CONTENTS CONTENTS

Contents
1 IMPORTANT DISCLAIMERS 3

2 Introduction 4

3 Activating The Aircraft 4

4 Cockpit Familiarization 5
4.1 Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.2 Primary Flight Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.3 Multi-Function Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.4 MFD Keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.5 Autopilot Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.6 Intercom Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.7 Ice-Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.8 Attention Getters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.9 Electronic Standby Instrument . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.10 Landing Gear & Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . 22
4.11 Environmental Control System . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.12 Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.12.1 Throttle Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.13 Emergency Air & Crew Audio Panels . . . . . . . . . . . . . . . . . . . . . 30

5 Engine Startup 32
5.1 General Procedure Overview . . . . . . . . . . . . . . . . . . . . . . . . . . 32
5.2 Initial Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
5.3 Establishing Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . 33
5.4 Pre-Start Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5.5 Start Initiation and Fuel Introduction . . . . . . . . . . . . . . . . . . . . . 34
5.6 After-Start Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

6 Taxi-Out Procedures 38

7 Takeoff & Climb Procedure 41

8 Descent & Landing Procedure 43

9 External Resources 45

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1 IMPORTANT DISCLAIMERS
The HotStart TBM900 (“The Product”) is restricted to home entertainment use ONLY. Any
use of The Product for the purpose of real world flight training is STRICTLY PROHIBITED.

There is no warranty for The Product, to the extent permitted by applicable law. The Product
is provided ”as is”, without warranty of any kind, either expressed or implied, including, but
not limited to, the implied warranties of merchantability and fitness for a particular purpose.
The entire risk as to the quality and performance of the program is with the end user. Should
The Product prove defective, the end user assumes the cost of all necessary servicing, repair
or correction.

NOTE
In short: don’t be an idiot and use a gaming product for any purpose other than
having fun at home.
Always consult authorized training materials for real world flight training.

Although we will on occasion refer to real-world training materials in this document, this
product is in NO WAY endorsed by DAHER-SOCATA or Garmin. Please DO NOT contact
them with questions about this product. If you have any questions, post them on the X-
[Link] forums at the following web address:

[Link]
 3 ACTIVATING THE AIRCRAFT

Thank you for purchasing the HotStart TBM900

2 Introduction
This quick start guide is designed to give you a general broad overview of the features of the
aircraft model and allow you to get up into the air as quickly as possible. This guide is not
meant as a fully exhaustive pilot’s operating handbook.

3 Activating The Aircraft

After you have selected the aircraft from the X-Plane flight setup screen and loaded into the
simulator, on first startup and occasionally thereafter you will be presented with a login screen.
This is the product registration window and serves to validate the license for the aircraft with
the X-Aviation authorization servers.

Simply enter your username and password and click “Login”. After completing a quick network
authorization process, the window will disappear, letting you know that the registration process
has completed successfully. Please note that to complete this step, a working connection to
the Internet is required.

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4 Cockpit Familiarization

4.1 Overhead Panel

The overhead panel contains most switches pertaining to controlling the electrical system
configuration, lights, engine starting and fuel control. The panel is subdivided into individual
subsections, organized from left-to-right as follows:
1. Exterior lights
2. Interior lights
3. Electric system configuration
4. Engine starting
5. Fuel system control
6. Autopilot / trim system control
7. Emergency Locator Transmitter (ELT)
Let’s go through all the switches in order:

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1. Landing / taxi light switch. The switch has three positions:

OFF – Landing and taxi lights are off. If the PULSE system is active, the landing lights
will be flashing in a left-right-left pattern.
TAXI – Taxi lights are on, landing lights are off. If the PULSE system is active, the
landing lights will be flashing in a left-right-left pattern.
LDG – Both landing and taxi lights are on continuously. The position of the PULSE
system switch is ignored.
2. PULSE system switch. The PULSE system flashes the landing lights in an alternating
left-right-left pattern, provided that the landing light switch is in either the OFF or
TAXI position. The PULSE system is used to enhance aircraft visibility in the air or on
the ground in daylight conditions.
3. Navigation lights switch. The navigation lights are used to indicate the position of the
aircraft to other traffic. They consist of one red light element on the outboard forward
tip of the left wing, one green light element on the outboard forward tip of the right
wing and one white light element on the tip of the fuselage tail.
4. Strobe light switch. Strobe lights are high intensity discharge light elements located on
the outboard forward tip of the left and right main wing. Positioning this switch to ON
flashes the strobe lights in an alternating left-right-left pattern approximately every 2
seconds.
5. Panel light brightness rheostat. This knob controls the intensity of the panel backlight
as well as panel flood light. Positioning the knob to 6 o’clock 30 minutes turns the
panel lights completely off. Rotating the knob clockwise brings the panel lights on fully
(with an audible click of the knob) and further rotation clockwise allows for reducing
the intensity of the panel lights.
6. Landing gear light dimmer control. When set to OFF, lights on the landing gear
control panel are at full intensity. When set to ON, the brightness of these lights is set
to approximately half.
7. Cockpit / cabin light switch. When set to ON, the overhead lights in the cockpit and
cabin are turned on, overriding individual light controls.
8. Access light switch. The access lights are two overhead flood lights, one located in the
cockpit and one in the cabin by the main entry door. This switch is momentary and
returns to the OFF position on release. Positioning the switch momentarily to ON
toggles the access lighting. There is a second access light switch located in the aft
portion of the door frame of the main door.
Access lights are available even when the electrical system of the aircraft is turned off
and are designed to allow for entering the aircraft at night. When the crash bar is down,
the access lights cut out automatically after a 3 minute delay. When the crash bar is
up, there is no time-limit for the access lights.
9. Main generator reset button. When a generator-trip condition occurs (such as due to
over-current or NG-underspeed), pressing this switch momentarily resets the condition
in the electrical control box and allows the generator to be re-connected to the electrical

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system.
10. Standby alternator reset button. Same function as the main generator reset button, but
resets the standby alternator instead.
11. Main electrical shutoff lever (AKA “The Crash Bar”). This lever must be placed in
the down position whenever the aircraft is parked. This action disconnects all electrical
systems from the aircraft, except those that are directly connected to the battery bus.
Lifting the crash bar up, but keeping both the SOURCE and GENERATOR switches set
to OFF places the avionics into a minimum power-consumption mode. In this mode,
only the avionics on ESS BUS 1 and ESS BUS 2 are powered. This mode should be used
whenever an extended wait on the ground with avionics on and engine off is required
(e.g. while waiting for a clearance).
12. Main electrical source selector switch. This switch has three positions:
OFF – The main electrical bus bar is NOT powered. If the crash bar is placed up, the
battery will be allowed to power loads connected to ESS BUS 1 and ESS BUS 2.
BATT – The main bus bar contactor is closed and the battery is allowed to power all
avionics and electrical systems in the aircraft through the normal bus lines. This
switch position should be used when starting the engine on battery power and all
times after engine start.
GPU – The main bus bar contactor is closed, connecting the battery to the main bus
bar. Also, if an external GPU is detected and sufficient voltage is present, the
GPU contactor is closed, connecting the GPU to the main bus bar. This allows
charging the battery as running all electrical loads from the GPU.
After engine startup, the SOURCE switch must be positioned to the BATT po-
sition PRIOR to disconnecting the GPU plug. Otherwise, high current flowing
through the GPU plug might damage the GPU connector contacts, or arcing in
the GPU plug can damage delicate avionics.
13. Generator selector switch. This switch has the following three positions:
OFF – Both the main generator and standby alternator are disconnected from the main
bus bar. When starting the engine, the main generator is momentarily connected
to the main bus bar, since it serves as the starter as well.
MAIN – Provided that the SOURCE switch is in either the BATT or OFF position, and
the main generator trip condition hasn’t occurred, the main generator is connected
to the main bus bar. If after positioning the GENERATOR switch to MAIN, the
MAIN GEN CAS message doesn’t extinguish, make sure that the SOURCE switch
is in the BATT or OFF position, the current electrical load is less than 200 Amps
and momentarily press the MAIN GENERATOR RESET button.
ST-BY – Provided that the SOURCE switch is in either the BATT or OFF position,
and the standby alternator trip condition hasn’t occurred, the standby alternator
is connected to the main bus bar. If after positioning the GENERATOR switch
to ST-BY, the EICAS generator ammeter doesn’t indicate positive current draw,
make sure that the SOURCE switch is in the BATT or OFF position, the current
electrical load is less than 80 Amps and momentarily press the ST-BY GENERA-
TOR RESET button.

