* FS2004 HAWKER SEA HURRICANE

 

 

 

 

Textures: Robin Ritchie

Flight Dynamics: Silver Eagle

3D Model: Robert Sanderson

 

Thanks for downloading this package. It is a complex model that will provide challenges and enjoyment for both experienced and novice simmers. To get the most out of your Sea Hurricane, we strongly recommend reading the manual, or at least the troubleshooting bit, as many features don't follow the usual FS rules!

 

To function correctly, these aircraft require that a free unregistered version of FSUIPC be installed in the Flight Simulator 9 modules folder. FSUIPC may be obtained here:

 

http://www.schiratti.com/

 

Click on the “Peter Dowson” link to access the FSUIPC page.

 

Aircraft realism settings:

 

In order to fully enjoy the features of this model, we recommend:

 

General realism: Hard

Torque- full right

P-factor-full right

Crash detection - on

G-effects - on

 

Highly Recommended Third Party Addon: Active camera (payware) http://www.anticyclone.be

 

Not all features are available in the 2D panel. This model is designed to be flown exclusively from the VC.

 

Troubleshooting Quick Reference

 

I keep crashing when I try to taxy!

Your controller hardware may be inappropriate or:

You need practice taxying the hurricane

Refer "start-up and taxying"

 

How do I retract the pilots step and handholds?

They retract automatically when you release the parking brake and start moving.

 

The Engine has stopped in flight!

1. Check fuel levels

2. Ensure correct tank is selected (refer "Fuel management")

3. Refer "engine failures"

 

Aagh!! My screen's gone black!!

Refer oxygen supply system

 

My gunsight is dark tinted and I can't make it clear

Refer "gunsight anti-dazzle"

 

Why have my flaps retracted after I lowered them?

They do that if you're too fast on approach. Refer "flaps"

 

I can't get full boost

Refer "boost override control"

 

My aeroplane is too slow above 18000'

Engage High gear on the Supercharger

 

Shift T doesn't raise/lower the tailhook

Refer "tailhook"

 

My External tanks don't drop.

You'll need to close the fuel valves before you can jettison the tanks. Refer Fuel management

 

My plane registered a "CRASH" during a belly landing

You hit a ground object or:

You impacted the ground too hard or:

You were too fast on your approach or:

You didn't jettison external tanks prior to touchdown

Refer "Forced landings"

 

I can't get the aircraft to catch the wire on a carrier landing/Airplane crashes when attempting carrier landings

You missed the catch zone or:

Your tailhook isn't down or:

You haven't activated the third party carrier landing application or:

The application you are using is not compatible with taildraggers (refer carrier app documentation)

Refer Carrier Landings

 

I can’t see out of the virtual cockpit or into the exterior visual model cockpit. The glass is opaque and looks “chrome plated”.

If you have an older video card, enabling reflections in the display settings can cause this effect. Turn reflections off, or rename, move or delete the bitmap file named “glass” found in the Sea Hurricane texture folder.

 

 

Cockpit Features:

 

 

Main panel:

 1.   MK II Gun sight

 2.   "Tailhook deployed" light

 3.   Gear indicator and gear light selector

 4.   Generator Failure Light (Illuminates when Generator Falls Off Line)

 5.   Oxygen system. Activating switch is between the gauges

 6.   Manual override, boost control (Boost contol cutout)

 7.   Magnetos

 8.   Switch panel

 9.   Starter Switch/ Boost Coil Switch (Closes when Starter switch is pressed)

10.   Airspeed indicator (reads in knots)

11.  Gun sight sunscreen

12.  Artificial Horizon

13.  Vertical Speed Indicator

14.  Altimeter

15.  Directional gyro

16.  Turn/Yaw indicator

17.  Rev Counter

18.  Gun sight On/Off Switch (Graticule On/Off)

19.  Boost Gauge (calibrated in lbs/sq/in Boost)

20.  Fuel gauge tank selector (selects fuel level reading for inboard tanks. DOES NOT select tank)

21.  Oil and fuel pressure gauges (fuel pressure indicator light in some models)

22.  Oil temperature gauge

23.  Water temperature

24.  Fuel gauge (reads tank selected by 18)

25.  Toggles panel icons window

26.  Ki-Gass Primer

27.  P8 Compass

28.  Supercharger selector ("M" low gear, "S" high gear)

 

 

 

 

Right Console

 

29. Undercarriage lever (hydraulic operation)

30. Hydraulic pressure indicator

31. Flaps control indicator

32. Fuel selector, external tanks

33. Jettison load lever, external stores

34. Ordnance Arming Switches

35. Master Ordnance Arming Switch

36. Seat Height Adjuster (left lever) Emergency hydraulic hand pump (right lever)

37. Slow-running cutout control (sets mixture to idle-cutoff)

 

 

 

 

Left Console

 

38. Landing Lights switch

39. Propeller pitch control lever

40. Mixture control lever

41. Throttle

42. Generator Switch/Battery Switch

43. Elevator trim wheel

44. Tailhook control panel (see "tailhook" for instructions)

45. Fuel tank selector, internal fuel tanks

46. Radiator exit flap position setting lever

47. Emergency "gear unlock" lever (manual operation)

48. Rudder trim wheel

49. Voltmeter/Ammeter

50. Hood (canopy) Open/close

51. Landing Light Control Lever (Up/Down)

52. TR9 Radio Controller

 

 

Systems

 

FUEL SYSTEM

 

 

 

1. Fuel Quantity Selector.

 A - Clicking the red/left area will switch fuel quantity gauge (#2 below) reading to either the port/left main tank or the reserve tank.B - Clicking the green/right area will switch fuel quantity gauge (#2 below) reading to either the reserve tank or the starboard/right main tank.C - Note: there was no fuel quantity indication for drop tanks in the original aircraft, so none is provided here.

 2. Fuel Quantity Indicator.

 A - Indicates Imperial Gallons (it will read different from FS9's fuel menu)B - Will not indicate external or drop tanks.C - Note: The Shuttleworth Sea Hurricane uses a slightly different indicator.

