VERSION 1.0 INTRODUCTION 1-7 COCKPIT 2-12 …

VERSION 1.0

INTRODUCTION 1-7

COCKPIT FAMILIARIZATION

2-12

DETAILED DESCRIPTION

3-23

FLIGHT 4-58

WEAPONS 5-71

ABNORMAL PROCEDURES

6-85

SUPPORT 6-90

GLOSSARY 6-91

FLIGHT MANUAL

F-22A RAPTOR

APRIL 2021

AOA SIMULATIONS F-22A FLIGHT MANUAL

1-2 Version 1.0


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CONTENTS CHAPTER 1 - INTRODUCTION .................................................................................. 1-7

1.1 WHAT IS THE F-22A RAPTOR AND WHAT CAN IT DO? .................................... 1-7

1.2 INSTALLATION ........................................................................................................ 1-10

1.3 SIMULATOR SETUP ................................................................................................ 1-10

1.4 HOTAS SETUP .......................................................................................................... 1-11

CHAPTER 2 - COCKPIT FAMILIARIZATION ........................................................... 2-12

2.1 HUD [1]....................................................................................................................... 2-13

2.2 HELMET MOUNTED DISPLAY (NOT SHOWN) .................................................. 2-13

2.3 MASTER WARNING AND MASTER CAUTION LIGHTS [2].............................. 2-13

2.4 NAV/COM [3] ............................................................................................................ 2-13

2.5 UP FRONT CONTROL [4] ........................................................................................ 2-13

2.6 BACKUP DISPLAY [5] ............................................................................................. 2-13

2.7 MULTI FUNCTION DISPLAYS [6-9] ...................................................................... 2-13

2.8 SWITCHES ................................................................................................................. 2-14

2.8.1 ELECTRICAL PANEL ....................................................................................... 2-14

2.8.2 FLIGHT CONTROL SYSTEM TEST ................................................................ 2-15

2.8.3 FUEL SHUTOFF SWITCHES ............................................................................ 2-15

2.8.4 FUEL DUMP BUTTON ...................................................................................... 2-16

2.8.5 AUTO SYSTEMS LOGIC SWITCHES ............................................................. 2-16

2.8.6 FLAPS.................................................................................................................. 2-17

2.8.7 LANDING GEAR ............................................................................................... 2-17

2.8.8 SPEED BRAKES................................................................................................. 2-18

2.8.9 AUTO GROUND COLLISION AVOIDANCE SYSTEM ................................. 2-18

2.8.10 APU START PANEL .......................................................................................... 2-19

2.8.11 ENGINE START SWITCH PANEL ................................................................... 2-19

2.8.12 AB LOGIC ........................................................................................................... 2-20

2.8.13 BRAKE WITH STICK ........................................................................................ 2-20

2.8.14 DOORS & HELMET PANEL ............................................................................. 2-21

2.8.15 IFF ........................................................................................................................ 2-21

CHAPTER 3 - DETAILED DESCRIPTIONs .............................................................. 3-23


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3.1 HUD ............................................................................................................................ 3-23

3.2 UP FRONT CONTROL .............................................................................................. 3-25

3.2.1 BUTTONS, ANIMATED OR STATIC? ............................................................ 3-25

3.2.2 NAVIGATION SOURCE SELECT .................................................................... 3-26

3.2.3 QUICK ACCESS BUTTONS ............................................................................. 3-26

3.2.4 ATC (AIR TRAFFIC CONTROL) ...................................................................... 3-26

3.2.5 GRND CREW (GROUND CREW) .................................................................... 3-27

3.2.6 IAS/MACH .......................................................................................................... 3-27

3.2.7 CHK LST (CHECKLIST) ................................................................................... 3-27

3.2.8 QRA (QUICK REACTION ALERT) .................................................................. 3-27

3.2.9 BAY DRS (BAY DOORS) .................................................................................. 3-27

3.2.10 AVI TAB ............................................................................................................. 3-27

3.2.11 LOG ..................................................................................................................... 3-28

3.2.12 MAP ..................................................................................................................... 3-28

3.2.13 R2C ...................................................................................................................... 3-28

3.2.14 2D/3D ................................................................................................................... 3-29

3.2.15 TST (TEST) ......................................................................................................... 3-29

3.2.16 FX ........................................................................................................................ 3-29

3.2.17 THUMB WHEELS .............................................................................................. 3-29

3.2.18 NAVIGATION SOURCE SELECT KNOB ....................................................... 3-30

3.3 AUTOPILOT .............................................................................................................. 3-31

3.3.1 AP BUTTON ....................................................................................................... 3-31

3.3.2 SRVO BUTTON .................................................................................................. 3-31

3.3.3 LOC/VOR BUTTON ........................................................................................... 3-31

3.3.4 G/S BUTTON ...................................................................................................... 3-32

3.3.5 AUTOPILOT COMMANDS............................................................................... 3-33

3.3.6 SPEED (SPD) ...................................................................................................... 3-33

3.3.7 APPROACH POWER COMPENSATION (APC) SPD SUB MODE................ 3-35

3.3.8 ALTITUDE (ALT) .............................................................................................. 3-35

3.3.9 VERTICAL SPEED (VS) .................................................................................... 3-35

3.3.10 TERRAIN FOLLOWING ................................................................................... 3-36

3.3.11 TERRAIN AVOIDANCE SUB MODE .............................................................. 3-37

3.4 NAV / COM SELECT PANEL .................................................................................. 3-38


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3.4.1 SOFT KEYS ........................................................................................................ 3-38

3.4.2 TACAN ................................................................................................................ 3-39

3.4.3 AIRCRAFT SYSTEM STATUS DISPLAY ....................................................... 3-39

3.5 LEFT MULTI FUNCTION DISPLAY (MFD) .......................................................... 3-43

3.5.1 START YOUR ENGINES .................................................................................. 3-45

3.5.2 T/W RAT ............................................................................................................. 3-45

3.6 CENTER COLOR MOVING MAP ............................................................................ 3-49

3.7 RIGHT MULTIFUNCTION DISPLAY ..................................................................... 3-50

3.7.1 FIRST PAGE ....................................................................................................... 3-50

3.7.2 CHECKLIST MODE ........................................................................................... 3-50

3.7.3 BATTERY CHARGE STATUS.......................................................................... 3-51

3.7.4 FCS TEST MODE ............................................................................................... 3-51

3.7.5 LOW SPEED DISPLAY MODE......................................................................... 3-52

3.7.6 HIGH SPEED MODE.......................................................................................... 3-53

3.7.7 SECOND PAGE .................................................................................................. 3-54

3.8 BOTTOM CENTER MFD .......................................................................................... 3-56

CHAPTER 4 - FLIGHT ............................................................................................... 4-58

4.1 PRE-FLIGHT AND ENGINE START ....................................................................... 4-58

4.2 TAKEOFF ................................................................................................................... 4-62

4.3 FLIGHT BELOW 12K................................................................................................ 4-64

4.4 FLIGHT ABOVE 50K ................................................................................................ 4-65

4.4.1 MANEUVERING ................................................................................................ 4-66

CHAPTER 5 - WEAPONS ......................................................................................... 5-71

5.1 HOW TO CONFIGURE YOUR CONTROLS ........................................................... 5-75

5.2 GUN MODE ............................................................................................................... 5-77

5.3 TARGET TRACK MODE .......................................................................................... 5-78

5.4 MISSILE (A2A) MODE ............................................................................................. 5-79

5.5 BOMB (A2G) MODE ................................................................................................. 5-79

5.5.1 CHAFF AND FLARES ....................................................................................... 5-81

5.6 REFUELING ............................................................................................................... 5-82

5.6.1 GROUND REFUELING (GFR) .......................................................................... 5-82

5.6.2 "VIRTUAL" IN-FLIGHT REFUELING ............................................................. 5-82

5.6.3 IN-FLIGHT REFUELING FROM AI PLANES ................................................. 5-83


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CHAPTER 6 - ABNORMAL PROCEDURES ............................................................. 6-85

6.1 IN-FLIGHT ENGINE SHUT DOWN AND RESTART ............................................ 6-85

6.1.1 OVERVIEW ........................................................................................................ 6-85

6.1.2 R2C PLUG-IN LOGIC WITH IN-FLIGHT ENGINE SHUTDOWN ................ 6-85

6.2 AUTO GCAS FLIGHT TEST .................................................................................... 6-86

6.2.1 OVERVIEW ........................................................................................................ 6-86

6.2.2 TEST THE SYSTEM TO BUILD CONFIDENCE............................................. 6-86

6.3 APPROACH AND LANDING ................................................................................... 6-88

6.3.1 OVERVIEW ........................................................................................................ 6-88

6.3.2 APPROACH POWER COMPENSATION MODE ............................................ 6-89

APPENDIX 1 - GLOSSARY ....................................................................................... 6-91


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F-22A RAPTOR

CHAPTER 1 - INTRODUCTION

1.1 WHAT IS THE F-22A RAPTOR AND WHAT CAN IT DO?

The F-22 Raptor is the US Air Force's premier fighter jet with flight performance that surpasses

all others. It was designed from the start to "super cruise", which the Air Force defines as

cruising without the use of afterburners at supersonic speeds of at least Mach 1.5 or more. The

Raptor can cruise faster than Mach 1.5 above 12,000 ft without using afterburners.

Raptor pilots describe the jet as a "spaceship". It routinely cruises above 45,000 ft the way other

fast jets operate at 30,000 ft. On average the Raptor climbs 50% faster, flies 50% higher and

cruises 50% faster than other "fast" jets, all without using its afterburners. The jet achieves this

performance by carrying all its fuel and weapons internally. While other jets have to carry

external fuel tanks and have wing pylons to carry their missiles and bombs a combat loaded

Raptor always has a clean exterior.

The Raptor is big and heavy; it weights 43,000 pounds empty and carries 18,500 pounds of fuel

internally but it also has a huge wing and two very powerful engines. With 6 radar guided

missiles and 2 infrared guided missiles carried out of sight in four separate internal weapon bays

it has a normal takeoff weight of around 64,000 pounds. While that seems like a lot, ~ 30% more


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than a similarly armed F-15 Eagle, The F-22 has a very large wing with 840 square feet of

surface area. Divide 64,000 by 840 and you get a wing loading of 76 pounds per square foot. The

F-15's wing loading is ~ 80 lbs./ft sq. At combat weight, with 50% fuel remaining the

corresponding wing loadings are 65 for the Raptor and 66 for the Eagle.

What about power? The Raptor's two Pratt & Whitney F-119 engines produce 26,000 pounds of

non-afterburning thrust, each. Non-afterburner thrust is referred to as "dry" trust. When the

afterburners are engaged thrust is referred to as "wet." This goes back to the days when water

was injected into a reciprocating engine's carburetor to increase air density and power, but only

while the water supply lasted. Today's afterburners are rarely time limited.

The F-119 engine is referred to as a "35,000 pound thrust class" engine. Observed flight

performance at air shows would suggest more thrust with afterburner than just 70,000 pounds

total from the Raptor two engines. Other low by-pass turbofan fighter engines produce ~ 50%

more thrust in afterburner than the engine produces without the afterburner engaged. By applying

the normal 50% increase from afterburner (AB) use to the F-119s dry thrust rating I have set this

model's total thrust with AB at 39,000 pounds per engine. The F-15 Eagle's engines each produce

just 16,000 lbs. dry and ~ 24,000 lbs. wet thrust, so the Raptor's engine produces more dry thrust

than an Eagle's engine in full AB.

OK, so the Raptor is powerful and fast, but how does it do on a gallon of gas?

A low-bypass ratio fighter turbofan engine is nothing like the high-bypass turbofan engines

found on commercial airliners. Only about 10 to 20% of the air that enters a fighter engine

bypasses the core and gets remixed with the accelerated core jet stream at the back of the engine

before exiting the exhaust nozzle. That 80-90% of the air entering the engine core is what gets

mixed with fuel and burned.

By comparison, a commercial high-bypass ratio engine's extra-large fan pushes 5 to 6 times as

much air past the core as enters into the core to be mixed with fuel and burned. That huge

amount of bypass air gets remixed with the relatively small amount of accelerated core stream at

the back of the engine, cooling and quieting the resulting mixture so that commercial fan jet

engines are quiet by comparison to military fighters.

I like the noise though. I prefer the noise. On this model you get the noise. The sound comes

from burning lots and lots of jet fuel and a professionally developed FMOD sound package. This

is the first time we have sprung for a professional sound package but we thought the Raptor

deserved it. So do you. SimAcoustics (www.simacoustics.com) developed the package for us and

we think you will enjoy the noise. If you have ever watched a YouTube video of the Raptor

doing an air show routine you will hear all those unique sounds with this model, from the Stored

Energy System (SES) snort, shush sound to start the APU to the turbine screech when initial

throttle is added, from the rushing sound of airflow over the wings when you put G's on the jet to

your crazy G strain grunting as try to remain conscious pulling nine sustained G's. It's all here in

the dynamic SimAcoustics HD FMOD sound package.


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The Raptor's twin engines burn literally "tons" of jet fuel, around .861 pounds of fuel for every

pound of non-afterburning thrust produced and 1.29 pounds in afterburner. Multiply those

numbers by 26,000 and 39,000 and you get 22,386 and 50,310 pounds of fuel burned per hour,

PER ENGINE! Thank God for in-flight refueling. That percentage of fuel burned per pound of

thrust produced is called "specific fuel consumption" or SFC.

I display all the Raptor's fuel quantity and consumption rate information on the left MFD.

Knowing those numbers in real time helps you decide whether to economize or say "to heck with

it" and burn whatever you've got while you've got it and either land and get more fuel or, better

yet, stay in the air and refuel in-flight. In later sections of this Flight Manual, I will tell you all

about the cockpit displays and in-flight refueling options. For now, I just want to enthuse about

the jet!

