TU-154B Description TU-154 Tu-154 - medium jet passenger aircraft. The first test flight occurred in 1968, began commercial operation since 1972 and continues to this day. In total more than 900 machines of various modifications. This is the first airliner, the Tupolev Design Bureau, originally designed for civilian use, not having a military analogue. The aircraft for many years served as the basis of the aircraft fleet of Civil Aviation of USSR. His appearance brought the civil aviation on the modern (in years) level. Speed, power, comfort, beauty lines, expressive silhouette made car favorite among passengers. At the same time, the rigor and perfectionism pilot to comply with the parameters of flight required significant improve training of pilots. Unfortunately, pilot error caused accidents and disasters - during the operation lost 63 aircraft. Airplane intensively exploited, and even produced in our day. The extreme car modification M left the assembly building in 2006. It is anticipated that up to 2011 will be released about five cars. However, the low fuel efficiency are likely to cause to abandon those plans as the plans of the operation of Tu-154 at all. According to recent reports, modification B is to fly up to 2010 ... The plane could not leave indifferent the designers of virtual aviation. There are several models of Tu-154 simulator for MSFS, but certainly the best in the development of visual models, dynamics and systems is frivarnaya model PT Tu-154-B2 from the command Project Tupolev. Careful study of the details are complex and realistic systems, flight control and navigation system to use the model as a teaching tool for cadets did PT Tu-154-B2 favorite addon for many Simeria Russia and other countries. In the simulator FlightGear has a model TU-154. It seems to this model in some way made the hand command PT, because Among the authors included Denis Okan. Unfortunately, the model is not finished, and work on it not being apparently in 2006. Errors in the dynamics and the lack of panels do not provide even a distant view of the airplane. After correspondence with the team of PT, in 2007, work began on the transfer of the original model of Project Tupolev Tu-154-B2 platform FlightGear. The author was predostvlena visual model (in the original files), textures and sounds, as well as authorization for the modification and distribution (under a license freeware, for the end user, please http://fs-proteam.com/products.html?op = one & pw_patt = catalog & id = 18) Unfortunately, the remarkable achievements of the team in DC systems and dynamics, can not be used in FlightGear - our platform is too much different. Therefore, a model for PT FG demanded of writing from scratch do everything. In addition to the visual models, textures (including - instrumental), and sounds in a model for PT FG is no longer any files from the original model. Management model To control the model is extremely desirable joystick. In addition to the usual axes, pitch-roll-rate gas, at an additional axis, you can make management intertseptorami. You can also use separate gas sector - the model's ability to control each engine is fully autonomous. Recommended by the joystick, which handle the gas is fixed and the value of mg. In addition, for easy review of the VC needs "cottages," and it should set of FG to the survey. To quickly return to the center of the review, it is advisable to use conveniently located button. is very actively used pitch trimmer, so you need to use two buttons for him. but Trimmers RN and roll in the normal operation of little use, and the joystick, you can not start. If there is a free button on the joystick, you can use them to separate braking. And to bring in additional management of the axis of turn front desk will have to edit xml-configuration model. It should be required to register management arms the trigger, if it is not done by default in the configuration of your joystick. The trigger (usually a button 0), you want to assign ( "zabindit") script controls.trigger (0). What is needed, because the aircraft does not carry weapons? The point is that at the time of loading of TU-154, the script is replaced by another, which is used to switch off the autopilot. Of course, this script you can assign to any other button, but the trigger is quite convenient - usually other than weapons, the trigger appointed brakes, they operate only on the ground, and autopilot - just in the air, and these features do not interfere with each other. Another convenient way to turn off the autopilot is not, so if the script is not assigned to the joystick, it should be obligatory to appoint any button keypad. To control the model, it is strongly recommended to use a mouse with a wheel. Many rack-and-pinion, handles setup, multiposition switches are controlled by the mouse wheel. This greatly increases the ease of management. Usually, all mouse zone highlighted in yellow on the Ctrl + C, but if the zone is three-dimensional object, its contour is highlighted by gray and you can not miss. The model is operated from the VC, no 2D panel is not provided. Typically, 3D-cabs have a problem with access to various government bodies, located in remote locations. Therefore, the development of TU-154 had been taken serious measures to facilitate access and quick navigation in the VC. It is worth noting powerful configuration types (Views) FG, the simulator allows to work with VC. Next, I shall use the word "kind" to refer to the point of view. For the VC provides a review of five points: the kind of captain, the type of the second pilot, the navigator view (the center console), overhead view of the type of flight engineer. To switch between modes, you can use standard shortcuts sima (V, Shift + V, Ctrl + V), but it was not very comfortable - had to run in a loop and the outer forms, too. Therefore, additional keys were used to directly switch to the correct type - the number keys 1,2,3,4,5. 1 - for the kind of captain, 2 - for the second pilot, and so on. Keys were chosen because the control system of the Gaza Strip in a model of a smooth management, but the buttons 1-5 are used as the default time for incremental control of the Gaza Strip. In this description, all governments are numbered so that the first digit numbers always match the number of species. Therefore, if the text is, for example, refer to the toggle switch 406, it is necessary to search this toggle switch to a 4 (on the overhead, in this case). Sim remember to review the status of each species, so it is important to have a handy shortcut button to return "in neutral", which has already been discussed. In addition to the five types of VC, for each type is further sub-species. What is it and why do we need it? Here's imagine a situation that you are driving on the landing. In doing so, you need to quickly translate the view from the window of devices and vice versa. If you were in a real cab - quickly refocus think it makes no problem. But Sime all the objects depicted on a flat screen. Typically, the scale of equipment gets bad, but if you make a smooth resolution of devices by changing the FOV, field of view "on the ground" is severely narrowed. Sub-types solve this problem. Sub-species - is a set of fixed additional species, which you can switch by pressing "~" (tilde, the extreme left in the top row of the main fields of your keyboard). When you release the key, recovering species, which was pressed knoka "~". Parameters of the sub-species can change (direction and FOV) the usual way, but in contrast to the usual types, the sub-type is not saved when changing. Sub-types assigned by default: for the commander and pilot of the second - to increase the review instrument boards for the navigator - to review the central dashboard to type in the overhead - in the larger review of the remote IP-11 for the flight engineer - to review the left side of the dashboard If desired, default settings of sub-types can be changed in the set-file model, if you have a wide screen. In addition, depending on the type, some objects VC hiding. For example, if you work for the navigator, with the console removed ORES, so as not to obscure the review USHDB and HOUCHES. Fig. . Bar captain. 101 - PCU Fig. . PCU. A - Aviagorizont B - Scale of the deviations of the velocity. Moving round up the index means that the speed is higher than the specified speed avtotyagi C - Index glidepath. Duplicate the level of provisions glidepath equipment TNG D - Ball indicator sliding E - Blanker refusal canal bank F - Blanker refusal channel glidepath G - Blanker refusal girovertikali H - the course director arrow I - director arrow glidepath J - The index of bank K - Index of the course. Duplicate the standard deviation of the course unit TNG 102 - PNP Fig. . TNG. A - range. In Tu-154 is not used B - rack-and-pinion set course C - Scale of a given track angle (LSD) D - rack-and-pinion LSD E - Mobile compass scale. Maybe show a gyromagnetic or gyroscopic rate, depending on the position switch on the overhead F - Arrow LSD G - Planck discard rate. Shows deviation from LZP aircraft in various modes ABSU (ILS, VOR, DDP) H - Planck glidepath deviation I - Blanker refusal glidepath J - Blanker rejection rate K - Blanker refusal exchange system L - Rolling code specified rate (HCC) M - Mode Indicator (SP-VOR-DDP) N - Scale of the demolition. Rolling terugolny index shows the drift angle, measured equipment Diss 103 - LED overload and angle of attack UAP-12 equipment AUASP 104 - variometer VAR-30 105 - barometric altimeter. Bottom - rat zone input pressure to the system of IFOR 106 - LED bearings IKU. Mobile scale always shows the gyromagnetic course, the arrows show the MNR from the radio or radialy VOR systems course-MP, depending on the switches at the bottom of the device 107 - Range Indicator DME / RSBN 108 - airspeed indicator with the index of the specified speed of avtotyagi 109 - Index of M 110 - variometer VAR-75 111 - Clock ACHS-2. Manage additional scales are not implemented 113 - The combined index of speed MAS 114 - The thermometer outside air 115 - Reserve aviagorizont RGM 116 - radar altimeter RV-5M. At the bottom of the device has a rat to enter the zone height Trigger indicator "H" and the alarm 117 - Futomer see. The device is not connected with the SAF and to enter the pressure has its own zone of mouse 118 - altimeter BM-15, works from SAF 119 - The button controls the functioning of the lamps 120 - Switch range DME1-RSBN-DME2. On the real aircraft at a range of indicator IDR system RSBN not displayed in the model (in this and in the PT) was done because of poor readability ranges apparatus PPDA-Sh 121-123 - Lamps hydraulic pressure drop 1-3 124 - Lamp pressure drop in Hydroaccumulator emergency braking 125-127 - Manometers hydraulic 1-3 128 - Pressure Hydroaccumulator emergency braking 129 - Placard "Exchange." ABSU stabilizes planting rate on the ILS signal 130 - Placard "HCC." ABSU stabilizes rate imposed on the rack-and-pinion HCC TNG 131 - Placard "Stabu sides." ABSU stabilizes the tilt of zadatchika 132 - Placard "DDP." ABSU stabilizes a course on computer signals DDPs 133 - Placard "VOR". ABSU stabilizes the course of VOR signals 134 - Placard "Tag I". Flashes when flying marker beacon DPRM 135 - Placard "Tag II". Flashes when flying marker beacon BPRM 136 - Placard "Rear AG. Disclaimers control system girovertikaley. 