https://wiki.flightgear.org/w/api.php?action=feedcontributions&feedformat=atom&user=Octal450 2026-06-13T18:22:40Z User contributions MediaWiki 1.39.6 https://wiki.flightgear.org/w/index.php?title=Building_using_CMake_-_Windows&diff=144971 2026-06-11T05:06:55Z

<p>Octal450: /* Scripted Compilation */</p> <hr /> <div>This article is intended to give an overview of '''building FlightGear on modern Windows systems'''. It was created using Windows 11 and VS 2022. It ought to be transferable to earlier versions of the Windows OS and software.<br /> <br /> As FlightGear is now 64-bit only, the guide only describes building on a 64-bit system.<br /> <br /> == Required software ==<br /> * [https://cmake.org/download/ CMake for Windows]. Download and install the Windows Win64-x64 Installer.<br /> * [https://visualstudio.microsoft.com/downloads/ Microsoft Visual Studio 2022] (MSVC). The Community version is free. There is no need for the premium versions; none of their features are required to build FlightGear. The C++ compiler will not be installed by default. You either choose this component during installation or after installation by starting MSVC and trying to create a new C++ project. The one to download is &quot;Desktop Development with C++&quot;. Make sure to have the latest version of the Windows SDK for your Windows version and the C++ Compiler checked. As of 8/5/2025, the option to select is &quot;MSVC 2022 64-bit&quot;.<br /> * [https://www.qt.io/download-open-source/ Qt6] for the [[FlightGear Qt launcher|Integrated Qt Launcher]]. Download the online installer to install and choose the latest version of Qt. Leave the default Developer and Designer Tools selection - these are needed for coding and compiling. Otherwise, here is [https://www.qt.io/offline-installers Offline Qt Downloads] for the optional offline-installer versions of Qt.<br /> * [https://git-scm.com/download/win Git] to keep your build up to date. It also simplifies downloads of components. Optional, but can't recommend it enough!<br /> <br /> == Obtaining source ==<br /> {{Main article|FlightGear and Git}}<br /> Throughout this article it is assumed that you have set up git clones of the various source repositories (FlightGear, SimGear, data...).<br /> Using an organized directory (see below) will help significantly.<br /> <br /> The commands to run are:<br /> <br /> {{#tag:syntaxhighlight|<br /> {{repo link<br /> | site = gitlab<br /> | cmd = git clone<br /> | proj = flightgear<br /> | repo = simgear<br /> | type = git<br /> | full = 1<br /> }} simgear<br /> {{repo link<br /> | site = gitlab<br /> | cmd = git clone<br /> | proj = flightgear<br /> | repo = flightgear<br /> | type = git<br /> | full = 1<br /> }} flightgear<br /> {{repo link<br /> | site = gitlab<br /> | cmd = git clone<br /> | proj = flightgear<br /> | repo = fgdata<br /> | type = git<br /> | full = 1<br /> }} fgdata<br /> {{repo link<br /> | site = gitlab<br /> | cmd = git clone<br /> | proj = flightgear<br /> | repo = windows-3rd-party<br /> | type = git<br /> | full = 1<br /> }} windows-3rd-party<br /> {{repo link<br /> | site = gitlab<br /> | cmd = git clone<br /> | proj = flightgear<br /> | repo = openscenegraph<br /> | type = git<br /> | full = 1<br /> }} osg<br /> | lang = &quot;sh&quot;<br /> }}<br /> <br /> After downloading these, I would suggest assembling a folder structure as below:<br /> <br /> == Directory Tree ==<br /> On Windows, assumptions on the directory structure are made to automate the discovery of dependencies. This recommended directory structure is described below. The components can be downloaded from the links above. If you do not use the recommended structure you will need to enter paths by hand and some parts may not input correctly.<br /> <br /> <br /> Caveat -- spaces in the directory names will cause errors. It is best to make sure there are no spaces in the path anywhere.<br /> <br /> &lt;tt&gt;<br /> : FlightGearBuild / &lt;/tt&gt; (Main root directory) &lt;tt&gt;<br /> :: fgdata / &lt;/tt&gt; (FlightGear data files) &lt;tt&gt;<br /> :: flightgear / &lt;/tt&gt; (FlightGear sources) &lt;tt&gt;<br /> :: install / &lt;/tt&gt; (Directory where you will install the built binaries to) &lt;tt&gt;<br /> ::: launch.bat / &lt;/tt&gt; (launch script if desired, see below) &lt;tt&gt;<br /> :: osg / &lt;/tt&gt; (OSG sources) &lt;tt&gt;<br /> :: simgear / &lt;/tt&gt; (SimGear sources) &lt;tt&gt;<br /> :: windows-3rd-party /<br /> :: build.bat / &lt;/tt&gt; (build script, see below) &lt;tt&gt;<br /> :: update.bat / &lt;/tt&gt; (update script, see below)<br /> <br /> == Building ==<br /> === Scripted Compilation ===<br /> This script will allow you to build OpenSceneGraph, SimGear and FlightGear automatically.<br /> <br /> {{collapsible script<br /> | type = Windows batch file<br /> | title = The &lt;code&gt;build.bat&lt;/code&gt; script for configuring and compiling OSG, SG, and FG<br /> | lang = batch<br /> | script =<br /> SET PATH=%PATH%;%ProgramFiles%\CMake\bin<br /> SET QT6SDK64=C:\Qt\6.x\msvc2022_64<br /> SET CMAKE_TOOLCHAIN=&quot;Visual Studio 17 2022&quot;<br /> SET ROOT_DIR=C:\path\to\FlightGearBuild<br /> SET FG_BUILD_TYPE=&quot;Release&quot;<br /> <br /> md osg-build<br /> md simgear-build<br /> md flightgear-build<br /> <br /> cd %ROOT_DIR%\osg-build<br /> <br /> cmake %ROOT_DIR%\osg -G %CMAKE_TOOLCHAIN% -A x64 ^<br /> -DACTUAL_3RDPARTY_DIR=%ROOT_DIR%\windows-3rd-party/msvc140/3rdParty.x64 ^<br /> -DCMAKE_RELWITHDEBINFO_POSTFIX:STRING= ^<br /> -DOSG_USE_UTF8_FILENAME:BOOL=ON ^<br /> -DWIN32_USE_MP:BOOL=ON ^<br /> -DCMAKE_INSTALL_PREFIX:PATH=%ROOT_DIR%\install<br /> cmake --build . --config RelWithDebInfo --target INSTALL<br /> <br /> cd %ROOT_DIR%\simgear-build<br /> cmake %ROOT_DIR%\simgear -G %CMAKE_TOOLCHAIN% -A x64 ^<br /> -DOSG_FSTREAM_EXPORT_FIXED:BOOL=ON ^<br /> -DCMAKE_INSTALL_PREFIX:PATH=%ROOT_DIR%\install<br /> cmake --build . --config RelWithDebInfo --target INSTALL<br /> <br /> cd %ROOT_DIR%\flightgear-build<br /> cmake %ROOT_DIR%\flightgear -G %CMAKE_TOOLCHAIN% -A x64 ^<br /> -DCMAKE_INSTALL_PREFIX:PATH=%ROOT_DIR%\install ^<br /> -DCMAKE_PREFIX_PATH=%QT6SDK64% ^<br /> -D FG_BUILD_TYPE=$FG_BUILD_TYPE ^<br /> -DOSG_FSTREAM_EXPORT_FIXED:BOOL=ON<br /> <br /> cmake --build . --config RelWithDebInfo --target INSTALL<br /> <br /> pause<br /> | show = 1<br /> }}<br /> <br /> {{tip | 10/2024: When using VS2022 make sure your osg has this fix applied: https://gitlab.com/flightgear/openscenegraph/-/commit/31082758036c12738467a7210a17604275a79517&lt;ref&gt;https://sourceforge.net/p/flightgear/mailman/message/58821522/&lt;/ref&gt;<br /> <br /> <br /> <br /> Some folks encountered the following problem when building flightgear:<br /> &lt;syntaxhighlight&gt;<br /> CMake Error at CMakeLists.txt:283 (find_package):<br /> By not providing &quot;FindBoost.cmake&quot; in CMAKE_MODULE_PATH this project has<br /> asked CMake to find a package configuration file provided by &quot;Boost&quot;, but<br /> CMake did not find one.<br /> <br /> Could not find a package configuration file provided by &quot;Boost&quot; with any of<br /> the following names:<br /> <br /> BoostConfig.cmake<br /> boost-config.cmake<br /> <br /> Add the installation prefix of &quot;Boost&quot; to CMAKE_PREFIX_PATH or set<br /> &quot;Boost_DIR&quot; to a directory containing one of the above files. If &quot;Boost&quot;<br /> provides a separate development package or SDK, be sure it has been<br /> installed.<br /> &lt;/syntaxhighlight&gt;<br /> This could be solved by doing the following in the top-level &lt;code&gt;CMakeLists.txt&lt;/code&gt; of [https://sourceforge.net/p/flightgear/simgear/ci/next/tree/CMakeLists.txt#l16 simgear] and [https://sourceforge.net/p/flightgear/flightgear/ci/next/tree/CMakeLists.txt#l26 flightgear]:<br /> <br /> In each file search for the line<br /> &lt;syntaxhighlight lang='CMake'&gt;<br /> cmake_policy(SET CMP0167 NEW)<br /> &lt;/syntaxhighlight&gt;<br /> (it should be near the top of each file) and change from &lt;code&gt;NEW&lt;/code&gt; to &lt;code&gt;OLD&lt;/code&gt; like this&lt;ref&gt;https://sourceforge.net/p/flightgear/mailman/message/58815368/&lt;/ref&gt;:<br /> &lt;syntaxhighlight lang='CMake'&gt;<br /> cmake_policy(SET CMP0167 OLD)<br /> &lt;/syntaxhighlight&gt;<br /> <br /> <br /> <br /> In addition there are reports that a linking error occurs when building flightgear:<br /> &lt;syntaxhighlight&gt;<br /> pui.lib(puValue.obj) : error LNK2019: unresolved external symbol __imp_strncat referenced in function &quot;protected: void__cdecl puValue::copy_stringval(char const *)&quot; (?copy_stringval@puValue@@IEAAXPEBD@Z) [F:\git\flightgear-build\src\Main\fgfs.vcxproj]<br /> F:\git\flightgear-build\src\Main\RelWithDebInfo\fgfs.exe : fatal error LNK1120: 1 unresolved externals [F:\git\flightgear-build\src\Main\fgfs.vcxproj]<br /> &lt;/syntaxhighlight&gt;<br /> A workaround could be by changing the build type from &lt;code&gt;RelWithDebInfo&lt;/code&gt; to &lt;code&gt;Release&lt;/code&gt; when building osg, simgear and flightgear&lt;ref&gt;https://sourceforge.net/p/flightgear/mailman/message/58824438/&lt;/ref&gt;:<br /> <br /> In the &lt;code&gt;build.bat&lt;/code&gt; change all three occurrences of<br /> &lt;syntaxhighlight lang='batch'&gt;<br /> cmake --build . --config RelWithDebInfo --target INSTALL<br /> &lt;/syntaxhighlight&gt;<br /> to<br /> &lt;syntaxhighlight lang='batch'&gt;<br /> cmake --build . --config Release --target INSTALL<br /> &lt;/syntaxhighlight&gt;<br /> }}<br /> <br /> Before starting to use the script, you need to edit the top few lines of the script. You will have to:<br /> <br /> # Set the path to your CMake installation.<br /> # Ensure that the path to your QT SDK is correct for your version of MSVC.<br /> # Ensure your toolchain version matches, e.g. &quot;Visual Studio 16 2019&quot; for MSVC 2019 or &quot;Visual Studio 15 2017&quot; for MSVC 2017.<br /> # Set ROOT_DIR to the FlightGearBuild folder you created (the above directory structure)<br /> <br /> ==== Post-compilation: Launching FlightGear ====<br /> '''In the debugger:'''<br /> Open flightgear-build/FlightGear.sln. You can then perform all your development / debugging directly in VS. You normally only need to run build.bat again, if you update SimGear or OSG. <br /> <br /> To launch FlightGear from Visual Studio, you can follow the following steps:<br /> The first time only:<br /> # Make sure you set your build type to RelWithDebInfo in the top bar.<br /> # To start with the launcher, click on the small black arrow beside Local Windows Debugger to open 'fgfs debug properties'. Switch to debugging; add {{code|--launcher}} to the 'Command Arguments'. Click Apply and then OK.<br /> # Press the green arrow (Local Windows Debugger) to start up FlightGear. <br /> # The first time you'll have to choose where FGDATA is -- to do this, select the 'fgdata' directory you cloned at the start.<br /> <br /> Thereafter, simply press the green arrow directly each time you want to start. If there are any local changes, it will recompile; alternatively it will start up directly. It will take a little longer to start as it loads symbols; however you also have the benefit that any segfaults will be caught allowing you to report them!<br /> <br /> '''As a standard .exe:'''<br /> NB these instructions overall are intended for setting up for development; there's a slightly more convoluted process for setting up for just plain flying (e.g. taking advantage of new features for aircraft development).<br /> <br /> Essentially, Visual Studio doesn't copy in the DLLs into the /bin/ folder. It's also not ideal to manually copy in the DLLs as it can cause all sorts of issues. However, without the DLLs FlightGear won't work; therefore, you need to set the PATH so it knows where to look for them.<br /> This launch script should work, put into your /install/bin/ folder:<br /> {{collapsible script<br /> | type = Windows batch file<br /> | title = The &lt;code&gt;launch.bat&lt;/code&gt; script for launching flightgear<br /> | lang = batch<br /> | script =<br /> SET PATH=C:\path\to\FlightGearBuild\install\bin;C:\path\to\FlightGearBuild\windows-3rd-party\msvc140\3rdParty.x64\bin;C:\Qt\5.15.2\msvc2019_64\bin;%PATH%<br /> SET FG_ROOT=C:\path\to\FlightGearBuild\fgdata<br /> fgfs.exe --launcher<br /> | show = 1<br /> }}<br /> <br /> Adjust the &quot;path\to&quot; references to suit your own personal installation, as well as the QT5 path.<br /> <br /> === Updating ===<br /> To update FlightGear, in general, just run ''git pull'' on the source directories and then re-run the build.bat script -- it will update what it needs to, relatively quickly.<br /> <br /> {{collapsible script<br /> | type = Windows batch file<br /> | title = The &lt;code&gt;update.bat&lt;/code&gt; script for updating repositories<br /> | lang = batch<br /> | script =<br /> SET ROOT_DIR=C:\path\to\FlightGearBuild<br /> <br /> cd %ROOT_DIR%\osg<br /> git pull<br /> <br /> cd %ROOT_DIR%\fgdata<br /> git pull<br /> <br /> cd %ROOT_DIR%\flightgear<br /> git pull<br /> <br /> cd %ROOT_DIR%\simgear<br /> git pull<br /> <br /> cd %ROOT_DIR%\windows-3rd-party<br /> git pull<br /> <br /> pause<br /> | show = 1<br /> }}<br /> <br /> === Changing the Configuration ===<br /> When the SimGear/FlightGear version numbers change, or you change configuration options (e.g. toggling Compositor, changing OSG versions, changing Qt versions) you do have to re-configure in CMake. To do this, it's usually safest to delete the simgear-build and flightgear-build folders and re-run the build.bat script, to ensure the build is clean. There is no need to delete osg-build unless changing OSG version.<br /> <br /> In case of problems, most of the time deleting the simgear-build and flightgear-build folders and re-running the build.bat script will be sufficient.<br /> <br /> {{building}}<br /> [[fr:compiler flightear avec CMake - Windows]]<br /> [[Category:Windows specific]]<br /> [[Category:Hackathon Materials]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Airbus_A320_family/info&diff=144886 2026-06-05T08:08:04Z

<p>Octal450: </p> <hr /> <div>&lt;includeonly&gt;{{infobox aircraft<br /> | name = Airbus A320 family<br /> | hangar = fgaddon<br /> | aircraft = A320-family<br /> | image = A320-family.jpg<br /> | image2 = A320VirtualCockpit.png<br /> | alt2 = The 3d [[cockpit]] of the A320-family<br /> | type = Airliner<br /> | config = Low wing aircraft/Monoplane aircraft/Retractable gear aircraft/Tricycle landing gear aircraft<br /> | propulsion = Twinjet<br /> | manufacturer = Airbus<br /> | authors = Josh Davidson (Octal450)/legoboyvdlp/Nia/Matthew Maring (hayden2000)/Thorsten Herrmann (TH-555)/Semir Gebran (CaptB)<br /> | fdm = JSBsim<br /> | fgname = A320-200-CFM/A320-200-IAE/A320neo-CFM/A320neo-PW<br /> | status-fdm = 5<br /> | status-systems = 5<br /> | status-cockpit = 5<br /> | status-model = 5<br /> | ready = checklist/canvas<br /> | navbar = 1<br /> | devel-repo = {{github url|user=legoboyvdlp|repo=A320-family}}<br /> }}&lt;/includeonly&gt;&lt;noinclude&gt;<br /> This is the aircraft infobox subpage of the [[Airbus A320 family]].<br /> [[Category:Aircraft infobox documentation]]<br /> &lt;/noinclude&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Airbus_A330/info&diff=144885 2026-06-05T08:03:32Z

<p>Octal450: </p> <hr /> <div>&lt;includeonly&gt;{{infobox aircraft<br /> | name = Airbus A330<br /> | hangar = JMaverick16<br /> | aircraft = Airbus_A330<br /> | image = Fgfs-20230726152543.png<br /> | alt = An Airbus A330 cruises in the dusk <br /> <br /> | image2 = IDG-A33X-VC.jpg<br /> | alt2 = The Virtual Cockpit<br /> | type = Airliner<br /> | config = Low wing aircraft/Monoplane aircraft/Retractable gear aircraft/Tricycle landing gear aircraft<br /> | propulsion = Twinjet<br /> | manufacturer = Airbus<br /> | authors = Josh Davidson/legoboyvdlp/Thorsten Herrmann (TH-555)/J Maverick 16<br /> | fdm = JSBsim<br /> | status-fdm = 4<br /> | status-systems = 4<br /> | status-cockpit = 4<br /> | status-model = 4<br /> | navbar = 1<br /> | ready = checklist/canvas/airrefuel<br /> | forumtid = 33022<br /> }}&lt;/includeonly&gt;&lt;noinclude&gt;<br /> This is the aircraft infobox subpage of the [[Airbus_A330]].<br /> [[Category:Aircraft infobox documentation]]<br /> &lt;/noinclude&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=FlightGear_Newsletter_May_2026&diff=144851 2026-06-01T05:20:42Z

<p>Octal450: /* Updated aircraft */</p> <hr /> <div>&lt;!--<br /> <br /> NOTES TO EDITORS<br /> <br /> * Headings<br /> * DO NOT DELETE HEADINGS prior to final cleanup<br /> * Current headings and their order is merely a suggestion based on what have been used earlier<br /> * Changes made to headings or structure should also be copied the Newsletter template http://wiki.flightgear.org/User:Skybike/Template:This_months_newsletter/Newsletter_example<br /> <br /> * Final cleanup before write protecting<br /> * Remove unused headings<br /> * Remove {{Appendix}} if not used.<br /> * Update &quot;Category: Changes after&quot; to the FG version current at the 1st of this month<br /> * Finally remove this comment<br /> * Update [[Next Newsletter]] and [[FlightGear Newsletter]]<br /> <br /> * Discussion, issues and suggestions<br /> * Regarding this newsletter issue, please use the discussion page<br /> * Regarding the newsletter in general, primarily use the FlightGear Newsletter discussion page (Talk:FlightGear Newsletter)<br /> * Regarding this Newsletter template, please use FIXME<br /> <br /> +++ {{Newsletter-header|{{#time: F | 2026-05}}}} +++<br /> --&gt;{{User:Skybike/Template:Newsletter-header-translate|2026-05}}<br /> {{TOC_right|limit=2}}<br /> ''We would like to emphasize that the monthly newsletter cannot live without the contributions of FlightGear users and developers. Everyone with a wiki account (free to register) is welcome to contribute to the newsletter. If you know about any FlightGear related news or projects such as for example updated scenery or aircraft, please do feel invited to add such news to the newsletter.''<br /> <br /> ''The new Visual Editor makes editing the wiki as simple as using a Word-processor, and even easier than using the forum as you don't even need to know the syntax for a url. Just hit the 'edit' link and start.''<br /> <br /> == Development news ==<br /> &lt;!-- News about FlightGear itself. The FlightGear mailing list and/or core developers are a good source. --&gt;<br /> &lt;!-- {{Disclaimer|id=final-fixed-function-release}}--&gt;<br /> [[File:2024.2_HDR_PBR_rendering.png|400px|thumb|HDR and PBR rendered scene.]][[File:PBR-rendered cockpit 2024.2.png|400px|thumb|PBR rendered cockpit.]]<br /> The 2024.2 version, which is currently under development, adds [[FlightGear and OpenGL Core Profile|core profile support]], [[HDR]] and PBR, and a new [[Canvas GUI]] replacing [[PUI]], delivering near cinema-grade image quality for FlightGear, narrowing the gap between FG and commercial simulators.<br /> &lt;!-- == Related Software tools and projects == --&gt;<br /> &lt;!-- Those not being part of FlightGear itself, like for example OpenRadar, TerreMaster or flightgear-atc.alwaysdata.net. --&gt;<br /> <br /> == In the hangar ==<br /> &lt;!-- News about new and upgraded aircraft and related stuff. The official forum and other ones usually are a good source for this. --&gt;<br /> You can now report and track FGAddon (launcher) aircraft bugs over in the &quot;Aircraft Issues&quot; project, on the FlightGear bug tracker! If there is already an existing bug tracker or repository for an aircraft, we would prefer if issues were reported there instead. But if you are in doubt, create an issue and we can triage it and forward it on to the appropriate place, if that is not the FGAddon tracker. A link to the bug tracker can be found on the left of every wiki page, and at the top of every forum page. If you have a spare hour or 2, and fancy getting involved, we would love for you to come on over, choose an issue, and have a crack at fixing it!<br /> <br /> &lt;!-- === New aircraft === --&gt;<br /> === Updated aircraft ===<br /> The [[McDonnell Douglas MD-11]] has received an advanced new load manager for managing fuel and payload amongst other updates. There are tweaks to the manager based on flying the passenger or freighter.<br /> <br /> [[File:MD-11-Load-Manager.jpg|500px|MD-11 LM]]<br /> <br /> === Liveries ===<br /> The default livery of [[Airbus A320 family|A320-271N (PW1100G)]] in the dev branch has been changed to Lufthansa, due to Spirit's shutdown. &lt;ref&gt;https://github.com/legoboyvdlp/A320-family/pull/403&lt;/ref&gt;<br /> &lt;!-- === Instruments === --&gt;<br /> &lt;!-- === Aircraft reviews === --&gt;<br /> <br /> == Scenery corner ==<br /> &lt;!-- Scenery development news --&gt;<br /> <br /> &lt;!-- === Scenery Models === --&gt;<br /> <br /> &lt;!-- === Airports === --&gt;<br /> <br /> &lt;!-- === Land cover === --&gt;<br /> <br /> &lt;!-- === Osm2city === --&gt;<br /> <br /> &lt;!-- === New OSM2City areas === --&gt;<br /> <br /> &lt;!-- == Interview with a contributor == --&gt;<br /> <br /> &lt;!-- == Suggested flights == --&gt;<br /> <br /> &lt;!-- == AI == --&gt;<br /> &lt;!-- === AI traffic === --&gt;<br /> &lt;!-- === AI scenarios === --&gt;<br /> <br /> == Community news ==<br /> &lt;!-- === FlightGear on YouTube === --&gt;<br /> &lt;!-- embed video as {{#ev:youtube|VCc6PwRI1LA}}--&gt;<br /> &lt;!-- === Forum news === --&gt;<br /> === Wiki updates ===<br /> The FlightGear [[FlightGear wiki|wiki]] has been renovated by contributors since the end of April 2026, including the cleanup of content, the removal of old information (e.g., [[FGRun]]), and the update of existing pages (e.g., [[New to FlightGear]]).<br /> <br /> In addition, a book called [https://en.wikibooks.org/wiki/FlightGear_Flight_Simulator FlightGear Flight Simulator] has been created on Wikibooks based on the content of this wiki.<br /> &lt;!-- === Article of the month === --&gt;<br /> <br /> == Multiplayer events ==<br /> &lt;!-- === Upcoming events === --&gt;<br /> <br /> &lt;!-- === Finished events === --&gt;<br /> <br /> &lt;!-- == FlightGear events == --&gt;<br /> &lt;!-- For example presence at FSWeekend --&gt;<br /> <br /> &lt;!-- == Hardware reviews == --&gt;<br /> <br /> == Screenshot of the Month ==<br /> &lt;!--FlightGear's Screenshot of the Month {{#time: F | 2026-05}} 2026 is FIXME by {{usr|FIXME}}<br /> ADD IMAGE --&gt;<br /> If you want to participate in the screenshot contest&lt;!-- of {{#time: F | 2026-05 + 1month}}--&gt;, you can submit your candidate to the {{forum link|title=this|f=88|t=}}. Be sure to see the first post for participation rules. For purposes of convenience and organization, at the end of the month or after 20 entries have been submitted, a new forum topic will be started containing all shots in an easy-to-view layout. The voting will then take place there.&lt;!--Once the voting has finished, the best screenshot will be presented in the Newsletter edition of {{#time: F | 2026-05 + 1month}}--&gt;<br /> <br /> {{Appendix}}<br /> <br /> [[Category:Changes after 2024.1]]&lt;!--Has a new version been released this month? Use previous version!--&gt;<br /> [[Category:FlightGear Newsletter|2026 05]]<br /> <br /> &lt;!--[[de:FlightGear Newsletter {{#time: F Y | 2026-05 | de }}]]--&gt;<br /> [[fr:FlightGear Newsletter May 2026]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Tupolev_Tu-134/info&diff=144847 2026-05-31T23:16:27Z

