PILOT’S NOTES

FOR
MSFS HAWKER
HUNTER

PROMULGATED BY ORDER OF DG DESIGNS

RESTRICTED
(FOR SIM USE ONLY)
Cockpit and pre-start checks

Battery master switch On

Wheel brakes accumu- 750 lb./sq. in. min
lator air pressure gauge
Cockpit temp. selector As required
External stores jettison switch panel Off
L.P cock On
VHF Channel selectors Off
VHF set selector switch As required
Aileron and rudder trim indicators Neutral
Undercarriage emergency selector Ensure selector not pulled up.
Hood jettison handle In
Undercarriage warning light Out
Undercarriage position indicator Three green
Undercarriage selector buttons Down button in
Flaps selector lever Up
Flaps emergency selector Ensure selector not pulled out.
Hydraulic warning light On.
Elevator and aileron power selector switches Off. Magnetic indicators white.
Fuel level warning lights Both out.
Flight and engine instruments Condition.
Fire warning light Out.
Cockpit altimeter Condition
Fuel low pressure warning light On (out if pressure in system).
Oxygen As required
Emergency light As required
Cockpit lighting switches As required.
Fuel gauges Contents
Outboard drop tank "empty" indicators Black if fuel in tanks otherwise
orange.
Booster-pump switches OFF.
Booster-pump warning lights On (Out if pressure in system).
Transfer indicators Cross-line (if pressure in
the system they will be
"in-line" and contents
gauges will read full).
Tank selector switches AUTO (normally locked in AUTO)
Tank selector indicator Point to REAR
Navigation lights switch As required
Generator failure warning lights Both on
Camera switch Off
Pressure head heater Off
Starter master switch Off
Flying controls Full and free movement
Parking brake ON. Check pressure at each
Wheel. If brake accumulator
pressure is between
750 and 1,500 lb./sq. in.
each brake needle should
read accordingly).

Starting the engine

Starter master On

Without delay press and release the starter button.

 When the starter fires, the engine speed should build up rapidly to 1,600 r.p.m. As the engine
lights up, the r.p.m. increase to idling (2,500±200) and the throttle should be closed. The j.p.t.
may momentarily exceed the idling limit.
Failure to start
(i) If the starter fails to fire, check the position of the switches and press the starter button
again. If three attempts prove unsuccessful have the defect investigated.
(ii) If the starter fires and the engine rotates but fails to light up, set the throttle to H.P.
cock OFF position. The starter may only be fired again when the engine has stopped
rotating and at least one minute must elapse before a second attempt is made. If it is
suspected that an excessive amount of fuel has collected in the engine the starter
should be fired with the ignition switch off and the throttle set at the H.P. cock OFF
position
(iii) The starter can be fired three times at a minimum of one minute intervals but should be
limited to three per forty five minutes.

Checks after starting

Fire warning light Out

R.P.M. 2,500 ±200
J.P.T. Max. 525°C.
Oil pressure 10 lb./sq in. (min)
Generator warning lights Out
VHF Frequency selected.
Rudder and aileron trimmers Check and set neutral. Lock on.
Hydraulic pressure 2850±150 lb./sq. in. on both
centre needle of triple pres-
sure gauge and brake accu-
mulator gauge Pressure at
each wheel 1,500 lb./sq. in.
Warning light out.
Elevator and aileron power control selectors Switch each ON in turn and
check the indicators-black.
Flaps Check operation
Instruments Correct functioning. Erect Art.
Hor. Set Mk. 4F compass and
compare with E2.
Fuel Contents full.
Set both booster-pump switches
ON, check that each failure
warning light goes out. Trans-
fer indicator-"in-line".
Tank indicator-REAR.
L.P. warning light out.

Taxying

(a) Taxying is normal for nosewheel type aircraft. Fuel consumption at idling r.p.m. is about
2 galls per minute.
(b) The aircraft should not be taxied at a speed which requires excessive use of the brakes
as this causes over heating of the tyres and reduces their life.

Checks before take-off

Tailplane trim Clean a/c Neutral
With 38° flap and/or inboard Stores 1° Nose-up
With 38° flap and outboard Stores ½° Nose-up

Rudder and aileron trim Neutral, lock on.

Fuel Contents
Booster-pump switches ON.
Warning lights out.
Transfer indicators in-line
Tank selector switches AUTO.
Indicators at REAR.
 L.P. warning light out.
Drop tank indicators black (if
fuel in outboard tanks)
Flap Up (38° with stores)
Instruments Check and set.
Oxygen As required
Harness Tight and locked.
Hood SHUT.
Hydraulics Pressure 3,000 lb./sq. in.
Flying controls in power.
At 4,500 r.p.m. apply full
aileron and elevator and
ensure that the magnetic
indicators remain black.
Warning light out.

