***** manual for Il-62M version 1.0 *****

              preliminary issue

 

System of panels

************************************************************

The system of panels is executed in a similar style like in

the Tu-154 and Il-18. There are two main workplaces for the

Captain and the Navigation officer. The place of the commander

 is located in the main view and contains several subpanels.

On the Captains panel some devices are placed which are

located on the Copilot panel of the real plane. On the left

sub-panel (Shift_1) of the Captain switches for pitot heat,

second radio altimeter and the COM2 board are  duplicated.

It is connected to the necessity to provide high-grade

airplane by just one crew member (YOU !!), even at some

violation of realism. The visual realism of the overhead panel

is also slightly broken. It contains only devices which demand

the most attention in flight.

 

Subpanels :

 

Shift-1 :  Captains Left Panel

Shift-2 :  Autopilot Panel

Shift-3 :  Overhead-Panel – lower part

Shift-4 :  Fuel gauges/Flowmeter panel (overhead panel part)

Shift-5 :  Copilot ADI and HSI

Shift-6 :  KLN 90B GPS (beta)

Shift-7 :  Weather radar Groza (beta)

Shift-8 :  Fuel pumps/crossfeed panel

Shift-9 :  Fuel-Contents and Loadpanel

 

 

Clickspots on main panel :

 

Right centerpost : Navigator Panel

Bottom of left centerpost : Joystick service device

 

Further Panels :

 

In upper view : Overhead Panel upper part (Fuel jettison panel)

 

The workplace of the navigation officer can also be opened with

Ctrl-1 (at switched - off  NumLock) or a clickspot on the

centerpost of the Captains panel.

Besides this there are three more optional subpanels.

The panel of the copilot can be opened with Ctrl-3

(at switched - off NumLock)

 

Returning to the main panel FROM the Navigator or Copilot panel

can be done using the Spacebar.

One more panel is located in the back (rear) view, it contains

a bunch of toggle switches at this stage.  All toggle-switches

are already turned on at loading and do not demand attention in

flight. An exception are seven toggle-switches in the lower

right corner. It’s the power switches of automatic control

units for crossfeed of tanks 5 and 6. If an automatic switch-off

of the pump occurred, its repeated activation is possible only

after cutoff and activation of the power switch (like in reality).

From left to right there are toggle-switches of the left tank 5,

the tank 6, then the right tank 5. "To distort" all these power

switches it is also possible to open and close the loader panel.

At the forward-up view (Ctrl-8 at switched off NumLock) a part

of the upper overhead panel is located. It contains boards for

swapping and dumping of fuel. At normal operation all this is

not necessary, but intended for representation of the fuel

system of the real airplane.

On the same panel you find four toggle-switches for switching-off

of couplings of the autothrottle control from thrust lever and

fire valves. All of them are hidden under caps. One very lonely

toggle-switch without a cap and inscriptions activates panel

illumination. A more convenient place wasn’t found, so it found

it’s shelter here.

 

 

Device configuration file

File IL62_GAU.CFG can be found in the folder /GAUGES/IL62_CFG

 

non_fixed_flaps=1

Parameter for continous flaps (without intermediate fixings).

On the Il-62M airplane the flaps can be extended in any

intermediate rule. In the model it can be made using the mouse

on the Flaps lever or using two Joystick buttons.

With the parameter =1 the keys F5-F8 do not work.

If the factor is equal to zero, the default flaps operation

is reestablished and the keys F5-F8 work. Then the flaps

unrealistically have two locked positions, 15 and 30 degrees.

 

revers_handle_on=1

Control of  reverse thrust using a reverse thrust lever.

This parameter is recommended to be established, if a Joystick

button for activation of reverse (or better a toggle switch

with fixing) is available and configured using the Joystick

Service device. Then more realistic control of  reverse thrust

is provided. Pressing of the button shifts the reverser doors

(the button should be held).

 

Thrust force depends on the lever position. It is allowed to

use after thrust levers have been moved to idle and reverser

doors are shifted. After contact it is necessary to move thrust

levers forward against the stop (the reverse thrust mode will

be established automatically at opened reverser doors).

 

revers_differenc_on=1

That function contradicts realism. But by differential reverse 

thrust control during pushback is improved. 

Just use if you like ?

 

thrust_correct=1

Program for correction of engine thrust for more exact conformity

of thrust to real engine characteristics. While the correction

is carried out rather approximately, it’s basically entered to

test the correction for absence of glitches.

 

panels_auto=1

Autoordering of panels at loading.

It will avoid overlap of subpanels.

 

tail_gear_var=1

Version of modeling of the additional landing gear tail support.

Default is version 1. Version 0 is less realistic (see further

explanation in the following text )

 

azs_nose_gear_pos=1

position of the toggle-switch for activation of nosewheel control

at loading of the model.

At the Il - 62? the nosewheel control is implemented as a

seperate control wheel with the help of a monitoring hydraulic

system. In flight the control should be switched off, reminded

by a corresponding light signal on the board of the landing gear

signal system.. The control is activated after landing and

lowering of the nose gear.  The trigger for activation of

actuation is located on the Captains control wheel.

In the model the nose wheel is operated from pedals (rudder).

The turn angle of the gear at full deflection of a control

surface depends on speed. These angles correspond on low speed to

operating manual limitaions at wheel deviation angles. At high

speeds the angle is limited to 15 deg. The toggle-switch for

control activation is located on the Captains left board (shift_1).

There is a capability to deduce convenient activation of control

to a Joystick button. At the switched off control, taxiing is

possible only with the help of differential brakes.

 

load_and_fuel_sawe_on=1

Saving of loading and refuelling state of the airplane. If the

attribute is established, at “unloading” of model refuelling and

loading are saved in a file and loaded at the following start of

model. The position of the tail support of the landing gear

is also saved.

 

msrp_speed_min=100

Speed in km\h, minimum speed for MSRP data recording

 

msrp_one_file=0

Attribute for data recording of the FDR (flight data recorder)

in one re-recorded file

Other parameters in the configuration file are intended for

automatic preservation of parameters and should not be

manually edited.

 

Saving / Loading a flight

Using the standard simulaltor save flight feature also non

standard equipment is saved additionally. This included Autopilot

setup, ??-?? Navigation mode, virtual navigator,  ?-21 and fuel

system state. The actual consition of the  KLN-90 is not saved.

Due to long engine spool-up times it is not recommended to save

the flight on the glideslope, with active autopilot modes V and M

or with ??-?? in the main orthodromy mode.

 

The autopilot

For autopilot engagement turn on the toggle-switch “?? ???” and

press the button “???. ??”. Roll, pitch and yaw channels can be

seperately activated and switched off using the corresponding

buttons. The main and back-up channels are equivalent, but the

mode “?” (Mach Hold) works only on the main pitch channel.

Switching channels is stipulated at power failure and sensors.

It can happen if you randomly click the power switch on the electric

equipment panel of (back view).

After autopilot engagement it is recommended to include the

automatic control unit of stabilizer rearrangement  (???). It will

partially free you from the necessity to balance the airplane.

