Precision Approach

Contents

Getting Into Orbit

	HARDWARE REQUIREMENTS
	INSTALLATION

Deorbit Preparation

	STARTING Precision Approach
	USING THE  MAIN MENU (SLCC) DISPLAYS
	RESET POINT GEOMETRY

Flight Control System (FCS) Verification

	FUNCTION KEY CONTROLS
	FLYING THE SIMULATOR

Entry  Level Flight Deck Configuration

	THE INSTRUMENT PANEL
	CREW CRT FORMATS
	HEADS-UP DISPLAY (HUD)
	VISUAL LANDING AIDS

Approach and Landing

	SHUTTLE APPROACH PROFILE
	NORMAL (NOMINAL) FLIGHT TECHNIQUES
	OFF-NOMINAL FLIGHT TECHNIQUES

Flight Data File

	RULES OF THUMB
	GLOSSARY
	TECHNICAL SUPPORT

Getting Into Orbit

NOTATION

Within this guide, certain sections of text are enclosed  in "boxes".
This text should be interpreted as a procedure, and should be executed
in the order in which it appears. These are the styles in which these
sections appear:

	Commands entered through the keyboard.
	A specific key or keys to be used, rather than a 
	command to be typed.

	C:> The DOS system prompt.


	Specific procedures or information that require your 
	special attention.

HARDWARE REQUIREMENTS

Minimum Configuration:

1.	IBM PC or compatible
2.	80386-SX or higher CPU 
3.	DOS 3.0 or later (not as a window under OS/2)
4.	500K free RAM
5.	VGA monitor and graphics card
6.	3 Megabytes free hard disk space
7. 	Enhanced 101 keyboard

Recommended Additional Configuration:

1.	Math Co-processor
2.	Mouse/Trackball
3.	2-button joystick
4.      Sound Blaster or compatible sound card




INSTALLATION

1. If running Microsoft Windows: exit to DOS.

2. At the DOS system prompt 'C>', type CD\ [ENTER]

For installation from floppy disk:

  3. Place Installation Disk #1 in the appropriate drive.

  4. Type
           A:INSTALL [ENTER]
                  or
           B:INSTALL [ENTER]

     See step 5.


For installation from CD:

  3. Place CD in CD-ROM drive.

  4. Assuming your CD-ROM drive letter is D, type


           D:INSTALL [ENTER]

     If neccesary, alter the drive letter to match
     your system.


5. Follow the on-screen instructions

6. At the end of the install procedure you will be at the
   DOS system prompt in the directory where PA was installed.


In order to use the sound track feature, you must first configure
Precision Approach for your sound system.

While in DOS, switch to the directory where PA was installed.

1) Type SETD and press [Enter]

2) Follow the on screen instructions to select and test your sound card.
If your sound card is not on the list of available drivers, and your
card is Sound Blaster compatible, select Sound Blaster CLONE.

If your system has a RAM disk available with at least 1.7 Mbytes of free
space, PRECISION APPROACH can take advantage of the available RAM disk
and space, to improve the sound track operations. While a RAM disk is
not required for sound support, it is recommended for slower computers.

Deorbit Preparation

BASIC OPERATIONS

STARTING PRECISION APPROACH:

NOTE: We assume you installed this software to the C:\AMTEX\PA
directory. If you have not, please modify the inputs below accordingly.

1. 	Change to the Precision Approach directory:

	CD\AMTEX\PA [ENTER]

2.	Start the simulator:

	PA[ENTER]

3.	Follow the on-screen instructions. The title page will clear
automatically after 5 seconds, or press any key to continue past it.
Please consult the sections that follow for instructions on how to use
the Shuttle Landing Control Center (SLCC) screens.

Using the SHUTTLE LANDING CONTROL CENTER (SLCC) Displays:

Selecting an SLCC Function:

Access to SLCC functions is achieved by using the mouse/trackball to
move the "arrow" cursor to the desired Push Button Indicator (PBI). You
may also use the keyboard to perform these functions by selecting the
underlined letter on the desired label.

NOTE: In order to use a mouse/trackball with SLCC, you must have mouse
driver software installed on your computer. This software is normally
provided with your mouse. Refer to your mouse or operating system
documentation for instructions on loading the mouse driver software.


HELP                    Gives help information on the various functions
                        available within the SLCC.

RESET PT SELECT 	Selects the initial starting conditions for the
                        simulation and allows the operator to create
                        and/or modify reset points.

JOYSTICK CALIBRATE 	Calibrates your joystick to correctly operate
                        PRECISION APPROACH.

WIND TABLE SELECT 	Selects and defines the wind conditions for the
                        simulation.

PLAYBACK                Activates post-flight playback functions.

SYSTEM OPTIONS          Selects a variety of system-wide options used during
                        the simulation.

QUIT                    Returns the system to DOS



USING THE SLCC DISPLAYS (cont'd):

NOTE: If desired, familiarize yourself with the SLCC:
a.	Select HELP key (use mouse or the 'H" key).
b.	Select an SLCC push-button indicator (PBI) using the mouse or the
 	underlined key letter.
c.	Read the HELP text describing the function of the chosen PBI.	
d.	Repeat (b) and (c) until all PBI's have been reviewed.
e.	Select HELP key again to return to SLCC control.

NOTE: If you will be using a joystick to fly the simulator, you must
calibrate the stick via the JOYSTICK CALIBRATION prior to your first
flight.

NOTE: The simulator installs with default conditions for all functions;
except for joystick calibration, you do not have to set or change
anything at this time unless you wish to.


TO BEGIN A SIMULATION:

1.	Set initial conditions as desired
2.	Select "GO" to begin the PRECISION APPROACH flight.
3.	Select function key F1 or the [ESC] key to exit 
	PRECISION APPROACH during flight.

Reset Point Geometry

Each approach starts from a point called a "Reset Point". A series of
defaults are provided during installation. You can create your own reset
point by editing one of the defaults and saving it in a new storage area.
Editing is performed while in the SLCC under the "Reset Point Select"
option.

To create or modify a Reset Point, there are several values that need to
be input. These variables define the Shuttle's position in space, its
orientation, speed, and direction of motion.
These defining values are:


ITEM				DESCRIPTION

Altitude	Distance of the Shuttle from the Earth's surface, measured
                in feet.

Velocity	Shuttle speed measured in feet per second.

H-dot		Rate of descent measured in feet per second (fps).

Range		straight-line distance from the end of the runway, to the
                point on the surface of the Earth directly below the
                Shuttle, measured in nautical miles. (1.0 NM = 1.15 Mile)

Bearing	Angle describing the location of the Shuttle relative to the end
of the runway, measured in degrees, clockwise from the north.

Heading         Direction of motion, measured in degrees, clockwise from
                north.

Roll		The amount of offset, from a "wings-level" position,
                measured in degrees. Roll is visualized clockwise, relative
                to an imaginary axis extending through the Shuttle's nose
                and tail.

Runway          The landing site on which the Shuttle lands. 

Approach	For Reset Points on or approaching the HAC, this defines
                whether the "straight-in HAC" (STIN) or "overhead HAC"
                (OVHD) will be flown. Normal selection is OVHD.

Entry Pt	The distance from the runway, measured when the last turn
                ends and the final approach begins. Two settings are
                available, NEP or MEP. Usually, NEP is selected unless
                MEP is required to reduce the distance to be flown.

