the same change will only be interruptions, and student patience is advisable. The 2F101 has a
number of unique performance characteristics, which can make training easier:
When the 2F101 enters the NFO Mode, both engines will start simultaneously.
2. Upon completing engine starts, the trainer will be constructively "located" on the surface at
NAS Pensacola and the engines will be at idle.
3. When ready for takeoff, the simulator will be programmed for takeoff by the instructor.
The engines will go to MRT and the simulator will begin to takeoff unless the brakes are held or
the hook is down and the trainer arresting gear is "rigged". Normal procedures will be to keep
the arresting gear handle down until MRT checks are complete and the student is ready for
The student will raise the arresting hook to begin the takeoff roll.
5. The trainer will take off, commence climb out, and retract gear and flaps without console
keyboard activation. The gear and flaps will retract regardless of the gear and flap handle
position in the cockpit. After gear retraction, the student must raise the gear handle to extinguish
the light in the gear handle and obtain a safe gear up-and-locked indication.
6. The trainer will frequently accelerate to 270 or 280 knots during the early portions of a
climbout and then decelerate to 170 - 180 knots during the climb. Climbout turns will be at 30°
angle of bank. Students are reminded that leadpoints to intercept arcs and radials are based on
turn radii, which vary with angle of bank and groundspeed.
7. Unless directed otherwise, in the clean configuration, a 2F101 will accelerate to 250 KIAS
every time it levels off at a new altitude. This can cause unwary students to cruise or enter
holding at incorrect airspeeds.
8. When decelerating to a slower indicated airspeed while in level flight, the 2F101 typically
has some difficulty in establishing the newly requested airspeed. It will commonly overshoot the
requested airspeed, overcorrect with an excessive power change, overshoot again, overcorrect
again, etc. Nonetheless, the deviations steadily diminish, and the requested airspeed will
eventually be established. Groundspeed checks during this "bracketing" process are as accurate
as those accomplished with a steady indicated airspeed, because the new requested airspeed is
bracketed equally by the diminishing variations.
9. When decelerating to a slower indicated airspeed while in level flight, it is common to see
the 2F101 altitude decrease momentarily by about 100 feet. A call of this altitude deviation
indicates a sharp student scan.
10. In a clean configuration, the 2F101 will utilize 30° angle of bank in turns. If the gear is
down, the 2F101 will utilize about 7° angle of bank. If in transition to or from the landing
configuration, nobody can predict exactly what angle of bank it might use, but it will probably be
between 7 and 30 degrees. Calculations of lead turnpoints to intercept arcs and radials must take