*****AIRCRAFT “Tupolev - TU124”*****

REFERENCE INFORMATION (by unknown)

 

3 PROCEDURES

 

3.1.1 Before the flight

Engines start up

- Batteries ON NAV-13

- Starter-generators switches OFF NAV-7,8

- Fire extinguishers switches ON OVH-20

- Fire warning system ON OVH-21

- Fire warning check CHECK OVH-8,9

- Fuel pumps ON OVH-16,17

- Automatic fuel flow system CHECK OVH-6

- Throttles IDLE THR-3

- “Main” switch ON THR-10

- “Ground/Air” switch “ground” (?????) THR-12

- “Start/Crank” switch “start” (??????) THR-11

- “Start” button PRESS THR-13,15

After the engines started

- “Main” switch OFF THR-10

- “Ground/Air” switch “air” (??????) THR-12

- Starter-generators switches ON NAV-7,8

- PO-3000 transformer switch ON (left) NAV-17

- PT-500Ts transformer switch ON (up) NAV-2

- Supplies switches ON RAD-2-7

- Navigation systems gyroscopes SYNCHRONIZE NAV-20

(refer to the section 4.1.5)

- Attitude indicators RESET MAIN-22,37

(press the buttons on the left edge of MAIN-22 and MAIN-37

until the attitude indicators return to the

neutral position)

Taxiing

- “Headlights” switch “out” (??????) OVH-5

- “Beacons” and “Nav.lights” switches ON OVH-3,4

- “Taxi/Landing lights” switch “taxi” (?????) OVH-15

- Before Taxiing Checklist READOUT

- Throttles INCREASE slightly THR-3

(set 70% thrust to start moving, then decrease to 65% for

constant speed taxiing)

- Steering switch ON THR-6

(switch on immediately after the plane starts moving)

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SCS & Samdim Design Tupolev Tu-124

- brakes CHECK MAIN-3

(check the indicators MAIN- while braking. Apply brakes

and warm the engines by setting briefly 80%

thrust)

- Gyro instruments CHECK NAV and MAIN

(check gyro instruments are OK while turning during the taxi)

3.1.2 Takeoff

Before the takeoff

Roll 10-30m on the runway to make sure the aircraft is well

aligned with the runway.

- “Taxi/Landing lights” switch “landing” (???????) OVH-15

- Steering switch OFF THR-6

- Pitot heating ON OVH-13,14

- Autopilot heating ON OVH-12

Acceleration

- Flaps SET TO 10° THR-7

- Elevator trimmer SET TO 0.5°-1° THR-16

- Brakes SET

- Throttles SET TO TAKEOFF THR-3

(check both engines are working synchronously)

- Brakes RELEASE

Control the heading by applying differential brakes for the

speeds below 150 km/h (80kts). For higher speeds

control the heading with the rudder. Keep the yaw in neutral position.

Takeoff

Begin rotating at VR=210-230 km/h (113-124 kts). Continue

raising the nose to achieve 6-7 degree nose-high

attitude by V2 (230-240 km/h - 124-130 kts)

Maintain 9-10° nose-up attitude at Vt-20km/h (Vt-11kts).

Continue the acceleration with this speed until the

plane gets airborne. The takeoff speed Vt can be found in the

following table, depending on the takeoff weight:

??ble 1

TOW tons 38 37 36 35 34 33 32 30

Vt km/h 260 255 250 245 245 240 235 230

TOW lbs

x1000

84.2 82 79.8 77.6 75.4 73.2 70.9 66.5

Vt kts 140 138 135 132 132 130 127 124

After the takeoff

After the takeoff continues accelerating. At 5-10 m altitude

apply brakes to the wheels. At 25m (82 ft) retract

the landing gear. The speed should be about 350 km/h (189 kts).

Set the landing lights switch OVH-15 to the

neutral middle position. Retract the landing lights

(set the switch OVH-5 to the upper position “??o???”).

Retract the flaps at minimum altitude of 100 m (330 ft).

The speed during flaps and gears retraction should not

exceed 400 km/h (216 kts)

Short field / high air temperature / low atm. pressure takeoffs 7

SCS & Samdim Design Tupolev Tu-124

In these conditions, the runway length can appear insufficient.

Setting flaps to 20° decreases the necessary

runway length by 12% and the takeoff speed by 10km/h (5.4 kts).

3.1.3 Climb

Once the flaps retracted set the throttles to the climb power at

minimum 100 m (330 ft) and less than 400

km/h (216 kts).

