Hawk T1 FAQs

[Martyn]

Engine start procedure

The engine start procedure is simple but involves a Gas Turbine Starting (GTS) system, a small gas turbine which acts as a starter motor for the engine, and which needs to be running prior to engine start. The GTS automatically shuts down once a successful engine start has been achieved.

The GTS can be started by pressing the start/relight button, which is located on the front of each throttle lever. The ‘APU STARTER’ control assignment can also be used to trigger the start/relight button. A green GTS indicator on the right instrument panel confirms availability of the GTS for engine start.

With the GTS running, the engine can be started by moving the engine start master switch (located on the left console) to the START position.

The ‘Ready for Takeoff’ EFB option and ‘Auto Start Engine’ (Ctrl+E) control assignment will trigger the GTS to start, followed by the engine, with no further control inputs required.
The MSFS checklist system can be used to configure the aircraft from cold and dark, through to engine start, with full support for the automated co-pilot.

A video tutorial is also available – Here

See pages 74, 108 and 124 of the manual for more information.

Toggling the EFB tablet

The EFB tablet is located on the front ejection seat. It can be shown/hidden using the external intercom switch on the forward cockpit right console.

See page 91 of the manual for more information.

Canopy controls

The canopy can be opened/closed manually or using the EFB tablet ‘Canopy’ button. It will be automatically opened when selecting the ‘Ready for Takeoff’ state and closed when selecting either the ‘Ready for Start’ or ‘Cold and Dark’ states.

To manually open/close the canopy, move the operating lever (located on the left side of the canopy) to the aft/unlocked position and then click on either the canopy grab handle or MDC firing handle.

See pages 52, 92 and 97 of the manual for more information.

Payload controls

The aircraft payload can be controlled using the EFB tablet, which allows you to select a variety of configurations for the air-defence, weapons training and Red Arrows display roles.
Selecting an aircraft configuration (T1, T1/A or Red Arrows) on the EFB tablet will automatically select an appropriate payload for that configuration.

Due to simulator limitations, any payload changes made via the EFB won’t be reflected on the MSFS fuel window, therefore the total payload and aircraft weights are also shown on the EFB and update in real-time as configuration changes are made.

See page 97 of the manual for more information.

Aircraft configurations

Three different aircraft configurations are selectable via the EFB tablet:

• T1 – original RAF fast jet trainer without weapons capability.
• T1/A – T1 modified for tactical weapons training, with wing pylon-mounted ordnance and a centreline 30mm Aden gun. The cockpit is equipped with weapons controls and gunsight.
• Red Arrows – T1/A with wing pylons and weapons capability removed, and 30mm Aden gun replaced with a fairing for carrying display smoke diesel fuel and dye.

This allows for the quick selection of aircraft configurations but it is also possible to use the other EFB options to further configure the aircraft to your exact requirements.
The configuration that you have selected will also be saved and restored when you start your next flight.

Red Arrows smoke controls

With the Red Arrows configuration selected, the aircraft will be equipped with the centreline fairing for carrying display smoke diesel fuel and dye, and associated cockpit controls.

A smoke control switch is located on the front cockpit left instrument panel, where the Weapon Control Panel (WCP) would normally be located. This controls power to the smoke system from the essential services busbar and must be set to ON prior to triggering the display smoke.

Two panels on the left and right glareshields respectively each have three lights (from outboard to inboard - blue, white and red) which come on to show that the smoke valve is open and the colour of the smoke which is selected. These lights can also be clicked to quickly select a smoke colour.

Just like in the real Red Arrows aircraft, the smoke can also be selected via buttons on the control sticks:

• Blue smoke - Receiver mute button
• White smoke – Camera button
• Red smoke – Bomb/RP button

Moving between cockpits

The Hawk T1 is equipped with a front and rear cockpit, and both cockpits are fully-functional and configured just like the real aircraft. The front cockpit is used for solo flight and the rear cockpit is used by a flight instructor or passenger (for example ground crew). The rear pilot can be toggled on/off using the EFB tablet option.

Cockpit camera presets allow you to quickly jump between the two cockpits. From the MSFS camera window, select Cockpit > Pilot and then select either PILOT (front cockpit) or COPILOT (rear cockpit).

Configuring front and rear cockpits

The Hawk T1 is equipped with a front and rear cockpit, and both cockpits are fully-functional and configured just like the real aircraft. The front cockpit is used for solo flight and the rear cockpit is used by a flight instructor or passenger (for example ground crew). The rear pilot can be toggled on/off using the EFB tablet option.

The Control button on the EFB allows you to quickly configure each cockpit for flight from the chosen cockpit. The Control button has two settings:

• Front – selected when flying from the front cockpit. Front cockpit gunsight controls are enabled. Flap and gear selectors are configured for use from the front cockpit.
• Rear – selected when flying from the rear cockpit. Rear cockpit gunsight controls are enabled. Flap and gear selectors are configured for use from the rear cockpit.

