Extra EA-500/config

2018-11-06T18:27:51Z

Evandenberg: new extra500 page

== The EXTRA 500 Menu ==
The Extra 500 has a special menu entry. This menu incorporates special extra 500 functions.

=== Select Livery ===
This opens the livery select menu. Your selection is saved over sessions.

=== Configuration ===
This opens the Extra 500 Configuration Dialog.
Here you can:
* Enable / disable the failure / warning / caution / info messages and the [[Extra EA-500/pitch control|trim panel]]
* Toggle the ELT message over multiplayer chat
* Enable / disable the Startup at last position dialog (shown at session start)
* Enable / disable the 'MakeHuman' pilot/ passenger models. Normally these are triggered on/off in the Fuel and Payload dialog, but with this option you can hide them all independent of the payload selection. For computer systems where these models impact your performance too much.
* Control the IFD boot time with the IFD boot time realism slider
* Control the zoom view
* Control the size of the extra 500 canvas dialogs (so they fit smaller computer screens)
* Toggle where the high resolution Livery version is to be used.

=== Toggle Yokes Visible ===
Toggles the yokes visibility.

=== Toggle Smooth Weather ===
Toggles the [[Extra EA-500/Smooth weather|Smooth weather system]] system on/off.

=== Failure dialog ===
Opens the [[Extra EA-500/failure dialog|Failure dialog]]. You can start breaking things and test your pilot skills.

=== Manual Deice Aircraft ===
For if your aircraft is completely [[Extra EA-500/Icing|iced]] up and you can't get rid off it.

=== Aircraft Checklists ===
Opens the extra500 checklists dialog.

=== Autostart ===
For if you want to GO!!!

=== Wiki (Browser) ===
Opens the extra 500 wiki page in your browser.

=== About ===
Opens the extra500 and flghtgear 'About' windows.

[[Category:Extra]]
[[Category:Aircraft documentation]]

Extra EA-500

2018-09-17T04:16:08Z

Evandenberg: 500 version 5.1

{{:{{PAGENAME}}/info}}
[[File:Extra 500.jpg|thumb|250px|The real Extra 500]]

[[File:Extra500canvas.png|thumb|350px|[[Avidyne Entegra R9]] ]]

The '''Extra500''' is a six-seat single-engined turboprop aircraft produced by the Extra Aircraft company (based at EDLD).

== Status ==
; Flightgear 2018.3.1 and later: Current stable release is 5.1.0 (07.09.2018) and can be downloaded [https://gitlab.com/extra500/extra500/repository/archive.zip?ref=FG%2F2018.3 here] and can be found at the {{fgaddon aircraft source|extra500|text=FGAddon repository}}.

; Flightgear 2018.1.1 and later: Current stable release is 5.0.0 (04.02.2018) and can be downloaded [https://gitlab.com/extra500/extra500/repository/archive.zip?ref=FG%2F2018.1 here] and can be found at the {{fgaddon aircraft source|extra500|text=FGAddon repository}}.

; Flightgear 2017.3.1 and later: Current stable release is 4.4.0 (13.08.2017) and can be downloaded [https://gitlab.com/extra500/extra500/repository/archive.zip?ref=FG%2F2017.3 here] and can be found at the {{fgaddon aircraft source|extra500|text=FGAddon repository}}.

; Flightgear 3.6 (only): Current stable release is 3.2.0 (20.03.2016) and can be downloaded [https://gitlab.com/extra500/extra500/repository/archive.zip?ref=FG%2F3.6.0 here].

; Flightgear 3.4 and later: Current stable release is 2.2.0 (17.07.2015) and and can be found on GitLab. The first stable release (2.0.0) for FG 3.4 can be found on the [http://www.flightgear.org/download/aircraft-v3-4/ flightgear 3.4 download page]

; Flightgear 3.2 and earlier: The last stable release is 1.2.0 and can be found on GitLab.

Alternatively: [[#Download|Download]]

For the (latest) stable release make sure you are on the FG/2018.3 branch!

Since March 2013 D-EKEW, D-LEON, D-STHO are working on this model. They are making use of original data from the Pilot's Operation Handbook. People who have experienced the aircraft in real life help calibrating the FDM as well as tuning the systems behavior.

== About the airplane ==
=== Extra EA-Series ===
The Extra Aircraft company designed several aerobatic aircraft based on the early experimental EA-230 and EA-260, followed by the FAR-23 certified EA-300 series (EA-300, EA-300/S, EA-300/L, EA-300/200, EA-300/LT, EA-330/LC, EA-330/SC). The company introduced the Extra EA-400 in 2001. This is a cross-country airplane with many exclusive features including carbon fiber construction, pressurized cabin, high strut-less wing, and a seating for six.
The EA 400-500 was introduced as a derivative of the EA-400 replacing the piston engine with a Rolls-Royce Model 250-B17F/2 turboprop producing 450 horsepower (340 kW) and driving a MT-propeller 5 bladed propeller. Walter Extra flew the first Extra500 from Germany to Oshkosh, Wisconsin to illustrate its range and capabilities. The most recent changes to the aircraft come from Avidyne with their latest glass avionics: [[Avidyne Entegra R9]].

[[File:Extra500 flightgear2.png|thumb|500px|Extra500 flying in the clouds (2)]]

=== General characteristics ===
{| class="wikitable" cellpadding="2" style="margin-left:auto; margin-right:auto"
|-
!colspan=2| General
|-
|Min. Crew
|1
|-
|Capacity
|5 PAX or 525 kg payload
|-
|Length
|10.1 m
|-
|Span
|11.7 m
|-
|Height
|3.4 m
|-
|Empty weight
|1,420 kg
|-
|Max takeoff weight
|2,130 kg
|-
!colspan=2| Powerplant
|-
|Engine type
|Turboprop
|-
|Engine
|Rolls-Royce Model 250-B17F/2
|-
!colspan=2| Performance
|-
|Cruise speed
|210 kts
|-
|Stall speed (MTOW, Full flaps)
|61 kts
|-
|Max. Range
|2,963 km
|-
|Endurance
|7.9 hours at cruise speed
|-
|Ceiling
|25,000 ft
|-
|Climb rate (S.L.)
|1,335 ft/min
|}

== Download ==
Download the current stable versions for your Flightgear version:

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2018.3 | text=Extra500 for Flightgear version 2018.3}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2018.1 | text=Extra500 for Flightgear version 2018.1}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2017.3 | text=Extra500 for Flightgear version 2017.3}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2017.1 | text=Extra500 for Flightgear version 2017.1 and later}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2016.3 | text=Extra500 for Flightgear version 2016.3 and later}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2016.1 | text=Extra500 for Flightgear version 2016.1 and later}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/3.6.0 | text=Extra500 for Flightgear version 3.6.0}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/3.4.0 | text=Extra500 for Flightgear version 3.4.0}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/3.2.0 | text=Extra500 for Flightgear version 3.2.0}}

We recommend Flightgear version 3.1 or later, to benefit from the performance improvements in the canvas system.

Development takes place on GitLab: https://gitlab.com/extra500/extra500.

The latest stable release is also available on the the Flightgear SVN aircraft repository:
{{#tag:syntaxhighlight|
{{fgaddon co|path=Aircraft/extra500|post=}}
| lang = "sh"
}}

And of course the [http://www.flightgear.org/download/aircraft-v3-4/ Flightgear aircraft download page] has the stable release of the point where the latest Flightgear version was released.

Stable releases are available for Flightgear versions 3.2.0, 3.4.0, 3.6.0, 2016.1 (use for 2016.2 as well), 2016.3 (use for 2016.4 as well), 2017.1 (use for 2017.2 as well), 2017.3, 2018.1 and 2018.3. You can get them using GIT:

{{#tag:syntaxhighlight|
{{gitlab clone|proj=extra500|repo=extra500}}
cd extra500
git checkout FG/VERSION
| lang = "sh"
}}

With ''VERSION'' = 3.2.0, 3.4.0, 3.6.0, 2016.1, 2016.3, 2017.1, 2017.3, 2018.1, 2018.3

The current development takes place in the next branch
{{#tag:syntaxhighlight|
{{gitlab clone|proj=extra500|repo=extra500}}
cd extra500
git checkout next
| lang = "sh"
}}

== Other Extra500 wiki pages ==
[[Extra EA-500/pitch control|Comfortable pitch control for mouse and joystick]] 
[[Extra EA-500/Smooth weather|Smooth weather system]] 
[[Extra EA-500/flight_planning|Am I going to get there?]] 
[[Extra EA-500/Icing|Icing is not your friend]] 
[[Extra EA-500/IFD|Howto operate your avionics system]] 
[[Extra EA-500/autopilot|For Autopilot know it all]] 
[[Extra EA-500/engine operation|Make sure you tread your engine well]] 
[[Extra EA-500/failure dialog|Breaking things]] 
[[Extra EA-500/panel reference|What is this button for???]] 

== Operation ==
'''For full operation instructions, see the official Extra500 POH. It can be downloaded from the manufacturers homepage:
[http://www.extraaircraft.com/techservice.php]''', right at the bottom.

Below is just a quick start and some selected topics. See here for the [[Extra EA-500/panel reference|''panel reference page'']].

WARNING: Below reflects the current development version (next). If you are using the stable version, some functionality may not be available!

===General Remarks===
All switches are thrown by rotating the mouse wheel in the appropriate direction. Push buttons are pressed by clicking with the LH Mouse button. Rotary knobs are turned by the mouse wheel as well. Hold {{key press|SHIFT}} for small steps.

The IFD buttons on the left, right and lower bezel are always double buttons. Meaning they always have a left and right side. The lower buttons (PFD - FMS - MAP - SYS - CHKL) navigate between the main pages. Once on the selected page the same button will let you navigate through the tabs. The side knobs do not always have a function, but if they have, they are lighted and the function is shown next to them.

There are a few special Extra500 shortcuts:

{| class="keytable"
! Key !! Function
|-
| {{key press|Ctrl}}+{{key press|e}} || Connect / disconnect External power cart
|-
| {{key press|Ctrl}}+{{key press|f}} || [[Extra EA-500/pitch control|Toggle pitch control modes]] (direct and force)
|-
| {{key press|Ctrl}}+{{key press|g}} || Put the aircraft on Jacks (for testing the gear on the ground)
|-
| {{key press|w}} || Gear Warn Mute (you'll need it, alternatively press the switch on the throttle lever)
|-
| {{key press|r}} || Put the propeller in reverse (beta range)
|-
| {{key press|s}} || Condition lever fuel on/cut-off (alternatively click on the condition lever)
|-
| {{key press|d}} || Autopilot disconnect (alternatively click on the red button on the yoke)
|-
| {{key press|c}} || Engage Control Wheel Steering (CWS, see below)
|-
| {{key press|o}} || Over power autopilot servos. Need to keep {{key press|o}} pressed and be very careful!
|}

===Checklist dialog===
[[File:Dialog CheckList.png|400px|thumbnail|right|Check List Dialog]]
The checklists going along with the manufacturers POH. The Extra500 provide a dialog to read, view and perform the necessary task for each flight phase. Checklists can performed manually and automated just let the dialog do the work.

# Show/hide the checklist.
# Show/hide the config options.
# Minimize the dialog. For automated in flight usage.
# Close the dialog and its action.
# Allow the dialog to move the view to the action.
# The dialog will show a pink circle at the action.
# Write message on screen, nice for text to speech(festival).
# Make the dialog transparent.
# Faster work through the automated checklist.
# Pick a required checklist and load it.
# Plays and stops the checklist. All actions will be done in an automated sequence.
# Moves the view to the action and shows the pink circle.
# Perform the action.
# Sub-page navigation of the checklist
# Next checklist for the next flight phase.

===Messages===
There are several types of messages that may appear on your screen:
# Failure (red): a failure has occurred
# Warnings (red): an aircraft limit has been exceeded, immediate action required
# Cautions (yellow): a limit has been exceeded, action needed within 5 minutes
# Info (blue): some general information on why something does not work or some other peculiarity
# Trim: shows if the pilot (you) needs to pull or push the yoke. You will need to use the elevator trim (mouse wheel) accordingly.

All these messages are on by default, but can be switched off in the Extra500 - Configuration menu

The messages by far do not cover all situations, but are there to help the pilot learn the most basic behavior/limits. Typically there is no special message when it already is in the aircraft warning panel.

===Flight Planning===
By clicking on 'Equipment - Fuel and Payload' (on the ground) you can access a comprehensive [[Extra EA-500/flight_planning|flight planning tool.]] There are four tabs, of which the 2 upper ones deal with loading the aircraft. It won't be a surprise that they are called 'Fuel' and 'Payload'. By clicking and dragging you can add passengers, baggage, dogs and fuel on the individual seats or tanks respectively. Of course while loading you must adhere to the aircraft weight and center of gravity limits. This is graphically displayed in the lower tab 'weight'. The other lower tab is a Trip Calculator. You can input your trip distance, cruise altitude, airport altitude and alternate distance to calculate your required fuel load. These values may be imported from your flight plan ('Autopilot - Route Manager') with a single click. You can also put the exact calculated fuel into your tanks by clicking on the 'Order Fuel' button.

===Engine starting===
See also [[Extra EA-500/engine operation|''the engine operation page'']]

[[File:Extra500 electicmains.png|thumb|400px|Extra500 side switch panel]]

* Parking Brake: Set ( {{key press|Shift|b}} or pull out middle Bowden cable in middle console AND press {{key press|b}} )
* Battery: Switch ON
* Fuel Pump 1 or 2: Switch ON
* Engine Start: START
* at 12-15% N1: Press {{key press|s}} ( or click on condition lever, its the red one )

CAUTION: TOT limit for starting is max. 10sec above 810 °C and below 927 °C

If the engine does not light-off:

* Engine Motoring: ABORT and back to NORMAL
* Condition Lever: Press {{key press|s}} Fuel off

Wait until N1 drops below 3% and TOT below 100 °C, then start again.

After engine has started:
* Standby alternator: Switch ON
* Generator: Switch ON
* Engine start: IGN OFF (only if N1 >= 65%)

===Take-off===

* Flaps: 15 degrees ( {{key press|]}} or use the flap switch )
* Power lever: TRQ 111%
CAUTION: for Take-off (5 minutes) maximum TRQ limit is 111%, TOT 810degC
* Parking Brake: Release ( {{key press|Shift|b}} or push in middle Bowden cable in middle console )
NOTE: For strong side wind, turn the ailerons against the wind
* At 71KIAS: Rotate
* Gear: Retract ( {{key press|g}} or click the gear switch )
* Flaps: 0 degrees ( {{key press|[}} or use the flap switch )
CAUTION: Flaps need to be retracted before reaching 120KIAS, gear 140KIAS
* Power lever: TRQ 92%
CAUTION: For continuous operation the TRQ limit is 92%, TOT 752degC, watch the TOT while climbing!

===Climb===

Climb with MCP (maximum continuous Power, 92%TRQ or 752degC) at 110 KIAS.

===Descent===

Descent with 50% TRQ and 2000ft/min. Max airspeed is 207 KIAS.

===Landing===
Do not come in too high, too fast.

* At 140 KIAS, gear: Extend ({{key press|Shift|g}} or click the gear switch )
* At 120 KIAS, flaps: 15 degrees ( {{key press|]}} or use the flap switch )
* When you are sure you will land and below 109 KIAS, flaps: 30 degrees ( {{key press|]}} or use the flap switch )
* Power for a 3deg descent, 80KIAS and landing configuration is ~30% TRQ
* Dont forget to brake. For reverse press {{key press|r}}, will only toggle when power lever is in aft position!

===Engine shut-off===

* Parking Brake: Set ( {{key press|Shift|b}} or pull out middle Bowden cable in middle console AND press {{key press|b}} )
* Fuel Pump 1 and 2: Switch OFF
* Standby alternator: Switch OFF
* Generator: Switch OFF
* Press {{key press|s}} ( or click on condition lever )
* Battery: Switch OFF

===Principle Autopilot functionality===
{{hatnote|See also [[Extra EA-500/autopilot|''the autopilot page'']]}}

* HDG Follows the heading bug (set HDG bug using the keypad, press to sync)
* NAV Intercepts and tracks VORs, LOCs or your Flight Plan (set course with LH lower rotary knob on IFD)
* NAV/GPSS Intercepts and tracks your Flight Plan and cuts the corners ( press {{key press|NAV}} twice)
* HDG+NAV Intercept the course or active flightplan leg with your set heading
* NAV+REV Intercepts and tracks the LOC back course
* GS Is armed and activated automatically when captured on the LOC. You can switch it off by pressing APR, ALT mode will become active. To arm the GS again, press APR for a second time
* VS Follows the VS bug (limited to +/-1600fpm, set with AP rotary knob)
* ALT Holds the current altitude (rounded to 100ft)
* ALT+VS Brings and holds the aircraft to the selected altitude (set ALT bug using the keypad, press to sync) with the selected vertical speed.
* CWS Control Wheel Steering. Follows the turn rate and vertical speed set by controlling the aircraft.