<p>Octal450: Match rating to what is in FGAddon -set</p> <hr /> <div>&lt;includeonly&gt;{{infobox aircraft<br /> | name = Tupolev Tu-134<br /> | hangar = fgaddon<br /> | aircraft = Tu-134<br /> | image = Tu134 aeroflot.png<br /> | type = Airliner<br /> | config = Low wing aircraft<br /> | propulsion = Twinjet<br /> | manufacturer = Tupolev<br /> | authors = Emmanuel Baranger (3D &amp; FDM)/Buckaroo (FDM)/Cossack90 (Liveries, Translation)<br /> | fdm = YASim<br /> | fgname = tu134<br /> | status-fdm = 4<br /> | status-systems = 1<br /> | status-cockpit = 2<br /> | status-model = 4<br /> | devel-hangar = helijah<br /> | forumtid = 15908<br /> | navbar = 1<br /> }}&lt;/includeonly&gt;&lt;noinclude&gt;<br /> This is the aircraft infobox subpage of the [[Tupolev Tu-134]].<br /> [[Category:Aircraft infobox documentation]]<br /> &lt;/noinclude&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Bombardier_CRJ700_series&diff=144846 2026-05-31T22:49:57Z

<p>Octal450: /* My personal wishlist */</p> <hr /> <div>{{:{{PAGENAME}}/info}}<br /> [[File:CRJ700-cockpit-night.jpg|The cockpit at night, demonstrating night lighting capabilities|thumb|350px|right]]<br /> [[File:CRJ700-cabin-night.jpg|The interior cabin, also at night|thumb|350px|right]]<br /> <br /> The '''Bombardier CRJ700 series''' is a family of 70- to 100- seat regional jet airliners manufactured by Bombardier Aerospace. Its primary competition is the Embraer E-jet series. The family consists of the Bombardier CRJ700, CRJ900, and CRJ1000. The CRJ700 series was developed from the [[Bombardier CRJ-200LR|Bombardier CRJ200]], and remains one of the most popular regional airliner series in the world.<br /> <br /> It belongs to the few aircraft for FlightGear that feature a ''[[walk view]]''.<br /> <br /> =Variants=<br /> <br /> * CRJ700 - the original CRJ700<br /> * CRJ700ER - extended range version<br /> * CRJ700LR - long-range version<br /> * CRJ900 - the first stretch of the airframe<br /> * CRJ900ER - extended range version<br /> * CRJ900LR - long-range version<br /> * CRJ1000 - the final stretch of the airframe<br /> * CRJ1000 EuroLite - low-range/low-cost version targeted at European operators<br /> * CRJ1000ER - extended range version<br /> <br /> =Aircraft help=<br /> <br /> HTML documentation is included in the Docs/ folder.<br /> <br /> ==Key commands==<br /> <br /> {| class=&quot;keytable&quot;<br /> ! Key<br /> ! Function<br /> |-<br /> ! colspan=&quot;2&quot; | Speedbrakes/spoilers<br /> |-<br /> | {{key press|Ctrl|B}}<br /> | Cycle speedbrake setting<br /> |-<br /> | {{key press|j}}<br /> | Decrease ground lift dump setting<br /> |-<br /> | {{key press|k}}<br /> | Increase ground lift dump setting<br /> |-<br /> ! colspan=&quot;2&quot;|Engines<br /> |-<br /> | {{key press|Ctrl|Del}}<br /> | Arm/disarm thrust reversers<br /> |-<br /> | {{key press|Del}}<br /> | Toggle thrust reversers<br /> |-<br /> ! colspan=&quot;2&quot; | Autopilot<br /> |-<br /> | {{key press|Ctrl|A}}<br /> | Toggle autopilot altitude mode<br /> |-<br /> | {{key press|Ctrl|F}}<br /> |Engage/disengage autopilot<br /> |-<br /> | {{key press|Ctrl|G}}<br /> | Toggle autopilot approach mode<br /> |-<br /> | {{key press|Ctrl|H}}<br /> | Toggle autopilot heading mode<br /> |-<br /> | {{key press|Ctrl|N}}<br /> | Toggle autopilot NAV mode<br /> |-<br /> | {{key press|Ctrl|P}}<br /> | Set autopilot basic pitch mode<br /> |-<br /> | {{key press|Ctrl|W}}<br /> | Set autopilot basic heading/roll mode<br /> |-<br /> | {{key press|F6}}<br /> | Cycle NAV source<br /> |-<br /> ! colspan=&quot;2&quot; | Tiller/Nose gear steering<br /> |-<br /> | {{key press|q}}<br /> | Steer tiller left<br /> |-<br /> | {{key press|Shift|Q}}<br /> | Set tiller to full left<br /> |-<br /> | {{key press|w}}<br /> | Center tiller<br /> |-<br /> | {{key press|Shift|W}}<br /> | Pop up tiller dialog<br /> |-<br /> | {{key press|e}}<br /> | Steer tiller right<br /> |-<br /> | {{key press|Shift|E}}<br /> | Set tiller to full right<br /> |-<br /> ! colspan=&quot;2&quot; | Walk view<br /> |-<br /> | {{key press|r}}<br /> | Walk forward toward view<br /> |-<br /> | {{key press|Shift|R}}<br /> | Run forward toward view<br /> |-<br /> | {{key press|f}}<br /> | Walk backwards from view<br /> |-<br /> | {{key press|y}}<br /> | View point down<br /> |-<br /> | {{key press|Y}}<br /> | View point up<br /> |}<br /> <br /> ==Simplified procedures==<br /> ===Startup===<br /> [[File:Start-123.png|thumb|right|CRJ700 Startup (1,2,3)]]<br /> #Battery switch ... on<br /> #APU start/stop switch ... on<br /> #Bleed air source ... automatic<br /> #Fuel Pumps ... enable<br /> #Engine 1 thrust lever ... idle<br /> #Engine 1 start sequence ... initiated<br /> #Engine 2 thrust lever ... idle<br /> #Engine 2 start sequence ... initiated<br /> #Engine 1 electric generator ... on<br /> #Engine 2 electric generator ... on<br /> #APU start/stop switch ... off<br /> <br /> ===Takeoff===<br /> #Flaps/slats ... 8 or 20<br /> #Landing lights ... on<br /> #Engine thrust modes ... TO/GA<br /> <br /> ===Climb and cruise===<br /> #Engine thrust modes ... climb<br /> Nominal cruise speed Mach 0.78 (0.80 for CRJ900)<br /> <br /> ===Approach and landing===<br /> Remain below 250 knots below 10,000 feet at all times<br /> #Thrust reversers ... armed<br /> #Obey speed limits for flaps and gear extension<br /> #Flaps/slats on final ... 45<br /> <br /> ===Shutdown===<br /> #Parking break ... set<br /> #External power ... select<br /> #Engine thrust levers ... shutoff<br /> #Engine 1 electric generator ... off<br /> #Engine 2 electric generator ... off<br /> <br /> =Downloading=<br /> <br /> The latest version is always available on the official FlightGear aircraft download page and will be committed regularly to [[FGAddon]].<br /> <br /> The latest development version at GitHub can also be downloaded [https://github.com/d-jsb/CRJ700-family/archive/master.zip here].<br /> <br /> =Aircraft of the Week/Month=<br /> <br /> The CRJ700 was reviewed by Thorsten R as part of the &quot;Aircraft of the Week/Month&quot; feature on the FlightGear Forums.<br /> <br /> ====Model====<br /> <br /> The 3d cockpit of the CRJ-700 is very detailed and contains not only functionality on the main panel but also on the central console and an overhead panel. However, as often seen, the cockpit surfaces not covered by instrumentation are very simply textured by a monochromatic grey color - a more natural texture resembling a real material with some wear and tear could add a lot here.<br /> <br /> [http://www.phy.duke.edu/~trenk/pics/crj700-cockpit.jpg View image]<br /> <br /> There is a lot of functionality in the cockpit - a startup procedure using the APU is supported as well as a full set of external lights and no-smoking and seat belt signs for the passengers. A nice touch of the model is that it also contains an interior view of the cabin in which the signs can be observed. Switches and knobs are usually animated, and the clickspots are placed fairly intuitively. The MFD's all have various selectable functions.<br /> <br /> The exterior model of the aircraft is also very nicely done, contains good animations and shows all the light switch settings in the cockpit faithfully. An option to switch livery exists as well.<br /> <br /> [http://www.phy.duke.edu/~trenk/pics/crj700-model.jpg View image]<br /> <br /> ====Flight characteristics====<br /> <br /> The FDM of the CRJ-700 is quite plausible for an airliner of its size. I haven't really tested the behaviour at the edge of the performance envelope, but during normal operations, the plane behaves well and reaches basic performance characteristics. All in all, the plane is an airliner (albeit a small one) - it turns slowly, it does not descent rapidly without picking up a lot of excess speed and all maneuvers need to be planned well in advance. Having said that, it's actually fun to fly.<br /> <br /> I found the AP nicely tuned and able to fly turns, climb or dive at all altitudes without oscillations or weird behaviour. Unfortunately, the support for AP modes involving navaids is not as good: While I could home in on a VOR station, the AP seems to be tracking the station rather than the chosen radial, i.e. the angle under which I approached the station kept changing. Also, I was unable to intercept an ILS glideslope automatically. However, the plane can be operated well in IFR conditions just using the instruments to display the navaid signals and the heading and altitude modes of the AP to control the plane. <br /> <br /> ====My personal wishlist====<br /> <br /> Fixing the AP to a more consistent behaviour with navaids would be high on my priority list. Some more natural texturing in the cockpit would also be nice. I realize that the CRJ-700 is a fairly recent addition to the aircraft repository of Flightgear - but I like where the model is going very much.<br /> <br /> ====Things to experience====<br /> <br /> Try flying at night - the CRJ-700 has one of the best light concepts I've ever seen. The instrument lights are very beautifully done and can be dimmed at need, the cabin lights likewise, and all lighting is visible both from internal and external views.<br /> <br /> <br /> <br /> ''Editor's note: The autopilot VOR-LOC/ILS holds have been fixed as of CRJ700 v1.0.2.''<br /> <br /> =Development status/Issues/Todo=<br /> ==Key features==<br /> * Startup and shutdown procedures<br /> * Mostly complete cockpit<br /> * Realistic autopilot<br /> * Functional flight management system (FMS), advisory-only vertical navigation system (VNAV), and control display unit (CDU)<br /> * Emergency procedures with ram air turbine (RAT) and auxiliary power unit (APU)<br /> * Small library of tutorials<br /> * Cockpit, cabin, and exterior model lightmaps<br /> * Reflection shader on the engines<br /> * Developed aircraft systems<br /> * Tiller steering system<br /> <br /> ==Todo==<br /> For rating information, see [[Formalizing Aircraft Status]].<br /> ===FDM (current rating 3)===<br /> * Make something a little more refined than my [[YASim]] solution (any [[JSBSim]] masters?)<br /> ===Exterior (current rating 4)===<br /> * Add minor elements like antennas, ram air turbine, improve gear bay texturing and geometry<br /> * More liveries!<br /> ===Flight deck (current rating 4)===<br /> * Improve texturing<br /> * Model circuit breakers<br /> ===Systems (current rating 3)===<br /> * Add more pages to EICAS<br /> <br /> == Development (section added May 2015) ==<br /> D-JSB et al. work on the CRJ700 family.<br /> <br /> === Status without any particular order ===<br /> ==== done ====<br /> * Some bugfixes (e.g. MFD wind indicator, nav pointers, MFD symbols)<br /> * Removed 2D panel which depended on Boing 737-300<br /> * More views (cabin windows, gear)<br /> * OHP switches / switchlights (gimmick: implemented the light test button)<br /> * Details of auto pilot panel behaviour like push function of CRS and HDG<br /> * Modified slats/flaps indicator on EICAS<br /> * APU details on EICAS<br /> * EICAS pages for doors<br /> * Simulation of hydraulic system<br /> * EICAS pages for hydraulic system<br /> * Extend failures dialog (hydraulics)<br /> * Re-implement the electrical system (AC and DC). <br /> * Add cargo doors to model<br /> * Add APU door to model<br /> <br /> ==== In progress / testing ====<br /> * Update of documentation<br /> <br /> ==== Planed ====<br /> * Canvas implementation of glas cockpit<br /> <br /> == Canvas implementation (planed) ==<br /> [[CRJ 700 family canvas ]]<br /> <br /> =External links=<br /> * [http://en.wikipedia.org/wiki/Bombardier_CRJ700_series Bombardier CRJ700 series at Wikipedia]<br /> * [http://forum.flightgear.org/viewtopic.php?t=11863 Development thread at the FlightGear Forums]<br /> * [http://www.smartcockpit.com/data/...700.../HGS_00_Pilots_Guide_CRJ_00.pdf GHS Pilots Guide CRJ]<br /> * [http://aligero.us/files/FMS%204200.pdf FMS 4200 Intro]<br /> * [http://www.4shared.com/get/Q_rDeIsz/Collins_FMS-4200_Flight_Manage.html FMS-4200 Manual]<br /> * [https://360.schnurstracks.de/panoramafotografie/cockpit/cockpit-panorama-bombardier.html?initvars.internlink=1 360° cockpit photo]<br /> <br /> {{Template:Bombardier}}<br /> [[Category: Aircraft with cabin view]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144661 2026-05-25T19:42:13Z

<p>Octal450: /* Configuration in FlightGear */</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> See: https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7500 - Hijacking<br /> * 7600 - Unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> See: https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method ==<br /> There are far more aircraft to manage than available squawk codes.<br /> <br /> To solve this problem, the ORCAM method is used.<br /> <br /> ORCAM stands for Originating Regional Code Allocation Method.<br /> <br /> Every region, airspace, airport, or service (such as military operations) is assigned a range of codes.<br /> <br /> When an aircraft leaves one controlled zone and enters another, if, the current code conflicts with another code already in use nearby, ATC will ask the aircraft to recycle the code and select a new unused one.<br /> <br /> ORCAM is a method, not a “table,” although the method excludes a subset of fixed codes from its management, and those are defined in tables.<br /> <br /> Note that the following table is valid for the UK only; the US and Europe use some different assignments.<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> Detailed illustrated explanation:<br /> <br /> * https://skybrary.aero/articles/transponder<br /> * https://pilotinstitute.com/transponder-modes-explained<br /> * https://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes<br /> <br /> Needs are constantly evolving, and technology merely adapts to those changes. Transponder modes are a reflection of the evolution of those needs.<br /> <br /> === Mode A ===<br /> From the WWII era, when aircraft were returning and approaching their bases, it was difficult to determine whether they were Friend or Enemy (FOE). To avoid unwanted activation of the DCA systems, pilots would activate a conventional code by switching a set of buttons ON and OFF to define an identity code.<br /> <br /> After the war, this concept carried over into civil aviation, but the mode was very basic and additional identification features were soon desired.<br /> <br /> === Mode B ===<br /> It was an evolution of Mode A, but due to some quirks it was quickly abandoned in favor of Mode C.<br /> <br /> === Mode C ===<br /> It added reporting of aircraft altitude.<br /> <br /> This reported altitude was originally transmitted after barometric correction, which led to several problems. In the later Mode S, this was changed to transmitting uncorrected altitude instead.<br /> <br /> The reason for this is not obvious. Imagine an aircraft on final approach: an incorrectly set altimetric pressure could cause the aircraft to “hit” the ground before the runway, or touch down too late and trigger a runway excursion.<br /> <br /> Other situations involving altitude busts (loss of vertical separation) have also occurred, although more rarely.<br /> <br /> Mode C altitude reports are transmitted in 100 ft increments.<br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> See: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is uncalibrated.<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder in the Cockpit ==<br /> Bear in mind that no two transponders are exactly the same.<br /> <br /> * Older aircraft may still have older transponders that are not Mode S capable.<br /> * There are several manufacturers with differing control panels.<br /> <br /> Some transponders have a knob position labeled “ALTITUDE,” which can be Mode C or Mode S. Transponders with TCAS support usually use &quot;TA/RA&quot; and &quot;TA&quot; and &quot;ON&quot; modes instead of &quot;ALTITUDE&quot;, all of which send altitude information.<br /> <br /> The usual transponder modes encountered in real life are:<br /> <br /> * Off - switched off / no power<br /> * Test - maintenance mode<br /> * Standby - powered on, but not sending information except the squitter (see above)<br /> * Ground - sends out the squawk code only<br /> * Altitude - in Mode C, sends altitude information; in Mode S, sends additional information as well<br /> <br /> == Traffic and Resolution Advisories ==<br /> * TA = Traffic Advisory<br /> * RA = Resolution Advisory<br /> <br /> On some transponders, TA/RA functions may be switched on separately.<br /> <br /> Coordinated resolution advisory &lt;big&gt;require&lt;/big&gt; '''Mode S''' in order to work properly.<br /> <br /> A common myth is that Mode S and TA/RA should only be activated while airborne.<br /> <br /> Nothing could be further from the truth.<br /> <br /> Airports where visibility is frequently poor and foggy, such as Paris Orly, Milano Linate, Birmingham, among others, may require departing aircraft to activate Mode S and TA from the gate/stand, even before pushback. This is also standard practice in the United States.<br /> <br /> TA on the ground uses a special mode with different sensitivity settings adapted to detect converging taxiing aircraft. Many severe accidents with fatalities have involved ground collisions.<br /> <br /> Examples:<br /> <br /> Scandinavian Airlines Flight 686 (a Scandinavian Airlines McDonnell Douglas MD-87) collided with a private Cessna Citation, resulting in 118 fatalities.<br /> https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> Paris Orly is historically so fog-prone that it became one of the first airports to develop “Turbo Clear” anti-fog systems in 1963. Airports around the world later adopted similar systems before the introduction of ATT (“Atterrissages Tous Temps” / “All Weather Landings”), precursors to modern Instrument Landing Systems.<br /> https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> The myth likely originates from the fact that procedures vary between airports and situations. Someone discovering the rule enforced at one airport may incorrectly assume the same rule applies everywhere.<br /> <br /> Usually, airport administration and chart briefing pages clearly specify the procedures enforced at that particular airport.<br /> <br /> On the ground:<br /> * Mode S + Traffic Alert may be required.<br /> <br /> Airborne:<br /> * Mode S + Traffic Alert + Resolution Advisory is generally expected whenever available.<br /> * Older aircraft frequently operating in controlled airspace are increasingly required to upgrade their transponders.<br /> <br /> == IDENT ==<br /> Transponders have a separate function called IDENT, activated by pressing a dedicated button.<br /> <br /> This is not actually a “mode” like Mode A, C, or S.<br /> <br /> It should never be pressed unless requested by the ATC providing the service.<br /> <br /> It also &lt;big&gt;must not&lt;/big&gt; be activated automatically during squawk code changes, which is a frequent error.<br /> <br /> IDENT allows ATC to instantly spot a particular aircraft among many others, and its sole purpose is to help in cases where conspicuity has been lost.<br /> <br /> Squawk codes change quite frequently. If IDENT were activated every time a squawk code was recycled, many blips (aircraft symbols on the ATC screen) would constantly start blinking. Then, when ATC actually requests an aircraft to press IDENT, the usefulness of the feature would be lost because it would be drowned among many other IDENT activations.<br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=FlightGear_hangars&diff=144581 2026-05-23T19:57:47Z