At 200-300 m radio altitude (350-1000 ft) reduce vertical speed

to 2-3 m/s (400-600 ft/min) and accelerate to

the indicated airspeed 520-600 km/h (280-324 kts). Keep this

speed until the plane reaches 6000m (19700 ft).

Then, keep the speed indicated in the following tables

3.1 and 3.2 (calculated for TOW=38 t)

Table 2

Climb with maximum vertical speed

Alt,

km

IAS,

km/

h

T,

min

Dist,

km

Fuel, kg

takeoff 0-560 2,4 0 260

2 520 5,9 30 610

4 520 9,7 70 940

6 520 13,7 115 1260

8 480 18,3 170 1560

10 440 23,4 230 1860

11 420 28,3 300 2150

For example, to reach 8000m (FL 262) you will need 18,3 minutes, the covered distance will be 170 km (91

nm) and 1560 kg (3440 lbs) of fuel will be used.

Table 3

Climb with maximum ground speed (use for flights shorter than 1400 km – 755 nm

Alt,

km

IAS,

km/

h

T,

min

Dist,

km

Fuel, kg

takeoff 0-560 2,4 0 260

2 600 6,8 45 720

4 600 11,4 100 1130

6 600 16,6 165 1530

8 590 22,9 255 1980

10 520 32,9 390 2550

3.1.4 Cruise

Cruise flight parameters are represented in the table 4.

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SCS & Samdim Design Tupolev Tu-124

Table 4.

Maximum flight duration Maximum range

Weight,

tons Altitude, km IAS, km/h TAS, km/h N, % Q, kg/h IAS, km/h TAS, km/h N, % Q, kg/h

11 - - - - - - - -

10 360 590 87.6 2260 462 750 88.4 2460

36 9 359 555 85.8 2200 173 728 87.3 2480

8 358 523 85 2150 487 710 56.6 2530

7 357 493 84.3 2150 495 688 86 2580

6 356 481 83.6 2220 504 667 85.6 2670

11 357 620 89.3 2290 447 765 89.4 2405

10 356 583 86.9 2180 460 743 88.1 2395

35 9 355 548 85.3 2120 471 723 87 2410

8 354 518 84.5 2085 483 702 86.3 2460

7 352 487 83.8 2090 491 683 85.7 2530

6 351 461 83.4 2160 500 661 85.4 2610

11 353 612 88.4 2200 441 756 89.1 2330

10 351 577 86.3 2110 453 734 87.5 2315

34 9 350 542 84.8 2050 465 714 86.6 2335

8 349 510 84 2020 477 695 85.9 2375

7 348 481 83.4 2030 486 674 85.3 2450

6 346 453 83 2100 494 653 85 2540

For example, a cruise flight of 800 km at 10 km altitude for a 35 tons configuration, maximum range mode:

Keep the indicated air speed of 460 km/h, maintain the engine thrust 88.1%. The true air speed is 743 km/h,

so the time to make 800km is 800/743=1.07 hours, and the quantity of necessary fuel is 1.07*2395=2579 kg

3.1.5 Descent

Procedures

The second officer must calculate the point to begin the descent. He also calculates the landing weight and

reports to the captain.

Normally, the landing weight shouldn’t exceed 32 tons (70500 lbs). Maximum landing weight for the Tu-124 is

33 tons (72750 lbs).

Use the table 5 to calculate the descent distance, the time and the fuel burn

Table 5

Altitude,m Vy, m/s IAS,

km/h

Time of

descent,

min

Distance,

km

Fuel, kg

12000 8,5 430 33 250 725

11000 8 440 31 225 700

10000 7,5 450 28,8 200 670

9000 7 455 26,4 170 630

8000 6,5 460 23,8 145 590

7000 6 460 21,1 120 540

6000 5,5 465 18,2 90 480

5000 5-10 470 15,1 60 410

4000 5-10 475 13,4 45 380

3000 5-10 480 11,8 30 350

2000 5-10 490 10,2 20 310

1000 5-10 500 8 10 270

hold - - 6 0 250

After descending below 10000 ft (3000m) reduce the speed to 400 km/h (216 kts) and keep the vertical speed

of 7 m/s (1370 ft/min) until the airport hold altitude.

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SCS & Samdim Design Tupolev Tu-124

Emergency descent

Proceed to an emergency descent in case of pressure loss, fire etc.

