NIGHTFLITE 2 - HEWSON CONSULTANTS

I. INTRODUCTION

Congratulations! You are the proud owner of Nightflite 2 for the 16K or 48K
Spectrum, written entirely in machine code for maximum enjoyment. Your fun
chase will provide hours of fun because it simulates all the complexity and
difficulty of flying a light aircraft. To make the most of your cassette as
soon as possible you are advised to read all the instructions thoroughly. If
you are a novice pilot pay particular attention to the step by step flying
lessons in section 4. Happy landings!

2. LOADING THE CASSETTE

Load the program using LOAD "" on your ZX Spectrum and press < Enter > . Start
the tape at the beginning and wait until a menu of different modes is printed
on the TV screen, then switch off the tape.

3. SYSTEM CONTROLS

The keys which control the program have been carefully selected to help the
user remember which key does what. For example:

i)  The < K > key is used to increase RPM because it is also labelled +
ii)  The < S > key is used to switch the engine sound on and off
iii) The < G > key is used to raise the landing gear (and the adjacent < H >
     key is used to lower it).

Each time a key is introduced in these instructions the reason for its use is
indicated in brackets.

You hare about 40 seconds in which to make your selection from the main menu,
or else the program will automatically select Mode 5 Auto landing a
demonstration mode and as you might see later, a useful tutor on landing
techniques), if you wish to abandon a flight, you may return to the main menu
by pressing and holding the < Space > (Break) key. it you wish to leave the
computer in midflight, press key < A > (Stop). Press Key < 0 > (adjacent to
< A > ) to resume.

Whilst the aircraft is in flight. you will hear a simulated engine sound which
varies with the speed of the engine. You can switch this sound on and off by
pressing and holding Key < S > (Sound). (The sound does not work when a
Kempston joystick is connected to a 16K Spectrum).

4. FLYING NIGHTFLITE 2

4.1 Basic Controls/Training Mode

Whilst learning to control Nightflite 2 it is suggested that you load the
program, select Mode 6 Training and attempt the various manoeuvres described in
this section. Mode 6 starts with the aircraft flying straight and level at a
safe altitude, and to enable you to learn to control the aircraft without the
risk of crushing, all the normal aircraft limitations are ignored. If at any
time you cannot return the aircraft to a straight and level attitude press Key
< Space > and then reselect Mode 6.

4.1.1 Banking and Turning

On board the aircraft is an instrument called a magnetic compass which gives a
readout of the heading of the aircraft, i.e. the direction the aircraft in
pointing, relative to North, measured in compass degrees in a clockwise
direction. e.g. a heading of 090 (90 degrees) means that the aircraft is
pointing east, (NB. by convention due North is described as 360 and not O). The
heading readout is marked "HDG" and is positioned on the right side of the
control panel. To turn the aircraft we have to lean it in the required
direction (called 'banking' the aircraft). The more the aircraft is banked the
faster will be the rate of turn. (Nightflite 2 is always aerodynamically
balanced and so there is no separate rudder control).

To assist in judging whether the wings are banked. there is an instrument
called an Artificial Horizon a red and blue square marked 'Alt' on the left
centre of the control panel). On this instrument the position of the small
black aircraft shape in relation to the blue red border is the same as the
'real' aircraft's relation. ship with the horizon.

To turn to the right press Key <8> (If you have a Kempston joystick position it
with the fire buttons away from you, push the stick to the right, and hold it
for one second). The aircraft shape on the AH will remain still, but the
"horizon" will tilt low on the left and high on the right. You will also see
that the HDG increases slowly. To stop the turn you must level the wings again
by pressing Key < 5 > (or joystick left) and holding it until the aircraft on
the AH has its wings level again. Note that once you have done this the HDG
remains constant. Now try a turn to the left by pressing key < 5 > again and
you will see that the AH "horizon" tilts the Other way and heading decreases.
Practice turning until you can achieve any heading you desire.

