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=============== Embraer 120 Brasilia ==================
=============== Panel by David Mead ===================
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Version 1.0
24 August 2004
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= Copyright ===========================================
This panel is distributed as Freeware. Receiving payment for this work or it's distribution is expressly forbidden without the author's written permission. Distribtution of this work is permitted providing the contents are included in full and unmodified.
= Introduction ========================================
This panel is representative of the Brasilia as depicted in the Embraer cockpit training posters and photos obtained from the internet. I have attemped to simulate as many systems as possible within what limited general understanding I have of them. I do not have access to the real aircraft or it's documentation so there are likely to be some operational differences. Some limitations are due to those of the simulator and are unavoidable at this time. If you can provide accurate information in such cases where the sim is not to blame, I will consider producing an update.
In order for some systems to function as designed it is necessary to have certain options set in the aircraft config file. I have provided a file for Nick Botamer's model, simply copy your [fltsim.x] sections into the top of it and go.
All gauge code and artwork in this package is original, except for the throttle lever code which is a variation on the default baron. I would also like to thank Matt Laurita as I used his B1900 panel extensivley as a learning aid in the early stages of coming to grips with XML gauges.
I have implemented a partly functional APU. Partly because the electric supply for any internal simulator systems cannot be modified through XML gauges. Internal systems include the trasmit and receive functions of the radios, the autopilot, and external lights. These things require a power supply that flight sim recognises. As such they cannot be powered from the APU in this case. Anything else can be powered exclusively by the APU because I wrote it to. The APU will therefore provide sufficient power to the central bus to power all DC systems and the AC inverters. It can also provide a bleed air source and is REQUIRED to start the engines. As certain systems required at least the battery to work, I would advise using the battery only when required if the main generators are offline since the APU will not charge it. This would normally only be necessary for getting an IFR clearance before engine start.
2) Engine Start
The Brasilia is (as far as I can tell) started by bleed air and electric ignition systems. If both engines are shut down then the only available bleed source is the APU. Start the APU, open the bleed valve and turn on the APU generator or the battery, then arm the ignition of the engine you want to start. Only when power and bleed air are available and the ignition is armed will the starter switch work.
3) Autopilot
The Heading mode behaves as you would expect. the AP will attempt to turn to the selected heading on the EHSI. Nav and Apr modes are also standard FS functions. Alt will set the selected altitude to the current altitude and maintain that, Sel on the other hand allows you to select a different altitude and the climb or descend to that. Clm and Dsc modes set the rate of climb and descent to 1000fpm (the default), and vsi mode will set the rate to the current vertical speed. All three will engage Alt+Sel mode. Sel mode will disengage when the target altitude is reached. IAS mode does not work. I need to figure out how to program a pitch based speed hold. FS only provides autothrottle speed hold.
4) Electrical
The central bus provides power to most systems on the aircraft, and is fed by the main generators, the APU generator and the Battery. If those sources are unavailable the auxillary generators can be engaged and the emergency bus switch armed to transfer power to the central bus. The auxillary generators are also powered by the engines and will only provide limited power to critical systems, inverters are not included in this.
5) Pressurization
There is a basic pressurization system. To use it you select the flight/cabin altitude from the lower gauge on the quadrant, then adjust the cabin climb rate with the knob above the park brake. The cabin pressure will adjust at the rate until it reaches the selected altitude. A good rule of thumb is to set the cabin altitude slightly higher than you plan to be flying at for any segment of the flight. The upper gauge is the pressurization gauge. Left side is cabin climb rate, right side has two arcs. The outer arc is the pressure differential in PSI. If the difference exceeds 7psi the Cabin Alt warning will light. The inner arc is the cabin altitude in 1000s of feet. The lower gauge is the cabin altitude select. The inner ring is aircraft altitude while the outer is equivalent cabin altitude.
= Known Issues ========================================
- IAS hold does not work
- Graphical glitch where parke brake handle overlaps cabin altitude gauge
- Turning off Electric Feather does not unfeather the engine until prop lever is adjusted