Procedures:

1. Set idle thrust

2. Start descending by pushing the yaw with force to reach 15-17 m/s (2900-3300 ft/min) vertical speed in 5

sec. The G-force will attain 0.5-0.6 at this moment

3. Pull slightly the yaw and keep increasing the vertical speed until it reaches 35-40 m/s (6900-7800 ft/min)

4. Continue descending with this vertical speed until the IAS reaches 700 km/h (378 kts)

5. Reduce the vertical speed to keep the indicated airspeed at 700 km/h

6. Descent to a safe altitude (5000 m – 16400 ft), then reduce the speed and proceed as during a normal

descent.

3.1.6 Approach and Landing

Approach and landing in normal conditions

Extend the landing gear at 400m altitude and the speed of 380-400 km/h. The banking angle during the

approach procedures shouldn’t exceed 30° in visual flight conditions and 15-20° otherwise.

On the crosswind leg, set the flaps 15°, reduce the speed to 300 km/h.

On the final, set the flaps 30°. Trim to keep the vertical speed constant, equal to 260 km/h (140 kts) for 32 t

landing weight or 270 km/h (146 kts) for 32-35 t. Deploy the landing lights (OVH-5 down) and switch them to

the position “landing” (OVH-15 down). Deploy the braking shield.

Keep 260-270 km/h (140-146 kts) until the flare. This can require a high throttle setting, as the braking shield is

very effective. Never descend below 250 km/h (135 kts) – increase the thrust to reduce the vertical speed

instead of using the elevator.

The flare distance (from H=15m to the landing) is about 110 m (360 ft). Reduce the thrust at 8-10 m altitude.

Land with angle of attack of about 6°. The exact landing speed can be found in the following table, depending

on the landing weight:

Table 6

Landing weight, t Less than

30

32 33 35

Landing speed, km/h 220 225 230 235

Landing weight, lbs Less than

66100

70500 72700 77100

Landing speed, kts 118 121 124 127

Deploy the spoilers and apply brakes (but at least 3 seconds after landing). Retract the flaps, the spoilers and

the braking shield as you turn to a taxiway. Set the light switch to “taxi” (OVH-15 up)

Using the braking parachute

The braking parachute can be used in the following conditions:

- When landing with the maximum landing weight

- When landing on a short runway

- When the wind direction is collinear to that of the plane

- When landing on an inclined runway

- When landing on a icy runway

- At rejected takeoff

- In other emergency cases

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SCS & Samdim Design Tupolev Tu-124

To use the braking parachute, press the button MAIN-41 The green lamp indicates it has been deployed. The

braking effectiveness decreases as the plane slows down. The parachute rests deployed even when the aircraft

is stopped – due to the gas flow coming from the engines. Press the button MAIN-42 to release the parachute.

NB: after the braking parachute has been used and released, it is impossible to use it again. You need to reload

the plane to get the braking parachute work again.

4 USE OF THE INSTRUMENTS

4.1.1 Blind landing system SP-50 (??-50)

The system is analogous to ILS. The SP-50 panel is situated in the navigator’s cabin, it can be popped up by

Shift+3 (ELEC-1). The indications are shown on the KPP-M (MAIN-20) gauge.

- switch on the channels 1 and 2 before the flight

- set the KPP-M mode switch (MAIN-47) to the “Ground” position (up)

- set the frequency 110.1 MHz, then press three control buttons under the scale and observe beam indicators

moving on the MAIN-20 gauge.

- in case 100.1 MHz is the airport ILS frequency, set the frequency 110.3 MHz for control

- before landing, set the ILS frequency on the SP-50 and the heading on the KPP-M (MAIN-20 )

- KPP-M should indicate the beam position, exactly like the ILS gauge does.

NB : VOR navigation is not possible – this type of radio devices didn’t exist at that time.

4.1.2 Automatic radio compass ARK-11 (APK-11)

Automatic radio compass is intended for the navigation on the driving stations, and also for constructing the

prelanding manoeuvres with the aircraft landing approach. The ARK determines the relative bearings of a radio

station.

- switch on both ARK-11 (RAD-4,5) ;

- set the desired NDB frequency on any ARK-11 set (NAV-37, RAD-10). To do that, select the appropriated

range with the range button (????????), then fine tune the frequency with the button “????????? ??????”.

For example, to set 320 KHz, select the range “240” and tune to the value of “80”. 240+80=320 ;

- control the radio signal intensity with NAV-34 ;

- the resulted frequency is reported to a post-it NAV-19 ;

- the direction to the station is indicated by MAIN-16, MAIN-27 and NAV-23.

