This MSFS 2020 module is distributed as freeware and should not be sold under any circumstances.

Cessna T-37 Tweet module, by VrilleAPlat

1. IAS. The red needle
represents the VNE, 415 kts
or Mach 0.7 (the lower)
2. Radiocompass + ADF
3. Attitude indicator
4. Flaps position
5. Turn and slip indicator
6. Altimeter
7. CDI (No Glide Slope on this
unit)
8. Vertical speed indicator
9. Gyrocompass
10. Clock
11. Hydraulic circuit pressure
12. RPM (in %)
13. Exhaust gas temperature
14. Fuel flow
15. Oil pressure
16. Alternator load ratio
17. Fuel gauge
18. G loads
19. Battery
20. Left Generator
21. Right Generator
22. Pitot heat
23. Inverter (115 V-AC supply
for some on-board
instruments such as the gauge
or consumption) – Main and 40. UHF Radio + ADF student joystick, as this
secondary emergency. 41. IFF (Military Transponder) – activates the engine cut-off
24. Fuel boost pump – needed for Mode 3/A is civil on the instructor joystick.
negative acceleration transponder, Mode C is civil 53. Front wheel steering
25. Anti-collision beacons transponder with ALT 54. Elevator and aileron trim
26. Nav lights, with or without 42. Defrosting windows; engine 55. Rudder Trim
strobe lights. de-icing is automatic, 56. Flight stick lock
27. On-board indicator lights controlled by a sensor in the 57. Parking brake
brightness, high, or variable. air inlet of engine 1. 58. Landing gear, emergency
28. Left ignition 43. Lighting of radio devices. control. Actuate 3 times,
29. Left starter. Hold the starter 44. Primary instrument lighting main control lowered.
until combustion has started. 45. Engine instrument lighting Normal operation would be
Always use the starter in the 46. Secondary lighting to press it once on real
appropriate position for the 47. Canopy opening aircraft.
situation, on the ground or in 48. Canopy lock controls 59. Pilot & instructor visibility
the air. 49. Flaps (seat cushions)
30. Right Ignition 50. Engine throttle 1. Engine cut- 60. Mirrors, mobiles to deflect
31. Right starter. off is done by right-clicking reflections.
32. Landing Gear Alarm Silence. on the instructor controls. 61. Magnetic compass
33. Taxi or landing lights Student commands do not 62. Emergency engine shutdown.
34. Landing gear control. have a cutoff. Overheating is signaled by
35. Fuel gauge adjustment, right, 51. Engine throttle lever 2. flashing, fire is signaled by
left wing, or total. 52. Airbrake control, located on constant light. A low
36. Central tank fed by gravity. the right side of the engine 2 superheat of short duration is
37. Gyroscopic instruments throttle. It is accessible by not harmful, reducing the
calibration right-clicking on the throttle. throttle is enough.
38. VOR – DME Please note that this right
39. DME Digital Display click can only be done on the
Cessna T 37, cold & dark procedure.

• Remove the lock from the flight stick.

• Battery on
• Online left generator
• Online right generator
• Main DC/AC inverter
• Anti-collision beacons on
• Throttle levers on idle
• Fuel boost pump on
• Left engine ignition on
• Left engine starter. Maintain* ground position until combustion starts (fuel flow 200 lb/hr)
• Right engine ignition on
• Right engine starter. Maintain* ground position until combustion starts (fuel flow 200 lb/hr)

* Click on the switch and hold the click while raising the switch towards "GND", only release the mouse button once the combustion is active. It's like
a drag and drop.
Some switches are spring-loaded: if they don't respond to a simple click or scroll, try grabbing and pulling them.

Caution :
Never use the Air position when the ground start (Probable engine damage by overheating of certain parts), and never use the Ground position during
inflight start (The engine will not start).

You can fly calmly without the fuel booster pump, but never attempt aerobatics because negative g's will cut power, causing the engines to flame out. It
is highly recommended to keep this pump always on.
The fuel pressure pump control light is likely to flash towards 0 g of load, cavitation bubbles form in the pump, without affecting correct operation.

Never fly more than 30s inverted. A time is needed between two inverted flights.

Never use the engines for more than 30 consecutive minutes at full power, observe a two-thirds recovery time at 90% power or less to return to 30
minutes of full available power.

Never extend the landing lights above 170 kts.

The compass servo should stay on "in" all the time, unless necessary on "fast", never on "out".
Due to the turbines’ inertia, the landing procedure requires maintaining a high level of engine RPM until the runway. This must be done using the
airbrake and flaps. In the event of an aborted landing, removing the brake and full flaps is much faster than bringing the engines from idle up to
military power.
Very low speed, low altitude and low engine RPM lead to crashes.

General informations.

Appearance of pilots: military if set to "default" in MSFS, otherwise those you choose.

As soon as an engine drops below 70%, the gear switch lights up and an alarm sounds. You can mute the alarm by pressing the "horn silence" button,
but the alarm will rearm as soon as the power returns to 70%.

Thrust Deflectors: When the airbrake is extended and engine power drops below 70%, thrust deflectors extend behind the nozzles. They reduce thrust
by 10%, which allows you to keep a little more rpm in the approach phase, and to recover power more quickly in the event of a go-around.

