1.0: PANEL/SYSTEMS CONFIGURATION ....

DEFAULT ENGINES RUNNING SCENARIO

Always start FS and this scenario using the default MSFS CESSNA flight. Do not adjust any panel
instrumentation on the CESSNA. Select your DC9 aircraft of choice.

In this default scenario the aircraft and panel will load into FS with the engines already running.
Certain panel instrumentation and systems must still be set up in accordance with the following
procedures in order for the panel to work properly.

Open the Overhead panel and follow each of the following steps ....

Pay attention to the "ELEC PWR" section of the Overhead Panel ....

- select "ON" the "L GEN" switch !

- select "ON" the "R GEN" switch !

This (above) is an essential step .... failure to activate both "L GEN" and "R GEN" switches switches
will result in a complete loss of electrical power within few minutes of departure. Such a failure will
also render the AP, Radios, and most other electrically dependent instrumentation inoperable.

- Set to either "BATT AMP" or "BATT VOLT" positions the DC VOLT METER knob !
- Select "ON" the "GALLEY POWER" switch !

Pay attention to the "CABIN SIGNS" section of the Overhead Panel ....

- Select "ON" the "CABIN SIGNS" switches .... both "NO SMOKING" and "SEAT BELTS" sign switches
should be selected !

Pay attention to the "ICE PROTECT" section of the Overhead Panel ....

Select "ON" the "METER SEL & HEAT" switch (large white knob) to either "CAPT" or "F/O" positions.

- Select "ON" the "AIR FOIL" switch .... if required !

- Click on the "TAIL" button .... if required !

- Select "ON" both "L and "R ENGINE" switches .... if required !

- Select "ON" the "WINDSHIELD" switch .... if required !

Pay attention to the "FUEL PUMPS" section of the Overhead Panel ....

- Select "ON" all 6 fuel pump switches !

Pay attention to the top right section of the Overhead Panel ....

- Select "ON" the "LOGO LIGHT" switch !

- Set to "ARM" position the "EMER LTS" switch !

- Click on the CVR "REPEAT" button .... adjust "TRIP NUMBER" and "DATE" data only if desired (non-
essential) !

- Set to "BOTH" position the "POS/STROBE LTS" switch !

- Select "ON" the "ANTI-COLLISION" light switch !

- Click on the "ATTENDANT CALL" button .... for the flight Attendants cabin report (non-essential) !

- Set to "ARM" position the "ANTI-SKID" switch !

- Select "ON" the "YAW DAMPER" switch !

- Select to "FAST" position the "SPD CMD TEST" switch !

Pay attention to the "AIR CONDITIONING" section of the Overhead Panel ....

- Select "ON" the Air Conditioning System .... both "SUPPLY" switches must be set to the "AUTO"
position !

- Select to "FAN" position the "RADIO RACK VENTURY" switch !

- Set "AIR COND AUTO SHUTOFF OVRD" switch to fully "DOWN" position !

- Set "RAM AIR" switch to "ON" position !

Pay attention to the "CABIN PRESSURE CONTROLLER" section of the Overhead Panel ....

- Using the "ALTITUDE" knob set Pressure Altitude Scale as required .... 8,500 FT is an adequate
setting for cruise any altitude of between 25,000 and 31,000 FT. This is an essential step .... for the
cabin to pressurize automatically. Failure to do this will trigger an alarm when passing 10,000 FT and
result in illumination of both the red "MASTER WARNING" lamp on the Main panel as well the "CABIN
PRESSURE" warning lamp on the Overhead Panel Anunciator display.

- Using the "BAR CONT" knob set Altitude Barometric Pressure Scale .... as required !

Go to the "MAIN PANEL" panel view ....

click on the small white right-pointing triangle (located above the left "FUEL QUANTITY" gauge) to
command into view the Hydraulics and secondary engine instruments panel ....

- Select "ON" (to the "HI"/fully up position) both center "HYD PUMPS" .... click on both of these
switches "twice" in order to ensure they are correctly set. This is an essential step .... failure to do this
will result in both the flaps and landing gear not functioning !

click on the small white left-pointing triangle (located beside the left Oil Temp gauge) to close the
Hydraulics and secondary engine instruments panel and restore the primary engine instruments panel
back into view.

Pay attention to the upper portion of the Main Panel below the windshield ....

- Activate the remaining lighting switches located along to top of the Main Panel below the
windshield .... as required !

- Click on the illuminated yellow "MASTER CAUTION" lamp to cancel this cautionary advisory.

- Set the "FD" switch .... as required !

- set the "RA" bug .... as required !

- Click on the "TOTAL FUEL QTY" guage (located at the bottom center of the main panel between the
ROC and Fuel Quantity/Fuel Temp gauges). This is an essential step .... to calibrate this gauge to read
in accordance with the actual all-up aircraft weight. This guage also works in conjunction with the ASI
to calculate the correct T/O safety V-REF speeds.

