints.
Waypoint ZERO is not a real waypoint, but in fact the current position of your
aircraft. Which means that not all of the data that normally is visible on the PCN
can be viewed in WP 00 mode. Also, it is important to remember that WP 00 can
only be set in the PREP Window, and never in the DEST window.
Other Waypoints are normal Waypoints that can be selected as DEST to navigate to
them, and/or as PREP to edit/display data about them on the PCN, such as their
position (LAT / LONG), elevation, time to get there... etc.
Please refer to the DATA SELECTION for full description of all the information that
is available for display and / or editing, based on the position of the Parameter
Selector Knob.
Waypoint selection
As indicated above, The PCN uses two waypoint indexes to operate: the Preparation
(PREP) waypoint, which is the waypoint used for visualisation and editing and the
Destination (DEST) waypoint, which is the waypoint being used for navigation. The
DEST waypoint data can only be visualised in the HUD, HDD, ADI and IDN. There
is no problem with having the same waypoint # being the PREP waypoint and the
DEST waypoint at the same time.
To select a PREP waypoint:
1. Click on the PREP button. It will light up and the two digits on the left of the
Lower Left LCD Display will disappear.
2. Click on the numeric pad the number of the waypoint you want to visualize and/
or modify. The valid PREP waypoint numbers are from 00 to 20. You need to enter
both numbers, for numbers below 10 you need to enter the leading 0, e.g.:
Waypoint 0 must be entered as 00, 8 as 08, etc.
3. As soon as the second digit has been entered the selected waypoint data will be
displayed and the PREP button will go dark. You can now check and / or edit
desired data in the Upper Left and Upper Right LCD Display.
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To select a DEST waypoint:

1. Click on the DEST button. It will light up and the two digits on the left of the
Lower Left LCD Display will disappear.
2. Click on the numeric pad the number of the waypoint you want to visualize and/
or modify. The valid DEST waypoint numbers are from 01 to 20. You need to enter
both numbers, for numbers below 10 you need to enter the leading 0, e.g.:
Waypoint 1 must be entered as 01, 8 as 08, etc.
3. As soon as the second digit has been entered the selected waypoint data will be
used for navigation and the DEST button will go dark.
4. You cannot select waypoint 00 in DEST.
5. You cannot select a waypoint number higher than the number of waypoints in the
currently defined flight plan.
6. An invalid waypoint number will reset the DEST waypoint to 01.
Additionally, there are the following shortcuts for selecting waypoints:

• If you press PREP twice, without entering a waypoint number, the DEST waypoint
number will be copied to PREP.
• If you press DEST twice, without entering a waypoint number, the PREP waypoint
number will be copied to DEST. As long as the PREP waypoint number is higher
than 00.
Every time the PSM is placed in VEI, the PREP waypoint automatically
NOTE
changes to 00 and the DEST waypoint changes to 01.
Editing Waypoint information

PREP Waypoint data can be edited only under the following conditions:
• PSM Operational Mode is in N
• PSM Mode is in VEI, ALN, ALCM or NAV
There are two types of data that INS use: SIGNED and UNSIGNED.
SIGNED DATA is all that data that requires that you specify if the value you are about
to enter is positive or negative (for mathematical purposes Lat/Lon coordinates
North/East are considered positive while South/West are negative). The following
are the INS signed data: Waypoint latitude/longitude, waypoint altitude, offset
latitude/longitude, offset altitude and magnetic declination.
UNSIGNED DATA is all the data that is always assumed to have a positive value and
thus do not require that you specify its sign: Waypoint runway heading, waypoint
runway glideslope, selected bearing, selected time, offset bearing, offset distance.
To edit the data, you must:
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1. Select the parameter you want to edit by positioning the parameter knob in the
corresponding label.
2. Select either left or right data to edit.
a. To select the left data, click on the 1 or 7 keys in the numeric pad.
b. To select the right data, click on the 3 or 9 keys in the numeric pad.
3. Both the INS and EFF buttons will light up, indicating that the PCN is in edit
mode.
4. The selected window will show a series of dashes, indicating the number of digits
to be entered. If the data is signed both signs will be displayed indicating the need
to select one.
5. To select a sign, you must click on the associated button: 2 for North, 8 for South,
4 for West and 6 for East. For positive/negative values you must click on 1 (+) or 7
(-) for the left LCD or 3 (+) or 9 (-) for the right LCD.
6. An entry example would be:
You have selected L/G and the left window (L = Latitude). The right window will
continue displaying the G data and the right window displays N/S --.--.--, indicating
that you must: Select either N or S and that you must enter 6 digits.
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In this example, if you want to enter 38º 45.03’ N then you must:
• Click on the 2 Key to select N. S in the left window will disappear.
• Enter 384503 so that all dashes have been replaced by a number
• Press INS button to save the data or EFF if you made an error. EFF button
resets the display to the starting point.
Another example is if you want to enter waypoint altitude in feet, you select the left
LCD by clicking on 1 or 7. The right window will keep displaying the current data in
meters while the left one displays +/- -----. Select either + or – for values above or
below sea level and afterwards you must enter 5 digits including leading zeros.
In this example you want to enter 1850 above sea level so you must:
• Click on the 1 Key to select +.
• Enter 01850 so that all dashes have been replaced by a number.
• Press INS button to save the data or EFF if you made an error. EFF button
resets the display to the starting point.
7. If the data you entered is invalid, it will be discarded and the dashes will appear
again.
8. If the data you entered is valid, both INS and EFF buttons will go dark and the
selected window will show the new data.
9. Clicking on PREP or changing the parameter knob position will cancel the edit
mode.
Creating new waypoints

Adding new waypoints to the flight plan is similar to the procedure described above.
The only difference is that in this case you will be entering a completely new data
instead of replacing previously stored information.
To create a new waypoint follow the steps listed below:
1. Press the PREP button once.
2. Select first unused waypoint in your flight plan by pressing its number on the
keypad. So if your current flight plan consists of 7 waypoints, press 0 and 8,
followed by INS button.
3. Put the selector knob in the L/G position. You will notice that no data is
displayed in any of the PCN windows - this is because waypoint 8 will become a new
one and require set of lat / long coordinates to be introduced before it can be used.
4. Press 1 or 7 on the keypad in order to select the left window. You will enter the
latitude data, so first thing you need to do is select NORTH by pressing 2. Next,
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enter the coordinates. Once this is done, press the INS button to save it. If you
make a mistake, you can clear the window by pressing the EFF button.
5. Follow similar steps to introduce the desired longitude of the new waypoint.
Press 3 or 9 in order to select the right LCD. Select EAST by pressing 6 and enter
the coordinates. Save the data using the INS button.
6. The waypoint is now ready to use, however you might want to change its
altitude. To do so, move the selector knob to ALT position. You have an option to
use either feet or meters, displayed in left or right window, respectively.
Press 1 / 7 to select altitude in feet or 3 / 9 to use meters. Then press 1 or 3 to
indicate that you will be entering positive data or 7 / 9 if the waypoint altitude is
below the sea level. Depending on your choice, a small “plus” or “minus” will be
displayed. Next, enter desired altitude (remember about preceding zeros) and press
the INS button to save this value.
Changing waypoints
To quickly cycle through active waypoint, you can use the + and -
buttons located on the left side of the main panel, just above the
clock.
You can also introduce the desired DEST waypoint number as
described above.
Note there is no automatic waypoint change system anymore.
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TACAN OFFSET POINT (VAD) NAVIGATION

The IDN has a special navigation mode called VAD (Vecteur ADditionnel, French
for Additional Vector). The VAD is an offset point calculated from the position of
the selected TACAN station. The system uses the Needle 1 (Wide) and DME
(numeric) indicators. The Needle 1 and DME flags will be shown if it is not possible
to engage the VAD mode.
How to operate the VAD mode:
1. Set up a TACAN station in the TACAN receiver.
2. Place the IDN in TACAN mode and check that it is receiving signal from the
TACAN station (the DME and Needle 1 flags should not be shown).
3. Place the IDN in θ (Theta) mode.
4. Enter the desired magnetic bearing from the TACAN station to the VAD by
rotating the VAD input knob. The Needle 1 indicator will rotate towards the selected
value, note that the DME window will also show the corresponding numeric value.
5. Place the HSI in ρ (Rho) mode.
6. Enter the distance from the TACAN station to the VAD (offset point) by
rotating the VAD input knob. The DME indicator will start showing the selected
distance. The valid values are from 001.0 to 999.0 nautical miles. The Needle 1
indicator will show the selected θ (Theta)
7. Place the HSI in VAD mode. The system will calculate the geographical
position of the offset point from the current aircraft position: The Needle 1 indicator
will show the magnetic bearing to the Desired VAD point and the DME indicator
will show the distance in nautical miles (see the graphic below).
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For the VAD mode to be operational the following conditions must be met:
1. A TACAN station has been selected and the signal must be received.
2. The polar coordinates from the geographical position of the TACAN station to
the offset point have been entered into the system.
When all conditions are met the ADN will navigate directly towards the TACAN
Offset Point (VAD) from the aircraft position.
This option is handy, for example, to intercept an airport runway axis at
NOTE a desired distance when performing an approach or to set up a rendez -
vous point for your flight in case of no radio communications.
The practical example of using the VAD is included both in the training missions as
well as the campaign included in the module.
***
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OFFSET POINTS
Offset points are points on the ground (or in space) that are created by using
another existing waypoint as a reference. They will be most commonly used for
precision bombing or as points of reference given by the ground troops. Another
and most widely known example is the use of bullseye call to create an offset point
in order to locate your target, friendly units, landmarks etc.
Three out of eleven positions on the Parameter Selection Knob on the PCN are
dedicated to Offset Points and their use. they are collectively marked with a BAD
sign (BAD = But ADditionnel in French). These have been described in the
NAVIGATION CONTROL PANEL (PCN, section 12-3) of the manual.
The PCN is able to store 20 offset points, one for each of the introduced waypoints.
Remember that you cannot create an offset point from WP 0 (zero).
There are two ways to set up a new offset point:
• By using the distance in kilometres from the selected waypoint to the North /
South and East / West by using the ΔL/ΔG position of the knob.
• By introducing the distance and bearing to the selected point from one of the
waypoints. In other words, this is exactly the same as introducing bullseye calls by
using the ρ/θ position of the knob.
The third position allows you to set up the difference in altitude between the
original waypoint and the offset point. This is especially important for precision
bombing.
Creating offset using ΔL/ΔG

Follow the following steps in order to create an offset point using ΔL/ΔG:
2. Choose the waypoint you want to use as a reference for your waypoint by
introducing its number using the keypad (two digits).
3. Put the Parameter Selection Knob in ΔL/ΔG position. The top left window of the
PCN will look in the following way: NS --.--- in the left window, EW --.--- in the right
one.
4. Press 1 / 7 to select left window or 3 / 9 to select the right one. INS and EFF
buttons will light up and. Then press the corresponding key to choose N / S for ΔL
or E / W for ΔG. Only the selected letter will remain.
5. Use your keypad to introduce the distance. Remember about preceding zero if
your offset point is located less than 10 km from the reference waypoint. Also, bear
in mind that the maximum value is 99 997 meters.
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6. Press INS button to save the data or EFF if you made an error. EFF button
resets the display to the starting point. If the data you entered is invalid (so if you
input greater value than 359.9), it will be discarded and the dashes will appear
again.
Creating offset using ρ/θ

Follow the following steps in order to create an offset point using ρ/θ:
2. Choose the waypoint you want to use as a reference for your waypoint by
introducing its number using the keypad (two digits).
3. Put the Parameter Selection Knob in ρ/θ position. The top left window of the
PCN will show: 0.00, and the right one will show 0.0.
4. Press 1 / 7 to select left window in order to introduce the distance from the
reference Waypoint to the desired Offset Point. INS and EFF buttons will light up
and zeros will be replaced by dashes: --.--
5. Use your keypad to introduce the distance. Remember about preceding zero if
your offset point is located less than 10 miles from the reference waypoint. Also,
bear in mind that the maximum value you can put in is 53.99 nautical miles.
resets the display to the starting point. If the data you entered is invalid, it will be
discarded and the dashes will appear again.
7. Press 3 / 9 to select right window in order to introduce the bearing from the
reference Waypoint to the desired Offset Point. INS and EFF buttons will light up
and zeros will be replaced by dashes: ---.-
8. Use your keypad to introduce the bearing. For greater accuracy you can use
tenths of a degree, for instance 220.5 or 180.1.
resets the display to the starting point. If the data you entered is invalid (so if you
input greater value than 359.9), it will be discarded and the dashes will appear
again.
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Introducing altitude difference

For precision bombing purposes you might want to introduce the altitude difference
between the reference Waypoint and the Offset Point for greater accuracy. It is done
in a similar way to setting the altitude of the waypoint, with the difference that you
have to put the Parameter Selector Knob in the Δ ALT mode. Remember that you
use the reference Waypoint altitude as a basis, which means that if Offset Point is
higher, you need to use positive data, if lower - you need to put a “-“ before you
enter the value.
Using Offset Point as a destination

In order to use the offset point as your destination, you have to select the reference
Waypoint as your DEST, and then press the BAD button located to the right of
the Parameter Selector Knob. It will light up and the offset point will now be shown
as your destination both in the IDN and HUD. The ENC button will blink as long
as the is BAD selected to indicate that automatic change of waypoints is
unavailable.
MARK POINTS
M-2000 C's INS is capable of setting and memorising up to three overflown mark
points. You set them up by pressing the MRQ button and then confirming it with
VAL.
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As soon as you press the MRQ button (4) it will immediately light up, together
with VAL (3). Top left and right LCD windows will show the latitude and
longitude of the spot directly beneath the plane at the exact moment when the
MRQ was pressed (1). Lower left display shows the number under which the
markpoint will be saved.
If you want to save the markpoint, press the VAL button once. It will go dark
together with the MRQ, and green M91 light (5) will show up above the keypad, as
illustrated on the picture below.
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From now on you can use the markpoint as a normal Waypoint. The number
displayed behind M is the number you have to introduce into the INS using the
DEST mode (6, you cannot edit or view markpoint data in PREP).
Use your markpoint slots wisely - once you use all three, there is no way to delete
the ones already stored in the system.
If you try to create an additional markpoint when all three slots are taken (you can
easily tell that it is the case by looking at the INS - all three M green lights will be
up), the MRQ button will start blinking and pressing the VAL button will not
have any effect.
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DESIRED TIME ON TARGET (RD / TD MODE)

The Desired Time on Target function allows you to set up your plane to provide you
with the speed cues that will facilitate arriving at the specific waypoint in a specific
period of time. Note that it lets you choose how long you want it to take to reach the
designated waypoint, but not at what time you will be there. In other words it is
using the time of departure plus flight time function as opposed to desired time of
arrival minus the flight time.
In order set it up correctly it is important to know the limitations of the system. So:
• Desired time - to - go cannot be less than 50% of the value shown under the TR /
VS mode (so the time it will take to get to the waypoint if the current ground
speed is constant).
• Desired time - to - go cannot be more than 150% of the value shown under the
TR / VS mode (so the time it will take to get to the waypoint if the current ground
speed is constant).
In order to use this mode, please do the following:
1. Set the desired waypoint in both PREP and DEST windows.
2. Set the Parameter Selector Knob to TR / VS position and check current ground
speed as well as the displayed time to go.
3. Set the Parameter Selector Knob to RD / TD.
4. Press 3 or 9 to enable data input in the right window. It will change to ---.--
allowing you to introduce 5 numbers. You can choose any value of up to 359
minutes and 59 seconds, provided it is in the limits outlined above. For instance if
you want to arrive at the chosen waypoint exactly 6 minutes 30 seconds after
pressing TOP, type 00630.
5. Introduce the number and press the INS button.
6. To start the clock and guidance, press the TEL button on your PCA. A new set of
cues will show on your screen:
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The goal now is to place the two chevrons (1) into the two inverted brackets (2) and
keep them exactly in the middle in order to arrive at the set waypoint in desired
time.
If the chevrons (1) are too high, as in the picture below, it means you are going too
fast and will arrive at your destination too early unless you slow down.
If the chevrons are too low, the opposite is true - you are going too slow and will be
late unless you accelerate.
DESIRED COURSE TO WAYPOINT (RD / TD MODE)
This function is not implemented. NOT FUNCTIONAL
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SECTION 12 12 - 5
WAYPOINT VISUALISATION ON THE VTB

The M-2000C allows the display of up to 5 waypoints on the VTB screen, provided
that the following conditions are met:
• They are in the selected radar display range;
• They are within the radar aperture limits, i.e. +/- 60 degrees.
When added to the display, the waypoints look as follows:
In order for the waypoints to be shown, you need to:
1. Press PREP button and enter the desired waypoint number on your keypad.
2. Press the VAL button on the PCN. A “plus” sign with the waypoint number to
its right will show up on the VTB.
Follow the same procedure in order to hide the selected waypoint. You can also
remove all the waypoints from the VTB by using the ALLEG switch below the VTB
screen.
Remember that only those waypoints that are within the currently set
NOTE radar display range will be visible on the VTB, the others will be hidden
from view.
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SECTION 13
ELECTRONIC WARFARE
SECTION 13
ELECTRONIC WARFARE
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SECTION 13 13 - 1
ELECTRONIC WARFARE VTB / RADAR
THE VTB/HDD
The Visualisation Tête Basse (VTB), which is French for Heads Down Display
(HDD), displays radar information along with navigation data, target designation or
aircraft load.
1. DISPLAY SCREEN. Displays the radar and the aircraft load.
2. START/FINISH (Debut / Fin) input designation. NOT FUNCTIONAL
3. RADAR N PARAMETER. Used to choose which waypoint will be used as bullseye.

See NAVIGATION chapter for more information.
4. RADAR RHO PARAMETER. NOT FUNCTIONAL
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5. RADAR THETA PARAMETER. NOT FUNCTIONAL
6. DE-CLUTTER VTB/HDD. De-Clutters VTB/HDD Symbology. Used to remove

waypoints displayed on the VTB screen. See WAYPOINT VISUALISATION ON THE VTB
in Section 12-5.
7. RADAR MAP DISPLAY SELECT. Displays the Radar map. NOT FUNCTIONAL
8. MRQ MARKER BRIGHTNESS ADJUST. Adjusts the VTB/HDD's Marker (MRQ)

Brightness. NOT FUNCTIONAL
9. BACKLIGHT BRIGHTNESS ADJUST. Adjusts the VTB/HDD's Backlight Brightness.