137 - Placard "Gliss". ABSU stabilizing signal ILS glidepath 138 - Placard "AT". Works avtotyaga 139 - Placard "Stabu Prod. ABSU stabilizes pitch angle of zadatchika 140 - Placard "Stabu H". ABSU stabilizes height change of the angle of pitch 141 - Placard "Stabu V". ABSU stabilizing airspeed change the angle of pitch 142 - Placard "Stabu M". ABSU stabilizing the number of M change the angle of pitch 143 - Placard "Marker III". Flashes when passing the entrance beacon (inner). 144 - Placard "Balance 2500". The balance of fuel 2500 kg 145 - Placard "a CD." The maximum angle of attack 146 - Placard "ny". Overload Limit 147, 148 - Placard "MTR dangerous", "MTR us." Used for alarm about the danger of attack or seizure of the aircraft crew. The model does not involve 149 - Placard "Prev fast." Exceeded the speed limit 150 - Placard "roll a lion." Limit the left bank 151 - Placard "Care." ABSU operates in an automatic go-around 152 - Placard "H". It was the height of fixed zadatchikom radar altimeter 153 - Placard "dangerous ground". Dangerous speed of convergence to the ground 154 - Placard "roll right." Limit the right bank 155 - Placard "not ready for take-off." Flashing, if the required procedures before take-off 156 - Placard "falsely trimm. False trimmirovanie. Lights up when you try to manually control the MET when the automatic mode ABSU or failure in the supply chain management MET. The model is realized only the first case 157 - Placard "Control roll." Disclaimers lateral canal stabilization ABSU. The model is not implemented 158 - Placard "Control the pitch." Disclaimers longitudinal channel stabilization ABSU. The model is not implemented 159 - Placard "Refusal care." Disclaimers ABSU computer care, in caring for the second round automatically. The model is not implemented 160 - Placard "Denial." The integral signal rejection. Flashes in the event of failure of systems 161 - Placard "Control the draft." Disclaimers avtotyagi. The model is not implemented 162 - Placard "The limit of course." Deviation from the course with an automatic approach. 163 - Placard "Limit glidepath." Deviation from glidepath with the automatic approach. 164 - Placard "Fire." The model is not implemented Fig. . Overhead. 401 - Power Equipment AUASP 402 - Switch "control AUASP. The model does not involve 403 - Switch futomera See 404 - Power reserve aviagorizonta RGM 405 - Switch Test BPC. Signal resets the error control block heel (BPC) 406 - Power switch BPC 407 - Power switch ABSU 408, 409 - Power switch girovertikaley PCU 1 and 2 pilots 410 - Power Switch Control girovertikali 411, 412 - power switches gyroscopes TABs 413 - Switch heating TABs. The model does not involve 414, 415 - Power switch blocks gyromagnetic course BGMK 416, 417 - Switch TNG - gyromagnetic or gyroscopic rate, 1 and 2 pilots 418, 420 - Monitoring and heating system, air signals IFOR. The model does not involve 419 - Power switch SHS 421, 422 - Power switch navigation receivers Course-MP 423 - Power switch receiver RSBN 424 - Power of the "Identification" RSBN. Since this mode is hardly ever to be realized in Sime, in a model of this switch toggles RSBN to the VOR beacons 425, 426 - Power switch radio altimeter RV-5M. The model works only altimeter Captain 427, 428 - power switches connected radios. 429, 430 - radio power switch 431, 432 - Circuit for stabilizing roll gyroscopes TABs. Because the simulator is not possible to control the error of gyroscope, these switches are not utilized. Perhaps one day the error of the gyroscopes will be implemented ... 433 - Power switch for measuring the velocity of drift Doppler Diss 434 - the "land-sea equipment Diss 435 - the "Diss-SAF-counter" devices Diss 436 - PU-11 Control System TCS Fig. . Remote IP-11 system TABs. A - Scale input latitude B - Switch latitudinal correction. On the real plane, the automatic correction of latitude TKS is not implemented. However, in the model it is possible to include this feature. From the standpoint of realism, the use of automatic latitudinal correction is not recommended C - Switch mode correction TABs. Mode AK (astrokorrektsii) on real aircraft and the model is not used D - Handle enter latitude E - switch consumers. TKS output signal from the main or reserve giroagregata F - Hand zadatchik rate G - correction of the main switch or stand giroagregata TABs H - button quickly agree I, J - Lamps bounce primary and backup giroagregatov 437 - Circuit boards in the passenger compartments of "Exit", "No smoking, fasten safety belts." No idea where you can make in the model. Not involved 438 - Remote control receiver RSBN. The staffing regime, the left arm introduces dozens, right - one channel number RSBN. If RSBN works in compatibility mode with beacons VOR, the left knob puts megahertz, right - kilocycles. In this mode, to control the frequency, a line of tricks. The "RSBN-VOR" is possible only in the model, in terms of realistic use of this treatment is not recommended 439 - Control panel of the defendant. It is not yet activated. 440, 441 - Dashboard connected by radio stations. There is space for a mouse ustanoki frequency 442, 443 - Dashboard radio receivers. The switch on the remote selects the frequency of "select-standby", on selected green bulb lights up 444 - Switch heating PA. As far as I know, the effects of icing Sime PA is not modeled 445, 446 - Dashboard navigation receiver Course-IP. In the left half of panel introduces Radial VOR, on the right - frequency. To provide a mouse input zone top and bottom figures 447 - The switch to turn the wheel 448 - The switch to turn the wheel angle of 63-10 449 - Dual switch release-cleaning headlights 450 - Dual switch planting rulezhny-light lamps 451 - Lever control flaps 452 - Lever control chassis 453 - Mode switch ARC-VOR indicator USHDB Fig. . Central panel. 301 - Manual transfer inhibitor. To manage the need to recline cap, the cap is the switch 302 - Zadatchik stabilizer 303-305 - Placard engine failure 306-308 - KVD Pointers speed engines 309 - Index of the situation, and RV stabilizer. In the center of the device is rat area call Hints current weight, alignment, Vr and Vref. The values of velocities are calculated for the current configuration 310 - Index of the provisions of flap 311 - Placard chassis 312 - Index of turning EUP 313 - Placard "Stabu incl. Shows the work of resettable electric stabilizer 314, 315 - Placard Close I PC "," Close II PC. Burn with good two polukomplektov drive flap. The model has always included together 316, 319 - Placard issuance intertseptorov "external" 317, 318 - Placard issuance intertseptorov "inside" 320 - Index of the velocity of air-travel USVPK. In the "air" shows the air speed of the system of IFOR, in a "put" - Travel from the equipment diss. At the bottom of the device is rat area for perklyucheniya regime 321 - Pryamopokazyvayuschy appliance range-azimuth PPDA-V devices RSBN 322 - switch the source of HCC (a lion-human PNP) 323, 324 - Placard zagruzhateley flight. In this model, both boards have always managed together, the system is not implemented zagruzhateley 325-327 - Placard neutral position trimmer. On board there is a mouse zone to reset trimmer in neutral 328 - LED status of aggregates of RA-56. This device can be seen on ABSU, the device shows the output units, RA-56, attached to the throttle, ie, managing the impact of autopilot 329 - Placard "Refusal DDPs. Lights when a waiver of the DDP. Waivers have not been implemented 330 - Placard "Refusal MGVK. Lights when the control girovertikali 331 - Placard "DDP-VOR Automatic." Lights when the navigation computer ABSU responsible for the operation of the VOR and DDP or with loss of signal VOR. Denial is not implemented 332 - Placard "Corr inc. Lights up when the mode of correction signals for DDPs RSBN 333, 334 - Placard Far autonomy "," Azimuth autonomy. " Lights in the loss of signal range or azimuth of RSBN 335 - Placard Memory Diss. Lights when the system Diss 336 - Placard "Change Cho." Lights for 2 km to the APM 337 - Pointer HOUCHES navigator. Arrow in a silhouette of the aircraft shows the main giroagregata system TCS, movable triangular index - position of the contingency giroagregata. Deviate arrow shows the IP drift angle, measured equipment Diss 338 - Pointer USHDB. While the ARC arrow indicates the angle of the radio exchange, the VOR mode, the opposite end of the arrow shows the current radians. Selecting the switch is made to the overhead 339 - lid switch booster administration. Before take-off booster should be included, the lid is closed 340 - Remote input angle maps of the DDP. To control the mouse is the area right and left of two mobile scales. The upper scale introduces dozens of degrees lower - unit 341 - The switch on-board navigational lights 342 - switch flashing mayachkov 343 - switch lighting instrument boards. Lighting is turned on throughout the cabin, including flight engineer on the panel 344 - Placard "predkrylki issued. In this model management predkrylkami only incorporated in the flap, a separate management not implemented Fig. . Console. 345 - Button-tube "HCC." Includes profile management course from an aircraft rack-and-pinion "HCC" 346 - the "TNG l-p." In-flight signals for VOR, switch the source of LSD given in autopilot 347 - Button-tube "Reset Program. Resets the previously selected mode channel heel ABSU, perklyuchaet canal bank in the stabilized side " 348 - Button-tube "DDP." Includes profile management system of the aircraft heading DDPs 349, 350 - Buttons lamp "Az-I", "AZ-II". Includes control mode in the course of the aircraft from the VOR mode, the first or second set of course-IP 351 - Switch the navigation computer 352 - Switch computer landing 353 - Button-tube "run." Includes roll feed ABSU in the automatic approach to signal-IP Course 354 - Power director arrows SCN 355 - Button-tube "Gliss". Includes channel pitch ABSU in automatic approach to signal-IP Course 356 - Placard regimes channel heel ABSU 357 - Buttons agree girovertikaley 358 - Placard regimes channel pitch ABSU 359 - Button-tube "F". Includes mode stabilization of M change the angle of pitch 360 - Button-tube "V". Includes stabilizing airspeed regime change in pitch angle 361 - Button-tube "H". Includes mode stabilization height 362 - Zadatchik heel 363 - Button-tube "Stabu. Inclusion of autopilot mode stabilization 364 - Zadatchik pitch 365 - Switch the channel bank ABSU 366 - tumbler "included in the wash." Zagrublyaet ratios autopilot, the plane more stable when in flight wash, but the accuracy of the stabilization parameters is reduced 367 - Switch the channel pitch ABSU 368 - The switch mode TNG 2 nd pilot 369 - Lamps ready computer landing "side", "food", "care" 370 - Lamps willingness avtotyagi 371 - Buttons control system avtotyagi. In the model system of controls is not implemented 372 - Button-lamp incorporating regime cruise system avtotyagi 373 - Power switch avtotyagi 374 - The switch "ready" avtotyagi 375 - Wheel of installing speed stabilization system avtotyagi. When you rotate the wheel a string tips 376 - The switch (l-p) the speed indicator, which displays the index avtotyagi. The model is always active index pointer speed in the bar captain 377-379 - buttons, lights turn off the gas sectors of governance avtotyagoy. The lamp is lit - Sector disabled. When a second sector mode "stabilized" avtotyagi disabled. In this model, disabled sector returned to the management of the joystick, it should be kept in mind in advance and set throttle to the desired position before disconnecting avtotyagi 380, 381 - Consoles B-52 DDPs 382 - Cash In-140 DDPs 383 - Cash In 51-DDP 384 - Control of wind in-57 Fig. . Consoles DDPs. A - Lateral deviation from the plane LZP (Z) B - Distance from the current APM (S) C - Lateral deviation given PEC (Z), para-beacon D - Distance to the next PEC (S), point-of-beacon E - Placard "airplane" F - The placards read "paragraph" G - Placard "lighthouse" H - LSD-1 I - LSD input button (+) I - The button changes the angle step input K - input.button LSD (-) L - LSD-2 M - switch input distances N - Switch Selection LUR O - Lamp repair DDPs P - Lamp correction DDPs Q - Power Switch DDPs R - Switch notation S - Switch correction T - Button input distance (+) U - change button step distance V - The button input distances (-) Price junior level meter distance DDPs on a real plane is kilometer, thus the maximum possible length of a private ortodromii - 9999 km. In this model, the possibility to scale the counters, the distance of ten times, reducing the maximum length of the site and converting the junior level meter distance to the accounts of hundreds of meters. In doing so, all other parameters DDPs do not change, but simply change the scale display range. To change the scale is a rat in the remote zone of B-51 (383), the upper left screw. Fig. . Flight engineer panel. 