727 Manual

Aircraft Operations Manual
Greatest Airliners 727
December 12, 2005

Thanks to the team and especially Paul Golding for helping to compile this
manual.
Thank you very much!
Sept. 2005, Ingo Voigt

Contents
1 Introduction 9
1.1 Product Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.1.1 If you still require help: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.1.2 About this manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.2 The Boeing 727 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.2.1 The Super 27 - enhancement coming along with the Service Update . . . . . . 12
1.2.2 Introducing the Greatest Airliners 727 development team . . . . . . . . . . . . 13
2 Getting Started 14
2.1 IMPORTANT INFORMATION! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.1.1 Click Spots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.1.2 Computer Performance (Frame rates) . . . . . . . . . . . . . . . . . . . . . . 14
2.1.3 FS Performance Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.1.4 Joystick / Control Yoke Settings . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2 Installation and Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3 2D Panels & Virtual Cockpit 19

3.1 2d Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.1.1 The Panel Window Controller, PWC . . . . . . . . . . . . . . . . . . . . . . . 21
3.1.2 Controlling Panels and views using clickareas and keyboard commands . . . . 23
3.1.3 Panel views – A brief introduction . . . . . . . . . . . . . . . . . . . . . . . . 28
3.1.4 Virtual Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
3.1.5 Lighting Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
3.1.6 Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
3.1.7 Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
3.2 3rd Party Panel Enhancements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
3.2.1 Inertial Navigation System by Simufly - CIVA INS . . . . . . . . . . . . . . . 55
3.2.2 ST3400, TAWS by Reality-XP . . . . . . . . . . . . . . . . . . . . . . . . . . 56
3.2.3 IVSI embedded TCAS & Transponder by I.L. Hetherington . . . . . . . . . . 58
4 Fuel System 61
4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
4.2 Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
4.2.1 Fuel quantity indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
4.2.2 Fuel boost pump switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
4.2.3 Crossfeed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
4.2.4 Fuel Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
4.3 Fuel System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
3
Greatest Airliners: 727 Whisperjet
4
Contents
4.3.1 Engine Fuel Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

4.3.2 Fuel Tank Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
4.3.3 Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
4.3.4 Crossfeeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
4.4 Fuel System Operating Technique . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
4.4.1 Fuel Tank Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
4.4.2 Fuel Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
4.4.3 Fuel Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
5 Engines and APU 70

5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
5.1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
5.2 Modelled functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
5.2.1 Main instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
5.2.2 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
5.2.3 Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
5.2.4 Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
5.2.5 Engine Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
5.2.6 APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
6 Electrical System 87
6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
6.1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
6.2.1 Master Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
6.2.2 Constant Speed Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
6.2.3 Field Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
6.2.4 Generator Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . 90
6.2.5 Essential and standby A/C Bus . . . . . . . . . . . . . . . . . . . . . . . . . . 90
6.2.6 Generator Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
6.2.7 Load busses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
6.2.8 Tie Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
6.2.9 Galley Power Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
6.2.10 External Power Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
6.2.11 AC Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
6.2.12 DC Meters and Transformer Rectifiers . . . . . . . . . . . . . . . . . . . . . . 93
7 Hydraulics 94
7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
7.1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
7.2 Modelled Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
7.2.1 System A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
7.2.2 System B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
7.2.3 Stand-by System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
8 Pneumatics, Air-condition & Pressurization 100

8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
5
Contents
8.1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

8.2.1 Pneumatics and Air-Condition . . . . . . . . . . . . . . . . . . . . . . . . . . 105
8.2.2 Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
9 Gear and brakes 114

9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
10 Flight Controls 119

10.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
10.1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
10.2.1 Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
10.2.2 Elevators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
10.2.3 Rudders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
10.2.4 Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
10.2.5 Flaps / Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
11 Flight Instruments 126

11.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
11.1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
11.2.1 Attitude Director Indicator (ADI) . . . . . . . . . . . . . . . . . . . . . . . . 126
11.2.2 Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
11.2.3 Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
11.2.4 Altitude Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
11.2.5 Vertical speed indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
11.2.6 Horizontal situation indicator . . . . . . . . . . . . . . . . . . . . . . . . . . 130
11.2.7 Radio-magnetic indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
11.2.8 Radar altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
11.2.9 Chronometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
11.2.10 Standby artificial horizon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
11.2.11 Standby altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
11.2.12 Flight control situation indicator . . . . . . . . . . . . . . . . . . . . . . . . . 133
11.2.13 Flight mode annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
11.2.14 Instrument comparator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
12 Nav, Com, Flight Director & Autopilot 139

12.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
12.1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
12.2.1 VHF Nav/Comm systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
12.2.2 Marker Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
12.2.3 Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
12.2.4 Collins Flight Director (FD) . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
12.2.5 Inertial Navigation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
6
Contents
13 Ice and rain protection 152

13.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
13.1.1 Definition of Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 153
13.2 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
13.3.1 Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
13.3.2 Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
13.3.3 Window ice protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
13.3.4 Pitot Static Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
13.3.5 Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
14 Warnings 162
14.1.1 Mach airspeed warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
14.1.2 Engine failure light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
14.1.3 Windshear warning system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
14.1.4 Altitude alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
14.1.5 Flight control warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
14.1.6 Stall warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
14.1.7 Door annunciator warning panel . . . . . . . . . . . . . . . . . . . . . . . . . 165
14.1.8 Master warning light (gear panel) . . . . . . . . . . . . . . . . . . . . . . . . 165
15 EFIS panel difference guide 166

15.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
15.1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
15.2.1 Electronic Attitude Director Indicator (EADI) . . . . . . . . . . . . . . . . . . 169
15.2.2 Navigation Display (ND) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
15.2.3 Engine instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
16 Weather Radar 174

16.1 Introduction to Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
16.1.1 Weather Radar Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
16.1.2 Radar Reflectivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
16.1.3 Weather Attenuation Compensation . . . . . . . . . . . . . . . . . . . . . . . 176
16.1.4 Introduction to Weather Interpretation . . . . . . . . . . . . . . . . . . . . . . 177
16.1.5 Thunderstorm Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
16.2 Wx500 Operational Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
16.2.1 Knobs and mouse interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
16.2.2 Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
16.2.3 Flight Simulator Interface and Settings . . . . . . . . . . . . . . . . . . . . . 179
16.3 Operation in-flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
16.3.1 Tilt Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
16.3.2 Over Scanning and Tilt Management . . . . . . . . . . . . . . . . . . . . . . 181
16.3.3 General Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
16.3.4 Separation of Weather and Ground Targets . . . . . . . . . . . . . . . . . . . 182
16.3.5 Shadowed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
7
Contents
17 Limitations 184
17.1 Take-Off and Landing Temperature Limits - (AFM) . . . . . . . . . . . . . . . . . . . 184
17.2 Maximum Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
17.3 Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
17.4 Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
17.5 Anti-Ice Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
17.5.1 Engine Anti-Ice (AFM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
17.5.2 Engine Or Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
17.5.3 Window Heat (AFM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
17.6 Autopilot Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
17.7 APU and External Power Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 189
17.7.1 Operation (AFM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
17.7.2 EGT (AFM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
17.7.3 Starter Motor Duty Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
17.7.4 APU Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
17.7.5 External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
17.8 Electrical Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
17.8.1 Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
17.8.2 Constant Speed Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
17.8.3 Transformer Rectifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
17.9 Flight Control Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
17.9.1 Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
17.9.2 Rudder and Aileron Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
17.9.3 Speed Brake Operations (AFM) . . . . . . . . . . . . . . . . . . . . . . . . . 191
17.9.4 Flap Operation (AFM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
17.9.5 Alternate Flap Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
17.10Hydraulics Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
17.10.1 Hydraulic Fluid Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
17.10.2 Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
17.10.3 Pneumatic Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
17.11Power Plant Limitations (JT8D-1A and -7A) . . . . . . . . . . . . . . . . . . . . . . . 192
17.11.1 Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
17.11.2 Exhaust Gas Temperature, EGT . . . . . . . . . . . . . . . . . . . . . . . . . 193
17.11.3 Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
17.11.4 Oil Temperature (AFM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
17.11.5 Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
17.11.6 Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
17.11.7 Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
17.11.8 Starter Duty Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
18 Planning and Performance 196

18.1 Additional performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
18.1.1 Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
18.1.2 Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
18.1.3 APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
18.1.4 Taxi out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
18.1.5 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
8
Contents
18.1.6 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198

18.1.7 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
18.1.8 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
18.1.9 Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
18.1.10 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
18.1.11 Taxi-In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
18.2 Rules of thumb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
18.2.1 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
18.2.2 Other speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
18.2.3 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
18.2.4 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
18.2.5 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
18.2.6 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
18.2.7 Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
18.2.8 Approach Speed Power Setting (30◦ flaps) . . . . . . . . . . . . . . . . . . . . 205
19 Aircraft Model & Virtual Cockpit 206

19.1 External Aircraft Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
19.1.1 Opening and closing doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
19.1.2 Control Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
19.1.3 Sounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
19.2 3-D Virtual Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
19.2.1 Moving around the VC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Index 209
1 Introduction
IMPORTANT / CRITICAL INFORMATION
You must read this before attempting to use the Greatest Airliners 727 in
Flight Simulator!
Failure to follow this advice will almost certainly ensure operating

difficulties with this product.
The following applies not only to the Greatest Airliners 727, but to any
add-on aicraft you may be installing into Flight Simulator, and in most
cases will ensure proper operation of the product.
The instructions below are provided by the developers of the Greatest Airliners 727, who have years
of experience programming in the FS environment, and know what is best in order to operate within
the structure of Flight Simulator. These instructions do not indicate that there is any defect in the
727 product, but instead tell you how you should properly load new aircraft and save flights within
the FS environment in order to avoid operational problems.
With any add-on as complex as the Greatest Airliners 727 it is ESSENTIAL that after installation of
the product, you first load it into Flight Simulator only AFTER first loading the default FS start flight.
This is the start flight that features the Cessna at Seattle - Tacoma (KSEA) airport.
NEVER load the Greatest Airliners 727 over some other saved flight, es-
pecially one containing another complex add-on aircraft.
9
10
1 Introduction
If your default start flight is not the default start flight described above, please do the following :
1. Start Flight Simulator (FS).

2. Select the default start flight from the menu.
3. Save this flight and check the box to make it your default start flight (you can always change
it later).
4. Exit Flight Simulator.
5. Start Flight Simulator again.
6. Once the default start flight (the Cessna at KSEA) has loaded, select the Greatest Airliners 727
from the menu and load it into FS.
7. With the Greatest Airliners 727 now loaded, make any changes to the flight situation that you
wish, such as moving to a different airport, changing weather settings, etc.
8. You may now save this flight with your Greatest Airliners 727.
9. ALWAYS save your flight when you are at the default 2D cockpit view. NEVER save a flight
from spot view, tower view, virtual cockpit view, or any view except the 2D cockpit view.
Always save your flight from the 2D cockpit view,

and NEVER from any other view. This will en-
sure proper loading of gauges and initialization
of the aircraft.
1.1 Product Support
Before you do anything else:

You should read this manual, and the others included with this product from cover to cover before
asking for support or help with this product. We have found that over 95% of all product support
questions can be answered by reading the manual first.
1.1.1 If you still require help:
Product support is available through our web forum system.

Please visit the Dreamfleet Support Forum
You can also visit the support pages at www.Flight1.com for other customer service issues.
Support at this forum may be provided by any one of the following individuals:
11
1 Introduction
• Members of the Development / Publishing Team.
• Flight1 Certified Support Professionals.
• Members of the product’s beta testing team.
• Knowledgeable users of the product who know the correct answer.
While anyone may read this support forum, you will need to register in order to post a question or reply
with an answer.
Thank you.
1.1.2 About this manual
This manual is intended for flight simulation purposes only, and shall not be used for any real world
aviation application or reference.
This manual was compiled again for the Service Update now using the features of LATEX.
The font is switched to black again and the images are not modified in contrast to improve the readabil-
ity for reading on the screen.
To save ink while printing on an ink-jet please use the ’ink saving options’ offered by the printer driver
- thank you.
By reading this manual you should become well acquainted with Dreamfleet’s simulated 727, and
should be able to obtain the information necessary to ’fly’ the 727 within Flight Simulator. It is also
suggested that you have taken the lessons provided in Flight Simulator, and have at least passed the
Commercial Pilot or ATP flight exam that is provided in Flight Simulator.
Please take the time to read this manual completely; so that you can become properly acquainted with
the Greatest Airliners 727, its operation and systems, doing so will help avoid unnecessary support
questions, and will allow you to enjoy the Greatest Airliners 727 to its fullest.
12
1 Introduction
1.2 The Boeing 727
Born from the roots of one of the first aircraft that started the "Jet Age" of passenger air transportation,
the Boeing 707, the 727 was Boeing’s medium range alternative. With high-lift wings, and a unique
tail mounted 3-engine configuration, she featured a quiet cabin, short runway capability, and became
an instant hit with the airlines. The 727 would go on to become a best seller.
Indeed, the 727 would become the best selling commercial passenger jet aircraft of all time, eventually
losing the title to her younger cousin, the Boeing 737, an aircraft that holds the title to this day.
Designed at a time when pilots, not computers flew airplanes, the 727 is a true pilot’s airplane. Built
like a tank, and easy to fly, you’ll get out of her what your skills put into her. The 727 won’t second
guess you, or take over from you. An honest airplane that only asks for an honest, competent pilot at
the controls.
With the 727 you will have a (by modern day standards) basic autopilot and Flight Director System
to assist you, and that is it. There’s no Flight Management Computer, no Auto Throttle system, no
’LNAV’ or ’VNAV’ and certainly no Autoland capability. You must really know how to fly a plane
in order to fly the 727, as there is little else to do it for you. Fortunately, we’ve added a couple of
enhancements, such as an optional EFIS system and moving map GPS, but neither of those will fly the
plane for you. The yoke, along with the rest of the ship is in your hands!
A very warm thank you!
1.2.1 The Super 27 - enhancement coming along with the Service Update
The ’Super ’27’ program was started by Valsan and subsequently carried out by both Rohr Inc and
following its acquisition, by Goodrich Aerostructures - part of the BFGoodrich Company.
Converting and existing 727-100 or -200 to a ’Super ’27’ involves replacing the two outboard engines
(no.1 and 3) with new JT8D-217C/219 models and adding noise suppression equipment to the center
(no.2) engine. The JT8D-200 series engines are the exclusive power for the Super 27 re-engining
program, in which Pratt & Whitney, in cooperation with Goodrich Aerostructures, is offering 727
operators a solution to achieve Stage 3/Chapter 3 compliance with improved performance. The ’Super
’27’ conversion increases both range and carrying capacity.
The distinguishing features of a ’Super ’27’ conversion are the larger pod engines (no.1 and 3) that
have clamshell type thrust reversers.
In addition to this conversion, many operators have also had the no.2 engine reverser mechanism re-
moved and had winglets added as part of a conversion developed by DuganAir.
As you can imagine, there are many variations of the 727 airframe in existence including original 727’s
with the no.2 thrust reverser removed; original 727’s with the no.2 thrust reverser removed and winglets
added; ’Super’27’ engine conversions with and without winglets or removed thrust reversers.
Sadly, we just couldn’t keep making one variation of the 727 after another and have settled on the
following to include in this add-on:
• Boeing 727-100 passenger

• Boeing 727-100 freighter
13
1 Introduction
• Boeing 727-100 Super27 passenger with winglet and thrust reverser conversions
• Boeing 727-200 passenger
• Boeing 727-200 freighter
• Boeing 727-200 passenger with winglet conversion
• Boeing 727-200 freighter with winglet conversion
• Boeing 727-200 Super27 passenger with winglet and thrust reverser conversions
• Boeing 727-200 Super27 freighter with winglet and thrust reverser conversions
1.2.2 Introducing the Greatest Airliners 727 development team
Introducing the development team in alphabetical order:

Rui Cristina Master aircraft textures
Ron Freimuth Flight dynamics
Paul Golding Project manager, panel design, aircraft liveries and VC textures
Mike Hambly Sound design
Nick Jacobs Gauge programming and aircraft liveries
Tom Main Configuration manager and Text-o-Matic
Hamilton Muller DreamFleet’s resident pilot consultant and current 727 captain
Paul Springthorpe Aircraft and virtual cockpit model design, 727 pilot consultant
Ingo Voigt Writer, aircraft operations manual
Stan Winke 727 Technician and consultant. Digital photographs
Last but by no means least, the Development Team extend our sincerest thanks to the dozens of indi-
viduals who contributed countless hours of testing the 727!
2 Getting Started
2.1 IMPORTANT INFORMATION!
2.1.1 Click Spots
All of the GREATEST AIRLINERS 727’s gauges and controls utilize a relatively unique implementa-
tion of click spots. In general they work as follows:
• In general a single click spot is used, and depending upon the function of that click spot, a left
click will accomplish the same task as a right click.
EXAMPLE: To turn on the Landing Light switch, locate its click spot, then left click to tog-
gle it on/off, or right click to toggle it on/off. You could also left click to turn it on and right click
to turn it off, or the reverse!
• In some instances the click spot will not function as stated above. Some switches will have 3
positions and three click spots, though again, either left or right click will do the same thing.
EXAMPLE: For a toggle switch with 3 positions like the engine starter, it has separate click
spots for the positions Flight, Off and Ground and each can be clicked with either mouse button.
• Certain click spots will work with left and right clicks, and the mouse wheel, if you have such on
your mouse. This type of click spot is used on gauges that require adjustment, such as the radio
knobs, etc. In this case the left click turns the item ’left’ and a right click turns it ’right’. Forward
/ back scrolling on your house wheel will also do the same.
EXAMPLE: To adjust the Barometric pressure on the altimeter, you would locate the click spot
over the “Baro” knob. Then, left clicks would turn the knob to the left, and right clicks would
turn it to the right. If you have a wheel, scrolling forward / back on the wheel would accomplish
the same thing. Thus, in the case of changing a setting, the left click does one thing, and the right
does another.
2.1.2 Computer Performance (Frame rates)
Whilst great care has been taken with both the GMAX model and ensuring that the textures convert
from 32bit to DXT3 with minimal (if any) reduction in quality, the GREATEST AIRLINERS 727 is
14
15
2 Getting Started
a VERY complex aircraft and panel product. With a highly detailed aircraft model, virtual cockpit, a
complete 2D interior, and highly detailed gauges and systems. It will place a greater performance strain
on your system than other similar aircraft.
With the latest versions of FS, many users are under the somewhat false impression that products such
as the GREATEST AIRLINERS 727 should run faster (frames per second) than they might have in
previous versions; this is only partially correct.
The newest versions of FS are more complex from a scenery standpoint than previous versions. From
its textures, to AI aircraft, to “Auto Gen” scenery, enhanced clouds and weather generation, All of
these features tax your system to a greater degree than previous versions of FS did. For example: A
’medium’ scenery density setting in the current version of FS is still MORE than a ’medium’ density
setting was in previous versions.
For those with slower computer systems especially, it will still be necessary to keep your scenery
density at minimum levels, and this may even require decreasing Auto Gen density, and reducing the
number of AI aircraft. Remember, some earlier versions of FS had none of these features, and these
features do degrade performance, often to a great degree.
If you find the GREATEST AIRLINERS 727 running slower than you would like, then you will need
to reduce your scenery density settings further.
2.1.3 FS Performance Notes
Make no mistake about it: The current version FS is a far more complex simulator than its predecessor.
It is not just a ’minor upgrade’.
These notes do not just apply to the GREATEST AIRLINERS 727 product, but to FS in general.
Aside from the advice provided on the previous page, we wish to strongly caution you concerning the
various scenery density, options, and hardware display settings available in FS. You will need to spend
some time ’experimenting’ with these settings, in order to see what works best with your system, and
which settings provide the best performance.
These various settings can be found off of the FS menu bar, under: Options / Settings - then look for
’Display’ and ’Traffic’, and make changes as required under each of these headings.
Unless you have the very fastest computer available, with the most system and video memory, you will
need to be prepared to turn down some of these display settings and options.
Do not expect to simply push all the sliders to their maximum settings, enable all options, and
then fly away with fast, smooth performance. You may be lucky, and your computer can handle
this. Then again, if you have an older computer, such settings may prove un-wise.
In some cases updating your video card’s drivers may help. If you are using a particularly old video
card, you may wish to consider upgrading it. In some cases increasing your system’s memory (RAM)
may help. We consider the bare minimum of system RAM for FS to be 256mb, and this is a MINIMUM,
512mb would be preferable. Some users even install a gigabyte or more of memory, but in most cases
this is not necessary.
As to video memory, we would prefer to see no less than 64mb.
16
2 Getting Started
Locking Frame Rates: Flight Simulator allows you to ’lock’ the maximum frame rates you will get,
and we strongly suggest doing this. Lock your frame rates at no more than 30, or as low as 18; you
need no more than this for smooth operation.
AI Traffic: Do not assume that this has no impact, as on the ground, and at very busy airports it can.
If you find yourself running slow at a particular airport, turn down the volume of AI traffic.
Weather: It’s a whole new world of weather in FS, and such realism, as always, comes at a price.
Be sure you examine the various settings available for weather (this is under the ’Display’ menu) and
experiment with various adjustments to see their effect on performance.
2.1.4 Joystick / Control Yoke Settings
The flight dynamics have been tested and developed for over a year with the development team receiv-
ing, and acting upon, feedback from both current real world 727 Captains and former 727 Captains,
First and Second Officers. The 727 is actually a very stable, smooth and easy to fly airliner and can and
is largely flown by hand.
While it is impossible for us to suggest custom settings for the myriad types of flight controls, controller
cards, and system configurations that exist, here are some general suggestions for settings for your
flight controls that will assist in making your flying experience of the GREATEST AIRLINERS 727 as
realistic as possible:
These settings are based on tests conducted with the popular CH Yoke and Rudder Pedals, and
Microsoft Sidewinder Joystick.
Therefore, considerable time and effort has been spent on this part of the development.
Control sensitivity:
To get the best results, you will need to check that your controller settings in both Flight Simulator
itself and the controller software, are set to default.
Trim speed:
The FS user interface gives 3 options on repeat for trim buttons: No repeat, slow repeat and high repeat.
Please make sure that you use SLOW repeat. Only this one will give you the right time for the trim to
run through its range as it does on the real aircraft.
For those with FSUIPC, check the box for ’fix control acceleration’ on the technical tab in FSUIPC. If
you do not have this you may need to set repeat to 0 to avoid fast running of trim.
Brake power:
Again, put the repeat slider into the middle position in the assignment. That will give you a softer brake
power at short button or key press and increase brake power when you hold the button/key for more
17
2 Getting Started
than a second.
2.2 Installation and Loading
As you no doubt learned installing the GREATEST AIRLINERS 727 was easy; a simple click on the
executable that you downloaded, and following of the installer’s instructions.
Now that the GREATEST AIRLINERS 727 is installed in to FS, it is time to go find it and become
familiar with it. This is where this manual will be very handy once printed out and at your side.
While you may wish to skip to read the GREATEST AIRLINERS 727 Configuration Manager Manual,
and how it may be used to modify numerous options concerning your GREATEST AIRLINERS 727,
we suggest familiarizing yourself with the GREATEST AIRLINERS 727 by using the default configu-
ration it is installed with. Then, once you are familiar with the aircraft, and have read other sections of
this manual, in order to learn about it various systems, gauges, etc. you can then proceed to modifying
various options on the GREATEST AIRLINERS 727 using the Configuration Manager.
Let’s begin!
Start FS and proceed to the aircraft menu.
The GREATEST AIRLINERS 727 can be found under the manufacturer ’Flight One and Dreamfleet’;
it will NOT be found under ’Boeing’ .
With the GREATEST AIRLINERS 727 now located you will see that it appears with the 727-100
model selected and one of the several airline liveries it is provided with.
Open the ’Aircraft model’ menu to select the 727-200 in case you want to load the -200 model. In
time, using the included Text-o-Matic utility (described later in the manual) you will be able to create
additional GREATEST AIRLINERS 727s with other liveries / paint schemes. For now, let’s fly the
GREATEST AIRLINERS 727!
Select the GREATEST AIRLINERS 727 version that you wish to fly and load it into FS. Be sure you
load it over the default FS start flight, the one that features the Cessna at Seattle / KSEA.
18
2 Getting Started
NOTE: As it is a highly complex aircraft you will note that the GREATEST AIRLINERS 727 takes
longer to load than other aircraft you have, and this time will depend upon your system resources.
The main, 2D instrument panel will now appear before you, and it does not get more real than this!
From the gauges programmed using actual photos of the real 727’s gauges, to the panel itself, there is
little compromise in design here, and you are looking at almost exactly what a real pilot sees when he
flies the 727, and from the perspective that he sees it.
Before moving on to the next section of this manual, let’s take a moment to talk about how to navigate
through the various 3D views.
By default, changing your 3D view is accomplished using the “S” key on your keyboard to move
forward through these views, and Shift-S to move backward through them. These 3D views are:
1. 3D outside view with 2D main instrument panel
2. 3D Virtual Cockpit (VC) and panel
3. 3D Tower View
4. 3D Spot plane view
From the 2D Main Panel, hitting the S key will take you to the virtual cockpit (VC). Hitting the S key
again will take you to the Tower View, and so on. For example, if you are on the Tower View, hitting S
will take you to the Spot Plane view, and hitting Shift-S will take you back to the Tower view.
Take a moment to cycle through your 2D side views and VC before returning to the 2D main panel.
Yes, the VC is nice to look at, and you might be spending much of your time flying behind it, however
it is the 2D main panel that has the easiest access to all the gauges and various features you will need
to operate the aircraft with and that is where we will start.
With your tour of the 3D world complete, go back to the main 2D instrument panel, and turn to the next
section of this manual. There you will find described all of the various instrument panels, and the panel
windows. You will also learn about the complete, photo real 2D interior that is also included with the
GREATEST AIRLINERS 727 (yes, you get your choice of using 3D virtual cockpit, or 2D interior!).
This section will also describe how to access these instrument panels, panel windows, and 2D interior
views, using either keyboard, click spots, or in some case both.
3 2D Panels & Virtual Cockpit
We’ll begin by firstly describing how to navigate through the different 2d panels and finish this section
describing the virtual cockpit.
3.1 2d Panels
When the Greatest Airliners 727 is loaded you will see the main view (always load aircraft from the 2d
panel), showing the captains view:
In addition to this view, there are 18 more views, and secondary panels. Check the following list for all
available views:
• Captains panel landing View
• First Officers View
• First Officers panel landing view
19
20
• Flap and Gear Panel
• Wing view: left trailing edge
• Wing view: right trailing edge
• APU Panel
• Overhead Panel
• Upper Flight Engineers panel
• Lower Flight Engineers panel
• Throttle stack
• Pedestal
• Wing View: Left leading Edge
• Wing View: Right leading Edge
• Weather Radar panel
• Engine Instruments panel
• Autopilot panel
• Standby compass
Furthermore you can access the following standard flight simulator views, panels
• Standard GPS
• ATC window
• Map
• Kneeboard
21
3.1.1 The Panel Window Controller, PWC
You can access every available panel, or view using the Panel Window Controller, PWC.
To display the PWC click on the hinge of the boxed switch and then move the switch to ON.
This switch toggles display of PWC.
Now let’s take a closer look at this PWC:
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16
17 18 19 20 21 22 23 24
Each number represents one panel view that is opened, or closed by the PWC:
1. Captains View (Main view)
2. Captains panel landing View
3. First Officers View
4. First Officers panel landing view
5. Gear and Flap panel

22
6. Wing view: left trailing edge
7. Wing view: right trailing edge
8. APU Panel
9. Overhead Panel
10. Upper Flight Engineers panel
11. Lower Flight Engineers panel
12. Throttle stack
13. Pedestal
14. Wing View: Left leading Edge
15. Wing View: Right leading Edge
16. Weather Radar panel
17. Engine Instruments panel
18. Autopilot panel
19. Standby compass
20. Standard GPS
21. ATC window
22. Map
23. Kneeboard
24. User panel
There are two ways to close the PWC:
• Move the PWC-switch to the OFF position, OR
• Click in the upper right corner (shaded area) of the PWC panel.
23
3.1.2 Controlling Panels and views using clickareas and keyboard commands
Additionally to the PWC some panels and views can be controlled by using clickareas or keyboard
commands.
Accessing panels using keyboard shortcuts
The following views are accessible via keyboard shortcuts:

Keyboard command Panel
Shift + 1 Main view
Shift + 2 First Officer’s panel
Shift + 3 Landing view – Captains panel
Shift + 4 Landing view – First Officer’s panel
Shift + 5 Overhead Panel
Shift + 6 Upper Flight Engineer’s panel
Shift + 7 Lower Flight Engineer’s panel
Shift + 8 APU Control Panel
Shift + 9 Free for 3rd party panel to be included by the user
Accessing panels using clickareas
Many panels offer clickareas to navigate through the various panels, pop-up windows and views. Every
pop-up panel that is opened can be closed by clicking in the upper-right corner.
The following figures will show how to navigate through the different panels using the clickareas.
24
Captain’s Panel (Main View)
The following graphic shows which panels and views can be accessed from the main view using clickar-
eas.
First Officers View
Compass
Standby
Instruments
Flap Panel
Gear and
Engines
Autopilot panel
Overhead Panel
PWC
Landing View
Forward Left View

25
First Officer’s Panel

The following graphic shows which panels and views can be accessed from the First Officer’s Panel
using clickareas.
26
Flight Engineer’s panel