Take-off

(a) Align the aircraft and roll forward a few yards to straighten the nosewheel. Apply the
brakes with rudder bar central and open the throttle smoothly. If the brakes do not hold
at 6,800 r.p.m. they should be considered unserviceable and the aircraft should not be
flown.
Release the brakes and open the throttle fully, checking the engine operation.

(b) In cross wind conditions, gentle braking is necessary to keep straight until the rudder
becomes effective.

(c) Ease the nosewheel off at about 125 knots and hold it just off the runway, taking care
not to achieve an excessively nose-up attitude. At normal loads the aircraft will unstick
at 150 knots.

(d) When comfortably airborne apply the brakes and raise the undercarriage holding the
brakes on until the undercarriage is locked up. There is no noticeable change of trim
as the undercarriage retracts but the nosewheel locks up with a distinct thud. It may be
necessary to climb quite steeply initially as retraction must be complete before 250
knots is reached.

(e) Until experience is gained the lightness of the flying controls may lead to over-
controlling in both pitch and roll.

(f) When carrying stores

Using 38° flap the nosewheel can be eased off at 125 knots and the aircraft flown off at
145-150 knots. When safely airborne immediately raise the undercarriage and then
the flaps, 1 notch at a time retrimming after each selection; delay in raising the flaps
will result in an increasing nose-down change of trim as speed increases.

Climbing

NOTE.-If pressure has been set OFF for take-off,

set it ON at 5,000ft.

Best rate of climb

(i) Climb at full throttle at 0.85M. Speed should be allowed to increase to the
recommended figure during the initial climb to 5,000 feet.

(ii) Below 20,000 feet the rate of climb is not greatly affected by variation in speed,
provided that it is maintained between 400 knots and 0.9M.
(iii) Above 20,000 feet it is important to keep to the recommended speed; above 30,000
feet the rate of climb will fall off quickly if speed is reduced below 0.85M.

Normal climb

If maximum rate of climb is not essential set 7,800 r.p.m. using the same speed as above.

CIRCUIT PROCEDURE AND LANDING

Circuit procedure

NOTE-460 lb. (60 gallons) of fuel should be allowed for a circuit, landing and possible overshoot

(a) Circuit speed

With the undercarriage lowered fully, 6,500 r.p.m. and 38° flap (four notches) give a comfortable
speed of about 180 knots. To reduce speed for joining the circuit, flap, within the limitations, can
be used successfully to augment the airbrake. Do not select more than one hydraulic service at
a time and allow the cycle of each hydraulic operation to be completed before the next service is
operated. The undercarriage should only be selected down with the wings laterally level.

(b) Checks before landing

Airbrake IN, indicator black

Undercarriage Down below 250 knots
Three green lights
Brakes Pressure, operation, off
Main supply 3,000±150lb./sq. in.
At each wheel 1,500 lb./sq. in.
Flaps As required
Fully down on finals
Fuel Contents
Booster-pumps ON
Harness Tight and locked

(c) Final approach

(i) Turn across wind at 160 knots aiming to lower full flap on the final stages. Steep approaches
are not recommended.

(ii) To ensure most rapid engine response maintain at least 4,500 r.p.m. until finally committed to
a landing. Under conditions of high wind or gustiness it is more comfortable if the speeds below
are increased by 5 knots.

(iii)The recommended speeds, in knots, at the runway threshold:-

At normal landing weight

No ammunition, 800 lb. or less fuel remaining 130
At maximum landing weight
No ammunition, 1,800 lb. fuel remaining 135
Full ammunition, 1,100 lb fuel remaining 135
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Landing

(a) As the touch-down point is approached, the rate of descent should be checked and the
aircraft flown gently on to the ground at about 5-10 knots less than the runway
threshold speeds. Holding off may result in an excessive nose-up attitude with the
subsequent danger of dropping a wing; if the latter occurs, corrective aileron may be
effective in raising the wing, but will cause the aircraft to yaw markedly in the direction
of the down-going wing. The nosewheel can be held off at speeds down to about 70
knots, but the shortest run is achieved by putting the nosewheel firmly on to the runway
and applying the brakes.
(b) Braking
 NOTE.-The effectiveness of the braking system is greaty decreased
on very wet or icy runways. If wind conditions are favourable
it may be advantageous to use aerodynamic braking.