<p>Octal450: /* Other FlightGear repositories/mirrors */</p> <hr /> <div>[[Aircraft]] in FlightGear are often distributed from a hangar. The official FlightGear hangar is called [[FGAddon]] and it contains hundreds of aircraft at different stages of development (including aircraft from up to 20 years ago). Many aircraft are also distributed via 3rd-party hangars.<br /> <br /> == Licensing ==<br /> <br /> The [[FGAddon]] hangar is distributed using the GPLv2+ licensing terms - see the official [http://www.flightgear.org/flightgear-policy-document/ FlightGear policy document]. Third party hangars are free to license their content as they wish.<br /> <br /> {{caution|If licensing violations are found in a 3rd party hangar - including copying images, sounds, 3D objects or any other content that cannot be legally copied, or any non-legal licensing combinations - the FlightGear developers reserve the right to remove all mentions of that hangar from the official FlightGear web infrastructure (wiki, forum, mailing lists, etc.). The advertisement of illegal content via the official infrastructure could lead to legal problems for the FlightGear developers.}}<br /> <br /> <br /> == Official FGAddon hangar ==<br /> The [[FGAddon|FGAddon hangar]] is the official FlightGear hangar.<br /> <br /> === Aircraft downloads ===<br /> [[File:FGAddon logo.png|270px|right|link=FGAddon]]<br /> <br /> All official release aircraft can now be individually downloaded and updated with FlightGear itself. This is a nice way to browse new aircraft and make sure your favorites are always kept up to date.<br /> <br /> === Aircraft development ===<br /> The [[FGAddon]] version controlled repository contains in-development aircraft as well as aircraft tagged for FlightGear 3.4 and higher stable releases.<br /> <br /> * {{fgaddon aircraft source|text=FGAddon Hangar}} The Subversion version controlled repository for the official FlightGear aircraft on the SourceForge infrastructure, see [[FGAddon]] for details.<br /> * {{gitorious source|proj=fg|repo=fgdata|path=Aircraft|view=tree|text=Old fgdata Hangar}} The Gitorious archive of the official aircraft, migrated to the [https://archive.org/ Internet Archive] for archival and history preservation purposes. Aircraft were migrated to [[FGAddon]] in September 2014. For further details see the [[FlightGear Newsletter September 2014#Aircraft moved to SVN|September 2014 newsletter announcement]] and the [http://forum.flightgear.org/viewtopic.php?f=28&amp;t=24045 announcement topic on the forum]<br /> <br /> === Liveries ===<br /> * [http://liveries.flightgear.org FlightGear Livery Database]<br /> <br /> == Third party sites ==<br /> === Aircraft catalogues ===<br /> If a hangar provides a [[hangar catalog|catalog URL]] file (catalog.xml), it can be added to the FlightGear QtLauncher to display all the aircraft of that hangar. You add the URL to the &lt;code&gt;catalog.xml&lt;/code&gt; on the ''Add-ons'' page in the ''Aircraft hangars'' section.<br /> <br /> For details on how to create your own &lt;code&gt;catalog.xml&lt;/code&gt; file, see [[Hangar catalog]].<br /> <br /> === Aircraft hangars ===<br /> These are links where you can download individual planes manually.<br /> <br /> {| class=&quot;wikitable sortable&quot;<br /> |-<br /> ! Hangar<br /> ! Category<br /> ! Description<br /> ! [[Hangar catalog|Catalog URL]]<br /> |-<br /> | [http://www.gidenstam.org/FlightGear/Airships/ Anders' Lighter-than-air Hangar] <br /> |<br /> | With U.S. Navy K-type, ''Nordstern'', Zeppelin NT, SSZero airships and ZF free balloon and additional craft at [http://github.com/andgi?tab=repositories Anders' aircraft repositories at GitHub].<br /> |<br /> |-<br /> | [http://andinogonthaeler.wordpress.com/ Andino's Hangar]<br /> |<br /> | An-124, A340-600HGW, MD80's, Boeing 707-3J9C and 707-320C.<br /> |<br /> |-<br /> | Bermuda Triangle<br /> | [[:Category:Bermuda Triangle|Category]]<br /> | A hypothetical hangar used to categorize temporarily or permanently lost aircraft.<br /> |<br /> |-<br /> | [http://www.buckarooshangar.com/flightgear/ Buckaroo's Hangar]<br /> | [[:Category:Buckaroo's hangar|Category]]<br /> | Velocity XL RG, Edgley Optica, Lockheed 1049H Constellation, Grumman Goose, McDonnell Douglas MD-81 (&amp; a YASim intro).<br /> |<br /> |-<br /> | [http://www.daveshangar.org/ Dave's Hangar]<br /> | [[:Category:Dave's hangar|Category]]<br /> |<br /> | [http://www.daveshangar.org/catalog.xml catalog.xml]<br /> |-<br /> | [http://www.fgpipistrel.org/ FG Pipistrel Hangar]<br /> |<br /> | Developing Pipistrel aircraft.<br /> |<br /> |-<br /> | [https://sites.google.com/view/fgukhangar/flightgear-uk-home-page/hangar FlightGear UK - FGUK Hangar]<br /> | [[:Category:FGUK hangar|Category]]<br /> | UK based group improving, mainly European, aircraft and scenery for FG. Weekly MP FlightNights. A lot of helicopters are in the &quot;[https://sites.google.com/view/fgukhangar/flightgear-uk-home-page/hangar/rotary-wing Rotary Wing]&quot; section (November 2020). Over 60 Open Source aircraft so far. [https://forum.fguk.me/ Friendly community forum]<br /> |<br /> |-<br /> | [http://charles.ingels.free.fr/flightgear/ French FlightGear Hangar]<br /> |<br /> | (FR) Aermacchi MB326, Dassault Mirage F1 Mikoyan Gurevitch Mig 31 Foxhound, and more.<br /> |<br /> |-<br /> | [http://hcilab.uniud.it/pan/downloads.html HCI Lab - University of Udine]<br /> |<br /> | Aermacchi MB339 Frecce Tricolori.<br /> |<br /> |-<br /> | [http://helijah.free.fr/flightgear/hangar.htm Helijah FlightGear Hangar]<br /> | [[:Category:Helijah hangar|Category]]<br /> | 275+ original aircraft, the majority of which are maintained in [[FGAddon]].<br /> |<br /> |-<br /> | [http://hhfgfs.weebly.com/index.html Hellcat's FlightGear Hangar]<br /> |<br /> | Scenarios, skins, film inspired aerospace vehicles.<br /> |<br /> |-<br /> | [https://github.com/HerbyW HerbyW Hanger]<br /> | [[:Category:HerbyW's hangar|Category]]<br /> | Antonov-MilMi-Iljushin-Followme all Rembrandt and Multiplayer support.<br /> | [http://static.djgummikuh.de/Aircraft/catalog.xml catalog.xml]<br /> |-<br /> | [http://www.hoerbird.net/aircrafts.html Hoerbird Hangar]<br /> |<br /> | Misc. projects.<br /> |<br /> |-<br /> | [http://www.grafikavirtual.com/fgfs/ Horacio's Hangar]<br /> |<br /> | Spanish site.<br /> |<br /> |-<br /> | [http://horizonflightgearhangar.yolasite.com/ Horizon FlightGear Hangar]<br /> |<br /> | Dabolim Naval Air Station (VAGO), Goa, India; Murray Bridge/Pallama Airfield (YMBD), Australia; and ADFX-02 Morgan, a fictional aircraft.<br /> |<br /> |-<br /> | [http://hsotfhangar.wordpress.com/ HSOTF Official Hangar]<br /> |<br /> |<br /> |<br /> |-<br /> | [http://marc-kraus.de/ Lake of Constance Hangar]<br /> | [[:Category:Lake of Constance hangar|Category]]<br /> | Quality Signature Series Aircrafts by Marc Kraus from Friedrichshafen home of The Dornier Museum.<br /> |<br /> |-<br /> | [http://longfly.square7.ch Longfly's Hangar]<br /> |<br /> |<br /> |<br /> |-<br /> | [http://nickfg.blogspot.com/ Nick's FlightGear Hangar]<br /> |<br /> | Blog, CRJ-200.<br /> |<br /> |-<br /> | [https://github.com/Octal450?tab=repositories Octal450 Hanger]<br /> | [[:Category:Octal450 hangar|Category]]<br /> | High Quality Airliners<br /> | [http://static.djgummikuh.de/octal450/catalog.xml catalog.xml]<br /> |-<br /> | [http://opredflag.com/ Operation Red Flag Hangar]<br /> |<br /> | Flightgear Flight Sim Military Community<br /> | [http://static.djgummikuh.de/OPRF/catalog.xml catalog.xml]<br /> |-<br /> | [http://equipe-flightgear.forumactif.com/t835-hangar-de-la-paf-paf-team-hangar#14330 PAF team Hangar]<br /> | [[:Category:PAF hangar|Category]]<br /> | [http://pattenflightgear.wifeo.com/cessna-citationx.php Cessna Citation X], [[Mudry Cap10b|Cap 10b]], [[Robin DR400 Dauphin|Robin DR400 JSBSim]], [[Douglas C-47 Skytrain|Douglas DC-3 C47]], Tecnam P92 Echo...<br /> |<br /> |-<br /> | [http://pattenflightgear.wifeo.com/avions.php Patten's hangar]<br /> |<br /> | Alouette-2, DHC6-300, Robin DR400 JSBsim, Tecnam P92 Echo, CAP 10 C, CAP 10 B, Douglas DC3 C47-JSBsim, Sceneries, Ground textures... <br /> |<br /> |-<br /> | [http://presteshangar.wikidot.com/start Prestes Hangar]<br /> | [[:Category:Prestes hangar|Category]]<br /> | Many Brazilian aircraft articles.<br /> |<br /> |-<br /> | [http://riktov.synthasite.com/ Riktov's FlightGear Hangar]<br /> |<br /> | BN-2 Islander, Giant Marshmallow Man.<br /> |<br /> |-<br /> |[https://gitlab.com/fg_shfsn/hangar ShFsn's Hangar]<br /> |<br /> |Various Soviet and Russian aircrafts updated and/or maintained by ShFsn (Tu-144D, Tu-154B-2, An-24B, MiG-15bis, MiG-29, Su-27; as of 2023-11)<br /> |[https://gitlab.com/fg_shfsn/hangar/-/raw/main/catalog.xml catalog.xml]<br /> |-<br /> |[http://seahorseCorral.org/flightgear_aircraft.html Stewart's SEA-horse Aircraft Hanger]<br /> |<br /> |Newest bluebird version.<br /> |[http://www.seahorsecorral.org/FGMEMBERS/catalog.xml catalog.xml]<br /> |-<br /> |[http://macflightgear.sourceforge.net/home/aircraft Tat's Aircraft for FlightGear]<br /> |<br /> |A6M2 &quot;Zero&quot;, J7W, Ki-84, T-4, HondaJet, OH-1, K5Y1, RV-6A, YS-11.<br /> |<br /> |-<br /> |[http://vicmar.weebly.com/ VicMar]<br /> |<br /> |Yanagisawa Gen H-4, Stung Biker, Quad Bikes, SRN4, Water Skier, G2 Thunderpack, Martin Jetpack.<br /> |<br /> |-<br /> |[http://www.treborlogic.com/fgfs/hangar/ Yourgod's Hangar]<br /> |<br /> |Douglas DC-8.<br /> |<br /> |}<br /> <br /> ===Old Hangars===<br /> These are old or abandoned aircraft hangars.<br /> <br /> {| class=&quot;wikitable sortable&quot;<br /> |-<br /> ! Hangar<br /> !Description<br /> !Status<br /> |-<br /> | [https://web.archive.org/http://croo.murgl.org/fgfs/index.html A-10 and A-6 stuff (Web Archive link)]<br /> | A-10, A-6<br /> | Dead link as of unknown.<br /> |-<br /> |&lt;s&gt;[http://fg-acjza.wix.com/hangar/ ACJZA Hangar]&lt;/s&gt;{{dead link|2017-01-02}}<br /> |Land, Sea, Air.<br /> |Dead link as of 2017-01-02.<br /> |-<br /> |&lt;s&gt;{{gitorious source|text=Airbus Aircraft Development Git}}&lt;/s&gt;{{dead link|2018-08-05}}<br /> |A320, A330, A340-300, A380 - various authors, see the projects under &lt;code&gt;airbus-aircraft&lt;/code&gt;.<br /> | Dead link as of 2018-08-05.<br /> |-<br /> |[https://web.archive.org/web/20101202031445/http://www.sol2500.net:80/flightgear/aircraft.html DFaber Hangar (Web Archive link)]<br /> |Eurofighter, PC-6, Bf 109, Beufighter, F4U, Ju 52, DH Mosquito, G. Albatross, F-86, and more.<br /> |Dead link as of 2012-04.<br /> |-<br /> |&lt;s&gt;[http://thefancyflightgearhangar.blogspot.com The Fancy FlightGear Hangar]&lt;/s&gt;<br /> |A few well made aircraft.<br /> |Dead download links as of 2020-06.<br /> |-<br /> | [https://gitlab.com/femboywings-fgfs/ Fboy Wings]<br /> | [[Tupolev Tu-144|Tu-144D]].<br /> | Outdated as of 2023-11.<br /> |-<br /> |&lt;s&gt;[http://flier95-flightgear.blogspot.com/ Flier95's Hangar]&lt;/s&gt;{{dead link|2012-08}}<br /> |Blog format.<br /> |Seems to be replaced by advertisement blog (2020-06).<br /> |-<br /> |&lt;s&gt;[https://sites.google.com/site/grtuxhangar GRTux Hangar]&lt;/s&gt;{{dead link|2024-10}}<br /> |28+ aircraft and add-ons; you need to mail to GRTux for download.<br /> | Dead link as of 2024-10.<br /> |-<br /> | &lt;s&gt;[https://sites.google.com/site/fghangar JOFH - Just Another Flightgear Hangar]&lt;/s&gt;{{dead link|2024-10}}<br /> | JA-37, scenario.<br /> | Dead link as of 2024-10.<br /> |-<br /> |[https://web.archive.org/http://mysite.verizon.net/vzeuyecs/ Kent Esbenshade's Boneyard Hangar (Web Archive link)]<br /> |Classic aircraft.<br /> |Dead link as of 2015-09.<br /> |-<br /> |[https://melbournemotorworks.wordpress.com/ &lt;s&gt;Melbourne Motor Works&lt;/s&gt;]<br /> |Web Archive link is blank<br /> |Dead link as of 2026-05-22<br /> |-<br /> |[https://web.archive.org/web/20160616195014/http://theomegahangar.flymerlion.org/ Omega Hangar (Web Archive link)]<br /> |Embraer E-jet Family, A330-200, A320neo, CRJ-700 Full First Class, ATR-42-family, A321-series, Mobile Stairway.<br /> |Dead link as of 2017-01-02.<br /> |-<br /> |[https://web.archive.org/http://pjedvaj.wordpress.com/ pjedvaj's Hangar (Web Archive link)]<br /> |PC-9M, PC-21, MiG-21bis, T-50, Harrier GR.1, F-35B, RAH-66, Su-25, Yak-130.<br /> |Dead link as of 2018-07-24.<br /> |-<br /> |[https://web.archive.org/web/20180201073847/http://digilander.libero.it/scighera_fg/index.html Scighera's Hangar (Web Archive link)]<br /> |Models &amp; liveries.<br /> | Dead link as of 2020-06<br /> |-<br /> |&lt;s&gt;[https://sites.google.com/site/sydshangar/ Syd's Google Hangar]&lt;/s&gt;{{dead link|2024-10}}<br /> |&quot;Newer 2.0 versions.&quot;<br /> |Dead link as of 2024-10.<br /> |-<br /> |[https://m-selig.ae.illinois.edu/apasim/fgfs-models.html UIUC Hangar]<br /> |For FGFS 0.7.8.<br /> |Old aircraft FDMs with no 3D models.<br /> |}<br /> <br /> ===Livery/Scenery hangars===<br /> *&lt;s&gt;[http://AAliveries.yolasite.com/ AA Liveries]&lt;/s&gt;{{dead link|2015-01}} Another livery site<br /> *[http://berwickskins.yolasite.com/ Berwick-skins]<br /> *&lt;s&gt;[http://dliveryhangar.synthasite.com/ Dodger4's Livery Hangar]&lt;/s&gt; {{dead link|2017-02}}<br /> *[http://hsotfhangar.wordpress.com/ HSOTF Official Hangar]<br /> *[http://jchnd.blogspot.com/ JcHnd's Liveries for FlightGear]<br /> *[http://lukashangar.jimdo.com/ Lukas' hangar] (Scenery projects, Liveries)<br /> *&lt;s&gt;[http://mojos-hangar.webs.com/ MOJO's Flightgear Livery Hangar]&lt;/s&gt;{{dead link|2020-06}}<br /> *&lt;s&gt;[http://members.cox.net/scotsg8r/hangar/ N-SCOT's Hangar]&lt;/s&gt;{{dead link|2012-04}} (5+ liveries &amp; mods)<br /> *&lt;s&gt;[https://planepainter.yolasite.com/ The Planepainter]&lt;/s&gt;{{dead link|2012-04}} (Liveries, Scenery)<br /> *&lt;s&gt;[http://simbabeathangar.webs.com/ Simbabeat's Livery Hangar]&lt;/s&gt;{{dead link|2020-06}}<br /> *[http://victorhangar.blogspot.com/ Victor Hangar] (in Portuguese - Brazilian; many download links broken (2020-06), but some are still working)<br /> *[http://www.fgau.org/ FlightGear Australia/FGAU.org] Australian scenery development.<br /> <br /> === Other FlightGear repositories/mirrors===<br /> *[http://hsotfhangar.wordpress.com/ HSOTF Official Hangar]<br /> *Unitedfreeworld (scenery, plane models, and livery) - New owners of the Unitedfreeworld domain have reuploaded all prior work released by xsaint, as of September 2018 (link now dead)<br /> *[https://mirrors.tuna.tsinghua.edu.cn/flightgear/ftp/ Tsinghua mirror] - Available for downloading installation packages, aircraft and scenery<br /> <br /> ==Related content==<br /> *[[Aircraft]] - [[Helicopter]] - [[Vehicle]]<br /> *[[Hangar catalog]]<br /> *[[Table of models]]<br /> <br /> ==References==<br /> {{Appendix}}<br /> <br /> [[Category:Lists]]<br /> [[ca:Hangars de FlightGear]]<br /> [[es:Hangares_Flightgear]]<br /> [[fr:FlightGear hangars]]<br /> [[pl:FlightGear hangars]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144580 2026-05-23T19:53:30Z

<p>Octal450: </p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> See: https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7500 - Hijacking<br /> * 7600 - Unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> See: https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method ==<br /> There are far more aircraft to manage than available squawk codes.<br /> <br /> To solve this problem, the ORCAM method is used.<br /> <br /> ORCAM stands for Originating Regional Code Allocation Method.<br /> <br /> Every region, airspace, airport, or service (such as military operations) is assigned a range of codes.<br /> <br /> When an aircraft leaves one controlled zone and enters another, if, the current code conflicts with another code already in use nearby, ATC will ask the aircraft to recycle the code and select a new unused one.<br /> <br /> ORCAM is a method, not a “table,” although the method excludes a subset of fixed codes from its management, and those are defined in tables.<br /> <br /> Note that the following table is valid for the UK only; the US and Europe use some different assignments.<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> Detailed illustrated explanation:<br /> <br /> * https://skybrary.aero/articles/transponder<br /> * https://pilotinstitute.com/transponder-modes-explained<br /> * https://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes<br /> <br /> Needs are constantly evolving, and technology merely adapts to those changes. Transponder modes are a reflection of the evolution of those needs.<br /> <br /> === Mode A ===<br /> From the WWII era, when aircraft were returning and approaching their bases, it was difficult to determine whether they were Friend or Enemy (FOE). To avoid unwanted activation of the DCA systems, pilots would activate a conventional code by switching a set of buttons ON and OFF to define an identity code.<br /> <br /> After the war, this concept carried over into civil aviation, but the mode was very basic and additional identification features were soon desired.<br /> <br /> === Mode B ===<br /> It was an evolution of Mode A, but due to some quirks it was quickly abandoned in favor of Mode C.<br /> <br /> === Mode C ===<br /> It added reporting of aircraft altitude.<br /> <br /> This reported altitude was originally transmitted after barometric correction, which led to several problems. In the later Mode S, this was changed to transmitting uncorrected altitude instead.<br /> <br /> The reason for this is not obvious. Imagine an aircraft on final approach: an incorrectly set altimetric pressure could cause the aircraft to “hit” the ground before the runway, or touch down too late and trigger a runway excursion.<br /> <br /> Other situations involving altitude busts (loss of vertical separation) have also occurred, although more rarely.<br /> <br /> Mode C altitude reports are transmitted in 100 ft increments.<br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> See: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is uncalibrated.<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder in the Cockpit ==<br /> Bear in mind that no two transponders are exactly the same.<br /> <br /> * Older aircraft may still have older transponders that are not Mode S capable.<br /> * There are several manufacturers with differing control panels.<br /> <br /> Some transponders have a knob position labeled “ALTITUDE,” which can be Mode C or Mode S. Transponders with TCAS support usually use &quot;TA/RA&quot; and &quot;TA&quot; and &quot;ON&quot; modes instead of &quot;ALTITUDE&quot;, all of which send altitude information.<br /> <br /> The usual transponder modes encountered in real life are:<br /> <br /> * Off - switched off / no power<br /> * Test - maintenance mode<br /> * Standby - powered on, but not sending information except the squitter (see above)<br /> * Ground - sends out the squawk code only<br /> * Altitude - in Mode C, sends altitude information; in Mode S, sends additional information as well<br /> <br /> == Traffic and Resolution Advisories ==<br /> * TA = Traffic Advisory<br /> * RA = Resolution Advisory<br /> <br /> On some transponders, TA/RA functions may be switched on separately.<br /> <br /> Coordinated resolution advisory &lt;big&gt;require&lt;/big&gt; '''Mode S''' in order to work properly.<br /> <br /> A common myth is that Mode S and TA/RA should only be activated while airborne.<br /> <br /> Nothing could be further from the truth.<br /> <br /> Airports where visibility is frequently poor and foggy, such as Paris Orly, Milano Linate, Birmingham, among others, may require departing aircraft to activate Mode S and TA from the gate/stand, even before pushback. This is also standard practice in the United States.<br /> <br /> TA on the ground uses a special mode with different sensitivity settings adapted to detect converging taxiing aircraft. Many severe accidents with fatalities have involved ground collisions.<br /> <br /> Examples:<br /> <br /> Scandinavian Airlines Flight 686 (a Scandinavian Airlines McDonnell Douglas MD-87) collided with a private Cessna Citation, resulting in 118 fatalities.<br /> https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> Paris Orly is historically so fog-prone that it became one of the first airports to develop “Turbo Clear” anti-fog systems in 1963. Airports around the world later adopted similar systems before the introduction of ATT (“Atterrissages Tous Temps” / “All Weather Landings”), precursors to modern Instrument Landing Systems.<br /> https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> The myth likely originates from the fact that procedures vary between airports and situations. Someone discovering the rule enforced at one airport may incorrectly assume the same rule applies everywhere.<br /> <br /> Usually, airport administration and chart briefing pages clearly specify the procedures enforced at that particular airport.<br /> <br /> On the ground:<br /> * Mode S + Traffic Alert may be required.<br /> <br /> Airborne:<br /> * Mode S + Traffic Alert + Resolution Advisory is generally expected whenever available.<br /> * Older aircraft frequently operating in controlled airspace are increasingly required to upgrade their transponders.<br /> <br /> == IDENT ==<br /> Transponders have a separate function called IDENT, activated by pressing a dedicated button.<br /> <br /> This is not actually a “mode” like Mode A, C, or S.<br /> <br /> It should never be pressed unless requested by the ATC providing the service.<br /> <br /> It also &lt;big&gt;must not&lt;/big&gt; be activated automatically during squawk code changes, which is a frequent error.<br /> <br /> IDENT allows ATC to instantly spot a particular aircraft among many others, and its sole purpose is to help in cases where conspicuity has been lost.<br /> <br /> Squawk codes change quite frequently. If IDENT were activated every time a squawk code was recycled, many blips (aircraft symbols on the ATC screen) would constantly start blinking. Then, when ATC actually requests an aircraft to press IDENT, the usefulness of the feature would be lost because it would be drowned among many other IDENT activations.<br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144579 2026-05-23T19:52:21Z

<p>Octal450: /* Mode IDENT */</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7500 - Hijacking<br /> * 7600 - Unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> ref: https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method ==<br /> There are far more aircraft to manage than available squawk codes.<br /> <br /> To solve this problem, the ORCAM method is used.<br /> <br /> ORCAM stands for Originating Regional Code Allocation Method.<br /> <br /> Every region, airspace, airport, or service (such as military operations) is assigned a range of codes.<br /> <br /> When an aircraft leaves one controlled zone and enters another, if, the current code conflicts with another code already in use nearby, ATC will ask the aircraft to recycle the code and select a new unused one.<br /> <br /> ORCAM is a method, not a “table,” although the method excludes a subset of fixed codes from its management, and those are defined in tables.<br /> <br /> Note that the following table is valid for the UK only; the US and Europe use some different assignments.<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> Detailed illustrated explanation:<br /> <br /> * https://skybrary.aero/articles/transponder<br /> * https://pilotinstitute.com/transponder-modes-explained<br /> * https://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes<br /> <br /> Needs are constantly evolving, and technology merely adapts to those changes. Transponder modes are a reflection of the evolution of those needs.<br /> <br /> === Mode A ===<br /> From the WWII era, when aircraft were returning and approaching their bases, it was difficult to determine whether they were Friend or Enemy (FOE). To avoid unwanted activation of the DCA systems, pilots would activate a conventional code by switching a set of buttons ON and OFF to define an identity code.<br /> <br /> After the war, this concept carried over into civil aviation, but the mode was very basic and additional identification features were soon desired.<br /> <br /> === Mode B ===<br /> It was an evolution of Mode A, but due to some quirks it was quickly abandoned in favor of Mode C.<br /> <br /> === Mode C ===<br /> It added reporting of aircraft altitude.<br /> <br /> This reported altitude was originally transmitted after barometric correction, which led to several problems. In the later Mode S, this was changed to transmitting uncorrected altitude instead.<br /> <br /> The reason for this is not obvious. Imagine an aircraft on final approach: an incorrectly set altimetric pressure could cause the aircraft to “hit” the ground before the runway, or touch down too late and trigger a runway excursion.<br /> <br /> Other situations involving altitude busts (loss of vertical separation) have also occurred, although more rarely.<br /> <br /> Mode C altitude reports are transmitted in 100 ft increments.<br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is uncalibrated.<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder in the Cockpit ==<br /> Bear in mind that no two transponders are exactly the same.<br /> <br /> * Older aircraft may still have older transponders that are not Mode S capable.<br /> * There are several manufacturers with differing control panels.<br /> <br /> Some transponders have a knob position labeled “ALTITUDE,” which can be Mode C or Mode S. Transponders with TCAS support usually use &quot;TA/RA&quot; and &quot;TA&quot; and &quot;ON&quot; modes instead of &quot;ALTITUDE&quot;, all of which send altitude information.<br /> <br /> The usual transponder modes encountered in real life are:<br /> <br /> * Off - switched off / no power<br /> * Test - maintenance mode<br /> * Standby - powered on, but not sending information except the squitter (see above)<br /> * Ground - sends out the squawk code only<br /> * Altitude - in Mode C, sends altitude information; in Mode S, sends additional information as well<br /> <br /> == Traffic and Resolution Advisories ==<br /> * TA = Traffic Advisory<br /> * RA = Resolution Advisory<br /> <br /> On some transponders, TA/RA functions may be switched on separately.<br /> <br /> Coordinated resolution advisory &lt;big&gt;require&lt;/big&gt; '''Mode S''' in order to work properly.<br /> <br /> A common myth is that Mode S and TA/RA should only be activated while airborne.<br /> <br /> Nothing could be further from the truth.<br /> <br /> Airports where visibility is frequently poor and foggy, such as Paris Orly, Milano Linate, Birmingham, among others, may require departing aircraft to activate Mode S and TA from the gate/stand, even before pushback. This is also standard practice in the United States.<br /> <br /> TA on the ground uses a special mode with different sensitivity settings adapted to detect converging taxiing aircraft. Many severe accidents with fatalities have involved ground collisions.<br /> <br /> Examples:<br /> <br /> Scandinavian Airlines Flight 686 (a Scandinavian Airlines McDonnell Douglas MD-87) collided with a private Cessna Citation, resulting in 118 fatalities.<br /> [https://en.wikipedia.org/wiki/Linate_Airport_disaster](https://en.wikipedia.org/wiki/Linate_Airport_disaster)<br /> <br /> Paris Orly is historically so fog-prone that it became one of the first airports to develop “Turbo Clear” anti-fog systems in 1963. Airports around the world later adopted similar systems before the introduction of ATT (“Atterrissages Tous Temps” / “All Weather Landings”), precursors to modern Instrument Landing Systems.<br /> [https://www.aeroport-paris-orly.com/systemes-anti-brouillard](https://www.aeroport-paris-orly.com/systemes-anti-brouillard)<br /> <br /> The myth likely originates from the fact that procedures vary between airports and situations. Someone discovering the rule enforced at one airport may incorrectly assume the same rule applies everywhere.<br /> <br /> Usually, airport administration and chart briefing pages clearly specify the procedures enforced at that particular airport.<br /> <br /> On the ground:<br /> * Mode S + Traffic Alert may be required.<br /> <br /> Airborne:<br /> * Mode S + Traffic Alert + Resolution Advisory is generally expected whenever available.<br /> * Older aircraft frequently operating in controlled airspace are increasingly required to upgrade their transponders.<br /> <br /> == Mode IDENT ==<br /> Transponders have a separate function called IDENT, activated by pressing a dedicated button.<br /> <br /> This is not actually a “mode” like Mode A, C, or S.<br /> <br /> It should never be pressed unless requested by the ATC providing the service.<br /> <br /> It also &lt;big&gt;must not&lt;/big&gt; be activated automatically during squawk code changes, which is a frequent error.<br /> <br /> IDENT allows ATC to instantly spot a particular aircraft among many others, and its sole purpose is to help in cases where conspicuity has been lost.<br /> <br /> Squawk codes change quite frequently. If IDENT were activated every time a squawk code was recycled, many blips (aircraft symbols on the ATC screen) would constantly start blinking. Then, when ATC actually requests an aircraft to press IDENT, the usefulness of the feature would be lost because it would be drowned among many other IDENT activations.<br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144578 2026-05-23T19:51:52Z