The Raptor cruises up high. FL55 is the highest you can fly on autopilot. You can fly higher but

only with the autopilot altitude hold turned off. Expect to burn ~ 10 thousand pounds of fuel per

hour up there and cruise at Mach 1.5+ for about an hour on internal fuel. Indicated airspeed will

only be around 300 knots but true air speed; the rate at which you are actually traveling through

the air is more like 850 knots! That is how far you will travel before you need more gas. By the

way, 300 knots indicated airspeed is the slowest airspeed you should fly the Raptor unless you

are on approach to landing, with gear and flaps down.

You can see a lot of the country in the US from FL55 ft at 850 knots. In some parts of the world,

you will travel across several countries. Don't worry though; no one will know you are there. No

one can see you on radar and you are too high up for anyone to see you with the naked eye. All

airline traffic is well below you. Only a few business jets are certified to fly up to FL51. Above

FL50 the Raptor is cleared to fly Mach 2 on autopilot. Maximum speed is Mach 2.25, but you

have to disengage the auto throttle because it will not allow that speed under autopilot control.

Getting down from that altitude can take a long time if you use the autopilot. The maximum

vertical climb and decent rate on autopilot is limited to 5,000 feet per minute. That is 10 minutes

to get down FL55. That is too long for me! I am impatient. A better way to get down is to enter

5,000 ft AGL into the Up Front Control terrain following clearance height window and press in

the AP, SRVO and TF buttons. The jet will descend like a rock and automatically level off at

5,000 ft above whatever terrain is below you at the bottom of the dive. If you are really brave, try

setting an even lower AGL altitude in the display window and get the thrill of your life.

The Raptor is fast down low too. Below 12,000 ft MSL the jet is limited to Mach 1.20 but that is

pretty fast. You do not need to use the afterburners to maintain that speed. In fact, the jet is likely

to feel slow to you at anything less than supersonic speed. It does to me.

It is always amazing to me how quickly you get used to high speeds and high altitudes once you

start flying the Raptor. It is simply an amazing aircraft.


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1.2 INSTALLATION

The installation is fairly simple, as is any aircraft for X-Plane.

• Locate the Aircraft folder inside your X-Plane installation folder.

• Create a new AOA Simulations folder inside the Aircraft folder.

• Extract your downloaded file and copy the F-22A Raptor 1.0 folder to your X-Plane

Aircraft/AOA Simulations folder.

1.3 SIMULATOR SETUP

In General tab, flight models per frame, we recommend 4 or more for smooth handling in flight.

In Joystick tab, control sensitivity, move all control response sliders all the way to the right for

maximum fine grain control near controls center. Stability augmentation sliders ~ 20%


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We also recommend the installation of the AviTab plugin:

https://forums.x-plane.org/index.php?/files/file/44825-avitab-vr-compatible-tablet-with-pdf-viewer-

moving-maps-and-more

1.4 HOTAS SETUP

This F-22A simulation works best with a Hands On Stick and Throttle (HOTAS) system. Please

assign the following commands to your joystick buttons. The actual buttons shown are only

suggestions:

1. Pitch (UP/DN)

Aileron trim (LT/RT)

2. Rudder controls if no rudder

pedals available

3. Fire selected weapon

4. Next / previous weapon mode

(UP/DN)

Next / previous target (LT/RT)

5. Drop chaff

Drop flares

6. Target camera pointer in GPS

7. Fire gun

8. Toggle between 2D and 3D

cockpit

9. Pause simulation

https://forums.x-plane.org/index.php?/files/file/44825-avitab-vr-compatible-tablet-with-pdf-viewer-moving-maps-and-more

https://forums.x-plane.org/index.php?/files/file/44825-avitab-vr-compatible-tablet-with-pdf-viewer-moving-maps-and-more


2-12 Version 1.0

CHAPTER 2 - COCKPIT FAMILIARIZATION

The Raptor cockpit is a top-secret place and no one who actually knows what everything really

looks like is going to tell us, or you. So we did our best to figure out for ourselves a logical

function for each display screen and cockpit switch.

The Raptor cockpit was developed during a transition period between the F-15 / F-16 era of

round dials, mechanical flight and engine instruments and individual radar and radar warning

displays and the latest generation, all glass cockpit with very few switches found in the current

F-35 Lightning II. For a quick familiarization refer to the picture above as you read the brief

descriptions of the main panel features on the next few pages.


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2.1 HUD [1]

The Raptor has a Head UP Display like the "teen" series fighters instead of the advanced Helmet

Mounted Display (HMD) like the F-35.

2.2 HELMET MOUNTED DISPLAY (NOT SHOWN)

A target cueing only helmet display (no flight data or horizon line) is currently being integrated

into the real Raptor fleet so we added that to this model.

2.3 MASTER WARNING AND MASTER CAUTION LIGHTS [2]

On either side of the HUD are two large Master Warning and Master Caution lights. The red

warning will light up for major issues like an engine fire while the yellow master caution alerts

you to relatively minor issues like autopilot disconnect, low fuel caution, generator not on or the

ejection seat not armed

2.4 NAV/COM [3]

The upper left display presents navigation and communication radio frequencies and allows you

to select the various radios using touch screen activation buttons. The status of various aircraft

systems is presented on the lower half of the Nav/Com display.

2.5 UP FRONT CONTROL [4]

The central Up Front Control (UFC) panel has autopilot setting and control buttons and a group

of 12 quick access buttons to help you quickly interact with the jet's systems. A clock/timer is

also part of the UFC.

2.6 BACKUP DISPLAY [5]

A backup display with flight data, artificial horizon and fuel quantity information occupies the

upper right corner of the forward panel.

2.7 MULTI FUNCTION DISPLAYS [6-9]

The left MFD has 2 pages with aircraft information on page 1 and navigation on page 2.


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The central display is an embedded G1000 color-moving map with several quick access buttons

available through the surrounding soft keys so that you do not have to pop-up or out the display

to access those functions.

The right MFD also has two pages. The first page has four modes: checklist, FCS test, low speed

and high speed. Page 2 on the right MFD is a radar situation display. It shows you a 360 view of

the AI planes you have loaded in the simulator and highlights which one you are tracking at the

moment.

The final cockpit display is a two page MFD located between your knees. It has dedicated engine

and fuel quantity information as well as a repeat of the right MFD high-speed page for when the

upper left and right MFD are set to their respective page twos.

This Flight Manual will go through each of these displays in more detail. This was just a brief

overview.

2.8 SWITCHES

There are a lot of switches in the Raptor cockpit compared to the F-35 but not as many as in an

F-15, F-16 or F/A-18. One of our primary goals in cockpit creation at AOA Simulations is to

have EVERY switch and control have an actual function in the simulator. There are NO dummy

switches there to "fill out" the cockpit and make it appear sophisticated. If it made it into the

model it has a function, you just have to learn what it is, hopefully before making a video and

sharing it online. If you don't know what a switch or control does, first read this Flight Manual. If

you don't find an answer here then ask a question on our AOA Simulations F-22 Raptor support

forum.

The next section will briefly cover each switch in the cockpit. I am going to move through the

cockpit from the left rear, going forward along the left side, across the cockpit to the forward

right and then back to the right rear corner. If you don't have access to the simulator and the

model I'll show you some close up screen shots of the switches so you at least know what they

look like. If you do have access to the simulator and model it would be the best initial training if

you would jump in the seat now and follow along. Real Raptor student pilots will have already

trained in the T-6A Texan II and T-38C Talon, then gone through several hundred hours of F-22

cockpit and system class room training before hopping in to a real jet, so consider yourself lucky

here and put just a little bit of effort in before you go fly. OK?

2.8.1 ELECTRICAL PANEL

We start by locating the electrical panel battery and avionics toggle switches near your left hip,

consistent with our other fast jets (the AOA Simulations F-35A, F-35B and T-7A). The electrical

panel is show below.


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With just the battery switch ON only the Nav / Com and Backup displays will come on.

With both the battery and avionics switches ON all the cockpit displays come on and a short

checklist appears on the left MFD to remind you of a few further switch decisions you have to

make before your flight. I will get to those in a minute thought. Carry on reading.

2.8.2 Flight Control System test

An FCS (Flight Control System) test switch is located next to the battery and avionics switches.

When switched ON the flight controls are put through a fully automated 90-second test routine to

verify the jet's readiness for flight. I will go into this more fully a little later after we start the jet's

engines.

2.8.3 Fuel Shutoff Switches

There are two fuel shutoff toggle switches, one for each engine, just forward of the battery,

avionics and FCS test switches. Red guards cover the switches. To access the switches you have

to lift the guard covers first. Once the engines are started flip the covers down to protect the

switches from being accidentally flipped OFF in-flight and shutting down your engines. A

picture of the switches is shown below.


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2.8.4 Fuel dump Button

The fuel dump/jettison button is used to reduce the aircraft's weight, if necessary, before landing.

That might be because of an engine failure right after a heavy weight takeoff requiring an

immediate emergency landing. Press the button in to start jetting fuel overboard from the fuel

jettison port under the left wing. When pressed in to activate the jetting process other things can

sometimes distract you and cause you to forget to stop the process. Fuel system logic

automatically stops the process for you when the fuel load gets down to 4,000 lbs.

2.8.5 Auto Systems Logic Switches

Four switches located outboard of the fuel switches control 4 of the 6 automated systems on this

jet. The systems are flaps, landing gear, speed brakes and the automatic ground collision

avoidance system. The four switches are show in the next screenshot.


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2.8.6 FLAPS

Raptor flaps are control by systems logic. This is how the Lockheed F-16 flaps operate and it

was continued on the F-22. Lockheed's F-35's are the same. There is no dedicated flap switch in

a Viper, Raptor or Lightning II cockpit. Some customers do not like this though and for them we

have added override switches.

Auto flaps logic switch is OFF by default so you have to toggle the switch to AUTO if you want

the logic to manage your flaps like on the real jet.

A flap mode status code (white FLAP = Flaps Auto system OFF, green ON) is located on the

Nav/Com display. This indicates flap logic, not flap operation. Flap operation is displayed in the

lower left side of the HUD.

2.8.7 Landing Gear

Raptor's landing gear can also be managed by systems logic on this model. If only this were so

on the real jet. Two Raptors have slid down runways on their bellies, one at Tyndall AFB and the

other at Fallon NAS, because their pilot's retracted the gear before establishing a positive rate of

climb.

The pilot at Tyndall AFB pulled the jet off the ground with aft stick after a touch and go landing

but didn't add power, so the jet settled onto the runway and slid several thousand feet to a stop.

(Now they are saying it was a chaffed wire that caused the crash?)


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The pilot at NAS Fallon did not heed Takeoff and Landing Data (TOLD) for the 4,000 foot MSL

airfield elevation and therefore did not correct his takeoff rotation and liftoff speeds. He rotated

early as well; even for a sea level takeoff and that compounded the problem. The jet was NOT

ready to fly, and didn't. It settled down on the runway and slid to a stop while the pilot shut down

the engines. Embarrassing.

The auto gear logic is OFF by default so you have to toggle the switch to AUTO if you want the

logic to keep you out of trouble with taxpayers.

2.8.8 Speed Brakes

The Raptor has flight control logic that deploys the aircrafts flight controls opposite each other to

act as speed brakes. The jet also has speed restrictions; some based on altitude and others

absolute limits. You can study the User Guide to learn what all these restrictions are, and commit

them to memory for later recall during your flight OR, you can flip a toggle switch one time,

now, and allow the system logic to keep you out of trouble. The logic will monitor your speed

and altitude and open and close the speed brakes to keep you from exceeding the limits.

The auto speed brake logic is OFF by default so you have to toggle the switch to AUTO if you

want the logic to help keep you within the published limits

2.8.9 Auto Ground Collision Avoidance System

The Raptor also has an Automatic Ground Collision Avoidance System (Auto GCAS). This

software is always operating in the back ground, monitoring your speed, radar altitude, gross


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weight, pitch and roll attitudes and rate of descent. When the math determines you are

approaching a dangerously high descent rate near the ground, green warning chevrons will begin

to converge to form an X in the HUD. A "time to ground impact" digital count down will also

display in the HUD. To override these warnings, pull back on the stick.

The auto GCAS logic is OFF by default so you have to toggle the switch ON if you want it to

help keep you from flying into the ground when you are distracted.

If the Auto GCAS system is left OFF it will say so in the HUD when otherwise the system would

be issuing warnings to pull up.

2.8.10 APU START panel

The APU start panel is forward and outboard of the throttles on the left side panel.

2.8.11 Engine Start switch panel

The engine start switches are forward of the throttles. The generator switches are back and

inboard from the engine start switches. Make a note of these locations so you are not searching

for them with the engine running. Two red cover guarded fire extinguisher buttons are located

here also. The guards work just like the fuel switch guards. Lift the guard to activate an

extinguisher to put out an engine fire.


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2.8.12 AB Logic

Afterburner logic works like the auto speed brake logic described earlier. It automatically shuts

off the after burners if the jet exceeds its speed limits, turning them back on again automatically

once you slow down below those limits.

The auto afterburner logic is OFF by default so you have to toggle the switch to AUTO if you

want the logic to help you avoid melting the engines or whatever happens when you exceed the

posted limits.

If you are not totally reckless and pay even moderate attention to what you are doing you will

hardly notice this logic because you won’t be busting the limits anyway, will you.

2.8.13 Brake with Stick

Decide whether or not you want to use our Brake with Stick (BWS) plug-in.

BWS releases the wheel brakes when you pull back on the control stick and reapplies the brakes

when you push forward on the stick. It is a convenient way of controlling brakes if you do not

have hardware rudder pedals and do not want to hunt for the right keyboard key while taxiing

around on a busy ramp. With BWS on and at ground speeds below 2 knots, pushing forward on

the stick applies the parking brake. Between 2 and 50 knots moderate to heavy anti-skid braking

is applied. Above 50 knots light anti-skid braking is applied. Anti-skid logic is part of the BWS

logic. If you turn BWS off you lose the anti-skid feature.