It is especially useful at transient flight stages. The automatic

control unit works if the elevator is rejected more than 3 degrees

from a neutral position within eight seconds. At presence of a

longitudinal acceleration of a certain value the eight-second delay

is absent. At rolls more than seven degrees the automatic control

unit does not trim the stabilizer.

 

Autopilot modes

 

At AP activation the autopilot uses the pitch and heading

stabilization mode, which was active at the moment of activation.

In the longitudinal channel there are modes of altitude hold

(button ???), speed hold (CKOP) and Mach hold (MAX) by pitch control

and glideslope. The CKOP and MAX Buttons and lamps have a double

function. If the Autothrottle is deactivated, they operate and display

the modes V and M. If the Autothrottle is active, they switch the

Autothrottle mode to between IAS or Mach.

 

Localizer intercept mode is activated using the Button ?????

(switch in position ??? and presence of an ILS signal is necessary). 

In automatic approach mode pressing the button ??? before glide slope

capture selects Altitude Hold. The glide path (Glissade) mode is

activated with tht switch ?????? (switch in position ??? and ILS

signal necessary). The switch ?????? (it means vertical)   should

be pressed before capture, then the Glideslope gets captured

automatically at Glideslope interception. Flaps should be extended

to 30 degrees already, otherwise glideslope capture will not take

place. For flight director approach it is sufficient just to set

the switch to position ???.

Modes can be switched off by pressing the pitch setting wheel.

The glideslope mode is disconnected at any change of the switch

???-????-???

In the roll channel depending on the switch position the following

gets activated by pressing  the  ????? button:

- Approach mode at presence of a Localizer signal.

- Heading mode. At an active ???? (Doppler-System) the track is

stabilized. At inactive  ???? just the heading. 

- Navigation mode. Signals for autopilot operation in navigation

mode act on the ??-?? channel, including INS and KLN. Therefore ??-??

feed should be actuated at use of any of the three navigation systems.

 

At any change of the switch ???-????-??? the autopilot roll channel

changes to the  stabilization mode of present heading. It can be used

for deactivation (cutoff) of modes.

 

Landing approach is possible using any of the two Course–?? (VOR/ILS)

sets, chosen from the selector on the upper panel. In the real plane

both complexes are set to the ILS frequency to ensure safety in case

of failure. In the model the Course-?? is trouble-free, so it’s not

as issue.  For some it’s convenient on the second channel, having on

the first data from ????. But it’s up  to you to decide.

There is a small bug in the model. If you will enter the glide path

at the altitude of more than 800 meters, the light signal board

60/800 might light up for some time. It is connected to wrong modeling

 of the signal of radio altimeter readiness,  Above 800m the radio

altimeter removes the readiness signal.

 

The autopilot has no VOR mode. VOR to VOR navigation is possible is

possible using continuous ??-?? correction on VOR radials. However

according to some information such mode is not used in practice.

So in this model this kind of ??-?? correction is not realized.

 

The autopilot of the model is not designed for activity in accelerated

time mode. To tell the truth, tests of the autopilot in altitude hold

mode at 4x Speed have passed quite satisfactorily. The airplane

twitches a little, but does not enter any swing. Nevertheless, the

accelerated time feature is not a normal operational mode for the

given model.

 

The autopilot disengagement function can conveniently be placed on one

Joystick button, similar to the real plane (located on the control column).

I have programmed the brake trigger to be used in the air for autopilot

disengagement. Contrary to the Tu - 154, the autothrottle control will

be disconnected as well. To get a smooth transition, set the thrust

lever to a corresponding setting before AP disengagement. On the Thrust

index gauge, simply check the small yellow index of the Joystick lever

position (similar to the white index under the Thrust lever index  of

the Tu-154B2). In cruise flight with active Autothrottle, make sure to

have the yellow index always combined with the index position. On case

of a sudden AP disconnect (for example at TCAS operation) the engine

operational “state” will not change.

 

The "????" mode (GoAround) can only be actived with a Joystick button

(it’s located on the yoke in the real plane !) and only at active ILS

intercept. The "????" mode automatically activates Autothrottle and

Stabilizer rearrangement  (???).

 

TCAS

The actual TCAS does not correspond to the version implemented on Il-62M

airplanes, it is connected to the TCAS model developed for the

Tu-154B2 model.

The screen of the device has a small scale, for more detailed studying

of certain situations you can click on the gauge to get an additional

indicator with bigger size. This indicator will automatically appear at

occurrence of dangerous conditions. It is possible to suppress the

automatic appearance of the additional indicator in the TCAS configuration

file (tcas_iva_dop_ta=0).

 

Some  airplane features

The airplane has unpowered manual control. Trim is implemented using

stabilizer, manual and electric elevator trim tabs. Practically the

airplane is trimmed with the stabilizer, elevator trim tabs remove

small residual efforts. Therefore buttons for stabilizer rearrangement

of the stabilizer are primarily necessary to define as Joystick buttons.

The electrotrim tab is only used with active autopilot for automatic trim.

The compression switch of an electrotrim tab is used for returning

electrotrim tab in  neutral position at a disengaged autopilot.

If the elevator is rejected within five seconds on a angle more than

3 degrees, the board ??????? ???. ?? lights up. At manual control you

use should stabilizer trim to return elevator deflection to the zero

position. If the board will light up at active automatic control of

stabilizer  rearrangement, do not hurry up, in three seconds the

automatic control unit will react and balance the airplane (reaction

time of the board  – 5 sec, ??? – 8 sec). The control of balancing can

be done using the indicator of control efforts ??-3 (at the left side

of the Captains panel). Before autopilot disengagement it is useful to

look at this indicator, with it you define the airplane behaviour

after autopilot disengagement.

 

The airplane has a very big difference of takeoff and landing weights.

This feature should be known and taken into account for definition of

characteristic speeds during takeoff and landing.

 

A few rough performance figures. They are provisional, taken from a

short Il-62 description, but can serve as an initial reference point.

More exact data will be provided in the release manual.

 

Take-off.

Liftoff Speed (Vr) for take-off

weights 110 – 140 – 160 tons : 250 – 275 – 290 km/h

Safe (V2) for take-off

masses 110 – 140 – 160 tons : 265 – 290 – 320 km/h

Safe cleanings of flaps for take-off

weights 110 – 140 – 160 tons : 330 – 370 – 390 km/h

 

Landing.

Undercarriage extension : 400 km\h.

Flaps 15 depending on landing weight : 320-340 km/h

Glide-slope speed : 270-280 km/h

It is authorized to activate reverse thrust  at an altitude

of 1-2 meters.

 

The course selector and HSI (???) indication

 

The switching of Course-?? (VOR/ILS) signals to the navigation devices

is made with the help of the signal selector on the upper Captains panel.

There are three selector positions : 1, ???? and 2. In position 1 on both

HSIs (???) signals come from the first Course–?? unit. In position 2 –

from the second unit. In ???? position the signal from the first is

visible on the left HSI (???) and on the right Hsi from the second.

The heading pointer in navigation mode shows ZPU (???) from ??-?? systems

(also when ?-21 and KLN are in use), in other modes it is the setting

device of selected heading (track at active ????). The heading is set

usign the handle of the AP panel, the knob on the HSI is not connected.