- Click on the center of the ASI gauge to set V-REF speed bugs in accordance with actual aircraft
weight (the ASI also works in conjunction with the "TOTAL FUEL QTY/AIRCRAFT WEIGHT" gauge).
Click "once only" to select FLAP 5 speeds. Click "twice only" to select FLAP 15 speeds
(recommended) !

Go to the Center Pedestal panel ....

Select "ON" (fully up) to "PWR" position the "RUD HYD CONT" lever (marked with a yellow cap and a
small white "R") .... located right of the Spoiler lever !

Set to "ON" position the "FUEL X FEED" lever (black lever marked with a large white "X") .... located
left of the Flap lever !

Set the Cabin Pressurization tab (large yellow lever located above the Rudder Trim knob) to "CABIN
ALT" position. This is an essential step .... for the cabin to pressurize automatically.

- Set flaps, trim, radio frequencies, and navigation equipment .... as required !

Go to the Overhead Panel ....

- Review the "ANUNCIATOR" section of the Overhead panel .... no yellow warning lamps should
remain illuminated .... other than both "PARKING BRAKE" and "FLIGHT RECORDER" advisories. Both
of these lamps will extinguish when the brakes are released and the aircraft begins to taxi.

The panel and aircraft are now correctly configured and ready for departure .... have a good flight and
enjoy flying the HJG DC9 series per this default engines started scenario.
2.0: ENGINE STARTUP PROCEDURES AND PANEL/SYSTEMS CONFIGURATION

Always start FS and this scenario with the default MSFS CESSNA flight. Shutdown the CESSNA engine
using the Starter switch. Do not adjust any other panel instrumentation on the CESSNA. Select your
DC9 aircraft of choice.

In this scenario the aircraft will load into FS with its engines not running and with most panel
instrumentation and systems still needing be set up in accordance with the following procedures in
order for the panel to work properly.

2.1: APU STARTUP PROCEDURE

- Check that the parking brakes are set to "ON".

- Check that the thrust levers are set to their fully closed/idle detente.

Open the Center Pedestal panel .... check that both engine fuel levers (located below the thrust
levers) are set to their "CUT OFF" detente.

Open the Overhead Panel and follow each of the following steps ....

Pay attention to the "ENG" section of the Overhead Panel ....

- Select "ON" the "START PUMP" switch !

Pay attention to the "APU" section of the Overhead Panel ....

- Select "ON" the "APU RUN/START" switch .... the APU RPM needle will begin to rotate and stabilize at
this gauges 98% RPM position. The "APU PWR AVAIL" lamp (in the ELECTRICAL POWER section of the
Overhead Panel) will illuminate when the APU system is available for use !

- Select "ON" the "APU AIR" switch ! .... the APU AIR needle will begin to rotate rotate and stabilize at
this gauges 480*C temperature position !

Pay attention to the "ELEC PWR" section of the Overhead Panel ....

- Set to "NORM" position the "APU GEN" switch !

- set to "APU" position the "DC VOLT" switch !
- selected "ON" the "APU L BUS" switch !
- selected "ON" the "APU R BUS" switch !

This entire section (above) is an essential step .... engines cannot be started until APU power is
available.

The DC9 will now have a steady source of electrical power and be ready for engine startup
procedures.

2.2: ENGINE STARTUP PROCEDURES

Open the Overhead Panel and follow each of the following steps ....

Pay attention to the "AIR CONDITIONING" section of the overhead Panel ....

- Check the Air Conditioning system is "OFF" .... both "SUPPLY" switches must set to the fully
up/"OFF" position. This is an essential step .... engines cannot be started until the Air Conditioning
system is fully shutdown.

Pay attention to the "ENG" section of the Overhead Panel ....

- Check the "PNEU PRESS" gauge .... when the AC System has shutdown the needle on this gauge
should rotate to indicate at approximately its 4 o'clock position .... confirming sufficient pneumatic air
pressure is available to start both engines from the APU system !

Pay attention to the "FUEL PUMPS" section of the overhead Panel ....

- Select "ON" each of the 6 Fuel Pump switches !

Pay attention to the "ENG" section of the Overhead Panel ....

- Select "ON" the "START PUMP" !

- Select "ON"/fully down the "IGN OVRD/GRND STRT & CONTIN" switch !

Open the Center Pedestal panel .... and move it over the top left quadrant of the Main Panel
just for ease of viewing and an unobstructed view of other engine related gauges ....