4.1.2 Raising and Lowering the Nose

Level the wings again and look at the control panel. At the top right is an
instrument marked "ASI" (Air Speed Indicators). This shows the speed at which
the aircraft is passing through the air in miles per hour. At the top left the
Altimeter marked "ALT" shows the height in feet that the aircraft is flying
above the ground. Below ALT the "VSI" (Vertical Speed indicator) shows the rate
at which the aircraft is climbing (positive numbers) or descending (negative
numbers) if feet per minute. Press key < 7 > or pull the joystick back towards
you to raise the aircraft nose, and hold it for one second. The aircraft on the
AH will he above the horizon, the VSI positive and ALT Increasing but the ASI
mill decrease (rather like travelling uphill: if you raise the nose you lose
speed) Note that speed and VSI changes do not happen instantly. It may take
several seconds for them to arrive at their stable values, so be aware of this
when you are flying the aircraft. To stop climbing return the nose to its
position on the horizon by punching Key < 6 > (or joystick forward). VSI should
return to 0 and ASI to 110. Now try a descent by putting the nose below the
horizon. Observe the descent on VSI and ALT and see that ASI has increased
(like travelling downhill).

4.1.3 Engine Speed

Level the nose again and notice the "RPM" (revolutions per minute) indicator on
the bottom right of the control panel. It reads 2200 (the maximum RPM is 2500).
The higher the RPM, the faster you use up your FUEL (bottom left of the panel).
Should you run out of fuel the engine will reduce to minimum RPM 1800.

Increase the RPM by pressing Key < K > (or using the joystick, depress the fire
button and whilst keeping it depressed push the stick forward), and hold it for
about one second. As the RPM increases. so does the ASI, and the VSI shows that
the aircraft is climbing. Reduce power to 2200 RPM using Key < J > (or joystick
fire button depressed and stick back and the VSI returns to zero and ASI to
110).

Notice it is possible to climb or descend either by altering the nose position
or by altering RPM. But the effect on the ASI is opposite for RPM to that of
nose adjustments.

4.1.4 Effect of Banking on VSI

Return the aircraft to straight and level flight (RPM = 2200. VSI = 0, ASI =
110) and turn in either direction. Notice that while the aircraft is banked.
VSI shows that it is also descending. This feature of the turning manoeuvre can
be countered either by simultaneously applying power or pulling the nose up on
entering a turn. Practice turning with a minimum height loss, as there are
times while flying Nightflite 2 over the mountains when this becomes important.
 
When you to arrive at the runway in the right condition to land safely.

4.2 Gear, Flap and Stalling

The undercarriage ("GEAR") must be lowered before landing but it must not be
lowered at a speed above 90 mph because extra wind resistance will damage the
aircraft causing a crash. In order to keep an aircraft flying safely through
the air, its wings must be passing through the air at a certain minimum speed
to ensure a smooth flow of air. If the speed is below the minimum speed, the
flow of air is disrupted and the wing on longer produces enough lift (upwards
force) to keep the aircraft flying and very high rates of descent can occur.
This condition is called a stall.

To help the approach and landing at low speeds, a device is fitted to the
aircraft called flaps which can be lowered or raised in 10 increments to a
maximum of 45. The flaps have the effect of reducing the minimum speed of air
over the wing that results in a loss of lift. The speed below which the
aircraft will stall is 60 mph, with FLAPS up (i.e. 5) and thin progressively
reduces to 52 mph with FLAPS fully down. The flaps may not be lowered at a
speed in excess of 80mph or like the GEAR structural damage will occur causing
a crush. To observe the effects of gear, flap and stalling, reselect Mode B.
Reduce RPM to 1800 and raise the nose to Obtain a VSI of 0 again so that the
aircraft is flying straight and level but at a slower speed.

Wait until the ASI stabilises at 70mph. Now lower the GEAR by pressing Key < G
>. Gear joystick fire button depressed, left and forward with stick). Note that
the API reduces slightly due to the wind resistance caused by the GEAR being
lowered. N.B. Gear down is indicated at the bottom left of the screen. When the
GEAR is safely down you see three green lights. Raise the GEAR again by
pressing Key < H > (adjacent to G) (joystick - fire button depressed, left and
back with stick). Note that the three green lights go out.

Now slowly raise the nose, initially the aircraft climbs and its speed reduces.
Continue raising the nose until the API drops below 60 mph so that the aircraft
stalls. You will hear a small warning beep and see that there is a flashing
light marked STALL at the bottom of the screen (above the STALL speed the light
is steady green). Note that the VSI is now accelerating to a high rate of
descent. To recover from the stall you must regain a speed above the stall
speed by either lowering the nose or by raising RPM or both.