501 - Pointer frequency AC 200 V 400 Hz 502 - AC Voltmeter 503 - AC ammeter 504 - Voltmeter Network DC 27 V 505-507 - ammeter dc networks 508 - Tachometer MAT 509-511 - positioner ores 512-514 - Dvuhstrelochnye Indices turbine speed 515-517 - Pointers temperature gas 518-519 - Composite Indices fuel pressure, oil, oil temperature 521-523 - Pointers instantaneous fuel consumption 524 - The combined rate-MAS 525 - barometric altimeter 526 - variometer 527 - Dvuhstrelochny toplivomer wing tanks N 2 528 - Dvuhstrelochny toplivomer wing tanks N 3 529 - Toplivomer ballast tank N 4 530 - Flowmeter 531 - Toplivomer expendable tank N 1 and the index of the total fuel 532-534 - Manometers hydraulic 1,2,3 535 - Pressure Hydroaccumulator emergency braking 536537 - Signposts of gidrozhidkosti 538 - Clock ACHS-2. Manage additional scales are not modeled 539 - The thermometer outside air 540-542 - Switches gidropitaniya aggregates of RA-56 channel rate 543-545 - Switches gidropitaniya aggregates of RA-56 channel bank 546-548 - Switches gidropitaniya aggregates of RA-56 channel pitch 549 - Switch ringing. The model does not involve 550 - Switch longitudinal controllability 551 - Lamps feeding tires NCP. Hot food refusal signal lamp 27 in flight and navigation system 552 - switch the source of alternating current MAT-APF 553 - Galetny radio frequency-voltage indicator (generators, network VSU_RAP) 554 - Galetny switch control of the phase variable voltage 555 - Galetny switch current pointers (generators, VSU_RAP) 556 - Galetny switch control phase AC 557 - Emergency switch converter. Not used 558-560 - Lamps refusal generators. The lamp is lit - the generator is not working 561-563 - Power generators 564 - Galetny switch control networks postoyannog current 565, 567 - Power rectifiers. Serve meals at the NCP in 27 and charge the battery 566 - Lamp standby rectifier. Not involved in the model 568 - Lamp Network of Battery " 569 - Power storage batteries 570 - master switch automation MAT 571 - the "Run-cold scrolling" MAT 572 - switch the fuel pump MAT 573 - Crane bleed air from the APU 574 - Button start MAT 575 - stop button MAT 576 - Button control panel lights MAT 577 - Panel Signaling MAT Fig. . MAT alarm panel. A - The level of oil. Not used B - Pressure oil lower C - the temperature limit. Not used D - Limit turnovers. Not used E - TSA-6A defective. Not used F - Control open. Open air MAT G - fuel pressure is normal I - Output mode. MAT works J - is starting automatic MAT 579 - Panel Signaling engines Fig. . Panel alarm engines. A - Oils little. Not used B - Excess oil. Not used C - Pressure fuel below the norm D - t dangerous gases. Not used E - Hazardous t bearings. Not used F - Valves perepuska. Lights at low revs G - Castles reverse. Signals the opening of locks reverse H - Profiling in oil. Not used I - oil pressure below the norm J - The filter is clogged. Not used K - Stop t gases. Not used L - Vibration is great. Not used M - RNA covered. Lights at low revs N - leaf reverse shifted O - AT included. Works avtotyaga P - Rasstopori sector. An attempt to include avtotyagu when the brakes of the Gaza Strip. Not used 580 - switch tank fuel pumps 2 lev 581 - Switch 2 tank fuel pumps rights 582 - Lamp equalization tank 2 lev 583 - Lamp equalization tank 2 human 584588592 - Lamps tank fuel pumps 3 Lion 585589 - Lamps tank fuel pumps 2 lev 586590 - Lamps 2 tank fuel pumps rights 587591595 - Lamps tank fuel pumps 3 human 593 - Lamp equalization tank 3 the lion 594 - Lamp equalization tank 3 human 596, 597 - Lamps cranes move from 3 to 2 " 598, 599 - Lamps cranes move from 4 to 2 " 5001 - Lamp-flow machine - The "tank 2" 5002 - lamp machine costs - mode tanks 3 " 5003 - Lamp-flow machine - The "tank 4" 5004 - Lamp "automatic flow does not work" 5005 - Office of transfer cranes from 3 to 2 " 5006 - Office of cranes move from 4 to 2 " 5007 - Switch fuel pump tank 3 the lion 5008 - Switch fuel pump tank 3 human 5009 - Switch 4 tank fuel pumps 5010 - Lamps 4 tank fuel pumps (ballast) 5011 - Lamps fuel tank pump 1 (expenditure) 5012 - Switches tank fuel pumps 1 5013 - Lamps perekryvnyh cranes 5014 - Switches perekryvnyh cranes 5015 - Switch toplivomerov 5016 - switch automatic alignment 5017 - Check lamp alignment machine 5018 - switch automatic fuel 5019 - The switch mode automatic fuel "automatic-manual" 5020 - Power flow 5021-5023 - Control lamp pressure drop in the hydraulic system 5024 - Check pressure drop across the lamp Hydroaccumulator emergency braking 5025 - gidrozhidkosti buttons control the level in the tanks. Not involved in the model 5026 - Button Hydroaccumulator charge of emergency braking 5027 - connecting the second hydraulic crane for the first 5028, 5029 - Power of pumping stations 5030-5032 - Cable thermometers gas 5033-5035 - Buttons control thermometers gas 5036 - Lamp "Dangerous turnovers starter" 5037 - The button control panel lamps motor 5038 - start the engine panel Fig. . Bar the engine is started. A - automatic starter switch B - the "cold-launch of scrolling." Cold scroll mode implemented, but not very realistic, and with strange bugs. Perhaps in the future, this regime will be modeled more accurately. Now I do not recommend its use C - Heating ignition device. Not used in this version D - Trehpozitsionny selection switch engine launched E - selected the engine start button F - ending the run button G - Lamp "PDA is working." Lights in the process of starting the engine H - Three button "launch in the air." In danoy versions are not involved NCP This section describes the devices and systems flight-navigation system. Aviagorizonty The aircraft has two aviagorizonta SCN (101). Each device receives information about the roll and pitch of their own girovertikali. To control the proper use third control girovertikal. Block heel control (BPC) provides reliability heel \ pitch, as well as light and blankernoy signaling. On the real plane, a signal of heel \ pitch, except for the PCU, goes to the autopilot. In the model of autopilot is working on its own sensors, it is done in order to simplify debugging. SCN is a complex combination device than neposredstvennno indicating pitch and roll angles, the device information is taken out of the demolition, a deviation from glidepath altitude and course as well as the deviation from the specified speed. The device has two arrows director, managed to signal the TSA, and all necessary blankernuyu alarm. Aviagorizonty include three gas stations at the overhead 408, 409, 410 (left, right and control). For initial use of gyroscopes, two buttons under the hood (357) on the remote PN-5. After the exhibition gyroscopes, it is necessary to reset the alarm by switching the gas station BPC "test" (405) In addition aviagorizontov SCN, the plane set a reserve aviagorizont RGM (115). It is completely autonomous and operates a network of DC. Including the gas station at 404 overhead. Altimeters and the variometer In the left pane are: Altimeter HEA-15 (105). Bottom has mouse zone to enter the pressure in the SAF, the pressure (in mm Hg. Art.) Displayed on an additional digital scale See Futomer-15 (117). The device is not connected with the SAF, has its own mouse zone to set the pressure (in inches Hg) and the scale of pressure. The device requires power, and included 403 gas stations in the overhead. Altimeter BM-15 (118). Duplicate MSS-15, works from the SAF, the pressure has no input. Radar altimeter RV-5M (116). Has a mouse to enter a zone of altitude sounding of the alarm, the yellow lamp at the height of the indicator and the additional board "H". Instrument dependent on roll and pitch. Including gas stations 425, 426 (left and right). In this model, the unit the second pilot is fully duplicated the testimony of the first. From the heights of PB-5M depends озвучка during approach. Variometer VAR-30 (104). Works independently. Variometer VAR-75 (110). Designed to speed disaster reduction. In this model, devices in the panel second pilot duplicate Readings captain, with the exception of PNP, which is managed by a separate switch, and allows the air to control the VOR NCP, as set out in the real RLE planes. Measuring speed Index airspeed U.S. (108), the model works completely autonomously, independently of the power supply. The device is equipped with a moving index, which shows the speed settings for avtotyagi. If avtotyaga working in coordination, the index follows the arrow speed. The composite index of the speed MAS (113) shows the instrument and the true speed, wide and thin arrows, respectively. In this model, I did not own to recalculate the speed of the correction tables. Instead, I took the ready variable FDM JSBsim velocities / ve-kts and velocities / vt-fps, respectively, taking into account the units of measurement. As I understand it, is what should show MAS. Comments are welcome - perhaps I am not human ... Pointer 109 indicates the number of Mach. Index speed air travel USVP-K (320) is located on the right side of the central panel, close to the co-pilot. Depending on the situation at the bottom of the handle, the instrument shows the air speed of the IFOR or travel, on land, from the equipment diss. Diss Doppler velocity meter and the demolition of Diss is designed to measure velocity relative to the ground, in two perpendicular planes. According to the Diss produced notation traversed path in the navigation computer DDP, as well as the definition of angle of drift and feed it into ABSU correction direction, and the TNG. Diss FG modeled in a rather simplistic, in particular, is not modeled by the deterioration of the accuracy of the system during flights over the water surface. Disclaimers Diss at speeds below 180 km / h simulated further as well as signaling and control. Diss included three gas stations on overhead - power, land, sea, thesis-SAF-control (433, 434, 435, respectively). All three need to put the toggle switch in the up position. Navigation Receivers The aircraft is equipped with two sets of navigation receivers Exchange-IP. Exchange-IP works with the systems of VOR and ILS. In this model, the receiver is also working with the DME, while the simulator allows you to carry VOR and DME, for greater realism. Automatic landing approach on ILS signals is possible only with the first set, flying VOR - with both. Exchange IP-enabled using the filling station 421, 422. The choice of frequency and input radian is done with remote control 445, 