310R User Guide

310R
USER GUIDE
310R USER GUIDE
This software is an artistic representation of the subject matter.
Any similarities to any commercial product, equipment, vehicle, device or other, present within this artistic
representation does not constitute or imply an endorsement (by, or of) the manufacturer(s) and/or trade-
mark holder(s) of that which may be deemed similar.
This software, including any and all components and content, © 2022 Blackbird Simulations. All Rights
Reserved.
No replication, reduction, reverse engineering or unauthorized addition to the software, either in whole or
in part, is permitted in any form without the express written permission of Blackbird Simulations.
By installing this software, you are hereby agreeing to the above terms and conditions. Any breach of the
above EULA will result in litigation, removal of license and/or forfeiture of continued support.
Any inquiries regarding academic or other professional use of this software should be directed via e-mail
to contact@milviz.com.
310R USER GUIDE
Hello there!
Welcome to the ranks of 310R pilots. This aircraft has a history. Get the most from this guide.
This User Guide has been prepared to help you get This isn’t the first version of the venerable 310R to This User Guide is split into several section: the
started with your new Blackbird 310R. leave our hangar: the original version of 310R was first section deals with installation and configura-
released by Blackbird for P3D way back in 2010 to tion of the Blackbird C310R, while the second sec-
It contains useful information about the 310R’s widespread acclaim. Lauded not only for its accu- tion provides an overview of the operation of the
equipment, operating procedures, and perfor- rate portrayal of the iconic twin, but also for the aircraft within the simulator.
mance - it also contains instructions for installa- carefully-tuned and highly-realistic flight model.
tion and updating. We recommend that you take A follow-up to this product, the Blackbird 310R The third section covers aircraft specifications
some time to read through this guide from cover Redux, was released in 2018 and brought the twin and limitations. The fourth section details emer-
to cover, and to refer to it as needed. to the standards of modern simulators. gency procedures, the fifth normal operating pro-
cedures, and the sixth provides a wealth of perfor-
Our interest in your flying pleasure has not ceased This new version is a complete, ground-up rebuild mance charts.
with your purchase of the Blackbird 310R. World- for Microsoft Flight Simulator, with enhanced and
wide, the Blackbird Sims staff stands ready to as- updated systems programming, an updated vir- Sections seven, eight, and nine cover aircraft limi-
sist and serve. For technical support, please post a tual cockpit, new model and external textures, and tations, Frequency Asked Questions (FAQs), and
request on our 310R support forum. Our dedicated a variety of new tech to take full advantage of the information on hardware assignments.
and talented staff is ready to help you. new simulator and its capabilities.
To navigate this manual, helpful features have
For forum access, please email But we haven’t forgotten what made the original been included. In the index, all section titles are
support@blackbirdsims.com with your proof of great, either. Expect the same attention to de- live bookmarks that will jump to the appropriate
purchase and your preferred (or existing) forum tail, the same quality workmanship, and the same page with a single click. In your PDF viewer, you
username. carefully-replicated handling characteristics that are also able to browse the sections by use of the
made the original release so lively and lifelike. bookmarks panel.
NOTE: THIS GUIDE IS NOT TO BE USED FOR

REAL-WORLD AVIATION OR TRAINING.
310R USER GUIDE
Index
Section 1 - Installation & Configuration

Section 3 - Operating the Blackbird 310R
Section 4 - Normal Procedures
Section 5 - Emergency Procedures
Section 6 - Performance
Section 7 - Specifications & Limitations
Section 8 - FAQ & Troubleshooting
Section 9 - Hardware Bindings
CREDITS
310R USER GUIDE SECTION 1 - INSTALLATION & CONFIGURATION 1-1
Section 1
Installation & Configuration Introduction
Section 1 of this user guide covers
the information needed for successful
installation and instructions for accessing
Table of Contents support.
System Requirements 1-2
Installation Instructions 1-3
Post Installation Tasks 1-5

Updating your Aircraft 1-5
System Requirements The following requirements apply as a minimum Video Card (GPU):
to successfully install, configure, and operate the
Blackbird 310R. • DirectX 11 compliant video card with a mini-
mum of 6 GB video ram.
(Please note that your choice of scenery, loca-
tion, simulator settings and 3rd-party utilities may
place additional demands on your simulation plat- System Memory (RAM):
form and may affect your simulator experience.)
• 16 GB RAM minimum (32 GB or greater recom-
mended for Virtual Reality (VR).)
Supported Platforms:
• Microsoft Flight Simulator 2020 Storage:
(Note: Our product is tested with, and designed to • 4.5 GB or greater free disk space.
operate in, the most recent updates to the simu-
lator; this includes all hotfixes available at date of
release.) Gaming Controller:
• Joystick, yoke, or other gaming controller (a

Supported Operating Systems: means of controlling the aircraft rudder, either
with twist joystick function or dedicated ped-
• Windows 10 als, is additionally recommended.)
• Windows 11
(Note: All Blackbird products require a minimum of
one functioning gaming device such as a joystick
Processor (CPU): for proper operation and control.)
• 3.0 GHz quad core processor required (higher

core counts and clock speeds strongly recom-
mended.)
Licence Activation
Installation Instructions
1
Important Information
As with other flight simulator add-ons, pre-

installation precautions should involve clos-
ing any open applications, as well as tempo-
rarily disabling any active antivirus software.
Failure to temporarily disable antivirus soft-

ware when installing may result in a non- After clicking through on the initial setup screen, you will come to the Customer Information window.
functioning product and/or simulator!!!
Fill in the fields and enter the 12-digit activation key that was included in the purchase confirmation
documentation.
Licence Agreement
Note: Version numbers shown in any following im-
ages may differ from the downloaded product.
2
After purchase, you will have been given a link or
an option to download a compressed (.zip) file. This
compressed file contains an executable (.exe) file,
which is the installer for the Blackbird 310R.
Using the Windows File Explorer (or file compres-

sion utility of your choice) unzip this file to a loca-
tion of your choosing.
Once unzipped, you may begin installation by

right-clicking on the executable (.exe) file, then
selecting “Run as administrator”. The installer will This screen will allow you to view the End User License Agreement (EULA).
run, showing an initial welcome screen. Left click
on the “Next” button to continue. Please take the time to review the included details. Clicking “I Agree” at this screen will confirm your
acceptance of the license agreement, and will allow you to proceed to the next step of the installation.
Install Location Review and Install
3 4
For an error-free install, please take a moment to read through the im- The installer is designed to automatically find MSFS on your system.
portant information shown on this ‘Read me’ screen.
If your simulator cannot be automatically located, or if you have a cus-
tom installation path, you can may browse to the correct location.
This screen allows final revision before committing to the install.

Uninstalling
Post Installation Tasks
5
• Be sure to turn your antivirus program back to
its previous state. Also, ensure that your MSFS
directory is off-limits to any automatic antivirus
scanning. Failure to do this may result in a non-
functioning simulator!
• It may be worthwhile to backup or save a copy of

your downloaded installer.
It’s worth noting that as new updates are released,
we do not continue to offer older versions for
download.
Updating your Aircraft
To update the Blackbird 310R:
• Back up any custom liveries and files

• Uninstall using the method described
• Install the updated version
• Replace custom files
Microsoft Updates
From time to time, Microsoft will update the MSFS

platform, which has the potential to break our custom
code and cause issues with our 310R simulation.
Blackbird Simulations will always make its best The Blackbird 310R may be uninstalled using the Programs and Features screen within
endeavours to ensure a revised build is available as soon Windows Control Panel.
as possible following release of sim updates; however,
it’s not always possible to do this in a timely manner. Note: Prior to uninstalling the aircraft, please be sure to back up any customized files,
We thank you for your patience in these circumstances. flight plans, or custom liveries you have installed.
Once the uninstall is complete, it is safe to delete any milviz-310 files remaining in the
MSFS Community folder.
310R USER GUIDE SECTION 2 - IN-GAME CONFIGURATION 2-1
Section 2
In-Game Configuration Introduction
operation of our in-game configuration
utility tablet, also referred to as the
Table of Contents Electronic Flight Bag (EFB).
EFB Tablet 2-2 Keeping it Clean 2-8
Configuration 2-3 Options 2-9
External Configuration 2-3 Avionics Suite 2-9

Doors Initial State 2-11
Attachments Custom Tail Number 2-11
Internal Configuration 2-3 Realism 2-13
Passenger Seating and Baggage/Cargo Failures 2-17
Passenger Comfort Index 2-4 Failure Identification Code Chart 2-18
Managing Hot Cabin Temperatures
Beyond Temperature Status 2-20
Fuel 2-6 Aircraft Ownership 2-21
Trim Input Sensitivity Slider 2-7 Individualize 2-22

Engine Realism 2-22
Systems Realism 2-22
Wear and Tear 2-22
Aircraft Rental 2-23
Default Aircraft Option 2-23
EFB Tablet
Click on the column to the left of the front windshield to
toggle on and off the tablet that serves as an in-game
configuration utility.
• The options on these, and all other, pages apply only to

the specific airplane identified by the ATC ID in the top left
of the screen.
• All state information about each airplane, and all options,

are kept separate based on the tail number.
• Options on the Configuration on p. 2-3) and Options

on p. 2-9) tabs are always preserved, except where
otherwise noted.
• The aircraft’s fuel and the state of its systems and

controls (Fuel on p. 2-6 and Status on p. 2-20) are only
preserved and restored if you are set as the aircraft’s
owner in the tablet.
(see p. 2-11 for a description of the difference between

the Default, Owned, and Rental initial state options.)
Configuration
External Configuration
Doors
These are simple toggles that open the specified door when selected and close the door
when deselected. The state of the doors will be preserved and persist between loads
of the aircraft.
Attachments
These control the attachments and accessories for the aircraft. They are simple
toggles that will hide or make appear the attachment in question. Their state will be
preserved and persist between loads of the 310R.
Warning: these attachment options are more than cosmetic if you have any level
of realism switched on (see the Systems Realism and Engine Realism descriptions
below for details). For example, if the pitot covers are not removed prior to flight,
there will not be an airspeed indication due to the blockage.
Internal Configuration
Passenger Seating and Baggage/Cargo

These options allow you to select which seats will be occupied by your passengers
and what areas will be used to hold any baggage they may have with them.
If you select a seat, a passenger will be assigned that seat with a weight randomly
selected between 100 and 220 pounds (45 to 100 Kg).
The system will tend to place lower weights in the rear seats, so you should fill the
seats from front to back to help preserve the center of gravity.
You should seat passengers which are carrying baggage first, then select the
baggage areas where you’d like their baggage stored, then seat any passengers
without baggage. Be sure that if you select one wing locker, you also select the
opposite, otherwise you will imbalance the load.
For a cargo flight without passengers, clear all seats then select the baggage areas
where the cargo will be stored; the system will fill them 80-100 percent full. Then,
place the remaining cargo in the seats by selecting each one you intend to fill.
Passenger Comfort Index
This bar graph shows how comfortable the occupants of the cabin are at all
times. It’s a scale from 1 to 100, with above 75 being the green zone, 26 to
74 being the yellow zone, and below 26 being the red zone. Your goal as a
professional pilot is to keep your passengers comfortable so they’ll fly with
you again.
Below the bar graph is a text message. With no power in the airplane, it will
remind you how to hide or show the tablet by clicking on the tan column
just to the left of it. But once you turn on the battery, the text will tell you
the conditions in the cabin, and if they are changing and how that change
is happening. The main controls you’ll use for cabin comfort are the CABIN HEATER switch,
the TEMP CONTROL knob, and the CABIN AIR knob. The heater switch has
What makes for happy passengers? Smooth, professional flying and keeping three positions: HEAT, OFF, and FAN.
them in the cabin temperature comfort zone of 17 to 23 degrees Celsius (63-
74 degrees Fahrenheit). Our 310R doesn’t have an air conditioner. This can make cabin temperature
control a challenge on hot days, but it does have a very powerful gasoline-
Temperature is our first concern. When you enter the cabin, it will be at the powered heater. Moving the switch to HEAT ignites the heater (which will
Outside Air Temperature (OAT) and steady. You will see one of these mes- work without the engines operating.) Moving it to OFF shuts down the heat-
sages: er. Moving it to FAN turns on the fans to cycle fresh air from the intakes in
the nose through the cabin ventilation system.
• The cabin is cold and steady.
• The cabin is cool and steady. The TEMP CONTROL knob controls a thermostat to regulate cabin heat; it’s
• The cabin is comfortable and steady. only effective for heater operations. For ventilation (cooling), the cabin tem-
• The cabin is warm and steady. perature will depend on outside air temperature and the amount of air being
• The cabin is hot and steady. circulated, plus possible help from having the window or door open. With the
switch in FAN, the TEMP CONTROL should always be fully closed.
If it’s anything but comfortable, you’ll need to use the cabin air controls to
start getting things under control.
Passenger Comfort Index Continued
The CABIN AIR knob controls the speed of the fans pushing air through the In the air, you must close the window and doors (although the window can
system. In the full closed position, no heat or ventilation will reach the cabin be left open, it’s quite noisy) so consider flying at higher altitudes where the
because the fan is off. The more to the right you turn the knob, the faster the air is cooler. This will reduce the temperature of the air coming in through
fan turns. The FWD CABIN AIR knob acts as an assistant. It doesn’t increase the intakes and will reduce the temp in the cabin.
the fan speed, but it does direct air to the forward seats. Both AIR knobs
fully open (to the right) is maximum fan effectiveness. Beyond Temperature
Letting the cabin get too hot or cold isn’t the only way you can reduce the
The TEMP CONTROL knob sets a target temperature for the cabin. comfort level. Flying in an unprofessional way will do it too.
The AIR controls determine the rate of change until that target is reached.
Things to watch out for:
There aren’t any markings for temperature on the TEMP CONTROL, but
generally the halfway mark or a little below is the comfort zone. • Climbing or descending too fast
When you exceed about 1000 FPM for a sustained period of time in a
The heater works very effectively: it can warm the cabin quickly, and it can climb or descent, some passenger’s ears may not be able to cope with
get it too hot quite easily. Adjust the TEMP CONTROL and CABIN AIR until the rate of change and this can cause significant ear pain.
your passengers are at least in the green zone.
• Too high a bank angle
Warning: Do not operate the heater with the CABIN AIR knob fully Anything over 30 degrees runs a risk of upsetting some passengers.
closed. Doing so can overheat the heater causing automatic shutdown
and possible heater damage. • Negative G forces
This makes most non-pilots anxious and scares them. When you nose
In any case, no heating or cooling can happen if the CABIN AIR knob is fully over the airplane, do it gently so as to not cause discomfort and even
closed. fear.
Managing Hot Cabin Temperatures If you do cause passenger discomfort with any of these out-of-bounds
Without an air conditioner, keeping the cabin cool on hot days is a chal- maneuvers, the effect on the comfort index can be immediate and severe.
lenge. You have two tools: maximum ventilation on the ground, and higher However, the passengers will forgive you over time if you don’t keep doing it
altitudes in the air. and the comfort index will gradually recover.
For maximum cooling, set the Heater switch to FAN, the TEMP CONTROL
knob fully closed, and the CABIN AIR and FWD CABIN AIR controls fully open.
With the engines running, open the window and the passenger door so cool
air will blow into the cabin. Note that the passenger door won’t remain fully
open due to the slip-steam from the propeller, but it will remain cracked
open and this will help ventilate the cabin. Remember to close it before
takeoff!
Fuel
The Services page allows you to change the fuel quantities in the tanks on-
the-fly. Any change you make here will have an immediate effect.
You should, obviously, try and keep the tanks balanced. The 310R’s fuel
system is rather unique, so here are some points to keep in mind about it.
As the reminder on the screen says, the 310R’s main fuel tanks are the tip
tanks on the wings. In most any airplane with tip tanks, they are optional
extra fuel, but not here. When you are filling up the mains, you are adding
weight to the ends of the wings which will affect the roll characteristics of
the airplane, as you’d expect.
The auxiliary tanks are in the wing but, again, on the outside parts. This was
designed to get the fuel away from the cabin so in an emergency landing
situation, any fuel fires would be away from the occupants.
The Blackbird 310R is a fuel-injection airplane; it does not have a carburetor.