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The Brake With Stick plug-in is OFF by default so you have to toggle the switch to STICK if you

want the logic to help you during taxi and landing rollout by enabling anti-skid braking.

BWS is displayed in white text on the Nav/Com display when off. The text turns green when the

system is active. The BWS switch is show in the screen shot below.

2.8.14 DOORS & HELMET Panel

Canopy and IFR door switches are located on the DOORS panel. An automatic noise-canceling

switch for the pilot’s helmet is located outboard on the HELMET side of the panel. The panel is

shown below along with a glimpse of the BWS switch.

2.8.15 IFF

The Identification Friend or Foe (IFF) system is a special kind of military transponder. It works

just like a civilian transponder but also has its own special features. I wont go into those here

though. For our purposes just treat it like a normal X-Plane transponder. Turn the system ON

with the rotary select knob located aft of the control stick on the right side panel.

There are four positions: Off, Standby, ON and Test. When turned ON a Luneberg lense "beer

can" device will appear below the jets belly. This device enhances the radar signature of the jet


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and allows air traffic control radars to see you on their radar screens. To remain stealthy keep the

system turned OFF. A picture of the panel is shown below.

Some IFF codes and their meanings are listed in the chart below.

This ends your basic familiarization with the location of cockpit displays and switches. A more

detailed description of the cockpit and all its displays and features follows in chapter 3 below.


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CHAPTER 3 - DETAILED DESCRIPTIONS

3.1 HUD

The Raptor's cockpit is equipped with a large Head Up Display (HUD) to present aircraft

performance and navigation information. At top center is a box displaying the aircraft's magnetic

heading.

Magenta letters above the box are compass cardinal headings (N=North, NE=North East, etc).

The small number below the box is the 180-degree reverse heading.

If you have any wing speed/direction set in the simulator it will display in the upper right corner

of the HUD, otherwise that area is blank. At the top left is the distance to the next GPS

destination, in nautical miles. GPS distance is always displayed in the HUD.

In the center of the HUD is the GPS destination steering "tad pole;" a circle with a pointy stick

protruding from it. The stick rotates around the ball and always points toward the GPS

destination.

Indicated Air Speed (IAS) is displayed in a box on the left of the HUD, altitude in a box on the

right. A Jet's wings only “understand” IAS. Remember that. I will explain later.

On an ILS approach the outer, middle and inner marked beacon lights will display at the tip of

the airspeed box arrow as you pass over the top of each beacon.


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Angle of attack (AOA) and G force (G) are displayed directly above the IAS box.

Above .50 mach speed is display directly below the IAS box. Otherwise flap and landing gear

status is shown.

Rate of climb and rate of descent are displayed directly above and below the Altitude box on the

right side of the HUD. Climb and descent rates are in feet per minute.

On the ground or in the air above 2,500 feet AGL terrain elevation (TE) is displayed in the

bottom right corner of the HUD. Use this to set your standby altimeter to match the departure

airfield altitude before you takeoff.

In the center of the HUD is a little "w" that represents exactly where the aircrafts nose is

pointing. This little symbol and the flight path marker (FPM) clearly show you the difference

between where the jet's nose is pointing and the path through the air the jet is actually flying =

flight path. The difference is called Angle of Attack (AOA).

The Raptor is going to teach you a lesson or two about angle of attack.

The HUD can be turned OFF and the jet flown using only the cockpit displays.

Engine throttle % is shown on the bottom left when > 50%.

ATH is displayed below throttle % when Auto Throttle is engaged.

APC is displayed in place of ATH when the jet is below 1,000 AGL with the autopilot SPD hold

mode engaged.


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3.2 UP FRONT CONTROL

Directly below the HUD is a large Up Front Control panel.

The UFC is designed to give you quick access to information and model features without going

through the default X-Plane drop down menus. Use of drop down menus in the simulator detracts

from the sense of being "in the plane."

The HUD on/off toggle switch is at the top left corner of this panel.

The next buttons arrayed across the top of the UFC, from left to right, are mode select buttons for

the clock/timer, autopilot power, autopilot servos actuators, localizer and glide slope arming.

The FX button removes glare effects from the HUD and cockpit MFD glass surfaces.

3.2.1 Buttons, animated or static?

When you push on a button to activate a function some buttons stay in to show that the function

is activate. Autopilot buttons do this once you are airborne to help you see which autopilot mode

you are in. To deactivate the function you push on the button again and it pops out.

Other UFC buttons open or close a pop up panel so the button isn't animated because you can see

right away what it did and what will happen if you push on it again.


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3.2.2 Navigation Source Select

A navigation source select rotary knob is at the far right side of the top row of buttons.

Autopilot navigation source options are VOR stations tuned into the Nav1 radio, TACAN

stations selected on the TACAN radio or GPS destinations coded into the GPS receiver.

3.2.3 Quick Access Buttons

Twelve quick access buttons fill the lower left portion of the UFC. They are:

3.2.4 ATC (Air Traffic Control)

Before engine start, before taxi, before accessing the runway for takeoff, etc. you will need to

contact Air Traffic Control.

If you know the proper frequencies you can enter them yourself via the Nav/Com panel to the

left of the UFC. Select Com 1 or 2, enter a standby frequency and then "flip" it to the active

display field and you are set to communicate with whomever will listen to you.

Otherwise push the ATC button to bring up the X-Plane Air Traffic Control pop up panel and

auto tune the COM radio frequency by selecting from the available options.


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3.2.5 GRND CREW (Ground Crew)

Before you start engines, close the canopy or release brakes to taxi you need to ask your ground

crew to remove the boarding ladder, chalks and support equipment from around the jet. Use the

GRND CREW button to do the asking.

3.2.6 IAS/MACH

A toggle button for the autopilot airspeed display window

3.2.7 CHK LST (Checklist)

Accesses the default X-Plane checklist reader. She is a theatrically trained enunciation expert

who will read aloud the checklist items to you in perfectly pronounced spoken English. That is

what she told me anyway.

Click "Load New Checklist" will direct you to the F-22A Raptor root folder. Once there, open

the checklist subfolder. Double click on a checklist text file and it will load into the reader

control panel.

Click on the > button to hear the nice lady read aloud the first checklist item to you then, after

completing the checklist item click > again to hear the next item spoken out load to you. You

can figure out the rest.

Press CHK LST again to close the checklist reader.

3.2.8 QRA (Quick Reaction Alert)

Auto starts the auxiliary power unit (APU) and engines.

3.2.9 BAY DRS (Bay Doors)

Opens and closes the weapons bays doors independently of any weapons mode selection made

by your HOTAS switch.

3.2.10 AVI TAB

Pops up the AVI TAB plug-in tablet. You have to download the freeware AVI TAB plug-in and

install it yourself for this feature to work.


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3.2.11 LOG

Brings up the default X-Plane logbook for you to review you flight.

3.2.12 MAP

Brings up the default X-Plane sectional map. You can auto tune navigation radios (Except

TACAN codes) directly from the map by clicking on the various symbols.

3.2.13 R2C

R2c is our "roll to see" plug-in which moves the pilot POV camera to look into turns during taxi.

In-flight the camera looks into turns when you roll the wings and looks behind the jet when you

pull the nose up higher than 30 degrees above the horizon.

If you do not have a Track IR device or VR headset this plug-in turns the pilot's head camera in

the direction of turns while you taxi your jet to the runway, giving you a more dynamic feel and

helping you see where you are going. It works like the steerable headlights on some cars.

If you do have a Track IR device or VR headset our plug-in is automatically disabled.

Both our plug-in and your devices require command over the pilot camera data refs so you can

have one or the other but not both. You can understand that, right?

You have to be in the simulator's 3D cockpit mode for our plug-in to function. That's the cockpit

mode where you can pan the pilot's head camera around the 3D cockpit.

You also have to have a joystick for our plug-in to work. Flying with the mouse only, trying to

control the jet, flip cockpit switches and pan you view around is hard enough without our plug-in

shifting the camera view about on you.

The R2c plug-in is OFF by default so you have to push the switch IN if you want the logic to help

you during taxi.

R2c is display in white text on the Nav/Com display when off. The text turns green when the

system is active.

R2c look back view is shown in the screen shot below.


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3.2.14 2D/3D

This button toggles you between the static 2D cockpit and dynamic 3D cockpit modes IF you

have not already programmed a HOTAS stick or throttle button to do that. We highly

recommended you do the latter.

3.2.15 TST (Test)

Illuminates all the cockpit-warning messages momentarily so you can confirm they work before

you taxi the jet away from maintenance support.

3.2.16 FX

Not an autopilot button, the FX button is the last button on the top row of the UFC.

The FX button removes the glare effects from the HUD and MFD glass surfaces to improve their

clarity in certain difficult lighting conditions.

3.2.17 Thumb Wheels

There are four thumb wheels, two on each side of the UFC. The top pair, either side adjusts HUD

brightness. The lower left one adjusts MFD brightness while the lower right one adjusts cockpit

flood lighting.


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3.2.18 Navigation Source Select knob

Navigation radio beacon (VOR), TACAN radio beacon or GPS are your options.

NAV/VOR and TACAN were covered above under LOC.

Global Positioning System navigation is the way to go for simplicity and clarity.

Enter a GPS destination code into the system via pop up G1000 interface or do what I do; I use

the freeware GpsFPLInput plug-in [Windows only] by Gtagentleman. Get it from the X-Plane.org

freeware download manager.

Once a GPS destination is entered in the system turn the Nav source rotary knob to GPS.

In GPS mode OBS bearing info will disappear from the radar map but Nav DME info will

remain.

Pressing both the SRVO and the LOC buttons IN to engage the GPS track mode.

The green heading hold mode numbers remains green to indicate the mode is active but the

autopilot will now turn to capture a direct line to your GPS destination.


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3.3 AUTOPILOT

3.3.1 AP button

The AP button turns the autopilot ON to power the auto throttles but NOT the flight control

servo actuators.

With the autopilot ON the only autopilot mode button active is the SPD button.

With AP and SPD both pressed in you can hand fly the jet while the auto throttle does its job of

maintaining airspeed. This is a nice way to fly without worrying about exceeding airframe speed

limits.

3.3.2 SRVO button

The SRVO button powers the flight control servo actuators which allow the autopilot to actually

fly the jet based on the commands you enter into the various displays: heading, altitude, vertical

climb / descent rate and terrain following.

3.3.3 LOC/VOR button

With the servo actuators ON, a VOR station tuned in on the Navigation radio and the NAV

Source rotary knob (upper right corner of UFC) set to NAV, press in the LOC/VOR button and

the autopilot will track the bearing to (or from) the station.


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Use the OBS rotary control knob located at the upper left corner of the left Multi Function

Display, page 2 to rotate the bearing and fly either TO or away FROM the VOR station.

A solid blue line on the left MFD radar map shows direction to the VOR as well as all the other

navigation direction pointers for TACAN (dashed blue line), both ADFs (solid and dashed

yellow lines) and the GPS destination (solid green line).

TACAN OBS rotary control knob is located on the right side of the MFD.

TACAN is like a VOR. They are found at military airbases in X-Plane.

3.3.4 G/S button

Instrument Landing System (ILS) Glide Slope mode is activated with this button.

With an ILS frequency set in the Nav radio and the autopilot servo actuators engaged pressing

this button will "Arm" the glide slope until it "Captures" the glide slope signal.

"Armed" and "Capture" modes are reflected by color changes in the HDG (for LOC) and ALT

(for GS) display windows. "Armed" status is yellow, "Captured" is green.

Remember, Glide slopes in the simulator HAVE TO BE CAPTURED FROM BELOW.

You cannot "dive down" on them from above. The autopilot will NOT capture and hold if you do

that. Instead, start your instrument approach from a fixed level altitude and fly into the bottom

side of the downward slope from a level flight path. The autopilot will "capture" the slope angle

and hold you on it until 100 ft before touchdown, then hand control of the jet back to you to

complete the landing or go around.


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3.3.5 Autopilot Commands

The autopilot commands the aircraft's heading, speed, altitude and climb/descent rate.

Down a vertical line on the UFC starting from the AP button a row of rotary control knobs are

used to enter commands into the autopilot. From top to bottom the axis controlled are:

3.3.5.1 Heading (HDG) button

The magenta color heading number in the display window is the current autopilot heading set by

this rotary knob. This heading matches the magenta heading number on the radar-moving map in

the Left MFD, page 2.

The white heading number in the center is always the aircrafts current heading and matches the

heading displayed at the top center of the HUD and at the top center of the radar-moving map.

The purpose of having both the current autopilot heading and aircraft heading displayed side by

side here on the UFC is to offer the pilot an instant recognition of the differences or similarities

between the actual heading and the heading to set in the autopilot.

Pressing both the SRVO and the HDG buttons IN to engage the heading hold mode.

The white heading numbers and HDG turn green to indicate the mode is active.

The jet will bank and turn until the green heading display matches the magenta autopilot

heading. The rate of turn is determined by airspeed. At high speeds the turn radius will be large.

For tighter turns slow the jet down.

You can turn the jet at any time while in this mode by rotating the rotary knob located just to the

left of the heading display window.

You can also sync the magenta autopilot heading with the jet's current magnetic heading by

pressing the top center soft keys on either the left or right MFDs.

3.3.6 Speed (SPD)

Autopilot speed can be displayed in either knots or as a fraction of Mach in decimal form. The

default is knots (KT).

To toggle between knots and Mach click the IAS/MACH button directly to the left of the SPD

rotary knob.

Autopilot control over the aircrafts speed can be independent of autopilot control of the jets

flight control servo actuators. This mode allows you to hand fly the jet while the autopilot

controls the throttles and maintains the airspeed you have set.

To enable auto throttle only first select whether you want knots or Mach speed control.


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Next, dial in the desired speed with the rotary knob.

Now press the SPD button located to the right of the speed display window. This will "lock" the

throttles to the autopilot.