'''To disconnect press: {{key press|d}}'''

General remarks to autopilot operation:

A roll mode (HDG, NAV/GPSS, APR/REV) must be engaged for a pitch mode (ALT, VS, GS) can engage.

A roll mode (HDG, NAV/GPSS, APR/REV) must be engaged for the yaw trim to work

If pitch trim is switched off, autotrim is not available, but the AP will indicate where to (manually) trim to.

For CWS, a roll and pitch mode must be engaged. Press and Hold {{key press|c}} (caution: AP servos will disengage!) and with your controls
bring the aircraft at your wished turn and climb rate. Release {{key press|c}} and the AP will engage and keep those rates.

You can overpower the servos by keeping {{key press|o}} pressed and use the normal controls. When {{key press|o}} is released the autopilot will resume its work. Be very careful and make only small movements.

The AP will disengage when:

* the disconnect switch is pressed ({{key press|d}})
* the stall warner is on (stall warn horn and light)
* absolute g-force (disregarding 1-g gravity) exceeds 0.6g
* manual electric pitch trim is used.

===Navigation and Communication===

[[File:Extra500 audiopanel.png|thumb|400px|Extra500 audiopanel: Com1, Nav1 and Marker selected]]

{{hatnote|See [[Extra EA-500/IFD|''the IFD page'']] for a more detailed description of the IFD-s.}}

The COM unit (1 or 2 ) is selected on the audiopanel. Just hit the appropriate "XMT" button. Note that FGCOM only works on COM1!
If you want to hear the NAV station morse code or the marker tones, press the appropriate button on the audiopanel also.
The volume can be adjusted using the inner volume knob.

The active COM standby frequency can be inputted on the keypad. The first "1" is not needed and any trailing "0" neither.
Just type in the frequency and switch active/standby with the button just left of the frequencies.

Not-active-COM and NAV standby frequencies are similar, just press the {{key press|NAV1}} / {{key press|NAV2}} button first.

FMS, Nav 1 or Nav 2 may be selected on the IFD or in the NAV dialog (F12)
The DME source can be set using the AUX button on the keypad. Select with the FMS knob. The DME hold switch next to the DME
indicator overrides all NAV frequency switching and holds the frequency to which the DME was tuned when the HOLD button is pressed.

The FMS (Flight Management System) can be used with or without the autopilot. You can put your flightplan in the
autopilot - route manager (don't forget to press {{key press|activate}}). The autopilot will intercept the active leg.

While flying a flightplan (FMS is the Nav source and NAV is selected on the autopilot), you can do some special stuff without touching the autopilot:

# Vectors mode: Press {{key press|V with arrow}} or "Fly Vectors" knob on IFD to follow the heading bug while still in nav mode. Deselecting will return normal FMS functionality. Handy for making a brief excursion from the flightplan for weather or ATC.
# Direct-To mode: In the route manager select the waypoint and on the keypad press the {{key press|D with arrow}} button.
# Close to the waypoint direct-to mode will be de-selected automatically or you can do that manually by pressing the same button again.
# FMS-OBS: Rotate the LH lower knob on the IFD. Press to cancel. Very similar to VOR functionality, except it will work on all waypoints of your flightplan. Very handy for making an approach on an airport without ILS.

If your flightplan has a VOR or ILS, the FMS will automatically tune NAV1 to the respective frequency and set the radial accordingly. So there is no need to look up any NAV frequency anymore! In addition when you line up with the selected runway, The NAV source will automatically change to NAV1, thus the ILS interception will be fully automatic. You do need to be lined up to the runway pretty accurately: the Flightgear "DEFAULT" approaches are ideal for this!
For this kind of approach it is recommended that you slow down, get the gear out and set the flaps to 15deg before the GS is intercepted. Depending on the aircraft weight and wind conditions set 20-30% TRQ when on the GS to match 80 KIAS.

XPDR squawk can be set on the keypad (press {{key press|XPDR}} and squawk code) and in the NAV dialog ({{key press|F12}}). Default is 7000 (Europe VFR).
XPDR modes are selected automatically (GND or ALT), but automatic selection may be switched off
Manual mode selection is then possible.
The MODE button on the keypad will set the mode manually also.

===Pressurization system===

[[File:Extra500 presscontrol.png|thumb|400px|Extra500 pressurization control]]
The extra500 is certified to 25000ft, where the air is pretty thin. So there is pressurization system that keeps the cabin altitude below 8000ft which corresponds to a cabin differential pressure of 5.5psid at 25000ft. So if you are planning to fly above 10000ft, you need to make sure that the ENV AIR and PRESS switches (left lower corner) on the side switch panel are on.
In addition, before take-off you should set the cabin controller (center console) to the airport altitude and just after take-off to your target altitude.
Before descending from cruise, set the controller to your target airport altitude. You can monitor the cabin altitude, differential pressure and cabin climb rate on the instruments next to the controller.

Above a cabin altitude of 8000ft, it can end up in a abnormal low level of oxygen in your blood. If this happen you will feel a blackout and it's necessary to bring immediate the cabin altitude below 8000ft by descend or pressurize the cabin.

===Night Flying===

For lighted instruments switch on the INSTR switch on the side switch panel. On the same panel you can switch the DAY/NIGHT switch to NIGHT for dimming. The 5 round turn knobs on the panel now can be used to set your dimming level.
The IFD-s have their own dimming switch on the left upper side of the bezel. For taxiing use the RECO lights. For landing the LDG light.
[[File:Extra500 final approach.png|thumb|right|800px|Final approach on 25L of EDDF, B707 outside going for 25R]]
 

[[Category:Aircraft documentation]]

[[de:Extra EA-500]]
[[ru:Extra EA-500]]

Extra EA-500

2018-02-04T10:30:34Z

Evandenberg: 2018.1 version added

{{:{{PAGENAME}}/info}}
[[File:Extra 500.jpg|thumb|250px|The real Extra 500]]

[[File:Extra500canvas.png|thumb|350px|[[Avidyne Entegra R9]] ]]

The '''Extra500''' is a six-seat single-engined turboprop aircraft produced by the Extra Aircraft company (based at EDLD).

== Status ==
; Flightgear 2018.1.1 and later: Current stable release is 5.0.0 (04.02.2018) and can be downloaded [https://gitlab.com/extra500/extra500/repository/archive.zip?ref=FG%2F2018.1 here] and can be found at the {{fgaddon aircraft source|extra500|text=FGAddon repository}}.

; Flightgear 2016.1.1 and later: Current stable release is 4.4.0 (13.08.2017) and can be downloaded [https://gitlab.com/extra500/extra500/repository/archive.zip?ref=FG%2F2017.3 here] and can be found at the {{fgaddon aircraft source|extra500|text=FGAddon repository}}.

; Flightgear 3.6 (only): Current stable release is 3.2.0 (20.03.2016) and can be downloaded [https://gitlab.com/extra500/extra500/repository/archive.zip?ref=FG%2F3.6.0 here].

; Flightgear 3.4 and later: Current stable release is 2.2.0 (17.07.2015) and and can be found on GitLab. The first stable release (2.0.0) for FG 3.4 can be found on the [http://www.flightgear.org/download/aircraft-v3-4/ flightgear 3.4 download page]

; Flightgear 3.2 and earlier: The last stable release is 1.2.0 and can be found on GitLab.

Alternatively: [[#Download|Download]]

For the (latest) stable release make sure you are on the FG/2018.1 branch!

Since March 2013 D-EKEW, D-LEON, D-STHO are working on this model. They are making use of original data from the Pilot's Operation Handbook. People who have experienced the aircraft in real life help calibrating the FDM as well as tuning the systems behavior.

== About the airplane ==
=== Extra EA-Series ===
The Extra Aircraft company designed several aerobatic aircraft based on the early experimental EA-230 and EA-260, followed by the FAR-23 certified EA-300 series (EA-300, EA-300/S, EA-300/L, EA-300/200, EA-300/LT, EA-330/LC, EA-330/SC). The company introduced the Extra EA-400 in 2001. This is a cross-country airplane with many exclusive features including carbon fiber construction, pressurized cabin, high strut-less wing, and a seating for six.
The EA 400-500 was introduced as a derivative of the EA-400 replacing the piston engine with a Rolls-Royce Model 250-B17F/2 turboprop producing 450 horsepower (340 kW) and driving a MT-propeller 5 bladed propeller. Walter Extra flew the first Extra500 from Germany to Oshkosh, Wisconsin to illustrate its range and capabilities. The most recent changes to the aircraft come from Avidyne with their latest glass avionics: [[Avidyne Entegra R9]].

[[File:Extra500 flightgear2.png|thumb|500px|Extra500 flying in the clouds (2)]]

=== General characteristics ===
{| class="wikitable" cellpadding="2" style="margin-left:auto; margin-right:auto"
|-
!colspan=2| General
|-
|Min. Crew
|1
|-
|Capacity
|5 PAX or 525 kg payload
|-
|Length
|10.1 m
|-
|Span
|11.7 m
|-
|Height
|3.4 m
|-
|Empty weight
|1,420 kg
|-
|Max takeoff weight
|2,130 kg
|-
!colspan=2| Powerplant
|-
|Engine type
|Turboprop
|-
|Engine
|Rolls-Royce Model 250-B17F/2
|-
!colspan=2| Performance
|-
|Cruise speed
|210 kts
|-
|Stall speed (MTOW, Full flaps)
|61 kts
|-
|Max. Range
|2,963 km
|-
|Endurance
|7.9 hours at cruise speed
|-
|Ceiling
|25,000 ft
|-
|Climb rate (S.L.)
|1,335 ft/min
|}

== Download ==
Download the current stable versions for your Flightgear version:

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2018.1 | text=Extra500 for Flightgear version 2018.1}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2017.3 | text=Extra500 for Flightgear version 2017.3}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2017.1 | text=Extra500 for Flightgear version 2017.1 and later}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2016.3 | text=Extra500 for Flightgear version 2016.3 and later}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/2016.1 | text=Extra500 for Flightgear version 2016.1 and later}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/3.6.0 | text=Extra500 for Flightgear version 3.6.0}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/3.4.0 | text=Extra500 for Flightgear version 3.4.0}}

{{gitlab zip file | proj=extra500 | repo=extra500 | branch=FG/3.2.0 | text=Extra500 for Flightgear version 3.2.0}}

We recommend Flightgear version 3.1 or later, to benefit from the performance improvements in the canvas system.

Development takes place on GitLab: https://gitlab.com/extra500/extra500.

The latest stable release is also available on the the Flightgear SVN aircraft repository:
{{#tag:syntaxhighlight|
{{fgaddon co|path=Aircraft/extra500|post=}}
| lang = "sh"
}}

And of course the [http://www.flightgear.org/download/aircraft-v3-4/ Flightgear aircraft download page] has the stable release of the point where the latest Flightgear version was released.

Stable releases are available for Flightgear versions 3.2.0, 3.4.0, 3.6.0, 2016.1 (use for 2016.2 as well), 2016.3 (use for 2016.4 as well), 2017.1 (use for 2017.2 as well), 2017.3 and 2018.1. You can get them using GIT:

{{#tag:syntaxhighlight|
{{gitlab clone|proj=extra500|repo=extra500}}
cd extra500
git checkout FG/VERSION
| lang = "sh"
}}

With ''VERSION'' = 3.2.0, 3.4.0, 3.6.0, 2016.1, 2016.3, 2017.1, 2017.3, 2018.1

The current development takes place in the next branch
{{#tag:syntaxhighlight|
{{gitlab clone|proj=extra500|repo=extra500}}
cd extra500
git checkout next
| lang = "sh"
}}

== Other Extra500 wiki pages ==
[[Extra EA-500/pitch control|Comfortable pitch control for mouse and joystick]] 
[[Extra EA-500/Smooth weather|Smooth weather system]] 
[[Extra EA-500/flight_planning|Am I going to get there?]] 
[[Extra EA-500/Icing|Icing is not your friend]] 
[[Extra EA-500/IFD|Howto operate your avionics system]] 
[[Extra EA-500/autopilot|For Autopilot know it all]] 
[[Extra EA-500/engine operation|Make sure you tread your engine well]] 
[[Extra EA-500/failure dialog|Breaking things]] 
[[Extra EA-500/panel reference|What is this button for???]] 

== Operation ==
'''For full operation instructions, see the official Extra500 POH. It can be downloaded from the manufacturers homepage:
[http://www.extraaircraft.com/techservice.php]''', right at the bottom.

Below is just a quick start and some selected topics. See here for the [[Extra EA-500/panel reference|''panel reference page'']].

WARNING: Below reflects the current development version (next). If you are using the stable version, some functionality may not be available!

===General Remarks===
All switches are thrown by rotating the mouse wheel in the appropriate direction. Push buttons are pressed by clicking with the LH Mouse button. Rotary knobs are turned by the mouse wheel as well. Hold {{key press|SHIFT}} for small steps.

The IFD buttons on the left, right and lower bezel are always double buttons. Meaning they always have a left and right side. The lower buttons (PFD - FMS - MAP - SYS - CHKL) navigate between the main pages. Once on the selected page the same button will let you navigate through the tabs. The side knobs do not always have a function, but if they have, they are lighted and the function is shown next to them.

There are a few special Extra500 shortcuts:

{| class="keytable"
! Key !! Function
|-
| {{key press|Ctrl}}+{{key press|e}} || Connect / disconnect External power cart
|-
| {{key press|Ctrl}}+{{key press|f}} || [[Extra EA-500/pitch control|Toggle pitch control modes]] (direct and force)
|-
| {{key press|Ctrl}}+{{key press|g}} || Put the aircraft on Jacks (for testing the gear on the ground)
|-
| {{key press|w}} || Gear Warn Mute (you'll need it, alternatively press the switch on the throttle lever)
|-
| {{key press|r}} || Put the propeller in reverse (beta range)
|-
| {{key press|s}} || Condition lever fuel on/cut-off (alternatively click on the condition lever)
|-
| {{key press|d}} || Autopilot disconnect (alternatively click on the red button on the yoke)
|-
| {{key press|c}} || Engage Control Wheel Steering (CWS, see below)
|-
| {{key press|o}} || Over power autopilot servos. Need to keep {{key press|o}} pressed and be very careful!
|}

===Checklist dialog===
[[File:Dialog CheckList.png|400px|thumbnail|right|Check List Dialog]]
The checklists going along with the manufacturers POH. The Extra500 provide a dialog to read, view and perform the necessary task for each flight phase. Checklists can performed manually and automated just let the dialog do the work.

# Show/hide the checklist.
# Show/hide the config options.
# Minimize the dialog. For automated in flight usage.
# Close the dialog and its action.
# Allow the dialog to move the view to the action.
# The dialog will show a pink circle at the action.
# Write message on screen, nice for text to speech(festival).
# Make the dialog transparent.
# Faster work through the automated checklist.
# Pick a required checklist and load it.
# Plays and stops the checklist. All actions will be done in an automated sequence.
# Moves the view to the action and shows the pink circle.
# Perform the action.
# Sub-page navigation of the checklist
# Next checklist for the next flight phase.

===Messages===
There are several types of messages that may appear on your screen:
# Failure (red): a failure has occurred
# Warnings (red): an aircraft limit has been exceeded, immediate action required
# Cautions (yellow): a limit has been exceeded, action needed within 5 minutes
# Info (blue): some general information on why something does not work or some other peculiarity
# Trim: shows if the pilot (you) needs to pull or push the yoke. You will need to use the elevator trim (mouse wheel) accordingly.

All these messages are on by default, but can be switched off in the Extra500 - Configuration menu

The messages by far do not cover all situations, but are there to help the pilot learn the most basic behavior/limits. Typically there is no special message when it already is in the aircraft warning panel.

===Flight Planning===
By clicking on 'Equipment - Fuel and Payload' (on the ground) you can access a comprehensive [[Extra EA-500/flight_planning|flight planning tool.]] There are four tabs, of which the 2 upper ones deal with loading the aircraft. It won't be a surprise that they are called 'Fuel' and 'Payload'. By clicking and dragging you can add passengers, baggage, dogs and fuel on the individual seats or tanks respectively. Of course while loading you must adhere to the aircraft weight and center of gravity limits. This is graphically displayed in the lower tab 'weight'. The other lower tab is a Trip Calculator. You can input your trip distance, cruise altitude, airport altitude and alternate distance to calculate your required fuel load. These values may be imported from your flight plan ('Autopilot - Route Manager') with a single click. You can also put the exact calculated fuel into your tanks by clicking on the 'Order Fuel' button.

===Engine starting===
See also [[Extra EA-500/engine operation|''the engine operation page'']]

[[File:Extra500 electicmains.png|thumb|400px|Extra500 side switch panel]]

* Parking Brake: Set ( {{key press|Shift|b}} or pull out middle Bowden cable in middle console AND press {{key press|b}} )
* Battery: Switch ON
* Fuel Pump 1 or 2: Switch ON
* Engine Start: START
* at 12-15% N1: Press {{key press|s}} ( or click on condition lever, its the red one )

CAUTION: TOT limit for starting is max. 10sec above 810 °C and below 927 °C

If the engine does not light-off:

* Engine Motoring: ABORT and back to NORMAL
* Condition Lever: Press {{key press|s}} Fuel off

Wait until N1 drops below 3% and TOT below 100 °C, then start again.