446. There are mouse zone above and below barabanchikov figures. Ibid, at the console, the indicators are "ON" and "OT." LEDs work, signaling the seizure of the lighthouse, even when the system is configured to ILS. This, of course, a retreat from realism, but I thought that this model can be retained. In addition, supply the Exchange IP-dependent marker efficiency of the receiver. Information from the receivers Exchange-supplied to the MP: Planck provisions TNG modes VOR and ILS IKU Indicator (RMI), (106), if the switches at the bottom of the device are in a position VOR. Indicator USHDB (338), if the switches on the overhead cost in the situation of VOR. In this case, the opposite end of the arrow shows the Radial, which is the plane ABSU, automatic flight VOR or ILS signals Radio The aircraft has two radio, their desks are located on the overhead, 442 and 443. At each remote control you can set the two frequencies (there is a zone of mouse left and right of the figures), the operating frequency is selected tumblers, and is designated a green lamp. Information filed with the radio on: IKU Indicator (RMI), (106), if the switches at the bottom of the device are in the situation of the ARC. Indicator USHDB (338), if the switches on the overhead cost in the situation of the ARC. In this case, the arrow shows the course angle of the radio station. Radio included WSA 429, 430. RSBN Control panel of the receiver system RSBN is overhead, Pos. 438. The left knob sets the "tens" channel number, right - "units". Power produced WSA 437. Navigational Information System RSBN supplied to the device PPDA-HQ (321), and individual channel ranges overlap at the IDA (107). Basic consumer information RSBN - it DDPs that produces this information correct. For more information, see the description of the DDP. In the model, for RSBN need to make information about the lighthouse system of navigational aids in the base simulation, the file Navaids / nav.dat.gz. To do this, together with the model file is rsbn.dat. Support RSBN made by analogy with the well-known scenario Pryadko-Gritsevskogo for MSFS, RSBN station in FG - VOR is slightly modified method of installation of frequency. To install RSBN on Unix: Copy Navaids / nav.dat.gz in the archives, just in case. Unzip Navaids / nav.dat.gz in their home directory. Open the resulting nav.dat in your favorite text editor and remove at the end of the file the line "99." Dopishite rsbn.dat at the end of nav.dat, for example: cat rsbn.dat>> nav.dat Zaarhiviruyte resulting in nav.dat nav.dat.gz Copy the edited file to the Navaids / nav.dat.gz. Here, you'll need rutovye law. For windows all around as well, only need a archiver understands gz. In principle, you can combine the files in any text editor, because are ordinary text files. RSBN system only applies in the countries of ex-USSR, and abroad it can not be used. To be able to correct DDPs on flights abroad, RSBN model has been finalized for the reception of signals beacons VOR. To translate RSBN in this mode, you must include tumbler "identification" (424). In this mode, set the beacon frequency is produced by the same remote control handles 438, but now the left knob sets megahertz, right - kilocycles. To control the imposed frequency, appears at the bottom of the screen tip. This mode - completely virtual, reality RSBN can not work with beacons VOR. From the standpoint of realism, to use it is not recommended. ABSU Automated on-board control system, ABSU - this autopilot TU-154. This is a fairly complicated set that has an important effect on the movement of aircraft. Required characteristics of stability and controllability is not possible to obtain only the aerodynamic design, without the help of the automatic control. ABSU gets information about the spatial position of the aircraft from a variety of gyroscopic sensors, acceleration sensors, radio and navigation systems. Not all of these sources are modeled in detail, but to retain the principle of action and the main features of the system as a whole. ABSU manages aircraft at the rate, roll and pitch in shturvalnom, semiautomatic or automatic mode. Why adapter ABSU. TU-154 is an irreversible hydraulic control system. Control efforts of shturvalnoy column and the pedals is transmitted through a system of rods to the front hydraulic swing (booster) and have the output rod booster resulted in movement of the steering surface. To create on column apply zagruzhateli spring. Output signals of ABSU served to electrically controlled hydraulic units, RA-56, which is included through the differential pumping into the main wiring management. Thus, the robot continuously connected in parallel steering wheel and pedals. In automatic mode, automatic effect on the draft through the executive units, on steering wheel is not transmitted due to friction in the wiring and the efforts of spring zagruzhateley. In shturvalnom mode ABSU affects traction in parallel with the pilot, providing in this case, the optimal control law. Units RA-56 has triple redundancy, and protection from zaklineniya, each unit is powered by three hydraulic systems. ABSU structurally divided into the longitudinal channel (pitch) and side-channel (pitch and heading). Each channel can operate completely independently of the other. Can shturvalnoe control in one channel, and automatic - in another. ABSU operates in the following modes: Shturvalnoe management. In this mode the robot creates the desired control law, "helping" pilot. Stabilize the lateral mode, the longitudinal. Autopilot keeps a given rate, and roll, perhaps the management handles "pitch" and "turn." Treatment retention of height, speed of the instrument or the number of M change pitch. Mode stabilization given the course (regime HCC) Flight of the beacon signals of VOR (AZ mode-I, AL-II) Flight signals for the navigation system DDP (DDP mode) Automatic approach signal ILS (mode setting) Automatic flight glidepath signal ILS (mode Gliss) Automatic go-around (treatments) Automatic approach ( "call", "Gliss") enable the automatic flight on glidepath, on signals ILS, prior to a decision height (typically 60 m). Further reduction and planting to be done in shturvalnom mode. In an automatic call, you can use automatic deduction of speed changes in the engine (avtotyaga). Autothrottle prohibited from use in other modes of flight, for example in shturvalnogo call or flight line. The longitudinal channel, and MET Longitudinal channel ABSU, automatically stabilizes the angle of pitch, as well as the assignment of aircraft trajectory in the vertical plane of the instrument speed sensors, the number of M and barometric altitude and in an automatic entry - on the beacon signals glissadnogo ILS. In addition to the automatic mode, the longitudinal channel ABSU contributes to piloting an aircraft in shturvalnom mode. In all modes, the longitudinal channel ABSU damp pitch plane, providing the necessary characteristics of stability. Let's look in more detail the work of the longitudinal channel ABSU in shturvalnom mode. For a comfortable flight, the aircraft must respond to the motion shturvalnoy column about the same, to the fullest possible range of speeds and tsentrovok. Autopilot, affecting the traction control, adjusts the effectiveness of longitudinal control and thus facilitates the piloting. But where robot receives information about vedichine desired correction? To answer this question, you need to understand how trimmiruetsya aircraft. Tu-154 has no separate surfaces to reject trimmirovaniya. Instead, the mechanism trimmernogo effect MET. MET is controlled by electrical signals and rejects shturvalnuyu column from the central position, thus relieving the efforts of the column. Shturvalnaya column is equipped with position sensors MET, with these sensors in the robot receives information about the current situation of balancing columns. It is information about the situation of balancing MET pitch and is the source of the required amount of correction for shturvalnogo regime. It works so well. Pilot trimmiruet aircraft pitch and ABSU, depending on the situation of balancing shturvalnoy column calculates the desired level of correction. Characteristics of chosen such that in a wide range of operating speeds and tsentrovok remained roughly constant overload one course shturvalnoy column. Proper work of improving the controllability of the longitudinal channel is possible only if the aircraft strimmirovan. In automatic mode, the longitudinal channel ABSU mechanism trimmernogo effect disconnected from the buttons on the steering wheel and the autopilot is connected to the exit through a special amplifier with a threshold characteristic. This allows for continuous trimmirovanie plane in automatic mode and improve the manageability of the system. When the longitudinal channel autopilot is switched from automatic mode to the shturvalnogo control, the aircraft remains strimmirovan. Longitudinal channel ABSU included tumblers 367 in the center console, and improving management system - toggle switch on the panel 550 flight engineer. Automatic stabilization activated by pressing a button-lamp "Stabu" (363), and the lamp lights and modes on the panel lights up scoreboard "Stabu FOOD" (139). On display modes ABSU longitudinal channel (358) appears Stabu. ABSU begins to stabilize a pitch angle, which was at the time of incorporation regime. Pitch can be changed through manual zadatchika - wheel 364. When the longitudinal channel ABSU working mode of stabilization (the button is lit lamp (363), the inscription "Stabu" on display 358), by pressing the lamp 359, 360, 361, you can choose to automatically stabilize the number of F, the instrument of speed and barometric altitude, respectively. In the mode turns off "Stabu FOOD" and turn "M" (142), "V" (141), "H" (140). Automatic mode switch back to the stabilization of pitch rotation zadatchika 364. Shutting down the stabilization of the longitudinal channel made tumbler 367, the short tone sounds, the indicator 358 is a symbol of the helm and if there was involved the stabilization of side-channel mode - turns off the lamp 363. Side channel Feed roll and feed rate are the side channel ABSU. The main administration is performed in a channel bank, channel course provides yaw damping (in all modes ABSU) and the removal of slip in carrying out a coordinated turn in the automatic mode lateral channel. The output unit is included in the roll channel throttle ailerons, feed rate - in the routing of rudder. And the channel bank and channel rate trimmiruyutsya using the MET, but in contrast to the longitudinal channel, the system will improve the driveability is not available. MET heel and just change the course of the neutral position handwheel \ pedals. Side Channel ABSU stabilizes the heel can make a coordinated turn of zadatchika retains a given course of TCS, leads the aircraft navigation signals to computer or computer signals to landing. The side channel includes tumblers "CRAEN (365), and click the button-lamps" Stabu (363). The panel lights up scoreboard regimes "Stabu SIDE" (131), while the prefix PN-5 - button-lamp "PROGRAM RESET" (347). On a side-channel display modes ABSU (356) appears Stabu. ABSU will begin to stabilize the bank, which at the time of incorporating regime shift was non-zero, autopilot eliminate bias. In this mode you can control the plane handle "turn" (362), the turn will be coordinated, ie, feed rate will administer driving directions, eliminating the sideslip. After switching on the stabilization regime can include treatment