By default the aircraft will be configured to be flown solo from the front cockpit.
It is still possible to fly the aircraft from the non-selected cockpit but gunsight, flap and gear control will remain with the other cockpit unless manually selected otherwise.

If starting from a cold and dark state, you will need to remember to correctly configure the rear cockpit if flying solo from the front cockpit.

See pages 96, 101 and 122 of the manual for more information.

TACAN limitations

The Hawk T1 is equipped with a TACAN receiver which can be used to tune either TACAN or VOR/DME stations. Bearing and distance information is then displayed on the HSI.

The functionality of the tactical air navigation system (TACAN) is currently limited in MSFS. Real-world TACAN ground stations provide both bearing and distance information, just like VOR/DME stations, however in MSFS they currently provide only distance information.

See page 60 of the manual for more information.

Autopilot control

The Hawk T1 is not equipped with an autopilot, but for convenience and when moving between the two cockpits, we have included buttons on the EFB tablet that allow you to control some basic autopilot modes.

The autopilot can also be controlled using control assignments (e.g. Ctrl+Z).

Please note that we have not equipped the aircraft with a custom autopilot – these just control the default autopilot.

The navigation hold mode can be used with the glareshield-mounted GPS unit or TACAN receiver by moving the using the UHF aerial selector switch (located on the right console in both cockpits) to GPS or NAV respectively.

See pages 91, 97 and 113 of the manual for more information.

Airbrake controls

The Hawk T1 is equipped with a powerful airbrake, located on the underside of the rear fuselage.

A spring-loaded AIR BRAKE - IN/OUT switch is located on the top of each throttle lever. These or the spoiler control assignments can be used to retract or extend the airbrake.

To prevent the airbrake from striking the ground during take-off or landing, the airbrake will automatically retract if extended when the landing gear is selected down using the normal (not standby) control. Subsequently the airbrake cannot be selected out.

To facilitate testing of the airbrake on the ground, an AIR BRAKE TEST switch is fitted to the right console of the front cockpit. Moving the switch to the forward position allows extension of the airbrake with the gear down.

See pages 31, 91 and 110 of the manual for more information.

Powered Flying Control Units (PFCU) / ailerons and tailplane not moving

The control sticks, which are interconnected, are linked by push-pull rods to hydraulically operated powered flying control units (PFCU), one at each aileron and one at the tailplane. Hydraulic power for the operation of the aileron and tailplane PFCU is provided by the No. 1 and the No. 2 hydraulic systems.

If neither hydraulic system is pressurised, i.e. the engine is not running and the RAT is not available, then no control of the ailerons or tailplane is possible, with those control surfaces remaining at their previously commanded position. The control sticks will still have limited movement.

The ram-air turbine (RAT) will supply No. 2 hydraulic system pressure in-flight, ensuring control of the aileron and tailplane remains if the engine fails.

See pages 28 and 29 of the manual for more information.

Rudder lock / rudder not moving

A rudder bar lock handle, located on the leg panel in the front cockpit, can be moved to the locked position (horizontal, blocking the right rudder pedal) to lock the rudder in the centre position. The lock is disengaged during the pre-start checks.

See pages 30 and 89 of the manual for more information.

Crash (inertia) detection switches

The Hawk T1 is equipped with two inertia switches which will close automatically if a rapid deceleration is detected, i.e. a crash or very hard landing. This de-energises the No.1 and 2 batteries, disconnecting them from the essential services busbar. The engine-driven generator is also taken offline and the fire extinguish automatically discharges, in the attempt to avoid an aircraft fire.

This will be immediately apparent due to the failure of several of the primary instruments through lack of electrical power. To reset the aircraft, end the flight and start a new flight.

Multiplayer – animations and Red Arrows smoke

Extensive custom-coding of systems in our Hawk T1 means that hundreds of custom variables (LVars) are used to control the animations and effects. Due to the way that MSFS multiplayer is designed, those variables are currently shared between user aircraft and therefore you might see that other player’s Hawk T1 aircraft appear to be controlled by you, for example control surfaces, lights and smoke effects.

We are working with Asobo to identify a solution for this limitation.

Ram Air Turbine (RAT) deployment/retraction

The RAT, located on the top of the fuselage, is an integral part of the hydraulic No. 2 system and supplies hydraulic power to the flying controls if an engine failure occurs.

The RAT is automatically extended whenever the No.2 system pressure falls below 103 bar. Indication that the RAT is functioning is given by the HYD 2 pressure gauge cycling between 160 and 210 bar as control column demands are made. When operating, the RAT pump recharges both its own and the No. 2 system flying controls accumulator.

The output of the RAT pump is dependent on airspeed. At sea level the pump develops maximum output at speeds in excess of 130 knots. At 105 knots the output is reduced to 75% of maximum.

Once the hydraulic No. 2 system is available and repressurised, the HYD 2 RESET button can be used to retract the RAT.