NOT FUNCTIONAL
10. CONTRAST ADJUST. Adjusts the VTB/HDD's Contrast. NOT FUNCTIONAL
11. BRIGHTNESS ADJUST. Adjusts the VTB/HDD's Brightness. NOT FUNCTIONAL
12. POWER ON/OFF. Turns On/Off the power of the VTB/HDD.
13. RADAR T PARAMETER. NOT FUNCTIONAL
14. RADAR M PARAMETER. NOT FUNCTIONAL
15. RADAR Z PARAMETER. NOT FUNCTIONAL
16. RADAR C PARAMETER. NOT FUNCTIONAL
The Objective Designation is used for when AWACS/ Forward

controllers coordinate targets for the Mirage 2000C in the theatre of
operations. The AWACS/Forward controller will designate specific
NOTE information to the pilot to manually input into the VTB with the 8 (4 on
each side) switches to designate the target. In practice this was very
rarely used and would not be practical in a small areas of operations
available in DCS, hence lack of functionality.
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THE RDI RADAR

The RDI Radar is a high PRF Doppler multi-mode/single function radar optimised
for air-to-air combat. RDI was the first high pulse repetition frequency Doppler
radar built in France. RDI is optimised for the air defence mission, therefore it has a
single function, thought its mode options include:
• Air-to-air RWS search at all altitudes.
• Long-range TWS and STT, the latter allowing missile guidance.
• Short-range (<10Nm) dedicated modes with automatic STT lock, specific to
selected weapon..
• Look-down, shoot-down against targets flying as low as 30 meters (98 feet).
RDI is compatible with both the Matra Magic 2 and the Matra Super 530D missiles.
Fire control for cannon up to a range of 1000 meters (3280 feet) is provided.
Although the RDI is primarily configured for the air defence role, it has secondary
capabilities to carry out ranging for weapons delivery, low altitude navigation with
ground mapping and contour mapping for terrain avoidance (mapping functions
are not available in-game).
RDI radar capabilities and limitations
RADAR MODE MAX RANGES (NM) LOCK TYPE DOPPLER
Search Lock TWS STT Filter
High PRF 66 50 Yes Yes 100%
ILV PRF 45 20 Yes No 50%
Low PRF 25 N/A No No 0%
For air-to-air combat, the RDI provides a 120° cone of coverage, the antenna
scanning at either 50 or 100°/s, with ±60, ±30 or ±15° scan.
In addition, the RDI features Several special autolock modes for short range air
combat (< 10Nm):
• Boresight beam (scanning straight ahead).
• Horizontal scanning (parallel to the horizon) with PRF option (BAH/BA2).
• Vertical scanning (optimized for turning fights); available for MAG and CAN
master modes.
• SVI Helical scanning (covering the HUD field of view); available for 530 and POL
master modes.
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Radar Coverage
The area scanned by the radar is determined with the use of two separate controls:
number of bars (lines) and Radar Scan azimuth selector (balayage = sweeping
angle in degrees) (see below). The wider area of scan, the longer it takes for the
beam to complete the sweep, which also means longer gap between the updates and
smaller range / accuracy.
The RDI search pattern is as follows:

As noted above, with 1 Bar Search the 3o diameter cone will only move on the
horizontal plane from left to right, completing the sweep very quickly, but also
covering very limited area.
In 4 Bar Search the total vertical space covered by the radar will extend to 12
degrees, scanned in four horizontal 3o sweeps.
Conversely, the 2 Bar Search will cover a total of 6 degrees in two 3o sweeps
The picture on the next page illustrates the vertical coverage of the RDI Radar:
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For the horizontal scan, you can use the azimuth selector, which allows to choose
the horizontal aperture setting in which the radar will operate: 15, 30 and 60
degrees, giving the horizontal coverage of 30, 60 and 120 degrees respectively.
The antenna can be moved vertically and horizontally (in 15 and 30 degree setting)
to cover the space above, below or to the sides without the need to change your
pitch or heading.
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RADAR CONTROL PANEL

Radar Control Panel is located on the left console, behind the throttle. Below you
will find the list of all the knobs and switches.
1 - 3. NOT FUNCTIONAL
4. RADAR REARM. NOT FUNCTIONAL
5. RADAR DOPPLER REJECT SELECTOR. NOT FUNCTIONAL
6. RADAR GAIN SETTING. NOT FUNCTIONAL

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7. RADAR POWER SWITCH. Used to power up the radar. It has following positions:
• A (Arrêt): off
• P CH (Préchauffage): warm up
• SIL (Silence): standby
• EM (Emission): on
8. DEC. Ground avoidance mode. Displays SHB indication in the top - right part of
the radar screen, but is NOT FUNCTIONAL
9. VISU. Ground mapping. NOT FUNCTIONAL
10. RADAR TEST SWITCH. NOT FUNCTIONAL
11. RADAR DISPLAY MODE. Used to switch between the PPI (Plan Position Indicator)
display mode and the B-Scan display mode.
12. ON GROUND RADAR SWITCH. Used for maintenance. NOT FUNCTIONAL
13. RADAR TDC MODE. TDC stands for Target Designation Caret. Switches between
S mode (that shows the radar cone maximum and minimum altitude) and the Z
mode (showing the altitude of the radar cone centre).
14. PERSISTANCE KNOB (Rémanence in French). Two modes - R for ON and N for
OFF. Determines how long will the contact remain on VTB after being lost by radar.
NOT FUNCTIONAL
15. RADAR MODE. Used to choose the Pulse Repetition Frequency (or the PRF). It
governs the number of radar pulses transmitted each second. It has three settings:
• HFR (Haute FRéquence): High pulse repetition frequency
• ENT (ENTrelacé): Interleaved pulse repetition frequency
• BFR (Basse FRéquence): Low pulse repetition frequency
16. BARS SELECTOR. Used to determine number of bars (horizontal lines) which the
radar will scan during each sweep cycle. The available settings are 4, 2 and 1 (for
more information see RADAR COVERAGE above).
17. RADAR RANGE SWITCH. Used to cycle through preset ranges displayed on your
VTB. Available options are: 5, 10, 20, 40 and 80 miles).
18. PSIC BUTTON. From French Poursuite Sur Informations Continues or Single
Target Track. NOT FUNCTIONAL
19. RADAR SCAN AZIMUTH SELECTOR. From French Balayage. Allows you to choose
the horizontal aperture setting in which the radar will operate: 15, 30 and 60
degrees (for more information see RADAR COVERAGE above).
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RADAR POWER MODES

Depending on the setting of the Radar Power Switch, the VTB will look different.
A P CH
SIL EM
Apart from the Radar Power Switch you also need to use the Power ON / OFF
switch in the lower - right part of the VTB.
In SIL (standby) mode the Radar is not emitting, however you can
NOTE adjust all the settings, like displayed range, PRF, azimuth and bars.
While doing so you will not be visible on enemy RWR.
When selecting WEAPONS SYSTEM COMMAND FWD or AFT on

NOTE HOTAS, radar will become active even if the power switch is in the SIL
position. Upon deselecting one of these modes, radar will return to SIL.
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RADAR SCREEN
Below you will find explanation of RADAR symbology used in different modes.
1. RADAR ANTENNA ELEVATION. Shows you the angle at each the antenna is looking
up or down. Each small bar represents 10o.
2. RADAR VERTICAL SCAN COVERAGE (bars). The number shows the bar settings
chosen on the BARS SELECTOR switch (1, 2 or 4 lines). The line next to the number
will move up or down along the Radar Antenna Elevation scale, showing current
antenna angle. Note that when set to one bar, there is no number shown, only the
horizontal line on the angle scale.
3. CALIBRATED AIR SPEED. Shows the CAS in knots as well as current speed in mach
below (not visible on this screenshot).
4. HEADING SCALE. Similar to the one found on the HUD, it shows the current
heading of the airplane. Each vertical bar represents 10o, numbers (12, 15, 18) give
the heading (120, 150, 180).
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5. BAROMETRIC ALTITUDE. Shows the current barometric altitude of the airplane (3

digits in XXX format, in this case 043 - 43o feet).
6. AIRCRAFT SYMBOL AND BANK ANGLE. The symbol in the middle is static and shows
your aircraft, while the two long horizontal lines will move in order to represent
current bank and pitch of the aircraft.
Think of the indicators 3-6 as a HUD repeater on your VTB. It is

NOTE extremely useful for maintaining situational awareness when you are
heads down working on the targets shown on your VTB.
7. RADAR SCAN RANGE. Shows the range in Nautical Miles currently covered on the
screen, set with the use of RADAR RANGE SWITCH.
8. PULSE REPETITION FREQUENCY. Displays the current working mode of the radar,
determined by the position of the RADAR MODE switch. Possible options:
• HFR for Haute FRéquence (High Frequency)
• ENT is short for Entrelacé (= French for Interleaved)
• BFR for Basse FRéquence (Low Frequency)
The PRF setting governs the number of radar pulses transmitted each second and
has three settings: High, Interleaved and Low. Each of these has its advantages and
limitations.
In High PRF (HFR) setting your radar will work as a normal Doppler Radar,
which means using maximum range - around 65 nautical miles. It is good in
detecting targets that are below you and it allows both Track While Scan and Single
Target Track mode for weapons guidance. The cons are that it is very susceptible to
notching and it will reject the low velocity targets.
Low PRF (BFR) is quite the opposite - it is good for air-to-air look up and finding
low velocity targets due to the fact that there is no Doppler filtering in this mode.
However, it has poor air-to-air look down capability, it gets a lot of ground clutter, it
does not allow you to lock any targets and it has limited range.
Interleaved (ENT), tries to get the best of both modes, having pretty good
detection capability and ability to attain a lock in Track While Scan mode at 20
miles or less - but not to guide weapons. It still fares poorly against slow moving
targets, though, and has limited range - up to 45 nM.
See RDI RADAR CAPABILITIES AND LIMITATIONS table for more information.
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RADAR MODE, AZIMUTH AND TDC

Depending on the settings determined by the pilot, the radar screen will look
differently. Below you will find some examples of the screen with different PRF,
Balayage and TDC settings.
1. In the example above, the BALAYAGE is set to maximum, 60o scan - the green arc
on the top extends through the whole width of of the radar screen.
2. The VERTICAL SCAN COVERAGE is set to 4 bars (as indicated by number 4 to the
right of the longer vertical line) and the antenna is aligned with the nose and
pointing forward.
3. The PULSE REPETITION FREQUENCY is set to HFR, or High.
4. This time not only CAS is visible, you can also see the mach number below.
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1. In this example, the BALAYAGE is set to medium, 30o scan - the green arc on the
top does not touch the edges of the radar screen. Remember that in this setting it is
possible to move the antenna left or right. When doing so, you will notice the arc
will also change place indicating the new direction in which the antenna is looking.
2. The VERTICAL SCAN COVERAGE is again set to 4 bars (as indicated by number 4 to
the right of the longer vertical line) and the antenna is looking 12o up.
3. The PULSE REPETITION FREQUENCY is set to HFR, or High.
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TARGET DESIGNATION CROSS, CONTACTS AND IFF

The image below shows the appearance of the contacts on the Radar screen, as well
as IFF identification and information provided by the Target Designation Cross.
1. IFF BEING USED. The double line at the top of radar screen indicates that the IFF
system is active. It becomes active after IFF Interrogation Button is pressed and
provides friend - or - foe identification for a limited time.
2. CONTACT (FRIENDLY). The V symbol indicates a contact. It also indicates that the
radar is in RWS mode. A small green diamond in the middle of the contact indicates
a friendly unit. The number below shows the closing velocity in mach (in this case
1.0)
3 A. CONTACT (UNKNOWN). Lack of a diamond indicates a bogey, i.e. a contact that
has no transponder or with transponder emitting at a frequency that is not
identified as friendly. The number below shows the closing velocity in mach (again,
1.0)
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If the contact is not identified as friendly, it does not necessarily mean it

CAUTION is hostile. In the campaign and many user - made missions always wait
for authorisation to open fire.
Please note that if you are using the BFR mode, the contacts will look like squares
instead of V symbols:
3 B. TARGET DESIGNATION CROSS. The cross can be moved around the VTB by using
the TDC Hat Switch. The number on the left side of the cross shows the range from
your plane to the spot directly underneath the cross.
You can use the TDC to get the range from the contact without the need
NOTE
to lock him up (see more below on the TWS / STT lock).
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The numbers displayed on the right side depend on the selected RADAR TDC MODE:
In S mode two numbers are displayed, giving the maximum and

minimum
Radar Screen in PPI display mode. Take note altitude in (Poursuite
that the PIC thousands surofInformation
feet covered by the Radar Cone.
t.
In Z mode one
Pulse number is displayed, showing the altitude of the
Repetition Frequency
Target closure radar cone centre
Target altitude in thousands of feet to the right from the cross.
ENT: Interleaved
(176 = 17600 ft) HFR: High Frequency
speed in kts
BFR: Low Frequency
4. DISTANCE AND BEARING to the point under the TDC from the selected waypoint.
TDC (Target Designation Caret)
This will be covered in greater detail in the NAVIGATION SECTION. It is important to
Information
note here that in this particular case, the selected
Radar waypoint is 00, which will always
Cone Altitudes
be the current position of the aircraft. TOP RIGHT: 9 = 9000 in
Having this ft mind by moving the TDC
around the screen you can obtain bothBOTTOM
the range and
RIGHT: 8 = bearing
8000 ft to the point under the
TDC from the point at which you currently are.
e
This feature will be most commonly used for the Bullseye calls, but it
NOTE can also be utilised for getting information about position of different
targets
H: in relation
Target Lockedto your airplane.
V: Target Not Locked
Target type Target Closing

Speed in Mach
M-2000 C’s RDI radar has
Target limited capability of identifying the
Type
painted target and showing the type of aircraft locked above the
(Shown: MiG-21)
radar operation mode in the lower - right corner of the screen.
Radar Operation Mode
Combination ofPICfour letters
(Poursuite / numbers
sur Information used for description is self-
Continue)
= STT (Single Target Track)
explanatory (in the example to the left: MiG-21).
PID (Poursuite sur Information Discontinue)
= TWS (Track while scan)
Aircraft Altitude
Contact symbols (85 = 8500 ft)
Heading Compass
The appearance of contacts depends on the closing speed, as well as on the bar on
which the given contact is detected. This helps you to understand
91 at a single glance
if you are gaining up on him or if he is getting away from you, as well as it lets you
determine if he is in the middle of the radar search or on the outermost bar.
Depending on the situation, the following symbols will be displayed:
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4-line scan:
4
3o cone
Contact's closing
Contact's closing
speed <0 speed >0
2-line scan:
1-line scan:
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SECTION 13 13 - 1
In other words:
Contact’s closing speed is > 0

Contact is detected at 1st (highest) bar

Contact is detected at 2nd or 3rd (middle) bar

Contact is detected at 4th (lowest) bar
Contact’s closing speed is < 0 (contact is moving away)

Contact is detected at 1st (highest) bar

Contact is detected at 2nd or 3rd (middle) bar.

Contact is detected at 4th (lowest) bar
Contacts refresh rate

The contacts are displayed on the VTB only when the radar beam passes through
them in the search mode. This means that in 4-bar scan, where the beam has to do
four sweeps to cover the full 12 degree area, some of the contacts may disappear
before they are painted again. This is normal - and if you experience such
behaviour, reduce number of bars to 2 or 1.
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RADAR DISPLAY MODE

The radar can use two different display modes.
The PPI mode, in which the radar emitter is at the centre of a circle, while the
contacts are marked as points inside it.
The B-Scope mode, which is commonly used in US built aircraft, the circle is
flattened into a square with the bottom representing the emitter position.
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RADAR SCREEN - TRACK WHILE SCANNING MODE

There are two ways of locking the contacts with a radar: Track While Scanning
(TWS) and Single Target Track (STT). After acquiring a lock, additional information
about the target will be displayed on the VTB.
Below is the example of information displayed in the TWS mode, or PID in French
(from Poursuite sur Informations Discontinues).
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1. TARGET SPEED IN MACH. Shows the current speed of the locked target.
2. TARGET HEADING. Shows current heading of the locked target.
3. TARGET CLOSING VELOCITY (VR stands for Vitesse de Rapprochement in French)
Displays the speed at which you are approaching your target or how fast it is getting
away from you (with a minus in front), measured in knots.
4. TARGET ALTITUDE. Given in hundreds of feet or Flight Level format (XXX - in this
case 14 300 feet).
5. BEARING TO TARGET. The long line in STT mode will show the bearing to your
target.
6. DISTANCE TO TARGET. Shown next to the locked contact, it displays the distance in
Nautical Miles. When the distance falls below 10 miles, it will show more detailed
information in the X.X format (for instance, 4.6 miles).
7. LOCKED TARGET. Indicated by two vertical lines on both sides - |V|. The closing
velocity in mach is still shown beneath.
Remember that the relation between closing velocity given in IAS
(knots) and the same indication in mach (below the contact mark)
NOTE depends on target’s altitude - as a rule of thumb, the higher you are, the
less knots you are making for a mach.
8. B-ANGLE. It is the angle formed by the target's heading and your current heading,
also known as B-angle. The small line at the centre of the locked target indicates
both target velocity (it grows the faster the target travels), while the number
beneath is the B-angle (and the line rotates to show direction of travel). With the B-
angle you can check when the target is trying to "notch", that is to put itself
perpendicular to the radar beam in order to force the radar to drop both the lock
and the contact. For more information, refer to WEAPONS EMPLOYMENT section.
9. CURRENT LOCK TYPE DESIGNATION. There are two options:
• PID (Poursuite sur Informations Discontinues): Track While Scanning. In this
mode radar will partially focus on the locked target providing additional
information, while continuing to scan the area with the set number of bars /
horizontal angle.
• PIC (Poursuite sur Informations Continues): Single Target Track. In this mode,
radar will focus all of its power solely on the locked target. This mode is used for
employment of the S-530D missiles and for Close Combat Mode. For more
information, refer to WEAPONS EMPLOYMENT section.
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RADAR SCREEN - SINGLE TARGET TRACK MODE
Below is the example of information displayed in the STT mode, or PIC in French
(from Poursuite sur Information Continue).
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1. TARGET SPEED IN MACH. Shows the current speed of the locked target.
2. TARGET HEADING. Shows current heading of the locked target.
3. TARGET CLOSING VELOCITY. Displays the speed at which you are approaching your
target or how fast it is getting away from you (with a minus in front), measured in
knots.
4. TARGET ALTITUDE. Given in hundreds of feet or Flight Level format (XXX - in this
case 14 300 feet).
5. BEARING TO TARGET. The long line in STT mode will show the bearing to your
target as well as the exact azimuth of the antenna (as it will focus on the single
target and turn towards it).
6. DISTANCE TO TARGET. Shown next to the locked contact, it displays the distance in
Nautical Miles. When the distance falls below 10 miles, it will show more detailed
information in the X.X format (for instance, 4.6 miles).
7. LOCKED TARGET. Indicated by two vertical lines with a line in the middle - H. The
closing velocity in mach is still shown beneath. Above it, you have the NCTR
indication. The NCTR recognises and displays the aircraft type of the target, by
comparing radar returns of the actual target versus a loaded library. As it compares
specific "radar signatures" from the fan of the engines, it works only when the target
is facing you, and the distance between you is not too big.
8. B-ANGLE. It is the angle formed by the target's heading and your current heading,
also known as B-angle. The small line at the centre of the locked target indicates
both target velocity (it grows the faster the target travels), while the number
beneath is the B-angle (and the line rotates to show direction of travel). With the B-
angle you can check when the target is trying to "notch", that is to put itself
perpendicular to the radar beam in order to force the radar to drop both the lock
and the contact. For more information, refer to WEAPONS EMPLOYMENT section.
9. CURRENT LOCK TYPE DESIGNATION. There are two options:
• PID (Poursuite sur Information Discontinues): Track While Scanning. In this
mode radar will partially focus on the locked target providing additional
information, while continuing to scan the area with the set number of bars /
horizontal angle.
• PIC (Poursuite sur Information Continues): Single Target Track. In this mode,
radar will focus all of its power solely on the locked target. This mode is used for
employment of the S-530D missiles and for Close Combat Mode. For more
information, refer to WEAPONS EMPLOYMENT section.
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CLOSE COMBAT MODES (CCM)

Close Combat Modes are a set of dedicated radar modes for close air to air
engagements. In those modes, the radar will be set at a range of 10 nautical miles
and it will automatically lock on the closest contact it can detect.
There are 5 search modes available in CCM:
BORESIGHT: Available with all weapons. In boresight mode, the radar is in a fixed
position, centered on the aircraft’s reference line. It provides a narrow search cone
only 3º wide. Basically the radar is converted into a gunnery radar.
VERTICAL SCAN: Vertical Scan is available with both AA Guns and Magic missiles
selected. It provides a narrow vertical beam that is 4.8º wide and 60º tall. It covers
between +50º to -10º centered on the aircraft reference line.
HUD (SPIRAL) SCAN (SVI - Spirale VIseur - for the French acronym): available only
in 530 or POL master modes. The radar covers the entire HUD area, a 20º wide
cone. It searches in a spiral pattern originating from the centre of the HUD and
completes the search in roughly 2 seconds.
HUD FLOOD: only available after Super 530 firing, to try to guide the missile on a
target that succeeded to break your radar lock, by visually placing it inside a 3°
circle in the middle of the HUD. “SVI” label is displayed on right side of the HUD.
HORIZONTAL SCAN: available with all weapons. It has two submodes: MODE 1 and
MODE 2, but they work the same: The radar search a 30º Azimuth arc with two bars
for a 6º x 60º search cone. Unlike the other modes, it is possible to move the radar
antenna in elevation.
MODE 1 uses High PRF, while MODE 2 uses Medium PRF. Medium PRF search
mode is only available in Horizontal Scan Mode 2.
When selecting WEAPONS SYSTEM COMMAND FWD or AFT on

NOTE HOTAS, radar will become active even if the power switch is in the SIL
position. Upon deselecting one of these modes, radar will return to SIL
For more information, please refer to WEAPONS EMPLOYMENT section.
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ELECTRONIC WARFARE COUNTERMEASURES
COUNTERMEASURES
The Mirage 2000C is equipped with a combination (suite) of countermeasure
systems. Despite of all of them being able to operate independently and perform
their own specific tasks, these systems can automatically communicate and work
together as one in order to defend against air-to-air, ground-to-air radar and infra-
red threats.
The systems are:
SERVAL. Radar warning receiver.
SPIRALE. Chaff and flare dispenser.
SPIRALE BOX. A control panel informing about current state of Spirale system.
SABRE. Radar jammer.
ÉCLAIR. Additional chaff and flare dispenser.
DDM. Missile launch warning system.
All these systems are controlled by a single Electronics Counter Measures (ECM)
Panel located in the right instruments panel, below the INS Control Panel (PCN).
The ÉCLAIR chaff and flare dispenser is particular, as it has been developed and
added later. It is an option that can be installed or removed as required.
The ECM PANEL is divided into two sections: Sensors and Emitters to the left and
Decoy dispensers to the right.
1.SABRE (JAMMER) MODE SWITCH. It has three positions:

• VEI.: jammer forced to standby and will never emit.
• [ ]: jammer operates manually (triggered by the pilot)
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• PCM: priority mode. Jammer operates all the time.