Finally, click the AP button to turn the autopilot ON. The throttles will advance or retard

depending on whether you are currently slower of faster than the speed set into the speed

command display window.

Once a speed is "captured" by the auto throttle smooth maneuvers will allow the auto throttle

logic to keep up with changing thrust requirements.

Aggressive maneuvering will demand larger throttle commands and the afterburners may engage

at times. This is normal.

Clicking the AP button again, turning the autopilot OFF will leave the throttles still locked to the

autopilot expecting orders. "RELEASE SPD BTN" will appear in the display window to remind

you to also click the SPD button OFF.

The Raptor is not just a fast jet; it is a very fast jet. It has so much power that it can easily fly

faster than the speed limits both Lockheed and the US Air Force put in place.

In terms of indicated air speed (IAS) the absolute limit is 800 knots at any altitude.

Use of the autopilot auto throttle, alone while hand flying the jet (autopilot ON) or with the flight

control servo actuators (autopilot SRVO) allows those speed limits to be adhered to by system

logic and relieves the pilot (you) of this burden.

For instance, the ejection seat has a "safe" limit of 600 knots IAS. Above that speed your

chances of serious injury go up greatly if you eject from the aircraft. Under autopilot auto throttle

control the maximum speed you can enter into the speed display window is 600 knots when

below 12,000 feet mean seal level (MSL).

Mach limits vary with altitude above sea level.

Below 12,000 feet MSL the limit is Mach 1.20, while above 12,000 all the way up to 35,000 feet

the limit is 1.5 Mach.

Above 35,000 feet the limit goes up to Mach 1.80. These limits are observed by the autopilot

speed logic so you cannot exceed those limits while under autopilot control.

There is also a minimum speed limit allowed by the autopilot of 200 knots.

Of course, you can always turn the autopilot OFF and fly the jet as fast or as slow as you as you

want, or dare. That is up to you.


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3.3.7 Approach Power Compensation (APC) SPD sub mode

With the auto throttle speed set to 200-210 knots, while descending below 1,000 feet AGL the

autopilot auto throttle will switch to APC mode. The system logic will look at current aircraft

gross weight, AOA, and bank angle and automatically adjust the autopilot speed setting to the

correct approach speed for a 12 AOA approach.

3.3.8 Altitude (ALT)

In the autopilot altitude display window white AP and MSL indicate the autopilot is OFF while

green FD and yellow ARM indicate the autopilot is ON and the altitude hold (HLD) mode is

waiting for you to climb up to or descend to the altitude set in the display.

If the autopilot is just ON to enable you to use the auto throttles while hand flying the jet the

altitude capture and hold feature will notify you that you have past through the altitude set in the

display window by changing color from yellow to green, but will not capture and hold. For that

to happen the autopilot SRVO button must also be pushed in to enable the flight control servo

actuators to do their job.

3.3.9 Vertical Speed (VS)

Rate of climb or descent in feet per minute, maximum 5,000 up or down is available under

autopilot control. The SRVO button must be pushed in for VS to work.

Under VS control while climbing or descending you should have an altitude already set in the

altitude display window.

When the jet reaches the set altitude the autopilot will capture and hold it, switching modes

automatically from green VS in the vertical speed display window to green HLD in the altitude

display window.

The altitude display color will also change from white to green to signal the altitude capture and

mode change from vertical speed hold to altitude hold.

Now you are free to enter a new altitude in the altitude display window, if you like, in

preparation for a further climb or descent.

The autopilot will hold you at your current altitude even while you dial a new altitude into the

display window.

To get to the new altitude press the VS button in and use the rotary knob to dial in a climb or

descent rate.

The mode will switch from altitude HLD to VS and the jet will leave the current altitude and

climb or descend to the new altitude, capture and hold.


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3.3.10 Terrain Following

There is not much need for this in a real Raptor but it is fun and educational in the simulator to

experience flying low level on automatic control, especially with low clouds over hilly terrain.

Start from any altitude with the autopilot in AUTO mode, HDG, SPD and altitude HLD engaged.

Enter an above ground level (AGL) altitude in the TF display window using the decision height

(DH) rotary knob on the left.

Now for the exciting part, prepare yourself and don't say I didn't warn you.

Click the TF button to change from altitude hold mode to terrain following mode.

The jet will start to descend. The descent rate can be quite alarming if you start at high altitude,

far exceeding the - 5,000 FPM maximum decent rate available under VS mode control.

As you approach the level off altitude the jets nose will start to come up. You will probably see

the Auto Ground Collision Avoidance System (AUTO GCAS) warning chevrons start to

converge from the outer edges of the HUD and TERRAIN warnings appear in the center of the

HUD. That is normal.

Keep your hands OFF the controls. Let the autopilot do its thing. You are here to watch and learn

to trust the system. Trust will not happen if lose your nerve and intervene at what you expect to

be your last moment alive.

Trust me, I have done this hundreds of times while testing the autopilot TF logic and my own

Auto GCAS logic code.


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You will test the Auto GCAS system a little later. In those tests you will be supersonic AND

upside down when you approach the earth at greater than - 30,000 fpm. Now THAT is exciting!

3.3.11 Terrain Avoidance sub mode

A sub mode of the terrain following logic protects you from flying into raising terrain while on

autopilot.

The altitude displayed in the UFC window is always safe if the numbers displayed there are

white when the autopilot is turned OFF (or when it is ON, but has not captured its set altitude

yet) or green, when the AP is ON and has captured the altitude.

If the numbers are red it means the altitude you have set is too low, lower than the terrain below

the jet + any additional altitude you have added with the DH rotary knob.

This logic also works to prevent you from descending into the ground while on autopilot in the

event you enter an altitude below ground level into the altitude display window.

Even if you are cruising along level at a "safe" altitude (say 6,000 ft?) and the radar altimeter

detects that you are within 2,000 ft of the ground (approaching the base of a 10,000 ft mountain)

the logic will automatically switch the autopilot from altitude hold to terrain following mode

with 2,000 ft ground clearance. The jet will "climb the slope" up one side of the mountain, fly

you over the top and bring you down the backside again.


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3.4 NAV / COM SELECT PANEL

To the left of the Up Front Control is the Navigation Communication radios select display.

Navigation radio 1, both Com radios and two Automatic Direction Finder (ADFs) radios can all

be selected and tuned with a mouse at the touch screen control points.

STANDBY frequencies are tuned in first and then "flipped" to the ACTIVE window by clicking

on the left facing white arrow.

The STANDBY then becomes the ACTIVE and the ACTIVE becomes the STANDBY.

Frequencies displayed in the ACTIVE window drive the navigation display needles on the left

MFD, page 2 radar map.

ACTIVE frequencies are selected for use by the autopilot either by turning the Nav Source

Select knob on the UFC or by Soft Key (SK) short cuts around the outer edge of the left MFD.

3.4.1 Soft Keys

Soft keys are the white buttons you see arranged around the cockpit MFDs.

The Nav / Com panel has three soft keys along the bottom of the display.

SK1 and 2 are unassigned at the moment.


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SK3 toggle the OAT from Fahrenheit to Celsius.

3.4.2 TACAN

On this model the second Navigation radio is reserved for tuning in TACAN X and Y codes.

Select TACAN on the Nav/Com radio DISPLAY panel

TACAN codes can only be SET using the TACAN scroll knob on Nav/Com frequency select sub

panel

The sub panel is located on the right side of the cockpit, outboard of the control stick.

The Nav/Com sub panel has six scroll knobs, one for each radio.

TACAN codes range from 1X- 128X and 1Y- 128Y and can be found on the default X-Plane

pop up sectional map.

Bring the map up and locate a military airbase, then click on the square "VOR" symbol.

Where you would normally "auto tune" the VOR frequency, with TACAN you must take note of

the X or Y code (i.e. 46X) and then scroll to that code using right side panel TACAN scroll

knob.

With the code entered and the station in range a dashed white (meaning TACAN is not selected

as your desired navigation source) or dashed blue line (meaning TACAN is you your nav source)

will display on the left MFD, page 2 radar map.

3.4.3 Aircraft System Status display

The status of 20 key systems or features is displayed on the lower half of the Nav/Com radio

panel. They are, from left to right, top to bottom:

1. Auxiliary Power Unit (STRT, spool rpm, RUN, COOL)

2. Afterburner logic

3. Generator 1 status

4. Generator 2 status

5. Autopilot status/mode

6. Anti-ice/ice detection status (ICE, HEAT)

7. Environmental Control System status


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8. Pilot "felt" altitude (cockpit pressure altitude x 1000). Any number > 12.5 (12,500 ft) will

be red and means you have exceeded the jet's safe operating altitude limit.

9. Roll to See plug-in status

10. Cockpit mode, 2D static or 3D dynamic

11. Automatic Flaps logic mode

12. Automatic Landing Gear logic mode

13. Onboard oxygen quantity

14. Landing light status

15. Brake with Stick plug-in status

16. Ground Collision Avoidance System status

17. Automatic Speed Brake logic status

18. Ejection Seat Arm status (EJA, EJS)

19. Outside Air Temperature

20. Identification Friend or Foe status (STB, IFF)


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BACKUP ATTITUDE DISPLAY

The backup attitude display panel sits directly to the right of the Up Front Control panel.

The backup display provides all the information you need to fly the aircraft safely in the event

the Head Up Display fails or, you decide to turn the HUD off.

If you do decide fly with the backup display and not the HUD, when you turn the HUD switch

off heading will be displayed at the top center and a VVI will appear.

Aircraft pitch and roll attitude are depicted.

The little "w" at the center of the display always represents the aircraft's nose.

When the jet's nose is > 30 degrees above the horizon a number will appear directly above the

"w" to tell your exact pitch attitude in degrees.

Once the jet is airborne a Flight Path Marker (FPM) will appear in the center of the display.

The FPM is crucial in determining where the jet is actually traveling, not just where the nose is

pointing. In a Raptor these can be two very different things.

In the box on the left is indicated airspeed.

In the box on the right is your pressure altitude (below 3 ft and above 2,500 ft AGL) or radar

altitude (between 3 ft and 2,500 ft AGL).


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Pitch trim is displayed in the top right box.

Barometric pressure is displayed in the bottom right box.

To adjust the barometric pressure setting use the adjust knob at the bottom right corner of the

backup display.

To switch from inches to millibars click the soft key directly below the baro number.

Internal fuel quantity is display as a blue bar on the right side of the display.

The bar turns yellow when fuel is down to 4,000 and red when fuel is down to 2,000.

If external tanks are carried their additional fuel is integrated into this fuel quantity display bar.

The numbers up the right side are fuel quantities in pounds x 1,000

While refueling the jet on the ground "GFR" [Ground Re-Fuel] will flash at the top of the fuel

display bar.

In the air "IFR" will flash during in-flight refueling.

When dumping fuel in-flight "JETT" will flash near the bottom of the fuel bar.

There are three soft keys along the bottom of the backup display just like the ones over on the

Nav / Com display pane.

SK1 and 2 are unassigned at the moment.

SK3 toggles the barometric pressure display from inches to millibars. It also changes the OAT

display on the Nav / Com panel from Fahrenheit to Celsius and changes the font on the UFC to a

digital clock style.


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3.5 LEFT MULTI FUNCTION DISPLAY (MFD)

The left MFD is bordered by 20 soft keys; T1 thru 5 across the top, L1 thru 5 down the left side,

R1 thru 5 down the right side and B1 thru 5 across the bottom of the display.

There are currently two page options available. SK B1 and B2 are page select buttons.

At the top of page 1 are displays for the left and right engine N2 rpm percentages in separate

boxes.

Before engine start some text appears on page one. In addition to the BATTERY and

AVIONICS switch status there is a reminder to open the #1 FUEL [or #2] before attempting to

start the APU (Auxiliary Power Unit). APU power is used to start the engine on the Raptor.

The Raptor's APU has a very unique and distinctive start sound. You'll want to start every flight

in the Raptor from what we call "cold & dark"; loading the model in the simulator without

engines running so you can go through the entire start sequence, including the APU start.

Once the APU is running you have a few decisions to make about how you want to operate your

Raptor. This jet was the first of the "smart" all computer software code aircraft developed for the

US Air Force. All systems on this jet are monitor by computers, and the jet, not the pilot, does

many routine housekeeping functions automatically.


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Things like retracting the gear and flaps after takeoff or before landing are done by logic code

and only monitored by the pilot. The jet it fast but it still has speed limits and the computers

automatically shut off the afterburners and open the speed brakes if you exceed those limits.

To prevent a repeat of two crashes where Raptor pilots lost consciousness and dove into the

ground an Auto GCAS (Automatic Ground Collision Avoidance System) was added to the

remaining fleet. I have duplicated the Auto-GCAS system on this model.

All these automated features are standard features on the actual F-22A Raptor, but some of our

customers have asked for the option to "turn the automations off," so we've done that.

Four chrome toggle switches are grouped together aft of the throttles on the left cockpit side

panel. There you can disable the auto flaps logic and operate the flaps yourself using a keyboard

or HOTAS switch. The real Raptor cockpit does not have a flap control. You can also disable the

auto landing gear logic and use the manual gear handle to retract and extend the gear. You can

also disable the auto speed brake logic and turn the Auto GCAS system OFF, though the latter is

not possible in the real jet. Further forward on the left side panel, forward and outboard of the

throttles is an "A/B" switch to disable the afterburner auto cutout logic. With this logic system

disabled you can easily exceed Raptor speed limits in flight without the after burners cutting out

to try and limit your recklessness.


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3.5.1 Start your engines

At the top of the page are displays for the left and right engine N2 rpm percentages in separate

boxes. The boxes are white before engine start and turn green after an engine has successfully

started. A view of the right MFD after engine start is show below.

Each engine's fuel flow (FF) displays directly below the boxes. FF is displayed here in pounds of

fuel burned per hour. The aircrafts current gross WEIGHT is displayed next. Gross weight builds

upon the 43,000 lbs. empty weight and adds the internal fuel (up to 18,500 lbs.) + any external

fuel (up to 8,000 lbs. = 4,000 lbs. in each of the two tanks) + any weapons.