of heel retention rate set by pressing lamp "HCC" (345). The course introduces the left rack-and-pinion PNP (102-B) the captain or the second pilot, depending on the position of the switch modes 322.Na panel lights up scoreboard 130. While stabilizing the heel, you can also select one of the navigation computer: AZ-I (button-lamp 349), AL-II (button-lamp 350), DDP (button-lamp 348). The first two - this is a flight to the beacon signals VOR, the last - flight of the DDP. To enable this mode, you must include the navigation computer tumblers "PREPARATION NAVIGATION (351) and adjust the respective sets of course-IP, or to prepare for the work of the DDP. When selecting the navigation mode, the panel lights up scoreboard modes 132 or 133. For proper management ABSU in flight beacons VOR, it is necessary to read the relevant section of RLE. Turn off any automatic mode lateral channel, you can press the button-lamps "PROGRAM RESET" (347). Side Channel ABSU switch mode Stabu SIDE "button-pogasnut lamps, panel lights up scoreboard regimes 131. To access the shturvalnoe management of the side channel must be turned off toggle switch "CRAEN (365), on board a 356 character shturvalnogo management and, if not on the channel pitch, the off button lamp" Stabu. Disabling the lateral canal is accompanied by a brief acoustic signal. Calculator, and automatic landing approach ABSU are an important part of the system, enabling the movement of aircraft on a given path - the navigation computer and the computer planting and care. Despite the current name, any computer on a real plane, of course, no. All calculations are performed by analog means. Note that both can work a navigation computer, calculator or landing, so at a time can be included or toggle switch 351, or 352, but not both. The navigation computer provides regimes AZ-I, AL-II, DDP, and the computer landing - an automatic approach to the CDF, the regimes Come and GLISS. Let's see how it works ABSU in the performance approach in the automatic mode. In order to ensure the landing in this mode, the system works as follows NCP: Navigation receiver Course-MP, the first set. The receiver should be set to the desired frequency ILS (445). The exact exchange rate system TCS must be properly exposed, and the commander of the TNG, the right rack-and-pinion LSD ( "Sword") should be set the right course of landing (102-D) At PN-5 must be enabled computer landing tumblers 352. ABSU should be in a stabilizing heel (including tumbler 365, lit "Stabu" (363)) Tumblers 354 can be included director of a needle at the PCU. The automatic entry, they mainly serve to control, but in the director are available when you piloting. To prepare, director of call, you need to perform the same operations with ABSU that call for automatic, but the mode of stabilization is not included (tumblers 365, 367 must be switched off). This will be the trajectory control system, in this case - to the PCU director arrows. The aircraft may be removed at planting or in the course shturvalnom mode or through zadatchika heel or out of "HCC" or any navigation mode. Using the automatic call button, you can turn the lamp "ЗАХОД" (353, 129 light board), or after the withdrawal of the aircraft on course, or during the flight to the fourth turn. In this case, ABSU fulfill the fourth turn in the automatic mode, the following algorithm: If the aircraft has not yet entered the beam of ILS, ABSU deploy the machine in the course of planting, and will begin moving closer to the line of a given path at an angle of about 30 degrees. At this point ABSU will manage the aircraft on signals TCS, the desired angle counted from the arrows on LSD TNG. The plane will go down in the beam of ILS, ABSU will begin displaying the aircraft to LZP defined beam. As included in the zone ravnosignalnuyu ILS, autopilot switches to manage signals from ILS, a signal will be switched off from the compass control. If the aircraft at the time of pressing the button-lamps "ЗАХОД" (353) have already crossed the LZP, ABSU will conclude the aircraft landing at the course two coordinated turn. During the call, the longitudinal channel may be located in shturvalnom mode or in the stabilization of a given pitch angle, or in the "H". If the channel is in the longitudinal mode stability, and aircraft in the landing configuration, possibly auto-flight mode on glidepath "GLISS" (355). Mode is enabled automatically, and the light bulb button 355, when the slat provisions glidepath for an instrument PCU (102-H) will be located in the center of the device, signaling to the intersection plane line glidepath. If the regime does not automatically, it can be turned on manually by pressing the lamp 355. When the automatic flight glidepath, light boards "GLISS (137) to cover treatment. The aircraft will perform a maneuver in the vertical plane, fits in glidepath and will continue to decline signals ILS. During the flight on the glidepath, ABSU will change the settings of controls on autopilot signals radar altimeter RV-5, as well as on a real airplane. ABSU TU-154 was not designed for automatic landing. At the height of a decision usually 60 m, but not less than 30 meters, automatic flight on ILS signals to be stopped and made the transition to manual piloting, disconnecting the autopilot. In the model, for these purposes, ideal trigger joystick that has already been recommended above. Speed on the glidepath can be defined on tables in RLE, but for the convenience of a virtual pilot, in a model made tip. Tip is called by clicking on the hotspot on the positioner and stabilizer PB (309). It should be remembered that the tooltip shows the values of velocities (Vr and Vref) for the current configuration of the aircraft, and after dovypuska flaps, for example, the speed of change. Autothrottle and computer care The composition includes ABSU autothrottle. Appointment of the machine - to the desired air speed changes in the engines. Automatic traction control only works when the computer landing and should be applied only in the automatic approach. Inclusion autothrottle made tumblers 373 and 374. After switching on, after about seven seconds, two-light lamp system availability of AT, and the machine will move to the agreement. Rolling index rate to 108 turns in the agreed terms and will follow the arrow speed. The inclusion of the stabilization of the speed of the instrument is made from the harmonization of lamp by pressing "C" (372). The button lamp lights, panel lights up scoreboard regimes "AT" (138). Autothrottle begin to stabilize the air speed, which was at the time of pressing the "C". Change the speed using zadatchika - the wheels of 375, given the speed will be displayed on a movable index of U.S. (108). Rejection of the current air speed of a given index can be controlled by the speed indicator on the device PCU (101-B). In this model, when the rotation speed of 375 zadatchika, a string tricks. Autothrottle controls the Gaza Strip engines. By default, all three are managed by the engine. If necessary, one of the engines can be turned off of automatic control by pressing the lamp 377, 378, 379. Button-bulb engine lights disconnected. If more than one engine shut down, turned off the stabilization of the speed and autothrottle transferred to the alignment, the button lamp turns off the "C" and the board 138. Off autothrottle tumblers 374 can be, or the total autopilot disconnect button. In this model, after switching off avtotyagi, Gaza will be driven back from the joystick. This should be borne in mind and put pen of gas in the desired position before disconnecting avtotyagi. If the automatic flight signals ILS (enabled "GLISS") to convert the gas sector to take-off mode, ABSU will begin to perform the automatic go-around. The side channel will go to the bank stabilization, and the longitudinal channel will begin to control the angle of pitch of the signals computer care. In the regimes extinguished board "rate", "GLISS", "AT" light boards "CARE" (151). In real life, except for the Gaza Strip, the regime of "care" can include a button on the steering wheel, the model has this feature is not implemented. In the "CARE" longitudinal channel ABSU will perform a set height, changing the pitch, depending on the speed and flaps situation. Off mode "care" can be the same as any automatic mode ABSU. Navigation Systems TKS The exact exchange rate system TABs - this compass TU-154. TCS provides consumers gyroscopic signals and gyromagnetic course. The system has a double booking, sites and stabilize korektsii, alarm failures. A feature of the system is a method of forming the magnetic course. Magnetic course produced from gyroscopic, in special units gyromagnetic course BGMK. Signals of magnetic sensors is adjusted corrective mechanisms of the CM-5. The model TCS model is quite accurate, except for the influence of acceleration on the gyroscopes and the errors associated with the heel. You can take that model, gyroscopes stabilized at all times. In the CM-5 provides for the possibility of introducing a fourth deviation, but for now this feature is not used. Generally, modeling errors TABs requires serious theoretical work, as this part of the work be postponed until better times. Meals included tumblers 411-415 TCS, the management is done with the remote IP-11 (436). Let us consider the procedure of harmonization TABs. When the power must pogasnut indicators bounce gyroscopes (436-I, J). Further, in describing the IP-11 refers to the letter of administration according to Fig. For the latitudinal pattern of correction needed to put the breadth of space on the scale of A, by rotating the handle D. Latitudinal correction mode is selected switch B. At the TU-154, in reality, only manual correction (right position) switch. However, during the flight, pilot must manually put the importance of latitude, with an accuracy of about degrees. In the model used and the automatic mode (left switch B), while the scale of A will show the current latitude. From the standpoint of realism, auto use is not desirable. Next, we need to make gyros TABs - main and reserve. Typically, gyroscopes are oriented to the magnetic meridian, but if necessary, can be taken into account the magnetic declination using the CM-5. Mechanisms of CM-5 are back for the second pilot on the side of the cabin to the left of the flight engineer panel. You can access them with a job navigator. In the center of the device, there is a mouse to enter the zone of the magnetic declination. In this model, during normal operation to control the CM-5 is not necessary. The usual procedure of gyroscope done so. Turning the G-up, switch C in the left (MC), and press and hold fast to harmonize H. At this point, the main giroagregat GA-3 relies on the magnetic meridian, the induction sensor signals. In this model, at this point, there is a string tricks where you can observe the situation and follow giroagregatov ssitem BGMK. In real life, to control the process of harmonization, an instrument HOUCHES (337), but in the model, unfortunately, this is not possible (of course, if you build mnogomonitornuyu system, you probably can). When the main giroagregat will take the required position and the movement stops, you need to switch the toggle switch "correction" (G) in the down position, and press the button again to harmonize (H). There will be a correction made contingency giroagregata. After the completion of correction, we can see the needle and the index HOUCHES (337) showed the same rate, the current aircraft magnetic heading. Correction