this topic may have cropped up before over the diverse FS fora, but I raise it here again: Where can I find English manuals for the SCS Tu-134? I can only find dead links leading to 404 messages. Can anyone point to a live one or host the manuals? Walter? ;-)
The big drawback of the SCS Tu 134 is the non existence of an English Manual. At PT we have variuos threads on differetn aspects of the Tu-134 operation but no manual. Even on the INTERFLUG homepages you can find German manuals for IL-18 and IL 62 the last one I have translated into English but no Tu-134 manual. Worse that newer versions of the SCS Tu-134 have a differnt model (with pressure cabin) and the startup of the older models dont apply anymore.
also some not so widely known facts about Soviet Airliners are recorded. So a real problem were all the soviet engines, which did not comply regarding service life and fuel burn as promised. The avionics had their handling problems like a ONE HOUR aligment time for the INS I-21 of the IL-62M, during that time even passengers boarding could topple the gyros and the whole process had to beginn anew. The airframes were overbuilt by design as Mr. Tupolev knew his country and its aircraft-industry very well, so by overbuilding the ever present quality problems could not endanger flight safety. But that made the airliners heavier than their western siblings with payload and range penalty accordingly. Alltogether more service hours and strict speed (engine temprature) restrictions had to be employed. The used hydraulic fluids of Soviet makeing did not only smell horribly , but created strange sicknesses for the pilots. Seems also the pressure vessel of the airliners were not so safe, so the flightcrews had to pass every half year a test in the pressure-chamber to be able to identify the symptoms of beginning hypoxia (altitude sickness)which stressed the health of the crews additionaly.
P.S.: The Tu-134 as a short to medium range airliner of later days does not have the Astronavigation DAK-DB the Tu-104, Tu-114 and Tu-124 have had a sign that the airspace of the Soviet Union had more radio-navigation facilities when the 134 came into service. If one wants to enact the Atlantic crossing with the Tu-134 the necessary RSBN stations must be installed into the panel folder:
Post by Nathan Ford - HJG on Feb 21, 2021 9:59:16 GMT
Hey guys, random question, but why do Russian crews always fly with the Captain and F/O handling the control yoke at the same time, is it because of the weight of the controls or something? Just notice that every video I watch has them both on the controls for takeoff and landing with the F/E controlling the throttles. 🤔
Yes, the controls of the Soviet Airliners were stiffer, but as in all big airplanes: Trim it well or you will have a good workout. But joke aside: The Soviet pilots were taught a strict CRM even before the term "CRM" was coined, but that was no wonder with a cockpit-crew of up to 5. According to the Tu-134 Manual of "INTERFLUG" during take offs the pilot flying holds the throttles until reaching V 1, then the pilot-non flying handles the throttles and the gear handle. While landing also the pilot non flying must be prepared to handle the controls. So, in some videos one sees both pilots with their hands at or near the controls, but not steering together, not complying the old gossip that Russian pilots had to be strong like bears.
P.S.: One has to consider also, that not all Soviet Airliners had mechanically actuated flight controls like the IL-62. The Tu-154 had purely hydraulically actuated flight controls. But pilots who flew with the IL-62 reported, that the control surfaces were well balanced by Servo tabs, so the forces to move the control surfaces were mostly created by aerodynamics as long as the plane was moving.
Following the 11jovics request for a 134 manual I flew again the 134 with various panels and came over some problems of this nice simulations. Many of them were attended on the now defunct PT-forum. I have still some printouts. But one problem was even there not explained well: The working together of the AP, its auto-trim system, the stabilator position and the manual trim especially when changing between auto flight and manual flight. Coming down an ILS on AP, which the AP handles very well and you change on final to manual the plane can surprise you with a plane well out of trim. In the PT-forum one wrote "Be kind to the AP and it will be kind to you, only then it will be the pilots best friend!" So, a hint out of the real Tu-134 manual (FZH134) of Interflug: Trim the plane manual for the desired flight regime and change then to AP. In the real airplane one had to switch of the auto trim system for that. In the simulation one can change the manual trim without doing that.
Here some indicative numbers: 43 tons max landing wheight
TO: 1,5 stabilator, flap 10, trim 2 power full
Climb initial: 0 " , " 0, " -1,8 400km/h " 90%
Downwind: 2,5 " , " 20, " 2,9 340km/h " 88%
Final descent 2,5 " , " 30, " 4,6 280km/h " 82%
Please don't nail me down to the exact numbers, but use them as a guidance.
The manual trim can be handled finely by the mouse-wheel pointing to the trim wheel on the left panel.
The AP will turn to final only if the HSI heading pointer is exactly on final approach heading and flaps and gear are down like in the real airplane. The AT needs also some pampering, normally two times to activate, the power setting may go to idle, so have a hand on the throttles and change the speed setting only in small steps. The effects of changes of the stabilator can be big, so the real manual says to change the stabilator only one degree a time and wait 10 seconds after, also don't change stabilator and trim at the same time or while turning. The gear should never move together with flaps and or stabilator for not overstressing the hydraulics. Same applied also to the real and simulated TU-154s AND IL-62.
Finally the fuel systems automatic:
Use the SCS fuel planer or use the real manual for not starving the engines having still fuel in the tanks.
"Gruppe I" = tip tanks "Gruppe III" =auxiliars tanks "Gruppe IIa"= external tanks "Gruppe IIb"= Center tanks in the sim only one in real two. "volle Betankung" Full fuel 3000 km with reserves "mittlere Betankung" 2000 km with reserves "kleine Betankung" 1500 km with reserves. More or less!!!!
If in the SCS Tu-134 you have started the engines with the tip tanks full and you decide to put the tip tanks on cero, the engines will flame out.
For landing in a cross wind use only the crab method, as touching down with 3 dig or more bank you will scrap the wingtip or the flap.
BUT: NICE FLIGHT AND HAPPY LANDING!
P.S.: Be prepared, that the gear creates a big nose down movement, so after gear retraction the plane will nose up and has to be trimmed down and on final you need a good (4,6 dig) upward trim. Take into account also, that Soviet pilots learned to lower the gear first before selecting flaps 10. With a little practice this procedure comes quite naturally and the speed limit is IAS 400 km/h for that.