Stall Alert: The real aircraft had two flaps opening above the engine air intakes, when the lift flaps were deployed beyond 28°. These small flaps
created a whirlwind which, when approaching the maximum angle of attack, struck the rudder and produced vibrations in the pedals. The small flaps
are visible, but a sound vibration replaces that of the rudder pedals in the simulation.

Front wheel steering. This aircraft has hydraulic power steering from the front wheel, with an angle of up to 50° if the differential braking is active, 40°
otherwise. On the real plane, a button located on the handle allows you to disengage the steering assistance to make the rotation free. I couldn't find a
way to temporarily disable the hydraulic steering on MSFS, so I replaced that control with reduced steering freedom at 10°. The "low" setting allows
better control in the take-off or landing phase, the "high" setting allows greater maneuverability when taxiing.

Lighting: The red "passing light" on the front of the plane turns on along with the position lights. According to some sources, before the generalization
of radar air traffic control, this lamp, more powerful than navigation lights, would have been used by pilots to more easily detect an aircraft coming
from the front and to avoid collision by turning to the right.

Throttle Levers: The instructor's throttles are the only ones with an engine cut position. Right-click the throttle from the idle position to shut off the
engine.
VOR – DME – TACAN: This aircraft has a single frequency radio navigation device, with no standby frequency. Using DME or TACAN requires
pairing the NAV frequency and the DME/TACAN channel according to the correspondence table provided in the appendix. There is no X Y channel
setting, since the xxx.x0 VOR frequencies are tied to the X channels and the xxx.x5 VOR frequencies are tied to the Y channels.
The digital display device gives:
1st line: Distance (NM) Beacon ID
"Page" button up, 2nd row: Relative heading(°) Closing speed(kts)
"Page" button pressed, 2nd line: Radial(°) Estimated time(min, 99 max)
This device works on the following beacons:
VOR/DME – TACAN – VORTAC – ILS/DME (without glide)

UHF device: "main" mode used for radio communication.

"both" mode used to both transmit on the radio channel and listen to the guard channel (The guard channel is inactive in MSFS, and a frequency is
either completely inactive or completely active, in transmission and reception)
"ADF" mode used for guidance on ADF beacons. Sometimes the ADF frequency setting has a big lag.
ADF needle guidance on the radio compass retains the memory of the last recorded direction for 10 seconds after loss of reception.
"Manual" is for normal use.
"Preset" is inoperative in the simulation, it is a memory of 20 radio channels, adjustable by the rotary button located above. A flap protects the controls
that govern this memory system, but I have not found any photos showing them distinctly.
"Guard" is the mode which allows to connect in transmission on the military guard channel, the frequency being preselected. This frequency being
unavailable in MSFS, I replaced by the civil guard frequency but it remains empty in MSFS.

IFF Device: The only modes useful here, since they are similar to a civilian transponder, are 3/A (classic XPDR) and 3/C (XPDR with ALT mode)

The "left / total / right" switch allows the content measurement of each tank. The plane has a tank in each wing and a central one in the fuselage. Fuel
travels from the wings to the center, where it is pumped to the engines. The fuel quantity indicated is incorrect. In the real plane too.
Normally, the central tank is supplied by a proportioner pump, which balances the contents of the wings. If this pump fails, when the central tank
begins to empty, the "fuel low" and "gravity" lights come on and the central tank is fed by gravity.
You can manually activate the gravity feed by operating the toggle located behind the red cover.

The detection of ice in the engine air intakes is automatic, there is no switch. When active, the orange "eng ice" lamp flashes for a few seconds. When
engine 1 stops, a system test is launched, and you will see the lamp light up.

The locking of the stick by the metal flange seems elastic, the stick and the flight controls move before returning abruptly to zero. This is because the
program that governs the aircraft's custom systems is clocked at 5 updates per second, for two reasons.
Reason 1: Swinging battered landing lights works better this way
Reason 2: It reduces the risk of lagging lower-performing computers.

Systems intentionally inoperative or not workable, although visible in the aircraft:

Oxygen regulation
Intercom (for communication between pilots or between nearby aircraft)
Antenna selection switch
Landing gear override : system allowing to retract the gear while being on the ground
Canopy emergency opening systems
IFF Military Modes
Fuses
Pedal position adjustments
Throttle Friction

Known Issues: There are some, this is a solo and beginner project.
The electronic DME information display located under the clock. It works, however, in TACAN mode, the relative direction of the beacon is absent
from MSFS, in accordance with civilian devices, and unlike military devices. In "consideration", the radial was added to the information obtained by
pressing "Page", although there is nothing to say that this was the case on the real plane.

For some obscure reason, maybe an MSFS bug (?) the wing feed pump to the center tank may not work or work, without changing anything to the
aircraft scripts.

The turbines’ spooling time is nearly correct, with the consequence that when climbing from idle to 60%, for example, the fuel flow continues to
increase a little. The consequence is that the turbines produce a more or less significant peak before falling and stabilizing at the requested value.

