Blackbox Islander Tutorial EGPA-EGPB

BLACKBOX SIMULATION SOFTWARE – BN2 ISLANDER – TUTORIAL EGPA - EGPB
The 10-seat, twin-engine Britten-Norman Islander, is an aircraft already in service

in over 70 countries worldwide and produced by BLACKBOX SIMULATION. The Islander
has all the essential features of economy, versatility, and reliability.
We are sure that your BLACKBOX SIMULATION Britten-Norman Islander will give
you every satisfaction, but should you require any assistance from the developer on the
operation of your BLACKBOX product we are always at your service via the MSFS Forum
and our support email.
www.blackboxsimulation.com
1
INTRODUCTION
In this tutorial, we will show you how to get the absolute best out of your Britten-
Norman Islander aircraft. Yes, of course, you can jump in, hit the power, and fly around
the islands but with this study-level aircraft, we hope we can show you how to manage
things in a proper and professional manner and enjoy your Islander to the maximum
degree possible within the MSFS Environment.
In this document, we will walk you through the preparations and actual checklists
used by professional pilots of the Islander: start-up procedures, pre-flight checks, and
the various issues you may face.
So, sit back, relax, and learn the basic information required for your first flight in
the Britten-Norman Islander. You can find similar information but in a much more
technical format in the Britten Norman Islander Pilots Operating Handbook available
from the Downloads section of our website. Here though, we start with the basic things
you need to enjoy your Islander flying experience.
2
YOUR BLACKBOX ISLANDER SIMULATION
MAIN CONTROL PANEL

1 Door switches
2 Engine Temperature & Pressure gauges
3 Door warning lamp
4 Gyro Fail Lamp
5 HOBBS meters (Engine Hours)
6 Exhaust Gas Temperature Gauge
7 Turn and Bank Indicator
8 Airspeed Indicator (Knots)
9 Electronic Flight Instrument System (EFIS) toggle
10 Artificial Horizon Indicator (AHI)
11 Directional Gyro (DG) indicator gauge
12 Yoke visibility toggle
13 Airframe anti-icing controls
14 Carburettor temperature gauge
15 Vertical Speed Indicator (VSI)
16 Altimeter
17 Lighting switches
18 Vacuum Pressure gauge
19 Electrical switches
20 VOR #2
21 VOR #1
3
22 Radio Magnetic Indicator (RMI) gauge

23 Outer, Middle, and Inner marker lamps
24 Parking brake lever
25 Elevator Trim indicator
26 Power control levers
27 Flaps switch
28 Carburettor Heat levers
29 Elevator Trim wheel
30 Fuel Flow Gauge and Econometer
31 Manifold Pressure gauge
32 Propellor RPM indicators
33 Generator low volt indicator lamps
34 GARMIN GPS
35 COMM #2 NAV #2 Radios
36 Transponder
37 Audio control panel
38 Second Pilot controls visibility toggle
39 Avionics Master switch
40 Aircraft registration placard
41 Circuit Breakers panel
42 Bendix/King KAP 140 autopilot
43 Bendix/King KR85 Automatic Direction Finding (ADF) radio
44 Stall warning lamp
45 Backup Altimeter
46 Backup Airspeed Indicator
In addition to the main controls listed, there are also some special areas of note:
The bosses where the yokes are attached to the panel are clickable so you can hide or
show the controls, and the right seat yoke visibility also shows/hides the rudder pedals
and footplates to emulate a true single pilot cockpit.
The lighting switches (17) contain the navigation lights, port & starboard landing
lights, the rotating beacon, and cabin lights. The instrument lights knob at the bottom is
fully adjustable and connected across two separate circuits so that if one circuit fails or a
breaker is pulled, you will still have half of your instrument lights.
The electrics switches have the main battery switch and the 2 (port and
starboard) generator switches, an external power/starter isolation switch, and a rotary
ammeter/voltmeter selector knob.
The EFIS Instrument Toggle (9) Changes part of the panel to Electronic Flight
Instruments (Detailed on next page) and adds a few more related circuit breakers.
The circuit breaker panel itself is fully functional and has the correct circuitry
within the aircraft’s electrical systems.
4
OPTIONAL ELECTRONIC FLIGHT