The slender pointer at active ???? is the drift indicator.

 

Navigation

The airplane has three navigational systems, the Doppler navigational

system ??-??, two complete inertial navigation units ?-21 and the GPS

system KLN-90B.

 

Flight with ?-21 and GPS.

Let's open the panel of the navigation officer. On the ??-?? board

turn on the toggle-switch ???? . Open the I-21 Panel. Using the switch

on the panel we choose the system we intend to use. At the majority of

airplanes instead of such a switch toggle-switches are implemented.

However I have found such a switch on one photo and realized it as a

more convenient version. The technique of I-21 and KLN-90B preparation

was repeatedly covered in the PT TU-154B2 manual and Project Tupolev forum,

so it will not be repeated at this stage. In flight, at switch position

?????, we press the button ????? on the autopilot panel.

 

Usage of ??-??.

The ??-?? navigation system is more complex  than ??? on the Tu-154 and

has more possibilities. It  can work in different modes. But for now we

only  consider the ??-?? mode of navigation legs (??) corresponding to

a similar ??? mode. Usage of the calculators created for the Tu-154 and

corresponding flight plan collections are possible. There is no virtual

navigation assistant in this model, with additional I-21 and KLN it’s

not really necessary.

On the ??-?? control panel we find a heap of toggle-switches. At this

stage we are only interested in those which use the navigation leg (??)

mode, analogue to ???.

 

The toggle-switch ???? should always be activated.

The notation toggle-switch (?????.) has two positions, pulse and analog.

Pulse notation is more exact in the real airplane. For the model both

positions of the toggle-switch are equivalent, for uniformity just

actuate pulse notation.

 

The ???-I – ???-II toggle-switch serves for forced switching of active

??_?? sets. At its middle position automatic change of complete sets is

provided close to a  WPT (???). Upper and lower positions activate the

corresponding set.

 

There is one more interesting toggle-switch which does not have an

analogue in the Tu-154, (heading hold) refers to ??. It as thought as a

mode of a navigational pause. At actuation of this toggle-switch the

??-?? operational modes and indication does not vary, but the autopilot

keeps the heading, which was active before using of the toggle-switch.

The toggle-switch is used for system  adjustments. E.g. you actuate this

toggle-switch, change system set-up and switch off the toggle-switch.

It allows to avoid any unforeseen manoeuvres of the airplane during

navigation set-up. The toggle-switch is active, also for  ?-21 and KLN-90B.

 

One more toggle-switch on the ??-?? control panel is necessary for activity

in the navigation  leg mode – ??. It  switches ??-?? correction on radio

sources. In mode ???? a ??-?? correction on ???? and VOR-DME is made.

The VOR Mode serves for correction ??-?? on VOR radials (VOR to VOR) and

is not realized in the model. In real operation on the Il-62 this mode is

as a rule also not used.

 

We do not touch other toggle-switches yet, they should be left in default

position.

Now we shall consider differences of ??-?? in the navigation leg mode

from ???. As a main difference at ??-?? the input counters for waypoint

sand beacons are not combined, they are seperated. And the correction

is a bit differently carried out (see below). 

Let's consider the purpose of ??-?? board, starting from the upper left.

The very left board serves for input of ??? (ZPU) of the waypoint.

It differs from the corresponding ??? board only by the form of

representation of the information.

Further to the right there are boards Z and S,  similar to ???.

Below (blue color) we have boards for coordinate input of the following

route segment. The main difference from ??? is that at change of the

complete set they do not vary with setting devices of beacon coordinates.

 

??-?? Correction.

??-?? correction on radio sources differs essentially from those at ???,

as follows :

1.         Beacon coordinates are entered on separate boards.

2.         Correction not only on ????, but also on VOR-DME is possible.

3.         The slant range is automatically recalculated by a system in the

            horizontal, which essentially increases correction accuracy.

4.         Preliminary viewing of  entered corrections is possible.

            It allows to avoid gross blunders at data input for correction.

 

??-?? correction boards on radio sources are located in the bottom of

the main Navigator panel. There are four of grey colour.

At the very bottom of the panel two boards are located. Here the beacon

coordinates for correction are entered. A bit higher on the grey board

the full analogue of a HBY map angle, the ???? value of the beacon can

be entered. More to the right of this board (absent in HBY set) the

board for corrections is located. 

 

Order of  order correction :

On the lower boards we enter the coordinates Z and S of a  beacon.

Above of those the ???? is entered (a map angle in Tu-154 terminology).

On the ??-??  board we set  the correction switch to the ???? position.

On the light signal board the ???????? (CORRECTION) inscriptions should

be illuminated. If it has not taken place, it means we are not in

receiving range of the  radio source, so there is no data for correction.

If the inscriptions are illuminated on the board of the

(???????? - CORRECTION),  we set the toggle-switch in position  ???

(indication). On the board the correction values to the current values Z

and S will appear. We analyze these corrections and, if they do not cause

fears, we set the toggle-switch in position ????. In short period the

data on the Z and S counters will change and values on the correction

board will decrease to zero. Correction is done.

 

Data for correction.

The airplane has two Course–?? units (used for VOR/ILS), two DMEs  and

the ???? system. Like in all  at default airplanes, VOR-DME works on one

frequency, so a distinction between VOR and DME is not possible. But on

the DME indicators there are switches which should be turned on to

receive range.

On the Il - 62 we find one more special feature : ???? and the first

Course-?? unit work on one channel. We cannot simultaneously use ????

and the first Course–?? unit. This also concerns the first DME.  Such a

system feature is not so convenient, but it is implemented in the real

airplane and so at the model.

At the upper left corner of  the central Navigator board the DME index

is located, it always shows DME-2 range. More to the right beside the

wind indicator, two digital indices, range and azimuth  are located.

They show range and azimuth from VOR-1, DME-1 or ????. And these range

and  azimuth are used for ??-??  correction. VOR and DME have higher

priority  than ????. If there is an active VOR signal, the azimuth

counter shows the VOR azimuth, irrespective of presence of ????.

This also concerns to DME. So  it is necessary to be close if we want

to correct ??-?? on ???? and it is necessary to detune the VOR frequency.

Otherwise azimuth on index and correction are done from the VOR !!

 

By preparation of data for VOR-DME correction it is necessary to take

the angle of VOR beacon installation into account. Not always the angle

of the beacon installation is equal to the magnetic declination at the

given point, that makes the business complicated. . The difference in

correction on ???? and VOR-DME can be felt, having trained at UNNT.

There are two ???? and VOR-DME. Beacons used for debugging the

correction system.

 

It is desirable to use the latest version of the Navigation calculator

from FoXXX, available via the Project Tupolev Forum. The third version

of the calculator is compatible with the IL-62 and includes data for

the mode main orthodromy mode. For usage of the Navigation Assistant

the calculator reads data from the folder … \Gauges \Tu154_cfg\ .

If you don’t have the Project Tupolev Tu-154B2 installed

(shame on you ?), it is necessary to create this folder.

 

Correctional mechanism of the ??-5

Two correctional KM-5 units are located on the Navigator panel. 

