Flight Manual: Saab 35 Draken FSX 4.1Updated: 2014-12-22

Virtual Cockpit

Some of the instruments and controls in the Virtual Cockpit would not be easily accessible if I used a realistic viewpoint and field-of-view, or if I put every little detail in its exact place. But in general terms I believe this is a decent rendering of the real cockpit.

Fig. 40 -  Virtual Cockpit view

2D Cockpit

The 2D cockpit is by now just a legacy feature. It has not seen any major improvement to the bitmaps or layout for years, and I personally see very little point in using it compared to using the VC in forward view at normal zoom. Your choice, of course.

Fig. 41 -  Cockpit view

At the bottom of the main 2D panel you will find information about the current navigation settings, engine functions, trim settings, radar mode and range, etc.

The functions of the icons are explained in their respective tooltips.

Fig. 42 -  Additional info in cockpit view

Mini panelchanged in 4.1

The additional "mini panel" view shows some (fictional) HUD type instruments, including the radar and flight director. I find it useful for training final approach and landing when the view from the cockpit is obstructed due to the very high angle of attack. If you don't like it, don't use it.

Fig. 43 -  Mini panel explained

Fig. 44 -  Final approach using mini panel

Warning lights panel

Fig. 45 -  Warning lights panel overview

• At ground idle the hydraulic pressure may be insufficient to deflect the elevons fully. Large movements of the stick may then momentarily cause a HYDR II warning and extend the EPU.

• The EBK warning light is not an indicator for afterburner, it indicates that the exhaust nozzle eyelids are changing position. See also Engine.

• The STYRAUT warning light indicates autopilot failure, not that the autopilot is active. It will also be lit if you switch off the autopilot main switch.

Master Warning

The Master Warning light (red) will blink if any of the other warning lights are lit, with some exceptions:

• The Engine Deice indicator light (MOTOR IS) will not cause a Master Warning.

• The EBK warning light will normally not trigger a Master Warning.

• When the emergency bus is switched on, the Electrical Failure (ELFEL) warning will still be lit, but the Master Warning will disappear.

• The Fuel System (TANK LUFT) warning sometimes lights up for a few seconds when the system switches from external to main fuel tanks. This will not cause a Master Warning.

Fig. 46 -  Master Warning light

Gear Warning

The Gear Warning Light light (orange) blinks while the main gear is being extended or retracted. It will also blink if the gear is not extended when airspeed is less than 450 kmh at less than 1450 m altitude, and throttle is less than 85–90%. See also Landing gear.

Fig. 47 -  Gear Warning light

Wheel brakes

The wheel brakes are hydraulic self-adjusting anti-lock disk brakes. Normal brake pressure is 210 kp/cm2 (20 MPa). At least 60 kp/cm2 (5.9 MPa) is needed for effective braking. Brake pressure is provided by hydraulic pumps 1 and 2.

The hydraulic pressure in the brake circuit is shown by the brake pressure indicator on the right knee panel.

Fig. 48 -  Brake pressure indicator

Specifications

The alternator is connected directly to the engine turbine shaft and has a regulator which keeps AC voltage and frequency constant regardless of engine speed.

Before the engine has been started, electrical power is normally supplied by an APU (Auxiliary Power Unit). Starting can also be done using only the aircraft battery as power source. In this version the APU is not implemented, and the battery is used for starting.

A backup alternator driven by a ram air turbine supplies power to the Main and Instrument buses in case of engine failure. See Emergency Power Unit (EPU).

Fig. 49 -  Engine control panel – electrical bus switches

Electrical failures

DC bus failures are indicated by the ELFEL warning light on the warning lights panel. This warning light will also be lit when the backup alternator is connected.

Fig. 50 -  DC bus failure warning light

AC bus failures are indicated by a mechanical indicator on the Airspeed/Mach Indicator. A white field means that AC power is not available.

Fig. 51 -  AC bus failure indicator

Electrical panels

Fig. 52 -  Electrical system control panels

Circuit breakers

Fig. 53 -  Circuit breaker panel

All electrical circuit breakers should be ON (up) at startup, although only three of them have any function in this version. The first four should be switched off at shutdown, the rest are normally always left on.

Speed Brake Trim engages the upper speed brakes to work in conjunction with the elevons. This enables higher G load in the transsonic speed range, where the high dynamic pressure limits elevon movement. When Speed Brake Trim is active, adjusting pitch trim will affect the position of the upper speed brakes.