2. SABRE MASTER SWITCH (BR). Again, three positions:
• A: OFF
• M: ON (jammer is powered and operates in accordance with the mode switch
position).
• T: Test.
3. SERVAL (RWR) MASTER SWITCH. Three positions:

• A: OFF
• M: ON
• T: Test.
4. D2M IR LAUNCH DETECTOR MASTER SWITCH. Three positions:

• A: OFF
• M: ON
• T: Test.
5. SPIRALE (DECOY DISPENSER) MODE SWITCH. Three positions:

• A: OFF
• S.A.: Semi-automatic program execution.
• AU: Automatic program execution. NOT FUNCTIONAL
6. SPIRALE PROGRAM SELECTOR. It has 11 positions:

• A: Arrêt. No program selected, so only the panic pushbutton is available (see
below), provided the mode switch powers the dispenser
• 1-10: manual selection of the program that will be triggered by the stick button
(see below)
STICK AND THROTTLE SWITCHES

The stick has a pushbutton to trigger countermeasure response. Spirale and/or
Eclair dispensers will execute the decoy sequence set via the program selector.
The throttle has a "panic" pushbutton, used to release a pre-determined chaff/flares
combination (Program 0 of the SPIRALE). This program is an all-purpose EM/IR
combination used in case of emergency. The other button is the jammer control,
switching ON and OFF the emitter (if SABRE mode switch is set to [] position).
Refer to HOTAS CONTROLS for more information.
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SECTION 13 13 - 2
SABRE JAMMING AND DECEPTION SYSTEM

The M-2000C carries a built-in jamming and deception system. The pod is located
at the bottom of the tail-fin along with the rearward antenna, while the forward
antenna is housed in a fairing situated high on the leading edge of the fin.
1. SERVAL ANTENNA. See below for more information.

2. FORWARD SABRE ANTENNA. Sends the jamming signal in all directions around the
aircraft. This induces that all aircraft around the jammer will receive the jamming
signal.
3. POWER SOURCE AND REAR SABRE ANTENNA. Generates the jamming signal and
transmits to the antennas.
The system is preprogrammed from factory and the pilot has no means to change its
working parameters from the cockpit. What methods the system use to jam and
spoof enemy radar is classified and no public document exists.
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How to operate
The system is governed by two switches and has two operational modes: VEILLE
(listening/standby) and ACTIVE JAMMING (Brouillage), see previous page for details.
To use the jammer the pilot should first switch the Sabre Master Switch to the M
position. Later he must set the Sabre Mode Switch to the position he desires/
requires.
The following table describes the jammer operation depending on switch selection:
Switch Position Jammer Status Lights
Status
BR Mode HOTAS V BR
A Any Off Off Off

N/A
VEI ON Off
Standby
Standby ON Off
M []
Emitting ON ON
Emitting
PCM ON ON
N/A
T Any Standby BLINK BLINK
Malfunction Off ON BLINK
The table above gives an overview of SABRE operations depending on the setting of
the Jammer Master Switch and Jammer Operational Mode Switch, as well as the
use of HOTAS controls.
Fields marked with RED mean that the jammer is not operational or the relevant
status light is off.
Fields marked with YELLOW mean that the jammer is in standby mode (waiting for
input) or the status light is blinking.
Fields marked with GREEN mean that the jammer is operational or the relevant
status light is ON.
Fields marked with GREY mean that either given option is not available or specific
HOTAS input is required from the pilot. In this case pressing the Jammer Control
Switch on the throttle will toggle the jammer between listening-standby and
listening+emitting modes.
The jammer must be used wisely. Some missiles, like the AIM-120
AMRAAM, can switch to the home-on-jam (HOJ) mode. This means
WARNING
that they do not try to detect the target in the middle of the noise, they
just home on the source of the jamming signal, providing a high kill
probability.
Page 194
SECTION 13 13 - 2
SERVAL (RADAR WARNING RECEIVER)
The RWR is a sensor that detects the radio emissions of radar systems. It provides
with both a visual and audio warning when a radar threat is detected. The system is
completely passive so there is no danger of being detected due to using it.
The RWR system uses four antennas that provide 360º coverage: a double antenna
located on each wing, looking forward & sideways, one located on the trailing edge
of the tail fin looking back. And finally an omnidirectional antenna under the nose,
not marked below.
The SERVAL sensors can not scan all around the aircraft. It has been decided to
favour the horizontal coverage, leaving blind spots directly above and below the
aircraft. When performing sharp manoeuvres, this must be kept in mind.
The total coverage resembles to a "tyre" known as the geometrical shape "tore", with
the aircraft at its centre. As such, the cockpit representation of this coverage is a
circular display, centered on the aircraft and looking top down. The coverage of the
omni-antenna is not included, as it is non-directional. See the schematics on the
next page for graphical representation.
Page 195
SECTION 13 13 - 2
Sensor coverage:
Page 196
SECTION 13 13 - 2
Radar Warning Receiver threat display
The threat display is a panel composed of a circular LCD screen and beneath light
indicators.
The screen displays graphics representing the radar sources. The graphics depend
on the type of radar and its operating mode: surveillance, search or track. The
position on the screen shows the relative bearing of the source, and the distance
depends on the estimated danger level.
The indicators provide status of the systems of the suite.
1. THE LOW THREAT ZONE. All threats displayed inside this zone represent a possible
danger to the aircraft. The radar signals displayed here are determined to be in
search mode. You must decide if they are significant or not.
2. THE CRITICAL THREAT ZONE. All threats displayed inside this zone represent an
imminent danger to the safety of the aircraft because they either have a radar lock
or the radar is emitting guidance signals to a missile, which is interpreted as a
missile launch.
If a missile radar is detected it will be displayed inside this zone, even if it is not
guiding towards the aircraft.
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SECTION 13 13 - 2
3. BRIGHTNESS KNOB. Controls the display brightness.

4. SYSTEMS STATUS INDICATORS. Indicates if associated system is powered or active.
See below for details.
V: When lit, indicates the radar jamming system is powered and ready for
operation. V = Veille, or listening / standby.
BR: When lit, indicates the radar jammer is operating (emitting jamming signals).
BR = Brouillage, or jamming.
DA: When lit, indicates the RWR is powered and operating.
DA = Détecteur d'Alerte, or [radar] alert detector.
D2M: When lit, indicates the missile warning system is operating. When blinking,
indicates that the system is powered but not ready for operation (warm-up).
D2M = Détecteur de Départ Missile, or missile launch detector.
LL: When lit, indicates the chaff/flare dispenser system is powered and ready for
operation. LL = Lance Leurres, or decoy launcher.
A non-lit status indicator means that the associated system is either OFF.
A blinking light indicates that the system is either undergoing a test or experiencing
a malfunction. See HOW TO OPERATE table for more details.
The RWR cannot determine distance to a threat, all it can do is determine signal
strength. The closer the threat is to the RWR center, the stronger the signal. This
can be used as an approximation to the distance between the detected radar and the
aircraft, but it does not necessarily mean that the threat is close to the aircraft.
Low threat signals will not cross into the critical threat zone if they are close
Displaying the threats
Once the SERVAL system has identified the radar threat, it displays a graphic
providing type, operating mode, relative bearing and level of danger.
The relative bearing is simple to read. The Mirage is at the centre of the display, and
the forward direction is the 12 o'clock direction.
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SECTION 13 13 - 2
Threat Symbols
The RWR has an internal library that allows it to identify the category and type of
radar. There are three categories: Airborne, ground and missile radars. Each
category has its own symbol that identifies it.
Ground threats
Symbol Description
A “Gepard” and ZSU-23-4 (“Shilka”) Radar Guided AA guns
S6 SA-19 TUNGUSKA 2S6
3 SA - 3 GOA
6 SA - 6 GAINFUL
8 SA - 8 GECKO
10 SA - 10 GRUMBLE FLAP LID TRACKING RADAR
CS SA - 10 CLAM SHELL LOW ALT. ACQUIS. RADAR"
BB SA - 10 BIG BIRD SEARCH RADAR
11 SA - 11 GADFLY TRACKING RADAR
SD SA - 11 SNOW DRIFT SEARCH RADAR
13 SA - 13 GOPHER
15 SA - 15 GAUNTLET
DE DOG EAR SEARCH RADAR
RO ROLAND
PA PATRIOT
HA HAWK
Page 199
SECTION 13 13 - 2
Airborne threats - Red Coalition

Symbol Description
15 MIG -15 Gunnery Radar
JF-17 THUNDER
21 MIG-21 bis FISHBED
23 MIG - 23 FLOGGER
24 SU-24 FENCER
25 MIG-25 FOXBAT
29 MIG - 29 FULCRUM or SU-27 FLANKER
30 SU-30 FLANKER-C
31 MIG-31 FOXHOUND
33 SU-33 FLANKER-D
34 SU-34 FULLBACK
39 SU-39
50 A-50 MAINSTAY
UNKNOWN (MiG-19)
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SECTION 13 13 - 2
Airborne threats - Blue Coalition
Symbol Description
14 F-14
15 F-15
16 F-16
18 F/A-18
111 F-111
E3 E-3
E2 E-2
2KC M-2000C, M-2000-5
S3 S-3
EA6 EA-6B
F4 F-4
F5 F-5
F86 F-86 (Gunnery Radar)
64D LONGBOW APACHE
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SECTION 13 13 - 2
A symbol can have three states on the display:
• If a symbol is displayed with no circle around it, it indicates that the radar is in
acquisition / search mode. When a new emitter is detected, a new threat tone will
be heard.
• If a symbol has a circle around it, it indicates that the radar is tracking / locked on
to your aircraft. When being tracked by an engagement radar, you will be
provided a radar lock tone.
• If a symbol has a flashing circle around it, it indicates that the radar is supporting
a missile that has been shot at you.
Examples
In this example, the RWR has detected a

MiG-29 (or Su-27), a F16, E3 AWACS
and one ground threat, an SA-11
launcher with tracking radar.
In the second example, the MiG-29 (or

Su-27) has locked player’s aircraft.
Page 202
SECTION 13 13 - 2
DDM (MISSILE LAUNCH WARNING SYSTEM)

DDM stands for Détecteur de Départ Missile, or missile launch detector. It is also labelled D2M.
The DDM is an optical system that detects the infra-red signature of a rocket motor. It is mainly
used in close range air-to-air and air-to-ground engagements against short-range infra-red
missiles. The optical sensors are located on extensions of the outer wing pylons (see below).
The sensors coverage is optimised all around the aircraft and downwards. The coverage can be seen
below:
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SECTION 13 13 - 2
The DDM only detects the heat coming from the flame of a burning rocket motor.
Therefore:
• It does not make a difference between an infra-red guided missile, a radar-guided

missile or a simple rocket.
• It does not make a difference between a blue or a red missile/rocket.
• It cannot determine if the missile is going directly at you or just passing by.
• It cannot determine the distance of the missile, only the relative bearing.
• The detection range depends on the intensity of the infra-red signature. The
bigger the motor, the farther it will be seen.
• If the rocket motor has totally burnt its fuel, it will not be detected (no heat
source). This is typical of a missile at the end of the propelled phase
The DDM requires a warm-up time before being operational. This is indicated by
the blinking D2M status indicator below the SERVAL display.
DDM Alert
The DDM provides a high frequency audio warning (1000 Hz) in the pilot's helmet,
and a visual cue on the SERVAL display, in the form of a solid line originating from
the centre of the display and running in the direction of the threat. The audio and
visual alerts continue as long as the threat is detected.
The visual alert on the RWR will look as follows:
In this case the missile has been shot from 8 o’clock

(indicated by the solid line extending from the
centre of the RWR towards the mark at the edge of
the threat display).
The attacking aircraft is also shown in this example

- a MiG-29 with a blinking circle around it, meaning
that it is guiding a missile at us.
It is also worth noting that the MiG-29 is in the inner circle of the RWR.
If the detected missile is IR - guided, there will be no indication other than a solid
line and a direction from which it has been shot.
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SECTION 13 13 - 2
SPIRALE (DECOY DISPENSER)

All the above systems are controlled by a common control panel, except the ÉCLAIR
system which, being a later addition, has is own control box. In addition, dedicated
controls are on the stick and the throttle. The panel has been described at the
beginning of the chapter.
1. SPIRALE (DECOY DISPENSER) MODE SWITCH. Three positions:

• A: OFF (Manual mode)
• S.A.: Semi-automatic program execution.
• AU: Automatic program execution. NOT FUNCTIONAL
2. SPIRALE PROGRAM SELECTOR. It has 11 positions:

• A: no program chosen.
• 1-10: manual selection of the program.
Program Name Chaff Flare Interval Cycles Cycle int.

1 BVR 1 6 0 0.5 1 -
2 BVR 2 6 0 0.5 2 2.0
3 BVR 3 6 0 0.5 3 2.0
4 CCM 1 0 1 - 1 -
5 CCM 2 1 1 - 1 -
6 SAM 1 12 0 0.75 1 -
7 SAM 2 20 0 0.25 1 -
8 IR SAM 0 6 0.25 1 -
9 AG Mix 20 6 0.25 1 -
10 Flare jett. 0 32 0.05 1 -
Panic Panic 6 3 0.5 1 -
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SECTION 13 13 - 2
In A - manual mode - when rotary is set between 1-10, each press of

Countermeasures Switch on the Control Stick releases a pre-programmed number
of chaff and flares. The default programmes can be found on the kneeboard and in
the table above. Bear in mind that PANIC button on the throttle will not work in
this configuration.
In S.A mode, each press of the Countermeasures Switch on the Control Stick
releases a pre-programmed number of chaff / flares. PANIC button on the throttle
will work normally in this mode.
In AU mode, the system will determine the threat and adjust the appropriate
response / program. BR (jammer) switch has to be set to M.
Each program has a defined number of chaff and / or flares and a number of cycles
it will use with every press of the Countermeasures Switch.
BVR 1 to BVR 3 programs are to be used when engaging in BVR combat. Since the
threat will come from radar guided missiles, only chaff will be released. Depending
on the expected threat, from SARH to ARH you can select between 1 to three cycles
of chaff launch. There is a 2 second interval between each release cycle in BVR 2
and BVR 3, to allow time for you to clear the threat zone.
SAM 1 is to be used against old technology SAMs like the SA-2 or SA-6.
SAM 2 is to be used against new technology SAMs like the SA-10 and higher.
IR SAM is to be used when the threats come from any type of IR guided missile.
But it is specially tailored to deal with MANPADs and mobile SAM sites.
AG Mix is designed to be used during the insertion phase in a bombing run when
the target is heavily defended.
Flare Jettison: releases all the flares in a short timed burst.
PANIC program as it name implies is to be used when you are unexpectedly

attacked. It releases a fixed mix of chaff and flares to deal with either IR or Radar
threats. The mix in PANIC program cannot be modified by the user. It is designed
for air-to-air threats.
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SECTION 13 13 - 2
Spirale Box
Spirale Box is located on the right part of the glare shield and consists of several
lights and a knob.
1. LL LIGHT: for Lance Leurres (decoy launcher). Lights up whenever any decoy
(flare or chaff) is dispensed.
2. EM LIGHT: starts to blink when number of available chaff is low (12 or less).
Lights up when the system is not working properly or when all the chaff are
expended.
3. IR LIGHT: starts to blink when number of available flares is low (6 or less).
Lights up when the system is not working properly or when all the flares are
expended.
4. EO LIGHT: for electrooptical countermeasures, which are not simulated in DCS.
It will remain ON as no countermeasures of this type can be loaded on the aircraft.
5. EFF BUTTON: for effacer (delete). It clears all the indications from the Spirale
Box.
ECLAIR (DECOY DISPENSER)
Due to the limited original amount of flares (16) packed by the SPIRALE system, the
ÉCLAIR chassis was developed later to increase the capacity. When needed, the
chassis is installed under the aircraft, between the centre pylon and the engine
nozzle. To be installed, it requires removing the drag chute assembly or the
emergency hook. Keep this in mind when landing on short runways.
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SECTION 13 13 - 2
Flare cartridges (IR) are grouped by 8 in rectangular racks. Chaff cartridges (EM)
are grouped by 18. These racks are inserted in the chassis installed on the aircraft.
These racks are identical to the ones used by the SPIRALE system.
NOTE It is not possible to mix two types of cartridges in a same rack.
The ÉCLAIR chassis can hold 3 racks. Therefore, it can hold 24 flares, or 54 chaff or
a combination. For example, with two IR and one EM racks, it holds 2 x 8 = 16 IR
and 1 x 18 = 18 EM.
The ÉCLAIR chaff and flares load complements the SPIRALE load and cartridge
firing can be managed by the SPIRALE (Semi-auto and automatic mode) or
independently.
SPIRALE and Éclair dispenser locations
1. SPIRALE CHAFF DISPENSERS. Fires chaff only. Total capacity: 112 EM.
2. SPIRALE CHASSIS. Accepts chaff or flares racks.
3. ÉCLAIR CHASSIS. Accepts chaff or flares racks.
Page 208
SECTION 14
LIGHTING
SECTION 14
LIGHTING
Page 209
SECTION 14 14 - 1
LIGHTING COCKPIT LIGHTING & CONTROLS
COCKPIT LIGHTING
For night operations, the cockpit has an instrument lighting system controlled via
the cockpit lighting control panel located on the aft part of the right-side console. It
provides cabin flood lighting as well as instruments / panels backlighting.
These features have separate controls. Intensity is adjusted by turning the knobs
clockwise (increase) or counterclockwise (decrease).
The Mirage 2000C module also features night vision goggles - see SECTION 14-3
for more information.
INTERNAL LIGHTING CONTROLS
1. MAIN INSTRUMENT PANEL RED BACKLIGHTING KNOB (small one, on top).