Reselect Mode 6, reduce RPM to 160 and raise the nose to Obtain VSI = S. Wait
for the API to stabilise at 70 mph. Press Key < F > (flap) (joystick - fire
button depressed stick right and forward) to lower the flaps and hold It until
you can see the FLAP indicator showing 40. Note that the API reduces due to the
increased wind resistance. Now raise the aircraft nose again but notice the
lower stall speed. Recover from the stall and keep practising until you can
stall and recover with a minimal height loss. Key < D > raises the flaps (next
to Key F).

Stalling speed increases in a turn - the greater the angle of bank, the higher
the stalling speed. One further structural limit is the overall airframe
maximum speed, VNE (Velocity Never Exceeded) which is 145 mph.

4.3 The Landing

The runway is short and the faster you touch down, the greater the distance
required to bring the aircraft to a halt. The correct technique therefore, info
touch down at low speed as close to the beginning of the runway us possible.
You must touchdown with a rate of descent less than 300 feet per minute to
avoid a crash land with a rate of descent less than 150 feet yet minute to
obtain a "good landing".

To achieve this, pilots use a manoeuvre called "flare out", in which the nose
of the aircraft is raised in the last stage of approach to reduce the rate of
descent and the speed. If you should happen to stall over the runway and you
are low enough you will still achieve a good landing. After landing you must
bring the aircraft to a halt by reducing the RPM to minimum (600) and applying
the brakes and holding them on using Key < B > (brakes). Run Mode 5 auto
landing and observe the flare out. You will also see the view out of the
cockpit window, which consists of a runway with approach lights and various
lights from surrounding hamlets. Note that the autopilot sets a slow speed
before commencing the flare out and that the brakes are applied immediately
after touchdown. (Hear each tyre squeak as it hits the runway.) When you feel
that you wish to take over an approach, press and hold Key < Enter > and wait
for a one second beep after which you will be in control. (You need do nothing
to the heading as the aircraft will remain exactly on centre line and there is
no wind to blow you off course.) Before landing, ensure that you have selected
GEAR and FLAP down. (Although with practise you may be able to land without the
use of FLAP, to start with, use it).

Once you have landed the joystick controls (Keys 5 to 8 or the joystick) become
ineffective. You retain directional control over the aircraft by use of
none-wheel steering. To steer left press Key < R > (<), right use Key < T >
(>). In the auto. landing mode you will not require these controls as the
aircraft will remain on the centre line unless you change the heading from 360
however try some taxing manoeuvres after a successful landing to prepare
yourself for future occasions where you may not have landed on the centreline
land note the changing aspect of the runway lights.

Once you have brought the aircraft to a halt, or crashed the aircraft if you
have been unsuccessful, scan the control panel to see If you can identify
whatever fault may have caused the crash, if applicable. Now press Key
< Enter > to obtain a Nightfilte 2 Debrief with details of your flight, the
result and any faults, signed by the author of Nightflite 2. For a list of
possible faults, see section 6.

Press Key < M > to obtain a map display showing the mountains (in green), VON
and NDBs (which will be introduced later) and the runway which is the small
black rectangle about one third the way up from the bottom of the screen in the
centre. You will also sees series of dots representing the path that the
aircraft has taken (this may be a little unclear if you have taken over an auto
landing run due to the short distance, but in the normal mode it is clearer)
This map can also be selected from the menu page at which time it shows the
position of energy light that can be seen Out of the window.

If you have a Sinclair printer connected and you wish to Print a copy of the
debrief form, press Key < C > . (If the printer is not connected, nothing will
happen if < C > in pressed.) To return to the main menu press < N >.

4.4 Navigation

There are several instruments. The simplest is the "ADF" (Automatic Direction
Finder) which is the white circular dial In the centre of the control panel. It
points to an NDB (Non-Directional Beacon) on the ground such that the needle's
direction relative to straight up is the same as the beacons position relative
to straight ahead of the aircraft, e.g. if the needle points to the right, the
beacon is to the right, etc. There are two NDBs, marked 'n" on the map,
situated four miles from touchdown in each landing direction. You may select
which of the two beacons is displayed by pressing Key <E> (East) for the
eastern beacon or Key <W> (West) for the western beacon. (Obviously the needle
will point in different directions for each, as they will be at different
relative angles to the aircraft.) The current selection is shown as ADF E or
ADF W.