giroagregatov done, switch C you need to now put in the middle position (PCG). After the exhibition giroagregatov, perform correction blocks gyromagnetic course (BGMK). To do this, you need to press the button quickly to harmonize and to keep it until the end of changing the magnetic course, in line poskazki. In real life, control of the correction is made on instruments BGMK IKU (RMI, 106). After correction block BGMK, you must switch the toggle switch G and press and hold the button to harmonize H, make a second correction BGMK. Magnetic course BGMK first came to IKU captain and second-rate BGMK - IKU to the second pilot. Before taking off, after the aircraft on the runway axis, you can set the giroagregaty with greater accuracy. The choice is made giroagregata tumblers G, a manual correction - switch F. The same switch is made to translate TABs meridian airport landing. When a failure or error giroagregatov, consumers (George and DDP) can be diverted to the backup switch giroagregat E. DDPs Navigational computing device, DDP - a tool navigation Tu-154. Input data for the DDP is a ground speed of the system Dissa and ground course TABs. DDP integrates speed and thus produces a notation specified ways. DDP system is rather difficult in use, and in preparing the route. To use the system, requires a chart preparation. The perfect guide to the use of DDP in a model of PT is here (pnk_3.20.pdf, p. 19), the English version is included in the document pttu154_94eng.pdf, str.41. DDP for the FG model corresponds to PT (excluding virtual assistant navigator) and should work with the navigation calculator PT. Everyone who wants to learn the DDP should be sure to read these sections of the documentation. Management Systems Resettable stabilizer TU-154 is equipped with electrically controlled resettable stabilizer. Resettable stabilizer allows you to save the desired efficiency of horizontal feathers in the landing mode, and allowed to expand the range of operating tsentrovok. Stabilizer can operate in automatic mode. In this mode, the stabilizer is the desired position simultaneously with the release flap, depending on the situation zadatchika 302. Zadatchik has three positions: L-P-W. The required position is selected, depending on alignment. When centering least 28% selected "P", from 28% to 35% - the "C", more than 35% - the "W". In reality, the crew determines the alignment on takeoff estimated download aircraft for landing - on the positioner and stabilizer PB (309). To determine the desired position of the stabilizer on the board, you should check the balancing of PB in horizontal flight at an altitude range, with the usual speed of 400 km / h. If a thin needle 309 is located in the green sector - centering the front and zadatchik stabilizer is installed in the "P". If the orange - centering the rear, a "W". The arrow in the black sector - centering the average, "C". In this model, the importance of alignment can be viewed by clicking the mouse at the center of the device 309. A string tricks with alignment parameters. In addition to the automatic mode, the stabilizer can be operated manually. To do this, open the lid 301, the automatic stabilizer disappears. Under the hood is toggle switch by pressing it you can control the electric stabilizer. The situation of the stabilizer is controlled by a thick needle 309, when the electric lights up scoreboard 313. Wing Mechanization Mechanization of the wing flaps and includes predkrylki. In this model, mechanization is implemented simplistically, in particular, as well as in the PT are not modeled by a separate issue predkrylkov. Predkrylki produced and removed, along with flaps. Mechanization of hydraulic works, realized in the model dependence of the release-harvest flaps from the pressure of hydraulic system 1 and 2. From the situation and position of flaps depends resettable stabilizer if the (default) set to combined mode. Mechanization is controlled by the crane 451. In this model, valve 451 is controlled by the mouse, you can also use the standard commands for the simulator Issue-cleaning flap. For this purpose, use a couple of buttons on the joystick. Flaps are 4 fixed points: removed 15, 28 and 45 degrees. Landing flap position - 45, in some cases - 28. Take-off should be made with the flaps in position 28 or 15 degrees. In the process of production and harvesting of flaps light green boards 314, 315. Flap position can be tracked using the device 310. Chassis and Brakes The chassis, like the flaps, hydraulic systems are produced from. In this model, the chassis production depends on the pressure in the hydraulic system 1. Release of the hydraulic systems 2 and 3 are not implemented, due to the lack of bounce. The chassis of the crane 452 are available, you can use shortcuts established sima (g and G). In reality, the management of the crane chassis harder than done in the model. Perhaps in the next release will be realized the logic of "crane chassis in neutral." The situation of the chassis is controlled by the lighting board 311. When the chassis produced, burn three green lights. Chassis removed - all lights extinguished. In the process of cleaning and the production of the chassis, burning three red lights. A sound alarm and placards "produced chassis, at the top of the device 311. In this model, in this version, all three rack chassis are produced simultaneously, and one rack nevypusk impossible. Also not implemented "hang" the front desk when you try to release the chassis at speeds exceeding 400 km / h. Modeling this situation postponed. Office of turn front chassis legs depends on the pressure in the hydraulic system 1, and combined with the management of the PR. To rulilsya plane, you'll need to include management of the front leg (447) and choose to turn (448): 10 gardusov (takeoff and landing), or 63 degrees (taxi). The model has certain drawbacks: not modeled mode free orientation front wheel, ie, when you turn off 447, the front leg is still manageable. Unfortunately, the dynamics JSBSim does not provide a ready-oriented free-wheel. Of course, it is possible to calculate the means of the same JSBSim, and perhaps this will be a priority for further development of the model. Fluency-oriented wheel is essential for correct simulation of landing on the drift ... Visual model rack chassis performed with a high level of detail is required to pay serious attention to the animation chassis. To implement the traffic details of each rack is more than thirty animations, and an auxiliary support Nasal. Rack chassis is a good example of the capacity of the simulator in the animation of complex movements. The brakes are dependent on the pressure in the hydraulic system 1. As in reality, the plane could not brake if there is no pressure in the hydraulic system. Perhaps the parking brake should be independent of HS - in fact there are no stops in Sime under the wheels:) As in reality, the model may podtormazhivanie differential. But the main bogies podvorot not modeled ... Due to the lack of bounce, the emergency brake is not engaged. In this version of the model, the brakes will not decline. Nor is overheating. Intertseptory The aircraft is equipped with external, middle and inner intertseptorami. Local sections are only used to run external rejected, together with the ailerons to improve the manageability of roll. Middle section, you can skip all the allowable range of speeds and at any altitude, if necessary to accelerate the reduction of aircraft. Intertseptory use of hydraulic systems 1. To manage intertseptorami, used the handle on the center console to the left of the Gaza Strip. In this model, the average Section control buttons intertseptorov j, k, domestic - are issued automatically when the reverse and compression core legs, as well as on a real airplane. Forced internal intertseptorov issue is not implemented. The situation intertseptorov secondary sections can be monitored on the release handle on the center console. In addition, when you open the locks intertseptorov, light yellow placards 316 - 319. Reverse Engines 1 and 3, TU-154 equipped reversiruyuschim device. When the reverse, the special nozzle flaps overlap and direct jet stream forward, up and down. To simulate the device used to reversiruyuschego dynamics JSBSim. Evolution allows you to reject smooth vector thrust engine that enables relatively realistically simulate reversal, and separately for each engine. In this model, management can produce reversible handle gas joystick. Conveniently, if the axis of "throttle" provided some semblance of a small focus of gas. When you move the handle gas focus initially included a small reverse - the leaf removed from the lock and turn to the reverse. Upon further movement of the handle of gas for emphasis, engines went to full reverse. The situation leaves reversal can be controlled by levers on the reverse inclusion ores. In addition, the reverse position and locks controlled by boards 579 G, N for the flight engineer panel. In the model, for the proper management of reversible joystick, you need to specify a threshold response. The threshold is defined by two variables: / fdm/jsbsim/fcs/revers-1-limit and / fdm/jsbsim/fcs/revers-2-limit. One sets the threshold of a small reverse inclusion, the second - full. By default, the threshold is set at a small reverse 0.1 (10% progress in sector), the threshold of inclusion of full reverse - 0.04 (4% of the course). Change default values for your joystick, you can set-editing the model file, see line 355. If your joystick focus of MG is not equipped, or you do not want to use the administration of the reverser handle gas, you can disable this behavior by setting / fdm / jsbsim / fcs / revers-by-joy to 0, by editing the line in the set-file. In this case, the possibility of including reverse by pressing F2. Electrical Electrical model is rather simplistic. There is a bus, sources, consumers, all this as it works, and allows you to give a very simplistic view of the electrical system of real aircraft. But since this version is not intended to create procedural simulator, to simulate all elektrohozyaystvo not too sure. However, the potential that lies in the code electrical permits if they wish to make a model with any necessary degree of reliability. TU-154 uses: Network 27 VDC Network of three-phase 220 V 400 Hz AC Network of 36 400 Hz AC For power networks are used: Three alternators, engines given by Alternator driven by MAT Airfield source direct and alternating current APF Batteries Rectifier device Emergency converter For zapitki plane, you should: Insert the battery in the network (WSA 569). Batteries must be connected to the network during the whole flight. Add a rectifying device (565, 567) Include APF (WSA 552 down), if the aircraft is on the airport and the APF is available. In this model, APF is always available. Include in the network generator MAT (WSA 552 up), if the APU is running. Include a network engine generators (gas stations up 561-563, 552 in middle position), if the engines are running. Profiles of control networks of devices 501-503, 504-507 multiposition switch switches 553-556, 564. In this version, these devices do not work very reliably. Fuel system Fig. . Fuel tanks TU-154B. In this model, the fuel system include: Fuel tanks Electric pumps Valves, fuel lines, valves, etc. perekryvnye. Portsioner Automatic Flow Automatic alignment Toplivomery and flowmeter The fuel system of any ship - this is a fairly complex set. Tu-154 is no exception, and to properly manage the model should have some