<p>Octal450: /* Traffic and Resolution Advisories */</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7500 - Hijacking<br /> * 7600 - Unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> ref: https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method ==<br /> There are far more aircraft to manage than available squawk codes.<br /> <br /> To solve this problem, the ORCAM method is used.<br /> <br /> ORCAM stands for Originating Regional Code Allocation Method.<br /> <br /> Every region, airspace, airport, or service (such as military operations) is assigned a range of codes.<br /> <br /> When an aircraft leaves one controlled zone and enters another, if, the current code conflicts with another code already in use nearby, ATC will ask the aircraft to recycle the code and select a new unused one.<br /> <br /> ORCAM is a method, not a “table,” although the method excludes a subset of fixed codes from its management, and those are defined in tables.<br /> <br /> Note that the following table is valid for the UK only; the US and Europe use some different assignments.<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> Detailed illustrated explanation:<br /> <br /> * https://skybrary.aero/articles/transponder<br /> * https://pilotinstitute.com/transponder-modes-explained<br /> * https://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes<br /> <br /> Needs are constantly evolving, and technology merely adapts to those changes. Transponder modes are a reflection of the evolution of those needs.<br /> <br /> === Mode A ===<br /> From the WWII era, when aircraft were returning and approaching their bases, it was difficult to determine whether they were Friend or Enemy (FOE). To avoid unwanted activation of the DCA systems, pilots would activate a conventional code by switching a set of buttons ON and OFF to define an identity code.<br /> <br /> After the war, this concept carried over into civil aviation, but the mode was very basic and additional identification features were soon desired.<br /> <br /> === Mode B ===<br /> It was an evolution of Mode A, but due to some quirks it was quickly abandoned in favor of Mode C.<br /> <br /> === Mode C ===<br /> It added reporting of aircraft altitude.<br /> <br /> This reported altitude was originally transmitted after barometric correction, which led to several problems. In the later Mode S, this was changed to transmitting uncorrected altitude instead.<br /> <br /> The reason for this is not obvious. Imagine an aircraft on final approach: an incorrectly set altimetric pressure could cause the aircraft to “hit” the ground before the runway, or touch down too late and trigger a runway excursion.<br /> <br /> Other situations involving altitude busts (loss of vertical separation) have also occurred, although more rarely.<br /> <br /> Mode C altitude reports are transmitted in 100 ft increments.<br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is uncalibrated.<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder in the Cockpit ==<br /> Bear in mind that no two transponders are exactly the same.<br /> <br /> * Older aircraft may still have older transponders that are not Mode S capable.<br /> * There are several manufacturers with differing control panels.<br /> <br /> Some transponders have a knob position labeled “ALTITUDE,” which can be Mode C or Mode S. Transponders with TCAS support usually use &quot;TA/RA&quot; and &quot;TA&quot; and &quot;ON&quot; modes instead of &quot;ALTITUDE&quot;, all of which send altitude information.<br /> <br /> The usual transponder modes encountered in real life are:<br /> <br /> * Off - switched off / no power<br /> * Test - maintenance mode<br /> * Standby - powered on, but not sending information except the squitter (see above)<br /> * Ground - sends out the squawk code only<br /> * Altitude - in Mode C, sends altitude information; in Mode S, sends additional information as well<br /> <br /> == Traffic and Resolution Advisories ==<br /> * TA = Traffic Advisory<br /> * RA = Resolution Advisory<br /> <br /> On some transponders, TA/RA functions may be switched on separately.<br /> <br /> Coordinated resolution advisory &lt;big&gt;require&lt;/big&gt; '''Mode S''' in order to work properly.<br /> <br /> A common myth is that Mode S and TA/RA should only be activated while airborne.<br /> <br /> Nothing could be further from the truth.<br /> <br /> Airports where visibility is frequently poor and foggy, such as Paris Orly, Milano Linate, Birmingham, among others, may require departing aircraft to activate Mode S and TA from the gate/stand, even before pushback. This is also standard practice in the United States.<br /> <br /> TA on the ground uses a special mode with different sensitivity settings adapted to detect converging taxiing aircraft. Many severe accidents with fatalities have involved ground collisions.<br /> <br /> Examples:<br /> <br /> Scandinavian Airlines Flight 686 (a Scandinavian Airlines McDonnell Douglas MD-87) collided with a private Cessna Citation, resulting in 118 fatalities.<br /> [https://en.wikipedia.org/wiki/Linate_Airport_disaster](https://en.wikipedia.org/wiki/Linate_Airport_disaster)<br /> <br /> Paris Orly is historically so fog-prone that it became one of the first airports to develop “Turbo Clear” anti-fog systems in 1963. Airports around the world later adopted similar systems before the introduction of ATT (“Atterrissages Tous Temps” / “All Weather Landings”), precursors to modern Instrument Landing Systems.<br /> [https://www.aeroport-paris-orly.com/systemes-anti-brouillard](https://www.aeroport-paris-orly.com/systemes-anti-brouillard)<br /> <br /> The myth likely originates from the fact that procedures vary between airports and situations. Someone discovering the rule enforced at one airport may incorrectly assume the same rule applies everywhere.<br /> <br /> Usually, airport administration and chart briefing pages clearly specify the procedures enforced at that particular airport.<br /> <br /> On the ground:<br /> * Mode S + Traffic Alert may be required.<br /> <br /> Airborne:<br /> * Mode S + Traffic Alert + Resolution Advisory is generally expected whenever available.<br /> * Older aircraft frequently operating in controlled airspace are increasingly required to upgrade their transponders.<br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144577 2026-05-23T19:51:00Z

<p>Octal450: /* TA and TA/RA - Traffic Alert / Resolution Advisory */</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7500 - Hijacking<br /> * 7600 - Unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> ref: https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method ==<br /> There are far more aircraft to manage than available squawk codes.<br /> <br /> To solve this problem, the ORCAM method is used.<br /> <br /> ORCAM stands for Originating Regional Code Allocation Method.<br /> <br /> Every region, airspace, airport, or service (such as military operations) is assigned a range of codes.<br /> <br /> When an aircraft leaves one controlled zone and enters another, if, the current code conflicts with another code already in use nearby, ATC will ask the aircraft to recycle the code and select a new unused one.<br /> <br /> ORCAM is a method, not a “table,” although the method excludes a subset of fixed codes from its management, and those are defined in tables.<br /> <br /> Note that the following table is valid for the UK only; the US and Europe use some different assignments.<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> Detailed illustrated explanation:<br /> <br /> * https://skybrary.aero/articles/transponder<br /> * https://pilotinstitute.com/transponder-modes-explained<br /> * https://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes<br /> <br /> Needs are constantly evolving, and technology merely adapts to those changes. Transponder modes are a reflection of the evolution of those needs.<br /> <br /> === Mode A ===<br /> From the WWII era, when aircraft were returning and approaching their bases, it was difficult to determine whether they were Friend or Enemy (FOE). To avoid unwanted activation of the DCA systems, pilots would activate a conventional code by switching a set of buttons ON and OFF to define an identity code.<br /> <br /> After the war, this concept carried over into civil aviation, but the mode was very basic and additional identification features were soon desired.<br /> <br /> === Mode B ===<br /> It was an evolution of Mode A, but due to some quirks it was quickly abandoned in favor of Mode C.<br /> <br /> === Mode C ===<br /> It added reporting of aircraft altitude.<br /> <br /> This reported altitude was originally transmitted after barometric correction, which led to several problems. In the later Mode S, this was changed to transmitting uncorrected altitude instead.<br /> <br /> The reason for this is not obvious. Imagine an aircraft on final approach: an incorrectly set altimetric pressure could cause the aircraft to “hit” the ground before the runway, or touch down too late and trigger a runway excursion.<br /> <br /> Other situations involving altitude busts (loss of vertical separation) have also occurred, although more rarely.<br /> <br /> Mode C altitude reports are transmitted in 100 ft increments.<br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is uncalibrated.<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder in the Cockpit ==<br /> Bear in mind that no two transponders are exactly the same.<br /> <br /> * Older aircraft may still have older transponders that are not Mode S capable.<br /> * There are several manufacturers with differing control panels.<br /> <br /> Some transponders have a knob position labeled “ALTITUDE,” which can be Mode C or Mode S. Transponders with TCAS support usually use &quot;TA/RA&quot; and &quot;TA&quot; and &quot;ON&quot; modes instead of &quot;ALTITUDE&quot;, all of which send altitude information.<br /> <br /> The usual transponder modes encountered in real life are:<br /> <br /> * Off - switched off / no power<br /> * Test - maintenance mode<br /> * Standby - powered on, but not sending information except the squitter (see above)<br /> * Ground - sends out the squawk code only<br /> * Altitude - in Mode C, sends altitude information; in Mode S, sends additional information as well<br /> <br /> == Traffic and Resolution Advisories ==<br /> * TA = Traffic Advisory<br /> * RA = Resolution Advisory<br /> <br /> On some transponders, TA/RA functions may be switched on separately.<br /> <br /> Coordinated resolution advisory &lt;big&gt;require&lt;/big&gt; '''Mode S''' in order to work properly.<br /> <br /> A common myth is that Mode S and TA/RA should only be activated while airborne.<br /> <br /> Nothing could be further from the truth.<br /> <br /> Airports where visibility is frequently poor and foggy, such as Paris Orly, Milano Linate, Birmingham, among others, may require departing aircraft to activate Mode S and TA from the gate/stand, even before pushback. This is also standard practice in the United States.<br /> <br /> TA on the ground uses a special mode with different sensitivity settings adapted to detect converging taxiing aircraft. Many severe accidents with fatalities have involved ground collisions.<br /> <br /> Examples:<br /> <br /> Scandinavian Airlines Flight 686 (a Scandinavian Airlines McDonnell Douglas MD-87) collided with a private Cessna Citation, resulting in 118 fatalities.<br /> [https://en.wikipedia.org/wiki/Linate_Airport_disaster](https://en.wikipedia.org/wiki/Linate_Airport_disaster)<br /> <br /> Paris Orly is historically so fog-prone that it became one of the first airports to develop “Turbo Clear” anti-fog systems in 1963. Airports around the world later adopted similar systems before the introduction of ATT (“Atterrissages Tous Temps” / “All Weather Landings”), precursors to modern Instrument Landing Systems.<br /> [https://www.aeroport-paris-orly.com/systemes-anti-brouillard](https://www.aeroport-paris-orly.com/systemes-anti-brouillard)<br /> <br /> The myth likely originates from the fact that procedures vary between airports and situations. Someone discovering the rule enforced at one airport may incorrectly assume the same rule applies everywhere.<br /> <br /> Usually, airport administration and chart briefing pages clearly specify the procedures enforced at that particular airport.<br /> <br /> On the ground:<br /> <br /> Mode S + Traffic Alert may be required.<br /> <br /> Airborne:<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is generally expected whenever available.<br /> <br /> Older aircraft frequently operating in controlled airspace are increasingly required to upgrade their transponders.<br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144576 2026-05-23T19:47:17Z

<p>Octal450: /* Transponder &quot;in the flying deck / cockpit&quot; */</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7500 - Hijacking<br /> * 7600 - Unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> ref: https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method ==<br /> There are far more aircraft to manage than available squawk codes.<br /> <br /> To solve this problem, the ORCAM method is used.<br /> <br /> ORCAM stands for Originating Regional Code Allocation Method.<br /> <br /> Every region, airspace, airport, or service (such as military operations) is assigned a range of codes.<br /> <br /> When an aircraft leaves one controlled zone and enters another, if, the current code conflicts with another code already in use nearby, ATC will ask the aircraft to recycle the code and select a new unused one.<br /> <br /> ORCAM is a method, not a “table,” although the method excludes a subset of fixed codes from its management, and those are defined in tables.<br /> <br /> Note that the following table is valid for the UK only; the US and Europe use some different assignments.<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> Detailed illustrated explanation:<br /> <br /> * https://skybrary.aero/articles/transponder<br /> * https://pilotinstitute.com/transponder-modes-explained<br /> * https://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes<br /> <br /> Needs are constantly evolving, and technology merely adapts to those changes. Transponder modes are a reflection of the evolution of those needs.<br /> <br /> === Mode A ===<br /> From the WWII era, when aircraft were returning and approaching their bases, it was difficult to determine whether they were Friend or Enemy (FOE). To avoid unwanted activation of the DCA systems, pilots would activate a conventional code by switching a set of buttons ON and OFF to define an identity code.<br /> <br /> After the war, this concept carried over into civil aviation, but the mode was very basic and additional identification features were soon desired.<br /> <br /> === Mode B ===<br /> It was an evolution of Mode A, but due to some quirks it was quickly abandoned in favor of Mode C.<br /> <br /> === Mode C ===<br /> It added reporting of aircraft altitude.<br /> <br /> This reported altitude was originally transmitted after barometric correction, which led to several problems. In the later Mode S, this was changed to transmitting uncorrected altitude instead.<br /> <br /> The reason for this is not obvious. Imagine an aircraft on final approach: an incorrectly set altimetric pressure could cause the aircraft to “hit” the ground before the runway, or touch down too late and trigger a runway excursion.<br /> <br /> Other situations involving altitude busts (loss of vertical separation) have also occurred, although more rarely.<br /> <br /> Mode C altitude reports are transmitted in 100 ft increments.<br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is uncalibrated.<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder in the Cockpit ==<br /> Bear in mind that no two transponders are exactly the same.<br /> <br /> * Older aircraft may still have older transponders that are not Mode S capable.<br /> * There are several manufacturers with differing control panels.<br /> <br /> Some transponders have a knob position labeled “ALTITUDE,” which can be Mode C or Mode S. Transponders with TCAS support usually use &quot;TA/RA&quot; and &quot;TA&quot; and &quot;ON&quot; modes instead of &quot;ALTITUDE&quot;, all of which send altitude information.<br /> <br /> The usual transponder modes encountered in real life are:<br /> <br /> * Off - switched off / no power<br /> * Test - maintenance mode<br /> * Standby - powered on, but not sending information except the squitter (see above)<br /> * Ground - sends out the squawk code only<br /> * Altitude - in Mode C, sends altitude information; in Mode S, sends additional information as well<br /> <br /> == TA and TA/RA - Traffic Alert / Resolution Advisory ==<br /> On some transponder, TA/RA functions might be switched on separately.<br /> <br /> They &lt;big&gt;need&lt;/big&gt; the '''mode S''' in order to work !<br /> <br /> A frequent myth is the mode S and the TA/RA must only be activated on air. <br /> <br /> Nothing is more wrong.<br /> <br /> Airport where the visibility is traditionally not good and foggy, like Paris Orly LFPO, Milano Linate LIML, Bimingham EGBB, among others, other require the departing aircraft to activate the mode S and the TA from the gate/stand, before push !<br /> <br /> <br /> TA on ground have a special mode with a different sensitivity adapted to detect closing taxiing aircraft's. It has many time be a matter of sever accidents with fatalities.<br /> <br /> e.g.<br /> <br /> Flight SCANDINAVIA 686 (Scandinanvian Airlines McDonnel Douglas MD-87) and a private Cessna Citation, making 118 victims. https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> <br /> Paris Orly is &quot;that much so foggy&quot; that it is where have been invented to first &quot;Turbo Clear&quot; the first and fog systems for airports, 1963. The whole world have bought them and used them before the first ATT (Atterrissages Tout Temps) , &quot;Landing With Any Weather&quot;, the precursor of the Instrument Landing Systems. https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> <br /> The myth roots itself in the fact that the rules changes by airports and situations. One discovering the rule enforced in one airport might tend to believe the whole world do the same...<br /> <br /> Usually, the airport administration information pages in the airport charts brief clearly about the rules enforced in &quot;that&quot; very airport.<br /> <br /> <br /> On ground<br /> <br /> Mode S + Traffic Alert might be required to be used<br /> <br /> <br /> Airborn<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is as much as possible expected<br /> <br /> <br /> &quot;Old&quot; aircraft using frequently the controlled airspace are demanded to upgrade their transponder.<br /> <br /> <br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144575 2026-05-23T19:42:20Z

<p>Octal450: /* Modes A, B, C, S */ Engrish fixed</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7500 - Hijacking<br /> * 7600 - Unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> ref: https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method ==<br /> There are far more aircraft to manage than available squawk codes.<br /> <br /> To solve this problem, the ORCAM method is used.<br /> <br /> ORCAM stands for Originating Regional Code Allocation Method.<br /> <br /> Every region, airspace, airport, or service (such as military operations) is assigned a range of codes.<br /> <br /> When an aircraft leaves one controlled zone and enters another, if, the current code conflicts with another code already in use nearby, ATC will ask the aircraft to recycle the code and select a new unused one.<br /> <br /> ORCAM is a method, not a “table,” although the method excludes a subset of fixed codes from its management, and those are defined in tables.<br /> <br /> Note that the following table is valid for the UK only; the US and Europe use some different assignments.<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> Detailed illustrated explanation:<br /> <br /> * https://skybrary.aero/articles/transponder<br /> * https://pilotinstitute.com/transponder-modes-explained<br /> * https://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes<br /> <br /> Needs are constantly evolving, and technology merely adapts to those changes. Transponder modes are a reflection of the evolution of those needs.<br /> <br /> === Mode A ===<br /> From the WWII era, when aircraft were returning and approaching their bases, it was difficult to determine whether they were Friend or Enemy (FOE). To avoid unwanted activation of the DCA systems, pilots would activate a conventional code by switching a set of buttons ON and OFF to define an identity code.<br /> <br /> After the war, this concept carried over into civil aviation, but the mode was very basic and additional identification features were soon desired.<br /> <br /> === Mode B ===<br /> It was an evolution of Mode A, but due to some quirks it was quickly abandoned in favor of Mode C.<br /> <br /> === Mode C ===<br /> It added reporting of aircraft altitude.<br /> <br /> This reported altitude was originally transmitted after barometric correction, which led to several problems. In the later Mode S, this was changed to transmitting uncorrected altitude instead.<br /> <br /> The reason for this is not obvious. Imagine an aircraft on final approach: an incorrectly set altimetric pressure could cause the aircraft to “hit” the ground before the runway, or touch down too late and trigger a runway excursion.<br /> <br /> Other situations involving altitude busts (loss of vertical separation) have also occurred, although more rarely.<br /> <br /> Mode C altitude reports are transmitted in 100 ft increments.<br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is uncalibrated.<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder &quot;in the flying deck / cockpit&quot; ==<br /> Bare in mind that 1 transponder is always different from another transponder.<br /> <br /> * Older aircraft may still have old transponder not Mode S capable;<br /> * Several manufacturers<br /> * Boeing ≠ Airbus<br /> * ...<br /> <br /> Some Transponder have a knob with position labelled &quot;ALTITUDE&quot; which does not mean the transponder is activating the mode S. The mode C also have a report of altitude. (see above).<br /> <br /> The usual modes encountered in RL for the transponder are :<br /> <br /> * Off - ( switched off / no power)<br /> * Test - (maintenance)<br /> * Stand-by - (powered on but not sending out informations except the squitter - see above)<br /> * Ground - (send out SQUAWK CODE only - some airport, by rule - expect code 2000 for ground taxiing aircraft's)<br /> * Altitude - (in mode C, sending out altitude information - in mode S, sending out more information)<br /> <br /> <br /> == TA and TA/RA - Traffic Alert / Resolution Advisory ==<br /> On some transponder, TA/RA functions might be switched on separately.<br /> <br /> They &lt;big&gt;need&lt;/big&gt; the '''mode S''' in order to work !<br /> <br /> A frequent myth is the mode S and the TA/RA must only be activated on air. <br /> <br /> Nothing is more wrong.<br /> <br /> Airport where the visibility is traditionally not good and foggy, like Paris Orly LFPO, Milano Linate LIML, Bimingham EGBB, among others, other require the departing aircraft to activate the mode S and the TA from the gate/stand, before push !<br /> <br /> <br /> TA on ground have a special mode with a different sensitivity adapted to detect closing taxiing aircraft's. It has many time be a matter of sever accidents with fatalities.<br /> <br /> e.g.<br /> <br /> Flight SCANDINAVIA 686 (Scandinanvian Airlines McDonnel Douglas MD-87) and a private Cessna Citation, making 118 victims. https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> <br /> Paris Orly is &quot;that much so foggy&quot; that it is where have been invented to first &quot;Turbo Clear&quot; the first and fog systems for airports, 1963. The whole world have bought them and used them before the first ATT (Atterrissages Tout Temps) , &quot;Landing With Any Weather&quot;, the precursor of the Instrument Landing Systems. https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> <br /> The myth roots itself in the fact that the rules changes by airports and situations. One discovering the rule enforced in one airport might tend to believe the whole world do the same...<br /> <br /> Usually, the airport administration information pages in the airport charts brief clearly about the rules enforced in &quot;that&quot; very airport.<br /> <br /> <br /> On ground<br /> <br /> Mode S + Traffic Alert might be required to be used<br /> <br /> <br /> Airborn<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is as much as possible expected<br /> <br /> <br /> &quot;Old&quot; aircraft using frequently the controlled airspace are demanded to upgrade their transponder.<br /> <br /> <br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144574 2026-05-23T19:38:35Z

<p>Octal450: /* ORCAM method (for attribution of squawk codes) */ Engrish fixed</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7500 - Hijacking<br /> * 7600 - Unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> ref: https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method ==<br /> There are far more aircraft to manage than available squawk codes.<br /> <br /> To solve this problem, the ORCAM method is used.<br /> <br /> ORCAM stands for Originating Regional Code Allocation Method.<br /> <br /> Every region, airspace, airport, or service (such as military operations) is assigned a range of codes.<br /> <br /> When an aircraft leaves one controlled zone and enters another, if, the current code conflicts with another code already in use nearby, ATC will ask the aircraft to recycle the code and select a new unused one.<br /> <br /> ORCAM is a method, not a “table,” although the method excludes a subset of fixed codes from its management, and those are defined in tables.<br /> <br /> Note that the following table is valid for the UK only; the US and Europe use some different assignments.<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> detailed illustrated explanation ref. https://skybrary.aero/articles/transponder <br /> <br /> or also <br /> <br /> https://pilotinstitute.com/transponder-modes-explained/&lt;nowiki/&gt;{{hatnote|For a thorough description, see {{wikipedia|Aviation transponder interrogation modes}}.}}<br /> <br /> <br /> Needs always evolves and technology merely adapt to the change. The Transponder Modes are the reflex of the evolution of theses needs.<br /> <br /> === Mode A ===<br /> from 2nd WW era, when aircraft was flying back and closing to the base, it was hard to say if they was Friends Or Enemy (FOE). To avoid unwanted activation from the DCA's, pilots was activating a convention code switching ON/OFF a set of buttons to define an identity code.<br /> <br /> After the WW, this has come back to civil aviation, but the mode was really basic and more identification features was wanted.<br /> <br /> === Mode B ===<br /> have been an evolution of the mode A, but due some quirks it has been quick abandoned for mode C<br /> <br /> === Mode C ===<br /> added report of the aircraft altitude.<br /> <br /> These report altitude was read after calibration, which has led to problems and have been update to non calibrated altitude in mode S.<br /> <br /> Why ?<br /> <br /> Imagine an Aircraft in final approach, the definition of an incorrect altimetric pressure may lead to &quot;hit&quot; the ground before the RWY or hot the RWY to late and trigger a RWY excursion.<br /> <br /> Other situation of bust of altitude (lost of vertical separation) also have happened (although more rarely).<br /> <br /> <br /> Mode C altitude report is by 100 ft<br /> <br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is read before calibration!<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder &quot;in the flying deck / cockpit&quot; ==<br /> Bare in mind that 1 transponder is always different from another transponder.<br /> <br /> * Older aircraft may still have old transponder not Mode S capable;<br /> * Several manufacturers<br /> * Boeing ≠ Airbus<br /> * ...<br /> <br /> Some Transponder have a knob with position labelled &quot;ALTITUDE&quot; which does not mean the transponder is activating the mode S. The mode C also have a report of altitude. (see above).<br /> <br /> The usual modes encountered in RL for the transponder are :<br /> <br /> * Off - ( switched off / no power)<br /> * Test - (maintenance)<br /> * Stand-by - (powered on but not sending out informations except the squitter - see above)<br /> * Ground - (send out SQUAWK CODE only - some airport, by rule - expect code 2000 for ground taxiing aircraft's)<br /> * Altitude - (in mode C, sending out altitude information - in mode S, sending out more information)<br /> <br /> <br /> == TA and TA/RA - Traffic Alert / Resolution Advisory ==<br /> On some transponder, TA/RA functions might be switched on separately.<br /> <br /> They &lt;big&gt;need&lt;/big&gt; the '''mode S''' in order to work !<br /> <br /> A frequent myth is the mode S and the TA/RA must only be activated on air. <br /> <br /> Nothing is more wrong.<br /> <br /> Airport where the visibility is traditionally not good and foggy, like Paris Orly LFPO, Milano Linate LIML, Bimingham EGBB, among others, other require the departing aircraft to activate the mode S and the TA from the gate/stand, before push !<br /> <br /> <br /> TA on ground have a special mode with a different sensitivity adapted to detect closing taxiing aircraft's. It has many time be a matter of sever accidents with fatalities.<br /> <br /> e.g.<br /> <br /> Flight SCANDINAVIA 686 (Scandinanvian Airlines McDonnel Douglas MD-87) and a private Cessna Citation, making 118 victims. https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> <br /> Paris Orly is &quot;that much so foggy&quot; that it is where have been invented to first &quot;Turbo Clear&quot; the first and fog systems for airports, 1963. The whole world have bought them and used them before the first ATT (Atterrissages Tout Temps) , &quot;Landing With Any Weather&quot;, the precursor of the Instrument Landing Systems. https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> <br /> The myth roots itself in the fact that the rules changes by airports and situations. One discovering the rule enforced in one airport might tend to believe the whole world do the same...<br /> <br /> Usually, the airport administration information pages in the airport charts brief clearly about the rules enforced in &quot;that&quot; very airport.<br /> <br /> <br /> On ground<br /> <br /> Mode S + Traffic Alert might be required to be used<br /> <br /> <br /> Airborn<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is as much as possible expected<br /> <br /> <br /> &quot;Old&quot; aircraft using frequently the controlled airspace are demanded to upgrade their transponder.<br /> <br /> <br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144573 2026-05-23T19:37:46Z