The following graphic shows which panels can be accessed from the Flight Engineer’s Panels using
clickareas.
27
Interior Views
The following graphic shows how to move around the interior views.
Forward Views
Side Views
Rear Views
28
3.1.3 Panel views – A brief introduction
This section will introduce all switches and gauges to be found in the Greatest Airliners 727. A picture
will be shown for each panel with numbers assigned to each switch, knob or gauge. A table will name
he instruments and show where to find an explanation or in case a detailed explanation is not needed
give a brief explanation.
The panels will be introduced in the following order:
1. Main view
2. Overhead panel
3. Flight engineers upper panel
4. Flight engineers lower panel
5. APU panel
6. Pedestal
7. Radio Panel
8. Gear and Flap panel
9. Engine panel
29
Main view
Clickarea Clickarea
overhead-panel Clickarea
mini-icons
whiskey-
compass
12 18 21 27
7
28 36
22 29
19 37
8
4 23 30
1 13
2 5 9 20 38
24
ASI ADI ALT 31 34
3 39
Mini Icons
6 14
10 25 32 40
(RMI) VSI 35
HSI 33
15 41
26
11 16 17
The instruments are numbered and will be introduced now quite roughly. Later on in this chapter some
instruments will be discussed in detail.
No. Name Abbr. Explanation
1 Autopilot Discon- Illuminates when AP is switched off. Press light to
nect light extinguish
2 Windshear Warn- Illuminates when a windshear is detected. Amber
ing lights and red light indicate windshear caution and warn-
ing. For windshear warnings an additional aural
warning is given. The system is activated when flaps
are extended beyond 15◦
3 Overspeed warning
mode selector
4 Mach/Airspeed
Warning Test
switch
5 Airspeed indicator ASI
6 Radio-magnetic in- RMI
dicator
7 Engine failure light
8 Instrument com-
parator
Continued on next page
30
Continued from previous page

9 Attitude Director ADI
Indicator
10 Horizontal situa- HSI
tion indicator
11 ILS Backcourse
switch
12 Bell cutout switch
13 Radar altimeter RALT
14 Vertical speed indi- EVSI
cator
15 NAV 2 DME
16 Pull Up light Illuminates when GPWS detects a situation requir-
ing the plane to be pulled up
17 Glideslope warning Illuminates when the plane is . . . dots above or
light below glideslope. Additionally an aural warning
sounds
18 Fire Test switch
19 Flight mode annun-
ciator
20 Altimeter ALT
21 Flight Director
Controls
22 Pneumatic Brake
Handle
23 Altitude alert light
24 Marker Beacons
25 Chronometer
26 Flight control situ-
ation indicator
27 Engine fire handles
28 Warning Lights Regulates the brightness of the warning lights.
switch Three positions: TEST/BRT/DIM
29 Brake Low Press Illuminates when low brake press is sensed
Light
30 Altitude alert selec-
tor
31 Yaw Damper warn- Illuminated when yaw damper is off.
ing light
32 Stab out of trim Illuminates when the Autopilot is engaged and trim
warning light is out of the green band Ű see pedestal.
33 Elevator low pres- Illuminates when elevators experience low pressure.
sure warning light
31

34 Standby artificial
horizon
35 Standby altimeter
36 Reverser light en-
gine 1
37 Engine 1 EPR
gauge
38 Engine 1 N1 gauge
39 Engine 1 EGT
gauge
41 Engine 1 Fuel flow
gauge
42 PWC Control Toggles display of Panel Window Controller
switch
32
27
20 15 14 9
33 21
28
34 24 16 10
26
29 22
35 11 6 5
23 17 1
ADI ALT
36 30 ASI
25
7
37 18 12 2
31A VSI
31B RMI
HSI
38 32 19A 8 4 3
19B 13

1 Marker Beacons
2 Chronometer
3 Pull Up light Illuminates when GPWS detects a situation requir-
ing the plane to be pulled up
4 Glideslope warning Illuminates when the plane is . . . dots above or
light below glideslope. Additionally an aural warning
sounds
5 Altimeter ALT
6 Radar Altimeter RALT
7 Vertical speed indi- EVSI
cator
8 NAV 2 DME
9 Engine Failure
Light
10 Instrument Com-
parator
11 Attitude Director ADI
Indicator
12 Horizontal situa- HSI
tion indicator
33

13 ILS Backcourse RALT
Switch
14 Fire Test Switch
15 Bell Cutout Switch
16 Flight mode annun-
ciator
17 Airspeed Indicator ASI
18 Radio Magnetic In- RMI
dicator
19A Hydraulic Brake
Pressure Indicator
19B Pneumatic Brake
Pressure Indicator
20 Flight Director
Controls
21 Hydraulic System Press to test
Warning Lights
22 Autopilot Discon- Illuminates when AP is switched off. Press light to
nect Light extinguish
23 Windshear Warn- Illuminates when a windshear is detected. Amber
ing lights and red light indicate windshear caution and warn-
ing. For windshear warnings an additional aural
warning is given. The system is activated when flaps
are extended beyond 15◦
24 Gear Lights
25 Gear Lever
26 Master Warning Press to extinguish
Light
27 Engine fire handles
28 TAT gauge Displays TAT
29 Flap Load Relief
Light
30 Flap Position Indi- Upper gauge indicates outboard flaps and lower
cators gauge indicates inboard flaps
31A Leading Edge Illuminated when yaw damper is off. Press light to
Flaps Extension extinguish
Light
31B Leading Edge
Flaps transit Light
32 Low Oil Pressure
Warning Lights
34

33 Reverser light en-
gine 1
34 Engine 1 EPR
gauge
36 Engine 1 EGT
gauge
38 Engine 1 Fuel flow
gauge
35
Overhead panel
20
11
1 2 31
12 21
3 22
23
4
13
24
5 32
16
25
6
17 26 27 28
14
7
18 29
9
33
19
8 10 15 30
34
1 Hydraulic Power
Switches Aileron
A&B
2 Hydraulic Power
Switches Spoiler A
&B
3 Hydraulic Power
Switches Elevator
A&B
4 Hydraulic Power
Switches Rudder A
&B
5 Yaw Damper
Switches
6 Flight Control Test
switch
7 Passenger adress Not simulated
8 Anti Skid Master
Switch
36

9 Anti skid Test
switch
10 Anti Skid Test
lights
11 Stall warning test
switch
12 Flight Recorder Not simulated
13 HF 1 panel Not simulated
14 Instrument Com-
parator Control
Panel
15 ADF 1 panel
16 Rain repellent Not simulated
17 Windshield Wiper Not simulated
Switch
18 Emergency exit Illuminates when Emergency Exit light not armed or
lights warning light off.
19 Emergency exit
lights switch
20 Continuous igni- Light illuminates when cont. ignition is switched on
tion switch and
light
21 Engine ignition
switch
22 Engine Start valve Illuminates when start valve opens
lights
23 Alternate flap con-
trol panel
24 HF 2 panel Not simulated
25 Cabin attendant Very important *grin*
call switch
26 Seat belt Signs
switches
27 No smoking Sign
switch
28 Ground Crew Call Pushback switch. Press to start pushback then press
switch again to stop
29 Voice Recorder
Panel
30 ADF 2 panel
31 Window Heat
switches
37

32 Anti-ice control
panel
33 Pitot Heat switches
34 Interior and Exte-
rior Light Controls
38
Flight Engineer’s upper panel
35 36
16
34
32 33 33 32
9
17 18 31
1 30
29 28 28 29
10 24 25 26 27 26 25 24
2
42
37 39 40 38
3 41
11
44 47
43
4 45
12
19
5
13
6 20 21
46
14 48
7
15 22 23
8
1 AC generator Dis-
connect switches
and low press
lights 1-3
2 AC generator tem-
perature selectors
1-3
3 AC generator tem-
perature gauges 1-3
4 Tie Bus Switches
1-3
5 Generator Breakers
1-3
6 Field Switches 1-3
7 Generator load
gauges 1-3
8 Frequency adjust
knobs 1-3
39

9 Forward and aft Coffee-maker-switches *grin*
galley power
switches
10 External Power
Switch,
AC connected light
DC connected light
11 Essential power se-
lector
12 AC voltmeter
13 Frequency gauge
14 Synchronize lights
15 AC Meters Selector
16 Cabin and Crew
Oxygen Pressure
gauges
17 Passenger Oxygen
switch
18 Passenger Oxygen
light
19 Overheat lights Illuminate when an overheat condition is sensed.
Eng 1 & 3 strut: excessive temperature in engine
strut area
Lower Aft body: excessive temperature in the aft air
stair area, above aft cargo compartment or in the keel
beam area
20 DC voltmeter
21 DC Ammeter
22 Battery Master
switch
23 DC Selector
24 Engine 1 & 3 Bleed
switches
25 Engine 1 & 3 Bleed
Trip Off lights
26 Engine 2/APU
Bleed switches
27 Engine 2/APU
bleed high tem-
perature warning
light
40

28 Left and Right
Pack switches
29 Left and Right
Pack Auto Trip Off
lights
30 Pressure gauge
31 Left and Right
Cooling Doors
switch
32 Left and Right
Cooling Doors
Position Indicator
33 Pack Temperature
gauges
34 Cargo Heat Out-
flow Switch
35 Gasper Fan switch
36 Cabin duct over-
heat light
37 Cargo duct over-
heat light
38 Cabin Temperature
selector
39 Cargo Temperature
selector
40 Cabin & Cargo
Mixing Valve
position indicator
41 Reset knob Press to resets after overheat warning
42 Air Temperature Displayed in ◦ F
gauge
43 Air Temperature
Selector
44 Cabin altitude / dif-
ferential pressure
gauge
45 Cabin climb rate
gauge
46 Pressurization con-
trol panel
41
Flight Engineer’s lower panel
12
10
2
1
11 13
4
6
14
8 8
5 7 6 5 7 8 6 5 7
39 25 22 23 15
31
37
42 40
30 24
21
38 16 17 18
32 36 26
33
43 41 27
44 29 19 20
34 35 28
1 Fuel quantity test Press to test
button
2 Fuel gauges tank 1-
3
3 Fuel boost pumps
4 Low press lights Illuminate when tank is empty and boost pump is
still switched on
5 Crossbleed Valves
tank 1-3
6 Transit Lights x- Illuminate as long as valve is in transit
Bleed valves
7 Fuel shutoff valve
tank 1-3
8 Transit Lights fuel Illuminate as long as valve is in transit
Shutoff valves
9 Oil quantity gauges
engine 1-3
42

10 Oil temperature
gauges engine 1-3
11 Oil pressure gauges
engine 1-3
12 Light Controls
13 Clock
14 Door annunciator
15 Oxygen regulator Not simulated, dummy switches
panel
16 Headphone inter- Not simulated, dummy switch
change switch
17 Push to talk button Not simulated, dummy switch
18 Oxygen normal Not simulated, dummy switch
light
19 CSD Oil cooler Not simulated, dummy switch
switch
20 Warning lights
• Elev Feel light
• No Equip Cooling Light
• Rudder Load Limiter Light
21 Standby Hydraulic
System quantity
gauge
System overheat
light
System On light
24 Hydraulic System
B pump switches
25 Hydraulic System
B low pressure
lights
26 Hydraulic System
B overheat light
27 Hydraulic System
B low level light
28 Hydraulic System
B quantity gauge
43

29 Hydraulic System
B pressure gauge
30 Hydraulic System
A pump switches
31 Hydraulic System
A low pressure
lights
32 Hydraulic System
A overheat light
33 Hydraulic System
A low level light
34 Hydraulic System
A pressure gauge
35 Hydraulic System
A quantity gauge
36 Ground Intercon-
nect switch
37 Fluid Shutoff
Switches 1-3
38 Fuel Heat switches
1-3
39 Fuel heat warning
lights 1-3
40 Fuel heat valve-
open
lights 1-3
41 Fuel temperature
gauge
42 MIC selector
43 GPWS master
switch
44 CoG gauge Displays current Centre of gravity in % MAC
44
APU panel
1 2 1
11
3 6 4
7 5
12
8
9 10
13
1 Tank 1-3 dump
valve switches
2 Valve in transit
lights – fue dump
valves
3 APU Master switch
4 APU generator
Breaker
45

5 APU field switch
6 APU generator
breaker light
7 APU generator
field light
8 Auto Fire shut-
down switch
9 APU EGT gauge
10 APU load gauge
11 APU fire warning
light
12 APU fire test
switch
13 Leading edge de- Move to position test to show Leading Edge, L.E.
vice position indi- device position and to light test to test
cator
46
Pedestal
5
4
6
1
3 2
1 Trim Indicator
2 Fuel Cutoff
switches 1-3
3 Parking brake lever
and light
4 Flap lever
5 Speedbrake lever
6 Throttle lever
47
Radio Panel
1 2 3 4
9
5 6 7 8
10 11
12
13
14
16
15

1 Nav 1 Indicator and
selector
2 Com 1 Indicator
and selector
3 Nav 2 Indicator and
selector
4 Com 2 Indicator
and selector
5 Autopilot mode se-
lector
6 Pitch and Turn
Command knob
7 Aileron Channel
engage switch
8 Elevator Channel
engage switch
9 Servo elevator Dummy switch
switch
10 Alt hold switch
11 Hdg selected
switch
48

12 Transponder con-
trol panel
13 MIC selectors
14 Radio Panel light
switch
15 Ruder Trim knob
16 Horn cutout switch Silences warning horn
49
Gear and Flap panel
1
3
2
4
5
6
8
9

1 True Air Tempera- Shows TAT in ◦ C
ture (TAT) gauge
2 Master warning Press to extinguish
light
3 Gear position indi- Green – down & locked
cators Red – in transit
Off – up & stowed
4 Flap load relief
light
5 Flap position indi-
cators
6 Gear Lever Three positions – Up – Off – Down
7 Low Oil pressure Illuminate when throttle below approx 55% N1 and
warning lights gear is not extended
8 Leading Edge
Flaps extension
light
9 Leading Edge
Flaps transit light
50
Engine panel
2 2 2
3 3 3
4 4 4
5 5 5
6 6 6
7 7 7

1 Reverser lights 1 - Illuminate when thrust reverser is open
3
2 EPR gauge 1 – 3
3 EPR bug selector 1
–3
4 N1 gauge 1 – 3
5 EGT gauge 1 – 3
6 N2 gauge 1 – 3
7 Fuel Flow (FF)
gauge 1 – 3
51
3.1.4 Virtual Cockpit
Press the ’S’ key to move from the 2d panel to the virtual cockpit.
You will find yourself in the captain’s seat. The image below shows a zoomed out view.
There are a number of way that you can move around in the virtual cockpit. You can use the default
keys provided within Flight Simulator. If you simply want to be able to quickly move the eyepoint in
the VC, we’ve provided a tool that is accessed via the Views\ Instrument Panel drop down menu call
Eyepoint. This utility will appear at the top of your screen, just click on it and drag the mouse to move
your eyepoint.
You might more functionality than this; try Flight One’s View tool (available on the ATR-download
page: http://atr.flight1.net/atr_downloads.asp), or Active Camera that can found using a search on the
internet
With the exception of the Flight Engineers panel and the fire handles, all other parts/panels in the cock-
pit are fully interactive. All knobs, buttons and switches work just as they do in 2d cockpit including
being able to use the mouse to control moving parts like the throttles, flap, speedbrake and landing gear
levers.
Please note that the Flight Engineer’s Panels are not usable in the virtual cockpit !
52
3.1.5 Lighting Controls
The lighting controls for most panels are located near the lower edge of the overhead panel. The
following panels also have individual lighting controls:
• Flight Engineer’s Panels – in the upper right corner of the Lower Flight Engineer’s Panel. . . ..it’s
the toggle switch, not the rotary knobs.
• Radio Panel
Furthermore there is a Lights Test Switch on the Captain’s Panel which has three positions:
TEST All warning lights are illuminated as long as the switch is held in the TEST position
BRT Controls the light intensity of the warning lights. BRT is the default value.
DIM Is not simulated
3.1.6 Interior Lighting
The following graphic shows the interior lighting controls:
1 2 3 4 6 7 8 9 10 11 12
5 14 13
No. Name Explanation

1 No function No function
4 Main panel gauge only lighting No function
5 Compass light No function
6 Fluorescent lighting on all panels. All gauge and background label to-
Activating flour automatically toggles gether with dim panel fluorescent light-
gauge (4) lighting ON. ing
7 Overhead Panel Background Lighting No function
8 Simulates red light source in overhead No function
9 Simulates white light source in over- No function
head
53

13 VC Dome light operates the VC dome lighting
PLEASE NOTE: The potential for choices in lighting the VC are limited and you will find that in
addition to the above, the use of any working exterior light switch will also light the VC. Whilst the
landing lights are on, you will find the panel fluorescent lighting to be brighter.
FE Lower Panel
2 3
1
4 5
1. Panel Fluor Activates fluorescent lighting on all panels as well as background lighting
2. no function
3. no function
4. no function
5. no function
54
Radio Panel
The white circle indicates the rotating knob for background lighting control.
Left Mouse Button, LMB disables background lighting on the Radio and the Autopilot Panel.
Right Mouse Button, RMB, enables background lighting.
3.1.7 Exterior Lighting
The following graphic shows the exterior lighting controls
1 2 3 4 5 6 7 8

1 LANDING LIGHTS Illuminates both the tail logo and the ground
2 TAXI LIGHT Nose wheel light
3 RUNWAY TURNOFF LIGHTS No function
4 NAVIGATION LIGHT, FLASH Strobes; the flashing white wing tip lights
5 NAVIGATION LIGHT, STEADY Red and green wing tips lights
6 BEACON Upper and lower fuselage flashing red beacon
7 WING LIGHTS Illuminate the area near the over wing exits
8 WHEEL WELL LIGHTS No function
3.2 3rd Party Panel Enhancements
A few things to remember.
1. Dreamfleet will provide no support for changes to the installed files.

55
2. Always be sure to keep safe copies of any .cfg files that you wish to edit.
3. All 24 individual panel setups can be found in the Aircraft\Flight One 727\ folder.
4. Make sure you know which panel setup file you are editing and that this is the panel you have
saved for use via the Config Manager i.e. Aircraft\Flight One 727\panel.00 contains the .cfg file
for the analogue (non Super27) panel with no VC and no 2d side views.
In the following sections you can find descriptions on how to include third party gauges into the Greatest
Airliners 727 package. The covered gauges are:
• CIVA INS
• ST3400, TAWS by Reality-XP
• IVSI embedded TCAS & Trnasponder by I.L. Hetherington
3.2.1 Inertial Navigation System by Simufly - CIVA INS
This was accomplished during the beta test by Thomas Esser - thank you!
During beta testing the Carousel IV-A Inertial Navigation System by www.simufly.com was success-
fully included into the panel and useable.
Caution
Nevertheless some restrictions remain and be aware that no support is given for the use of the CIVA
gauges ! Furthermore all information on editing the panel.cfg is based on an installation of the CIVA
gauges to the default path.
Perform the following steps to install the RCB Pushback gauge and the CIVA INS gauge to your
Greatest Airliners 727:
Backup your old panel.cfg files !
Download the RCB-Pushback gauge from www.avsim.com
(search for rcbgh-32.zip)
Download the CIVA INS gauges from http://simufly.com/ins
Install the CIVA gauges
Open the panel.cfg in the folder [Flight Simulator Folder]\Aircraft\Flight One 727\Panel or Panel.efis
Add the following lines to the [window00]-section:
gauge47=rcb{\_}groundhandling!Icon{\_}Pushback, 0,0,12,12
gauge48=../civa/INS!Config, 0,0,0,0,df727
56
Add the following to the [window04]-section (Overhead Panel)

gauge03=../Civa/INS!Msu1, 311,143,138,42
Add the following to the [window08]-section (free for 3rd party use)
[Window08]
size_mm=300,199 // The relative window size in pixels.
ident=10005 // The ident used by Icon_Pushback.
visible=0 // 0: hidden when aircraft is loaded.
window_size_ratio=1.0
position=0 // 0: opens in top-left of screen.
background_color=16,16,16
gauge00=rcb_groundhandling!XMLSoundSwitch, 0, 0, 50, 36
gauge01=rcb_groundhandling!PushbackDisplay, 0, 36, 50, 64
gauge02=rcb_groundhandling!PushbackStates, 0,0
gauge03=rcb_groundhandling!XMLSoundServer,0,0
gauge04=rcb_sound!sound,0,0,,,9998 9999 95 // 95:Default overall sound volume
gauge05=../Civa/INS!Cdu1, 50,0,250,199
gauge06=../Civa/INS!UpdateFlags, 0,100,50,27
gauge07=../Civa/INS!NavModeSingle, 0,127,50
That’s it
3.2.2 ST3400, TAWS by Reality-XP
For the purpose of this exercise, weŠll assume you have used the 727 Config Manager and have selected
the 727-200 passenger aircraft with the analogue panel including both the VC and 2d side views; this
is panel.11.
You will firstly need to run the Reality configuration utility, select which 727 you are adding this gauge
to. ItŠs assumed youŠll know how to use this utility, but in any event, make sure you select to not hear
the warnings as these will duplicate whatŠs already included in the 727.
After adding the gauge to the panel, you now need to manually edit the panel.cfg file using a text
editor. Go to Aircraft\Flight One 727\panel.11 and open the panel.cfg file inside. You need to make
the following amendments.
Look down the list to find the section
[Window Titles]
In here you will see an entry that looks like this
Window20=Reality XP Dropstack
Delete this line. Now look for

57
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
00 CAPTAIN PANEL
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
[Window00]
\begin{verbatim}
And then
\begin{verbatim}
gauge07=DF727NJ1!RMI,282,593,100
\begin{verbatim}
Change this to read
\begin{verbatim}
// gauge07=DF727NJ1!RMI,282,593,100
gauge07=RealityXP_SANTAWS!ST3400,278,592,110
Now look for
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
02 CAPTAIN LANDING PANEL
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
[Window02]
And then
gauge07=DF727NJ1!RMI,282,643,100
Change this to read
//gauge07=DF727NJ1!RMI,282,643,100
gauge07=RealityXP_SANTAWS!ST3400,278,641,110
Now look for
[Window19]
58
window_pos=0.609375,0.000000
window_size=0.390625,0.488281
visible=1
ident=13400
gauge00=RealityXP_SANTAWS!ST3400,0,0,100,100
[Window20]
position=0
window_size=0.062500,0.029297
visible=1
ident=15000
gauge00=RealityXP_Stack!Stack,0,0,100,100
Change this to read
[Window19]
position=6
window_size=0.24,0.3
visible=0
ident=13400
gauge00=RealityXP_SANTAWS!ST3400,0,0,100,100
Then exit and save.

These steps will have replaced the conventional RMI gauge on the Captains panel ( can still use the
original as it remains on the Co Pilots panel.
The TAWS gauge is not added to the VC as this would need a specific VC to be built and included in
the various aircraft models and is therefore not a user edit.
3.2.3 IVSI embedded TCAS & Transponder by I.L. Hetherington
This was accomplished by Kyprianos Biris - thank you!
This enables on line pilots flying with SquawkBox3 in vatsim network to maximize the realism of
their flights. With this addition you will have an SB3 fully compatible transponder (Squawk Standby,
Squawk mode C, Squawk Ident button, ATC presence flashing light etc.) with a TCAS that simulates
the real TCAS to the fullest. With the DF provided TCAS & Transponder there is no (at present)
compatibility for on line flights (MP traffic detection for TCAS as well as Squawk modes SB3 com-
patible transponder). An extra gauge by Jose Oliveira is also used in order to provide electrics source
information to the ILH TCAS so that it shuts off when there is no power from the aircraft.
This addition is for the current version of the DF727 before an update is released. If there are changes
in the future I will update these instructions.
I cannot send you the panel.cfg directly since the original file is not my work
Modification Instructions:
59
1. Download and install ILH’s TCAS ilh_tcas_v4.zip The installation instructions will instruct you
to move:
• TCAS2v7.ini & TCAS2v7.dll in FS2004 route folder

• TrafficInfo.DLL in MODULES folder
• ILH_ TCAS.gau in GAUGES folder
2. Download and place ilhtcaschange.gau by Jose Oliveira from his website in the GAUGES folder.
3. Find the panel.cfg file you want to change and make a back up copy of it. It is in a subfolder of
...\FS2004\Aircraft\Flight One 727\ . I modified the Panel.cfg in "Panel.10" folder since this
is the one my favourite DF727-200 aliases to. Others may also be the same so the modification
may be exactly the same. You can check the alias path if you open the panel.cfg of the 727 model
you fly and check where it points to.
4. The following are the changes I made in the according {lcbwindow numbers} of Panel.10. Sim-
ply find them in the DF provided panel.cfg and copy-paste the lines below over the original one.
Original lines are disabled by a ; and new lines I added have **stars** at the end in order to be
identified easily in the future.
The { } in here stand for brackets in panel.cfg text file.
// Panel.cfg file created for Dreamfleet 727 "Classic" by Paul Golding:NO 2D VIEWS
// ILH TCAS modification by Kyprianos Biris, Nov.2005
{Window00}
gauge21=ILH_TCAS!IVSIb,570,581,100,100, pic:no
;gauge21=DF727NJ4!EVSI,582,591,79,80 **********************
(2 new lines...)
gauge49=ILH_TCAS!Logic,1,1,1,1,trafficinfo:yes
gauge50=ilhtcaschange!TCASControl,1,1,1,2
{Window01}
gauge31=ILH_TCAS!IVSIb,616,584,100,100,pic:no
;gauge31=DF727NJ4!EVSI,626,593,79,80 **********************
{Window02}
;gauge18=DF727NJ4!EVSI,582,641,79,80 **********************
{Window03}
;gauge27=DF727NJ4!EVSI,627,641,79,80 **********************
{Window12}
;gauge02=DF727NJ1!AP,0,93 **********************
gauge02=ILH_TCAS!Transponder,0,94,163,70, pic:no
60
{Vcockpit01}
;gauge19=DF727NJ4!EVSI,299,210,60 **********************
{Vcockpit03}
;gauge20=DF727NJ4!EVSI,352,216,60 **********************
{Vcockpit06}
gauge01=ILH_TCAS!Transponder,0,84,168,73,pic:no
;gauge01=DF727NJ1!AP,0,84,261,78 **********************
5. Save the panel.cfg and you are ready !
Be carefull not to save it as .txt file.

Here you can browse some pictures of the outcome. http://hellasga.com/gallery/df727
Keep in mind that due to panel space shortage and the fact that Dreamfleet do not have their transponder
as a separate gauge the autopilot had to be replaced by the ILH Transponder at A) the 2D Radio mini-
panel and B) the VC pedestral console. You can still access the autopilot by the dedicated minipanel
available.
If you feel like removing some of the above items and reenabling the original ones, simply
A)delete the new line (above),
B)remove the ; from the original one and
C)save the panel.cfg again.
Enjoy,
Kyprianos Biris petakas(at)otenet.gr
4 Fuel System
4.1 Introduction
The Greatest Airliners 727 carries fuel in three tanks. Tank 1 is an integral part of the left wing structure
and tank 3 an integral part of the right wing structure. Tank 2 has sections at the wing roots and a centre
section in the lower fuselage. The tanks are equipped with fuel boost pumps that supply fuel directly to
the respective engine or to any or all engines through a crossfeed system. Engine driven pumps allow
fuel to be drawn by suction when a boost pump is inoperative.
4.2 Controls and Indicators
The fuel controls and indicators are located on the flight engineer’s lower panel:
Auxiliary fuel tank
Main fuel tank 1-3
Crossfeed and shutoff control
• Fuel quantity indicators (digital readout in lbs);
• Fuel boost pump switches;
• Fuel boost pump low pressure lights (amber);
61
62
4 Fuel System
• Fuel crossfeed valve switches;
• Fuel crossfeed valve in transit lights (blue);
• Fuel shutoff valve switches;
• Fuel shutoff valve in transit lights (blue);
• Fuel quantity indicator test button.
4.2.1 Fuel quantity indicators.
Indicate pounds (lbs) of useable fuel in tank regardless of fuel density. The marks around he edge of
each indicators represent the tanks fuel remaining as percentage of the total tank capacity.
Fuel quantity indicator test button
Indicators show five eight digits “88888” when the test button is depressed and return to their original
readings when released.
4.2.2 Fuel boost pump switches.
No. 1 and No. 3 tanks each have two boost pumps, No. 2 tank has four. Each pump is controlled by an
individual switch.
Fuel boost pump low pressure lights
When a pump is operating, its low-pressure light should be extinguished. The low-pressure light will
illuminate when pump output pressure is below a preset value.
63
4 Fuel System
4.2.3 Crossfeed Valves
Fuel crossfeed valve switches
These control motor driven valves in the wing front spar to connect the engine fuel feed line to a
crossfeed manifold. The line on each switch indicates the selected valve position. Crossfeed valves are
used in conjunction with the fuel boost pumps to balance the fuel tanks.
Fuel crossfeed valve in transit lights
Illuminate when valve is not in position selected by crossfeed valve switch.
4.2.4 Fuel Shutoff Valves
Fuel shutoff valve switches
Operates motor driven valves in the rear spar to shut off fuel to the respective engine. Fire handle
pulled or fuel shutoff valve switch in CLOSE position will close the valve. Fire handle must be reset
and switch in OPEN position for valve to open.
Fuel shutoff valve in transit lights
Illuminate when valve is not in position selected by shutoff valve switch.

