Learn to Start a Hornet Fighter

Hello everyone and welcome to episode 3 of our dcsf 18c video series. In this video we will review the

start

and takeoff procedures prior to the Hornet flight. One of the best things about the horn head is that it is extremely easy to

start

up unlike other planes. and that you have to go through a lot of procedures to get the plane started, the horn is much simpler, this is because much of the starting procedures are automated and occur without direct interaction from the pilot, after all, even Independence Day's Russell could fly a Hornet. A big reason why this video has taken so long to create an authentic video without negative trainees.

We first carefully modeled many of the Hornets' underlying systems, such as the engines, the air turbine starter or ATS, the fuselage-mounted accessory drive or mat, the auxiliary power unit or APU, the fuel control systems. flight hydraulics electric or FCS caution system and visor II ground proximity warning system lighting built-in test bit integrated fuel and engine indicated or rate fire test system air purged system, inertial navigation where they are and even the seating functions, first we had to build a solid foundation from which the other systems will be built, although it would have been easy and quick, this helped me create many of these systems, it really is vital Reproduce all of these subsystems to create the most authentic simulation possible.

Now jump onto a

hornet

parked on the ramp and start. The first thing we're going to do is a pre-flight checklist and we're going to do this and a sweep left or right. cockpit on left all circuit breakers are on mission computer and hydraulic isolation switches are in normal position oxygen is off and tenant is in auto mode both volume knobs as desired FCS gain switches to dump normal fuel are out of the sternal wing tanks to the standard refueling probe retracted for all of them are back and off, yes, we can set our external lights as we wish, make sure the strobe is on, Jin-tae is guarded, the handbrake is on, it is like a waste to ensure that the flaps fall, anti-slip and off, and the landing gear lights off. handles down, canopy, disposal is forward, master arm to secure fire, lights are off and left and right DD eyes, HUD and MP CD are off.

ADF is off, attitude towards auto ECMs, towards shutdowns, dispensers, towards shutdowns. I'm cold, at normal speed. recovery is monitored, holding attitude indicator is caged, radar altimeter is off the hook, it is up, wing fold matches the wings. AV cooling switch is on NorAm, left and right generators are on normal and battery is off, ECS on auto, temperature at about 10 o'clock, cabin pressure on Heat Pio normal on auto engine, anti-icing on off and air purge to normal. Yeah, we can go ahead and set our internal lights, make sure our defogging is halfway up, all of our sensors are off and our right wall breakers are all on and that's it. a quick look at how to do pre-flight now generally, you don't really have to do that when you're playing, but we just want to give you a little idea of ​​what pilots go through on a day to day basis so that the next step is to put electrical systems in operation.

Now on the left side here we have the external power panel, but you wouldn't really use this unless you're doing some ground checks. Normally, you would almost always be using the button battery. here and the battery button has three positions on/off and override and when you put it in the override position you are just checking the emergency battery it should be about 23.5 volts and you get the battery switch indication on, but when you turn on a

hornet

, I will use it in the on position and use both the utility and the battery to see, both again should be looking for around 23.5 volts and it will best power the hood as well as the front door and will light the igniters during engine start.

The sequence now moves to the left side and we have the brake pressure, which is about 3000 psi, which is fine. Now we will take a look at the litmus test system. There are two circuits A and B, and when you run either of them, the drain will close. shutoff valves, you'll hear the audio warnings and you'll see the lights on the instrument panel, so let's go ahead and do the fire test right, so that's the time. It actually takes about seven seconds to rewind the tape to the next one, but quickly. around that is just recycling the battery, so we're going to do that very well, battery off, battery on and now we'll try the next circuit, okay, now we can go ahead and just release the switch and we're done with that part.

The next part is the APU or the auxiliary power unit and the APU is a small self-contained gas turbine engine, an aircraft that will power the ATS, the air turbine starter motor, as well as provide supplementary power to the ECS system. and one piece that is located down here and once both motors are running about a minute later, it will automatically shut down and once you start it and it's in the full cycle, the green ready light will come on, so let's move on and let's put the "you won". it gets a little noisy now I want to go ahead and close the top okay that's better so the next step now is just turn on the right engine and you actually turn on the left engine first or the right engine first but the right engine you will give normal hydraulics. power to the brakes it's usually a good idea to start the right engine first and when you start the right engine what will happen is the APU will start the 80's and the 80's will in turn start right and the Rayment a mad will then use the crankshaft to start the right engine and then at about rpm, 20% on the right engine will move the right throttle forward and at that point it will introduce fuel into the combustion chamber and the batteries will start the igniters and the engines will start full blast at that point so let's try that and at about 40% of the 80 with disconnect and you'll hear that and then at 60% the cycle will complete and the correct generator will be online. control, so those warnings that you heard, the first one was your left or left function and that's just the ground proximity warning system doing a self test and then you heard a master caution tone and then you heard a flight controls warning indicating There was a little problem with the flight controls, but we'll get to that here in a second and also here in the.