Speed Brake Trim is not implemented in this version.

Interior lights

Fig. 54 -  Interior lights panel

Fuel tankschanged in 4.1

J 35J has two internal tank groups, forward and rear, with a total capacity of approximately 2700 litres. Each tank group also has a small buffer tank that will facilitate fuel flow in inverted flight. Two external (drop) tanks with 525 litres each can be fitted under the fuselage.

J 35J could also be fitted with two additional drop tanks on the wet outer wing pylons. Wing tanks are not implemented in this version.

The external tanks can be jettisoned with the FSX key command Drop Tanks 1. See also Drop tanks.

In the FSX fuel dialog the forward and rear tank groups are listed as Center and Center 2, the buffer tanks as Center 3, and the fuselage drop tanks as External 1.

Fig. 58 -  FSX fuel dialog

Fuel control

Fig. 59 -  Fuel system controls

The Main Fuel Valve and Reheater Fuel Valve switches on the Engine Panel control the low pressure fuel valves for engine and afterburner. Both switches must be ON during flight. The LT warning light will be lit when either of these switches are OFF.

The Drop Tanks Indicator shows two white fields when the External Fuel Valve switch is ON and there is fuel in the external tanks.

The External Fuel Valve switch, or fuel mode switch (MÄTSYSTEM FTANK), controls the low pressure fuel valves for the external tanks.

When the External Fuel Valve switch is OFF, fuel is supplied from the main tanks, alternating between front and rear groups to maintain the center of gravity. The fuel gauge needles for the forward (F) and rear (B) groups should not differ more than 5%.

When the switch is ON, fuel is supplied from the external tanks. The fuel gauge indicates the level of remaining fuel in the external tanks, with 40% as maximum (80% with wing tanks). When the external tanks are empty or the External Fuel Valve switch is OFF, the external fuel valves close and the main tank valves open. The fuel gauge will automatically switch to measuring the main tanks, and the white fields on the Drop Tanks Indicator will disappear.

Engine control panel

Fig. 60 -  Engine control panel – overview

Exhaust temperature control

Fig. 62 -  Exhaust temperature control

Airspeed/Mach indicator

Fig. 64 -  Airspeed/Mach indicator unit

The Airspeed/Mach Indicator is controlled by the CPU, which reads the nose pitot tube pressure.

The Mach scale is linear between M 0.5–2.0, with an index at cruise Mach (M 0.9).

The V_i scale is linear from 150–350 kmh and logarithmic from 350–1400 kmh. The scale has indices for V₂ (270 kmh), V_ref (375 kmh), and V_NE (1350 kmh).

A white rectangular field on the lower part of the airspeed scale indicates AC bus failure. The indication disappears when the engine speed exceeds 27 % and the alternator bus is switched on.

Distance/Altitude/Command indicator

Fig. 65 -  Distance/Altitude/Command indicator unit

The left scale shows the distance to the currently selected navaid in ranges 0–40 km or 0–400 km depending on the setting on the PN-59 control panel, see PN-594 navigation radar.

The right scale shows the standard pressure altitude in meters at 1013.25 hPa (QNE). The tape indicator indicates thousands, the dot indicates hundreds.

The small arrow indicates target altitude (not implemented in this version).

The window at the top shows STRIL mission control information (not implemented in this version).

Altimeter

Fig. 66 -  Altimeter

The altimeter shows the pressure altitude in meters, calculated by the flight computer. The needles are driven by an electrical stepper motor, which means that needle movement is not fluid but in small increments and the reaction can be slightly delayed.

To set the altimeter, place the cursor on the pressure setting knob and rotate the mouse wheel. Pressure setting is in millibars (hPa).

Attitude indicator

Fig. 67 -  Main attitude indicator

The main attitude indicator is electrical and is connected to the main gyro via the FLI 35 processor. In case of a malfunction in the FLI 35 system there is also a backup attitude indicator which is connected to a separate gyro. See Other instruments.

Course/Heading indicator

Fig. 68 -  Course and heading indicator

The Course and heading indicator is basically a HSI without any VOR indication. It has a rotating scale showing the magnetic heading, and a course indicator needle which is either commanded by the flight computer or set manually with the Course selector.