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4 Fuel System
4.3 Fuel System Description
4.3.1 Engine Fuel Feed System
Fuel is supplied directly from each tank to the corresponding engine by either engine driven pumps
or boost pumps, though electrically operated engine fuel shutoff valves. Fuel may be supplied to the
engine through the crossfeed manifold by opening the appropriate crossfeed valve and shutting off the
corresponding boost pumps.
4.3.2 Fuel Tank Capacities
Tank Maximum (pounds) Minimum (pounds)

1 10,000 700
2 29,500 700
3 10,000 700
Totals 49,500 2,100
Under normal operating conditions, each tank supplies its respective engine with fuel:
No. 1 Tank supplies No. 1 Engine;
No. 2 Tank supplies No. 2 Engine;
No. 3 Tank supplies No. 3 Engine.
4.3.3 Fuel Heater
Refer to the ’Fuel Heat’, 4.4.2 section in this chapter.
4.3.4 Crossfeeding
Crossfeeding fuel is necessary when a fuel imbalance exists. The maximum imbalance between No.1
and No.3 tanks for taxi, take off, flight and landing is 1000 pounds. Aircraft handling characteristics
will be adversely affected if this limitation is exceeded.
Incorrect fuel system configuration may result in excessive fuel imbalance and/or engine flame
out. Refer to the next section for guidance on fuel system configuration.
4.4 Fuel System Operating Technique
4.4.1 Fuel Tank Configuration
The following examples demonstrate the normal switch and valve settings.
Keep in mind that the tank No. 2 booster pumps will overpower the other tanks.
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4 Fuel System
Tank to Engine Configuration
Each engine is fed from its respective tank:

No. 1 Tank Boost Pumps ON Crossfeed CLOSED
No. 2 Tank Boost Pumps ON Crossfeed OPEN
No. 3 Tank Boost Pumps ON Crossfeed CLOSED
No. 2 Tank supplies all engines
No. 2 Tank quantity > No. 1 Tank or No. 3 Tank quantity:

No. 1 Tank Boost Pumps OFF Crossfeed OPEN
No. 2 Tank Boost Pumps ON Crossfeed OPEN
No. 3 Tank Boost Pumps OFF Crossfeed OPEN
Wing Balancing Configuration 1
No. 1 Tank quantity < No. 3 Tank quantity:

No. 1 Tank Boost Pumps OFF Cross feed OPEN
No. 3 Tank Boost Pumps ON Cross feed OPEN
Wing Balancing Configuration 2
No. 1 Tank quantity > No. 3 Tank quantity:

If the No. 2 Tank quantity equals No. 1 and No. 3 tank quantities, use the tank to engine configuration.
If No. 2 Tank quantity is greater than No. 1 and No. 3 Tank quantities, use the No. 2 Tank supplies all
engines configuration.
If a wing tank imbalance exists, use one of the wing imbalance configurations until the tanks have
equalized, then revert to tank-to-engine feed.
The system can supply fuel directly to any or all engines through the crossfeed system. The following
examples demonstrate some of the abnormal switch and valve settings.
Tank 1 supplies all engines

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4 Fuel System
Tank 3 supplies all engines

No.1 and No.3 Tanks supply all engines
No. 2 Tank quantity < No. 1 Tank quantity and No. 3 Tank Quantity:
Fuel Distribution Table
Total Fuel No1 Tank No 2 Tank No3 Tank Total Fuel No1 Tank No 2 Tank No3 Tank Total Fuel No1 Tank No 2 Tank No3 Tank
12000 4000 4000 4000 20400 6800 6800 6800 28800 9600 9600 9600
12300 4100 4100 4100 20700 6900 6900 6900 29100 9700 9700 9700
12600 4200 4200 4200 21000 7000 7000 7000 29400 9800 9800 9800
12900 4300 4300 4300 21300 7100 7100 7100 29700 9900 9900 9900
13200 4400 4400 4400 21600 7200 7200 7200 30000 10000 10000 10000
13500 4500 4500 4500 21900 7300 7300 7300 31000 10000 11000 10000
13800 4600 4600 4600 22200 7400 7400 7400 32000 10000 12000 10000
14100 4700 4700 4700 22500 7500 7500 7500 33000 10000 13000 10000
14400 4800 4800 4800 22800 7600 7600 7600 34000 10000 14000 10000
14700 4900 4900 4900 23100 7700 7700 7700 35000 10000 15000 10000
15000 5000 5000 5000 23400 7800 7800 7800 36000 10000 16000 10000
15300 5100 5100 5100 23700 7900 7900 7900 37000 10000 17000 10000
15600 5200 5200 5200 24000 8000 8000 8000 38000 10000 18000 10000
15900 5300 5300 5300 24300 8100 8100 8100 39000 10000 19000 10000
16200 5400 5400 5400 24600 8200 8200 8200 40000 10000 20000 10000
16500 5500 5500 5500 24900 8300 8300 8300 41000 10000 21000 10000
16800 5600 5600 5600 25200 8400 8400 8400 42000 10000 22000 10000
17100 5700 5700 5700 25500 8500 8500 8500 43000 10000 23000 10000
17400 5800 5800 5800 25800 8600 8600 8600 44000 10000 24000 10000
17700 5900 5900 5900 26100 8700 8700 8700 45000 10000 25000 10000
18000 6000 6000 6000 26400 8800 8800 8800 46000 10000 26000 10000
18300 6100 6100 6100 26700 8900 8900 8900 47000 10000 27000 10000
18600 6200 6200 6200 27000 9000 9000 9000 48000 10000 28000 10000
18900 6300 6300 6300 27300 9100 9100 9100 49000 10000 29000 10000
19200 6400 6400 6400 27600 9200 9200 9200 49497 10000 29497 10000
19500 6500 6500 6500 27900 9300 9300 9300
19800 6600 6600 6600 28200 9400 9400 9400
20100 6700 6700 6700 28500 9500 9500 9500
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4 Fuel System
4.4.2 Fuel Heat
The fuel heat control panel is located at the bottom of the lower flight engineers panel. The control panel
is comprised of three fuel heat switches, three fuel temperature warning lights, three fuel heat indicators
and one fuel temperature indicator. The fuel heat switches, the warning lights and the indicators are
assigned each to one of the main tanks.
The fuel heat system uses bleed air from stage 13 of the engines compressor to warm up fuel in an air to
fuel heat exchanger on its way to the engines. Afterwards it passes a filter and the differential pressure
is sensed. In case a differential pressure across the filter is sensed the icing lights (upper lights) are
illuminated.
Switching fuel heat on opens the bleed air valve and bleed air passes the heat exchanger to warm up
fuel.
Afterwards it is dumped into the CSD (Constant speed device – see chapter 3) oil cooler exhaust duct.
A valve open light (the lower lights) illuminates when the respective bleed air valve is open and fuel
heat provided.
Operation
Caution
Before using fuel heat check that fuel panel is configured to provide positive boost pump pressure to
all engines. In flight maintain a minimum of 1500 pounds fuel flow during the use of fuel heat and
for two minutes after.
Advise the captain before switching on fuel heat.
Taxi
If the fuel temperature is 0◦ C or below, turn all fuel heaters on simultaneously for one minute and then
off. Fuel heat must be off for take-off.
Flight
In case an icing light comes on or flickers and the temperature is 0◦ C or below, switch on fuel heat to
only one engine at a time for one minute each.
Do not repeat unless light comes on or flickers again.
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4 Fuel System
If any icing light remains illuminated and if the fuel temperature is 0◦ C below, apply fuel heat every
thirty (30) minutes.
Top of descent
If the fuel temperature is 0◦ C / 32◦ F or below, apply heat to only one engine at a time for one minute
each prior to beginning the approach. Observe the minimum fuel flow restriction. Fuel heat must be
OFF for landing and go-around.
4.4.3 Fuel Dumping
In case the overall weight of the aircraft needs to be reduced (i.e. an emergency occurs that requires an
immediate landing), fuel can be dumped through two dump valves.
Note:
This feature is only available for users with a registered FSUIPC module. Check
www.schiratti.com/dowson for more information on the FSUIPC module.
The FSUIPC needs to be registered, without it the fuel dumping feature is not available !
Controls
The Fuel Dump controls are located on the Fuel Dump Panel on the APU Panel:
FUEL DUMP VALVE IN

TRANSIT LIGHT (BLUE)
FUEL DUMP VALVE

SWITCHES
DUMP NOZZLE VALVE

SWITCHES
NOZZLE VALVE IN
TRANSIT LIGHT (BLUE)
4 Dump valve switches are available for all three tanks, one dump valve for tank 1 and 3 each and 2
dump valves for tank 3.
The fuel will leave the aircraft, passing two fuel dump nozzle valves, which are controlled by one
switch for either valve. Nozzle valve transit lights illuminate blue as long as the valve is in transit.
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4 Fuel System
Procedure
Warning
Do not dump fuel in a circular pattern of flight (holding pattern, etc.)
ATC ADVISE
NO SMOKING SIGN ON
Senior Flight Attendant Advise of intentions to dump
fuel
RADAR OFF
BOOST PUMPS ALL ON
CROSSFEED VALVES ALL OPEN
DUMP AND NOZZLE VALVES ALL OPEN
Dump rate when dumping with 8 boost pumps is approximately 2,300 Pounds Per Minute
Monitor dumping to ensure fuel quantity structural limits are not exceeded. Do not permit quantity to
go below 2,500 pounds in any main tank (automatic shutoff should occur at 3,500 pounds per tank).
After desired quantity has been dumped:
DUMP AND NOZZLE VALVES CLOSE
FUEL SYSTEM AS REQUIRED
ATC ADVISE COMPLETION OF
DUMPING
5 Engines and APU
5.1 Introduction
The following chapter explains how the engine and the APU basically work. Furthermore it will be
discussed which interfaces to other systems exist. Afterwards the reader will learn about the mod-
elled functions for normal use and the modelled failures, which can be encountered using the Greatest
Airliners 727.
5.1.1 Overview
As the manual started with the fuel as the main source for electrical, pneumatic power and thrust
discussing the engines and the APU is the next logical step. Both supply the aircraft with power, pres-
surized air for air conditioning, electrical power for the hydraulic systems.
Now you can imagine that many interfaces to other systems exist and so it might be a good start to
understand how the engines are working and which systems they supply.
That does not answer why the APU is explained too in this chapter. Again the answer is quite simple
as the APU works similar to the engines and is explained later in this chapter.
Both are combinations of compressors and turbines. This manual will explain the schematics of an
engine at first and then show the differences of the APU.
The engine can basically be divided into two sections:
• The core engine
• The bypass section
Engines constructed this way are called 2-stage engines. The main engine produces the greater part of
the thrust and the electrical and pneumatic power as well. The function of the bypass flow is to wrap
the exhaust of the core engine. As the bypass flow is accelerated by the fan but not compressed as much
as the air flowing through the core engine, its temperature is low. So the temperature gradient between
the exhaust from the core engine and the bypass to the surrounding air temperature is smaller. This
reduces the noise and enlarges the mass flux through the engine and thus the efficiency.
Please keep in mind that the following schematics describe the core engine.
One can divide an engine in 5 sections:
• Air inlet & Fan
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71
5 Engines and APU
• Compressor
• Combustion chamber
• Turbine
• Nozzle
So which section is doing what ?

The Air inlet assures that the compressor is supplied during all possible situations with the optimised
current of air. The ideal current would be along the axis of the compressor. As you might imagine
crosswinds, gusts, rain ruin an ideal flowing of the air into the compressor. That is why the inlet is
needed. The inlet provides the compressor with an optimised flow.
The compressor works similar to a propeller. Due to its rotation the compressor accelerates the air
flowing through the compressor and thus creates thrust. The pneumatic bleed air is tapped off the
compressor at two of its several stages.
As the compressor can’t work on its own, it must be supplied with (rotational) energy. That is why
there is a combustion chamber and the turbine. The compressed air flows into the combustion chamber,
is mixed with fuel and ignited. That results in an (more or less controlled) explosion which accelerates
the airflow even more. The hot air is flowing into the turbine which is rotating due to the airflow. Hence
the turbine changes (decelerates) the flow along the axis into rotational energy. As the turbine and the
compressor are installed on the same shaft the rotating turbine rotates the compressor. Furthermore the
turbine is connected to the generators via gears to rotate the generators which produce electrical power.
The remaining section is the outlet which optimises once more the airflow and accelerates it again.
Fixed at the outlet are the thrust reversers.
5.2 Modelled functions
The 727 is powered by three Pratt and Whitney JT8D-11 engines rated at 15,000 lbs thrust each. Pratt
and Whitney is an American engine manufacturer with a long tradition and quite a number of engines
of the JT8D engine family are still in use today.
The following systems will be described in detail in the following sections:
• Main instruments
• Fuel System
• Ignition System
• Oil System
• Engine Surge Bleed System

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5 Engines and APU
5.2.1 Main instruments
The main instruments are used to observe the engines during operation. They are situated in the middle
of the front panel. They are located between the pilots and co-pilots instruments allowing both to read
them. The engine instruments of the 727 consist of an EPR gauge, a N1 gauge, an EGT gauge, a N2
gauge and a Fuel Flow gauge for each engine:
Note:
When you are flying with the Super ’27 you will find that the engine No.2 indications differ from the
engine No.1 and and No.3 indications. This results from the different type of engines. The center
engine is of the older type while the pod engines were replaced by newer engines. Hence the different
values.
Reverser Light
The reverser illuminates when the reverser doors open. As soon as the reverser is stowed it extinguishes
again.
EPR gauge
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5 Engines and APU
EPR means Engine Pressure Ratio – it is the relationship of the engine inlet pressure and the low-
pressure-turbine exhaust pressure. The EPR is useful for measuring the power-setting. The pilot should
keep in mind that electrical power is required to compute the EPR values. Blocking of the inlet pressure
probe results in erroneous EPR values. This may happen for example when flying in icing conditions.
The N1 values shall though be used for cross-reference.
Use the EPR bug selector in the lower right corner to adjust EPR bug position.
Right mouse button – increases value by 0,1
Left mouse button – decreases value by 0,1
N1 gauge
The N1 gives the RPM of the low-pressure compressor rotor. It is measured off the rotor directly and
can be used for power-setting as well. For example in case of faulty EPR values.
EGT gauge
The EGT gauge shows the Exhaust Gas Temperature. The exhaust gas temperature of the low-pressure
turbine outlet is measured. The gauge requires electrical power from the standby AC bus to work.
N2 gauge
The N2 gives the RPM of the high-pressure compressor rotor. As it is measured at the accessory section
and not directly it does not mean that the rotor stands still in case the gauge reads a zero-value for N2 .
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5 Engines and APU
Fuel Flow, FF gauge
The fuel flow of each engine is measured between the fuel control and the burner nozzles.
5.2.2 Fuel System
To move the fuel from the fuel tanks to the engines the fuel is pressurized. The boost pumps (on the
lower engineers panel) provide the needed pressure. On the way from the boost pumps to the burner
nozzles the fuel passes several subsystems as shown in the picture above.
5.2.3 Ignition System
Similar to a spark ignition engine in cars, the aircraft engines need an ignition system. In aircraft the
ignition system is turned on to start the engines on ground and in the air (so called wind milling start).
When flying in bad weather or short-haul the ignition stays turned on as well.
The system works according the following schematic:
The air flows through the combustion chamber and is mixed with fuel. The ignition provides a spark to
light up the flame. Once the flame is lit the ignition is not needed anymore.
The engines of the Greatest Airliners 727 are equipped with 9 combustion chambers, arranged in a
circular array. The combustion chambers are connected through cross over tubes. Combustion chamber
4 and 7 are the only ones equipped with ignition plugs.
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5 Engines and APU
The ignition plugs are supplied with power by switching the ignition switches ‘on’. These ignition
switches in the Greatest Airliners 727 can be placed in 3 different positions:
• Off
• Flight
• Ground
The off position switches the ignition off.

The ground position is for starting the engines when on ground. It opens the pneumatic starter valve
and supplies the ignition plugs in combustion chambers 4 and 7.
The flight-position is used during takeoff and landing or short flights to prevent a flameout (extinguish-
ing the flame in the combustion chamber). Again the ignition plugs of combustion chamber 4 and 7 are
supplied with power but the pneumatic starter valve is not opened.
Furthermore a continuous ignition switch is installed which supplies combustion chamber 7 only with
electrical power.
The following schematic shall help explain these different switch positions.
5.2.4 Oil System
Gears and bearings always have to be provided with lubrication to assure they run smooth and don’t
get too hot due to friction. The oil system provides the needed lubrication in the Greatest Airliners 727.
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5 Engines and APU
As the oil is getting warmer during the lubrication process, cooling is needed. So pumps are needed to
transport the oil through the different gearboxes.
Even though the oil minimizes friction between components it actually can’t stop it. Friction causes
the removal of tiny pieces of metal to be removed by the passing oil. To prevent these pieces to remain
in the circulation a scavenge system is included.
For each engine there are three gauges:

Oil quantity
Minimum oil quantity 4 quarts + 2 qt/hr/eng
1 quart = 0,25 gal
Oil temperature
Maximum for continuous operation 120◦C
Maximum for 15 Minutes 121◦ C - 157◦ C
Oil pressure
Normal 40 - 55 psi
Undesirable 35 - 40 psi
Minimum 35 psi
Maximum 55 psi
The following schematic shows where the displayed values are measured in the aircraft.
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5 Engines and APU
Low Oil Pressure Warning Light
The Low Oil Pressure Warning Light illuminates when the engine oil filter becomes clogged and is
bypassed. It also illuminates when oil pressure drops below approximately 35 PSI.
5.2.5 Engine Fire Protection
To sense possible fires thermal sensors are installed in all three engines and throughout the cabin:
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5 Engines and APU
In case a fire is sensed the fire warning light illuminates and the fire bell sounds.
To extinguish the fire two bottles containing Freon are installed. The BOTTLE SELECTOR SWITCH
on the glare shield controls if either the left or the right bottle is used to extinguish the fire. To discharge
the bottle press the BOTTLE DISCHARGE SWITCH.
To prevent a spreading of the fire the respective engine should be isolated and thus all connections like
bleed air, electric power supply, fuel supply must be closed. As disconnecting everything manually
would be very time-consuming and unsafe as the pilot might forget a system the fire handles on the
glare shield are used to isolate the burning engine.
By pulling the ENGINE FIRE HANDLE:
• The engine fire bottle discharge switch is armed
• Generators field is tripped after 5 to 10 seconds delay
• Engine fuel shutoff valves are closed
• Wing anti-ice valve is closed (engine 1 and 3 only)
• Engine No.2 inlet duct anti-icing is closed
• Engine bleed air valve is closed
• Hydraulic supply shutoff valve is closed and pump low pressure lights are deactivated (engine 1
and 2 only)
The following schematic shows how the systems interact.

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5 Engines and APU
Now the question remains where to find the engine fire controls in the Greatest Airliners 727 cockpit:
Fire Test Switch Engine Fire Handle
Bottle Discharge Button

Bell Cutout Button Bottle Selector Switch
The fire control panel is situated on the glare shield – for explanation of the buttons and switches refer
to the explanations above.
Two switches are not discussed yet:
• Fire Test Switch

It is spring loaded to center and can be positioned to
– Fire Wall
Fire wall detection loops are heated and the respective fire handle light comes on and the
fire warning bell sounds, when the warning temperature is reached.
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5 Engines and APU
– Engines & Wheel Well

Wheel well fire detection circuits are tested by heating the fire detection loops again until
the warning temperature is reached. Then the wheel well light goes on immediately and the
fire warning bell sounds.
• Bell Cutout Button

This button silences the fire warning bell for fire walls, engines, wheel wells and APU. It also si-
lences The APU fire warning horn and changes the APU external fire warning light from flashing
to steady.
5.2.6 APU
APU stands for Auxiliary Power Unit. It is constructed similar to the engines but far smaller as it
only provides pneumatic and electrical power and there is no need of producing thrust. In spite of the
engines the APU is running at a fixed rotation speed though a Constant speed device is not necessary.
The generator is the same as the one installed in the engines.
The APU is situated between the main wheel wells. Though it draws the air from the wheel well area
and exhausts through louvers in the top of the right wing root.
The APU is controlled by the following control panel.

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5 Engines and APU
1 2 1
11
3 6 4
7 5
12
8
9 10
13
It contains controls for starting and stopping the APU, fire detection and protection, generator operation
and gauges for monitoring electrical load and APU exhaust temperature.
Table 5.1: APU Controls
APU Start Switch

The APU Start switch offers three positions:
OFF Turning the APU off
• Fuel tank shutoff valve at tank and solenoid valve

(at fuel control) are closed.
• APU isolation valves are open if standby AC bus

is energized
• Bleed air valve is closed
• APU GENERATOR breaker is tripped
continued on next page

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5 Engines and APU
continued from previous page

ON Position of the switch when the APU is running - opens
the fuel shutoff valve.
• Fuel tank shutoff valve opens
• APU GENERATOR breaker light should come

on within 2-3 seconds if all starting interlocks sat-
isfactory for starting:
– BAT switch ON
– Both APU Fire Handles NORMAL
– Fire Reset Switch RESET following an
APU fire or fire test
– Continuity loop at exhaust clamp CONTI-
NOUS
– APU fuel tank shutoff valve OPEN
– Stop Switch at ground control panel NOR-
MAL
START spring-loaded – press the Start switch against spring

pressure to START starts the APU - the switch springs
into ON position automatically when released.
• APU isolation valves closes (if standby AC bus is

energized otherwise later when it becomes ener-
gized)
• Battery Charger is disconnected from battery
• Starter motor engages
• Oil pressure switch closes with increasing RPM

(thus energizes ignition and opens fuel solenoid
valve at fuel control)
• RPM begins to rise
• Starter kicks out automatically at dropout speed
• Bleed air valve is closed
• APU GENERATOR breaker is tripped
• slightly below governed speed
• Ignition is de-energized
• Bleed air valve opens if one or both No.2 engine

bleed switches are open

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5 Engines and APU
APU Field Switch and Field light

The illuminated field light indicates that the magnetic field in the generator is off.
The field switch offers two positions
CLOSE the field is closed and the generator can produce elec-
trical power
TRIP The field is tripped and thus stops the generator
APU Generator breaker and Generator Breaker light

The Generator breaker light is illuminated when the generator is tripped
The Generator breaker offers two positions:
CLOSE Closes the generator breaker and connects the APU to
the electrical system
TRIP Trips and thus disconnects the APU generator from the
electrical system
Auto Fire Shutdown Switch

The Auto Fire Shutdown switch is protected by a cap. To open or close the cap click on th
The switch under the protective cap offers two positions:
AUTO Fire warning (test) will automatically shut down APU
OVERRIDE Automatic shutdown is deactivated (permits fire test to
be made with APU running).
APU Fire Test Switch

The APU Fire Test switch can be switched to:
TEST Heats the fire detection loop to trigger the fire warning
system.
RESET Resets the auto shutdown system if the APU was shut-
down automatically due to a fire or if the Fire Shutdown
Switch was in AUTO when the fire warning system was
tested
APU AC Meter
This gauge shows the electrical load on the APU in amps.
The limit of 165 amps should never be exceeded! The load on the APU can be controlled
APU EGT gauge

The EGT gauge for the APU works similar to the engines EGT gauges. As the APU runs
Following limitations have to be obeyed:
• APU EGT Operating 980◦ C
• Maximum 710◦ C
• Continuous 663◦ C

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5 Engines and APU
• Normal operating EGT Green Band (Marked @

700◦ C)
• Max Operating Red Radial line (Marked @

750◦ C)
• The pressure in the ducts cannot be read when the

APU is the only source of air in the pneumatic
ducting and either pack is turned on.
The APU in the Greatest Airliners 727 is for ground use only as it gets air from the wheel well and has
to be monitored.
Automatic shutdown
The Greatest Airliners 727 has several automatic systems that shut down the APU in case of abnormal-
ities.
• Oil pressure
In case oil pressure is lost the APU will shut down immediately. Thus is done by cutting off the
fuel control.
• Overspeed
In case an overspeed is detected the APU is shut down immediately by cutting off the fuel control.
• fire detection loop

In the Greatest Airliners 727 a fire detection loop is installed for the APU. When the warning
temperature is reached the fuel shutoff valve at tank 2 and at the fuel control will be closed
causing the APU to stop.
The fire detection loop can be tested by pressing the fire switch in the test position.
Max time for APU fire test AC Busses powered 30 sec- 45 sec.
Battery power 60 sec. Max
• Heat sensors
In the turbine exhaust of the APU heat sensitive probes are installed. These probes cause the
APU to be unloaded by moving the bleed valve towards the closed position. If the exhaust
temperature does not decrease the probes will cause the fuel control to reduce the fuel flow until
the temperature is lowered sufficiently or the APU flames out.
Starting sequence
To start the APU the following sequence has to be worked through:

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5 Engines and APU
• APU Master switch ON

The APU gets fuel from tank 2. Switching the master switch to on opens the fuel valve
• APU Master switch START

The switch must be held in the start position against spring pressure. This initiates the automatic
start sequence.
APU Starter is limited to 1 min on 4 min off
• When Crank light illuminates release APU Master switch to ON
The start sequence has to be aborted by pulling the APU fire shutoff handle in two cases:
– The EGT does not rise within 15 seconds

– No frequency on the AC meter is shown within 30 seconds
• Start the APU generator by switching the field switch to CLOSE

This will extinguish the control light
• Connect the APU to the electrical system by switching

the Circuit Breaker to CLOSE
This will extinguish the control light
• When the APU is up and running a warning light will illuminate on the Flight Engineers annun-
ciator panel:
The APU Bleed valve automatically opens when the APU has reached operating RPM and either or
both ENGINE 2/APU BLEED SWITCHES are in the open position
Attention: The APU should operated for at least one minute after start or prior to shutdown without
any pneumatic load !
One pack on for cooling (100 Series)
Two packs on for heating
Two packs on for cooling
Shutdown Sequence
• Both Packs (engine 2) OFF

Wait one minute before shutting down the APU
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5 Engines and APU
• APU Start switch OFF

Monitor EGT for decreasing temperature
6 Electrical System
6.1 Introduction
The electrical system of the Greatest Airliners 727 is one of the most important systems. Electricity
is needed nearly everywhere and provided by several systems. The main source are the engine driven
generators. They produce 115V alternating current (AC) with 400 Hz frequency. The reason for 400
Hz instead of 60 Hz, what you will find at home, is the possibility to build smaller generators. The
battery and the APU as well as the GPU (ground Power Unit) provide electricity to the system as well.
Several busses provide the power to the flight controls, instruments, cabin and other systems. This
chapter explains the schematics of the electric system and how they affect the work in the cockpit.
6.1.1 Overview
The controls for the electrical systems can be found on the upper first engineers panel:
Now the question is how these switches and gauges are related to the real systems, right ?
87
88
6 Electrical System
All the subsystems will be explained in the order they appear when ‘moving’ from the engines to the
consumers (of electrical power).
The first system is the CONSTANT SPEED DEVICE (CSD).
It assures that the generators are rotating at a constant speed so they can produce power with 110V @
400 Hz .
As the generators work by the physical principle of induction there has to be a magnetic field.
The FIELD SWITCH turns this magnetic field on and off (closed position for on and tripped for off).
It should never be mistaken with the GENERATOR DISCONNECT SWITCH, which separates the
generator physically from the engine. A reconnect is possible on the ground only !
With the field switch closed the engine provide power to the ESSENTIAL and STANDBY AC BUS.
These two busses assure that in (nearly) every possible situation the instruments, relevant for flying are
supported with power. That is why this busses are connected with the battery and the APU. From the
moment the generator can physically provide power it supports the ESSENTIAL and STANDBY A/C
BUS. These two busses are backups for emergency situations!
The GENERATOR BREAKERS connect the load busses with the respective generators. Load bus 1 is
connected to Engine 1 via generator 1. These load busses provide the aircrafts systems as fuel pumps or
hydraulic pumps, actuators for steering with the required power. There is one speciality for the load bus
No. 3. The so called AC TRANSFER BUS is supplied with power from the load bus No. 3. Attached
to the AC transfer bus are all passenger cabin outlets and signs. This is important in case the aircraft is
supported by external power.
In case one load bus fails because the respective engine is shut down the load busses are connected with
each other to provide the systems connected to the failed load bus. This connection is the TIE BUS
also called SYNCH BUS. When the engines are running the load busses most be connected to the bus
tie by closing the Bus Tie Breakers.
Before connecting an engine/generator to its load bus one has to assure that the electrical power pro-
vided runs with the correct frequency. The frequency adjustment knob and the so called synch lights
are used to adjust the correct frequency before connecting the engine to the load bus.
The following picture shows the discussed schematics of the electrics in the 727:
Generator
Essential A/C Bus breakers
Generator Field
Disconnect Switches Bus Tie Tie Bus
Switch 1-3 Standby A/C Bus Switches
A/C Pack
Engine 1 Load Bus 1 galleys

+ CSD Hydraulic B pumps
Circuit Breaker Panels

Engine 2 Load Bus 2
+ CSD
Engine 3 Load Bus 3

AC transfer bus
+ CSD
APU / Passenger cabin

GPU outlets and lights
Battery Static
Inverter
Flight Instruments
Ext Power Switch ON

External Power
Ext Power Switch ground service
External Power Connector

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6 Electrical System
All the busses discussed run on alternating current (AC). The battery itself and some of the aircrafts
systems run on direct current (DC). Thus a transformation is needed. The load bus 1, 2 and the essen-
tial AC bus are equipped with transformer rectifiers which convert alternating to direct current. The
electrical power gained through this conversion supplies the electrical systems that need direct current
and the battery for reloading.
In the following chapter the systems will be discussed in detail.
6.2.1 Master Battery Switch
The most important switch in the plane - after the galley switches of course *grin*
Place it to ON to provide electrical power to the aircraft systems so you can startup the APU and later
on the engines.
6.2.2 Constant Speed Devices
As said in the introduction power is provided by three engine driven generators. To achieve the 400
Hz frequency the generator has to rotate at a constant speed. Constant Speed Devices, CSD, assure
constant rotation of the generators.
These constant speed devices have their own oil supply. So a ’low oil pressure’ light is included on the
flight engineers panel. It is found beneath the generator disconnect switch. The oil is for cooling of
the system and requires a heat exchanger for cooling down the oil again. For each generator unit an oil
temperature gauge is found on the flight engineers panel. This gauge shows the temperature of the oil
going in (IN Temperature) the CSD and the amount which the temperature increased flowing through
the CSD (Rise Temperature).
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6 Electrical System
6.2.3 Field Switches
The generators works according the principle of induction. To produce power a magnetic field is
necessary. By deactivating this magnetic field, the generator produces nearly no power. Tripping the
field switch is a way to deactivate a generator if necessary without disconnecting it physically.
6.2.4 Generator Disconnect Switches
The generator disconnect switches physically divides the generator from the engine. Remember, a
reconnect is possible on ground only !
6.2.5 Essential and standby A/C Bus
Some instruments and systems have to be kept ’alive’ in case of an emergency. To assure their supply
with power the essential and standby A/C bus are used.
The difference between these two systems is the standby A/C bus is connected to the aircrafts battery
and thus the final backup and it is time limited in use!
The supply for the essential A/C bus can be selected by turning the selector to the appropriate position.
It can be supplied by the APU, engine 1, 2, 3 or the battery. In case the selected source fails the
SOURCE LIGHT will illuminate and the MASTER WARNING LIGHT on the centre panel as well.
The standby A/C bus is connected to the relevant systems directly from the battery and comes in use,
when every other power source fails.
6.2.6 Generator Breakers

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6 Electrical System
The generator breakers electrically connect the generators to the aircraft systems. By closing the gen-
erator breakers the generator supplies its load bus. For example engine 1 supplies via CSD 1 and
generator 1 load bus 1.
6.2.7 Load busses
The load busses actually support the aircraft systems. Each load bus supports its assigned aircraft sys-
tems. The load for each load bus is measured in kW and displayed on the load gauge:
There are some limitations for generator load. See the limitations chapter for details.
6.2.8 Tie Bus
The tie bus is a connection between the three load busses. The tie bus assures the possibility to supply
aircraft systems assigned to load bus 2 via load bus 1 and 3. So the load of all three busses is actually
shared by the remaining two. By closing the Tie Bus breaker the load bus is connected to the bus tie.
6.2.9 Galley Power Switches
Sometimes these switches are also called the ’coffee-maker-switches’. Turning them on supplies the
galleys with power.
6.2.10 External Power Connector

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6 Electrical System
This switch is used in case the aircraft is power by a so called GPU, Ground Power Unit, to use extrenal
power. The switch has three positions:
On Ground Power is on
Moving the switch to the ON position will trip any closed generator breakers (all engines and APU)
Off Ground Power off
It is not possible to disconnect external power without any other power source being provided instead.
This means that either the APU Gen Breaker must be closed or any engines Gen Breaker must be
closed.
Grnd. Service AC transfer Bus will be supported with electrical power and though all passenger cabin
outlets and lights are powered and no other systems.
One light each illuminates when AC is connected and DC is connected.
6.2.11 AC Meter
The AC meters show the voltage and frequency of the selected system. The AC meter selector is located
under the two gauges.
For the selected system the voltage is shown in the upper gauge and the current frequency is shown on
the lower gauge.
The following systems can be selected:
• APU
• Bus Tie (Synch Bus)
• Gen 1-3
• External Power
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6 Electrical System
There are two scales for the voltage gauge:

100 –130 V for normal operation. Normal operational power output is 115 V ± 5 V
0 – 30 V in case one generator is switched off completely. That means the field switch is tripped. As the
generator continues to rotate (in case the engine is still running) some electrical power is still produced.
This residual voltage can be read on the lower gauge.
The frequency is shown in a range from 330-420 Hertz. Normal operational output is 400 Hz ± 9 Hz
The two white lights, the synch lights, show if a generator is not synchronized with the aircrafts elec-
trical system. Lets take a look at the steps to work through when the engine is started and shall be
connected to its load bus:
• Assume that engine 2 was started up and is now stabilized.