NEP = Nominal Energy profile
MEP = Maximum Energy profile
HAC = Heading Alignment Cone

Selection of Altitude, Range, and Velocity Values

The Shuttle guidance system attempts to fly pre-determined "altitude vs.
range" and "altitude vs. dynamic pressure" profiles. If one considers
this information on a graph, the graph would present Range/Velocity/Altitude
information which would allow you to create reset points that take into
account the maximum distance available, generated from the Shuttle momentum
(or envelope). The vertical axis of the graph is "reset point" altitude;
the horizontal axis is "vehicle velocity". If one created a curved line
between the horizontal and the vertical portions of the graph,wherethe
rightmost portion represents the highest value of velocity: then the result
would be "knee" type curves representing constant range, measured in
nautical miles.  The closer the base of the curve is to the intersection
of velocity and altitude, the greater the arc of the curve.  This means
that the EAS would be too low to complete a successful landing.  To go to
the other extreme; to move the base of the curve further away from the intersection of velocity and altitude, creates a situation of too high an
EAS and again the less likelihood of a successful landing.

Between these two extremes lies the happy medium of a reasonable curve,
showing a 250 knot EAS and represents the optimum combination of velocity
and altitude.
 

(NOTE: Selection of initial conditions near or outside the boundaries of
the graph may result in an unflyable simulation or other unexpected Shuttle
behavior.)
Decide what sort of distance to flight condition you would like to simulate
(e.g. high, low or nominal energy levels). Having made that decision,
select either altitude or velocity to be the independent variable. Having
selected altitude or velocity, move along the corresponding axis until the
desired flight condition is found and identify the corresponding altitude/
velocity and range.


FOR EXAMPLE:

1. Ideally we want a low momentum condition, representing the maximum
   range capability of the Shuttle
2. We select ALTITUDE=30000 feet as the independent variable.
3. Moving along the ALTITUDE=30000 line, we cross the low energy line
   ("180 knots EAS") at approximately 350 feet per  second VELOCITY and
   22 nautical miles RANGE.

We have now defined the initial conditions for our Reset Point.
NOTE: By selecting this combination of Range, Velocity, and Altitude,
the chart we create, tells us we will have to fly approximately at a
speed of 180 knots to be able to make it to the runway (winds conditions
not withstanding). Additionally, take note of another few words of
caution... this chart curve we create, defines range potential, assuming
"wings level" flight. For the example used, this means the initial
position of the Shuttle would have to be on the runway centerline,
pointing directly at the runway, with no HAC turn required, in order to
successfully reach the runway. Keep this in mind as you build your Reset
Point; you may want to "pad" your initial conditions to allow some
leeway for a possible turn around the HAC.

Notes On Using The RESET PT SELECT Function in SLCC:

NOTE 1: An alternative approach to the selection of correlated altitude
and range settings is to use the PROFILE feature of the Reset Point
Editor in the SLCC. PROFILE allows you to visually select the altitude/
range combination by placing a Shuttle "spotter" at the desired location
on the "altitude vs. range" plot. Lines depicting the nominal approach
path, as well as 300 and 200 knot approaches are shown to indicate what
is considered a reasonable envelope. You are not restricted by these
lines, they only recommend some guidelines. To use the PROFILE feature
to edit a reset point (and note that you can only edit reset points
numbered you must be in a memory position that you can write over, number
7 or higher) type the word [profile] in the ALTITUDE section, then [END].
The current plot profile will appear, with the spotter placed at the
location defined by the current reset conditions. Move the spotter to the
desired location using the mouse or arrow keys. When ACCEPT is selected,
you will be returned to the editor function with the new altitude and range
as the current setting.

NOTE 2: While the Reset Point editor does not require that you input
correlated altitude, range, and velocity values, the simulator guidance
and flight control systems will not operate satisfactorily while in flight,
unless values similar to those available in the flight envelope group
shown were input.

NOTE 3: The range values obtained from the altitude/velocity plots
represent "ground track range", or the total range to be flown. This
includes the distance around the Heading Alignment Cone (HAC) turn and
the final approach leg. This is NOT the same as the Range value input on
the SLCC Reset Point Editor menu, which is the straight-line distance from
the Shuttle position to the leading edge of the runway. The difference
between the two values depends on other approach parameters such as
bearing and approach mode OVHD (overhead) or STIN (straight in). This can
vary from 0 to approximately 26 nautical miles and any point in between.
You may, therefore, have to repeat the reset point range and bearing inputs
to achieve the desired conditions.


Flight Control System (FCS) Checkout


FUNCTION KEY CONTROLS

Under SLCC: No function key controls are available for use.

While in Flight:

F1 or ESC:	Ends simulation and returns screen to SLCC format.

F2:	Toggles Speedbrake control between Auto and Manual.

F3:	Arms and deploys landing gear. The simulator automatically deploys
        the gear at the correct point; however, this key allows earlier
        deployment, if desired. The 1st input arms the gear if it has not
        yet armed automatically (this occurs at 2000 ft); a 2nd input
        deploys the gear.

F4:	Toggles crew CRT display (the "green screen") between the
        VERT SIT (vertical situation) and HORIZ SIT (horizontal situation)
        display formats.

F5:	Applies brakes during runway rollout (@0.25 ft/sec2 per  keystroke).

F6:	Releases brakes during runway rollout (@0.25 ft/sec2 per keystroke).

F7:	Creates a Reset Point (a selectable initial starting condition)
        based on the current shuttle position and velocity.

F8:	Toggles Heads-Up Display (HUD) on and off.

F9:     Engages the speedbrake, when in Manual mode (5% per keystroke).
        (see F2)

F10:	Retracts the speedbrake, when in Manual (5% per keystroke).
        (see F2)

F11:	Arms the Drag parachute for Deployment.

F12:	After F11 Arming, the first keystroke deploys the Drag Chute;
        the second jettisons the Drag Chute.
 

While in Playback Mode: 

F1 or ESC:    Ends playback mode and returns screen activity to SLCC mode.


Flying The Simulator

Flying Modes:

The Shuttle simulator has two flight control modes:

AUTO

All Shuttle piloting is handled by the autopilot, in response to guidance
system commands that are automatically calculated and input.

CSS/
Manual Mode (Control Stick Steering)
In this mode, the flight is controlled on one or more axis, by the
pilot. CSS control may be applied to the pitch axis, (nose up/down)
only; a combined roll/yaw axis (roll left/right) only; or simultaneously
for complete Shuttle flight control. Any axis not under CSS control is
operated automatically by the AUTO system. CSS control is indicated by
two indicator lights located at the top of the control panel, labeled
"CSS P" for pitch and "CSS R/Y" for roll/yaw.

SELECTING CSS/Manual Mode:

If joystick control is installed 

	Trigger 1 toggles between CSS and AUTO Pitch.
	Trigger 2 toggles between CSS and AUTO Roll/Yaw.
	
If using keyboard control or no joystick triggers are present: use the
keyboard arrow keys as a substitute (these are standard on the numeric
keypad).

The first [UP ARROW] or [DOWN ARROW] keystrokes engage the CSS Pitch;
The first [LEFT ARROW] or [RIGHT ARROW] keystrokes engage the CSS Roll/Yaw.

While using the joystick for control:

	Trigger 1 toggles between CSS and AUTO Pitch.
	Trigger 2 toggles between CSS and AUTO Roll/Yaw.

While using keyboard control, or if no joystick triggers are available:
[SPACE BAR] will return both axis to AUTO control mode.