idea of how to set up the system. The model implemented the so-called "modified fuel sistmema", which was applied in a series of aircraft N508. Fuel is stored in six tanks: four tanks in the wings, and two - in tsentroplane. The main fuel is in the wing tanks, the tank 1 in tsentroplane - consumables, and the tank 4 - ballast, used to shift forward alignment. Tanks tanks: Tanks 2 - 9500 kg Tanks, 3 - to 5425 kg Bak 4 - 6600 kg Buck 1 - 3300 kg In the tanks of fuel pumps are installed in tanks 3 - 3 in 2 tanks - 2, 4 in the tank - 2 pumps, and in the expenditure tank 1 - 6 pumps. Pumps tanks 2,3,4 pump fuel tank 1, from which fuel for the engine to swing the four pumps. Also, from the first tank a separate pump is powered APU. In addition, a separate pump feeding a constant current, to provide fuel when the engines of all generators and dropouts 220 W. For expendable tank installed portsioner - device, overlapping flow of fuel from fuel lines, if the service tank full. Portsioner cyclically perepuskaet fuel service tank from tanks 2,3,4. The appliance can be seen on the fluctuations of the arrows toplivomera tank 1. To ensure the correct sequence of making the fuel, the system provides automatic flow. Automatic controls the transfer pump, and thus makes the formulation of fuel in the specified program to ensure optimal alignment parameters. In case of refusal or disable the automatic flow, it is possible to manage the transfer pump manually using remote control switches on the fuel system of flight engineer. The development of the fuel can be made equally from right and left groups of tanks, or can be made unsymmetrical filling. To correct the inequalities, a machine alignment. Automatic monitoring equality of fuel tanks in groups, and in case of uneven develop, turn off the transfer pump on the side, where the spent fuel more. On disconnecting the pump signal yellow lamp on the remote fuel system. In a system capable of pumping fuel from the 3-tanks in the 2 nd and 4 th in 2 nd. This is done to ensure optimum alignment after landing the aircraft, or if the next flight, 4-th tank is not filled. Monitoring the quantity of fuel in each tank and control the total amount of fuel on board is determined by the toplivomeram. Toplivomerov In addition, the system redusmotreny flowmeters that measure the instantaneous fuel consumption of engines (521-523). By integrating this information, an additional flow meter (530) continuously calculates the current balance of fuel. Before the flight, this device must manually set the amount of fuel filled. The procedure for launching the fuel system: Turn toplivomery and flowmeter. Expose the amount of fuel on the device 530, at the bottom of the device is mouse zone. The amount of fuel can be viewed on the device 531, the arrow "C" Turn the machine flow rate (5018), and automatic alignment (5016). Turn on the automatic mode of expenditure (5019). Lamp "automatic flow does not work" (5004) should pogasnut. 4 Turn the pump swap expendable tank (5012). Should the green lamp kindle (5011). The lamp is lit - the pump is working. Turn taps perekryvnye 5014, should kindle green lamp 5013. Now, the fuel enters the engine, turns off fuel placards P (579-C). Turn the pumps pumping the tank 4 (5009) and the pumps pumping tanks 2 and 3 (580, 581, 5007, 5008). In automatic mode, these pumps are controlled automatically flow to include their needs in order to ensure fuel engines at the time of denial machines flow. Depending on the number of filled fuel consumption will be: From tanks, 2 to srabotki to the balance of 3700 kg in each tank. Lights yellow lamp (5001) and the green lamp podkachivayuschih 2 tanks pumps (585, 589, 586, 590). Of the tanks 2 and 3, to complete srabotki tank 2. Lit the lamp (5001, 5002) and the green lamp podkachivayuschih 3 tanks pumps (584, 588, 592, 587, 591, 595) and 2 (585, 589, 586, 590). After a full tank srabotki 2 pogasnut lamps 5001, 585, 589, 586, 590. At this point in the tank 3 is about 1725 + -250 kg. Reimbursed from tanks 3. In the case of uneven develop appropriate group of pumps will be switched off automatic alignment, and light yellow lamp (582, 583, 593, 594). After a full tank srabotki 3, pogasnut tubes 5002, 584, 588, 592, 587, 591, 595. Flow switch to the tank 4, light lamps 5010 and 5003. After srabotki tank 4 pogasnut lamps 5010 and 5003, consumption will be made from the tank 1. After srabotki tank 1 to the balance of 2500 kg, light boards "Balance 2500" and insert siren. Engines and APU The aircraft engine is installed, three NK-8-2U. Double engine turbojet, 105 kN thrust takeoff. To start the engine and provide power to an aircraft APU TSA-6A. In the simulation engine, focused on the reliability of high-altitude and high speed characteristics, and modes of behavior in the engine close to the tolerance. If the provision of performance came down to creative thinking about scheduling a "Practice of aerodynamics" Liguma, the automatic fuel had to simulate separately. As in the real engine of the model is applied full-traction method cutoff of fuel at takeoff mode at negative temperatures. But the jump in the draft closing valves perepuska exercise have not yet received. MAT - this additional CCD, operating in the generator. In addition to providing electrical power from the APU selection of hot air to start the engine, and the climate of the installation aircraft. In this model, MAT - is another engine of another type of traction close to zero. The simulator does not distinguish between the engine and APU, and therefore in-flight APU disabled tachometer shows non-zero turnovers, as if his turbine was in the air stream. In this model, the engine can be run only on the MAT. Starting in the air is possible, but not yet implemented. Also, no system failures, and the engine never fails, even if the virtual pilot not in compliance with restrictions on takeoff regime. Motorized devices show all the small stuff, and if there will be willing to accurately simulate the temperature of the oil and bearings, vibration, and other "stop the T-gas" - welcome aboard! To start the APU must be: Turn on the power system run MAT (570). Open leaf MAT (577-F). "Run-cold Scrolling (571) - in the" start ". Insert the fuel pump MAT (572). If the expense is the fuel tank, turn on the placard "P fuel (577-G) and" Ready to Run "(577-H) Click "Start" (574). Green light bulb starting automatic APU (577-J), on the tachometer (508) will increase speed. After the release of MAT mode, light board (577-I), and (577-J) off. APU is running, you can turn on a generator at bortset. To turn off the APU, you need to click "Stop" (575), and after turbine shutdown - shut down the gas station 570, 571, 572. To start the engine you need: Move ore in the "Small gas. Prepare the fuel system. Start the APU. Open faucet selection of hot air from the APU. To translate this into the top position toggle switch 573 and hold it until pogasaniya board is ready to run "(577-H). Include pointers gas temperature (515-517) switches 5030-5032. Thermometers to verify serviceability by clicking on the buttons 5033-5035. Open the lid panel start engine 5038. Add a toggle switch "Run-Off" to "Run" (577-A). Add a toggle switch "Running Cold-scrolling" to "Run" (577-B). Cold scrolling modeled, but not without glitches. In this version using the "cold scrolling" is not recommended. At temperatures below-5C, insert tumbler "heating ignition device (577-C). In this version of the engine will start at any position of the heating. Choose a multiposition switch (577-D) run the engine. Open the stop-valve engine launched, moving the lever in the front position. Brake lever cranes are on the left side of the Gaza Strip, the left side of the flight engineer panel. Click on "Run" (577-E). If all the preparatory operations are performed correctly, the green lamp lights up "PDA works" (577-G), will grow up (control of tachometer 512-514). In the engine mode MG may briefly light up the lamp "Dangerous turnovers starter" (5036). If necessary, suspend the launch, click on "Ending Start (577-F). After exiting the engine mode, and MG pogasanii "PDA works" (577-G), then the switch (577-D) following the engine and repeat the starting procedure. After running all the motors, put a switch (577-D) in the neutral position, turn off the tumblers "Run-off" (577-A) and heating ignition device (577-C). Tumbler "Running Cold-scrolling" (577-B) leave in the "Run". Close the door panel run. After the release of all engines in the treatment of MG, connect generators (561-563) at bortset. Hydraulic At the Tu-154 has three completely independent hydraulic system. Hydrosystem obespechivyut work (with a triple redundant) boosters - steering units RV, LV and ailerons, and actuators ABSU RA-56. In addition, further From the first hydraulic works: Issue-cleaning flap, the first channel Issue-cleaning the chassis, the main system Braking wheels, the main system and parking Office intertseptorami, inner and outer sections Charging Hydroaccumulator emergency braking From the second hydraulic works: Issue-cleaning flap, the second channel Issue landing gear, emergency systems Turn the front wheel rack chassis From the third hydraulic works: Issue landing gear, emergency backup system Each hydraulic system has a two-plunger pump, creating pressure. On average, the engine has two Water Pump, on the left and right engines - one by one, and two additional pumping stations with electrical power from the AC. The first hydraulic system uses: Pump left engine Average pump motor The second hydraulic system: Average pump motor Pumping Station 1 The third hydraulic system: The pump is the right engine Pumping station 2 In each of the hydraulic system includes Hydroaccumulator - Specialty balloon filled with nitrogen, acting as the storage of energy. In addition to the three Hydroaccumulator within the system, there is an additional Hydroaccumulator used only for emergency braking. Before the flight, the charging of the hydraulic Hydroaccumulator 1. You can connect the hydraulic system 1 and 2 through the electrically controlled valve. In normal operation, this feature is used to charge the hydraulic system 1 of the hydraulic pump 2, or before starting the engine or on the run after being turned off the average engine. Hydrosystem themselves quite complex, and their interaction with customers at times recalls the puzzle. However, management of fluid is quite simple. Governance: Three gas stations under the cover 339 includes booster - hydraulic steering surfaces Nine WSA 540 - 548 gidropitanie include aggregates of RA-56, three independent channels for each unit WSA 5028, 5029 include pumping stations 1 and 2 WSA 5027 mounts GS2 to GS1. Button 5026 charges Hydroaccumulator emergency braking of the hydraulic system 1 Manometers 532-535, 125-128, the pressure drop tubes 5021-5024 and 121-124 are used to control the pressure Level indicator gidrozhidkosti 536, 537, and buttons 5025 allow a rapid control the amount of fluid in the systems. In this model, gidrosistmemy, except for the inclusion of boosters and gidropitaniya RA-56, management is required. Pressure in the system appears in the promotion of the engines, and continues until the engine is running. As in the real plane, with the engine stops in the air pressure in the system creates a rotation of the compressor air flow. The degree of accuracy of modeling this situation is questionable. Hydraulic model is quite complicated, and not even only because of the branched structure. Calculation of pressure in the