Which means the engine runs at normal (idle) speeds and all values are within its limitations for
idle thrust (N1 ∼ 35%, EGT ∼ 300◦ F, EPR ∼ 1,1, N2 ∼ 25%)
• Move the AV Meters selector to GEN2
Check that frequency is 400 Hz by checking the frequency meter and even more important the
synch lights are out. Flashing synch lights mean that the engines generator is not synchronized
with the aircrafts electrical system.
Adjust the generators frequency using the frequency adjust knob.
• Check that electrical power is within limitations 110 - 120 volts.

• Move essential power selector to GEN2 and check that source light does not illuminate
• Move generator breaker 2 to CLOSE
• Connect the generator to the aircraft’s electrical system.
6.2.12 DC Meters and Transformer Rectifiers
The DC system can be monitored only. A voltmeter and an ammeter are used to monitor the transformer
rectifiers which convert alternating current to direct current. As mentioned in the overview the load
busses 1 and 2 and the essential AC bus as well supply a transformer rectifier (TR) each. Use the DC
meters selector to display the volts and amperes for each TR.
See the limitations chapter for any operational limitations.
7 Hydraulics
7.1 Introduction
The hydraulics are used to control several systems. The rudders for example are controlled via the
hydraulics.
The hydraulic system in the Greatest Airliners 727 is comprised of 3 subsystems:
• System A
• System B
• Standby hydraulic system
7.1.1 Overview
The hydraulic system in aircrafts are used to ‘transport’ forces over longer distances. Imagine the pilot
is turning the yoke to the left. So this input must be processed by the aircraft systems and has to result
in the aircraft turning left. The hydraulic system transports this input to the actuator which actually
deflects the rudders.
To achieve this ability several subsystems/parts are needed:
• Ducts for the hydraulic fluid
• Pumps to produce the needed pressure
• Actuators which actually deflect the control surfaces
• Cooling systems
• A reservoir to compensate for leaks
The control switches and gauges for observation are located on the lower flight engineers panel:
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95
7 Hydraulics
The following schematic will show which actuator is driven by which hydraulic system. The hydraulic
systems will be explained in the following sections.
Standby Hydraulic
Hydraulic System A System
SYS. A RES
AUXILIARY
Balance Line RESERVOIR SYSTEM
Hydraulic System B
SYS. B RES
SHUTOFF SHUTOFF
NO 1 PUMP VALVE 1 VALVE 2 NO 2 PUMP
(ENG) (ENG) AC ELECTRIC
MOTOR DRIVEN
PUMP
NO 1 PUMP NO 2 PUMP
(AC) (AC)
Oil Cooler
Oilfilter Oilfilter On
SYSTEM B PRESSURE SYSTEM A PRESSURE ALTERN

GROUND INTERCONNECT
EXT. OR APU POWER REQ’D TO OPEN ATE
FLAPS
MASTER
L.E.D. STDBY SWITCH
MOTOR/PUMP
ASSEMBLY
Aft. Airstairs
Lower
Rudder
Ground
Upper
Spoilers
Rudder
Tail Skid
Ailerons
System A
System A return
return
Elevators
SYSTEM B
Ouboard
RETUN Landing Gear Spoilers
Nose Wheel
Steering
Leading
Edge
Devices
Trailing Edge
Flaps
HYD BRAKE PRESSURE
Inboard
Brake Interconnect
Flight Brakes
(not simulated)
Spoilers
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7 Hydraulics
7.2 Modelled Functions
7.2.1 System A
The left side of the control panel is for system A. It includes two PUMP SWITCHES to turn on/off
the hydraulic, engine driven pumps, two FLUID SHUTOFF SWITCHES for the fluid shutoff valves
and a GROUND INTERCONNECT SWITCH. Furthermore two LOW PRESSURE LIGHTS for the
hydraulic pumps are included as well as an OVERHEAT WARNING LIGHT and a LOW LEVEL
HYDRAULIC FLUID LIGHT. The PRESSURE GAUGE and HYDRAULIC FLUID QUANTITY
GAUGE are for monitoring, too.
With the pump switches on the systems attached to hydraulic system A are provided with hydraulic
pressure. Apart from this normal outflow a small portion is separated and led through the pump casing
for cooling. This small portion continues to flow through a heat exchanger where the hydraulic fluid
exchanges its heat with the fuel from tank 3 into the reservoir. The reservoir is pressured by bleed air
from engine 1 and 2 to ensure the fluid is flowing in the right direction. Afterwards this small portion
passes the fluid shutoff valve before entering the pump again.
The normal outflow passes the blocking valve into the aircraft’s systems, like landing gear or flaps.
The small portion running through the pump casing is independent from the blocking valves position.
The only way of cutting this flow is to close the fluid shutoff valve. Closing the fluid shutoff valve cuts
the hydraulic pump from the reservoir and hence cuts hydraulic power in system A !
This shutoff valve is closed automatically when the fire switch on engine 1 or 2 is pulled. In this case
the low pressure light will not illuminate.
System A operates the following systems:
• Nose Wheel Steering
• Landing Gear
• Tail Skid
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7 Hydraulics
• Trailing Edge Flaps
• Ground Spoilers
• Leading Edge Devices
• Lower Rudder
• Ailerons
• Elevators
• Outboard Spoilers
Both reservoirs for system A and system B are connected by a balance line
at a level of 2.5 gal.
Information on operating system A
Fluid Quantity 4.4 Gal (gear down)

3.8 Gal (gear up)
System Pressure 2800 – 3100 PSI, red line @ 3,500 PSI
Balance line to ‘B’ system 2.5 Gal
Operating time with the ‘A’ fluid SOV 5 Min
closed
A system pumps max demand flow rate 22 Gal min 100% N2
7.2.2 System B
System B is controlled and monitored by the switches and gauges on the right side of the hydraulic
control panel. There are two PUMP SWITCHES to control the electric hydraulic pumps. In case a
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7 Hydraulics
low hydraulic pressure is sensed the respective LOW PRESS LIGHT illuminates. In case a overheat
in hydraulic system B is detected the OVERHEAT LIGHT illuminates. The pressure gauge shows
the measured hydraulic pressure and a HYDRAULIC FLUID QUANTITY GAUGE. All controls are
similar to hydraulic system A.
A single reservoir supplies two electric AC pumps. This reservoir has an auxiliary reservoir separated
by a baffle which is open at the top. This reservoir is used for alternate extension of flaps and slats,
using the standby- hydraulic system which will be described later.
Each AC pump is controlled by an individual switch. The system is structured similar to System A
– the fluid used for lubrication and cooling the pump is returned to the no. 1 fuel tank via the heat
exchanger. There are sensors for low pressure and high temperature each illuminating the respective
light. The overhead light will go off, when the affected pump is switched off.
System B operates the following systems:
• Brakes
• Inboard Spoilers
• Upper Rudder
• Aft Airstairs
• Ailerons
• Elevators
Information on operating system B
Fluid Quantity Full if system ’A’ quan- over 2.5 gal

tity
System Pressure 2800 – 3100 PSI, red line @ 3,500 PSI
Baffle Level (little b) 1.1 Gal
Do not operate system ’B’ pump with less than 1.300 lbs fuel in tank No. 1
Any one hydraulic system ’B’ pump should not be operated more than 5 times in 5 minutes. After this
period the pump must be left on for 5 minutes or off for 30 minutes.
When ’B’ pumps are switched on after parking actuate the speed brake lever half way prior to turning
pump on to minimize hydraulic system shock.
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7 Hydraulics
7.2.3 Stand-by System
The instruments for monitoring the standby system are located in the upper right corner of the hydraulic
control panel as seen in the previous chapter.
The standby reservoir mentioned in the description for system B supplies fluid to an AC electric motor
driven pump. This pump is supplied with power in case the standby rudder switch or the alternate flap
master switch is turned on. With the pump working, fluid pressure is supplied to the standby system.
This pressure is indicated by a light. Furthermore an overheat sensor monitors the fluid temperature an
turns an overheat light on in case the fluid in the standby system is getting too hot.
The pressure is monitored and shown by a green light only.
Systems operated:
• Lower Rudder Standby Actuator
• Leading Edge Devices (extension only)
Information on operating the stand-by system
Fluid Quantity 0.3 gal

System Pressure 2.200 PSI @ 1.14 gal per min for leading edge de-
vices
2.975 to 3.075 PSI @ 3 gal per min for lower rudder
8 Pneumatics, Air-condition & Pressurization
8.1 Introduction
Pneumatic air is used to provide the following functions:
• Engine start
• Air-condition
• Pressurization
The following sections will explain how these systems interact and how they basically work.
At first an overview is given followed by a detailed explanation of selected subsystems. The description
starts at the engine where pneumatic air is ’produced’ and follows the airflow through the different
subsystems until it leaves the airplane through the outflow valves.
8.1.1 Overview
Pneumatic air is tapped off the compressors of each engine and supplied to several systems by the pneu-
matic manifold. The main consumers during flight are the air-conditioners, called packs. Regulating
temperature is the only similarity of a pack to a normal air-conditioner, even though they are assembled
completely different.
During cruise the Greatest Airliners 727 operates at high altitudes where air pressure is low. To decrease
the load on the hull due to different pressures inside the cabin and outside the cabin pressure in the
cabin is decreased – the cabin ‘climbs’ with the aircraft. Cabin pressure is controlled by controlling the
relationship of the amounts of air flowing out and into the aircraft. The ‘more’ air flows out the lesser
is the pressure in the cabin.
The pneumatic air is important for another system, too. The engine starters in the Greatest Airliners
727 work with pneumatic air.
The pneumatic system is divided into four subsystems:
• Engine starter
• Pneumatics – reaching from the compressor to the pack valve
• Packs – from the pack valve to the cabin
• Pressurization – from the cabin to the outflow valve
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101
Pneumatics and Packs
Bleed air is tapped off the compressor of the engine. For disconnecting one engine from the pneumatic
system the engine bleed shutoff valve is installed. The engine bleed air switch controls this valve.
Pressure in the duct behind the bleed air valve is sensed and shown on the pressure gauge. There is only
an indication for engine 1 and engine 3 during normal pack operation as air flows from the engines to
the pack.
Normally engine 1 supplies the left pack and engine 3 the right pack while engine 2 is not connected
to the pneumatic system. To supply a pack the respective pack valve must be opened. Each pack
is supplied with a venturi that measures the flux to ensure that sufficient pneumatic air is provided.
Normally stage 8 delivers hot air. In case the venturi detects a higher demand of bleed air than can be
delivered from engine stage 8 the modulating and shutoff valve is opened and bleed air from stage 13
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is added.
As mentioned the packs are the air-conditions of an airplane. The Greatest Airliners 727 is equipped
with two packs. Each pack is comprised of several subsystems:
• Two Heat exchangers
• A compressor and a turbine on a common shaft (called the Air Cycle Machine, ACM)
• A water separator
• RAM air doors (inlet and outlet doors)
The pack valve and the air-mixing valve are the borderlines of each pack.
Controlling of the packs is one of the flight engineer’s tasks and the controls are situated on the upper
flight engineer panel on the right.
The Packs are the air conditioners in the airplane. To reach the selected temperature in the cabin, hot
and cold air is mixed in the packs. During flight cold air can be taken from outside. Because of the
high cruise speed air is rammed into any openings – so this is RAM air.
How to produce cold air on ground then? The Air Cycle Machines, ACM, cool down hot bleed air
and provide it to the mixing valve.
The graphic below shows how a pack is comprised.
103
Three airflows are mixed in the air mix valve.
Cabin
Grill
Cockpit
Outflow
Valve Left Right
Pack Pack
Mixing
valve
104
The first airflow flows from the pack valve directly to the mixing valve. This airflow provides hot air.
The second passes through the two heat exchangers of the pack and thus provides cool air.
The third airflow provides cold air. It flows through the first heat exchanger and is then compressed.
This compressor is mounted on a shaft with a turbine. The air flows from the compressor into the
second heat exchanger and flows into the turbine afterwards. In the turbine air pressure is reduced
and cooled down. Cold air can’t hold as much water as warm air and water is given off in the water
separator. The air is then distributed to the mixing valve.
A pressure sensor is installed in the water separator to sense pressure drops caused by frozen water.
When a pressure drop is sensed the water separator anti-ice valve is opened. So hot warm air mixes
with cold air behind the turbine and freezing is prevented.
These three airstreams are mixed in the mixing valve and though provide the selected temperature.
The mixing valve supplies conditioned air to the cabin and directly to the cockpit as shown in the
graphic. Through grills in the bottom of the cabin the air is transferred to the outflow valve and blown
overboard. By regulating the flux through the valve the cabin pressure is regulated.
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Pressurization
The main goal of pressurizing the cabin is to reduce the loads due to differential pressure.
As discussed in the previous sections the air-condition delivers air to the cabin. By regulating the
outflow in relationship to the airflow into the cabin the cabin pressure is controlled.
The Greatest Airliners 727 provides four systems to pressurize the cabin:
• Automatic mode
• Standby mode
• Manual AC mode
• Manual DC mode
The different modes will be discussed in the following sections. Basically all control the outflow valve
that regulates the airflow out of the aircraft.
Engine Starter
The starter for an airplane works similar to the starter of a street car. The main thing is to bring the
engine into rotation. In the car an electric motor is used and in the plane air is blown through the
main engine (high pressure turbines) and causes them to turn. As the turbine is placed on the same
shaft as the compressor, the compressor starts turning too. This causes a suction due to the rotating
compressor. From a definite number of revolutions (approx. 20% at least 15% N2 ) fuel can be injected
in the compression chamber and the ignition ‘lights the fire’. From this point on, the engine starts to
run on its own.
The needed bleed air is provided by the APU or a GPU via the pneumatic manifold. The air flows from
the APU through the pneumatic manifold into the engine.
When a GPU is used for starting the engines the air flows through the mixing valve and the pack into
the engine.
The only control is the ignition switch that is already explained in the Engines & APU chapter.
8.2.1 Pneumatics and Air-Condition
Bleed Switches
The Greatest Airliners 727 is equipped with 4 Bleed switches. One bleed switch for engine 1 and one
bleed switch for engine 3. Two bleed switches connect engine 2 or the APU to the pneumatic system.
A tripped bleed switch for engine 1 and 3 is shown by the illuminated trip off light.
106
To start an engine the appropriate bleed air switch must be opened so pneumatic air can flow into the
starter valve.
Bleed Air trip off lights
Illuminates when respective bleed valve automatically closes from a bleed air overheat. Push to reset.
This is different for engine No. 2: The overheat light comes on but the valve does not close ! The light
goes out again when temperature drops below overheat temperature.
Duct Pressure gauge
This shows pressure in the duct before entering pack. There is one indicator for the left and one for the
right pneumatic air duct.
When operating the packs with bleed air from the APU or engine 2 no pressure is shown on the gauge.
The reason is that the pressure sensors are located ’behind’ the air source and to show any pressure the
air would have to flow backwards. Refer to the schematic shown in the overview.
During engine start-up the pressure is shown as the air now flows from the source to the engines,
passing the pressure sensors on the way.
Keep in mind that airflows as a result of differential pressures and air always moves towards the lower
pressure and hence would never move towards an air source with high pressure.
Pack valves and trip off lights
The pack valve activates and deactivates the respective pack by connecting it to bleed air or cutting off
bleed air.
A tripped pack is indicated by an illuminated trip off light. To reconnect reset the trip off light by
pushing it and then switch the pack valve to on.
Now bleed air flows through the pack and is distributed to the cabin.
There is no pack valve switch for ground-power-unit (GPU)-supply as a GPU provides conditioned air
and is connected directly to the distribution duct. Thus the packs can remain turned off when GPU
supply is given.
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RAM air cooling system
The heat exchangers in the packs use ram air to cool down bleed air. Ram air flow is controlled by
opening or closing the so called cooling doors.
There is an automatic and a manual mode to operate the cooling doors.
At first the automatic mode will be discussed followed by the manual mode.
Automatic mode For automatic regulation the temperature of the compressor discharging air is mea-
sured. The temperature is dependant of the cooling by ram air. The more ram air is provided for cooling
the more the compressor discharging air is decreased. To provide more ram air the cooling doors must
be opened. To increase the compressor discharging air temperature ram air flow must be reduced and
thus the cooling door closed.
The automatic mode works according the following scheme:
Operation Cooling door status / Pack temperature

Ground Fully opened (Pack temperature may vary during
Inflight – flaps extended this operation mode)
Climb, cruise and descent – flaps up Temperature 125◦ C
Below 10,000 ft
Climb, cruise and descent – flaps up Temperature 125◦ C – 45◦ C
10,000 ft – 30,000 ft
Climb, cruise and descent – flaps up Temperature 45◦ C
Above 30,000 ft
Descent (first thousand feet) Approx 45◦ C regardless of altitude
Auto mode is reset to climb/cruise mode by the following actions:
• Flap extension/retraction cycle is completed
• Cooling door switch positioned to open or close momentarily and then returned to auto
Manual Mode Use the cooling door switch to open or close cooling doors. The doors should be
opened and closed to follow the schedule shown by the table above (automatic operation).
Pack Temperature gauge

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Shows the pack temperature of the respective pack. Left gauge shows left pack temperature and right
gauge shows right pack temperature.
According to the schematics shown in the graphics in the overview the pack temperature is sensed at
the ACM compressor discharge.
Cargo Heat
The cargo heat outflow valve is normally open and controls air flow around the forward cargo compart-
ment.
Warm air from the cabin exits through floor level exhausts and flows around the forward and aft cargo
compartments. Afterward it flows overboard through the cargo heat outflow valve and the outflow
valve.
Gasper Fan
The gasper system routes cold air from the left pack air mixing valve directly to adjustable outlets for
cockpit crew members, passengers and lavatories. Switching the gasper fan on increases the air flow
through the gasper system.
With the left pack off cabin air is recirculated.
Temperature Control
The following graphic shows the available controls for cabin, cockpit and cargo bay temperature regu-
lation:
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Cockpit and Cabin

Air Mix Valve
Temperature Reset Button
Position indicator
Selector
Duct Overheat Air Temperature Air Temperature

Light Indicator Selector
The air flows from the air mixing valves into the different sections of the aircraft. Normally the left
pack provides most of the air to the cockpit and the right pack provides most of the air to the cabin.
These ducts are called distribution ducts.
In each distribution duct from the mixing valve to the cabin or cockpit a heat sensor is installed.
Three protection functions are included:
@ 140◦ F / 60◦ C any increasing temperature output is prevented (in auto mode)
@ 190◦ F / 88◦ C the duct overheat light is illuminated and the air mix valve runs full cold
@ 250◦ F / 121◦ C pack valve is tripped, the trip off light illuminated and the air mix valve runs full cold
A reconnect of a tripped pack is possible after cooling down. To reconnect press the reset button,
reconnect the pack by closing the pack valve. If the temperature of the air is still too hot the pack trips
again. There is no restriction for reconnects.
Normal operation is in automatic mode. Automatic mode is selected by turning the Cockpit and Cabin
temperature selector to ’auto’. In automatic mode the air mixing valves are controlled automatically so
hold temperature at approximately 22◦ C / 72◦ F. It is not possible to dial in a temperature but to select
’cool’ or ’warm’ air. The actual temperature in the selected section can be read on the air temperature
indicator. To select a higher temperature turn the temperature selector to warm until the desired tem-
perature is reached. Then centre the selector. To select a lower temperature turn the selector to cool
until the desired temperature is reached and centre the selector again.
To select different sections turn the air temperature selector next to the air temperature indicator.
As mentioned before temperature is regulated by mixing airflows of different temperatures. This is
done in the air mixing valves. The air mixing valve position indicator shows the airflow temperature
which flows into the distribution duct.
To select the manual mode for temperature regulation the cockpit and cabin temperature selectors have
to be turned to the manual position. In manual mode observing the temperature is important so that the
cabin gets not too hot or too cold. The protection functions work according the same scheme for the
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automatic and the manual mode.
8.2.2 Pressurization
Altitude horn
cutout
Cabin Outflow
Flight Cabin altitude
altitude valve
altitude (Stdby mode)
indicator position
Cabin climb rate Landing FLT / GRD Outflow

indicator altitude switch valve control
As mentioned in the introduction, cabin pressure is regulated by regulating the amount of air flowing
out of the aircraft. Five valves are used to control the outflow:
• 2 pressure relief valves Limit the cabin differential pressure to 9.6 PSI
• Outflow valve
activated either by an AC or DC motor
• Cargo heat outflow
• Negative pressure relief valve

Prevents external atmospheric pressure from exceeding internal cabin pressure
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Two gauges show the cabin pressure as an altitude and the actual cabin climb rate to control the cabin
pressurization.
The controller receives the following inputs:
• Cabin pressure
• Ambient pressure
• Barometric correction (flight engineers barometric pressure selector)
In case cabin altitude climbs above 10,000 feet a cabin altitude warning horn sounds. Pressing the
altitude horn cutout button button silences the horn or the cabin descending under 9,500 feet silences
the horn automatically.
The maximum differential pressure is 9.6 PSI
Automatic mode
In automatic mode the cabin is pressurized automatically. For automatic operation two altitudes must
be given by the pilots:
• FLT ALT (flight or cruise altitude)
• LAND ALT (Landing or Destination airport altitude)
The air ground sensor is located at the left main gear strut. The compression of the strut indicates if the
aircraft is on ground or in air.
The FLT/GRD switch initiates pressurisation when switched to FLT and depressurises the cabin when
switched to GRD.
Cabin pressurization follows a vertical profile according to its programmed logic:
• FLT/GRD switch switched to FLT

The cabin pressurized to 0.1 PSI (minus 200 feet)
This is done to reduce effects caused by pressure changes during takeoff and to smooth transition
to pressurized flight
• During flight the pressure differential between cabin and airplane altitude is kept constant and
thus cabin altitude climb rate is proportional to airplane climb rate. Cabin climb rate is limited
to +500 fpm and –350 fpm
• approx 1,000 feet before reaching cruise altitude the cruise relay is tripped and the controller
begins to maintain a constant differential.
• Constant differential during cruise
• During descent approx 1,000 feet below cruise altitude the descent relay will trip scheduling the
cabin to begin a proportional descent to the set landing alt (LAND ALT window)
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• The controller lands the cabin slightly pressurized to reduce the effects of rapid pressure changes
during approach
• On touchdown the cabin will climb by 100ft
• During taxi to the parking position the FLT/GRD switch is switched to GRD causing the cabin
to depressurise
In case the aircraft descends before it reached the selected cruise altitude the cruise relay is not tripped
and this causes a OFF SCHED DESCENT warning on the flight engineers panel.
In this mode the system sets the target landing alt to take-off field elevation less 300ft (regardless of
what you have dialled in as land alt) as if you were returning to base.
To cancel this mode and set a different landing field elevation, dial your Flight Altitude down to match
your current airplane alt and then the system will revert to using the land alt you have currently selected
in the window.
In case the auto mode fails the AUTO FAIL light illuminates.
AUTO mode fails if one of the following occurs
• Loss of AC power for more than 15 seconds
• Excessive rate of cabin pressure changes
• High cabin altitude (above 14,000 feet)
The controller automatically switches to standby mode while the mode selector remains in AUTO.
Placing the selector to STBY will extinguish the AUTO FAIL light.
Standby mode
A green STBY light illuminates when the pressurizing system works in STBY mode.
Basically standby mode works according the same scheme as the AUTO mode. The only difference is
that the cabin altitudes and cabin climb rates have to be set by the first engineer.
While at the parking position the FLT/GRD switch is switched to GRD and thus the outflow valve fully
opened.
In STBY mode pressurization is performed according the following steps:
• Before pressurizing the cabin by switching the FLT/GRD switch to FLT the cabin altitude is set
to 200 feet below takeoff field elevation and an appropriate cabin descent rate is selected
• FLT/GRD switch is switched to FLT
• After lift-off the cabin altitude is reset according the placard on the pressure control panel
(based on the proposed aircraft’s cruise altitude and a pressure differential of 8,6 PSI)
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The cabin climb rate has to be proportional to the actual aircrafts climb rate
During descent the cabin altitude is set to 200 feet below landing field elevation. Cabin descent rate is
set proportional to aircraft descent rate
Manual AC & DC mode
Manual AC and DC mode is used only when AUTO and STBY mode failed.
In manual mode the outflow valve is regulated by the outflow valve switch. Moving the outflow valve
switch to OPEN sends a signal to a motor which opens the outflow valve. When the outflow valve
is switched to CLOSE the motor closes the outflow valve respectively. The difference between AC
and DC mode is that the AC mode uses a AC motor which operates faster than the DC motor used
by manual DC mode. A green light MAN AC/MAN DC illuminates when manual AC or manual DC
mode is active.
Switching the FLT/GRD switch to GRD fully opens the outflow valve and depressurises the cabin.
9 Gear and brakes
9.1 Introduction
The gear of the Greatest Airliners 727 is divided into main gear and nose gear. There are 2 dual wheel
main gears and 1 dual wheel nose gear:
All gears are equipped with:
• Disk brakes
• Anti skid protection
• Thermal tire deflators
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9 Gear and brakes
Gear
The gear is retracted and extended by the gear lever. It has three positions:
• Up
Retracting the gear
• Down
For gear-extension
• Off
During cruise – switching off hydraulic power supply
The door and gear sequence during extending and retracting is automatic for the main gear. The nose
gear is mechanically opened / closed by the movement of the main gear.
During movement three red lights are illuminated showing the gears are moving and are not locked yet.
When the gear is fully extended and locked three green lights illuminate and the red lights extinguish.
During retraction the red lights are illuminated and extinguish when the gear is stowed and locked and
the doors are closed.
Normally hydraulic system ‘A’ supplies the landing gear with hydraulic power.
As the gear is actuated by hydraulic pressure from system A, all three engines have to fail so that no
hydraulic pressure is available to extend the gear. In this case the gear can be extended manually:
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9 Gear and brakes
• Check the speed is with in the limits. Maximum speed for gear extension is
vLO 270 kts and maximum operating speed with the gear extended vLE 320 kts
• Move the gear lever in the down position (opens the lock for the gear bay doors)
• Press CTRL+G several times to extend gear manually
• Fly turns to the left and the right to ensure gear is locked
Brakes
The Greatest Airliners 727 has two different brakes:
• Parking brake
• Wheel brakes
The parking brake is only used when the airplane is already stopped and shall prevent it from breaking
loose, rolling uncontrolled over the airport.
Press CTRL + . to apply the parking brake.
The wheel brakes are self-adjusting disc brakes fixed at each wheel of the aircraft. They can be roughly
compared to the normal car brakes but resist higher temperatures and must be able to bring the airplane
to a complete stop without any other device supporting (i.e. reversers, spoilers).
The brake system of the Greatest Airliners 727 is supplied with hydraulic power from hydraulic system
‘A’ and ‘B’. Hydraulic system ‘A’ supports the nose wheel brakes and hydraulic systems ‘B’ support
the main wheel brakes.
In case hydraulic power of either system is lost the brake low pressure light will illuminate.
This means that the normal brake (brake function in flight simulator) will not work and you will have
to use the pneumatic brake to bring the aircraft to a full stop.
On the real plane hydraulic system ‘A’ can be used as an alternate power source by selecting the brake
interconnect switch on the Flight engineers panel to open. The brake interconnect switch is not simu-
lated in the Greatest Airliners 727 thus you would have to rely on the following backup solution.
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9 Gear and brakes
Pneumatic Brake
There is another backup: the brakes can be used with pneumatic air. To control and apply the pneumatic
brake the pneumatic brake handle has to be turned clockwise. To release the brake the handle should
be turned counter clockwise. Beware that building up some pressure is needed before the brakes apply.
The pneumatic brake handle is found in the middle of the main panel.
Brake pressure in the pneumatic brake system is displayed by the pneumatic brake pressure indicator,
located on the First Officer’s panel:
Anti-Skid-System Furthermore the brakes are supported by an Anti-Skid-System which can be com-
pared to an ABS (antilock braking system). The anti-skid system will prevent locked wheels during
braking to assure the aircraft stays where it is going and directional control is not lost.
The anti-skid system itself can not be simulated in flight simulator but for most possible realism anti-
skid controls are implemented in the Greatest Airliners 727. Anti-Skid controls and test system is
located on the overhead panel in the lower left corner.
The Master switch is a protected on activates the anti-skid system when moved to on. Remember the
system is not simulated and only implemented to make the flying experience with the Greatest Airliners
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9 Gear and brakes
727 as real as possible.