NOTE: Please read the HEADS-UP DISPLAY section of this manual for complete
instructions on how to follow the guidance system's commands.

While using the joystick for control functions:

Joystick forward/backward motion commands the pitch rate down/up,
respectively; Joystick left/right motion commands the roll rate left/
right, respectively; Center joystick position commands zero rate in the
corresponding axis.
 
While using keyboard control: Using the keyboard arrow keys to realize
control, with the resulting action being the same as above.
 
NOTE: Keys correspond to direction of joystick motion: 

[UP/DOWN ARROWS] commands the nose-down/up pitch rate;

[LEFT/RIGHT ARROWS] commands the left/right roll rate;
Each input keystroke creates a 1.0 deg/sec rate of increment on the
numeric keypad,

[5] inputs a zero rate in both axes.

[CTRL]+arrow key inputs command a zero rate in the selected axis



Entry Flight Deck Configuration


Entry Flight Deck Configuration

THE INSTRUMENT PANEL

(This description is presented with the following items occuring in a
left to right layout.  The ALT, HDOT, ALPHA, L ADI meters, are stacked
below the other indicators so they appear with two rows of indicators
present; a top and a bottom.  The actual CRT occupies the entire left
third of the display, Tape Meters stacked vertically and horizontally in
the following third of the display and thr fianl third of the display is
taken up by the HSI.)

CREW CRT: This  is used to show two different types of onboard computer
system displays, called "Horizontal Situation" and "Vertical Situation."
This system is used to display flight data and control inputs.
Complete details on this function can be found in the next two sections
of this manual.

Tape Meters: These six gauges display important velocity, altitude, and
             acceleration data. These six displays are:

M/VEL - Mach/Velocity: Shows both the approximate Mach speed number
and velocity in feet per second.

ALT - Altitude: Shows the current altitude in feet. 

EAS - Equivalent Airspeed: Shows the current Equivalent Airspeed in
knots (nautical miles per hour).

HDOT - Altitude Rate: Shows the vehicle's rate of change in altitude, or
sink rate, in feet per second.

ACCEL - Acceleration: Prior to nose gear touchdown (NGTD), this gauge
shows the current upward or downward acceleration of the Shuttle body's         
"Z" axis. The acceleration is measured in feet per second squared. After
NGTD (Nose Gear Touch Down), the total deceleration (braking plus drag)
is displayed.

NOTE: Since drag decreases as the vehicle slows down, the deceleration
effect will decrease during runway rollout even though braking is applied.

ALPHA - Angle of Attack: Shows the angle, measured in degrees, that the
vehicle's nose is elevated in respect to its direction of travel.
	
NOTE: The simulator aerodynamically "stalls" when alpha value, or level
rate of inclination exceeds 30 degrees. If recovery does not occur within
20 seconds of the start of this condition, the simulation ends. 

Indicator Lights: Show whether pitch and roll/yaw flight control is under
CSS or AUTO control, whether the speedbrake is in manual or automatic
control, and when the main landing gear touches down (weight on wheels,
or WOW). Colored lights indicate the labeled event has occurred.

Speedbrake Position/Command: The upper half of this meter, shows the
current speedbrake position, from 0 to 100%. The lower half shows the
setting selected.

Landing Gear Indicator: Shows the status of the landing gear system.
When the gear is in transit, the display is a "barber pole" style indicator.

Chute Indicators. Show which drag chute events have occurred, arming,
deployment or jettisoning .

ADI - Attitude Director Indicator: The ADI, or "eight ball", shows the
current Shuttle pitch and roll attitude, as it relates to the horizon.
Yellow "error needles" indicate the desired direction to be flown as so
indicated by the automatic guidance system. Arrow pointers indicate the
rates, measured in degrees per second for each axis. All needles are
"fly-to" indicators, meaning, for example, if the pitch needle is above
the center point, a "pitch up" command is required to overcome the
indicated error or incorrect rate of pitch. Centered needles, indicate a
zero error pitch rate.

White "bugs" that appear on the top, right, and bottom of the ADI,
present the Shuttle attitude rates, as commanded by autoguidance or manual
inputs.

Maximum deflection is represented at a rate of +/- 5 degrees per second on
the applicable axis.

Because the needles are "fly-to" indicators, for Pitch indication, negative
(downward) pitch rate indication is above the centerline mark; for Roll
indication, negative (left) roll rate is to the right of the center mark.
Center marks are at a zero rate.

HSI - Horizontal Situation Indicator: This display shows the current
compass heading the Shuttle is traveling measured in degrees, as well as,
the range to the runway, measured in miles along the anticipated ground
track (PRI MILES). This display also shows the distance, measured in
miles, to the center of the Heading Alignment Cone (SEC MILES) and
finally, the Shuttle's altitude, as related to a reference point or
desired glide slope.

The glidescope indicator is the rightmost side of the gauge,appearing as a
yellow "bug" indicator, with a centered "bug" indicator that reads "on glide
scope" when the appropriate condition is present.



Crew CRT Formats

This section describes the two "Green Screen" display formats that appear
within the simulation. These displays are present on the left hand side of
the instrument panel.

HORIZ SIT - Horizontal Situation:

The HORIZ SIT display has two distinct parts. The upper section of display
presents an overhead view of the approach, scaled in such a manner that the
runway is always within the display field of view, with the Shuttle's
current location fixed at the bottom center. This includes a depiction of
the selected Heading Alignment Cone (HAC), the extended runway centerline,
and the touchdown point.

Three small circles are placed ahead of the symbol representing the
Shuttle. This shows the predicted position of the Shuttle 20, 40, and
60 seconds in the future, if the current flight path is maintained.
The display is used to monitor the groundtrack of the approach, as well as
to aid in keeping the Shuttle close to the reference trajectory during
manual flight approach.

The lower portion of this display includes "Item Entry" controls, which
allow the crew limited interaction with the guidance system. You may specify
runway selection and approach geometry parameters via these "Item Entries".
(Additional information on the guidance and energy implications of various
crew selections, may be found in the "Flight Techniques" section.)


"Item Entries" are identified by a number adjacent to the parameter it
is associated with. For example, the lower part of the display may look
like this:

41	SITE	23	TAEM		TGT
PRI	KSC	15  3	G&N	  R	OVHD		6
SEC	KSC	33  4*	NEP				7
		      5	AIM		NOM		8
			S/B				9
	
	
In this instance, ITEM 3 is the primary runway (PRI) and is currently set
to KSC15. The secondary runway is ITEM 4, and is set to KSC33. In this
example, the the guidance system steers towards the secondary runway,
as selected and indicated by the asterix " * " next to ITEM 4.

The available ITEM entries and their functions are as follows:

ITEM 3:    Directs the guidance system to fly to the indicated primary
           runway.
ITEM 4:    Directs the guidance system to fly to the indicated secondary
           runway.
ITEM 6:    Toggles the approach geometry alternatives, based on current
           location relative to the runway centerline. This current approach
           mode is shown as text such as "R OVHD" or "L STRT" and is
           described in more detail below.
ITEM 7:    Toggles the distance from the runway selection, at which the final
           approach phase begins. The choices are Nominal Entry Point (NEP;
           approximately 7 miles from the runway) or Minimum Entry Point
           (MEP, approximately 4 miles from the runway).
ITEM 8:    Toggles the outer glide slope, ground interception point (the
           "aimpoint") between nominal (NOM 7500 ft from the runway) and
           close-in (CLSE, 6500 ft from the runway).