Fuel is injected under pressure, and this pressure is provided by the engine
driven fuel pumps. Should one fail, pressure can be maintained by turning
the electric auxiliary pump to the high setting. Use of this pressure means
that not all fuel flowing from the tanks is used by the engine. The 310R
provides a fuel return line from the pumps to the main engines on each
side; in cruise, these fuel lines return about 30% of the fuel flow back to the
tanks. It’s important to know that it only returns fuel to the main tanks. If you
are burning fuel from the auxiliary tanks and the main tanks don’t have the
space to receive the returned fuel, it’s vented overboard and wasted.
The manufacturer advises that the aux tanks are not to be selected until at
least 90 minutes of fuel is burned from the main tanks.
Elevator Trim Input Sensitivity Slider

In order to accommodate different hardware input devices, the sensitivity
of trim inputs can be modified using the appropriate slider for each trim axis:
elevator, aileron, and rudder. These sensitivities can be individually set and
will be stored for each different livery regardless of owned, rented, or default
state. Pilots will find that the elevator sensitivity will be most used, the other
two should rarely need adjustment.
Moving the slider to the left lowers sensitivity for finer control, moving it to
the right will give more deflection per input event.
Limitations:
The trim adjustment sliders only apply to up/down events generated from
keyboard or external buttons or by mouse manipulations of the trim wheel.
They don’t apply to external wheel-type axis controllers, which set the trim
directly.
Keeping it Clean
Some like a pristine plane, while others like to see the evidence of
their flight hours building up on the aircraft skin as dirt and grime.
Whatever your preference, the Blackbird 310R can deliver.
The top slider allows the customization of the amount of dirt showing,
The bottom one controls the rate at which dirt is accumulated, from ‘None’
for those that like to set & forget, to ‘Rapid’ for those that enjoy maintaining
their aircraft.
When the filth gets too much, a quick click on the ‘Clean Aircraft’ button will
return your 310R to a clean, if not exactly showroom, condition.
Options
Avionics Suite
You have three options to choose from, and you can select any of these at
any time you’re on the ground with the battery off. Note that the KAP140
autopilot and the transponder are present in all configurations.
• Radio Navigation: This is similar to what might be installed from the

factory in a late-model 310R. You have dual COM and NAV radios and an
ADF. No GPS of any kind.
• Asobo GNS530/430: In addition to the dual COM/NAV radios and the

ADF, you have a Garmin 530 and a 430 for GPS navigation. By default,
this uses the Asobo 530/430, but we recommend the free PMS 530/430
for a more authentic simulation of these devices.
• PMS50 GTN750: This option will only work if you have at least the free
version of the PMS750 installed in your Community folder. If you choose
this option but don’t have the PMS750 installed, your screen will contain
a message to that effect.
• Garmin G5: This can be selected in combination with any of the suites
in the first three options, and it will replace the classic style attitude
and horizontal situation indicators with newer, digital units. Note: these
units are standard Asobo instruments and do not fully implement a
Asobo Garmin G5 with all its options.
• TDS GTN750X: For owners of this avionics simulation, enable it by

checking this box. You must have the software installed from TDS for
this to work, and also, if you have the PMS50 GTN750 installed it must
be disabled or you won’t be able to click on many TDS750XI icons due
to a conflict between the two simulations as of the publication of this
manual.
Like all the options on this page, the suite you choose only applies to the
aircraft identified by the ACT ID in the top left of the page, N5225J in this
example. Other airplanes may have differing configurations at the same
time.
IMPORTANT NOTE ABOUT 3rd PARTY AVIONICS:
The avionics ‘hot-swap’ capability in the 310’s tablet is intended as a means to allow
visible and usable 3D models for a particular GPS suite (PMS, TDS or WT).
This ‘hot-swap’ capability does not, nor is it intended to, solve compatibility and conflict
issues between multiple 3rd party products.
Blackbird Simulations does not provide technical support for installation, use of, or
compatibility resolution for any 3rd party avionics suite or modification.
Initial State
This option determines the startup condition for a specific aircraft (in this
case, N5077J.) These are the possible options:
• Default: This means there is no special processing done and the aircraft
starts like any aircraft in MSFS – Cold and Dark when started in a parking
space, and Ready to Fly when started on the runway. It will always start
in the same configuration and with the same fuel and payload, which
can be modified using the standard simulator facilities. Just like any
default aircraft.
• Owned: This is a special condition that has many effects on how the
aircraft starts out when you first enter the sim, and how it’s maintained.
There’s too much to put here, for more information read up in the Aircraft
Ownership section (p. 2-21.)
• Rental: This startup option simulates the situation where the aircraft
is rented rather than owned. The state when you return to the
cockpit will not likely be how you left it, it will be how the last person
to fly it left it. This means, generally, cold and dark but with possible
exceptions; for example, the last pilot may have left switches and
controls in conditions that you wouldn’t have. In effect, this means
you can’t trust everything will be just-so like you can with the
default setting. Fuel selectors could be on AUX not MAINS and while
they shouldn’t be, not everyone is perfect all the time.
Custom Tail Number
When you ‘own’ the aircraft, any custom tail number you choose in the sim
Customization options will show on the Custom Tail Number livery when
you select the ‘Show User Reg’ option.
IMPORTANT NOTE ABOUT CUSTOM REGISTRATIONS.
Microsoft Flight Simulator allows a customized registration number to be entered which

will apply to all aircraft until changed or removed.
The 310R supports that option, but you will need to be careful how you use it, because
unlike almost any other sim airplane, we save state based on the registration number, so
each unique number is like a unique aircraft in your hanger.
If you choose to use a custom registration, you should use it with the custom livery
provided with the 310R package, or another custom livery that doesn’t have the number
painted on the side of the aircraft. To get your custom number to appear, select the
‘Show User Reg?’ option on the Options page of the tablet.
CAUTION: If you use a custom livery, and then intend to fly another aircraft
with a different registration, you MUST remember to remove the custom
registration number from the options. If you forget, the state of the aircraft
will be saved to that custom number, not the registration for the different
livery you have selected. Always check the upper left of the tablet to see what
registration number the tablet is using for its database, and be sure it’s what
you expect.
Realism
This set of options allows you to select how realistic you want the engines
and systems in your 310R to operate. In effect, you’re selecting whether
you want to invoke the consequences of your actions or avoid them.
In the default sim, aircraft systems never fail, no matter how you abuse
them. If you select these realism options, you’re allowing for realistic con-
sequences to happen to you if you commit certain pilot sins, which we’ll
document thoroughly. These are not “gotcha” traps, but realistic results of
actions which receive cautions and warnings in the manual and on plac-
ards in the cockpit.
Each of these options can be selected individually and they apply only to
the aircraft identified by the ATC ID at the top of the page. The system will
remember the options you select here.
Individualization Engine Realism
No aircraft you’ll ever fly is perfect unless it’s just come from the factory, A good many sim pilots don’t want to worry about managing a realistic
and even then it’s unlikely everything is perfect. Most pilots know that every internal combustion engine – they’d rather spend their time flying, and
airplane is a little different from another even of the same make, model, and that’s perfectly okay. If that describes you, then don’t turn on this option!
year. Since the last new 310R left the factory in 1981, we can be sure that As long as you leave it off, your engines will behave like a typical default
applies here even more than usual. All have been heavily modified, repaired, airplane. You’ll start them by turning on the battery and magnetos, setting
and even rebuilt. mixture and props to full forward, and pressing the start button. Or use the
CTRL-E automatic start option. The engine(s) will fire up, and you don’t have
We offer you this option to “individualize” each and every 310R in your to worry about them as long as you don’t run out of fuel.
hangar. By this, we don’t mean we change the look of the airplane – besides
the different paints, the visual model is the same. Nor do we change the If you’re the type that wants to experience the 310R close to like it really is,
cockpit environment – except for the avionics suite options, they all have check this box. You’ll then need to understand and follow real-world engine
the same layout and controls. procedures. The 310 is a 1950s airplane, it has even fewer “fool-proof”
safeguards than a more modern design. It’s quite possible to accidentally
What we mean is that we randomly set the age and condition of the hundreds shut down an engine in flight if you don’t do things by the book. You have
of components that make up the aircraft. On a certain airplane , the left been warned.
engine pump might be starting to go bad, one of the gear lights might be
close to burning out, or perhaps the right mag on the right engine is a little Here’s what’s most important to keep you out of trouble:
weak. And so on – the possibilities are almost endless. Each aircraft you
choose to individualize will be set up a different way. Starting the Engine
We won’t hand you a broken airplane; every system will be operational. But 1. Ensure that the external Engine Covers are removed.
if you are the owner (see above) and you choose to individualize, your first 2. Set the fuel selectors to the MAIN TANKS.
stop should be the maintenance hangar for an inspection. There, you’ll be 3. Be sure the auxiliary pumps are turned OFF (centered).
able to see the condition of the major components visually. (For details on 4. Turn on the Battery Master and both alternators.
how to do this, consult the “Status” page below.) 5. Set mixtures and props to full forward.
6. Crack the throttles to about one inch from the bottom.
Individualization is permanent, so the option is off by default for each 7. Move the primer switch to the engine you are starting, left or right.
airplane. Once you choose it, the individualization happens instantly and 8. IMMEDIATELY press the starter button for the engine and hold it until it fires.
can’t be un-done, and likewise a new individualization can’t be done. Clicking 9. The primer switch will return to center when the engine fires automatically.
the option back off won’t do it. (You can, however, use the Status page to 10. Turn the auxiliary fuel pump for the engine you just started to LOW (down.)
overhaul the entire airplane and turn off “Wear and Tear” (below) and you’ll
be restored to a perfect sim plane that won’t change.)
Warnings About Engine Start Understanding the Fuel Pumps
It might be tempting out of habit from other airplanes to turn on the fuel The fuel pumps on the 310R can be a lifesaver when needed, or a flight
pumps before doing the start. Don’t do it – you risk flooding the fuel injectors hazard if they are misunderstood or misused.
and you’ll have to either wait for the fuel to drain out or motor the starter
with the magnetos and mixture off and the throttles full to help clear it. Combustion engines with carburetors use gravity to get fuel and mix it with
air, but in the 310R the Continental IO-520M engines are fuel injected, which
The engines take longer to crank in cold weather. At any temperature below means they rely on a steady pressure provided by a fuel pump. In all non-
freezing, expect longer start times. If the engine won’t crank in 30 seconds, emergency cases, this is the engine driven fuel pump for each engine. Even
something else is wrong. Be sure you have the primer on (regardless of when starting the engine, the auxiliary pumps aren’t used; the primer injects
whether the engine is “hot” or not) and the throttle cracked. the fuel and once ignited the engine turns the pump to keep supplying the
pressure.
After the engine starts, turn the fuel pump to low. This helps clear any fuel
vapor from the lines that could interfere with steady flow. This is especially The pilot has no direct control over the engine-driven pumps, but their status
true on hot days. can be seen on the fuel flow gauge. This gauge is actually a pressure gauge
which monitors fuel pressure in the fuel line, not the flow. (In the IO-520M ,
General Notes about operations with authentic engine simulation: pressure correlates to flow rates.) If the pump gets weak, the pressure will
fall – look for split needles in the fuel flow when the power settings are the
1. When on the ground, especially when taxiing, you should lean out the same for both engines to spot this developing problem. If pressure drops to
engine. Not doing so will tend to damage the spark plugs over time due zero, the pump has failed and the remedy is to turn the auxiliary pump for
to fouling. that engine to HIGH.
2. Except for a short time after takeoff where full power is required, you Warning! This is the only time you should ever turn that switch to HIGH.
should avoid running the manifold pressure and RPM outside the green If you set a pump on HIGH while its engine is running, the over-pressure
arcs. Doing so will damage the engine over time. Most 310R procedures will (within 30 seconds) flood the engine, shutting the engine down!
call for power reduction at 500 to 1000 feet AGL to the top of the green
arcs, which is the “cruise-climb” setting. Please observe the following for proper use of the pumps:
• Set the pump to the LOW setting after engine start and during takeoff
and landing as insurance against fuel vapor issues.
• Leave the pumps off during cruise except when switching fuel tanks.
• When switching fuel tanks with the tank selector: do one tank at a time.
Before moving the selector set the fuel pump for that side to LOW and
the mixture to FULL RICH. Make the tank change with the fuel selector,
then set the pump back off and the mixture back to its appropriate
setting.
Warning! If you don’t follow this procedure when switching fuel tanks,
you risk engine fuel interruption and possible shutdown!
Systems Realism Wear and Tear
In most sim airplanes, the systems are a bit simplified so as to make them This option, when selected, allows the aircraft’s components to slowly
easier to use and trouble free. While this is appropriate for many modern deteriorate over time, like they do in the real world. The rate of wear and tear
airplanes where improvements over the years have done exactly that in the depends on the amount of usage, but it’s always happening. Even if you
real world, the 310R is an older airplane. If you want something much closer don’t fly the airplane, a slow rate of wear happens “in the hangar”. In some
to the authentic experience, turn Systems Realism on. It’s not as critical to cases, with Systems Realism” turned on, birds and insects can nest in your
flight as Engine Realism, but it should provide some interesting effects. airplane and cause more rapid degradation in certain areas.
Here are just a few examples of some of the changes brought about by This option, like all the others, only applies to the aircraft identified by the
Systems Realism: ATC ID at the top of the tablet. The option is persistent: it stays on until you
turn it off.
• If you are the aircraft’s owner (see the Aircraft Ownership section below)
and you store the airplane for any length of time over a week (that is, you Wear and tear is divided into two categories: induced and entropy. Induced
don’t fly it) and you do not cover the engine, intakes, and pitot tubes you is damage caused by mishandling, for example engine cylinder damage
will have a small risk the components they protect could be damaged caused by excessive operation over the tops of the green power arcs, or
when you go to fly again. The risk increases with the length of time the failing to lean the mixture while taxiing. Entropy is the tendency of organized
airplane is in the hangar. systems to become disorganized over time. It’s a fundamental property of
• If you leave the pitot tubes covered, your airspeed indicator will not the physical universe. That’s the kind of wear and tear you’re choosing to
function. permit by turning this option on.
• If your pitot tube freezes, it will realistically freeze the airspeed needle at
or near the last airspeed when it froze over – not drop to zero as in the Note: turning off the wear-and-tear option does not prevent induced
default sim. wear and tear. To turn that off, turn off the “Realism” options for
• If you retract your gear without remembering to tap the brakes to stop Engine and/or Systems.
the wheels spinning, you risk damage to your gear or the gear bay.
• If you apply brakes too often and too hard at high speeds, you can It happens slowly, but it happens. Every component has a MTBF (Mean Time
overheat your brakes and damage them. Between Failure) and as the airplane is flown, a “service time” is updated
• Gear and flaps can be damaged by extending them over their rated for each component. As that service time grows, the operational readiness
speeds. of the component gradually declines; when it declines enough, it will fail,
• If you turn on the heater but fail to open up the cabin air, the heater either partially or completely.
could overheat and shutdown with possible damage to it.
• When using the ADF, the needle won’t point rock steady at the station You can see the operational readiness of the major aircraft components on
but will fluctuate realistically at a rate and amount correlated to the the “Status” page after an inspection. See the “Status” section for details on
signal strength, unless you’re very near to it. how to do that and how to repair damage whatever the cause.
• All the circuit breakers work, and further they are subject to temporary
or permanent outage due to short circuits in the systems, as we
describe in the “Failures” section.
Failures
We’ve discussed the many ways that mishandling and mistakes can
provoke failures in the aircraft if the “realism” options are turned on.
We call these induced errors.
“Failures” are another thing. If you select any other option than NEVER here,
you’re allowing things to break more or less randomly, not caused by pilot error.
Unfortunately, this happens in the real world too, where things break even when
we treat them gently and correctly.
Only one of these options is in effect at a time, and they only apply to the aircraft
identified by the ATC ID at the top of the page. This setting is persistent.
Never
This means the 310R systems code won’t ever trigger a failure, whether that
failure is induced or “random”. Regardless of your realism settings, you’re safe
from the consequences if you check “Never” here. Even if “realism” is on and
components are damaged. The damage will be recorded and displayed in the
“Status page” (described below) and can be repaired but no actual aircraft
component will fail. No random failure will be generated, either.
Rarely
This is the most realistic setting. It allows induced failures to actually fail
components, and it will very rarely generate a “random” problem. Most of these
problems will be minor, like a circuit breaker popping out or a gauge needle
getting stuck. Some can be major, up to and including engine failure. Anything
can fail, even light bulbs can burn out. But also, everything can be fixed
– see the “Status” page for more options on fixing things.
Occasionally
This option is the same as “Rarely” except failures happen more often.
This might simulate an airplane in poor maintenance condition. You aren’t
guaranteed a failure on every flight, but it would be rare to get two in a row with
at least something minor going wrong.
Frequently
This is more for practicing emergency procedures as you are guaranteed at
least one major and one minor failure on every flight. You just don’t know what
they will be.
Failure Identification Code Chart