Select "OPEN" .... the 2 "PNUE X FEED VALVES" (2 large white capped levers located below the
Rudder Trim knob at the bottom right of the CP panel. Do not confuse these valves with the FUEL X
FEED lever located elsewhere on the CP panel) .... both of these pneumatic fuel crossfeed valves must
be set to the fully "UP" position. This is an essential step .... failure set both of these 2 valves "ON"
will result in the engines not starting.

Pay attention to the "ENG" section of the Overhead Panel ....

- Select "ON" the #2 Engine starter switch .... click "twice" on this switch .... once to open the switch
cover .... and then a 2nd time to move this switch to the "ON" (down) position. Engine #2 will then be
heard to begin slowly spooling up.

Return quickly to the Main panel view .... ensure that the Center Pedestal panel remains
open/accessible over the top left quadrant of the Main Panel view.

Quickly pay attention to the "N2" engine gauges on the Main Panel .... the bottom pair of
engine instruments ....

- As the N2 gauge needle for Engine #2 rotates through 20% (N2) select "ON" the #2 Engine fuel
lever (located on the CP panel and below the #2 Engine thrust lever). Engine #2 will then burst into
life and stabilize at approximately 33% N1 and 56% N2.

- Repeat this same procedure .... precisely .... in order to start the #1 Engine.

Upon successfully starting both engines return to the Overhead panel to shutdown the APU and
configure the remaining panel systems.

2.3: APU SHUTDOWN PROCEDURE

Pay attention to the "ENG" section of the Overhead Panel.

- Select "OFF" the "START PUMP" switch !

Pay attention to the "APU" section of the Overhead Panel.

- Select "OFF" the "APU START" switch !

- Select "OFF" the "APU AIR" switch !

When selected "OFF" the "APU AIR" gauge needle will rotate and stabilize at 290*C degrees. The APU
RPM needle will .... intentionally .... not be seen to rotate at all until approximately 50 seconds after
the "APU RUN/START" switch has been selected "OFF" ("cool down timer" effect). This is quite normal
and is, apparently, a characteristic of the DC9 APU System. Perform no other procedures during this
phase of the APU shutdown procedure.

2.4: PANEL & SYSTEMS CONFIGURATION

Pay attention to the "AIR CONDITIONING" section of the Overhead Panel ....

- Select "ON" the Air Conditioning System .... both "SUPPLY" switches must be set to the "AUTO"
position !

- Select to "FAN" position the "RADIO RACK VENTURY" switch !

- Set "AIR COND AUTO SHUTOFF OVRD" switch to fully "DOWN" position !

- Set "RAM AIR OFF" switch to "ON" position !

Pay attention to the "CABIN PRESSURE CONTROLLER" section of the Overhead Panel ....

- Using the "ALTITUDE" knob set Pressure Altitude Scale as required .... 8,500 FT is an adequate
setting for cruise at altitudes of between 25,000 and 31,000 FT. This is an essential step .... for the
cabin to pressurize automatically. Failure to do this will trigger an alarm when passing 10,000 FT and
result in illumination of both the red "MASTER WARNING" lamp on the Main panel as well the "CABIN
PRESSURE" warning lamp on the Overhead Panel anunciator display.

- Using the "BAR CONT" knob set Altitude Barometric Pressure Scale .... as required !

Go to the Main Panel view ....

click on the small white right-pointing triangle (located above the left Fuel Quantity gauge) to
command into view the Hydraulics and secondary engine instruments panel ....

- Select "ON" (to the "HI"/fully up position) both center "HYD PUMPS" .... click on both of these
switches "twice" in order to ensure they are correctly set. This is an essential step .... failure to do this
will result in both the flaps and landing gear not functioning !

click on the small white left-pointing triangle (located beside the left Oil Temp gauge) to close the
Hydraulics and secondary engine instruments panel and restore the primary engine instruments panel
back into view.

Pay attention to the upper portion of the Main Panel below the windshield ....

- Activate the remaining lighting switches located along to top of the Main Panel below the
windshield .... as required !

- Click on the illuminated yellow "MASTER CAUTION" lamp to cancel this cautionary advisory.

- Set the "FD" switch .... as required !

- set the "RA" bug .... as required !

- Click on the "TOTAL FUEL QTY" guage (located at the bottom center of the main panel between the
ROC and Fuel Quantity/Fuel Temp gauges). This is an essential step .... to calibrate this gauge to read
in accordance with the actual all-up aircraft weight. This guage also works in conjunction with the ASI
to calculate the correct T/O safety V-REF speeds.

- Click on the center of the ASI gauge to set V-REF speed bugs in accordance with actual aircraft
weight (the ASI also works in conjunction with the "TOTAL FUEL QTY/AIRCRAFT WEIGHT" gauge).
Click "once only" to select FLAP 5 speeds. Click "twice only" to select FLAP 15 speeds
(recommended) !

Go to the Center Pedestal panel ....