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14. Starter control switch. This switch is spring-loaded to the center OFF position.
Placing the switch to ON for approximately 2 seconds initiates an engine start. The
starter-generator connects to the electrical bus and begins accelerating the engine to
starting rpm. After engaging, the starter-generator will self-sustain for 60 seconds
and subsequently automatically shut off to prevent an over-temperature condition. If
multiple start attempts are made, observe the following time limitations:
Number of start attempts Run time Cooling period
st
1 start 60 seconds 1 minute
nd
2 start 60 seconds 5 minutes
3rd and every subsequent start 60 seconds 30 minutes
If a start attempt needs to be aborted, place the switch momentarily to the ABORT
position. After introducing fuel to the engine, NEVER abort a start using the ABORT
position of the starter switch, unless the throttle has already been placed in CUT OFF
and sufficient engine cooling has taken place.
15. Ignition system control switch. This switch has the following three positions:
OFF – The ignition system is inhibited. This position should only be used for dry-
motoring of the engine.
ON – The ignition system is on continuously. This position should be used when flying
through heavy precipitation to help prevent engine flameout.
AUTO – The ignition system is inhibited, unless an engine start cycle has been initi-
ated. During engine start, the ignition system is on continuously, until the starter
disconnects. Normally the switch should be kept in this position at all times, even
when the aircraft is parked.
NOTE
The aircraft DOES NOT feature an auto-ignition system that automatically responds
to engine flameout. The AUTO position of the ignition switch is simply meant for
ignition during engine start. When flying in heavy precipitation, it is recommended
to place the ignition switch in the ON position. The ignition system can operate for
extended periods of time without detrimental effects to wear & tear.

16. Auxiliary fuel boost pump control switch. The auxiliary boost pump is a supplemental
electrically-driven low-pressure fuel pump located underneath the front cargo compart-
ment. The function of the AUX BP is to provide pre-pressurized fuel to the engine-driven
high-pressure fuel pump during engine start, or in case the engine-driven low-pressure
fuel boost pump fails. Although the engine-driven high-pressure fuel pump can op-
erate with ambient-pressure fuel, high-altitude starting capability is compromised and
excessive impeller cavitation can cause early wear-out of the high-pressure fuel pump.
This switch has the following three positions:
OFF – AUX BP operation is inhibited.
ON – The AUX BP is running and an amber “AUX BOOST PMP ON” CAS message is
shown. This position should be used during engine starting or engine dry-motoring.

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AUTO – AUX BP operation is inhibited unless a low-pressure condition is detected

on the engine-driven low-pressure fuel pump outlet. In that case, the AUX BP is
started to supply additional fuel pressure and a red “FUEL PRESS” CAS message
is shown, in addition to an amber “AUX BOOST PMP ON” CAS message.
17. Fuel tank selector switch. In the AUTO position, the fuel tank selector automatically
switches fuel tanks every 5 minutes when in flight, and every 1 minute when on the
ground. In the MAN position, the pilot is responsible for manually switching fuel tanks.
The FUEL SEL switch should be placed in the MAN position during engine start to
prevent any possible fuel supply interruption during engine start and in AUTO after
engine start.
18. Fuel tank shift push-button. When the FUEL SEL switch is set to AUTO, the automatic
selector servo motor prevents manual selection of the fuel tank using the fuel tank
rotary selector on the back of the pedestal. If a fuel tank switch is required in that
case, momentarily press the SHIFT button, which instructs the automatic selector to
immediately switch tanks and start new delay timer cycle.
19. Master electric trim cutout switch. The switch has the following three positions:
OFF – Electric trim on all three axes is disabled. Elevator trim is available only via
the manual elevator trim wheel on the pedestal. Aileron and rudder trim are NOT
available. Autopilot is NOT available in this position.
AP OFF – Electric trim is enabled only on the aileron and rudder axes. Elevator electric
trim is disabled. Use this position in an emergency situation of runaway autopilot
trim and where having aileron and rudder trim available is required. Elevator trim
remains available via the manual elevator trim wheel. Autopilot is NOT available
in this position.
ON – Electric trim is enabled on all three axes and autopilot is available.
20. Emergency Locator Transmitter control switch. The switch should be kept in the center
position at all times. Position I causes a manual triggering of the ELT and starts
broadcasting the emergency signal on the COSPAS-SARSAT frequency of 406 MHz
and on guard frequency. Position II is spring-loaded back to center and is used for
testing of the ELT.
NOTE
A test of the ELT should only be performed in accordance with regulation concerning
ELT testing procedures. An ELT test should NOT be performed as part of day-to-
day preflight procedures. During a test, the ELT can momentarily broadcast an
emergency signal and trigger an unwanted search-and-rescue response.

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4.2 Primary Flight Display

The aircraft is equipped with two 10” primary flight displays. These display all primary flight
instrumentation, as well as many supplemental functions. In case the center-mounted MFD
fails or is not available, the G1000 system automatically switches into “Reversionary Mode”.
In this mode, the EICAS information appears in a condensed strip on the left side of the
PFDs. In case this switch-over doesn’t occur automatically, you can select it manually by
pushing-in one of the red DISPLAY BACKUP push-buttons on the bottom of either intercom
panel (reversionary mode is selected as long as at least one of the DISPLAY BACKUP buttons
remains pressed in). When the switch-over to reversionary mode has occurred automatically,
as soon as the MFD becomes available, the G1000 system switches back into normal mode.
NOTE
Due to a limitation of the X-Plane G1000 avionics, only the left PFD is a fully
functional and independent PFD. The right PFD is a mirrored image of the left
PFD. All the clickable buttons on it are functional, but they only perform actions on
the left PFD.

1. NAV radio volume control. This controls the volume of the audio-ID function of the
currently selected NAV radio. Turning the knob displays the current volume in the
frequency field for 2 seconds and then reverts back to frequency display.
Not Simulated: Pressing on the volume knob enables audio ID pass-thru from the
radio to the intercom. This is currently not simulated. Audio ID pass-thru is enabled
constantly and all you need to do is select the appropriate NAV radio on the intercom
panel to listen to its audio ID.
2. NAV frequency flip-flop. Swaps the active and standby frequency of the currently se-

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lected NAV radio.

3. NAV frequency tuning knob and NAV radio selector. This knob has three functions:
ˆ The outer knob tunes the MHz portion of the NAV frequency in 1 MHz increments.
ˆ The inner knob tunes the kHz portion of the NAV frequency in 50 kHz increments.
ˆ Pressing on the center of the inner knob toggles between the NAV 1 and NAV 2
radio. Switching radios changes the frequency tuning, volume control and flip-flop
target.
4. Ambient light sensor.
5. COM radio volume control of the currently selected COM radio. In the simulation, this
controls ATC audio volume on supported networks (currently tested: PilotEdge).
Not Simulated: Pressing on the volume knob toggles manual squelch control.
6. COM frequency flip-flop between active and standby frequencies of the currently selected
COM radio. Pressing down on this knob for more than 2 seconds tunes the emergency
frequency 121.500 Mhz in the standby position of the currently selected radio.
7. COM frequency tuning knob and COM radio selector. This knob has three functions:
ˆ The outer knob tunes the MHz portion of the COM frequency in 1 MHz increments.
ˆ The inner knob tunes the kHz portion of the COM frequency in 8.33 kHz incre-
ments.
ˆ Pressing on the center of the inner knob toggles between the COM 1 and COM 2
radio. Switching radios changes the frequency tuning, volume control and flip-flop
target.
8. Not Simulated: Data entry SD cards.
9. Barometric altimeter QNH selector. To change between hPa and [Link] units, select
“PFD” and “ALT UNIT” from the menubar on the bottom of the PFD. The setting
is memorized. To select / de-select STD barometric setting, momentarily push on the
BARO knob.
10. Inset map range selector and panning control. Twist the knob right to increase map
range (zoom out) and left to decrease map range (zoom in). To pan the map around,
momentarily push on RANGE knob. Then tilt the RANGE knob up, down, left or right.
To re-center the aircraft on the map, momentarily push the RANGE knob again.
11. Flight plan Direct-To function. Brings up the Direct-To flight plan window, allowing
you to plot a direct course to the next GPS waypoint.
12. Toggles visibility of the current page menu (context-sensitive).
13. Toggles visibility of the flight plan window.
14. Toggles visibility of the procedure-selection window.
15. Clears the current selection and deletes highlighted waypoints in the flight plan.
16. Confirms the current selection and enters entered waypoints in the flight plan.
17. Flight Management System navigation knob. This knob consists of three functions:
ˆ When the cursor is displayed, the outer knob moves the cursor between highlighted
fields. When the cursor is NOT displayed, changes between page groups.
ˆ When the cursor is displayed, changes the value within the currently highlighted
field, or starts new waypoint entry (on the FPL page). When the cursor is NOT
displayed, changes between pages within the current page group.
ˆ Pushing the inner knob toggles display of the cursor.
18. Context-sensitive menu softkeys.