2. MAIN INSTRUMENT PANEL FLOOD KNOB (large one, underneath no.1). It produces
green flood light directed at the main dashboard, which is compatible with the night
- vision goggles.
3. SIDE CONSOLES RED BACKLIGHTING KNOB (small one, on top).
4. SIDE CONSOLES FLOOD LIGHT KNOB (large one, underneath no. 3). It produces
green flood light directed at the consoles, which is compatible with the night - vision
goggles.
5. ANNUNCIATORS INTENSITY KNOB. Changes the intensity of the Master Caution and
Warning lights on the Alarms panel, as well as radios and weapons configuration
panel.
6. WHITE COCKPIT FLOOD KNOB. It mostly covers the main instrument panel.
Page 210
SECTION 14 14 - 1
EXTERNAL LIGHTS CONTROLS
Page 211
SECTION 14 14 - 1
1. AIR REFUELLING LIGHTS (on left bulkhead). The refuel lights extend and come on
when the in-flight refuel switch is set to RVT N (Ravitaillement Nuit - Refuel Night)
upper most position. This light must not be used above 350kt.
2. POLICE LIGHT SWITCH. Arms the POLICE light. In order to turn it on and off, you
need to use the Police Light switch on the throttle.
3. LANDING LIGHTS SWITCH. It has three positions. In AFT position, landing lights are
off. In middle position, the taxi light is on. If forward position, landing lights are on.
4. ANTI - COLLISION LIGHT SWITCH. Turns on and off anti-collision lights. Two
intensities are available with the FEUX NAV switch: FAIB. (faible - low) and FORT
(high).
5. NAVIGATION LIGHTS SWITCH. Controls the navigation lights. Two intensities are
available with the FEUX NAV switch: FAIB. (faible - low) and FORT (high).
6. FORMATION LIGHTS SWITCH. Turns the formation lights on and off. Two intensities
are available: FAIB. (faible - low) and FORT (high) with the FEUX FORMAT.
7. REFUEL LIGHTS INTENSITY KNOB. NOT FUNCTIONAL
Page 212
SECTION 14 14 - 2
LIGHTING EXTERIOR LIGHTING
EXTERIOR LIGHTS
The exterior lighting is composed of five separate systems with different purpose:
1. FORWARD FORMATION LIGHT (left, right). The formation light system provides
visual cues to the wingman for night time close formation flight.
2. ANTI - COLLISION LIGHTS. The anti-collision lights system provides long distance
visual position indication, by the mean of upper and lower white strobe lights. They
are located one on the top middle of the aircraft spine, the second on the underside
between the nosewheel and the centre pylon.
3. LEFT AND RIGHT NAVIGATION LIGHTS. The navigations lights system provides the
standard red/green/white night time visual position indication. The lights are
located on the wingtips (left red and right green).
4. AFT FORMATION LIGHT (left, right).
5. FIN FORMATION LIGHt (left, right).
6. FIN NAVIGATION LIGHT (white).
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SECTION 14 14 - 2
7. POLICE LIGHT. On the left side of the aircraft, behind the left air intake, is a high
intensity floodlight oriented up and left. It is used for night time visual
identification procedures, to illuminate the
unknown aircraft.
The floodlight is armed via the POLICE light
arm switch, and set on or off with the throttle
police light switch.
8. RETRACTABLE REFUEL LIGHT. Mounted in the
right fuselage, this retractable floodlight is used
for illuminating ahead of the aircraft in order to
locate the refuelling drogue.
9. PROBE REFUEL LIGHT. Located in the nose,
destined to illuminate the tip of the refueling
probe.
10. TAXI / LANDING LIGHTS. Two floodlights,
located on the nose wheel strut, provide forward
lighting for taxi, take off and landing.
Page 214
SECTION 14 14 - 2
Page 215
SECTION 14 14 - 3
LIGHTING NIGHT VISION GOGGLES
NIGHT VISION GOGGLES

M-2000c is equipped with night vision goggles (NVGs) as well as special interior
lighting system adapted to use them.
By default, NVGs are not loaded into the cockpit (unless you begin your mission in
the air and after sunset) and pilot has to remember to ask the Ground Crew to
install the bag containing NVGs before takeoff.
Installing NVGs
In order to ask your Crew Chief to install the NVG bag, use the Radio Menu and
follow the steps listed below.
Press F8 to contact Ground Crew.
Press F5 - Change helmet-mounted device
Press F2 to load the NVGs
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SECTION 14 14 - 3
If you follow the steps correctly, you should see the NVG bag installed to the left
from the pilot’s seat:
Using NVGs
In order to be able to use the goggles, the pilot first has to take them out of the bag
and place them on the NVG stand, located on the left side of the dashboard. This
can be done by LEFT or RIGHT CLICKING on the bag. After doing that, the NVGs
should be installed:
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SECTION 14 14 - 3
The last step is to mount the NVGs on the helmet. In order to do so, LEFT or RIGHT
CLICK on the goggles. They will be removed from the stand and ready to use by
pressing the default keybinding for NVGs.
Clicking on the stand once again will remove the goggles from the helmet and put
them back on the stand. The NVGs can only be activated when mounted on the
helmet.
In order to use the NVGs efficiently, it is crucial to set up the interior cockpit
lighting properly - otherwise the pilot can be easily blinded by the instruments. The
easiest way to achieve the required effect is to use the Night Vision Goggles
(French accronym) switch located just above the Internal Lighting Control panel,
by putting it in the upper, JVN position.
Doing so will dim all the backlight for main dashboard and side panels, (excluding
XXX). After using NVGs, the switch should be returned to N (Normal) position.
NOTE It is not possible to adjust the brightness of the NVGs.
If you start a mission in-flight, you will have the NVGs installed only if
NOTE
you start at dusk / at night. You can also use checkbox in Mission Editor.
Page 218
SECTION 15
COMBAT
SECTION 15
Screenshot by Steele6
COMBAT
Page 219
SECTION 15 15 - 1
COMBAT WEAPONS
INTRODUCTION
The M-2000C is considered a multirole fighter due to its capability to use both Air-
to-Air (AA) and Air-to-Ground (AG) weapons. However, you must be aware that the
aircraft was designed as a lightweight interceptor and thus it is heavily specialised
towards the air combat role at the expense of AG capabilities, so instead of being a
designated multirole fighter, it should be considered as an Interceptor with
secondary Close Air Support (CAS) capabilities.
WEAPONS
The M-2000C can load a number of different air - to - air missiles and air - to -
ground munitions. However, due to limitations of the targeting computer, it is not
possible to mix Super 530D missiles with air-to-ground weapons, and not possible
either to mix different kinds of air-to-ground weapons. Doing so (for instance
rockets and bombs, Mk-82s and Belougas etc.) may result in system not being able
to handle the configuration and thus not work properly.
Do not mix air - to ground weapons, use only one type for the mission.
CAUTION Failing to do so may result in inability to deliver any munitions.
NOT FUNCTIONAL BAP-100 bomb, though available for M-2000C, is not simulated in
the DCS and thus not included in this manual.
***
Screenshot by Steele6
Page 220
SECTION 15 15 - 1
COMBAT WEAPONS
AIR-TO-AIR
Type: Matra Super 530D Air to Air
Description: Semi Active Radar Homing missile

Warhead: 30kg Range: 40 km Max carried: 2 PCA: 530
Type: Matra R550 Magic II Air to Air
Description: IR guided missile

Warhead: 13 kg Range: 5 km Max carried: 4 PCA: MAG
Page 221
SECTION 15 15 - 1
COMBAT WEAPONS
AIR-TO-GROUND
Type: Mark 82 Air to Ground
Description: 500 pounds unguided low-drag general purpose bomb

Warhead: 89 kg Max carried: 8 PCA: BL1 Guided: NO
Type: Mk-82 Snake Eye Air to Ground
Description: 500 pounds unguided retarded general purpose bomb

Warhead: 89 kg Max carried: 8 PCA: BF1 Guided: NO
Page 222
SECTION 15 15 - 1
COMBAT WEAPONS
Type: BLG-66 Belouga Air to Ground
Description: Unguided low-drag cluster bomb

Warhead: bomblets, Max carried: 9 PCA: BF4 Guided: NO
1.3 kg each (151)
Type: GBU-12 Air to Ground
Description: 500 pounds laser guided bomb.

Warhead: 89 kg Max carried: 4 PCA: EF1 Guided: YES
Page 223
SECTION 15 15 - 1
COMBAT WEAPONS
Description: 1,000 pounds laser guided bomb

Description: 2,000 pounds laser guided bomb

Page 224
SECTION 15 15 - 1
COMBAT WEAPONS
Type: Matra LRF4 rocket pod Air to Ground
Description: Rocket pod with 18 unguided rockets per pod

Rocket: 68mm Max carried: 4 PCA: RK3 Guided: NO
CANNONS
Type: Defa 554 Built-in guns
Description: 30mm revolver cannons

Ammo: 125 / each Number installed: 2
Page 225
15 - 1
SECTION 15
WEAPONS
COMBAT
FUEL TANKS
Type: RPL 522 Fuel Tank
Description: Centerline fuel tank

Capacity: 1300 litres Max carried: 1 PCA: RP
Type: RPL 541 & 542 Fuel Tank
Description: Under-wing fuel tank

Capacity: 2000 litres Max carried: 2 PCA: RP
Page 226
SECTION 15 15 - 1
COMBAT WEAPONS
WEAPONS CONFIGURATION
WEAPON PCA STATIONS
9 8 7 6 5 4 3 2 1
Magic 2 MAG 1 1 1 1
Super 530D 530 1 1
Mk-82 BL1 1/2 1 1 1 1 1/2
Mk-82 SE BF1 1/2 1 1 1 1 1/2
BLG-66 BF4 1/2 1 1 1 1 1 1/2
Rockets RK3 1 1 1 1
GBU-12 EF1 1 1/2 1
GBU-16 EF1 1
GBU-24 EF1 1
RPL 522 RP 1
RPL 541&542 RP 1 1
Station number 10 appears in the arming window (in-game and ME) and represents
the exclusive emplacement for the additional ECLAIR chaff/flare dispenser. As it
can not accommodate anything else, it is not considered as a store station and is not
shown in the table. Remember, when the dispenser is installed, the drag chute is
automatically removed.
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COMBAT WEAPONS MANAGEMENT
WEAPONS MANAGEMENT
Weapons management is carried out by two panels located in the Main Instruments
panel: the Weapons Configuration panel (PPA, French acronym for Poste de
Préparation Armement) and the Weapons Manager Panel (PCA, French acronym
for Poste de Commande Armement).
PPA (WEAPONS CONFIGURATION PANEL)

The PPA is located to the right of the radar display and below the HIS. It is used to
configure selected weapons options, like bomb fuse type, cooling the Magic II
seeker, etc.
The panel is divided in four parts.
• The upper left part is dedicated to air-to-air missile preparation and side
selection.
• The lower left part is dedicated to bombs arming and ripple adjustment.
• The lower right part permits selection between partial and total weapon delivery.
• The upper right part is used for lights tests and load check.
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1. MISSILE PYLON SELECTOR. This three position switch is used to control the launch
order of the Super 530D missiles. The positions are:
G (from FR: Gauche, Left): The first missile to be fired will be the left one.
AUTO: The PPA selects the missile that is closest to the locked target. The left
missile will be fired when the target is to the left or center of the aircraft. The right
missile will be fire when the target is to the right of the aircraft. This is the default
position.
D (from FR: Droit, Right): The first missile to be fired will be the right one.
The switch is only active when there are two missiles on board the aircraft. If there
is only one, that missile will be fired regardless of switch position
2. SUPER 530D PREPARATION. This button is used to trigger On or Off all Super 530D
missiles Preparation (BIT) and thus allowing/preventing their use. The preparation
is triggered by either powering up the aircraft, clicking on the button or by selecting
the missile related-mode on the PCA. The missile will take 45 seconds before
becoming fully operational.
The preparation is cancelled by clicking again on the button; this is done for long
ferry flight with no chance of missile use. Otherwise, OP require the preparation to
be completed on the ground before taxiing, and to remain On for the whole flight.
The button has two lights:
P: Short for “Prêt” (Ready). Turns on when the Super 530D are ready to use.
Blinking when they are undergoing the preparation process.
MIS: Turns on when there are Super 530D missiles aboard the aircraft.
3. MISSILE FIRE SELECTOR. This button is not used in the M-2000C.
4. MAGIC II PREPARATION. This button is used to trigger On or Off all MAGIC II
missiles Preparation (BIT & cooling of the seeker) and thus allowing/preventing
their use. The preparation is triggered by either powering up the aircraft, clicking on
the button or by selecting the missile related-mode on the PCA or using the HOTAS
selector.
Switching the preparation Off is used to save the MAGIC II seeker coolant supply
(nitrogen). There is enough supply to keep the seeker heads active for 90 minutes,
after that time the seekers become warm rendering the missiles useless. The missile
will take 30 seconds before becoming fully operational.
Each time the preparation is reactivated (switched On) will shorten the
NOTE
coolant supply by 10 minutes. Plan its use carefully.
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SECTION 15 15 - 2
The button has two lights:

P: Short for “Prêt” (Ready). Turns on when the MAGIC IIs are ready to use.
Blinking when they are undergoing the preparation process and Dark when the
missiles are in safe mode or no missiles are onboard
MAG: Turns on when there are MAGIC II missiles aboard the aircraft.
5. SYSTEM LIGHTS TEST/LOAD OUT DISPLAY. Three position spring loaded switch. The
values are:
TEST: Tests all the PCA and PPA lights.
OFF: Default position (unmarked).
PRES: Displays in the VTB an aircraft silhouette with the current weapons load.
6. BOMB FUSING SELECTOR. Three position switch used to arm the bombs onboard
by selecting which fuse to activate. The values are:
INERT: Bombs are unarmed/safe. If released with the switch in this position, they
will not explode. This is the default position.
RET.: Short for Retardé, Delayed. This position arms the bombs’ tail fuse thus
allowing them to penetrate the target before exploding.
INST.: Short for Instantané, Contact or Instantaneous. This position arms the
bombs’ nose and tail fuses thus allowing them to explode as soon as they hit the
target.
RET and INST values are only valid for MK-82, MK-82S and GBU bombs. For
Cluster bombs, BAP-100 and RET and INST selects the same fuse.
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7. BOMB RELEASE QUANTITY SELECTOR. To increase/decrease the quantity of bombs

to be released you have to click on the release quantity switch. A left click will
increase the value and a right click will decrease it.
8. BOMB RELEASE INTERVAL SELECTOR. This switch is used to increase/decrease the
distance between each bomb release. A left click will increase the value and a right
click will decrease it. This function is only active when multiple bombs are released
at the same time.
9. SELECTED QUANTITY DISPLAY. The top window indicates the quantity of bombs to
be released with each trigger action. The values are increased/decreased in pairs: 0,
2, 4, 8, 10. For the PPA 0 is equivalent to 1.
10. SELECTED INTERVAL DISPLAY. The bottom window indicates the interval between
each individual bomb release, the value is in 10s of meters. The indicated value is in
tens of meters, e.g.: 1 = 10 meters, 40 = 400 meters, etc.
Bomb release priority: in order to maintain aircraft load balance, the bombs are
dropped in matching pairs from the outwards pylons to the internals. The release
order is: 2, 8, 4, 6, 3, 7, 5.
11. SALVO FIRING SELECTOR. This button only applies to the following weapons:
Super 530D, DEFA 554 guns and rocket pods. This button is used to select how the
weapons will be fired on each trigger press. Functionality differs on weapon type
It has two values:
TOT:
• For Super 530D: It launches both missiles with a two second interval between
launch.
• For Rockets and DEFA 554 guns: Rocket pods or guns keep firing for as long as
the trigger is pressed.
PAR:
• For Super 530D: It launches a single missile.
• For Rockets and DEFA 554 guns: Rocket pods or guns fire in burst mode. Rocket
burst count can be selected between 1, 3, 6 and 18. The rocket burst count can be
selected in the Mission Editor.
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SECTION 15 15 - 2
PCA (WEAPONS MANAGEMENT PANEL)

The PCA is located to the left of the radar display. It consists of a panel with one
open switch, one guarded switch, and two rows of five LCD displays with buttons
below them.
The PCA controls the aircraft’s Master Modes of operation and is used for all
aspects of the aircraft’s flight.
1. MASTER ARM SWITCH. Turning it on or off allows or prevents the release of

ordnance.
2. SELECTIVE JETTISON CONSENT SWITCH. The guarded switch is used to jettison
selected weapons from the aircraft. Refer to SELECTIVE JETTISON part for more
information.
The two rows of LCD displays with their associated buttons are used to configure
aircraft flight parameters and Master Modes. The top row is used to configure the
system while the bottom row is used for weapons/stores selection.
3. A/G GUN MODE SELECTOR BUTTON. Used to put the gun in Air-to-Ground mode3 .
In order to use the gun in the Air-to-Air mode, use the A-A Gun Mode button on
your HOTAS.
4. THE PCA TOP ROW. The PCA is also used for aircraft system configuration and the
options displayed change based on system Master Mode. The associated buttons
have a backlit S in the centre, that turns on when an option has been selected.
The options displayed in the top row change based on the system Master Mode.
Most of the options are exclusive, meaning that selecting one will deselect the
previous one.
3 CAS stands for Canons Air-Sol.

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5. THE PCA BOTTOM ROW. Unlike other systems, the PCA does not display an
individual weapon and its position in the aircraft, instead it groups them by type.
Since the LCD cannot display the full weapon name a code is assigned to each
weapon (please see WEAPONS, SECTION 15-1 for the PCA weapons code), this code
is also displayed in the HUD when it is in attack mode. Additionally, the PCA sorts
the loaded weapons based on their assigned priorities, basically AA weapons to the
left and AG weapons to the right based on type.
The Weapon Codes will display in the bottom row in the following priority:
The associated buttons have two markings: S and P . S stands for selected and P
for ready (it is the first letter of the word Prêt).
Weapons selection is done by clicking on the button below the selected code, when a
weapon is selected the letter S will light and after an interval of time based on the
weapon type, the letter P . When both S and P are lit, the selected weapon is
ready for use.
The bottom row display is static and does not change, but he LCD display will go
dark when the associated weapon/store has been expended/jettisoned.
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SECTION 15 15 - 2
PCA MODES DISPLAY

Each pushbutton is associated to a display above it. The labels on the displays vary
accordingly to the active navigation or attack mode, indicating the function
selected/deselected by pressing the pushbutton. When the function is selected, a S
lights up on the pushbutton.
AIR TO AIR MODES
Air to Air mode has four searate submodes:
• CAN (which can only be selected using HOTAS WSC switch )
• MAGIC (which can only be selected using HOTAS WSC switch)
• S530D (selected by pressing 530 button on the PCA)
• POL (selected by pressing POL button on the PCA).
Super 530D Mode
This mode allows the use of Super 530D missile. See AIR TO AIR MODE: MISSILES
section for more information.
MAGIC II Mode
In this mode pressing MAGIC button on the PCA changes MAGIC seeker search
patterns, but do not select the missile. See ENGAGING WITH MAGIC II for details.
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SECTION 15 15 - 2
A/A Gun Mode
This mode brings up the A-A gun symbology on the HUD. See DEFA 553 CANNONS
for more information.
POL Mode (Police mode)
The system provides guidance to a locked target for identification. No weapons

are available in this mode, even if the Master Arm switch is in the ON position.
Abbreviations:
RDO : Target Pursuit Mode (from French: Ralliement Designation Objectif). It
is automatically entered when locking a radar contact.
TAF : Télé-Affichage. NOT FUNCTIONAL
LEN : Short for Lent (slow). Low fire rate (guns only). Set the guns to fire 1,200
rounds per minute. This is a preferred mode for attacking ground targets.
RAP : Short for Rapide (fast). High fire rate (guns only). Set the guns to fire
1,800 rounds per minute. This mode is most useful in air to air engagements.
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SECTION 15 15 - 2
AIR TO GROUND MODES

AG (Ground Attack mode) which is selected via HOTAS. All air to ground
weapons are selected via PCA, but system remains in NAV mode until AG is
enabled via HOTAS using the Weapons Select Command switch. It has five
submodes: CAN, BL, BF, EF and RKT.
Bombs (all types)
Bombs (all types - precision bombing)
Rockets
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SECTION 15 15 - 2
Guns
Abbreviations:
TAS : (short for Télémétrie Air-Sol). Uses the radar to obtain slant range to
ground and calculate impact point - in this case to the ground under the piper.
RS : (short for Radio-Sonde). Uses the altitude provided by the radar altimeter
to calculate slant range to the ground. It is less accurate, as it cannot take into
account changes in terrain level in front of the aircraft.
ZBI : (short for Radio-Sonde). Uses barometric altitude to calculate slant range
to the ground. Least precise of the three options, should be used only if other two
are unavailable.
PI : (short for Point initial). Sets the Initial Point for a bomb run. Displayed
only if offset point is set up and selected ( BAD button is depressed on the PCN).
See PRECISION BOMBING in Section 15-4 for more information.
EXT : (short for Extérieurs). Selection of the outer wing rocket pods (if
installed).
INT : (short for Intérieurs). Selection of the inner wing rocket pods (if
installed)
LEN : (short for Lent). Low fire rate (guns only). Set the guns to fire 1,200
rounds per minute. This is a preferred mode for attacking ground targets.
RAP : (short for Rapide). High fire rate (guns only). Set the guns to fire 1,800
rounds per minute. This mode is most useful in air to air engagements.
The number of rounds fired per second also depends on the length of
burst determined before the flight (in Mission Editor). So for the 1
NOTE
second burst, this will be 20 rounds in LEN and 30 in RAP. For 0.5
second burst these values will be halved: 10 and 15, respectively.
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STORES JETTISON
There are two ways to jettison the stores loaded in the aircraft: Selective Jettison
and Emergency Jettison.
Selective Jettison
With selective jettison you can release a specific store type without affecting all the
others, like jettisoning external fuel tanks.
1. Click the Selective Jettison switch cover to the open position.