INSTRUMENT SYSTEM CONTROL PANEL
As an option for your Islander, we have added the Basic ASPEN Evolution E5 EFIS
to your panel to reflect the instrument fitted in some aircraft. You can, however, add
this option to any aircraft in the package by simply clicking the ASPEN sticker (1) located
just above the Airspeed Indicator.
1 ASPEN AVIONICS Sticker (above Airspeed Indicator) - toggles EFIS On/Off

2 EFIS Primary Flight Display (PFD)
3 EFIS Horizontal Situation Indicator (HSI) gauge
4 Left multi-mode adjustment knob (press and right-click to cycle modes)
5 Mode button (GPS, NAV1, NAV2)
6 Right multi-mode adjustment knob (press and right-click to cycle modes)
7 Function buttons (ARC/360, GPSS, BARO)
8 Menu button (INOP on Basic ASPEN E5 EFIS)
9 Range button (INOP on Basic ASPEN E5 EFIS)
10 REV button (INOP on Basic ASPEN E5 EFIS)
11 Additional EFIS circuit breaker panel (below main circuit breaker panel)
5
OVERHEAD CONTROL PANEL
Civilian Variants
1 Cabin heater switches (INOP)
2 Map light (White)
3 Port engine, left and right magnetos
4 Port/Starboard Engine starter Switch (Covered)
5 Starboard engine, left and right magnetos
6 Flap Position Indicator gauge
7 Sun Visor (Adjustable)
8 Port fuel pump switch
9 OAT (Outside Air Temperature) gauge
10 Port main fuel quantity gauge
11 Rudder Trim indicator
12 Fuel Tank Selector petcocks
13 Rudder Trim adjustment knob
14 Liquid standby compass
15 Starboard main fuel quantity gauge
16 Starboard fuel pump switch
17 Sun Visor (Adjustable)
18 Main Ammeter (Selectable source from electrical switches panel)
19 Main Voltmeter (Selectable source from electrical switches panel)
20 Map light (red)
21 Cabin heater switches (INOP)
6
ADDITIONAL EQUIPMENT ON MARITIME VARIANT
1 Port left and right magnetos

2 Port / Starboard engine starter switch (Covered)
3 Starboard left and right magnetos
4 Flap Position Indicator gauge
6 Port wing tip tank transfer pump
7 Port main fuel quantity gauge
8 Tip tank test switch (illuminates if transfer available or blinks if emptied)
9 Starboard main fuel quantity gauge
10 Port wing tip tank transfer pump
12 Ammeter
13 Voltmeter
14 Port and starboard wing tip tank quantity gauges
PLEASE NOTE: TIP TANK TRANSFER MUST NOT BE ATTEMPTED WHEN MAIN TANKS CONTAIN 30
GALLONS OR MORE. THIS COULD CAUSE OVERFLOW AND LOSS OF FUEL!
1 Port external wing tank fuel transfer switch

2 External tank pump failure lamps (illuminate when empty)
3 Starboard external wing tank fuel transfer switch
4 Port and starboard external fuel transfer pump circuit breakers
WARNING!
Wing tip tank or external tank fuel pumps left switched on when tanks are empty will cause
electrical overload and result in the circuit breaker popping.
7
PREPARING FOR FLIGHT