<p>Octal450: /* Special Codes */</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7500 - Hijacking<br /> * 7600 - Unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> ref: https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method (for attribution of squawk codes) ==<br /> Their are way more aircraft's to manage than available squawk codes.<br /> <br /> To solve the problem the ORCAM method is used.<br /> <br /> <br /> ORCAM stands for Originating Regional Code Attribution Method.<br /> <br /> <br /> Every region, airspace, airport, service like Militaries, etc. will see attributed a range of codes.<br /> <br /> When the aircraft leave the controlled zone and enter the next one, if, emphasising &quot;if&quot;, the used code collide with another currently in use in the vicinity, the ATC will ask to recycle the code to a new (not used) one.<br /> <br /> <br /> ORCAM is a method and not a &quot;table&quot;,<br /> <br /> although the method keep out of its management a subset of fix codes which one are ... a table.<br /> <br /> <br /> e.g.<br /> <br /> Note that the following table is valid for UK only and US or Europe will present some variations<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> detailed illustrated explanation ref. https://skybrary.aero/articles/transponder <br /> <br /> or also <br /> <br /> https://pilotinstitute.com/transponder-modes-explained/&lt;nowiki/&gt;{{hatnote|For a thorough description, see {{wikipedia|Aviation transponder interrogation modes}}.}}<br /> <br /> <br /> Needs always evolves and technology merely adapt to the change. The Transponder Modes are the reflex of the evolution of theses needs.<br /> <br /> === Mode A ===<br /> from 2nd WW era, when aircraft was flying back and closing to the base, it was hard to say if they was Friends Or Enemy (FOE). To avoid unwanted activation from the DCA's, pilots was activating a convention code switching ON/OFF a set of buttons to define an identity code.<br /> <br /> After the WW, this has come back to civil aviation, but the mode was really basic and more identification features was wanted.<br /> <br /> === Mode B ===<br /> have been an evolution of the mode A, but due some quirks it has been quick abandoned for mode C<br /> <br /> === Mode C ===<br /> added report of the aircraft altitude.<br /> <br /> These report altitude was read after calibration, which has led to problems and have been update to non calibrated altitude in mode S.<br /> <br /> Why ?<br /> <br /> Imagine an Aircraft in final approach, the definition of an incorrect altimetric pressure may lead to &quot;hit&quot; the ground before the RWY or hot the RWY to late and trigger a RWY excursion.<br /> <br /> Other situation of bust of altitude (lost of vertical separation) also have happened (although more rarely).<br /> <br /> <br /> Mode C altitude report is by 100 ft<br /> <br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is read before calibration!<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder &quot;in the flying deck / cockpit&quot; ==<br /> Bare in mind that 1 transponder is always different from another transponder.<br /> <br /> * Older aircraft may still have old transponder not Mode S capable;<br /> * Several manufacturers<br /> * Boeing ≠ Airbus<br /> * ...<br /> <br /> Some Transponder have a knob with position labelled &quot;ALTITUDE&quot; which does not mean the transponder is activating the mode S. The mode C also have a report of altitude. (see above).<br /> <br /> The usual modes encountered in RL for the transponder are :<br /> <br /> * Off - ( switched off / no power)<br /> * Test - (maintenance)<br /> * Stand-by - (powered on but not sending out informations except the squitter - see above)<br /> * Ground - (send out SQUAWK CODE only - some airport, by rule - expect code 2000 for ground taxiing aircraft's)<br /> * Altitude - (in mode C, sending out altitude information - in mode S, sending out more information)<br /> <br /> <br /> == TA and TA/RA - Traffic Alert / Resolution Advisory ==<br /> On some transponder, TA/RA functions might be switched on separately.<br /> <br /> They &lt;big&gt;need&lt;/big&gt; the '''mode S''' in order to work !<br /> <br /> A frequent myth is the mode S and the TA/RA must only be activated on air. <br /> <br /> Nothing is more wrong.<br /> <br /> Airport where the visibility is traditionally not good and foggy, like Paris Orly LFPO, Milano Linate LIML, Bimingham EGBB, among others, other require the departing aircraft to activate the mode S and the TA from the gate/stand, before push !<br /> <br /> <br /> TA on ground have a special mode with a different sensitivity adapted to detect closing taxiing aircraft's. It has many time be a matter of sever accidents with fatalities.<br /> <br /> e.g.<br /> <br /> Flight SCANDINAVIA 686 (Scandinanvian Airlines McDonnel Douglas MD-87) and a private Cessna Citation, making 118 victims. https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> <br /> Paris Orly is &quot;that much so foggy&quot; that it is where have been invented to first &quot;Turbo Clear&quot; the first and fog systems for airports, 1963. The whole world have bought them and used them before the first ATT (Atterrissages Tout Temps) , &quot;Landing With Any Weather&quot;, the precursor of the Instrument Landing Systems. https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> <br /> The myth roots itself in the fact that the rules changes by airports and situations. One discovering the rule enforced in one airport might tend to believe the whole world do the same...<br /> <br /> Usually, the airport administration information pages in the airport charts brief clearly about the rules enforced in &quot;that&quot; very airport.<br /> <br /> <br /> On ground<br /> <br /> Mode S + Traffic Alert might be required to be used<br /> <br /> <br /> Airborn<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is as much as possible expected<br /> <br /> <br /> &quot;Old&quot; aircraft using frequently the controlled airspace are demanded to upgrade their transponder.<br /> <br /> <br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144572 2026-05-23T19:37:22Z

<p>Octal450: /* Special Codes */</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> * 7600 - unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> ref https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method (for attribution of squawk codes) ==<br /> Their are way more aircraft's to manage than available squawk codes.<br /> <br /> To solve the problem the ORCAM method is used.<br /> <br /> <br /> ORCAM stands for Originating Regional Code Attribution Method.<br /> <br /> <br /> Every region, airspace, airport, service like Militaries, etc. will see attributed a range of codes.<br /> <br /> When the aircraft leave the controlled zone and enter the next one, if, emphasising &quot;if&quot;, the used code collide with another currently in use in the vicinity, the ATC will ask to recycle the code to a new (not used) one.<br /> <br /> <br /> ORCAM is a method and not a &quot;table&quot;,<br /> <br /> although the method keep out of its management a subset of fix codes which one are ... a table.<br /> <br /> <br /> e.g.<br /> <br /> Note that the following table is valid for UK only and US or Europe will present some variations<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> detailed illustrated explanation ref. https://skybrary.aero/articles/transponder <br /> <br /> or also <br /> <br /> https://pilotinstitute.com/transponder-modes-explained/&lt;nowiki/&gt;{{hatnote|For a thorough description, see {{wikipedia|Aviation transponder interrogation modes}}.}}<br /> <br /> <br /> Needs always evolves and technology merely adapt to the change. The Transponder Modes are the reflex of the evolution of theses needs.<br /> <br /> === Mode A ===<br /> from 2nd WW era, when aircraft was flying back and closing to the base, it was hard to say if they was Friends Or Enemy (FOE). To avoid unwanted activation from the DCA's, pilots was activating a convention code switching ON/OFF a set of buttons to define an identity code.<br /> <br /> After the WW, this has come back to civil aviation, but the mode was really basic and more identification features was wanted.<br /> <br /> === Mode B ===<br /> have been an evolution of the mode A, but due some quirks it has been quick abandoned for mode C<br /> <br /> === Mode C ===<br /> added report of the aircraft altitude.<br /> <br /> These report altitude was read after calibration, which has led to problems and have been update to non calibrated altitude in mode S.<br /> <br /> Why ?<br /> <br /> Imagine an Aircraft in final approach, the definition of an incorrect altimetric pressure may lead to &quot;hit&quot; the ground before the RWY or hot the RWY to late and trigger a RWY excursion.<br /> <br /> Other situation of bust of altitude (lost of vertical separation) also have happened (although more rarely).<br /> <br /> <br /> Mode C altitude report is by 100 ft<br /> <br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is read before calibration!<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder &quot;in the flying deck / cockpit&quot; ==<br /> Bare in mind that 1 transponder is always different from another transponder.<br /> <br /> * Older aircraft may still have old transponder not Mode S capable;<br /> * Several manufacturers<br /> * Boeing ≠ Airbus<br /> * ...<br /> <br /> Some Transponder have a knob with position labelled &quot;ALTITUDE&quot; which does not mean the transponder is activating the mode S. The mode C also have a report of altitude. (see above).<br /> <br /> The usual modes encountered in RL for the transponder are :<br /> <br /> * Off - ( switched off / no power)<br /> * Test - (maintenance)<br /> * Stand-by - (powered on but not sending out informations except the squitter - see above)<br /> * Ground - (send out SQUAWK CODE only - some airport, by rule - expect code 2000 for ground taxiing aircraft's)<br /> * Altitude - (in mode C, sending out altitude information - in mode S, sending out more information)<br /> <br /> <br /> == TA and TA/RA - Traffic Alert / Resolution Advisory ==<br /> On some transponder, TA/RA functions might be switched on separately.<br /> <br /> They &lt;big&gt;need&lt;/big&gt; the '''mode S''' in order to work !<br /> <br /> A frequent myth is the mode S and the TA/RA must only be activated on air. <br /> <br /> Nothing is more wrong.<br /> <br /> Airport where the visibility is traditionally not good and foggy, like Paris Orly LFPO, Milano Linate LIML, Bimingham EGBB, among others, other require the departing aircraft to activate the mode S and the TA from the gate/stand, before push !<br /> <br /> <br /> TA on ground have a special mode with a different sensitivity adapted to detect closing taxiing aircraft's. It has many time be a matter of sever accidents with fatalities.<br /> <br /> e.g.<br /> <br /> Flight SCANDINAVIA 686 (Scandinanvian Airlines McDonnel Douglas MD-87) and a private Cessna Citation, making 118 victims. https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> <br /> Paris Orly is &quot;that much so foggy&quot; that it is where have been invented to first &quot;Turbo Clear&quot; the first and fog systems for airports, 1963. The whole world have bought them and used them before the first ATT (Atterrissages Tout Temps) , &quot;Landing With Any Weather&quot;, the precursor of the Instrument Landing Systems. https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> <br /> The myth roots itself in the fact that the rules changes by airports and situations. One discovering the rule enforced in one airport might tend to believe the whole world do the same...<br /> <br /> Usually, the airport administration information pages in the airport charts brief clearly about the rules enforced in &quot;that&quot; very airport.<br /> <br /> <br /> On ground<br /> <br /> Mode S + Traffic Alert might be required to be used<br /> <br /> <br /> Airborn<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is as much as possible expected<br /> <br /> <br /> &quot;Old&quot; aircraft using frequently the controlled airspace are demanded to upgrade their transponder.<br /> <br /> <br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144571 2026-05-23T19:37:13Z

<p>Octal450: /* Conspicuous and Not-Conspicuous codes - also called discrete and non-discrete */ Fix more engrish</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Special Codes ==<br /> Codes ending in “00” define situations.<br /> <br /> e.g.<br /> <br /> * 7600 - unable to use voice radio communications - “Communications failure”<br /> * 7700 - Emergency (technical / medical)<br /> <br /> These codes do not identify 1 aircraft only.<br /> <br /> Codes ending with other numbers (0 to 7) identify 1 and only 1 aircraft.<br /> <br /> * They are assigned by ATC, usually by radio during departure clearance.<br /> * They can be changed during the flight to accommodate traffic management needs.<br /> <br /> Codes identifying 1 and only 1 aircraft are called discrete or conspicuous codes.<br /> <br /> Codes defining situations are called non-discrete or non-conspicuous codes.<br /> <br /> This is also why transponder codes are called Conspicuity Codes.<br /> <br /> ref https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method (for attribution of squawk codes) ==<br /> Their are way more aircraft's to manage than available squawk codes.<br /> <br /> To solve the problem the ORCAM method is used.<br /> <br /> <br /> ORCAM stands for Originating Regional Code Attribution Method.<br /> <br /> <br /> Every region, airspace, airport, service like Militaries, etc. will see attributed a range of codes.<br /> <br /> When the aircraft leave the controlled zone and enter the next one, if, emphasising &quot;if&quot;, the used code collide with another currently in use in the vicinity, the ATC will ask to recycle the code to a new (not used) one.<br /> <br /> <br /> ORCAM is a method and not a &quot;table&quot;,<br /> <br /> although the method keep out of its management a subset of fix codes which one are ... a table.<br /> <br /> <br /> e.g.<br /> <br /> Note that the following table is valid for UK only and US or Europe will present some variations<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> detailed illustrated explanation ref. https://skybrary.aero/articles/transponder <br /> <br /> or also <br /> <br /> https://pilotinstitute.com/transponder-modes-explained/&lt;nowiki/&gt;{{hatnote|For a thorough description, see {{wikipedia|Aviation transponder interrogation modes}}.}}<br /> <br /> <br /> Needs always evolves and technology merely adapt to the change. The Transponder Modes are the reflex of the evolution of theses needs.<br /> <br /> === Mode A ===<br /> from 2nd WW era, when aircraft was flying back and closing to the base, it was hard to say if they was Friends Or Enemy (FOE). To avoid unwanted activation from the DCA's, pilots was activating a convention code switching ON/OFF a set of buttons to define an identity code.<br /> <br /> After the WW, this has come back to civil aviation, but the mode was really basic and more identification features was wanted.<br /> <br /> === Mode B ===<br /> have been an evolution of the mode A, but due some quirks it has been quick abandoned for mode C<br /> <br /> === Mode C ===<br /> added report of the aircraft altitude.<br /> <br /> These report altitude was read after calibration, which has led to problems and have been update to non calibrated altitude in mode S.<br /> <br /> Why ?<br /> <br /> Imagine an Aircraft in final approach, the definition of an incorrect altimetric pressure may lead to &quot;hit&quot; the ground before the RWY or hot the RWY to late and trigger a RWY excursion.<br /> <br /> Other situation of bust of altitude (lost of vertical separation) also have happened (although more rarely).<br /> <br /> <br /> Mode C altitude report is by 100 ft<br /> <br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is read before calibration!<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder &quot;in the flying deck / cockpit&quot; ==<br /> Bare in mind that 1 transponder is always different from another transponder.<br /> <br /> * Older aircraft may still have old transponder not Mode S capable;<br /> * Several manufacturers<br /> * Boeing ≠ Airbus<br /> * ...<br /> <br /> Some Transponder have a knob with position labelled &quot;ALTITUDE&quot; which does not mean the transponder is activating the mode S. The mode C also have a report of altitude. (see above).<br /> <br /> The usual modes encountered in RL for the transponder are :<br /> <br /> * Off - ( switched off / no power)<br /> * Test - (maintenance)<br /> * Stand-by - (powered on but not sending out informations except the squitter - see above)<br /> * Ground - (send out SQUAWK CODE only - some airport, by rule - expect code 2000 for ground taxiing aircraft's)<br /> * Altitude - (in mode C, sending out altitude information - in mode S, sending out more information)<br /> <br /> <br /> == TA and TA/RA - Traffic Alert / Resolution Advisory ==<br /> On some transponder, TA/RA functions might be switched on separately.<br /> <br /> They &lt;big&gt;need&lt;/big&gt; the '''mode S''' in order to work !<br /> <br /> A frequent myth is the mode S and the TA/RA must only be activated on air. <br /> <br /> Nothing is more wrong.<br /> <br /> Airport where the visibility is traditionally not good and foggy, like Paris Orly LFPO, Milano Linate LIML, Bimingham EGBB, among others, other require the departing aircraft to activate the mode S and the TA from the gate/stand, before push !<br /> <br /> <br /> TA on ground have a special mode with a different sensitivity adapted to detect closing taxiing aircraft's. It has many time be a matter of sever accidents with fatalities.<br /> <br /> e.g.<br /> <br /> Flight SCANDINAVIA 686 (Scandinanvian Airlines McDonnel Douglas MD-87) and a private Cessna Citation, making 118 victims. https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> <br /> Paris Orly is &quot;that much so foggy&quot; that it is where have been invented to first &quot;Turbo Clear&quot; the first and fog systems for airports, 1963. The whole world have bought them and used them before the first ATT (Atterrissages Tout Temps) , &quot;Landing With Any Weather&quot;, the precursor of the Instrument Landing Systems. https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> <br /> The myth roots itself in the fact that the rules changes by airports and situations. One discovering the rule enforced in one airport might tend to believe the whole world do the same...<br /> <br /> Usually, the airport administration information pages in the airport charts brief clearly about the rules enforced in &quot;that&quot; very airport.<br /> <br /> <br /> On ground<br /> <br /> Mode S + Traffic Alert might be required to be used<br /> <br /> <br /> Airborn<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is as much as possible expected<br /> <br /> <br /> &quot;Old&quot; aircraft using frequently the controlled airspace are demanded to upgrade their transponder.<br /> <br /> <br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144570 2026-05-23T19:36:18Z

<p>Octal450: /* Id Codes */ fix more engrish</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == ID Codes ==<br /> * The ‘squawk code’ 7000 is used for VFR flights in Europe, while in the US, 1200 is used for the same purpose.<br /> * IFR aircraft will be assigned an “attributed code” by ATC services at clearance delivery time, typically during startup. The code is selected by ATC from a regionally allocated pool of currently unused codes.<br /> * NATO and other military aircraft sharing civil airspace use several codes from conventional tables, such as “0300 or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)” and “3500 - NATO - Aircraft receiving a service from AEW aircraft.”<br /> * An aircraft unable to use voice radio communications will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical, etc.) will select the special code 7700.<br /> <br /> While some codes are used worldwide, such as the emergency codes, other codes have different regional meanings, like the special code ‘0000’.<br /> <br /> * In the UK, by convention, the code ‘0000’ may be automatically selected by some transponders to report a transponder malfunction; pilots are not allowed to select it manually.<br /> * In Europe, it is no longer used and its use has become prohibited. In the early days of transponders (Mode A), it was used to indicate “no ORCAM code inserted yet.” Its use today is strictly forbidden.<br /> * In the US, it is a bit more confusing:<br /> ** It is used for some military interception operations.<br /> ** It may be used by ARTCC en route control centers for aircraft in cruise within controlled airspace when no more unassigned ORCAM codes are available.<br /> ** The Department of Transportation and the FAA have advocated, since 1981, for abandoning its use and moving toward full prohibition.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> Codes are composed of a sequence of 4 digits, each with 8 possible values, ranging from [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ].<br /> <br /> Codes specifically define either:<br /> <br /> * 1 aircraft, and 1 aircraft only;<br /> * 1 particular situation.<br /> <br /> == Conspicuous and Not-Conspicuous codes - also called discrete and non-discrete ==<br /> Codes ending by ..00 defines &quot;situations&quot;.<br /> <br /> e.g.<br /> <br /> * 7600 - unable to use the Radio Voice Comms - &quot;Communications failure&quot;<br /> * 7700 - Emergency (technical / Medical)<br /> <br /> Theses codes do not define 1 aircraft only.<br /> <br /> <br /> Codes ending by numbers (0 to 7) identifies 1 and only 1 aircraft.<br /> <br /> * they are attributed by the ATC, usually via radio at the clearance departure<br /> * they can be changed along the flight to accommodate management needs.<br /> <br /> <br /> The codes identifying 1 and only 1 aircraft are called discrete or conspicuous.<br /> <br /> The codes defining situations are called non-discrete or not-conspicuous.<br /> <br /> This also why Transponder Codes are called Conspicuity Codes.<br /> <br /> ref https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method (for attribution of squawk codes) ==<br /> Their are way more aircraft's to manage than available squawk codes.<br /> <br /> To solve the problem the ORCAM method is used.<br /> <br /> <br /> ORCAM stands for Originating Regional Code Attribution Method.<br /> <br /> <br /> Every region, airspace, airport, service like Militaries, etc. will see attributed a range of codes.<br /> <br /> When the aircraft leave the controlled zone and enter the next one, if, emphasising &quot;if&quot;, the used code collide with another currently in use in the vicinity, the ATC will ask to recycle the code to a new (not used) one.<br /> <br /> <br /> ORCAM is a method and not a &quot;table&quot;,<br /> <br /> although the method keep out of its management a subset of fix codes which one are ... a table.<br /> <br /> <br /> e.g.<br /> <br /> Note that the following table is valid for UK only and US or Europe will present some variations<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> detailed illustrated explanation ref. https://skybrary.aero/articles/transponder <br /> <br /> or also <br /> <br /> https://pilotinstitute.com/transponder-modes-explained/&lt;nowiki/&gt;{{hatnote|For a thorough description, see {{wikipedia|Aviation transponder interrogation modes}}.}}<br /> <br /> <br /> Needs always evolves and technology merely adapt to the change. The Transponder Modes are the reflex of the evolution of theses needs.<br /> <br /> === Mode A ===<br /> from 2nd WW era, when aircraft was flying back and closing to the base, it was hard to say if they was Friends Or Enemy (FOE). To avoid unwanted activation from the DCA's, pilots was activating a convention code switching ON/OFF a set of buttons to define an identity code.<br /> <br /> After the WW, this has come back to civil aviation, but the mode was really basic and more identification features was wanted.<br /> <br /> === Mode B ===<br /> have been an evolution of the mode A, but due some quirks it has been quick abandoned for mode C<br /> <br /> === Mode C ===<br /> added report of the aircraft altitude.<br /> <br /> These report altitude was read after calibration, which has led to problems and have been update to non calibrated altitude in mode S.<br /> <br /> Why ?<br /> <br /> Imagine an Aircraft in final approach, the definition of an incorrect altimetric pressure may lead to &quot;hit&quot; the ground before the RWY or hot the RWY to late and trigger a RWY excursion.<br /> <br /> Other situation of bust of altitude (lost of vertical separation) also have happened (although more rarely).<br /> <br /> <br /> Mode C altitude report is by 100 ft<br /> <br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is read before calibration!<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder &quot;in the flying deck / cockpit&quot; ==<br /> Bare in mind that 1 transponder is always different from another transponder.<br /> <br /> * Older aircraft may still have old transponder not Mode S capable;<br /> * Several manufacturers<br /> * Boeing ≠ Airbus<br /> * ...<br /> <br /> Some Transponder have a knob with position labelled &quot;ALTITUDE&quot; which does not mean the transponder is activating the mode S. The mode C also have a report of altitude. (see above).<br /> <br /> The usual modes encountered in RL for the transponder are :<br /> <br /> * Off - ( switched off / no power)<br /> * Test - (maintenance)<br /> * Stand-by - (powered on but not sending out informations except the squitter - see above)<br /> * Ground - (send out SQUAWK CODE only - some airport, by rule - expect code 2000 for ground taxiing aircraft's)<br /> * Altitude - (in mode C, sending out altitude information - in mode S, sending out more information)<br /> <br /> <br /> == TA and TA/RA - Traffic Alert / Resolution Advisory ==<br /> On some transponder, TA/RA functions might be switched on separately.<br /> <br /> They &lt;big&gt;need&lt;/big&gt; the '''mode S''' in order to work !<br /> <br /> A frequent myth is the mode S and the TA/RA must only be activated on air. <br /> <br /> Nothing is more wrong.<br /> <br /> Airport where the visibility is traditionally not good and foggy, like Paris Orly LFPO, Milano Linate LIML, Bimingham EGBB, among others, other require the departing aircraft to activate the mode S and the TA from the gate/stand, before push !<br /> <br /> <br /> TA on ground have a special mode with a different sensitivity adapted to detect closing taxiing aircraft's. It has many time be a matter of sever accidents with fatalities.<br /> <br /> e.g.<br /> <br /> Flight SCANDINAVIA 686 (Scandinanvian Airlines McDonnel Douglas MD-87) and a private Cessna Citation, making 118 victims. https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> <br /> Paris Orly is &quot;that much so foggy&quot; that it is where have been invented to first &quot;Turbo Clear&quot; the first and fog systems for airports, 1963. The whole world have bought them and used them before the first ATT (Atterrissages Tout Temps) , &quot;Landing With Any Weather&quot;, the precursor of the Instrument Landing Systems. https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> <br /> The myth roots itself in the fact that the rules changes by airports and situations. One discovering the rule enforced in one airport might tend to believe the whole world do the same...<br /> <br /> Usually, the airport administration information pages in the airport charts brief clearly about the rules enforced in &quot;that&quot; very airport.<br /> <br /> <br /> On ground<br /> <br /> Mode S + Traffic Alert might be required to be used<br /> <br /> <br /> Airborn<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is as much as possible expected<br /> <br /> <br /> &quot;Old&quot; aircraft using frequently the controlled airspace are demanded to upgrade their transponder.<br /> <br /> <br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144569 2026-05-23T19:33:21Z