After engine has started:
* Standby alternator: Switch ON
* Generator: Switch ON
* Engine start: IGN OFF (only if N1 >= 65%)

===Take-off===

* Flaps: 15 degrees ( {{key press|]}} or use the flap switch )
* Power lever: TRQ 111%
CAUTION: for Take-off (5 minutes) maximum TRQ limit is 111%, TOT 810degC
* Parking Brake: Release ( {{key press|Shift|b}} or push in middle Bowden cable in middle console )
NOTE: For strong side wind, turn the ailerons against the wind
* At 71KIAS: Rotate
* Gear: Retract ( {{key press|g}} or click the gear switch )
* Flaps: 0 degrees ( {{key press|[}} or use the flap switch )
CAUTION: Flaps need to be retracted before reaching 120KIAS, gear 140KIAS
* Power lever: TRQ 92%
CAUTION: For continuous operation the TRQ limit is 92%, TOT 752degC, watch the TOT while climbing!

===Climb===

Climb with MCP (maximum continuous Power, 92%TRQ or 752degC) at 110 KIAS.

===Descent===

Descent with 50% TRQ and 2000ft/min. Max airspeed is 207 KIAS.

===Landing===
Do not come in too high, too fast.

* At 140 KIAS, gear: Extend ({{key press|Shift|g}} or click the gear switch )
* At 120 KIAS, flaps: 15 degrees ( {{key press|]}} or use the flap switch )
* When you are sure you will land and below 109 KIAS, flaps: 30 degrees ( {{key press|]}} or use the flap switch )
* Power for a 3deg descent, 80KIAS and landing configuration is ~30% TRQ
* Dont forget to brake. For reverse press {{key press|r}}, will only toggle when power lever is in aft position!

===Engine shut-off===

* Parking Brake: Set ( {{key press|Shift|b}} or pull out middle Bowden cable in middle console AND press {{key press|b}} )
* Fuel Pump 1 and 2: Switch OFF
* Standby alternator: Switch OFF
* Generator: Switch OFF
* Press {{key press|s}} ( or click on condition lever )
* Battery: Switch OFF

===Principle Autopilot functionality===
{{hatnote|See also [[Extra EA-500/autopilot|''the autopilot page'']]}}

* HDG Follows the heading bug (set HDG bug using the keypad, press to sync)
* NAV Intercepts and tracks VORs, LOCs or your Flight Plan (set course with LH lower rotary knob on IFD)
* NAV/GPSS Intercepts and tracks your Flight Plan and cuts the corners ( press {{key press|NAV}} twice)
* HDG+NAV Intercept the course or active flightplan leg with your set heading
* NAV+REV Intercepts and tracks the LOC back course
* GS Is armed and activated automatically when captured on the LOC. You can switch it off by pressing APR, ALT mode will become active. To arm the GS again, press APR for a second time
* VS Follows the VS bug (limited to +/-1600fpm, set with AP rotary knob)
* ALT Holds the current altitude (rounded to 100ft)
* ALT+VS Brings and holds the aircraft to the selected altitude (set ALT bug using the keypad, press to sync) with the selected vertical speed.
* CWS Control Wheel Steering. Follows the turn rate and vertical speed set by controlling the aircraft.

'''To disconnect press: {{key press|d}}'''

General remarks to autopilot operation:

A roll mode (HDG, NAV/GPSS, APR/REV) must be engaged for a pitch mode (ALT, VS, GS) can engage.

A roll mode (HDG, NAV/GPSS, APR/REV) must be engaged for the yaw trim to work

If pitch trim is switched off, autotrim is not available, but the AP will indicate where to (manually) trim to.

For CWS, a roll and pitch mode must be engaged. Press and Hold {{key press|c}} (caution: AP servos will disengage!) and with your controls
bring the aircraft at your wished turn and climb rate. Release {{key press|c}} and the AP will engage and keep those rates.

You can overpower the servos by keeping {{key press|o}} pressed and use the normal controls. When {{key press|o}} is released the autopilot will resume its work. Be very careful and make only small movements.

The AP will disengage when:

* the disconnect switch is pressed ({{key press|d}})
* the stall warner is on (stall warn horn and light)
* absolute g-force (disregarding 1-g gravity) exceeds 0.6g
* manual electric pitch trim is used.

===Navigation and Communication===

[[File:Extra500 audiopanel.png|thumb|400px|Extra500 audiopanel: Com1, Nav1 and Marker selected]]

{{hatnote|See [[Extra EA-500/IFD|''the IFD page'']] for a more detailed description of the IFD-s.}}

The COM unit (1 or 2 ) is selected on the audiopanel. Just hit the appropriate "XMT" button. Note that FGCOM only works on COM1!
If you want to hear the NAV station morse code or the marker tones, press the appropriate button on the audiopanel also.
The volume can be adjusted using the inner volume knob.

The active COM standby frequency can be inputted on the keypad. The first "1" is not needed and any trailing "0" neither.
Just type in the frequency and switch active/standby with the button just left of the frequencies.

Not-active-COM and NAV standby frequencies are similar, just press the {{key press|NAV1}} / {{key press|NAV2}} button first.

FMS, Nav 1 or Nav 2 may be selected on the IFD or in the NAV dialog (F12)
The DME source can be set using the AUX button on the keypad. Select with the FMS knob. The DME hold switch next to the DME
indicator overrides all NAV frequency switching and holds the frequency to which the DME was tuned when the HOLD button is pressed.

The FMS (Flight Management System) can be used with or without the autopilot. You can put your flightplan in the
autopilot - route manager (don't forget to press {{key press|activate}}). The autopilot will intercept the active leg.

While flying a flightplan (FMS is the Nav source and NAV is selected on the autopilot), you can do some special stuff without touching the autopilot:

# Vectors mode: Press {{key press|V with arrow}} or "Fly Vectors" knob on IFD to follow the heading bug while still in nav mode. Deselecting will return normal FMS functionality. Handy for making a brief excursion from the flightplan for weather or ATC.
# Direct-To mode: In the route manager select the waypoint and on the keypad press the {{key press|D with arrow}} button.
# Close to the waypoint direct-to mode will be de-selected automatically or you can do that manually by pressing the same button again.
# FMS-OBS: Rotate the LH lower knob on the IFD. Press to cancel. Very similar to VOR functionality, except it will work on all waypoints of your flightplan. Very handy for making an approach on an airport without ILS.

If your flightplan has a VOR or ILS, the FMS will automatically tune NAV1 to the respective frequency and set the radial accordingly. So there is no need to look up any NAV frequency anymore! In addition when you line up with the selected runway, The NAV source will automatically change to NAV1, thus the ILS interception will be fully automatic. You do need to be lined up to the runway pretty accurately: the Flightgear "DEFAULT" approaches are ideal for this!
For this kind of approach it is recommended that you slow down, get the gear out and set the flaps to 15deg before the GS is intercepted. Depending on the aircraft weight and wind conditions set 20-30% TRQ when on the GS to match 80 KIAS.

XPDR squawk can be set on the keypad (press {{key press|XPDR}} and squawk code) and in the NAV dialog ({{key press|F12}}). Default is 7000 (Europe VFR).
XPDR modes are selected automatically (GND or ALT), but automatic selection may be switched off
Manual mode selection is then possible.
The MODE button on the keypad will set the mode manually also.

===Pressurization system===

[[File:Extra500 presscontrol.png|thumb|400px|Extra500 pressurization control]]
The extra500 is certified to 25000ft, where the air is pretty thin. So there is pressurization system that keeps the cabin altitude below 8000ft which corresponds to a cabin differential pressure of 5.5psid at 25000ft. So if you are planning to fly above 10000ft, you need to make sure that the ENV AIR and PRESS switches (left lower corner) on the side switch panel are on.
In addition, before take-off you should set the cabin controller (center console) to the airport altitude and just after take-off to your target altitude.
Before descending from cruise, set the controller to your target airport altitude. You can monitor the cabin altitude, differential pressure and cabin climb rate on the instruments next to the controller.

Above a cabin altitude of 8000ft, it can end up in a abnormal low level of oxygen in your blood. If this happen you will feel a blackout and it's necessary to bring immediate the cabin altitude below 8000ft by descend or pressurize the cabin.

===Night Flying===

For lighted instruments switch on the INSTR switch on the side switch panel. On the same panel you can switch the DAY/NIGHT switch to NIGHT for dimming. The 5 round turn knobs on the panel now can be used to set your dimming level.
The IFD-s have their own dimming switch on the left upper side of the bezel. For taxiing use the RECO lights. For landing the LDG light.
[[File:Extra500 final approach.png|thumb|right|800px|Final approach on 25L of EDDF, B707 outside going for 25R]]
 

[[Category:Aircraft documentation]]

[[de:Extra EA-500]]
[[ru:Extra EA-500]]

Extra EA-500/panel reference

2017-11-12T11:19:09Z

Evandenberg: nicer link back to main page

This page gives a fast overview of all instruments, switches etc of the Extra500 cockpit. 
[[Extra_EA-500#Other_Extra500_wiki_pages|Return to main page]] 

[[File:Extra500_Mainpanelreference_upper.png|framed|center|Upper Panel]] 
1. Back-up Airspeed Indicator 
2. Back-up Attitude Indicator 
3. Back-up Altimeter 
3a. Back-up Altimeter pressure reference knob (mouse wheel) 
4. Autopilot 
4a. Heading mode knob 
4b. Heading+Nav mode knob 
4c. Nav mode knob (press twice for GPSS mode) 
4d. Approach mode knob 
4e. Reversion mode knob 
4f. Altitude Hold mode knob 
4g. Go to pre-selected altitude mode knob 
4h. Vertical speed mode knob 
4i. Set Vertical speed rotary knob (mouse wheel) 
5. Audiopanel 
5a. Volume knob (mouse wheel, press to switch on/off) 
5b. Select COM 1 knob 
5c. Select COM 2 knob 
5d. Select additional sounds (nav1 morse code for instance) 
6. Annunciator panel 

[[File:Extra500_Mainpanelreference_middle.png|framed|center|Middle Panel]] 
10. Propeller ammeter 
11. LH IFD 
11a. LH IFD screen dimming knob 
11b. Nav source selection toggle switch (FMS, NAV1, NAV2) 
11c. IFD pressure reference knob (mouse wheel) 
12. RH IFD 
13. Fuel quantity Indicators 
14. Fuel Flow Indicator 
15. Turn Coordinator 
16. Engine instruments 
17. Pilot panel vent switch 
18. Panel Switches 
18a. Autopilot main switch 
18b. Autopilot trim switch 
18c. Autopilot yaw trim switch 
18d. Autopilot yaw trim adjust potentiometer 
18e. Left fuel transfer switch 
18f. Right fuel transfer switch 
18g. Fuel pump 1 switch 
18h. Fuel pump 2 switch 
18i. Engine Overspeed test switch 
18j. Engine motoring switch 
18k. Engine start switch 
18l. Keypad dimming potentiometer 
18m. Glarelight dimming potentiometer 
18n. Instruments dimming potentiometer 
18o. Switches backlighting dimming potentiometer 
18p. Annunciator panel dimming potentiometer 
19. Pilot Yoke 
19a. Autopilot disconnect switch (d) 
19b. Electric trim switch 
19c. Pilot Push To Talk switch (space) 
19d. Control Wheel Steering Switch 
20. Co-pilot panel vent switch 
21. Co-pilot yoke 

[[File:Extra500 Mainpanelreference lower.png|framed|center|Panel reference lower]] 
30. DME Hold switch 
31. DME Indicator 
32. ELT switch 
33. Gear position lights 
34. Gear switch (mouse wheel) 
35. Cabin altitude / differential pressure indicator 
36. Cabin Controller 
36a. Cabin altitude selector (mouse wheel) 
36b. Cabin climb rate knob (mouse wheel) 
37. Cabin vertical speed 
38. Flap switch and position lights 
39. Pitch trim wheel 
40. Pitch trim indicator 
41. Power lever 
42. Condition Lever 
 
 

[[File:Extra500 Mainpanelreference floor.png|framed|right|panel reference floor]]
50. Fuel selector valve 
51. Pull to defrost Windshield 
52. Set Parking brake 
53. Pull for engine inlet anti-ice 
54. Keypad 
54a. Pre-select altitude (mouse wheel) 
54b. Set heading bug (mouse wheel) 
54c. Scroll in flightplan (mouse wheel) 
54d. Swap frequencies COM1 or NAV1 
54e. Swap frequencies COM2 or NAV2 

[[File:Extra500 Sidepanelreference.png|framed|right|Side switch panel]]
 
60. Battery switch 
61. Standby alternator switch 
62. Generator switch 
63. External power switch 
64. Generator test switch 
65. Avionics (bus) switch 
66. Strobe light switch 
67. Navigation light switch 
68. Landing light switch 
69. Recognition light switch 
70. Cabin light switch 
71. Map light switch 
72. Instrument light switch 
73. Glare light switch 
74. Day/night switch 
75. Ice light switch 
76. Propeller heat switch 
77. Left pitot/static heat switch 
78. Right pitot/static/stall heat switch 
79. Windshield heat switch 
80. Boots de-icing switch 
81. Cabin pressurization/dump switch 
82. Air-condition Switch 
83. Vent switch 
84. Environmental air switch 
85. Manual warm/cool switch 
86. Temperature control auto/manual 
87. Temperature set potentiometer 

[[Category:Extra]]
[[Category:Aircraft documentation]]

Extra EA-500/failure dialog

2017-11-12T11:18:42Z

Evandenberg: nicer link back to main page

[[Extra_EA-500#Other_Extra500_wiki_pages|Return to main Extra500 wiki page]]

== General ==
The Extra500 incorporates a dialog that enables you to produce failures (and to repair them) in various aircraft systems through a graphical interface. The dialog is accessible through Extra 500 - Failure Dialog. 

== Canvas/Nasal background information ==
For some background information on writing this Canvas dialog please have a look [[Howto:Canvas dialog examples|here]].

[[File:Only 2 greens.png|thumb|500px|Extra500: only two greens]]

== Purpose ==
The failure system in the Extra500 model is far from complete. It incorporates a mixture of failures that are interesting and/or fun. They are in not selected on if they are likely to occur. It is to test your pilot skills, try out different approaches handling these failures or just to see what happens. 

''Personal note:'' 
''One of the first failures I implemented was 'gear jammed' and is still my favorite. Just to try out to land on two gear legs and keep the aircraft reasonable free from damage. What is the best strategy? High or low speed landing, flaps extended or up, or maybe just a belly landing.''

== The dialog ==
[[File:Failure dialog - first page.png|thumb|500px|Failure dialog - first page]]
The dialog features a menu on top. You can select the aircraft system or on the far right choose to {{key press|REPAIR ALL}}. Note that all failures are present if the the dialog is open or not. However all failures are resetted with each flight session. 

On the initial screen you can trigger a {{key press|Random Failure}}. Set the maximum delay with the mouse wheel. It can happen earlier, but never later. 
There are a lot of failures that can happen (approx. 100) and some you might not notice. For instance if you are flying in summer and one of the wing boots has failed. Other you will notice directly (autopilot servo runaway) or at the exact time you don't want it to happen (flaps jammed at approach).

If you want to see a dedicated failure go the the system and click on the component you want to break. The component color will change to red and a text will appear stating the exact failure. Also the menu-system button will have a red field with a number in it, representing the number of failures of that particular system. 

There are 3 kinds of failures:
* The most common failure is you click on it and there is a failure, on/off, no in between-s.
* The fuel system has some 'analogue' failures. For instance the fuel filters can be set clogged 0-100% with 10% steps.
* Progressive failures start with no error, but the error increases over time. There are several misleading indications like this.

In the left lower corner is a timer which counts down to the failure to become active (or in-active). To set this timer hover with your mouse over the field and scroll your mouse wheel. It is limited 0 - 60 seconds. Progressive failures cannot be timed. 

