User manual GAMES PC FLY! II

[. . . ] II USER MANUAL Hello--and welcome to Fly!version II User Guide, " is one of two electronic manuals you'll receive, either on the distribution CDs for your copy of Fly!Providing these manuals electronically, rather than on paper, lets us keep them constantly up to date for the most current version of Fly!However, since they're in the popular Adobe Acrobat format, feel free to print them out if you want a paper copy of your own. [. . . ] Slow the airplane from cruise, pull the throttle to idle, and, as we get down into the white arc, extend your flaps all the way. Copyright 2001, Terminal Reality Inc. No, it's not the latest dance craze--it's a confidence builder, as well as being a good way to use up excess altitude on practice flights. As usual, we'll start out at a normal cruise; any altitude above about 2000 feet will be fine. As far as instrument flying is concerned, we'll cover only the very basics that a Private Pilot needs to know: essentially, if you fly into a cloud and lose visual reference, how to either fly out the other side or turn around without wrapping the airplane up into a spiral. We'll leave radio navigation and instrument flying for later on and bigger planes; not only are they more stable, but they have more sophisticated instrumentation that'll make your job easier. - 183 - Why do we choose to do these in the Flyhawk?In the case of spins, it's simple: among all the airplanes in this release of FLY!II, this is the only one in which spins are authorized. (In fact, in the real world, none others were even intentionally spun during certification flight tests--so, to some extent, whether or not the Sahara, the Kodiak, or King Air would recover from a spin is a matter of conjecture; and it's a fair bet that the jet, with its swept wings, would have an unrecoverable spin. )  Fly!II Users Guide Now, using back pressure and trim, see how slowly you can fly. Depending on loading, you'll probably get down below 50 knots, with a rate of descent not much more than 1000 fpm. Well, if you can hold this attitude and speed all the way to the ground, and as long as you have your shoulder harness fastened, the ensuing impact, even if you can't see the ground to make a more normal emergency landing, will certainly be survivable--and one you may very likely walk away from, if a bit banged up. (Unfortunately, this technique doesn't work nearly so well in airplanes bigger and faster than the Flyhawk. ) Sure, the airplane will be a write-off; but, as they used to teach in the RAF, "If a prang appears inevitable, strive to strike the cheapest, softest object in the vicinity, as gently as possible. " Thus, in case of an engine failure at night, we can develop the following checklist: 1. ) 2. ) 3. ) 4. ) 5. ) Extend full flaps. Slow the airplane to minimum "mushing" speed and trim for it. At about 100 feet above your best estimate of the terrain altitude, turn on the landing light. If the terrain visible in front of the airplane appears unsuitable for landing-- turn the landing light back off! BANKING AND YANKING: What you've just experienced is an "accelerated stall, " and what you're learning here is, once again, that the airplane doesn't have to be flying slowly to stall--it's a matter of angle of attack, not speed. Where might you run into this situation?Perhaps if you're maneuvering hard to avoid another airplane--or, in a higher-performance airplane, if you come steaming into the traffic pattern at some impressive speed, then realize you're going to have to turn hard to avoid overshooting your desired downwind leg. Copyright 2001, Terminal Reality Inc. Roll into a steep turn, either way, and once you get the turn established, with enough back pressure to keep the nose at the right height below the horizon, add even more back pressure--and pull it in pretty briskly. You'll hear the stall warning horn and, if you keep pulling, the airplane will let go in a fairly sharp "stall break. " As it does, glance at the airspeed indicator: you're still well up into the green arc, many knots above what you've come to think of as "stall speed. " Go ahead and recover to level flight. We're going to take a final look at a few specialized stalls, so let's start out with the airplane cruising at a reasonable altitude--say, 5000 feet. Get it trimmed out for a gentle cruise at around 100 knots. - 184 -  Fly!II Users Guide ALL CROSSED UP: Next, let's look at something that'll seem counterintuitive at first: intentionally un-coordinated flight. Thus far, we've been using the rudder to keep the skid ball centered. Now, however, we're going to use aileron one-way and rudder the other to perform a sideslip. Start a normal turn in either direction--but once it's established, feed in a footfull of outside rudder. The skid ball will drop toward the inside of the turn--and, on a larger scale, so will the airplane altogether. [. . . ] Flight Link Systems Interact Accessories Kensington / Advanced Gravis Logitech Matrox Mad Catz Nvidia Copyright 2001, Terminal Reality Inc. ==== Talonsoft Testing ==== Ryan Littlefield Josh Noll Josh Rose Phil Santiago Stephen Thomas - 320 -  European aerial imagery provided by: getmapping. com Fly!II Users Guide Scott Vail Chien Yu ==== Windows External Beta Testers ==== Aaron Burdine Adam Alexander Adam Hensley Al Loper Alan Bryant Alan Liebowitz Alejandro Amigorena Alex DeMarco Allan Patnoe Andrei Malishkin Andrew O'Reilly Andrew Poulos Andrew Ramkisson Andrew Tomasello Anthony Elias Anthony Merton Anthony Padovano Anthony Steensgaard Art Somers Basil Copeland Ben Sherrill Bill Honnold Blake Matthies Bob Getterz Bob Nickels Brad Dossett Brad Shai Brad Thaler Brent Turner Brett Kaiser Brian Bari Brian Bream Brian Driscall Brian Freeland Brian Harkin Brian Rossmann Bruce Bowser Bruce Nicholson Bruno Rolo Bryan Sei Bryan Tomczyk Copyright 2001, Terminal Reality Inc. - 321 -  Fly!II Users Guide Burt Douglas Carl Fuehrer Carl Moore Cecil Pentecost Chad Miller Charles Holtzner Charles Wilson Chris Buff Chris Chiozza Chris Cvetkovich Chris Forte Chris Grall Chris Habgood Chris Pinder Chris Severs Chris Starks Chris Strobel Chris Wallace Christopher Braun Christopher Carde Craig Bucklin Craig Mosher Craig Prouse Dan Artley Dan Combs Dan Martin Dan Pursel Dan Tindall Dan Zito Daniel Ashmen Jr. Daniel Morton Darren Dale Dave Bourne Dave Lindblom Dave Luukkonen Dave Wilton David Blevins David Edgington David Grauer David Hearn David Isaacks David King David Lawley David Masters Copyright 2001, Terminal Reality Inc. - 322 -  Fly! 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