The instrument is powered by the AC bus. The scale and needle will freeze when AC power is off.

Course selector

Fig. 69 -  Course selector

The Course selector is used to set the course on the Course and heading indicator. It basically corresponds to the OBS setting in VOR navigation.

FLI 35 Indicator unit

Fig. 70 -  FLI 35 Indicator unit

FLI 35 Control unit

Fig. 71 -  FLI 35 Control unit

The FLI 35 Control unit is used to select the FLI 35 Indicator unit presentation mode and for entering waypoints. See Appendix 3: PN-594 Navigation channels for a list of available waypoints.

Storing FLI 35 waypoints

1. On the FLI 35 Control unit, set the Mode Selector to IN B/LS.

2. On the FLI 35 Indicator unit, press B/LS to select a waypoint.

3. On the FLI 35 Control unit, press CLR.

4. Use the keypad to enter a waypoint code (e.g. 9010 for Ängelholm AB).

5. Press ENT to store the waypoint.

6. Press B/LS to select another waypoint and repeat steps 3–5 as needed.

7. When finished, set the Mode Selector to NORM.

PN-59 Control Panel

Fig. 74 -  PN-59 control panel

The NAV dials are used in combination to select the two-letter ANITA station code.

The LANDN dial selects the BARBRO station. As the BARBRO stations have a relatively short range, a one-letter code is sufficient for separation.

See Appendix 3: PN-594 Navigation channels for a complete list of ANITA/BARBRO codes and frequencies.

When standard navigation is selected (see Manual tuning unit), the Distance Indicator and the Flight Director will use standard VOR/DME/LLZ/ILS, and the NAV/LANDN dials are ignored.

STRIL (ground control) commands are not implemented in this version.

Flight director

Fig. 75 -  Flight director crossbars

In BARBRO mode the vertical bar will act like a standard LLZ indicator, while in LANDN40 mode it will guide you into an optimal turn to the final approach. The position of the vertical bar will change as you switch between these modes, unless you are exactly on the localizer course.

Manual tuning unit

Navigation with standard FSX navaids is facilitated with a Collins-style tuning unit, which here is also used to switch between PN-59 and manual tuning.

This unit is completely fictious as the real J 35J had no VOR/ILS equipment.

Fig. 76 -  Navigation radio selector / manual tuning unit

Radio control panel ME1

Fig. 78 -  Radio control panel ME1

On this panel you can select one of 350 preset channels for TWR, TMC, etc. at 69 Swedish air bases. See Appendix 2: FR28 Radio channels for a list of airfields and channels.

When the minus key (–) is pressed, the frequency can be set manually with the two knobs to the left of the LED frequency display.

The FM/AM switch has no function in this version.

The left dial and the numerical keys on the lower half of the panel are for tactical radio channels. They are not functional in this version.

Radio control panel ME2

Fig. 79 -  Radio control panel ME2

The ME2 control panel has eight keys and a dial to select STRIL data communication channels for the FR21 radio transceiver.

The + key sets automatic channel selection (default).

The - key disables the channel selector. ME3 is then used to set the frequency for FR21.

As STRIL is not implemented in this version, the ME2 panel has no actual function.

Radio control panel ME3

Fig. 80 -  Radio control panel ME3

This panel is used to select communication radio modes and as a frequency selector for FR21 when the - key on the ME2 control panel is pressed.

The red warning light indicates radio failure. Push the lamp to test.

PN-837/A SSR transponder

Fig. 81 -  PN-837/A SSR transponder

The PN-837/A SSR transponder operates in the civilian modes 3/A and C.  

PN-79 IK transponder

Fig. 82 -  PN-79 transponder

The PN-79 transponder is a military IFF unit operating in encrypted mode.

IFF is not implemented in this simulation, this panel is just a dummy.

Altitude hold mode (HÖJD)

In this mode the aircraft will lock to the current altitude. If the bank angle is less than 15 degrees when this mode is activated, the wings will also be leveled. The HÖJDV indicator light (altitude hold) will flash until altitude is stable, then it will show a steady light. The SVÄNG (turn setting) knob on the autopilot control panel will bank the aircraft left/right in 15 degree increments.

In the transsonic speed range (M 0.95–1.05) the autopilot will change temporarily to attitude hold mode, and the HÖJDV warning light will flash. When the aircraft exits the transsonic speed range, the autopilot will change back to altitude hold mode. The mode indicator on the autopilot panel will not change.