They do not demand any attention, near one of them there’s even the

corresponding inscription. However, observe them in flight, it is

interesting enough. Especially at high latitudes. At a turbulent

weather. At turns on headings close to 0 or 180 degrees. During

takeoff on hens close to 90 or 270 degrees. After such supervision

you will understand, why in ??? the most different airplanes

transfer of a compass system to the magnetic course of the arrival

runway is recommended to be made by input of beforehand designed

correction, instead of the coordination on the magnetic sensor.

And that what’s taken into account in the model is still is far

from showing all magnetic compass.

 

Short instruction of panel preparation for flight

 

So, we are going to execute the first familiarization flight with

the Il-62M model.  Before we have already adjusted the Joystick

control similar to the Tu-154 and have mastered the system of panels.

The order of operations in the given description does not intend to

be conform to the real operating manual for now.

 

1.         We click with the mouse on the button in upper right corner

            of the Standby ADI ???-3 (to hold it is not necessary).

            The gyro horizon should be established to zero for rolls and

            pitch.

2.         We press the red button-lamp of the main Captains ADI and

            hold until the gyro horizon will show non-zero rolls and pitch.

3.         The same it is made in the co-pilot panel . Possible from

            the complete Copilot panel or using the seperate gauges with

            Shift_5

4.         We open the Captains left panel with Shift_1. We press and hold

            the button ??? ????? for 10 seconds (better more than less).

            After releasing the button the light signal on the board

            ??? ????? should go out. Thus we have agreeed all three

            vertical gyros.

5.         On the left panel, we turn on both radio altimeters ??-5?

            (switch to the left!). In the same place the toggle-switch of

            pitot heat ??? (for convenience it is placed here, not so on

            the real plane) is located. The airplane is equipped with two

            radio altimeters, the navigation officer has a duplicate of

            the Copilot radio altimeter.

6.         We  switch TCAS on with the the right mouse button on the

            left knob of the TCAS board. All other manipulations on the

            TCAS panel are made with the left mouse button. We set the 

            mode TA/RA.

            If control of the nose gear (????.????? does not burn) is not

            included, we turn it on. We can close the left panel.

7.         Loading and refuelling.

            One of the unique features of the Il-62, not having an analogue in

            any other airplane of the world, is that the airplane empty weight

            center of gravity is behind of the position of the main landing gear.

            Therefore before starting loading and refuelling of the airplane it

            is necessarily to extend the tail support of the landing gear if it

            is not extended already. Otherwise tumbling of the airplane on the

            tail is quite possible. Though it’s not fatal (the tail support even

            in retracted position will prevent dmagae to the plane), it’s not

            desirable. We will not win the  pilot-of-the-month award with an

            airplane sitting on the tail. The tail support is operated with the

            mouse on the buttons ?????? and ????? at the right lower corner of

            the Captains panel. We shutdown engines  if they were started (it is

            necessary !), and we start refuelling and loading. We open the panel

            of refuelling and loading with Shift_9. The loader-filler is extremely

            simplified. Further creation of a more realistic load manager with

            beautiful pictures and more realistic modeling of the central

            refueling system (there are very qualitative photos of wing boards

            of refuelling) is in progress. However at a stage of flight dynamics

            optimization the simplified loader-filler is more convenient.

            We “drain” all fuel from tanks. In the main tanks 100 kilogram will

            remain. It is possible to skip fuel draining, but for the first time

            it is recommended to understand the loading process. 

            In general it is necessary to refuel the airplane first and then

            load passengers, but for understanding of some features of the

            airplane center-of-gravity position we just do it the other way round.

            We load the payload. The maximum payload for the Il-62  equals 23 tons.

            We select a freight position that leads to a zero fuel center-of-gravity

            position within the limits of 30 – 34 %. The center-of-gravity range

            for the airplane is 28–34 %, but fuel shifts the center-of-gravity

            position forward, therefore less than 30 percent zero fuel center of

            gravity position is not recommended. At the moment the process of freight

            accommodation is not completed, in particular there are ambiguities

            with tank coordinates. Therefore probably some discrepancy to the real

            center-of-gravity position might exist..

            We continue to load fuel as needed, first in tanks 1-4. These are the

            main tanks, from them the engines are feeded, and the number of the

            tank corresponds to the engine number which is feeded. From other tanks

            the fuel is transferred by pumps and gravity flow to the main tanks.

            During refuelling we do not exceed the maximum takeoff weight of 165 tons.

            Take the maximum landing weight of 107 tons into account, so you don’t

            have to jettison that much costly fuel.

            For the first flights that problem can be solved by setting the parameter

            load_in_luft=1 in the section [load].  It is an adjustment function,

            allows to change loading and refuelling in flight. It is intended for

            debugging dynamics.

            After loading and refuelling the center-of-gravity position should be

            within the limits of 28-34 %. We can close the panel of refuelling and

            loading.

8.         We open the panel of the navigation officer with Ctrl-8 (switched off

            Numlock) or mouseclick on the main panel centerpost. The system of

            Navigator panels is arranged as follows : There are six mouse clickspots,

            four panels will open in the corners, two more on the left and right

            side (directly below the upper part) The zones are invisible, but big 

            enough and you will easily find them and memorize.

            Let's do the compass system agreement. The compass system of the Il-62

            slightly differs from the Tu-154. On a airplane silhouette of the ??-3

            instrument the heading from the main gyroscopic unit is always given,

            the arrow shows the track angle. The heading from a monitoring gyroscopic

            unit is always given on the airplane silhouette of the ??? instrument

            (the combined index of the Navigator), located more to the right of the

            ??-3. The arrow on the ??? shows the magnetic heading. The Il-62 course

            system has one magnetic course channel. Contrary to the Tu-154,

            the magnetic heading coordination is made with the button on the ???

            (in the lower left corner of the device). Depending on the toggle-switch

            position, the index on the ??-3  indicates the heading from the monitoring

            gyroscopic unit or the  ZPU (???) of the ??-?? navigation system.

            On the TKS board TKS we set the local position latitude and switch it to

            the ??? mode.

            APK (ADF) units differ from the Tu-154 model only in more beautiful boards

            and activation by the nominal switch on the units (for this purpose it is

            necessary to open the upper panel of the navigation officer).

            With an active Navigator panel other subpanels can be still called using

            Shift-X. The Captains subpanels provides high-grade control of the airplane

            from the navigator's compartment during cruise. To avoid the Navigator

            having the sensation of the closed space, in his panel a small scenery

            window can be displayed. It might not look that aesthetically, but the

            maintenance practices of the Il-18 model have shown his necessity.

            Let's close the panel of the navigation officer.

9.         We open the fuel system control panel (Shift-8). We turn all fuel pumps on

            (up to 16, see where the red lamps burn). Red lamps should go out and we

            can close the panel. We open the fuel panel (Shift-4) and set the fuel

            content on the flowmeters to  the rate of the general fuel contents

            divided by four. If you are lazy, you can click with the mouse on the

            yellow center of the flowmeters, then all with be set accordingly.