Select "ON" (fully up) to "PWR" position the "RUD HYD CONT" lever (marked with a yellow cap and a
small white "R") .... located right of the Spoiler lever !

Set to "ON" position the "FUEL X FEED" lever (black lever marked with a large white "X") .... located
left of the Flap lever !

Set the Cabin Pressurization tab (large yellow lever located above the Rudder Trim knob) to "CABIN
ALT" position. This is an essential step .... for the cabin to pressurize automatically.

- Set Flaps, Trim, radio frequencies, and navigation equipment .... as required !

Go to the Overhead Panel ....

- Review the "ANUNCIATOR" section of the Overhead panel .... no yellow warning lamps should
remain illuminated .... other than both "PARKING BRAKE" and "FLIGHT RECORDER" advisories. Both
of these lamps will extinguish when the brakes are released and the aircraft begins to taxi.

The panel and aircraft are now correctly configured and ready for departure .... have a good flight and
enjoy flying the HJG DC9 series per this cold and dark (engines "OFF") startup scenario.

.0: THE FOLLOWING SECTION FOCUSES ON BOTH THE MAIN PANEL AND SUB PANEL
INSTRUMENTATION ASSOCIATED WITH IT.

1.1: MAIN PANEL - PRIMARY ENGINE INSTRUMENTS

The entire right section of the Main Panel supports the primary engine instrument display .... featuring
EPR, N1, EGT, N2, Engine #1 F/F, and Fuel Quantity gauges !
The EPR bugs can be adjusted by clicking the small grey knobs located at the bottom right of each
EPR gauge. Mousing the left side of these gauges sets the EPR bugs to lower values. Mousing the right
side of these gauges sets the EPR bugs to higher values.

The EPR gauges in each DC9 aircraft/engine panel are each set/bugged at different values. These
values correspond with the correct maximum T/O EPR settings for each aircraft/engine type at SL and
based on an ambient temperature of 15*C. T/O power should be set carefully so as to avoid
exceeding the indicated EPR bug settings.

Setting the EPR bugs in accordance with values associated with altitudes other than SL and ambiant
temperatures higher/lower than 15* C will require independent research on the part of the end user.

All other DC9 panel engine instrumentation is calibrated in accordance with the known performance
parameters of each aircraft/engine type. For this reason it is essential to use the correct DC9
aircraft/engine panel with each DC9 aircraft/engine base pack/FDE or inaccurate
performances/settings will result.

Located above the left Fuel Quantity gauage is "a small white right-pointing triangle". This icon is used
to toggle secondary engine inst rumens panel into view.

This sub panel features the landing gear lights, landing gear lever, TAS guage, Hydraulics System
switches and gauges, Oil Pressure gauges, Oil Temperature gauges, Oil Quantity gauges, Engine #2
F/F, Flap gauge, and both Fuel Used and Fuel Reset selector switches.

The Hydraulics System is of paramount importance on this sub panel and is located within the small
"HYD PUMPS" section of this sub panel.

The Hydraulics System features 4 separate hydraulics switches. The 2 center hydraulics switches must
each be set to the "HI" position. Failure to do this will result in both the flaps and landing gear not
functioning.

It is recommended that the 2 center hydraulics switches each be "clicked twice" to ensure they are set
to the fully up/"HI" position. When these switches are set correctly the needles on both Hydraulics
Pressure gauges (located above the Hydraulics switches) will each rotate to indicate "3" ....
confirming that sufficient hydraulics pressure is available for both the flaps and landing gear to
function normally.

The Flap gauge is also displayed on this sub panel. On the ground .... keyboard command "F7" will
cycle the Flaps, incrementally, through the following detentes and all the way down to the maximum
FLAP 50 detente ....

DC9-10/15 "only"

- FLAP 10
- FLAP 20
- FLAP 30
- FLAP 50
DC9-10/15 aircraft are not equipped with SLATS/LE

DC9-20-50 "only"

- SLATS/LE .... see blue SLAT/LE lamp on Main Panel !

- FLAP 5
- FLAP 15
- FLAP 25
- FLAP 40
- FLAP 50

1.3: MAIN PANEL - ALTITUDE SELECTOR

An Altitude Selector gauge is located at the top center right of the Main Panel and below the
windshield

Any particular target altitude can be selected on this gauge which is normally used during
climb/descent.

Target altitude values can be set per increments of 100 FT by clicking the small selector knob located
at the bottom right of this gauge. Mousing the left side of this selector knob reduces the altitude value
displayed in the gauge window. Mousing the right side of this selector knob increases the altitude
value displayed in the gauge window.
The Altitude Selector also features a built-in audible Altitude Alert warning. This alert is triggered,
automatically, when climbing/descending within 900 FT of any preselected altitude .... and again
within 100 FT of exceeding any preselected altitude value should the altitude value displayed in the
gauge window not first be reset !