ITEM entries are specified by selecting the [INSERT] key, the item number,
and [ENTER]. For example: to use ITEM 7 to toggle the approach geometry,
the keystroke sequence is:

[INSERT] 7 [ENTER]

The text next to ITEM 7, will change from the previous setting, to the
new geometry requirements selected. The "birds-eye view" depiction on
the upper part of the crew CRT will reflect the new condition in space.

Crew CRT control inputs, are reflected on a line at the bottom of the
Green Screen. Inputs may be cleared via the use of the [BACKSPACE] key.


VERT SIT - Vertical Situation:

The VERT SIT displays are shown on two plots. The altitude is shown along
the vertical axis and the range to touchdown is shown on the horizontal
axis. VERT SIT 1 covers altitudes above 30,000 feet, and VERT SIT 2
covers altitudes from 30,000 down to approximately 15,000 feet.
Transition from one display format to the other occurs automatically.
In each display, the nominal approach path is shown between two
additional lines, which define the acceptable approach corridor. The
leftmost line defines a "high energy" approach which must be flown at
300 KEAS (knots equivalent airspeed), with the speedbrakes fully engaged
and opened to create maximum drag in order to "bleed off" sufficient
momentum to achieve nominal (normal) Approach & Landing (A&L) conditions.
The rightmost line defines an approach flown at maximum lift-to-drag
ratio, which provides the greatest glide range the Shuttle can complete,
and defines the lowest energy condition which will allow normal A&L to
be achieved and complete the phase transition. Expected equivalent
airspeed (EAS) values are shown next to these lines at various points
along the approach. The current flight condition is shown as a small
Shuttle symbol.

VERT SIT 1 also includes a gauge on the right side of the display. The
left side of this meter, labeled with the Greek letter theta (which looks
like a zero with a diagonal line running from top to bottom, right to left)
indicates the current Shuttle pitch angle, relative to acceptable flight
control limits. The right side of this gauge, labeled "E/W ", displays
the current energy state relative to the normally accepted envelope
(operational parameters) and the various alternate approach geometries.
Current conditions are indicated by a side-pointing triangle. This data
may be used to determine when to take action to reduce the approach
path distance, completed via options such as "straight-in HAC"
or "Minimum Entry Point" selection (see SHUTTLE APPROACH PROFILE section)

Heads-Up Display (HUD)

The HUD (Heads Up Display), provides a concise graphic representation of
important flight conditions, superimposed in the pilot's path of vision,
such that his/her eyes need not be diverted from the exterior view. The
figure on the next page identifies information included on the HUD.

The guidance "diamond" and flight director symbols provide a means of
very precise control during CSS operation. The Flight Director represents
the current Shuttle "location" with respect the HUD environment. The
Guidance Diamond represents pitch and roll error indication, relative to
guidance system commands. Zero error, results in the diamond and flight
director symbols overlaying each other, indicating a perfect path of
flight. The pilot's goal then becomes, to fly toward the location of the
diamond as it relates to the flight director symbol; i.e., if the diamond
is above and to the right of the flight director, the pilot should pull
back on the stick to raise the nose, and begin a roll to the right until
the diamond and flight director overlap and appear as one symbol.

Prior to the Pre-final phase, the flight director is in a fixed location
("caged") on the HUD. At the Prefinal point, the flight director is uncaged
and indicates the current direction of motion. By observing the location
of the flight director symbol projection on the ground, the pilot can
assess aspects of the trajectory such as the angle of descent, the effects
of winds, and the point on the ground where touchdown will occur.

Other parameters on the HUD include:

Reference Ticks : The thick, horizontal bars that appear on both sides of
the HUD area. The reference ticks indicate altitude and airspeed of the
current Shuttle condition. For example, in the figure above, current vehicle
altitude is approximately 15400 feet and airspeed is 267 knots EAS, These
reference ticks allow the pilot to have instantaneous visual display of
critical information.

Pitch Ladder: Displays the current Shuttle flight path angle ("gamma") and
roll information. Flight path angle is determined by intersecting the
flight director location relative to the numeric labels on the pitch
ladder "rungs". For example gamma is approximately 18%. The entire ladder
is rotated an amount equivalent to the vehicle roll angle, such that the
ladder "rungs" are parallel to the Earth's horizon indicating current angle
condition of the Shuttle.

Alt Ref: Indicates what the current guidance system computes as a desired
altitude. Alt Ref is a "fly to" indicator, if it appears below the
"reference ticks", a pitch down is required.

SB Act/Cmd: Represents the actual and commanded speedbrake setting. The
top bug represents the current actual condition present, while the bottom
bug represents the commanded condition (from either the guidance system or
manual control) that has not yet occurred. The scale shows from 0-100%.

Guid Phase: The current phase of entry as determined by the guidance
system.

Flare Ticks (not labeled): These are the side pointing triangles at the
bottom center of the HUD. At approximately 3000ft, these markers rise from
the HUD bottom to meet the flight director symbol, at which time preflare
should occur.

Visual Landing Aids
 
Visual cues that appear outside-the-window, are provided to assist the
pilot in a precision landing of the Shuttle, as follows:

Aim Point: A marker placed on the ground at the point where the steep
outer glideslope intercepts the ground. On actual Shuttle runways, the two
aimpoint options (nominal and close-in) may or may not always be marked.
When both are marked, the close-in marker is a triangle and the nominal
marker is a rectangle. This simulator marks only the nominal aimpoint and
combines the two symbols. When stabilized on the outer glideslope, the HUD
guidance diamond and flight director symbols should overlay the aimpoint.

Precision Approach Path Indicator (PAPI) lights: The PAPI (pronounced
"pappy") lights are installed only at selected landing sites and are
placed at the aimpoint. Each PAPI set consists of a row of four lights,
each showing a different color, depending on the angle from which it is
viewed. When at or above the appropriate viewing angle, a light appears
white, and below it, red. The four lights in the set are "aimed" up the
outer glideslope in such a way that when viewed from the Shuttle on the
Outer Glide Slope (OGS), two appear red and two appear white. Additional
white or red lights indicate the Shuttle is high or low, respectively.
The respective red or white light showing indicates the high or low
condition measured in 2-degree increments.

Ball-Bar: A set of lights located at the left of the runway provides
glideslope information along the shallow Inner Glideslope (IGS). The "ball"
is a single white light , and the "bar" is a set of red lights placed next
to the target touchdown point. The ball light is located in front of the
bar lights and is elevated so that it will appear to be located on the bar
when the Shuttle flight path is along the IGS. If the ball appears below
the bar, the Shuttle is above the IGS; if the ball appears above the bar,
the Shuttle is below the IGS (a very hazardous condition). On a normal
approach, the ball light will initially appear below the bar, then will
smoothly approach the bar as the Shuttle performs the preflare maneuver,
then overlay the bar lights as the touchdown approaches.
  

Go For Landing!

SHUTTLE APPROACH PROFILE

This section describes the geometric and guidance principles of a Shuttle
approach. Understanding this material is not necessary to fly the simulator,
but, will clarify a number of aspects that may otherwise be confusing.

PRECISION APPROACH accurately models the portions of Shuttle entry phases
known as Terminal Area Energy Management, or TAEM, and Approach and
Landing (A/L).