Part 3: (DME Minutes) - Failure Identifier:
A click spot in the lower half of the DME allows us to see the status of failures
within the aircraft. Phase 1:
01 - - 32 Permanent CB Pops Preflight
The DME readout shows three numbers that identify a failure that has been
armed or triggered. If the display shows all zeros no failure has occurred Phase 2:
during this flight. If it shows numbers, they will be for the LAST failure armed 01 - - EN_VACUUM1
or triggered: only one failure report is preserved, and any subsequent failure 02 - - EN_VACUUM2
will overwrite any existing report. 03 - - AV_ADF
04 - - IN_ASI
05 - - IN_ALT
06 - - IN_ADI
07 - - IN_VSI
08 - - IN_HSI
09 - - EN_RMAG1
10 - - EN_LMAG1
11 - - EN_LMAG2
12 - - EN_RMAG2
13 - - FU_ENG_PUMP1
14 - - FU_ENG_PUMP2
15 - - LI_LAND_L
16 - - LI_LAND_R
17 - - EV_HEATER
18 - - EL_ALT1
19 - - EL_ALT2
20 - - EN_CYL1
21 - - EN_CYL2
22 - - EN_RMAG1
Part 1 (DME Miles) 00.0 means no failure, 11.1 means failure. 23 - - EN_LMAG1
24 - - EN_LMAG2
Part 2 (DME Knots) - Failure Phase Number: 25 - - EN_RMAG2
001 - Phase 1 Preflight CB pops

002 - Phase 2 Preflight Component Failures
003 - Phase 3 In-flight CB pops
004 - Phase 4 In-flight Component Failures
005 - Phase 5 Triggered Component Failures
Phases 1-4 mean the failure has been armed, and 5 means that the
consequence has been triggered in-sim.
Part 3 (cont’d):
Phase 3: Phase 5:
01 - - 32 Permanent CB Pops in-flight 01 - - LEFT ENGINE
02 - - RIGHT ENGINE
Phase 4: 03 - - ELECTRICAL SYSTEM
01 - - EN_VACUUM1; 04 - - VACUUM SYSTEM
02 - - EN_VACUUM2; 05 - - LEFT BRAKE
03 - - AV_ADF; 06 - - RIGHT BRAKE
04 - - IN_ASI; 07 - - ADF
05 - - IN_ALT; 08 - - ASI
06 - - IN_ADI; 09 - - Altimeter
07 - - IN_VSI; 10 - - ADI
08 - - IN_HSI; 11 - - Compass
09 - - EN_RMAG1; 12 - - VSI
10 - - EN_LMAG1; 13 - - LEFT ENGINE (External Trigger)
11 - - EN_LMAG2; 14 - - RIGHT ENGINE (External Trigger)
12 - - EN_RMAG2; 15 - - Permanent CB Pop
13 - - FU_ENG_PUMP1; 16 - - Aux Fump Pump Left
14 - - FU_ENG_PUMP2; 17 - - Aux Fuel Pump Right
15 - - LI_LAND_L; 18 - - Left Starter
16 - - LI_LAND_R; 19 - - Right Starter
17 - - EV_HEATER; 20 - - Left Mag #1
18 - - EL_ALT1; 21 - - Left Mag #2
19 - - EL_ALT2; 22 - - Right Mag #1
20 - - EN_CYL1; 23 - - Right Mag #2
21 - - EN_CYL2; 24 - - Left Engine Fuel Pump (Declining)
22 - - EN_ENGINE1; 25 - - Right Engine Fuel Pump (Declining)
23 - - EN_ENGINE2; 26 - - Landing Light Left
24 - - EN_CYL1; 27 - - Landing Light Right
25 - - EN_CYL2; 28 - - Heater
26 - - CB_GEAR_MOTOR; 29 - - Left Engine Fuel Pump (Fail)
27 - - CB_GEAR_MOTOR; 30 - - Right Engine Fuel Pump (Fail)
28 - - CB_GEAR_MOTOR;
29 - - EN_CYL1;
30 - - EN_CYL2;
Status
You can think of this page as your “maintenance hangar”. It can display a list
of the critical systems and components of the aircraft with a bar indicating
the current health of each component. The bar can be colored red, yellow, or
green. Red components have failed, yellow ones are weakened and headed
towards failure, and green components are functioning normally.
It’s important to realize that you’re only seeing the most important compo-
nents listed here. The system tracks over 200 components in total - every
circuit breaker, switch, dial, needle, and light bulb, and any of them can fail.
This page is where you can inspect and fix the airplane.
Normally, you only need to use this page if you’re the aircraft’s owner,
although it’s possible to configure the options so that wear and tear and
failures will happen to a non-owned plane. If you have the option “Failures”
set above “Never”, or the “Wear and Tear” realism option turned on, you will
need to visit this page periodically to check on the status of your airplane.
This page is not a live systems status check. The bars will fill in with status
only after your perform an inspection (which takes some time) and the page
can’t be viewed at all unless you are parked on the ground with the aircraft’s
battery and engines off. You can’t substitute looking at this page for doing
the normal checks every pilot must do in an aircraft, like the run-up and
monitoring the gauges.
When you first view the page, the bars will be empty (zero) and you have only
two options, the buttons marked “Inspect” and “Overhaul”.
If you click on “Inspect”, an inspection will be performed (a process that

could take up to a minute) and when that’s complete, the status of all critical
systems will be accurately shown. A message will appear in the black mes-
sage box saying either “NO DEFECTS FOUND” or “INSPECTION COMPLETE –
DEFECTS FOUND”, depending on the outcome of the inspection.
If you received the message saying defects were found, the “Inspect” but-
ton will become a “Repair” button. If you press it a second time, any compo-
nent yellow or below will be brought to 100%, and any component not listed,
but is broken, will be replaced. At the end of the repair process ,the message
“ALL DEFECTIVE COMPONENTS REPLACED” will appear and the “Repair”
button will revert back to “Inspect”.
After an inspection is complete, you also have the option to repair individual Aircraft Ownership
components instead of using the “Repair” button. Simply click on the repair
icon next to each bar to initiate the repair for that component only. Important Note: whenever you change any of these startup options, you
should do it from a cold and dark cockpit; and then immediately do a flight
NOTE: clicking on the repair icon for the battery will fully recharge the battery restart for the new startup option to take full effect.
regardless of its operational readiness state.
Your Blackbird 310R allows you to experience a simplified simulation of
Remember, this repair process does not put every component back up to aircraft ownership.
100% readiness. It only fixes those that are defective, that is, in the yellow
band or below. Remember, each aircraft with a separate ATC ID (registration number) is
tracked and recorded separately and treated as a unique airplane.
It’s not unusual to have defects be found and reported when the bars are There’s no limit to how many you can own and you can have a mix of owned
all green. This means components outside the critical systems are weak and rented ones. This applies equally to third-party repaints you may install.
or have failed. Whenever the ‘Inspect’ button turns to ‘Repair’ you should Each of them is treated exactly like the ones distributed with the initial 310R
click it to fix those non-critical items (for example warning lamps or shorted package.
circuits in non-critical areas, etc.) If you are in doubt do another inspection
until you see “NO DEFECTS FOUND”. When you choose “Owned” as your start up option for a particular registration,
you are the sole owner of this aircraft and its condition is entirely up to you.
The other button is “Overhaul” which will perform an immediate overhaul
of the entire airplane. Unlike “Repair”, it will place every component in the When you own it, whenever you exit the simulation normally by returning to
system back to 100% readiness. The cost is time for you as the sim pilot, the main menu the current state of the aircraft is saved and later restored
but it would be cash for a real owner. That’s why we impose the time, so this exactly as it was when you left it when you again “enter the cockpit”, even if
Overhaul option can’t be used in a trivial manner to keep everything at 100%. that’s months later.
If you want that, turn off failures, realism, and wear and tear and you won’t
be bothered with maintenance issues. There is one major exception to this rule: state is not saved if the aircraft
is in the air or the engines are running. It’s only saved when you shut down
A typical example of using this page might be that you discover in flight normally. If the sim crashes, or you just quit a flight in mid-air, the state on
when you lower the gear, one of the green gear lights won’t come on. You returning will be what is was the last time you entered the cockpit, not as it
press it and discover the bulb is burned out. So after you land and shut was during the flight.
down, you come to this status page and do an inspection. The result will be
“DEFECTS FOUND”. Click “Repair” and the burned out bulb will be replaced (Note that if you choose to start the airplane on the runway and not in a
with a new one. You can fix any other problems found this way. parking spot, none of this applies and it will be “ready to fly” and its state
will not be saved when you exit, unless you shut it down to cold and dark.)
Periodic inspections are recommended to ensure there are no surprises.
Remember, you aren’t able to view this page unless the airplane is cold and
dark.
The effect of other options when you choose “Owned”:
Individualize
Each aircraft will be unique in terms of systems condition.
Engine Realism
Engines will start and run more realistically and be subject to authentic limi-
tations and consequences.
Systems Realism
Systems will behave in a more realistic manner.
Wear and Tear

Components will degrade over time and at a greater rate if they are misused.
Aircraft Rental
An alternative to owning the aircraft is renting it. If you choose this option,
you give up the state saving feature of ownership – the state of the aircraft
when you first enter the cockpit will be the condition the last renter left it
in when they shut down. For this reason, you have to pay close attention to
your checklist: you can’t just assume the controls, switches and dials are
left in a known state, like they would be if you chose the “Default” option.
When you rent, you are not responsible for the maintenance of the systems.
This will be handled automatically for you. All components will be in working
order, but not necessarily in perfect order (like they would be if you chose
“Default”). If you chose the other realism options with the “Rental” option
turned on, they will all work as documented. If you turn failures on, the air-
craft can fail due either to mismanagement or random failures. If you turn on
the realism options, you’ll be subject to the restrictions they impose (such
as a realistic engine start procedure.)
Default Aircraft Option
If you chose the default option, it means the aircraft always starts in a known
state and state is never saved or restored. You can chose any of the other
realism options and they will be in effect during the flight, but any wear and
tear will be erased and the aircraft will be perfect again when you start out
on another flight after entering the cockpit. The other options – Systems
and Engine Realism and Failures will work as documented. If you leave them
all off, you’ll experience the 310R as if it were a default MSFS aircraft, with
perfect systems, components, and engines that won’t fail or give trouble
during the flight.
We hope you enjoy flying your new-to-you Blackbird 310R!

310R USER GUIDE SECTION 3 - OPERATING THE BLACKBIRD 310R 3-1
Section 3
Operating the Blackbird 310R Introduction
the basics of operating the systems and
controls of the Blackbird 310R within the
Table of Contents simulator environment.
Cabin Overview 3-2 This section will make frequent

reference to the use of the left and right
Pilot’s Side Switch Panel 3-3 mouse buttons and wheel as a means of
Pilot’s Lower Switch Panel 3-4 interacting with the various controls in the
Amperage / Voltage Indicator 3-5 aircraft. In all cases, for the function to work
Artificial Horizon / Attitude Indicator 3-5 as described, the pilot must first hover the
Horizontal Situation Indicator (HSI) 3-6 mouse pointer over the associated system
Autopilot 3-7 or switch.
Engine Instrumentation 3-8
Engine Instrumentation Continued 3-9 Please also ensure that the MSFS
EDM-700 3-10 Cockpit Interaction setting under
Throttle Quadrant 3-11 General Options>Accessibility is set
Trim Controls 3-11 to “Lock” instead of “Legacy” to use
Propeller Feathering 3-12 mouse interactions as intended.
Fuel Systems 3-13
Cowl Flaps 3-15
Doors & Windows 3-15
Hiding the Yokes 3-16
Hobbs Meter 3-16
Cabin Overview right hand yoke does not have. In addition, the ma- Next is the flight instrument panel, located in
jority of the flight instruments are located on the the upper left panel, above the yoke. It contains
The cabin is a rather easy place in which to find left hand panel in front of the pilot. the following instruments: Airspeed Indicator,
your way around. For a twin, the controls are well Hobbs meter, Artificial Horizon, Altimeter, Turn
laid out and not overly complex. This makes the Sweeping from left to right through the cabin: and Bank Indicator, Horizontal Situation Indicator
310R an ideal airplane for those who desire a relax- (HSI), and the Vertical Speed Indicator. Located
ing flight in an elegant aircraft, or for those learn- The electrical and circuit breaker panel is locat- below the Vertical Speed Indicator to the right of
ing the ins and outs of flying a twin. ed on the left side of the cabin, beside the pilot’s the yoke shaft is an ADF Indicator, while on the left
seat. This contains the avionics master switch, ex- of the yoke shaft is a pair of EDM-700 engine tem-
The aircraft is equipped with dual flight controls terior and interior lighting controls, as well as the perature gauges. Above them is a DME Indicator.
and is flyable from either the pilot’s or the copilot’s deicing switches.
position. However, the left hand yoke does fea- At the bottom of the left side front panel, directly
ture additional controls for the autopilot which the under the yoke, is the lower electrical switch panel.
COCKPIT LAYOUT
This panel contains, from left to right, the Auxiliary

Fuel Pump Switches, the Left Engine Start Button,
the Engine Primer Switch, the Right Engine Start Pilot’s Side Switch Panel
Button, the Left Alternator Switch, the Master
Battery Switch, the Right Alternator Switch, fol-
lowed by the magneto switches for both engines.
The upper center panel area contains the com-

munication and navigation equipment, as deter-
mined by the options the user has set in their con-
figuration.
The lower center panel, immediately above the

pedestal, contains the Landing Gear Switch and
Landing Gear Indication Lights, the ammeter, and
the Flap Switch and Indicator.
The center pedestal is topped by the Throttle

Quadrant, with dual Throttle, Propeller, and Mix-
tures to control the left and right engines inde-
pendently. Bottom aft on the pedestal are the trim
wheels for roll and yaw control, while the Elevator
Trim Wheel and Indicator is located on the left side.
At the bottom center of the pedestal are the Cowl
1 The Avionics Mas-
ter Switch is a two
position switch for ON
2 The Surface and
Propeller De-Icing
Switches should be
3 There are five exte-
rior light switches:
Anti-Collision, Strobe,
4 Interior lighting is
controlled by the
rheostat knobs located
Flap Controls. (up)/OFF (down) opera- used when there exists Navigation, Taxi, and to the right of the exte-
tion, providing power the risk of flight into Landing Lights. With the rior light switches. The
At the base of the pedestal is the dual fuel se- to the avionics bus. It is icing conditions within exception of the Land- right-most knob, labeled
lectors that allow detailed control of the fuel flow. normally only turned on the simulator. ing Lights, these are all SW PNL, activates the
once one alternator is two position switches instrument panel back-
online and providing full for ON (up)/OFF (down) light illumination and is
The front right hand panel holds the primary A three-position switch.
electrical output. The operation, toggled with continuously adjustable
engine instruments, including the Manifold Pres- Up (Actuate) will in-
switch is toggled with the LEFT MOUSE BUT- from OFF to fully bright.
sure Gauge, the dual gauges that display Oil Pres- the LEFT MOUSE BUT- flate the de-ice boots TON. The Landing Lights The RADIO knob con-
sure, Oil Temperature, and Cylinder Head Tempera- TON. for one cycle. Center is switch is a three posi- trols the avionics back-
ture, the Tachometer, the EGT Gauge, the Suction off. Down will turn on a tion switch, toggled up lighting.
Gauge, and the OAT Gauge. Also included on this timed series of inflate/ or down with the MOUSE
panel are the Fuel Flow and Fuel Quantity Gauges, deflate cycles for heavy WHEEL or by hold and
as well as a backup Altimeter and a clock. icing situations. Use the dragging up or down
MOUSE WHEEL to flip the with the LEFT MOUSE
BUTTON.
The Cabin Air Controls are located to the right switch up or down, or
of the pedestal, underneath the front right hand hold and drag with the
panel. LEFT MOUSE BUTTON.
Pilot’s Lower Switch Panel
1 Located in the center of this pan-

el, the Battery Master Switch,
flanked by the Left and Right Alterna-
2 The four Magneto Switches, lo-
cated on the right side of this
panel allow for power to be fed to the
3 The two Auxiliary Fuel Pump
Switches on the left side of
this panel are both three position
4 The Left and Right Starter Buttons
are found in the middle-left of the
panel, as is the Engine Primer Switch,
tor Switches, supplies essential power spark plugs. The left and right engines switches, toggled up or down with located in-between the two buttons.
to all aircraft systems and must be en- each feature a Left and Right Magneto the MOUSE WHEEL or by hold and
gaged before successful operation of Switch. The metal gang bar above these dragging up (HIGH) or down (LOW) Starting the engine normally requires
any of the other lower panel operations. switches can be flipped down to turn all with the LEFT MOUSE BUTTON. the use of fuel priming. The primer
4 magnetos off at once. switch is a three-position momen-
The Left and Right Alternator Switches tary switch that is spring loaded to the
Warning: do not place switch in HIGH ex-
allow for the alternators to be connect- All four switches are two position center (OFF) position. To prime the left
ed into the power bus. These are turned cept in case of engine failure. engine, click the switch with the LEFT
switches for ON (up)/OFF (down) op-
on once the engine is successfully run- eration, toggled with the LEFT MOUSE MOUSE BUTTON. To prime the right en-
ning. The metal gang bar above these LOW pump power is normally used for gine, click the switch with the RIGHT
BUTTON.
switches can be flipped down to turn all engine starts, taxi, takeoffs and land- MOUSE BUTTON.
3 switches off at once. ings, and flight operations above 12,000
feet to prevent vapor lock. The HIGH The starter buttons are momentary
power pumps are used for hot start- switches that are activated by clicking
All three switches are two position ing to purge fuel vapors and during any and holding the LEFT MOUSE BUTTON.
switches for ON (up)/OFF (down) op- fuel-related emergency situations to
eration, toggled with the LEFT MOUSE ensure positive flow to the engines.
BUTTON.
Amperage / Voltage Indicator Artificial Horizon / Attitude Indicator