The Altitude Selector is not connected to the Auto-Pilot. It does not feature an automatic altitude
capture mode. An entirely separate and selectable automatic altitude capture mode is featured in the
"PRESELECT ALTITUDE" section on Auto-Pilot sub panel.

1.4: MAIN PANEL - RADIO ALTIMETER

A Radio Altimeter gauge is located at the center of each panel (to the right of the Altimeter gauge).
This gauge features a selectable Decision Height Bug. Clicking the small orange knob located at the
bottom right of the RA will adjust the DH bug to any desired altitude value between ZERO FT and
2,500 FT. Mousing the left side of this knob reduces the altitude value indicated by the DH bug.
Mousing the right side of this knob increases the altitude value indicated by the DH bug. Setting the
DH bug at any altitude value within the range of the RA altitude scale will trigger an automatic
"MINIMUMS" call-out at that particular selected altitude .... normally during approaches to landing !

1.5: MAIN PANEL - GPWS

Each DC9 panel features a built-in GPWS system which provides the following automatic Boeing type
altitude call-out information during approaches to landing ....

- "TWENTY-FIVE-HUNDRED" ....
- "500"
- "100"
- "50"
- "40"
- "30"
- "20"
- "10"

Not many, if any, DC9 aircraft were fitted with such a device but this information is useful during FS
approaches to landing.

1.6: MAIN PANEL - ALTITUDE BAROMETRIC PRESSURE SETTING

Prior to T/O, and during climb/descent through 17,500 FT, the keyboard "B" command must be
selected. This will, automatically, adjust altimeter barometric air pressure setting to the local
environmental barometric air pressure value. Failure to do this will result in erroneous altimeter
indications. The selected altitude barometric air pressure setting can be read within the small window
located inside the bottom of Altimeter gauge.

1.7: MAIN PANEL - TOTAL FUEL QUANTITY & AIRCRAFT WEIGHT GAUGE

This gauge is located below the RA gauge.

The digital indication at the center of this gauge displays the aircrafts Total Fuel Quantity in LB units.

The scale around the outer rim of this gauge relates the all-up aircraft weight in LB units

The Total Aircraft Weight scale must be set prior to T/O. Clicking the center of this gauge ("once")
rotates the scale around outer rim of this gauge to indicate the all-up aircraft weight .... both fuel and
payload combined. This indication will reduce inflight, automatically, with fuel burn-off !

This gauge also works in conjunction with the ASI .... in order to calculate the correct weight related
V-REF speeds. The Total Aircraft Weight gauge must be set prior to setting T/O V-REF speeds on the
ASI or inaccurate speed calculations/call-outs will result. FOR FURTHER INFORMATION REFER TO
SECTION 1.8.

Each DC9 panel features a Total Fuel Quantity/Total Aircraft Weight gauge which has been calibrated
in accordance with the particular certified MGTOW capabilities of each DC9 type/series aircraft. For
this reason it is essential to use the correct DC9 aircraft/engine panel version with each DC9
aircraft/engine base pack/FDE or inaccurate weight/speed calculations and performances will result !
1.8: MAIN PANEL - AIR SPEED INDICATOR GAUGE

The ASI gauge is located above the RMI.

3 white V-REF speed bugs are located around the outer right rim on the ASI gauge. Clicking the
center of the ASI ("once") .... on the ground .... will automatically set the V-REF/speed bugs in
accordance with FLAP 5 T/O speeds. Clicking the center of the ASI ("twice") .... on the ground .... will
automatically set the V-REF/speed bugs in accordance with FLAP 15 T/O speeds.

FLAP 15 is the recommended setting for most short to medium length RWY's .... otherwise a FLAP 5
setting is quite adequate !

Setting the V-REF bugs triggers the following automatic speed call-outs during T/O ....

- "80K KNOTS"
- "V-1"
- "ROTATE"

Clicking the center of the ASI ("once") .... inflight .... will automatically set the V-REF/speed bugs in
accordance with FLAP 20 speeds. Clicking the center of the ASI ("twice") .... inflight .... will
automatically set the V-REF speed bugs in accordance with FLAP 40 speeds. FOR FURTHER
INFORMATION REFER TO SECTION 7.0.

Failure to set the ASI speed bugs prior to commencing T/O will trigger call-outs at well below the
correct safety speeds and result in either a prolonged rotation or risk the aircraft stalling and crashing
soon after T/O .... or both. The ASI speed bugs should be set only after the Total Aircraft Weight
gauge has first been set or inaccurate T/O speeds will be calculated. FOR FURTHER INFORMATION
REFER TO SECTION 1.7.