TAEM: Active from an altitude of 82,000 ft and speed of Mach 2.5 (2,500
feet per second) until appropriate A/L phase conditions are reached. The
following TAEM sub-phases are modeled:

Acquisition: Flight along a path which takes the Shuttle from a point
tangent to the Heading Alignment Cone (HAC). The approach to the HAC can
be "overhead" (OVHD), in which case the HAC is placed on the
opposite side of the runway centerline from the current Shuttle
position. Alternatively the "straight-in" (STIN), is when the HAC is
placed on the same side of the runway as the Shuttle. Normally,
approaches are flown OVHD in order to maintain an option to enter
an energy downmode to the STIN HAC for as long as possible.

Heading Alignment: Flight along the surface of an imaginary cone (the HAC)
leading to alignment with the extended runway centerline at
an altitude dependent on the selection of Nominal or
Minimum Entry Point on the HORIZ SIT display.

Pre-final: A transition phase between the TAEM Heading Alignment phase and
Approach & Landing (A/L) guidance which steers the Shuttle into an
approach corridor which is acceptable for the A/L guidance system and
control logic.

A/L : Approach & Landing: Flight along a combination of outer and inner
glideslopes which results in touchdown on the runway, at a desired
airspeed and touchdown point. This guidance mode consists of three
subphases:

OGS:  Outer Glideslope: Flight from a point of alignment with the runway
centerline to a point at which a pull-up is begun to slow the descent rate
and acquire the Inner Glideslope (IGS). The OGS phase is designed to
assure sufficient energy is present to compensate for deceleration
between preflare (the condition during which the Shuttle nose is pulled up
to slow the descent rate) and touchdown, allowing the pilot to make final
corrections on the IGS, and allowing sufficient stable flight time on the
IGS prior to touchdown. This is accomplished by the target OGS angle and
velocity of 19% (and 295 knots, respectively. The 19û) glideslope
maximizes the ability of the Shuttle to respond to energy dispersions,
assuming a reference 65% speedbrake setting. 295 kts EAS is required to
compensate for the expected deceleration rate on the IGS.

The OGS autopilot attempts to maintain the glideslope by issuing normal
acceleration commands. Reference airspeed is maintained by modulating
the speedbrake setting.

Pilot cues during this phase are:

	- EAS at 295
	- HUD flight director symbol and guidance diamond overlaying the
          aimpoint marker
	- Glideslope "bug" on HSI centered
	- PAPI lights showing two red, two white

Pre-flare: 	A pull-up maneuver, that changes the Shuttle aspect from
                a nose down descent to a horizontal position that creates
                a transition from the OGS to the IGS. Preflare reduces
                descent rate from approximately 190 feet per second (fps)
                to about 12 fps. This is accomplished with a constant-g
                pull-up of 1.2-1.3 g's. Since the speedbrake is retracted
                at 3000 feet and preflare begins at 2000 feet, airspeed
                increases about 10 kts but diminishes rapidly after
                the beginning of the preflare maneuver.

Pilot cues for preflare are:

	- HUD flare "ticks" aligning with flight director symbol
	- G-Load 1.2 - 1.3 on HORIZ SIT
	- (Without a HUD, use ball-bar to intercept 
	   IGS at 300 feet)

FNLFL -  Final Flare: The point of flight during which the pull-up along
the IGS occurs, to the point at which touchdown on the runway occurs.
This is followed by steering toward the runway centerline. Transition
to the IGS begins at 300 feet, where the landing gear is normally
deployed. Once the gear is down and the Shuttle is on the IGS,
deceleration is nearly constant at a rate of 4 knots per second. The
IGS is set at 1.5 degrees to provide the pilot with 5 seconds of
stable flight before the final flare maneuver starts. The final flare
maneuver occurs when the nose of the Shuttle is pulled up from the
level position to reduce the create a larger drag co-efficient, setting
the Shuttle up for it's final runway travel. This keeps the Shuttle
descent rate to an acceptable value for touchdown. Maximum
altitude rate at touchdown is set to protect main gear structural
limits and ranges from 6 to 9 fps, depending on Shuttle weight.

Pilot cues and techniques for final flare are:

	- Use the HUD to monitor pitch attitude and make final adjustments
	- For final flare, match altitude and airspeed on HUD (40,240...
          30,230... 20,220)
	- (For no-HUD approaches use the far end of runway or horizon for
           a reference point)
	- (For no-HUD approaches aim the Shuttle straight at the touchdown
           markers from ball bar intercept to the final flare maneuver)

Touchdown: 	A/L trajectory is designed for touchdown at 2500 feet
                beyond the runway threshold. Guidance targets a 195 knot
                EAS touchdown velocity at this point. Tailscrape occurs
                at  >17û pitch angle.

Derotation: Derotation (lowering the nose) has two phases: attitude hold
            and the derotation itself. Attitude hold reduces the load on
            the main landing gear. Attitude is held constant at
            approximately 8û alpha from touchdown until 185 knots, at
            which time derotation begins. The nominal derotation rate is
            set at 2 degrees per second.

Rollout: Rollout also has two phases: "coast" and "constant braking'.
Rollout margins and brake energy are defined to ensure the Shuttle can
stop prior to reaching the end of the runway. Generally, acceptable
rollout margin is considered to be 2000 feet (as measured from the
far end of the runway).

Coast phase begins when the nose gear touches down. Deceleration during this
phase is about 4 knots per second. Nose wheel steering (NWS) is
activated at the beginning of the coast phase and can be used to
steer the Shuttle onto the runway centerline.

The start of braking begins when groundspeed is less than 140 knots EAS
and the Shuttle has passed the midfield point. Deceleration rate of
8-10 fps2 should be maintained until 40 knots EAS, at which time braking
should be adjusted to 6 fps2. Maximum braking is required if the distance
remaining is less than 5000 ft and groundspeed is greater than 140 knots.




Nominal Flight Techniques

Typical Approach Sequence:

This section provides procedures and cues for flying a nominal Shuttle
approach into the KSC Shuttle Landing Facility.

Mach .95, approx. 50,000 ft: 

	1. Monitor Speedbrake modulation to control dynamic pressure.
	2. EAS Å225 kts, slowly increasing.
	3. Ensure HUD power is ON.
	4. HORIZ SIT 20, 40, 60 sec predictor "bugs" are aligned toward
        edge of HAC.

HAC Phase: [Cue - HDG flag on HUD, trajectory intercepting HAC 
		on HORIZ SIT]:

	1.	Monitor roll onto HAC, bank approx. 30ûand modulate to
                keep predictors on HAC circle on HORIZ SIT.
        2.      EAS 240 kts
        3.      Maintain 2g.
	4.	Monitor MCC status call & wind report.

NOTE - 	winds at altitude may result in large roll & g-load deviance's in 
        order to maintain the HAC.
	
270 degrees, 180 degrees, 90 degrees Turn Remaining:

	1.	Monitor MCC status calls.
	2.	Check speedbrake modulating as req'd & EAS 
	 	approaching 270 kts.

20 degrees Turn Remaining: 
	1.	Check to ensure PAPI lights are visible.
	2.	Confirm indications present are consistent with guidance
                commands.
	3.	Monitor MCC status call ("rolling onto final") and wind report.

Pre-final Phase: 	[Cue - PRFNL flag on HUD; HUD flight director 
 			symbol uncages].

	1.	Roll out of banking to wings level position.
	2.	Check EAS increasing to 290 kts.
	3.	Speedbrake values are consistent with winds & trajectory. 
	