10.       We start engines (Ctrl-E).

11.       We prepare the airplane for take-off. On the upper panel the light signal

            board for control is located.  It executes approximately the same

            functions as the board “? ?????? ?? ?????”  (not ready for takeoff) on the

            Tu-154. Before take-off we close doors, hatches, we extend the flaps

            to 30 degrees,  remove the tail support, retract parking brake and set

            the stabilizer in take-off position. This position is calculated depending

            on weight and center-of-gravity position and should be approximately

            6 degrees. All ‘before takeoff’ light signals should be out now. 

            Landing headlights do not work yet, the extension of headlights is not

            coordinated with the visual model yet.

12.       We open the fuel system control panel, we include the crossfeed pumps of 

            tanks 5 and 6 and we open the valve of tank 7. Of course this is only

            necessary at  presence of fuel in the corresponding tanks.

 

Now we are ready for takeoff.

 

AUTOPILOT CAY-1T-2  description

Overview

The Autopilot panel can be opened using Shift-2

Autopilot controls and indicators :

 

--------------PANEL SCHEMA----------------

.[29]     [1] [4] [7]      [11] [14] [17]   .

.           [2] [5] [8] [10] [12] [15] [18]   .

.           [3] [6] [9]      [13] [16] [19]   .

.                                     [21]           .

.           [20]                                .

.                           [23]                  .

.[29]         [22]                   [25] .

.                                  [24]             .

.           [26] [27] [28]                    .

------------------------------------------

 

 

1-9, 11-19 and 26-28 serve as combined buttons and indicator lights.

1          main automatic control of stabilizer rearrangement  (???)

2          backup automatic control of stabilizer rearrangement  (???)

3          cutoff of main or backup automatic control of stabilizer rearrangement 

4          Altitude hold mode

5          Mach Hold Mode (stabilized by pitch control) or AT Mode

6          Speed (IAS) Hold  (stabilized by pitch control) or AT Mode

7          main Autothrottle channel

8          backup Autothrottle channel

9          cutoff of main or backup Autothrottle channel

10        Switch serves for reduced transitions in roll and pitch channels

            during turbulent weather.

            If turbulent weather is not present, the switch is left in position

            «????» and guarded

11-13   main, backup and cutoff yaw channel

14-16   main, backup and cutoff bank channel

17-19   main, backup and cutoff pitch channel

20        Switch for preparation of autopilot channels activation circuits.

            On the ground it should be switched off and guarded.

21        Indicator for "Roll" handle not in neutral position and turn completion

            from “Roll" handle .

22        Lateral mode selector

23        «????» knob for control of lateral motion in “????" mode.

            (Pre)sets heading bug on both HSI (???).

24        Roll knob (????) for turn execution at active roll and yaw channels.

            During turn the airplane bank angle is proportional to a turn angle

            of the knob. To turn the handle, it should be pressed previously,

            so the indicator lights up and the active operational mode

            of the roll channel previously switched off  (the lamp «?????» goes out)

25        Descent-Climb  handle (????? — ??????) for longitudinal control.

            The change of pitch angle is proportional to the turn angle of the handle.

            By pressing the handle the active altitude-hold mode or speeds or

            Mach mode is deactivated.

26        Button for simultaneous activation of yaw, roll and pitch channels.

            If any channel is faulty, the corresponding back-up channel is activated

27        Button for activation of the roll channel in the modes :

- selected heading / track  (?????????? ???????? ?????? - ??????? ?????)

- control from navigation system (??-??, KLN-90B or ?-21) 

- automatic approach control (?????????????? ?????????? ??? ?????? ?? ???????)

 

 depending on position of the lateral operating mode switch

28        Button serves for activation of pitch channel in automatic

            approach mode, provided that the mode switch is set  in position

            «?????» (Approach).

29        Autothrottle speed selector

30        Elevator position (left) and AP electric trim (right) indicator

 

Practical Operation

After takeoff and climb power set (in Russia that’s called engine nominal mode)

you are allowed to turn the Autopilot on at no less than 200m AGL.

 

ATTENTION:

Before you switch the Autopilot on, ALWAYS make sure the airplane is in a

steady and well trimmed state. Use Stabilizer trim as a main trim device

and elevator trim to trim residual efforts. Additionally ALWAYS check the

electric trim tab indicator shows a neutral position. If not, move the

electric trim tab to zero using Joystick buttons defined in the Joystick

setup device.

 

Longitudinal Autopilot modes.

 

Speed Modes V and M (stabilize speed by variation of pitch)

Altitude Hold

Glideslope (covered below, see Approach Modes)

Climb/descend wheel

 

For AP Climb we will initially use the IAS Mode V, it will stabilize the

climb speed at the moment of switching on by variing pitch.

-           make sure climb power is set, Flaps are retracted according to

            schedule and accelerate to  a  climb speed of 570 km/h.

            Trim the plane as instructed above.

-           turn the «AP. ???» switch 20 to the upper position and close the cap

-           press the button 26, it will light up simultaneously with the

            main pitch, bank and yaw channels 11, 14, 17 . On the AP light

            signal board, the indicator «??» will light up. The AP will go

            in pitch stabilization and wings levelling mode. 

-           Press button 1 to activate the main automatic control of

            stabilizer rearrangement (???)

-           press the Button 6 «????» in the group "????????"

-           after reaching M=0.78 change to MACH mode by pressing

            button 7 («MAX»).

 

 

Example longitudinal climb or descent situation with Speed Mode V activated

The modes "CKOP" and "MAX" can be switched off by switching to

the pitch backup channel 18 , by using the climb/descent handle

25 or by activating Altitude Hold Mode 4 (“??????”).

By the way, the main and back-up channels are equivalent, but

the mode “?” (Mach Hold) works only on the main pitch channel.

Use the following technique to enter the CRUISE phase at your

recommended flight level or to level off intermediately, e.g by

ATC instruction :

 

-           use the climb/descent handle 15 (“????? — ??????”) to reduce

            the current vertical velocity with repeated key presses. 

            For passenger comfort, the vertical velocity should not exceed

            5 m/s before activating Altitude Hold Mode. 

            The lower your vertical velocity at the moment of activation,

            the smoother the transition.

-           activate Altitude Hold Mode (“??????”) by pressing button 4.

            On the AP light signal board, «?B» will light up

-           at your discretion set throttle to cruise power or use

            Autothrottle to hold your cruise speed. To turn Autothrottle

            on, press button 7. Select either Mach (5) oder IAS (6)

            stabilizationThe speed can be changed using the +/- selector 29.

            You will notice the little red indicator on the Speedometer

            scale will be no longer slaved to the actual speed and will

            follow your changes.

 

While I’m at it : Turning Autothrottle on will automatically

deactivate the Speed Modes V or M. Two modes controlling speed

at the same time are not possible.

The general autopilot disengagement function can conveniently

be placed on one Joystick button, similar to the real plane

(located on the control column). The brake trigger can be used

in the air for autopilot disengagement. Contrary to the Tu-154,

the autothrottle control will be disconnected as well. To get

a smooth transition, set the thrust lever to a corresponding

setting before AP disengagement. On the Thrust index gauge,

check the small yellow index of the Joystick lever position

(similar to the white index under the Thrust lever index of the Tu-154B2).