The same applies to the test functions. Nevertheless here is how it works:
Holding the test switch to either position (Inboard, INBD or outboard, OUTBD) will simulate a rolling
wheel signal for the wheels being tested (inboard or outboard). Thus the circuits receiving no rolling
wheel signal will sense a locked wheel condition indicated by the REL (release) lights illuminating.
Testing the inboard system will result in the outboard REL lights illuminating and vice versa.
10 Flight Controls
10.1 Introduction
The flight path of the Greatest Airliners 727 is controlled by several systems, all together form the flight
controls:
• Ailerons - controlling roll
• Elevators - controlling the pitch
• Rudders - controlling the yaw
• Spoilers - used as air brakes and on ground to destroy the lift produced by the wings
• Flaps / Slats - increase lift
10.1.1 Overview
The following graphic shows where to find which flight control:
The following sections explain the flight controls mentioned in the introduction:
• Ailerons
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10 Flight Controls
• Elevators
• Rudders
• Spoilers
• Flaps / Slats
Most flight controls are moved by hydraulic actuators. Keep in mind that it is not yet possible to
simulate hydraulic driven flight controls. Thus the flight control surfaces can be moved within flight
simulator even though the hydraulic system is not powered.
To make the simulation as close to reality as possible the hydraulic system itself is simulated and some
warning lights for the flight controls are simulated too. You will find their descriptions in the respective
sections where the flight control system itself is described.
10.2.1 Ailerons
The ailerons are used to control the roll of the aircraft.

The Greatest Airliners 727 provides two sets of ailerons – the inboard and the outboard ailerons. They
are moved by hydraulic pressure, supplied from a hydraulic power unit, located in the left main wheel
well. Both hydraulic systems A and B provide enough hydraulic pressure if either system fails.
The steering input from the yoke is transported by a cable system.
The team responsible for modelling the Greatest Airliners 727 is aware that there are restrictions for
aileron movement.
It was not possible to include those restrictions into the flight simulator model with satisfactory results.
The same applies for the control by aerodynamic tabs when all hydraulic power is lost.
10.2.2 Elevators
The elevators are mounted to the stabilizer and both are used for pitch control (the stabilizer and the
elevators).
The elevators are powered by hydraulic system A and B and will operate with either system off.
Similar to the ailerons control tabs are used in case all hydraulic power is lost (not simulated).
Nevertheless the elevator low press warning light illuminates when a drop in hydraulic pressure is
sensed.
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10 Flight Controls
The elevator low pressure warning light is located on the right half of the main panel.
Furthermore the ‘feel’ in the real 727 is created by a feel computer and a feel unit. Ram air pressure,
static air pressure, and actual stabilizer position are fed into the computer which adjusts hydraulic
pressure to the feel unit. The computer is a dual unit system, comprised of SYS A and SYS B – the loss
of either system does not affect elevator feel yet, but the pilot should be alert of loss in feel. Differential
pressure between SYS A and SYS B is sensed and in case a significant differential pressure is sensed
the ELEV FEEL PRESS LIGHT comes on. It is located in the lower right corner of the flight engineers
panel.
In case both systems fail simultaneously the ELEV FEEL PRESS LIGHT will not illuminate, but don’t
worry, the elevator feel pressure system isn’t simulated. So you won’t encounter any failures regarding
the elevator pressure system.
Elevator Trim
The pitch trim is accomplished by moving the stabilizer.

In the real 727 it can be controlled by either two electric motors or a manual system. Again flight
simulator sets the limits for modelling such a feature.
All systems operate the same jackscrew which moves the stabilizer.
Use the keys assigned to trim in your flight simulator.
The trim position is shown on the trim bands on the pedestal. The green band shows the range of
stabilizer trim in % MAC that is used under normal flight conditions. However, for take-off and during
final approach, it is not unusual for trim in excess of the norm to be used.
During flight with the Autopilot engaged, should flight characteristics require excessive amounts of
trim, you will see the STAB OUT OF TRIM cautionary amber light (on the Captain panel to the left of
the Fuel Flow engine gauge) illuminated.
This is likely to be seen only during automated approaches, using the Autopilot in either AUTO G/S or
MAN G/S modes and with the aircraft relatively heavy.
The light will extinguish once the Autopilot is disconnected, just be aware that at that point, you have
a large amount of trim set.
To get the Greatest Airliners 727 flying the correct trim setting for takeoff is necessary otherwise you
will experience serious trouble trying to rotate the aircraft !
The correct trim setting is dependent of the current Centre of Gravity (CoG) position. Check the per-
formance tables for a chart called ‘TO trim settings’ and the CoG gauge on the lower flight engineers
panel to determine the correct settings.
An example:
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10 Flight Controls
TAKE -OFF STABILIZER SETTINGS
-200 SERIES
DEGREES AIRCRAFT NOS E UP
CENTER OF 5˚ FLAPS 15˚ FLAPS 25˚ FLAPS CENTER OF

GRAVITY UNITS OF UNITS OF UNITS OF GRAVITY
NOSE UP TRIM NOSE UP TRIM NOSE UP TRIM
… … … … …
34 3¼ 3¼ 3½ 34
33 3¼ 3¼ 3¼ 33
32 3½ 3¾ 4 32
31 3½ 3¾ 4 31
30 3¾ 4 4¼ 30
CoG gauge
29 3¾ 4¼ 4½ 29
… … … … … Trim
Band
The CoG-gauge shows 31.6% and the table shows which trim setting should be used for the different
flap settings. Lets assume you want to use flaps 15 for takeoff which will give you a trim setting of
3 14 . Now adjust trim until the tooltip for the trim band reads 3,3. The tooltip shows up by placing the
mouse pointer over the trim band and resting there for a few seconds.
10.2.3 Rudders
The rudder of the Greatest Airliners 727 is divided in the upper and the lower rudder. The upper rudder
is powered by hydraulic system B and the lower rudder is powered by hydraulic system A. As a backup
the lower rudder can be powered by the standby hydraulic system.
In case all hydraulic power is lost, rudder control is lost, too normally. In flight simulator’s world you
can still move all flight controls though.
During rudder operation with the inboard flaps extended, the hydraulic pressure on the lower rudder is
kept normal. With the inboard flaps retracted the hydraulic pressure on the lower rudder is decreased.
The rudder load limiter light illuminates in case the hydraulic pressure does not correspond with the
flap setting.
The upper rudder always operates at reduced hydraulic system B pressure.

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10 Flight Controls
The rudder is trimmed by positioning the rudder trim control. The rudder trim knob is located on the
radio panel and can be turned using the mouse. Turning it left results in left rudder trim and turning the
knob to the right in right rudder trim. Normally this feature will not be needed in flight.
In case you sense the aircraft tends to one side there is probably a trim problem (i.e. fuel imbalance) or
asymmetric thrust.
To prevent the airplane from performing a ‘dutch roll’ two yaw dampers are attached to the rudder. The
rate gyro senses the nose moving left or right and directs the rudders to steer in the opposite direction.
This rudder movement is not transmitted to the pedals and commands given by the rudder pedals don’t
interfere with the commands given by the yaw damper.
The yaw damper is tested before taxi with the yaw damper test switch. The yaw damper shall be
switched on during the entire flight. In case the yaw damper is turned off or electric power is lost the
Y/D flag can be seen on the elevator/rudder indicator.
With the yaw damper off airspeed and altitude limitations have to be kept.
10.2.4 Spoilers
Please bear in mind: The 727 is not equipped with Auto-Spoilers.

The Spoilers won’t deploy automatically after touchdown but need to be
deployed manually!
The spoilers fulfil several functions:
• Destroying lift after touchdown
• Airbrake
• Support the ailerons during roll commands
Therefore the 7 spoilers panels on each wing are assigned to two sorts of spoilers according to their
respective purposes.
The 2 inner spoiler panels are the ground spoilers. There are no intermediate positions only fully ex-
tended or retracted. They are operated by hydraulic system A and the left main gear strut has to be
compressed (aircraft on ground) for ground spoiler operation. They are extended by moving the speed-
brake lever to the full back position.
The remaining 5 panels are the wing spoilers. The three inboard spoilers are operated by hydraulic
system B and the two outboard spoilers by hydraulic system A. Each panel is operated by an individual
actor.
There are two modes of operation:
Support of roll control The spoilers are extended corresponding to the control wheel
movement to support the roll. In example the aircraft should bank right – the control wheel is turned
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10 Flight Controls
right causing the left aileron to move down (force the left wing to move up) and the right aileron is
moved down (to force the right wing down).
To support the roll movement the wing spoilers on the right wing are extended according to control
wheel deflection
At full roll control input the spoilers on the down wing rise to a maximum angle of 25˚.
Airbrake By pulling the speedbrake lever back the spoilers on the wings are extended. This extension
is proportional to the amount the speedbrake lever is pulled back. Maximum extension during flight is
limited to 45˚.
The spoilers shall not be extended in flight with the flaps extended. If done so an aural warning will
occur.
There is no operational restriction for operating the ailerons with the spoilers extended – but care should
be exercised as spoiler inputs are mixed when commanding a bank with partially extended spoilers.
Extreme roll rates might be experienced in this configuration.
10.2.5 Flaps / Slats
The flaps and the slats are devices attached to the leading and the trailing edge of the wing to increase
lift.
With the higher lift, slower speeds can be flown which increases safety during takeoff and approach
phase.
The 727 wings trailing edge is equipped with two sets (inboards and outboards) of three-slotted fowler
flaps. The leading edge is equipped with four outboard slats and three inboard flaps. The leading edge
devices movement is synchronized with the movement of the trailing edge flaps.
Each set of flaps is extended by a motor driving a torque tube. This torque tube can be driven by either
a hydraulic motor (normal operation) or an electric motor (alternate flaps extension).
To prevent a problem with the roll control due to differential trailing flap extension an asymmetrical
protection is included.
Flap load relief light
Flap position
indicators
Flap Lever
Leading Edge Flaps

lights
Flap Indicators
Alternate Flaps Control

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10 Flight Controls
This asymmetrical protection monitors the flap indicator and stops the flaps movement in case the flap
indicator for the left and the right flaps are separated by about one quarter inch (approx. 60mm). The
movement is stopped by shutting off the flow of hydraulic fluid to the motor.
There is no asymmetrical protection for the alternate flap extension.
Three lights shown in the graphic above are not discussed yet. The flap load relief light illuminates
when flaps are automatically retracted from 40◦ to 30◦ in case 175 KIAS are exceeded. The leading
edge flap lights show whenever one or more leading edge flaps or slats are in transit, or nor properly
positioned for the trailing edge flap configuration (amber light) or when all leading edge flaps and slats
are positioned appropriate to the existing trailing edge flap configuration (green).
To assure the leading edge devices are extended you will find a control panel on the APU panel:
Each leading edge device is assigned to one light and when using this control panel you should at first
check that all lights are working by moving the selector to the light test position. This illuminates all
lights and you can now move the switch to position test. Depending on the flap/slat setting some or all
lights illuminate. The following table shows all flaps-slats configurations.
There are 8 different flap positions for the trailing edge flaps and corresponding positions of the leading
edge devices as shown in the following table.
Trailing edge flap pos. Leading edge slats pos. Leading edge flaps pos.
UP 2 middle slats extended UP
2 (gate) All slats extended All flaps extended
5 All slats extended All flaps extended
25 (gate) All slats extended All flaps extended
At trailing edge flaps position 2 and 25 two gates are installed.
These gates help the pilots to set the flaps without visual reference on the flap lever. Normally the
next position is selected by pulling the flap lever and moving it
backward / forward for flap extension / retraction. In the gate positions the flap lever has to be pushed
down and then moved forward / backward.
The sense is different for each position:

Gate 2: prevents inadvertent flap retraction prior to reaching air speed requirements. Furthermore it
acts as a reminder to check the leading edge annunciator before selecting another position.
Gate 25: This gate establishes the lower end of the takeoff range. Furthermore it acts as a non- visual
reference for flap setting during go-around.
11 Flight Instruments
11.1 Introduction
To control the aircraft and though know where it is and in which attitude it flies instruments are needed.
This chapter introduces some instruments and how they work in the Greatest Airliners 727.
11.1.1 Overview
See the Introduction chapter for the front view on the main panel and where to find the discussed
instruments
11.2.1 Attitude Director Indicator (ADI)
Flight Director Bar

The flight director shows the
Glideslope Deviation
attitude the plane should
Indicator
have to follow selected
modes.
Localizer Deviation
Indicator
Turn Coordinator
The attitude direction indicator fulfils several functions:
• Display the orientation of the plane (pitch and roll)
• Display if a curve is flown coordinated (turn coordinator) – the little black ‘ball’
• Display the offset to a selected course to the nav-station tuned in NAV 1
• Display the offset to a glideslope of an selected ILS
• Displays flight path to be followed – controlled via the flight director (explanation of the flight
director can be found in the next chapter)
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127
11.2.2 Airspeed Indicator
The airspeed indicator shows the current airspeed in knots. It is measured by the pitot tubes. The
indication is in knots (nautical miles per hour).
Furthermore callouts will sound during takeoff roll according the setting of the white speed bugs. Refer
to the Quick Reference Manual for more information on the V-speeds.
Speed Bug Clickspot

Click left mouse button to
decrease
Airspeed Cursor
Right mouse button to
Indicates the target
increase
airspeed. Positioned
manually by airspeed cursor
control
Mach Digital Counter

Shows mach number, from
.40 to .99 Mach Airspeed Pointer
Indicates airspeed in knots
Airspeed Marker (Bugs)

total of 5. Positioned
manually to the desired
airspeed. The clickspots run
along the top edge of the
VMO Pointer ASI for the first three bugs
Indicates the maximum and along the right side for
operating airspeed in knots the last two bugs.
Airspeed Cursor control Airspeed Digital Counter

Click to set airspeed cursor Digital display of indicated
Left mouse button=decrease airspeed in knots, becomes
Right mouse button=increase operative above 45 knots
11.2.3 Altimeter
The altimeter shows the current altitude above mean sea level (MSL). As it is measured by the sur-
rounding pressure and is calibrated to normal atmosphere (29.92 in Hg / 1013 mbar) by a static port,
deviations in the barometric pressure have to be taken into account.
Digital Counter
Display altitude in increments of
thousands, hundreds and twenty
feet. Warning flap OFF appears Reference Altitude Marker
when there is no power on the unit. Manually positioned to the
Green flag appears in the left desired reference altitude
window when altitude is below using the Reference Altitude
10,000 feet. A NEGATIVE flap Marker Control
appears in the two left-hand
windows when altitude below zero
feet is displayed
Altitude Needle
One revolution equals one
thousand feet
Barometric Setting window

Shows barometric correction setting in
millibars and inches of mercury as set
by the Barometric Setting Control
Barometric Setting control
decrease ,
click right mouse button to
increase barometric setting.
Reference Altitude Marker Control
Adjusts the barometric setting.
Click left mouse button to decrease,
click right mouse button to increase
reference altitude.
11.2.4 Altitude Alert
The altitude alert sounds a warning when a selected altitude is approached.

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Alert Altitude Indicator

Indicates alert altitude. Altitude Alert Test Knob
Black and white crosshatch Press to initiate test
appears in place of digit sequence
below 10,000 feet.
Alert Altitude Knob Alert Altitude Knob

Clickspot to adjust alert Clickspot to adjust alert
altitude. - + altitude.
Left mouse button Left mouse button
decreases alert altitude by increases alert altitude by
100 feet, 100 feet,
Right mouse button Right mouse button
decreases alert altitude by increases alert altitude by
100 feet, 100 feet,
The altitude alert system gives an aural and a visual warning when approaching selected altitude. Dial
in desired altitude – 900 feet before reaching this altitude the warning horn sounds and the Altitude
Alert light illuminates.
300 feet before reaching selected altitude the Altitude warning light goes out.
You can extinguish the altitude alert light by pressing it.
To test the altitude alert system press the altitude selector knob. The altitude alert light will illuminate
und the warning horn sound.
Light will go out when button is released.
11.2.5 Vertical speed indicator
The Vertical Speed Indicator, VSI, show the actual rate of climb or descent. It measures pressure dif-
ferences that occur during climb or descent. It can react quite slowly.. The rate of climb or descent is
given in thousand feet per minute (fpm).
Included in the gauge is a TCAS (Traffic Collision Avoiding System). Other traffic is shown as a
small rhombus with a plus or minus and a number. The plus or minus shows whether the traffic climbs
or descends relatively to the aircraft. The number equals the actual vertical difference.
In case a collision might occur the rhombus changes colour and in specific situations an aural warning
is given.
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TCAS Range Indicator

Indicates the TCAS range
Vertical Speed Needle Clickarea TCAS Test

Shows rate of climb/descent Click to test TCAS. TCAS
in from 0 - 6,000 feet per resets automatically
minute
TCAS
Traffic Collision Avoidance
System
- + -+
see the following graphic for the TCAS display functions:
Resolution
Vertical Speed Advisory „Fly-To“
Pointer Command-Arc
(Green)
Resolution advisory
Maximum Range
„Fly-Away-From"
Border
Command-Arc (Red)
Intruders
Off-Scale Traffic
Own Aircraft Symbol
2 Mile Range Ring
The following table explains what the different symbols mean

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Symbol Conditions Aural Warning

Open white dia- Non-Threat Altitude greater ± 1200 feet (verti-
mond Traffic cally) or distance is beyond 6 nm range
Filled white dia- Proximity Intruding aircraft is within ± 1200 feet
mond Intruder vertically and within 6 nm range – is
Traffic not considered a threat
Filled yellow circle Traffic Advi- Depending on the altitude a TA is in- ‘Traffic, Traffic’
sory (TA) dicated when the time to CPA (Closest
Point of Approach - Refers to predicted
point at which the intruder will
be closest to your own aircraft) is be-
tween 20 and 48 seconds
Solid red square, Resolution Depending on the altitude a RA is in- ‘Climb, Climb,
vertical maneuver Advisory dicated when the time to CPA (Closest Climb’, ‘Climb,
indication and au- (RA) Point of Approach - Refers to predicted Climb’,
dio warning point at which the intruder will ‘Monitor Vertical
be closest to your own aircraft) is be- Speed’ (maintain
tween 15 and 35 seconds. actual vertical
Pilot should initiate any required ver- mode), ‘Descent,
tical maneuver within 5 seconds from Descent, Descent’
the time RA is posted , ‘Climb, Climb
now, Climb, Climb
now’, ‘clear of
conflict’
11.2.6 Horizontal situation indicator
This gauge is very important for lateral navigation. It shows the offset to a selected VOR/ILS station.
The selected course and if possible (depending on the ground equipment) the remaining distance. There
are two flags on the left and the right side. The ‘GS’ and the ‘VOR LOC’ flag. Each showing that the
Glideslope or VOR Locator is not active.
The tuning knob in the lower left corner is to select the course TO/FROM the VOR station.
The tuning knob in the lower right corner is for selecting the heading. The selected heading is displayed
by a little bug and can be held by the autopilot.
The Greatest Airliners 727’s HSI is also able to guide you through a backcourse ILS. Simply move the
backcourse switch at the lower end of the gauge to BK and you can use the HSI as usual to shoot an
ILS.
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DME Distance Display
The distance to the VOR
Heading Bug station tuned on NAV 1 is
The heading bug on the given in miles. The VOR
compass rose shows the station has to be equipped
selected heading with DME equipment
Course Selector Display

The selected course for the
Compass Rose
NAV 1 station is shown in
Compass rose which shows
the display
the aircrafts heading.
GS flag VOR Loc flag

The flag is shown when no The flag is shown when no
Glideslop signal is received. VOR or Localiser signals are
received.
VOR needle
The VOR needle displays Heading Selector
the position of the airplane Click left mouse button to decrease
relatively to the selected selected heading.
course to NAV 1 station Click right mouse button to increase
selected heading.
The selected course is shown by the
heading bug on the compass rose.
Course Selector
decrease course
Click right mouse button to Backcourse Switch
increase course Open protective cap with one left mouse
VOR 1 Course Selector. The button click. Then move switch to BK
selected course is shown in the (down) to activate ILS Backcourse mode.
course display and the VOR needle
adjusts to the selected course
11.2.7 Radio-magnetic indicator
The radio magnetic indicator (RMI) shows where navigation stations are located relative to the air-
plane’s position. The pilot can select the first pointer to point to either VOR1 or ADF1 and the second
pointer to point to either VOR2 or ADF2.
11.2.8 Radar altimeter
The radar altimeter shows the exact altitude above ground. The altitude is measured by radar thus the
display is limited to 2500 feet maximum. It has to be switched on and then shows the altitude band and
two flags.
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The green flag shows that the altimeter is activated

The red flags shows the current altitude above ground
The red triangle indicates the selected decision height
The DH light illuminates when
descending through 2,500 ft – press DH light to extinguish
descending through 1,000 ft – press DH light to extinguish
at selected decision height – DH light cannot be extinguished
The decision height is selected by the turning knob in the lower right corner. A digital display helps
selecting the right value.
11.2.9 Chronometer
The Chronometer shows several times:
• The current time (local time)
• The elapsed time
• Stopped time
The selector in the upper right corner starts the timer for the elapsed time.
The selector in the lower right corner starts the stop watch.
One click: Starts stop watch
Second click: Stops stop watch
Third click: Resets stop watch
11.2.10 Standby artificial horizon

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The standby artificial horizon works similar to the artificial horizon already described, though it does
not offer a flight director and a turn coordinator. It is used for backup only.
11.2.11 Standby altimeter
Similar to the standby artificial horizon the standby altimeter is used as a backup.
As the standby altimeter is dependant on barometric pressure the actual barometric pressure must be
selected.
11.2.12 Flight control situation indicator
The flight control situation indicator shows the position of
• The left and the right elevator

• The upper and the lower rudder
For each flight control surface three marks are given:
• Neutral position
• Maximum positive deflection
• Maximum negative deflection
The actual position is shown by the triangular mark.

Furthermore it indicates if the yaw damper is activated. The Y/D flag is shown when the yaw damper
is not activated.
The yaw damper control is located on the overhead panel.
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To activate the yaw damper, open the protective cap by clicking on the hinge and the moving the switch
to the ON position. Afterwards close the protective cap by clicking on the hinge again.
11.2.13 Flight mode annunciator
The flight mode annunciator shows which modes of the Flight director and the automatic pilot are
armed or active.
Armed modes are shown as an amber lights while active modes are illuminated in green. The display is
divided into two columns – the left indicating the flight director modes and the right indicating the auto
pilot modes. Two test buttons are located on each side of the annunciator. The upper buttons illuminate
the armed modes (amber lights) for the flight director and auto pilot. The lower buttons illuminate the
active modes (green lights) lights.
Remember that in the Greatest Airliners 727 the autopilot and the flight director are not coupled !
That means that the autopilot does not follow any steering commands the flight director indicates. For
example you can select NAV HOLD for the flight director and HDG SEL for the autopilot. The aircraft
will follow the HDG SEL command (Steering commands are given by the autopilot) even when the
flight director commands a turn to intercept the VOR. The flight director commands are so to speak
advisory only.
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Flight Director Autopilot

Amber lights (Armed modes)
Green lights (active modes)
11.2.14 Instrument comparator
The instrument comparator provides a visual reference for the pilot in case a predetermined difference
in signals of two units is exceeded, or when the power source of the respective unit fails.
The following table shows the predeterminated signal differences:

LIGHT ILLUMINATES WHEN:
LIGHT REMARKS
DIFFERENCE BE- EQUALS OR EX-
TWEEN CEEDS:
Heading CDI Heading 6◦ not turning, 10◦ turns, RMI out-of-sync may
4.5◦ in GS capture illuminate compass
light
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LIGHT ILLUMINATES WHEN:
LIGHT REMARKS
DIFFERENCE BE- EQUALS OR EX-
TWEEN CEEDS:
Pitch ADI Pitch Attitudes 4◦ or 3◦ in GS capture For level flight, climb,
descent
Roll ADI Roll Modes 4◦ or 3◦ in GS capture Tolerance is greater in
turns
Glideslope* GS Pointers ADI’s & 1 dot deflection *Inop with VOR Freq.
CDI’s Selected
3
Localizer* Course bars on CDI’s 4 dot deflection
Altimeter Radio altimeters Approx. 55’ @ 1500’*, *Above terrain
Approx. 25’ @ 200’*,
Approx. 5’ @ Touch-
down
Monitor Power Failure of 115 V AC power to comparator unit
Test Switch All lights (except MON
PWR) illuminate when
switch pressed indicates
system and lights opera-
tive. Test both panels
To control the instrument comparator system a control panel is installed on the overhead panel.
These controls are not simulated in the Greatest Airliners 727 though the control panel is included to
increase the feel of the real thing.
The test light can be pushed though and illuminates all control lights but as said before the settings do
not affect the instrument comparator system.
GPWS
GPWS stands for Ground Proximity Warning System. It is controlled by the GPWS master switch
which is located on the flight engineers lower panel in the lower left corner.
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The GPWS provides aural and visual warnings to advise the pilot of critical flight path situations. Five
different modes exist:
Mode Explanation Aural Warning Visual
Warning
1 Excessive descent rate (barometric al- Penetrating the first boundary: Sink
titude) below 2,450 feet radio altitude rate, Penetrating the second boundary:
Woop Woop Pull Up
2 Excessive closure rate to terrain Penetrating the first boundary: Terrain,

below 1,800 feet radio altitude Terrain Penetrating the second bound-
ary: Woop Woop Pull Up Penetrating
both in landing configuration: Terrain,
Terrain
3 Descent after takeoff or missed ap- Sink rate

proach prior to reaching 700 feet radio
altitude
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Mode Explanation Aural Warning Visual
Warning
4a Unsafe terrain clearance Speed < 0,35 Mach: Too low gear,
with landing gear not down. Speed > 0,35 Mach: Too low terrain
4b Unsafe terrain clearance with Speed < 0,28 Mach: Too low flap,
flaps not in landing position Speed > 0,28 Mach: Too low terrain,
Too low gear warning has higher prior-
ity than too low flap warning !
5 Deviation by approximately 1 21 Glideslope, The warning is sounded

dots below the glideslope when louder when penetrating second border
below 1,000 feet radio altitude
12 Nav, Com, Flight Director & Autopilot
12.1 Introduction
The Greatest Airliners 727 is equipped with several antennas to receive different signals for navigation
and communication.
As the Boeing was developed in the 1960s don’t expect a high-tech autopilot able to land the plane.
The communication and navigation equipment is very basic including:
• 2 VOR receivers with

• Distance Measuring Equipment (DME)
• 2 ADF receivers
• 2 Communication radios and
• 1 Transponder
• 3 Marker beacons
• MIC selectors
Installed on this 727 is a
• Collins Flight director and a

• MB IV autopilot
Both offer functions for vertical and lateral navigation
• The lateral navigation functions include:

– HDG (SEL) – holds selected heading (selected and shown on HSI)
– MAN – manual mode
– NAV/VOR LOC – to capture and track a VOR course
• The vertical functions:
– Pitch CMD (FD only) – holds selected pitch attitude
– ALT – holds altitude
– AUTO G/S – captures and holds localiser and glideslope of ILS selected on VOR 1
– MAN G/S – similar to AUTO G/S but LOC and GS signal is desensitised
– GA – Go around (FD only)
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140
12.1.1 Overview
Several antennas are spread over the Greatest Airliners 727 to receive different kinds of signals. Roughly
these signals can be divided into signals for navigation and signals for communication. The introduc-
tion shows in detail which systems are included in the Greatest Airliners 727
The following picture shows where the respective antennas are located.
An electronic equipment cooling system provides airflow across electrical equipment to prevent exces-
sive heating and to evacuate any smoke and odors originating in the units.
In case the equipment cooling airflow is inadequate the NO EQUIP COOLING LIGHT illuminates. It
is located on the lower engineers panel in the lower right corner.
Actually this light is a dummy light as the equipment cooling system cannot be simulated within flight
simulator’s limitations.
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12.2.1 VHF Nav/Comm systems
VOR 1 & 2
VOR 1 & 2
Sets tenth and
Sets decimals of
singles of
frequency
frequency
LMB: decrease
LMB: decrease
RMB: increase
RMB: increase
NAV 1 Ident light COM 1 & 2