2. Click the Selective Jettison switch to the left position.
3. Select the store to be jettisoned in the PCA.
4. Click the Master Arm switch to the ARMED position
5. Pull the trigger.
6. Click the Master Arm switch to the OFF position
7. Click the Selective Jettison switch to the right position
8. Click the Selective Jettison switch cover to the closed position.
Emergency Jettison
Emergency Jettison Switch is located at the Landing Gear panel.
With emergency jettison all the stores in the aircraft will be released
except for the Magic II missiles. The emergency release includes the
Super 530Ds if they are loaded.
PRE - MISSION WEAPONS PREPARATION

As it was indicated before, a number of parameters can be set up or adjusted in the
mission editor before the start of the mission. This simulates changes made to
aircraft configuration by the ground crew. These are:
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1. ROCKET BURST COUNT. You can decide how many rockets will be fired with each
press of the trigger. The available values are: 1, 3, 6 and 18 rockets.
2. GUN BURST LENGTH (Seconds). You can decide how long will be each burst of the
gun - either 1 second or 0.5 second. This will be valid as long as the Salvo Firing
Selector is set to PAR mode on the PPA.
3. LASER CODE FOR THE GBUS. You can set up what laser code will be used by the
laser guided bombs you are carrying. This four digit number must be the same as
the one used by the unit designating the target with the laser. See USING LASER
GUIDED BOMBS in section 15-4 of this manual for more information.
Apart from the Mission Editor, all three values can be edited from the cockpit by
using the Kneeboard. Keyboard shortcuts are listed next to the possible
modifications.
Kneeboard pages with weapons adjustment options, chaff / flare release programs
and available fuel / ordnance.
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SECTION 15 15 - 3
COMBAT AIR TO AIR COMBAT
AIR TO AIR COMBAT PRINCIPLES

With its primary role as an interceptor, M-2000C will mostly be used to engage
enemy airplanes. Although the arsenal remaining at its disposal is limited both in
types of weapons (only two kinds of missiles to choose from) and in quantity (with
no more than four missiles carried for mission), it still can be a potent opponent in
the air. Delta wing configuration can give experienced pilot an edge, especially
during the dogfights. While clearly underpowered in BVR against Fox 3-capable
opponents (being itself limited to Fox 1 and Fox 2), M-2000C can stand its ground
once it gets closer to the enemy.
This chapter will describe the most common techniques and information needed for
effective use of S-530, Magic II and DEFA guns agains airborne targets. Some of the
screens and intel will be a repetition of what has been included in the manual in the
earlier sections, brought together in order to avoid the need to go back and forth
through different pages.
WEAPONS PREPARATION
It is crucial to fulfil several steps before entering the AO (Area of Operations) in
order to prepare for the upcoming combat. These are:
1. Fence in. While still in the comfortable distance from the possible enemy make
sure to:
• Turn off your NAV and ANTI COLLISION lights. Set FORMATION lights as
desired.
• Turn on and arm your COUNTERMEASURES (jammer, RWR, D2M and
Spirale)
• Select the most appropriate chaff / flare programme for the anticipated threat
• Make sure that your missiles are armed and ready (a yellow P is lit on the S-530
and Magic II Preparation buttons on the PPA)
• Radar is set to ON (or as required if a more stealthy approach is needed)
• Set the waypoint number matching the mission Bullseye as the "N" waypoint on
the VTB (unless done so by the mission designer)
• Master Arm switch is set to ON
• Gun safety switch is armed (see below)
GUN SAFE GUN ARMED
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SECTION 15 15 - 3
LOCATING BANDITS
Use AWACS calls and / or your radar to locate enemy airplanes.
For AWACS, make sure that you are on correct frequency (usually listed in the
mission briefing) and request BOGEY DOPE or PICTURE.
Asked for BOGEY DOPE, AWACS will provide you with the location of the closest
group of bandits in the BRAA format (BEARING, RANGE, ALTITUDE and ASPECT). In
this case your aircraft is the reference point.
BEARING gives you the course you need to fly in order to intercept the bandits.
RANGE is given in nautical miles.
ALTITUDE is given in feet MSL or in Angels (where 01 equals 1000 feet).
ASPECT is relation of the bandit towards you:
HOT means he is going directly towards your position.
FLANKING means that he is on perpendicular course.
COLD means that he is getting away from you.
When asked for PICTURE, AWACS will list all enemy aircraft Groups and their
position. In this case Bullseye will be the reference point. In this case, at long range,
the easiest way to get the exact location of a given group would be to create an
Offset Point from the location of the Bullseye (which usually is one of the waypoints
on your flight plan) using data provided by AWACS. See OFFSET POINTS in Section
12-5 for more information.
At shorter range, when reaction time is a factor, the best way is to match your
radar's TCD to the Bullseye position given by the AWACS; TCD position is indicated
relative to the Bullseye in the bottom left part of the VTB, provided you set "N" as
the waypoint number corresponding to the Bullseye.
Using RADAR is pretty straightforward. Set up your radar scan pattern and range
shown on the VTB as desired and turn towards the suspected location of your
target. If needed, use up and down movement of your antenna in order to find the
bandit. Remember, that large airplanes (transports, AWACS, tankers) will be
detected at longer range than fighters. Also, low flying threats will be much more
difficult to find. Please see Section 13-1 (VTB / Radar) for more information about
the available settings and their impact on detection range and capabilities.
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SECTION 15 15 - 3
NOTCHING, BEAMING AND CRANKING

Notching and Beaming describe flying at 90° of the threat to try to break its radar
lock (with doppler/closure rate identical to ground returns). The difference between
the two is that this maneuver is called ‘notching’ when you are doing it, while
‘beaming’ if it is done by the enemy.
So in order to notch, you should try to put the bandit on your 3 or 9 while getting
below him and reducing speed. If you manage to keep the bandit on the beam and
force him to look down, it is very likely that he will loose his lock
The term used to describe the maneuver destined to reduce rate of closure and get
the opponent in a look-down situation, while still being able to keep lock & guide
your Fox 1 missile is called Crank / Cranking.
With M-2000Cs good horizontal scan limits (60 degrees both sides) and decent
look - up capability, beaming is also a good tactics after shooting your Super 530D
missile. After firing on the enemy, try to put him on the edge of your VTB screen
while decreasing altitude and dispensing chaff. It is possible that he will break his
lock and will be forced to go full defensive, allowing you to gain initiative and enter
pursuit.
ASPECT ANGLE
The aspect angle to the locked target is displayed both on the HUD and the VTB:
The aspect angle is shown beneath the The aspect is beneath the lock square,
target lock symbol - in this case it is 3. showing 170.
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SECTION 15 15 - 3
You will notice that the information displayed is different for both. This is because
M-2000C system shows both the Angle of Tail (in HUD) and Aspect Angle (in the
VTB). Both will be discussed in more details on the following pages.
Aspect angle is measured from the bandit to the radar lock line of your
plane. In other words it shows the relation of the line drawn between the tail and
the nose of the bandit to the radar lock line extending from your nose. Below the
aspect drawn with the bandit in the centre. Red lines are radar lock lines.
180o
135o 135o
180o
90o 90o
0o
45o 0o 45o
Page 243
SECTION 15 15 - 3
The red numbers show you the Aspect Angle shown on your HUD when the bandit
is locked at the respective angle. The 180 and 0 degrees denote bandits nose and
tail.
Remember, that the aspect angle is not measured directly from in front
CAUTION from your nose, but along the Radar Lock Line. This means that a
beaming target will be shown as having an aspect angle of 90o only if it is
directly at your 12 o’clock or is exactly at 90o from your radar lock line.
In order to better understand it, several examples of different positions and aspect
angles between the M-2000C and MiG-29.
40o 60o 30o 90o 170o
Page 244
SECTION 15 15 - 3
It is important to remember, that bandit’s nose is treated as 180 degrees (meaning

that if he is flying heads - on towards you and is at your 12 o’clock the HUD aspect
angle will display 180. The same will be true if he will be flying from any angle
exactly riding your radar beam).
Tail is treated as 0 degrees (so the opposite would be true: if the bandit is flying
directly away from you and is on your 12 o’clock it will show 0 on the HUD. The
same is going to happen if your radar beam is directly on bandit’s tail and he is
trying to get away).
The aspect angle shown in the VTB is exactly opposite to the one on your HUD. The
green numbers below give you the Aspect Angle shown on your VTB when the
bandit is locked at the respective angle. The 0 and 180 degrees denote bandits nose
and tail.
0o
45o 45o
0o
90o 90o
180o
135o 180o 135o
Page 245
SECTION 15 15 - 3
The green numbers show you the Aspect Angle shown on your HUD when the
bandit is locked at the respective angle. The 0 and 180 degrees denote bandits nose
and tail.
It is crucial to remember the 180 degrees difference between the HUD

CAUTION Aspect Angle and the one shown on the VTB.
***
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SECTION 15 15 - 3
ENGAGING WITH S-530D

The Matra Super 530D is a semi-active homing radar missile. To successfully use
this missile, you need two conditions:
• A locked radar target

• To always keep the target in your screen during the flight time the missile needs to
intercept it.
The Super 530D is not a fire and forget missile. You need to keep the
CAUTION aircraft in a easily predicted flight path until the missile either intercepts
or misses, which will put you in a disadvantage for the entire missile
flight time.
To select the Super 530D, click on the 530 button in the PCA.
Trigger Delay for Super 530D

There is a time delay between the moment the trigger is pressed to the instant the
missile is launched; this is both a security measure and a time needed to feed the
missile computer with data for launch. The delay varies depending on the selected
mode:
• If the radar is in STT mode, the delay is 0.8 seconds.
• If the radar is in TWS mode, the delay will be 1 second. The radar needs to switch
to STT prior to launch the missile
• If the PPA Salvo Firing Selector is in TOT mode, there will be a 2 seconds delay
between each missile launch.
If the trigger is released before the delay timer runs out, no missile will be fired.
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AIR TO AIR MODE: MISSILES (S530)

shot.
2. SELECTED WEAPON. Circle around the letter indicates which missile is ready to
be fired. By default, the system selects the missile on the side of the locked target,
but this order can be changed in the Armament Configuration Panel.
3. RELATIVE POSITION OF THE TARGET. Shows relative position between your

aircraft and the locked plane.
Page 248
SECTION 15 15 - 3
miles. The three carets visible on the vertical line show (from top to bottom):
• The maximum range
• No Escape Zone range
• Minimum range
5. LOCKED TARGET and INTERCEPTION FLIGHT DIRECTOR (described earlier).
6. FLIGHT DIRECTOR RING (described earlier). When locked target enters no-
escape zone for the selected missile, a second ring around the Flight Director will
appear to indicate that you have the best firing solution:
The picture above shows the Flight Director Ring with the locked target within the No
Escape Zone - at range of 6.7 Nm for S-530. Please note the double Flight Director ring.
The closing velocity is 639 knots per hour. A command TIR (SHOOT) is displayed
below it. Pilot still has two missiles left and at current range it would take them 21
seconds to reach their target.
Page 249
SECTION 15 15 - 3
ENGAGING WITH MAGIC II

A buzz-like sound will be heard when the seeker has locked on a target. In the HUD,
the seeker symbol will move towards the position of the locked target.
The Magic 2 heat-seeking missile is an all aspect, fire-and-forget short range

weapon.
Like the guns, the Magic 2 missile does not require a radar lock. Nevertheless, it has
a short range and knowing the distance to the target increases hit probability.
When selected, the missile seeker is caged and looks straight ahead. To lock the
seeker, place the HUD gun cross on the target. If the infra-red signature is
sufficient, the seeker will automatically lock. A circle is displayed on the target and a
continuous sound is heard in the helmet.
During very tight turns, it may be difficult to place the gun cross on the target. A
solution is to achieve an automatic radar lock and press the Magic slave control. The
seeker uncages and looks in the same direction as the radar, providing IR lock on
the target.
Magic 2 selection is achieved with the CNM SELECTOR on the throttle (pressing the
button on PCA will not select the Magic 2 missile) . Upon selection, note that the
airspeed and the altitude indications drop from the top to the middle of the HUD
for ease of reading during high-G manoeuvres.
***
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SECTION 15 15 - 3
AIR TO AIR MODE: MISSILES (MAGIC II)
Most of the indications with Magic II missiles selected are exactly the same as for
the Super 530, with the following differences:
1. GUN CROSS. Available when Magic IIs or Guns are selected. This is the aircraft
boresight aiming point.
2. FLIGHT DIRECTOR RING. Contrary to many other aircraft, it is not used to attain
the lock in M-2000C (as stated above, you use gun cross for that). Also, the
seeker for Magic II missile is not visible until you get a solid lock. The same is
true for the growling sound - it can only be heard after acquiring a lock and not
during the search phase.
3. RANGE TO TARGET. Maximum, No Escape Zone and Minimum range cues are
clearly visible.
Page 251
SECTION 15 15 - 3

shot.
If there are two missiles of the same type mounted under one wing, the
NOTE corresponding letter will disappear when both are fired.
AIR TO AIR MODE: MISSILES (MAGIC II WITH RADAR LOCK)
Screenshot by Nealius 01
If you lock your Magic 2 missile to target that was previously locked by the radar,
the radar lock symbology (1) will change from square to a triangle.
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AIR TO AIR MODE: MISSILES (MAGIC II) MAV SEARCH

There are three basic search patterns for the Magic II missiles, which depend
whether the missile is selected and whether the MAV option is pressed on the PCA.
With MAGIC Missile selected (using CNM Throttle Switch), MAV search patterns
are as follows:
• Vertical Wide Search (default)
• Vertical Narrow Search
With MAG PCA button selected, the patterns are:
• Horizontal Wide Search (default)
• Vertical Narrow Search
MAV search zones:
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SECTION 15 15 - 3
VERTICAL WIDE SEARCH: a 20º wide x 40º tall search (The bottom is 10º below the
gun cross), very similar to the radar Vertical Scan.
This is the default mode whenever Magic II missile is selected with the CNM
Throttle Switch.
Note that part of the search zone is extending above the HUD.
HORIZONTAL WIDE SEARCH: With missiles in both wings it is a 70º wide and 15º tall
search zone. With only one missile available, the search zone is smaller: 40º wide
and 15º tall. It is similar to the radar BAH Scan.
This is the default mode whenever MAG PCA button is selected.
Note that parts of the zone extend beyond the HUD on both sides.
VERTICAL NARROW SEARCH: It is a 6º wide x 6º tall box cantered around the gun
cross, similar to the radar SVI Scan. A box is displayed indicating the HUD area
where the seeker is searching, and is removed upon missile lock.
Depending on the selected search pattern, acquiring lock may take a

few seconds, as the seeker has to complete the whole pattern. The
NOTE
larger the search zone, the longer it may last. Vertical Narrow Search
allows for the shortest lock time.
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Using and changing the search modes

It is possible to switch between the search modes using the NAV UPDATE / MAGIC
UNLOCK HOTAS button. Depending on the way in which pilot initialises MAV mode,
the following options are available:
If missile is selected by using HOTAS CNM button:

Vertical Wide Search -> Vertical Narrow Search -> Vertical Wide Search
If MAG PCA button is pressed (missile does not have to be selected):

Horizontal Wide Search -> Vertical Narrow Search -> Horizontal Wide Search
It is important to note that if used in this mode, MAV search allows the MAGIC
missiles to be used as an IR scanner. MAV search can also be used in the NAV
Master Mode and without any AA weapon selected.
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1.VERTICAL NARROW SEARCH BOX . It is a 6º wide x 6º tall box centered around the
gun cross, which is similar to the radar SVI Scan. A box is displayed indicating
the HUD area where the MAGIC II seeker is searching and is removed upon
missile lock.
2. VERTICAL / HORIZONTAL SEARCH INDICATOR. Denotes current general search mode

of the MAGIC II missiles - either vertical or horizontal.
3. VERTICAL / HORIZONTAL SEARCH INDICATOR in Vertical Wide search (on the left)
and Horizontal Wide search (on the right).
PCA INDICATIONS
Magic 2 missile selected using HOTAS MAG button pressed on the PCA
CNM button.
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Using Magic missiles with other weapons

It is possible to use Magic II missiles as IR scanner also with other weapons
selected, which will change the symbology on the HUD as follows:
Magic missile used in conjunction with the S-530 D selected. The circle will be
inside the square denouncing lock.
Magic missile used in conjunction with the guns. A triangle will be shown over the
locked target.
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Magic missile used for search when the airplane in in the A/G attack mode.
***
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DEFA 553 CANNONS

Guns are used for close range engagements. They can be used with or without radar
telemetry (lock). Gun selection is achieved when setting the master arm to on, or by using
the selector on the throttle.
The DEFA 554 30 mm autocannons need to be armed before they are available. To
electrically arm them, click on the GUN ARM switch located above the FBW GAIN switch.
GUN SAFE GUN ARMED
To select the guns in AA mode, use the CNM SELECTOR on the throttle.
AIR TO AIR MODE: GUN (NO RADAR LOCK)
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1. GUN CROSS. Indicates the guns’ boresight. Guns are set at -2° from the aircraft
waterline.
2. WINGSPAN MARKER (300 M) and 3. WINGSPAN MARKER (600 M). These lines are
used to represent a target wingspan in order to help determine its range. The
wingspan markers are not static and their width can be dynamically changed by
using the ENV knob (ENV is short for envergure, wingspan in French). The ENV
knob changes the wingspan marker width to represent a target from 7 meters up
to 40 meters. The wingspan markers are visible only when there is no radar lock.
See HUD PEDESTAL for more information.
that a stream of gun rounds would follow if they had been fired.. It has a max
range of 1,000 meters (see below). The use of Gun Snake will be described in
more detail below.
5. AMMO COUNT. Shows the current count of 30 mm ammunition for each gun.
AIR TO AIR MODE: GUN (TARGET LOCKED)
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1. GUN CROSS. Indicates the guns’ boresight. Guns are set at -2° from the aircraft
waterline.
that a stream of gun rounds would follow if they had been fired. It has a max
range of 1,000 meters (see below).
3. RADAR GUN PIPER. The radar gun piper gives the range to an air target that is
locked with radar. It moves alongside the gun snake, indicating the exact position
of the target in the bullet stream. Simply put the bandit on the path of the snake
and under the piper and press the trigger.
300 meters.
4. LOCKED RADAR TARGET. The square shows the position of the locked object. If
your target is located outside the HUD, the square will become dashed and move
to the left or right edge of the HUD, depending on the target position.
5. RANGE TO TARGET. Shows the range from the currently locked target in nautical
miles. The “DOM” indication visible at the screenshot above appears when the
target is in perfect range for a Magic missile shot. It is an incitation for the pilot
to switch to Magic mode.
6. TARGET’S RELATIVE SPEED. Shows how fast the target is closing or gaining
distance. Displayed in knots per hour, if the value is positive it means that this is
the velocity with which you are closing to the locked aircraft. If it is negative, it
gives the velocity with which it is getting away from you.
Gun snake use
The gun snake is an air gunnery targeting help. It depicts the path of a bullet
stream fired from the gun. The “tail” of the snake is located at the gun cross, i.e.
at 200m range. The “head” of the snake ends at the 1000 meter range.
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To hit a target you must put the gun snake alongside its flight path. You must
take care of placing the target at the correct snake position based on its range.
The closer to the gun cross, the lower the range.
The wingspan markers are helpers to determine target range without the use of
radar. When you manage to place a target’s silhouette on the wingspan markers
you can calculate a range approximation based on how wide the target is versus
the wingspan marker’s width. As you can see, a basic precondition is that you
must know the approximate wingspan of your target and to adjust the wingspan
marker to that value.
Once you have determined range to target, you place the target at the snake
position where a hit is assured.
If you are using radar and your target has radar lock, the wingspan markers are
replaced by the radar gun piper. The radar gun piper makes the gunnery easier by
indicating the place in the gun snake where a hit is certain. You only have to put
your target on the spot in the snake marked by the radar gun piper.
The number of rounds fired per second also depends on the length of
NOTE burst determined before the flight (in Mission Editor). So for the 1
second burst, this will be 20 rounds in LEN and 30 in RAP. For 0.5
second burst these values will be halved: 10 and 15, respectively.
NOTE The P symbol is only lit when the missile seeker is tracking a target.
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CLOSE COMBAT MODES

Close Combat Modes are a set of dedicated modes for short distance air to air
engagements. In those modes, the radar will be set at a range of 10 nautical miles
and it will automatically STT lock on the closest contact it can detect.
There are 5 search modes available in CCM:
BORESIGHT
Available with all weapons. In boresight mode, the radar is in a fixed position,
centered on the aircraft’s reference line. It provides a narrow search cone only 3º
wide (1). Basically the radar is converted into a gunnery radar. As usual, the
current Master mode (here: MAG for Magic) is displayed on the center left of the
HUD (2).
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VERTICAL SCAN
Vertical Scan is available with both AA Guns and Magic missiles selected. It
provides a narrow vertical beam that is 4.8º wide and 60º tall (1). It covers
between +50º to -10º and is centered on the aircraft reference line. As usual, the
current Master mode (here: MAG for Magic) is displayed on the center left of the
HUD. (2).
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HUD SCAN
HUD Scan is available only when the 530 or POL Master missiles have been
selected. The radar covers the entire HUD area, a 20º wide cone. “SVI” (Spirale
Viseur) label is displayed on right side of the HUD (1).
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HORIZONTAL SCAN
This mode is available with all weapons. It has two submodes: Mode 1 and Mode
2, but they work the same: The radar search a 30º Azimuth arc with two bars for
a 6º x 60º search cone (1). It is roll stabilised and unlike the other modes, it is
possible to move the radar antenna in elevation. As usual, the current Master
mode (here: 530) is displayed on the center left of the HUD (3). BAH (mode 1) is
shown on the right side of the HUD (2).
Mode 1 uses High PRF, while Mode 2 uses Medium PRF. Medium PRF search
mode is only available in Horizontal Scan Mode 2.
Horizontal Scan Mode 1
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Horizontal Scan Mode 2
Master mode is visible above the G-meter (3). BA2 (mode 2) is shown on the
right side of the HUD (2).
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FLOOD
FLOOD mode is only available after Super 530 firing, to try to guide the missile
on a target that succeeded to break your radar lock, by visually placing it inside a
3° circle in the middle of the HUD. “SVI” label is displayed on right side of the
HUD (1).
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SPIRAL HUD SCAN