In MSFS, you can start a flight from anywhere, but for this tutorial, we will take a
short hop through the Scottish Islands with a start on the ramp at EGPA (Kirkwall) and
we will fly across to EGPB (Sumburgh) with some great views of the Orkney Islands.
The supplied FLT file will contain the full flight plan and all the parameters
required to make your first BN-2 Islander flight.
If you would like to plan your own flight, select the Islander of your choice and
make sure you have adequate fuel for your flight. Make sure your CoG (Centre of
Gravity) is within the limits by adjusting passenger seating positions, baggage weight
and location. The fuel load has a very minor effect on CoG as the tanks are set close to
the balance point. One point of note is that the (wingtip) tip tanks (when fitted) are
usually filled to 100 % and transferred to the main tanks as they empty during a flight.
For this tutorial, we will use the basic passenger aircraft with no additional tanks.
Your weight and balance screen should look something like this.
1 Main fuel tank quantities

2 Pilot and Passenger weights/positions
3 Baggage weight
4 Centre of Gravity, current position, and forward/aft limits
5 Cog as a percentage of Mean Aerodynamic Chord (MAC)
6 Current weight and weight limits - always ensure you are below the MTOW of 6,600 Lbs
8
PREPARING FOR FLIGHT

From the MSFS map screen, hit the spacebar twice and select the option
“LOAD FROM THIS PC” then use the arrow to go up one level. Browse to
\LocalCache\Packages\Community\blackboxsimulation-bn3-Islander\Documents\
and load the supplied tutorial “Blackbox Islander Tutorial EGPA-EGPB.PLN”. If you have
installed the Blackbox Islander to a custom location, it will be in the \Documents folder
below the aircraft’s top folder for your installation.
When the file opens, this will show the flight plan on a map of the Orkney Islands
in northern Scotland. Our starting point is Kirkwall Airport (EGPA) to the southwest and
we will finish at Sumburgh Airport (EGPB) to the north. The various waypoints along
your route are also displayed.
If you open the Nav Log, you will see the vertical flight profile. The target altitude
is set at 8,000’ as it is a fairly short hop, but ATC may give you different altitudes. You
can cruise up to altitudes of 13,200’ in your Islander over longer distances, but for now,
leave this at 8,000’.
When you are ready, you can press the yellow “FLY” button to initialise the flight.
You will start at ramp spot 26 in the parking area to the southwest of the airport, and
your Islander will be in its “cold and dark” state with various chocks and covers in place.
In the next section, we will show you how to get the aircraft systems live, go
through your pre-start checks, and start the engines to be ready for the short hop up to
Sumburgh.
9
MSFS/BBS-SPECIFIC PRE-START CHECKS

Your Blackbox Islander has various ground equipment items when on the ramp.
You can choose to display Boarding Steps (1), Engine Covers (2), Wheel Chocks (3), Pitot
Covers (4), and Control Gust locks (5).
These items are removed via the clipboard in the right door pocket. A checkmark
means the item is in use. Unchecked means the item is removed and stowed.
NOTE: ALL these items must be removed, and all doors closed before a flight.
Some items, like engine covers, will prevent engine start-up. Doors can be opened or
closed via the switches on the lower left of the main panel (#1 on the Main Panel
diagram).
10
PRE-START CHECKLIST
Aircraft Headed into the wind where possible
Magnetos All off
Parking Brake On (down)
Battery Master switch On (2)
Generators Off (1 & 3) undervolt lamps will be illuminated
Doors All closed (warning lamps off)
Circuit Breakers All engaged (pushed in)
Warning Lamps (all) Individually push to test
Radios (COM and NAV) Tuned accordingly
Marker Lamps Push to test
Engine Controls Full and free movement
Carburettor heaters All off (up)
Throttle levers Closed (fully aft)
Propellor Pitch levers Max RPM (fully forward)
Mixture controls Full rich (fully forward)
Elevator and Rudder Trim Full and free movement (then set for takeoff)
Fuel Check quantity and petcocks pointing forward
Flaps Operate through entire range, then set for TO
The Electrics Switches
NOTE: During ALL engine starts, the Starter Isolation switch (4) must be ON
If starting from external batteries, then the external power connection must be made
before switching the Isolator switch on (up) to protect the aircraft circuits from a surge.
After starting, the switch must be returned to the OFF (down) position.
It is recommended that the generators are not selected to on (up) position until
any external supply has been disconnected as this may cause damage to the external
supply or the generators themselves.
WARNING: Avoid heavy or persistent use of the starters. If an engine is reluctant
to start after about 6 revolutions, rest the system for 5 minutes to avoid overheating.
11
STARTING THE ENGINES