Featured in the 310R on the center top
of the flight instrument panel is the
Artificial Horizon, or Attitude Indicator.
This instrument informs the pilot of

the orientation of the aircraft relative
to Earth’s horizon. Indicating both
pitch (fore and aft tilt) and bank (side
to side tilt), it is a primary instrument
for flight in instrument meteorological
conditions (IMC).
The Artificial Horizon in the 310R is

gyroscopically stabilized by a vacuum
system driven by either engine.
The instrument features a fixed yellow

waterline which can be adjusted up or To set the waterline on the Artificial
down manually by the pilot using the knob Horizon, the pilot should use the rotate
located at the bottom of the instrument. the knob to manually adjust the water-
The 310R features a comprehensive failure or inadequate alternator power The “card” behind the waterline pivots line so as to lie flush with the white hori-
electrical indicator and test system. The generation. These lights can sometimes and rotates in concert with the aircraft’s zon line that separates the blue and the
rotary switch to the left of the indicator illuminate when the engine is idling at pitch and roll movements. brown sections of the card.
allows the pilot to isolate and test the an RPM insufficient to provide optimal
power draw for either alternator system alternator power output. The card features pitch indicators This should be done in stable level
as well as for the battery. The pilot can marked in five degree increments with flight, under Visual Meteorological Con-
also measure the total voltage draw With the left alternator switch the ten and twenty degree marks being ditions (VMC), with reference to the ac-
from all engaged power sources. disengaged, you can reference the wider and labeled. tual horizon.
left alternator failure light to confirm
To rotate the switch use the MOUSE it is not supplying system power. Indications of bank are shown by
WHEEL. The same relationship exists for the the yellow arrow at the top of the
right alternator switch and light. instrument. The semicircular scale at
When rating the amperage draws for the If during flight operations with the the top of the instrument is graduated
alternators and battery, reference the alternator switches engaged, an in ten degree marks to the thirty degree
top white section of the meter. When alternator light illuminates, you should bank indication, and then marked by
measuring the voltage draw, reference assume that alternator has failed and single marks for 45 and 60 degrees.
the bottom blue section of the meter. troubleshoot with the wafer switch to
isolate and measure that alternator’s When the Artificial Horizon detects
In addition to the rotary switch and power output. insufficient vacuum pressure to operate
indicator, the system also has two the gyroscope, it displays a red flag to
warning lamps which illuminate alert the pilot that the instrument is
when the aircraft detects alternator unreliable.
Horizontal Situation Indicator (HSI)
The course deviation bar operates with a VOR/LOC The HSI in the 310R includes two red warning flags
navigation receiver to indicate either left or right de- which alert the pilot when an unreliable navigational or
viations from the selected course. On an instrument heading input signal is encountered, or when aircraft
approach, the course bar will also indicate deviation power is not sufficient to operate the HSI.
left and right, but will switch to a more sensitive mode
of operation, showing twice the amount of deflection
for a given course distance error.
The TO/FROM indicator is a triangular-shaped pointer.

When this indicator points to the head of the course
arrow, it indicates that the course selected, if properly
intercepted and flown, will take the aircraft TO the se-
lected facility, and vice versa.
When flying a precision approach with operating

glideslope information, the glide slope deviation point-
er indicates the relationship of the aircraft to the glide
slope. When the pointer is below the center position,
the aircraft is above the glide slope, and an increased
rate of descent is required.
The heading indicator on the HSI is slaved to the

The Horizontal Situation Indicator (HSI) in the 310R,
standby magnetic compass and is interconnected with
located in the flight instrument panel directly below
the autopilot which is capable of following the heading
the Artificial Horizon, provides a comprehensive display
select bug when engaged in Heading Mode. Please
including course, localizer, and glideslope information
refer to the included standalone documentation for
referenced from either the number one (NAV 1) or
operation of the autopilot included in the 310R.
number two (NAV 2) navigational systems.
To adjust the heading bug use the heading input knob
Use the NAV1/NAV2 Selector Switch to select which
located on the lower right of the HSI using the MOUSE
navigation system supplies input to the DME display.
WHEEL to make fine adjustments and LEFT-CLICK AND
The HSI and AP are always NAV1 and are not changed
DRAG to make coarse adjustments. Drag to the left to
by the switch.
rotate counter-clockwise and to the right for clock-
wise.
On the HSI, the current aircraft heading is shown on
the rotating compass card underneath the upper
When the Heading Mode is engaged on the autopilot and
lubber line, which is stationary. The course indicating
the heading bug does not match the aircraft heading,
arrowhead can be set to the desired course using the
or if Heading Mode is already engaged on the autopilot
course input knob located on the lower left side of the
and the heading bug is rotated away from the current
HSI, using either the LEFT or RIGHT MOUSE BUTTON
heading, the aircraft will steer in the direction of the
or the MOUSE WHEEL to rotate the course indicating
heading bug, selecting a left or right turn depending
arrowhead clockwise or counter-clockwise. The tail of
on which is the shortest turn to the heading indicated
the course indicating arrow shows the reciprocal of the
by the bug.
currently set course.
Autopilot Pitch Trim & A/P Disconnect
The Blackbird 310R uses the default, MSFS KAP140 A Pitch Trim switch is located on the same side
autopilot. With this said, issues do exist with the of the left hand yoke; this is a three position
system that are in Microsoft/Asobo’s wheelhouse momentary switch that is spring loaded to the Manual Electrical
to address and are not fixable by us at Blackbird. middle position. To apply negative (nose down) Trim
pitch, click the switch with the RIGHT MOUSE
The autopilot is capable of multiple navigation BUTTON; to apply positive (nose up) pitch, click the
modes such as heading hold (HDG), tracking a switch with the LEFT MOUSE BUTTON.
navigation source such as a GPS (NAV), altitude
hold (ALT) with vertical speed capability, and Also located on the same side on the left hand
approach tracking (APR). yoke as the previous two controls is the Autopilot
Disconnect button. This button is a momentary Autopilot Disconnect /
switch that disconnects the autopilot, and may be Trim Interrupt
used by clicking it with the LEFT MOUSE BUTTON.
Engine Instrumentation
The Manifold Pressure (MP) gauge features indepen- The Tachometer (RPM) gauge also features indepen- Each engine has its associated Cylinder Head Tem-
dently-operating needles for the left (L) and right (R) dently operating needles for each engine. The Black- perature (CHT) and Oil Temperature / Pressure Instru-
engines and displays the amount of air pressure that bird 310R features constant speed propellers. There- ments. During all phases of engine operation, these
each engine is sucking through the throttle manifold fore, the RPM can be adjusted by the pilot using the instruments should be referenced to ensure no abnor-
aft of the venturi. When the engines are shut down, the associated propeller condition levers located on the mal engine conditions are allowed.
MP displayed is equal to the outside air pressure. When throttle quadrant. Full RPM is reached by the pilot mov-
the engines are running, then the MP value displayed is ing the prop condition levers fully forward. The propel- During engine start, the pilot should immediately ref-
affected by the movement of the throttles which open ler hub contains a governor which should not allow the erence the oil pressure gauge to ensure proper flow
and close the throttle wastegates. RPM to exceed 2700. of oil through the engine. If no increase to the nor-
mal range is seen immediately after start, the engine
When the throttles are fully closed, the wastegate is RPM’s above the top of the normal range (2500) should should be shut down as soon as possible to avoid pos-
rotated to its maximum closed position, which reduc- only be allowed during takeoff and landing operations. sible seizure.
es the amount of air that the engine can suck. When Also, the pilot must be careful not to allow a combina-
the throttle is fully opened, the wastegate is likewise tion of high manifold pressure and low RPM’s as this In addition, during the propeller feather checks on the
fully opened, and the engine can suck air equal to the combination could potentially lead to catastrophic fail- ground, the pilot should observe a drop in oil pressure
outside air pressure. Since this aircraft is not turbo- ures. and temperature when he moves the associated prop
charged, the manifold pressure will reduce as the condition lever aft. This ensures that the oil is flowing
airplane climbs even if the throttles are fully opened. During cruise operations, the pilot should ensure that through the propeller governor.
Manifold pressures over the normal range (25.5 inches) the RPM is kept in the normal operating range (the
should only be demanded during takeoff and reduced green arc) by moving the associated prop condition
to the normal range as soon as practical. levers.
Engine Instrumentation Continued
The Exhaust Gas Temperature (EGT) gauge measures the The Fuel Flow gauge uses independently operating The Vacuum Pressure or Suction gauge allows the pilot
temperature of the exhaust gases immediately after fuel needles for each engine to allow the pilot to easily to measure the amount of air pressure that the engine
burn in the ignition phase of engine operations. The gauge match the fuel flows to each engine. The outer scale is vacuum pumps are sucking. This vacuum pressure ro-
features independent indications for each engine. As EGT calibrated from a minimum value of 2.5 PSI to a maxi- tates the vanes of all the air driven gyroscopes that
increases, the associated needle will rise to indicate that mum value of 21.7 PSI. In between these two PSI limits, stabilize such instruments as the artificial horizon and
engine’s exhaust gas temperature. the outer scale is calibrated in fuel flow in pounds per HSI.
hour.
Note: The gauge measures only the top 250°F degrees of During the engine ground run, and periodically during
the EGT range. The inner scale is calibrated to assist the pilot in set- flight, the pilot should reference this gauge to deter-
ting fuel flows consistent with certain phases of flight. mine is he is experiencing possible vacuum failure on
During cruise operations, the pilot should lean out the fuel For example, during normal takeoff at airports below these critical flight instruments.
mixture to maintain an optimal ratio of fuel to air. EGT can 3,000 feet field elevation, the pilot should set a fully
be referenced to ensure this optimal mixture setting is rich mixture as indicated by the small white section of The vacuum pump on either engine is capable of sup-
maintained. the inner scale. The bottom half of the inner scale is in plying enough vacuum pressure to supply the demands
blue and used for takeoffs and climbs as a reference of all air driven instruments. When a pump is inopera-
During climbs, the pilot will need to lean the fuel mix- to keep fuel flows high enough to help keep the cylin- tive, a red SOURCE INOPERATIVE light will illuminate for
ture by moving the associated fuel mixture lever on the der head temperatures in normal range (unburned fuel the failed pump.
throttle quadrant aft. During descents, as the air pressure acts as a coolant). During cruise, the pilot can set the
increases, fuel will need to be enriched by moving the mix- fuel mixtures to obtain a flow reading in the green up-
ture lever forward. The asterisks located on the EGT gauge per section of the inner scale.
can be referenced to help determine optimal fuel mixture.
EDM-700Digital Engine Temperature Gauge
The Blackbird 310R is equipped with a pair of Digital In addition, the Cylinder Head Temperature (CHT) for When in automatic mode, pressing the RIGHT button
Engine Temperature gauges. These gauges, located each of the six cylinders is displayed in the bar graph will switch the temperature readings from Fahrenheit
on the left front panel to the bottom left of the flight as a red bar that corresponds to the scale on the left (the default) to Celsius. Pressing it again toggles the
instrument panel, are an advanced gauge which dis- side of the gauge. setting back to Fahrenheit.
play a bar graph of Exhaust Gas Temperature (EGT) for
each of the six cylinders, the “T” average Exhaust Gas By default the EDM gauges operate in automatic mode Note that the MV310R for MSFS tracks the health of
Temperature and a bar graph of the Oil Pressure. At the - they step through each of the six cylinders and then each cylinder individually, and when failures are acti-
bottom of the gauge, there is a digital readout of EGT through a set of five other measurements in sequence, vated on the Options page of the tablet, the failure of
(left) and CHT (right). pausing for five seconds for each step. one cylinder will fail the entire engine.
The left button toggles between manual and auto- Pressing the LEFT button stops this sequence and you Cylinders often give warning if impending failure by
matic mode, and the right button re-enters automatic then enter manual mode. Each press of the left but- generating higher temperatures and they slowly inch
mode if pressed in manual mode, and toggles between ton in manual mode steps to the next measurement in towards failure. Monitoring the indications on these
Fahrenheit of Celsius temperature readings if pressed sequence. engine monitors can help to predict and deal with cyl-
in automatic mode. inder failure before the engine actually stops produc-
To exit manual mode and return to automatic mode, ing power.
press the RIGHT button.
Throttle Quadrant The propeller condition levers control the amount of Trim Controls
blade angle commanded to the propeller governors. Us-
The top of the pedestal houses the throttle quadrant, ing oil pressure, the governor responds to movements The trim wheels are located on the pedestal, with the
with twin levers for the throttle (left, black round knobs), in the prop condition levers and set that blade angle to elevator trim wheel located to the left of the throttle
propeller (center, black rectangular knobs), and mixture achieve a fixed RPM setting. Then, the governor makes quadrant, and the rudder (yaw) and aileron (roll) trim
(right, red ridged circular knobs). This arrangement in automatic small corrections to blade angle to maintain wheels located below the throttle quadrant.
the allows for both visual and tactile recognition of the that constant RPM setting during ever changing condi-
levers to help avoid undesired engine settings. tions of flight. There is a template for the elevator trim that allows the
pilot to accurately set the takeoff trim by referencing
The throttles control amount of opening in the throttle The mixtures control how much fuel is sent to the fuel the location of a small indicator needle in relation to the
wastegate. With the throttle fully forward (full open), the injectors and is used by the pilot to adjust the fuel quan- trim template.
wastegate is 100% opened, allowing maximum mani- tity so that as the aircraft climbs or descends, the opti-
fold air pressure to be sucked by the engine. When the mal ratio of fuel to air is maintained. Only at the optimal For the yaw and roll trim, there are white dots that move
throttle is moved aft, the throttle wastegate is closed ratio is best possible quality of fuel ignition in the pis- as the trim wheels are rotated left or right. These two
until at minimum setting (closed throttle) the wastegate tons maintained. As the plane climbs, the air gets thin- trim values should be set and maintained for takeoff and
is shut as tight as possible, which restricts the airflow ner, which requires reducing fuel flow to the injectors cruise operations with both engines operating in sym-
to the engines, resulting is the lowest possible manifold (called leaning the mixture). As the plane descends, the metry. They will need to be adjusted for any single en-
pressure. The throttle wastegate cannot be physically air gets thicker, which requires increasing the fuel flow gine operations.
closed entirely, and should normally be advanced about (called enriching the mixture). To lean the mixture, move
“one inch” past the fully closed position when starting the mixture lever aft. To enrich the mixture, move the
the engines. lever forward.
Propeller Feathering
FULL FINE FEATHERED
A propeller blade is similar in airfoil section to a This is undesirable when operating with reduced, The solution is to eliminate as much induced drag
low-drag wing. When rotated by the engine, it asymmetrical power (one engine inoperative) or as possible by stopping the propeller rotation and
produces lift in a horizontal direction (otherwise under no power at all (both engines inoperative), aligning the blades with the air flow.
known as thrust), as well as a small amount of in- as it can rob the aircraft of overall power required
duced drag as the propeller slices through the air. to maintain altitude, exacerbate negative control To accomplish this, the propeller is feathered
If the engine loses power, no thrust is produced, effects resulting from asymmetrical thrust, by pulling the propeller condition levers full aft,
but all of the induced drag from the now windmill- and shorten glide distances in total power loss causing the propeller blades to rotate to a fully
ing propeller remains. situations. coarse setting parallel to the airflow. This reduces
the aerodynamic force of the passing air hitting the
prop disc so that the propeller no longer windmills.
Fuel Systems
The fuel system in the Blackbird 310R is intended If you prefer to hold the LEFT button and drag, then Warning: DO NOT switch fuel tanks with engines
to provide a very high fidelity experience, modeled hold it and drag in the same directions as specified running unless you also place the auxiliary fuel
after real world usage, in conjunction with the lim- for the mouse wheel above. pump switch for that engine in LOW before
itations present within the simulator. changing the selector. Failing to do this risks an
The placard below the switches is color coded, illu- interruption in the fuel supply to the engine.
The airplane has a two main fuel tanks, often re- minated for night operations, and displays the four
ferred to as ‘wingtip’ or ‘tip’ tanks. Each main tank positions available for each switch:
has a usable capacity of 50 gallons. In addition,
there are also two auxiliary fuel tanks, each with a. Fuel Cutoff (Solid Red Outline)
a usable capacity of 31.5 gallons. The total amount b. Main Tank (Solid Blue Outline)
of usable fuel available to the pilot is 163 gal. c. Auxiliary Tank (Blue and Yellow Stripes)
d. Crossfeed (Solid Yellow Outline)
Each engine is typically fed by the tank on the re-
spective side, but the airplane features the capa-
bility to crossfeed the fuel from the main tank on
the opposite side from the engine.
Fuel Controls
The Blackbird 310R features a pair of fully-realistic

fuel switches and placards located immediately
aft of the pedestal. The left fuel selector controls
the fuel flow for the left engine, and the right fuel
selector controls the fuel for the right engine.
The handles of the switches are rotated by the pi-

lot in order to select a desired position as outlined
on the placard around the selector and indicated
by the tapered end of the switch handle.
To rotate the LEFT fuel selector CLOCKWISE, scroll

