KYAN-AERO ALOUETTE (NJE32, 6A65) pr. 2043
Sports aircraft

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USER MANUAL

CONTROLS

Normal airplane controls
Activate1 - Engine start/stop
Activate2 - Open canopy
Activate3 - Tail wheel steering
Activate4 - Navigation lights
Activate5 - Beacon lights
Activate6 - Strobe lights
Activate7 - Landing lights
Activate8 - Taxiing lights

Flap Positions:

1. Flaps 0. Fully retracted.
2. Flaps 5. Max. 250 KIAS.
3. Flaps 10. Max. 190 KIAS. Good for takeoff.
4. Flaps 20. Max. 160 KIAS. Good for landing.
5. Flaps 40. Max. 130 KIAS.

Notes:

• The Throttle input will control both the engine throttle and prop control at the same time. Those controls can be moved separately in the cockpit.
• The flaps lever has priority over the VTOL slider. If the flaps lever is lowered by any amount, the VTOL slider will not control the flaps.
• The Gear Brake Lever can produce a Brake input of up to 50%.

FLIGHT INFORMATION

Takeoff: Check engine started. Use Flaps 10 (3 lights) and Trim fully nose-up. 100% Throttle and Prop. Pull up gently at 90 KIAS.

Cruise: Use any suitable combination of Throttle and Prop Control, but keep torque (TRQ) at 1.00 or less. Use a lower engine throttle and RPM to consume less fuel.

Landing: Recommended to use Flaps 10 (3 lights) or 20 (4 lights). If using Auto Approach, recommended to fly at 90-100 KIAS. Touchdown speed 85 KIAS. Once on the runway, retract flaps and pitch up before braking.

COCKPIT

AUTOPILOT

LVL (Wing Levelling Mode)
When ON, the aircraft will maintain level roll attitude. It is possible to use the Roll input to control the roll angle, and hence the turning rate.
This mode does not resolve pitch attitude. Use the ALT or V/S mode for pitch control.

ALT (Altitude Hold Mode)
When ON, the aircraft will climb or descend at the selected vertical speed until the selected altitude is reached. This mode is automatically disabled if the aircraft rolls 75 degrees or more.

V/S (Vertical Speed Hold Mode)
When ON, the aircraft will climb or descend at the selected vertical speed. The selected altitude is not taken into account. This mode is automatically disabled if the aircraft rolls 75 degrees or more.

APR (Auto Approach Mode)
The Auto Approach System has three active states.

1. When there is no glide path detected, pushing the button will put the auto approach system into standby. This is visible from the slow blinking of the APR indicator (dash-dot pattern). During this time, the auto approach system does not apply any flight inputs.
2. Once the ILS signals are detected, the indicator will light up steadily, and the aircraft will follow the glide path. Use the throttle to keep the airspeed at 90 KIAS. If the ILS signal is lost, the auto approach system will be disabled immediately.
3. At about 70 feet above the runway, the indicator will start flashing rapidly (dot-dot pattern), meaning you will need to perform the flare maneuver yourself. The pitch input from State 2 is carried over. The value persists even if the ILS signal is lost, but is erased when weight on wheels is detected, or when the aircraft ascends during a go-around.

The following locations in the default map are supported: Wright RWY 36 and 18, Yeager RWY 01R, Avalanche RWY 27, Ice Base RWY 19.

ENGINE PANEL

• N1 and N2: Propeller RPM (proportion of maximum)
• TEMP: Engine temperature (visual effect only)
• FFR: Fuel flow rate (pounds per hour)
• PBP: Propeller blade pitch (proportion of maximum)
• TRQ: Propeller torque (visual effect only)

DEV NOTES

The design is vaguely based on an old French plane that you can fly in War Thunder. It's been stuck in my head for a long time as it's somewhat unique. The plane has the PT6 engine from a regional liner, fuel capacity of a Cessna Sky-something I can't remember, and a wing loading slightly (a lot) greater than a WW2 fighter. I also added inverted gull wings to increase prop clearance and reduce gear height.

I made plans and actually used them (wowee). No timestamps but were uploaded online on the funny breadstick day in 2022. The plans have the main features but with different proportions. This is one of the few times where I come up with a name before even starting on the build. It's named after some well-known kind of bird fairy.

With both old and new knowledge about planes, I managed to make it realistic while still being fun to fly around. I made a constant speed propeller and autopilot with my own PID controllers, as custom controllers will allow me to manage integrator windup. (Remember that the autopilot is like a real co-pilot, you need to give it the chance to do well.) The maximum amplitude of auto climb oscillations is about 0.5 degrees, which I think is pretty good (idk I have no VR headset, might be uncommanded ejection of stomach contents moment). There is also some thought given to internal design and antenna placement.

One of the pencil sketches of all time

INFORMATION

The ALOUETTE (NJE32) is a sports aircraft built by Kyan Aerospace Company.

Specifications (NJE32 pr. 2043)
Crew: 1
Powerplant: Turboprop, 6A65 (1,100 hp) or 6A68 (1,600 hp)
Propeller: Five-bladed, variable pitch, full feathering
Service ceiling: 41,000 ft
Maximum climb: 4,900 ft/min (sea level)
Takeoff speed: 90 KIAS
Stall speed: 80 KIAS
Best angle-of-climb speed: 105 KIAS
Best rate-of-climb speed: 150 KIAS
Never exceed speed: 350 KIAS
Maximum speed: 327 KTAS (20,000 ft)
Rated G-load: +8.0 G

Avionics (NJE32 pr. 2043)
Combined VOR, DME, ILS radio navigation equipment
Electronic engine monitoring system
GPS (optional)
Mode S/TCAS transponder (optional)
Dual-axis autopilot (optional)
Early virtual co-pilot system (optional)

Production (NJE32, all variants)
Units Built: about 360
Cost: $250,000

During a period of renewed interest in enthusiast general aviation in the 2030s, KYAN-AERO started the ALOUETTE project to capitalize on the fast-growing market. The first edition airframe was given the identifier NJE31 and was used to test a radical design - a twin-boom aircraft with a compact form factor. It was equipped with a turboprop engine with an output of 675 horsepower and could sustain an acceleration of 6 G. However, while there was a focus on flight performance, there was no provision for navigation equipment and other avionics. With significant customer interest in the project, a limited run of 100 NJE31 units were produced under the experimental aircraft class.

A few years later, KYAN-AERO would unveil the updated airframe, known as the NJE32. It featured a more powerful engine with 1,100 horsepower and an improved airframe design capable of withstanding up to 8 G of acceleration. Most importantly, it was now capable of certified operation and instrument flying, which made the type more attractive to the general aviation market.

Seeing the potential of the airframe to be used in air races, KYAN-AERO entered a new homologated air racing series. To make the relatively slow NJE32 more competitive, the manufacturers swapped the standard engine for one with 1,600 horsepower on 50 units. The airplanes won a few of the races they were entered in, and did so with a striking design that was different from the field of mostly single-tailed airplanes.

The NJE31 and NJE32 were also known for a dangerous quirk. The airplane exhibited thrust vectoring properties. This effect was only present near the stall speed as at higher speeds, the fly-by-wire system would correct it and the aircraft would fly normally. KYAN-AERO would put out an update to the fly-by-wire system to reduce the effect.

The NJE32 would be succeeded by the NJE33 a few years later.