Normal procedure is to start the starboard engine (#2) first
1. Remove the Engine covers!
2. Set fuel tank petcocks (Overhead).
3. Port selector (RED) To LEFT TANK (pointing forward).
4. Starboard selector (GREEN) to RIGHT TANK (pointing forward).
5. Set the Starboard (#2) engine auxiliary fuel pump to on and check that the fuel
pressure is in the green band.
6. Operate the Starboard (#2) throttle through the entire range 2 or 3 times to
prime the engine (only if a cold start).
7. Open the Starboard (#2) throttle to approximately 25%
8. Select the Starboard (#2) left magneto switch to ON.
9. Check and call “clear prop” and push the starter Switch to the right. The
Starboard #2 engine should start almost immediately, Switch the right magneto
switch ON and adjust the engine to approximately 1,000 – 1,200 RPM.
10. Look for positive engine oil pressure, and if not present quickly, shut down the
engine.
11. Repeat the above process 1-10 for port #1 engine.
AFTER START CHECKS

Auxiliary fuel pumps Both to OFF
Generators Undervolt lamps illuminated/switch on each GEN to extinguish
Vacuum Gauge 3 – 5” Hg - Ensure fail lamps are extinguished
Ammeter Selector Switch Check indication within the green operating band for each generator
Ammeter Selector Switch Switch to BATT and confirm charge (Needle in green band)
Oil Pressures 30 lb/in2 minimum
Fuel pressures Normal – indication within the green band
Flight Instruments Normal Indications and erect gyros
Radios Select required frequencies
Cabin Heater As required (INOP in Sim)
Ice Protection Cycle all and set as required
12
Ground Checks and Warm-up

The engines are warm enough for take-off when they respond normally to throttle
openings. When satisfied that this is the case, the following tests should be made:
1. Test each magneto in turn for a dead-cut at 1,200 RPM as listed below.
2. Increase power on each engine to 17“Hg manifold pressure (approximately 2,100
RPM). Switch from both magnetos to one magneto and note RPM drop-off.
Reselect both, wait for the RPM to recover, then switch the other magneto off.
Note the RPM drop-off and return to both. (Normal drop-off is 100 RPM and
should never exceed 175 RPM max drop-off.) There should be no more than a 50
RPM difference between magnetos.
3. Set the throttle for each engine in turn for 2,100 RPM and exercise the
corresponding prop lever from maximum to minimum to check the correct
operation of the governors. Note engine speeds (RPM) decrease and increase
accordingly.
4. Set the throttles for 1,500 RPM and perform a feathering check as follows:
Move each prop lever down (aft) through the gate and into the feathered
position. Note the drop in RPM and return the prop lever to a normal position
before the engine drops below 1,000 RPM.
Check that the ammeter reading is approximately 2 – 5 amps (in the green band), or
gradually falling to settle within the green band.
Check that both left and right generator outputs are similar and within the green band.
return the selector knob to the BATT position for flight.
Check that the voltmeter reads between 27 and 29 volts. It is abnormal if the needle
shows 24 volts or less.
The Lycoming O-540-E4C5 engine is air-cooled and depends on the forward

movement of the aircraft to maintain proper cooling. To prevent overheating on the
ground, the following precautions are strongly advised
1. Avoid unnecessary ground running.

