Download: Ilyushin 76 T

About the aircraft: This aircraft is built to be as close to the real thing both in performance and look. The performance was designed using the original Pilot’s Handbook which can be found at http://www.il76.boom.ru. The real aircraft is still handles a little better at high weights which I am not able to reproduce in X-Plane. The flaps of the real aircraft are more sophisticated than in this model, and of course the real aircraft has a fixed main landing gear. The instruments were made with the help of a lot of cockpit pictures, but could not be made totally faithful to the original. The cockpit instruments are imperial, not metric like in the real aircraft.They are all labeled in Russian, though. You don’t have to speak Russian to fly this aircraft, but it helps... In any case please look at the cockpit explanation page of this .pdf where you can find out which instrument is which. About the real aircraft: The Il-76 was designed as both a military and civil freighter in the Soviet Union. It is able to operate under extreme climates such as Siberian winter cold or desert heat. The aircraft is loaded via the aft ramp and has a built-in cargo crane making it independent from ground equipment. It can be used for airdropping cargo or paratroopers. The cockpit is divided into two decks, the top deck being the working places of pilot, first officer and flight engineer and the lower deck containing the work stations of navigator and radio operator. The glass nose makes navigating in areas with few radio navigation facilities (like Siberia) easier. Also part of the crew is a loadmaster responsible for loading, unloading and securing the freight. Versions are the basic version (Il-76) of which only few examples were built. Then followed the version T (which is also this X-Plane aircraft) and the M version with a tail gun turret. Most M and T versions are withdrawn from service by now. Most Il-76s are of the TD and MD versions which have more powerful engines and a slightly higher maximum take-off weight. TD versions are the civil variant and the MD have gun turrets. Apart from the Soviet Union, the Il-76s flew in a number of other countries such as Cuba, North Korea, Iraq and Lybia. After the end of the Soviet Union many Il-76s were released by the Soviet Air Force and started flying for civil operators. That’s why it is not uncommon to see Il-76s flying for civil airlines that have the tail gunner cabin (but the guns removed). Other variants of the Il-76 include air tankers (Il-78), zero-gravity cosmonaut training aircraft (MDK), AWACS aircraft (Beriev-50) or engine testbeds (LL). The latest variant of the Il-76 is the MF which is a civil aircraft with a stretched fuselage and four Aviadvigatel PS-90 engines. So far it has not found customers. The Il-76 production plant is located at Tashkent in Uzbekistan. Il-76s nowadays are flying mostly for cargo charter airlines. By April 2002 the Il-76s are banned from the European Union because they fail to comply with chapter three noise regulations, but before they could often be seen in Western Europe. Freight was almost anything you could imagine: machinery, cigarettes, fresh fish, flowers and from time to time also an Il-76 would be grounded because of arms trafficking. Now many aircraft (beside the area of the former Soviet Union) can be found in Arabia and Africa. Another important role of the Il-76 is relief good delivery. Low charter costs and the ability to land almost anywhere make them a popular freighter that has recently seen service flying to Afghanistan or almost any other region of the earth where disasters like earthquakes or floods have happened. I hope this is enough inspiration for you if you are looking for some routes to fly with this