Approach & Landing Phase: [Cue - OGS flag on HUD]:

	1.	Check Speedbrake modulating to maintain EAS 295 kts. 
	2.	Monitor crab angle responding to wind effects. 
	3.	Monitor HORIZ SIT predictors aligned along runway
                centerline.

3000 Feet: 
	1.	Check speedbrake to ensure it is closing. 
	2.	EAS will increase.
	3.	Slight pitch-down will be required to maintain glideslope.
	4.	Flare "ticks" should be climbing toward flight director.

2000 Feet: 

	1.	Arm landing gear. 

Preflare Phase: [Cue - Flare "ticks" meet flight director on HUD, 
FLARE flag on HUD, guidance commands a slow upward pitch pitch]: 

	1.	Check that Speedbrake is fully closed. 
	2.	Check that pull-up g-load does not exceed 1.2 - 1.3 g's.
	3.	Check that the ball-bar combination is visible.
	4.	Monitor descent onto IGS (white ball overlaying red bar
                lights, HUD flight director symbol rising toward runway
                touchdown point marker).

300 Feet: 

	1.	Deploy landing gear [backup cue - flashing GEAR flag
                on HUD].

Final Flare Phase: [Cue - FNLFL flag on HUD] 

	1.	Check the HUD flight director symbol to ensure overlaying
                touchdown point marker.
	2.	Landing gear down & locked.

Crossing Runway Threshold: 

	1.	Check that the altitude is approx. 20 ft.
	2.	Flight director symbol should rise to a point just below the
                horizon.
	3.	Pitch attitude should be maintained at a constant < 17
                degrees.

Main Gear Touchdown: [Cue - WOW light]

	1.	Check that speedbrake is opening to 100%. 
        2.      Maintain pitch attitude, hold alpha approx. 8 - 10 at an
                exact 8 degrees.
	3.	Arm the drag chute.

180 Kts: 

	1.	Begin Derotation, nose-down pitch rate at 2 deg/sec.
	2.	Deploy the drag chute.

140 Kts: 

	1.	Begin braking.

60 Kts:

	1.	Jettison the Drag Chute.


Shuttle Rollout Phases

Shuttle approaches the runway,  the minimum touchdown margin occurs at 0
to 1000 feet on the runway.

2500 ft represents the nominal touchdown point-at this point the WOWLON
is present and the KEAS is 195.  Rear wheels are down and the KEAS is
180 at approx.

4000ft along the runway, at this time the derotation begins. 

6000 ft along the runway, the nose wheel steering (NWS) is active, KEAS
is 160 and WONG is present.

7500 feet along the runway KEAS is 140 and braking should now begin-DO
NOT begin braking before this midfield point has been reached.

10,000 feet along the runway, ideally the KEAS should now be zero and
maximum braking should be present.

15,000 feet along the runway, you are now in real trouble as the end of
the runway is imminent.


The above figure presents the normal landing through rollout phases for
the Shuttle. From WOWLON until DEROTATE initiate, hold alpha at 8 degrees.
From DEROTATE initiate to Weight on Nose Gear (WONG), pitch down at 2
degrees per second. BRAKING should be performed at 9 fps2.



Off Nominal Flight Techniques

Stuck Speedbrake

A stuck speedbrake can significantly impact the Shuttle's ability to
reach the runway, depending on its current setting when the failure
occurs. To simulate a stuck speedbrake situation, select manual
speedbrake via F2, then use F9 and F10 to set a value.


PROCEDURES

SB SETTING    TAEM                            A/L

>60           Fly 1-2 dots high on the        Fly 4 whites on the PAPI.
              GS indicator throughout HUD
              shuttle "bug"at 25 deg on pitch ladder.

40-60         No Action                       No Action

30-40         Fly 1-2 dots low, keep  Fly 4 reds on PAPI. HUD
              EAS < 300 knts.         shuttle "bug" @ 15 deg line
                                      on pitch ladder

<30           AUTO P;R/Y                      No Action
              Deploy gear @
              M<=.95

				
CAUTION

The Speedbrake is a significant source of drag. Neglecting to retract the
speedbrake or ignoring a stuck speedbrake can result in dangerously high
or low energy and may result in a crash.

Early Gear Deployment

Early gear deployment will bleed off energy and potentially cause the
Shuttle to land short of the runway. To simulate early gear deployment,
depress F3 twice, at the desired deployment altitude.

PROCEDURES 

On HORIZ SIT, select close in aim point [ITEM 8 EXEC]
Adjust glidepath to enter PreFlare slightly fast.
Delay PreFlare Initiation Slightly
Anticipate Slow Touchdown

Energy Dispersions

The Shuttle "Energy" defines the ability of the Shuttle to safely reach
the runway. Energy dispersions, in the form of low or high energy
conditions, require special procedures to ensure a successful landing.
The section on Reset Point Geometry provides techniques and support
information to allow you to simulate an "off-nominal" energy condition.
Procedures to fly those off nominal conditions are below.

LOW ENERGY PROCEDURES

Assure that the heading is toward the HAC intercept 
Fly with wings level and 200 kts EAS, 10-12 degrees alpha (CSS if req'd).
Retract the speedbrake to 0 [F2, F10]
If altitude is >25000 ft:
			Select VERT Sit display [F4]
			If the E/W scale "bug" is in Straight-in region 
			(ref.  VERT SIT section) 
			Select HORIZ SIT display [F4]
			Select STIN approach mode [ITEM 6 EXEC]
			Re-select VERT SIT [F4] and evaluate the current
                        energy condition

If the E/W scale "bug" is below the MEP tick:
		Select the HORIZ SIT display [F4]
		Select the MEP approach mode [ITEM 7 EXEC]
		If energy deficit remains: evaluate the opposite end of the 
		runway [ITEM 3 or ITEM 4]
	
Fly using low energy procedures until slightly above nominal energy, then
lower the nose to accelerate and fly the nominal glide path. Return the
speedbrake to AUTO function [F2].

NOTE 1: If the Shuttle is not back at appropriate energy by 5000 ft, the
nose must be lowered to achieve 240 KEAS in order to perform a safe flare
maneuver.
NOTE 2: Gear deployment below 200 ft is not recommended.


HIGH ENERGY PROCEDURES

Deploy the speedbrake [F2, F9]
Increase EAS to 300 kt (CSS Pitch if req'd)
Check to ensure that OVHD approach mode is selected 
(HORIZ SIT item 6)
Turn away from the HAC intercept (increase ground range)
Evaluate the opposite end of runway if it is applicable
Do not exceed 2.5 g's on the HAC
If altitude is at or near <10000: consider early gear deployment

CAUTION

A high energy situation can rapidly become a low energy case if g-limits
and winds take the Shuttle outside the HAC.

Wind Dispersions

Winds can significantly affect the Shuttle's ability to fly the desired
HAC path. The onboard guidance system cannot always accommodate the
effects of the wind, therefore the crew must be prepared to compensate for
those effects. To simulate wind conditions, select the [WIND TABLE SELECT]
PBI on the SLCC display, and choose one of the existing wind tables or
create your own. Ensure that the ENABLE WIND SIMULATION item is selected on
the SYSTEM OPTIONS panel of the SLCC.