HS, ie, computation of amount of energy stored in the gas spring Hydroaccumulator requires some mathematical support. All mathematics hydraulic cheat means JSBSim. Perhaps, on the theme of modeling the TOS will write a separate article. Examples Filling, loading and alignment not ready ischo Starting the engine First, we have the power: Turn the battery (WSA 569). Turn the converter 565 and 567. Turn the lights Bano (341). Secondly, we need to start the APU: Includes meals MAT (570) and running (571). After a few seconds, turn on board 577-F ( "Control is open"). Turn the fuel pump MAT 572. Light board 577-G, H. Turn automatic launcher by pressing the "START" (574). When the APU starts, turns placard "Out on the regime" (577-I). Turn the generator on the APU network (switch 552 in the upper position). And thirdly, we need to fuel pressure. Prepare to work the fuel system: Turn toplivomery 5015 and 5020 flow meter. Exposes the fuel level on the device 530. Turn automatic flow (5018), and automatic alignment (5016). Toggle automatic flow in automatic mode (WSA 5019 in top position). Turn pumps tanks 2,3,4 (WSA 580, 581, 5007, 5008, 5009). Turn podkachivayuschie pumps expendable tank 1 (4 WSA 5012). Turn taps perekryvnye 5014. I get a fuel pressure engines extinguished the placard "P fuel (579-P) And fourthly, we need the hot air. Push the switch 573 in the upward position, and holds up to 577 boards pogasaniya-H. Turn the temperature control of gas turbine (gas stations 5030-5032). Engines ready for launch. We translate the stop-cocks in the front position on the left side of the remote flight engineer, three-arm, with a red lamp failure. Open the lid remote start engine 5038. Turn launcher automatic (5038-A) and the "cold-launch scrolling" to "launch" (5038-B). On the real aircraft, in temperatures below -5 'C to include heating ignition device (5038-C). However, in this version of the model, the engine will run regardless of temperature and heating. Start the engine: Turn flashing lights OMI (342). Choose chetyrehpozitsionnym switch (5038-D) run the engine. Push button start 5038-E. If necessary preparatory procedures implemented correctly, the green lamp lights up "PDA works (5038-G) and the engine will gather momentum. After exiting the engine mode MG, quenched lamp 5038-G. Choosing a switch (5038-D) following the engine and repeat the procedure. If necessary, stop the process, you can start by clicking on 5038-F. After starting the engines: Set the 5038-D in the middle position and close the lid panel. Connect generators to bortset (561-563) and put the switch 552 in the middle position. By clicking 5026 charges Hydroaccumulator emergency brake (control manometer 535) until the lamp pogasaniya 5024. Connects gidropitanie aggregates of RA-56 (540-548). Turn the system improve the longitudinal controllability (549). Turn off MAT. To do this: Close bleed air valve switch 573 by pressing down, until the fire board "is ready to run" (577-H). Stops turbine APU by pressing the "STOP" (575). Disable fuel pump MAT (572) launcher and automation (570). Preparation of OMV Switches to type 4. Turn the upper number of gas stations in the overhead, 401-420. Include both sets of course-IP, 421, 422. If you need RSBN - includes 423 and 424 if using RSBN in the VOR. Turn the remainder of the lower number of gas stations, 425-432. Turn Diss, 433-435. Turn placards in the passenger cabin 437. Passengers should keep in severity! Preparation radio: Set the frequency and course radialy-IP (panels 445, 446). Set frequency drives ARC (panels 442, 443). Set the COM-frequency radio (panels 440, 441). Preparation work TABs: Press and hold "~" (tilde) to have a convenient overview of the remote IP-11 (436). Exposes the breadth of the handle 436-D, on a scale of 436-A. Or includes an automatic correction of latitude (436-B in the left position), if we do not care about reliability:) Choosing the MC mode (switch 436-P in the left position). Started stand giroagregat control. We put 436-G in the down position. Press and hold the 436-H. At the bottom of a string tricks. Hold down the harmonization, while the situation giroagregata 2 (GA-3-2) does not cease to evolve. When the rapid development of the harmonization is completed, a checklist giroagregat will be displayed on the aircraft magnetic heading. Exposes the main giroagregat. We put 436-G in the top position. Again, press and hold the 436-H, until the cessation of rotation of the core giroagregata. Controls are on the digital tip GA-3-1. Giroagregaty on the magnetic course is not displayed perfectly, and between them will run about a degree. This run will be chosen later. Turn off the regime of magnetic correction MK (switch 436-P in the middle of "PCG"). Exposes blocks gyromagnetic course BGMK. To do so, press and hold fast to harmonize 436-H prior to the termination of the magnetic changes in the course BGMK-2-1. After correction, the rate should match the main course giroagregata GA-3-1 We put 436-G in the down position, and holding the magnetic course correction control BGMK-2-2. Press and hold 436-H termination changes the magnetic course BGMK-2-2. After making corrections, all courses are in line tips should coincide with the magnetic heading of aircraft, with a tolerance of no more than a degree. Before take-off when the aircraft along the runway just presented, zadatchikom course 436-F need to manually adjust the situation giroagregatov GA-3-1 and HA-3-2, as accurately as possible based on the magnetic heading runway. The choice of the unit is made tumblers 436-G. Similarly, the axis giroagregatov be transferred to the Meridian airport landing. Continues preparation of OMV. Exposes girovertikali: Choose the type 1 (KVSa) and adjusts the review in such a way that you can see both the PCU (101) and part of the remote IP-46 with a cap 357. Open the lid 357, press and hold button below it. Seeing aviagorizontov turn to act. Once placed aviagorizontov, close the lid 357. Switch toggle switch 405 (on overhead) up and down, close the lid. This resets the toggle switch signal error BPC. Make sure that the signals are extinguished: no counter. AG MAR rejection control, remove blankery AG with SCN. Set the pressure in the SAF, rack-and-pinion device arrow 105 set to zero, and put pressure in futomer Go-15 (117). OMV is prepared, except for the DDP. Flying in circles Start the engine, preparing the NCP. Turn booster, closing the lid 339. Turn the wheel turns (447), set the switch to turn (448) to 63 (bottom). Call a hint by clicking on the device 309, and determine the required position zadatchika inhibitor, depending on alignment. When centering least 28% selected "P", from 28% to 35% - the "C", more than 35% - the "W". Rulim at the preliminary. In the process of taxiing produce flaps in position 28, the buttons on the joystick or lever controlling 451. Stabilizer automatically take an agreed position, navigator report. Taxi to the executive. We put the plane precisely along the strip, and adjusts position giroagregatov on the remote IP-11, switches 436-F, G. Adjusts to the rack-and-pinion LSD TNG (102-D) the desired course of landing, if you plan to fly in a circle and approach the same rate. White Arrow (102-F) to indicate a zero on the scale of the demolition of the figures in the PNP (102-C) coincide with the magnetic heading runway. Turn calculator landing (352) and arrows SCN (354). Adjusts rack-and-pinion LSD (102-B) course of the aircraft after the first turn, usually under 90 degrees to the takeoff rate, based on the rolling yellow index of 102-L. We put the switch to turn (448) to 10 (highest). If we have done everything correctly, flashing off the placard "not ready for take-off" (155), and the crew will report on the readiness for take-off. ORES translate to takeoff mode (or nominal if the take-off occurs at par). Releases the brake (shift + B). I went there. During the run, control the speed and listen to the navigator. When the speed reaches Vr, raise the front wheel and taking off. At the time of take-off, are not unduly increase the angle of attack and the sounding of the alarm AUASP. After the climb 5-10 m, the retractable landing gear. We continue to climb and acceleration, so that to a height of 120 m speed was 320-330 km / h. At an altitude of 120 m starting to clean the flap. In the process of cleaning, changing the angle of pitch, accelerates the speed so that by the end of a cleaning speed of about 400 km / h (V0, safe speed for the clean wing). At a height of not less than 450 m remove takeoff mode engines. Turn autopilot - tumblers 365, 367, and button-lamp 363. Then the machine operates ABSU. Upon reaching the height of the circle, push-button light "H" (361). The longitudinal channel is beginning to stabilize height. We carry out "box." Push-button lamp "HCC" (348). The plane starts to turn on the course set by the left rack-and-pinion command SCN, the yellow index. It is anticipated that the desired rate of HCC was exhibited in the preparation. Managing rack-and-pinion "HCC", then the second turn, controlling the position of the aircraft radio navigation aids. During the flight to the third turn, reduces the speed so that the beam DPRM to have the speed of 400 km / h. Configuration-IP is the first course in the frequency of ILS, include computer planting (352) and arrows TNG (354). If the planned landing using autothrottle includes tumblers 373, 374. DPRM off, reducing the speed below 400 km / h, produces chassis. Following the issuance of landing gear, flaps to produce 15. Third-turn performing with a roll of 15-20 degrees at a speed of 360-370 km / h. During the flight of 3 to 4-turn, produce flaps to 28, while braking at a speed not exceeding 360 km / h at the end of the release. Reduce speed to 280-300 km / h. Turn autothrottle (button 372) and exhibits the desired speed of wheel 375. Fourth turn zadatchikom perform heel or rack-and-pinion HCC, or the inclusion avtomaticheskoggo regime calls at the Port (353). After the exit of turn 4, at a speed of no more than 300km / h dovypuskaem flaps to 45. Reduce speed to the value of Vref, and at this speed to fly up to the entrance to the glidepath. At the moment of crossing the glidepath, if the automatic approach and landing of aircraft configuration, including automatic mode reduction GLISS. If the mode is not enabled, it can force the push of a button, the lamp 355. If you manually \ director of call, the plane balanced by using MET. For travel on glidepath, the deviations of vertical velocity from the estimated correct elevator, the speed deviation of the instrument - only the regime engine. As the regime, the speed of the aircraft in landing configuration quickly drops, so ORES should move cautiously, with a step of no more than 5%. Automatic mode of approach is necessary to disable the CDF (60 meters at standard conditions). Further reduction and planting is done manually. Span end of runway performed at an altitude of about 15 m. Span end and fly to a height of 5 meters to continue to produce glidepath. At a height of 5 meters of ore in place of MG and begin leveling. By the end of equalization make landfall, the speed will be at 5-10 km / h less than the speed of crossing the front. Landing includes reverse (to produce intertseptory), gently lower the front landing gear leg and begin braking. At the speed of 140 km / h in normal conditions, reverse off. Apply braking. We put the switch to turn (448) to 63 (bottom) and rulim park. In the process of taxiing, we remove mechanization. The flight, using DDPs not ready ischo