machine! All Information given in this file is intended for simulator use only and not to be used in real life aviation! Some hints on flying: Take-offs: Take-offs (especially with maximum take-off weight) are not that easy. Set trim for climbing out and then push the nose down during the take-off run with the rudders. When airborne, immediately retract gear. Maintain a climb rate that allows you to accelerate. Slowly retract the flaps. Always let the aircraft build up speed before retracting the next notch. This is especially important before the final notch. At MTOW be careful to keep the pitch low on climb out. Aim for an Angle of Attack of 5°. At higher Angles the drag is too high for the aircraft to accelerate and maintain a positive climb rate. Bank angle: The negative V of the wings (the wings hanging down) mean that if the aircraft is banked, it wants to bank more to the side. It is therefore very important to constantly control and adjust the bank manually. Especially if flying with full flaps you get barely enough lift to stay in the air, so if you don’t watch the bank angle, get into a too steep bank angle and loose lift, you will crash. It is very easy to destroy your aircraft if fooling around with different camera perspectives while in landing configuration. Be careful! Balance: Use the fuel transfer system and trim to keep the aircraft in balance. If you have no payload, fill the wing tanks full so the Centre of Gravity is moved aft. If you have payload the aircraft is more or less trimmed. If you have a lot of fuel, move the Centre of Gravity about 20 inches aft in the “Weight & Balance” screen. Note that the aircraft in landing configuration requires a Centre of Gravity further forward than in clean configuration. It can happen that your Centre of Gravity is too far aft for flying an approach. This normally happens if you have payload and use up the fuel in the central tank first. If you need pitch trim down on your approach, this is a sure indication. Then transfer all remaining fuel to the central fuel tank. Landing: Once in landing configuration, it is easiest to set an N1 (depending on the weight of the aircraft and the approach speed resulting from it) and fly the aircraft down the glideslope with the rudder. It is not uncommen for Il-76s to fly approaches with negative pitch.Flaring needs a bit of practice, the wings are mounted high so they catch the ground effect at a little lower altitude than most airliners. Expect it at about 20 feet above ground, reduce N1 to about 70% and increase pitch. You should touch down at a speed of around 110 knots., Crosswind: Because the aircraft has a rather large tail fin, it is easily blown around by crosswind.Crosswind landings require crabbing (turning the nose into the wind while keeping the wings level). In the case of a crosswind blowing from the right, aim your approach on the right side of the runway. When beginning the flare, use rudder to the left and align the aircraft with the direction into which you are travelling. Keep in mind that this direction is NOT the runway heading, because the crosswind is having an impact on your travelling direction. You will have to point the nose somewhat to the left of the runway heading. If you do not do this, your aircraft will tip over as soon as it touches down.Touch down quickly, if your flare takes too long, the crosswind is going to blow you off the runway. Once you have touched down, use rudder to correct your direction and stay on the runway. As soon as you are on the ground, the crosswind is going to blow against the aircraft resulting in a bank to the left. Use ailerons against this. Crosswinds are the hardest part about flying this aircraft, for training set up a 23 knot crosswind with no turbulence or wind