4.1.3 Short-range Navigation Radio System RSBN (????-2?)

RSBN is intended for determination of the azimuth and the distance from the ground-based radio beacon to the

aircraft. It is analogous to the VOR system together with the DME and has a slightly wider range (up to 400km)

- switch on the RSBN (RAD-2) ;

- set the channel using two leftmost selectors – the upper one sets the tens, the lower one – the units.

Report to the appendix A for the correspondence between channels and airports in the USSR.

- set the KPP-M mode switch (MAIN-47) to the lower position (????)

- the measuring of the azimuth and the distance is monitored on the gauges MAIN-12 and NAV-25. The thick

needle indicates the azimuth FROM the station TO the aircraft. If you fly towards the station, the opposite

direction is pointed by the needle. The NAV-25 gauge has an additional small needle that shows the units of

degrees (for instance, the thick arrow between 140 and 150 and the thin arrow on 8 means the azimuth is

148°)

- in case of a failure or a signal loss, the leds MAIN-11 and NAV-29 come up

- to fly towards a RSBN station, set the mode selector on NAV-36 to the position «?????? ??», set the

azimuth with the knob «??????».

- the vertical bar on the KPP-M (MAIN-11) indicates the deviation from the track – turn towards the bar to

bring it to the centre. Then keep the cap in order the vertical bars stays in the centre.

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SCS & Samdim Design Tupolev Tu-124

- in flight along an arbitrary route, on the NAV-36 set the mode selector to the «???» position; on the NAV-

35 set the distance to the station with the «?????????? ?? ????» knob, use the knob «???? ????» to set

the bearing to the station and set the desired cap with the knob «???». The further flight is analogous to

the flight to or from a RSBN station ;

- the lamps MAIN-14 and MAIN-15 indicate the flight over the control points whose azimuth and distance

were set previously

4.1.4 Autopilot AP-6E (??-6?)

The autopilot AP-6E controls the pitch and the bank of the plane. It can also keep the barometric altitude.

- the autopilot needs DC, single- and tri-phase AC to work;

- to engage the autopilot, switch the power on (AP-7), switch on bank- and pitch channels (AP-8, AP-9).

Press the button AP-6;

- the green lamps AP-1, AP-3 come up, indicating both channels are engaged. The plane will conserve the

pitch it had at the moment the autopilot was engaged. The bank will automatically return to zero;

- use the turn button AP-2 to change the bank. It can vary +/- 22°. Click in the middle of the button to

quickly return to zero;

- use the wheel AP-5 to change the pitch. It can vary +/- 10° from the initially set position. Use mouse wheel

to smoothly adjust the pitch.

- press the level button AP-4 to keep the current altitude. The vertical speed should not exceed 5 m/s at this

moment and the pitch channel should be on.

- to turn the autopilot off, use the switch AP-7

4.1.5 Navigation system KS-6 (KC-6)

KS-6 (NAV-20) is intended for determination and maintaining the magnetic, true and orthodromic course, the

angle of turn, and also for monitoring course signals. The system can work in modes gyrocompass (GPK),

magnetic correction (MK) and celestial correction (AK).

Synchronization :

- make sure DC and AC circuits are on ;

- set the mode to “MK”, set the latitude (round knob) and the hemisphere of the departure airport (left

switch “??????” – North, “???” – South)

- press and hold the synchro button (????????????). Observe the internal scale moving on the navigation

gauge USh-1 (NAV-23) and the needle “G” (“?”) on UGA-1U (NAV-21), wait until they point at the same

direction and stop moving;

- for orthodromic course navigation, set the mode switch to “GPK” (???) and synchronize the systems with

the same button.

- during the flight, adjust the latitude if necessary

4.1.6 Astrocompass DAK-DB (???-??)

navigation with the astrocompass is yet not fully implemented. The corresponding needle “A” on the UGA-1U

gauge (NAV-21) points always to the true cap of the aircraft

4.1.7 Navigation system NI-50BM (??-50??)

this system is intended to monitor continuously the aircraft position.

- make sure DC and AC circuits are on;

- set the wind speed and direction on the knob NAV-30 (they can be read from the post-it NAV-19);

- set the map angle from the current position to the next waypoint on the knob NAV-31;

- reset the counter NAV-32 by clicking on it;

- the needle “C” indicates the distance covered in the leg’s direction. The needle “B” – the lateral deviation

from the leg.