The systems you can choose from are:
*GEAR
*FUEL
*CONTROLS
*DE-ICE
*AVIONIC
*AUTOPILOT

=== Gear window ===
In the gear window you can see a schematic view of the landing gear. The failures include gear jammed, brake failures and flat tires. 
[[File:Extra500-Failuredialog-gear.png|500px|Extra 500 - Failure Dialog - Gear]]

=== Fuel window ===
The fuel window is a bit more complicated. Here you can clog/block filters, check valves and jet pumps, make tanks leak, let pumps fail. Basically everything that will let your engine fail (no fuel at the right flow and pressure). In the background the fuel flow due to the pressure loss in the system and the pressure gain due to the pumps is calculated. This means that at low power (low fuel flow) the engine might get enough fuel, but at high power setting the pressure drop will be too high and the engine will fail. 
Also be careful of other effects like fuel unbalance and reduced range. 
[[File:Extra500-Failuredialog-fuel.png|500px|Extra 500 - failure dialog - Fuel]]

=== Controls window ===
The control system of any aircraft is redundant, thus a single failure won't have you loose control entirely. You can always land your aircraft safely. The rudder backs up the ailerons (and the other way around) and the pitch trim system backs up the elevator system. Actually for aircraft certification, you need to show you can land the aircraft with pitch trim. As the Extra500 has a real pitch trim system, you can actually play test pilot and try! 
[[File:Extra500-Failuredialog-controls.png|500px|Extra 500 - failure dialog - controls]]

=== De-ice window ===
All de-ice systems you can fail here. Ranging from the pitot heat to a single de-ice boot. Of course when there is no icing, there is no effect. But in winter take care. Make sure to checkout an Ice Contaminated Tail Stall (ICTS) just to find out why you should not set the flaps to 30 deg with ice on your horizontal stabilizer. 
[[File:Extra500-Failuredialog-deice.png|500px|Extra 500 - failure dialog - de-ice]]

=== Avionic window ===
Use it to induce indication failures (roll, pitch, heading, altitude, airspeed) and the failure of other avionics.
Note that the roll, pitch and heading faults are 'progressive'. So you won't notice it at first, but the indication error gets worse and worse. 
[[File:Extra500-Failuredialog-avionic.png|500px|Extra 500 - failure dialog - avionic]]

=== Autopilot window ===
The most interesting failures here are the servo runaways. Make sure you give yourself some time to prepare, so use the timer to the delay the runaway. The servo runaway will drive the servo at full speed to a random direction. Especially at high airspeeds, this can be quite problematic. Remember you can overpower the servos while pressing {{key press|o}} and disconnect the autopilot by pressing {{key press|d}}. 
[[File:Extra500-Failuredialog-autopilot.png|500px|Extra 500 - failure dialog - autopilot]]

Pressing the {{key press|REPAIR ALL}} button will repair all instantly. 
However, if the Random failure has not occurred yet, you won't be able to stop it until it is triggered. 

Have fun and take care!

[[Category:Extra]]
[[Category:Aircraft documentation]]

Extra EA-500/engine operation

2017-11-12T11:17:59Z

Evandenberg: nicer link back to main page

== Extra 500 Engine Operation ==
[[Extra_EA-500#Other_Extra500_wiki_pages|Return to Extra 500 main page]]

The second most important system in any motor powered aircraft is the propulsion system.
In case of the Extra 500 there is one engine and supporting systems (fuel, ignition). The engine used is a RR250-B17F/2 with a take-off power rating of 450SHP. Like most single engined aircraft, the engine is mounted in the front. This particular engine is a twin shaft turboprop engine, meaning there is a turbine driving a propeller. The engine is a derivative from a RR250C20 helicopter engine. This brings a number of advantages: It is light (less then 100kg) and compact. A disadvantage is loses power with altitude as one runs into the TOT limit pretty fast. 

{| class="wikitable" cellpadding="2" style="margin-left:auto; margin-right:auto"
|-
!colspan=2| Rolls-Royce Model 250-B17F/2
|-
|Type
|Turboprop
|-
|Maximum Power
|450 SHP
|-
|Maximum Continuous Power
|380 SHP
|-
|Number of Shafts
|2
|-
|Weight
|96 kg
|-
|Length
|44.92 inch
|-
|Width
|18.78 inch
|-
|Height
|22.60 inch
|-
!colspan=2| MT-Propeller MTV-5-1-D-C-F-R(A)/CFR210-56
|-
|Type
|Constant speed
|-
|Number of Blades
|5
|-
|Diameter
|2100 mm
|-
|Sense of rotation
|Right-hand tractor (viewed in direction of flight)
|-
|}

Also look [http://en.wikipedia.org/wiki/Allison_Model_250 here]

=== Supporting Systems ===
The engine has no FADEC, meaning it is controlled not by software, but in this case, by a sophisticated pneumatic control system.
This means there are very little and relatively simple supporting systems:
# Oil System. Essential for cooling and lubrication.
# Fuel System. As long as there is fuel available at the correct flow and pressure, the engine will run.
# Ignition System. One of the few electrical powered parts. Normally only needed to start the engine, but also in flight phases with a higher risk of engine flame-out; take-off, landing, heavy rain, icing.
# Control System. Basically two main pilot inputs, the condition lever and the power lever (see below)
# Starter/Generator. A really big and heavy electrical motor both used for starting the engine as the main electrical power supplier
# Standby alternator. Electrical power generation when the above generator fails.

=== Pilot interfaces ===
[[File:Extra500-engine controls.png|thumb|Extra 500; engine controls]]
The following interfaces exist:
# Power lever. Used to set the engine power, also used to set propeller in reverse.
# Condition lever. Primary function is to open/cut the fuel to the engine and thus for engine starting and shutting down. Also allows to set the propeller RPM (1900-2030 RPM)
# Start/Ignition switch. Used to start the engine and switching on ignition.
# Abort/Motoring switch. Allows to motor the engine, but also to stop the starter from trying to start the engine.
# Overspeed test button. For testing the back-up control system of the engine.

In addition you will need:
# Fuel Pump 1 and 2 switches. Make sure fuel is being delivered to the engine.

=== Engine indication ===
[[File:Extra500-engine indication.png|thumb|Extra500 engine indication]]
The main engine indicator is located on the left side of the panel. It indicates 6 parameters:
# Torque (TRQ in %). Indicates engine power.
# Turbine Outlet Temperature (TOT in degC).
# Gas producer speed (N1, %).
# Propeller speed (N2, RPM)
# Oil pressure (OP, psig)
# Oil temperature (OT, degC)

Below this indicator an other instrument shows parameters in digital format only:
# Bus Voltage (VDC)
# Generator/standby alternator current (A)
# Battery current (A)
# Indicated outside air temperature (IAT, degC)
# Fuel temperature (FT, degC)
# Fuel pressure (FP, psig)

Beside the RH IFD more fuel system parameter are displayed:
[[File:Extra500-fuel_indication.png|thumb|Extra500 fuel indication]]
# Fuel quantity collector compartment, left and right in liter
# Fuel quantity main compartment, left and right in liter
# Fuel quantity auxiliary compartment, left and right in liter
# Fuel flow in liter per hour.

A short note on above parameters:
# With 111% TRQ and a propeller RPM of 2030, the Shaft Horse Power is 458. At the maximum continuous limit (92% TRQ) it is 380 SHP.
# N2 is displayed in propeller speed, but the power turbine (which drives the propeller) turns a lot faster. At 2030 RPM of the propeller, the power turbine turns 33290 RPM, that is 554.8 revolutions per second (not a typo)
# 100% N1 (gas producer speed) corresponds to 50970 RPM; 849.5 revolutions per second (also not a typo)

=== Limitations ===
As all aircraft engines, this aircraft has limits. There are two parameters whose limits must be actively monitored and kept by the pilot:
# TRQ: 92% continuous and 111% for 5 minutes (at take-off)
# TOT: 752 degC continuous and 810 for 5 min (at take-off). In addition at engine start the TOT may be between 810 and 927degC for 10 seconds max.

In normal operation these limit are kept with the Power Lever. Typically at lower altitudes, the TRQ limit is limiting. At higher altitudes, the TOT is limiting.
When the engine is started the TOT rises very fast and a hot-start is easily provoked. Make sure you follow the starting procedures (see below).

All other limits are basically kept automatically due to limiting systems. For instance the propeller governor will keep the propeller RPM at 2030. Also the oil temperature varies with power setting, air temperature, airspeed etc. But the oil cooler and the internal thermostat will make sure that the temperature stays below the 82degC limit.
An exception is if the propeller is in reverse! Make sure you keep an eye on the oil temperature as the propeller does not 'force-cool' the cooler in this case.

=== Engine start ===
There are three things that are essential for a good engine start:
# A charged battery. If you are not sure, attach External power ({{key press|CTRL}}+{{key press|E}}) and switch it on.
# The TOT is below 100degC prior to starting. Motor the engine to cool it down if needed. Usually only needed when you just shut the engine off or an aborted start.
# Add fuel at the correct moment: N1 between 12-15%. To early and you will have a hot start. To late and the engine will not light off (airflow through the engine is too strong already and fuel will not ignite).

Zoom so you can see the engine instruments, the start switch and the condition lever. There won't be time to move your head around.
Toggle the Start switch to START (mouse wheel up) the switch will fall back in IGNITION, so no need to worry about that.
At 12-15% N1: Press {{key press|s}} ( or click on condition lever, its the red one ) to add fuel.
Monitor TOT and abort the start if necessary.
Monitor you get a positive oil pressure. No oil pressure will kill any turbine engine in 15 seconds.

In case of a hot start: cut off the fuel using the condition lever and switch off the electric starter by moving the motoring switch in ABORT.

After engine has started:
* Standby alternator: Switch ON
* Generator: Switch ON
* Engine start: IGN OFF (only if N1 >= 65%)

Typically one fuel pump is on, although the engine will start without it. Only at high altitude the engine won't start or even flame-out when none of the pumps are on.

=== Normal operation ===
Once the engine is started you can use the power lever to increase or decrease power. As mentioned before, make sure you stay within the TRQ and TOT limit. As the air is thinner in higher altitude, less air will go through the engine and thus the TOT will rise. Therefore, the TOT will go up while climbing without you ever touching the power lever.
For fine tuning of the power, you can hover your mouse above the power lever handle and turn the mouse wheel.
Use the {{key press|n/N}} to increase/decrease propeller RPM. Note that when standing still and in low power, the propeller is at its fine pitch stop and RPM still below the propeller governor setting.

=== Shutting down ===
This is fairly easy, just shut off the fuel by moving the condition lever to cut-off, thus {{key press|s}} or click on the condition lever.

=== Reverse ===
Reverse may only be used on the ground, so practically at the landing roll to reduce its length. In normal operation, the Power Lever travel ranges from Flight Idle to Maximum Power. Only when in Flight Idle you can pull the Power lever up (Press {{key press|r}}) and increase power. You will see the power lever moves further back in the so-called beta range. This means that not the propeller governor is in control of the propeller blade angle, but it is linked directly to the power lever. Moving the lever back a bit will set it into Ground Idle, moving it further will turn the propeller blades in such a way a reverse thrust is produced.
To move back to the normal operating range decrease power (lever moves forward) to the stop and Press {{key press|r}}. 
Watch your oil temperature when in reverse. Normally the propeller airflow will force-cool the oil cooler, but in reverse this does not happen as the airflow induced by the propeller is reversed.

=== Motoring ===
Motoring is basically turning the engine with the starter only. So no ignition, no fuel. It is used to cool down the engine or in maintenance after the fuel or oil system has been serviced.
To motor move the motoring switch into MOTORING. The engine will run up to ~20% N1. Careful as motoring will drain the battery significantly, using external power is advised.

=== Overspeed Test ===
As mentioned before, the engine is controlled by a pneumatic system. There are several layers of control.
The first one controls fuel flow. Then there is a system that makes sure maximum speeds are not exceeded. And this system has a back-up system. Now this back-up system normally is not needed, meaning that it could fail without the pilot noticing. Therefore it is tested using the overspeed test button. 

[[Category:Extra]]
[[Category:Aircraft documentation]]

Extra EA-500/autopilot

2017-11-12T11:17:30Z

Evandenberg: nicer link back to main page

== Extra500 Autopilot ==

[[Extra_EA-500#Other_Extra500_wiki_pages|Return to Extra500 main page]]

=== General ===
The Extra500 uses an STEC-55X autopilot which you can find in the top middle of the glareshield.
It is rate-based (using the turn-coordinator in the RH panel for turn rate information) and has a large collection of modes and functions. These include auto-trim and yaw trim.

On the main panel there are three switches related to autopilot operation.
* Autopilot Master: switches the autopilot on/off. The middle switch position is for FD (Flight Director). The function of the autopilot is the same in this mode except the servos are not coupled. Thus the pilot must follow the flight director symbol on the IFD him/herself.
* Autopilot Pitch Trim: Enables electric trim and auto-trim when a pitch mode is engaged
* Autopilot yaw damper: Enables the yaw trim. The Yaw Trim poti can be used to adjust the yaw trim setting.

=== Limitations ===
* Airspeed: 90-190 KIAS
* Flaps: 0-15 deg
* Flight Phases: prohibited during take-off and landing, CAT I operations only
* Altitude: above 200 feet AGL while in approach, above 800 feet in all other flight phases

===Servos===
The Autopilot, when engaged, drives a total of four servos.
# Roll servo
# Pitch servo
# Yaw servo
# Pitch trim servo
They all directly link into the Extra500 control cables, thus if the autopilot moves the servos you can see the yoke, rudder pedals and trim wheel move.
The servos can be over powered by pressing and holding {{key press|o}}. Release it and the autopilot has full control again. Use with extreme caution. The speed of the controls is limited in this mode to 'simulate' the larger force the pilot has to overcome. This can lead to unexpected behavior. Also, you can easily bring the aircraft in a situation the autopilot cannot cope with, consequently it will disengage itself.

[[File:Extra500 yoke.png|thumb|250px|extra500 yoke]]
===Pilot Yoke===
The pilot yoke has two autopilot related push buttons:
* The disconnect switch: By far the most important one. So important we made the {{key press|d}} a keyboard shortcut! It disconnects ALL servos.
* The CWS (Control Wheel Steering) switch. Keyboard shortcut: {{key press|c}}

[[File:Extra500 autopilot.png|thumb|500px|Extra500 autopilot]]
===Autopilot Computer===
The AP computer has a display, mode knobs and a rotary knob.

The display indicates which mode is active, if the AP is ready or failed and the set vertical speed.
The mode knobs (obviously) set the modes and the rotary knob the vertical speed.

====Hotkeys====
{| class="keytable"
! Key !! Function
|-
| {{key press|Alt|1}} || HDG
|-
| {{key press|Alt|2}} || HDG + NAV
|-
| {{key press|Alt|3}} || NAV
|-
| {{key press|Alt|4}} || APR
|-
| {{key press|Alt|5}} || REV
|-
| {{key press|Alt|6}} || ALT
|-
| {{key press|Alt|7}} || ALT + VS
|-
| {{key press|Alt|8}} || VS
|-
| {{key press|Alt|9}} || VS -100
|-
| {{key press|Alt|0}} || VS +100
|}

===Functionality===
====Roll modes====
[[File:Extra500 keypadsetheading.png|thumb|200px|extra500 set heading]]
[[File:Extra500 headingbug.png|thumb|200px|extra500 heading bug]]
=====HDG mode=====

With the Heading mode active, the autopilot will turn the aircraft with maximum standard turn rate to the desired heading. This is set using the middle rotary knob on the keyboard and depicted in the compass rose and the moving map by the heading bug. The heading bug is normally magenta open, but changes to filled magenta when the heading mode is active, indicating the roll servo is in control.

=====NAV mode=====
Pressing the {{key press|NAV}} button the autopilot will activate the NAV mode. The aircraft will be steered to follow FMS (Flight Management System: the active flightplan), NAV1 or NAV2 steering commands, depending on to what the "Primary Nav" is set. If FMS is selected, GPSS mode is also available by pressing the {{key press|NAV}} button a second time, see below.
The Course can be set using the LH lower rotary button on the [[Extra EA-500/IFD|IFD]] and Nav frequencies with the keyboard.
If the aircraft is far from the commanded leg/course, the autopilot will try and intercept it with a 45 deg angle. If you are getting close, it will turn in to the leg/course. The intercept angle can be changed by setting the heading bug accordingly and pressing the {{key press|+}} between the HDG and NAV button, thus activating

=====HDG+NAV mode=====
This means the aircraft is in heading mode until the autopilot needs to turn into the leg/course. HDG mode will be automatically cancelled and NAV mode will take over. On the real AP, both HDG and NAV need to be pushed simultaneously. As most people only have one mouse on their computer, there is a {{key press|+}} in between for this purpose.

=====NAV/GPSS mode=====
This mode is only available when the "Primary Nav" is set to FMS and a flightplan is active. Activate it by pressing the {{key press|NAV}} button twice. The autopilot will now cut the corners. Thus when approaching a waypoint, the aircraft will turn onto the next leg before the waypoint is overflown.

=====NAV/REV mode=====
Allows you to fly the backcourse of a localizer without changing a frequency or course. Thus the inbound course must be set and the aircraft will fly the outbound course. Activate by pressing the {{key press|REV}} button when NAV is already active.

====Pitch modes====
Note that for ANY pitch mode to be engaged, a roll mode must be active!

=====ALT mode=====
Press the {{key press|ALT}} button and the AP will hold the current altitude

=====VS mode=====
Follows the commanded vertical speed. You set the vertical speed with the rotary knob on the autopilot itself. It can be set before engaging, after engaging and can be changed at any time.

=====ALT+VS mode=====
This mode will take your aircraft to a pre-selected altitude:
* Use the LH lower rotary knob on the keypad to set your target altitude.
* Set your vertical speed using the autopilot rotary knob (not necessary: the vertical speed will be set to the default value if nothing is set)
* And press the {{key press|+}} between the ALT and VS knob.
The autopilot will automatically level off and disengage the VS mode (thus only ALT mode remains active) when you arrive at the target altitude. When you are still climbing (or descending) you can change the target altitude or vertical speed at any time.