UP with your mouse wheel. To rotate it COUNTER-
CLOCKWISE, scroll DOWN with your mouse wheel.
To rotate the RIGHT fuel selector CLOCKWISE,

scroll DOWN with your mouse wheel, to rotate it
COUNTER CLOCKWISE scroll UP with your mouse
wheel.
Fuel Gauge
The fuel gauge featured on the 310R is of a dual The indicator lamps to either side of the switch will
needle type, with the left needle corresponding to illuminate when the pilot has selected the auxiliary
the left tanks and the right needle corresponding fuel tank for the associated engine.
to the right tanks. The gauge is graduated in gal-
lons of fuel remaining on the blue arc, and pounds Separate warning lamps will illuminate to warn the
of fuel remaining on the white arc. pilot of low fuel in the main tanks only; there is no
warning for low fuel in the aux tanks.
The fuel gauge automatically shows the usable fuel
remaining on the tank selected by the fuel control WARNING: If the aux tanks are selected and fuel
for that engine. If the main fuel tank is selected by in them is exhausted, the engines will quit due to
the fuel control switch, the gauge will display the fuel starvation - these is no automatic switch to
remaining usable fuel for the main fuel tank. If the main tanks regardless of the quantity in them.
auxiliary fuel tank is selected by the fuel control The pilot must carefully monitor the fuel status
switch, the gauge will display the remaining usable at all times but particularly when on aux tanks.
fuel for the auxiliary tank.
Caution: The fuel-injected engines of the 310R re-
The switch immediately below the fuel gauge is turn about 30% of unused fuel to the main tanks
a three position momentary switch that is spring when in operation. If the aux tanks are selected
loaded to the center position. To temporarily dis- but the main tanks do not have sufficient empty
play the fuel in the main tanks, drag the switch capacity to hold this returned fuel, this 30% is
upwards (or rotate the mouse wheel upwards). vented outside and lost. The manufacturer recom-
The switch is spring loaded and will return to cen- mends that aux tanks not be selected until after
ter when released. To temporarily display the aux ninety (90) minutes of flight time.
tank quantities, move the switch downward by
dragging it or using the down scroll on the mouse
wheel.
Cowl Flaps Doors & Windows Storm Window
The Blackbird 310R has an operable The 310R features a pilot side storm
main cabin door, as well as an ani- window which is fully animated.
mated baggage door, nose baggage
door, and left and right wing locker To operate the window, click the
doors. LEFT MOUSE BUTTON on the alumi-
num window latch. This will swing
To operate the main cabin door from the window open inwards, or closed,
within the virtual cockpit, click the depending on the previous position
LEFT MOUSE BUTTON on the door of the window.
lever located on the right side of the
cockpit.
The tablet can be used to open or

close any of the doors on the air-
craft.
The dual cowl flap controls on the engine shutdowns for emergencies
310R are located on the lower por- or training purposes.
tion of the pedestal. They control the
cowl flaps, which are internally lo- To close the cowl flaps, place the
cated in the rear section of each en- mouse cursor over the cowl flap
gine nacelle, underneath the promi- handle for the cowl flap you wish to
nent grill. adjust, then drag the cursor aft to
pull out the handle.
The cowl flaps on the 310R are de-
signed to minimize drag when in the To open the cowl flaps, place the
open position and as such, normal mouse cursor over the cowl flap
operation is for the cowl flaps to be handle for the cowl flap you wish to
left in the fully open position. adjust, then drag the cursor forward
to push the handle in.
The only times when the cowl flaps
require attention is to prevent shock This action visibly pulls the respec-
cooling of the engine during rapid tive cowl flap handle outwards in the
descents, during simulated single virtual cockpit.
engine training, or when conduction
Hiding the Yokes

A common issue within the simulator is that it’s possible for the yoke to obscure
switches and controls, such as those on the 310R’s lower switch panel.
To alleviate that issue, both the left and right yokes in the 310R may be toggled
on or off.
To hide the yoke, click where the yoke shaft meets the panel. To show the yoke
again, simply click in the same location.
Hobbs Meter
The meter can be found just below and to the right of the co-pilot yoke.
Any movement over 20 knots will accumulate the Hobbs counter in increments
of .1 hours (6 minutes). It starts at zero for any “Default” or “Owned” option, but
for Rental, it will start with a random quantity the first time, and count up from
there.
Also for a Rental, a small increment will happen between flights, as other
renters make use of the plane.
310R USER GUIDE SECTION 4 - NORMAL PROCEDURES 4-1
Section 4
Normal Procedures Introduction
Section 4 of this user guide outlines the
interactive checklists which are accessible
at all times via the main in-game drop down
Table of Contents menu. Not all checklist items present in this
section are found in the in-game checklists due
Cockpit Preflight 4-2 to reasons of practicality for certain items.
Before Starting Engines 4-2
Starting Engines 4-3 It’s your choice whether you read the lists
Before Taxiing 4-3 and complete each one manually, or click
Taxiing 4-3 ‘Evaluation’ to have the sim focus the view
Before Takeoff 4-3 on the next item, with the specific control
Normal Takeoff 4-4 highlighted.
Maximum Performance Takeoff 4-4
After Takeoff 4-4 Note that any item with a pilot icon will
Cruise Climb 4-4 require input in order to proceed to the next
Maximum Performance Climb 4-4 step.
Cruise 4-4
After Landing 4-5 Using the ‘Auto Complete’ option is not
Shutdown 4-5 recommended due to inconsistencies with our
Descent 4-5 custom code. Items may appear checked when,
Before Landing 4-5 in reality, they have not been completed.
For reference purposes, we have included

checklists for emergency scenarios that do not
exist in the in-game checklist system. These
can be found in Section 5.
Cockpit Preflight Before Starting Engines
1. Control Lock.........................................................................................REMOVE AND STOW 1. Preflight Inspection.................................................................................COMPLETE

2. Parking Brake....................................................................................................................SET 2. Cabin Door...........................................................................LATCHED AND SECURE
3. All Switches.......................................................................................................................OFF 3. Control Locks.................................................................................................REMOVE
4. All Circuit Breakers..............................................................................................................IN 4. Seat and Seat Belts............................................................ADJUST AND SECURE
5. Fire Extinguisher........................................................................................CHECK SECURE 5. Brakes.......................................................................................................................SET
6. Voltmeter Selector...........................................................................................................BAT 6. Fuel Selectors.........................................................................................MAIN TANKS
7. Landing Gear Switch...................................................................................................DOWN 7. Landing Gear Switch........................................................................................DOWN
8. Left Fuel Selector................................................................................................LEFT MAIN 8. Mixtures.......................................................................................................FULL RICH
9. Right Fuel Selector...........................................................................................RIGHT MAIN 9. Propellers..........................................................................................FULL FORWARD
10. Trim Tab Controls (3).............................................................................SET FOR TAKEOFF 10. Throttles............................................................................................OPEN ONE INCH
11. Battery Switch....................................................................................................................ON 11. All Switches............................................................................................................OFF
12. Navigation and Anti-Collision Lights..............................................CHECK OPERATION 12. Circuit Breakers.........................................................................................................IN
13. Navigation and Anti-Collision Lights..........................................................................OFF 13. Emergency Alternator Field Switch..................................................................OFF
14. Fuel Gauges............................................................CHECK QUANTITY AND OPERATION 14. Emergency Avionics Power Switch...................................................................OFF
15. Wing Flaps...............................................................................................................DOWN 15° 15. Avionics Master Switch........................................................................................OFF
16. Pitot Heat...............................................................................ON 20 SECONDS THEN OFF 16. Auxiliary Fuel Pump Switches............................................................................OFF
17. Battery Switch..................................................................................................................OFF 17. Battery and Alternators.........................................................................................ON
18. External Inspection.........................................................................................COMPLETED 18. Lighting Rheostats.............................................................................AS REQUIRED
19. Pitot Covers..............................................................................................................REMOVE 19. Landing Gear Position Indicator Lights..................CHECK GREEN LIGHTS ON
20. All Warning Lights..........................................................................PRESS-TO-TEST
21. Altimeter and Clock...............................................................................................SET
22. Cowl Flaps.................................................................................LOCKED FULL OPEN
23. Fuel Quantity.....................................................................................................CHECK
24. Cabin Air Controls...............................................................................AS REQUIRED
25. Alternate Air Controls..............................................................................................IN
26. External Lights....................................................................................AS REQUIRED
Starting Engines Taxiing
1. Propeller........................................................................................................................CLEAR 1. Throttles................................................................................................AS REQUIRED

2. Magneto Switches.............................................................................................................ON 2. Brakes.................................................................................................................CHECK
3. Left Engine...................................................................................................................START 3. Flight Instruments...........................................................................................CHECK
a. Primer Switch............................................................................................................LEFT
Before Takeoff
b. Starter Button...................................................................................PRESS AND HOLD
c. Auxiliary Fuel Pump..................................................................................................LOW 1. Parking Brake..........................................................................................................SET
d. Throttle................................................................................................800 to 1000 RPM
2. Fuel Quantity.....................................................................................................CHECK
e. Oil Pressure.............................................................10 PSI MINIMUM IN 30 SECONDS
4. Right Engine.................................................................................................................START 3. Fuel Selectors...............................................................RECHECK ON MAIN TANKS
a. Primer Switch.........................................................................................................RIGHT 4. Alternate Air Controls..............................................................................................IN
b. Starter Button...................................................................................PRESS AND HOLD 5. Cowl Flaps...........................................................................................................OPEN
c. Auxiliary Fuel Pump..................................................................................................LOW
6. Elevator, Rudder, Aileron Trim.................................................SET FOR TAKEOFF
d. Throttle................................................................................................800 to 1000 RPM
e. Oil Pressure.............................................................10 PSI MINIMUM IN 30 SECONDS 7. Wing Flaps................................................................................................................UP
5. Alternators...................................................................................................................CHECK 8. Avionics and Radios.............................................................................................SET

9. Flight Instruments................................................................................................SET
Before Taxiing
10. Auxiliary Fuel Pumps...........................................................................................LOW
1. Passenger Briefing.............................................................................................COMPLETE
11. Flight Controls.........................................................................FREE AND CORRECT
2. Avionics Master Switch....................................................................................................ON
12. Engine Runup:
3. Avionics..............................................................................................................................SET
a. Throttles..................................................................................................1700 RPM
4. Lights................................................................................................................AS REQUIRED b. Alternators...................................................................................................CHECK
5. Cabin Temperature........................................................................................AS REQUIRED c. Vacuum System.........................................................................................CHECK
a. If heating and defrosting is required: d. Magnetos.....................................................................................................CHECK
i. Cabin Air Knobs..................................................................................................OPEN e. Propellers................CHECK FEATHERING TO 1200 RPM; RETURN TO FULL
ii. Defrost Knob.......................................................................................AS REQUIRED f. Mixtures.............................................................................................CHECK RICH
iii. Temperature Control Knob..............................................................................OPEN g. Engine Instruments.......................................................CHECK IN GREEN ARC
iv. Cabin Heat Switch.............................................................................................HEAT h. Throttles.................................................................................................1000 RPM
v. Heat Registers....................................................................................AS REQUIRED i. Quadrant Friction Lock...........................................................................ADJUST
b. If ventilation is required: 13. Exterior Lights.....................................................................................AS REQUIRED
i. Cabin Air Knobs..................................................................................................OPEN
14. Ice Protection Equipment.................................................................AS REQUIRED
ii. Cabin Heat Switch...............................................................................................FAN
iii. Heat Registers and Directional Air Vents.....................................AS REQUIRED 15. All Cabin Doors and Windows.........................................CLOSED AND LATCHED
6. Brakes.......................................................................................................................RELEASE 16. Parking Brake...............................................................................................RELEASE

Normal Takeoff Cruise Climb
1. Power..............................................................................FULL THROTTLE AND 2700 RPM 1. Power.......................................................................2500 RPM and 24.5 inches Hg
2. Mixtures................................................................................LEAN FOR FIELD ELEVATION 2. Airspeed..............................................................................................115 to 130 KIAS
3. Engine Instruments...................................................................................................CHECK 3. Mixtures..................................................................ADJUST TO CLIMB FUEL FLOW
4. Air Minimum Control Speed...................................................................................80 KIAS 4. Cowl Flaps...........................................................................OPEN OR AS REQUIRED
5. Elevator Control..............................................................RAISE NOSEWHEEL AT 83 KIAS 5. Auxiliary Fuel Pumps.....................................................LOW ABOVE 12,000 FEET
6. Lift-Off.......................................................................................92 KIAS AT 5500 POUNDS 6. Propellers......................................................................SYNCHRONIZE MANUALLY
7. Quadrant Friction Lock...........................................................TIGHTEN SECURELY
Maximum Performance Takeoff
Maximum Performance Climb
1. Wing Flaps...............................................................................................................DOWN 15°
1. Power...................................................................FULL THROTTLE AND 2700 RPM
2. Brakes.................................................................................................................................SET
2. Airspeed.................................107 KIAS AT SEA LEVEL; 99 KIAS AT 10,000 FEET
3. Power...........................................................................................................FULL THROTTLE
3. Mixtures.......................................................ADJUST FOR ALTITUDE AND POWER
4. Mixtures................................................................................LEAN FOR FIELD ELEVATION
4. Cowl Flaps................................................................................OPEN AS REQUIRED
5. Brakes.......................................................................................................................RELEASE
5. Auxiliary Fuel Pumps.....................................................LOW ABOVE 12,000 FEET
6. Power........................................................................................................CHECK 2700 RPM
7. Elevator Control..............................................................RAISE NOSEWHEEL AT 70 KIAS Cruise
8. Air Minimum Control Speed...................................................................................80 KIAS
1. Cruise Power.............................2100 to 2500 RPM and 15.0 to 24.5 inches Hg
9. Lift-Off.......................................................................................82 KIAS AT 5500 POUNDS
2. Auxiliary Fuel Pumps:
After Takeoff a. Main Tanks.................................................................OFF OR LOW IF REQUIRED
b. Switching Tanks..............................................................................................LOW
1. Brakes................................................................................................APPLY MOMENTARILY c. Auxiliary Tanks..................................................................................................OFF
2. Landing Gear...............................................................RETRACT CHECK RED LIGHT OFF d. Crossfeeding....................................................................................................LOW
3. Wing Flaps...................................................UP IF MAXIMUM PERFORMANCE TAKEOFF 3. Mixtures................................................LEAN FOR DESIRED CRUISE FUEL FLOW
4. Best Angle-of-Climb Speed..................................85 KIAS AFTER 50 FT OBSTACLES 4. Cowl Flaps...........................................................................OPEN OR AS REQUIRED
5. Best Rate-of-Climb Speed..................................................107 KIAS AT 5500 POUNDS 5. Propellers......................................................................SYNCHRONIZE MANUALLY
6. Auxiliary Fuel Pumps....................................................................................AS REQUIRED 6. Quadrant Friction Lock...........................................................TIGHTEN SECURELY

