***** 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).