 3. Main Fuel Selector.

 A - Select red/left area to cutoff all fuel.B - Select green/top area to select main tanks and drop tanks **.C - Select yellow/right area to select reserve tank **.

 4. Drop Tank Selector.

 A - Select green/bottom area to feed from both tanks (normal) **B - Select yellow/left area to feed from only the left tank (abnormal and not recommended) **C - Select blue/right area to feed from only the right tank (abnormal and not recommended) **D - Select red/top area to shutoff drop tanks. (REQUIRED to drop tanks) **

 5. Drop Tank Jettison Handle.

 A - Drop tank selector must be in the OFF position (see 4D above) **B - Drop tanks cannot be reloaded and/or re-hung in the air **.C - To rehang drop tanks, you must be parked and must refuel from the FS9 fuel menu (Alt-a, F) **

 ** Applies only to high "General Realism" level settings from the FS9 realism menu (Alt-A, R)

 

 

 

 

Fuel, Oil and Coolant Systems

The contents gauge and is used to select each tank. After selection, the contents of that tank will be displayed on the fuel contents gauge.

Fuel Pressure Warning Light- the red warning light located on the right side (lower) of the instrument panel illuminates when the fuel pressure drops below 6 psi.

Oil System – The self-sealing oil tank with a capacity of 9 gallons, forms the port leading edge of the center section. The oil passes through a filter before entering the engine and then through a cooler inside the coolant radiator. Pressure and temperature gauges are fitted on the instrument panel.

Coolant System – the coolant system is thermostatically controlled, the radiator being by-passed when the coolant reaches a certain temperature. The header tank is mounted on the fireproof bulkhead and is fitted with a pressure relief valve. The airflow through the radiator is controlled by a flap lever in the cockpit. A temperature gauge is mounted on the lower right side of the instrument panel.

Hydraulic system – An engine-driven pump supplies the power for operating the undercarriage and flaps. A handpump is provided for use in the event of engine or engine–driven hydraulic pump failure. A pressure gauge is mounted near the gear and flap panel on the right side of the cockpit.

Electrical System – A 12 volt generator, controlled by a switch on the left side of the cockpit supplies a battery which in turn supplies all of the electrical installation. There is a voltmeter and ammeter on the left side of the cockpit, and a red light on the instrument panel that illuminates in the event of a generator failure.

Pneumatic System – The wheel brakes are operated pneumatically, air being supplied by an engine-driven compressor and stored in a cylinder at a maximum pressure of 300 psi. A triple-pressure gauge is mounted on the cockpit floor near the rudder pedals star-wheel adjuster.

Flying Controls – The control column is of the spade grip pattern and incorporates a gun-firing pushbutton (toggles ATC window in FS 2004) and the brake lever. The rudder bar is adjustable for leg reach by means of a starwheel between the pedals.

Trimming Tabs – The elevator tabs are controlled by a hand wheel on the left side of the cockpit. Forward rotation of the handwheel corrects tail heaviness. A small control wheel on the left side of the cockpit near the elevator handwheel controls the automatic balance tab on the rudder. Turning this control clockwise applies right rudder trim. There are no aileron trim tabs installed. Aileron over-balance in both directions or ailerons that are too heavy are corrected by rigging the ailerons for slight positive or negative droop. Over-balance in one direction only is corrected by attaching a length of 3/16 manila cord to the upper side of the trailing edge of the aileron that tends to rise. The length of cord attached must not exceed 24 in. The cord is attached by a 2 1/4 in wide fabric strip doped to the underside of the aileron, around the trailing edge, and to the upper surface. The FS 2004 Hurricane has a trim cord on the left aileron.

Undercarriage and Flap Controls – The selector lever for the undercarriage and flaps is on the right side of the cockpit. Only the undercarriage is controlled by the lever in FS 2004, the flaps indicator can be clicked on to lower/raise the flaps. Differs from the real aircraft.

Undercarriage Indicator – The electrical indicator is on the left upper part of the instrument panel. It has duplicate (backup) pairs of lamps. The green lamps indicate when the undercarriage is DOWN and locked, and the red lamps indicate when the undercarriage is UP and locked. There are two switches to the left of the indicator, the left switch being the ON-OFF for the green lamps, and the right switch being the change over switch for the duplicate (backup) set of lamps. When the undercarriage is retracted the wheels are visible through two small windows at the bottom of the cockpit. Differs from the real aircraft as the indicator lamp dimmer function is not modelled.

Flap Indicator – The flap indicator is located on the right side of the cockpit. It is mechanically operated, the pointer moving along a graduated scale marked UP or DOWN at its extremities. The mouse can be used to lower/raise the flaps by clicking on the flap indicator.

Wheel Brakes – The brake lever is fitted to the control column. Normal braking, differential braking, and the parking brake may be controlled by using the mouse near the brake lever.

Throttle – The throttle lever works in a slot on a shelf on the left side of the cockpit. The mixture control is automatic and on most aircraft there is no mixture lever. Differs from the real aircraft by having the mixture lever present to accommodate those who prefer to manually adjust the fuel/air mixture for optimum operation. Be advised that this lever, when fitted to a small number of Hurricanes worked backwards from the usual installation with full rich obtained at the full aft position, and full lean at the fully forward position. The mixture lever in the FS 2004 Hurricane works the same way.

Boost Control Cutout – The automatic boost (limiting) engine control may be cutout by pulling the knob located on the left side of the instrument panel. When the cutout knob is operated by pulling it fully aft (Wartime RAF pilots referred to this as “pulling the cork” or “pulling the tit”), full emergency boost (+14 to +16 lbs/sq/in) may be obtained at altitudes below 18000 ft. With the knob fully forward, boost is automatically limited to +12 lbs/sq/in at full throttle. Note: when opening the throttle for takeoff do not slam the lever forward to the stop. Open it slowly to the power setting desired (normally +9/3000 RPM). Full takeoff boost (+12) may be obtained by carefully advancing the throttle lever. Monitor the oil temperature at all times. Use of the overboost facility in restored warbirds is strongly discouraged. It should be operated only in emergencies, or if you're paying the maintenance bills!

