REFERRING TO THE FIGURE CALL-OUTS
1: PDRT Thrust Mode Toggle (ON/OFF)
2: Trailing-edge Flaps
Forward – Deploy
Rearward – Retract
3: Primary Thrust Control Mode Toggle (VMS/MOTO)
4: Target Designation Hat (EXP)
5: Coolie Hat (EXP)
6: Thrust Reverser or Z Velocity Mode
Forward – Deactivates
Rearward – Activates
7: Docking Thrust and Control Modes
Forward – Docking Thrust Mode Toggle
Rearward – Swap SLT and SLR Thrust Control Modes
8: 2-Position Boat (CAUTION: DO NOT USE)
9: 2-Position Arms Select (CAUTION: DO NOT USE)
10: Symmetrical Thrust Control Lock (ENGAGE/DISENGAGE)
11: Inboard Throttle
12: Outboard Throttle
13: Tension Adjust Lever (AKA: Friction Lock)
14: Arms LED
15: Boat LED
16: Turbo LED
17.1: Turbo Selector (WARNING: DO NOT USE)
17.2: Program Button (WARNING: DO NOT USE)
17.3: Erase Button (WARNING: DO NOT USE)
17.4: Internal/External Selector (WARNING: DO NOT USE)
18: Rudder Selector (WARNING: DO NOT USE)
19: Input for External Analog Interface (CAUTION:
AUTHORIZED MAINTANENCE USE ONLY)
20: Input for External Keyboard Interface (CAUTION:
AUTHORIZED MAINTANENCE USE ONLY)
EXP Expansion, not currently supported in software
SLT Captain’s station controls the translational thrust and therefore the co-pilot’s station controls the rotation
SLR Captain’s station controls the rotational thrust and therefore the co-pilot’s station controls the translation
PDRT Plasma Drive Ring Turbine is a thrust mode that uses a portion of the plasma thrust to drive air-breathing turbofans for better efficiency in the lower atmosphere
LED Light Emitting Diode is a form of illuminated indicator
The throttle is located as the power quadrant on the pedestal between the two crewmember stations. This throttle system is used for operating the four (4) primary or main propulsion engines by wire.
For ease of use in space flight, rather than manipulating the output thrust of the engines as with conventional aircraft, this vessel incorporates a “velocity seeking” (VMS) system. The desired velocity is selected exponentially from 0 km/s to 10 km/s in normal mode and 0 km/s to 1 km/s in docking mode (7). The computer then fires thrust in the most efficacious manner to reach this desired velocity.
OPERATION PRINCIPLES (Continued)
Similarly, the Thrust Reverser (6) selects the desired velocity as a positive or negative value and the computer determines whether forward or reverse thrust actually needs to be fired.
Furthermore, if turning the vessel or encountering gravitational pulls or friction as a result of atmospheric entry alters the forward velocity vector, the computer will strive to maintain the selected velocity automatically.
The conventional direct modification of thrust output (MOTO) can be selected by mode through the Primary Thrust Control Mode Toggle (3). Since the velocity can easily get out of hand in the relative absence of resistance in space, this is recommended only for use in the atmosphere. It is arguably easier to continue to use the VMS system in the atmosphere, as the transitions are easier between atmosphere and orbit and vice-versa. In this mode, the Thrust Reverser (6) acts as a true manual activator of the thrust redirection.
PDRT Thrust (1) is more efficient below 38 km; therefore the checklist calls for its use only in that range.
Normally the Symmetrical Thrust Control Lock (10) is left in the locked position except in an engine failure emergency. CAUTION: This controls inboard and outboard engine pairs, NOT port and starboard engine sets
There is a detent in the stroke of the throttle control, which is more evident when the Friction Lock (13) is set high. Just past this detent to the bottom of the stroke is a 0 km/s requested speed. It is most useful NOT to pull the control past the detent unless the vessel will be at station keeping when the crews’ attention is diverted from operation of the vessel. It is also easier to operate the throttle for fine thrust controls (such as in docking) if operations are kept above the detent.