COM 1 & 2
In case a signal is Sets tenth and
Sets decimals of
received for singles of
frequency
NAV 1 the Nav frequency
LMB: decrease
Ident light LMB: decrease
RMB: increase
illuminates green RMB: increase
The Greatest Airliners 727 is equipped with two independent VHF (very high frequency) NAV and
two independent COM systems. Each system has its own antenna as shown in the graphic in the
introduction.
The systems located on the left side of the pedestal are NAV 1 (VOR 1) and COM 1.
NAV 2 and COMM 2 are located on the right side of the pedestal.
The NAV and COMM systems operate in different frequency ranges:
System Frequency range Spacing

NAV 108,00 – 117,95 MHz 0,50 MHz
COMM 118,00 – 136,975 MHz 0,25 MHz
Two click areas are provided to tune the NAV and COM frequencies.
In general the left mouse button (LMB) is used to decrease values and the right mouse button (RMB)
is used to increase values. In case a mouse/trackball with a scroll wheel is used the scroll wheel can be
used for selecting values too.
Bear in mind that the COMM frequency is displayed by two digits following the decimal only. Thus
dial in 122,97 MHz to select 122,975 MHz.
The 0,25 MHz spacing for COMM frequencies must be enabled in MSFS options !
142
MIC selectors
The MIC selectors control some useful functions:
• Switch between COM 1 & 2 as standard radio
• Listen to both COM 1 & 2 at a time
• Identification of NAV and ADF nav-stations
Control of aural signals when crossing (outer, middle and inner) marker
1 2 3 4
5 6 7
8 9 10 11 12 13
No. Name Function

1 VHF-1 VHF system 1 is used to transmit and receive Ű system 2 is off
2 VHF-2 VHF system 2 is used to transmit and receive Ű system 1 is off
3 PA VHF system 1 or 2 (depends on VHF 1 and VHF 2 switch) is used
to transmit. Both systems are used to receive. Useful to receive
ATC instructions and ATIS at a time
4 INT No function
5 VOR-1 Activates audio identification for nav-station tuned to NAV 1
6 MKR Activates/Deactivates aural signals for markers
7 VOR-2 Activates audio identification for nav-station tuned to NAV 2
8 ADF 1 - Activates audio identification for nav-station tuned to ADF 1
VOICE
9 ADF 1 - No function
RANGE
10 ADF 2 - Activates audio identification for nav-station tuned to ADF 1
VOICE
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11 ADF 2 - No function
RANGE
12 ATC No function
13 EMER No function
Distance Measuring Equipment (DME)
Two antennas receive signals to compute the distance of the aircraft to the selected NAV station.
The distance to NAV/VOR 1 is displayed on the Horizontal Situation Indicator (HSI) and the distance
to NAV/VOR 2 is displayed on the DME display as shown by the graphic on the left. Remember that
distances can be displayed only with the NAV station and the aircraft being equipped with DME equip-
ment.
Furthermore remember the errors that affect the displayed distance which are discussed in flight simu-
lators flight school.
Automatic Direction Finder (ADF)
The automatic direction finder, ADF, works similar to a light house. It displays the direction to the NAV
station relatively to the aircrafts position. This direction is displayed on the Radio Magnetic Indicator,
RMI, with the ADF selected. The panel to control the ADF is located on the overhead panel.
Beat Frequency
Loop Position Control Tuning Meter
Oscillator (BFO) Switch
Gain
ADF Frequency ADF Frequency

Mode Switch ADF Band Selector
Indicator Selector
As the picture shows there are many knobs to ‘play’ which will be explained now:
144
GAIN Volume Control (not simulated in FS)

Mode Switch Switches through the different operation modes:
OFF ADF is switched off and no signals are received
ADF The sense and the loop antenna operate – bearing information is
displayed on the RMI
ANT The non-directional antenna is utilized and the receiver is used
for reception of audio signals(not simulated)
LOOP Determination of bearing to station is made by selective rotation
of loop antenna until an aural null, or loss of signal occurs. This
can be determined by listening to the signal or observing the tun-
ing meter for minimum needle deflection
Use left mouse button to cycle through different modes. Plus
moves the switch to the right and Minus to the left.
ADF frequency indicator Displays the selected frequency
ADF frequency selector Used to tune the desired frequency. Use scroll wheel to select
or left mouse button to decrease and the right mouse button to
increase the frequency
ADF Band selector The frequency is tuned in three bands. Use left mouse button
to cycle through the bands (Plus moves right and Minus moves
selector to the left).
Tuning Meter Displays relative strength of signal being received. As ANT and
LOOP mode are not simulated and MSFS does not simulate NAV
station signal strength the displayed strength is constant for any
tuned ADF station. When no signals are received (station out of
range) no strength is displayed.
Beat Frequency Oscillator Used for precise tuning (not simulated).
(BFO) Switch Switching to BFO sounds a high pitched tone when the frequency
indicator reaches a receivable signal. The tone will decrease in
pitch until it ‘zero beats’ (no audio) when the receiver is precisely
on the signal of the receivable signal. Tuning past the signal will
result in the tone becoming audible again.
12.2.2 Marker Beacon
The markers are used to give an audible and visual signal when a marker station is overflown. Three
types of markers are provided:
Inner Marker (Upper light):
Indicates passage over the inner marker – white light flashes and high frequency tone sounds.
145
Middle Marker (middle light):

Indicates passage over the middle marker – orange light flashes and intermediate frequency tone sounds.
Outer Marker (Lower light):
Indicates passage over the outer marker . blue light flashes and low frequency tone sounds.
12.2.3 Transponder
The transponder communicates with the radar of air traffic control and assigns the aircraft to a unique
radar signal. For each flight a squawk is given by ATC and selected on the transponder that displays
the flight on ATC’s radar display.
In case all communication radios are lost the transponder is set to 7600.
Mode Frequency TCAS Range

Selector Display Selector
- + - +
Ident
Transponder (Pushbutton) Above Below
Selector Toggle Switch
Tuning knobs
LMB: decrease
RMB: increase
Function Selector Selects operating mode

Use click areas to cycle through functions. Plus cycles right and
minus cycles to the left
TEST moving the knob to TEST for one second initiates a comprehen-
sive self test lasting approximately 12 seconds. Knob must be set
back to another mode afterwards.
STBY Places transponder and TCAS system to standby
ALT OFF Activates transponder without altitude reporting. TCAS in
standby
ALT ON Activates transponder with altitude reporting and TCAS in
standby.
TA Traffic advisory mode. Traffic advisory is given but no resolution
advisories. Activates transponder and altitude reporting
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TA/RA Enables traffic advisory and resolution advisory. See explanation
of TCAS instrument for details. Transponder and altitude report-
ing is activated
Frequency Display Displays transponder frequency
TCAS Range Selector Selects display range of TCAS
Use click areas to cycle through ranges. Plus cycles right and
minus cycles to the left
Above/Below selector selects TCAS display limits
Mode Phase Upper Limit Lower Limit

ABOVE climb 8,700 ft 2,700 ft
NORM enroute 2,700 ft 2,700 ft
BELOW descent 2,700 ft 8,700 ft
Ident Initiates ident feature for ATC

Transponder Selector Selects which transponder unit is used – the other is switched to
standby
Tuning knobs To adjust the transponder frequency.
12.2.4 Collins Flight Director (FD)
Pitch CMD
Mode Selector ALT HLD Switch
Selector
Mode Selector The mode selector is used to select the different flight director
modes.
Use the left mouse button to turn the mode selector to the left and
the right mouse button to turn it to the right.
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GA Position for go-around. Flight director will command wings level
and 10◦ pitch up.
OFF Flight director is switched off an the command bars move out of
view.
HDG The flight director provides commands to hold the selected head-
ing (HSI)
VOR LOC The HDG mode persists until either the VOR or LOC beam has
been captured. At approximately 1 dot VOR the flight is directed
to capture and track the selected radial.
In case a LOC is selected the capture may occur with 2 dots de-
viation (at higher speeds).
When VOR LOC is selected directly from MAN GS position a
fixed intercept of 20◦ is directed.
No provisions are made for back beam approaches.
AUTO APP Localizer beam intercept will occur as in VOR LOC, then flight is
directed to capture and track the selected localizer to glide slope
capture.
MAN GS The ADI provides commands for immediate capture of both the
localizer and the glide slope. A fixed angle intercept of 20◦ is
directed.
The pitch CMD selector is used to adjust the ADI command bar for the desired pitch attitude.
It is inoperative with the following modes:
• ALT Hold on
• AUTO APP mode ON after glide slope capture
• MAN GS ON
• GA ON
• The ALT HOLD switch can be turned on with the selector switch in the following positions:
• HDG
• VOR/LOC
• AUTO APP prior glide slope capture
MB IV Autopilot (AP)
The autopilot system provides control of the aircraft during
• Climb
• Cruise
• Descent
148
• Approach
Two ways of control are offered:
• Directed manually by the pilot
• Automatically from the VHF navigation system
Following functions is the autopilot capable to control:
• Seek and maintain a preselected heading
• Maintain a constant pitch attitude
• Hold altitude
The autopilot controls the roll and the pitch axis only. The rudders are not controlled by the autopilot
and thus the yaw damper must be switched on when using the autopilot.
Disabling the yaw damper will result in an autopilot disconnect.
The autopilot gets input signals from
• No.1 vertical gyro (pitch and roll reference)
• No.1 VHF navigation system (VOR/LOC,GS reference)
• No.1 air data computer (altitude reference)
• No.1 compass and flight director system (selected course and heading reference)
• Radio altimeter (absolute altitude reference)
The autopilot is powered by the essential AC bus and is operational as long as 115V AC power is being
supplied by the aircrafts generators, the APU or external source (Move the autopilot ground test switch
to GRD TEST position).
Several electrical interlocks prevent engagement and operation of the autopilot unless all conditions
necessary for the proper functioning are satisfied:
Operational vertical gyro
At least one yaw damper ON and respective Y/D disengage flag out of view
Autopilot and cruise stabilizer trim cutout switch in NORMAL position
Operating air data computer
Autopilot turn controller in TURN detent (meaning that no turn should be selected by the controller
when engaging the autopilot)
The following actions/conditions result in autopilot disengagement:
149
• Both yaw dampers positioned to OFF
• Power to attitude system is lost
• Attitude source switched
• Compass source switched
• Power to autopilot roll or pitch channel is lost
• Essential power selector is repositioned
• Autopilot and cruise stabilizer trim cutout switches positioned to CUTOUT
• Cruise trim switch actuated
• Stabilizer trim switch actuated
• Autopilot servo elevator switch repositioned
• Air data computer, ADC failure
• Captain’s or First Officer’s autopilot release switch is pressed
Turn and Pitch Elevator Pitch Channel

Controller Channel Lever Selector
Selected
Aileron Channel Altitude Hold
Mode Selector Heading Hold
Lever Switch
Switch
Mode selector
AUX NAV Autopilot follows loaded flightsim flightplan
MAN manual mode – engages ail and elev engage switches. Autopilot
will hold clutched heading and pitch. Changes are given with the
turn and pitch controller
NAV LOC maintains airplane or existing heading until approximately 12 dot
◦ ◦
(2 21 deviation for VOR) or 2-dot (2 to 2 21 deviation for Local-
izer). The airplane is then manoeuvred to capture and hold the
selected course
150

AUTO G/ S selectable when NAV1 is tuned to an ILS
Autopilot captures selected localizer in NAV LOC mode
Tracks localizer and automatically captures glide slope when ap-
proaching glide slope beam signal
Pitch controller and altitude hold are ineffective after glide slope
capture
MAN G/S selectable when NAV1 is tuned to an ILS
Selection results in immediate pitch down to approximately 700
fpm (regardless of position relative to glide slope)
After 10 seconds, airplane will pitch up or down to capture the
glide slope
Do not select mode more than 12 dot deviation from the glide slope
to avoid overcontrol.
Once selected, do not switch back to AUTO G/S to avoid increas-
ing sensitivities.
Turn and Pitch Controller
Turn – left bound or right bound Must be in center detent when engaging AIL engage switch;
will hold existing heading with MODE SELECTOR in MAN position
Rotation of controller left or right results in a turn in that direction, the roll angle being proportional to
controller displacement (see tooltip). Controller will remain in any position
If controller is moved out of detent with the MODE SELECTOR in other than MAN mode, MODE
SELECTOR will spring back to MAN mode.
Moving turn controller also disengages heading select function.
Pitch – Up or down Tilting controller up or down changes autopilot held pitch angle. Rate of change
is proportional to the amount of controller displacement
Controller springs to the center position when released
Pitch controller is inoperative when ALT HOLD is selected, or after glide slope capture
Pitch controller can be used in all modes before glide slope capture
AIL and ELEV ENGAGE switches
May be manually positioned to engaged, and will be magnetically held there, if all interlocks have been
satisfied
Will spring to disengage if interlock circuitry is interrupted
Aileron channel may be operated independently of the elevator channel. Elevator switch will not engage
unless aileron switch is engaged.
151
Pitch channel selector
A or B – selects hydraulic system ‘A’ or ‘B’ to provide control power for autopilot operation of the
elevators. Changing the switch position disengages the autopilot elevator engage switch.
HDG SEL switch
When selected, autopilot turns airplane to heading indicated by the heading cursor on the captain’s HSI.
Effective in any control mode prior to VOR radial or localizer beam capture
Switch springs to OFF at VOR radial or localizer capture, or if the turn controller is moved out of detent
ALT HOLD switch
When engaged the autopilot maintains the altitude existing at the time of engagement
Deactivates manual pitch controller when engaged
May be used with MAN, NAV LOC, and AUTO G/S modes; trips off when glide slope is captured.
Will not engage unless elevator engage switch is in the ENGAGED position
12.2.5 Inertial Navigation System
Some 727 were equipped with Inertial Navigation Systems (INS). The Greatest Airliners 727 is origi-
nally not (!) equipped with an INS but it is possible to refurbish an INS system. Check 3.2.1 for details
on how to include an INS.
13 Ice and rain protection
13.1 Introduction
The first flights had not to care about the weather – when icing conditions or rain persisted no flying
was possible. Today weather is still a factor but due to the possibility of flying in nearly zero sight
protections against ice and rain had to be included in the aircraft. The Greatest Airliners 727 offers
several protection systems:
Systems using engine bleed air
Hot air from the compressor is used for heating the following systems:
• Wings
• Engine nose cowls and inlets
• Centre engine inlet duct
• Fuel filters
Systems using electrical power:

The following systems are heated by electrical power:
• Pitot tubes
• Static ports
• Temperature probes
• Cockpit windows
• Stall warning (heater)
• Lavatory and galley drains
• Rain Protection:
• Wipers
• Rain repellent
The following graphic shows where to find all the different systems on the plane:
152
153
13.1.1 Definition of Icing Conditions
Now the question remains, how are icing conditions defined:

When OAT on ground and for takeoff is 8◦ C (46◦ F) or below,
or when TAT in flight is 10◦ C (50◦ F) or below and visible moisture in any form is present (such as
clouds, fog with visibility one mile or less, rain, snow, sleet and ice crystals).
Icing conditions also exist when OAT is 8◦ C or below when operating on ramps, taxiways or runways
where surface snow, standing water, or slush may be ingested by the engines or freeze on engines,
nacelles or engine sensor probes.
Caution
Engine anti-ice, if required, must be on for 20 seconds before adding take-off power to insure
engine/bleed stability
154
13.2 Overview
The different systems are controlled via several control-panels. They can be found on the overhead
panel.
On the right the anti-ice controls are found.
From top to bottom:
• Window heat switches

• Anti ice duct temperature gauge, engine selector and duct overheat warning light
• Wing anti ice
• Valve position selector

Connects the agreement lights to anti-ice valves.
L = Left inlet valves on all engines
COWL = Cowl valve, engines No. 1 and 3; cowl shutoff valve and high pressure valve eng. No.
2
R = Right inlet valves on all engines
WING = Both wing shutoff valves and both wing high stage valves
• Engine anti ice
• Pitot heat
In the middle of the overhead panel the controls for the rain protection can be found.
On top the rain repellent switches can be found. The rain repellent system is a system which shall
keep rain off the cockpit windows. Thus a fluid is sprayed over the windows which works similar to a
wax-film. As rain repellent fluid is quite aggressive it is seldom used. The Greatest Airliners 727’s rain
repellent is deactivated. Situated under the rain repellent switches is the wiper switch
155
Before discussing how to operate anti-ice controls please notice that all anti-ice systems can overheat
and hence need to be monitored and have overheat warnings installed.
To monitor duct temperatures through which hot air flows into the systems to be heated a temperature
gauge is installed on the overhead panel:
The gauge on the left shows the temperature for the duct elected with the duct temp selector on the
right. In case an overheat is detected the overheat warning light illuminates.
Shut down the anti-ice system immediately to avoid any damage to the systems.
13.3.1 Wing Anti-Ice
To prevent icing or to deice the leading edges of the wings bleed air from engines 1 & 3 flows through
ducts to the following systems:
• Leading edge slats
• Leading edge flaps (2 through 5)
• Fixed inboard wings above the leading edge flaps
• Upper VHF antenna
To prevent a drop of cabin pressure in case an anti-ice duct is ruptured an automatic trip off systems is
included. A ‘automatic trip off system’ warning light will illuminate on the flight engineers panel when
156
the anti-ice system is tripped off. Testing should be executed on ground only. To test select ground test
with the wing anti-ice selector.
To prevent the ducts from overheating temperature sensors are installed in the wing anti-ice ducting.
The limiting temperature for a ‘duct overheat’ warning is 255◦ C in flight and 93◦ C on ground. A duct
overheat can be located and verified by looking at the duct temperature indicator and cycling through
engine 1 to 3. The anti-ice valves are shut off immediately when an overheating is detected. To close
the anti-ice valves immediately and overriding the shutoff valves pull the fire handle.
Operation
The controls for wing anti-ice are situated on the overhead panel. Wing anti-ice is controlled with two
switches only. See the following sections on how to operate wing anti-ice.
On ground Actually wing anti-ice is not used during takeoff and not before reaching 1,000 ft above
AFL in flight. Anyway wing anti-ice is tested during flight preparations by performing the following
tasks:
• Wing Anti-Ice Switches GRD TEST
• Valve Position Indicator WING

Check that all agreement lights are illuminated
• Duct Temp. Selector ENG. 1 OR ENG. 3
• Wing Anti-Ice Switches CLOSE

Check agreement lights extinguish and illuminate again when valves are closed
• Valve Position Selector OFF
In Flight Wing Anti-Ice is used during the flight when special conditions are present and the following
conditions are met:
• Do not use wing anti-ice below 1,000ft above AFL
• When temperature at takeoff is below 32◦ F / 2◦ C in rain or with water or slush on the runway
use wing anti-ice for about one minute after reaching 1,000 ft AFL
• When icing conditions are anticipated
• Prior to entering icing conditions and following an icing encounter

157
To use wing anti-ice perform the following steps:
• Ignition ON
• Wing anti-ice switches OPEN
• Valve position indicator WING

Check that all agreement lights are illuminated
• Duct Temp Selector ENG 1 OR 3

Monitor to prevent duct overheat 255◦ C warning and avoid overheat damage
13.3.2 Engine Anti-Ice
The following parts are covered by engine anti-ice:
• Engine nose cowl
• EPR port and inlet guide vanes
• CSD oil cooler scoops
• Vortex generators (centre engine)
Operating engine anti-ice results in an EPR drop.

The left and right engine anti-ice differs from the centre engine anti-ice system and are described
separately.
• Left and right engine

The nose cowls and CSD oil cooler scoops are heated by high pressure bleed air. The bleed air
is mixed with ambient air, ducted through the nose cowl anti-ice valve and directed against the
cowl and the CSD scoop leading edges. It is exhausted overboard via an opening in the bottom
of the engines cowl.
• Centre engine
In the centre engine the following systems are heated:
– Inlet leading edge

– Part of the surface of the inlet duct
– CSD oil cooler
– Vortex generators (bottom of the inlet duct)
– A combination of high and low pressure bleed air is used and is vented into the rear fuselage
section. Afterwards it is exhausted overboard through an opening on the left-hand side.
158
Operation
Engine anti-ice controls can be found on the overhead panel:
agreement lights
Valve position
selector
Engine anti-ice
switches
The following sections explain how to operate engine anti-ice.
Ground and takeoff Engine anti-ice shall be used whenever icing conditions persist or are antici-
pated. Turn on engine anti-ice immediately after engine start-up. If takeoff is not to be made within 10
minutes after starting engines, run up engines every 10 minutes to as high a power setting is practical
for one minute.
The maximum desired setting is 75% N1.
During taxi-in leave engine anti-ice turned on or turn on until the aircraft is parked at the gate.
Flight Engine anti-ice must be on in flight operations when Icing Conditions exists or are anticipated,
except during climb and cruise when the temperature is below –40◦ C SAT (-10◦ C TAT). Engine anti-
ice must be on prior to and during descent in all icing conditions, including temperatures below –40◦ C
SAT (-10◦ C TAT).
• Continuous Ignition Switch ON
OR
• Engine Start Switches FLIGHT

• Valve Position Selector L
Check agreement lights on
• Engine anti-ice switches ON
Normally, one engine at a time, delaying long enough for each engine to stabilize. If needed
immediately, turn on all switches at once
159
• Valve Position Selector L – COWL – R

Check agreement lights on
• N1 RPM MONITOR
• Light Icing MINIMUM 55% N1
• Severe Icing or descent in icing conditions with TAT below –6.5◦ C MINIMUM 70% N1
Except as required for landing
13.3.3 Window ice protection
The windows are sorted by numbers according to the following diagram.
All cockpit windows except No 3 are heated to provide
• Impact resistance
• Anti icing
• Defogging
In the windows an electrically conductive coating is laminated. The window heat switches on the over-
head panel provide electrical power for these coatings. Several overheating protections are included.
Normally these protections are only necessary on ground as the airflow during the flight provides suf-
ficient cooling.
160
The window heat control panel is comprised of four window heat switches and one test switch.
The window heat switches control window heat for windows L1, L2, R1 and R2. For each activated
window heat the respective light illuminates (the upper, green light).
In case an overheating is detected the lower lights (amber) illuminate. Switch off the respective window
heat immediately.
The Test switch offers two test functions:
• The Power ON Test checks that window heat circuits operate properly. All green window heat
lights will illuminate.
• The Overheat Test simulates an overheat to all windows, causing the overheat lights to illuminate.
In case a window overheats small bubbles form on the windows (similar to water droplets). So far the
structural integrity is not affected but problems with the visibility may occur. Now the window heat
should be turned off immediately otherwise the window would splinter and crack.
The defogging for windows No 4 & 5 is automatically on when the window heat switch is turned
on.
13.3.4 Pitot Static Heat
To prevent ice formation at the pitot tubes, static ports and other systems the tubes are supplied with
electrical power for heating.
On the overhead panel two pitot heat switches can be found. The following table shows which systems
are heated by turning which switch on.
Left switch Right switch
• Captains pitot • Copilots pitot
• Left static port • Right static port
• TAT probe • Auxiliary pitot tube
• Left elevator feel pitot probe • Right elevator feel pitot probe
• Stall warning sensor heat

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13.3.5 Rain Protection
The rain protection in the Greatest Airliners 727 contains two systems: the rain repellent system and
the window wipers.
As discussed in the overview the rain repellent system is deactivated in the Greatest Airliners 727.
The wiper selector knob can be turned one of the following 6 positions:
• Park
• Off
• Low
1
• 2
3
• 4
• High
14 Warnings
14.1.1 Mach airspeed warning
The mach airspeed warning system provides an aural warning when the aircraft speed approaches limit
values. The warning system will sound respective clacker (1 or 2) and continue to sound until speed is
reduced below limit speed.
To test the system move the test switch to either the left or the right to sound clacker 1 or 2 respectively.
The following table shows limit speeds when clacker sounds:
Mach/Airspeed Warning
50
40
30
Altitude - 1000 ft
MMO=0.90
20
10
0
250 300 350 400
Speed (kts)
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14 Warnings
14.1.2 Engine failure light
The engine failure light is located on the glare shield and illuminates when any loss of thrust on any
engine is sensed.
14.1.3 Windshear warning system
The windshear warning system senses conditions when windshears can be expected or will be encoun-
tered. There are two different warnings for different situations:
Windshear warning – flashing red light and aural warning ‘Windshear, windshear, windshear’
Windshear caution – a flashing amber light
14.1.4 Altitude alert
Dial in selected
altitude
Climb/Descent
900 ft. Before reaching selected

altitude the alert light illuminates
and warning horn sounds
Level off
300 ft. Before reaching selected

altitude the alert light goes out.
The altitude alert system gives an aural and a visual warning when approaching selected altitude. Dial
in desired altitude – 900 feet before reaching this altitude the warning horn sounds and the Altitude
Alert light illuminates. 300 feet before reaching selected altitude the Altitude warning light goes out.
You can extinguish the altitude alert light by pressing it.
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14 Warnings
To test the altitude alert system press the altitude selector knob. The altitude alert light will illuminate
und the warning horn sound.
Light will go out when button is released.
14.1.5 Flight control warnings
The Greatest Airliners 727 offers warning systems for false flight controls configurations. These warn-
ing are aural warnings for different configurations:
• intermittent warning horn before take-off

– Flaps not between 5 and 25 degrees
– Stabilizer not set in green band (see takeoff trim setting table for correct values)
– Speed brake lever not in 0 degree detent
– APU door not closed
• intermittent warning horn in flight
– Speed brake lever not in 0 degree detent and any amount of flaps is selected or throttles are
advanced
– Cabin altitude exceeds 10,000 feet
• continuous warning horn in flight
– Any throttle is retarded while gear is not down and locked
– Flaps lowered beyond 27 degrees while gear not down and locked
All these aural warnings can be silenced by pulling the horn cutout switch found on the radio panel:
To test the warning systems the flight control warning system is included. One can find it on the
overhead panel and it offers to test modes:
• Safety relay bypass

Checks inflight speed brake warning horn. The intermittent horn sounds if the speed brake lever
is not in the DN position and the flaps are not full up.
• APU Door bypass
Not used
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14 Warnings
14.1.6 Stall warning
The stall warning system senses any high-pitch attitude to prevent a stall. When approaching stall speed
an aural warning stall-warning is given followed by the stick shaker. Stall speeds differ with flap setting
for one weight.
Apply full power and lower pitch to prevent the aircraft from stall.
The stall system is located on the overhead panel. In case electrical power is lost the ‘power off’ light
illuminates. To test the warning system on ground move the test buttons to ‘Test’. The indicator will
rotate, the power off light extinguishes and the stick shaker is activated.
14.1.7 Door annunciator warning panel
The door annunciator is located on the lower flight engineers panel.