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4.3 Multi-Function Display

The Multi-Function Display (MFD) is a large 15” centrally-mounted display that provides
information about aircraft systems, a navigation map, flight planning pages and access to a
number of extra systems.

The left part of the MFD is permanently occupied by the Engine Indication and Crew Alerting
System (EICAS). This is a pair of vertical strips containing information about critical aircraft
systems such as engine parameters, cabin pressurization, fuel systems, electrical systems and
the crew-alerting system (CAS) message display area.
1. Data entry SD cards. Although direct data entry via SD cards is not simulated, the
lower SD card on the MFD features a popup window that enables credential entry for an
[Link] account to provide European chart integration in the charting function.
2. Ambient light sensor.
3. Context-sensitive menu softkeys.

4.4 MFD Keypad

Located just below the MFD is an alphanumeric keypad containing additional keys and knobs
that can be used with the MFD. The meanings of some of these buttons are the same as on
the PFD bezel, so we will not repeat their full descriptions here. The only differences to the
keys on the PFD is that they manipulate the same displays on the MFD.

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1. FMS navigation knob. Same function as the FMS knob on the PFD.
2. Flight plan Direct-To key. Same function as the Direct-To key on the PFD.
3. Flight plan page display key. Same function as the FPL key on the PFD.
4. Page menu display key. Same function as the MENU key on the PFD.
5. Procedure menu display key. Same function as the PROC key on the PFD.
6. Ambient light sensor.
7. Range & map panning control. Same function as the RANGE knob on the PFD.
8. Alphabetic entry keys. Allows for faster direct text entry into the flight plan and other
text-based field in the MFD, instead of having to scroll around using the FMS knob.
9. Numeric entry keys. Same as alphabetic keys, but allows for numeric entry.
10. Backspace key. Deletes the last character from the currently entered field. Use this to
make corrections in case of incorrect text entry.
11. Not Simulated: Single space character entry key.
12. Data entry clear key. Same function as the CLR key on the PFD.
13. Data entry confirmation key. Same function as the ENT key on the PFD.
14. Not Simulated: Allows slaving the keypad to either the pilot’s PFD, MFD or copilot’s
PFD for textual entry into the respective screen. At this time, the keypad is strictly
bound to the MFD and cannot be used with any other G1000 screen.

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4.5 Autopilot Control Panel

The autopilot control panel is located on the main instrument, mounted centrally just be-
low the glareshield. It serves to control both the autopilot and flight-director functions
(Autopilot/Flight-Director System or “AFDS”). Please note that lights illuminated on the
AFDS control panel do not necessarily indicate a particular guidance mode being active. Be-
fore relying on the AFDS, always check the flight mode annunciation (FMA) strip on the PFD.
This is the only place which reliably informs the pilot of which modes are currently active,
inactive or armed.

1. Heading mode toggle button. Toggles between Heading-hold and Roll-hold AFDS
modes. In Heading-hold mode, the heading followed is indicated with cyan text on
the PFD in a box labeled “HDG”.
Pushing on the center of the knob places the current heading of the aircraft into the
“HDG” window.
2. Heading selector knob. Changes the heading used by the Heading-hold rolll mode.
Please note that the aircraft will always attempt to turn to the selected heading by
turning towards it in the shortest way. Thus if a heading change of greater than 180°
is desired, select a heading in the direction of the desired turn and keep adjusting the
heading until reaching the desired final turn heading.
3. Approach mode toggle button. When CDI is set to NAV1 or NAV2 and an ILS frequency
is tuned into the appropriate NAV radio, arms LOC and GS roll and pitch modes. Second
press of the APR button de-selects these modes as follows:
ˆ If LOC has been captured, de-selects GS mode and reverts the pitch mode to PIT.
Pressing the APR key re-arms the GS mode (and keeps LOC mode engaged).
ˆ If LOC has NOT been captured, de-selects both LOC and GS modes and reverts
to ROL and PIT mode.
When CDI is set to GPS, the mode switching logic is the same, except the roll mode is
NAV and pitch mode is GP.
4. Back-course mode toggle button. Toggles between BC and ROL AFDS modes.
5. Navigation mode toggle button. When CDI is set to NAV1 or NAV2, arms either LOC
or VOR mode, depending on if the corresponding radio is tuned to an ILS frequency
or a VOR frequency. Second press reverts the roll mode to PIT mode. If a GS or GP
pitch mode was armed or active, pressing this button reverts the pitch mode to PIT.
Otherwise the pitch mode remains unaffected.
6. Navigation course selector knob. When CDI is set to NAV1, selects the VOR radial or
LOC front course. When CDI is set to GPS, this knob does nothing (GPS course is
always derived from the active flight plan). The selected course is indicated on the PFD
in magenta in a window labeled “CRS”.
7. Flight director toggle button. Toggles the visibility of the flight-director magenta
inverted-V symbol. If the flight-director was on, disables all guidance modes. If the
flight-director was off, selects ROL and PIT modes.

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8. Half-bank toggle button. Toggles between full-bank mode (up to 30° bank in a turn)
and half-bank mode (up to 15° bank in a turn). Regardless of bank mode selected,
the aircraft will limit bank to not exceed a standard-rate turn (approx. 3° per second).
Half-bank mode is automatically selected in climb when passing FL250 and de-selected
in descent when passing FL250. You can manually alter the selection after passing
FL250.
9. Not Simulated: Autopilot computer transfer button.
10. Autopilot toggle button. If autopilot was off, pressing this button selects both the
autopilot and yaw damper on. If the autopilot was on, pressing this button selects
both the autopilot and yaw damper off and sounds an aural alert. When engaging the
autopilot, the flight-director is automatically selected to on as well (if the FD was off,
the default ROL and PIT modes are engaged). If the FD was already on, any selected
AFDS roll and pitch modes remain unchanged.
NOTE
The preferred method for disengaging the autopilot is by using the AP/TRIM DISC
button on the yoke.

11. Yaw damper toggle button. Manually toggles the yaw damper on and off. This would
typically be used when manual flight is desired, as the yaw damper provides a more
comfortable ride. Pressing on the AP/TRIM DISC button on the yoke also disables the
yaw damper, even if the autopilot was not on.

WARNING!
Landing with the yaw damper on is prohibited. The yaw damper overrides pilot
rudder and steering inputs and automatically trims the rudder for coordinated flight.
This can result in an unstable approach and difficulty in maintaining directional
control of the aircraft on the ground, especially in gusting wind conditions.

12. Altitude-hold mode toggle button. Toggles between altitude-hold and PIT pitch modes.
The altitude-hold mode maintains the current aircraft altitude.
13. Altitude pre-selector knob. Scrolls the pre-selected altitude in increments of 100 feet.
This is used as the target capture altitude for the various climb and descent modes (VS,
FLC, PIT). The VPATH mode will not descend below the select altitude when active.
14. Vertical speed mode toggle button. Toggles between the VS and PIT pitch modes.
15. Vertical navigation mode arming button. Provided that all of the following conditions
are met, pressing this button arms the VPATH pitch mode VNAV profile:
ˆ A VNAV profile has been entered into the flight plan.
ˆ A lower altitude has been selected using the ALT SEL knob.
ˆ The aircraft is less than 2 minutes from the computed Top-Of-Descent point.
Upon intercept of the vertical descent profile, the VPATH mode will become active and
initiate a descent. When VPATH mode is armed but not active, pressing the button
a second time disarms the mode. The active pitch mode remains unchanged. When
VPATH mode is active, pressing the button a second time engages PIT mode.
16. Nose up/down scroll knob. The behavior of this knob depends on the active pitch mode.
In all cases, rotating the knob in the UP direction serves to bring the nose of the aircraft
up and vice versa.
ˆ In altitude-hold mode (ALT), this knob to changes the altitude being maintained

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in increments of 10 ft. Scrolling to UP increments the altitude.