In cruise flight with active Autothrottle, make sure to have

the yellow index always combined with the index position.

In case of a sudden AP disconnect (for example at TCAS operation)

the engine operational “state” will not change then.

 

 

Example cruise situation with Altitude Hold, Autothrottle in Mach Mode, Heading Mode and automatic stabilizer rearrangement selected.

 

 

Do not forget to include the automatic control unit of stabilizer rearrangement  (???) after Autopilot engagement. It will partially free you from the necessity to balance the airplane. It is especially useful at transient flight stages. The automatic control unit works if the elevator is rejected more than 3 degrees from a neutral position within eight seconds. At presence of a longitudinal acceleration of a certain value the eight-second delay is absent. At rolls more than seven degrees the automatic control unit does not trim the stabilizer.

 

However, due to weight and/or Center of gravity changes on a long distance flight you might have to disconnect the AP occasionally to retrim your plane. 

 

To initiate the descent phase, turn off Autothrottle  reduce thrust accordingly and set the descent/climb handle 25 (“?????—??????”) to a vertical speed leading to a descent speed of 0.78M. Now activate the Mach Mode M (MAX) again using button 5. After reaching 570 km/h change to IAS Speed Mode V (CKOP) by pressing button 6 . For any intermediate level-off use a similar procedure as described above.

 

 

The longitudinal autopilot channel system of an AP is automatically disconnected at the following conditions :

 

Mach = 0,82

G-Load <0,65 or >1,35 in cruise, <0.73 or >1.27 in approach mode (30s after Glideslope capture)

Angle of attack equal 0.5 below current maximum on the AOA indicator

 

In all listed cases an alarm bell sound and the red signal light «CAY ????.» are initiated 

Lateral Autopilot modes.

 

 

Heading Hold / Heading Select

Navigation Mode (GPS, INS, ??-??)

Localizer

Turn knob

 

The type of the lateral modes to be used is set with the selector 22. It has three positions, from left to right : Approach (?????), Heading (????) and Navig (?????).

 

To activate heading select mode, proceed as follows : Set the mode selector to ???? and set the desired heading/track (depending on active Doppler system DISS : off=heading, on=track) using the big turn knob 23. The heading bug on HSI will move accordingly. Now press button 27 (?????) to activate the mode. A light signal «???» will light up and the airplane will immediately turn to selected heading/track.  The «???» pointer on the HSI coincides with the drift angle indicator if the DISS system is alive.  The heading select mode stays active until deactivation, so you can anytime set new headings with the big turn knob. 

 

Deactivation of the heading select mode can be done by pressing the button «????» or by pressing the inner TURN knob 24 or moving the Mode selector 22. The light signal  «???» will change to «??». The autopilot continues to stabilize current heading.

 

The inner TURN knob 24 can be used anytime to execute turns with an intended bank rate. It is frequently used by Russian crews to smoothen turns. During turn the airplane bank angle is proportional to the turn angle of the knob. If it gets moved out of neutral position, the control lamp 21 lights up. Other lateral modes can’t be used at that stage. The control lamp 21 goes out if the knob is moved back to the neutral position.

 

With the 22 selector in position ????? (for NAVIG) the Autopilot uses lateral signals from the navigation systems GPS, INS, or ??-?? (as selected using the 4-way switch on the Navigator panel INS section). Details regarding the Navigation system will be covered in a seperate chapter.

 

 

Approach modes

 

 

 

The Approach mode is initiated by setting the selector switch 22 to position ??? (for ?????). The Autopilot will stabilize either the current heading or the selected heading specified with the heading bug.

 

Localizer intercept mode is activated after pressing the button ?????. At that moment, the heading bug is “free” to set to the approach course using the big knob 23.

Depending on the airplane position relative to approach course, the plane will turn immediately to intercept the localizer or turn to get an approximate 30 deg angle before intercept. Please keep in mind, the 20 degree bank angle limitation will lead to overshoots, if you activate the Localizer mode too late.  

 

 

 

 

 

 

 

Autopilot in Localizer and Glideslope intercept mode.

 

 

By pressing the button «??????» (which stands for vertical).  the Autopilot activates standby mode for  Glideslope capture and will initially activate Altitude Hold mode (if not active already). «??????»  should be activated 1 dot above the needle at the latest and 30 deg Flaps must be extended. Then the Glideslope gets intercepted automatically.

 

The test version includes an experimental Autoland mode. Autoland is possible if Autothrottle is active and both radioaltimeters are turned ON.  If the Autopilot is not disconnected at an altitude of 25m, either Autoland or an automatic Go Around (see below) will be executed. 

 

The autopilot system check deviations of the localizer and glideslope needle. If a deviation is above the norm, one of the light signal on the “arrow” board (see below) lights up. If even one of these arrows is lighted up at 30m, the signal light 1 in form of a triangle lights up additionally. It is a signal for the pilot to initiate a Go Around. This is also the main criterium for the decision Autoland vs automatic GoAround.

Be prepared, the system might decide for an automatic Go Around ! And generally, the landing gear of the Il-62M is strong, so no worries ?.

 

 

Go Around Mode (????)

 

 

Go Around Mode can only be activated using a Joystick button (located at the yoke in the real plane), this button must be defined in the Joystick device.  Both roll and pitch channels must be activated. Autothrottle will be activated automatically, if it wasn’t active yet.

 

After activation, the plane inititates a climb with a pitch angle of around 7 deg. AT accelerates up to 330 - 350 km/h and then passes to a mode holding that speed. Roll channel works in the modes ??? or ??, but roll angles are limited to 4.5 deg.

 

 

Autopilot related signal lights

 

 

 

 

                                                 

 

 

 

 

Light signal indicators

 

 

 

A short summary ...

 

 

 

1          possible failure, Go around warning

2          Established in Approach mode

3          Localizer Deviation exceeded

4          Glideslope Deviation exceeded

5          Go Around mode

6          Course stabilization

7          Altitude

8          Localizer intercept

9          Glidelope intercept

10        Heading

11        Track

12        Autothrottle

13        Automatic stabilizer rearrangement

14        ??-?? system in standby

15        upcoming waypoint change (15 KM)

 

 

 

... and a more detailed description

 

1          Lights up if failures will occur below altitude 60 m. 

Go Around is mandantory !

 

2          At altitude 30 m in approach mode, established on elevator, all requirements achieved

 

3          At altitude 150 m and lower in approach mode at automatic or director control,

maximum deviations of Localizer needle exceeded

 

4          At altitude 150 m and lower in approach mode at automatic or director control,

maximum deviations of Glideslope needle exceeded

 

5          Go Around mode initiated. In the real plane, the Go Around button on the control column

is labelled «2 ????», hence the number “2” on the light signal.

 

6          Autopilot roll channel included and working in mode

«???????? ????????????» (Course Stabilization). It also lights up:

 

at ??-?? or ?-21 failure in mode «?????»

at failure of RTS of landing in  mode «?????»

at failure of two calculators of the lateral channel in  mode «?????»

at activation of switch "??" on the ??-?? unit P-14

 

7          Activation of altitude-hold mode in flight with active pitch channel. Lights up also in  approach mode «?????» and pressing of button «??????» until Glideslope capture.