It shows the status of all the aircrafts doors. Press the test button to test display – all warnings shall
appear as long as test button is pressed.
14.1.8 Master warning light (gear panel)
The master warning light is situated on the gear panel. It illuminates in case a failure of AC electrical
power is sensed. Press button to extinguish.
15 EFIS panel difference guide
15.1 Introduction
The Dreamfleet 727 offers the possibility to fly with a classic cockpit (analogue instruments) and with
an EFIS cockpit. EFIS stands for Electronic Flight Information System. That means that all information
is presented on electronic displays instead of traditional gauges. It is often assumed that the EFIS
cockpit is used in conjunction with a Flight Management Computer, FMC. Though this is increasingly
commonplace in modern aircraft, it is certainly not a requirement. The Dreamfleet 727 does not include
a FMC.
. As including an EFIS concerns only a few instruments the differences between the classic cockpit (on
which the manual is based) and the EFIS cockpit are discussed in just one chapter.
Remember that the aircraft stays the same and only the way of presenting flight information changes.
15.1.1 Overview
The EFIS panel looks a little different than the classic panel. The following graphic shows where to
find which gauge or switch:
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167
Clickarea Clickarea
overhead-panel whiskey-
compass
Clickarea
9
31 21 31
27 32
22
10 11 12 13 14
17
5 8 23
33
1 15 18
6 24
EADI ALT 25
ASI 28 34 36
2 19
7 16 29
3 VSI 35
(RMI) Navigation
4 26 30
Display (ND)
Click-
area PWC 20
PWC
1. Windshear warning lights

amber – windshear caution
red – windshear warning together with aural warning
2. MAP display switch

Press to switch MFD #2 to MAP display
3. ARC display switch

Press to switch MFD #2 to ARC display
4. Rose display switch

Press to switch MFD #2 to Rose display
5. Mach Airspeed Warning Test Button
6. Airspeed Indicator
7. Radio Magnetic Indicator
8. Autopilot disengage warning light
9. Engine failure warning light
10. Instrument comparator warning light

Illuminates under circumstances (see chapter 8)
11. Flight Director ON/OFF button

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12. Backcourse Hold Button
13. Altitude alert light

Illuminates 700 ft before reaching selected altitude
14. MDA warning light
15. Multifunction display No. 1 (Electronic Attitude director indicator and speed tape)
More explanations can be found in the following sections
16. Multifunction display No. 2 (Navigation Display with three different possible display variants:
ARC, ROSE, MAP)
17. Flight Mode Annunciator
18. Altimeter
19. Vertical Speed Indicator
20. Clock
21. Navigation Display (ND) Controls

22. Pneumatic Brake Handle
23. ‘Brake Low Press’ warning light
24. ‘Pull up’ GPWS warning light
25. ‘Below G/S’ GPWS warning light
26. CAT status card
27. Warning Lights Switch
28. Yaw damper off warning light

Distinguishes when yaw damper is on
29. ‘Stab out of trim’ warning light

Illuminates when trim setting is out of the green band
30. ‘Elev low Press’ warning light

Illuminates when elevators suffer from low hydraulic pressure
31. Engine Fire Warning and Engine Fire Controls
32. Altitude Alert Selector
33. Flight Control display

Shows position of elevator and rudder
34. Standby attitude director indicator

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35. Standby Altimeter and Airspeed Indicator
36. Engine 1 Instruments
The Distance Measuring Equipment, DME, which displays the distance to NAV 1 and 2 is not visible
with the PWC activated. In order that you can view the DME, deselect the PWC using the hidden
clickspot to its left.
15.2.1 Electronic Attitude Director Indicator (EADI)
The electronic Attitude Director Indicator EADI combines both the attitude director indicator and the
airspeed indicator into one instrument. Furthermore the groundspeed is computed and displayed in the
lower left corner. When approaching an airport the glideslope and the localizer are displayed too, and
when reaching decision height a small ‘DH’ is displayed.
The turn coordinator is located at the bottom of the gauge.
Artificial Horizon
Glideslope Offset
Indicator
Speed Indicator and

speed tape Decision Height
Indicator
Localiser Offset
Indicator
Ground Speed
Turn Coordinator
Indicator
15.2.2 Navigation Display (ND)
The navigation display offers three display modes
• Rose display
170
• ARC display
• Map display
Controls for the navigation display are located on the glareshield. They provide control over the dis-
played map range and offer two selectors for course and heading selection.
Range selector
Controls the display range of
the navigation display.
LMB = decrease range
RMB = increase range
Course selector Heading selector

Selects NAV1 course. Selects heading bug.
LMB = decrease course LMB = decrease heading
RMB = increase course RMB = increase heading
The following three sections will provide short introductions to each mode.
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Map mode
In case you set up a route with flight simulators flight planner and loaded it, the Navigation Display,
ND, is able to display the route.
Keep in mind that computed times of arrival refer to the current speed of the aircraft, thus during taxiing
the estimated times of Arrival, ETA, might be misleading.
See the following graphic for more explanations.
Next Waypoint - Identification Estimated Time of arrival at

and Distance the next waypoint
HDG Display Map Range
Waypoint display /
Route display Identification and aircraft
symbol (white triangle)
Wind indicator Lateral Offset

Heading / Speed (offset in nm and to which
side, Left or Right)
Next Waypoint Aicraft’s Position

172
Arc mode
The ARC mode and ROSE mode work similar to the Horizontal Situation Indicator, HSI, which was
already described in the Flight Instruments Chapter.
See the following graphic for an explanation of the displayed information.
VOR 1
Ident and Distance HDG Display
Heading Bug
VOR 2
Ident and Distance
Compass rose
Glideslope Indicator
Localiser Indicator
Wind
Direction/Speed
Rose mode
See the following graphic for an explanation of the displayed information.
VOR 1
Identification And VOR 2
Distance Identification And
Distance
HDG display
Glideslope Offset
Compass Rose Indicator
Localiser Offset Indicator

Wind indicator
Heading/Speed
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15.2.3 Engine instruments
The engine subpanel looks a little different than the classic panel. After all the arrangement and the
gauges are the same. All gauges except the fuel flow gauge offer digital readouts. From top to bottom:
• EPR gauges
• N1
• EGT
• N2
• FF
Reverser Lights
1 2 3
EPR Bug
Selectors
For each engine EPR gauge the EPR bug can be set individually by turning the EPR bug selector. Use
the left mouse button to decrease the selected value and the right mouse button to increase the EPR bug
setting.
16 Weather Radar
16.1 Introduction to Weather Radar
The primary use of this radar is to aid the pilot in avoiding thunderstorms and associated turbulence.
Since each operator normally develops specific operational procedures for use of weather avoidance
radar, the following information is presented for use at the operator’s discretion. Operational techniques
for the Flight Line Wx500 are similar to earlier generation weather avoidance radars. The proficient
operator manages antenna tilt control to achieve best knowledge of storm height, size, and relative
direction of movement.
Radar is fundamentally a distance measuring system using the principle of radio echoing. The term
RADAR is an acronym for Radio Detecting and Ranging. It is a method for locating targets by using
radio waves. The transmitter generates microwave energy in the form of pulses. These pulses are then
transferred to the antenna where they are focused into a beam by the antenna. The radar beam is much
like the beam of flashlight. The energy is focused and radiated by the antenna in such a way that it is
most intense in the center of the beam with decreasing intensity near the edge. The same antenna is
used for both transmitting and receiving. When a pulse intercepts a target, the energy is reflected as an
echo, or return signal, back to the antenna. From the antenna, the returned signal is transferred to the
receiver and processing circuits located in the receiver transmitter unit. The echoes, or returned signals,
are displayed on an indicator.
16.1.1 Weather Radar Principle
Airborne weather avoidance radar, as its name implies, is for avoiding severe weather, not for pene-
trating it. Whether to fly into an area of radar echoes depends on echo-intensity, spacing between the
echoes, aircraft capabilities and pilot experience. Remember that weather radar detects only precipita-
tion drops; it does not detect minute cloud droplets, nor does it detect turbulence. Therefore, the radar
provides no assurance of avoiding instrument weather in clouds and fog. The indicator may be clear
between intense echoes; this clear area does not necessarily mean it is safe to fly between the storms
and maintain visual sighting of them.
Probably the most important aspect of a weather radar is the antenna beam illumination characteristic.
To make a proper interpretation of what you are seeing on the display, you must have an understanding
of what the radar beam “is seeing”. The following figure is a side view of the radar beam characteristic
with a storm depicted at a distance that causes the size of the storm to just fill the 3 dB beam width. It’s
important to understand and visualize this situation, to enhance your understanding of the rest of this
manual. First some observations are in order:
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16 Weather Radar
Note that the antenna gain versus angle characteristic is a continuous function at all angles. This means
that there is a gain value associated with all forward angles relative to the selected tilt angle. In this
figure the tilt angle is shown as zero degrees. This means the beam center is along the same angle as
the aircraft flight angle. Next, the points on either side of the beam where the antenna gain is down 3
dB relative to the maximum gain defines the 3 dB beam width. The remainder of the manual uses the
cone shaped 3 dB beam width extensively to illustrate how the beam spreads with distance, much like
a flashlight beam. Also note that there are small lobes of the gain characteristic at fairly large angles.
These are called side lobes. Generally these are not important since the gain value for these lobes is
down 25 or more dB from the peak.
Flight Line Wx500 v1.0 models a simplified antenna gain continuous function
with a fairly accurate 3db beam width. It does not model side lobes.
The cone formed by the 3 dB beam width is where most of the radar energy is concentrated, so it is
important to realize that at any given time whatever is within this cone (and sometimes other strong
targets like clutter outside the cone) is what is being painted on the display. The pilot should be aware
of how wide this cone is as a function of range. The primary target of interest is obviously weather
cells of significance. The typical cell is considered to be 3 nm in diameter.
16.1.2 Radar Reflectivity
What target will reflect the radar’s pulses and thus be displayed on the indicator? Only precipitation (or
objects more dense than water such as earth or solid structures) will be detected by an X-band weather
radar. Therefore weather radar does not detect clouds, thunderstorms or turbulence directly. Instead,
it detects precipitation that may be associated with dangerous thunderstorms and turbulence. The best
radar reflectors are raindrops and wet snow or hail. The larger the raindrop the better it reflects. Because
large drops in a small concentrated area are characteristic of a severe thunderstorm, the radar displays
the storm as a strong echo. Drop size is the most important factor in high radar reflectivity. Generally,
ice, dry snow, and dry hail have low reflective levels and often will not be displayed by the radar.
A cloud that contains only small raindrops, such as fog or drizzle, will not produce a measurable radar
echo. But if the conditions should change and the cloud begins to produce rain, it will be displayed on
radar.
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16 Weather Radar
Due to limitations of the Flight Simulator Weather Engine, the Flight Line
Wx500 v1.0 may not display an accurate picture for every possible weather
condition. It however is fairly accurate enough for building solid training and
understanding foundations of weather radar operation.
16.1.3 Weather Attenuation Compensation
An extremely important phenomenon for the weather avoidance radar operator to understand is that of
attenuation. When a radar pulse is transmitted into the atmosphere, it is progressively absorbed and
scattered so that it loses its ability to return to the antenna. This attenuation or weakening of the radar
pulse is caused by two primary sources, distance and precipitation. The Flight Line Wx500 models
Weather Attenuation Compensation as well as radar advanced features which significantly reduce the
effects of attenuation. It is therefore up to the operator to understand the radar’s limitations in dealing
with attenuation.
Attenuation because of distance is due to the fact that the radar energy leaving the antenna is inversely
proportional to the square of the distance. The displayed effect to the pilot is that as the storm is
approached, it will appear to be gaining in intensity. To compensate for distance attenuation both
Sensitivity Timing Control (STC) and Extended STC circuitry are simulated. The Flight Line Wx500
has an STC range of 0 to approximately 20 nautical miles. Additionally, the radar will electronically
compensate for the effects of distance attenuation with the net effect that targets do not appear to change
color as the distance decreases.
Outside the STC range the Extended STC circuitry increases the displayed intensity to more accurately
represent storm intensity. Attenuation due to precipitation is far more intense and is less predictable
than attenuation due to distance. As the radar pulses pass through moisture, some radar energy is
reflected. But much of that energy is absorbed. If this beam has been fully attenuated the radar will
display a “radar shadow” which appears as an end to the precipitation when, in fact, the heavy rain
may extend for many more miles. In the worst case, precipitation attenuation may cause the area of
heaviest precipitation to be displayed as the thinnest area of heavy precipitation. It may cause one cell
containing heavy precipitation to totally block or shadow a second heavy cell located behind the first
cell and prevent it from being displayed on the radar. Never fly into radar shadows and never believe
that the full extent of heavy rain is being seen on radar unless another cell or a ground target can be
seen beyond the heavy cell. Proper use of the antenna tilt control can help detect radar shadows.
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16 Weather Radar
16.1.4 Introduction to Weather Interpretation
This section contains general information on use of radar for weather interpretation. Review of this
information will assist the operator in using radar.
The Flight Line Wx500 can give you a clue to the presence of turbulence. Areas of the display where
the colors change rapidly over a short distance represent steep rainfall gradients, which are usually
associated with severe turbulence. Turbulence may be divided into two basic types: (1) clear-air turbu-
lence; and (2) turbulence associated with thunderstorms and precipitation. The latter is most common.
It is with this type that weather radar is most helpful to the pilot. It is not possible to detect clear
air turbulence with this type of radar system. Weather guidance is now available from ground radar
stations in some areas. However, this system suffers in comparison with the airborne weather radar
where the weather is clearly visible on the pilot’s indicator, instantly available for the pilot to act upon,
considering his immediate circumstances and future flight planning. The strong up and down drafts in a
thunderstorm create very large raindrops that are usually displayed on a radar as level 3. The probabil-
ity of turbulence in these strong vertical gusts is great. The National Severe Storms Laboratory (NSSL)
has found that the intensity level of the precipitation reflection correlates with the degree of turbulence
found in a thunderstorm. The most severe turbulence in the storm, however, may not be at the same
place that gives the greatest radar reflectivity.
The rate of change in rainfall rate laterally within a storm is called the rain gradient. This change will
appear on the indicator as a change from green to yellow to red. If the rainfall rate increases from level
1 to 3 in a short distance, the rain gradient is steep and severe turbulence is often present. Avoid any
storm with a steep rain gradient by an extra margin and especially avoid flying near the portion of the
storm with the steepest gradient.
16.1.5 Thunderstorm Avoidance
Above all, remember: Never regard any thunderstorm as LIGHT, even when radar observers report the
echoes are of light intensity. Avoiding thunderstorms is the best policy:
• DON’T attempt to preflight plan a course between closely spaced echoes.
• DON’T land or take off in the face of a thunderstorm in the projected flight path. A sudden wind
shift or low level turbulence could cause loss of control.
• DON’T attempt to fly under a thunderstorm even if you can see through to the other side. Turbu-
lence under the storm could be severe.
• DON’T try to navigate between thunderstorms that cover 6/10 or more of the display. Fly around
the storm system by a wide margin.
• DON’T fly without airborne radar into a cloud mass containing scattered embedded thunder-
storms. Scattered thunderstorms not embedded usually can be visually circumnavigated.
• DO avoid by at least 20 nautical miles, any thunderstorm identified as severe or giving an intense
radar echo. This is especially true under the anvil of a large cumulonimbus.
• DO clear the top of a known or suspected severe thunderstorm by at least 10,000 feet altitude.
This may exceed the altitude capability of the aircraft.
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16 Weather Radar
• DO remember that vivid and frequent lightning indicates a severe thunderstorm.
• DO regard as severe any thunderstorm with tops 35,000 feet or higher whether the top is visually
sighted or determined by radar.
16.2 Wx500 Operational Controls
Featured as a Flight Simulator gauge, the Flight Line Wx500 is conveniently configured in any aircraft
panel with the help of the EZ Config Wx500 tool. The default configuration sets the Wx500 unit in its
own popup window.
16.2.1 Knobs and mouse interface
The Flight Line Wx500 is operated through a mouse interface. Thanks to the latest Reality XP’s
developments, the mouse interface as been simplified to a single mouse cursor to cover all possible
mouse interactions.
Wherever a click spot allows mouse operation, a single hand-shaped cursor is displayed and conve-
niently supports left and right mouse buttons, mouse wheel as well as mouse wheel push. In addition,
the Flight Line Wx500 exhibit a conforming interface to the default Flight Simulator standards: the
knobs are rotating in relation to the real direction of the mouse wheel, and the left mouse buttons is
generally used to decrease a parameter, while the right mouse button is generally used to increase a
parameter.
16.2.2 Controls
BRT: controls brightness of the indicator display (CW rotation

for max brightness).
Gain: the gain knob adjusts the radar gain from 0 to -20db (CCW
rotation reduces gain).
RANGE: clears the display and advances the indicator to the next
range. The upper button increases range, the lower button de-
creases it. The Wx500 display ranges are: 20, 40, 80 nm. The
selected range is displayed in the upper right corner of the dis-
play with the range ring distance displayed along the right edge.

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16 Weather Radar
• OFF:
Removes primary power from the radar indicator.
• STBY:
Fully energizes the system circuitry but no radar transmis-
sions occur in the STBY mode of operation.
• TEST:
The multicolored arc display test pattern is displayed in this
mode of operation. The test pattern (typical 3 color) is ini-
tialized and sized to fit the display. No radar transmissions
occur while TEST is selected.
• ON:
Selects the normal condition of operation for weather de-
tection and/or other modes of operation. The system will
transmit after a 5 seconds warm-up time is completed. The
radar system initializes the Wx mode, 80nm.
STAB: Controls the Tilt 0 degress reference. When set to ON, the
Til 0 degrees is in relation to the horizontal. When set to OFF, the
Tilt 0 degrees is in relation to the aircraft pitch.
TILT: permits manual adjustments of antenna tilt 15ř up or down

for best indicator presentation. When the Wx500 is configured in
the Vertical Stabilization mode, the tilt angle range is relative to
the horizontal. When the Stabilization mode is disabled, the tilt
angle range is relative to the aircraft pitch angle.
16.2.3 Flight Simulator Interface and Settings
The Flight Line Wx500 is closely integrated to the Flight Simulator Weather engine simulation. For
best results, it is recommended to understand the following features and limitations:
Radar Range: the Flight Line Wx500 detection range capability is directly affected by the Flight
Simulator “cloud draw distance” setting. The greater the Flight Simulator range, the better the detection
in the large scales.
Radar Detection: the Flight Line Wx500 detection level is directly affected by the number of 3D
clouds simulated and displayed. For best results, it is recommended to set the following parameters in
Flight Simulator Option/Display/Weather settings:
• Cloud Draw Distance: from 40 to 80nm

• 3D cloud percentage: 100%
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16 Weather Radar
• Cloud detail: detailed clouds
• Cloud coverage density: a minimum of Medium
When 3D cloud percentage setting is 100%, it forces Flight Simulator to ex-

clusively use 3D shaped volumetric clouds. It greatly enhances the capability
of the Wx500 to detect water in the distance.
Detailed clouds set to a minimum setting of medium forces Flight Simulator to
display cloud shapes closer to the actual weather condition it tries to simulate.
It greatly enhances the experience.
Note that the factor affecting the most the performance is the Cloud Draw
Distance, which exponentially affects the number of displayed clouds. The
other settings do not affect the number of displayed clouds. They only affect
the complexity of their displayed shape.
16.3 Operation in-flight
The Flight Line Wx500 will provide you with target information to a greater degree of clarity than
has ever been possible with previous generation weather avoidance radars. It is the purpose of this
section to help you become a proficient radar operator as soon as possible. However, it is realized
that proficiency can only improve with usage. It is, therefore, recommended that the operator become
familiar with the operation of the system during fair weather instead of while trying to penetrate a storm
front.
In previous sections of this User’s Manual we have described the various controls and discussed the
features of the radar system. This section gives a more detailed discussion of some of these controls
and how to make the most efficient use of them. Note: Your radar is a weather-avoidance device.
It should never be used for weather-penetration. It will help you see and plan avoidance maneuvers
around significant weather encountered during flight.
16.3.1 Tilt Management
Effective antenna tilt management is the single, most important key to more informative weather radar
displays. Three prime factors must be kept in mind for proper tilt management:
• The earth’s curvature must be considered in determining the location of the beam at long dis-
tances.
• The center of the radar beam is referenced to the horizon by the aircraft vertical reference system.
• Adjusting the antenna tilt control will cause the center of the radar beam to scan above or below
the plane of the attitude reference system.
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More simply, a too low setting will result in excessive ground or sea returns while a too high tilt
setting (although excessive returns are eliminated) can result in the radar beam passing over the top of
a weather target.
For detecting weather targets at long ranges and to allow adequate time for planning the proper avoid-
ance path, the tilt angle should be set for a sprinkle of ground target returns on the display. By slowly
raising the tilt angle, weather targets will emerge from the ground returns because of their height above
the ground. In order to minimize ground returns when closely examining weather targets below the
aircraft flight level, select the shortest range that allows full depiction of the area of interest.
16.3.2 Over Scanning and Tilt Management
When flying at high altitudes, the use of proper tilt management ensures observation of weather targets
without over scanning. For example, a low altitude storm detected on the long-range setting may
disappear from the display as it is approached. While it may have dissipated during your approach
toward the storm, don’t count on it. It may be that you are directing the radiated energy from the
antenna above the storm as you get closer. Judicious management of the antenna tilt control will avoid
over-scanning a weather target.
16.3.3 General Operation
To set the antenna tilt to optimize the radar’s ability to quickly identify significant weather, follow these
steps:
1. Select the WX (weather) mode of operation. Adjust Brightness control as desired.
2. Select the 40 or 80 nm range.
3. Adjust the antenna tilt control down until the entire display is filled with ground returns.
4. Slowly work the antenna tilt up so that ground returns are painted on or about the outer one third
of the indicator area.
5. Watch the strongest returns seen on the display. If, as they are approached, they become weaker
and fade out after working back inside the near limit of the general ground return pattern, they
are probably ground returns or insignificant weather. If they continue strong after working down
into the lower half of the indicator, you are approaching a hazardous storm or storms and should
deviate immediately.
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6. Examine the area behind strong targets. If radar shadows are detected you are approaching a
hazardous storm or storms and should deviate immediately, regardless of the aircraft’s altitude.
If weather is being detected, move the antenna tilt control up and down in small increments until
the return object is optimized. At that angle, the most active vertical level of the storm is being
displayed.
16.3.4 Separation of Weather and Ground Targets
One of the most difficult tasks when using airborne weather radar is separating weather targets from
ground targets. This is especially true since the maximum return from a storm cell occurs when the
radiation beam is centered on the rainfall shaft. In many cases, this shaft may be no higher than 5,000
feet thus requiring some antenna down tilt to observe it. If you are flying at an altitude considerably
above this, the antenna beam will also intersect the ground, thus masking the storm cells with ground
targets. Proper adjustment of the antenna tilt will assist you in target separation.
Significant weather will show a stronger return than

ground return at shallow angles.
Note the Radar Shadow behind the red cell as shown
from no ground returns in the far side of the dis-
played cell.
Raise tilt until a weather target emerges from the

ground returns.

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16 Weather Radar
16.3.5 Shadowed Areas
Extremely heavy rainfall can reduce the ability of the radar energy to penetrate a weather cell and
present a complete picture of the weather area. This condition is referred to as “radar attenuation”. Un-
der these conditions ground returns can be helpful in analyzing the weather situation. Tilt the antenna
down and observe the ground returns around the displayed cell. If no ground returns are displayed on
the far side of the displayed cell (shadowed area), heavy rain may be blocking the radar energy. This
could mean that a larger area of precipitation exists than that which is displayed.
WARNING: AVOID AND NEVER PENETRATE A SHADOWED AREA.

17 Limitations
17.1 Take-Off and Landing Temperature Limits - (AFM)
Take-Off and Landing Temperature Limits - (AFM)

- Minimum -65◦ F / -54◦ C
- Maximum 120◦ F / 49◦ C
Take-Off and Landing Altitude Limits - (AFM) 10,000 feet

If pressure altitude is below -1000 feet, use performance data for –1000
feet
Runway Slope Limit - (AFM) +/-2%
Crosswind Values - (Take-off and Landing)

The maximum demonstrated crosswind component is 29 knots and is not
an AFM limitation. However, a component at or near 26 knots with higher
gusts should be considered operationally unacceptable.
Maximum Tailwind Component for Take-off and Landing 10 kts
Maximum Operating Altitude (AFM) 42,000 feet
Chine Tires - (AFM)

Must be installed on nose wheels to permit take-off in standing water or
slush.
Maximum Tire Ground Speed 182 kts

If this limit is exceeded, all tires should be inspected for possible tread
separation.
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185
17 Limitations
17.2 Maximum Speeds
MODE A MODE B
(and all airplanes not dual VMO
equipped)
When in-flight gross weight ex-
ceeds 172,000 pounds or ZFW
exceeds 136,000 pounds, oper-
ate in VMO MODE B for the en-
tire flight (AFM).
Maximum Operating Speed VMO : VMO :

380 kts. at sea level 350 kts. at sea level
389 kts. at 5,000 ft. 352 kts. at 5,000 ft.
398 kts. at 10,000 ft. 355 kts. at 10,000 ft.
404 kts. at 15,000 ft. 359 kts. at 15,000 ft.
409 kts. at 20,000 ft. 363 kts. at 20,000 ft.
411 kts. at 21,500 ft. 369 kts. at 25,000 ft.
372 kts. at 26,500 ft.
MMO : MMO :
.90 Mach above 21,500 ft. .90 Mach above 26,500 ft.
Landing Gear Operating Extending: 270 kts. or .83 Mach

(VLO /MLO ) Retracting: 200 kts. See Note 5.
Landing Gear Extended 320 kts. or .83 Mach

(VLE /MLE )
Wing Flaps Operating and Ex- 2◦ - 230 kts.

tended 5◦ - 215 kts.
15◦ - 205 kts.
25◦ - 185 kts.
30◦ - 180 kts.
40◦ - 170 kts.
* One or More Leading Edge 240 kts.

Devices Extended , One or More
LED’s Extended with T.E. Flaps
up
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17 Limitations
Fuel Dumping Same as VMO /MMO
** One or Both Yaw Dampers -100 Series -200 Series

Inoperative 350 kts. at 22,000 ft. and below 350 kts. at 25,000 ft. and below
340 kts. at 23,000 ft. 310 kts. at 26,000 ft.
320 kts. at 24,000 ft. 300 kts. at 27,000 ft.
300 kts. at 25,000 ft. 290 kts. at 28,000 ft.
280 kts. at 26,000 ft. 280 kts. at 29,000 ft.
270 kts. at 30,000 ft.
* 1. Maximum Operating Speed

VMO /MMO shall not be deliberately exceeded in any regime of flight (climb, cruise or descent). If
Mach/Airspeed Warning "cricket" sounds before VMO /MMO is indicated, the point at which the warning
cricket sounds becomes limiting.
Normally observe limiting speed by reference to the VMO pointer or combined VMO /MMO pointer (as
applicable) on the Airspeed or Mach/Airspeed indicator.
** 3. L.E. Flaps (Amber) Light on After Flaps Retracted
Provided all leading edge devices appear, from visual inspection, to be retracted and airplane flight
characteristics are normal, VMO /MMO may be considered the limiting speed.
***4. One or Both Yaw Dampers Inoperative
Normal operation above 26,000 feet (-100 series) or 30,000 feet (-200/200A series) is not permitted
with one or both yaw dampers inoperative. If failure occurs above the applicable altitude, descend at a
speed not to exceed Mach .80 or 280 knots (-100 series), 270 kts (-200/200A series), then observe table
limits.
5. Gear Recycle
If necessary to recycle gear after initial gear retraction after take-off, monitor Flap/Speed/Gross Weight
schedule during gear retraction.
17.3 Fuel Limitations
Tank Capacities
727-100/-200
Outboard Tanks, No. 1 and No. 3 (Each): Approx. 12,000 lbs
Center Tank, No. 2: Approx. 27,500 lbs
Total Fuel Load: 51,500 lbs
727-200A
Outboard Tanks, No. 1 and No. 3 (Each): 11,926 lbs
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17 Limitations

Center Tank, No.2: 30,351 lbs
Total Fuel Load: 54,203 lbs
Minimum tank fuel temperature -37◦ C

Fuel freezing temperature is about -40◦ C
Maximum tank fuel temperature (AFM) +49◦ C
17.4 Weight Limitations
-100 Series -200 Series -200A Series

Maximum Take-Off Weight 163.500 lbs. 172,400 lbs. 177,900 lbs.
This is the maximum allowable gross weight
at brake release, just prior to take-off roll. To
obtain Maximum Ramp Weight (AFM), add
600 pounds. Maximum Ramp Weight is a
structural limit for taxiing.
Maximum Landing Weight (AFM)

-Flaps 30◦ 137,500 lbs. 150,000 lbs. 150,000 lbs.
-Flaps 40◦ 137,500 lbs. 142,500 lbs. 142,500 lbs.
This is a structural limit. All weight in excess
of maximum landing weight must consist of
disposable fuel.
"Operational" Maximum Zero Fuel Weight 120,000 lbs. 135,400 lbs. 137,400 lbs.
The operational zero fuel weight is a result
of subtracting 600 lbs. from the FAA Cer-
tificated Zero Fuel Weight (AFM) to aid load
agents in determining allowable payloads.
This 600 lbs. must be added to the zero fuel
weight on the OK-85 form to determine the
aircraft’s actual zero fuel weight. Certificated
Zero Fuel Weight is a wing structural limit.
All weight in excess must be fuel.
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17 Limitations
17.5 Anti-Ice Limitations
17.5.1 Engine Anti-Ice (AFM)
Engine anti-ice must be on during all ground and flight operations when icing conditions exist or are
anticipated, except during climb and cruise when the temperature is below –10◦ C TAT. Engine anti-ice
must be on prior to and during descent in all icing conditions, including temperatures below –10◦ C.
Icing Conditions are defined in chapter 11 Ice and Rain protection.
In-Flight Minimum N1 When Penetrating:
Icing 55%
Moderate to severe icing and TAT below -6.5◦ C (-
70◦ F)
Wing Anti-Icing with one POD engine 75%
17.5.2 Engine Or Wing Anti-Ice
Wing anti-ice switches must be in closed position during take-off until 1000 feet AFL.
Warm Weather Operation
Do not operate engine and wing anti-ice in flight at engine powers greater than maximum cruise thrust
when the total air temperature is above +10◦ C. Prolonged operation under these conditions may reduce
the hail resistance of the wing leading edges or engine cowl skins.
17.5.3 Window Heat (AFM)
Window heat must be turned on to the No. 1 and No.2 windows for all normal flight operations, and
must be turned on 10 minutes prior to take-off.
Airspeed is restricted to a maximum of 250 knots below 10,000 feet (and above 10,000 feet whenever
birds are likely to be encountered) when of the following conditions exist:
Window heat to No. 1 or No. 2 window not on HIGH
Window heat not on HIGH prior to descent
Window heat inoperative to No. 4 or No. 5 window
17.6 Autopilot Limitations

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17 Limitations
Maximum Operating Airspeed/Mach No VMO /MMO

Minimum Altitude (AFL) for Engaging Autopilot (AFM) 1,100 ft.
Enroute Including Climb and Descent (excluding approaches)
Minimum Altitude (AFL) for Use of Autopilot During Approach
-ILS coupled approach
IFR weather conditions 80 ft.
VFR weather conditions 50 ft.
-non-precision approach 50 ft. below ceiling or
MDA for approach used
The autopilot is approved for automatic ILS approach with one
engine initially inoperative and the airplane trimmed for the con-
dition. If an engine failure occurs while executing an approach in
the ‘A’ or ‘B’ mode, discontinue the automatic approach
17.7 APU and External Power Limitations
17.7.1 Operation (AFM)
The Auxiliary Power Unit may be operated on the ground only.
17.7.2 EGT (AFM)
Maximum (Loaded) 710◦ C

Shut Down APU if the EGT exceeds this value
Maximum (Unloaded) 350◦ C
17.7.3 Starter Motor Duty Cycle
One (1) Minute on 4 Minutes off.
17.7.4 APU Generator
Frequency 400 ± 10 Hz
Voltage 115 ± 5 VOLTS
Maximum Continuous Electrical Load 165 AMPS
17.7.5 External Power

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17 Limitations
Frequency 400 ± 10 Hz
Voltage 115 ± 5 VOLTS
Maximum Continuous Electrical Load 165 AMPS
17.8 Electrical Limitations
17.8.1 Generators
Generator Frequency 400 ± 8 Hz

Generator Voltage 115 ± 5 VOLTS
Generator Load (continuous) 36 kW
(5 minutes) 54 kW
AC Load Division (difference between any two generators during parallel operation):
Real Load 7 kW
Reactive Load 3 KVAR
17.8.2 Constant Speed Devices
IN temperature between 127◦ and 140◦ C 2 hours

IN temperature between 140◦ and 160◦ C 50 minutes
17.8.3 Transformer Rectifier
Minimum Voltage Under Load 24 VOLTS

Maximum Load per T/R 50 AMPS
17.9 Flight Control Limitations
17.9.1 Stall Warning System
One stall warning system must be operative for all normal flight operations
17.9.2 Rudder and Aileron Trim
If more than 2 units of rudder or aileron trim are required in normal cruise, Maintenance correction is
necessary at the next Dreamfleet Maintenance base prior to further passenger flight.
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17 Limitations
17.9.3 Speed Brake Operations (AFM)
Do not use speed brakes in flight with wing flaps extended
17.9.4 Flap Operation (AFM)
In flight during normal retraction or extension, flap control handle must remain in 2◦ gate position until
appropriate symmetrical leading edge device position is verified.
The maximum altitude for operation with flaps extended is 20,000 feet.
Do not extend flaps beyond 30◦ when gross weight exceeds:
100 Series 137,500 lbs

200 Series 143,500 lbs
200A Series 143,500 lbs
17.9.5 Alternate Flap Operation
One full cycle (up and down), then 25 minutes off

Ground
Ten (10) minutes of operation, then 25 minutes off
17.10 Hydraulics Limitations
17.10.1 Hydraulic Fluid Quantity
Minimum at gate, System A 3.5 gal

Minimum for take-off:
System A 3.0 gal
System B Full
Standby 0.28 gal
17.10.2 Hydraulic Pressure
Minimum (no system actuated and interconnect closed) 2800 psi
System B Minimum Pressure

Interconnect closed:
One B Pump On 2800 psi
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17 Limitations

Interconnect open:
Both B pumps On 2800 psi
One B Pump On 2300 psi
If below 2300 psi but not below 2100 psi make a numbered entry in log.
Corrective action may be deferred
If below 2100 psi, make regular ‘Mechanical Discrepancy’ log entry. Corrective action is
required before further flight
Normal operating maximum 3175 psi

Maximum (system relief pressure) 3500 psi
Airplane may not be dispatched with output of any pump above 3175 psi.
In flight any pump whose output is above 3175 psi but less than 3500 psi should be turned off except
for landing.
Above 3500 psi, turn off pump
17.10.3 Pneumatic Brake
Pneumatic Brake Pressure 1200±50 psi at 70◦ F

Anti Skid System
Anti Skid must be off when taxiing in congested areas.
17.11 Power Plant Limitations (JT8D-1A and -7A)
17.11.1 Instrument Markings

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17 Limitations
Red Radial Maximum and Minimum

limits
Yellow Arc Precautionary Range
Green Arc Normal Operating Range
Red Arc Prohibited Operating
Range
17.11.2 Exhaust Gas Temperature, EGT
OPERATING CONDITION TEMPERATURE LIMIT TIME

◦C
Starting:
At or Below 59◦ F OAT 350◦ Momentary
Above 59◦ OAT 420◦ Momentary
Idle:
With no air bleed 420◦
Bleed valves open 480◦
Maximum Cruise Thrust: 510◦ Continuous

Maximum Continuous & Normal Climb: 545◦ Continuous
Take-Off: 590◦ 5 minutes

Acceleration: 590◦ 2 minutes
(Rapid power application)
Starting EGT Limit

If start EGT is exceeded for any period of time, immediately shut down the engine. Record peak EGT
and duration of the overtemp in the log. Maintenance actions is required before another start attempt.
Idle EGT
If the idle EGT exceeds 420◦ C (bleeds closed) or 480◦ C (bleeds open) make a numbered ‘Info to
Maintenance’ entry in the log. These temperatures are not limitations but merely guideline values.
EGT Limits other than starting
If EGT reached 590◦ to 610◦ for 5 seconds or less, operate engine at reduced power to bring EGT
within limits. Record peak EGT and duration of the overtemp in the log. Maintenance will accomplish
a visual check of the inlet and exhaust section at the next point of landing. If more than 5 seconds or
610◦ C is exceeded, an engine change is required.
Recommended take-off power
When conditions permit, take-off power should be limited to three minutes to prolong engine life.
17.11.3 Oil Pressure

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17 Limitations
Normal 40-55 psi

Undesirable 35-40 psi
Minimum 35 psi
Maximum 55 psi
- make a numbered log entry if oil pressure exceeds 55 psi
17.11.4 Oil Temperature (AFM)
Maximum for Continuous Operation is 120◦ C.