The Landing Gear Emergency System is working if:

- the main system does not work
- the main control lever is in the "gear down" position
- the emergency control lever is operated three times. This last point differs from the real plane, the emergency system is operated by a compressed air
bottle, the gear descends without having to pump. FS does not take into account this type of system. (electric, hydraulic or manual)

The sound volume does not change whether the cockpit is open or closed.

Opening the cockpit in flight leads to the tearing off of the canopy, but without any effect on the performance and behavior of the aircraft.
ADF setting lags.

The frost is awful on the fuselage.

Smoke from overheating or engine fire may appear or disappear at times when the aircraft is on the ground.

The flight model is incomplete, it is in particular very inaccurate about ... flat spins: impossible or almost impossible to provoke and letting go of the
controls allows you to get out of it without doing anything.

Sometimes you need to press ‘L’ (default command) twice to activate lights inside cockpit.

Inversion of the pitch trim if controlled by an axis.

Credits and Acknowledgements:

PBR materials (most edited to fit aircraft needs) : ambientcg.com and cgbookcase.com under Creative Commons licence CC0
VR Camera by Scorpionbc
Annexe : DME & VOR Pairing

DME VOR or DME VOR or DME VOR or DME VOR or

or ILS Freq or ILS Freq or ILS Freq or ILS Freq
TACAN ch. MHz TACAN ch. MHz TACAN ch. MHz TACAN ch. MHz
1X-16Y 42X 110.50 77X 113.00 102X 115.50
17X 108.00 42Y 110.55 77Y 113.05 102Y 115.55
17Y 108.05 43X 110.60 78X 113.10 103X 115.60
18X 108.10 43Y 110.65 78Y 113.15 103Y 115.65
18Y 108.15 44X 110.70 79X 113.20 104X 115.70
19X 108.20 44Y 110.75 79Y 113.25 104Y 115.75
19Y 108.25 45X 110.80 80X 113.30 105X 115.80
20X 108.30 45Y 110.85 80Y 113.35 105Y 115.85
20Y 108.35 46X 110.90 81X 113.40 106X 115.90
21X 108.40 46Y 110.95 81Y 113.45 106Y 115.95
21Y 108.45 47X 111.00 82X 113.50 107X 116.00
22X 108.50 47Y 111.05 82Y 113.55 107Y 116.05
22Y 108.55 48X 111.10 83X 113.60 108X 116.10
23X 108.60 48Y 111.15 83Y 113.65 108Y 116.15
23Y 108.65 49X 111.20 84X 113.70 109X 116.20
24X 108.70 49Y 111.25 84Y 113.75 109Y 116.25
24Y 108.75 50X 111.30 85X 113.80 110X 116.30
25X 108.80 50Y 111.35 85Y 113.85 110Y 116.35
25Y 108.85 51X 111.40 86X 113.90 111X 116.40
26X 108.90 51Y 111.45 86Y 113.95 111Y 116.45
26Y 108.95 52X 111.50 87X 114.00 112X 116.50
27X 109.00 52Y 111.55 87Y 114.05 112Y 116.55
27Y 109.05 53X 111.60 88X 114.10 113X 116.60
28X 109.10 53Y 111.65 88Y 114.15 113Y 116.65
28Y 109.15 54X 111.70 89X 114.20 114X 116.70
29X 109.20 54Y 111.75 89Y 114.25 114Y 116.75
29Y 109.25 55X 111.80 90X 114.30 115X 116.80
30X 109.30 55Y 111.85 90Y 114.35 115Y 116.85
30Y 109.35 56X 111.90 91X 114.40 116X 116.90
31X 109.40 56Y 111.95 91Y 114.45 116Y 116.95
31Y 109.45 57X 112.00 92X 114.50 117X 117.00
32X 109.50 57Y 112.05 92Y 114.55 117Y 117.05
32Y 109.55 58X 112.10 93X 114.60 118X 117.10
33X 109.60 58Y 112.15 93Y 114.65 118Y 117.15
33Y 109.65 59X 112.20 94X 114.70 119X 117.20
34X 109.70 59Y 112.25 94Y 114.75 119Y 117.25
34Y 109.75 60X to 69Y None 95X 114.80 120X 117.30
35X 109.80 70X 112.30 95Y 114.85 120Y 117.35
35Y 109.85 70Y 112.35 96X 114.90 121X 117.40
36X 109.90 71X 112.40 96Y 114.95 121Y 117.45
36Y 109.95 71Y 112.45 97X 115.00 122X 117.50
37X 110.00 72X 112.50 97Y 115.05 122Y 117.55
37Y 110.05 72Y 112.55 98X 115.10 123X 117.60
38X 110.10 73X 112.60 98Y 115.15 123Y 117.65
38Y 110.15 73Y 112.65 99X 115.20 124X 117.70
39X 110.20 74X 112.70 99Y 115.25 124Y 117.75
39Y 110.25 74Y 112.75 100X 115.30 125X 117.80
40X 110.30 75X 112.80 100Y 115.35 125Y 117.85
40Y 110.35 75Y 112.85 101X 115.40 126X 117.90
41X 110.40 76X 112.90 101Y 115.45 126Y 117.95
41Y 110.45 76Y 112.95