I think we want to make sure the engine temperature doesn't go above 815 degrees Celsius, so going back, let's move forward. and align the stock I NS with the ground so this will run in the background as we do the rest of the startup procedure. Now when we did the fire test I noticed that doing the fire test will actually close the air bleed valve so we go ahead and we have to go ahead and open them back up and we'll do that by turning the air bleed knob 306 degrees clockwise. You may have also heard the ECS air turn on at that point, so go ahead and now we'll turn it on. our for D D is the HUD and the MPCV and we can adjust the brightness of these and he'll go ahead and set a radio and he'll go ahead and activate or the standby indicator will set our radar, altimeter, radar rudder, yeah, I'll go ahead and set the left DVI to the SES page now at this point we will go ahead and start the next engine so just like we did before start the left engine and wait 20% so now both engines are running and that was not too painful.

I hope so, let's go ahead and turn on our oxygen, let's get our radar going. Now you'll see that here on the left DDI, at the top over the bottom of the DDI, we have cautions and they're usually in a larger, more important font and then below in a smaller font we have the notices and here the master buttons of yellow caution that indicate that a caution has been activated, so go ahead and we'll recognize it by clicking on it and then we'll go ahead and click on it. Again to replenish this now on the SES page, you note these X's and these are errors detected in the trailing edge flaps and ailerons.

Let's go ahead and clear this up now and that probably happened due to the wing falling off and the plane being parked too long. Now you can see those have been cleared as well at this point we'll go ahead and set our takeoff trim to 12 degrees on the staves and then I see 12 and we'll move our flaps to auto and you. We will see 12 on staff, everything else is ready now and what we can do now is we can, in particular, on a nice cold winter day exercise and we did that by holding down the SES reset button and moving the bit of SES. changes and now we see the articulated control surfaces, you can also see that here on the SES page, well, let's do it.

I want to go ahead and set my bingo to 8,000 let's go ahead and check our controls so let's go back 24 3 for 25 left 25 right and 30 on the rudders I'm going to go ahead and set my tack now soon to transmit/ will receive in clear and we are at 44 x-rays and now we have a good indication there. and I also set my heading to the runway and it will be 880 units, okay and that looks good and everything, so I'm going to go ahead and set my Zulu time on the HUD and that looks good, let's inspect AP. I'm going to move on. and release my slip parking brake on the flaps back half lights on and because we're operating from a feel of us on my hook, avoid the field and now I'll go ahead and put my ins on Nev and do one last Move over the cockpit, ok I think we're good so I want to go ahead and change my left DDI to the take off checklist and my right to the SGS page, now here on the HUD we have NWS and that means nose wheel steering . and this will allow our rudder pedals to control the nose wheel and if you hold down the nose wheel steering button, you will go to the nose to steer the high steering and this will give you a tighter turning radius and very useful when you are on the aircraft carrier. go ahead and start for the sheriff to fall for and generally I would charge about 75% but instead of keeping them bored by watching me drive the cab up a bit they will use the trailer brakes to rest before reaching the threshold so in this point, let's go ahead and put the ejection seat together, fix the straps or do one last check around the cockpit, okay, let's go ahead and take the track, okay, we'll stop it, a line in the middle, now change my DDI left to the HUD Page we will now keep the right on the SES and the MPC DB on the HSI.

At this point I want to go ahead and hold the brake and accelerate up to 80% and check my values. Continue, clean the controls, for example, you see the tea. Well, I just want to go ahead and release the brake and burner to the maximum, now the Hornet's center of gravity is quite forward, so she doesn't really want to turn, but you want to turn about 7 degrees, let her fly out of Europe, then flap and you. I want to make sure I have the gear ready before 240 knots and that's a look at the pre-taxi and take-off flight in the Hornet.

I really hope you enjoyed this video and I'll see you next time. thank you