Maximum for 15 Minutes is 121◦ C - 157◦ C.
17.11.5 Oil Quantity
Minimum oil quantity per engine for dispatch is 4 quarts + 2 qt/hr/eng
17.11.6 Reverse Thrust
Do not operate thrust reversers in flight (AFM).

With airplane static, do not operate thrust reverser (for ground checking) in excess of 10 seconds; do
not exceed 80% N1 RPM and do not repeat cycle sooner than 3 minutes.
17.11.7 Engine Ignition
Engine ignition must be on for take-off and landing (AFM).
Start Ignition Duty Cycle 2 minutes ON

(high ignition) 3 minutes OFF
Second attempt 2 minutes ON
23 minutes OFF
17.11.8 Starter Duty Cycle
First attempted start 1 minute ON

1 minute OFF
Subsequent attempts 1 minute ON
5 minutes OFF

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17 Limitations

18 Planning and Performance
In this chapter planning and performance of the Greatest Airliners 727 shall be discussed rather briefly.
All charts that are needed to plan and carry out a flight are given in a separate file – the QRH or Quick
Reference Handbook, as well as appearing on the Flight Simulator electronic kneeboard. This chapter
will discuss flight planning and aircraft performance in general only.
Flight planning can be divided roughly into three parts:
• Lateral navigation – where do you want to go?

• Weight & balance – Who and what is flying with you ?
• Fuel planning – How much fuel do you need to get there ?
You’ll agree that fuel planning and weight & balance interface and the borders are difficult to locate.
Basically planning of a flight is performed according the order shown in the following graphic:
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197
Several tools are offered for flight planning all with different features. It is the users decision whether
to use such a tool or not. The following (probably incomplete) list gives just an overview of some tools:
• FS Navigator by Helge Schröder
• Flight Operation Center, FOC by Urs Wildermuth & Heinz Oetikers
• FS Build by Ernie Alston
• Keroplan by Mario Fiebig
Keep in mind that every tool uses different performance data for computing. To verify the computed
values or do all the flight planning manually you will find all necessary charts in the QRH.
Nevertheless some data is not available in charts (such as fuel consumption during taxiing) and will be
provided in the following section. Furthermore some comments about fuel conservation will be given.
18.1 Additional performance data
18.1.1 Flight Planning
Safety is the number 1 goal during flight but try to reduce fuel consumption as much as possible. The
following sections provide some information how to save fuel.
18.1.2 Fueling
Try to load as less fuel as possible. Choosing another alternate airport or the route contingency might
help to reduce the needed amount of fuel.
18.1.3 APU
Try to use GPU’s instead of the APU. A GPU uses up to 20 times less fuel than the APU.
Passenger comfort has high priority and when weather conditions make air condition necessary, start
the APU.
In case the APU shall be turned off but will be needed in again in 15 minutes or less, leave the APU on.
Average fuel consumptions of the APU:
Status Fuel usage (lb/min)

Idle 1.6
Elec. 2.6
Elec. & Air. 4.8
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18.1.4 Taxi out
Fuel flow during taxiing is about 20 pounds of fuel per minute per engine.
To save fuel taxi out of the gate with 2 engines (No. 1 & 3) running. Start up the third engine (No. 2)
approx. 3 minutes but at least 2 minutes before takeoff. If all engines are running and an extensive taxi
delay occurs (8 minutes or more) consider shutting down the number 2 engine.
Always takeoff from a runway in the direction of flight to save fuel. Taxiing with 60 pounds per minute
is more economical than turning during climb at over 500 pounds per minute fuel flow.
18.1.5 Takeoff
Use reduced thrust for takeoff whenever possible. For the following conditions the use of reduced
thrust is not authorized:
• Takeoff with tailwind
• Ambient temperature is below +6◦ F (-14◦ C)
• Shortened runway
• Wet snow, slush, ice or water standing on the runway
• Tailskid locked in an extended position
• Engine anti-ice is ON
• Any engine EPR gauge is inoperative
• When USE MAXIMUM TAKE-OFF EPR is shown on the airport data sheet
Flap 15◦ is the flap setting to use for takeoff. Retract flaps according flap retraction schedule to save
fuel.
At high altitudes and hot weather consider takeoff with flaps 5˚. Flaps 5◦ provide more acceleration,
higher climb rate and earlier flap retraction.
Consider using flaps 5◦ for ferry flights or very light passenger load conditions
18.1.6 Climb
Climb according flap retraction schedule and establish climb in clean configuration as soon as possible
to reduce drag.
When a direction change immediately after takeoff is planned leave the flaps extended until the turn is
finished to reduce the flown distance due to lower speeds. Use maneuvering speed plus 10 knots. When
cleared to turn, use 25◦ to 30◦ bank. When the turn is performed continue climb with normal climb
speeds.
In case the departure leads over oceanic waters consider accelerating to 310/320 knots climb speed.
Remember to turn ON window heat when speed exceeds 250 knots.
199
Optimum climb speed above FL-100 is 310 knots / .78 Mach. With strong headwinds climb with
320-340 knots / .78-.80 Mach. Reduce climb speed at least 280 knots / .78 Mach when encountering
tailwinds.
If ATC stops climb at an intermediate level, do not increase airspeed but maintain 320 knots. If you
will be at an altitude more than 4,000 ft below optimum altitude for more than 5 Min go to Long Range
Cruise, LRC. Follow normal procedures for pack and cooling door operation.
18.1.7 Cruise
Always cruise at optimum altitude that is dependent of the actual gross weight and thus changes with
weight changing due to fuel burn. Adjust power setting every 10 minutes during cruise to prevent fuel
waste caused by exceeded cruise speeds.
The most economical cruise speed is .78 Mach.
Before accepting an altitude from ATC check that the aircraft will be able to reach and cruise at the
given altitude for the entire remaining flight time. Do not accept altitude if more than maximum cruise
thrust will be needed to cruise at projected TOC gross weight and OAT.
As anti-ice increases fuel consumption anti-ice should be off when not required.
18.1.8 Descent
Use the DME to accurately fix the point when beginning descent.
If you are unable to reach a crossing altitude and distance simultaneously, and cannot get relief from
ATC on either altitude or airspeed, it is more economical to overshoot and correct with speedbrake than
to undershoot and have to add thrust
Economy gets worse as you descend so add power early in the descent when low on descent profile.
An alternate descent using zero flaps, gear up and speedbrakes extended at an indicated airspeed of 280
knots may be used when required by turbulence.
Avoid rapid speedbrake extension for passenger comfort.
When extending speedbrakes during descent set speedbrake according the following table.
IAS Max. speedbrake lever setting

400 20%
340 30%
290 40%
On levelling out at the desired airspeed, the speedbrakes should normally be lowered before adding
power.
In icing conditions the speedbrake may be used to assist in maintaining speed and descent control while
appropriate thrust for anti-icing is used. If a still greater descend rate is needed, the landing gear may
be lowered.
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Normal Descent
The optimum descent for fuel consumption is with flight idle thrust (approx. 55% N1 ) at .78 Mach or
280 knots whichever is slower. The reason for the 55% N1 limit is that engine oil pressure will not
be sufficient below 55% N1 . The oil pressure warning lights will illuminate in case a low oil pressure
condition is detected. The descent rate achieved is approx. 2,000 fpm. Do not exceed 250 knots below
10,000 ft.
Descent variations
A clean configuration is the preferred descent profile.

Descents with extended flaps and/or gear are noisy and fuel consuming.
Even though clean configurations are preferred use the speedbrakes when needed to maintain the de-
sired descent profile.
High Speed Descents Maintain cruise Mach to VMO (barber pole) minus 15 knots, then hold VMO
minus 15 but do not exceed 250 knots. Use thrust to vary altitude profile. Average rate of descent is
about 3,200 fpm.
Remember the high indicated airspeeds reduce maneuverability, may reduce passenger comfort and
increase the aircrafts stress levels during turbulence and manueuvering. A high speed descent from
FL-300 can save about 5 minutes. This is not recommended as a normal procedure, only when circum-
stances dictate.
High Angle Descents If descent is delayed from the normal TOD point, a steeper angle of descent
must be used. To avoid excessive speed build-up, the configuration is changed to produce more drag.
Three configurations can be used; they are listed in order of preferred use. They give approximately
twice the normal descent angle.
• Descent with Speedbrake

Reduce throttles to idle, extend the speedbrake and descend at normal descent speeds
• Descent with Gear Extended

Observe the gear operating placard; set the throttle to idle before extending the gear. To minimize
noise and annoyance to passengers, reduce to a lower speed. Advise passengers prior to this
action
• Descent with flaps extended

Observe the 20,000 ft flap extension limit, set throttle to idle and observe flap limit speeds.
The high electrical loads imposed by the pack cooling fans increase the possibility of generator
underspeed trips with throttles at idle.
18.1.9 Holding
The flight crew can improve fuel efficiency while holding by:
201
• Slowing the airplane as soon as possible when a hold is expected
• Flying the holding airspeed found in the performance charts
• Using the longest legs possible and keeping the airplane in a clean configuration
• 20,000 ft is a compromise between high and low holding and decreases climb fuel requirements
in the event of diversion
18.1.10 Approach
Maintain a clean configuration as long as possible.

Extend flaps near the minimum maneuvering speed and use the flap position necessary to meet speed
requirements.
Delay gear extension as long as possible.
Always be in the landing configuration and stabilized by 500 feet.
18.1.11 Taxi-In
After landing shut down No. 3 engine after 3 minutes. The three minutes limit is if over 70% N1
reverse thrust was utilized.
18.2 Rules of thumb
Here you find some rules of thumb for flying the 727. Thanks to John Hedges (www.boeing-727.com)
!
18.2.1 Landing
Use the following formula to determine the flaps 30 landing speed VRe f :
weight−100,000 1
VRe f = 1,000 · 2 + 107
Example: Weight = 140,000 lbs: VRe f = 140,000 −100,000 1

1,000 · 2 + 107 = 40 · 21 + 107 = 127kts
The formula differs slightly for flaps 40:
weight−100,000 1
VRe f = 1,000 · 2 + 104
18.2.2 Other speeds
You can use the same formula to determine the landing speeds for flaps 0, 5 and 15
Flaps Formula & Example (140,000)

202

weight−100,000 1
0 VRe f = 1,000 · 2 + 167 VRe f = 40 · 21 + 167 = 187kts
weight−100,000 1
5 VRe f = 1,000 · 2 + 137 VRe f = 40 · 21 + 137 = 157kts
weight−100,000 1
15 VRe f = 1,000 · 2 + 122 VRe f = 40 · 21 + 122 = 142kts
18.2.3 Takeoff
There is also a rule of thumb to estimate the V2 for takeoff. The estimated landing speed helps to
calculate the V2 speed. Just keep in mind that V1 = VR ≈ Vre f for flaps 40. See formula above for flaps
40 landing speeds
Flaps 15 Flaps 5 Flaps 25

V2 = V 1+ 12 V2 = V1 + 20 V2 = V1 + 4
Example : 140,000 lbs Example : 140,000 lbs Example : 140,000 lbs
V2 = V 1+ 12 = 124 + 12 V2 = V1 + 20 = 124 + 20 V2 = V1 + 4 = 124 + 4
⇒ V2 = 136kts ⇒ V2 = 144 kts ⇒ V2 = 128kts
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18.2.4 Climb
727-200 727-100
weight−100,000 weight−100,000 1
best climb speed = 1,000 · 12 + 270 best climb speed = 1,000 · 2 + 280
Example for 140,000 lbs Example for 140,000 lbs
best climb speed = 140,000−100,000 · 1 + 270
1,000 2 best climb speed = 140,000−100,000 · 1 + 280
1,000 2
best climb speed = 20 + 270 = 290kts best climb speed = 20 + 280 = 300kts
1A big thanks to Roberto Stopnicki for contributing those tables as well as some corrections to the formulas !
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18.2.5 Descent
Best Descent Rate:
Flight Level
Distance = 3 · 10 (approx 280 kts, 2500 fpm sink rate)
An example for FL-350: Distance = 3 · 350
10 = 3 · 35 = 105
Best Descent Gradient:
In case you want to follow a selected gradient during descent you have to determine a useful sink
rate. To determine the angle of your flight path simply divide your Flight Level by Distance, i.e.
FL-200 = 4◦ descent angle. Now use the following formula to estimate the necessary sink rate:
50nm
speed
sink rate = descent angle 60 · 100
Example: The descent angle is 4◦ and your descent speed will be 300 kts:
sink rate = 4◦ · 300
60 · 100 = 4 · 500 = 2, 000fpm.
18.2.6 Cruise
To estimate the initial cruise EPR use the following formula:

2·Flight Level weight−100,000
10 + 2,000
EPR = 1 + 10
Example: Cruise @ FL-330 and weight=140,000 lbs
2·FL-330 140,000 −100,000
10 + 2,000
EPR = 1 + 10 = 1 + 66+20
10 = 1 + 0, 86 = 1, 86 See the following table for
computed values according this formula:
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18.2.7 Temperature

To obtain ISA: ISA ≈ 15◦C − 2 · altitude i.e. @ 33,000ft: ISA ≈ 15◦C − 2 · 33,000 = −51◦C
1,000 1,000
To obtain TAT from ISA @M0.80: add 30
18.2.8 Approach Speed Power Setting (30◦ flaps)
Fuel flow for approach should be around 3,500 lbs. A heavy –200 will need a little more.
19 Aircraft Model & Virtual Cockpit
IMPORTANT!
Aircraft models and their various features are selected from both the FS aircraft menu and the Config-
uration Manager Utility. Please read the manual for the Configuration Manager for information about
its features and what can be selected via it.
Please note that when using one of the models with the VC option selected, whilst you are in the VC
there is no exterior model visible should you move your eyepoint outside the cockpit. This is intentional
as there’s little point in dragging down PC performance for something you shouldn’t be looking for. To
view the exterior model, you should use spot view.
19.1 External Aircraft Model
19.1.1 Opening and closing doors
There are 3 doors (4 on the freighter versions) that can be opened/closed on the Greatest Airliners 727.
The forward passenger door, the rear airstair, the forward cargo hold and on the freighter versions the
main cargo door.
To open the forward passenger door; Use the default FS key command of Shift + E i.e quickly tap
the Shift key and E key simultaneously. Repeat this to close the door.
To open the rear airstair; Use the default FS key command for door 2 which is Shift + E + 2 i.e.
quickly tap the Shift key and E key simultaneously followed by the 2 key – the one along the top of the
keyboard. Again, repeat this to close the airstair.
To open the cargo doors; Use the key command for Wingfold and Tailhook to open and close these
doors.
The Wingfold and Tailhook commands are NOT assigned keys by default in FS, therefore, you will
need to assign key commands for them to work. This is done using the drop down menu in FS under
Options / Controls / Assignments. If you have not already assigned key commands for these functions,
a combination of the keys in the lower left of the keyboard is probably most convenient. For example
Ctrl + \ and Ctrl + Shift + \. However, any unassigned key combination that you prefer is fine to use.
19.1.2 Control Surfaces
You may notice that whilst in flight and using the Speedbrakes, the innermost panels on the wing
remain closed. This is quite normal as these panels are only seen in operation after landing when the
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Speedbrake panels act as Ground Spoilers, messing up the flow of air across the wing surface and
destroying lift to reduce the possiblity of the dreaded bounce!
Another feature you may notice (especially if you take a moment to look out of a passenger window at
the wings), is that once the flaps have fully retracted, the outboard Ailerons no longer operate. Again,
this is quite normal and happens by design. The 727 wing has both inboard and outboard Ailerons as
well as having the Speedbrake panels acting as Spoilerons. With flaps up and flying at speed, the use
of all these surfaces would make the aircraft overreact to the slightest of control inputs, so the outboard
Ailerons lock in place.
19.1.3 Sounds
Sound plays an important part in creating the feeling of being there. So apart from the fact the Greatest
Airliners 727 uses faithfully reproduced engines sounds, it includes over 80 flightdeck sounds, these
include Captain and First Officer callouts during the engine start routine, TCAS, Windshear and GPWS
warnings, the First Officer calling the Outer Marker and then altitude on approach as well as calling
lights on/off as you descend/climb through 10,000 ft (that refers to the landing lights) plus many more.
For environmental sounds that can be heard from the flightdeck, you will notice amongst other things,
the sound of the wheel brakes, an increase in wind noise when the landing gear is extended (reducing as
airspeed reduces), an increase in wind noise when the speedbrakes are used. What you will not notice
from the flightdeck is the sound of the APU; it’s at the other end of the aircraft and simply can’t be
heard from where you’re sitting....in fact the engine start is barely perceptable from the flightdeck as
well.....just like on the real 727.
19.2 3-D Virtual Cockpit
To acess the virtual cockpit from the 2-D cockpit, press the S key.
The Greatest Airliners 727 features a fully interactive virtual cockpit. With the exception of the Flight
Engineers panel, every gauge, knob and lever that can be operated in the 2-D cockpit, can also be
operated in the virtual cockpit.
In case you find the yoke disturbing the view on the panel you can remove it from the VC by clicking
at it’s base. To reactivate the yoke again simply click on the base in the floor again.
A comment that was made during the testing of this aircraft was along the lines of; although the VC
panel is as clear and legible as its 2-D counterpart, why does the coaming in front of the Captain look
different? Take a look, you’ll see what they meant. Then lower the eyepoint to where it would be if you
were taking a photograph of the panel straight on......yes, the coaming now looks like the 2-D panel. In
reality, the coaming is closer to the eye than the panel itself and the 3-D world of the VC shows you
what the Captain would see.
19.2.1 Moving around the VC
You may want to fly from the First Officers seat or indeed take a rest in the jumpseat. This can be done
in a number of way including using the key commands within FS. Alternatively, Flight1 has a free
208
utility that will allow you to easily move around the flightdeck as well as allow other special viewing
features. To get the free Flight1 utility, visit www.flight1.com and click on the free downloads link.
Using commercial programs like Active Camera or IGFly Walk and Follow is possible as well to move
around the virtual cockpit.
Index
2d Panels, 18 Electrical
Keyboard Shortcuts, 22 AC Meter, 88
Panel Window Controller, PWC, 20 Constant Speed Device, CSD, 85
DC Meters, 89
Aircraft Model Essential Bus, 86
Moving Control Surfaces, 202 External Power Connector, 87
Opening/Closing Doors, 202 Field Switch, 86
Sounds, 203 Galley Power Switches, 87
Anti Ice Generator Breakers, 86
Engine Anti-Ice, 153 Generator Disconnect Switches, 86
Operation, 154 Load Bus, 87
Pitot Heat, 156 Master Battery, 85
Rain Protection, 157 Standby A/C Bus, 86
Window Ice Protection, 155 Tie Bus, 87
Wing Anti-Ice, 151 Transformer Rectifiers, 89
Operation, 152 Engine Start
APU, 76 Overview, 101
Controls, 77 Engines
Shutdown Sequence, 81 N1 Gauge, 70
Startup Sequence, 80 N2 Gauge, 70
Autopilot, AP, 145 EGT Gauge, 70
EPR Gauge, 69
Click Spots, 13
Fire Protection, 74
Communication System, 137
Fuel Flow Indicator, 70
MIC Selectors, 138
Ignition System, 71
Transponder, 141
Main Instruments, 69
Controls
Oil System, 72
Brake Power, 15
Low Pressure Light, 74
Joystick, 15
Overview, 67
Sensitivity, 15
Reverser Light, 69
Trim speed, 15
Flight Controls
EFIS Panel
Ailerons, 116
EADI, 165
Elevators, 116
Engine Instruments, 169
Elevator Trim, 117
Main View Differences, 162
Flaps, 120
Navigation Display, ND, 165
Rudders, 118
ARC Mode, 168
Spoilers, 119
Map Mode, 167
Flight Director, FD, 142
Rose Mode, 168
Flight Instruments
209
210
Index
Air Speed Indicator, ASI, 123 Pneumatic Brake, 113

Attitude Director Indicator, ADI, 122, 123
Chronometer, 128 Hydraulics
Flight Control Situation Indicator, 129 Standby System, 95
Flight Mode Annunciator, 130 Operation, 95
Ground Proximity Warning System, GPWS, System A, 92
132 Operation, 93
Horizontal Situation Indicator, HSI, 125 System B, 93
Instrument Comparator, 131 Operation, 94
Radar Altimeter, 127
Icing Conditions
Radio Magnetic Indicator, RMI, 127
Definition, 149
Standby Altimeter, 129
Installation, 16
Standby Artificial Horizon, 128
Vertical Speed Indicator, VSI, 124 Lighting, 51
Frame Rate, 14 Exterior, 53
Frame Rates, 13 FE Lower Panel, 52
Fuel Interior, 51
Boost Pump Low Press Lights, 59 Radio Panel, 53
Boost Pump Switches, 59 Limitations
Crossfeed Valves, 60 Anti-Ice, 184
In Transit Lights, 60 APU and External Power, 185
Switches, 60 Autopilot, 184
Crossfeeding, 61 Electrical, 186
Distribution Table, 63 Flight Controls, 186
Dumping, 65 Fuel, 182
Heat, 61, 64 Hydraulics & Pneumatic Brake, 187
Operation, 64 Maximum Speeds, 181
Operating Technique, 61 Power Plant, 188
No. 2 Tank Supplies all Engines, 62 Take-Off and Landing Temp. Limits, 180
Tank 1 Supplies all Engines, 62 Weight, 183
Tank 3 Supplies all Engines, 63
Tank To Engine, 62 Navigation System, 137
Tanks 1 and 3 Supply all Engines, 63 Automatic Direction Finder, ADF, 139
Wing Balancing Configuration 1, 62 Distance Measuring Equipment, DME, 139
Wing Balancing Configuration 2, 62 Inertial Navigation System, INS, 147
Overview, 71 Marker Beacon, 140
Quantity Indicators, 59 No Equipment Cooling Light, 136
Shutoff Valves, 60
In Transit Lights, 60 Pneumatics and Packs
Switches, 60 Bleed Air Trip Off Lights, 102
Tank Capacities, 61 Bleed Switches, 101
Cargo Heat, 104
Gear & Brakes Cooling Doors, 103
Anti Skid, 113 Automatic Mode, 103
Brakes, 112 Manual Mode, 103
Brakes Low Pressure Warning Light, 112 Duct Pressure Gauge, 102
Gear, 111 Gasper Fan, 104
211
Index
Overview, 97
Pack Temperature Gauge, 103
Pack Valves, 102
Pack Valves Trip Off Lights, 102
RAM Air, 103
Temperature Control, 104
Pressurization
Controls, 106
Operation
Automatic Mode, 107
Manual AC & DC Mode, 109
Standby Mode, 108
Overview, 101
Product Support, 10
Support, 10
Forums, 10
Team, 12
Virtual Cockpit, 50, 203

Moving Around, 203
Warnings
Altitude Alert, 159
Door Annunciator Warning Panel, 161
Engine Failure Light, 159
Flight Control Warnings, 160
Mach airspeed Warning, 158
Master Warning, 161
Stall Warning, 161
Windshear Warning, 159
Weather Radar
Flight Simulator Interface and Settings, 175
Operational Controls, 174
Principle, 170
Thunderstorm Avoidance, 173
Weather Interpretation, 173

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Aircraft Operations Manual

Greatest Airliners 727

December 12, 2005

Sept. 2005, Ingo Voigt

3 2D Panels & Virtual Cockpit 19

4.3.1 Engine Fuel Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

5 Engines and APU 70

8 Pneumatics, Air-condition & Pressurization 100

8.1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

9 Gear and brakes 114

10 Flight Controls 119

11 Flight Instruments 126

12 Nav, Com, Flight Director & Autopilot 139

13 Ice and rain protection 152

15 EFIS panel difference guide 166

16 Weather Radar 174

18 Planning and Performance 196

18.1.6 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198

19 Aircraft Model & Virtual Cockpit 206

IMPORTANT / CRITICAL INFORMATION

Failure to follow this advice will almost certainly ensure operating

1. Start Flight Simulator (FS).

Always save your flight from the 2D cockpit view,

1.1 Product Support

Before you do anything else:

1.1.1 If you still require help:

Product support is available through our web forum system.

• Members of the Development / Publishing Team.

• Flight1 Certified Support Professionals.

• Members of the product’s beta testing team.

• Knowledgeable users of the product who know the correct answer.

1.1.2 About this manual

1.2 The Boeing 727

A very warm thank you!

• Boeing 727-100 passenger

• Boeing 727-200 passenger

• Boeing 727-200 freighter

• Boeing 727-200 passenger with winglet conversion

• Boeing 727-200 freighter with winglet conversion

1.2.2 Introducing the Greatest Airliners 727 development team

Introducing the development team in alphabetical order:

2.1 IMPORTANT INFORMATION!

2.1.1 Click Spots

2.1.2 Computer Performance (Frame rates)

2.1.3 FS Performance Notes

2.1.4 Joystick / Control Yoke Settings

2.2 Installation and Loading

Start FS and proceed to the aircraft menu.

1. 3D outside view with 2D main instrument panel

2. 3D Virtual Cockpit (VC) and panel

4. 3D Spot plane view

• Captains panel landing View

• First Officers View

• First Officers panel landing view

• Flap and Gear Panel

• Wing view: left trailing edge

• Wing view: right trailing edge

• Upper Flight Engineers panel

• Lower Flight Engineers panel

• Wing View: Left leading Edge

• Wing View: Right leading Edge

• Weather Radar panel

• Engine Instruments panel

3.1.1 The Panel Window Controller, PWC