2. Ensure the aircraft is pointing into the wind where possible.
3. Confine prop pitch to full fine (MAX RPM, full forward).
4. Maintain at least 1,200 RPM, as this will help to avoid fouled spark plugs.
5. Keep the mixture levers at full rich (full forward).
13
TAXYING THE AIRCRAFT

If you are using automatic communications, your radio should be set on 118.305
(Kirkwall Unicom). Request IFR Clearance and then announce that you are ready for taxi.
follow the taxi instructions. Use the taxi assistance ribbon built into MSFS if you wish.
Taxying: Before attempting to taxi, ensure that the parking brake is released (up), wheel
chocks are removed, and steps are stowed. The aircraft can be effectively steered
during ground manoeuvring by means of the rudder-bar-controlled nosewheel steering
along with asymmetric braking and engine power if required. The brakes should be
tested as soon as the aircraft starts rolling.
Carburettor heat: When holding short of the runway, apply the parking brake and open
each throttle in turn to approx. 70%. Select carburettor heat to full (down). Manifold
pressure and engine note should drop. Return the carburettor heat to off (up) and
repeat with remaining engine.
Contact the tower and request permission to take off, and then line up on the runway.
PRE-TAKEOFF CHECKLIST
Seat belts Fastened
Passenger signs On if fitted
Doors and direct vision panel Closed
Propeller levers Full fine pitch (maximum RPM, fully forward)
Mixture Full rich (fully forward)
Carburettor heat Both off
Elevator trim set +10% (indicated line on trim indicator)
Flaps Take-off position (25° - midpoint)
Fuel Quantity, fuel petcock selection & pressures
Auxiliary fuel pumps Both on
Engine instruments Checked and functional
Flight instruments Checked and set as required
Pitot heat On as required
Ice protection On as required
Autopilot Off (initial climb altitude set on autopilot)
Flight controls Full and free movement
Ammeter selection switch Set to batt
Cabin Heaters Off (INOP)
Lighting Beacon/Nav/Port and Starboard landing lights on
14
TAKE OFF AND INITIAL CLIMB

Having contacted the tower for clearance, you are ready to go.
Check the elevator trim is set for take-off (Approx 10% Nose Up) and the auxiliary
fuel pumps are ON. Set the compass heading bug for the runway heading 270, and
check that the flaps are in position 1 (TO position). Hold the aircraft on the toe brakes
and slowly push the throttles forward to maximum, checking the gauges. If the engine
gauges show no anomalies, release the brakes and accelerate down the runway,
keeping the aircraft straight with the rudder pedals.
The aircraft must be rotated at the appropriate safety speed scheduled in section
6 of the Pilots Operating Handbook (POH), but for our purposes in this tutorial we will
assume an average of 65 kts rotate, and 70 kts to lift-off at the planned weight.
It’s going to get quite busy now so be ready to rotate and stabilise into a gentle
climb at approximately 90 kts. Continue straight out on the runway heading.
INITIAL CLIMBOUT
The best climb gradient can be held at approximately 95 kts but a more
comfortable speed would be 100-110 kts. This speed should attain 800 fpm climb
initially, but as you climb higher it will take subtle adjusting of the vertical speed and
power controls to keep things safe and within limits.
15
AUTOPILOT
The Islander we have modelled is fitted with a basic KAP 140 (42 on main panel
diagram) This will give you General Heading, Nav, Approach, and Altitude modes, as well
as VSI Climb mode, which will be our priority mode. It will also handle an ILS Approach
but there is no auto throttle so you will still have to do some of the work.
The only setup you need initially is to preselect your target altitude of 8,000 feet
(Selected before take-off) with the knob on the right side of the AP by turning the outer
knob (7) to select 8,000’ (the inner knob (8) can be used for hundreds if required). Press
the ALT button (4) and Arm button (5) then adjust VSI with the Up-Down buttons (6)
until it commands +800 fpm. With these all set, you can Activate the AP with the AP
Button (1) and press HDG button (2) to hold 270 as set prior to taking off. For your
safety, our Islander this has been limited to +/- 1,000 FPM.
It is very important when using autopilot in the climb that your airspeed does not
decrease below 90 Kts. Our Initial climb is done with Max RPM and Full throttle, and
this should give approximately 2,700 RPM and 25” of Manifold Pressure. This should be
adequate for your initial climb at 800 FPM and 90 Knots.
After passing 200’ Above Ground Level (AGL), you will need to adjust the
propellers to 2,500 RPM by pulling back (aft) the blue propeller levers while watching
the RPM needles. Retract the flaps to their minimum setting and retrim to compensate
for the slight nose-down tendency. Stabilise the climb at approximately 90-100 kts.
Now, switch off the auxiliary fuel pumps and go through the checklist below. If your
airspeed starts to drop, then reduce the vertical climb using the autopilot up/down
buttons (6) The Islander should easily manage 700 – 800 FPM initially even at MTOW,
but this will need to be reduced as you climb higher.
AFTER TAKEOFF PROCEDURE