Fig. 84 -  Altitude hold light

Attitude hold mode (ATTITYD)

In this mode the aircraft will hold the current pitch attitude. If the bank angle is less than 15 degrees when this mode is activated, the wings will also be leveled. The Pitch Adjust lever will adjust pitch up/down in 1 degree increments. The Turn Setting knob will bank the aircraft left/right in 15 degree increments.

Damping mode (DÄMPN)

Pitch and yaw damping. This is the default mode which should always be on in manual flight to prevent PIO (Pilot Induced Oscillation).

Trim knobs

Fig. 85 -  Roll and yaw trim

The Roll Trim and Yaw Trim knobs will adjust roll and yaw trim in 10 % steps. Trim setting will affect the control surfaces regardless of the autopilot status, and is added to the current roll/yaw attitude in altitude/attitude hold modes.

Autopilot override conditions

In altitude and attitude hold modes the autopilot will disconnect automatically if the joystick is moved abruptly, if one of the attitude indicators is caged, or if G force is above 4 G or below -0.5 G. The autopilot warning light STYRAUT and the master warning light will then light up. There is no acoustic warning.

To reconnect the autopilot and reset the warning lights, press one of the mode select buttons on the autopilot control panel.

Fig. 86 -  Autopilot warning light

The G force override function can be tested with the PROV ACC BRYT switch located on the far right knee panel. Pressing the switch upwards (+) simulates a high positive G condition, and vice versa.

Fig. 87 -  Autopilot override test switch

Autopilot test panel

A test panel for the autopilot is located on the right wall of the cockpit. Its functions are not implemented in this simulation.

AOA indicator

Fig. 89 -  AOA indicator

The AOA indicator shows the current alpha angle of attack, which is the angle between the wing chord line and the current movement vector. Drag increases quickly with increasing alpha angle, so this indicator is crucial for maintaining control of the aircraft.

The Stall warning system will alert the pilot if the angle of attack exceeds a limit value.

Superstall (total loss of lift) will occur at AOA >18.

G-force indicator

Fig. 90 -  G-force indicator

The G-force indicator, or G-meter, shows acceleration force in the range -1.5 to +11.5 G. The indicator has a maximum needle which is reset by pushing the reset button on the right side of the meter.

An acoustic warning signal is triggered at approximately +6 G.

The G-force indicator is disconnected when the aircraft is on the ground.

Chronometer

Fig. 91 -  Chronometer

The aircraft chronometer is electrical and shows the current local time in hours/minutes. It has a stopwatch function and a moving index used to monitor flight time.

Before take-off, turn the index ring to align the index with the minute hand. The duration of the flight can then be read from the position of the minute hand vs. the index.

The stopwatch pushbutton will successively start, stop, and reset the stopwatch.

Backup attitude indicator

Fig. 92 -  Backup attitude indicator

The backup attitude indicator is connected to a separate gyro and provides attitude information in case of a malfunction of the FLI 35 system.

Backup altimeter

Fig. 93 -  Backup altimeter

The backup altimeter is located on the left knee panel. The indicator is mechanical and directly fed from an aneroid. It is completely separate from the main altimeter and has its own pressure setting.

Backup airspeed indicator

Fig. 94 -  Backup airspeed indicator

The backup ASI is located on the left knee panel. It shows indicated airspeed from 150–1200 kmh. The backup ASI is completely mechanical and is connected to the stab fin pitot tube, while the main ASI via the flight computer is connected to the nose pitot.

Cabin pressure indicator

Fig. 95 -  Cabin pressure indicator

The cabin pressure indicator is located on the left knee panel. It shows the pressure difference between ambient pressure and cabin pressure.

Cabin air pressure is regulated by a pressure regulator. The pressure difference should be zero up to 3000 m altitude, and then increase with altitude to a maximum of ~0.25 kp/cm2 (24.5 kPa) at 6400 m.

If the pressure difference exceeds 26 kPa, the KABINTRYCK warning light will be lit.

Fig. 97 -  Cabin pressure warning light

Stall warning test

To test the stall warning system, press the STALLV. TEST button on the left side console. The angle of attack indicator will move first to zero, then climb to just below the selected stall warning value (Normal or Early). Applying back pressure at this point should trigger the stall warning.