There is an upper detent, which automatically selects 100 km/s in normal mode or 10 km/s in docking mode (7).
The Primary Thrust Control Toggle (3) simply selects whether or not the computer should be attempting to match the control input. This is useful when selection of a desired speed it to be laid in without immediate reaction of the computer. For this reason, this toggle must be operated when the vessel is first powered up in order to deactivate this incorporated safety feature.
The use of SLT and SLR thrust modes (7) is outlined in the “Flight Controls” system description. The effects of the PDRT Thrust (1) on these flight controls and the flaps are also covered in that section.
This Flight Handbook contains information, limitations, and procedures to be followed for safe and efficient operation of the Orpex T-71 vessel. Good judgment is expected in instances where the recommended procedure does not cover the situation.
This Handbook is the property of Argus Foundation and is not to be made available to persons or agencies not affiliated with Argus Foundation unless authorized. Refer to the Management Policy and Procedure Manual for information regarding control of this publication.
Copies of this Handbook will be assigned during initial training. Assignment of additional or replacement copies and policy regarding crewmember responsibilities relative to availability in flight are outlined in the Flight Operations Policy Manual.
Chapter 23 (International Supplement) of this Flight Handbook is assigned only to staff personnel and to crewmembers operating outside of the United States of America. All references to availability in flight and to revision responsibilities apply equally to this chapter when the holder is assigned to International operations.
Revisions are numbered and issued in consecutive order. Each revision includes a Transmittal page. The page includes a resume of major changes to aid in determining the extent or significance of the revised material. Transmittal pages are also used to control the deletion of electronic messages and operational bulletins made obsolete by inclusion of their subject material in to the main body of this Handbook.
Yellow pages are used to describe system modifications or procedural changes planned for, but not yet applicable to, a particular vessel. When the change becomes standard, the appropriate white page is revised and the yellow page deleted.
The person to whom this Handbook is assigned is responsible for keeping it current. Revised pages are to be inserted as soon as possible after they are received. A transmittal record page is provided and must be maintained. A separate series of revision transmittals is issued for holders of chapter 23 (International Supplement) and holders must maintain the transmittal record page supplied.
Each page number is composed of three segments as described below:
Each chapter index shows all section, major paragraph, and sub-paragraph titles in the order they appear. New index pages are provided in revision transmittals when revised pages require subject titles to be rearranged. If pages are missing from printed versions of this material and to check for updates to this manual, use the USDC web address at http://www.geocities.com/orpex/training.htm.
Current Flight Operations Training Bulletins should be filed behind the index tab. A bulletin index is provided and is revised as bulletins are issued or deleted.
This Handbook is designed to meet the needs of the operating crew relative to preflight, in-flight, and post-flight operations. Format and content is arranged so that each crewmember can locate specific procedural coverage or necessary system information.
Material that is basic theory or has an initial training nature is separated so that the operational portions of the vessel systems can be more easily referenced.
Chapters 1, 2, 3, and 4 contain the operating limitations, normal, emergency, and abnormal procedures. These chapters cover pertinent USDC Approved Flight Manual Limitations, general and specific normal operating procedures, normal, emergency, and abnormal checklists together with their amplifications, and a listing of system specifications in quick reference form.
Chapter 5 contains additional normal operating procedures for use when operating a system where the usual complement of components is not available. These procedures are designed for specific inflight malfunctions or to provide alternate operating instructions when dispatched with a unit inoperative. The vessel is able to safely continue operation and may or may not have to observe a performance restriction. This chapter also includes instrument correction data when required to operate in an alternate mode. Section numbers in this chapter correspond with the chapter number to which the system handled by the procedure is assigned. For example, an additional procedure relative to landing struts, which is described in chapter 19, would be found in the 05.19 section.