====Special modes====
=====CWS mode=====
The Control Wheel Steering mode works as follows:
* Engage the AP in both any roll and pitch mode
* Press and HOLD {{key press|c}} (CAUTION: AP servos will disengage!)
* Bring the aircraft in the wished turn rate and vertical speed
* Release {{key press|c}}
The autopilot will keep holding the turn rate and vertical speed.

[[Category:Extra]]
[[Category:Aircraft documentation]]

Extra EA-500/IFD

2017-11-12T11:17:05Z

Evandenberg: nicer link back to main page

=Integrated Flight Display System=
[[Extra_EA-500#Other_Extra500_wiki_pages|return to extra500 main page]] 

The system assist a single pilot to manage an IFR-operated flight. The design is clearly oriented to provide quick access to the requested information and to handle the data as quickly as possible. The goal is to relieve the pilot and reduce the pilot's workload.

The Integrated Avionics System in the Extra500 consists of two IFD-s in the front and one Keypad in the center console.

=Display=
[[File:IFD Keys.png|400px|thumbnail|right|IFD Keys]]
Each IFD has five page-select keys at the bottom. With these keys the active page can be selected. Once on the active page, the appropriate page-select key will navigate through the associated tabs. On the left- and right hand side, there are multi- function keys, so called "Line Select Key"(LSK). Each tab serves a function on the LSK. If it has a function, this is indicated with a light on the key (green at day, white at night). The intended function name of the LSK is displayed next to it on the display. On the left and right bottom corners, there are two rotary knobs. The intended function is displayed in the left/right corners of the tab indication.

* 1. Dimming knob for the display brightness {{key press|mouse left}}
* 2. Baro knob to adjust the altimeter setting {{key press|wheel up}} for +, {{key press|wheel down}} for - and {{key press|wheel press}} set 1013 (standard)
* L1-6 and R1-6 "Line Select Key"(LSK) is a rocker switch and can have two functions left/right indicated in the display
* LK and RK rotary knob usable with {{key press|wheel up}}, {{key press|wheel down}} and {{key press|wheel press}} and +{{key press|shift}} decreases the amount
* Page Select Key is a rocker switch first {{key press|mouse left}} select the page then {{key press|mouse left}} navigate through the tabs left/right

==PFD : Primary Flight Display==
[[File:IFD PFD-Nav Display.png|400px|thumbnail|right|IFD PFD-Nav Display]]
[[File:IFD PFD-Bug Select.png|400px|thumbnail|right|IFD PFD-Bug Select]]
Primary Flight instruments, controls and indicators.
* Autopilot Annunciations
* Airspeed indicator
* Attitude Indicator
* Marker Beacon
* Slip/Skid
* Flight Director Command Bars
* Altimeter
* Vertical Speed Indicator

* Wind Indicator
* Ground Speed Indicator
* Heading Indicator
* Heading Bug Indicator
* Active Com Frequency

* L1 : Primary Nav select Nav1, Nav2, FMS
* L3 : Bearing Pointer select Off, Nav1, Nav2, FMS
* L5 : "Hook" into FMS. Fly Vectors
* R2 : Timer
* LK : Course

===PFD - Nav Display===

* R4 : Flightplan visible On/Off
* R5 : CDI visible On/Off
* RK : Range/View of the map

===PFD - Bug Select===

* R3 : Set Heading
* R4 : Set Altitude
* R5 : Set VS
* RK : adjusts the selected bug, default Heading

==={{key press|L1}} : Primary Nav===
Enables you 3 sources [Nav1|Nav2|FMS] to drive the autopilot.

'''Nav1 Nav2'''

Autopilot in NAV mode will follow the radio navigation aids VOR, LOC or ILS.
With the rotary knob {{key press|LK}} you can select the course and sync by pushing the wheel.
VOR sync bearing.
LOC sync course line.

[[#NAV_:_Navigation_Frequencies| HowTo input Frequencies]]

'''FMS'''

Autopilot in NAV/GPSS mode will follow the flightplan as filed.
With the rotary knob {{key press|LK}} you can adjust the course to a waypoint. The FMS will switch in OBS mode and use the course as a radial for the given waypoint.

==={{key press|L3}} : Bearing Ptr===
Enables you to display a bearing to the selected navigation source [Nav1|Nav2|FMS]. The pointer is only visible if the source is in range.

==={{key press|L5}} : Fly Vectors===
This is your hook to the FMS. IF you flying FMS you can leave the route by pressing the {{key press|L5}} and follow the HDG bug. The flightplan is still active and by crossing the route again the FMS will intercept the LEG to continue the route.

==={{key press|R2}} : Timer===
Press {{key press|R2}} to start the timer then you can reset the running timer or stop it. Reset a stopped timer will set it back to zero.

===Bug Selection===
Select the "Bug Select" Tab by pressing the {{key press|PFD}} page rocker switch to the right. With the LSK {{key press|R3}} {{key press|R4}} {{key press|R5}} you can select the corresponding bug for input.
The rotary knob {{key press|RK}} will adjust the selected bug. By pressing the knob you can sync the bug.
After 10sec of no input it will switch back to the HDG bug selection.

==FMS : Flight Management System==
[[File:IFD FMS-FlightPlan.png|400px|thumbnail|right|IFD FMS-FlightPlan]]
[[File:IFD FMS-Map FPL.png|400px|thumbnail|right|IFD FMS-Map FPL]]

===FMS - Flightplan===
The Flight Plan tab enables you to view and edit a flight plan.
{|style="width=75%;"
|-
||
* L1 : Traffic Mode Normal, Above, Unlimited, Below. Range 2NM 6NM
* L2 : Tuning select Com or Nav
* L3 : select Com1, Nav1
* L4 : select Com2, Nav2
* L5 : Transponder ident
* L6 : Advisories
||
* R1 : Blank
* R2 : Blank
* R3 : Info Off, Metar, Nav Data
* R4 : -D-> direct to waypoint
* R5 : Delete Waypoint
* R6 : Caution and Warnings Message Bar
|-
|
* LK : Tune/Tune/Swap (all but L5)
* LK : Squawk/Squawk/Mode (only L5)
||
* RK : Scroll coarse/Scroll fine/Select
|}

===FMS - Map FPL===

Is a split screen with the moving map and the flightplan. There are no LSK keys use the bezel or keypad to interact with the map and flightplan
{|
|-
|
* L1 : Blank
* L2 : Blank
* L3 : Blank
* L4 : Blank
* L5 : Blank
* L6 : Advisories
||
* R1 : Blank
* R2 : Blank
* R3 : Blank
* R4 : Blank
* R5 : Blank
* R6 : Caution and Warnings Message Bar
|-
|
* LK : Range/Range/View
||
* RK : Scroll coarse/Scroll fine/Select
|}

==Map : Moving Map==
===Map - Map+===
[[File:IFD MAP-Map+.png|thumb|400px|right|IFD MAP-Map+]]
{|
|-
|
* L1 : Traffic Mode Normal, Above, Unlimited, Below. Range 2NM 6NM
* L2 : Tuning select Com or Nav
* L3 : select Com1, Nav1
* L4 : select Com2, Nav2
* L5 : Transponder ident
* L6 : Advidories
||
* R1 : Land | Nav 3 states declutter
* R2 : Lightning select Off, DataLink, Strike, WX-500
* R3 : Wx Reports METARs, AIR/SIGMETs, All, Off
* R4 : Wx Overlay select NOWradR2y, NOWrad+, Icing, Icing+, Off
* R5 : Icing Alt (only if Icing or Icing+ selected in R4)
* R6 : Caution and Warnings Message Bar
|-
|
* LK : Tune/Tune/Swap (all but L5)
* LK : Squawk/Squawk/Mode (only L5)
||
* RK : Range/Range/View
|}

===Map - Map===
[[File:IFD MAP-Map.png|thumb|400px|right|IFD MAP-Map]]
{|
|-
|
* L1 : Blank
* L2 : Blank
* L3 : Blank
* L4 : Blank
* L5 : Blank
* L6 : Advisories
||
* R1 : Land | Nav 3 states declutter
* R2 : Lightning select Off, DataLink, Strike, WX-500
* R3 : Wx Reports METARs, AIR/SIGMETs, All, Off
* R4 : Wx Overlay select NOWradR2y, NOWrad+, Icing, Icing+, Off
* R5 : Icing Alt (only if Icing or Icing+ selected in R4)
* R6 : Caution and Warnings Message Bar
|-
|
* LK : Blank
||
* RK : Range/Range/View
|}

==SYS : System Pages==

==CHKL: Electronic Checklist==

=Keypad=
[[File:Keypad.png|400px|thumbnail|right|Keypad]]
The keypad has a QWERTY layout with a few special function buttons along the outer edges and a row of number keys along the top of the keypad.

The display has two areas : a semi-permanent screen for com and nav frequencies on the left. On the right half there are the relevant data displayed according to the performed operation on the keypad (e.g. transponder code input, autopilot settings, FMS data entry, etc).

All edits are "live edits" in that they are immediately applied.

==COM : Communication Frequencies==
Communication tuning on the keyboard. Selecting the {{key press|Com1}} or {{key press|Com2}} with the top left short-keys activates the standby frequency for input.

With the number keys {{key press|0-9}} you can enter the new frequency the leading 1__.__ must not typed in. With the {{key press|CLR}} Key the input is cleared, {{key press|CNCL}} cancels the input and {{key press|ENTER}} or the Swap Key on the left display side confirm the frequency. Also a time out will confirm the input.

After input time out the left screen will display the via audiopanel selected com radio transceiver and wait for input.
==NAV : Navigation Frequencies==
Navigation tuning on the keyboard. Selecting the {{key press|Nav1}} or {{key press|Nav2}} with the top left short-keys activates the standby frequency for input.

Input handling is the same like Communication Frequencies.

==XPDR : Transponder==
Transponder setting on the keyboard. Selecting the {{key press|XPDR}} Key will show the transponder screen on the right. With the keyboard you can enter the new code.
Pressing {{key press|Mode}} will switch through the transponder modes [GND, ON, ALT ,OFF, SBY, TST]. The {{key press|VFR}} Key sets the transponder code to the default VFR code 7000.
{{key press|IDENT}} sets the transponder in ident mode.

==AUX : DME==
The keypad is used to tune the DME receiver to Nav1, Nav2, Nav1 Hold or Nav2 Hold. Pressing the {{key press|Aux}} button shows a list of the two active nav frequencies. With the bottom right {{key press|FMS}} knob the frequency can be selected and tune the DME receiver. If the active frequency is changed, the DME will be tuned to the new frequency. This behavior can be suppressed by selecting the "HOLD" frequency.

==FREQ LIST : Frequency List==
The {{key press|FREQ LIST}} will show a list of the most logical frequencies for your geographic position and flight phase. with the {{key press|FMS knob}} you can select it into the standby frequency of the active com radio transceiver

==Special Keys==
* PROC : a shortcut to the published arrival or approach procedure
* NRST : selects the FMS-Nearest Page and can toggle [Nearest Airports, Nearest Airports to destination, VORs, NDBs, Intersections, ARTCCs, FSS]
* -D-> : DirectTo the selected waypoint in the active flightplan
* -V-> : FlyVectors an override of the active flightplan, the aircraft will follow the HDG bug.

==Altitude knob==
The altitude knob(bottom left) changes the altitude bug of the autopilot. When turned, the selected altitude is shown on the keypad screen. By pushing, the altitude bug is synced with the current altitude of the aircraft (rounded to 100ft).

==Heading knob==
The heading knob(bottom center) changes the heading bug of the autopilot. When turned, the selected heading is shown on the keypad screen. By pushing, the heading bug is synced with the current heading of the aircraft.

==FMS knob==
The FMS knob(bottom right) has several functions depending on the performed operation in the keypad and IFD. In most cases it will scroll through selectable objects.

[[Category:Extra]]
[[Category:Aircraft documentation]]

Extra EA-500/Icing

2017-11-12T11:16:02Z

Evandenberg: nicer link back to main page

[[Extra_EA-500#Other_Extra500_wiki_pages|Return to main Extra500 page]]

== General ==
The Extra500 includes an icing model meaning that under the correct atmospheric conditions, ice will form on the aircraft. Without the proper counter measures, you will run into problems quickly.

== Recognizing icing ==
There is no ice warning device on the Extra500. Therefore you must keep an eye on the outside air temperature (on the IFD, left centre of the PFD screen). If it is freezing and you have 'visible moisture' (clouds, fog etc) ice might form. In that case keep a close eye on the wing nose!

== Effects ==
In general there are 4 effects:
# Aerodynamic
# Engine operation
# Systems
# Visibility

== Aerodynamic effects ==
The most predominant is the increase of drag. Of course, this will slow down the aircraft, but the effect mostly feared is the decreased climb speed. Usually you will want to climb through the icing to get to cruise altitude. In severe icing this might be a problem, also because of the reduced engine performance (see below). 

The second effect is a significantly increased stall speed. Up to 10 knots higher. 

The third effect is Ice Contaminated Tail Stall (ICTS). If there is ice on the horizontal stabilizer it stalls much earlier. This is especially dangerous when there is a high downward aerodynamic load on the tail. This is usually the case with flaps extended. When in icing or afterwards, it is best not to fully extend the flaps. When the horizontal tail stalls you will experience and almost unrecoverable pitch down moment. 

The aileron effectiveness is also reduced when the outer wing has icing on it. 

The last effect is the propeller. Ice reduces the efficiency and causes a cockpit vibration (propeller unbalance). 

== Engine operation ==
The engine air inlet is very sensitive to icing. It can stall or ice up in which case the engine will go out. Therefore the first thing to do is to activate the engine anti-icing. It is the RH Bowden cable in the middle console. Activation will increase the TOT, so when you are flying at the TOT limit, make sure to reduce power a bit. As mentioned before, in combination with aerodynamic effects you might find yourself in a problematic situation, so take care...

== Systems ==
The pitot tubes may ice up which results in a false airspeed indication. This is valid for the stall warner as well. When iced up, it will not give a stall warning anymore.

== Visibility ==
The windshield might ice up, reducing your forward view.

== Counter measures ==
As can be seen the effects of icing are not to be underestimated. Therefore the Extra500 has several de- and anti-ice systems. 
# As already mentioned, the engine inlet has an anti-ice system. Activated by the RH Bowden cable in the middle console and indicated to be working in the annuciator panel by the green light: INTAKE HEAT.
# The pitot tubes are protected by their electrical heating. There are 2 switches, one for the LH pitot tube and another for the RH. The stall warner heating is activated by the R-PITOT switch. The annunciator panel has 5 lights to indicate when the pitot/static/stall heating is not working. Normally these systems are always switched on (but Weight On Wheels will keep them from overheating on the ground).
# The pilot windshield has a heating in it which can be used to clear a small portion of the window. It has a controller that keeps the windshield temperature between 20 and 40 degC. When heating, WINDSHIELD HEAT ON lights up green.
# The aerodynamic surfaces are protected by pneumatic boots. When activated, the boots are inflated for 6 seconds (indicated by BOOTS green light), shedding the ice formed on the surface nose. They are inflated every minute and there are 2 cycles, one for the wing inboard boots and the other for the wing outboard and empenage boots.
# The propeller has electric boots which are activated by the PROP switch. Proper function is indicated on the propeller ammeter in the LH upper corner of the instrument panel.

[[Category:Extra]]
[[Category:Aircraft documentation]]

Extra EA-500/flight planning

2017-11-12T11:14:03Z

Evandenberg: nicer link back to main page

[[Extra_EA-500#Other_Extra500_wiki_pages|Return to main Extra500 page]]
== General ==
[[File:Fuel and payload 1.png|thumb|500px|Extra500: Fuel and weight and balance]]

The Extra500 has an extensive flight planning tool. With it you can control your:
* Payload
* Fuel
* Aircraft Weight and Center of Gravity
* Calculate the Fuel needed for your trip

== Usuage ==
First of all you need to know what your trip looks like:
* Fly from where to where
* Winds
* Temperature
* What is my alternate airport
* How many passengers am I taking?

For the first point you can use the Flightgear internal [[Route manager|Route Manager]]. With the 'From FLP' button you can directly import the airport altitudes, the trip distance and atmospheric conditions. The Trip Calculator will automatically set the best (economy) cruise altitude.
Of course you can set these parameters yourself by dragging or scrolling (use shift and ctrl for larger steps) the blue and green fields.

The second and third points are the (average) weather conditions during your trip. Especially head- or tail-wind will change the fuel needed considerably.

The fourth point is your alternate airport: you will need to put the distance from your destination airport to the alternate airport under 'Reserve'. So in the case of sudden fog or other conditions that make the airport not reachable, you will have enough to fly some where else.

Press 'Order Fuel' to put the fuel amount you need in the fuel tanks directly.

[[File:Fuel and payload2.png|thumb|500px|Extra500: Payload and Trip planning]]

Under 'Payload' you can load your Passengers and Baggage.