Radar screen

The radar screen presentation mode is either B-scope or Tactical Mode (F-scope). Mode switching was automatic during a mission depending on the situation and data from mission control (STRIL). In this simulation you toggle manually between F-scope and B-scope modes with the KONTR switch on the Radar control panel (this switch was in reality only for testing purposes).

The radar has two distance ranges, 16 km and 40 km, and two sweep widths, 40 and 120. Antenna elevation can be adjusted, although it has no effect in this simulation.

An artificial horizon is displayed on the screen when the radar is active or in standby mode. The gain (brightness) of the CRT screen can be adjusted with LJUSSTYRKA F-SKOP on the Weapons control panel.

Fig. 102 -  Radar screen

In the 2D cockpit view, the selected range and mode settings are also displayed in the panel icons area at the bottom of the main panel.

Radar control panel

The radar control panel is located on the left side wall of the cockpit. Only two of the switches are functional in this simulation.

Fig. 103 -  Radar control panel

The B-scope/F-scope toggle switch was in reality a test mode switch, but in this simulation we use it to manually select presentation mode.

Weapons control panel

The weapons control panel on the right side wall of the cockpit contains the radar master switch and the CRT gain (brightness) control. The FPLF switch selects whether the antenna should be gyro-stabilized (always horizontal) or fixed (moving with the aircraft).

Fig. 104 -  Weapons control panel

Radar control handlechanged in 4.1

The radar control handle is a joystick located on the left side. Moving the control handle would move the cursor on the radar screen (not implemented in this version). The switches on the handle are used for quick-selecting targeting modes and weapons, see Selecting and deploying weapons

The antenna height adjustment has no effect in this version except for moving the antenna height marker on the scope.

The target aquire and targeting mode switches are not functional in this version.

Fig. 106 -  Radar control handle

Loadout configuration

The weapons shown in the exterior model can be changed using the Loadout Configuration panel.

Earlier versions of Draken (J 35A/B/D) had two 30 mm Aden cannons, but to make space for more avionics the left cannon was removed in models F/J. The 35J had a total of 6 hardpoints for Sidewinders, IR/RR Falcons and air-to-air rockets. Air-to-ground rockets and free-fall bombs could also be fitted, although AFAIK they were never used with 35J.

In this simulation there are 9 preset loadout configurations available, named J1 to J9. You can choose between three different Sidewinder models for each of the base configurations.

Fig. 107 -  Loadout configuration panel

Selecting and deploying weaponschanged in 4.1

Selection and configuration of ordnance is carried out using the Weapons Control Panel and the Radar Control Handle. Deployment is aided by the Radar system and Gunsight.

The Radar Control Handle has two switches for quick-selecting the cannon or RR/IR targeting missiles. Quick-select will work while the Weapons Selector is in any position except FRÅN (off). Press the Reset switch on the hand control to revert to the previously selected mode. Changing the setting of the Weapons Selector will also cancel quick-select.

The Weapons Indicator to the left of the gunsight shows which weapon is currently selected. Indicator lights R and I will be disabled if RR or IR targeting missiles are not mounted.

Fig. 108 -  Weapons selection and indication

Gunsight

The S-7B3/31 reflector gunsight in J 35J was integrated with the avionics and radar systems, and could be used in either radar-aided or optical mode. It provided aiming information for A/A missiles in radar-aided mode, and for the cannon and A/G missiles in optical mode.

This simulation only includes the optical mode with gyro aiming (diamonds and pipper). Targeting is not implemented. The gunsight will be activated if the Weapons Selector is set to either AKAN (cannon) or any of the missile launch modes, see Selecting and deploying weapons.

The targeting range (radius of the circle of diamonds) can be changed with the adjusting knob on the right side of the gunsight assembly.

Fig. 109 -  Gunsight in J 35J

Cannonadded in 4.1

The 30 mm Aden automatic cannon is the only functioning weapon in this version. It is only a visual/sound effect and will not cause damage to AI or multiplayer aircraft.

The cannon is fired using the FSX APU START command, which can be assigned to a key or button on your controller (assign it as Repeated).

To enable the cannon, select AKAN on the Weapons Selector or use the quick-select (SNAK) on the Radar Control Handle.

Fig. 110 -  Cannon firing tracer ammo