Silent/invisible "Hot Points" are also located around the outside right rim of the ASI gauge. These can
also be used to set each of the 3 V-REF speed bugs but only within the range of FLAP 5 and FLAP 15
speed values calculated in conjunction with aircraft weight. It is not possible to manually adjust these
speed bugs outside the range of these calculated speed values.

1.9: MAIN PANEL - HSI INSTRUMENT & HDG/VOR COURSE SELECTORS

The Main Panel HSI instrument features both HDG and VOR course selector knobs.

Mousing close to the center left or center right of the orange HDG SEL knob (located at the bottom left
of the HSI) rotates the orange HDG indicator inside the HSI per increments of 1 degree. Mousing
away from the center left or center right of the orange HDG SEL knob rotates the orange HDG
indicator inside the HSI per 10 increments.

Mousing close to the center left or center right of the black VOR/Course Selector knob (located at the
bottom right of the HSI) rotates the white VOR/Course indicator inside the HSI per increments of 1
degree. Mousing away from the center left or center right of the black VOR/Course Selector knob
rotates the white VOR/Course indicator inside the HSI per 10 degree increments.

DME1 is located at the top left of the HSI (DME2 is located below the ROC/ROD gauge on the Main
Panel). The selected course is also digitally displayed at the top right of the HSI.

3.0 AUTO-PILOT PANEL

Starting from the left quadrant and working across to the right and then down the Auto-Pilot sub
panel ....

The entire upper quadrant of the AP sub panel features AP Pitch Mode Selector knob, AP Vert Speed
Control thumb wheel, AP Turn/Roll knob, AP Heading Hold switch, AP System engage/disengage
paddle switch, and the AP Mode Selector knob.

Moving down to the bottom right quadrant the AP sub panel ....

Located across the center of the AP sub panel is the AP "ALTITUDE PRESELECT" system, and the
KLN90B NAV System.

Located across the bottom of the AP sub panel are both COM1 and COM2 Radios, and below these are
both the NAV1 and NAV 2 radios.

The DC9 panel AP functions in almost precisely the same manner as that of the HJG DC8 panels, but,
the DC9 AP is also equipped with an automatic altitude capture mode which the DC8 panels do not
feature.

The AP system is engaged, inflight, by setting the AP paddle switch to the "SERVOS ENGAGED"
position.

The AP system can be disengaged, inflight, by setting the AP paddle switch to its "SERVOS
DISENGAGED" position .... or by selecting the keyboard "Z" command. Deactivating the AP will trigger
AP disconnect warning/alarm and will also cause the red "AP" annunciator lamp on the Main Panel
Bowtie gauge (located above both the Altimeter and ROC/ROD gauges) to illuminate and then flash
constantly. This warning lamp can be canceled/extinguished by clicking ("once only") on the main
Panel "INST WARN RESET" knob (located beside the Bowtie gauge).

Disconnecting the AP will result in all previously coupled AP flight modes being canceled. The aircraft
must then be controlled manually.

The AP cannot function if both the "L GEN BUS" and "R GEN BUS" on the OH panel have not first been
selected "ON".

3.1: AUTO-PILOT PANEL - AP CONTROLLED CLIMB/DESCENT

During AP controlled climb/descent the aircrafts ROC/ROD can be adjusted by clicking the Vert Speed
thumb wheel. Mousing the bottom of the Vert Speed thumb wheel ("CLIMB" position) will control ROC.
Mousing the top of the Vert Speed thumb wheel ("DESCEND" position) will control ROD .... both in
proportion to mouse input. Each individual mouse click over the Vert Speed thumb wheel corresponds
to an approximately 100 FPM adjustment to any established ROC/ROD.

The AP Vert Speed thumb wheel can also be used to engage the AP altitude hold mode. The aircrafts
ROC/ROD should first be set at no more than 500 FPM .... less during the last few hundred of
climb/descent towards any target altitude. Clicking on the center of the Vert Speed thumb wheel as
the altimeter needles indicate on the desired altitude will engage the AP ALT HLD mode. The aircraft
will then begin to maintain the selected altitude. The aircraft may, at first, drift slightly above or below
the selected altitude .... this is quite normal. The aircraft will eventually settle into a perfect altitude
capture after a few moments. Care should be taken to engage this ALT HLD mode precisely .... paying
close attention to both the altimeter and the ROC/ROD is essential !

Adjustment to any captured ALT HLD altitude value is possible by clicking the Vert speed thumb
wheel. Mousing either the bottom or top ("DESCEND") or bottom ("CLIMB") of the Vert Speed thumb
wheel disengages the AP ALT HLD function without disengaging the AP and allows any new ROC/ROD
to be established.