Propeller Control – The prop speed control lever is located on the left side of the cockpit and varies the RPM in the governing speed range from 3000 (fully forward) to 1800 (fully Aft).

Supercharger - The Rolls Royce Merlin Mk 20 features a manually operated two-speed single stage supercharger. The operating knob is located at the base of the main panel on the left hand side. The low altitude speed "M.S." for "moderate supercharging" provides full boost to around 10000 ft. Above 10000ft, boost will tail off progressively. Left in "M.S." mode, the aircraft will top out at about 24000 ft.

As you pass through 10000 -12000 ft you will observe the boost pressure begin to fall off. When it's dropped by about 5 psi (approximately 18,000') pull the knob to engage high gear "F.S" for “full supercharging”. Boost will be restored and the aircraft will be able to climb to it's service ceiling of 36,000'. For a maximum performance climb F.S. gear should be engaged as soon as the boost pressure begins to drop.

Radiator Flap control – a lever on the left side of the pilots seat controls the airflow through the coolant radiator and oil cooler. Lowering the lever will open the radiator flap (shutter), and raising it will close the radiator flap (shutter). A position indicator below the fuel selector valve indicates the position of the radiator flap (shutter).

Operation of this control will produce a pitch and drag change in aircraft performance and will greatly affect engine temperatures. Generally, open the shutter when the engine is under load such as during climbs or when operating the aircraft at low speed. Close it during high altitude cruise or descent in "clean" configuration.

Raising the radiator flap (shutter) will produce a slight upwards pitching moment and will increase the airspeed by approximately 15 MPH IAS.

Engine failures - are modelled with this aircraft. There are two types of failure modes: a soft failure where the engine will still turn but will not produce power, and a hard failure where the engine will seize and stop suddenly. With the second (hard) failure mode, hydraulic power for gear and flaps will not be available and the gear will have to be lowered by using the virtual cockpit emergency hand-pump lever or the keyboard command Shift+G. There is no provision for emergency lowering of the flaps on the Hurricane. The soft failure can be reset by moving the mixture out of idle cut-off. The engine should then restart. With a hard engine failure, the aircraft will need to be reloaded from the aircraft menu before the engine can be restarted.

Engine failure can occur from over-boosting the engine for extended periods of time, or through excessive coolant and/or oil temperatures.

Before pulling the boost control cut-out knob for ‘Combat Boost’ consider that the time limit for those boost pressures (14-16 lbs/sq/in) was 5 minutes when the engines were new. Even with the best inspection and rebuilding techniques most of the metal in a Merlin XX (20) is well over 60 years old. Revise the time limits downward accordingly.

The time limit for maximum climb power of +9 lbs/sq/in boost and 2850 RPM is 1 hour. This is a very long time to run the engine at a power setting producing over 1000 SHP. Yet it will happily run at that setting for extended periods, and 1000 SHP is a lot of power for an aircraft weighing 6000 lbs. It’s when the boost goes above 14 lb/sq/in that you’re asking a lot of the old Merlin and nearing the safe combustion limits of 100 octane fuel.

The coolant temps are critical on the hot-water twelve’s - and bear watching at all times - but most especially during extended ground runs or taxiing, and any time the airspeed is lower than 120 MPH IAS. Exercise care to climb at the recommended airspeeds and avoid a long slow approach for landing. Remember to use the radiator flap (shutter) in the following fashion: OPEN for ground runs, taxi, takeoff, climb, descent at low airspeeds and approach to landing; CLOSED for cruise and high speed flight. By following these guidelines the risk of engine failure from over-temp or catastrophic failure from over-boost is nil. Temperature limits can be found in the HTML Reference document and are available on the kneeboard, or at the end of this document.

Slow-Running Cutout – The control on the right side of the cockpit near the gear and flap panel is connected to the carburettor. It operated by pulling on it to stop the engine after flight.

Primer – this control is fitted below the right side of the instrument panel. A Ki-Gass type primer is modelled and operates in the usual fashion.

Engine Starter and Booster Coil Pushbuttons – located on the left lower portion of the instrument panel these controls operate together during engine start. (Differs from the real aircraft as two fingers are used to engage both buttons for starting on the real Hurricane. Since we have only one mouse cursor available, depressing the starter button (3) will also depress the booster coil button.

Landing Lamps – Two landing lamps, located in the leading edge of both wings are controlled by a switch on the left side of the cockpit. A dipping lever on the left side near the pilots seat can be used to raise or lower the landing lamps.

Undercarriage Emergency Operation – In the event of a failure of the hydraulic pump, or engine failure and engine stoppage (propeller not wind-milling engine seized) the undercarriage may be lowered by moving the selector lever to the down position and operating the hand-pump to the right of the pilots seat. A yellow and black foot pedal on the left side of the cockpit under the instrument panel near the floor may also be used to unlock the gear for lowering by the handpump. Differs only slightly from the real aircraft in the way the selector lever and foot pedal operate. In FS2004 they both do the same thing – unlock the gear - but you still have to pump it down. In the real aircraft the foot pedal unlocks the gear and isolates the hydraulic pressure allowing the undercarriage to fall under its own weight and lock down. Turn the tooltips on and you can see how the pumping is going by watching the percentage of gear extension on the tooltip. When the lever stops moving at the lowest position, the gear should be down and locked.

Verify two green lamps illuminated.

Hood Jettisoning – To jettison the hood the lever slightly aft of and above the radiator flap control should be pulled forward and upward. (Differs from the real aircraft as this control is used only to open/close the hood/canopy/main exit). On the real Hurricane the emergency instructions for hood jettisoning advise “lowering one’s head as far as possible so as to avoid injury when the hood leaves the aircraft”. Most pilots simply opened the hood prior to leaving the aircraft in flight, for obvious reasons I think.

Forced Landings – The Hurricane has significant redundancy built into the undercarriage lowering system, so in peacetime you should rarely need to "belly land" the aircraft. However, should you suffer a catastrophic failure at low altitude, the aircraft can be landed wheels-up with crash detection on or off.