Chapter 6 contains all required normal en route operational performance charts together with instructions and explanations for the entire flight planning and performance system used on the vessel. It also contains the Minimum Equipment and Configuration Deviation Lists.
Chapters 7 through 22 cover operational information about the vessel systems. Each chapter is arranged identically to aid in quickly locating needed data. The type of information found in each section is outlined below:
Section 01 – System Description
Provides a complete operationally oriented description of each system or subsystem covered in the chapter. Depth of coverage is equivalent to that provided in transition training, which eliminates the need for a supplemental training information document.
Section 02 – Controls and Indicators
Provides illustrations of each type of control and indicator related to systems covered in the chapter. Includes brief description of normal functions of control. Shows specific nomenclature and location of the controlling electrical circuit protection.
Section 03 – Schematics
Contains simplified schematics, oriented towards associating the system controls and indications to primary system flow, which support the system description section.
The same basic style, showing primary system flow from left to right or top to bottom, is employed for all schematics. Unless mentioned in specific procedures, electrical power sources are not normally labeled. A Code/Condition block states the condition shown in the schematic; most schematics are designed to show the system in its normal configuration with electrical power supplied and switches or controls in their usual positions.
Additional sections may be used to show information that does not fit the above categories. Titles of these sections are descriptive of their contents.
Chapter 23 is considered part of the flight handbook, although issued and controlled by a separate revision system. It contains flight planning, navigation, and performance information to supplement that found in chapter 6 and is required only for International operations.
GRAPHIC STANDARDS AND SYMBOLS
The widest solid line shows the primary flow of a schematic. If more than one primary system is shown, such as a left and right system, colored lines or coded patters of the same width are used.
Where the primary system is being controlled mechanically, pneumatically, or hydraulically, a line half the width of the primary line represents the control function.
The line representing the flow or connection from a system to an indicator is a single width line.
Standard line symbology is used to differentiate between electrical, mechanical, and fluid lines. Standard symbols for system unites are used when possible. The symbol also indicates the method used to actuate, such as M for motor, S for solenoid, or a handle for manual.
(See the following page for some typical symbols)
Packing list / manifest (more detail)
1. Large enclosure – Flight simulator – special loading, unloading, handling instructions exist
2. Box labeled 2 containing parts removed from item #1 so that it could fit in the C cargo container –
Monitor, wooden enclosure for monitor, door handle mechanism, ceiling strobe cover, ceiling vent
adapter, vent for monitor enclosure, lens covers, vent covers, miscellaneous spare motherboards,
audio, video, I/O, and memory cards and processors, spare disk drive and diskettes, spare light
bulbs, spare reel of wire, hard-hat, and spare computer power supply.
3. Box labeled 3 containing motion control system components and others –
*NOTE* some of these items are inside cardboard boxes or tool boxes inside
Pistons with attachment plates, universal joints, and connectors, nuts, bolts, relays, T connectors,
hoses, desiccant filter and spare desiccant, Teflon tape, quick disconnect junctions, compressor
manual, headphones, 9/16 open and box end wrench, ratchet set, lubricating oil, flashlight, glue
gun and glue sticks, charger and batteries for included cordless drill, utility knife, hacksaw blade,
measuring tape, and a straightedge ruler
Inside of this box is a cardboard box containing the following –
Multimeter, soldering gun and solder, wire, wire caps, wire cutters, pliers, spare electrical
amplifier, switches, cables, bulbs, manuals, power supplies, tape, spacer foot,
spare potentiometers, paint can tool, manual screwdriver, sandpaper, and masking tape
Inside of this box is a cardboard box containing the following –
Communications headset, cables, box, amplifier, voice augmenter, and power supply
4. Box labeled 4 containing 2 computers, monitor, switch boxes, keyboard, mouse, and cabling, and a box
6. 8 spring and pad assemblies
7. Box labeled 5 containing a caulk gun, liquid nails, an assortment of paint colors in different size
containers, paint brush, conduit brackets, and corner protectors