The Vert Speed thumb wheel will not, intentionally, function in manual flight mode. In manual flight
mode the ROC/ROD must be set manually. In this case it is recommended that the keyboard "HOME"
and "END" commands (Windows XP) be used in order to adjust Trim and to establish the desired
ROC/ROD. In manual flight mode the Trim warning horn will triggered, automatically, in response to
significant Trim adjustment. The Trim warning horn will not be triggered when Trim is adjusted using
the Vert Speed thumb wheel and during AP controlled flight modes.

3.2: AUTO-PILOT PANEL - AP IAS/MACH HOLD MODES

The AP Pitch Mode Selector features both "IAS HOLD" and "MACH HOLD" options. The "IAS HOLD"
option should not be engaged below 290KTS or above FL250. The "MACH HOLD" option should only be
used above FL250.

When either "IAS HOLD" or "MACH HOLD" modes are engaged the AP will adjust the aircrafts pitch
attitude, automatically, and in accordance with power setting, in order to maintain a particular speed.
The AP will always endeavor to hold whatever speed was acquired when either of these modes is first
engaged. If more power is then applied the AP will respond by increasing the aircrafts pitch attitude to
maintain speed. If power is retarded then the AP will respond by decreasing the aircrafts pitch
attitude. This will also result in automatic AP controlled ROC/ROD adjustments during climb/descent.

"IAS HOLD" and "ALT HOLD" cannot be engaged together. Either one or the other mode only can be
engaged at any time.

"IAS HOLD" is not an AT system and should not be used as such.

3.3: AUTO-PILOT PANEL - AP TURN/ROLL MODE

A large "TURN" knob is located in the center of the AP. This can be used to roll the aircraft left or right
during AP controlled flight modes. This action is available only when the AP Mode Selector knob is set
to the "TURN KNOB" position.

It has been observed that the AP "TURN" knob will not roll the aircraft through perfectly smooth turns
during FS panel view mode. During FS external view mode the aircraft may also be seen to slowly roll-
over and dive when the AP "TURN" Knob is selected to its maximum axis. This is a known FS bug
associated with these, and some other, panels and which we can do nothing whatsoever about. It is
recommended that the AP "HDG SEL" mode be used to ensure perfectly smooth turns during AP
controlled flight and in conjunction with the HSI HDG SEL bug.

3.4: AUTO-PILOT PANEL - AP COURSE/HDG/NAV/ILS MODE

Setting the AP "HDG SEL" mode switch to the "ON" position allows the aircrafts heading to be
controlled by manipulating the heading Bug on the Main Panel HSI. Manually controlled turns (per
Joystick or Yoke input) during AP controlled flight are possible prior to this mode being engaged. It is
not possible to manually adjust the aircrafts heading (per Joystick or Yoke input) when the AP "HDG
SEL" mode switch is engaged.

Setting the AP mode selector switch to the "VOR LOC" position allows the aircraft to engage and track
along the radial emanating from any pre-tuned and captured VOR beam.

VOR radials should be intercepted at less than a 20 degrees to the intended beam. Engaging the AP
"VOR/LOC" mode at too acute an angle of intercept will result in the aircraft constantly weaving as it
endeavors to capture the intended VOR beam. It is recommended that the "HDG SEL" mode be used
to first align the aircraft with the VOR beam .... then "VOR/LOC" mode engaged once the aircraft is
established on the intended beam. The aircraft may still weave slightly over the beam at first .... this
is a normal FS response. The aircraft will settle into to perfectly smooth tracking after a few moments.

The AP mode selector switch also features an "ILS" mode. This allows coupled AP controlled ILS
intercepts during approaches to landing on any ILS equipped RWY. The AP should be selected "OFF"
and all landings then performed manually when passing 100 FT.

3.5: AUTO-PILOT PANEL - PRESELECT ALTITUDE

Altitudes can be preselected and then automatically captured using the AP "Altitude Preselect" mode.

This mode is available only when the AP system is activated.

The small white AP "ALT INCR" button must first be clicked ("once only") in order to render this mode
active. Altitude values can the be entered into the gauge window by clicking this button. Mousing the
right of the "ALT INR" button (roughly on the "INCR" label) increases the Preselect Altitude value.
Mousing the left of this "ALT" button (no visible label) reduces the Preselect Altitude value.

Preselected altitude values can be set in units of 1,000 FT only.

Upon setting the desired Preselected Altitude value the AP "MAN/AUTO" switch (located to the left of
the "ALT button) must then be set to the "AUTO" position in order to enable the automatic altitude
capture mode to function.

The aircrafts actual ROC/ROD to any Preselected Altitude must then be carefully monitored and
adjusted using the AP Vert Speed thumb wheel.

Upon acquiring a Preselected Altitude the "AUTO/MAN" switch will automatically disengage and reset
itself to the "MAN" position as the Preselected Altitude value is captured. The AP will then be observed
to level the aircraft to maintain the Preselected Altitude. The aircraft may, at first, be observed to drift
slightly above the Preselected Altitude value, but will, after a few moments, settle into a perfect
altitude capture.