The jet does not carry anything aside from weapons so any "payload" you discover in the default

X-Plane weight and balance screen should be promptly zeroed out.

THRUST is the total thrust of both engines combined into one number for comparison with the

jet's gross WEIGHT.

3.5.2 T/W RAT

T/W RAT (thrust to weight ratio) is a continuously updated fraction that tells you how your

engine thrust compares to your current gross weight.

As a rule of thumb thrust to weight ratio should be >/= .10 to keep you going in straight and

level flight. A 60,000 lb. jet wants at least 6,000 lbs. of thrust to keep it going.


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Start pulling G's and more thrust is required because G force multiplies your gross weight while

thrust remains constant under G's.

At 2 G's the 60,000 lb. jet weights 120,000 lbs. and wants at least 12,000 lbs. of thrust. You can

see where this is going, right? At 9 G's the jet weights 540,000 lbs.!

Fortunately, you can monitor all this in real time with the data I am displaying for you.

FUEL starts with internal fuel and + EFTs displays only when external fuel tanks are attached

Load the F-22_EFT.acf in the sim if you want to fly with external fuel tanks.

Do not add EFTs in Plane-Maker to the other ACFs. You will not know into which slots to load

the tank.wps files or how to leave empty spaces for reserved weapons and you WILL mess up

the LUA code supporting the cockpit displays.

You have been warned.

FF / LBS. / MIN is displayed in pounds of fuel burned per minute (PPM) when the jet's landing

gear is down and pounds per hour (PPH) when the gear is retracted.

FF / LBS. / NM is how much fuel you are burned for every nautical mile flown and is balanced

against the number below it: NM / MIN which is how many nautical miles you are covering

every minute at you current speed.

I am basing these "efficiency" numbers on ground speed and not true or indicated airspeeds so

they apply to how much ground you can cover with your remaining fuel. They reflect the

presence and effect of any wind. You can balance these two numbers, trading nautical miles

covered per minute to reduce the fuel burned per nautical mile. You get to decide. Which do you

have more of, fuel or time? What do you care about more, fuel or time? I prefer to fly as fast as I

can in Raptor. I can always get more fuel in the simulator.

END / HRS is your endurance in hours on the fuel remaining in your tanks.

RNG / NM is the absolute range in nautical mile you can fly on your remaining fuel. It is based

on your current ground speed and fuel burn rate. It is constantly updating. Reduce you throttle

setting and this number will increase. With minimum fuel onboard and the afterburners lit you

can see this display go down to single digits!

The calculated number does not consider Raptor operationally required fuel reserves of 4,000

lbs. overhead final destination (yellow fuel quantity bar on backup display) and 2,000 lbs. at

landing touch down (red fuel quantity bar on backup display).

Along the left side of the display is a reminder to ARM the ejection seat. The SEAT ARM

reminder is only displayed when the jet is on the ground.


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At the bottom of the display at SK 1 and 2 are MFD page selections. You can probably figure out

what to do now but before you do a note about page colors.

You have been looking at information pertaining to the jet you are sitting in; operation of the

engines, fuel quantity, fuel burn rates and how far and fast you can fly the jet.

Everything belonging to the jet is displayed in green. When you select the next page, the primary

color will change to blue. Blue refers to everything outside the jet with the exception of GPS.

GPS navigation info is always green.

Select P2. Here you see an overhead view of the jet in the center of the radar moving map

display. Airport symbols (SK L5), Waypoint symbols (SK B5) and Weather (SK R5) will display

here when within range. Adjust the map range with SKs R3 & 4

Nav information is always presented in the upper left corner of this display, TACAN bearing

info in the upper right. There is no DME info yet though, sorry.

Select Nav mode with the NAV SOURCE select knob (or use the SK T1 shortcut). When

selected, Navigation info turns from white to blue.

Select TACAN mode with the NAV SOURCE knob (or SK T5 short cut) and its info turns blue

while the Nav info turns white.

Finally, select GPS mode (either with the NAV SOURCE select knob or SK R1 short cut). Nav

and TACAN info clears (except Nav DME) and you can fly with a slightly cleaner display.


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Across the top of the radar map are three 3-digit numbers below SK 2, 3 and 4.

The magenta number is the autopilot's current heading setting. Turning the heading select knob

on the UFC will change the magenta number up there and down here on the map.

It will also rotate the little magenta pointer around the outer circle on the map. Turn the knob to

bring the pointer to the top of the circle and the autopilot is set to fly you straight ahead when the

heading hold mode is engaged.

The white 3-digit number is the current magnetic heading; the direction you are flying at the

moment. Above this number is a heading sync soft key (SK T3). Clicking this soft key syncs the

autopilot heading (magenta numbers) to the current magnetic heading directly below the SK.

At the bottom of the map, directly above SK B3 is the reverse of the current magnetic heading

number so you always have a quick, sure method to determine reciprocal headings.

The green 3-digit number is the direct heading to your GPS destination. This is the heading you

need to turn to in order to bring the solid green line on the map to point directly up.

The other lines on the map relate to the Nav source selected.

Solid blue is the Nav radio source when selected and solid white when not selected.

Dashed blue is the TACAN when selected and dash white when not selected.

GPS is always solid green, whether selected of not. GPS is special.

Solid yellow is ADF1 and dashed yellow is ADF2. When tuned and in range of an ADF beacon

the ADF line will point toward the station.

When not tuned in or out of range the yellow lines (and the Nav and TACAN lines too, but not

the GPS green line) all "park" themselves point directly to the right.

The Nav and TACAN modes have OBS (Omni Bearing Select) knobs associated with them. The

knobs are on either side of the MFD directly above SK L1 and R1.

Bearing TO or FROM the station(s) is shown in the upper left (Nav) and upper right (TACAN)

of the map display.

TO and FROM arrows are directly below.

An up arrow indicates a bearing pointing TO (toward) the tuned in and within range VOR station

and a down arrow indicates a bearing pointing (away) FROM the tuned in and within range

station.


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Inboard of the bearing selection for either Nav or TACAN is the "relative" bearing. This is the

difference between your current heading and the heading you need to fly to get to the desired

bearing TO or FROM the station.

The mix of traditional Horizontal Situation Indicator (HSI) information presentation and non-

traditional, color coded Nav, TACAN and GPS pointers should help build and maintain your

situational awareness in the air. That was my intention anyway.

3.6 CENTER COLOR MOVING MAP

The large color-moving map that fills the center display is actually the default X-Plane G1000

Multi Function Display (MFD).

We have enabled direct access on the face of the screen to a few functions but to use all of the

G1000's features you can either "pop-up" or "pop-out" the full screen.

To pop-up the screen click TERRAIN (SK B1). The screen rests on top of our 3D cockpit and

you can access the full range of G1000 functions, including the terrain elevation map function by

clicking the MAP and then the TERR buttons.

To pop-out the screen click POP (SK T1). The screen opens in its own window and you can

move it off your main computer screen and onto another screen.

To learn to use all the other G1000 MFD features read the default G1000 PDF that comes with

the simulator.


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Features available without popping-up or out are, first unlock the map by clicking in the center

of the screen then you can pan up ^, down v, left < or right >.

You can increase + or decrease - the map range scale or de-clutter (DCLTR) the map in stages

just like any other implementation of the G1000 MFD in X-Plane.

3.7 RIGHT MULTIFUNCTION DISPLAY

The right MFD has two pages, selectable using SK B1 & B2.

3.7.1 First Page

The first page has four modes: checklist, FCS test, low speed and high speed.

3.7.2 Checklist mode

The checklist page displays whenever parking brake is set and ground speed is less than one

knot. It reminds you of items to check along the right side of the cockpit before you taxi the jet.


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3.7.3 Battery charge status

There is a Battery [charge] status display on the right MFD. From 100% down the 95% the

display number is green and you have enough battery power to start the APU and engines.

Between 93 and 95% the displayed number is yellow and the engines will be slow to start, and

might not start at all. If you get a hung start (engine will not accelerate more than 48% on start

attempt) then wait with the APU running and APU generator ON for the charge state to increase

above 95%.

If the battery charge state is < 93% the number on the display will be red. In this case you let the

battery drain too long before starting the APU and turning the APU generator ON. Let the

battery charge with the APU running until you have sufficient power to start the engines.

3.7.4 FCS Test mode

The FCS (Flight Control System) test page displays whenever the FCS test switch is ON. That

switch is located next to the battery and avionics switches near your left hip. SK R5 is an

alternate switch.

The Flight Control test runs 45 seconds and tests each pair of control independently, then all

together. You can monitor the test on the right MFD screen or switch to an external view and

watch from outside. Start from behind the jet and move to the front after the speed brake test is

done to observe the leading edge flaps in operation. When the test routine is over then turn the

FCS Test switch OFF.


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3.7.5 Low Speed Display mode

The low speed page displays when the jet's TAS (True Air Speed) is < 400 knots.

The low speed page has dynamic color-coded lines representing the jet's nose pitch attitude,

angle of attack and flight path.

In-flight these lines will graphically show you the relationships between the jet's nose, AOA and

velocity vector.

The colors change to indicate whether the jets nose and or flight path is directed skyward (blue),

close to level (green = safe or within limits) or earthward (red = danger).

If the vector lines angles do not catch your eye the color changes just might.

Along the bottom of the display is a radar altitude display. This is particularly valuable when the

jet's nose is pointing high in the sky while the plane itself has a horizontal or descending flight

path.


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3.7.6 High Speed mode

The high-speed page displays when the jet's TAS is > = 400 knots.

This display shows you an outline of the jet as seen from behind looking forward. The weapons

system status is display above the outline of the jet.

Within the outline are the various weapons currently loaded inside the three weapons bays or, in

the case of external fuel tanks (EFTs) loaded under the aircraft's wings.

EFT's and their pylons can be jettisoned by clicking twice on either SK L2 or R2 or by double

clicking the PUSH TO JETT button on the left console.

The double click is to make sure both tanks clear the jet.

The total weight of weapons is displayed as PAYLOAD within the outline of the jet.

The number of chaff bundles and flares loaded onboard is displayed on the left side of the

display. Chaff and flares are fires by clicking on SK L3 & 4.

To RE-ARM the jet for another go at air-to-air or ground targets click SK L5. This will reload all

missiles and or bombs and refill the chaff & flare launchers.

Alternate Nav and Strobe light switches are available at SK's L1 and R1.

The alternate FCS Test switch is at SK R5.


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3.7.7 Second Page

3.7.7.1 Radar Situation Display

The second page is reached by clicking SK B2. Additional information about symbology is

available in the Weapons Section of this guide.

This is a radar situation display that keeps track of up to ten AI planes in a 360 degrees radius

around your jet.

Each plane tracked by the system is a white circle with a direction pointer sticking out of it. The

pointer indicated the target direction of flight.

I highly recommend that the first AI plane you load in the simulator be an aircraft suitable for in-

flight refueling your Raptor. This display is coded to treat the first AI plane as a "friendly" and

the gun and missile systems displays behave accordingly.

When selected for tracking "friendly" AI plane one's white circle becomes a blue square.

The remaining AI planes, 2 thru 10 should be coded as "enemies" when you load them in the

sim.

Each "enemy" plane tracked by the system is also a white circle with a direction pointer when

NOT selected for tracking. When selected the white circles becomes a red squares.

Along the top of the radar situation display are comparisons of your current true airspeed, now

displayed in place of IAS in the HUD, and your selected targets TAS. These are on the left.


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The TAS display for your selected target takes a few seconds to display after you first select a

target or select a new target. This is because we perform an averaging algorithm on the data

before presenting it in order to smooth out the variations in the raw data.

Directly below your targets TAS is a comparison number between your speed and your selected

targets speed.

If the number is yellow (negative value) it means you are "lagging" (LAG) the target; your speed

is slower so you need to "cut the corner" or increase your speed to close the distance.

If the number is red it means you are "closing on" the target (CLS) and, depending on the rate of

closure you may need to reduce power or open the speed brakes.

The selected target's number is top center of the display.

Your current altitude verses your selected targets altitude on the right.

The current weapons system mode selection is display below your position symbol in the center

of the display.

The range to the currently selected AI target plane is shown at the bottom right of the display.

SK T3 auto syncs the magenta-heading caret to your current magnetic heading, the same as over

on the left MFD page 2 radar map.


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3.8 BOTTOM CENTER MFD

The lower center multi function display has dedicated engine and fuel quantity information on

both pages.

Page select buttons are SK's R3 & 4

SK's L3 & 4 are the Chaff and Flare release switches.

SK's L1 and R1 are alternate Nav and Strobe switches.

SK's L2 and R2 can both jettison the external fuel tanks. Press either one twice in quick

succession to jettison both tanks nearly simultaneously.

SK's L5 & R5 remove the ejections seat pull handle so you can see the bottom screen better,

though we have arranged the information there to try and make this action unnecessary. Without

the handle you cannot eject from the jet! Actually, you still can, by clicking on SK B3. The

ejection seat activation hotspot is still there even when you cannot see the pull handle.

You can also hide the handle with the default X-Plane keyboard letter Y "hide the yoke" key.

That might be the safest way.

Activating the ejection seat will end your current flight in the simulator and you will have to

reload the model.


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When the left MFD is changed to the page 2 Radar Map then refer to this lower center display

for engine and fuel information.

Page 2 of this display presents the same weapons system outline view of your jet as found on the

right MFD, page 1 when TAS > 400 knots (high speed mode).

When the right MFD is set to its' page 2 Radar Situation display, selecting page 2 on this lower

center display will show you everything that was on the right MFD page 1 plus engine and fuel

quantity information.

Basically, if the left and / or right MFDs are set to their respective page 2's then the lower center

display should also be set to its' page 2 and you will have all the information you need to

navigate and fight your jet with the upper two displays and still have engine and fuel quantity

information visible below.