Auxiliary fuel pumps Both off
Set throttle levers for the climb Reduce to 2500 RPM
Set Propeller levers for the climb 25“Hg Manifold Pressure
Cabin heaters Adjust as necessary (INOP)
Cabin lights As required
Carb heaters Both off
16
CLIMB TO CRUISE
As discussed in the previous section, climb power is achieved by first reducing
throttles to 25” Hg manifold pressure, and then setting the propeller levers to bring the
propellers to 2,500 RPM. As a rule of thumb, this is called “25/25”, and an easy guide to
remember. It can also be used in cruise, at say “23/23” but we will come to that when
required as manifold pressure is much lower at higher altitudes.
If you wish to have the autopilot follow the GPS course, then you will also need
to switch the GPS navigation mode from VOR to GPS by pressing the CDI button on the
GNS530 (2) Note that the VOR1 gauge will now show a green GPS flag (1) indicating the
mode. If you are using the optional ASPEN EFIS then you will also select GPS on the
mode button (5) on the EFIS Diagram
Once you are in a stable climb at approximately 90-100 kts, you can switch from
HDG to NAV mode by pressing the Autopilot NAV (3) button. You will probably need to
adjust the vertical speed a few times to avoid getting too slow as well as control the
mixture for the best engine performance. Reduce VSI as required but always keeping
your airspeed above 90 kts. Be sure to watch out for carburettor icing! (SEE PAGE 19)
Once you are within 200’ of your cruising altitude, you can hit the KAP 140 ALT
button (4) to level off, but if correctly set up, the KAP 140 should level off for you.
MSFS ATC may assign a different altitude but if it is unacceptable, request a lower
altitude or cancel IFR and follow your own flight plan, remembering to allow time for
your descent.
17
FLYING IN THE CRUISE