For smooth altitude captures it is recommended that the aircrafts ROC/ROD should always be
reduced, manually, to less than 1000 FPM within the last 1000FT of climb toward any target
altitude .... or .... reduced to less that 500 FPM within the last 500FT of climb toward any target
altitude .... or reduced to less than 200 FPM within the last 200-100 FT of climb toward any Preselect
Altitude. The lower the ROC/ROD within the last few hundred feet of climb towards any target altitude
then the better/smoother the altitude capture.

Adjustment to any captured Preselect Altitude value is possible. The small white "ALT INCR" button
must first be clicked (it will not be possible to select another altitude value until this has been done) in
order to reactivate the system. A new target altitude value must then be entered by mousing the left
or right sides of the "ALT INCR" button. The automatic altitude capture mode must then be
reactivated by resetting The AP "AUTO/MAN" switch to the "AUTO" position. The aircrafts progress
toward the new Preselected Altitude must then be carefully monitored and adjusted using the AP Vert
Speed thumb wheel in order to ensure smooth altitude captures.

7.0: LANDING/TOUCHDOWN

All landings/touchdowns should then be flown manually.

Maintaining correct approach speeds during both manaul and coupled ILS approaches to landing is
essential. Applying too much power/speed during approaches to landing will force the aircrafts nose
attitude "down". Insufficient power/speed during approaches to landing will cause the aircrafts nose
attitude to drift "up". V-REF speeds should be set, automatically, on the ASI prior to commencing all
approaches to landing and then further manually adjusted only if necessary. FOR FURTHER
INFORMATION REFER TO SECTION 1.8.

An AT system is also available for use during appraches to landing only. FOR FURTHER INFORMATION
REFER TO SECTION 4.5.

The AP system should be selected "OFF" at between 50 FT and 100 FT prior to touchdown and the
landing then completed manually.

The AT system will disconnect .... automatically .... upon ground contact after landing.

Power should be retarded to idle at between 10 FT and 20 FT above the RWY and the aircrafts ROD
decent reduced to no more than 100 FPM to 200 FPM to ensure relatively smooth touchdowns that will
avoid bouncing the aircraft.

Spoilers should be deployed as soon as the maingear makes ground contact.

Reverse thrust should then be applied (keyboard command "F2" only when all 3 landing gear are
firmly settled on the RWY and the aircrafts engines are almost fully idled. 2 "YELLOW" reverser in
transit lamps will illuminate on the Main panel when reverse thrust is selected. The F2 key must be
held down only until 2 "BLUE" Main panel reverser engaged lamps illuminate to ensure that reverse
thrust has been properply engaged. Both blue and yellow reverser lamps will extinguish ....
automatically .... when reverse thrust is cancelled. FOR FURTHER INFORMATION REFER TO SECTION
8.0.

AP controlled auto-landings are possible using these aircraft/panels, but, will be "firm" .... if successful
.... and may otherwise result a crash.

DC9-10 (P&W JT8D-1)

2X P&W JT8D-1 fanjet engines rated at 14,000 LBS thrust e/a

MGTOW = 85,700 LBS

FUEL & PAYLOAD

LEFT = 87.3%
CENTER = 80.5%
RIGHT = 87.3%
No payload adjustment .... results in 7 LBS overload

PANEL = "DC9-10 JT8D-1"

TRIM = 5.0 units (gauge indication)

FLAP SETTING = 15*
MAX T/O THRUST = 1.98 EPR
FLAP 15 RETRACT SPEED = 200 KIAS
FLAP 5 RETRACT SPEED = 220 KIAS
FLAP/SLAT RETRACT SPEED 230 KIAS
AFTER T/O CLIMB THRUST = 1.75 EPR

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000
FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT

- 10,000 FT reduce ROC to 2,500 FPM
- 14,000 FT reduce ROC to 2,000 FPM
- 16,000 FT reduce ROC to 1,800 FPM
- 18,000 FT reduce ROC to 1,500 FPM
- 20,000 FT reduce ROC to 1,200 FPM
- 22,000 FT reduce ROC to 1,000 FPM
- 24,000 FT reduce ROC to 750 FPM
- 26,000 FT reduce ROC to 500 FPM
- 28,000 FT reduce ROC to 250 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

94 mile climb to FL250

IAS = 329
MACH = 0.77
EPR = 1.80
N1 = 82.4%
EGT = 437
N2 = 86.6%
F/F = 3,382 LBS (X2)

FL310 CRUISE PERFORMANCE

climb to FL310 exceeds 194 miles

IAS = 306
MACH = 79.5
EPR = 1.83
N1 = 85.6%
EGT = 423 N2= 88.7%
F/F = 3,070 LBS (X2)