ˆ In pitch-hold mode (PIT), this knob alters the target pitch in increments of 0.25°.
Scrolling to up UP increases pitch angle.
ˆ In vertical-speed mode (VS), this knob alters the target vertical speed in increments
of 100 feet per minute. Scrolling to UP increases vertical speed.
ˆ In flight-level-change mode (FLC), this knob alters the target airspeed in incre-
ments of 1 knot. If in Mach-hold mode, the target Mach number is altered in
increments of 0.001 Mach. Scrolling to UP decreases the target airspeed or
Mach number (which raises the nose).
ˆ In VPATH mode, this knob is inactive.
17. Flight Level Change mode toggle button. Toggles between the FLC and PIT modes.
When FLC mode is engaged, the current airspeed is memorized as the FLC airspeed.
18. FLC indicated airspeed/Mach toggle button. When FLC mode is active, this toggles
the FLC mode between indicated airspeed-hold and Mach-hold. When FLC mode isn’t
active, this button is inhibited.
19. Navigation course selector knob. When CDI is set to NAV2, selects the VOR radial
or LOC front course. When CDI is set to GPS, this knob does nothing. The selected
course is indicated on the PFD in magenta in a window labeled “CRS”.

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4.6 Intercom Panel 4 COCKPIT FAMILIARIZATION

4.6 Intercom Panel

The intercom panel is the primary system through which the pilot can con-
trol audio routing between crew members, radios and other audio systems.
Within X-Plane, the availability of radio functionality is relatively limited,
therefore the simulated capabilities of the intercom panel reflects only a
small subset of features of the real GMA 1347A intercom system.
1. Sets the pilot headset to transmit on COM radio 1. Transmission is
only possible on one radio simultaneously, so any other COM radio
is de-selected for transmission.
2. Toggles monitoring (listening) on COM radio 1. You can listen to
any number of COM radios at the same time, so this function doesn’t
disable listening on any other COM radio.
3. Sets the pilot headset to transmit on COM 2. Any other COM radio
is de-selected for transmission.
4. Toggles monitoring on COM 2.
5. Not Simulated: Sets the pilot headset to transmit on COM 3.
Any other COM radio is de-selected for transmission.
6. Not Simulated: Toggles monitoring on COM 3.
7. Not Simulated: Sets the pilot headset to transmit on the Public
Announcement loudspeaker in the cabin. Disables transmission on
COM radios.
8. Not Simulated: Enables input/output on the satellite phone.
9. Not Simulated: Enables music listening from the selected CREW
MUSIC SOURCE.
10. Toggles the cockpit aural annunciation speaker. Aural alerts will continue to be played
in the headset.
11. Toggles marker audio playback.
12. Not Simulated: Toggles between high and low marker audio sensitivity.
13. Toggles DME audio ID monitoring from the standalone DME radio.
14. Toggles audio ID monitoring from NAV radio 1.
15. Toggles audio ID monitoring from the ADF radio. Audio tone quality can be adjusted
via the ADF/DME menu on the PFD.
16. Toggles audio ID monitoring from NAV radio 2.
17. Not Simulated: Toggles auxiliary audio input via the AUX input jack.
18. Not Simulated: Toggles manual COM radio squelch control.
19. Not Simulated: Controls the clearance recorder playback function.
20. Not Simulated: Toggles between control of pilot/copilot intercom.
21. Not Simulated: Toggles between crew isolation and cabin audio pass-through.
22. Controls master X-Plane audio volume controls. Please note: this is not what the knob
does in the real intercom.
23. Toggles between normal display mode and reversionary display mode on the PFDs and
MFD.

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4.7 Ice-Protection Systems 4 COCKPIT FAMILIARIZATION

4.7 Ice-Protection Systems

This panel contains the controls for all of the aircraft’s ice-protection systems. Above the
DE ICE panel is a small panel with supplemental cockpit controls. Even though these are not
part of the ice-protection systems, due to the panel’s proximity and simplicity, we will describe
these controls in this section as well.
NOTE
The TBM900 is certified for flight into known icing conditions. However, the air-
craft’s ice-protection systems have limited capacity and can become overwhelmed 1
when exposed to prolonged or severe icing conditions. When such conditions are
encountered, you should NOT hesitate and request priority handling from ATC and
exit icing conditions as soon as possible.
1. Circuit breaker light switch. This switch toggles a light under the copilot’s main instru-
ment panel that illuminates the circuit breaker panel.
2. Microphone / mask switch. This switch toggles between voice pickup from the headsets
and the oxygen mask(s):
MICRO – voice pickup is performed from the headset-mounted microphone. This
setting must be used when the oxygen mask is NOT on.
MASK – voice pickup is performed from the oxygen-mask-mounted microphone. This
setting must be used when the oxygen mask is on.
3. Airframe deicing system switch. The airframe deicing system consists of pneumatic
boots installed on the leading edges of the main wing, horizontal and vertical stabilizer
and elevator horns. The boots are inflated via pressure from a pneumatic accumulator
that is charged by engine bleed air. To obtain maximum boot inflation, an NG value of
at least 80% is required. Selecting the airframe deice switch to ON initiates a 67-second
cycle that breaks down as follows:
ˆ An immediate inflation pulse is commanded to the tail-mounted boots (leading
edges of the horizontal and vertical stabilizers and elevator horns) as well as the
outboard sections of the main wings. These boots start approximately half way
1
For an example of just how quickly the systems can become overloaded, see:
[Link]

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4.7 Ice-Protection Systems 4 COCKPIT FAMILIARIZATION

down the length of the wing. During this pulse, the left green light above the
AIRFRAME DE ICE switch is illuminated.
ˆ 7 seconds later, the inboard wing boots are inflated. During this pulse, the right
green light above the switch is illuminated.
ˆ A 60 second period of inactivity is commanded. After this timeout is reached, the
entire cycle starts over again.
Visual vertification of the airframe deice system can be performed by observing outboard
wing boot inflation first, followed 7 seconds later by inboard boot inflation.
4. Ice inspection light switch. This switch turns on a light located on the outside of the
pilot’s door that illuminates the left wing leading edge. This allows inspecting the wing
leading edge for ice buildup in low-light conditions, when the pilot is unsure if ice is
building up on the airframe. Ice buildup checks should be performed at regular intervals
at night when flight through icing conditions is suspected.
5. Electrical propeller deice system switch. This turns on and off the electrical heating
elements located in the leading edge of the propeller blades. The green light located
above the switch indicates that the system is detecting electrical current draw in the
heating element power circuit.
6. Windshield surface heating element switch. This system consists of a pair of thin
metallic film heating elements embedded in each windshield. These do not heat the
entire windshield, but only a small section on the windshield located directly in front
of the pilot’s field of vision. This system should not be used on the ground, or when
flying outside of icing conditions, as the system can overheat if windshield cooling is
insufficient. The two green lights above the switch indicate electrical current being
supplied to the left and right windshield heating element respectively.
7. Left pitot probe heating element switch. This system should be turned on just before
takeoff and turned off just after landing. Extended use of the system on the ground can
result in excessive heat buildup in the heating elements and shorten their lifespan.
8. Right pitot probe and stall warning sensor heating element switch. This system should
be turned on just before takeoff and turned off just after landing. Extended use of the
system on the ground can result in excessive heat buildup in the heating elements and
shorten their lifespan.
9. Inertial separator switch. The inertial separator is a mechanical device that reorients
airflow in the engine intake, such that objects with more inertia than pure air (e.g. ice
particles and FOD) are not able to enter the engine easily. Use of the inertial separator
is recommended during all phases of ground operations (taxi, takeoff and landing), as
well when flying close to the ground where bird strikes can occur (usually at below
approximately 5,000 ft AGL) and in all cases of severe precipitation or when icing is
suspected or encountered.
NOTE
Once the switch is actuated, the inertial separator system transition time is approx-
imately 40 seconds. When the inertial separator is selected to ON, engine torque
will decrease and ITT increase, due to the restriction of cooling air flow. Conversely,
when turning the inertial separator off, expect a gradual torque rise and ITT drop.
We recommend you watch the following video for more details on proper use of the
inertial separator: [Link]

10. Instrument lights test push-button. Depressing the button momentarily illuminates all

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4.8 Attention Getters 4 COCKPIT FAMILIARIZATION

mode lights on the ice protection panel, both intercoms, the autopilot panel and the
attention getters. In addition, an aural chime is sounded. Releasing the button returns
all the affected lights to their normal illumination state and the aural chime is silenced.