The next step is your Weight and Balance. Under the 'Weight' Tab you can check if you are within limits. If not, you will have to throw some passengers out or buy a bigger aircraft.

== Background ==
The needed fuel is calculated under the following conditions:
* ISA or off-ISA atmosphere as inputted
* Wind as inputted
* Maximum Take-Off Weight
* Climb at Maximum Continuous Power (92% TRQ or 752degC TOT) and VY (110KIAS)
* Descent at 2000ft/min and 50% TRQ
* The fuel for 'Reserve' is calculated from the destination airport altitude.

Extra EA-500/Smooth weather

2017-11-12T11:11:55Z

Evandenberg: nicer link back to main page

[[Extra_EA-500#Other_Extra500_wiki_pages|Return to main Extra500 wiki page]]

== Smooth Weather ==

=== General ===
The Extra500 features a special weather mode designed to prevent strong jumps in pressure, temperature and wind while flying. It can be activated in the EXTRA 500 menu --> Toggle Smooth Weather.

It works on top of 'Basic Weather' and uses the 6-10 closest METAR-s to create a 'local' METAR for the position of the aircraft. Especially pressure and temperature have an additional filter to make the transition as smooth as possible.

It does not work with 'Advanced Weather', in fact it will switch it off. If you want to return to an other weather sort, toggle smooth weather off and use the normal weather dialog.

Also, there is a penalty in performance. Once a minute, the METAR stations are updated and this might result in a noticeable lag. This lag is very pronounced when first activated, so it is advised to activate while on the ground. The scan range for the (valid) METAR stations is variable and keeps the number of stations used in between 6 and 10.

Obviously if you are in an area with limited METAR coverage, smooth weather will not work as intended. It needs at least 3 or 4 METAR-s to be effective and in large areas on our planet the METAR coverage is somewhat scarce. It works much better in Europe than in Africa or even the North-American continent.

Finally, the current implementation is a proof of concept and the code a bit rough on the edges. Nevertheless it works pretty well under the circumstances it is designed to work.

=== Technicalities ===
The average METAR is displayed in the Environment - Weather dialog.
Two things you will notice:
* it still features an airport (the nearest airport actually) and this airport might not even have a weather station. This airport is only used to get the correct altitude which is used for calculations. The METAR itself is however always for the aircraft position.
* Some METAR parts are not displayed. These are directly written to the property tree, so no need to worry.

If you want to know what the smooth weather system is doing, the properties can be found in the property tree under /extra500/weather. If you change the 'debug' property to true, it will dump some values on the terminal.

[[Category:Extra]]
[[Category:Aircraft documentation]]

Extra EA-500/pitch control

2017-11-12T11:10:57Z

Evandenberg: nicer link back to main page

[[Extra_EA-500#Other_Extra500_wiki_pages|Return to main Extra500 page]]

== Elevator hinge moment model ==

The Extra 500 model features an elevator hinge moment model. It calculates the moment around the elevator hinge axis due to:
* Elevator deflection
* (local) angle of attack
* elevator geometry
* the static moment, including g-effects
* the downspring in the control system
* the elevator trim tab
* and of course the pilot force

The last one can be:
* The pilot
* the autopilot (pitch servo)
* or zero (due to the pilot letting go or a control system failure)

== Elevator control modes ==
=== Direct elevator control mode ===
[[File:Extra500 trim panel1.png|thumb|Extra500 trim panel; indication to trim nose down]]
The direct elevator control mode is what you will find on most Flightgear aircraft: your control input is directly translated to an elevator position. This will give you a relative accurate position of the elevator (and yoke) dependent on aircraft weight, configuration, centre of gravity and airspeed. Of course you will not be able to feel the force acting on the pilot. As the function of trim is to reduce the pilot force to zero, on most models trimming is completely useless.
Therefore the Extra500 model features a panel which will indicate the direction and magnitude the pilot has to act on the yoke to keep the yoke where it is. Giving you a realistic idea where to trim too. The trim panel can be toggled on/off in the Extra500 - configuration dialog.

This control mode works very well for all of you using the mouse for control. The disadvantage is for joystick users: you will never be able to let go of the joystick as trimming reduces the pilot forces (which you don't feel), but does not change the position of the yoke (= the position of the joystick).

=== Force elevator control mode ===
[[File:Extra500 trim panel2.png|thumb|Extra500 trim panel; force pitch control active]]

Therefore the Extra500 model features a second pitch control mode. It controls the pilot force, not the yoke position. So when your joystick is centered, no pilot force is acting on the yoke (as if you would have let go). Moving the joystick forward is pushing, backwards is pulling. You can use the elevator trim to reduce the force needed and thus get into a stable flight attitude with your joystick centered. The elevator (and yoke) position is calculated by the elevator hinge moment model.

=== Practical use ===
You can toggle between the above control modes by pressing {{key press|CTRL}}+{{key press|f}}. Make sure you are trimmed out when changing mode from 'direct' to 'force' mode or you will be pitching up or down like hell.

[[Category:Extra]]
[[Category:Aircraft documentation]]

Howto:Canvas dialog examples

2017-10-31T09:11:32Z

Evandenberg: some additions and clarifications

This page is for Canvas dialog Examples and their explanations.
At the moment it has 1:
* [[Extra EA-500/failure dialog|Extra500 Failure Dialog]]

== Extra500 failure dialog ==
=== Introduction ===
This dialog is the 'front end' of the extra500 failure system. It uses Canvas only and has several pages and interactive elements. All pages are .svg designed.
We will look at the code and try to explain what is does.

* Setting up the namespace "Dialogs"
* Making a menu entry for the dialog
* Setting up a class and making one instance of it
* Setting up the Canvas
* What to do when opening the dialog like:
# Making the window (frame)
# Creating a canvas group related to that window frame
# Parsing (and displaying) .svg files
# Linking elements of the .svg file to the canvas group (giving them a name so we can change them)
# Initiate the listeners to make certain elements interactive
* Making the listeners and linking them to canvas/.svg elements (howto make clicking on it make it do something)

=== Namespace and Menu entry ===
The dialog is set-up like a normal nasal namespace in the -set file:
<nasal>
<Dialogs>
<file>Aircraft/extra500/Dialogs/failuredialog.nas</file>
</Dialogs>
</nasal>

And called (opened) though a menu entry in /Dialogs/extra500-menu.xml just like any other classical menu entry.
<item>
<name>Failure-dialog</name>
<label>Failure Dialog</label>
<binding>
<command>nasal</command>
<script><![CDATA[
Dialogs.Failuredialog.openDialog();
]]></script>
</binding>
</item>

This means there needs to be a loaded Class called "Failuredialog" in the namespace "Dialogs" with an internal function called "openDialog".

=== File structure ===
The file is located in the /extra500/Dialog folder and is called failuredialog.nas
After the license part, it starts up with defining a vector that basically holds all the colors of the .svg elements that are changed. The color definition, for instance "#00ff004a" is used in the .svg files directly and can be looked up in Inkscape or any other .svg file editor.
The rest holds the definition of "FailureClass{}" and in the end of the file, one instance of this Class is invoked:

var FailureClass = {
...
...
};
var Failuredialog = FailureClass.new();

Thus now we created Dialogs.Failuredialog and the internal functions as defined in the FailureClass Class. We are calling the internal function "new" at initialization.
All the internal functions can be called using Dialog.Failuredialog.<InternalFunctionName>

Other files used are the .svg files, which are located in the same folder. We will be looking at the MenuFaildialog.svg and GearFaildialog.svg files in this example.

=== FailureClass.new ===
With the last line of code above, we invoke the following:

new : func(){
var m = {parents:[FailureClass]};
m._title = 'Extra500 Failure Dialog';
m._gfd = nil;
m._canvas = nil;
m._timer = maketimer(1.0,m,FailureClass._timerf );
return m;
},

So we make the Class, set a title, make a canvas and even set a timer.
In principle nothing happens except in the background the Class is set up.

=== openDialog ===
The next function hold all the things we want to do if we open the window.
We are making the (empty) window:

me._gfd = MyWindow.new([750,512],"dialog");
me._gfd._onClose = func(){Failuredialog._onClose();}

me._gfd.set('title',me._title);
me._canvas = me._gfd.createCanvas().set("background", canvas.style.getColor("bg_color"));
me._root = me._canvas.createGroup();

After this we pre-load all the .svg files. This is not necessary, but a design choice. It makes the switching between window tabs faster (as you don't need to load the .svg every time).
Another design choice is that each page in the dialog has its own .svg file. This is not necessary, but we found it a bit more structured.

me._filename = "/Dialogs/MenuFaildialog.svg";
me._svg_menu = me._root.createChild('group');
canvas.parsesvg(me._svg_menu, me._filename);

The first line point to where the .svg is located, the second sets up a group and gives it a name. And finally the .svg is parsed (loaded) and linked to the group name.
In this example we will only look at the "menu" and the "gear" tab. Their names are: me._svg_menu and me._svg_gear respectively.

In the next section all the elements from the individual .svg files are linked, declared and named. ''This is only necessary for elements which actually do something.'' Like you want to make it interactive (click on it) or change its color or hide it etc. etc.

So for the menu we have the gear tab which has 3 elements:
* A colored field (of which we will change the color): me._gear
* A text field (which just sits there and does nothing, so we won't declare it)
* A field that indicates if there is an active failure on the gear: me._gear_active

me._gear = me._svg_menu.getElementById("field_gear");
me._gear_active = me._svg_menu.getElementById("gear_active").hide();

So the elements in the .svg file are declared and linked to their names. "field_gear" and "gear_active" are the element ID-s as set in Inkscape (Object - Object Properties).
Note that the gear_active field is set invisible at startup by using .hide() at the end.

For the gear page, we do the same:
me._LHgear = me._svg_gear.getElementById("LHgear");
etc.

Here the .svg element "LHgear" of the parsed .svg file called me._svg_gear is linked to the name me._LHgear.
This enables us to do all kind of things to it like hiding, showing, change color etc. This is both true for complete parsed .svg files as their elements

For instance, a bit further down in the file:
me._svg_menu.show();

Which shows the menu page.
So we can show or hide whole pages (individual parsed .svg-s) with .show() and .hide() respectively.

We also initiate all listeners here:
me.setListeners(instance = me);
Which happens in the setListeners function.

=== Listeners: things are happening ===
Now we can add (event-)listeners to the different elements in the setListeners function:
me._gear.addEventListener("click",func(){me._onGearClick();});

Here we tell to execute the function me._onGearClick() when the element me._gear is clicked.
We can do this for all declared elements:
me._LHgear.addEventListener("click",func(){me._onGeneralClick("/systems/gear/LMG-free",0,"LMG_jammed","gear");});

This one looks a bit more complicated, but the principle is the same. The function me._onGeneralClick just gets some arguments passed to it.
You can replace "click" with "wheel" or "drag" in your listener for mouse-wheel or mouse-dragging operation.
For "wheel" and "drag" you will need to pass on the amount you want to change like so:
me._fielddelay.addEventListener("wheel",func(e){me._onRandomDelayChange(e);});
and the function that is called:
_onRandomDelayChange : func(e){
var delay = getprop("/extra500/failurescenarios/randommaxdelay") + e.deltaY;
delay = math.clamp(delay,0,60);
setprop("/extra500/failurescenarios/randommaxdelay",delay);
me._welcome_update();
},

=== Operations ===
Let us look at some operations. For instance in the _onGearClick() function. One of the lines is:
me._gear.setColorFill(COLORfd["menuse"]);
Here we set the color of element me._gear to COLORfd["menuse"]. This is a defined in the vector at the beginning of the file and is color "#0055d432".

Another line is:
me._svg_gear.show();
Which makes the gear page visible. The opposite is .hide()

=== Dialog design ===
The structure of the dialog is pretty complicated, but is all just logical nasal stuff and has nothing to do with the canvas - nasal interaction.
In principle, all pages are parsed separately so they can be turned on and off easily. In general, when a tab is pressed, all pages are hidden (except for the menu) and the proper page shown.
_onGearClick : func() {
me._menuReset();
me._gear.setColorFill(COLORfd["menuse"]);
me._frame.setColorFill(COLORfd["menuse"]);
me._hideAll();
me._svg_lmenu.show();
me._gear_active.show();
me._svg_gear.show();
me._gearButtons_update();
},

This happens when the GEAR tab in the menu is pressed. The menu is re-setted and then the gear tab is changed color to indicate it is selected.
All the other pages are hidden, the gear page is show and finally all gear-buttons are updated. The status of the buttons depends on fg-properties. They have no listeners, but are only updated when the page is show. This is a bit easier and saves a lot of listeners. The disadvantage is that the buttons (they change color when a pressed and a failure is initiated) are not updated automatically. Maybe not ideal for a 'front end'...

Extra EA-500/failure dialog

2017-10-29T13:56:53Z

Evandenberg: added link to Howto

[[Extra EA-500|Return to main Extra500 wiki page]]

== General ==
The Extra500 incorporates a dialog that enables you to produce failures (and to repair them) in various aircraft systems through a graphical interface. The dialog is accessible through Extra 500 - Failure Dialog. 

== Canvas/Nasal background information ==
For some background information on writing this Canvas dialog please have a look [[Howto:Canvas dialog examples|here]].

[[File:Only 2 greens.png|thumb|500px|Extra500: only two greens]]

== Purpose ==
The failure system in the Extra500 model is far from complete. It incorporates a mixture of failures that are interesting and/or fun. They are in not selected on if they are likely to occur. It is to test your pilot skills, try out different approaches handling these failures or just to see what happens. 

''Personal note:'' 
''One of the first failures I implemented was 'gear jammed' and is still my favorite. Just to try out to land on two gear legs and keep the aircraft reasonable free from damage. What is the best strategy? High or low speed landing, flaps extended or up, or maybe just a belly landing.''

== The dialog ==
[[File:Failure dialog - first page.png|thumb|500px|Failure dialog - first page]]
The dialog features a menu on top. You can select the aircraft system or on the far right choose to {{key press|REPAIR ALL}}. Note that all failures are present if the the dialog is open or not. However all failures are resetted with each flight session. 

On the initial screen you can trigger a {{key press|Random Failure}}. Set the maximum delay with the mouse wheel. It can happen earlier, but never later. 
There are a lot of failures that can happen (approx. 100) and some you might not notice. For instance if you are flying in summer and one of the wing boots has failed. Other you will notice directly (autopilot servo runaway) or at the exact time you don't want it to happen (flaps jammed at approach).

If you want to see a dedicated failure go the the system and click on the component you want to break. The component color will change to red and a text will appear stating the exact failure. Also the menu-system button will have a red field with a number in it, representing the number of failures of that particular system. 

There are 3 kinds of failures:
* The most common failure is you click on it and there is a failure, on/off, no in between-s.
* The fuel system has some 'analogue' failures. For instance the fuel filters can be set clogged 0-100% with 10% steps.
* Progressive failures start with no error, but the error increases over time. There are several misleading indications like this.

In the left lower corner is a timer which counts down to the failure to become active (or in-active). To set this timer hover with your mouse over the field and scroll your mouse wheel. It is limited 0 - 60 seconds. Progressive failures cannot be timed. 

The systems you can choose from are:
*GEAR
*FUEL
*CONTROLS
*DE-ICE
*AVIONIC
*AUTOPILOT

=== Gear window ===
In the gear window you can see a schematic view of the landing gear. The failures include gear jammed, brake failures and flat tires. 
[[File:Extra500-Failuredialog-gear.png|500px|Extra 500 - Failure Dialog - Gear]]

=== Fuel window ===
The fuel window is a bit more complicated. Here you can clog/block filters, check valves and jet pumps, make tanks leak, let pumps fail. Basically everything that will let your engine fail (no fuel at the right flow and pressure). In the background the fuel flow due to the pressure loss in the system and the pressure gain due to the pumps is calculated. This means that at low power (low fuel flow) the engine might get enough fuel, but at high power setting the pressure drop will be too high and the engine will fail. 
Also be careful of other effects like fuel unbalance and reduced range. 
[[File:Extra500-Failuredialog-fuel.png|500px|Extra 500 - failure dialog - Fuel]]

=== Controls window ===
The control system of any aircraft is redundant, thus a single failure won't have you loose control entirely. You can always land your aircraft safely. The rudder backs up the ailerons (and the other way around) and the pitch trim system backs up the elevator system. Actually for aircraft certification, you need to show you can land the aircraft with pitch trim. As the Extra500 has a real pitch trim system, you can actually play test pilot and try! 
[[File:Extra500-Failuredialog-controls.png|500px|Extra 500 - failure dialog - controls]]

=== De-ice window ===
All de-ice systems you can fail here. Ranging from the pitot heat to a single de-ice boot. Of course when there is no icing, there is no effect. But in winter take care. Make sure to checkout an Ice Contaminated Tail Stall (ICTS) just to find out why you should not set the flaps to 30 deg with ice on your horizontal stabilizer. 
[[File:Extra500-Failuredialog-deice.png|500px|Extra 500 - failure dialog - de-ice]]

=== Avionic window ===
Use it to induce indication failures (roll, pitch, heading, altitude, airspeed) and the failure of other avionics.
Note that the roll, pitch and heading faults are 'progressive'. So you won't notice it at first, but the indication error gets worse and worse. 
[[File:Extra500-Failuredialog-avionic.png|500px|Extra 500 - failure dialog - avionic]]

=== Autopilot window ===
The most interesting failures here are the servo runaways. Make sure you give yourself some time to prepare, so use the timer to the delay the runaway. The servo runaway will drive the servo at full speed to a random direction. Especially at high airspeeds, this can be quite problematic. Remember you can overpower the servos while pressing {{key press|o}} and disconnect the autopilot by pressing {{key press|d}}. 
[[File:Extra500-Failuredialog-autopilot.png|500px|Extra 500 - failure dialog - autopilot]]

Pressing the {{key press|REPAIR ALL}} button will repair all instantly. 
However, if the Random failure has not occurred yet, you won't be able to stop it until it is triggered. 