7. Fuel Selectors........................................................MAIN TANKS FOR 90 MINUTES
8. Trim Tabs.........................................................................................................ADJUST
Descent After Landing
1. Fuel Selectors...................................................................................................MAIN TANKS 1. Auxiliary Fuel Pumps..............................................LOW DURING LANDING ROLL

2. Auxiliary Fuel Pumps......................................................................................................LOW 2. Cowl Flaps............................................................................................................OPEN
3. Power................................................................................................................AS REQUIRED 3. Wing Flaps.................................................................................................................UP
4. Cowl Flaps.......................................................................................................AS REQUIRED Shutdown
5. Mixtures....................................................................ADJUST FOR SMOOTH OPERATION
1. Parking Brake.................................................................SET IF BRAKES ARE COOL
6. Altimeter.............................................................................................................................SET
2. Avionics Master Switch........................................................................................OFF
Before Landing 3. All Switches Except Battery, Alternator, and Magnetos..............................OFF
4. Auxiliary Fuel Pumps............................................................................................OFF
1. Seat Belts..................................................................................................................SECURE
5. Throttles.................................................................................................................IDLE
2. Alternate Air Controls...........................................................................................CHECK IN
6. Mixtures................................................................................................IDLE CUT-OFF
3. Wing Flaps...............................................................................DOWN 15° BELOW 158 KIAS
7. Battery and Alternators.......................................................................................OFF
4. Landing Gear.................................................................................DOWN BELOW 138 KIAS
8. Magneto Switches......................................................OFF AFTER ENGINES STOP
5. Landing Gear Indicators..............CHECK DOWN LIGHTS ON, UNLOCKED LIGHT OFF
9. Control Locks.................................................................................................INSTALL
6. Mixtures.....................................................................FULL RICH OR LEAN AS REQUIRED
10. Fuel Selectors.........................................................................................................OFF
7. Propellers.....................................................................................................FULL FORWARD
11. Cabin Door...........................................................................................................CLOSE
8. Wing Flaps..............................................................................DOWN 35° BELOW 138 KIAS
9. Minimum Multi-Engine Approach Speed..........................93 KIAS AT 5400 POUNDS
310R USER GUIDE SECTION 5 - EMERGENCY PROCEDURES 5-1
Section 5
Emergency Procedures Introduction
Section of this user guide describes the
recommended procedures for a variety of
emergency situations.
Table of Contents
Balked Landing (Go Around) 5-2 All of these procedures are critical to
Engine Securing Procedure 5-2 simulated flight safety and represent
Engine Failure During Takeoff 5-2 correct responses to emergency
Engine Failure After Takeoff 5-2 situations that can occur as a result of
Engine Failure During Flight (Above vMCA) 5-3 checking any “failures’ option on the
Engine Failure During Flight (Below vMCA) 5-3 tablet (EFB) Options page other than
Engine Inoperative Landing 5-3 “Never”. The prudent pilot will study
Engine Inoperative Go Around 5-4 these carefully and commit the most
Air Start (After Feathering) 5-4 time-critical (such as engine failure on
Dual Engine Failure During Cruise Flight 5-4 takeoff) to memory. Aerial practice of
Emergency Descent (Calm Air) 5-4 them is strongly advised.
Emergency Descent (Turbulent Air) 5-4
Forced Landing (With Power) 5-5
Forced Landing (Complete Power Loss) 5-5
Landing Without Flaps 5-5
Ditching 5-5
Engine-Driven Fuel Pump Failure 5-5
Alternator Failure (Single) 5-6
Alternator Failure (Dual) 5-6
Avionics Bus Failure 5-6
Landing Gear Will Not Extend Electrically 5-6
Landing Gear Will Not Retract Electrically 5-6
Vacuum Pump Failure 5-7
Air Inlet or Filter Icing Emergencies 5-7
Spins 5-7
Balked Landing (Go Around) Engine Failure After Takeoff
1. Power....................................................2700 RPM OR FULL THROTTLE IF NECESSARY 1. Mixtures.................................................................................................AS REQUIRED

2. Mixtures...........................................................................................................AS REQUIRED 2. Propellers..........................................................................................FULL FORWARD
3. Balked Landing Transition Speed.........................................................................85 KIAS 3. Throttles............................................................................................FULL FORWARD
4. Landing Gear...........................................................................................................RETRACT 4. Landing Gear..............................................................................................CHECK UP
5. Wing Flaps.............................................................................................................................15° 5. Inoperative Engine:
6. Trim................................................................................................................SET FOR CLIMB a. Throttle..........................................................................................................CLOSE
b. Mixture............................................................................................IDLE CUT-OFF
7. Cowl Flaps......................................................................................................................OPEN
c. Propeller...................................................................................................FEATHER
8. Wing Flaps.....................................................................UP AFTER PASSING OBSTACLES
6. Establish Bank....................................................5° TOWARD OPERATIVE ENGINE
Engine Securing Procedure 7. Wing Flaps.......................................................................................UP IF EXTENDED

8. Climb to Clear 50-Foot Obstacle................................................................92 KIAS
1. Throttle..........................................................................................................................CLOSE
9. Climb Speed with One Engine Inoperative.............................................106 KIAS
2. Mixture............................................................................................................IDLE CUT-OFF
10. Trim Tabs............5° BANK TOWARD INOP ENGINE, 1/2 BALL SLIP INDICATION
3. Propeller...................................................................................................................FEATHER
11. Cowl Flap................................................................CLOSE (INOPERATIVE ENGINE)
4. Fuel Selector.....................................................................................................................OFF
12. Secure Inoperative Engine as Follows:
5. Auxiliary Fuel Pump.........................................................................................................OFF a. Fuel Selector.....................................................................................................OFF
6. Magneto Switches...........................................................................................................OFF b. Auxiliary Fuel Pump.........................................................................................OFF
c. Magneto Switches...........................................................................................OFF
7. Alternator...........................................................................................................................OFF
d. Alternator Switch.............................................................................................OFF
8. Cowl Flap......................................................................................................................CLOSE
13. AS SOON AS PRACTICAL..................................................................................LAND
Engine Failure During Takeoff
1. Throttles.............................................................................................CLOSE IMMEDIATELY
2. Brake or Land and Brake..............................................................................AS REQUIRED
Engine Failure During Flight (Above vMCA) Engine Failure During Flight (Below vMCA)
1. Inoperative Engine............................................................................................DETERMINE 1. Rudder.......................................................APPLY TOWARDS OPERATIVE ENGINE

2. Operative Engine...........................................................................ADJUST AS REQUIRED 2. Power...................................................................................REDUCE TO STOP TURN
3. Fuel Flow......................................................................................................................CHECK 3. Pitch Attitude..............................LOWER NOSE TO ACCELERATE ABOVE VMCA
4. Fuel Selectors...................................................................................................MAIN TANKS 4. Inoperative Engine Propeller....................................................................FEATHER
5. Fuel Quantity...............................................................................................................CHECK 5. Operative Engine..................INCREASE POWER AS AIRSPEED PASSES VMCA
6. Oil Pressure and Temperature.................................................................................CHECK 6. Inoperative Engine........................................................................................SECURE
7. Magneto Switches...............................................................................................CHECK ON 7. Trim Tabs...............5° BANK TOWARD OP. ENGINE, 1/2 BALL SLIP INDICATION
8. Mixture...................................................ADJUST UNTIL EVIDENCE OF ENGINE FIRING 8. Operative Engine Cowl Flap..............................................................AS REQUIRED
9. If Inoperative Engine Does Not Start, Secure:
Engine Inoperative Landing
a. Throttle....................................................................................................................CLOSE
b. Mixture.......................................................................................................IDLE CUT-OFF
1. Fuel Selector..............................................................................................MAIN TANK
c. Propeller.............................................................................................................FEATHER
d. Fuel Selector................................................................................................................OFF 2. Auxiliary Fuel Pump.................................................LOW ON OPERATIVE ENGINE
e. Auxiliary Fuel Pump...................................................................................................OFF 3. Alternate Air Control................................................................................................IN
f. Magneto Switches.....................................................................................................OFF
4. Mixture...................................................................................................AS REQUIRED
g. Alternator Switch.......................................................................................................OFF
h. Cowl Flap.................................................................................................................CLOSE 5. Propeller............................................................................................FULL FORWARD
10. Adjust Operative Engine: 6. Approach..........................................................106 KIAS WITH EXCESS ALTITUDE

a. Power..........................................................................................................AS REQUIRED 7. Landing Gear...................................................DOWN WITHIN GLIDING DISTANCE
b. Mixture........................................................................................................AS REQUIRED 8. Wing Flaps....................................................DOWN WHEN LANDING IS ASSURED
c. Fuel Selector.............................................................................................AS REQUIRED
9. Speed...................DECREASE BELOW 93 KIAS ONLY IF LANDING IS ASSURED
d. Auxiliary Fuel Pump..................................................................................................LOW
e. Cowl Flap....................................................................................................AS REQUIRED 10. Air Minimum Control Speed.........................................................................80 KIAS
11. Trim Tabs.........................5° BANK TOWARD OP. ENGINE, 1/2 BALL SLIP INDICATION
12. Electrical Load........................................................DECREASE TO MINIMUM REQUIRED
13. As Soon as Practical....................................................................................................LAND
Engine Inoperative Go Around Dual Engine Failure During Cruise Flight
1. POWER.......................................................INCREASE 2700 RPM AND FULL THROTTLE 1. Wing Flaps.................................................................................................................UP

2. Mixture.............................................................................................................AS REQUIRED 2. Landing Gear.............................................................................................................UP
3. Positive Rate-of-Climb.....................................................................................ESTABLISH 3. Propeller.........................................................................................................FEATHER
4. Landing Gear.......................................................................................................................UP 4. Cowl Flaps..........................................................................................................CLOSE
5. Wing Flaps..................................................................................................UP IF EXTENDED 5. Airspeed...........................................................................................................111 KIAS
6. Cowl Flap.........................................................................................................................OPEN 6. Landing.............................................COMPLETE FORCED LANDING CHECKLIST
7. Climb Speed....................................106 KIAS AT SEA LEVEL, 94 KIAS AT 10,000 FEET
Emergency Descent (Calm Air)
8. Trim Tabs.........................5° BANK TOWARD OP. ENGINE, 1/2 BALL SLIP INDICATION
1. Throttles.................................................................................................................IDLE
Air Start (After Feathering)
2. Propellers..........................................................................................FULL FORWARD
1. Auxiliary Fuel Pump...........................................................................................CHECK OFF 3. Mixtures...........................................................................................................ADJUST
2. Magneto Switches.............................................................................................................ON 4. Wing Flaps.................................................................................................................UP
3. Fuel Selector........................................................................................................MAIN TANK 5. Landing Gear.............................................................................................................UP
4. Throttle...............................................................................FORWARD APPROX ONE INCH 6. Moderate Bank........................INITIATE UNTIL DESCENT ATTITUDE REACHED
5. Mixture.............................................................................................................AS REQUIRED 7. Airspeed.........................................................................................................220 KIAS
6. Primer Switch................................................................DEAD ENGINE (LEFT OR RIGHT) Emergency Descent (Turbulent Air)
7. Starter Button..................................................PRESS, RELEASE WHEN ENGINE FIRES
1. Throttles.................................................................................................................IDLE
8. Auxiliary Fuel Pump........................................................................................................LOW
2. Propellers..........................................................................................FULL FORWARD
9. Propeller...................................................................................FORWARD OF FTH DETENT
3. Mixtures...........................................................................................................ADJUST
10. Mixture.............................................................................................................AS REQUIRED
4. Wing Flaps....................................................................................................DOWN 35°
11. Power................................................................INCREASE AFTER CHT REACHES 200°F
5. Landing Gear......................................................................................................DOWN
12. Cowl Flap.........................................................................................................AS REQUIRED
6. Moderate Bank........................INITIATE UNTIL DESCENT ATTITUDE REACHED
13. Alternator.............................................................................................................................ON
7. Airspeed..........................................................................................................138 KIAS
Forced Landing (With Power) Landing Without Flaps
1. Fly over selected field with 15° wing flaps and 100 KIAS, noting terrain. 1. Mixtures.................................................................................................AS REQUIRED
2. If Surface is Smooth and Hard: 2. Propellers..........................................................................................FULL FORWARD
a. LANDING..............................................................................................................NORMAL 3. Fuel Selectors.........................................................................................MAIN TANKS
3. If Terrain is Rough or Soft: 4. Minimum Approach Speed.........................................................................105 KIAS
a. Approach.....................................................................100 KIAS AND 15° WING FLAPS
5. Landing Gear......................................................................................................DOWN
b. All Switches Except Magneto Switches...............................................................OFF
c. Cabin Door...............................................................UNLATCH PRIOR TO FLARE-OUT Ditching
d. Mixtures.....................................................................................................IDLE CUT-OFF
e. Magneto Switches.....................................................................................................OFF 1. Landing Gear.............................................................................................................UP
f. Fuel Selectors.............................................................................................................OFF 2. Plan approach into wind if winds are high and seas are heavy. With heavy
g. Landing Attitude........................................................................SLIGHTLY NOSE HIGH swells and light wind, land parallel to swells, being careful not to allow
wing tips to hit first.
Forced Landing (Complete Power Loss) 3. Wing Flaps....................................................................................................DOWN 35°
4. Carry sufficient power to maintain approximately 300 feet per minute
1. Mixtures..........................................................................................................IDLE CUT-OFF
rate-of-descent.
2. Propellers.................................................................................................................FEATHER
5. Airspeed..........................................................................93 KIAS AT 4600 POUNDS
3. Fuel Selectors...................................................................................................................OFF
6. Maintain a continuous descent until touchdown to avoid flaring and
4. All Switches Except Battery Switch............................................................................OFF touching down tail first, pitching forward sharply, and decelerating rapidly.
Strive for initial contact at fuselage area below rear cabin section.
5. Approach Speed.......................................................................................................111 KIAS
6. If Terrain is Smooth and Hard: Engine-Driven Fuel Pump Failure
a. Landing Gear........................................................DOWN WITHIN GLIDING DISTANCE
b. Wing Flaps..........................EXTEND AS NECESSARY WITHIN GLIDING DISTANCE 1. Fuel Selector..............................................................................................MAIN TANK
c. Battery Switch............................................................................................................OFF 2. Auxiliary Fuel Pump............................................................................................HIGH
d. Cabin Door...............................................................UNLATCH PRIOR TO FLARE-OUT
3. Cowl Flap..............................................................................................................OPEN
e. Landing................................................................................................................NORMAL
7. If Terrain is Rough or Soft: 4. Mixture............................................................ADJUST FOR SMOOTH OPERATION
a. Landing Gear.................................................................................................................UP 5. As Soon as Practical..........................................................................................LAND
b. Approach.......................................................................92 KIAS AND 15° WING FLAPS 6. Fuel in auxiliary and oppose main tank is unusable.
c. Battery Switch............................................................................................................OFF
d. Cabin Door...............................................................UNLATCH PRIOR TO FLARE-OUT
e. Landing Attitude........................................................................SLIGHTLY NOSE HIGH
Alternator Failure (Single) Avionics Bus Failure
1. Electrical Load..........................................................................................................REDUCE 1. Avionics Master Switch........................................................................................OFF

2. If Circuit Breaker is Tripped: 2. Emergency Avionics Power Switch....................................................................ON
a. Turn off affected alternator.
b. Reset affected alternator circuit breaker. Landing Gear Will Not Extend Electrically
c. Turn on affected alternator switch.
d. If circuit breaker reopens, turn off alternator. 1. Before proceeding manually, check landing gear motor circuit breaker
with landing gear switch DOWN. If circuit breaker is tripped, allow 3 min-
3. If Circuit Breaker is Not Tripped: utes for it to cool before resetting.
a. Select affected alternator on voltammeter and monitor output.
2. If Landing Gear Motor Circuit Breaker Not Tripped.....................................PULL
b. If output is normal and failure light remains on, disregard fail indication.
c. If output is insufficient, turn off alternator and reduce electrical load to one 3. Landing Gear Select Switch.....................................................................NEUTRAL
alternator capacity. 4. Handcrank..................................................................................EXTEND AND LOCK
d. Restrict load on remaining alternator to 80% of the rated load.
5. Rotate Crank....CLOCKWISE FOUR TURNS PAST GEAR LIGHT ILLUMINATION
Alternator Failure (Dual) 6. Gear Down Lights........................................................ON, UNLOCKED LIGHT OFF