 

8          Lights up during  approach time, if the roll channel of the autopilot is included and  button " ????? " is pressed. Flashes at failure of automatic control on the approach.

 

9          Lights up during approach time if the pitch channel of the autopilot is included, flaps extended to 30° deg and button "??????" is pressed. Flashes at failure of automatic control on the approach

 

10        Navigation mode switch set in position «????»,  Autopilot roll channel included, button " ????? " pressed, and DISS (Doppler) system working in memory mode or DISS failure 

 

11        same as 10, but DISS serviceable and actively measuring drift angle

 

12        Autothrottle activation, main or back-up channel

 

13        Activation of automatic stabilizer rearrangement control unit, main or back-up channel

 

14        Navigation mode selector in position  «?????», the roll channel of the autopilot  included (main or back-up), button "?????" pressed, , ??-?? serviceable and ready for autopilot “teamwork”.

 

15        in mode «?????????? ?? ??» (see item 14), 15 km before turn to new waypoint

 

 

Joystick setup

 

This release requires a special handling of input devices. The joystick control system in FS 2004 doesn’t make it possible to simulate many special control features of the airplane. As a first step, the Joystick in FS 2004 MUST be disabled either from the menu or using CTRL-K

 

 

 

 

The panel of the service device shows two colour zones, one zone for the setup of Joystick axes, the other zone for the setup of buttons.

 

 

From top to down the following fields can be found (with +/- mouse clickspots to the right of several fields !) :

 

1.         Window of number and  name of the chosen control channel. The channel number is the reference information.

2.         Number of Joystick in the system and corresponding name (derived from the Joystick driver)

3.         Number and name of the chosen axis.

4.         Axis inversion box ( 0=no, 1=yes)

5.         Sensitivity input (allows changing the range of control input)

6.         Centering input (allows displacement from the neutral position)

7.         Filter input (filters lower frequencies and therefore contributes to noise elimination and introduces a control displacement delay)

8.         Nonlinearity input (adjustment of dead zone)

9.         Lighted button for reading a configuration.

10.       Lighted button for writing a configuration The write button is closed by a cap, opened with the right mouse button.

 

Unsuccessful reading and writing is caused by absence of a folder

… \Gauges\Tu154_cfg\JOY in which the configuration file joy.cfg is stored

 

11.       Joystick movement indicator. The yellow indicator shows the Joystick deviation – the white indicator the control displacements of the chosen channel. The upper scale is intended for setup of control surfaces, while the lower scale shall be used for functions like throttle and brakes.

12.       Number and name of the chosen button function.

13.       Number and name of the Joystick

14.       Number and name of the button. For convenience, the hat switches are submitted by a button set.

15.       Test light of the chosen button

16.       Indicator of the chosen Hat switch .

17.       Input window for switch attribute

 

 

Some features of set-up of channels.

 

 

Throttle control levers.

 

For activation of reverse at throttle lever zero position, the white indicator should be in the negative area. The offset value depends on Joystick noise. For thrust levers it is advised to set a big filter factor.

Brakes.

 

Setup of brakes with Joystick axes is possible as setup of each brake with a separate axis and also as one axis for both wheels.  At set-up of brakes with one axis, differential braking is provided. At more than 50% movement one wheel is disconnected.

Differential braking is also implemented for button

 

The configuration file :

 

The Joystick configuration is automatically stored in the file FS2004 \Gauges\Il62_cfg\Joy\joy.cfg at the first record of a configuration.

 

 

The switch attribute setting

 

This attribute is entered for distinction of "buttons" and "switches", necessary for home cockpit builders. The attribute works only on push button functions where it makes sense.

 

At the installation of an attribute the device treats the button as a switch. At the pressed button the switch is established in one position, at released button – in another position. Example : If you include this attribute for the button “reverse”, then the reverse function will be activated by pressing and holding the button . At button release, the reverse function will be switched off and thrust levers placed in idle position. 

Three-position switches are modelled by two buttons. For both buttons it is necessary to set switch attributes. If no button is pressed, the switch is in neutral position.  Example : One button switches landing lights, the another button switches taxi lights. If no button is pressed, lights are switched off in neutral position.

Joystick SETUP procedure

 

 

The setup is quite simple and should be done as  follows :

 

Joystick axes

 

1.         Choose the aircraft control “channel” (e.g. aileron, elevator, rudder, throttle1,2,3, etc.) in window (1). Use the +/- mouse clickspots to the right of the field to select the channel.

2.         Check or choose the Joystick in your system (in case you have more than one, e.g. separate yoke, throttles, rudder) in window (2)

3.         Choose the Joystick axes for the chosen control channel (e.g. X-Axis for aileron, Y-axis for elevator) in window (3)

4.         In you observe unwanted inverse movement, set the reverse function (window 4) to the value 1.

5.         Check the correct choice by moving the corresponding Joystick axis and observing movement on the indicator (11).

6.         For each axis, set Sensitivity, Centering, Filter and Nonlinearity in the fields 5-8

7.         Store the setup for this axis using the write button (10), open the cap with the right mouse button first !

8.         Proceed with the next aircraft control channel (jump back to step 1).

9.         Beware : There are three definable throttle axes for the three engines ! If you have just one slider for the throttle, you need to store it separately for the Channels Throttle1, Throttle2 and Throttle3 !

10.       And once again, don’t forget to store your axis setting if you are confident with one axis definition !

Joystick buttons

 

1.         Choose the key event (button function) in window (12)

2.         Check or choose the Joystick in your system (in case you have more than one, e.g. separate yoke, pedestal or other controller) in window (13)

3.         Choose the key code suitable for that button. Change it in window (14), press the corresponding button and observe lighting up of the test light (15). If it does, you found the correct code number.

4.         Store the setup for this button function using the write button (10), open the cap with the right mouse button first !

5.         Proceed with the next button function/key event (window 12), until all buttons are correctly defined.

6.         And once again, don’t forget to store your button function each time you are confident with one definition !

 

 

 

Il-62M FAQ

 

 

 

Could I have more detailed flight data

 

Here we go :

 

You have two engine instruments (see screenshot further below). The upper gauge (1) shows your high and low pressure compressor stage rpm, in Western terminology N2 / N1. For the Il-62, we use the Russian terms ??? and ???. The second gauge (2) shows your Thrust lever angle in degrees (TLA in english terms, ???? in Russian).

 

Maximum Take-off weight 167 tons

 

Takeoff Power :

??? = 96-97 % ??? = 87-90 % , ???? (approx.) = 110-113 deg.

 

At take-off weights less than 140 tons you can use climb power for takeoff.

 

After takeoff retract flaps in two steps (15, 0) and accelerate to 570 km/h

 

Climb Schedule : 570 km/h / 0.78M

 

Climb Power (in Russian terms : Nominal mode)

??? = 93-95 % ??? = 82-85 %, ???? = approx. 100 deg.