Have fun and take care!

[[Category:Extra]]
[[Category:Aircraft documentation]]

Extra EA-500/flight planning

2017-10-29T13:55:16Z

Evandenberg: oops, wrong page...

[[Extra EA-500|Return to main Extra500 page]]
== General ==
[[File:Fuel and payload 1.png|thumb|500px|Extra500: Fuel and weight and balance]]

The Extra500 has an extensive flight planning tool. With it you can control your:
* Payload
* Fuel
* Aircraft Weight and Center of Gravity
* Calculate the Fuel needed for your trip

== Usuage ==
First of all you need to know what your trip looks like:
* Fly from where to where
* Winds
* Temperature
* What is my alternate airport
* How many passengers am I taking?

For the first point you can use the Flightgear internal [[Route manager|Route Manager]]. With the 'From FLP' button you can directly import the airport altitudes, the trip distance and atmospheric conditions. The Trip Calculator will automatically set the best (economy) cruise altitude.
Of course you can set these parameters yourself by dragging or scrolling (use shift and ctrl for larger steps) the blue and green fields.

The second and third points are the (average) weather conditions during your trip. Especially head- or tail-wind will change the fuel needed considerably.

The fourth point is your alternate airport: you will need to put the distance from your destination airport to the alternate airport under 'Reserve'. So in the case of sudden fog or other conditions that make the airport not reachable, you will have enough to fly some where else.

Press 'Order Fuel' to put the fuel amount you need in the fuel tanks directly.

[[File:Fuel and payload2.png|thumb|500px|Extra500: Payload and Trip planning]]

Under 'Payload' you can load your Passengers and Baggage.

The next step is your Weight and Balance. Under the 'Weight' Tab you can check if you are within limits. If not, you will have to throw some passengers out or buy a bigger aircraft.

== Background ==
The needed fuel is calculated under the following conditions:
* ISA or off-ISA atmosphere as inputted
* Wind as inputted
* Maximum Take-Off Weight
* Climb at Maximum Continuous Power (92% TRQ or 752degC TOT) and VY (110KIAS)
* Descent at 2000ft/min and 50% TRQ
* The fuel for 'Reserve' is calculated from the destination airport altitude.

Extra EA-500/flight planning

2017-10-29T13:38:53Z

Evandenberg: added Howto link

Howto:Canvas dialog examples

2017-10-23T15:20:40Z

Evandenberg:

This page is for Canvas dialog Examples and their explanations.
At the moment it has 1:
* [[Extra EA-500/failure dialog|Extra500 Failure Dialog]]

== Extra500 failure dialog ==
=== Introduction ===
This dialog is the 'front end' of the extra500 failure system. It uses Canvas only and has several pages and interactive elements. All pages are .svg designed.
We will look at the code and try to explain what is does.

The dialog is set-up like a normal nasal namespace:
<nasal>
<Dialogs>
<file>Aircraft/extra500/Dialogs/failuredialog.nas</file>
</Dialogs>
</nasal>.

And called (opened) though a menu entry in /Dialogs/extra500-menu.xml just like any other classical menu entry.
<item>
<name>Failure-dialog</name>
<label>Failure Dialog</label>
<binding>
<command>nasal</command>
<script><![CDATA[
Dialogs.Failuredialog.openDialog();
]]></script>
</binding>
</item>

This means there needs to be a loaded Class called failuredialog with an internal function called openDialog.

=== File structure ===
The file is located in the /extra500/Dialog folder and is called failuredialog.nas
After the license part, it starts up with defining a vector that basically holds all the colors of the .svg elements that are changed. The color definition, for instance "#00ff004a" is used in the .svg files directly and can be looked up in Inkscape or any other .svg file editor.
The rest holds the definition of "FailureClass{}" and in the end of the file, one instance of this Class is invoked:

var FailureClass = {
...
...
};
var Failuredialog = FailureClass.new();

Other files used are the .svg files, which are located in the same folder. We will be looking at the MenuFaildialog.svg and GearFaildialog.svg files in this example.

=== FailureClass.new ===
With the last line of code above, we invoke the following:

new : func(){
var m = {parents:[FailureClass]};
m._title = 'Extra500 Failure Dialog';
m._gfd = nil;
m._canvas = nil;
m._timer = maketimer(1.0,m,FailureClass._timerf );
return m;
},

So we make the Class, set a title, make a canvas and even set a timer.
In principle nothing happens except in the background the Class is set up.

=== openDialog ===
The next function hold all the things we want to do if we open the window.
We are making the window:

me._gfd = MyWindow.new([750,512],"dialog");
me._gfd._onClose = func(){Failuredialog._onClose();}

me._gfd.set('title',me._title);
me._canvas = me._gfd.createCanvas().set("background", canvas.style.getColor("bg_color"));
me._root = me._canvas.createGroup();

After this we pre-load all the .svg files. This is not necessary, but a design choice. It makes the switching between window tabs faster (as you don't need to load the .svg every time).
Another design choice is that each page in the dialog has its own .svg file. This is not necessary, but we found it a bit more structured.

me._filename = "/Dialogs/MenuFaildialog.svg";
me._svg_menu = me._root.createChild('group');
canvas.parsesvg(me._svg_menu, me._filename);

The first line point to where the .svg is located, the second sets up a group and gives it a name. And finally the .svg is parsed (loaded) and linked to the group name.
In this example we will only look at the "menu" and the "gear" tab. Their names are: me._svg_menu and me._svg_gear respectively.

In the next section all the elements from the individual .svg files are linked, declared and named. This is only necessary for elements which actually do something. Like you want to make it interactive (click on it) or change its color or hide it etc. etc.

So for the menu we have the gear tab which has 3 elements:
* A colored field (of which we will change the color): me._gear
* A text field (which just sits there and does nothing, so we won't declare it)
* A field that indicates if there is an active failure on the gear: me._gear_active

me._gear = me._svg_menu.getElementById("field_gear");
me._gear_active = me._svg_menu.getElementById("gear_active").hide();

So the elements in the .svg file are declared and linked to their names. "field_gear" and "gear_active" are the element ID-s as set in Inkscape (Object - Object Properties).
Note that the gear_active field is set invisible at startup by using .hide() at the end.

For the gear page, we do the same:
me._LHgear = me._svg_gear.getElementById("LHgear");
etc.

Here the .svg element "LHgear" of the parsed .svg file called me._svg_gear is linked to the name me._LHgear.
This enables us to do all kind of things to it like hiding, showing, change color etc. This is both true for complete parsed .svg files as their elements

For instance, a bit further down in the file:
me._svg_menu.show();

Which shows the menu page.
So we can show or hide whole pages (individual parsed .svg-s) with .show() and .hide() respectively.

We also initiate all listeners here:
me.setListeners(instance = me);
Which happens in the setListeners function.

=== Listeners: things are happening ===
Now we can add (event-)listeners to the different elements in the setListeners function:
me._gear.addEventListener("click",func(){me._onGearClick();});

Here we tell to execute the function me._onGearClick() when the element me._gear is clicked.
We can do this for all declared elements:
me._LHgear.addEventListener("click",func(){me._onGeneralClick("/systems/gear/LMG-free",0,"LMG_jammed","gear");});

This one looks a bit more complicated, but the principle is the same. The function me._onGeneralClick just gets some arguments passed to it.
You can replace "click" with "wheel" or "drag" in your listener for mouse-wheel or mouse-dragging operation.
For "wheel" and "drag" you will need to pass on the amount you want to change like so:
me._fielddelay.addEventListener("wheel",func(e){me._onRandomDelayChange(e);});
and the function that is called:
_onRandomDelayChange : func(e){
var delay = getprop("/extra500/failurescenarios/randommaxdelay") + e.deltaY;
delay = math.clamp(delay,0,60);
setprop("/extra500/failurescenarios/randommaxdelay",delay);
me._welcome_update();
},

=== Operations ===
Let us look at some operations. For instance in the _onGearClick() function. One of the lines is:
me._gear.setColorFill(COLORfd["menuse"]);
Here we set the color of element me._gear to COLORfd["menuse"]. This is a defined in the vector at the beginning of the file and is color "#0055d432".

Another line is:
me._svg_gear.show();
Which makes the gear page visible. The opposite is .hide()

=== Dialog design ===
The structure of the dialog is pretty complicated, but is all just logical nasal stuff and has nothing to do with the canvas - nasal interaction.
In principle, all pages are parsed separately so they can be turned on and off easily. In general, when a tab is pressed, all pages are hidden (except for the menu) and the proper page shown.
_onGearClick : func() {
me._menuReset();
me._gear.setColorFill(COLORfd["menuse"]);
me._frame.setColorFill(COLORfd["menuse"]);
me._hideAll();
me._svg_lmenu.show();
me._gear_active.show();
me._svg_gear.show();
me._gearButtons_update();
},

This happens when the GEAR tab in the menu is pressed. The menu is re-setted and then the gear tab is changed color to indicate it is selected.
All the other pages are hidden, the gear page is show and finally all gear-buttons are updated. The status of the buttons depends on fg-properties. They have no listeners, but are only updated when the page is show. This is a bit easier and saves a lot of listeners. The disadvantage is that the buttons (they change color when a pressed and a failure is initiated) are not updated automatically. Maybe not ideal for a 'front end'...

Howto:Canvas dialog examples

2017-10-22T17:59:28Z

Evandenberg:

2016-11-28T16:20:31Z

Evandenberg: a bit of formatting

Extra EA-500/failure dialog

2016-11-27T19:08:34Z

Evandenberg: some more updating

Extra EA-500/failure dialog

2016-11-27T19:05:50Z

Evandenberg: updated for new functionality

File:Extra500 failuredialog1.png

2016-11-27T19:04:32Z

Evandenberg: Evandenberg uploaded a new version of File:Extra500 failuredialog1.png

=={{int:filedesc}}==
{{Information
|description={{en|1=[[Extra EA-500|Extra500]] failure dialog}}
|date=2015-11-30 20:10:15
|source={{own}}
|author=[[User:Evandenberg|Evandenberg]]
|permission=
|other versions=
}}

=={{int:license-header}}==
{{self|cc-by-sa-4.0}}

[[Category:Extra EA-500 custom dialog screenshots]]

File:Failure dialog - first page.png

2016-11-27T18:50:48Z

Evandenberg: User created page with UploadWizard

=={{int:filedesc}}==
{{Information
|description={{en|1=Failure dialog - first page}}
|date=2016-11-27
|source={{own}}
|author=[[User:Evandenberg|Evandenberg]]
|permission=
|other versions=
}}

=={{int:license-header}}==
{{self|cc-by-sa-4.0}}

Aircraft speed

2016-10-27T15:18:52Z

Evandenberg: and correcting my mistakes...

Speed combines two factors, the ''distance'' travelled in a certain amount of ''time''. In aviation speed is most often expressed in '''knots''' (kt). One knot is one nautical mile per hour. In an aircraft the speed is "measured" with a [[#Pitot tube|pitot tube]]. Together with the static pressure one can determine not the speed of the aircraft, but the speed of the air flowing around the aircraft, the [http://en.wikipedia.org/wiki/Airspeed '''airspeed''']. Thus the speed of the aircraft relative to the airmass it is flying in.

The airspeed can be indicated in knots, km/h or even m/s. In general however, knots are used. But in some countries (like Russia and China), km/h is used.
In older planes, notably German WW II fighter planes, the airspeed is indicated in kilometers per hour (km/h), which is still used in present-day European glider planes. The conversion factor is 1.852, i.e. you can roughly divide a reading in km/h by two in order to get the value in knot.

If the speed is indicated in knot, sometimes a 'K' is put before the acronym, so KEAS stands for 'equivalent airspeed in knot'.

For (near-)supersonic planes the speed can be expressed in Mach.

== Expressing speed ==
=== Ground speed ===
* [http://en.wikipedia.org/wiki/Ground_speed '''Ground''' speed (GS)] is the horizontal speed in which the aircraft moves relative to a fixed point on the ground.

One needs to know the GS in order to see how long a flight from A to B actually takes. Nowadays GS can be directly measured using a GPS system, and some aircraft equipped with such a system have a GS indicator. The GS can be calculated from TAS by correcting it for the prevailing wind at altitude or by measuring the time between passing two points on the ground [[radio beacons]] with a known distance, but in Flightgear you can always cheat and get it from the property browser under <tt>velocities/groundspeed-kt</tt>.

GS is the velocity in the horizontal direction of the aircraft. I.e. in a steep dive, the aircraft can move very fast, but because the motion is chiefly vertical, the ground-speed can be very small at the same time. This is where the GS differs from the ground-speed of a car.

=== True airspeed ===
* [http://en.wikipedia.org/wiki/True_airspeed '''True''' airspeed (TAS)] is the speed in which the aircraft moves relative to the surrounding air.

The difference between TAS and GS is that the air itself may move with respect to the ground (that's wind), and dependent on course relative to the wind direction a discrepancy between TAS and GS is induced. TAS can't really be measured directly but needs to be calculated, unless standing still on the ground where the TAS can be "seen" with the windbag.

Knowing TAS during flight is surprisingly useless - for navigation, ground speed is needed, and aerodynamic limits do not depend on TAS but rather IAS. The chief value of TAS is as a measure of aircraft performance and in pre-flight planning before the wind effect is taken into account.

The TAS can be calculated from CAS, air temperature and [[Altitude#Pressure altitude|pressure altitude]] and is the second step to calculate the GS from IAS for navigation.

Often TAS and GS are assumed (confused) to be the same, they are not.

=== Indicated airspeed ===
* [http://en.wikipedia.org/wiki/Indicated_airspeed '''Indicated''' airspeed (IAS)] is the number displayed on the [http://en.wikipedia.org/wiki/Airspeed_indicator airspeed indicator].

The Indicated Airspeed is determined with Total Pressure (measured with a [[#Pitot tube]]) and Static Pressure. Because of measurement faults IAS usually has a failure. Without this failure you get CAS. The IAS is not the TAS since the pressure differs greatly with [[altitude]] (more specific the density of the air). The higher the [[altitude]] the lower the IAS while flying the same TAS.

In spite of this dependence on [[altitude]], IAS is a very useful quantity in flight. Many aerodynamic properties, for example drag, lift, the stress on the airframe, stall speed or the forces on control surfaces depend on the dynamic pressure generated by the airstream, not on the actual aircraft speed. The stall speed of an aircraft at sea level is very different from the stall speed (in TAS) at 30.000 ft - but they correspond to the same IAS reading.

Per definition CAS = TAS in standard ISA conditions and sea level. At 80.000 feet (the cruising altitude of a [[SR-71]]), the IAS of 400 knot corresponds to a TAS in excess of 1600 knot (..that corresponds with about Mach 3 at that altitude).

=== Calibrated airspeed ===
* [http://en.wikipedia.org/wiki/Calibrated_airspeed '''Calibrated''' airspeed (CAS)] is calculated from IAS and correcting it for measurement errors.

Modern equipment can most often can indicate the CAS. For navigation the CAS is the first step to calculate the GS.

=== Equivalent airspeed ===
* [http://en.wikipedia.org/wiki/Equivalent_airspeed '''Equivalent''' airspeed (EAS)] takes into account another correction (above [[#Calibrated airspeed]], this time having to do with air properties rather than sensor errors. EAS at low altitude and low airspeeds is very close to CAS, but CAS incorporates compressibility effects, EAS assumes no compressibility.

At high altitude, the compressibility of air changes, so even CAS becomes more and more unreliable. For the [[SR-71]] Blackbird with a ceiling of 85.000 feet, the CAS becomes very unreliable and the plane has to be flown based on a EAS. For more conventional aircraft, EAS is not used. Thus, EAS is what a perfect dynamic pressure sensor would show when properly calibrated for the air compressibility at the current altitude.

=== Mach number ===
* The [http://en.wikipedia.org/wiki/Mach_number '''Mach number''' (M)] is the speed of the aircraft divided by the speed of sound (at that temperature). It is usually calculated, but can also be directly determined with Impact and Static pressure. Mach has no dimension.