shear. After landing, use the replay mode and look at your landing from the runway threshold viewpoint to see what you did wrong (or right). What can be seen on the side views: The First Officer’s panel. The First Officer’s Side. The Flight Engineer’s Station. More or less the same as the Captain’s Panel The instruments are mostly made up. Mainly Electric Systems I cannot identify. Note above the front window what seems to Something you will probably find in every Il-76 be some kind of rail to move the weather radar flight deck are tables photocopied from the to the Captain’s or First Officer’s side. handbook and put wherever there is some free space. The back part of the flight deck. This panel contains several electric switches, Front left. On the panel there are mostly what seems to the APU panel and some other stuff that might The window on the right side of the picture can be electricity switches. Note how these switches be something like the hydraulic system. be opened, you can see the handle for this are protected against someone accidentally Left of the captains seat, on the bottom of the and what looks like the electricity supply for touching them. picture, is the Booster (Hydraulic Control the window heating. What is behind the cokpit room is mainly my Surface System) Panel. On the bottom of the picture are some invention. There is a crew rest or loadmaster’s instruments. The inscriptions are made up, but room on the left, but I could not find pictures they would make these instruments the aircraft’s of how they look like, so I made a guess based intercom. upon interior pictures of Antonov-12 and Antonov-124 aircraft. On the right side of the picture (the aircraft’s port side) would be the lavatory and some more electronic equipment. Directly behind the Captain’s seat are the stairs that lead to the Navigator’s and Radio Operator’s stations in the glass nose and to the cargo deck. Depicted on the icon is the Saint Nikolai, who is the protector of sailors and merchants – and thus maybe also of freighter crews., Flight Envelope: Maximum Speed (VNE) 320 Knots Economic Operation: Maximum Mach (MNE) 0.77 Best economic speed 285 Knots / 0.73 M Ceiling 39,600 ft Best Lift/Drag Coefficient Angle of Attack 7.5° Stall Angle of Attack 20° Maximum recommended Angle of Attack 14° Maximum N1 97% (Take-off thrust – maximum 5 minutes) Maximum unlimited N1 93% The check lists are based on the aircraft weight or the current altitude. When starting a flight, write down the aircraft’s empty weight and the payload so you can get the current weight by adding the fuel quantity displayed by the gauges in the cockpit. Take-off Take off with 30° flaps except for grass or gravel runways where 43° are required. Take-off weight lbs 198,000 220,000 242,000 264,000 286,000 308,000 330,000 352,000 374,000 Landing Lights on Flaps set N1=97% Rotate VR knots 100 100 105 105 110 120 130 140 150 Safe Speed with flaps V2 knots 110 120 120 120 125 130 135 150 160 Gear Up; Start Flap Retraction Safe Speed with flaps retracted knots 160 170 180 190 195 200 205 210 220 Landing Light off Engines N1<93% Climb with angle of attack 7.5° climb to feet 39,600 39,600 39,600 39,600 39,600 38,775 37,125 35,475 33,000 as you are losing weight enroute, climb to higher flight levels. Descent Altitude feet 39,600 – 26,400 26,400 – 16,500 16,500 – 13,200 13,200 – Transition Level TL – 0 Maximum speed 0.75 M 310 knots 310–270 knots 270 knots 245 knots Remember that in many countries the maximum speed below 10,000 feet is 250 knots! Maximum vertical speed ft/min -3000 -3000 -2000 -2000 -1400 Landing Landing weight lbs 198,000 220,000 242,000 264,000 286,000 308,000 330,000 352,000 Fuel transfered to Central Tank if necessary Speedbrakes armed Landing Lights on Gear down