The ILS (Instrument Landing System) is displayed to the right of the ADF. It is
the main navigational aid in the landing phase and it reeds a pair of radio
beams, one in line with the centreline of the runway end one in line with a
safe angle down which you can fly (the glide path). Two needles are shown, one
vertical and one horizontal. The vertical needle shows the aircraft position
relative to the runway centreline. If the needle is to the right of centre then
you must fly right to get to it and vice versa. The horizontal needle shows the
aircraft position relation to the glide path in a similar way. if the needle is
above the centre you are below the glide path and must fly up" and vice versa.
Thus if you keep the needles crossed in the centre of the instrument you will
fly down the intersection of the two radio beams to find the runway.

To observe the use of the ILS select Mode 4 Autopilot final. The aircraft
starts off at just over 9 miles from touchdown on heading 27b parallel to the
runway centreline. The ILS will give either a fly left or fly right. signal.
The autopilot responds by turning 30' in the correct direction into a heading
which will eventually intercept the centreline. The aircraft starts off above
the glide slope end the autopilot compensates by reducing power to start the
descent. Once near the centreline the computer turns to intercept the centre.
line heading and then constantly adjusts the heading by small amounts to ensure
that the aircraft stays on centre. When the glide slope needle is also centred
the autopilot Increases the power setting to slow down the rate of descent and
then keeps the aircraft there by further adjustments of the power as necessary.

Note the movement of the ADF pointer. Initially when the aircraft is on heading
270 the pointer shows the beacon is ahead and ILS one side of the aircraft. As
the aircraft turns, the relative position Of the beacon changes. At foot miles
from touchdown the pointer swings around as the aircraft passes over the NDB.
Now fly an approach yourself by selecting Mode 1 and choosing the direction and
degree of difficulty you require. (Pilots generally elect Inland into wind as
the wind slows the aircraft's speed down over the ground. Like walking the
wrong way on an escalator, it is slower than walking the right way). You will
he positioned about 9 miles from touchdown, on heading parallel to the runway
heading (either 360' or 060' depending on the operation). The mountains marked
on the map affect the approach to the runway. If you drift too tar north, you
will fly into them. If the easterly flying direction, you commence the approach
over the mountains. They extend up to 2000 ft and so you must ensure that you
stay above this height until you are 500 miles from touchdown. The DMP
(Distance Measuring Equipment) situated on the bottom tight of the control
panel, gives a readout in miles of the distance from touchdown.

The higher the number that you select for your degree of difficulty, the
stronger the wind, the lower the visibility (i.e. the range at which you will
see any lights) end the lower the cloudbase. When above the cloud you will see
no lights at all. Difficulty 6 gives you a zero cloudbase and you will see no
lights until you have landed (even then you will not see many due to the poor
visibility). One thing to watch on the higher modes is the effect of the wind
on landing. Whilst in the air, you mill have to vary the heading to keep on
centreline by pointing into the wind (to prevent a wind from one side or the
other blowing you off course). However, once on the ground the wind ceases to
be effective and the aircraft will steer in the direction of the heading (i.e.
possibly pointing at the side of the runway). This is when nose wheel steering
becomes important, to keep the aircraft on the runway.

Having selected the degree of difficulty the control panel will be displayed
and the flight starts. Notice that the WEATHER is printed at the bottom of the
screen surface wind Is shown as two numbers separated bye slash. The first
number is the direction from which the wind is blowing in compass degrees (e.g.
270 is a wind from the West) and the second number is the wind speed in mph.

On difficulty level zero, a small copy of the main map reproduced in the same
place as the ILS, may be selected in flight by pressing and holding Key < M >
(Map). It shows the mountains in green and the position of the NDBs, VOR,
airfield and aircraft shown as dots.

4.5 More Navigation

The VOR (VHF Omni-Directional Range) is a beacon which produces radio beams
similar to the ILS centre-line which radiate from the VON like the spokes of
wheel (each spoke is called a "radial"). It is displayed in the same place as
the ILS and the Map by pressing Key < V > (VON). you can select the radial
depending upon which direction you wish to approach the VON, by continuing to
press Key < V > . e.g. If you wish to approach the VON from due south you would
do so with a heading of due North (360') thus you select radial 360. Once
selected, the VOR radial works in the same way as the ILS centreline (i.e. if
the needle into the left, fly left). There are two VONs lying to the North of
the mountains. As for the ADF you select the one to he displayed using Keys < E
> and < W > (East end West).