HIGH HEADWINDS ON THE HAC PROCEDURES

Select CSS at M=.95
Leave the Speedbrake in AUTO mode
Fly 220 - 230 knots EAS (expect to get 2 or more dots high on GS "bug")
Modulate the bank angle to keep the predictor "bugs" (SPEC 50) on the HAC
At 120 degrees turn and follow the guidance commands

Note: Energy loss is reduced by flying high yet staying on groundtrack.


Flight Data File (FDF)


RULES OF THUMB

1.      Shuttle tailscrape occurs at a pitch attitude of >17 deg
        for main gear touchdown.

2.      Gear deployment has the same energy effect as the speedbrake
        being deployed 60%.

3.      Maximum L/D (where the Shuttle has the greatest range potential)
        occurs at 10.5 deg alpha (approx. 200 - 210 kts).

4.      Normal gear deployment occurs at 300 feet +/- 100 feet

5.      100 foot change in gear deployment attitude equals 250 feet of
        touchdown energy.

6.      100 feet of touchdown distance = 1 knot of airspeed.

7.      Overhead (OVHD) HAC with NEP allows most energy downmode
        options.

8.      For early gear deployment, retract the speedbrake immediately

9.      Touchdown speed is 195 knots.

10.     Touchdown distance is 2500 feet.

11.     At main gear touchdown (WOW) manually deploys the speedbrake.

12.     Derotation begins at 185 knots EAS, at a rate of 2deg/per second.

13.     Cross the runway threshold at 15 - 20 feet.

14.     Touchdown goals are:
        - Airspeed within 5 knots of desired.
        - Location within 500 feet of desired.
        - Sink rate <3 fps.

15.     Crash conditions:
        - Roll off runway.
        - Roll angle at WOW > 15 deg.
        - Sink Rate > 15 fps.

Glossary


>: 	This symbol represents "greater than".

A&L :  	Approach and Landing		

ACCEL : 	Acceleration

Acquisition : 	To obtain a particular position in flight		

Aim Point : 	The point at which the outer glidesope intercepts the
                ground.  The shuttle approach trajectory is aimed at this
                point until the preflare phase begins at 2000 feet.

ALT : 	Altitude.

ALT REF :  	Altitude Reference - Refers to the altitude at which the
                Shuttle should be located for any given distance from the
                runway.

Altitude : 	Height above the Earth.			

Angle of
Attack(Alpha):  Refers to the angle of the Shuttle's nose elevation
                relative to its direction of motion, measured in
                degrees.  It is shown by a gauge (ALPHA) on the
                instrument panel.

Approach : 	Path upon which the Shuttle travels toward the runway.

Approach Geometry: The overall shape, or design, of the approach path.

Attitude Direction 
Indicator (ADI):   Refers to the display on the instrument panel
                   that indicates the current Shuttle pitch and roll as
                   related to the horizon.

Auto Mode: 	A flight control mode in which the Shuttle is steered by
                the autopilot.

Auto Guidance: 	Refers to flight under the control of the autopilot and
                the onboard guidance system.

Axis (plural: axes): 	Refers to the imaginary lines that run through
                        the Shuttle body  front-to-back, side-to-side,
                        and up-and-down.  Shuttle orientation is described
                        by the amount of rotation about these axes.

Ball Bar:	 A series of lights placed adjacent to the runway which
                 allow the pilot to judge the approach trajectory relative
                 to the inner glideslope.
	
Bank Angle: 	A measure of the Shuttle rotation around the roll axis,
                describing the extent to which the Orbiter is tipped to the
                left or right.

Bearing:	Refers to the angle that describes the Shuttle position
                relative to the end of the runway. This is measured in
                degrees, clockwise from the North.

Boards:	Refers to the flaps on the trailing edge of the wings that operate
        as the speedbrake.

CDR:    Commander.

Chute Indicator:  An indicator lamp located on the instrument panel that
                  advises the pilot of the current condition of the drag
                  chute.

CLSE: 	Abbreviation for close-in on the HORIZ SIT display.

CRT:  	Cathode Ray Tube or the green screen display located in the cockpit.

CSS Mode: 	CSS stands for Control Stick Steering. Refers to flight of
                the Shuttle under manual control, using the joystick.

Deceleration: 	The rate at which the speed of a moving object decreases.

Deflection: 	Refers to the offset of a control or flight instrument
                indicator relative to a reference position.

Derotation: 	Lowering the nose of the orbiter after touchdown of the
                main gear.

Drag Parachute:  A device released by the Shuttle after touchdown to help
                 slow the vehicle via aerodynamic drag.

E/W : 		"Energy over Weight" - a term used to describe the
                mathematical combination of speed and altitude, which is
                useful in determining the distance the Shuttle is capable
                of flying.

EAS: 	Equivalent Airspeed - A measure of airspeed, corrected to account
        for the difference in atmospheric density at high altitude and the
        density on the surface of the Earth. This is the primary measure
        of Shuttle velocity during entry from orbit.

Energy Bleed Off: 	Loss of speed and/or altitude.

Energy Dispersions: Differences in speed and altitude from the normal
                    conditions.

Entry Point: 	The distance from the runway at which the turn around the
                HAC ends and  the final approach begins.

EOW : 	Energy Over Weight; see E/W.

Envelope : 	The full range of energy capability of the Shuttle.
		
Flight Director
Symbol: 	A Heads-Up Display indicator representing the current
                direction of motion of the Shuttle.

Flight Path
Angle (GAMMA): The angle describing how steeply the Shuttle is
               descending, measured relative to the horizon. This angle is
               usually represented by the Greek letter gamma.

FNLFL: Final Flare - The last phase of a Shuttle approach, during which
       the transition from flight along the inner glideslope to touchdown
       on the runway occurs.

FPS: 	Feet Per Second - A unit of measure to determine the rate at which
        the Shuttle descends.

G-Force: A measure of acceleration that is equal to that caused by
         the gravity of the Earth.

Glideslope: 	The desired flight path during final approach.

Groundtrack: The path of the Shuttle over the ground.  This can refer to
either the  actual path or the normal design path.

Guidance Diamond: A Heads-Up Display indicator showing the desired
                  direction of flight.

H Dot : Refers to the rate of Shuttle descent, measured in feet per second.

HAC: 	Heading Alignment Cone - An imaginary inverted cone which defines
        the desired Shuttle trajectory as it turns from the direction of
        approach to align  with the runway centerline.

HDG: 	Abbreviation for heading.			

Heading:Current course being flown by the Shuttle, this is measured in
        degrees clockwise from the north.

Heading Alignment : The phase of a Shuttle approach, during which the
                    vehicle is flown around an imaginary cone (see HAC) to
                    align with the runway centerline.

Horizontal Situation : Refers to the current Shuttle compass heading and
                       range to the runway measured along the groundtrack.

Horizontal Situation 
Indicator (HSI): Refers to the gauge that appears on the instrument panel
                 showing the current Shuttle range to the runway and
                 compass heading measured in degrees.

HUD:    Heads Up Display - The pilot aid that allows important
        information to be displayed to the pilot in his/her path of vision
        without their eyes having to leave the Shuttle window.

Item Entries: 	The method used by the Shuttle crew to make inputs to the
                onboard computer.  Crew controllable inputs on cockpit CRT
                displays are specified by "item numbers", and the act of
                selecting a particular item and entering its data is
                referred to as an "item entry".

Jettison:	Used in reference to the drag chute - that point in time
                when the drag chute, while engaged, is disconnected from
                the Shuttle.

KEAS: 	Knots Equivalent Airspeed.