Spiral shaped search pattern which scans inside a circle roughly the angular size of
the HUD, starting from the middle and moving outwards. It follows the same logic
as all the other BFM modes (which means that it will lock the first target it finds
inside a 10 Nm range), and it completes each spiral in about 2 seconds.
To enter this mode, you need to have the S530 selected on the PCA and then press
the WSC switch forward.
Selecting the CCM modes

In order to cycle between the Close Combat modes you need to use WEAPONS
SYSTEM COMMAND switch on your HOTAS. You will find the necessary details in
the table in the HANDS ON THROTTLE AND STICK (HOTAS) section.
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COMBAT AIR TO GROUND
M-2000C IN AIR TO GROUND ROLE

Despite its primary role as an interceptor, M-2000C can be quite a potent CAS /
ground attack platform. Capable of carrying and using wide range of guided and
unguided air to ground weapons, it can quickly get into the AO and quite accurately
deliver required ordnance.
Two main types of ground attack performed by the M-2000C are:
• CCRP, or Continuously Computed Release Point. In this mode the pilot selects a
point in the ground as the target and the ballistic computer calculates the specific
time when the bombs should be released in order to hit the target.
• CCIP, or Continuously Computed Impact Point. In this mode, the ballistic
computer displays in the HUD the point at which the bombs would hit the ground
based on aircraft altitude, speed and pitch. To hit a target, you have to place the
impact point over the target and release the bombs.
In the M-2000C, the bomb release mode is determined by the bomb

type. MK-82s, GBU-12, GBU-16 and GBU-24 all use CCRP through the
CAUTION BL (Bombes Lisses, Free fall bombs) master mode. MK-82SE, BLG-66
use CCIP through the BF (Bombes Freinées, High drag bombs) master
mode
Both methods require the same ingredient: target ground elevation. There are three
ways to get this value: By radar ranging, calculating it from the aircraft altitude
above ground and from the INS system.
• RADAR RANGING (TAS - Télémétrie Air Sol): to obtain radar ranging data, you need
to click on the TAS button. The radar screen will go dark and the word TAS will
appear in the upper right corner. This is the most precise method.
• ALTITUDE ABOVE GROUND (RS - Radio Sonde): To obtain altitude above ground you
need to activate the radar altimeter. Then you must click on the RS button on the
PCA. The system will use the same ground elevation below the aircraft as the target
elevation. This method will fail if the ground continuously changes elevation.
• INS CALCULATION (PI - Point Initial): in this mode you need to first select an initial
point for which you'll get a radar ranging and the INS will calculate the ground
elevation based on the Δ ALT between the IP and the target it has in memory (the
target must be located at a BAD from the IP WPT).
It is recommended that both TAS and RS are selected on the PCA. This way if there
is a problem with the radar ranging data, the system will fall back to the radar
altimeter.
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In the screenshot above, both TAS and RS ranging means are selected on (small
letter S below is lit up, 1 / 2). You can also confirm that both are on by checking the
VTB screen - both TAS and RS are on in the top - right corner.
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CCRP (BL MODE) PROCEDURE AND METHODS

In CCRP (BL mode), the pilot needs to "show" to the computer the relative position
of the target. This is done by placing a dedicated HUD symbol on the target and
pressing the air-to-ground designation pushbutton. At this moment, the computer
memorizes angle and distance to the target and a cross appears in the HUD on the
target. If the position is not satisfactory, it can be cleared using the target unlock
button and designated again. Then, continuously based on real-time aircraft speed
and attitude, provides horizontal guidance (left/right) to fly exactly to the target,
and calculates the right moment for bomb release. This enables bomb drop while
pulling up and loosing sight of the target.
Distance and angle measure is based on the radar. Therefore, it needs to be

operating throughout the procedure. Should the radar be unavailable, the computer
bases its computation on radio-altimeter height. This backup method is less
accurate, and assumes that the terrain area is flat. If it is not the case, correct
computation will be impossible.
This bombing mode is exclusive to Mk-82, BGL-66 and GBU series bombs.
To do a CCRP bomb run the following procedure must be followed. (For symbols
description please refer to the HUD chapter).
1. Minimum altitude should be 2000 feet AGL and speed above 350 KIAS.
2. Fly in a slight dive towards your target. It shouldn’t be more than 15º.
3. Place the CCRP piper over your target
4. Click on the AG DESIGNATE button (refer to HOTAS title in Chapter 1).
5. Pull up and resume level flight.
6. The target cross will remain over the target.
7. Fly towards the target.
8. When you are 15 seconds from the release point, the release cue will appear.
9. Press the trigger as soon as you see the release cue. Keep the trigger pressed while
the cue is visible.
10. The bombs will be released automatically when the cue cross the CCRP piper.
11. The system will clear the target designation as soon as the bombs have been
released.
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1. TARGET CROSS. Shows the selected target position.
2. RANGE TO TARGET. Indicates slant range to the target position.

3. ATTACK MODE DATA. Indicates selected master mode (name flashes when the
Master arm switch is in the SAFE/OFF position). Aircraft G load and aircraft
AOA.
4. CCRP STEERING CUES. They appear only after a target point has been
designated. They are centered on the CCRP piper and rotate to show deviation
from the course to target. The aircraft is flying directly to the target when they are
level.
EXAMPLE OF EXAMPLE OF
ALMOST PERFECT
MIS-ALIGNMENT
ALIGNMENT
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5. CCRP PIPER. It remains at a fixed point and replaces the FPM when in CCRP
mode. Before target selection, it is used to select a point in the ground as the
target. After target selection, it is used to give the bomb release order.
AIR TO GROUND MODE: CCRP JUST PRIOR TO RELEASE
1. RELEASE CUE. The release cue moves from the target cross towards the CCRP
piper. The bomb(s) must be released when the cue is at the center of the piper.
The cue is time based and appear when time to target is 15 seconds.
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CCRP BOMBING PROFILES

DIRECT BOMBING
This is the classical profile to drop bombs. The aircraft dives towards the target
starting from 5 000 - 8 000 ft AGL, the designation symbol is placed on the target
and the air-to-ground designation switch pressed. A cross appears over the target.
Aircraft dive angle is then reduced while following the HUD guidance cue and
maintaining the trigger pressed. The computer calculates the release point and
triggers bomb release at the appropriate moment. The release occurs when the
horizontal line appears at the bottom of the HUD, moves up and intercepts the
flight path marker.
Dive to the target may be preceded by a "zoom". The aircraft starts at a lower height
(500 - 2 000 ft) flying roughly towards the target and performs a sharp climb.
During climb, visual contact is made on the target. When reaching the 5 000 - 8
000 ft zone, the aircraft rolls inverted to enter the final dive and bombing is
performed as described above.
BEFORE ATTACK RUN

Radar: ON
Radio Altimeter: ON and selected (PCA RS)
Bomb quantity, interval and fusing - Set (PPA).
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1. Level start. ~ 350 kias. Idle thrust when diving.
2. Target designation. Trigger held down. Follow guidance cues.
3. Start of pull up. Follow guidance cues.
4. Bomb release.
5. Bomb path.
6. Breakaway. Thrust as required.
7. (OPTIONAL) Low-level start ~ 450 to 520 kias. Full dry thrust at climb start.
8. (OPTIONAL) Reversion towards dive. Idle thrust at top of trajectory.
The lower the bomb release, the more the impact point is precise, but the
WARNING closer is the aircraft to the enemy units and their AAA defences.
Moreover, if MANPADS are suspected, preventive flare release may be
necessary during dive/climb and breakaway.
Bombs will not be dropped if at the moment of the release the load factor
NOTE is below +0.4 G. This is a safety to prevent flying into the bomb(s). For
this reason, pull up must be initiated before reaching the release point.
BOMBING WITH INITIAL POINT 4

This kind of attack requires longer and more careful planning and preparation.
However, you don’t need to manually designate the target by entering a shallow
dive. Moreover, it is not necessary to obtain a visual on the place you want to bomb.
The drawback is that the position of the target must be known precisely and
inserted as a BAD, and the INS requires having enough precision. To achieve INS
precision, a landmark can be inserted as the waypoint to which the BAD relates and
the INS position updated on it during the attack run. This waypoint is called Initial
Point (IP).
Selecting IP on the PCA triggers the appearance of the INS update symbol. It
disappears and is replaced by the guidance cues when passing the IP.
In order to perform a precision bombing / INS attack, you need to follow several
steps:
4Also called “Precision Bombing” sometimes, though in reality it is less precise than the CCRP or CCIP. Air
Force uses the name "Bombardement avec PI" .
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1. During mission preparation phase, or already in the cockpit, you need to create
an Initial Point (IP) - waypoint placed over a landmark with a well known position.
2. You need to create an offset point from the IP using the BAD function and ΔL/ΔG
or ρ/θ. Please see OFFSET POINTS chapter in Section 12-5 for more information. Do
not forget about setting the altitude difference in Δ ALT.
3. Prepare your plane for the attack run. Check that your radar is working and
emitting and that your radar altimeter is set to on. Select the weapon you will want
to use on the PCA and set the MASTER ARM switch to ON (4). On Weapons
Control Panel set the fusing, dispersion and release quantity according to your
preferences. Finally, press both TAS and RS on the PCA (1, 2).
4. Set the waypoint that you want to use as the Initial Point (IP) as your DEST and
then press the PI button on the PCA (3).
5. The following cues will appear on the HUD:

• A diamond at the bottom of the HUD for IP position update purposes.
• Normal NAV cues: "House" track error cue and "Cross" position cue when
distance is below 10 NM.
• HSI will display bearing and distance to IP.
6. Turn towards the IP.
7. When you get close enough to see the IP, update its position by using the
diamond to determine exact distance. Remember that you should place the
diamond over the landmark, and not the marked position of the waypoint by the
INS. When you do so, HUD will display radar range to IP. You can keep updating IP
position as many times as you wish to increase accuracy. Please refer to the INS
POSITION UPDATE chapter in Section 12-4 for more information.
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8. After the first update, BAD, REC and VAL lights turn on in the PCN when IP is
selected - remember not to press the VAL button before finishing the bomb run.
Continue flying to IP using the NAV cues.
9. Once you are over the IP, HUD diamond will disappear and wings will appear on
the FPM (1). They will provide steering cues towards the BAD. Radar range will
display the range to target (2), nav cues will shift to BAD position (3) and HSI will
display bearing and distance to BAD.
10. As you are almost directly over the IP, follow the navigation cues and turn
towards the offset point. Try to keep the wings on your FPM level as you approach
your target.
When you are in range for pull up, release cues appear in the HUD. Pull up with full
aft stick for max range release, keep the wings level during the climb and press and
hold the trigger. The bombs will be automatically released when the release cue
cross the target cue (FPM).
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TOSS BOMBING
A variant of the CCRP bombing bombing that is based on releasing the bombs
during the pop-up climb, leading to a larger bomb ballistic trajectory to the target.
This permits to bomb at a greater horizontal distance and make the attack to be
detected at the very last moment, leaving very little reaction time to the defences.
BEFORE ATTACK RUN

Waypoint (IP) - Inserted if required.
BAD - Inserted if required.
Radar - On.
Radio altimeter - On and selected (PCA RS) Bomb quantity, interval and fusing -
Set (PPA). Master Arm - On.
1. Height 600 - 1 000 ft AGL. 520 kias.
2. INS position update on IP (If using IP bombing).
3. Climb. Full afterburner.
4. Bomb release.
5. Bomb path.
6. Breakaway. Thrust as required.
The closer the bomb release, the more the impact point is precise, but the
WARNING
closer is the aircraft to the enemy units and their AAA defences.
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USING GBU-12/16/24 BOMBS

Prior to GBU release, an external support unit, such as a JTAC on ground or
another aircraft equipped with a targeting pod, must perform target laser
designation. Once this condition fulfilled, the GBU release is performed in the same
manner as the Mk-82 bombs (CCRP), except that:
• The pull up can be performed immediately after target designation and the
aircraft set on a level flight.
• Dive is started much higher (14 000 - 16 000 ft) and bomb released in level flight
at 10 000 - 12 000 ft. GBUs are dropped one by one only.
BEFORE ATTACK RUN

Radar - On.
Bomb fusing - Set (PPA).
Master Arm - On.
1. Level start. 520 kias max. Idle thrust when diving. Request for laser targeting.
2. Target designation. Trigger held pressed. Start of pull up. Follow guidance cues.
Adjust thrust when level.
3. Automatic bomb release in level flight.
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CCIP (BF MODE) BOMBING

CCIP stands for Continuously Computed Impact Point. In this mode, the HUD
displays a bomb fall line ended by a pipper, which indicates in real-time the bomb
impact point if release is performed. To bomb a target, fly to it and press the trigger
when the pipper is on the target. Like for CCRP, the radar or radio-altimeter are
used and same limitations apply.
If aircraft altitude is too high, and/or speed too low, the pipper may descend below
the HUD's field of view. Therefore, it may be necessary to raise the seat and/or
speed up and/or descend to bring the pipper back in sight.
This bombing method is exclusive to Mk-82SE “Snakeyes” and BLG-66 bombs.
To perform a CCIP bomb run the following procedure must be followed:
1. Upon activating the CCIP, raise the seat so your downwards view is better
2. For diving runs minimum altitude should be 1500 feet AGL. 3000 AGL feet is
better, especially if you are going to do a high angle dive.
3. Minimum indicated airspeed should be 400 KIAS.
4. The CCIP pipper will appear at the bottom of the HUD.
5. When nearing your target, fly in a dive. The steeper the dive the better. 20º to 25º
dives are very precise.
6. Check the safe altitude cue position.
7. Press the trigger to release the bombs when the CCIP piper is over your target
8. Pull up.
9. DO NOT release the bombs if the safe altitude cue intersects the FPM or is above
it.
With the higher speed, targeting piper will be more visible on the HUD.
NOTE You will also be a much more difficult target to hit.
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1. RADAR ALTITUDE. Displays current altitude above ground level (AGL). The radar
altitude is not automatically displayed and must be manually selected by clicking
the appropriate switches in the HUD control panel.
chapter.
3. ATTACK MODE DATA. Indicates selected master mode (name flashes when the
Master arm switch is in the SAFE/OFF position), aircraft G load and aircraft
AOA.
4. “RADAR OFF” INFORMATION. Displayed if the main radar is set to any mode
other than “ON” and it is impossible to compute the slant range to the ground.
5. MINIMUM RELEASE ALTITUDE CUE. Indicates the minimum altitude at which
bomb release is safe. It moves from the CCIP piper to the FPM. If the cue reaches
the FPM, it is not safe to release the bombs since there is a high probability of
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taking damage from their detonation and a large green cross appears in the HUD
(see next fig.).
6. BOMB FALL LINE (BFL). Displays the path that the bombs will follow upon
release.
1. RELEASE NOT SAFE MARKER. This big ‘X’ cross is displayed on the HUD
whenever the Minimum Release Altitude Cue reaches the FPM and indicates that
the delivery at current parameters will not be safe.
2. RANGE TO GROUND. As the radar is ON, this time the slant range from the
airplane to the point directly underneath the piper is being shown.
3. CCIP PIPPER. Aiming point where the bombs will impact.
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MK-82SE BOMBS
The Mk-82 bombs are designed to be dropped in CCIP at very low altitude (down
to 300 ft AGL) in level flight or very shallow dive. They are equipped with strakes
that automatically deploy after release, slowing the bomb down and providing
enough time for the aircraft to separate and avoid the blast.
BGL-66 cluster bombs

These cluster bombs are dropped in CCIP mode and are used against soft targets
(non-protected or lightly armoured). After release, the bomb ejects a large
amount of small sub-munitions that cover a large area and detonate on impact.
Therefore, they must be dropped high enough to permit sub-munitions
deployment.
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GUN / ROCKET ATTACK

Technically, the gun and rocket attack is considered to be a variation of the CCIP
diving run. However, small differences exist.
For the gun it is important to remember to arm the cannons before performing
the attack. Also, in order to put the gun in the A/G mode, press the A/G Gun
Master Mode ‘CAS’ button located below the Selective Jettison Button. Please
refer to the PCA (WEAPONS MANAGEMENT PANEL) chapter in Section 15-2 for more
information. Also, do not forget to press the WSC switch forward to bring up the
gun / rocket pipper on the HUD.
Also, it is important to activate the TAS and RS modes on the PCA and to set on
the radar and enable radar altimeter before commencing the attack run.
1. AMMO COUNT. Displays the current count of 30mm ammunition or 68 mm

SNEB rockets.
2. ATTACK MODE DATA. Indicates selected Master Mode (name flashes when the
Master arm switch is in the SAFE/OFF position). Aircraft G load and aircraft
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AOA. For rockets a RK abbreviation will be visible. For guns, CAS will be
displayed.
Section.
4. GUN/ROCKET PIPER. Indicates the point in the ground where the gun shells/
SNEB rockets will hit. The aiming point is continuously calculated by the
ballistics computer. For more information, refer to the Weapons Management
Section.
600 meters.
This is the same principle as the 'CAN' AA gun mode, but note that the ranges
carets values differ.
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SECTION 16
OTHER SYSTEMS
SECTION 16
OTHER SYSTEMS
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OTHER SYSTEMS DRAG CHUTE
DRAG CHUTE
The Mirage 2000C is fitted with a drag chute. It is a safety feature that can be used
to reduce the landing ground roll or during a take-off abort. The parachute
container is located on the underside of the aircraft, between the exhaust nozzle and
the centreline pylon.
When necessary, the drag chute container can be removed and replaced by the
additional ÉCLAIR chassis. Refer to the ÉCLAIR POD in Countermeasures Section for
more information.
An emergency hook assembly can also replace the parachute or the Eclair pod. But
this last feature is NOT FUNCTIONAL in DCS
Controls
A lever, located on the left side cockpit wall at the base of the windshield, is used for
control. The initial position of the lever is forward. When pulled full aft, the drag
chute deploys. When pushed back forward, the drag chute is separated from the
aircraft and falls on the runway.
The drag chute must not be deployed until the nose gear is on the
CAUTION
ground, in order not to damage the engine nozzle petals.
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OTHER SYSTEMS CANOPY
CANOPY
Normal Operations
The canopy is controlled via a lever located in the cockpit, on the right side of the
cockpit wall. Two main positions are available:
• When PULLED BACK, the canopy is unlocked and moves up.
• After that the lever moves back into the MIDDLE POSITION.
• When PUSHED FORWARD, the canopy is locked and sealed and cockpit
pressurisation is achieved.
The aircraft must not move with the canopy fully opened. Therefore, a partially
closed position is available via a rod. The canopy control shortcut cycles between
the open, semi-closed and closed position.
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OTHER SYSTEMS CANOPY
Emergency jettison
If required, the canopy can be manually jettisoned with a dedicated control. The
control must be pushed fully forward.
Remark: In real life, the canopy is not jettisoned. If seat ejection or canopy jettison
is triggered, an explosive cord (running all along the canopy structure) detonates
and destroys the Plexiglas.
Page 290
SECTION 17
AIRCRAFT PROCEDURES
SECTION 17
AIRCRAFT PROCEDURES
Page 291
SECTION 17 17 - 1
AIRCRAFT PROCEDURES PILOT MEMO
PILOT MEMO
STANDARD CONFIGURATIONS
Configuration Detailed Payload

Full internal fuel; guns, brake chute and
CLEAN AIRCRAFT
countermeasures (no extra Eclair pod) loaded
STANDARD AIR TO AIR Clean + 2x Fox2 + 2x Fox1 + Center fuel tank
Clean + 2x Fox2s + 4x Mk-82s + Wings fuel tanks
or
STANDARD AIR-TO-GROUND
Clean + 2x Fox2s + 2x GBU-12s (center pylon+adapter)
+ Wings fuel tanks
TAKE OFF - ISA METEOROLOGICAL CONDITIONS