When the nosewheel has been lowered on to the runway the brakes
can be used continuously and the maxeret units will prevent wheel lock-
ing; however, to prolong the efficiency and life of the brakes brak-
ing should be judicious according to length of landing run available.
The landing can be cut to less than half normal by using continuous
full brake once the aircraft is firmly on the ground, but this procedure
causes rapid brake and tyre wear and should not normally be used.
The aircraft must be firmly on the ground before applying the brakes.
If it is allowed to touch down with the brakes on, the maxeret units
will not operate and the wheels will lock; however, if once having
started turning the wheels should stop because of skid or bounce,
they will not lock unless the skid or bounce continues for more than
4 seconds. After a landing involving heavy braking, ten minutes
should elapse before the next landing. If the intervening period of
taxying has also required prolonged use of the brakes, twenty minutes
should elapse before the next landing. Observe the same precautions
in brake tests. On wet runways the landing run may be decreased by
lowering the nosewheel on to the runway, applying the brakes and
pulling the control column right back. The brakes must be in use
while the back pressure is applied.

(c) Cross-wind landing

For cross-wind landings the "crab" technique should

be used. In light winds no difficulty should be exper-
enced in touching down but in strong cross-winds full
rudder may be required to correct the crabbing. The
rudder has a delayed reaction which will require anti-
cipation. The secondary effect of full rudder is to pro-
duce a marked roll which must be counteracted with
aileron. When the crabbing has been corrected the air-
craft should be flown gently on to the ground and the
nosewheel then lowered on immediately, thus reducing
the tendency for the cross-wind to lift the into-wind wing.
Care should be taken to centralize the rudder before
applying brake. If the cross-wind is gusting strongly the
approach speed should be increased by 5 knots.

Instrument approach

The following are the recommended airspeed, power and

flap settings for an instrument approach with the under-
carriage lowered:-

R.P.M. Flaps Airspeed

knots
Downwind 6,500 30° 170/180
Base leg 6,500 30° 170/180
Glide path 6,500 Full 150/160

Going round again

Open the throttle smoothly to the power required, raise

the undercarriage, and at a safe height raise the flaps and
 retrim as necessary.

Checks after landing

Brake pressure Sufficient

Flaps Up
Cockpit pressure Off
Camera master switch Off
Both booster-pumps OFF
Tailplane Set to neutral

Stopping the engine

Close the throttle.

When the r.p.m. have stabilised at 2,500 (min) then:-

Flying control switches Both OFF

All electrics Off
Battery master switch Switch off
L.P. cock OFF when engine stops rotating
Ejection seat Replace both safety pins
before leaving the cockpit
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1. Undercarriage Indicator. 34. Generator Warning Indicators.
2. Undercarriage Controls. 35. Starter switch.
3. Emergency Flap Selector. 36. Ignition Master Switch.
4. Braking Chute Control. 37. Pitot Heat Switch.
5. Aileron Power Switch and Indicator. 38. Battery Master Switch.
6. Elevator Power Switch and Indicator. 39. Control Column Visibility Clickspot.
7. Mach Indicator. 40. Camera Power Switch. (Inop)
8. Tailplane Trim Indicator. 41. Engine Oil Pressure.
9. G.Meter. 42. Altimeter.
10. Stores emergency jettison switch. 43. Flap Indicator.
11. Rocket Selector Switch. (Inop) 44. Flap Control Switch.
12. Fuel Bingo Lights. 45. Airbrake Indicator.
13. ASI. 46. Hydraulic Pressure Warning Indicator.
14. Gunsight Sun Visor. 47. Canopy Clickspot.
15. HSI. 48. Transponder.
16. Artificial Horizon. 49. L.P. Cock.
17. VSI. 50. Throttle.
18. Gunsight Power Switch. 51. Anti Skid Switch.
19. Gunsight Brightness Switch. 52. Tailplane Interconnect. (Inop)
20. Exhaust Gas Temperature Gauge. 53. Undercarriage Emergency Switch.
21. Standby Altimeter. 54. Brake Pressure Gauge.
22. Fire Indicator and Extinguisher. 55. Cabin Temperature Control. (Inop)
23. ILS indicator (Nav 1). 56. Cabin Light Switch.
24. Cabin Altitude. 57. Ident Light Switch.
25. DME (Nav 2) 58. Nav Light Switch.
26. Oxygen Contents. 59. Landing Light Switch. (Mk58 Only)
27. Cabin Pressure Warning Indicator. 60. Oxygen Control Panel.
28. Spare. 61. Fuel Panel.
29. Nav Audio Select. (Inop) 62. Radio Panel.
30. Fuel Pressure Warning Indicator. 63. Rebecca Control Panel. (Inop)
31. Engine RPM. 64. Tacan Control Panel (FGA9 & Later Only)
32. Clock.
33. Turn and Slip Indicator.