Knots: 	A unit of measure for speed; 1 knot = 1 nautical mile per hour.  

Landing Gear: Refers to the wheels that descend from the belly of the
              Shuttle that allow it to travel along the ground.

Landing Gear
Indicator:    A set of 3 cockpit control panel indicators that show
              whether the landing gear is up, being deployed, or
              down & locked.

LSTRT: 	Abbreviation on the HORIZ SIT display for "Left turn, Straight-
        in" approach geometry.

MACH: A unit of speed, measured relative to the speed of sound.
      Mach 1 = speed of sound, Mach 2 = twice the speed of sound, etc.

MCC:
Mission Control Center : the NASA facility in Houston, Texas which
                         monitors each Shuttle flight.

MEP: Minimum Entry Point- One of the two settings available for the "entry
     point" (the other being Nominal Entry Point, or NEP), at
     which the HAC turn ends and the final approach
     begins. The MEP is located  approximately 4 miles
     from the end of the runway and provides sufficent time
     on the outer glideslope to acquire the airspeed
     needed to safely perform the preflare and final flare maneuvers.

M/VEL: Mach/Velocity - 	Refers to the instrument panel meter which shows
                        either Mach number or speed in FPS, depending on
                        the flight phase.

Nautical Miles: A unit of measure that is used when calculating distance.
                1 nautical mile (NM ) = 1.15 statute miles.

NEP: 	Nominal Entry Point. One of the two settings available for the
        "entry point" (the other being Minimum Entry Point, or MEP), at
        which the HAC turn ends and the final approach begins. The NEP is
        located  approximately 7 miles from the end of the runway, and
        provides additional time on the outer glideslope (over that
        provided by the MEP option) to correct trajectory dispersions.

NGTD: Nose Gear Touchdown - refers to the point in time when the front
      wheels of the Shuttle have touched the runway. The front wheels
      are referred to as the "nosegear".

Nominal: Space talk for "normal".

NWS:	Nose Wheel Steering refers to the ability of the Shuttle to be
        able to steer when it is on the runway.

Off Nominal: Space talk for "not normal".

OGS:    Outer Glideslope - flight, from the point where the Shuttle
        aligned with the centerline of the runway at the end of the
        HAC turn, to the point  where the Preflare maneuver begins, when
        the Shuttle is pulled up to arrest descent rate in order
        to acquire the Inner Glideslope.

OVHD: Overhead HAC : 	refers to one of the two settings available for
      the course to be flown to the alignment cone. This option
      is the most  commonly used, as it provides the longest
      ground range and thereby protects the capability to
      switch to the STIN (straight-in) mode if the Shuttle
      becomes low on energy (E/W).

PAPI: 	Pronounced "pappy" - Refers to the set of lights placed at the
        aimpoint so they are visible from the Shuttle on the outer                                     glideslope approach to the runway. They indicate the                                    suitability of the shuttle's current angle of approach                                  and can signal when and if correction to the course is
        required.

PBI:    Push Button Indicator - Refers to the on/off button switches that
        appear along the left-hand side of the SLCC.

Pitch: 	Refers to the nose-up or nose-down angle of the Shuttle as it is
        measured relative to the horizon.

Pitch Ladder: Refers to the series of bars located on either side of the
              flight director symbol on the HUD.  The individual "rungs" of
              the pitch ladder correspond to varying values of flight path
              angle, and the location of the flight director symbol within
              the ladder shows the current flight path angle.

Pitch Rate: 	Refers to the speed at which a pitch related maneuver
                occurs.

PLT: 		An abbreviation for Pilot.			

Primary Miles
(PRI MILES): This value, shown on the HSI, is the total distance to
             be flown from the current position to the touchdown
             point.  It includes the distance around the HAC, if the
             HAC turn is not yet complete.

Primary
Runway:      Refers to the runway that is "first choice" upon which to land,
             and is shown on the HORIZ SIT display adjacent to the PRI
             label.

Range: Refers to a distance value; the exact definition depends on the
       context. For instance, in defining reset point conditions in the
       SLCC, range is the straight line distance from the end of the runway
       to that point on the  surface of the Earth that is directly below
       the Shuttle.  In contrast, the range value shown on the HSI (in
       the PRI MILES window) is the total distance remaining to be flown,
       including any remaining HAC turn. Range is usually measured in
       nautical miles (NM).

Reference Ticks: The indicating marks on the Heads Up Display that give a
                 point of reference to the pilot for reading the altitude
                 and airspeed "tapes" shown on either side of the HUD.

Reset Point :Refers to the selectable starting point from which a PA run
             begins.

Roll:  	See Bank Angle.

Rollout: The phase of flight from main gear touchdown on the runway to
         "wheels stop"; also refers to the distance travelled during this
         phase.

ROVHD:  Abbreviation on the HORIZ SIT display for "right turn, overhead HAC"
        approach geometry.

Runway: Refers to the actual strip upon which the Shuttle lands at any given
        site.

Runway Threshold: Refers to the end of the runway that is closest to the
                  Shuttle as it approaches the runway from the air.

SB ACT/CMD: Abbreviation for Speed Brake Actual/ Command.

Secondary Miles
(SEC MILES):    Prior to completion of the HAC turn onto final approach,
                this value (shown on the HSI) is the distance from the
                current Shuttle position to the center of the HAC. During
                final approach, this value is the same as PRI MILES.

Secondary
Runway:         Refers to a backup runway that is used if the Primary
                runway is unacceptable for some reason; normally, the
                secondary runway is the opposite end of the primary runway.

SLCC:           Shuttle Landing Control Center.

Speedbrake:     A flap on the trailing edge of the Shuttle's horizontal
                tail that deploys into the airstream to create aerodynamic
                drag to control the speed of the Shuttle during entry.

Stall:	Refers to a flight condition in which there is insufficient speed
        to ensure complete aerodynamic efficiency.

Stick: 	A general reference to the control stick or in this case joystick.

STIN: 	Abbreviation for Straight-In: refers to an approach geometry using
        the nearest HAC, which generally minimizes the total ground range
        to be flown.

T/D: 	Abbreviation for touchdown.			

TAEM: Terminal Area Energy Management - the phase of flight from Mach 2.5
      until completion of the HAC turn onto final approach.

Tailscrape: 	During rollout, this refers to elevation of the Shuttle
                nose to such an extent that the tail of the Shuttle
                scrapes the ground; that elevation being 18 degrees for
                this application.

Tape Meter: 	Refers to the instrument panel gauges such as EAS, M/VEL,
                ALTITUDE, etc., on which data is presented as a numbers
                on a scrolling "tape".

Touchdown: 	The point at which the Shuttle touches the runway as it
                lands.

Trajectory: 	Refers to the curved path of the Shuttle through space.

Velocity: 	Refers to the Shuttle speed as it is measured in feet per
                second.

Vertical Situation
(VERT SIT):     Refers to the crew CRT display that shows the altitude of
                the Shuttle as related to the range to touchdown.

WONG:  	Abbreviation for Weight On Nose Gear, indicating that the nose
        gear has touched down.

WOW: 	Weight on Wheels - This refers to the point in time when the Shuttle
        actually has weight on its main landing gear.  This is displayed on
        the control panel by an indicator light marked WOW.

WOWLON:   Abbreviation for Weight On Wheels Latched ON; for PA, this
          is equivalent to WOW.

Yaw:      The angle between the nose of the Shuttle and some reference
           direction in a "left or right" sense.


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