The 2F101 Flight Simulator in the "NFO" Mode

BASIC INSTRUMENT PROCEDURES

CHAPTER ONE

very cumbersome to control with the keyboard (for example, in NFO Mode, twelve or more key

strokes may be required to effect a change of heading). For this reason, Simulator Instructors

will normally acknowledge all student requests for changes in heading, airspeed, altitude,

configuration, etc., in order that the student will realize that the instructor is working on the

request. The student should interpret this acknowledgment as a signal that further requests for

the same change are neither required nor desired and will only be interruptions. The 2F101 has a

number of unique performance characteristics, which, if understood, can make training easier:

When the 2F101 enters the NFO Mode, both engines will start simultaneously.

Upon completing engine starts, the trainer will be constructively "located" on the surface at

NAS Pensacola and the engines will be at idle.

When ready for takeoff, the simulator will be programmed for takeoff by the instructor.

The engines will go to MRT and the simulator will commence a takeoff roll unless either the

parking 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 takeoff.

The student will raise the arresting hook to begin the takeoff roll

The trainer will takeoff, commence climbout, and retract the gear and flaps without console

keyboard activation. The gear and flaps will automatically retract regardless of 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 to obtain a safe gear up-and-locked indication.

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 lead points to intercept arcs and radials are based on

turn radii, which vary with angle of bank and groundspeed.

Unless directed otherwise, in the clean configuration, the 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.

When decelerating to a slower indicated airspeed while in level flight, the 2F101 typically

has some difficulty in establishing the new 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.

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.

BASIC INSTRUMENT PROCEDURES 1-3