The Islander will slowly accelerate when you level off, so you now need to set
cruise power to prevent over speed. First adjust manifold pressure to 23” if possible,
and then set propellers to 2,300 RPM. This will give you approximately 120-125 kts,
depending on conditions and altitude. You can reduce the throttles further to around
65% for a more economical cruise at approximately 115 kts. This will give you a good
range in excess of 800 miles and a fuel burn of approximately 33 lbs/hr total (11
gallons/hr per engine).
Don’t forget to lean the fuel mixture for the best power and economy. What this
means is to pull the mixture knobs back until the engine note starts to drop, and then
immediately push the lever forwards a little to prevent rough running. You can do this
visually by pulling the mixture knob out until the EGT needles (1) peak and then
reducing it slightly until they just start to drop.
Also, keep an eye on the carburettor temperature gauge (2) for icing in the
carburettors. If this should happen, you could lose all engine power and you will need to
act fast. Please refer to the carburettor icing section on page 20 and act accordingly
until manifold pressure and power are restored.
18
CARBURETTOR ICING
Carburettor icing is an issue that will keep you busy as it can happen in
many conditions: clouds, a damp atmosphere, fog, or high humidity, regardless of
Outside Air Temperature (OAT).
Keep a sharp eye on the instruments and engine sound for power loss or
decreased manifold pressure. If this happens, you need to act quickly by introducing
maximum carburettor heat for approximately 30 seconds. Once power is restored,
reduce the carburettor heaters to a point where the carburettor temperature is slightly
above 5°C. Do not leave the carburettor heaters on for long periods as this can also lead
to power loss and loss of manifold pressure.
Under normal flight conditions, where no icing is apparent, the carburettor
heaters should always be left in the Fully OFF (up) position.
The BBS Islander simulates carburettor Icing and heating very accurately, so be
aware of the conditions and remedies. There is nothing worse than pushing the
throttles forward to the firewall at a critical time like on approach and getting a whole
heap of nothing at the props!
Make it a habit of checking for carburettor icing before any other change in flight,
when moving throttle or propeller levers, and especially if entering rain, fog, or clouds.
19
THE DESCENT
Because of the possibility of some ATC anomalies within MSFS please ignore all
ATC commands to change altitude. They will most probably not put you where you need
to be and will make your approach and subsequent landing very difficult. It is probably
best to select “Cancel IFR” from the ATC window and follow the loaded flight plan.
When you reach the MOCHA waypoint you will need to start your descent. Set
the autopilot target altitude to 3,000’ and set a vertical descent speed of -1000 FPM.
This is the altitude we are aiming for at our next significant waypoint, BENTY. Use the
throttle to control the descent speed and prevent overspeed.
On reaching BENTY, we need to reduce the target altitude to 1,500’ on the
autopilot and reduce the VSI to -500 FPM to allow an interception of the ILS at the
PMB01 waypoint. On the GPS UNIT Set the NAV frequency to 108.5 MHz and adjust the
course on the NAV 1 instrument to 262°. While on the descent under either autopilot or
manual control, reduce throttles to a high idle, approx. 15” Hg manifold pressure and
adjust the propellor levers for maximum RPM (full forward). Carefully adjust the throttle
levers to maintain an airspeed of 110 – 115 kts. If you are still using autopilot at this
time, the aircraft will continue to follow the GPS but as you get closer to the ILS you
should switch back from CDI to NAV on the GPS button (2) to allow the autopilot (or
manual pilot) to follow the ILS deviation needles. When you are close to the PMB01
waypoint (you will see it on the GPS) you can select APP mode on the autopilot unless
you intend to fly the approach manually. Pattern entry should be at 115 Kts.
20
APPROACH AND LANDING