Configuration Expected Vmaxrto
Fuel (t) GW (t) Jx Vr (kt) Vlof (kt)
(kt)
CLEAN AIRCRAFT 3.1 11.0 0.68 145 120 155
STANDARD AIR TO AIR 4.1 13.2 0.55 140 125 155
16.0 or 0.44 -
STANDARD AIR-TO-GROUND 6.3
15.7 0.46
130 150 175
Remarks: Vmaxrto is the go/no-go speed, i.e. the max speed up to which it it still
possible to reject take off. Above Vmaxrto the pilot must either take off or eject.
Vmaxrto is not called V1 because it may occur above Vr on this aircraft. Vmaxrto values
above assume a dry standard NATO runway (2400m) without brake chute use.
CLIMB - BEST EFFICIENCY

Economic High performances
(MIL thrust) (Max AB thrust)
Climb up Best CAS Best CAS

Configuration to (kt)
Best Mach
(kt)
Best Mach
CLEAN AIRCRAFT FL400 500 0.90 600 0.95
STANDARD AIR TO AIR FL350 460 0.85 550 0.90
STANDARD AIR-TO-GROUND FL300 440 0.80 550 0.90
Remarks: use best CAS (IAS) until best Mach is reached; then use best Mach for the
remaining of the climb
For MIL climb, cut AB off at 300kt after take off (AB is mandatory for all take offs with
this aircraft, as per SOPs / safety consideration)
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SECTION 17 17 - 1
AIRCRAFT PROCEDURES PILOT MEMO
LANDING - REMAINING FUEL / MLW

Max remaining fuel (t)
Configuration for normal MLW for uprated MLW
CLEAN AIRCRAFT 2.05 4.45

STANDARD AIR TO AIR 0.85 3.25
STANDARD AIR-TO AIR (ALL MISSILES SHOT) 1.57 3.97
< 0.5 (min. res.)
STANDARD AIR-TO-GROUND (W/ 4X MK-82S) 2.6
= N/A option!
0.5
STANDARD AIR-TO-GROUND (W/ 2X GBU-12S) 2.9
= min. reserve!
STANDARD AIR-TO-GROUND
1.1 3.5
(ALL BOMBS RELEASED)
Remarks: uprated MLW is a non standard procedure which should be avoided to

minimize risks and aircraft wear (structural, gear, brakes, tyres...)
When an uprated MLW landing has to be performed, it REQUIRES extra

precautions: gentle sink rate at touch down, long runway, parachute use
mandatory if > 1t over normal MLW... etc.
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AIRCRAFT PROCEDURES CHECKLISTS
Below you will find the procedures that must be followed before and after a flight.
The procedures listed here are a subset of the ones followed by the pilots of the
actual aircraft.
PREFLIGHT CHECKLIST
Left Instruments Panel

Description Position
1 FBW/PA Auto test Off (cover closed)
2 Emergency Afterburner Cutoff Off (cover closed)
3 Emergency Oil Pump Off (cover closed)
4 Engine Computer (FADEC) Norm (cover
closed)
5 Fuel Dump Off (cover closed)
6 Tape recorder As desired
7 FBW GAIN Norm
8 Emergency Trim N
9 Audio volumes panel Check and set
10 Inflight relight switch Off
11 Throttle Stop
12 Radar Off
13 Pelles (scoops), Souris (inl. Cones), Becs (slats) Auto
switches
14 External lights Off
15 Brakes circuit switch (SPAD) On (cover closed)
16 “Emergency fuel” engine mode Off
17 Landing Gear Lever Down and secured
18 FBW NORM/ULT.SEC Switch NORM (cover
closed)
19 FBW Mode AA/Charges As required
20 Emergency canopy lever Towards the rear
21 Parachute lever Towards the front
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SECTION 17 17 - 2
AIRCRAFT PROCEDURES CHECKLISTS
Main Instruments Panel

1 Master Arm switch Off
2 Selective Jettison Off (cover closed)
3 FBW NORM/VRILLE switch Normal
4 HUD and HDD On
5 TR, ALT1 and ALT2 switches All ON
6 IFF Out-3A-C
7 HSI NAV (Cm or Cv)
Right Instruments Panel

1 Alert Network (QRA) Switch Off (Down position)
2 Sound warning system Off
3 VOR/ILS - TACAN Off
4 Fuel pumps Off
5 Ignition/vent selector G or D
6 Fuel Shut-Off Valve Switch Closed (cover
open)
7 Breakers panel Check
8 INS Off
NOTES
Page 295
SECTION 17 17 - 2
AIRCRAFT PROCEDURES ENGINE START
ENGINE START (WITH GROUND POWER)

Before Engine Start (with ground power)
1 Battery ON
2 GPU Connected & Providing Power CHECK
3 NAV lights ON
4 F2 view external preflight check - Payload & skin Done - Checked
5 Altimeter Pressure setting SET to QFE (or QNH)
6 INS (PSM panel) SET to VEILLE
7 00 PREP WPT Position & Altitude SET proper values
8 INS (PSM panel) SET to ALN
9 INS Alignment START (VAL button)
10 Fuel Panel Quantity - Crossfeed switch CHECK - CLOSED
11 BINGO SET BINGO Value
12 Alarm panel and Fire Warning Lights TEST
13 HUD ON
14 Radar main switch SET to PCH
15 HDD (Radar display) ON
16 Payload CHECK (PRES switch)
17 A/A-CHARGES Switch - CONF caution light SET - OFF
18 Emergency Hydraulic pump TEST then OFF

CHECK > 80b (EP if
19 FS emergency/parking brake pressure req.)
20 VOR/ILS & TACAN SET (Depart. airbase)
21 Countermeasures Panel & ECLAIR control box SET (Pilot's discretion)
22 IFF Interrogator SET (Pilot's discretion)
23 IFF SET (as briefed)
24 Radios (both) ON & set
25 If MP flight, Radio Check Done
26 INS Waypoints 01 to 20 (depending on mission) ENTERED & CHECKED

CHECK Completed -
27 INS Alignment – 'PRÊT' light ON
28 INS (PSM panel) SET to NAV
Radio CALL
29 "Ready for start-up"
(Leader/ATC)
Page 296
SECTION 17 17 - 2
Engine Start sequence (with ground power)

1 Parking Brake SET
2 ANTICOL Strob lights ON
3 Throttle CHECK STOP
4 RPM and CALC warning/caution lights CHECK Both OFF

ACKNOWLEDGED -
5 MASTER WARNING/CAUTION - PANNE/PANNE Indicat. OFF
6 Canopy CLOSED or AJAR
7 INS (PSM panel) CHECK NAV & [N]

OPEN & Cover
8 Fuel Shut-Off Valve Switch
CLOSED
G or D as req.
9 Ignition/Vent selector
(odd/even day)
10 Fuel pumps “G” and “D” - BP.G & BP.D caution lights ON - cautions OFF
11 Starting fuel pump 'POMPE DEM’ - BP warning light ON - warning OFF
12 Starter button PRESS 1 Sec.
13 When RPM 'N' > 10%, Throttle IDLE

When RPM 'N' = Idle (~48%), HUILE and T7 warning Both OFF
14
lights
15 T7 temperature CHECK < 950°C
If any incident occurs during start sequence, or Tt7 peaks ABORT START UP
/!\
> 950°C:
NOTES
Page 297
SECTION 17 17 - 2
Post-Engine Start Checklist (with ground power)

Blinking - STOP if
1 P MIS & P MAG (when appropriate)
req.
2 Radar Warm-Up (HDD) CHECK 'P' Blinking
CHECK - cautions
3 HYD pressure gauge - HYD.1 & HYD.2 caution lights
OFF
DISCONNECTED -
4 GPU - ALT.1 & ALT.2 caution lights cautions OFF
CGM+H.SEC
5 CAP/HORIZON GCS switch (right console) (middle position)
6 Auxiliary Attitude Indicator UNCAGED - NO
FLAG
7 VOR/ILS - TACAN ON - A/A or T/R
8 ANEMO heater switch - ANEMO caution light ON - caution OFF
9 Emergency Hydraulic pump - HYD.S warning light AUTO - warning

OFF
10 Flight Controls Surfaces TEST - CHECK
11 AP & FBW BIT tests DONE & Green

Result
12 FBW short ('C') BIT test DONE & Green
Result
13 SEC CALC & SEC CARB emergency modes tests DONE & Passed OK
14 Airbrakes and Slats extension TEST
15 Secondary brakes circuit & Antiskid loss TEST
16 FORMATION lights As Req.
17 Radio-Altimeter ON ('SEL H')

Radio Call (Leader/
18 "Ready for taxi"
ATC)
NOTES
Page 298
SECTION 17 17 - 3
ENGINE START (NO GROUND POWER)
Before Engine Start (No ground power)

1 Battery ON
2 Radios (both) ON & Set
3 If MP flight, Radio Check DONE
4 F2 view external preflight check - Payload & skin DONE - CHECKED

SET to QFE (or
5 Altimeter Pressure setting
QNH)
6 Alarm panel and Fire Warning Lights TEST
7 IFF SET (as briefed)
8 Emergency Hydraulic pump TEST then OFF

CHECK > 80b (EP if
9 FS emergency/parking brake pressure
req.)
Radio CALL (Leader/
10 "Ready for start-up"
ATC)
NOTES
Page 299
SECTION 17 17 - 3
Engine Start sequence (No ground power)

1 Parking Brake SET
2 NAV and ANTICOL Strob lights ON
3 Throttle CHECK STOP
4 RPM and CALC warning/caution lights CHECK Both OFF

ACKNOWLEDGED -
5 MASTER WARNING/CAUTION - PANNE/PANNE Indicat. OFF
6 Canopy CLOSED or AJAR
OPEN & Cover
7 Fuel Shut-Off Valve Switch CLOSED
G or D as requ. (odd/
8 Ignition/Vent selector
even day)
9 Starting fuel pump 'POMPE DEM’ - BP warning light ON - warning OFF
10 Starter button PRESS 1 SEC.
11 When RPM 'N' > 10%, Throttle IDLE

When RPM 'N' = Idle (~48%), HUILE and T7 warning CHECK Both OFF
12
lights
13 T7 temperature CHECK < 950Â°C
If any incident occurs during start sequence, or Tt7 peaks ABORT START UP
/!\
> 950°C:
14 Alternators switches - ALT.1 & ALT.2 cautions lights ONLINE - cautions
OFF
15 Normal electric converter - TR caution light ON - caution OFF
16 Fuel pumps “G” & “D” - BP.G & BP.D caution lights ON - cautions OFF
17 CHECK - cautions
HYD pressure gauge - HYD.1 & HYD.2 caution lights
OFF
18 AUTO - warning
Emergency Hydraulic pump - HYD.S warning light
OFF
NOTES
Page 300
SECTION 17 17 - 3
Post Engine Start sequence (No ground power)

Blinking - STOP if
1 P MIS & P MAG (when appropriate)
req.
2 HDD (Radar display) ON
CHECK (PRES
3 Payload
switch)
4 A/A-CHARGES Switch - CONF caution light SET - OFF
5 INS (PSM panel) SET to VEILLE
6 00 PREP WPT Position & Altitude SET Proper Values
7 INS (PSM panel) SET to ALN
8 INS Alignment START (VAL button)

CHECK -
9 Fuel Panel Qty & Xfeed closed - BINGO value
INSERTED
10 Radar main switch PCH
11 Radar Warm-Up (HDD) CHECK 'P' Blinking
12 HUD ON
SET (Pilot's
13 Defensive suite (incl. Eclair) & IFF Interrogator
discretion)
14 VOR/ILS SET & ON
15 TACAN SET & A/A or T/R

CGM+H.SEC
16 CAP/HORIZON GCS switch (right console) (middle position)
17 Auxiliary Attitude Indicator UNCAGED - No Flag
ENTER and/or
18 INS Waypoints 01 to 20 (depending on mission)
CHECK
CHECK Completed
19 INS Alignment ('PRET' light)
20 INS (PSM panel) SET to NAV
21 ANEMO heater switch - ANEMO caution light ON - caution OFF
22 Flight Controls - Controls Surfaces TEST - Check
23 AP BIT test DONE & Green

Result
24 FBW short ('C') BIT test DONE & Green
Result
25 SEC CALC & SEC CARB emergency modes tests DONE & Passed OK
26 Airbrakes and Slats extension TEST
27 Secondary brakes circuit & Antiskid loss TEST

Radio CALL (Leader/
28 "Ready for taxi" ATC)
Page 301
SECTION 17 17 - 3
TAXIING CHECKLIST
11 Position
1 Parking Brake RELEASE
2 PARK caution light CHECK Off
3 Warning Sounds switch ON
4 Caution/Warning Lights panel* CHECK All Off
5 NWS ACTIVATE
6 DIRAV advisory light ON
7 NWS Travel CHECK
8 Landing lights TAXI
9 Formation lights As req.
10 Radio-altimeter ON ('SEL H')
11 Radio-altimeter warning value ('HG') SET
* The CAB warning light, indicating that the canopy is open, may remain lit at
this stage.
You can now increase throttle until the aircraft rolls out. Do not exceed 20 knots
ground speed
NOTES
Page 302
SECTION 17 17 - 5
AIRCRAFT PROCEDURES TAKE OFF
TAKE OFF
1 Canopy Down and locked
2 CAB warning light Off
3 Caution/Warning Lights panel All Off
4 Landing Lights Landing
5 Take Off parameters (speeds & expected Jx) Review &
Memorize
6 Thottle Max afterburner
7 PC advisory light On
8 At 80kt Check Jx
8 Place horizon on
Rotate at Vr speed the rotation pitch
marker in the
9 Retract and stow landing gear Before 260 Knots.
NOTES
Page 303
SECTION 17 17 - 6
AIRCRAFT PROCEDURES LANDING
LANDING
1 Landing Gear Down Below 230 knots
2 Landing Gear warning lights Green
3 Anti-Skid Check
4 HUD APP Mode
4 Landing Lights On
6 AOA final approach 14º
7 Brake chute (after nose gear is on the ground) As required
8 Wheel brakes Below 130 knots*
9 NWS Below 40 knots
* Whenever possible, use wheel brakes only when speed is below 100kt, to
lessen brakes wear.
NOTES
Page 304
SECTION 17 17 - 6
AIRCRAFT PROCEDURES PARKING
RUNWAY VACATED
1 Landing Lights Taxi
2 IFF Off
3 VOR/ILS Off
4 TACAN Off
5 IFF interrogator, Countermeasures Panel & ÉCLAIR
All Off
control box
6 ANÉMO heater switch Off
7 Warning Sounds switch Off
PARKING
1 External power supply Connected
2 HUD and HDD Off
3 INS Off
4 Radio Altimeter Off
5 CAP/HORIZON GCS switch (right console) Off
6 Auxiliary Attitude Indicator Caged
4 Engine Stop button
5 When engine has stopped: Fuel pumps G and D Off
6 Fuel Shut-Off Valve Switch Closed (cover
open)
7 All air conditioning equipment Off
8 All external lights Off
9 Radios (V/UHF and UHF) Off
11 BATT switch Off
NOTES
Page 305
SECTION 18
CAMPAIGN
SECTION 18
CAMPAIGN
Page 306
SECTION 18 18 - 1
CAMPAIGN CAMPAIGN NOTES
INTRODUCTION
Welcome to the official campaign for the M-2000C. Below you will find some
background information, basic facts about the campaign, things you should know
and remember while playing the campaign to make most of it and finally the credits
part with big thank you for all the voice actors and beta testers who helped to make
these 13 missions what they are in their final form.
The Story So Far
8 AUGUST 2008
Short and intensive armed conflict starts first in the Georgian breakaway territory
of South Ossetia, and then within a few days is being brought by Russian troops at
the soil of Georgia proper.
12 AUGUST 2008
A ceasefire between Russia and Georgia is signed under the auspices of EU, led by
the French Presidency. A six point peace plan is adopted, envisaging non use of
force, cessation of hostilities, granting of access to humanitarian aid, return of
Georgian troops to usual quarters, withdrawal of Russian forces and opening of
international discussions of the modalities of security and stability of South Ossetia
and Abkhazia. UN is set to formalise the deal. EU call for international
peacekeeping mission is rejected by Russia.
15 AUGUST 2008
Russian forces bomb the highway connecting eastern and western Georgia, destroy
the railway bridge at Kaspi, a lifeline to Georgia’s economy. Moreover, the Russian
air force unleashes a series of air raids on Borjomi National Park, using fire bombs
to inflict serious damage on what is regarded as a national treasure. Georgian
government protest in the UN Security Council. Special resolution condemning
Russian actions is vetoed by Moscow. France, feeling especially responsible for
maintaining the ceasefire, sends a strongly worded warning to Russia.
31 AUGUST 2008
Russian troops begin erecting fences and checkpoints at the ABL with South Ossetia
and Abkhazia. Georgians protest again, but UNSC has no room of maneuver as it is
blocked by Moscow. France warns Russia for the second time, and is backed by all
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SECTION 18 18 - 1
EU-countries. NATO issues a strong statement, calling for immediate fulfilment of

the 6-point plan.
10 SEPTEMBER 2008
US and France agree on the details of their next pilot exchange programme and
decide that the training will take place in Georgia, as a sign of good will for the
authorities and a warning to Russia. 2 USAF pilots will be flying Mirage-2000C's as
part of 12-ship squadron sent to Georgia during a deployment planned to start in
January 2009. Americans provide AWACS, C&C and transport planes.
11 NOVEMBER 2008
Exchange of fire between Georgian soldiers and Russians in Orsantia, part of
Georgia proper annexed and still controlled by the Russians. Russian jets overfly
Georgia on numerous occasions, dropping several bombs and destroying a pipeline
from Turkey. Ankara calls for establishing a "no-fly" zone over Georgia and
breakaway territories for Russian planes. This issue is raised at the extraordinary
NATO meeting, but no decisions are taken.
DECEMBER 2008
Russian planes enter air space over South Ossetia and Abkhazia numerous times,
although they are no longer stationed in Abkhazian bases. They also fly over
Georgia proper. NATO issues another warning, UNSC remains blocked.
20 JANUARY 2009
2/5 Squadron arrives in Georgia together with two US pilots taking part in the
exchange programme.
25 JANUARY 2009
Today.
CAMPAIGN
The campaign puts you in the role of one of two US exchange pilots attached to
French 002.05 Squadron. You arrive in Georgia after the familiarisation training
and you are to go through more advanced exercise session in Vaziani, while flying
missions in support of the NATO operations there.
The campaign is roughly divided in two parts. First one is more focused on honing
your skills and expanding on the things you have learned in the dedicated training
missions (it is strongly advised that you fly these first). Therefore you can expect to
get additional information on systems that were already covered as well as on new
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SECTION 18 18 - 1
aspects of flying the M-2000C. As the campaign progresses, the storyline evolves
with it and slowly changes focus from training to more substantial duties.
Difficulty
The campaign is not excessively difficult if you talk about number of enemy assets
and tasks that are given to the player. However, it is very complex and will require
good preparation from your side, including reading the briefings, taking notes,
listening to the comms and following orders. Below you will find several pointers
that you should treat really seriously.
A) Radio comms
The campaign uses an advanced radio system which means that you need to be
tuned to correct channel / frequency in order to hear other flights and assets. For
that, it is ESSENTIAL THAT YOU TURN EASY COMMUNICATIONS OFF,
otherwise some of the missions will not be playable.
Equally important, you should always pay attention to and follow your AMC calls on
changing radio frequencies, consult the notepad available as part of mission
briefing package (you will find it in the kneeboard as well) and always remember to
check if you are on correct radio channel for the thing you want to accomplish. For
instance, you may want to jump from your element frequency to another channel to
contact AWACS to get bearings to the enemy, but then you should remember to
switch back to the element, otherwise you won't hear your wingman. I can't stress
enough how important the radio discipline will be for accomplishing the missions.
B) Flight plans and orders