<p>Octal450: /* Mode S */</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == Id Codes ==<br /> e.g. <br /> <br /> * 'squawk code' 7000 is set and used VFR flight in Europe, and while in the US 1200 in used fir the same VFR.<br /> * IFR aircraft's will have an 'attributed code' by the ATC services at Delivery Clearance time, typically at startup time. The code is ATC selected in a range of &quot;yet not used code&quot;, range attributed regionally.<br /> <br /> * NATO and other Military aircraft's 'sharing' the civil airspace use several code from a conventional table, like ''0300, or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)'' and ''3500 - NATO - Aircraft receiving a service from AEW aircraft''<br /> * An aircraft becoming unable to use the voice Radio, will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical) will select the special code 7700.<br /> <br /> <br /> While some code are use the same worldwide, like the emergency code, some other codes have a different regional meaning, like the special code '0000'<br /> <br /> * in UK, by convention, the code '0000' will be autoselected by some transponder to auto report a transponder malfunction; it is not allowed the pilots to select it by themselves.<br /> * n Europe, in is not used any more and the use have become forbidden. It was used at the start age of transponding (in mode A) to say 'no ORCAM code inserted yet'). The use is today severely forbidden.<br /> * In US, it is a bit more confusing:<br /> * - it is used for some Military interception;<br /> * - it is used by the &quot;En route Control ARTCC&quot; for aircraft's in cruise in their controlled airspace when ... their are no more non attributed / in current use ORCAM codes.<br /> * - The Dep. of Transportation and the FAA have started to advocate, from 1918, the abandon of it's use going toward to prohibition of its use.<br /> <br /> <br /> See the Wikipedia page for many more examples.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> <br /> Codes are composes by a sequence of 4 digits of 8 possible values [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ]<br /> <br /> <br /> Codes defines 7 specifically or :<br /> <br /> * 1 aircraft and 1 aircraft only ;<br /> * 1 situation.<br /> <br /> == Conspicuous and Not-Conspicuous codes - also called discrete and non-discrete ==<br /> Codes ending by ..00 defines &quot;situations&quot;.<br /> <br /> e.g.<br /> <br /> * 7600 - unable to use the Radio Voice Comms - &quot;Communications failure&quot;<br /> * 7700 - Emergency (technical / Medical)<br /> <br /> Theses codes do not define 1 aircraft only.<br /> <br /> <br /> Codes ending by numbers (0 to 7) identifies 1 and only 1 aircraft.<br /> <br /> * they are attributed by the ATC, usually via radio at the clearance departure<br /> * they can be changed along the flight to accommodate management needs.<br /> <br /> <br /> The codes identifying 1 and only 1 aircraft are called discrete or conspicuous.<br /> <br /> The codes defining situations are called non-discrete or not-conspicuous.<br /> <br /> This also why Transponder Codes are called Conspicuity Codes.<br /> <br /> ref https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method (for attribution of squawk codes) ==<br /> Their are way more aircraft's to manage than available squawk codes.<br /> <br /> To solve the problem the ORCAM method is used.<br /> <br /> <br /> ORCAM stands for Originating Regional Code Attribution Method.<br /> <br /> <br /> Every region, airspace, airport, service like Militaries, etc. will see attributed a range of codes.<br /> <br /> When the aircraft leave the controlled zone and enter the next one, if, emphasising &quot;if&quot;, the used code collide with another currently in use in the vicinity, the ATC will ask to recycle the code to a new (not used) one.<br /> <br /> <br /> ORCAM is a method and not a &quot;table&quot;,<br /> <br /> although the method keep out of its management a subset of fix codes which one are ... a table.<br /> <br /> <br /> e.g.<br /> <br /> Note that the following table is valid for UK only and US or Europe will present some variations<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> detailed illustrated explanation ref. https://skybrary.aero/articles/transponder <br /> <br /> or also <br /> <br /> https://pilotinstitute.com/transponder-modes-explained/&lt;nowiki/&gt;{{hatnote|For a thorough description, see {{wikipedia|Aviation transponder interrogation modes}}.}}<br /> <br /> <br /> Needs always evolves and technology merely adapt to the change. The Transponder Modes are the reflex of the evolution of theses needs.<br /> <br /> === Mode A ===<br /> from 2nd WW era, when aircraft was flying back and closing to the base, it was hard to say if they was Friends Or Enemy (FOE). To avoid unwanted activation from the DCA's, pilots was activating a convention code switching ON/OFF a set of buttons to define an identity code.<br /> <br /> After the WW, this has come back to civil aviation, but the mode was really basic and more identification features was wanted.<br /> <br /> === Mode B ===<br /> have been an evolution of the mode A, but due some quirks it has been quick abandoned for mode C<br /> <br /> === Mode C ===<br /> added report of the aircraft altitude.<br /> <br /> These report altitude was read after calibration, which has led to problems and have been update to non calibrated altitude in mode S.<br /> <br /> Why ?<br /> <br /> Imagine an Aircraft in final approach, the definition of an incorrect altimetric pressure may lead to &quot;hit&quot; the ground before the RWY or hot the RWY to late and trigger a RWY excursion.<br /> <br /> Other situation of bust of altitude (lost of vertical separation) also have happened (although more rarely).<br /> <br /> <br /> Mode C altitude report is by 100 ft<br /> <br /> <br /> === Mode S ===<br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and often life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, which is read before calibration!<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder &quot;in the flying deck / cockpit&quot; ==<br /> Bare in mind that 1 transponder is always different from another transponder.<br /> <br /> * Older aircraft may still have old transponder not Mode S capable;<br /> * Several manufacturers<br /> * Boeing ≠ Airbus<br /> * ...<br /> <br /> Some Transponder have a knob with position labelled &quot;ALTITUDE&quot; which does not mean the transponder is activating the mode S. The mode C also have a report of altitude. (see above).<br /> <br /> The usual modes encountered in RL for the transponder are :<br /> <br /> * Off - ( switched off / no power)<br /> * Test - (maintenance)<br /> * Stand-by - (powered on but not sending out informations except the squitter - see above)<br /> * Ground - (send out SQUAWK CODE only - some airport, by rule - expect code 2000 for ground taxiing aircraft's)<br /> * Altitude - (in mode C, sending out altitude information - in mode S, sending out more information)<br /> <br /> <br /> == TA and TA/RA - Traffic Alert / Resolution Advisory ==<br /> On some transponder, TA/RA functions might be switched on separately.<br /> <br /> They &lt;big&gt;need&lt;/big&gt; the '''mode S''' in order to work !<br /> <br /> A frequent myth is the mode S and the TA/RA must only be activated on air. <br /> <br /> Nothing is more wrong.<br /> <br /> Airport where the visibility is traditionally not good and foggy, like Paris Orly LFPO, Milano Linate LIML, Bimingham EGBB, among others, other require the departing aircraft to activate the mode S and the TA from the gate/stand, before push !<br /> <br /> <br /> TA on ground have a special mode with a different sensitivity adapted to detect closing taxiing aircraft's. It has many time be a matter of sever accidents with fatalities.<br /> <br /> e.g.<br /> <br /> Flight SCANDINAVIA 686 (Scandinanvian Airlines McDonnel Douglas MD-87) and a private Cessna Citation, making 118 victims. https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> <br /> Paris Orly is &quot;that much so foggy&quot; that it is where have been invented to first &quot;Turbo Clear&quot; the first and fog systems for airports, 1963. The whole world have bought them and used them before the first ATT (Atterrissages Tout Temps) , &quot;Landing With Any Weather&quot;, the precursor of the Instrument Landing Systems. https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> <br /> The myth roots itself in the fact that the rules changes by airports and situations. One discovering the rule enforced in one airport might tend to believe the whole world do the same...<br /> <br /> Usually, the airport administration information pages in the airport charts brief clearly about the rules enforced in &quot;that&quot; very airport.<br /> <br /> <br /> On ground<br /> <br /> Mode S + Traffic Alert might be required to be used<br /> <br /> <br /> Airborn<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is as much as possible expected<br /> <br /> <br /> &quot;Old&quot; aircraft using frequently the controlled airspace are demanded to upgrade their transponder.<br /> <br /> <br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Transponder&diff=144568 2026-05-23T19:30:51Z

<p>Octal450: /* Mode S. */ Make the english less ungood</p> <hr /> <div>'''Transponders''' are radio beacons which make [[aircraft]] more identifiable on [[ATC]] displays and systems and by other aircrafts. Modern transponders support transmitting additional data such as an identification ('squawk') code and aircraft altitude. See more at {{wikipedia|Transponder (aeronautics)}}.<br /> <br /> == Id Codes ==<br /> e.g. <br /> <br /> * 'squawk code' 7000 is set and used VFR flight in Europe, and while in the US 1200 in used fir the same VFR.<br /> * IFR aircraft's will have an 'attributed code' by the ATC services at Delivery Clearance time, typically at startup time. The code is ATC selected in a range of &quot;yet not used code&quot;, range attributed regionally.<br /> <br /> * NATO and other Military aircraft's 'sharing' the civil airspace use several code from a conventional table, like ''0300, or 0400 - NATO - CAOC 9 Exercises (activated by NOTAM)'' and ''3500 - NATO - Aircraft receiving a service from AEW aircraft''<br /> * An aircraft becoming unable to use the voice Radio, will select the special code 7600.<br /> * An aircraft experiencing an emergency (technical, medical) will select the special code 7700.<br /> <br /> <br /> While some code are use the same worldwide, like the emergency code, some other codes have a different regional meaning, like the special code '0000'<br /> <br /> * in UK, by convention, the code '0000' will be autoselected by some transponder to auto report a transponder malfunction; it is not allowed the pilots to select it by themselves.<br /> * n Europe, in is not used any more and the use have become forbidden. It was used at the start age of transponding (in mode A) to say 'no ORCAM code inserted yet'). The use is today severely forbidden.<br /> * In US, it is a bit more confusing:<br /> * - it is used for some Military interception;<br /> * - it is used by the &quot;En route Control ARTCC&quot; for aircraft's in cruise in their controlled airspace when ... their are no more non attributed / in current use ORCAM codes.<br /> * - The Dep. of Transportation and the FAA have started to advocate, from 1918, the abandon of it's use going toward to prohibition of its use.<br /> <br /> <br /> See the Wikipedia page for many more examples.<br /> <br /> ref. https://en.wikipedia.org/wiki/List_of_transponder_codes<br /> <br /> <br /> Codes are composes by a sequence of 4 digits of 8 possible values [ 0 ][ 0 ][ 0 ][ 0 ] to [ 7 ][ 7 ][ 7 ][ 7 ]<br /> <br /> <br /> Codes defines 7 specifically or :<br /> <br /> * 1 aircraft and 1 aircraft only ;<br /> * 1 situation.<br /> <br /> == Conspicuous and Not-Conspicuous codes - also called discrete and non-discrete ==<br /> Codes ending by ..00 defines &quot;situations&quot;.<br /> <br /> e.g.<br /> <br /> * 7600 - unable to use the Radio Voice Comms - &quot;Communications failure&quot;<br /> * 7700 - Emergency (technical / Medical)<br /> <br /> Theses codes do not define 1 aircraft only.<br /> <br /> <br /> Codes ending by numbers (0 to 7) identifies 1 and only 1 aircraft.<br /> <br /> * they are attributed by the ATC, usually via radio at the clearance departure<br /> * they can be changed along the flight to accommodate management needs.<br /> <br /> <br /> The codes identifying 1 and only 1 aircraft are called discrete or conspicuous.<br /> <br /> The codes defining situations are called non-discrete or not-conspicuous.<br /> <br /> This also why Transponder Codes are called Conspicuity Codes.<br /> <br /> ref https://skybrary.aero/articles/discrete-and-non-discrete-ssr-codes<br /> <br /> == ORCAM method (for attribution of squawk codes) ==<br /> Their are way more aircraft's to manage than available squawk codes.<br /> <br /> To solve the problem the ORCAM method is used.<br /> <br /> <br /> ORCAM stands for Originating Regional Code Attribution Method.<br /> <br /> <br /> Every region, airspace, airport, service like Militaries, etc. will see attributed a range of codes.<br /> <br /> When the aircraft leave the controlled zone and enter the next one, if, emphasising &quot;if&quot;, the used code collide with another currently in use in the vicinity, the ATC will ask to recycle the code to a new (not used) one.<br /> <br /> <br /> ORCAM is a method and not a &quot;table&quot;,<br /> <br /> although the method keep out of its management a subset of fix codes which one are ... a table.<br /> <br /> <br /> e.g.<br /> <br /> Note that the following table is valid for UK only and US or Europe will present some variations<br /> <br /> https://www.flightradars.eu/squawkcodes.html#top<br /> <br /> == Modes A, B, C, S ==<br /> detailed illustrated explanation ref. https://skybrary.aero/articles/transponder <br /> <br /> or also <br /> <br /> https://pilotinstitute.com/transponder-modes-explained/&lt;nowiki/&gt;{{hatnote|For a thorough description, see {{wikipedia|Aviation transponder interrogation modes}}.}}<br /> <br /> <br /> Needs always evolves and technology merely adapt to the change. The Transponder Modes are the reflex of the evolution of theses needs.<br /> <br /> === Mode A ===<br /> from 2nd WW era, when aircraft was flying back and closing to the base, it was hard to say if they was Friends Or Enemy (FOE). To avoid unwanted activation from the DCA's, pilots was activating a convention code switching ON/OFF a set of buttons to define an identity code.<br /> <br /> After the WW, this has come back to civil aviation, but the mode was really basic and more identification features was wanted.<br /> <br /> === Mode B ===<br /> have been an evolution of the mode A, but due some quirks it has been quick abandoned for mode C<br /> <br /> === Mode C ===<br /> added report of the aircraft altitude.<br /> <br /> These report altitude was read after calibration, which has led to problems and have been update to non calibrated altitude in mode S.<br /> <br /> Why ?<br /> <br /> Imagine an Aircraft in final approach, the definition of an incorrect altimetric pressure may lead to &quot;hit&quot; the ground before the RWY or hot the RWY to late and trigger a RWY excursion.<br /> <br /> Other situation of bust of altitude (lost of vertical separation) also have happened (although more rarely).<br /> <br /> <br /> Mode C altitude report is by 100 ft<br /> <br /> <br /> === Mode S ===<br /> Why not MODE D, E, F ... ?<br /> <br /> Mode S has been a game changer.<br /> <br /> In Mode C, there were too many aircraft sending information at the same time. The radio frequency was congested, and many times life-and-death information became lost as a result of all the transponders “speaking at the same time.”<br /> <br /> In Mode S, transponders are quiet and remain silent unless “interrogated” by the surveillance system.<br /> <br /> Well, almost silent. The surveillance system needs to know whom to direct the interrogation to. For this reason, all transponders still continue to repeatedly emit a very short ID called the squitter.<br /> <br /> The surveillance system keeps a table of all the squitters for management.<br /> <br /> With the frequency no longer congested, interrogated transponders have the ability to send more extensive information.<br /> <br /> Mode S itself has 2 variants: ELS and EHS, meaning ELementary Surveillance and EnHanced Surveillance.<br /> <br /> The former sends altitude (before calibration), speed, direction, and a few more aircraft and flight parameters.<br /> <br /> The latter also sends the “selected” altitude in the autopilot, which allows ATC to detect misunderstandings early and prevent possible level busts before they happen.<br /> <br /> ref.: https://skybrary.aero/articles/mode-s<br /> <br /> Mode S altitude reports are in 10 ft increments, again, read before calibration!<br /> <br /> To do this, the transponder needs an altitude source. In real life this can be a separate box called an encoder, or it may be derived from FMC / ADIRU sources. It's important to note this altitude is referenced to standard pressure (29.92 inHg / 1013 hPa), and is not corrected for actual barometric pressure in the local environment.<br /> <br /> Additional support for military modes is possible if anyone wishes to add it.<br /> <br /> == Transponder &quot;in the flying deck / cockpit&quot; ==<br /> Bare in mind that 1 transponder is always different from another transponder.<br /> <br /> * Older aircraft may still have old transponder not Mode S capable;<br /> * Several manufacturers<br /> * Boeing ≠ Airbus<br /> * ...<br /> <br /> Some Transponder have a knob with position labelled &quot;ALTITUDE&quot; which does not mean the transponder is activating the mode S. The mode C also have a report of altitude. (see above).<br /> <br /> The usual modes encountered in RL for the transponder are :<br /> <br /> * Off - ( switched off / no power)<br /> * Test - (maintenance)<br /> * Stand-by - (powered on but not sending out informations except the squitter - see above)<br /> * Ground - (send out SQUAWK CODE only - some airport, by rule - expect code 2000 for ground taxiing aircraft's)<br /> * Altitude - (in mode C, sending out altitude information - in mode S, sending out more information)<br /> <br /> <br /> == TA and TA/RA - Traffic Alert / Resolution Advisory ==<br /> On some transponder, TA/RA functions might be switched on separately.<br /> <br /> They &lt;big&gt;need&lt;/big&gt; the '''mode S''' in order to work !<br /> <br /> A frequent myth is the mode S and the TA/RA must only be activated on air. <br /> <br /> Nothing is more wrong.<br /> <br /> Airport where the visibility is traditionally not good and foggy, like Paris Orly LFPO, Milano Linate LIML, Bimingham EGBB, among others, other require the departing aircraft to activate the mode S and the TA from the gate/stand, before push !<br /> <br /> <br /> TA on ground have a special mode with a different sensitivity adapted to detect closing taxiing aircraft's. It has many time be a matter of sever accidents with fatalities.<br /> <br /> e.g.<br /> <br /> Flight SCANDINAVIA 686 (Scandinanvian Airlines McDonnel Douglas MD-87) and a private Cessna Citation, making 118 victims. https://en.wikipedia.org/wiki/Linate_Airport_disaster<br /> <br /> <br /> Paris Orly is &quot;that much so foggy&quot; that it is where have been invented to first &quot;Turbo Clear&quot; the first and fog systems for airports, 1963. The whole world have bought them and used them before the first ATT (Atterrissages Tout Temps) , &quot;Landing With Any Weather&quot;, the precursor of the Instrument Landing Systems. https://www.aeroport-paris-orly.com/systemes-anti-brouillard<br /> <br /> <br /> The myth roots itself in the fact that the rules changes by airports and situations. One discovering the rule enforced in one airport might tend to believe the whole world do the same...<br /> <br /> Usually, the airport administration information pages in the airport charts brief clearly about the rules enforced in &quot;that&quot; very airport.<br /> <br /> <br /> On ground<br /> <br /> Mode S + Traffic Alert might be required to be used<br /> <br /> <br /> Airborn<br /> <br /> Mode S + Traffic Alert + Resolution Advisory is as much as possible expected<br /> <br /> <br /> &quot;Old&quot; aircraft using frequently the controlled airspace are demanded to upgrade their transponder.<br /> <br /> <br /> <br /> == Mode IDENT ==<br /> Transponder have a separate function called IDENT and callable by the press on a button.<br /> <br /> This actually is not a &quot;mode&quot; like Mode A, C or S.<br /> <br /> It should never be pressed unless required by the ATC providing service.<br /> <br /> It &quot;must&quot; not be activated by Squawk code changing ! (Frequent error)<br /> <br /> <br /> IDENT allow to the ATC to spot in a flash an aircraft amongst many and its purpose it solely to help in case of loss of conspicuity.<br /> <br /> <br /> Squawk codes changes at quite a good rate. If at every time the squawk code is recycled, the IDENT is activated and the BLIP (aircraft on the ATC screen) start to blink, then when the ATC demand to someone to press IDENT, the help will be void because drawn in many other IDENT... <br /> <br /> QED.<br /> <br /> <br /> == Configuration in FlightGear ==<br /> Transponder support was overhauled in May 2013; earlier versions (2.10 and prior) have different support and are not documented here. Updating an aircraft to use the new config is straightforward. Key transponder properties (altitude, ident and transmitted-id) are now sent via the MP protocols for use in ATC clients.<br /> <br /> The default altimeter can act as an altitude encoder; in its configuration, set either or both of the following boolean flags:<br /> <br /> * encode-mode-c<br /> * encode-mode-s<br /> <br /> The transponder has various config properties:<br /> <br /> * '''minimum-supply-volts''': required DV volts for operations, defaults to 8.0 ''(old '''bus-volts''' is now deprecated)''<br /> * '''encoder-path''': defaults to '/instruments/altimeter', but can be changed to any other location. The transponder looks for child properties 'mode-c-alt-ft' and 'mode-s-alt-ft' at this path for altitude data.<br /> * '''kt70-compatibility''': boolean, default to false. Set this to enable legacy compatibility with the old KT-70 C++ instrument. Do not use in new/updated aircraft!<br /> * '''mode''': this is 0 for Mode-A, 1 for Mode-C and 2 for Mode-S. Other modes can be added, ask on the [[Mailing list|devel list]]!<br /> <br /> === Run-time properties ===<br /> * '''altitude''': gives the transmitted altitude in feet (or -9999 for invalid)<br /> * '''altitude-valid''': indicates if altitude value is valid data or not <br /> * '''id-code''': allows the id-code to be read and set<br /> * '''serviceable''': can be set to control the instrument serviceability<br /> * '''transmitted-id''': gives the value being transmitted, including over the network via MP<br /> <br /> ==== Input properties ====<br /> These live under &lt;tt&gt;/inputs&lt;/tt&gt;.<br /> * '''knob-mode''': sets the transponder operating mode. This corresponds to the KT-70 knob positions for convenience, but the actual modes should work for any transponder instrument. Knob modes are documented below<br /> * '''ident-btn''': can be set to place the transponder in ident mode for 18 seconds. Note this property is not spring-loaded, i.e you must manually reset it to false<br /> * '''digit[0]-[4]''': properties allow the id code individual digits to be read and set<br /> <br /> In KT-70 compatibility mode, additional properties are read and set, to preserve legacy aircraft. Do not use these properties in new aircraft.<br /> <br /> ==== Knob/Functional Modes ====<br /> * 0 - off<br /> * 1 - standby, basically the same as off for the C++ code (3D instrument would power up the display, presumably)<br /> * 2 - test, again the C++ largely ignores this since the test configuration of real-world instruments varies. In particular the unit does *not* set altitude or transmitted-id to any test values, you should do that in your own logic. (Maybe we should allow the test values to be defined int he config section?)<br /> * 3 - Ground mode, responds to altitude interrogation but does not broadcast an ID. This would typically be used while taxiing prior to takeoff.<br /> * 4 - On, normal operation but altitude transmission is inhibited<br /> * 5 - Alt, same as on but altitude is broadcast if transponder was configured in Mode-S or Mode-C<br /> <br /> === Generic transponder ===<br /> Below are all available property that you can set for your instrumentation.xml file :<br /> <br /> &lt;syntaxhighlight lang=&quot;xml&quot;&gt;<br /> &lt;transponder&gt;<br /> &lt;name type=&quot;string&quot;&gt;transponder&lt;/name&gt;<br /> &lt;number type=&quot;int&quot;&gt;0&lt;/number&gt;<br /> &lt;mode type=&quot;int&quot;&gt;1&lt;/mode&gt; &lt;!-- 0 = Mode A, 1 = Mode C, 2 = Mode S --&gt;<br /> &lt;minimum-supply-volts type=&quot;double&quot;&gt;8.0&lt;/minimum-supply-volts&gt;<br /> &lt;encoder-path type=&quot;string&quot;&gt;/instrumentation/altimeter&lt;/encoder-path&gt;<br /> &lt;kt70-compatibility type=&quot;bool&quot;&gt;0&lt;/kt70-compatibility&gt;<br /> &lt;auto-ground&gt;...&lt;/auto-ground&gt; &lt;!-- input for Mode-S automatic GND bit --&gt;<br /> &lt;airspeed-path&gt;...&lt;/airspeed-path&gt;<br /> &lt;mach-path&gt;...&lt;/mach-path&gt;<br /> &lt;/transponder&gt;<br /> &lt;/syntaxhighlight&gt;Please note that ''&lt;bus-volts&gt;'' is now '''deprecated'''. Use ''&lt;minimum-supply-volts&gt;'' instead.<br /> The following is a copy of a comment in instrument source, explaining the use of Mode-S related properties<br /> &lt;<br /> // Mode-S transponders (configured with mode = 2) can transmit a ground bit to<br /> // indicate ground operation. If auto-ground is not defined, the ground bit is<br /> // switched manually by setting the transponder knob to GND. If auto-ground is<br /> // defined, the transponder simulates automatic switching of the ground bit<br /> // using the value of the property defined in auto-ground.<br /> //<br /> // For a squat switch, use &quot;/gear/gear/wow&quot;. For automatic switching based on<br /> // airspeed, use a property rule to make a new boolean property that indicates,<br /> // for example, airspeed &lt; 80, and reference your new property in auto-ground.<br /> //<br /> // Note that Mode-A and Mode-C transponders do not transmit a ground bit, even<br /> // if the transponder knob is set to the GND position.<br /> //<br /> // Mode-S transponders also transmit indicated airspeed and Mach number. The<br /> // default sources are &quot;/instrumentation/airspeed-indicator/indicated-speed-kt&quot;<br /> // and &quot;.../indicated-mach&quot;, but this can be changed by setting &quot;airspeed-path&quot;<br /> // and &quot;mach-path&quot; properties respectively as shown above.<br /> <br /> <br /> <br /> ==Related content==<br /> ===Wiki articles===<br /> *[[Howto:Develop an aircraft transponder in Nasal]] – Most probably obsolete<br /> *[[FLARM]]<br /> *[[Multiplayer protocol]] – The IDs 1501-1503 are earmarked for transmitting transponder properties<br /> *[[OpenRadar: Transponder]]<br /> *[[Traffic alert and collision avoidance system]]<br /> <br /> ===Forum topics===<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=31492 Transponder properties over MP] (January-June 2017)<br /> *[https://forum.flightgear.org/viewtopic.php?f=75&amp;t=19826 Transponder over network] (April-December 2018)<br /> *[https://forum.flightgear.org/viewtopic.php?f=4&amp;t=6395 Transponder] (November 2009-December 2010)<br /> <br /> ===Developer mailing list===<br /> *[https://sourceforge.net/p/flightgear/mailman/message/30785263/ &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Improve tranponder instrument] (Apr 2009)<br /> *[https://sourceforge.net/p/flightgear/mailman/flightgear-devel/thread/1388915221.2195.15.camel%40duter.localdomain/#msg31810053 &lt;nowiki&gt;[&lt;/nowiki&gt;Flightgear-devel&lt;nowiki&gt;]&lt;/nowiki&gt; Transponder Ident not transmitted via MP Protocol?] (Jan-Feb 2014)<br /> <br /> ===Source code===<br /> *{{flightgear source|src/Instrumentation/transponder.hxx}}<br /> *{{flightgear source|src/Instrumentation/transponder.cxx}}<br /> <br /> [[Category:Aircraft enhancement]]<br /> [[Category:Aircraft instruments]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_717&diff=144567 2026-05-23T17:20:26Z

