Hi friends:
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.
Some remarks:
"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!
Walter
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.