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CHAPTER 4 - FLIGHT

4.1 PRE-FLIGHT AND ENGINE START

Open and follow the verbal checklist as described Up Front Control (UFC) panel section.

Details:

1 Battery switch ON When the battery switch is turned ON the left Nav/Com

and right backup display panels both come on too.

The Nav/Com comes on with battery only so you can

communicate with whomever to need to without having to

start the APU.

The backup display comes on because it is a BACKUP

display and needs to be available if all other power is lost.

You get how that works, right?

A flashing white BATTERY ONLY is displayed on the

Nav/Com display to remind you that you are draining the

battery and don't have all day, so get with it.

2 Avionics switch ON The AVIONICS switch turns on all the remaining cockpit

display screens. This increases the drain on your battery so

the previously flashing white BATTERY ONLY on the

left screen becomes a flashing yellow BATTERY ONLY.

3 Signal crew chief to remove the

chalks and ladder

Use the GRND CREW button on the UFC panel to contact

the crew chief.

4 Open weapons bay doors See UFC, indication on the right MFD

5 Turn auto systems switches ON

(Flaps, Gear, GCAS and Speed

Brakes) —optional

5 Turn Afterburner logic switch

ON

6 Check fuel status, ground re-

fuel jet (if desired)

Now is a good time to assess you fuel load and add some

fuel if necessary. Fuel quantity is always displayed

graphically on the right side of the backup display and on

the bottom center MFD between your knees.

Maximum internal fuel capacity is 18,500 lbs. and, with


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two external fuel tanks (EFTs) you will have another 8,000

lbs. for a total of 26,500 before engine start.

For your first flight I would recommend a clean jet,

without EFTs, but load the jet with full internal fuel.

To ground refuel the jet (GFR) first make sure the parking

brake is set. The brake set/release knob is right next to

your left knee. Then find the "IFR" switch on the right side

panel forward of the control stick. With electric power on

the jet, battery or APU, the jet will accept fuel until full.

Cut the power or release the brakes and the refuel stops

7 #1 fuel switch ON

8 APU start switch to START There is no need for a ground power cart to start the

Raptor's engines.

If the APU knob won't turn to START it is probably

because you did NOT turn one of the fuel shutoff valve

switches ON.

If the knob does turn leave it at the start position. This fires

the SES (Stored Energy System) compressed air system to

spin up the APU turbines to 50%.

When the APU spins up > 50% fuel is introduced and the

APU accelerates up to full operating speed. The knob is

spring-loaded and will reset itself to the RUN position.

Do not attempt to turn the knob from START to RUN on

your own with the mouse because you might overshoot the

RUN detent and turn the knob back to OFF by mistake,

shutting down the APU in the middle of the start process.

Let the little spring do its job, OK?

9 APU generator switch ON once

APU reaches full operating

speed

Once the APU spins up and reaches 100% the left MFD

checklist item will change from APU start to APU ready.

Now turn the APU generator switch ON and make that

flashing BATTERY ONLY warning message go away.

10 Press and hold #1 engine start

button until engine starts

Set and hold engine one start switch until N2 reaches 60%,

then release the switch. The white GEN1 text on the

Nav/Com panel turns red to tell you the #1 generator is


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OFF.

11 Turn #1 generator ON Turn the generator switch ON. As soon as you flip the

switch to ON the APU generator switch automatically flips

to OFF.

12 Repeat steps 7, 10 and 11 for

#2 engine

13 After both engines started close

the fuel switch guards to

protect the switches in-flight

14 Close canopy Call the ground crew to remove the ladder and wheel

chalks before you close the canopy.

If you forget and hit the canopy close switch anyway the

ground crew is alert to your nonsense and will snatch the

ladder away before you bang the canopy sill down on it.

It is a lot quieter in he cockpit with the canopy closed.

ECS ON & De-Ice ON Now that the canopy is closed turn ON the environmental

control system (ECS). This uses bleed air from the engines

to heat, cool and pressurized the cockpit. The switch is just

outboard of the throttles. While you're there take note of

the location of the anti-ice switch as well. You can turn

that on now too if you want. It won't hurt anything and

might even keep you out of trouble later on during you

flight.

Status of the ECS and Anti-Ice are displayed up on the

Nav/Com system status display.

Shutdown APU Turn the APU off/run/start switch to OFF. The green APU

RUN text on the Nav/Com display will turn to blue COOL

to indicate that the APU is cooling down. A timer will

display on the left MFD and start counting up seconds. The

APU will continue to run for ~ 45 seconds before shutting

down. Spin down will take about another 15-20 second

before the APU comes to a complete stop.

You can taxi the jet and even takeoff with the APU

running. You won't hurt anything; it's just not necessary.

Anyway, at > 300 knots the APU will shut down on it’s


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own.

It is a lot quieter in he cockpit with the APU off.

15 R2c plug-in ON

16 Turn Nav and Strobe lights ON Whit any type of jet fuel burning engine in operation on

the flight line guys (and gals) in the tower like to be kept

aware, so it is normal procedure to turn on some exterior

lights. They look out and see lights on a jet they know an

engine is running.

17 Turn IFF ON

18 Arm the ejection seat

19 Turn FCS Test switch ON Observe 45 second test routine, either on the right MFD

screen or from outside the jet

Turn test switch OFF when FCS routine complete

22 Close Weapons Bay Doors

Turn brake with stick (BWS)

plug-in ON —optional

23 Release brakes and increases

power to taxi.


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4.2 TAKEOFF

Raptors always launch with full internal fuel. Taxi out onto the active runway, lineup and set the

brakes.

When cleared for takeoff start the timer on the UFC, push both throttles forward just short of

engaging the afterburners, then release the brakes. Once the jet is rolling push the throttles all the

way forward to engage full afterburner on both engines and continue the takeoff.

Auto flap logic (optional) will lower the flaps to 60% if you start the takeoff roll with flaps up.

Auto flaps logic will then retract the flaps on schedule up to ~ 280 knots IAS where the flaps will

be fully retracted. Auto flaps will lower the flaps again on approach to landing. There is NO

flaps switch in the Raptor cockpit.

Auto gear logic (optional) will retract the gear for you automatically after takeoff and lower is

again on approach to landing. Gear down limit speed is 300 knots IAS if you decide to manage

the gear yourself. The auto logic won't lower the gear on approach until you descend below

2,000 ft AGL. Even with the auto logic turned ON you can retract the gear before 300 knots and

lower it above 2,000 ft AGL. The logic is there to back you up.

Takeoff rotation speed is NOT LESS than 120 knots IAS at sea level. Add 1 knot for every

thousand feet of airport altitude above sea level and 1 knot for every 5 degrees above 60 degrees

F. Therefore, a takeoff rotation from NAS Fallon (4,000 ft MSL) on a 75 deg F day would be

120 + 4 + 3 = 127 knots IAS.


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Rotate the Raptor's nose to 10 degrees above the horizon and wait for the jet to liftoff on its own.

Do not over rotate or jerk the jet into the air. Liftoff will occur ~ 15 knots after rotation if you

hold the pitch steady at 10 degrees nose up.

Confirm positive rate of climb with both of the following two methods; increasing positive

number on vertical velocity display and flight path marker remaining above the horizon line in

HUD or on backup display.

Note: on AOA Simulations aircraft models with Head Up Displays positive rate of climb

numbers always display above the altitude box in the HUD. Negative (decent) numbers always

display below the altitude box.

Once the jet lifts off climb to 100 ft and level off above the runway. Get the gear up right away

and accelerate to 400 knots. At the end of the runway pull the nose up to 60 degrees and climb to

30,000 ft.

At 30,000 ft roll the jet on its back, pull the nose down to the horizon and roll upright.

Accelerate to Mach 1.5 and pull the throttle out of afterburner. Keep pulling the throttles back to

maintain Mach one point five. You will be surprised how far you have to pull the power back to

keep the jet from continuing to accelerate. Raptor test pilots were very surprised in fact. They

couldn't believe how fast the jet was once they were actually flying the real jet and not the

simulator.

The performance and handling of this flight simulation model is based on those test pilot's

reports.


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4.3 FLIGHT BELOW 12K

Raptor's cruise at a variety of speeds and altitudes. Below 12,000 ft the jet is restricted to no

more than Mach 1.2.

Above 12,000 all the way up to 35,000 Mach 1.5 is the limit, while above 35 up to 50,000 the

limit is 1.8 Mach. Above 50K you can fly up to Mach 2.

No matter what altitude you fly at this jet is restricted by the manufacturer (Lockheed) and the

US Air Force to 800 knots Indicated Air Speed (IAS) at all altitudes, while the ejections seat is

limited to 600 knots for a safe ejection.

All these speed limits are observed by the autopilot in auto throttle mode. With the autopilot

disengaged you can fly as fast as you dare. In those cases though, the auto speed brakes and

afterburner logic will try to keep you within the limits.

Auto speed brakes will deploy if you exceed 800 knots IAS and the afterburners will cut out too

at that same speed. At > Mach 1.25 below 12,000 ft or > Mach 2.25 above 12,000 the

afterburners will cut out as well. You have to deactivate those specific protective logic systems

with their switches.

I tend to fly with just the autopilot auto throttle engaged, only occasionally engaging the other

autopilot modes. Optimum cruise is ~ .95 Mach at 40,000 ft MSL.


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4.4 FLIGHT ABOVE 50K

You have to be supersonic above 50K though and the jet is not very maneuverable up there. If

you plan to pull any G's engage the afterburners before you start pulling and plan to trade altitude

for airspeed after the first hard turn.

I've taken the jet up to 65,000 ft on many occasions but to get to there you will need full

afterburner all the time and accelerate to at least Mach 2 before leaving 50K for 65.

Those very high altitudes are more about approaching your adversary so high and fast they don't

have any way of reacting to you.

You're not there, then you're there, then you're gone. That's the Raptor way of fighting.


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4.4.1 MANEUVERING

The Raptor is very, very maneuverable thanks to its big wing, relatively low wing loading, lots of

power, large area flight controls, fly-by-wire flight control system, "relaxed" stability and finally, the

unique thrust vectoring engine exhaust nozzles.

The nozzles only work in pitch, and only in unison. They never move opposite each other to apply

rolling motion to the jet. According to test pilot reports the Raptor is still a very maneuverable jet

even apart from the thrust vectoring system.

Another unique addition to the Raptors bag of maneuvering tricks it its use of its leading edge flaps

for pitch control. The large leading edge flaps are pitched down while the horizontal stabilizers

appear frozen in place during extremely high pitch rate maneuvers. This creates generous amounts of

lift forward of the jet's center of gravity. This is sort of like the canard on a Euro-fighter Typhoon,

French Rafael or Swedish Gripper; only it is built into the flight control system and looks like a

conventional jet. It is not conventional. It just looks like it.

The jet is stressed for 9 + positive G's and minus 3 negative G's. The plus after the 9 means it can

pull more than nine.

The ability to put additional positive gravity forces on the jet is a function of airspeed and pitch rate.

At low speeds the jet relies on the thrust vector system to generate higher pitch rates than would be

possible with just aerodynamic flight controls, that is why the US Air Force specified the thrust

vectoring system for Raptor.


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At higher speeds the flight controls and, as mentioned above, the leading edge flaps come more into

play to generate the high pitch rates and the nozzles not so much. The two systems are blended

seamlessly into each other as the Raptor speed changes.

Pitch rate comes in two flavors. Instantaneous turn rate and sustained turn rate. The Raptor can

achieve an instantaneous rate of up to 30 degrees a second for about a second and a half (according to

flight test reports). Air-show demonstration videos show the Raptor turning at ~ 45 degrees in a very

short period of time, like a snap roll, only limited to the pitch axis.

Sometimes the Raptor shows off this capability with a pitch up from level flight into a sort of nose

high, belly to the wind, speed killing maneuver, thereafter climbing vertically on raw power only to

do it again a thousand or two thousand feet higher and end up on its back, very slow, almost

suspended in mid air. These max pitch rate maneuvers bleed off airspeed rapidly. Once on your back

the trick is to pull and hold the stick all the way back, pitching the jet another 180 degrees to put the

canopy up right again and the jet falling like a leaf, belly to the ground with almost no forward

airspeed. Stepping fully on the left or right rudder pedal while holding the nose on the horizon is one

of the most unique experiences you are going to have in the model.

Other times the Raptor is rolled 90 degrees before pulling the maximum pitch rate for 45 degrees of

turn before backing off to a sustained rate of ~ 20 to 30 degrees a second. Remember though, rapid

pitch rates bleed airspeed, fast, so have plenty of speed going into such maneuvers and plan to have

full power on the engines during such maneuvers.

The Raptor can sustain 9 G's for quite some time at lower altitudes and higher speeds using full AB;

what is known as the lower right corner of the performance chart.

Performance charts normally display altitude along the vertical axis from zero at the bottom up to x

altitude above sea level at the top, and airspeed along the bottom axis, from zero on the right to x the

left. For the Raptor such a chart, if it were available publicly might go from zero to 65,000 altitudes

along the left side and zero to 800 knots indicated air speed along the bottom. Raptors best turn rates

and highest sustained G capabilities are going to be below 20,000 ft altitude and at around 500 or

more knots IAS. Raptors turn rate and sustained G performance does not fall off at supersonic speed

like other jets. It gets even better at some altitudes thanks to the thrust vector nozzles.

In other corners of the performance chart the turn rates are quite different. At the upper right corner

where both speed and altitude are high the instantaneous rate is still quite good, thanks to thrust

vectoring but the sustained rate suffers due to the high speed bleed off rate and relatively lower thrust

available at high altitudes. At the upper left corner, low speed at high altitude everything suffers from

a lack of momentum. Your best course of action to stay in the game if you find yourself high and

slow is to apply full AB power to the engines and point the nose of the jet at the ground, trading

altitude for acceleration. Finally, in the lower left corner, low and slow, the Raptor has lots of power,

the thrust vectoring system and those large flight control surfaces. It maneuvers like a much smaller

and lighter jet because size doesn't really matter after all. What does matter is wing loading and thrust

to weight ratio.