<p>Octal450: </p> <hr /> <div>{{:{{PAGENAME}}/info}}<br /> <br /> The '''Boeing 717''' is a twinjet narrowbody commercial airliner originally created by the McDonnell Douglas Corporation as the MD-95, to replace aging [[DC-9]]s. It is essentially a DC-9 with new avionics, systems, and engines, adopting several technologies from the [[MD-90]]. The project was completed by Boeing when Boeing bought McDonnell Douglas and rebranded as the Boeing 717. Boeing implemented several changes from the originally adopted MD-95 project, however, the airplane was completed by the former MD-95 project team.<br /> <br /> This is an accurate and complex recreation of the Boeing 717.<br /> <br /> == Overview ==<br /> Includes the Boeing 717-200 with selectable Rolls-Royce BR715A1-30 or BR715C1-30 engines.<br /> <br /> See the right InfoBox for the repository or download. &lt;u&gt;Remember to rename the aircraft's folder to &quot;717&quot;&lt;/u&gt;. DOWNLOAD NOT YET AVAILABLE.<br /> <br /> == Development Status ==<br /> Status denotes simulated functionality. Items marked as done may still be improved upon.<br /> <br /> * Aerodynamics: {{done}}<br /> * APU: {{done}}<br /> * Autoflight: {{progressbar|90}}<br /> * Caution and Warning: {{progressbar|30}}<br /> * EAD Display: {{progressbar|90}}<br /> * Electrical: {{done}}<br /> * Exterior Model: {{done}}<br /> * Flight Controls: {{done}}<br /> * FMS and MCDU: {{progressbar|50}}<br /> * Fuel: {{done}}<br /> * Hydraulics: {{done}}<br /> * ISFD Display: {{done}}<br /> * IRS: {{done}}<br /> * Landing Gear and Brakes: {{done}}<br /> * Mach Trim and Yaw Damper: {{done}}<br /> * ND Displays: {{progressbar|10}}<br /> * PFD Displays: {{progressbar|90}}<br /> * Pneumatics: {{progressbar|90}}<br /> * Pressurization: {{not done}}<br /> * RR BR715 Engines and FADEC: {{done}}<br /> * SD Display: {{progressbar|90}}<br /> * Virtual Cockpit: {{progressbar|30}}<br /> * Weight/Balance: {{done}}<br /> <br /> == Development Team ==<br /> * Flight Dynamics, Systems, Instruments: Josh Davidson (Octal450)<br /> * 3D/Textures: Gary Neely (Buckaroo), Josh Davidson (Octal450)<br /> <br /> == Documentation ==<br /> === Written Documentation ===<br /> Written documentation for this aircraft is available [https://github.com/Octal450/FlightGear-Aircraft-Documentation/tree/master/717 here].<br /> <br /> === Shortcut Keys ===<br /> {| class=&quot;keytable&quot;<br /> ! Key !! Function<br /> |-<br /> | {{key press|1}}<br /> | Show Captain View<br /> |-<br /> | {{key press|2}}<br /> | Show First Officer View<br /> |-<br /> | {{key press|3}}<br /> | Show Overhead View<br /> |-<br /> | {{key press|4}}<br /> | Show Forward Pedestal View<br /> |-<br /> | {{key press|5}}<br /> | Show Aft Pedestal View<br /> |-<br /> | {{key press|6}}<br /> | Show Glareshield View<br /> |-<br /> | {{key press|7}}<br /> | Show MCDU View<br /> |-<br /> | {{key press|F1}}<br /> | Disengage/Decrease Reverse Thrust<br /> |-<br /> | {{key press|F2}}<br /> | Engage/Increase Reverse Thrust<br /> |-<br /> | {{key press|DEL}}<br /> | Toggle Thrust Reversers<br /> |-<br /> | {{key press|C}}<br /> | Reset Current View<br /> |-<br /> | {{key press|E}}<br /> | Set Throttles to Idle<br /> |-<br /> | {{key press|F}}<br /> | Set Throttles to Thrust Limit<br /> |-<br /> | {{key press|CTRL|B}}<br /> | Cycle Spoilers<br /> |-<br /> | {{key press|Shift|B}}<br /> | Toggle Parking Brake<br /> |-<br /> | {{key press|Shift|C}}<br /> | Open Checklists<br /> |-<br /> | {{key press|CTRL|D}}<br /> | Autothrust Disconnect Button<br /> |-<br /> | {{key press|Shift|D}}<br /> | Autoflight Disconnect Button<br /> |-<br /> | {{key press|Shift|F}}<br /> | Set Throttles to Full<br /> |-<br /> | {{key press|CTRL|G}}<br /> | Go Around Button<br /> |-<br /> | {{key press|Shift|P}}<br /> | Open CG Applet<br /> |}<br /> <br /> {{Boeing}}<br /> {{MDouglas}}<br /> <br /> [[Category:Airliners]]<br /> [[Category:Octal450 hangar]]<br /> [[Category:Red Griffin ATC compatible aircraft]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=McDonnell_Douglas_MD-90&diff=144566 2026-05-23T17:20:12Z

<p>Octal450: </p> <hr /> <div>{{:{{PAGENAME}}/info}}<br /> <br /> The '''McDonnell Douglas MD-90''' is a twinjet narrowbody commercial airliners created by the McDonnell Douglas Corporation as the successor to the [[MD-80]].<br /> <br /> This is an accurate and complex recreation of the MD-90-30, the only series produced. Other variants such as the MD-90-55 were cancelled and never built.<br /> <br /> == Overview ==<br /> Currently, this project is simulating the Enhanced Flight Deck (EFD) version of the MD-90-30 with V2528-D5 engines. This is the only simulation project attempting to do so with any degree of accuracy. This project was announced celebrating Octal450's 10-year development anniversary.<br /> <br /> See the right InfoBox for the repository or download. &lt;u&gt;Remember to rename the aircraft's folder to &quot;MD-90&quot;&lt;/u&gt;. DOWNLOAD NOT YET AVAILABLE.<br /> <br /> == Development Status ==<br /> Status denotes simulated functionality. Items marked as done may still be improved upon.<br /> <br /> * Aerodynamics: {{done}}<br /> * AFMS and MCDU: {{progressbar|50}}<br /> * APU: {{done}}<br /> * Autoflight: {{progressbar|90}}<br /> * Caution and Warning: {{progressbar|30}}<br /> * EAD Display: {{progressbar|90}}<br /> * Electrical: {{done}}<br /> * Exterior Model: {{done}}<br /> * Flight Controls: {{done}}<br /> * Fuel: {{done}}<br /> * Hydraulics: {{done}}<br /> * IAE V2500 Engines and FADEC: {{done}}<br /> * IRS: {{done}}<br /> * Landing Gear and Brakes: {{done}}<br /> * Mach Trim and Yaw Damper: {{done}}<br /> * ND Displays: {{progressbar|10}}<br /> * PFD Displays: {{progressbar|90}}<br /> * Pneumatics: {{progressbar|90}}<br /> * Pressurization: {{not done}}<br /> * SD Display: {{progressbar|90}}<br /> * Virtual Cockpit: {{progressbar|80}}<br /> * Weight/Balance: {{done}}<br /> <br /> == Development Team ==<br /> * Flight Dynamics, Systems, Instruments: Josh Davidson (Octal450)<br /> * 3D/Textures: Semir Gebran (CaptB), Gary Neely (Buckaroo)<br /> <br /> == Documentation ==<br /> === Written Documentation ===<br /> Written documentation for this aircraft is available [https://github.com/Octal450/FlightGear-Aircraft-Documentation/tree/master/MD-90 here].<br /> <br /> === Shortcut Keys ===<br /> {| class=&quot;keytable&quot;<br /> ! Key !! Function<br /> |-<br /> | {{key press|1}}<br /> | Show Captain View<br /> |-<br /> | {{key press|2}}<br /> | Show First Officer View<br /> |-<br /> | {{key press|3}}<br /> | Show Overhead View<br /> |-<br /> | {{key press|4}}<br /> | Show Forward Pedestal View<br /> |-<br /> | {{key press|5}}<br /> | Show Aft Pedestal View<br /> |-<br /> | {{key press|6}}<br /> | Show Glareshield View<br /> |-<br /> | {{key press|7}}<br /> | Show MCDU View<br /> |-<br /> | {{key press|F1}}<br /> | Disengage/Decrease Reverse Thrust<br /> |-<br /> | {{key press|F2}}<br /> | Engage/Increase Reverse Thrust<br /> |-<br /> | {{key press|C}}<br /> | Reset Current View<br /> |-<br /> | {{key press|E}}<br /> | Set Throttles to Idle<br /> |-<br /> | {{key press|F}}<br /> | Set Throttles to Thrust Limit<br /> |-<br /> | {{key press|DEL}}<br /> | Toggle Thrust Reversers<br /> |-<br /> | {{key press|CTRL|B}}<br /> | Cycle Spoilers<br /> |-<br /> | {{key press|Shift|B}}<br /> | Toggle Parking Brake<br /> |-<br /> | {{key press|Shift|C}}<br /> | Open Checklists<br /> |-<br /> | {{key press|CTRL|D}}<br /> | Autothrust Disconnect Button<br /> |-<br /> | {{key press|Shift|D}}<br /> | Autoflight Disconnect Button<br /> |-<br /> | {{key press|Shift|F}}<br /> | Set Throttles to Full<br /> |-<br /> | {{key press|CTRL|G}}<br /> | Takeoff/Go Around Button<br /> |-<br /> | {{key press|Shift|P}}<br /> | Open CG Applet<br /> |}<br /> <br /> {{MDouglas}}<br /> <br /> [[Category:Airliners]]<br /> [[Category:Octal450 hangar]]<br /> [[Category:Red Griffin ATC compatible aircraft]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=McDonnell_Douglas_MD-11&diff=144565 2026-05-23T17:17:29Z

<p>Octal450: </p> <hr /> <div>{{:{{PAGENAME}}/info}}<br /> <br /> The '''McDonnell Douglas MD-11''' is a trijet widebody commercial airliner created by the McDonnell Douglas Corporation as the successor to the [[DC-10]]. It is the only modern trijet airliner, with a full glass cockpit, automatic systems, digital flight control system, and a full flight management system.<br /> <br /> This is an accurate and complex recreation of the MD-11. Stable versions of the aircraft are uploaded to [[FGAddon]].<br /> <br /> == Overview ==<br /> Includes:<br /> * MD-11 (GE CF6-80C2D1F and PW4462)<br /> * MD-11F (GE CF6-80C2D1F and PW4462)<br /> * Bonus KMD-11 (PW4462, Fictional)<br /> ** OPRF compatible<br /> <br /> See the right InfoBox for the repository or download. &lt;u&gt;Remember to rename the aircraft's folder to &quot;MD-11&quot;&lt;/u&gt;.<br /> <br /> == Development Status ==<br /> Status denotes simulated functionality. Items marked as done may still be improved upon.<br /> <br /> * Aerodynamics: {{done}}<br /> * APU: {{done}}<br /> * Autoflight: {{progressbar|90}}<br /> * Caution and Warning: {{progressbar|30}}<br /> * EAD Display: {{progressbar|90}}<br /> * Electrical: {{done}}<br /> * Exterior Model: {{done}}<br /> * Flight Controls: {{done}}<br /> * FMS and MCDU: {{progressbar|50}}<br /> * Fuel: {{done}}<br /> * GE CF6 Engines and FADEC: {{done}}<br /> * Hydraulics: {{done}}<br /> * ISFD Display: {{done}}<br /> * IRS: {{done}}<br /> * Landing Gear and Brakes: {{done}}<br /> * LSAS, RCWS, Yaw Damper: {{done}}<br /> * ND Displays: {{progressbar|10}}<br /> * PFD Displays: {{progressbar|90}}<br /> * Pneumatics: {{progressbar|90}}<br /> * Pressurization: {{not done}}<br /> * PW4000 Engines and FADEC: {{done}}<br /> * SD Display: {{progressbar|90}}<br /> * Virtual Cockpit: {{progressbar|90}}<br /> * Weight/Balance: {{done}}<br /> <br /> == Development Team ==<br /> * Flight Dynamics, Systems, Instruments: Josh Davidson (Octal450)<br /> * 3D/Textures: Semir Gebran (CaptB), John Williams (tikibar), and Jormapaappa1235<br /> <br /> == Documentation ==<br /> <br /> === Written Documentation ===<br /> Written documentation for this aircraft is available [https://github.com/Octal450/FlightGear-Aircraft-Documentation/tree/master/MD-11 here].<br /> <br /> === Shortcut Keys ===<br /> {| class=&quot;keytable&quot;<br /> ! Key !! Function<br /> |-<br /> | {{key press|1}}<br /> | Show Captain View<br /> |-<br /> | {{key press|2}}<br /> | Show First Officer View<br /> |-<br /> | {{key press|3}}<br /> | Show Overhead View<br /> |-<br /> | {{key press|4}}<br /> | Show Forward Pedestal View<br /> |-<br /> | {{key press|5}}<br /> | Show Aft Pedestal View<br /> |-<br /> | {{key press|6}}<br /> | Show Glareshield View<br /> |-<br /> | {{key press|7}}<br /> | Show MCDU View<br /> |-<br /> | {{key press|F1}}<br /> | Disengage/Decrease Reverse Thrust<br /> |-<br /> | {{key press|F2}}<br /> | Engage/Increase Reverse Thrust<br /> |-<br /> | {{key press|DEL}}<br /> | Toggle Thrust Reversers<br /> |-<br /> | {{key press|C}}<br /> | Reset Current View<br /> |-<br /> | {{key press|E}}<br /> | Set Throttles to Idle<br /> |-<br /> | {{key press|F}}<br /> | Set Throttles to Thrust Limit<br /> |-<br /> | {{key press|CTRL|B}}<br /> | Cycle Spoilers<br /> |-<br /> | {{key press|Shift|B}}<br /> | Toggle Parking Brake<br /> |-<br /> | {{key press|Shift|C}}<br /> | Open Checklists<br /> |-<br /> | {{key press|CTRL|D}}<br /> | Autothrust Disconnect Button<br /> |-<br /> | {{key press|Shift|D}}<br /> | Autoflight Disconnect Button<br /> |-<br /> | {{key press|Shift|F}}<br /> | Set Throttles to Full<br /> |-<br /> | {{key press|CTRL|G}}<br /> | Go Around Button<br /> |-<br /> | {{key press|Shift|P}}<br /> | Open CG Applet<br /> |}<br /> <br /> == Development Videos ==<br /> [[User:Octal450|Octal450]] publishes periodic videos showcasing the latest developments in a [https://www.youtube.com/playlist?list=PL8TVI6JZUbxkrFiKIv8JQy9rl1_W_rI5v YouTube playlist].<br /> <br /> == Tutorial Videos ==<br /> {{#ev:youtube|K5gTjiUmslY|700px||Tutorial video in the '''Polish''' language by SP-ROM showing a flight in the MD-11 and some explanations. The demonstration may help people who don't speak Polish. (MD-11 state as at September 2025)}}<br /> <br /> {{MDouglas}}<br /> <br /> [[Category:Airliners]]<br /> [[Category:Octal450 hangar]]<br /> [[Category:Red Griffin ATC compatible aircraft]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=IT_Autoflight&diff=144554 2026-05-21T20:47:26Z

<p>Octal450: </p> <hr /> <div>{{infobox subsystem <br /> |name = IT Autoflight System<br /> |started = March 2016<br /> |description = Advanced Autopilot System<br /> |status = V4.1.0 Stable (5/21/2026)<br /> |developers = {{usr|Octal450}}<br /> }}<br /> <br /> [[File:ITAF-Current-UI.png|thumb|300px|The latest IT Autoflight GUI]]<br /> <br /> {{Autoflight Navigation}}<br /> <br /> The '''IT Autoflight System''' is a modular, light, and advanced airliner autoflight framework for FlightGear. The purpose of the system is to provide a system for other airliner developers to use as a stable base for their autopilots. Examples of custom IT Autoflight System installations are shown off in the [[MD-11]] amongst others.<br /> <br /> Download the IT Autoflight System [https://github.com/Octal450/IT-Autoflight/releases/latest here]!<br /> <br /> The stable release changelog can be viewed [https://github.com/Octal450/IT-Autoflight/blob/master/CHANGELOG.txt here]!<br /> <br /> IT Autoflight is a component of [[IntegratedSystems]].<br /> <br /> == Information ==<br /> Information on the IT Autoflight System has moved to the README.<br /> <br /> Click the link below to learn more about the system or view installation instructions:<br /> * [https://github.com/Octal450/IT-Autoflight/blob/master/README.md Stable Release (Recommended)]<br /> * [https://github.com/Octal450/IT-Autoflight/blob/dev/README.md Dev Branch]<br /> <br /> == Related content ==<br /> === Forum topic ===<br /> * {{forum link|title=IT Autoflight|t=35474}}<br /> * [http://www.github.com/Octal450/IT-Autoflight.git Development repository]<br /> <br /> [[Category:Autoflight]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=IT_Autoflight&diff=144553 2026-05-21T20:46:56Z

<p>Octal450: Replaced content with &quot;{{infobox subsystem |name = IT Autoflight System |started = March 2016 |description = Advanced Autopilot System |status = V4.1.0 Stable (5/21/2026) |developers = {{usr|Octal450}} }} The latest IT Autoflight GUI {{Autoflight Navigation}} The '''IT Autoflight System''' is a modular, light, and advanced airliner autoflight framework for FlightGear. The purpose of the system is to provide a system for other ai...&quot;</p> <hr /> <div>{{infobox subsystem <br /> |name = IT Autoflight System<br /> |started = March 2016<br /> |description = Advanced Autopilot System<br /> |status = V4.1.0 Stable (5/21/2026)<br /> |developers = {{usr|Octal450}}<br /> }}<br /> <br /> [[File:ITAF-Current-UI.png|thumb|300px|The latest IT Autoflight GUI]]<br /> <br /> {{Autoflight Navigation}}<br /> <br /> The '''IT Autoflight System''' is a modular, light, and advanced airliner autoflight framework for FlightGear. The purpose of the system is to provide a system for other airliner developers to use as a stable base for their autopilots. Examples of custom IT Autoflight System installations are shown off in the [[MD-11]] amongst others.<br /> <br /> Download the IT Autoflight from [https://github.com/Octal450/IT-Autoflight/releases/latest here]!<br /> <br /> The changelog can be viewed [https://github.com/Octal450/IT-Autoflight/blob/master/CHANGELOG.txt here]!<br /> <br /> IT Autoflight is a component of [[IntegratedSystems]].<br /> <br /> == Information ==<br /> Information on the IT Autoflight System has moved to the README.<br /> <br /> Click the link below to learn more about the system or view installation instructions:<br /> * [https://github.com/Octal450/IT-Autoflight/blob/master/README.md Stable Release (Recommended)]<br /> * [https://github.com/Octal450/IT-Autoflight/blob/dev/README.md Dev Branch]<br /> <br /> == Related content ==<br /> === Forum topic ===<br /> * {{forum link|title=IT Autoflight|t=35474}}<br /> * [http://www.github.com/Octal450/IT-Autoflight.git Development repository]<br /> <br /> [[Category:Autoflight]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Nasal_library/math&diff=144316 2026-05-09T03:41:37Z