speed knots 220 220 220 220 220 220 220 220 Gear down, five green Start flap extension speed knots 210 210 210 210 210 210 210 210 Safe Speed with flaps at 43° knots 115 115 120 125 130 135 140 150 Touchdown Activate reverse thrust Activate wheel brake knots 90 90 90 90 90 90 90 90 Retract thrust reversers knots 25 25 25 25 25 25 25 25, lbs 355,000 Fuel Calculations 345,000 1. Get the weight at which you want to land. That is the weight of the aircraft + payload + reserve fuel. 335,000 Recommended reserve fuel is 30,000 lbs. 2. Look up the weight on the lbs axis of the diagram; get 325,000 the distance you want to fly. 3. On the diagram, go right by the number of nautical 315,000 miles you want to fly. The short lines represent 100 NM, the long lines 500 NM. 305,000 4. See where the curve is crossing the vertical line you have arrived at. 295,000 5. Look left on the lbs axis. The number minus your desired Landing Weight is the enroute fuel. 285,000 6. Add 20,000 lbs for take-off and climbing to flight level. 275,000 This diagram is based on flying according to the recommended flight levels. 265,000 Please also see the example. 255,000 245,000 Maximum Weights for concrete/asphalt runways, 235,000 values for grass/gravel runways in brackets 225,000 Aircraft Empty Weight 194,000 lbs Maximum payload 88,000 lbs (66,000 lbs) 215,000 Maximum Take-Off Weight 374,000 lbs (335,000 lbs) Maximum Landing Weight 334,000 lbs (299,000 lbs) 205,000 Maximum Fuel at Take-Off 186,000 lbs (146,000 lbs) Maximum Fuel at Landing 66,000 lbs (53,000 lbs) 195,000 100 NM Entering Procedures for Holding Patterns 1 minute unless specified otherwise 70° 1 minute unless specified otherwise 30°, Crosswind Calculator The maximum allowable crosswind component is 23 knots. Descent Planner Altitude to loose feet Groundspeed knots 40,000 600 35,000 30,000 450 25,000 20,000 300 15,000 10,000 150 5,00000015 30 45 60 75 90 105 120 0 -500 -1,000 -1,500 -2,000 -2,500 -3,000 Start Descent at NM Vertical Speed ft/min, АВТОМАТ ТЯГИ Thrust Automat

Panel СКОРОСТЬ ТРИММЕРНЫЙ ЭФФЕКТ РУЛЬ ВЫСОТЫSet Speed Height Rudder (Pitch) Trim

СИСТЕМА АВТОМАТИЧЕСКОГО УПРАВЛЕНИЯ Turn Coordinator Automatic Steering System Autopilot Settings ПОЛОЖЕНИЕ ЗАКРЫЛКОВ Situation of Trailing Edge Flaps СТАБ ГОРИЗ Stabilize Horizontally Set and Display Heading Angle Of Attack / G Meter СТАБ ВЫС Stabilize Altitude Stall Warning Light Set and Display Altitude Autopilot СТАБ ВЕРТИК The Vertical autopilot modes are on the left, the horizontal modes and Autothrust are on the right. Stabilize Vertical Speed Set and Display Vertical Speed СТАБ ВЫС СТАБ ВЕРТИК ГЛИСС АТ СТАБ ГОРИЗ КУРС Stabilize Altitude Stabilize Vertical Speed Hold Glideslope Thrust Automat Stabilize Horizontally Course СВЕТ Radar Altitude Hold V/S Hold V Nav Speed Heading Hold L Nav Cabin Light The Range Seetting (in Nautical Mile) on the left refers to the marking in the middle of the radar screen ГЕНЕРАТОРЫ Generators (Low Battery) ТОПЛИВО Fuel Quantity САУ ВЫКЛ Autopilot Disconnected ТЕСТ Annunciator Test БУСТЕРЫ Booster Failure (Hydraulic Control Surface Pressure) ВНИМАНИЕ Attention (Master Accept) Vertical Speed in 100 Feet/Minute ВРЕД Damage (Chip Detect) Artificial Horizon ДАВЛ ТОПЛИВА Fuel Pressure ДАВЛ МАСЛА Oil Pressure Mach Meter ТЕМП МАСЛА Oil Temperature ПОЖАР Fire Indicated Airspeed N1 in Knots НОМИНАЛЬНЫЙ РЕЖИМ Nominal Regime Below 93% ВЗЛЕТНЫЙ РЕЖИМ Take-Off Regime Above 93% Radar Altitude (Red Area, Maximum 5 Minutes) in tens of feet Internal Turbine Temperature use brown knob (Big Needle) to set decision height Exhaust Gas Temperature (Lower Small Needle) Hundreds of °C Altimeter Oil Temperature (Upper Gauge) in feet Oil Pressure (Lower Gauge) °C/PSI Markers РАЗХОД ТОПЛИВА Fuel Flow Transponder Pounds per minute