In the event of a forced landing from engine failure, with propeller windmilling the glide may be lengthened by moving the propeller speed control full aft to the coarse pitch/low RPM position. This will lessen the propeller drag considerably. A best glide speed of between 110-120 MPH IAS with gear and flaps up will result in the best glide angle and maximum distance.

If the radiator flap (shutter) is open when the need for a forced landing from engine failure arises, it should be immediately closed to minimize drag.

Emergency landing procedure

·                     jettison drop tanks

·                     Close radiator flap if open

·                     Open canopy

·                     look for a nice smooth field with minimal ground objects

·                     land the aircraft in the same manner as you would with wheels down, but with flaps fully retracted.

On approach maintain an additional 18mph above normal approach speed to compensate for the lack of flaps.

If crash detection is on, the aircraft will register a crash if you hit the ground heavily or strike a ground object during the approach or subsequent slide.

Bear in mind, each of those compressed wood Rotol propeller blades costs approximately $US 35,000 and a restored hurricane is valued around $US 8 million!

To fix your hurricane and restart the engine after a wheels up landing, you'll need to re-select the Hurricane from the menu.

Emergency landings at night: Procedure as above. Glide down on approach maintaining 110-120 kias. At 800' AGL turn on landing lights. If you like what you see, land. (If you don't like what you see, turn off the landing lights!).

Oxygen System – If you're flying above 10,000' it is important to switch on the oxygen supply to your mask, or you'll start to feel the effects of hypoxia (oxygen starvation). The oxygen system is activated by the switch marked "oxygen" (how about that?) on the left hand side of the main panel. We have modelled a simple "blackout" effect as a reminder to turn your oxygen on above 14000'. If you do "black out", cut the throttle and normal vision will be restored as the aircraft falls below 13,000'. Of course, you may be in a spiral dive!  Alternatively, if you move your mouse from the centre of the black screen towards the 7-o-clock position, you will find a "hot-spot' that turns the oxygen on.

Specification: Two high-pressure oxygen cylinders are mounted, one behind and one below the pilot’s seat. Pipes run from these cylinders to an On/Off control valve mounted on the left side of the cockpit (port decking shelf). From this valve a pipe and filter run to the oxygen regulator on the left side of the instrument panel. Differs from the real aircraft, the oxygen supply can be turned on at the control valve on the port decking shelf, or at the regulator valve on the left lower instrument panel. One cylinder will last for approximately 85 minutes of normal use at high altitude, and the second cylinder may be switched on by clicking to reset the supply contents gauge (preferred method) or by allowing the supply to run out at which point the changeover to the second cylinder will automatically occur. Above 12500 ft the oxygen should be turned on. The oxygen mask will be placed on the pilot’s face when the supply is turned on. The ‘O’ keyboard command (Strobes) may also be used.

Mk.II reflector Gun sight – An On/Off switch on the instrument panel next to the tachometer turns the graticule (reflected ring and bead or reticule) on and off. A dimming (dazzle) screen (#11) may be pulled up in front of the reflector lens if the background of the target is too bright. Differs from the real aircraft, no true dimming or rheostat function is available for the graticule.

The seat adjuster lever may be used to raise or lower the viewpoint in the virtual cockpit. Due to view limitations it is not recommended that you adjust the seat height not more than three mouse clicks in either direction.

Tail Hook

 

 

1. Tailhook Light

A - Illuminates when the tailhook is down.

 

2. Tailhook Latch Release.

A - Clicking left/red area will allow tailhook lever to operate to drop tailhook. **

 

3. Tailhook Lever.

 

A - Clicking right/green area will drop the tail hook IF the tailhook latch release has been released.**B - There was no hydraulic system to raise the tailhook.C - Tailhook will not drop when acft is on the ground. **D - Tailhook will not drop if latch release isn't released. **E - Tailhook lever only drops the tailhook.F - Tailhook lever will not raise the tailhook. **G - Tailhook can only be raised on the ground and only using your FS9 "Tailhook" key command. **H - Please re-read 3C through 3G above.

 

** Applies only to high "General Realism" level settings from the FS9 realism menu (Alt-A, R).

 

 

Flying Tips

We have tried to make the experience of Flying the Sea Hurricane as authentic as possible within the limits of FS, so understand that it will take considerable practice to "get your rating" in this model. But that's half the fun of it!

Warm-up/taxi

Follow the checklist. Heed the cautions and warnings regarding oil and coolant temps.

Temperature limits can be found in the HTML Reference document and are available on the kneeboard, or at the end of this document.

Check the brake pressures before taxi by opening the triple-pressure gauge window (Shift+6) or by using the toggle switch on the virtual cockpit floor near this gauge. You can also view the triple pressure gauge in the virtual cockpit by using the ‘Shift View Left’ icon and then zooming in by clicking (or using the mouse wheel if so equipped) on the gauge itself. The gauge has invisible ‘Zoom Reset and View Reset hotspots to return to the normal outside view.

Check supply pressure (minimum 200) and left/right brake pressures (minimum 80). If you set the Brakes Apply/Release repeat slider to the halfway position as illustrated in Fig. 2, then the differential brakes pressure needles will fluctuate as brake pressure is applied to each wheel in turn. This is normal.

There are two aircraft.cfg's included in the package. The default one features a free castoring tailwheel which, whilst realistic, is a bit tricky to start with. The second provides a more conventional steerable tailwheel which is not at all realistic, but will better suit users with joysticks featuring a "twist" type rudder control arrangement. If you want to use the latter, manually swap out the aircraft.cfg in the Sea Hurricane directory. The aircraft will be easier to control, and will tend to weathervane less if operated from grass airfields or runways.

For parking, the Hurricane can be swung around into a tight spot by locking one brake with differential braking, fully deflecting the rudder in the appropriate direction, and opening the throttle until the blast of air from the prop over the rudder swings the tail around.

Taxying with the free castoring tailwheel.

Contrary to what you might imagine, a free castoring tailwheel is quite controllable and makes a taildragger very maneuverable indeed on the ground - provided that you watch your speed.