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Here the Raptors power and large wing make it more than competitive with other fast jets, and the

flight control system allows you to point the nose of the jet just about anywhere you want and retain

full control for recovery.

Pulling G's produces a condensation cloud above the wings of the jet, as seen in the screen shot

above. You should also tighten your stomach muscles to assist your G-suite in preventing the blood

from rushing to you lower body, causing you to blackout. The FMOD sound package provides the

sound effects for both these events. Pretty cool.


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HIGH ANGLE OF ATTACK

The Raptor can achieve very high angles of attack but that is not the trick any more, lots of jets can

do that now. What the Raptor brings to the game is not just high AOA but absolute control and

immediate recovery from virtually any angle of attack situation you can put it in.

Nose high tail slides, back flips, falling leaf rudder turns, "cobra" maneuvers, rapid pitch ups

followed by just as rapidly pitching the nose back down again are all standard operating features of

Raptor air-show routines. Just watch any online video of the Raptor performing and you can do the

exact same maneuvers in this X-Plane model.

I designed a special display for the right MFD page 1 screen. It is visible when the jet's true air speed

is < 400 knots.

Three color-coded dynamic vector lines display the jet's nose position relative to the horizon (top

line), AOA (middle line) and flight path (lower line, velocity vector of your jet through the air).

The colors change to highlight the nature of each line. Basically, blue is sky, green is earth, yellow is

caution and red is danger.

The top line is blue if the jets nose is pointing up to the sky, green if it pointing down at the earth. It

never turns yellow or red because it just reports nose up or nose down.

The AOA line is neutral white from any negative AOA number up to plus 20 degrees AOA.

0 to 20 degrees AOA is the normal best performance range for the Raptor. The best low drag

acceleration, sustained pitch rate and turning performance are attained when AOA is between 0 and

20 degrees.


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Above 20 degrees the line turns red to signal you are in the high AOA flight regime.

Between 20 and 30 degrees the additional lift gained from higher AOA is overcome by the additional

drag of exposing more wing and fuselage surface area to the oncoming airflow.

Above 30 degrees AOA you are basically pointing the nose to show off or perform a particularly

spectacular maneuver like the "cobra" or falling leaf rudder turn.

The lower line is blue when your flight path is above the horizon, green when between 0 and -5

degrees (normal approach path slope), yellow between -5 and - 10 degrees (caution, steep approach

path) and red when less than -10 degrees (danger).

Numbers to the left of the lines are color matched to the lines themselves and report the degree angle

of each line.

Along the bottom of the display is an easy to read radar altitude display. This is useful when flying

the air-show standard nose high slow speed level pass low past a crowd of spectators.


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CHAPTER 5 - WEAPONS

The Raptor is a military fighter equipped primarily to dominate other fighters in air-to-air combat. It

has a secondary air to surface strike capability as well.

It carries all its offensive weapons internally in five weapon bays that use opening doors to allow the

weapons to fire or drop from the bay when used. The bay doors then close to reestablish the jets

stealth properties and clean exterior appearance.

The Raptor uses missile first then, if necessary, the internal gun to down its adversaries.

The first missile is the medium range (out to ~ 50 nm) AIM-120 radar guided missile. The Raptor

carries up to six of these exclusively in the belly weapons bays.

There are two side-by-side bays beneath the Raptor. A single bi-fold door covers each bay. The doors

open outboard exposing the entire width of the bay so the weapons, missiles or bombs can drop

cleanly down through the opening.

Maintaining 1 positive G on the aircraft during weapons launch is important, so that the relative

position of the jet stays fixed and the weapons can fall free without contacting any part of the jet on

the way out of the bay.

If six radar guided missiles are not enough to down all your targets at medium range then the

remaining two infrared guided AIM-9X short range missiles will have to do.


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These are carried in dedicated missile bays outboard of the engine air intakes. The missiles, one per

bay are attached to launch rails that extend to place the missile partly outside the fuselage for launch.

This enables the missiles seeker to acquire the target before launch.


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The final air-to-air option available to Raptor pilots is the M61 20 mm rotary cannon. It is fed from a

500 round magazine box that spans the width of the center fuselage. The gun fires through an open

door above the right fuselage just aft and inboard of the right wings leading edge. The door opens

when you select the gun mode and closes if you select another weapon mode, like missiles or bombs.

A known issue with the gun in X-Plane is that it continues to fire tracers even after the gun has run

out of ammunition. Oh well.

The last weapon mode in our Raptor is the GBU-32 1000-pound GPS guided bomb. One bomb

replaces the two inboard AIM-120 missiles in each belly weapons bay in the F-22_A2G.acf version

of our model.

Though not a weapon, one version of our Raptor model (F-22_EFT.acf) is equipped with two large

(600 gallon/4,000 lbs.) external fuel tanks. These have come to be known as "EFTs" in the some

circles. WT#! Everything has to be an acronym these days.

These external fuel tanks give you an additional 8,000 lbs. of fuel to burn, extending your range and

endurance and limiting your need for in-flight refueling. Combined they add about 45 minutes to an

hour to your time at cruise.

There are some limitations though when carrying EFT. They add weight and drag that causes your

cruise fuel burn to go up, decreasing your range slightly while adding to it, if you can get your head

around that concept. You are also limited to 7.5 G's whenever the tanks are attached to the jet, even

when they are empty, so keep that in mind if you want to fly an EFT equipped jet into combat.

Unlike earlier jets the pylons stay attached to the tanks when the tanks are jettisoned so regain a

stealthy jet once they are gone. That's different. Take a look at the next screen shot to see what I

mean.


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I have written special code to display a dedicated G meter in the upper right corner of the right

cockpit MFD when tanks are installed, and logic code to automatically ditch the tanks if you exceed

7.5 G's So, if you are flying along in an EFT equipped jet and start to horse around, then find out

later your tanks are gone you will know what happen. You exceeded the 7.5 G limit.


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5.1 HOW TO CONFIGURE YOUR CONTROLS TO USE OUR

WEAPONS SYSTEM IN THE SIM

To use the weapons system designed into this model you will need at least a joystick. A throttle

control is not strictly necessary but it would give you more configuration options.

You need to program a four-way hat switch or 2 two-position toggle switches to cycle through the

five available weapon modes. If you have flown one of our AOA Simulations F-35's or our T-7A

Red Hawk model then you already have everything set up. You can skip the rest of the following

section.

Those available modes are:

1. Navigation (NAV) mode. This is basically the default "no weapons selected" start point

shared by every model in the simulator. I just call it "NAV" mode to establish is as our

starting point.

2. Gun mode

3. Target Track (TRG TRK) mode

4. Missile (A2A) mode

5. Bomb (A2G) mode

Program the hat switch to select the "next" weapon [up] the list by clicking to the right.

"Previous" weapon on the list [down] by clicking to the left on the hat switch.

You could also use one two-position toggle switch instead of a four-way hat switch.

You also MUST program the up and down axis on the same hat switch to select "next" target [up]

and "previous" target [down] or, again, use a two-position toggle switch to perform the necessary

functions.

That's it. You are set to use our weapons system. Just make sure you are in the dynamic 3D cockpit

mode instead of the static 2D cockpit mode. Everything else is automatic once you select a weapon

and target and AI plane.


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FIGURE 1. WEAPONS MODES AND DISPLAY SYMBOLS

Right MFD Weapons Mode

Bay doors CLOSED

HUD lower right

Unselected Target

TARGET #1 Selected (AI #1 must always be

tanker)

TARGET #2-8 Selected

HUD/3D view

MFD HUD/3D view

MFD

NAV (SA)

WHITE circle with pointer

GUN (Gun port open)

GUN

TRG TRK TRG TRK

AIM-120D

Bay doors OPEN

MISSILE/120D-6 MRM

BOMB A2G Unchanged from missile mode display


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5.2 GUN MODE

Selecting Gun Mode opens the door above the right wing root to clear the gun to fire. The door stays

open as long as you are in gun mode and closes when you select another mode.

In gun mode the pilot camera will lock on to the AI plane (target_id_1, 2, etc) when you select target

next or target previous, place a red diamond near it (with X if target_1 tanker) and follow it while

you maneuver your jet to fly toward that AI plane.

Distance to the target AI plane is displayed on the Radar Situation display (right MFD page 2) at any

range to the target and also in the HUD once you close with 10 nm.

In the upper left corner of the Radar Situation display is your Target's true air speed for comparison

to your true air speed, which is now displayed in the HUD instead of IAS.

If you are faster than your target the rate of over take speed is displayed as a red positive number

below your own TAS. You'll have to slow down or risk over shooting your target and become a

target for you opponent.

If you are slower than your target a yellow negative number is displayed. You will have to speed up

to catch your target.

Within two nautical miles of your target a gun-aiming cue called a "funnel" will appear in the HUD

and replace the green diamond (red IF tanker, do not shot your tanker!). At 2 nm you will be able to

see the target AI plane without the aid of the diamonds.

The funnel adapts to your aircraft's pitch, yaw and roll movements to show you where your bullets

will hit if you pull the trigger on your control stick.


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Fly the funnel over your target and close to ~ 1 mile before letting fly with the gun.

You have 500 rounds of ammunition on board, which is pretty generous. I use about 50 rounds to

down an opponent, sometime less. I have a good eye and, I practice.

5.3 TARGET TRACK MODE

The next weapons system mode doesn't involve a weapon. No doors open on the exterior of the jet so

it remains stealthy. I use this mode to locate and track, one by one any of the AI planes I've loaded in

the simulator by cycling up (next target) or down (previous target) with the hat switch. This is the

safest way to develop your situational awareness without accidentally firing a weapon at an

unintended target. As you select each target its icon changes shape and color on the right MFD page

2 Radar Situation display. In the HUD a green square jumps from one target to the next so you build

an awareness of where everyone is in the airspace around you. Target altitude is displayed at the

upper right corner of the radar sit display. Target range is displayed at the lower right corner of the

radar sit display. Target Track mode places a green square over or very near the targeted AI plane

that helps you locate that target and close to fly in formation with it, or avoid it all together. Target

Track is the preferred mode for locating and running down AI planes to steal their fuel via our close

formation In-Flight Refueling method. I explain all that in the Refueling section.


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5.4 MISSILE (A2A) MODE

Missile mode works similarly to Target Track, only now the diamonds are back instead of squares

and the weapons bay doors are open so the armed missiles are ready to launch with the pull of the

trigger.

The first missiles to launch will be the 6 x AIM-120 radar guided missiles. These can fly out and

tickle targets up to 50 nm away, more if you are lucky.

The last two missiles to launch will be the shorter-range AIM-9X heat seeking missiles. Wait until

your target is within 20 nm to launch one of these.

X-Plane will load up to 19 AI planes in the simulator in addition to your Raptor. I have written the

code to allow you to track up to 10 AI planes so, if #1 is your friendly tanker the other 9 AI plane can

all be targets for your 8 air-to-air missiles and the gun.

If you run out of missile you can re-arm the jet in mid air by clicking on SK L5 of the right MFD.

AI planes hit by a missile explode and burn while they spiraling in.

When they finally hit the ground another AI plane, using the exact same target ID number appears in

the sky somewhere else. You will see the target track diamond snap to the new location if you

remained locked on your prior victim. You will never run out of air-to-air targets.

5.5 BOMB (A2G) MODE

X-Plane doesn't offer an easy way to target GPS bombs.


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There is a simulator command to "GPS_lock_here", which I use in conjunction with the release of

the GPS bombs but the method of actually determining the exact location of "here" is not easy or

reliable.

X-Plane is not a "combat" simulator so I have not put much effort into developing workarounds for

targeting bombs and instead focused on developing other more enjoyable areas of the model.


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5.5.1 CHAFF and FLARES

Chaff and flares are launched from fully enclosed internal bays just like the other weapons

carried by the jet. When the cockpit control is used to launch chaff or flares the door pop open

just long enough for the "expendables" to launch then they close up again automatically.


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5.6 REFUELING

Like all our previous fast jet fighters this Raptor model can be quickly ground refueled (GFR),

refueled in-flight via our "virtual" in-flight refueling method or the more involved "IFR from any AI"

aircraft type you choose to load in the simulator as your preferred tanker.

5.6.1 GROUND REFUELING (GFR)

Ground refueling usually takes place before engines are started.

With the battery switch ON you can see how much fuel is on the jet by looking at the blue fuel status

bar along the right side of the backup display.

With the parking brake set, flip the IFR switch up and ground refueling starts.

"GFR" appears flashing on the backup display.

Refueling stops when the jet is full.

5.6.2 "VIRTUAL" in-flight refueling

Our "virtual" method of in-flight refueling is the simplest method imaginable. Simply level the jet at

either 20,000 or 30,000 feet MSL, slow to 300 knots IAS and open the IFR door with the cockpit

switch.

You can refuel on autopilot if you like or fly the jet by hand. If you choose to hand fly there is a

fairly broad envelope that is pretty easy to stay within.

Target altitude + / - 1,000 ft

Zero rate of climb or descent + / - 1,000 fpm.

300 Knots indicated + / - 20 knots (280 to 320)

“RECEIVING” will flash in the HUD while fuel is flowing to your jet.

“FULL INT” will display in the HUD when internal tanks are full.

If you have external fuel tanks, they may continue to fill after "FULL INT" is displayed until

they too are full. Monitor external fuel tanks quantity on the right MFD, page 1 or bottom MFD

page 2.


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5.6.3 In-Flight Refueling from AI planes

The most challenging method of in-flight refueling in this model is to steal fuel from AI planes that

you have loaded in the simulator.

Chasing them down and flying close formation behind them is made relatively easy by selecting the

weapons system Target Track mode.