 

Maximum cruise altitude at different weights :

165 t - 9 600 m;

157 t - 10 100 m;

141 t - 10 600 m;

126 t - 11 100 m;

115 t - 11 600 m;

109 tons and less - 12 100 m.

 

Typical cruise speed 0.80M, in turbulent conditions .77-.78M

 

Maximum cruise speed : 0.82M

 

Descent :

Idle Power at e.g. 11 100 m

??? = 81-83 % ??? = 68-70,5 %

Idle Power at 1 500 m

??? = 62-65 % ??? = 42 %

 

At a circling altitude e.g. 800m, Weight 107t

Power is set using ????

 

horizontal flight, clean wing :

???? (approx.) = 46 deg.

??? (approx.) = 75-78 % ??? = 51-54 %

 

horizontal flight, clean wing, Speed 380 km/h, gear down :

???? around 50 deg.

??? (approx.) = 82-85 % ??? = 58-60 %

 

horizontal flight, flaps 15 deg., Speed 340 km\h, gear down :

???? = 54 deg.

??? (approx.) = 83-85 % ??? = 60-62 %

 

horizontal flight, flaps 30 deg., Speed 290 km\h, gear down :

???? = 56-58 deg.

??? (approx.) = 86-88 % ??? = 64-66 %

 

Maximum landing weight, stabilized on Glide path, Speed 280 km/h : ???? approx. 44 deg.

In gusty weather add 10 km/h. For lower landing weights, correspondingly subtract up to 10 km/h.

 

How can I operate the various control surfaces ?

 

 

3 Flaps indicator from 0 to 30 degress. Flaps have no intermediate fixing (made for the first time in FS !). Flaps are operated using the Lever (7). Simply press and hold the clickspot below to extend the flaps. The clickspot above the lever retracts the Flaps

 

4 Stabilizer position indicator. This is the main trim device. Can be operated using a trim axis (recommended), buttons or the 1/7 keys on the keypad. For takeoff, use a setting of -5.5 to -6.0

 

5 Elevator (PB) position indicator (left) and electric trim indicator right). Electric trim operation is relevant for Autopilot operation and is not needed during manual flight. It can be operated using buttons or using the handle 10.It will be explained in detail in the upcoming manual.

 

6 Spoiler position indicator. Spolilers can be extended/retracted using the handle (8) or again buttons

 

7 Mechanical elevator trim indicator. This is a device for fine trimming of remaining “efforts”, recommended to be used on buttons.

 

8 Spoilers handle

 

9 Flaps handle

 

10 Electric trim handle

 

11 The handle to change speed (skorost) for Autothrottle

 

12 Here you find indicators and buttons for operation of the unique main gear tail support, also animated at the visual model. The IL-62 center of gravity is located behind the wing, the tail support is necessary to prevent the plane from “sitting” on the tail. With the two buttons above you extend and retract it, indicated by corresponding light indicators below. Do not forget to retract it before takeoff 

 

 

 

 

 

 

What about lights ?

 

 

13 Switch to extend / retract the landing lights (also animated at the visual model !)

 

14 Selector for landing and taxi lights. Note the unique asymmetric landing lights.

 

15 With the rightmost three switches you control the NAV lights and beacons

 

 

 

 

How do I get VOR / ILS / ADF signal

 

 

The Navigator panel has six additional subpanels, which can be opened with the following clickspots :

 

1 INS Panel

 

2 TKS Panel

 

3 Switches between ADI and KM-5

 

4 Course-MP units

 

5 Navigator scenery window

 

6 Magnification of upper Panel part

 

 

Set the VOR / ILS frequencies in the course MP units. The course value in this units is not valid in the Il-62. The course is set using the big turn knob on the Autopilot.

To get DME indication, do not forget to turn the DME units ON using the power switch on the upper left. See the preliminary manual for more info regarding VOR / DME.

Using the upper Panel part, the ADF units need to be turned ON as well using the four way switch. Set them to the KOM position. You can change channels using the KANAL switch.

 

 

 

 

I can't change the Payload in the Load/Fueleditor (Shift-9)

 

You need to open the door (Shift-E)

 

 

 

I'm getting an intense warning sound when descending

 

Turn ON the power switches for the radar altimeters on the Captains left panel (Shift-1)

 

 

 

How exactly is the compass system agreement done ?

 

 

1. Open the TKC panel using the clickspot 2

 

2. Set the selector in position MK.

 

3. Press and hold the fast agreement button for both positions of the switches OCH and KOHTP.

 

Up to here, it's similar to the Tu-154.

 

4. Now put the selector in position ???

 

5. Press and hold the button on the ??? gauge (see yellow circle below)

 

6. Leave the selector in position ???

 

7. Set your current position latitude in the TKC

 

 

 

 

Changes for version 1.0 (since beta/test version)

 

 

From beta version up to version 1.0 the basic attention was given to bug correction. Main purpose was to achieve reliability and convenience of operation.

 

1. The load system has been changed. Passengers are not simulated by fuel tanks anymore ?

2. Dynamics have been modified. In particular engine thrust at idle has been reduced, the plane now does not accelerate at taxiing with idle thrust.

3. Control of the forward landing gear has been modified.

4. The panel system has been improved and expanded..

5. Spontaneous opening of refueling panels has been eliminated

6. The throttle panel has been added. The panel can be opened using an invisible clickspot at the bottom right corner of Captain and Navigator panel. Basic purpose of this panel in an opportunity of stop valve control. Stop valves are closed by moving throttles to extreme back position (mouse !).

7. For ??-?? navigation the standard maneuver mode (rectangular approach pattern) has been added.

8. The virtual navigation assistant (???) has been added. It can be opened using the “???” icon on the Captain and Navigator panel. At active ??? the icon changes to green. In Waypoint mode ??? works similar to the ?u-154B. In the main orthodromy mode it works only at flight under the program entered on the board P-31-4. ??? in this case counts ??? and ???  switches programmed on the board P-31-4.

9. With the purpose of simplification of piloting by one crew member the ???? azimuth index has been added on the Captains panel. The panel can be opened using a mouse clickspot in the top left corner, also repeaters of NV-PB counters are added. It allows to see coordinates of the plane in main orthodromy at landing approach in mode ??.

10. New Copilot panel bitmap, thanks to George Suhih and Dmitry Dobronravinu. In the PANEL folder an alternative Captain panel bitmap is available (62_MAIN_1.bmp). Just exchange with  62_MAIN.bmp according to your preference.

11. The autopilot has been modified with the purpose of smoother control. The Autoland algorithm has been improved  in turbulent conditions.

12. The Autopilot Go-Around mode has been added, actuated by a Joystick button.

13. Several bugfixes releated to e.g. false operations of the signal system, ??? navigation mode, wrong panel inscriptions, I-21 errors..

14. TCAS now works in online mode. The error of altitude definition definition for TCAS has been eliminated.

15. Opportunities of adjustment of axes and buttons of the Joystick service device have been  expanded.

16. The plane intercom system ??? has been modified. Switching of COM1 – COM2 using Joystick buttons is now possible.

17. The APK-15 units have been completely altered (improvement of beacon acquisition and audible IDENT).