To turn the Sea Hurricane, use a combination of rudder and throttle with a minimum of differential brakes. (You should only need brakes whilst you're practising, to control speed).  Start by deciding which way you want the aircraft to turn. Depress the appropriate rudder and give it a short burst of throttle (about 25% power). The prop thrust is deflected by the rudder, causing the aircraft to swing. Immediately cut throttle and apply opposite rudder. As you approach the direction you wish to travel apply another burst of power to counter the swing you induced previously. If you gather too much speed, you're using too much throttle. The keys to taxying the Hurricane are to remember that each action requires a counter action to cancel it (so plan your next move ahead of arriving at the point of action) and apply brief, moderate bursts of power to avoid picking up too much speed.

Taxi the Hurricane right around your favourite airport, exploring the runoff areas, etc. By the time you have completed a lap or two you'll have taxying sorted!

Run-up

Follow the checklist, and do not exceed –4 lbs/sq/in boost or the aircraft WILL GO UP ON ITS NOSE!! The real aircraft is exactly the same, for full power ground runs the maintenance manual requires two men on the tail, or that the tail be tied down to a properly set picket.

You can further confirm operation of the constant speed prop by observing the edge of the prop disk as you cycle the prop RPM from high to low. The edge of the disk should move as the blades change pitch.

Before Takeoff

Follow the checklist, and confirm that the elevator trim is set to neutral (0 deg - white mark on trim wheel should be at the top), and the rudder trim is set FULL RIGHT (+10 deg).

The aircraft will be trimmed for about 150 MPH IAS with neutral elevator trim, very near the middle of the climb speed range.

While there is plenty of rudder authority for even a full power takeoff with neutral rudder trim (0 deg), takeoffs are much easier affairs using the FULL RIGHT setting recommended for the real aircraft. If you bring up the Rudder Trim window (Shift+8) before takeoff you can easily adjust the rudder trim after takeoff when power is reduced to climb power settings. +2 deg RIGHT RUDDER TRIM is a good starting place for most climb power settings.

If you are flying this aircraft with Flight model sliders set to ‘Easy’, the above should not apply.

Takeoff

Operations with the Hurricane are much easier from grass runways and into the wind. The real aircraft was designed to operate that way, and the same is true in FS 2004. Crosswind ops from hard surfaces are possible though, and only a little more challenging.

The throttle should be opened slowly to +9 lbs/sq/in boost for takeoff. Acceleration is rapid, and things will happen rather quickly once the boost pressure passes 0. The left wing will dip and the aircraft will gain speed rapidly. Use right rudder and stick to maintain compass heading and counter the torque. Watch the edges of the runway to your left and right to maintain position.

With rudder trim set FULL RIGHT, slight right rudder pressure will compensate for the swing to the left and back pressure on the stick at 80 MPH IAS will see you off. Watch for the left wing drop after lift-off due to torque. You can hold right aileron during the takeoff roll if you like, but it’s just as easy to pick up the wing once airborne. Takeoff distances will vary according to aircraft weight and atmospheric conditions, but 300-350 yards is the norm.

Climb

Raise the undercarriage as soon as possible after a positive rate of climb is established, the landing gear speed limit of 120 MPH IAS is all too easy to exceed due to the acceleration of the aircraft and the lengthy retraction time. If necessary, pitch up to hold the airspeed below 120 MPH IAS until you see two red lamps illuminated on the undercarriage indicator, indicating gear up and locked.

For a maximum power climb +9 lbs/sq/in boost can be maintained and RPM reduced to 2850. In theory, this power setting can be maintained for 1 hour. In practice, it’s best to limit all power settings over +4 lbs/sq/in boost to 15 minutes or less.

A more normal power setting for the climb is +6 lbs/sq/in and 2600 RPM, this will result in a climb rate of around 2000 FPM at 150 MPH IAS.

Since the Hurricane has a limited internal fuel capacity, you may want to use +4 lbs/sq/in and 2600 or 2300 RPM to save fuel and extend range.

At 9,000 turn on oxygen.

At 15000' or when boost bleeds off about 5lbs, set supercharger to high gear.

Continue to climb to desired altitude.

The checklist has a chart with speeds for maximum rate of climb vs. altitude.

Cruise

Slightly before cruising altitude is reached, begin the level off with forward stick and allow the aircraft to accelerate while closing the radiator flap (shutter). Expect a slight pitch change as the radiator flap closes, and note that the airspeed increases more rapidly with the cooling drag reduced. Begin trimming nose down as the speed builds up and start reducing power and prop RPM to the cruising values. +4 lbs/sq/in and 2600 RPM is the maximum continuous cruise power setting. A good power setting to use for economy is 0 lbs/sq/in and 2000 RPM. That power setting will result in an airspeed of about 180 MPH IAS and a fuel consumption rate of 36 gal/hr. For even better fuel economy, 1800 RPM can be used at boost pressures up to +4 lbs/sq/in.

During cruise, altitude and heading can easily be maintained by proper use of elevator and rudder trim, or the autopilot can be used if you want a break from hand flying. The real hurricane has no autopilot.

For high altitude flight don’t forget to turn the oxygen on, and have the pilot put his mask on by pressing the ‘O’ key on the keyboard.

The aeroplane should be perfectly stable in level flight when trimmed correctly. You should not encounter any significant imbalance unless you have set the drop-tank fuel feed set incorrectly.

Descent

Follow the checklist, and remember that the never exceed speed of the Hurricane is 390 MPH IAS.

Don’t forget to open the radiator flap (shutter) for extended descents at low airspeeds.

Flap Operation

Notes on Hurricane flaps: Flap operation on the real aircraft is a little unusual. A single lever (gear and flap selector lever) controls both undercarriage operation and flap operation.

The lever operates in an ‘H’ pattern, much like the shift lever in an automobile. The left side of the ‘H’ controls the undercarriage, with the top of the ‘H’ being gear up and the bottom position gear down. The selector lever must be returned to the neutral position after the undercarriage has reach the up or down position, or it might jam.