You can also use the radials to find your position by determining the radial to
which you are nearest by trial and error for each VON and calculating where
they cross but be careful of the signal that is given out on the opposite side
of the VON from the selected radial as this will be reversed. When the VON is
displayed the OMB shows distances from the VON and not from touchdown.

4.6 Other Modes

Mode 2 Take off starts with the aircraft lined upon the centre of the runway
with RPM 2200. To take of successfully you must either increase the engine RPM
or lift the nose at precisely the tight moment because the runway is only just
long enough. The joystick controls will not function until the airflow over the
wing is at a fairly high speed and the aircraft will not fly until the speed is
greater than the stall. After take off do not allow your aircraft to accelerate
beyond the gear limit speed before raising the Gear.

In Mode 3 (Random Position), you start at 3000 ft somewhere on the map and you
must find your way to the airfield on any route you choose. In Modes 2 and 3
you start with the VON display. To select the ILS when ready press and hold Key
< I > (ILB).

At times when you have some distance to fly with little to do or it you should
wish to hurry the flight iris possible to accelerate the program by a factor of
four by omitting the window display. Key 0 (Black) switches of the visuals and
accelerates the flight. Key 9 (Graphics) resumes normal speed and visuals.

4.7 Two Final Challenges

It will take you a long time to master all the aspects of Nightflite 2 but it
you are able to land the aircraft consistently at level 6 (i.e. in poor
visibility in a strong wind). Why not try: ignoring the instrument display and
landing the aircraft by watching the window display only

ii) cutting the engine speed to 500 RPM to simulate tons of fuel. It in just
possible to land safety if you keep the nose down (so as to avoid stalling)
until the very last moment.

CONTROL KEYS				FUNCTION

System Control Key

Space (Break)				Abandon any flight. Go to menu page
A (Stop)				Hold the flight
Z (Adjacent to A)			Resume the flight
Enter					Take control from autopilot
S (Sound)				Switch sound on and off
0 (Black)				High speed, No visuals
9 (Graphics)				Resume normal speed and visuals

Aircraft Controls

Functions				Effect

5 Bank Left				Turn left or stop right turn, VSI -
6 Nose Up				VSI -, ASI +
7 Nose down				VSI +, ASI -
8 Bank right				Turn right or stop left turn, VSI -
K (+) RPM increases			ASI +, VSI -
J (-) RPM decreases			ASI -, VSI -
G (Gear) Gear down			ASI -
H (next to G) Gear Up			ASI +
F (Flap) Flap down			ASI -, Stall speed lowered
D (next to F) Flap up			ASI +, Stall speed raised
B (Brakes) Brakes on			ASI- (only after landing)
W (West) Western Facilities             ILS, VOR, NDB and approach lights to
					west of airfield
E (East) Eastern Facilities             ILS, VOR, NDB and approach lights to
					east of airfield
R (<) Taxi left				Steer left on runway
T (>) Taxi right			Steer right on runway

I (ILS) ILS display on			DME measures from touchdown
V (VOR) VOR display on			DME mesures from VOR
M (MAP) MAP display			DME unaltered

6. AIRCRAFT LIMITATIONS

Landing: A rate of descent less than 150 fpm with wings level and main
undercarriage first (i.e. not nose down) will result in a "GOOD LANDING".

The following faults will result in a safe but "ROUGH" landing:

i) A rate of descent greater than 150 fpm but less than 355 fpm:
   Fault Report = Heavy landing

ii) Wings banked by two inputs or less
    Fault Report = One main wheel first

Iii) Nose down
     Fault Report = Nose wheel first

iv) Rolling Off the runway at less than 15mph
    Fault Report = Off runway slow

The following faults will result in a "CRASH":

I) A speed in excess of 140 mph
   Fault Report = VNE exceeded

ii) A speed in excess of 80 mph with the flaps down
    Fault Report = Flap limit exceeded

iii) A speed in excess of 90mph with gear down
     Fault Report = Gear limit exceeded

iv) Landing with a rrate of descent in excess of 300 fpm
    Fault Report = VSI too high

v) Landing with gear up
   Fault Report = Gear not down

vi) Landing with the wings banked by more than two inputs
    Fault Report = Wing tip grounded

vii) Landing with the brakes on
     Fault Report = Brakes on landing

viii) Landing or hitting the ground not on on the runway
      Fault Report = Crash not on ranway

ix) Running of the runway at a speed higher than 10mph
    Fault Report = Careered off runway

x) Hitting the mountain
   Fault Report = Flew Into mountains