4.8 Attention Getters

Located on the main instrument panel just above the pilot’s primary flight display are two
attention getter buttons. These buttons illuminate when a new CAS message is generated by
the G1000 system and can be used to dismiss the alert.

1. Master warning attention getter and cancel button. Illuminates when a new warning
CAS message is generated. Warning CAS messages are accompanied by a continuous
aural chime. Pressing the button dismisses the alert and silences the continuous chime.
2. Master caution attention getter and cancel button. Illuminates when a new caution
CAS message is generated. Caution CAS messages are accompanied by a single aural
chime. Pressing the button dismisses the alert.

4.9 Electronic Standby Instrument

This instrument integrates the functions of the standby attitude indicator, airspeed indica-
tor, altimeter and slip-and-skip indicator into a single self-contained instrument with battery
backup. In case of main ship’s electrical power failure, the electronic standby instrument is
capable of up to 2 hours of battery operation (depending on screen brightness). Power control
on the standby instrument is automatic. As soon as electrical power is applied to the aircraft’s
ESS BUS 1, the ESI begins its startup and alignment cycle. After electrical power is removed
from the aircraft, the instrument enters an automatic 5-minute shutdown delay. If during this
timeout continued operation on battery is desired, press any key on the ESI. To perform a
manual shut down from battery operation, press the ‘M’ key until “SHUT DOWN HOLD”
is displayed, then press and hold the ‘+’ key until “SHUTTING DN” is displayed.
NOTE
After the ESI has shut down, it is not possible to turn it on without turning on
aircraft electrical power. In the event of an electrical system emergency in flight,
be sure to transition the ESI to battery operation before the automatic 5-minute
shutdown interval expires.
See section 9 for a link to the full manual for this instrument.

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1. Menu key. Pages through the system submenus. After 3 seconds of inactivity, the menu
is removed from view.
2. Standard key. When no menu is displayed, sets the barometric altimeter reference to
standard pressure. When a menu is displayed, performs the context-sensitive action
displayed above the ‘S’ key.
3. Down-adjustment key. When no menu is displayed, decrements the barometric altimeter
reference by 0.01 [Link], 1 hPa or 1 millibar, depending on whether altimeter units are
selected to [Link], hPa or mb respectively. Holding down the key performs the adjustment
faster. When a menu is displayed, adjusts the data field value down.
4. Up-adjustment key. When no menu is displayed, increments the barometric altimeter
reference by 0.01 [Link], 1 hPa or 1 millibar, depending on whether altimeter units
are selected to [Link], hPa or mb respectively. Holding down the key performs the
adjustment faster. When a menu is displayed, adjusts the data field value up.
5. Ambient light sensor.
Any settings changes made in the menu are memorized in persistent flash memory inside the
instrument and applied at next instrument startup.

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4.10 Landing Gear & Parking Brake 4 COCKPIT FAMILIARIZATION

4.10 Landing Gear & Parking Brake

Located just below the pilot’s yoke and to the right of it are two subpanels containing controls
for the parking brake and landing gear extension/retraction.

1. Parking brake control knob. To engage the parking brake, fully depress and hold the
toe brakes on the rudder pedals and rotate the parking brake control knob clockwise to
the 3 o’clock position. This locks the toe brakes in the depressed position and prevents
brake release. To release the parking brake, rotate the knob counter-clockwise to the
12 o’clock position.
NOTE
The TBM900 simulates true brake behavior and requires that you depress the toe
brakes before applying the parking brake, as all the parking brake control knob does
is capture any brake pressure in the brake accumulator that was applied by the pilot.
If the pilot doesn’t depress the toe brakes, there is no brake pressure to be captured.
If you do not have hardware toe brakes, simply use the button or key to apply the
brakes to normal effort. This will apply the toe brakes automatically. After that you
can rotate the parking brake knob to lock the brake pressure in and release the toe
brakes using the same key or button.

NOTE
The parking brake is NOT capable of holding the aircraft stationary for an indefinite
amount of time. Due to how the brake cylinders are designed, they continuously
leak a small amount of brake pressure. Therefore you shouldn’t rely on the parking
brake being able to hold the aircraft stationary for extended periods of time. When
an overnight stop is performed, or the aircraft is to remain parked for more than an
hour or two, always apply the wheel chocks. Releasing the parking brake will also
allow the brakes to cool faster after a landing and prevent brake sticking in freezing
conditions.

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4.10 Landing Gear & Parking Brake 4 COCKPIT FAMILIARIZATION

2. Gear down indicator lights. These lights confirm that the landing gear actuator piston
has reached its limit of travel and that the down-locks have engaged.
3. Gear unsafe/travel indicator light. This light flashes red while the hydraulic gear pump
is operating to extend or retract the landing gear. This light is flashing means that the
landing gear is NOT down-locked, even if all three green gear-down indicator lights are
illuminated.
4. Down-lock check button. In case of uncertainty whether the landing gear is down-
locked, this button utilizes a separate electrical circuit to check the down-locks for
engagement and flashes the three green down-lock lights at a frequency of 16 Hz if the
corresponding down-lock has engaged. This can be used as a backup indicator if the
down-locks have engaged.
5. Gear indicator light test. While depressed, flashes the three green down-lock lights as
well as the “GEAR UNSAFE” light at a frequency of 1 Hz to test for correct light
operation.
6. Gear retract / extend handle. This handle should be placed in the UP position to
retract the landing gear and DN to extend it. On the ground, the landing gear lever
should always be kept in the DN position. To prevent inadvertent gear retraction on
the ground, before commanding landing gear retraction, the landing gear control unit
checks if all weight-on-wheels switches (one per landing gear) indicate that the aircraft
is in flight.

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4.11 Environmental Control System 4 COCKPIT FAMILIARIZATION

4.11 Environmental Control System

This subpanel controls most aspects of the pressurization, bleed and air conditioning systems.

1. Air conditioning system control switch. The switch has three positions:
OFF – The A/C system is disabled. This is the position the switch should be kept
in when the engine is shut down or operating in LOW IDLE. During operation,
the A/C compressor can generate a significant amount of drag on the engine gas
generator, which can lead to a hot start or an over-ITT condition on the ground.
MANUAL – The A/C system is manually controlled by the FAN SPEED control knob.
AUTO – The A/C system and A/C recirculation fan speed is automatically controlled
by the environmental control system to achieve the preset cabin temperature using
the TEMP/°C control knob.
2. Engine bleed control switch.
OFF/RST – The engine bleed system is disabled.
AUTO – The engine bleed system is automatically enabled. The bleed system is
disabled while the engine is shut down or in LOW IDLE.
3. Pressurization mode selector. The aircraft only has two pressurization modes:
AUTO – The cabin pressurization operates in the automatic mode. While in flight,
the cabin pressure is set to follow a fixed climb/descent pressurization schedule.
The cabin is not descended below the selected landing field elevation (LFE) on the
MFD.
MAX DIFF – The cabin pressurization system attempts to maintain landing field ele-
vation without commanding a cabin climb or descent in flight. This can be used
when the planned flight is sufficiently low that the cabin differential pressure limit
of 6 PSI will not be reached. When landing is planned at sea level elevation, this
limits flight altitude to 14,500 ft.
The standard pressurization mode is AUTO.
4. Cabin pressure dump switch. Actuating this switch manually opens the cabin outflow
valve to dump any remaining cabin pressure. This switch should only be used in cases
of force landing or ditching. During normal operations, the switch must be kept in the
NORM position and guarded.

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5. Manual A/C recirculation fan control knob. When the A/C switch is in the MANUAL
position, this knob controls the speed of the A/C fan system and how much cooling
load is applied to the A/C system. When the A/C switch is in any position other than
MANUAL, the position of this knob is ignored.
6. Cabin zone temperature control knob:
ˆ Not Simulated: The outer knob controls whether the cabin temperature selec-
tor (inner knob) operates in split cockpit/cabin dual-zone mode, or in a single-zone
mode (both zones controlled from the cockpit).
ˆ The inner knob selects the desired cabin temperature. The ECS then automatically
controls the bleed system, heat exchanger, hot air distributor and A/C system (if
A/C switch is in the AUTO position) to achieve the desired cabin temperature.
7. Hot air flow adjustment valve. Permits controlling how much hot air flow is used for
windshield defrosting and how much for footwell heating.