The flaps are operated on the right side of the ‘H’, and the lever is placed at the top or bottom for flaps up or down. There are no detents for flap operation, the lever is simply moved to either up or down, the flap position indicator is monitored, and when the flaps reach the desired position the selector lever is returned to neutral.

The real Hurricane has a pressure relief valve installed in the hydraulic supply pipe to the flap hydraulic jacks. If the load on the flap surfaces caused by the airflow exceeds a certain value (at greater than 120 MPH) the backpressure in the system from the airflow will open the relief valve and by-pass the hydraulic jacks. With pressure removed from the jacks and the selector lever in neutral the flaps will be ‘blown up’ to the retracted position or to some position in between.

Should the flap lever be left in the down position (which would result in full flap extension of 80 deg +/- 5) and the airspeed limit then exceeded causing the flaps to retract, when the airspeed is once again below 120 MPH the flaps will fully extend.

This was difficult to model with 100% fidelity, so the FS2004 Hurricane will behave as if a thoughtful and careful pilot returned the selector lever to neutral after every flap operation. Exceeding 125 MPH IAS will cause the flaps to retract to the 1st or 2nd division on the flap indicator, and they will remain there until the speed is reduced below 120 MPH IAS, and flaps down is once again commanded by the methods described below.

As mention elsewhere in the Aircraft Documentation, the right (flap) side of the selector lever is not used in FS2004, and the flaps may be raised or lowered by clicking on the flap indicator or by joystick assignments or keyboard commands.

But mind your airspeed, or you will find yourself needing to slow down and lower them once again!

Approach

Follow the checklist, don’t forget the radiator flap, and remember that the maximum speed for gear and flap extension is 120 MPH IAS.

Any type of approach may be used; I favour the fighter pilot’s ‘run and break’ as the aircraft is very stable and may easily be flown at very low altitudes and high airspeeds over the runway or landing field before performing a chandelle onto the downwind leg.

Once established on the downwind leg gear and partial flaps can be extended once the airspeed allows (increasing prop RPM will add drag and help you slow down to gear and flap extension speed, throttle closed until the warning horn sounds will also help), and if you time it right this should occur abeam the numbers or sooner. Turning crosswind the flaps should be lowered fully, power and prop adjusted and if necessary a very steep approach can be made if you are too high. Should full flaps not provide a steep enough approach, the throttle can be fully closed (unlike a radial engine, back-loading is not a problem with a V-12) and a forward slip used to lose excess height.

A curving approach from the crosswind leg is recommended, rather than a long straight final. This is how the real aircraft is operated, and it works really well in FS 2004.

For those pilot’s who lack experience with this type of approach, the more usual ‘square’ traffic pattern can be flown, but leave full flaps for late in the approach, until well established on final and at or under 350 ft AGL. A long straight ‘airliner style’ stabilized approach with full flaps is not recommended. 80 deg of flaps creates a lot of drag and the unwary can find themselves ‘behind the power curve’ rather quickly.

Pay attention to the wind noise when flying from the virtual cockpit. Set your ‘Environment’ sound level to 50 or greater and with a little practice you’ll find you can control airspeed on approach to landing fairly accurately by listening to the wind and keeping your eyes out of the cockpit on the runway or landing field.

Bear in mind that reduced aileron response at low airspeeds is modelled with this aircraft. You will need to move the stick more at 95 MPH IAS than at 180 MPH IAS for the same roll response.

Note: The speed numbers are indicative only as approach speeds are dynamic according to the environment. The usual method to calculate approach speed in any light aircraft is 1.3 times the stall speed in the landing configuration (Vso), plus all of the steady wind speed and 1/2 the gust speed.

Go-Around

Follow the checklist.

Landing

Three-point is preferred, but a wheel landing may be more easily accomplished. There is nothing especially difficult about either a three-point or wheel landing, provided it is made into the wind. Crosswind landings are a little more challenging, but may be satisfactorily accomplished using the sideslip method.

Do not use the crab method of crosswind correction until touchdown with this aircraft. Transition to a sideslip at the appropriate moment on short final.

A final caveat about approach and landing - the real Hurricane had a reputation for being a little hard to handle, and also unforgiving, certainly more so than the more docile and higher performance Spitfire. This has a lot to do with the lateral stability and spin characteristics, the Hurricane being only just stable longitudinally. Many real world Hurricane pilots lost their lives or were gravely injured from inadvertent spin entry, or from an accidental stall on landing that dropped a wing and the nose and resulted in the aircraft going straight into the ground. Most of those accidents occurred during the landing approach, although some occurred during hard manoeuvring in combat when recovery from an inadvertent spin that continued until it went flat proved impossible. While the FS 2004 version is much friendlier in that respect than the real aircraft, it is possible to get too slow on approach (especially with full flaps) and run into trouble. The FS 2004 Hurricane will drop a wing quite sharply when it stalls, almost as sharply as the real aircraft which will drop a wing beyond the vertical in a full stall. Bear this in mind if you are going for a full stall three-point landing - your wheels had better be very close to the runway when this aircraft stalls. If you are too high and stall you will drop in hard wing low on one wheel. The Hurricane has a very soft springy undercarriage (wartime and contemporary footage shows Hurricanes bouncing quite a bit on takeoffs and landings from grass airfields) and at best the resulting landing is not going to be pretty, at worst you will depart the runway in a spectacular ground loop after rocking violently from wingtip to wingtip.

Use the brakes as little as possible after touchdown. It’s best to apply them intermittently, or if the runway remaining allows, to let the aircraft slow to taxi speed without using the brakes at all. Watch the sides of the runway to maintain directional control on rollout after landing. It is much easier to maintain directional control rolling out on grass than on hard surfaces.

Crosswind landings

Although a crosswind is helpful during approach as it allows you to see the runway, all FS taildraggers are unrealistically sensitive to crosswinds on the ground due to poor modelling of wind behaviour. The aircraft tend to weathervane, turning into the wind after touchdown. This will inevitably cause a wingtip to strike the ground, or a groundloop. Always land into the wind and never attempt a landing with more than 9 knots +/- 20 degrees of runway heading, as in the real Hurricane! Hurricanes are well suited to grass strips, so select an "asterisk" * type airfield with plenty of runway choices and at least one windsock.