The aircraft's behavior at Mach 1 at sea level is about the same as the behavior of the aircraft at an altitude of 60000 feet.
A Mach number below 1 means that the plane moves subsonic. A Mach number above 1 indicates supersonic flight. The Mach number is critical because a number of phenomena take place just around Mach 1 (transonic speed), for example a sudden increase in drag induced by shock-wave generation (sonic-boom). Aircraft that are not designed to fly supersonic will break up at Mach 1. The shape of the aircraft can cause parts of the aircraft being at or above Mach 1 while the fuselage is subsonic. Flying near Mach 1 can be quite dangerous, for most fast (but subsonic) aircraft Mach 0.83 is the limit. High flying aircraft, like passenger aircraft, can reach that limit easy while descending.

The speed of sound changes with the compressibility (and hence temperature) of air, the Mach number is dependent on [[altitude]] (as the air temperature drops at higher altitudes). This implies that Mach 2 at sea level corresponds to a faster TAS than Mach 2 at 30.000 ft. The precise relation between TAS, Mach number and altitude is a complicated formulae and depends in essence on the local weather pattern determining the pressure and temperature gradients in the atmosphere.
The Mach number is measured/calculated from the same information as the EAS ([[#Pitot tube]] and [[altimeter]])

== V speeds ==
For the complete V speed "definitions" list please visit [http://en.wikipedia.org/wiki/V_speeds Wikipedia]. Here a small abstract. Note that V speed definitions can depend of local [[Flight rules]]. Most V speeds depend on the aircraft configuration (how much it weights etc.) so must be calculated forehand and must be included in the flight-plan. V speeds are used to compare aircraft performance and will be mentioned in the aircraft flight manual (AFM).

* M speeds are expressed in Mach.

{|
|- valign="top"
| V1 || Take-off decision speed & Critical engine failure recognition speed.
During take-off the speed at which the aircraft safely can take-off even when one (of more) engine fails ("eats a bird"). The co-pilot (FO) will call out V1 during take-off, the pilot will check if all engines are running and decides to continue or abort take-off.
|-
| V2 || Take-off safety speed.
|-
| V3 || Flap retraction speed.
|-
| VA|| Design maneuvering speed. Above this speed it is a bad idea to make sudden manoeuvres.
|-
| VC || Design cruising speed is like VA related to the loads on the aircraft structure. For non-reciprocating aircraft it is the red line on the airspeed indicator.
|-
| VD || Max dive speed (for certification only). It is always higher as VC and it has a margin towards the speed where the aircraft is shown to be free from flutter.
|-
| VFE || Maximum flap extended speed.
|-
| VLE || Maximum landing gear extended speed.
|-
| VLO || Maximum landing gear operating speed.
|-
| VMO / MMO || Maximum operating limit speed (Turbine aircraft). Usually the same as VC and the redline on your airspeed indicator.
|-
| VNE || Never exceed speed (Reciprocating aircraft). The red line on your airspeed indicator.
|-
| VNO || Maximum structural cruising speed or maximum speed for normal operations (Reciprocating aircraft). Usually the same as VC. the speed on your airspeed indicator where the green arc changes to yellow.
|- valign="top"
| VR || Nose-wheel take off speed.
The speed at which the nose-wheel leaves (should leave) the ground. As the speed increases the yokes will be pulled at Vr. It is also the speed at which the aircraft still can be stopped if there is a critical failure. The co-pilot (FO) will call out "rotate" during take off. VR is very similar to VROT and VREF.
|-
| VRef|| Landing reference speed or threshold crossing speed.
|- valign="top"
| VS || Stall speed or minimum steady flight speed for which the aircraft is still controllable.
|- valign="top"
| VS0 || Stall speed or minimum flight speed in landing configuration.
|-
| VS1 || Stalling speed in a specified configuration
|-
| VX || Best angle of climb speed
|-
| VXSE || Best angle of climb speed, one engine out
|-
| VY || Best rate of climb speed
|-
| VYSE || Best rate of climb speed, one engine out
|}

* Not knowing the (complete list of) V speeds has caused dramatic accidents. It has occurred that the pilot and co-pilot were not aware of the minimal speed of an aircraft during landing with one engine damaged causing loss of control just before touch-down (the pilot gave full throttle hoping to gain speed expecting to get back control causing the left-over engine push the aircraft to one side).

== Pitot tube ==
The [http://en.wikipedia.org/wiki/Pitot_tube pitot tube] is the tool to measure the Total Pressure. It is a tube directed forwards, exposed to the airstream. The air is being pushed inwards (rammed) by the motion of the aircraft and the (ram) pressure is measured. The indicated airspeed is determined with the impact pressure which is per definition: total pressure - static pressure. The impact pressure is NOT the dynamic pressure as impact pressure incorporates compressibility effects. Bigger aircraft have two (or even three) pitot tubes.

The pitot tube can be blocked easy, once blocked, or worse, partially blocked the IAS will have no relation with the speed of the aircraft. This situation is enhanced if the pitot tube controlling the autopilot is blocked.

Ice is a known cause of blockage of the pitot tube hence there are pitot heaters that should prevent forming of ice. Another known cause of blockage are insects. Blockage of pitot tubes is a known cause of some very dramatic accidents and every pilot should learn how to deal with strange behaving speed indicators and autopilots.

== Additional information ==

* Velocity: A vector combining speed and (angle of) direction. Often used as synonym of speed.
* [[Understanding Supersonic Flight]]

== External links ==
* [http://en.wikipedia.org/wiki/V_speeds V speeds] on English Wikipedia
* [http://www.ecfr.gov/cgi-bin/text-idx?SID=08466be6bfab4f37b995be61ff13ec21&node=14:1.0.1.3.11.3.164.8&rgn=div8 US. CFR 14 §25.335 – Design airspeeds] Do note that these are EAS (equivalent airspeed), not IAS (indicated airspeed).
* [http://code7700.com/v-speeds.html V-Speeds] at Code 7700

[[Category:Aviation]]

{{Understanding}}
[[de:Fluggeschwindigkeit]]
[[fr:Vitesse de l'avion]]
[[es:velocidad de la aeronave]]

Aircraft speed

2016-10-26T18:57:30Z

Evandenberg: correcting some mistakes

Speed combines two factors, the ''distance'' travelled in a certain amount of ''time''. In aviation speed is most often expressed in '''knots''' (kt). One knot is one nautical mile per hour. In aircraft the speed is "measured" with a [[#Pitot tube|pitot tube]], the result is not the speed of the aircraft, it is the speed of the air flowing around the aircraft, the [http://en.wikipedia.org/wiki/Airspeed '''airspeed'''].

The airspeed can be indicated in knots, km/h or even m/s. In general however, knots are used. But is some countries (like Russia and China, km/h is used).
In older planes, notably German WW II fighter planes, the airspeed is indicated in kilometres per hour (km/h), which is still used in present-day European glider planes. The conversion factor is 1.852, i.e. you can roughly divide a reading in km/h by two in order to get the value in knot.

If the speed is indicated in knot, sometimes a 'K' is put before the acronym, so KEAS stands for 'equivalent airspeed in knot'.

For (near-)supersonic planes the speed can be expressed in Mach.

== Expressing speed ==
=== Ground speed ===
* [http://en.wikipedia.org/wiki/Ground_speed '''Ground''' speed (GS)] is the horizontal speed in which the aircraft moves relative to a fixed point on the ground.

One needs to know the GS in order to see how long a flight from A to B actually takes. Nowadays GS can be directly measured using a GPS system, and some aircraft equipped with such a system have a GS indicator. The GS can be calculated from TAS by correcting it for the prevailing wind at altitude or by measuring the time between passing two points on the ground [[radio beacons]] with a known distance, but in Flightgear you can always cheat and get it from the property browser under <tt>velocities/groundspeed-kt</tt>.

GS is the velocity in the horizontal direction of the aircraft. I.e. in a steep dive, the aircraft can move very fast, but because the motion is chiefly vertical, the ground-speed can be very small at the same time. This is where the GS differs from the ground-speed of a car.

=== True airspeed ===
* [http://en.wikipedia.org/wiki/True_airspeed '''True''' airspeed (TAS)] is the speed in which the aircraft moves relative to the surrounding air.

The difference between TAS and GS is that the air itself may move with respect to the ground (that's wind), and dependent on course relative to the wind direction a discrepancy between TAS and GS is induced. TAS can't really be measured directly but needs to be calculated, unless standing still on the ground where the TAS can be "seen" with the windbag.

Knowing TAS during flight is surprisingly useless - for navigation, ground speed is needed, and aerodynamic limits do not depend on TAS but rather IAS. The chief value of TAS is as a measure of aircraft performance and in pre-flight planning before the wind effect is taken into account.

The TAS can be calculated from CAS, air temperature and [[Altitude#Pressure altitude|pressure altitude]] and is the second step to calculate the GS from IAS for navigation.

Often TAS and GS are assumed (confused) to be the same, they are not.

=== Indicated airspeed ===
* [http://en.wikipedia.org/wiki/Indicated_airspeed '''Indicated''' airspeed (IAS)] is the number displayed on the [http://en.wikipedia.org/wiki/Airspeed_indicator airspeed indicator].

The Indicated Airspeed is determined with Impact Pressure (measured with a [[#Pitot tube]]) and Static Pressure. Because of measurement faults IAS usually has a failure. Without this failure you get CAS. The IAS is not the TAS since the pressure differs greatly with [[altitude]] (more specific the density of the air). The higher the [[altitude]] the lower the IAS while flying the same TAS.

In spite of this dependence on [[altitude]], IAS is a very useful quantity in flight. Many aerodynamic properties, for example drag, lift, the stress on the airframe, stall speed or the forces on control surfaces depend on the dynamic pressure generated by the airstream, not on the actual aircraft speed. The stall speed of an aircraft at sea level is very different from the stall speed (in TAS) at 30.000 ft - but they correspond to the same IAS reading.

Per definition CAS is TAS in standard ISA conditions and sea level. At 80.000 feet (the cruising altitude of a [[SR-71]]), the IAS of 400 knot corresponds to a TAS in excess of 1600 knot (..that corresponds with about Mach 3 at that altitude).

=== Calibrated airspeed ===
* [http://en.wikipedia.org/wiki/Calibrated_airspeed '''Calibrated''' airspeed (CAS)] is calculated from IAS and correcting it for measurement errors.

Modern equipment can most often can indicate the CAS. For navigation the CAS is the first step to calculate the GS.

=== Equivalent airspeed ===
* [http://en.wikipedia.org/wiki/Equivalent_airspeed '''Equivalent''' airspeed (EAS)] takes into account another correction (above [[#Calibrated airspeed]], this time having to do with air properties rather than sensor errors. EAS at low altitude and low airspeeds is very close to CAS, but CAS incorporates compressibility effects, EAS assumes no compressibility.

At high altitude, the compressibility of air changes, so even CAS becomes more and more unreliable. For the [[SR-71]] Blackbird with a ceiling of 85.000 feet, the CAS becomes very unreliable and the plane has to be flown based on a EAS. For more conventional aircraft, EAS is not used. Thus, EAS is what a perfect dynamic pressure sensor would show when properly calibrated for the air compressibility at the current altitude.

=== Mach number ===
* The [http://en.wikipedia.org/wiki/Mach_number '''Mach number''' (M)] is the speed of the aircraft divided by the speed of sound (at that temperature). It is usually calculated, but can also be directly determined with Impact and Static pressure. Mach has no dimension.

The aircraft's behavior at Mach 1 at sea level is about the same as the behavior of the aircraft at an altitude of 60000 feet.
A Mach number below 1 means that the plane moves subsonic. A Mach number above 1 indicates supersonic flight. The Mach number is critical because a number of phenomena take place just around Mach 1 (transonic speed), for example a sudden increase in drag induced by shock-wave generation (sonic-boom). Aircraft that are not designed to fly supersonic will break up at Mach 1. The shape of the aircraft can cause parts of the aircraft being at or above Mach 1 while the fuselage is subsonic. Flying near Mach 1 can be quite dangerous, for most fast (but subsonic) aircraft Mach 0.83 is the limit. High flying aircraft, like passenger aircraft, can reach that limit easy while descending.

The speed of sound changes with the compressibility (and hence temperature) of air, the Mach number is dependent on [[altitude]] (as the air temperature drops at higher altitudes). This implies that Mach 2 at sea level corresponds to a faster TAS than Mach 2 at 30.000 ft. The precise relation between TAS, Mach number and altitude is a complicated formulae and depends in essence on the local weather pattern determining the pressure and temperature gradients in the atmosphere.
The Mach number is measured/calculated from the same information as the EAS ([[#Pitot tube]] and [[altimeter]])

== V speeds ==
For the complete V speed "definitions" list please visit [http://en.wikipedia.org/wiki/V_speeds Wikipedia]. Here a small abstract. Note that V speed definitions can depend of local [[Flight rules]]. Most V speeds depend on the aircraft configuration (how much it weights etc.) so must be calculated forehand and must be included in the flight-plan. V speeds are used to compare aircraft performance and will be mentioned in the aircraft flight manual (AFM).

* M speeds are expressed in Mach.

{|
|- valign="top"
| V1 || Take-off decision speed & Critical engine failure recognition speed.
During take-off the speed at which the aircraft safely can take-off even when one (of more) engine fails ("eats a bird"). The co-pilot (FO) will call out V1 during take-off, the pilot will check if all engines are running and decides to continue or abort take-off.
|-
| V2 || Take-off safety speed.
|-
| V3 || Flap retraction speed.
|-
| VA|| Design maneuvering speed. Above this speed it is a bad idea to make sudden manoeuvres.
|-
| VC || Design cruising speed is like VA related to the loads on the aircraft structure. For non-reciprocating aircraft it is the red line on the airspeed indicator.
|-
| VD || Max dive speed (for certification only). It is always higher as VC and it has a margin towards the speed where the aircraft is shown to be free from flutter.
|-
| VFE || Maximum flap extended speed.
|-
| VLE || Maximum landing gear extended speed.
|-
| VLO || Maximum landing gear operating speed.
|-
| VMO || Maximum operating limit speed.
|-
| VNE || Never exceed speed.
|-
| VNO || Maximum structural cruising speed or maximum speed for normal operations.
|- valign="top"
| VR || Nose-wheel take off speed.
The speed at which the nose-wheel leaves (should leave) the ground. As the speed increases the yokes will be pulled at Vr. It is also the speed at which the aircraft still can be stopped if there is a critical failure. The co-pilot (FO) will call out "rotate" during take off. VR is very similar to VROT and VREF.
|-
| VRef|| Landing reference speed or threshold crossing speed.
|- valign="top"
| VS || Stall speed or minimum steady flight speed for which the aircraft is still controllable.
|- valign="top"
| VS0 || Stall speed or minimum flight speed in landing configuration.
|-
| VS1 || Stalling speed in a specified configuration
|-
| VX || Best angle of climb speed
|-
| VXSE || Best angle of climb speed, one engine out
|-
| VY || Best rate of climb speed
|-
| VYSE || Best rate of climb speed, one engine out
|}

* Not knowing the (complete list of) V speeds has caused dramatic accidents. It has occurred that the pilot and co-pilot were not aware of the minimal speed of an aircraft during landing with one engine damaged causing loss of control just before touch-down (the pilot gave full throttle hoping to gain speed expecting to get back control causing the left-over engine push the aircraft to one side).

== Pitot tube ==
The [http://en.wikipedia.org/wiki/Pitot_tube pitot tube] is the tool to measure the Impact Pressure. It is a tube directed forwards, exposed to the airstream. The air is being pushed inwards (rammed) by the motion of the aircraft and the (ram) pressure is measured. The measured pressure relative to Static pressure is used to determine the (indicated) airspeed. The Impact pressure is NOT the dynamic pressure as it incorporates compressibility effects. Bigger aircraft have two (or even three) pitot tubes.

The pitot tube can be blocked easy, once blocked, or worse, partially blocked the IAS will have no relation with the speed of the aircraft. This situation is enhanced if the pitot tube controlling the autopilot is blocked.

Ice is a known cause of blockage of the pitot tube hence there are pitot heaters that should prevent forming of ice. Another known cause of blockage are insects. Blockage of pitot tubes is a known cause of some very dramatic accidents and every pilot should learn how to deal with strange behaving speed indicators and autopilots.

== Additional information ==

* Velocity: A vector combining speed and (angle of) direction. Often used as synonym of speed.
* [[Understanding Supersonic Flight]]

== External links ==
* [http://en.wikipedia.org/wiki/V_speeds V speeds] on English Wikipedia
* [http://www.ecfr.gov/cgi-bin/text-idx?SID=08466be6bfab4f37b995be61ff13ec21&node=14:1.0.1.3.11.3.164.8&rgn=div8 US. CFR 14 §25.335 – Design airspeeds] Do note that these are EAS (equivalent airspeed), not IAS (indicated airspeed).
* [http://code7700.com/v-speeds.html V-Speeds] at Code 7700

[[Category:Aviation]]

{{Understanding}}
[[de:Fluggeschwindigkeit]]
[[fr:Vitesse de l'avion]]
[[es:velocidad de la aeronave]]