7. Gear Warning Horn......................................CHECK WITH THROTTLE RETARDED
1. Electrical Load..........................................................................................................REDUCE
8. Handcrank............................................................................................................STOW
2. If Circuit Breaker is Tripped:
9. As Soon as Practical..........................................................................................LAND
a. Turn off alternators.
b. Reset circuit breakers. Landing Gear Will Not Retract Electrically
c. Turn on left alternator and monitor output on voltammeter.
d. If alternator is charging, leave it on. Disregard failure light if still illuminated. 1. Do not try to retract manually.
e. If still inoperative, turn off left alternator. 2. Landing Gear......................................................................................................DOWN
f. Repeat steps C through E for right alternator. 3. Gear Down Lights........................................................ON, UNLOCKED LIGHT OFF
3. If Circuit Breaker is Not Tripped:
4. Gear Warning Horn...........................................................................................CHECK
a. Turn off alternators.
5. As Soon as Practical..........................................................................................LAND
b. Turn on left alternator and monitor output on voltammeter.
c. If alternator is charging, leave it on. Disregard failure light if still illuminated.
d. If still inoperative, turn off left alternator.
e. Repeat steps C through E for right alternator.
f. If both alternators are still inoperative, turn off alternators and turn on emer-
gency alternator field switch.
g. If still inoperative, turn off alternator, nonessential electrical items and pre-
pare to terminate flight.
Vacuum Pump Failure Spins
1. Failure indicated by left or right red failure button exposed on vacuum gauge. 1. Throttles...................................................................................CLOSE IMMEDIATELY
2. Automatic valve will select operative source. 2. Ailerons...................................................................................................NEUTRALIZE
3. Vacuum Pressure.................CHECK PROPER VACUUM FROM OPERATIVE SOURCE 3. Rudder...................................HOLD FULL RUDDER OPPOSITE SPIN DIRECTION
Air Inlet or Filter Icing Emergencies 4. Control Wheel.............................................................................FORWARD BRISKLY

5. Inboard Engine.......................................INCREASE POWER TO SLOW ROTATION
1. Alternate Air Control(s)........................................................................................PULL OUT
6. After Rotation has Stopped:
2. Propeller(s)..................................................................................INCREASE AS REQUIRED
7. Rudder.....................................................................................................NEUTRALIZE
3. Mixture(s)..............................................................................................LEAN AS REQUIRED
8. Inboard Engine (If Used)..............DECREASE POWER TO EQUALIZE ENGINES
9. Control Wheel..............................................................................PULL TO RECOVER
310R USER GUIDE SECTION 6 - PERFORMANCE 6-1
Section 6
Performance Introduction
Section 6 of this User Guide contains
performance information required to operate
the airplane safely and to help you plan your
Table of Contents flights in detail with reasonable accuracy.
Safe and precise operation of the airplane
Airspeed Calibration 6-2 Rate-of-Climb 6-9 requires the pilot to be thoroughly familiar and
Normal Static Source Maximum Climb understand the data and calculations of this
Alternate Static Source Cruise Climb section.
Altimeter Correction 6-3 One Engine Inoperative
Normal Static Source Balked Landing Climb Note that the cruise performance data makes
Alternate Static Source One Engine Inoperative 6-12 no allowance for wind and/or navigational
Temperature Rise Due To Ram Recovery 6-4 Service Ceiling errors. Allowances for start, taxi, takeoff, climb,
Temperature Conversion 6-5 Time, Fuel and Distance to Climb 6-13 descent and 45 minutes reserve are provided in
Degrees °F to Degrees °C Maximum Climb the range profile chart.
Pressure Conversion 6-5 Cruise Climb
Inches of Mercury to Millibars Cruise Performance 6-15 To determine pressure altitude at origin
Stall Speeds 6-6 With Recommended Lean Mixture 6-15 and destination airports, add 100 feet to field
Wind Component 6-6 Range Profile 6-17 elevation for each .1 inch Hg. below 29.92, or
Normal Takeoff Distance 6-7 Endurance Profile 6-17 subtract 100 feet from field elevation for each
Maximum Performance Takeoff Distance 6-7 Holding Time 6-18 .1 inch Hg. above 29.92.
Accelerate Stop Distance 6-8 Time, Fuel and Distance to Descend 6-18
Accelerate Go Distance 6-8 Normal Landing Distance 6-19 The performance charts in this section are
Fuel Flow Schedule 6-19 not to be used for real-world aviation
Airspeed Calibration Airspeed Calibration

Normal Static Source Alternate Static Source
Altimeter Correction Altimeter Correction

Normal Static Source Alternate Static Source
Temperature Rise Due To Ram Recovery

Temperature Conversion Pressure Conversion

Degrees °F to Degrees °C Inches of Mercury to Millibars
Stall Speeds Wind Component

Normal Takeoff Distance Maximum Performance Takeoff Distance

Accelerate Stop Distance Accelerate Go Distance

Rate-of-Climb
Maximum Climb
Rate-of-Climb Rate-of-Climb
Cruise Climb One Engine Inoperative
Rate-of-Climb
Balked Landing Climb
One Engine Inoperative

Service Ceiling
Time, Fuel and Distance to Climb

Maximum Climb
Time, Fuel and Distance to Climb

Cruise Climb
Cruise Performance
With Recommended Lean Mixture

Cruise Performance
With Recommended Lean Mixture (Cont.)
Range Profile Endurance Profile

Holding Time Time, Fuel and Distance to Descend

Normal Landing Distance Fuel Flow Schedule

310R USER GUIDE SECTION 7 - SPECIFICATIONS & LIMITATIONS 7-1
Section 7
Specifications & Limitations Introduction
Section 7 of this user guide covers both the
basic specifications of the airplane, as well as
an abbreviated list of limitations. The full scope
Table of Contents of the specifications and limitations are not
reproduced here as some areas are simply not
Engines 7-2 applicable within the simulator, nor are they of
Propellers 7-2 great interest for general reading.
Specifications 7-2 Also included in this section is a very useful

list of the symbols, abbreviations and terminol-
Maximum Certified Weights 7-2 ogy used throughout the rest of this user guide.
Standard Airplane Weights 7-3
Specific Loadings 7-3
Symbols, Abbreviations & Terminology 7-3
General Airspeed Terminology & Symbols 7-3

Meteorological Terminology 7-3
Power Terminology 7-4
Airplane performance & flight planning terminology 7-4
Limitations 7-5
Airspeed Limitations 7-5

Engine Limitations 7-5
Weight Limits 7-6
Maneuver Limits 7-6
Flight Load Factor Limits 7-6
Flight Crew Limits 7-6
Operation Limits 7-6
SPECIFICATIONS
ENGINES (FIGURE 3-1) THREE-VIEW DRAWING
Number of Engines: 2
Engine Type: Fuel injected, direct drive, air-cooled, horizontally op-

posed, six cylinder, 520 cubic-inch displacement.
Horsepower: 285 rated horsepower at 2700 RPM.
PROPELLERS
Number of
Propellers:
2
Number of Blades:
3
Propeller Diameter:
6’ 4.5”
Propeller Type:
Constant speed, full feathering, nonreversible hydrau-
lically actuated.
Blade Range:
a. Low Pitch 13.9° +/- 0.2°
b. Feather 81.7° +/- 0.3°
MAXIMUM CERTIFIED WEIGHTS
Maximum Ramp 5,535 pounds

Weight:
Maximum Takeoff 5,500 pounds

Weight:
Maximum Landing 5,400 pounds

Weight:
Maximum Zero Fuel 4,900 pounds

Weight:
V
STANDARD AIRPLANE WEIGHTS LE Maximum Landing Gear Extended Speed is the maximum
speed at which an airplane can be safely flown with the
Standard Empty Weight: 3,358 pounds landing gear extended.
Maximum Useful Load: 2,177 pounds
V
LO Maximum Landing Gear Operating Speed is the maximum
SPECIFIC LOADINGS speed at which the landing gear can be safely extended or
retracted.
Wing Loading: 30.73 pounds per square foot
V
Power Loading: 9.65 pounds per horsepower MC Air Minimum Control Speed is the minimum flight speed at
A
which the airplane is controllable with a bank of not more
than 5° when one engine suddenly becomes inoperative
SYMBOLS, ABBREVIATIONS & TERMINOLOGY and the remaining engine is operating at takeoff power.
V
GENERAL AIRSPEED TERMINOLOGY & SYMBOLS NE Never Exceed Speed is the speed limit that may not be ex-
ceeded at any time.
CAS Calibrated Airspeed is the indicated speed corrected for
V
position and instrument error. Calibrated airspeed is equal NO Maximum Structural Cruising Speed is the speed that
to true airspeed in standard atmosphere at sea level. should not be exceeded except in smooth air and then only
with caution.
G G is acceleration due to gravity.
V
SSE Intentional One Engine Inoperative Speed is a minimum
IAS Indicated Airspeed is the speed shown on the airspeed in- speed selected by the manufacturer for intentionally ren-
dicator. IAS values shown in this user guide assume zero dering one engine inoperative in flight for pilot training.
instrument error.
V
X Best Angle-of-Climb Speed is the airspeed which delivers
KCAS Calibrated Airspeed expressed in knots. the greatest gain of altitude in the shortest possible hori-
zontal distance.
KIAS Indicated Airspeed expressed in knots.
V
Y Best Rate-of-Climb Speed is the airspeed which delivers
KTAS True Airspeed expressed in knots. the greatest gain in altitude in the shortest possible time.
TAS True Airspeed is the airspeed relative to undisturbed air METEOROLOGICAL TERMINOLOGY
which is the CAS corrected for altitude, temperature and
compressibility. °C Temperature in degrees Celsius.
V
A Maneuvering Speed is the maximum speed at which appli- °F Temperature in degrees Fahrenheit.
cation of full available aerodynamic control will not over-
stress the airplane. ISA International Standard Atmosphere in which:
1. The air is a dry perfect gas.
V
FE Maximum Flap Extended Speed is the highest speed per- 2. The temperature at sea level is 15° Celsius (59° Fahr-
missible with wing flaps a prescribed extended position. enheit).
1. The pressure at sea level is 29.92 inches Hg. (1013.2 AIRPLANE PERFORMANCE & FLIGHT PLANNING TERMINOLOGY
mb) and decreases 1 in Hg per 1000 ft increase.
Accelerate-Go The distance required to accelerate an airplane to a speci-
2. The temperature gradient from sea level to the alti- Distance fied speed and, assuming failure of an engine at the instant
tude at which the temperature is -56.5°C (—69.7°F) that speed is attained, continue takeoff on the remaining
is -1.98°C (-3.5°F) per 1000 feet. engine to a height of 50 feet.
OAT Outside Air Temperature is the free air static temperature, Accelerate-Stop The distance required to accelerate an airplane to a speci-
obtained either from inflight temperature indications ad- Distance fied speed and, assuming failure of an engine at the instant
justed for instrument error and compressibility effects or that speed is attained, to bring the airplane to a stop.
ground meteorological sources.
Acrobatic An intentional maneuver involving an abrupt change of an
Pressure Altitude measured from standard sea-level pressure (29.92 Maneuver airplane‘s attitude, an abnormal attitude, or abnormal ac-
Altitude inches Hg.) by a pressure or barometric altimeter. It is the celeration, not necessary for normal flight.
indicated pressure altitude corrected for position and in-
strument error. In this user guide, altimeter instrument er- Balked A balked landing is an aborted landing (i.e., all engines go—
rors are assumed to be zero. Landing around).
Wind The wind velocities recorded as variables on the charts of Balked Landing The minimum speed at which transition to a balked landing
this handbook are to be understood as the headwind or Transition Speed climb should be attempted.
tailwind components of the reported winds.
Demonstrated The demonstrated crosswind velocity is the velocity of the
POWER TERMINOLOGY Crosswind crosswind component for which adequate control of the
Velocity airplane during takeoff and landing was actually demon-
BHP Brake horsepower means the power delivered at the pro- strated during certification tests. The value shown is not
peller shaft of an airplane engine. considered to be limiting. This value is not an aerodynamic
limit for the airplane.
Critical The maximum altitude at which in standard temperature it
Altitude is possible to maintain a specified power. Maximum The maximum amount of braking pressure that can be ap-
Effective plied to the toe brakes without locking the wheels.
Maximum The power developed in a standard atmosphere from sea Braking
Continuous level to the critical altitude at the maximum RPM and mani-
Power fold pressure approved for use during periods of unrestrict-
ed duration.
RPM The revolutions per minute (RPM) of an engine refers to the

rotational speed of the propeller shaft, as shown on a ta-
chometer.
LIMITATIONS (FIGURE 3-3) AIRSPEED INDICATOR TABLE
AIRSPEED LIMITATIONS
(See figure 3.2).
(FIGURE 3-2) AIRSPEED LIMITATIONS TABLE
ENGINE LIMITATIONS
Number of Engines: 2
Engine Operating Limits for Takeoff and Continuous Operation:

a. Maximum power for all operations (All Altitudes)
Powerplant Instrument Markings:

a. Tachometer:
(1) Normal Operating 2100 to 250 RPM (Green Arc)
(2) Maximum 2700 RPM (Red Radial)
b. Manifold Pressure:
(1) Normal Operating 15.0 to 24.5 Inches Hg. Manifold Pressure (Green Arc)
c. Oil Temperature: MANEUVER LIMITS

(1) Normal Operating 75 to 240°F (Green Arc)
(2) Maximum 240°F (Red Radial) This is a normal category airplane. Acrobatic maneuvers, including spins,
are prohibited.
d. Oil Pressure:
(1) Minimum Operating 10 PSI (Red Radial) FLIGHT LOAD FACTOR LIMITS
(2) Normal Operating 30 to 60 PSI (Green Arc)
(3) Maximum 100 PSI (Red Radial) The design load factors are 150% of the following and in all cases, the struc-
ture exceeds design loads.
e. Cylinder Head Temperature:
(1) Normal Operating 200 to 460°F (Green Arc) At Design Takeoff Weight of 5500 Pounds:
(2) Maximum 460°F (Red Radial) a. Landing gear up, wing flaps 0°: +3.8G to -1.52G
f. Fuel Flow: b. Landing gear down, wing flaps 35°: +2.0G

(1) Minimum Operating 2.5 PSI (Red Radial)
(2) Normal Operating 0.0 Pounds per hour (3.4 PSI) to 155.0 Pounds FLIGHT CREW LIMITS
per hour (21.7 PSI (Green Arc)
(3) Maximum Operating 155.0 Pounds per hour (21.7 PSI) (Red Radial) Minimum flight crew is one pilot.
WEIGHT LIMITS OPERATION LIMITS
Maximum Takeoff Weight: 5,500 Pounds The standard airplane is approved for day and night operation under VFR
conditions. With the proper optional equipment installed, the airplane is ap-
Maximum Landing Weight: 5,400 Pounds proved for day and night IFR conditions.
Maximum Zero Fuel Weight: 4,900 Pounds
Maximum Weights in Baggage Compartments:

a. Left and Right Wing Lockers - 120 pounds each.
b. Nose Bay - 350 pounds less installed optional equipment.
c. Aft Cabin (Station 89 to Station 109) - 200 pounds.
d. Aft Cabin (Station 109 to Station 132) - 160 pounds.