After Landing

Follow the checklist.

Engine Shutdown

Follow the checklist.

Stalls

At the stall one wing drops sharply - left or right wing - with flaps either up or down.

Depending on aircraft weight:

Stall Speed Gear and Flaps up – 70-90 MPH IAS

Stall Speed Gear and Flaps down – 65-75 MPH IAS

Spins

On the real aircraft, spins are not to be started below 10000 ft, and recovery is to be initiated before two turns are completed.

For the FS2004 Hurricane, it is good practice to climb to a minimum of 8000 ft before entering a spin as altitude loss in a fully developed spin can approach 1000 ft per revolution. A full rudder input at the stall in the spin direction desired will accomplish the spin entry. Hold the rudder input until the spin is established and then return the controls to neutral. The first two turns are slow, followed by very rapid auto-rotation. Recovery may be accomplished at any time by using full rudder opposite the spin direction and forward stick to break the stall. Ailerons should remain NEUTRAL at all times during spins.

Spinning with the undercarriage and flaps down is not approved, as the 120 MPH limit speed will be exceeded in the spin recovery.

Aerobatics

Aerobatic Speeds:

Loop - at least 280 MPH IAS

Roll – 220-250 MPH IAS

Half Roll Off Loop – at least 300 MPH IAS

Upward Roll – 300 MPH IAS

Merlin XX (20) Engine Chart

Beam (instrument) Approach Chart

Airspeed Position Error Correction Chart

The airspeed gauge has been programmed to read in accordance with the real Hurricane’s pitot static system installation error. To obtain calibrated airspeed from indicated airspeed it will be necessary to use the Airspeed Position Error Correction Chart.

Power Settings and Fuel Consumption

The approximate fuel consumption at high power settings is as follows:

R.P.M. BOOST lb/sq/in GAL/HR

3000 +12 115

3000 +9 100

2850 +9 95

2650 +7 80

Leading Particulars

Main Dimensions - Complete Aircraft - (Datum line horizontal except where otherwise stated).

Length...................................32ft. 3in.

Span.....................................40ft. 0in.

Ground angle tail down...................10°

Overall heights :-

1 blade vertically upwards...............12ft. 0.5in.

1 blade vertically downwards.............11ft. 10in.

1 blade vertically upwards, tail down....13ft. 3in.

1 blade vertically downwards, tail down..10ft. 5in.

Fuselage

Length (propeller-shaft to rear fin-post) 28ft. 10.5in.

Height, maximum.......................... 6ft. 7.5in.

Width, maximum........................... 3ft. 3.25in.

Wings

Aerofoil section, at root................Clark YH 19% modified

Aerofoil section, at tip.................Clark YH 12.2% modified

Chord at root............................ 8ft. 0.25in.

Chord at tip, ignoring washout........... 3ft. 11.25in.

Incidence (aerofoil to fuselage d/l)..... 2°

Dihedral (outer plane d/l)............... 3.5°

Sweepback on front spar.................. 3°

Sweepback on leading edge................ 5° 6'

Center Section

Span (joint pin centers)................. 9ft. 1.5in.

Chord.................................... 8ft. 0.25in.

Incidence (aerofoil to fuselage d/l)... 2°

Dihedral................................. Nil

Sweepback................................ Nil

Tail Plane

Span.....................................11ft. 0in.

Chord, (maximum), inc. elevator.......... 4ft. 2.5in.

Incidence (aerofoil to fuselage d/l)... 1.5°

Dihedral................................. Nil

Sweepback................................ Nil

Areas

Main plane, with ailerons and flaps...257.60 sq ft.

Ailerons, total.......................... 20.40 sq ft.

Flaps, total............................. 25.11 sq ft.

Tail plane, with elevator and trim tabs... 33.26 sq ft.

Elevator and trim tabs................... 13.46 sq ft.

Trim tabs, (two), each................... 00.38 sq ft.

Fin with rudder and tab.................. 21.89 sq ft.

Rudder, with tab......................... 13.06 sq ft.

Tab...................................... 00.36 sq ft.

Control Surfaces - Settings and range of movement

Tail plane...............................Fixed

Fin - leading edge offset to port........ 1.5°Aileron droop (at inner end).............Nil to 0.25in

Aileron movement - up....................22.0°

Aileron movement - down..................21.0°

Elevator movement - up...................27.0°

Elevator movement - down.................26.0°

Trimming tabs, movable...................23.0° U and D

Trimming tabs, fixed..................... 5.0° Up

Rudder, port and starboard...............28.0°

Rudder tab - trimming movement-port only.15.0°

Rudder tab - balance movement-P and S....20.0°

Flaps, down +/- 5°.......................80.0°

Tolerances on ranges, except flaps +/-... 1.0°

Undercarriage - Main Wheel Units

Type…….Two separate shock-absorber struts, retracting inwards and backwards.

Track……7 ft 10 in

Shock-absorber struts…Vickers oleo-pneumatic

Wheels…..AHO 10019 or AH 8123

Tyre….IVV 12 ivv 13 or IVV 17, 8 in x10 ¼ in

Tube…IVV 8

Brakes…Dunlop pneumatic

Undercarriage - Tail Wheel Unit

Type…Non-retractable shock-absorber strut with fully castoring pneumatic wheel.

Shock-absorber strut….Dowty oleo-pneumatic C.6595 or C.7941

Wheel…..Dunlop AHO 5048

Tyre…("Ecta" W.M. 11 or W.M. 14, 4.95 in for 3.5 in wheel).

Engine

Name…Merlin XX

Type…12 cylinder 60 deg two-speed supercharged, geared, liquid cooled

Direction of rotation….Crankshaft - Left hand…Propeller shaft – Right hand

Fuel pumps…type – EP2 Mk. II-1

Coolant…70% distilled water + 30% ethylene-glycol DTD 344A

Propeller

Type……Rotol variable-pitch external cylinder group

Diameter….11 ft 3 in

ENGINE LIMITATIONS MERLIN XX (20)

Max. take-off to 1,000 ft - R.P.M....... 3,000

Max. take-off to 1,000 ft - Boost....... +12 lb/sq in.