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4.12 Pedestal 4 COCKPIT FAMILIARIZATION

4.12 Pedestal
The pedestal is a raised console located between the pilot and copilot’s seats and holds the
primary engine controls, flaps controls and trim controls.

1. Manual elevator pitch trim wheel. Permits manual adjustment to the elevator trim
tab, even when the electrical elevator trim is inoperative. When electrical elevator trim
is used, there is an internal servo motor and clutching mechanism that momentarily
engages with the trim wheel to move it in the desired direction electrically.
2. Throttle friction adjustment knob. In the real aircraft, this knob permits adjusting the
friction (resistence to movement) of the engine throttle.
In the simulation of the aircraft, clicking the throttle friction knob locks the throttle in
place, such that it won’t follow user throttle inputs anymore, provided that the physical
throttle control isn’t moved too far. This enables use of lower quality throttles that are
prone to having some “noise” in their outputs. When the physical throttle is deflected
sufficiently far from the virtual throttle position, the virtual throttle will start slowly
“dragging” to the new physical throttle position. This can be used for very fine throttle
adjustments, even when very little precision is available from the physical throttle axis.
3. Manual fuel control override lever. This is an emergency control that should be kept in
the fully-back position in all cases except when a loss of main fuel control or throttle
linkage is suspected.

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4.12 Pedestal 4 COCKPIT FAMILIARIZATION

NOTE
The manual override controls fuel flow to the engine directly. It bypasses the pneu-
matic NG governor and instead controls the rate of fuel flow directly. As such, it
is possible to place the engine into an over-torque condition relatively easily. The
normal torque-limiter system will continue to operate, however, the NG governor will
not.

4. Electric aileron trim rocker. This switch allows adjusting the electric aileron trim. There
is no manual aileron trim wheel, the aileron trim on the TBM900 is electric-only. The
electric aileron trim is inhibited if the AP/TRIMS switch on the overhead panel is in
the OFF position.
5. TOGA push-button. When pressed, activates the flight-director and performs the fol-
lowing actions depending on whether the aircraft was on the ground, or in the air:
ˆ When pressed on the ground, activates TO pitch and roll modes (flight-director
commands wings-level flight and 10° nose-up climb.).
ˆ When prssed in the air, activates the GA pitch and roll modes (same FD commands
as the TO mode). In addition, if the aircraft was on an ILS, LOC, VOR or RNAV
approach (with the approach procedure entered into the FPL and activated), when
the aircraft reaches the missed approach point (or runway threshold, whichever is
earlier), automatically sequences the missed approach portion of the flight plan. If
the autopilot was active, it remains active to fly a fully automated missed approach.
6. Engine throttle/power control. This is the main engine throttle control lever. It com-
bines all three functions of the PT6 engine controls that are normally separated into
three separate levers. See section 4.12.1 below for details on the throttle lever design.
7. Flap selector. This lever has three detended positions:
UP – flaps are selected to the up position.
TO – flaps are selected to the takeoff position. The maximum allowable airspeed for
flaps in the takeoff position is 178 knots.
LDG – flaps are selected to the landing position. The maximum allowable airspeed for
flaps in the landing position is 122 knots.

4.12.1 Throttle Design

In this section we will discuss the details of the
TBM900’s throttle and how to use it. If you are used
to the conventional 3-lever engine controls from other
aircraft with a PT6 engine, the throttle design of the
TBM900 might appear rather unusual at first. It is
very obviously built around a lowercase “h” pattern.
The logic behind the throttle should become a lot more
obvious once we think of the individual straight por-
tions of this pattern as individual levers in their own
right. The reason for this design is simplification of
operation. While on a 3-lever design it is possible
to achieve certain engine configurations that should
never be used, the single-lever design avoids this prob-
lem by limiting the available engine configurations to

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4.12 Pedestal 4 COCKPIT FAMILIARIZATION

safe ones.
We have color-coded the traditional functions of the power, prop and condition lever on
the image on the right. In this diagram, black represents the function of a power lever, blue
for a prop lever and red for a condition lever.

While the throttle is on the right side of the h-

pattern, it is referred to as being in the “condition”
mode. In this mode, the propeller is always kept feath-
ered. Movement of the throttle in this position serves
as the fuel control to transition the engine between
CUT OFF, LOW IDLE and HIGH IDLE.
To move the throttle in this mode use the mouse,
or use the following X-Plane command actions (bind-
able to a key or joystick button):
ˆ sim/engines/mixture up (aka “Mixture rich
a bit”)
ˆ sim/engines/mixture down (aka “Mixture
lean a bit”)

While the throttle on the left side of the h-pattern,

it is referred to as being in the “thrust” mode. In
this mode, the propeller is always unfeathered (except
in case of engine failure). This is also where your
physical throttle control is mapped. The mapping is
direct to the entire length of the virtual axis, including
taxi and reverse ranges. The left side of the throttle
is subdivided into three regions:
POWER (also referred to as the “Flight” range) –
In this range the throttle sets the desired gas-
generator NG speed. The propeller is automat-
ically governed to maintain 2,000 rpm. This is
the range in which the throttle must be kept at
all phases during flight.
TAXI – In this range, the throttle sets the desired
properller blade angle from flight idle (19.5°)
down to the zero-thrust pitch position. During throttle movement in this range, the NG
speed is kept at a constant approximately 69% (high idle). Use of the TAXI range in
flight is prohibited.
REV – In this range, the throttle reduces propeller pitch to negative pitch values, which also
increasing NG speed as the throttle is move further aft. This provides the selection of
reverse thrust. Use of reverse thrust in flight is prohibited. Selecting reverse thrust at
speeds below 40 knots is highly discouraged, as it significantly increases the possibility
of FOD ingestion.
Please note that in the simulation, as in the real aircraft, you cannot move the throttle from
the POWER range into the TAXI and REV ranges without lifting the flight idle lockout to get
over the flight idle stop gate. To actuate this lockout, you will need to map a button or key
to the sim/engines/thrust reverse toggle command (aka “Toggle thrust reversers”).

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4.12 Pedestal 4 COCKPIT FAMILIARIZATION

Pressing this button or key will lift the lockout.

NOTE
Activating the “reverse toggle” command does NOT engage reverse thrust. The
default X-Plane behavior has been overridden by the TBM900 simulation to behave
as in real life. Instead, activating this action simply lifts the lockout tab. You then
need to move your throttle past the flight idle stop and into the TAXI or REV ranges.
Once in the ranges, you can release the “reverse toggle” button/key. The lockout
tab will not re-engage until you again transition the throttle into the POWER range.
Moving the throttle between the left and right sections of the
“h” pattern unfeathers and feathers the propeller. While un-
feathered, the propeller is designed to run at a single constant
speed of 2,000 rpm. This control is achieved via a hydraulic
propeller governor that uses engine oil pressure to act against
a feathering spring to bring the propeller out of the feathered
position.
With the engine off, the propeller cannot be unfeathered,
as the propeller governor requires engine oil pressure to achieve
this function. In case of engine failure in flight, the engine is
equipped with an electric auto-feathering function which senses
negative engine torque and proceeds to immediately command
propeller feathering. The reason for needing an electric feather-
ing system, instead of simply relying on engine oil pressure loss,
is because even if the engine is shut down, high airspeed can
produce sufficient engine windmilling that engine oil pressure
isn’t lost immediately and the propeller can remain unfeathered for a long period of time.
In case of electric feathering system failure, you can also manually feather the propeller
by simply moving the throttle to the right side of the throttle quadrant.

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4.13 Emergency Air & Crew Audio Panels 4 COCKPIT FAMILIARIZATION

4.13 Emergency Air & Crew Audio Panels

This pair of panels is located underneath and to the right of the copilot’s yoke and contain a
number of emergency and auxiliary controls.

1. Alternate static system supply valve. The aircraft is equipped with two independent
static air systems to supply static air pressure inputs to the respective air data computer.
If the number 1 static system (supplying the pilot’s altimeter inputs) is inoperative,
the aircraft is equipped with an alternate static port and system located in the rear
fuselage. Actuating this valve, switches the pilot’s air data computer static air inputs
to the alternate static air source.
NOTE
The alternate static system is less accurate than the normal static system and can
be subject to various undesirable effects such as Venturi-induced pressure changes.
Therefore, the alternate static air system should only be used in cases of loss of the
normal static air system.