ЭЛЕКТРОСНАБЖЕНИЕ

Electricity Supply Generator Load (Press Buttons above to display Battery Voltage) Generators Inverters ШАССИ ЩИТКЫПУ СИСТЕМА НАСОСОВ Landing Gear Speed Brakes Throttle Quadrant Flipflop Radio OBS VOR1/VOR2 Pumps System (Fuel Selector) Fuel Cut Off Use VOR1 or VOR2 for autopilot ОБР УБОРКА Up ГОТОВ ArmedVOR1; VOR2; КОМ1 Com1; КОМ2 Com2; АРК1 ADF1; АРК2 ADF2 НАПРЯЖЕНИЕ Voltage ВЫКЛ Off 20° Max In-Flight Since you cannot set an OBS for ВЫПУСК DownЛЕВ Left Tank 40° After Touchdown АККУМ Battery VOR2, you must always use VOR1 Autopilot For the ADF you have a yellow triangle Backcourse ЦЕНТР Centre Tank helping you to see which digit РАДИО И НАВИГАЦИЯ Avionics for the autopilot, so most likely you ПРАВ Right Tank СИСТЕМА БАЛАНС ТОПЛ are never going to need this switch. АВТОМ Automatic Fuel Transfer Systemyou are about to change НАВ ОГОНЬ Nav Light ВЫКЛ Off ПОС ТОПЛИВНАЯ СИСТЕМА ЛЕВ Left Tank ДЕМПФЕР РЫСКАНЬЯ Yaw Damper ПРОТИВООБЛЕДЕНИТЕЛЬНАЯ СИСТЕМА ПРОБЛЕСКОВЫЙ МАЯК Fuel System ЦЕНТР Centre Tank Anti Ice System Beacon ПРАВ Right Tank HSI ЛЕВ БАК Left Tank Shows VOR1, Bearing and Heading КРЫЛА Wings ФАРА Landing Light ЦЕНТР БАК Centre Tank In the centre is the HSI to VOR1, showing Glideslope and VOR Radial. If no signal ППД Pitot ПРАВ БАК Right Tank is received, the white flags appear at Г (ГЛИССАДА) for glideslope and К (КУРС) for VOR Radial. TO and FROM mode is indicated by the white triangles. ШАССИ Landing Gear Situation On the outer ring you can see the OBS and Heading. The Heading can be set with the ГОРИЗ knob on the bottom right. ТОРМОЗ Brakes DME to VOR1 and OBS are displayed at the top of the instrument.

RMI

Normally this instrument would have a knob on the left to set OBS, but since this Shows VOR1, VOR2, АРК1 (ADF1) and АРК2 (ADF2) instrument here is a combination of two instruments, two knobs are at that position. Use the Switches at the Bottom It is therefore necessary to use the OBS knob below the Altimeter to set OBS. IMPORTANT: : If you have tuned to an ILS and are receiving a glideslope signal, Please note the difference between Heading and Course! the position of the needle indicating VOR1 is no longer updated. Heading is the direction that an aircraft flies to and is set with the ГОРИЗ knob, You must use the HSI then. (At least in V6.40) the corresponding autopilot mode is СТАБ ГОРИЗ (Stabilize Horizontally) Course (КУРС) is a radial through a VOR defined by the OBS (ПУ), the autopilot mode is КУРС., lbs 355,000 Here is an example on fuel calculation to help you understand. It is on an extra page so you don’t have to 345,000 print it out. 335,000 1.I want to arrive with my Il-76 (195,000 lbs), 40,000 lbs payload and 30,000 lbs reserve fuel, that is a landing 325,000 5 weight of 265,000 lbs. 2. I want to travel 1,300 nautical miles. 315,000 3. See where the curve crosses the vertical line. 4. My enroute fuel is 309,000 - 265,000 = 44,000 lbs 305,000 5. My take-off weight is landing weight (265,000 lbs) + enroute fuel (44,000 lbs) + 20,000 lbs take-off and climb 295,000 fuel = 329,000 lbs; my total fuel thus take-off weight (329,000 lbs) - payload (40,000 lbs) - empty weight 285,000 (195,000 lbs) = 94,000 lbs. 275,000 265,000 255,000 245,000 2 235,000 225,000 215,000 205,000 195,000 100 NM Here is how to use the crosswind calculator: 1. Get the current wind speed and direction, calculate the angle between wind direction and your landing direction. In this example the wind is at 20 knots and the angle 3 between wind direction and landing direction is 30°. 2. Go down and look up the crosswind component. The black line at 23 knots marks the maximum allowable crosswind component! 1 3. On the vertical axis you can see the headwind component.]

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