Can you post on SimHQ from the UFCP?

Hmm, wonder why the keyboard is not QWERTY? Is that easier for pilots or maybe it's from a time where only few people had contact with keyboards?

Also, very nice thread - it's great that you keep updating it as you go along

I'd say mainly because QWERTY is only useful for 2 handed typing (or texting). In addition, non-English speaking students use this as well, so keeping it in alpha order makes sense.

That's why you'll notice most FMSes are also ABCDEF in their layouts.

FC

So far I had two simulator flights. In last simulator, I did a regular take off followed by a visual pattern to a touch and go, go around and a full stop. Let me describe how that happens starting after lining up on a center line.
Pilot while holding brakes advances throttle to standing up position. Pilot (P) and copilot (CP) does a final check on instruments. P releases brakes and advances throttle to what he thinks is a proper N(1) while holding throttle. Then he calls ‘set power’ and CP tweaks throttle to recalculated N1 setting as P keeps airplane on a center line. At 80 knots CP calls ‘80’ knots and P acknowledges. At around 115 (precalculated) knots CP calls ‘S1 / Rotate’. P moves both hands on a yoke and pulls it to 13-15 nose high. As P notices and confirms climb, he calls “gear up” and CP repeats it while moving gear handle to the up position. At 400AGL (readout from radar altimeter) and proper airspeed, P calls ‘flaps up’ and ‘pattern checklist’. CP raises flaps as P climbs at 220 knots to a pattern altitude.
Skip to 9 miles visual final.
At 2000 MSL and speed decreasing from 200 knots, P calls ‘flaps 10, gear down’. CP does appropriate actions. As speed drops below 170, P calls ‘flaps 30’. P slows down to V(appr) which is at 118 knots with full fuel. All while descending while following VASI. Copilot reads checklist while both P/CP makes sure gear / flaps and yaw dumper is in a proper position. Also he talks on a radio to proper agencies.
After touchdown, CP runs trim to TO as P calls “flaps 10”. P sets throttle in standing up position and waits for CP to call ‘throttles’. P moves throttle to approximate precalculated N1 position and calls ‘set power’. And basically everything continues as a regular takeoff afterwards.

There ya go. A touch-n-go. Some steps are missing.

Is S1 (during take-off) the same as V1?

V1 is takeoff decision speed. That speed where you have to either decide to continue the takeoff or abort. Depending on the runway length, it IS possible to stop the aircraft after V1 without running off the runway..but it could be considered poor form. That is why at V1 the flying pilot normally removes his hand from the throttles and places it on the yoke. It is a positive action that says - I'm done with the throttles, we are going flying.

An interesting note - and I don't know if this is the same in the Beechjet that Sim is flying, is that in our Citations (the Ultra and V) we have no idea whether the speed calculated is accelerate GO or accelerate STOP. They simply publish the greater of the two calculations and it is what it is.

I think V1 is civilian and S1 is military. They both mean same things it seems.

Beach,
I'm not sure what you mean by Go / Stop.
When calculating TOLD (take off and landing data) we can either use an aircraft manual (called 'dash 1' or special software.

Yeah, your DASH-1 is probably the same thing as our Operating Manual. Basically it has tables in it for altitude/temperature/winds/runway condition, etc.. It gives you Flap 7 or Flap 15 takeoff data which is a distance that is the greater of:

Brake release to 35' above the runway
Brake release to abort at V1 and stop

The first is "accelerate go", the second is "accelerate stop". Many aircraft publish BOTH numbers, but Citation (at least for the types I fly) does not.

We have 50 pages of graphs and 33 pages of tabular data just for take-off.