I describe how to set up your model and use Target Track in the last section (WEAPONS), so if you

skipped that sections because your are a committed pacifist then go back there and just read the

Target Track paragraphs.

With Target Track you can see AI planes from far way and fly an intercept course to close in and

form up in close formation with them.

Monitor your closure rate and altitude differences on the right MFD Radar Situation display.

I recommend making the first AI plane you load in the simulator a suitable tanker for Raptor in-flight

refueling. A boom equipped KC-10A or any commercial airliner. It doesn't have to have a boom to

work with out jet. Any commercial airliner will do.

AI plane #1 is the only target AI plane you can refuel from. Make any "enemy" AI planes targets 2 or

greater.

I never use the default Special Start "Re-Fuel Boom" situations in X-Plane, not since developing

these many varied and flexible IFR techniques way back in 2014 for our F-35B Lightning II model.


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Our F-35A and T-7A Red Hawk models work the same way too.


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CHAPTER 6 - ABNORMAL PROCEDURES

6.1 IN-FLIGHT ENGINE SHUT DOWN AND RESTART

6.1.1 Overview

An extensive effort was applied to developing and perfecting an in-flight single engine and double

engine shut down and restart procedure for this Raptor model.

An automated checklist is built into the left MFD page 1 display that detects if one or both engines

have shut down and guides you through the resetting of cockpit switches and starting the APU in

preparation for restarting the engine(s).

Either engine can be shut down at any speed or altitude by moving its fuel switch to OFF, though I

recommend 300 knots indicated air speed and at least 10,000 AGL for your first attempt.

I also recommend putting the jet on autopilot, with heading and vertical speed hold modes set and a

descent rate of at least 2,000 fpm to maintain airspeed during the few minutes it may take you the

first time to run through the checklist and get the engines restarted. You will get faster with practice.

That is what this simulator is for. Practice, practice and more practice.

6.1.2 R2c plug-in logic with in-flight engine shutdown

Turn OFF the R2c plug-in if you have it on when you prepare to shut down the first engine. You will

need to pan the pilot camera down to the fuel shut off switches and R2c will limit your pilot camera

movement if it is enabled. If you use a programmed keyboard or HOTAS switch to cycle the fuel

switches then the moment you shut down the first engine in-flight the R2c plug-in will automatically

by disabled until both engines are running again. Then you will have to push in the R2c button on the

UFC panel to engage the system again.


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6.2 AUTO GCAS FLIGHT TEST

6.2.1 Overview

The Automatic Ground Collision Avoidance System or Auto GCAS is software originally

developed for the F-16 and adapted for the Raptor and F-35 Lightning. It monitors a whole

bunch of parameters and estimates IF and WHEN the jet will impact the ground IF you do

nothing to prevent that from happening. Basically, it waits for you to act and if you don't it first

warns you of the approaching danger and then, if you still don't act it takes over and recovers the

jet for you.

There are a lot of variables and much time and effort were devoted to ensuring there were not too

many false alarms so pilots would develop high confidence in the system and not want to turn it

off because the system was a nuisance.

Two things will prevent the system from saving your butt.

1. The descent rate has to be greater than minus 18,000 fpm. A "normal" descent rate in a

fighter is 6,000 to 12,000 fpm so 18,000 fpm is a safe bet that you are not paying close

attention or you are pushing the envelope and my need something to back you up in case

you get distracted at the wrong moment.

2. There can be no pitch pressure on the stick (> -.02 and < .020) so, basically, the stick has

to be close to neutral. If you are putting any pressure on the stick it tells the airplane

you're in control so don't interfere with what you are already doing.

6.2.2 Test the system to build confidence

1. First, verify that the GCAS system is ON by checking for a green GCAS in the bottom

left corner of the NAV/COM systems monitor.

2. Climb to 30,000 ft and accelerate to 95 Mach.

3. Pull the power back to ~ 50% and roll the jet on its back.

4. Pull the nose down to ~ 60 degrees below the horizon, release the stick and pull the

throttle to idle.

Now you are descending rapidly, upside down, waiting for the jet to get down to an altitude

where it starts to think maybe you're not paying attention.


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When the jet starts to get nervous green arrows will appeared from the sides of the HUD

converging to the center of the display. A count down number will also appear estimating

seconds until ground impact if you or the jet does not do something to prevent it. All this takes

place below 12,000 ft AGL so the terrain elevation below the jet plays a roll in what pressure

altitude you will start to see things happen. In other words, there is no set pressure altitude where

the jet will recover. Everything is based off of radar altitude.

One extreme that will trigger an automatic recovery right away as soon as you hit 12,000 ft AGL

is if your descent rate exceeds 84,000 fpm. That's ~ 1,400 feet per second or 8.57 second from

ground impact. You'll have to be going > 800 knots straight down to achieve that rate but if you

manage it 8 seconds is barely enough time to complete a pull out.

When an automatic recovery does happen, the jet is violently rolled canopy side up (if you were

upside down at the moment the recovery was triggered) and just has violently pulled nose up to

the horizon. Don't worry about the jets ability to handle the strain. Any excessive G forces

imposed on the jet as a result of the auto recovery process are bound to be less than a high-speed

impact with the ground. Note that, if you are flying the EFT model you are going to loose the

tanks sometime during the recovery and or pullout. They can only take 7.5 G's.

When the nose nears the horizon GCAS turns the jet over to the standard autopilot, which will

fly it at 400 knots IAS and 1,500 ft AGL in terrain following (TF) mode until you take over.

Tapping the pitch trim button on your stick (assuming you have one programmed) will

disconnect the autopilot and you can climb back up to altitude and have another go at testing the

GCAS system, searching for it’s weak points. I challenge you will find any. I've tested the

system literally "to death" many times.


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6.3 APPROACH AND LANDING

6.3.1 Overview

Test pilot describe the Raptor as one of the easiest fast jet fighters to land. "Like landing a Cessna"

said Lockheed test pilot Jon Beasley after his first flight in Raptor 001 back in 1997.

The main landing gear has a wide stance compared to the F-15 Eagle and F-16 Viper. Those jets can

feel quite "tipsy" if there is any cross wind while landing. Not the F-22 Raptor.

The jet is flown at a steady 12 degrees angle of attack on approach, varying its airspeed to

compensate for carrying more or less fuel back from a mission.

Normal minimum fuel when arriving back at base is 4,000 lbs.

The Raptor's fuel jettison system automatically stops dumping fuel when it gets down to that amount.

The backup displays blue fuel quantity status bar turns yellow with just 4,000 lbs. remaining. The

display turns red when the 2,000 landing minimum is reached.

At 50 to 55,000 lbs. landing weight the Raptor's approach speed is ~155 to 160 knots IAS.

From a distance of several miles out from touchdown you can place the round velocity vector ball, or

as they call it in the Raptor, the Flight Path Marker (FPM) right on the spot you want the main

landing gear to touch down, hold the nose up so that your AOA is right around 12 degrees and

maintain whatever speed is required to keep the other two parameters on their marks by adding or

reducing power.


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Reduced power over the runway approach end threshold numbers, AOA is maintained at 12 degrees

and touch down on the mains happens at around 140 to 145 knots.

6.3.2 Approach Power Compensation Mode

The Raptor's autopilot auto throttle has an APC mode that determines the best approach speed for the

jet's current weight and maintains that speed with the auto throttle down to 100 ft AGL.

To hand fly an APC approach turn the autopilot ON (but NOT the SRVO actuators), set the airspeed

hold to 200 knots and press the SPD button IN. Above 1,000 ft AGL auto throttle will maintain 200

knots.

Descending through 1,000 ft AGL on final approach the autopilot logic will automatically switch

from auto throttle Speed Hold to APC mode. The jet will slow to the new speed and APC will hold

that speed down to 100 ft AGL, then disconnect automatically so you can finish the landing by hand.

I was taught to always rest my hand on the throttles during an approach so be prepared to take over

the throttles manually when the 100 ft disconnect happens because you may need to add or reduce

power at that moment.

If you decide to go around before descending below 100 ft AGL APC mode will maintain the best

approach speed until you climb back up through 1,000 ft AGL, then switch to Speed Hold mode

again and fly you at 200 knots IAS around the pattern for another approach.

On touch down speed brakes automatically deploy and the jet's nose should be held off the runway

until you slow to 100 knots, then low the nose wheel to the runway and apply wheel brakes as

required.

Speed brakes automatically closed at < 50 knots.

Taxi at 30 knots or less.

R2c plug-in "taxi look" works below 30 knots.

A nose wheel steering ON / OFF toggle switch is located on the 3D controls stick, right thumb button

in case you need to disable nose wheel steering due to a hardware conflict.


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TECHNICAL SUPPORT

CREDITS

• Flight Model, Scripting, Documentation & Project Management: David Austin (AOA

Simulations)

• 3D/2D Visuals & Animations: Fabrice Kauffmann (AOA Simulations)

• FMOD Sounds: Mike Maars (SimAccoustics)

• Beta Testing: Steve DeBauche, Drew Bolton (BelGeode)

A QUESTION ABOUT THE F-22A?

Please write to [email protected] or visit our support forum:

https://forums.x-plane.org/index.php?/forums/forum/386-aoa-simulations

We will monitor it regularly and respond as quickly as we can. Also please look at our FAQ to

see if your question has already been answered.

WANT TO KNOW MORE ABOUT OUR FUTURE PROJECTS?

Follow us on https://www.facebook.com/aoasimulations

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https://www.facebook.com/aoasimulations


6-91 Version 1.0

APPENDIX 1 - GLOSSARY

AB Afterburner Afterburner adds 50% more engine thrust when

selected. Doubles fuel burn rate though

ADF Automatic Direction Finder Non-directional radio navigation beacon

AGL Above Ground Level Altitude above terrain directly below the jet at the

moment displayed

AOA Angle of Attack Angle between aircraft nose and aircraft actual

flight path vector line through the air

AP Auto Pilot Autopilot ON for autothrottle purposes only, no

flight control servo actuators

APC Approach Power

Compensation

Adaptive autopilot mode used to maintain best

approach airspeed for current aircraft weight

APU Auxiliary Power Unit Small jet engine provides electricity and bleed air

before main engine start

ATC Air Traffic Control

ATH Auto Throttle Autopilot speed hold mode

BWS Brake With Stick Optional AOA Simulation plugin controls wheel

brakes with control stick fore and aft movement

CLS Closure Rate Displays at the upper left corner of right MFD,

page 2 radar Situation display

DH Decision Height Displays in the Autopilot Terrain Following

window

ECS Environmental Control System Cockpit heating, air conditioning and

pressurization


6-92 Version 1.0

EFT External Fuel Tank Raptor can carry two, one under each wing

FCS Flight Control System System of computers and code that connects pilot

and autopilot commands to flight controls

FLA Flaps Automatic Automatic flap control logic

FPM Flight Path Marker Small floating ball in HUD and on backup display

that show actual flight path vector line

FPM Feet Per Minute Measure of climb or descent rate

GCAS Ground Collision Avoidance

System

Software logic that performs calculations in

background to monitor threat of ground collision

GFR Ground Re Fuel Flashes at the top end above the backup display

fuel bar when ground refueling

GPS Global Positioning System Satellite based navigation system

GS Glide Slope Autopilot vertical navigation function

HDG Heading Magnetic bearing, autopilot mode used to hold a

specific heading

HSI Horizontal Situation Display Overhead view of navigation situation

HMD Head Mounted Display Like a HUD only displayed on the pilot's helmet

visor

HOTAS Hands On Throttle And Stick System of control buttons on throttle and stick

handles

HUD Heads Up Display Vertical glass plate in front of the pilot with flight

and other data displayed on it

IAS Indicated Air Speed As displayed in HUD, uncorrected for altitude and

temperature

IFF Identification Friend or Foe Military version of civilian transponder

IFR In Flight Refueling Refuel the jet in the air without landing

ILS Instrument Landing System Method of flying precise landing approach on

instruments without outside visual references

JETT Jettison Flashes at lower end of backup display fuel bar

when dumping fuel

LGA Landing Gear Automatic Automatic landing gear operation logic

LOC Localizer Autopilot horizontal navigation function

MFD Multi Function Display Raptor uses 1990's Cathode Ray Tube cockpit

display technology, before LCD tech came along

MSL Mean Sea Level Altitude above sea level, averaged between high

and low tides

OAT Outside Air Temperature Displays in Fahrenheit or Celsius

OBS Omni Bearing Selector Knob use to align HSI station point with bear to or

from selected station on display

QRA Quick Reaction Alert UFC button to quick start the APU, set cockpit

switches and then start both engine simultaneously

R2c Roll to see Optional AOA Simulation plugin pilot camera

control logic


6-93 Version 1.0

SFC Specific Fuel Consumption Amount of fuel burned in pounds per pound of

thrust produced over one hour

SK Soft Key Touch buttons around the periphery of multi

function displays used to access functions

SPD Speed Autopilot mode used to maintain a specific

indicated airspeed or Mach airspeed

SRVO Servo actuators Servo actuators move the flight control according

to signals from the autopilot

TACAN Tactical Air Navigation Military version of civilian VOR station

TAS True Air Speed Airspeed corrected for altitude and temperature

TE Terrain Elevation Altitude above sea level of terrain surface directly

below the jet at the moment displayed

TF Terrain Following Autopilot mode that commands the jet to fly at a

certain altitude AGL

TOLD Take Off Landing Data Performance chart data to correct for altitude and

temperature variations

TRK Target Track Radar lock on AI airplane

UFC Up Front Control autopilot and quick access interface panel

VOR Variable Omni Range Civilian directional navigation station transmits

bearing signal and range information out to aircraft

VS Vertical Speed Autopilot mode for holding fixed rate of climb or

descent

VV Vertical Velocity Rate of climb or descent in feet per minute

WOW Weight On Wheels Displays in Brake/Parking Brake window when

the jet is on the ground


6-94 Version 1.0

Documents

VERSION 1.0 INTRODUCTION 1-7 COCKPIT 2-12 …