Max. take-off to 1,000 ft - Temp, Coolant.. -----

Max. take-off to 1,000 ft - Temp, Oil... -----

Max. climbing, 1 hr. limit - R.P.M...... 2,850

Max. climbing, 1 hr. limit - Boost...... + 9 lb/sq in.

Max. climbing, 1 hr. limit - Temp, Coolant 125º C **

Max. climbing, 1 hr. limit - Temp, Oil.. 90º C

Max. continuous - R.P.M............ 2,650

Max. continuous - Boost............ + 4 lb/sq in.

Max. continuous - Temp, Coolant....... 105º C **

Max. continuous - Temp, Oil........ 90º C

Max. combat 5 mins limit - R.P.M........ 3,000

Max. combat 5 mins limit - Boost........ +14 lb/sq in.*

Max. combat 5 mins limit - Boost........ +16 lb/sq in.*

Max. combat 5 mins limit - Temp, Coolant... 135º C **

Max. combat 5 mins limit - Temp, Oil.... 105º C

NOTES :

* Combat boost is obtained by operating the boost control cut-out

** 115º C coolant temperature is permitted for short periods at cruising rpm.

Oil pressure - normal.................. 60-80 lb/sq in.

Oil pressure - minimum................. 45 lb/sq in.

Min. temp. for take-off - oil.......... 15º C

Min. temp. for take-off - coolant...... 60º C

Fuel pressure.......................... 8-12 lb/sq in.

 

BRITISH AIRCRAFT CARRIER SCENERY

 

 

 

The aircraft carrier scenery included with this package does not represent any particular WW2 Royal Navy ship. It owes some of its design to HMS Ark Royal and HMS Illustrious, but it is really generic in nature and meant only to provide a place where a Sea Hurricane may be operated from a narrow straight-decked aircraft carrier, rather than an attempt to model a specific ship with great detail and accuracy.

 

Two saved flights are provided that will place a Sea Hurricane on the aft flight deck ready for takeoff. Changing aircraft from this starting position will cause the new aircraft to load at sea level inside the ship, and it is recommended that aircraft changes be accomplished in mid-air, the aircraft landed on the ship, and taxied or slewed to the start position before saving a new flight should you wish to change the default flights or add new ones.

 

The use of an AFCAD generated .bgl file to create a start position at the correct elevation and location will allow the aircraft to be changed or selected from the “Go To Airport” menu and load on the flight deck, but the ship’s wake effect will then spawn at deck level instead of sea level creating a disturbing surreal effect. At present I have no solution for this problem - or the time to pursue one - so I have elected not to include a default .bgl file with start locations, facilities data and nav aids.

 

If those features are important to you, then I recommend renaming, removing or deleting the “British Aircraft Carrier Wake.bgl”, “British Aircraft Carrier Wake2.bgl” and “British Aircraft Carrier Wake3.bgl” files from the scenery folder found in Addon Scenery in the Flight Simulator 9 directory, and using the “AF2_EBAC.bgl” that can be found in the “options” folder inside the Sea Hurricane Ib Z7015 Civil Version folder.

 

An optional texture file (“British Carrier”) that will change the brown flight deck to a gray deck, and 9 .bgl files that add pilot controlled centerline lighting to the flight deck (“British Aircraft Carrier Center 1-9) may be found there also.

 

The lights on the ship are controlled by the Nav 1 radio frequency. Setting it to 112.00 Mhz will turn them on; changing to any other Nav 1 frequency turns them off. 

 

Carrier landings

 

The Sea hurricane has been tested for carrier landings using the commercial "Arrcab" application  and the freeware "3wire" application which requires an unregistered version of FSUIPC and Microsoft .NET installed to function. It will almost certainly work with Doug Dawsons rcbco-11.zip, although it is not tested with this app. Both freeware applications and FSUIPC are available at www.avsim.com. Important: The "wire braking" settings on most carrier applications are set to catch an F-14 at 140 kias. Reduce wire braking settings in your carrier app to compensate for the lighter, slower aircraft.

The carrier approach is essentially the same as described above, but don't forget to drop the tailhook and activate the carrier trap application! Aim to touch down after the round-out on the second wire and apply full power about a second after touchdown to insure yourself in the event of a "bolter’. Ensure that you are practiced and good at conventional runway landings before attempting a carrier trap!

You'll benefit from the freeware arrcab carriers package by Richard Hogen, available from www.avsim.com or www.flightsim.com.

 

 

If you have ArrCab by Richard Hogen, use the following to set the cable catch zone in the "ArrestorCables.dat'" file:

 

[ZoneXX]
CarrierIdent=British Aircraft Carrier Scapa Flow
FrontRightCornerLat=58.8958333
FrontRightCornerLon=-3.0505
FrontLeftCornerLat=58.8958333
FrontLeftCornerLon=-3.05083333
BackLeftCornerLat=58.8953333
BackLeftCornerLon=-3.05083333
BackRightCornerLat=58.8953333
BackRightCornerLon=-3.0505
DeckAltInFeet=62.6
CableCatchZoneHeightInFeet=2.4
RunwayHeadingInDegreesMag=009

Just open that file with notepad and add the above at the end. Replace the
X's in [ZoneXX] with the next zone number in the sequence.

 

3Wire settings:

<Zone>
<Name value="British Carrier at Scapa Flow"/>
<FrontRightLat value="58.8958052544204"/>
<FrontRightLon value="-3.05045161941067"/>
<FrontLeftLat value="58.8958043940669"/>
<FrontLeftLon value="-3.05087849328515"/>
<BackLeftLat value="58.8953865590764"/>
<BackLeftLon value="-3.05087493748758"/>
<BackRightLat value="58.8953856740079"/>
<BackRightLon value="-3.05044751436157"/>
<RwyHdg value="008"/>
</Zone>

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