2. Ram air intake valve. The ram air intake is a supply of fresh unpressurized air from
outside of the pressure vessel into the cabin. This is used in case of bleed air system
failure and a need for cabin ventilation via a fresh air supply (e.g. in case of smoke
clearing). To actuate the valve, use the mouse to click and hold the control down until
the actuator rod fully extends. To close the ram air intake, click the control again (it is
not necessary to hold the mouse clicked to close the ram air intake).
WARNING!
Opening the valve depressurizes the aircraft cabin. Therefore, this system is strictly
for EMERGENCY USE ONLY. The ram air intake should ONLY be used to
ventilate the cabin in case the bleed system has failed and fresh air ventilation is
required. It should not be used for cabin pressure dumping in cases of a force landing
or ditching. The normal way to dump cabin pressure is to use the guarded DUMP
push-button located on the ECS panel.

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3. Not Simulated: Crew music input source selector.

4. Not Simulated: USB device charging ports.
5. Cable organizer.

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 5 ENGINE STARTUP

5 Engine Startup
In this section we will go over a quick-and-simple engine startup procedure. We will not go
over every item in the preflight check in detail. The purpose here is to get you into the air
as quickly as possible. You are encouraged to consult the full procedure documents linked in
section 9 after you have a general understanding of the sequence of steps.

5.1 General Procedure Overview

Engine starting on the aircraft is divided into the following general phases:
1. Initial cockpit safety check.
2. Establishing electrical power to the aircraft systems.
3. Pre-start system configuration.
4. Start initiation and fuel introduction.
5. Engine start monitoring.
6. After-start system configuration.

5.2 Initial Cockpit Check

During this phase, we want to make sure that all of the controls in the cockpit that move
various control surfaces in the aircraft are positioned correctly. That way, when we apply
electrical power, we won’t suddenly have various systems attemping to move or perform
unwanted actions. The following diagram gives a general flow order for this phase:

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5.3 Establishing Electrical Power 5 ENGINE STARTUP

1. On the overhead, make sure that all switches and levers are DOWN except for the
IGNITION switch, which should be in the AUTO position.
2. All DE ICE panel switches are DOWN.
3. The parking brake is ON. To insure the parking brake is properly engaged, fully depress
the toe brakes and rotate the parking brake knob clockwise to the 3 o’clock position.
4. The landing gear lever is DOWN.
5. The MAN OVRD lever is fully back.
6. The throttle is CUT OFF.
7. The flaps selector is UP.
8. The A/C switch is OFF.
9. The alternate static and ram air intake valves are fully pushed in.
10. All circuit breakers are pushed in.

5.3 Establishing Electrical Power

During this phase, we will establish internal battery power and/or external ground power from
a 28-Volt DC Ground Power Unit (GPU).

1. On the overhead panel, push the crash bar up. This powers the essential avionics buses
and brings the avionics into a minimal power mode.
2. Place the SOURCE selector switch to:
BATT – when starting the aircraft on internal battery power.
GPU – when starting the aircraft on GPU. Before positioning the SOURCE selector
to GPU, make sure that the GPU is already connected to the aircraft’s external
power port and started.
With this step completed, the rest of the avionics is allowed to start. Wait approximately
30 seconds for full avionics power-up.
3. Review the CAS messages on the MFD and verify that only the following messages are
shown (not necessarily in this order):
PARK BRAKE – The parking brake is applied.

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5.4 Pre-Start Configuration 5 ENGINE STARTUP

FUEL PRESS – Low fuel pressure, because the engine-driven fuel pump is not running.
OIL PRESS – Low oil pressure, because the engine-driven oil pump is not running.
VACUUM LOW – Low vacuum pressure, because the engine-driven vacuum pump is not
running.
AUTO SEL – Fuel tank automatic selector is off.
4. When starting on battery power, verify that at least 24.5 Volts is indicated on the battery
voltage meter. Insufficient battery voltage indicates a low state of battery charge or a
bad battery. If the indicated voltage is less than 24.5 Volts, connect a GPU a perform
a GPU start, or perform a quick battery recharge using the maintenance manager.

5.4 Pre-Start Configuration

After verifying that electrical power is connected and the aircraft’s avionics are in a good
state, we can proceed with configuring the aircraft’s systems for a start attempt.

1. Verify that the IGNITION switch is positioned to AUTO.

2. Position the AUX BP switch on the overhead fuel panel to the ON position. You will
hear the pump start up and an amber AUX BOOST PMP ON message will illuminate.
3. Verify that the propeller area is clear.

5.5 Start Initiation and Fuel Introduction

During this phase, we are going to actually initiate engine start. The sequence of steps here is
going to be rather quick, so if you are using this guide interactively in the aircraft, we would
recommend you read through this section completely first, before attempting to perform the
steps interactively in the aircraft.

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5.5 Start Initiation and Fuel Introduction 5 ENGINE STARTUP

1. Initiate the starting process by holding the STARTER switch in the ON position for
approximately two seconds. The starter will latch and continue accelerating the engine,
so you can release the STARTER switch.
2. Check the CAS display and verify that both the STARTER and IGNITION messages
are shown.
3. Verify that NG is more than 13% and ITT is less than 150°C. If the ITT is very high
(e.g. right after a previous shutdown), perform a dry engine motoring to cool the engine
prior to attempting a new start.
4. Allow the NG to stabilize near maximum motoring rpm. The minimum NG required
before fuel introduction is 13%, however, allowing the engine to accelerate to a slightly
higher NG will produce a cooler start. If by 10 seconds after initiating the start the NG
has not reached 13%, abort the start by placing the STARTER switch momentarily to
the OFF position.
5. Click and drag the throttle lever to the LOW IDLE position. The click system is set
up to only drag the lever forward one notch, so you don’t have to be very precise with
the mouse.
6. Monitor engine light off, ITT evolution and NG acceleration. We are looking for the
following sequence of events:
ˆ A rise in ITT within 10 seconds of having positioned the throttle to LOW IDLE.
If this is not observed, return the throttle to CUT OFF and let the starter run for
the full 60 second cycle.

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5.6 After-Start Configuration 5 ENGINE STARTUP

ˆ Gradual and sustained NG acceleration. This NG must exceed 30% within 30

seconds of initiating the engine start. If this is not the case, or if the ITT indication
goes above the 850°C mark, return the throttle to the CUT OFF position and
leave the starter running for the full 60 second cycle.
ˆ The NG must reach 50% within 50 seconds of having initiated the start sequence.
If a start abort is commanded, allowing the starter to run for the full 60-second cycle
serves to cool the engine if fuel combustion has started or exhaust any unburned fuel
vapors out of the engine.
WARNING!
After introducing fuel, NEVER abort a start using the ABORT position on the
STARTER switch. Doing so can severely damage the engine if fuel combustion has
started, or lead to a tailpipe fire on a subsequent start if fuel vapors have accumulated
in the engine.

5.6 After-Start Configuration

Having gotten the engine up into the low idle state, we can proceed to complete the starting
procedure by preparing the aircraft for taxi:

1. Having reached 52% NG, verify that the STARTER and IGNITION messages are extin-
guished. If not, manually disconnect the starter by momentarily moving the STARTER

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5.6 After-Start Configuration 5 ENGINE STARTUP

switch to the ABORT position.

2. If starting on ground power, position the SOURCE switch to BATT and signal the
ground crew disconnect the GPU. Wait until the ground crew is completely clear of the
propeller area.
3. Click and drag the throttle lever forward and to the left to move it through the HIGH
IDLE position and into flight idle. The engine will accelerate into high idle (NG 69%)
and the propeller will unfeather, providing cooling air to the engine accesories.
4. Position the INERT SEP switch to ON.
5. On the overhead, set the GENERATOR switch to MAIN, AUX BP switch to AUTO,
FUEL SEL switch to AUTO and AP/TRIMS switch to ON.
6. On the ECS panel, place the BLEED switch to AUTO and the A/C switch to AUTO.