The campaign is quite complex and contains thousands of triggers, some of which
are linked to the location in which the player currently is. Therefore it is very
important that you keep to the given flight plans and - as much as possible - to the
fragged speeds. There are rare points in which you may even break a mission if you
don't follow these. So try to keep to the briefed parameters, just as you would be
expected to do in real life. Read carefully the FRAGO, briefing, notes and study the
map. If you do all these things, you will be OK.
C) Instructions
You will get a lot of information and instructions. If you have trouble understanding
something, I would suggest to use an active pause and then read the message that
someone (usually your Flight Lead / Instructor Pilot) wants to convey to you. This
campaign will require you to focus on what is happening around you and what is
being said, as it will be important for completing the missions!
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SECTION 18 18 - 1
D) INS alignment
All the missions will start on the ground and will require a full INS alignment. In
most it won't be important how much time you spend on the ground, but at least
two (M11 i 13) do take into account the timing. Therefore I would recommend not
to disable the need for ground alignment in the options menu.
E) Completing missions
In order to progress the campaign you not only need to fulfil at least part of the
objectives, you also need to land at one of two airports listed in the briefing - your
home base (Vaziani) or the backup one, which depends on the area in which most of
the given sortie will take place. So if you eject or land somewhere else, you will be
forced to repeat the mission. When you land, you will also be given a specific
parking spot - if you taxi there you will get extra points, though this is purely
optional.
F) AI during taxi and formation flying

This campaign will quite often put you in the role of a wingman, which means that
you will be required to fly in formation with your lead. A word of advice - despite
hours spent on fine-tuning the AI behaviour it can be quite erratic, especially just
after take off and during the taxi. When taxiing behind number 1 don't come too
close to him, as he might just stop moving. If your IP stops during the taxi and
refuses to enter the runway (a rare occurence) try to turn around or take one of the
side taxiways, that should make him going. If you loose sight of the Instructor Pilot,
use radar or F10 map to locate him. Sometimes you won't be required to stay in
formation, this will be noted in the briefing or told during the flight.
Also, in very rare and exceptional situations, it may happen that the unpredictable
AI behaviour could ruin a mission. Don’t say you haven’t been warned.
G) Support and feedback

Finally if you have any problems or feedback or if you just want to share your
thoughts about the campaign (which is strongly encouraged) please do so at the
DEDICATED PART OF THE RAZBAM' S M-2000C E AGLE D YNAMICS FORUMS .
Constructive criticism will be appreciated (praises even more so :)
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Credits and thanks

First and foremost, huge thanks to the voice actors who did an outstanding job
recording a total of around 1200 lines:
Nicholas “Doughboy” Barnwell (the Player’s voice, there was tons of recording
there), Patrick Kasperczyk (one of the Instructor Pilots and all voiceovers for the
training missions), Olivier Raunier (Berger 1-1, for his creative approach to voice
acting and great mission ideas) and his wife, Kandy Sigritz - Raunier, Haley Flight
(Athena and Artemis voices), John 'Brixmis' and Sharon Dixon (for Rover, Zeus,
Prowler and Vaziani Ground voice, briefings proofreading, training missions
testing, great spirit and support throughout the campaign), Greg “Teeter” Smiddy
(the second US pilot and a RAZBAM dev), as well as other voice actors, for their
work and support in mission testing:
gabuzomeu, Philippe Gleize, Simon Pacotte, Maxime C., Nicolas Gutierrez, HiCKS,
Equinox Echo, Ookami Daisuke, Adrien Margiotta, Corsair, VJS-161, Daniel Mikuś,
Darkfire, Yurgon, Bryce Jackin, Kerlix, Jack Flash, Zilch, Apache500, Ivan Petrovic,
Datek, alieneye.
Also, huge thanks to the beta testers:

Gliptal (for insane amount of work put into this, including corrections to the
briefings and tracking down even the smallest bugs), Sryan (who was a spiritus
movens for adding M13 to the already finished campaign and had very valuable
input in other missions as well), Yurgon (usual precision in finding even the
smallest bugs), as well as Catseye, Divadov, Helljumper, JughedJones, The
Almighty Snark, Typhoon, [E69]Zaz0 and others.
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SECTION 19
ANNEX
SECTION 19
ANNEXES
Page 312
SECTION 19 19 - 1
ANNEX ABBREVIATIONS
DCS MIRAGE-2000C COCKPIT FRENCH/ENGLISH

LEXICON BY JEFX
Word/
Français English
abbr.
A Arrêt (voir AR) Off
530 Matra Super 530D Matra Super 530D
3M Mains sur Manche et Manette HOTAS
AF Aérofreins Airbrakes
ALCM Alignement sur Cap Mémorisé Memory INS Alignment
ALL Allègement Symbology Dectlutter Switch (HUD)
ALN Alignement Alignment (yellow: INS is aligning)
ANEMO Anémomètre Pitot Heat Switch
APP Approche Approach Mode
AR Arrêt Off
ARME Armé Armed (Mater Arm On)
ATT. Atterrissage Landing (lights)
AU. Automatique Automatic
AV Groupe Avant Forward Fuselage Fuel Tanks
AV SON Avertisseur Sonore Audio Warning switch
B B-Scope (Écran radar) B-Scope (Radar display)
BAD But Additionnel Offset point
BALAYA
Angle de Balayage du Radar Radar Scan Azimuth Selector
GE
BANQUE
Banquettes Lateral Consoles
TTES
BD Bas-Droit Low Right
Mode Air-Sol pour Bombes
BF CCIP A/G Mode (for High Drag Bombs)
Freinées
BF Bombes Freinées High Drag Bombs
Mark 82 Snake-Eye, Bombe
BF1 Mark 82-SE High Drag Bomb (500 Lbs)
Freinée (500 Lbs)
BLG-66 Bélouga, Bombe à BLG-66 Bélouga Unguided Low drag
BF4
Fragmentation Cluster Bomb
BFR Basse Fréquence Low Frequency
BEEP! IRL signal sent by the pilot to
BIP BIP (signal audio...)
confirm gear is down
Page 313
SECTION 19 19 - 1
ANNEX ABBREVIATIONS
BL Bombes Lisses Free Fall Bombs

Mode Air-Sol pour Bombes
BL CCRP A/G Mode (for Free Fall Bombs)
Lisses
Mark 82, Bombe Lisse (500
BL1 Mark 82 Bomb (500 Lbs)
Lbs)
BLANC Blanc White (Cockpit Flood Light)
BP Basse Pression Low Pressure Boost Pumps
BR Brouilleur Radar Jammer (ECM)
CALC Calculateur (pour le moteur) Engine Computer
Cannon (30 mm. revolver cannon x 2, 125
CAN Canon (30 mm. Revolver x 2)
rounds each)
CAN. Canon Guns
CAP SEC Cap Secondaire Secondary HSI/ADI
CARB Carburant Fuel
CAS Canon Air-Sol Air-to-Ground Canon
Calcul Continu de la Ligne de Continuous Computation of tracer line
CCLT
Traceurs (HUD GUN mode)
Calcul Continu du Point CCIP (continuously Computed Impact
CCPI
d'Impact Point)
Calcul Continu du Point de CCRP (Continuously Computed Release
CCPL
Largage Point)
CDVE Commandes de Vol Électriques FBW
Cm Cap Magnétique Magnetic Heading (Inertial)
CME Contremesures Countermeasures
CNM Canon Neutre Magic Cannon, Neutral, Magic
COUPUR
Coupure Post-Combustion Afterburner Shutdown
E
Cap de Piste (vrai), Pente
CP/PD Runway Heading/Glide Slope
Désirée (au but)
CROSS Crosse Tail Hook

Cv Cap Vrai True Heading (Inertial)
D Droite Right
D/RLT Distance/Relèvement Distance/Bearing
2 Détecteur de Départ de Missile IR Missile Launch Detector
D M
DA. Détecteur d'Alertes RWR
DEC Déclinaison magnétique Magnetic Variation
Page 314
SECTION 19 19 - 1
ANNEX ABBREVIATIONS
Defa 554 Canons 30 mm (x2) 30 mm Canons (x2)

DEMAR Démarrage Start-up
DESCEN
Descente (Verrière) Down (Canopy)
TE
DESEMB Désembuage Defogging switch
DEST Destination Destination
DETOT. Détotalisateur de carburant Total Fuel Quantity (Kg)
DIRA Dirigeabilité Roue Avant NWS
DIST Distance Bomb Drop Interval
Direction du Vent/Force du
DV/FV Wind Direction/Wind Speed
Vent
Module additionnel de Lance-
ÉCLAIR Additionnal Chaff and Flares Dispenser Pod
Leurres
GBU-12 (500Lbs) Bombe à
EF1 GBU-12 (500Lbs) Laser Guided Bomb
guidage laser
GBU-16 (1000 Lbs) Bombe à
guidage laser
GBU-24 (2000 Lbs) Bombe à
guidage laser
EFF Effacement Erase
Électromagnétiques
EM chaff
(Contremesures)
EM Émission On (Radar)
ENC Enchaînement Waypoint automatic change
ENT Entrelacée Interleaved
ENV Envergure (sélecteur en mètres) Target Wingspan Selector (in meters)
EP Électropompe Emergency Hydraulic Pump
EXT Extérieur Outer wing rocket pods (if installed)
FAIB Faible Low (lights intensity)
Feux (FEUX FORMAT = Feux
FEUX Ligths (Formation Lights)
de Formation)
FORT Fort High (lights intensity)
FRAGILI
Fragilisation Jettison (canopy)
SATION
FREINS Freins Anti-dérapage Anti-Skid Brake Switch
G Gauche Left
G Guard (radio) Guard (radio)
Page 315
SECTION 19 19 - 1
ANNEX ABBREVIATIONS
GAIN Gain Commandes de Vol

FBW Gain Mode
CDVE Électriques
H Hauteur (sur VTH) Height (Radar Altimeter on HUD)
HAUSSE Hausse (Canon) Auxilliary Gunsight
HFR Haute Fréquence High Frequency
HG Haut-Gauche High Left
HUILE Huile Oil
IDN Indicateur de Navigation HSI (Horizontal Situation Indicator)
INERT Inerte Disarmed (Bombs)
INS Insérer Insert
INST Instantané Instantaneous (No delay)
INT Intérieur Inner wing rocket pods (if installed)
IR Contremesures Infrarouges Flares
JAUG. Jauge de Carburant Internal Fuel Quantity (Kg)
JOUR Jour Day
Localiser, Glide Slope, Pilote
L G (AP) Localiser and Glise Slope AP (ILS)
Automatique
L/G Latitude/Longitude (BUT) Lat/Long (Waypoint)
Lent (1200 rounds per minute Slow, (1200 rounds/min. GUNS only) best
LEN
GUNS only) for Ground Atk.
LL Lance-Leurres Decoy Dispenser
LOX Liquid Oxygen Oxygen Quantity (Liters)
LUM Luminosité Brightness
LUMI Luminosité Brightness
M Marche On
M Manuel (Mode radio) Manual (radio mode)
(M91, M92, M93) Points de
M91 Markpoints (Max 3)
Dest. Marqués
MATRA R550 MAGIC II IR
MAG MATRA R550 MAGIC II IR MISSILES
MISSILES
MAGNET
Magnétophone Video Recorder
O
Module d'Insertion de Data Cartridge Insertion Module (not
MIP
Paramètres functional)
MIS Missiles Super 530D Missiles Super 530D
MISS Missiles Missiles Magic II and S-530D
Page 316
SECTION 19 19 - 1
ANNEX ABBREVIATIONS
MRQ Marquage Mark point

N Normal Normal
N.DEG. Dégradé (INS) INS Degraded, needs alignment
NAV Navigation Navigation
NB Nombre Number (selected Quatity per trigger)
NUIT Nuit Night
OBL Recalage Oblique de la Centrale Radar INS Calibration
OBUS Obus (cartouches du canon) Rounds (Gun)
OUVERT
Ouverture (Verrière) Open (Canopy)
URE
P Prêt Ready
P Pré-sélection (Mode radio) Preset mode (radio)
P CH Préchauffe Radar Warm-up
PA Pilote Automatique Autopilot
PANNE Panne Failure (Main Caution Panel)
(Fires a single 530D, Rockets and Gun
PAR Partiel
Burst mode)
PC Post-Combustion Afterburners
PCA Poste de Commande Armements Weapons Management Panel
PCM Priorité Contremesures Jammer Priority mode (override own radar)
PCN Poste de Commande Navigation Navigation Control Panel
PELLES Pelles Engine Scoops
PHARES Phares Lights (external)
IP (displays only if offset point set+BAD
PI Point Initial
depressed on PCN)
Poursuite sur Informations
PIC STT
Continues
Poursuite sur Informations
PID TWS
Discontinues
PL de Planche de Bord (Tableau de
Main Instrument Panel
BORD Bord)
POL Police Police mode
Poste de Préparation
PPA Weapons Configuration Panel
Armements
Plan Position Indicator (Polar radar
PPI Plan Position Indicateur
display)
PRED Prédéfini (GUN HUD mode) Preset Gun Hud Mode)
Page 317
SECTION 19 19 - 1
ANNEX ABBREVIATIONS
PREP Préparer Prepare

Présentation (armement sur
PRES Presentation (displayed on HDD)
VTB)
PRET Prêt Ready (green) INS is ready
Poste de Sélecteur de Mode
PSM Mode Selector Panel
(Navigation)
Sélecteur de Programmes du
PTF, C/C ÉCLAIR Program Selector (not Functional)
module ÉCLAIR
RALL
Rallumage en vol Engine Air Relight/Restart
VOL
Rapide (1800 rounds per Fast (1800 rounds per minute, Guns only,
RAP
minute, GUNS only) AA engagements)
RAVIT. Ravitaillement Refueling (in flight)
Selected Bearing/Selected Time (RD not
RD/TD Route Désirée/Temps Désiré
functional)
RDI Radar Doppler à Impulsions Pulse Doppler Radar

Ralliement Désignation Target Pursuit Mode (auto. entered
RDO
Objectif when locking target)
REC Recalage INS Position Update
REMAN Persistence (Radar screen) (not
Rémanence (Radar)
ENCE functional)
RENTR
Rentrés Retracted
ES
RET Retardé Delayed
RK Roquettes Rockets
MATRA LRF4 Roquettes 68
RK3 Matra LRF4 Rockets Pod (18)
mm.(18)
RL Réservoir Largable External Fuel Tanks
ROQ Roquettes Rockets
ROUL. Roulage Taxi (lights)
Réservoir Pendulaire RPL 522 External Fuel Tank (Center line) 1300
RP
1300 Litres liters
Réservoir Pendulaire RPL 541 External Fuel Tanks (Under Wing) 2000
RP
2000 Litres liters
Réservoir Pendulaire
RPL 522 Centerline Fuel Tank (1300 Kg)
(Central)
Réservoirs Pendulaires
RPL 541 Under-wing Fuel Tank (2000 Kg)
(voilure x 2)
Page 318
SECTION 19 19 - 1
ANNEX ABBREVIATIONS
Uses the radar altimeter to calculate

RS Radio-Sonde
slant range to target
RVT J Ravitaillement en vol (Jour) In Flight Air refuelling (Day)
RVT N Ravitaillement en vol (Nuit) In Flight Air refuelling (Night)
RVT
Ravitaillement en Vol Air-Refuelling
VOL
S Selectionné Selected
S.A. Semi-Automatique Semi-Automatic
SABRE Brouilleur (voir BR) Radar Jammer,ECM (see BR)
SEC Secours Emergency mode
SEL Selective Jettison Selective Jettison
SELH Selection de la Hauteur Selected Height Range
SERPA
Serpam Enregistreur de Vol Flight Recorder (not functional)
M
SERVAL Détecteur d'Alertes (voir DA.) RWR (see DA.)
SIL Silence Radio Squelch- Radar on Standby
SORTIS Sortis Extended
SOURIS Souris Inlet Cones
Système Perfectionné Anti-
SPAD Anti-Skid System
Dérapant
SPIRAL
Lance-Leurres (voir LL) Chaff and Flares Dispenser (see LL)
E
STS Status Status
HUD close combat mode only for 530D
SVI Spirale Viseur
missile
TAC Tacan Tacan Navigation
TAF Téléaffichage (not functional)
TAS Télémétrie Air-Sol Radar slant range to target
TIR Tirez SHOOT
Signal, départ du Chrono Timer Start Button for TD (Selected
TOP
(mode TD) Time) Mode
Fires both 530D, keeps firing gun and
TOT Total
Rockets
TR Transfo-Redresseur Inverter Transformer
TR/VS Temps Restant/Vitesse Sol Remaining Time/Ground Speed
TRIM
Trim de Direction Rudder Trim
DIRECT.
Page 319
SECTION 19 19 - 1
ANNEX ABBREVIATIONS
UNI Unité de Navigation Inertielle Inertial Navigation System (INS)

V Voilure (Carburant) Wing Fuel Tanks
VAD Vecteur Additionnel Offset to Tacan
VAL Validation INS Validation Switch
VEI Veille Standby
VENT Ventilation Dry Crank
VERRIÈ
Verrière Canopy
RE
VERRO
UILLAG Verrouillage Lock
E
VIDE
Vide vite (carburant) (External Tanks) Fuel Dump
VITE
VOYANT
Voyants (illumination) Annunciators (Light intensity)
S
VR Vitesse de rapprochement Closure speed
VRIL Vrille Spin (FBW Limiter Override Switch)
VTB Visualisation Tête Basse Heands-down Display (HDD)
VTH Visualisation Tête Haute Heads-up Display (HUD)
Axe Z (Altitude Barométrique
ZB Barometric Altimeter (on HUD)
sur VTH)
Δ ALT Altitude (BAD: But Additionnel) Offset Point by Altitude difference
Latitude/Longitude (BAD: But
ΔL/ΔG Offset Point by LAT/LONG difference
Additionnel)
Polar Rho/Tetha
ρ/θ Offset Point by Distance and Bearing
(BAD:Distance/Relèvement)
V. 1.3 November 2019
Page 320

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M-2000C

M-2000c FLIGHT MANUAL 11

FBW Modes Switch 62

VUHF and UHF radio panel 82

Desired Time on Target (RD / TD Mode) 164

Preflight Checklist 294

M-2000C FLIGHT MANUAL

Operational procedures, techniques, etc., which may result in

Operational procedures, techniques, etc., which may result in

Important information to memorize.

SECTION X Interactive link to another part / chapter within the manual.

When an abbreviation is in French, the corresponding meaning is in italic, followed

INS Inertial Navigation System

AAR Air-to-Air Refuelling

S.A. Semi-automatique. Semi automatic

Ronald “Prowler” Zambrano – Team lead.

Tim Taylor, Metal2Mesh – 3d modeller and texturizer.

Larry “Zeus” Zambrano – Cockpit Coder.

CJ “CaptSmiley” Soques – Flight Model Coder.

Alex O’kean, for all the help above and beyond.

Matt Wagner, for opening doors to us.

Joël L. – Data miner, beta tester and M-2000C enthusiast.

Steele6 - for the cover photo

MyHellJumper - proof reading and description of some of the systems.

Date Sect. Ver. Description

10-2 1.1.0 Updated the HUD master modes part.

10-3 1.1.0 Added triangle (magic + radar lock) to HUD symbology

12-5 1.1.0 Added description of new waypoint increase / decrease buttons

13-1 1.1.0 New contact symbols heading added

13-1 1.1.0 Added information about RDI target identification capabilities

13-1 1.1.0 Added information about HUD FLOOD combat mode

13-2 1.1.0 Updated RWR codes

14-2 1.1.0 Updated description of interior cockpit lighting knobs

14-3 1.1.0 Added whole new section on NVGs

15-2 1.1.0 Updates to Weapons Management section to include new functions

15-3 1.1.0 Updates to section about the use of Magic 2 missiles

15-3 1.1.0 Added Spiral Hud Scan description

Aircraft control is performed by the mean of fly-by-wire.

Thrust: Dry thrust: 64.3 kN (14,500 lbf).

Range: 1,550 km (837 nM, 963 mi) with drop tanks.

Ceiling: 17,060 m (59,000 ft).

AIRCRAFT DIMENSIONS AND WEIGHT

Height: 5.20 m (17 ft).

Weight: Empty weight: 7 600 kg (16,750 lb)

Matra R550 Magic-II infra-red homing missiles.

Matra Super 530D semi-active radar guided missiles.

Matra 68 mm unguided rocket pods, 18 rockets per pod.

Mk-82 general purpose 250 kg bombs

Mk-82SE high drag 250 kg bombs

BLG-66 "beluga" cluster bombs

BAP-100 anti-runway bombs

GBU-12 250 kg (500 lb) laser guided bombs

GBU-16 500 kg (1,000 lb) laser guided bombs

GBU-24 1 000 kg (2,000 lb) laser guided bombs

Countermeasure suite with chaff, flares and radar jammer.

Other: Under-wing tanks, Fuselage centreline tank.

PAYLOAD AND ARMAMENTS

SENSORS AND AVIONICS

Front Dash Behind the Stick