When you are stable in the approach and on the ILS, you can reduce speed to
approximately 75 kts. Pull back throttle levers and ensure you have set maximum (full
rich) mixture and full fine props pitch now.
Approach checklist
Altimeters Set appropriate barometric pressure for airfield
Parking brake Off
Mixtures Full rich (forward)
Carburettor heat Off (intermittent use may be advisable if icing conditions exist)
Propeller levers Maximum RPM (Full forward)
Fuel selectors Select as appropriate
Aux fuel pumps ON (Check pressure within green bands)
Safety belts Secured
Cabin Heater Off (Screen De mist allowed) (INOP)
Once you are fully established with the deviation bars, centered for glide path
and glideslope, deploy the first stage of flaps and adjust the speed with throttle levers
and gradually decelerate to 70Kts. At approximately 800’, and with your speed stable at
70 kts, deploy full flaps and be prepared to increase power a little to compensate for the
extra drag. Allow your airspeed to bleed off to the prescribed landing speed for your
weight. As you are approximately 6,200 Lbs the chart shows we should reduce to 58 Kts.
At the touchdown point, hold a slightly nose-up attitude and reduce the power to
idle at around 5’ AGL. Pull back on the yoke a little more to flare. Aim for touchdown
just under your landing approach speed of 58 kts. Allow the nosewheel to gently return
to the ground and hold the aircraft on the centreline with rudder pedals. The elevator is
quite powerful so you may hold the nosewheel off the ground for additional
aerodynamic braking if required.
21
Post-landing checklist
Auxiliary fuel pumps All off
Brakes Tested and adequate
Flaps Up
Pitot heat Off
Unrequired services Off
Trim Set to neutral (or take-off)
Landing Lights Off
Cabin Heater Off (INOP)
TAXI TO PARKING
Allow the aircraft to roll down the runway and take the first exit to your left.
Brakes will probably not be required but you can apply them if you need to slow down
to make the turn-off. Tune 118.255 MHz (Sumburgh Ground) and request taxi to
parking. You can either manually follow the taxying instructions or use the guide arrows
by selecting Flight Assistant from the menu at the top of the screen and turning on Taxi
Ribbon.
Taxying the Islander is very easy using the rudder pedals. The aircraft turns
smoothly at all speeds and can pivot on one wheel with full rudder and nosewheel
steering at under 5 kts. There is no need for asymmetric power, and you can taxi with
just one engine.
Follow the radio instructions (and/or guide arrows) to your parking spot and
apply the parking brake. You can open the Clearview panel on your side window but do
not open doors while engines are running!
22
SHUTDOWN
With propeller levers fully forward, bring the engines to idle RPM with the
throttle levers. Watch for cooling of the engine temperatures and check each magneto
for a “dead cut” on each engine.
(For clarity, a dead cut is simply the action of quickly switching individual
magnetos to off and back to both, watching for a reduction in RPM to determine that
the magnetos are not live in the off position. This is a safety check to reduce the
possibility of a propeller kicking back when handled. It basically means that the magneto
is “dead” when it is “cut” and safely earthed (grounded) to the airframe rather than the
misunderstanding that it should cut the engine off.)
After the dead cut checks, the engines are stopped by pulling the mixture
controls fully back to the cut-off position or by switching off the fuel petcocks on the
overhead panel.
Checks After Stopping

Magnetos All off
Generators Off
Battery Off
Parking brake On
Flight controls Gust locks installed where available
Wheel chocks In place
Now you may open the doors, select the boarding steps from the clipboard
menu, and allow your passengers to disembark (or cargo to be unloaded). We hope this
guide helps you to enjoy the Britten-Norman Islander to its fullest, and you get the
rewarding satisfaction of flying her by the book.
23

Blackbox Islander Tutorial EGPA-EGPB

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BLACKBOX SIMULATION SOFTWARE – BN2 ISLANDER – TUTORIAL EGPA - EGPB

The 10-seat, twin-engine Britten-Norman Islander, is an aircraft already in service

YOUR BLACKBOX ISLANDER SIMULATION

MAIN CONTROL PANEL

22 Radio Magnetic Indicator (RMI) gauge

OPTIONAL ELECTRONIC FLIGHT

1 ASPEN AVIONICS Sticker (above Airspeed Indicator) - toggles EFIS On/Off

OVERHEAD CONTROL PANEL

ADDITIONAL EQUIPMENT ON MARITIME VARIANT

1 Port left and right magnetos

1 Port external wing tank fuel transfer switch

PREPARING FOR FLIGHT

1 Main fuel tank quantities

PREPARING FOR FLIGHT

MSFS/BBS-SPECIFIC PRE-START CHECKS

The Electrics Switches

STARTING THE ENGINES

AFTER START CHECKS

Ground Checks and Warm-up

The Lycoming O-540-E4C5 engine is air-cooled and depends on the forward

1. Avoid unnecessary ground running.

TAXYING THE AIRCRAFT

TAKE OFF AND INITIAL CLIMB

AFTER TAKEOFF PROCEDURE

FLYING IN THE CRUISE

APPROACH AND LANDING

Checks After Stopping

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