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 6 TAXI-OUT PROCEDURES

6 Taxi-Out Procedures
During taxi, your focus should be solely on maneuvering
the aircraft and controlling speed. While the throttle is in
flight idle, the aircraft will experience considerable amounts
of idle thrust. Left uncontrolled, the aircraft will tend to
accelerate to nearly 50 knots on flight idle thrust alone. To
reduce this thrust, you should place the throttle into the
TAXI range. Avoiding riding or dragging the toe brakes
on taxi. Excessive amounts of toe braking on taxi can
overheat the brakes and make them less effective in case
of a rejected takeoff.
Before lining up for takeoff, stop the aircraft at a suit-
able position to perform runup check. Apply the parking
brake and verify the following items:
ˆ Feather the propeller twice. To feather the propeller, perform the following steps:
1. Place the throttle in the flight idle position and allow the rpm stabilize between
1,100 and 1,200 rpm.
2. Using the mouse, keyboard or joystick button, drag the throttle to the right side
of the throttle quadrant.
3. Allow the propeller rpm to decay close to the bottom of the yellow propeller rpm
band. This indicates full feathering of the propeller. If the rpm doesn’t drop
sufficiently far, full propeller feathering capability is not assured and takeoff should
NOT be attempted.
4. Move the throttle back to the left side of the throttle quadrant into the flight idle
position and wait for propeller rpm to accelerate again to the rpm value before
feathering.

ˆ Verify engine instruments. At flight idle, we expect to see an

NG value of 69% (±2%), a propeller rpm of between 1,100 and
1,200 rpm, and oil pressure and temperature in the green band.
If the oil temperature is below the green band, delay takeoff to
allow the engine oil to warm up to operating temperature.
ˆ Check for abnormal CAS messages. Prior to lineup, we turn on
the stall and pitot heat switches on the DE ICE panel. When
taking off in icing conditions, also turn on the propeller and
airframe de-ice switches. When taking off in severe precipitation
or icing, it is also recommended to position the IGNITION switch
to ON. Therefore, the normal CAS messages we would expect
to see are INERT SEP ON and when continuous ignition is in
use IGNITION . No other CAS messages should be shown.
ˆ Verify the Landing Field Elevation (LFE FT) display is showing
your destination landing field and/or landing elevation in feet
AMSL.
ˆ Check fuel quantity is sufficient for the planned flight and check
fuel tank symmetry. Maximum permissible dissymmetry is 15
USG.

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 6 TAXI-OUT PROCEDURES

ˆ Verify battery charge is less than 50 Amps (outside of yellow band). Delay takeoff if
battery charging rate is over 50 Amps.
NOTE
Under no circumstances should the battery ammeter indicate the battery is discharg-
ing (negative reading). This indicates a problem with the battery charging circuit
and takeoff should NOT be attempted.

ˆ Verify trim settings. Elevator trim should be in the green band. Aileron trim should be
neutral. Rudder trim setting should be made based on airplane weight. At most typical
takeoff weights, a rudder trim setting to the right of center and about 1/2 way to the
green mark should be sufficient to counter propeller P-factor. At near to MTOW, you
can set right rudder trim all the way to the green mark.
ˆ Set flaps to the takeoff (T/O) position and visually check wing flap position.
Having performed all lineup checks, turn on the exterior lights and line up on the runway.
You can use one of the following typical light configurations for takeoff:
ˆ Under most circumstances, the recommended exterior lighting configuration is as fol-
lows: landing lights switch to LDG, NAV and STROBE switches to ON.
ˆ During day-time operations, the pilot can improve aircraft visibility to other traffic by
using the PULSE system instead of the landing lights. Position the landing lights switch
to OFF or TAXI and position the PULSE, NAV and STROBE switches to ON. The
landing lights will pulse in a continuous pattern.

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 6 TAXI-OUT PROCEDURES

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 7 TAKEOFF & CLIMB PROCEDURE

7 Takeoff & Climb Procedure

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 7 TAKEOFF & CLIMB PROCEDURE

6. Having cleared the immediate vicinity of the airport and continuing the climb on the
departure procedure, we can start preparing the aircraft for a more efficient climb:
ˆ Once clear of areas with higher density of traffic, set the landing lights switch
to OFF. When enhanced aircraft visibility is desired, consider using the PULSE
system. The landing lights are LEDs and are thus less affected by continuous
switching than conventional halogen bulbs.
ˆ Once sufficient altitude has been achieved that bird strike or FOD ingestion is very
unlikely and clear of icing conditions and/or severe precipitation, select the INERT
SEP switch to OFF.
NOTE
Closing the inertial separator can produce as much as a 20% increase in torque.
Prior to selecting the INERT SEP switch to OFF, ensure TRQ indication is below
80%. During inertial separator transition, do not increase throttle. Approximately
45 seconds after selecting the inertial separator to OFF and after the torque is no
longer increasing on its own, you can again start adjusting throttle to maintain climb
power.

ˆ Verify cabin pressurization. Cabin climb rate should not exceed approximately 800
ft/min. When climbing at a high rate (maximum power, low weight), the cabin
can reach the differential pressure limit prior to reaching maximum flight altitude.
In that case, reduce the aircraft climb rate to less than 1,500 ft/min when the
cabin differential pressure indication reaches 6 PSI.
ˆ When autopilot is on, the recommended AFCS pitch mode for climb is FLC.
During climb, torque will slowly decrease due to decreasing in air density. The engine flat
rating allows you to compensate for this by increasing throttle to maintain up to 100% torque
up to approx. FL250.
WARNING!
While increasing throttle, observe the following engine limitations:
ˆ Do NOT exceed 100% torque.
ˆ Do NOT exceed 840°C ITT.
For longevity, maximum recommended ITT value is 800°C.
ˆ Do NOT exceed 104% NG.
Please note that depending on outside air conditions, the engine may reach maximum
ITT or NG before reaching maximum throttle. Limit throttle inputs so that none of
the above limits are exceed.
Fine throttle adjustments can be made easier by using the
throttle friction knob located on the side of the pedestal.
Clicking this knob switches throttle control into “friction
mode”, where the virtual throttle only slowly follows physical
throttle changes. This lets you make very delicate adjust-
ments to the power setting even when using controls that
have a fair bit of sensor noise. To disengage the throttle
friction, simply click on the friction knob again, or pull the
throttle all the way to flight idle.

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 8 DESCENT & LANDING PROCEDURE

8 Descent & Landing Procedure

1. The recommended AFCS pitch modes for performing descent are VNV and VS. You
should avoid using the FLC mode for descents, as especially at high altitudes, this can
result in very high rates of descent.
2. During descent, the engine torque will slowly increase due to an increase in air density.
Reduce throttle as necessary to observe torque, ITT and NG limitations.
3. Verify cabin pressurization. Cabin descent rate should not exceed 800 ft/min. Dur-
ing very steep descents, the cabin differential pressure can become too low and even
momentarily negative. When cabin differential pressure is very low, reduce the rate of
descent to allow the cabin pressure to catch up.
4. Verify the Landing Field Elevation (LFE FT) display is indicating correct destination
airport elevation.
5. When nearing an altitude where bird strike or FOD ingestion hazards exist (approx. 5,000
ft AGL), or when entering icing conditions or severe precipitation, select the INERT SEP
switch to ON. Observe INERT SEP transition time and ITT rise limits.
NOTE
While the inertial separator is transitioning, do NOT attempt to compensate for the
torque loss without careful consideration of the rise in ITT. The inertial separator
can produce up to and above 40°C of ITT rise.

6. Recommended airspeed targets for various phases of descent:

ˆ Top of descent through 10,000 ft: up to 265 KIAS.
ˆ 10,000 ft to 10 NM from destination airport: up to 250 KIAS.
ˆ 10 NM to glideslope intercept point: up to 180 KIAS.
ˆ Glideslope intercept to 1,500 ft AFE: up to 160 KIAS.
ˆ 1,500 ft AFE to 1,000 ft AFE: up to 120 KIAS.
ˆ Below 1,000 ft AFE: 90 – 95 KIAS (final approach speed).

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 8 DESCENT & LANDING PROCEDURE

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 9 EXTERNAL RESOURCES

9 External Resources
HotStart have decided not to supply a full user manual with the aircraft, as the real TBM900
Pilot’s Information Manual is available online and lines up with the HotStart TBM900 simu-
lation quite well.
NOTE
HotStart is NOT in any way affiliated with DAHER-SOCATA or Garmin. Therefore,
consider the following resources as optional reading material for your own study.
Under no circumstances should these links be regarded as implying any kind of
official endorsement of the HotStart TBM900 by either DAHER-SOCATA, Garmin
or any other manufacturer.
The Pilot’s information manual is available at the following address:
[Link]
The G1000 avionics manual is available from the following web address:
[Link]
The ESI-2000 standby instrument pilot’s manual is available from the following web address:
[Link]

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