310R USER GUIDE SECTION 8 - FAQ & TROUBLESHOOTING 8-1
Section 8
FAQ & Troubleshooting Introduction
Section 8 - concise solutions to often
encountered problems!
Table of Contents
Visuals 8-2
Startup 8-2
Avionics 8-2
Flight 8-2
Troubleshooting 8-2
Maintenance 8-3
Miscellaneous 8-3
Installation 8-3
Visuals Avionics
Q. How do I make the tablet disappear? Q. Why does the tablet show a black screen when turned on?
A. Click on the tan column to the left of the tablet to show or hide the tablet. A. The background intensity is probably set to zero. Rotate the light dial marked
“RADIO” on the right of the side panel to adjust the brightness.
Q. How can I change the brightness of the tablet?
A. Rotate the light dial marked “RADIO” on the right of the side panel to adjust Q. Why doesn’t the transponder turn on?
the brightness. A. It could be turned off (it has separate on/off buttons), or it may be set so
that the backlighting is turned too far down. Rotate the light dial marked “RA-
Q. Can I make the copilot and passengers disappear? DIO” on the right of the side panel to adjust the brightness.
A. Select “Hide Avatars” on the bottom right-hand set of options on the ‘Con-
figuration’ page of the tablet. Q. Why can’t I click on some of the icons on the screen with my TDS 750Xi?
A. This happens when you also have the PMS50 GTN750 product installed
Q. Why doesn’t my custom registration show up on my custom livery? (free or payware) alongside the TDS 750Xi. You must disable the PMS50 to ac-
A. Check the “Show User Reg?” checkbox on the Options tab of the tab- cess the TDS icons.
let to show the custom registration number on the side of the airplane.
Important: This will display the current registration on ANY livery, so don’t Q. Why are some real world functions missing or incorrect in some of the
check this for any livery that already has its registration painted on the side or avionics?
the custom display will show over the painted one. A. We are using the standard Asobo avionics for the transponder, autopilot,
ADF, GNS530 and GNS430, as well as the simple radios. These, in their current
Startup state, have bugs and lack features to make them fully realistic. For example,
the ARM button on the KAP140 autopilot doesn’t work like it does in real life.
Q. Why doesn’t the sim’s weight dialog show data I entered on the tablet? The GNS530/430 are currently unrealistic in their default form, and we
A. This is a known MSFS simulator bug. recommend the freeware product from PMS50 to replace them. Unfortunately,
That dialog doesn’t read the existing data from the payload stations but in- we are unable to offer support for these units.
stead starts from the default data coded in the aircraft’s configuration.
Flight
Q. What’s the big red line on the sim’s weight dialog (a max payload of
19,711)? Q. What is the correct elevator trim setting for takeoff?
A. We believe it’s related to the bug mentioned in the answer above. It does A. Place the trim indicator at the aft end of the white zone, or at a 0.0 indica-
show up on some other aircraft than the 310. tion on the elevator trim tooltip. A load with heavy passengers in the middle
A good rule is to use the tablet to fill passenger seats and baggage, or use the and rear seats may require the trim to be slightly forward (like in the middle of
sim’s payload and fuel dialog, but not mix using them. the white area) to compensate for the aftward CG.
Q. Why aren’t the state of my switches and dials being saved and re- Q. Why does the airplane sometimes want to rotate on its own?
stored? A. You are likely waiting too long to put back pressure on the yoke, allowing
A. Remember, partial state (the tablet options and some visibility options like airspeed to build up too quickly. Rotate just as the airspeed reaches 90 knots,
the yokes) is saved and restored for every livery. But full state is only saved or slightly above, and no later than 100 knots.
and restored for liveries you chose to “own” on the tablet options. Even if you
own the aircraft, state is NOT saved if you are in the air, or on the ground with Q. Why is the airplane a bit “twitchy” at low airspeeds (like on landing)?
your engines running. State is only saved when you exit the aircraft by return- A. This is a characteristic of the real 310R. It will be made more intense by an
ing to the main menu when on the ground with the engines off. This is the aft CG setting.
only valid condition for an owned aircraft following a flight; anything else is
assumed to be an aborted flight with no state saved.
Q. Why do the struts seem so stiff on touchdown? Q. I have a bulb burned out in the cockpit. How do I fix it?
A. The real 310R aircraft has stiff struts making the landing feel rather “solid”. A. Go to the Status page on the tablet, with your power off and parked, and click on
the ‘INSPECT’ button. You should get a “DEFECTS FOUND” reply. Click on “Repair” to
Q. How can the passenger comfort index decline when the cabin is comfort- fix the bulb(s). You should get a “ALL DEFECTIVE ITEMS REPLACED” message. Test
able? the bulb now, it should work.
A. There’s more to comfort than just temperature. Other factors that can drive it
downward are: Q. What is the difference between ‘Repair’ and ‘Overhaul’?
1. Excessive rate of climb or descent A ‘Repair’ only fixes currently defective items. Components that are weak but not
(greater than 1000 FPM for more than 30 seconds duration), yet defective (safely in the green sone) are not repaired.
2. Excessive bank angles (greater than 35 degrees), An Overhaul fixes everything but it can take a significant delay to do it.
3. Negative G’s (pushing the nose over forcefully.
Q. Are there any tablet parameters I can edit myself outside the sim?
Q. Why did my engine sputter (or quit) when I switched fuel tanks? A. Unfortunately, due to current limitations within MSFS, we are unable to expose
A. You must turn the auxiliary fuel pumps to LOW (down) when switching tanks. these settings.
Q. Why doesn’t the analog EGT gauge on the co-pilot side show accurate EGT? Miscellaneous
It’s zero until the engine is at least half power.
A. The EGT gauge we’re accurately simulating only measures the top 250°F degrees Q. How can I tell if a failure was triggered by the failure system in the 310R?
of the EGT range. It will register zero otherwise. It’s used to adjust mixture setting A. You can, but it takes a bit of work. After your flight. check the contents of the
during cruise by moving the lever until the needles register their highest setting following folder:
then adjusting for 25°F lower (for lean-of-peak) or for 25°F higher (for rich-of-peak)
cruise. Microsoft Store Version:
C:\Users\[username]\AppData\Local\Packages\Microsoft.
Q. Why won’t the propellers unfeather when I restart the engine? FlightSimulator_8wekyb3d8bbwe\LocalState\packages\milviz-aircraft-310\work
A. The unfeathering procedure is an exact sequence documented on p. 5-4. The
most important thing is that you must restart the engine first before you move the Steam version:
prop out of the feather position. Once the engine is running again, smoothly move C:\Users\[username]\AppData\Roaming\Microsoft Flight Simulator\Packages\milviz-
the prop up out of the feather position, then adjust the throttle from its start posi- aircraft-310\work
tion to the desired setting for flight.
Look for a file named: Logs_[registration number]_Failures.log
Maintenance Open up that file and if a failure or failures were triggered on that flight, you’ll see
the message to that effect, listing the nature of the failure and the time it occurred.
Q. Why do I get ‘Defective Items Found’ after an inspection when all bars are Failures not yet triggered won’t show of course. Your last flight will be listed at the
green? bottom of this log, which records all flights you’ve made with this livery.
A. The green bars only show you the critical aircraft systems, not every component
that can be weak or broken. If the button changes from “Inspect” to “Repair” and Installation
the bottom message indicates “DEFECTS FOUND” then you should always click on Q. How can I fix a ‘specified filepath is too long’ installer error?
the Repair button even if it’s only one little light bulb burnt out. A. This is caused by symbolic linking. To remedy, you have a choice:
If you get the message “NO DEFECTS FOUND” there’s no need to repair (but you can • Disable the linking addon
still click the gear icon next to any critical system’s bar to bring it to max.) • Modify your OS. Use the internet to find a solution that works with your
system. There are a number of methods available and not all of them are
guaranteed to resolve the issue. e.g. Maximum Path Limitation
310R USER GUIDE SECTION 9 - HARDWARE BINDINGS 9-1
Hardware Inputs
Any input other that these listed uses standard MSFS input signals, any output
other than these listed uses standard MSFS A: variables.
Input
Control Variable Values
Fuel Tank Gauge Selector Switch (L:C310_SW_FUEL_IND, enum) 0=Up, 1=Center, 2=Down
NAV Selector Switch (L:C310_SW_NAV_SELECTOR, bool) 0=Up, 1=Down
Left Fuel Selector (L:C310_SW_FUEL_SEL_LEFT, enum) 0=Opposite Main, 1 =Main, 2=Aux, 3=Off
Right Fuel Selector (L:C310_SW_FUEL_SEL_RIGHT, enum) 0=Opposite Main, 1 =Main, 2=Aux, 3=Off
Storm Window (L:C310_Window_OPEN, number) 0-100
Passenger Door (L:C310_Handle_Position, bool) 0=Closed, 1=Locked
Landing Light Switch (L:C310_SW_LIGHTS_LANDING, enum) 0=On & Extend, 1=Off, 2=Retract
Left Cowl Flaps Lever (L:C310_SW_COWL_LEFT, enum) 0-100

Right Cowl Flaps Lever (L:C310_SW_COWL_RIGHT, enum) 0-100
Left Alternate Air Lever (L:C310_SW_ALTERNATE_AIR_LEFT, enum) 0-100

Right Alternate Air Lever (L:C310_SW_ALTERNATE_AIR_RIGHT, enum) 0-100
Left Fuel Pump Switch (L:C310_SW_FUEL_PUMP_LEFT, enum) 0=Up ,1=Center ,2=Down

Right Fuel Pump Switch (L:C310_SW_FUEL_PUMP_RIGHT, enum) 0=Up, 1=Center, 2=Down
Primer Switch (L:C310_SW_PRIMER, enum) 0=Left, 1=Center, 2=Right
Left Alternator Switch (L:C310_SW_ALTERNATOR_LEFT, bool) 0=Off, 1=On

Right Alternator Switch (L:C310_SW_ALTERNATOR_RIGHT, bool) 0=Off, 1=On
Left EDM Left Button (L:C310_SW_EDML_L, bool) 0=Off, 1=On

Left EDM Right Button (L:C310_SW_EDML_R, bool) 0=Off, 1=On
Right EDM Left Button (L:C310_SW_EDMR_L, bool) 0=Off, 1=On
Right EDM Right Button (L:C310_SW_EDMR_R, bool) 0=Off, 1=On
Control Variable Values
De-ice Wing Lights (L:C310_SW_LIGHTS_DEICE, bool) 0=Off, 1=On
Windshield De-Ice (L:C310_SW_DEICE_WINDSHLD, bool) 0=Off, 1=On
Surface De-ice Switch (L:C310_SW_DEICE_SURFACE, enum) 0=Actuate, 1=Off, 2=Surface (Auto)
Defrost Control Dial (L:C310_SW_DEFROST) 0-100
Temp Control Dial (L:C310_SW_TEMP_CONTROL) 0-100
Cabin Air Dial (L:C310_SW_CABIN_AIR) 0-100
Forward Cabin Air Dial (L:C310_SW_FWD_CABIN_AIR) 0-100
Heater Switch (L:C310_SW_HEATER, enum) 0=Up, 1=Center, 2=Off
Flight Instrument Intensity Dial (L:C310_SW_LIGHTS_FLT_INST, enum) 0-100
Radio Backlight Intensity Dial (L:C310_SW_LIGHTS_RADIO, enum) 0-100
Engine Instrument Intensity Dial (L:C310_SW_LIGHTS_ENG_INST, enum) 0-100
Side Panel Intensity Dial (L:C310_SW_LIGHTS_SIDE, enum) 0-100
Emergency Alternator Switch Cover (L:C310_SW_COVER_EMG_ALT_FLD, bool) 0=Closed, 1=Open
Emergency Avionics Switch Cover (L:C310_SW_COVER_EMG_AVN_PWR, bool) 0=Closed, 1=Open
Emergency Alternator Switch (L:C310_SW_EMG_ALT_FLD, bool) 0=Off, 1=On
Emergency Avionics Switch (L:C310_SW_EMG_AVN_PWR, bool) 0=Off, 1=On
Engine Crash Bar (L:C310_Engine_Crash_Bar, bool) 0=Up, 1=Down
Electrical Crash Bar (L:C310_Electrical_Crash_Bar, bool) 0=Up, 1=Down

Output
Indicator Variable Range
Airspeed Needle (L:C310_Airspeed_Indicated, knots) 0-300
Ammeter Needle (L:C310_ELEC_AMMETER_NEEDLE, number) 0-150
Analog EGT Gauge (L:C310_ENG_EGT1, number) 0-250 (top 250F of EGT)
Left Manifold Pressure (L:C310_ENG_MANIFOLD_PRESSURE_1, number) 0-35

Right Manifold Pressure (L:C310_ENG_MANIFOLD_PRESSURE_2, number) 0-35
Left CHT (L:C310_ENG_CHT1, number) 0-500

Right CHT (L:C310_ENG_CHT2, number) 0-500
Left Fuel Flow (L:C310_Fuel_Flow_Left, number) 0-160

Right Fuel Flow (L:C310_Fuel_Flow_Right, number) 0-160
Left Fuel Quantity Gauge (L:C310_FUEL_DISP_L, number) 0-50

Right Fuel Quantity Gauge (L:C310_FUEL_DISP_R, number) 0-50
Left Oil Pressure (L:C310_ENG_OIL_PRESSURE_1, number) 0-120

Right Oil Pressure (L:C310_ENG_OIL_PRESSURE_2, number) 0-120
Suction Gauge (L:C310_SUCTION, number) 0-6
Left RPM Gauge (L:C310_ENG_RPM_1, number) 0-3500

Right RPM Gauge (L:C310_ENG_RPM_2, number) 0-3500
Left Oil Temperature (L:C310_ENG_OIL_TEMPERATURE_1, number) 0-100

Right Oil Temperature (L:C310_ENG_OIL_TEMPERATURE_2, number) 0-100
Outside Air Temperature (L:C310_OAT, number) -105 to +105

310R USER GUIDE CREDITS
Blackbird Team
Dutch Owen
Jim Stewart
Milos Milutinovic
Colin Pearson
Oisin Little
D’Andre Newman
Steve McNitt
John Moore
Lea Namsavanh
Brandon P
Sound Design
Mike Maarse - SimAcoustics
Testers
Cornay Sinac
Dihedral
David Michael Edwards
Jack Cannon aka CannonousCrash
Jaroslaw Kowalczyk
Mike Cameron
qqwertzde
Ryan Butterworth
Timothy Swindle aka azflyboy
Venom
zkdos
Matthias Hanel

310R User Guide

Uploaded by

Copyright:

Available Formats

310R User Guide

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

310R User Guide

Uploaded by

Copyright:

Available Formats

310R

This software is an artistic representation of the subject matter.

NOTE: THIS GUIDE IS NOT TO BE USED FOR

Section 1 - Installation & Configuration

System Requirements 1-2

Installation Instructions 1-3

Post Installation Tasks 1-5

• Microsoft Flight Simulator 2020 Storage:

• Joystick, yoke, or other gaming controller (a

• 3.0 GHz quad core processor required (higher

As with other flight simulator add-ons, pre-

Failure to temporarily disable antivirus soft-

Using the Windows File Explorer (or file compres-

Once unzipped, you may begin installation by

Install Location Review and Install

This screen allows final revision before committing to the install.

• It may be worthwhile to backup or save a copy of

Updating your Aircraft

To update the Blackbird 310R:

• Back up any custom liveries and files

From time to time, Microsoft will update the MSFS

EFB Tablet 2-2 Keeping it Clean 2-8

Configuration 2-3 Options 2-9

External Configuration 2-3 Avionics Suite 2-9

Fuel 2-6 Aircraft Ownership 2-21

Trim Input Sensitivity Slider 2-7 Individualize 2-22

• The options on these, and all other, pages apply only to

• All state information about each airplane, and all options,

• Options on the Configuration on p. 2-3) and Options

• The aircraft’s fuel and the state of its systems and

(see p. 2-11 for a description of the difference between

Passenger Seating and Baggage/Cargo

Passenger Comfort Index

Passenger Comfort Index Continued

The Blackbird 310R is a fuel-injection airplane; it does not have a carburetor.

Elevator Trim Input Sensitivity Slider

• Radio Navigation: This is similar to what might be installed from the

• Asobo GNS530/430: In addition to the dual COM/NAV radios and the

• TDS GTN750X: For owners of this avionics simulation, enable it by

IMPORTANT NOTE ABOUT 3rd PARTY AVIONICS:

Custom Tail Number

IMPORTANT NOTE ABOUT CUSTOM REGISTRATIONS.

Microsoft Flight Simulator allows a customized registration number to be entered which

Individualization Engine Realism

Warnings About Engine Start Understanding the Fuel Pumps

Systems Realism Wear and Tear

Failure Identification Code Chart

001 - Phase 1 Preflight CB pops

If you click on “Inspect”, an inspection will be performed (a process that

The effect of other options when you choose “Owned”:

Wear and Tear

Default Aircraft Option

We hope you enjoy flying your new-to-you Blackbird 310R!

Cabin Overview 3-2 This section will make frequent

This panel contains, from left to right, the Auxiliary

The upper center panel area contains the com-

The lower center panel, immediately above the

The center pedestal is topped by the Throttle

Pilot’s Lower Switch Panel

1 Located in the center of this pan-