<p>Octal450: /* round() */</p> <hr /> <div>{{Nasal Navigation|nocat=1}}<br /> This page contains documentation for the '''&lt;code&gt;math&lt;/code&gt; namespace''' in [[Nasal]]. This namespace provides various mathematical [[#Functions|functions]] and [[#Variables|variables]]. The &lt;code&gt;math&lt;/code&gt; namespace is sourced from two files:<br /> * {{simgear file|simgear/nasal/mathlib.c}}<br /> * {{fgdata file|Nasal/math.nas}}<br /> <br /> {{tip|Copy &amp; paste the examples into your [[Nasal Console]] and execute them to see what they do.|width=70%}}<br /> <br /> == Functions ==<br /> === abs() ===<br /> &lt;!-- <br /> Duplicate of [[Nasal library#abs()]]<br /> --&gt;{{Nasal doc<br /> |syntax = math.abs(x);<br /> |source = {{fgdata file|Nasal/math.nas|t=Source}}<br /> |text = This simple function returns the {{wikipedia|absolute value|noicon=1}} of the provided number.<br /> |param1 = x<br /> |param1text = This argument is required and should be a number.<br /> |example1 = print(math.abs(1)); # prints &quot;1&quot;<br /> |example2 = print(math.abs(-1)); # prints &quot;1&quot;<br /> }}<br /> <br /> === acos() ===<br /> {{Nasal doc<br /> |syntax = math.acos(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=196|t=Source}}<br /> |text = Implements the arccosine trigonometric function. Returns an angle in radians from the given ratio.<br /> |param1 = x<br /> |param1text = Mandatory number that should be a ratio in the range -1 ≤ x ≤ 1.<br /> |example1 = var ratio = 1 / 1.414;<br /> print(math.acos(ratio) * R2D); # prints the angle in degrees (approximately 45)<br /> }}<br /> <br /> === asin() ===<br /> {{Nasal doc<br /> |syntax = math.asin(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=187|t=Source}}<br /> |text = Implements the arcsine trigonometric function. Returns an angle in radians from the given ratio.<br /> |param1 = x<br /> |param1text = Mandatory number that should be a ratio in the range -1 ≤ x ≤ 1.<br /> |example1 = var ratio = 1 / 1.414;<br /> print(math.asin(ratio) * R2D); # prints the angle in degrees (approximately 45)<br /> }}<br /> <br /> === atan2() ===<br /> {{Nasal doc<br /> |syntax = math.atan2(y, x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=78|t=Source}}<br /> |text = Implements the {{wikipedia|Atan2|two-argument version}} of the arctangent trigonometric function. Returns an angle in radians between the positive x-axis of a plane and the point given by the coordinates (x, y) on it.<br /> |param1 = y<br /> |param1text = Mandatory y-axis coordinate as a number.<br /> |param2 = x<br /> |param2text = Mandatory x-axis coordinate as a number.<br /> |example1 = var x = 1;<br /> var y = 1;<br /> print(math.atan2(y, x) * R2D); # prints the angle in degrees (45)<br /> |example2 = var x = -1;<br /> var y = -1;<br /> print(math.atan2(y, x) * R2D); # prints the angle in degrees (-135)<br /> }}<br /> <br /> === avg() ===<br /> {{Nasal doc<br /> |syntax = math.avg(x[, y[, z[, ...]]]);<br /> |source = {{fgdata file|Nasal/math.nas|t=Source}}<br /> |version = 2.4<br /> |commit = {{fgdata commit|36c48caaf273b0547bc8b54ae1ec8c7f4b9d4151|t=Commit}}<br /> |text = Returns the average of the given numbers. There must be at least one argument, but there may be as many as you like.<br /> |example1 = print(math.avg(1, 2, 3, 4)); # prints 2.5<br /> }}<br /> <br /> === ceil() ===<br /> {{Nasal doc<br /> |syntax = math.ceil(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=97|t=Source}}<br /> |version = 2.10<br /> |commit = {{simgear commit|830bc3eac382d4d3d709e263f7700350f5ea7523|t=Commit}}<br /> |text = Returns the {{wikipedia|Ceiling function|ceiling}} of a number, that is, the smallest following integer.<br /> |param1 = x<br /> |param1text = Number to return the ceiling of.<br /> |example1 = print(math.ceil(2)); # prints 2<br /> |example2 = print(math.ceil(2.1)); # prints 3<br /> |example3 = print(math.ceil(-2.9)); # prints -2<br /> }}<br /> <br /> === clamp() ===<br /> {{Nasal doc<br /> |syntax = math.clamp(x, min, max);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=117|t=Source}}<br /> |version = 2.10<br /> |commit = {{simgear commit|830bc3eac382d4d3d709e263f7700350f5ea7523|t=Commit}}<br /> |text = Clamps a number so that is within the range given. All arguments are mandatory and must be numbers.<br /> {{Note|Up until FG v2016.2, the clamping algorithm was not correct, meaning that the function will not behave correctly in FlightGear versions below 2016.2. It was fixed by {{simgear commit|bba11c18d1ebf2c347d6330ff1d5b9aef75e76cb}}}}.<br /> |param1 = x<br /> |param1text = The number to be clamped.<br /> |param2 = min<br /> |param2text = Lower limit of the clamping range.<br /> |param3 = max<br /> |param3text = Upper limit of the clamping range.<br /> |example1text = Note that none of these examples will work properly in FlightGear versions below 2016.2.<br /> |example1 = print(math.clamp(5, 1, 10)); # prints 5<br /> |example2 = print(math.clamp(0, 1, 10)); # prints 1<br /> |example3 = print(math.clamp(12, 1, 10)); # prints 10<br /> }}<br /> <br /> === cos() ===<br /> {{Nasal doc<br /> |syntax = math.cos(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=32|t=Source}}<br /> |text = Implements the cosine trigonometric function. Returns a ratio from a given angle in radians.<br /> |param1 = x<br /> |param1text = Mandatory number that should be an angle in radians.<br /> |example1 = var angle = 180 * D2R;<br /> print(math.cos(angle)); # prints the ratio (-1)<br /> }}<br /> <br /> === exp() ===<br /> {{Nasal doc<br /> |syntax = math.exp(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=41|t=Source}}<br /> |text = Returns the value of ''{{wikipedia|E (mathematical constant)|e|noicon=1}}'' raised to the given poweer.<br /> |param1 = x<br /> |param1text = Mandatory number which is the value of the exponent.<br /> |example1 = printf(&quot;%.4f&quot;, math.exp(2)); # prints 7.3891<br /> }}<br /> <br /> === floor() ===<br /> {{Nasal doc<br /> |syntax = math.floor(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=88|t=Source}}<br /> |version = 2.10<br /> |commit = {{simgear commit|830bc3eac382d4d3d709e263f7700350f5ea7523|t=Commit}}<br /> |text = Returns the {{wikipedia|Floor function|floor}} of a number, that is, the largest previous integer.<br /> |param1 = x<br /> |param1text = Number to return the floor of.<br /> |example1 = print(math.floor(2)); # prints 2<br /> |example2 = print(math.floor(2.1)); # prints 2<br /> |example3 = print(math.floor(-2.9)); # prints -3<br /> }}<br /> <br /> === fmod() ===<br /> {{Nasal doc<br /> |syntax = math.fmod(x, y);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=106|t=Source}}<br /> |version = 2.10<br /> |commit = {{simgear commit|830bc3eac382d4d3d709e263f7700350f5ea7523|t=Commit}}<br /> |text = Returns the result of the modulo operation of the given numbers, that is, is returns the remainder of '''x''' divided by '''y'''. Unlike {{func link|mod()|page=this}}, this function uses the C library function {{func link|fmod()|link=http://www.cplusplus.com/reference/cmath/fmod/}}, and has different (and more correct) behavior when negative arguments are passed to it (compare example 3 with example 3 of {{func link|mod()|page=this}}). Both arguments are mandatory and must be numbers.<br /> {{Note|This function was initially added &lt;code&gt;math.mod()&lt;/code&gt;, but this was overridden by [[#mod.28.29|another version]] which already existed in FGData. In FlightGear 3.0, this function was {{simgear commit|ad83e70cf5983c7b307847aa2cb92c40e42bc534|t=renamed}} to &lt;code&gt;fmod()&lt;/code&gt;.}}<br /> |param1 = x<br /> |param1text = The dividend.<br /> |param2 = y<br /> |param2text = The divisor. If this argument is 0, a floating point error will be generated.<br /> |example1 = print(math.fmod(5, 2)); # prints 1 (2 goes into 5 twice with a remainder of 1; 2 * 2 + 1 = 5)<br /> |example2 = print(math.fmod(10, 5)); # prints 0 (5 goes into 10 twice with a remainder of 0; 5 * 2 + 0 = 10)<br /> |example3 = print(math.fmod(-5, 2)); # prints -1 (2 goes into -5 -2 times with a remainder of -1; 2 * -2 + -1 = -5)<br /> }}<br /> <br /> === ln() ===<br /> {{Nasal doc<br /> |syntax = math.ln(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=50|t=Source}}<br /> |text = Returns the natural (base ''e'') logarithm of the given number.<br /> |param1 = x<br /> |param1text = Number to return the logarithm of. Must be greater than 0.<br /> |example1 = printf(&quot;%.4f&quot;, math.ln(60)); # prints 4.0943<br /> }}<br /> <br /> === log10() ===<br /> {{Nasal doc<br /> |syntax = math.log10(x);<br /> |source = {{fgdata file|Nasal/math.nas|t=Source}}<br /> |text = Returns the common (base 10) logarithm of the given number.<br /> |param1 = x<br /> |param1text = Number to return the logarithm of. Must be greater than 0.<br /> |example1 = printf(&quot;%g&quot;, math.log10(1000)); # prints 3<br /> }}<br /> <br /> === max() ===<br /> {{Nasal doc<br /> |syntax = math.max(x[, y[, z[, ...]]]);<br /> |source = {{fgdata file|Nasal/math.nas|t=Source}}<br /> |version = 2.4<br /> |commit = {{fgdata commit|36c48caaf273b0547bc8b54ae1ec8c7f4b9d4151|t=Commit}}<br /> |text = Returns the highest number of the given numbers. There must be at least one argument, but there may be as many as you like.<br /> |example1 = print(math.max(1, 2, 3, 4)); # prints 4<br /> }}<br /> <br /> === min() ===<br /> {{Nasal doc<br /> |syntax = math.min(x[, y[, z[, ...]]]);<br /> |source = {{fgdata file|Nasal/math.nas|t=Source}}<br /> |version = 2.4<br /> |commit = {{fgdata commit|36c48caaf273b0547bc8b54ae1ec8c7f4b9d4151|t=Commit}}<br /> |text = Returns the lowest number of the given numbers. There must be at least one argument, but there may be as many as you like.<br /> |example1 = print(math.min(1, 2, 3, 4)); # prints 1<br /> }}<br /> <br /> === mod() ===<br /> {{See also|Nasal library#fmod()}}<br /> {{Nasal doc<br /> |syntax = math.mod(x, y);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=106|t=Source}}<br /> |text = Returns the result of the modulo operation of the given numbers, that is, is returns the remainder of '''x''' divided by '''y'''. Note that this function does not not return correct answers when either or both the arguments are negative (see example 3), unlike &lt;code&gt;[[#fmod.28.29|fmod()]]&lt;/code&gt;. Both arguments are mandatory and must be numbers.<br /> |param1 = x<br /> |param1text = The dividend.<br /> |param2 = y<br /> |param2text = The divisor. If this argument is 0, infinity will be returned (printed as &lt;code&gt;0e-00&lt;/code&gt;).<br /> |example1 = print(math.mod(5, 2)); # prints 1 (2 goes into 5 twice with a remainder of 1; 2 * 2 + 1 = 5)<br /> |example2 = print(math.mod(10, 5)); # prints 0 (5 goes into 10 twice with a remainder of 0; 5 * 2 + 0 = 10)<br /> |example3 = print(math.mod(-5, 4)); # prints 3 (incorrect, should be -1)<br /> }}<br /> <br /> === periodic() ===<br /> {{Nasal doc<br /> |syntax = math.periodic(min, max, x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=130|t=Source}}<br /> |version = 2.10<br /> |commit = {{simgear commit|830bc3eac382d4d3d709e263f7700350f5ea7523|t=Commit}}<br /> |text = Normalizes the given number (e.g., a bearing) to be within a set periodic range (e.g., compass bearings, which go from 0 to 360). All the arguments are mandatory and must be numbers.<br /> |param1 = min<br /> |param1text = Lower boundary of the periodic range.<br /> |param2 = max<br /> |param2text = Upper boundary of the periodic range<br /> |param3 = x<br /> |param3text = Number to normalize.<br /> |example1 = var norm_360 = func(a){<br /> return math.periodic(0, 360, a);<br /> }<br /> <br /> print(norm_360(-90)); # prints 270<br /> print(norm_360(45)); # prints 45<br /> |example2 = var norm_180 = func(a){<br /> return math.periodic(-180, 180, a);<br /> }<br /> <br /> print(norm_180(45)); # prints 45<br /> print(norm_180(270)); # prints -90<br /> |example3 = print(math.periodic(0, 10, 15)); # prints 5<br /> }}<br /> <br /> === pow() ===<br /> {{Nasal doc<br /> |syntax = math.pow(b, n);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=68|t=Source}}<br /> |text = Returns the base '''b''' raised to the '''n''' power. Both arguments are mandatory and must be numbers.<br /> |param1 = b<br /> |param1text = Base.<br /> |param2 = n<br /> |param2text = Exponent.<br /> |example1 = print(math.pow(2, 2)); # prints 4<br /> }}<br /> <br /> === round() ===<br /> {{Nasal doc<br /> |syntax = math.round(x[, p]);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=153|t=Source}}<br /> |version = 3.0<br /> |commit = {{simgear commit|ad83e70cf5983c7b307847aa2cb92c40e42bc534|t=Commit}}<br /> |text = Rounds '''x''' to the optional precision ('''p'''). If the fractional part of '''x''' is 0.5, it will always be rounded up. Both argument must be numbers. <br /> |param1 = x<br /> |param1text = Mandatory number to round.<br /> |param2 = p<br /> |param2text = Optional precision to round to. For example, if this is set to 10, '''x''' will be rounded to the nearest 10. Defaults to 1.<br /> |example1 = print(math.round(4.2)); # prints 4<br /> |example2 = print(math.round(4.7)); # prints 5<br /> |example3 = print(math.round(4.5)); # prints 5<br /> |example4 = print(math.round(127, 10)); # prints 130<br /> |example5 = print(math.round(456, 100)); # prints 500<br /> }}<br /> <br /> === sin() ===<br /> {{Nasal doc<br /> |syntax = math.sin(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=23|t=Source}}<br /> |text = Implements the sine trigonometric function. Returns a ratio from a given angle in radians.<br /> |param1 = x<br /> |param1text = Mandatory number that should be an angle in radians.<br /> |example1 = var angle = 90 * D2R;<br /> print(math.sin(angle)); # prints the ratio (1)<br /> }}<br /> <br /> === sgn() ===<br /> {{Nasal doc<br /> |syntax = math.sgn(x);<br /> |source = {{fgdata file|Nasal/math.nas|t=Source}}<br /> |text = Returns the result of the sign function on the given number. If '''x''' is less than 0, -1 one is returned. If '''x''' equals 0, 0 is returned. If '''x''' is greater than 0, 1 is returned.<br /> |param1 = x<br /> |param1text = Mandatory number to return the sign of.<br /> |example1 = print(math.sgn(-6)); # prints -1<br /> |example2 = print(math.sgn(0)); # prints 0<br /> |example3 = print(math.sgn(12)); # prints 1<br /> }}<br /> <br /> === sqrt() ===<br /> {{Nasal doc<br /> |syntax = math.sqrt(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=59|t=Source}}<br /> |text = Returns the square root of the given number.<br /> |param1 = x<br /> |param1text = Mandatory number to return the square root of. Must be greater than or equal to 0.<br /> |example1 = print(math.sqrt(9)); # prints 3<br /> }}<br /> <br /> === tan() ===<br /> {{Nasal doc<br /> |syntax = math.tan(x);<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=177|t=Source}}<br /> |text = Implements the tangent trigonometric function. Returns a ratio from a given angle in radians.<br /> |param1 = x<br /> |param1text = Mandatory number that should be an angle in radians.<br /> |example1 = var angle = 45 * D2R;<br /> print(math.tan(angle)); # prints the ratio (1)<br /> }}<br /> <br /> == Variables ==<br /> === e ===<br /> {{Nasal doc<br /> |syntax = math.e;<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=232|t=Source}}<br /> |text = Important mathematical constant (see {{wikipedia|e (mathematical constant)}}). Value in simulation: 2.7182818284590452354<br /> }}<br /> === pi ===<br /> {{Nasal doc<br /> |syntax = math.pi;<br /> |source = {{simgear file|simgear/nasal/mathlib.c|l=231|t=Source}}<br /> |text = Important mathematical constant (see {{wikipedia|pi (mathematical constant)}}). Value in simulation: 3.14159265358979323846<br /> }}<br /> <br /> {{Nasal namespaces}}</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Operation_Red_Flag&diff=144313 2026-05-06T18:05:08Z

<p>Octal450: </p> <hr /> <div>{{User<br /> |name = Operation Red Flag<br /> |age = 10 (created Nov 2015)<br /> |website = http://opredflag.com/<br /> }}<br /> [[File:OPRF.png|thumbnail]]<br /> == Introduction ==<br /> Operation Red Flag (also known as OPRF and KSUU Crew), which is a community of pilots who share the interest of military aviation and related topics that trains regularly in the surrounding area of [[Nellis_Air_Force_Base|KLSV]] and KXTA, and organize monthly big events focused on realistic military operations. Members are interested in aerial games of strategy using military aircraft. While we understand that FG is not a flight simulator geared toward war or aggression, we appreciate developing the flight, strategy, and decision-making skills that are honed through these types of challenges. The aim of Operation Red Flag (KSUU Crew) efforts is to ensure that military aviation novices and aficionados have a space to collaborate, engage with each-other, and use military aviation assets in tactical environments WITHOUT negatively impacting the FG experience of those who are not so-inclined.<br /> Link for information: [[Virtual_airlines#Virtual_air_forces| here]] (Scroll down to Virtual Air Forces, click on Op Red Flag)<br /> <br /> Currently (as of Apr 2026), we have 491 members on our Discord server.<br /> <br /> == Forum topic ==<br /> * {{forum link|title=Operation Red Flag (KSUU Crew)|t=28057}}<br /> [[Category:Community]]<br /> <br /> == External links ==<br /> * [https://discord.gg/ptVapkE Discord server]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=File:MD-11-Load-Manager.jpg&diff=144300 2026-05-05T04:14:10Z

<p>Octal450: Octal450 uploaded a new version of File:MD-11-Load-Manager.jpg</p> <hr /> <div>=={{int:filedesc}}==<br /> {{Information<br /> |description={{en|1=MD-11 LM}}<br /> |date=2026-05-04<br /> |source={{own}}<br /> |author=[[User:Octal450|Octal450]]<br /> |permission=<br /> |other versions=<br /> }}<br /> <br /> =={{int:license-header}}==<br /> {{self|cc-by-sa-4.0}}</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=FlightGear_Newsletter_May_2026&diff=144299 2026-05-05T01:52:59Z

<p>Octal450: /* In the hangar */</p> <hr /> <div>&lt;!--<br /> <br /> NOTES TO EDITORS<br /> <br /> * Headings<br /> * DO NOT DELETE HEADINGS prior to final cleanup<br /> * Current headings and their order is merely a suggestion based on what have been used earlier<br /> * Changes made to headings or structure should also be copied the Newsletter template http://wiki.flightgear.org/User:Skybike/Template:This_months_newsletter/Newsletter_example<br /> <br /> * Final cleanup before write protecting<br /> * Remove unused headings<br /> * Remove {{Appendix}} if not used.<br /> * Update &quot;Category: Changes after&quot; to the FG version current at the 1st of this month<br /> * Finally remove this comment<br /> * Update [[Next Newsletter]] and [[FlightGear Newsletter]]<br /> <br /> * Discussion, issues and suggestions<br /> * Regarding this newsletter issue, please use the discussion page<br /> * Regarding the newsletter in general, primarily use the FlightGear Newsletter discussion page (Talk:FlightGear Newsletter)<br /> * Regarding this Newsletter template, please use FIXME<br /> <br /> +++ {{Newsletter-header|{{#time: F | 2026-05}}}} +++<br /> --&gt;{{User:Skybike/Template:Newsletter-header-translate|2026-05}}<br /> {{TOC_right|limit=2}}<br /> ''We would like to emphasize that the monthly newsletter cannot live without the contributions of FlightGear users and developers. Everyone with a wiki account (free to register) is welcome to contribute to the newsletter. If you know about any FlightGear related news or projects such as for example updated scenery or aircraft, please do feel invited to add such news to the newsletter.''<br /> <br /> ''The new Visual Editor makes editing the wiki as simple as using a Word-processor, and even easier than using the forum as you don't even need to know the syntax for a url. Just hit the 'edit' link and start.''<br /> <br /> == Development news ==<br /> &lt;!-- News about FlightGear itself. The FlightGear mailing list and/or core developers are a good source. --&gt;<br /> &lt;!-- {{Disclaimer|id=final-fixed-function-release}}--&gt;<br /> You can now report and track FGAddon (launcher) aircraft bugs over in the &quot;Aircraft Issues&quot; project, on the FlightGear bug tracker! If there is already an existing bug tracker or repository for an aircraft, we would prefer if issues were reported there instead. But if you are in doubt, create an issue and we can triage it and forward it on to the appropriate place, if that is not the FGAddon tracker. A link to the bug tracker can be found on the left of every wiki page, and at the top of every forum page. If you have a spare hour or 2, and fancy getting involved, we would love for you to come on over, choose an issue, and have a crack at fixing it!<br /> <br /> <br /> &lt;!-- == Related Software tools and projects == --&gt;<br /> &lt;!-- Those not being part of FlightGear itself, like for example OpenRadar, TerreMaster or flightgear-atc.alwaysdata.net. --&gt;<br /> <br /> == In the hangar ==<br /> &lt;!-- News about new and upgraded aircraft and related stuff. The official forum and other ones usually are a good source for this. --&gt;<br /> &lt;!-- === New aircraft === --&gt;<br /> <br /> === Updated aircraft ===<br /> The [[McDonnell Douglas MD-11]] has received an advanced new load manager for managing fuel and payload. There are tweaks to the manager based on flying the passenger or freighter.<br /> <br /> [[File:MD-11-Load-Manager.jpg|MD-11 LM]]<br /> <br /> &lt;!-- === Liveries === --&gt;<br /> &lt;!-- === Instruments === --&gt;<br /> &lt;!-- === Aircraft reviews === --&gt;<br /> <br /> == Scenery corner ==<br /> &lt;!-- Scenery development news --&gt;<br /> <br /> &lt;!-- === Scenery Models === --&gt;<br /> <br /> &lt;!-- === Airports === --&gt;<br /> <br /> &lt;!-- === Land cover === --&gt;<br /> <br /> &lt;!-- === Osm2city === --&gt;<br /> <br /> &lt;!-- === New OSM2City areas === --&gt;<br /> <br /> &lt;!-- == Interview with a contributor == --&gt;<br /> <br /> &lt;!-- == Suggested flights == --&gt;<br /> <br /> &lt;!-- == AI == --&gt;<br /> &lt;!-- === AI traffic === --&gt;<br /> &lt;!-- === AI scenarios === --&gt;<br /> <br /> == Community news ==<br /> &lt;!-- === FlightGear on YouTube === --&gt;<br /> &lt;!-- embed video as {{#ev:youtube|VCc6PwRI1LA}}--&gt;<br /> <br /> &lt;!-- === Forum news === --&gt;<br /> <br /> &lt;!-- === Wiki updates === --&gt;<br /> <br /> &lt;!-- === Article of the month === --&gt;<br /> <br /> == Multiplayer events ==<br /> &lt;!-- === Upcoming events === --&gt;<br /> <br /> &lt;!-- === Finished events === --&gt;<br /> <br /> &lt;!-- == FlightGear events == --&gt;<br /> &lt;!-- For example presence at FSWeekend --&gt;<br /> <br /> &lt;!-- == Hardware reviews == --&gt;<br /> <br /> == Screenshot of the Month ==<br /> &lt;!--FlightGear's Screenshot of the Month {{#time: F | 2026-05}} 2026 is FIXME by {{usr|FIXME}}<br /> ADD IMAGE --&gt;<br /> If you want to participate in the screenshot contest&lt;!-- of {{#time: F | 2026-05 + 1month}}--&gt;, you can submit your candidate to the {{forum link|title=this|f=88|t=}}. Be sure to see the first post for participation rules. For purposes of convenience and organization, at the end of the month or after 20 entries have been submitted, a new forum topic will be started containing all shots in an easy-to-view layout. The voting will then take place there.&lt;!--Once the voting has finished, the best screenshot will be presented in the Newsletter edition of {{#time: F | 2026-05 + 1month}}--&gt;<br /> <br /> {{Appendix}}<br /> <br /> [[Category:Changes after 2024.1]]&lt;!--Has a new version been released this month? Use previous version!--&gt;<br /> [[Category:FlightGear Newsletter|2026 05]]<br /> <br /> &lt;!--[[de:FlightGear Newsletter {{#time: F Y | 2026-05 | de }}]]--&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=FlightGear_Newsletter_May_2026&diff=144298 2026-05-05T01:52:33Z

<p>Octal450: Newsletter creation, automatic preload from here</p> <hr /> <div>&lt;!--<br /> <br /> NOTES TO EDITORS<br /> <br /> * Headings<br /> * DO NOT DELETE HEADINGS prior to final cleanup<br /> * Current headings and their order is merely a suggestion based on what have been used earlier<br /> * Changes made to headings or structure should also be copied the Newsletter template http://wiki.flightgear.org/User:Skybike/Template:This_months_newsletter/Newsletter_example<br /> <br /> * Final cleanup before write protecting<br /> * Remove unused headings<br /> * Remove {{Appendix}} if not used.<br /> * Update &quot;Category: Changes after&quot; to the FG version current at the 1st of this month<br /> * Finally remove this comment<br /> * Update [[Next Newsletter]] and [[FlightGear Newsletter]]<br /> <br /> * Discussion, issues and suggestions<br /> * Regarding this newsletter issue, please use the discussion page<br /> * Regarding the newsletter in general, primarily use the FlightGear Newsletter discussion page (Talk:FlightGear Newsletter)<br /> * Regarding this Newsletter template, please use FIXME<br /> <br /> +++ {{Newsletter-header|{{#time: F | 2026-05}}}} +++<br /> --&gt;{{User:Skybike/Template:Newsletter-header-translate|2026-05}}<br /> {{TOC_right|limit=2}}<br /> ''We would like to emphasize that the monthly newsletter cannot live without the contributions of FlightGear users and developers. Everyone with a wiki account (free to register) is welcome to contribute to the newsletter. If you know about any FlightGear related news or projects such as for example updated scenery or aircraft, please do feel invited to add such news to the newsletter.''<br /> <br /> ''The new Visual Editor makes editing the wiki as simple as using a Word-processor, and even easier than using the forum as you don't even need to know the syntax for a url. Just hit the 'edit' link and start.''<br /> <br /> == Development news ==<br /> &lt;!-- News about FlightGear itself. The FlightGear mailing list and/or core developers are a good source. --&gt;<br /> &lt;!-- {{Disclaimer|id=final-fixed-function-release}}--&gt;<br /> You can now report and track FGAddon (launcher) aircraft bugs over in the &quot;Aircraft Issues&quot; project, on the FlightGear bug tracker! If there is already an existing bug tracker or repository for an aircraft, we would prefer if issues were reported there instead. But if you are in doubt, create an issue and we can triage it and forward it on to the appropriate place, if that is not the FGAddon tracker. A link to the bug tracker can be found on the left of every wiki page, and at the top of every forum page. If you have a spare hour or 2, and fancy getting involved, we would love for you to come on over, choose an issue, and have a crack at fixing it!<br /> <br /> <br /> &lt;!-- == Related Software tools and projects == --&gt;<br /> &lt;!-- Those not being part of FlightGear itself, like for example OpenRadar, TerreMaster or flightgear-atc.alwaysdata.net. --&gt;<br /> <br /> == In the hangar ==<br /> &lt;!-- News about new and upgraded aircraft and related stuff. The official forum and other ones usually are a good source for this. --&gt;<br /> &lt;!-- === New aircraft === --&gt;<br /> <br /> === Updated aircraft ===<br /> The [[McDonnell Douglas MD-11]] has received an advanced new load manager for managing fuel and payload.<br /> <br /> [[File:MD-11-Load-Manager.jpg|MD-11 LM]]<br /> <br /> &lt;!-- === Liveries === --&gt;<br /> &lt;!-- === Instruments === --&gt;<br /> &lt;!-- === Aircraft reviews === --&gt;<br /> <br /> == Scenery corner ==<br /> &lt;!-- Scenery development news --&gt;<br /> <br /> &lt;!-- === Scenery Models === --&gt;<br /> <br /> &lt;!-- === Airports === --&gt;<br /> <br /> &lt;!-- === Land cover === --&gt;<br /> <br /> &lt;!-- === Osm2city === --&gt;<br /> <br /> &lt;!-- === New OSM2City areas === --&gt;<br /> <br /> &lt;!-- == Interview with a contributor == --&gt;<br /> <br /> &lt;!-- == Suggested flights == --&gt;<br /> <br /> &lt;!-- == AI == --&gt;<br /> &lt;!-- === AI traffic === --&gt;<br /> &lt;!-- === AI scenarios === --&gt;<br /> <br /> == Community news ==<br /> &lt;!-- === FlightGear on YouTube === --&gt;<br /> &lt;!-- embed video as {{#ev:youtube|VCc6PwRI1LA}}--&gt;<br /> <br /> &lt;!-- === Forum news === --&gt;<br /> <br /> &lt;!-- === Wiki updates === --&gt;<br /> <br /> &lt;!-- === Article of the month === --&gt;<br /> <br /> == Multiplayer events ==<br /> &lt;!-- === Upcoming events === --&gt;<br /> <br /> &lt;!-- === Finished events === --&gt;<br /> <br /> &lt;!-- == FlightGear events == --&gt;<br /> &lt;!-- For example presence at FSWeekend --&gt;<br /> <br /> &lt;!-- == Hardware reviews == --&gt;<br /> <br /> == Screenshot of the Month ==<br /> &lt;!--FlightGear's Screenshot of the Month {{#time: F | 2026-05}} 2026 is FIXME by {{usr|FIXME}}<br /> ADD IMAGE --&gt;<br /> If you want to participate in the screenshot contest&lt;!-- of {{#time: F | 2026-05 + 1month}}--&gt;, you can submit your candidate to the {{forum link|title=this|f=88|t=}}. Be sure to see the first post for participation rules. For purposes of convenience and organization, at the end of the month or after 20 entries have been submitted, a new forum topic will be started containing all shots in an easy-to-view layout. The voting will then take place there.&lt;!--Once the voting has finished, the best screenshot will be presented in the Newsletter edition of {{#time: F | 2026-05 + 1month}}--&gt;<br /> <br /> {{Appendix}}<br /> <br /> [[Category:Changes after 2024.1]]&lt;!--Has a new version been released this month? Use previous version!--&gt;<br /> [[Category:FlightGear Newsletter|2026 05]]<br /> <br /> &lt;!--[[de:FlightGear Newsletter {{#time: F Y | 2026-05 | de }}]]--&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=File:MD-11-Load-Manager.jpg&diff=144297 2026-05-05T01:51:10Z

<p>Octal450: Uploaded own work with UploadWizard</p> <hr /> <div>=={{int:filedesc}}==<br /> {{Information<br /> |description={{en|1=MD-11 LM}}<br /> |date=2026-05-04<br /> |source={{own}}<br /> |author=[[User:Octal450|Octal450]]<br /> |permission=<br /> |other versions=<br /> }}<br /> <br /> =={{int:license-header}}==<br /> {{self|cc-by-sa-4.0}}</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_777&diff=144294 2026-05-03T03:08:36Z

<p>Octal450: /* Autopilot */</p> <hr /> <div>{{note|The 777 is undergoing restructuring with new JSBSim flight dynamics.}}<br /> {{:{{PAGENAME}}/info}}<br /> {{screenshot cat<br /> | category = Boeing 777 screenshots<br /> | subject = the Boeing 777<br /> | image = CAS777.png<br /> }}<br /> The '''Boeing 777''' is a long-range, wide-body twin-engine airliner built by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the &quot;Triple Seven&quot;, it can carry between 283 and 368 passengers in a three-class configuration and has a range from 5,235 to 9,450 [[nautical mile]]s (9,695 to 17,500 km). Distinguishing features of the 777 include the six wheels on each main landing gear, its circular fuselage cross section, the largest diameter turbofan engines of any aircraft, the pronounced &quot;neck&quot; aft of the flight deck, and the blade-like tail cone.<br /> <br /> As of May 2008, 56 customers have placed orders for 1,080 777s. Direct market competitors to the 777 are the [[Airbus A330-300]], [[Airbus A340|A340]], and some variants of the [[Airbus A350 XWB|A350 XWB]]. <br /> <br /> <br /> == Systems ==<br /> <br /> The Boeing 777 is an advanced fly-by-wire aircraft, and the systems are moderately complicated. <br /> <br /> === Brief Overview ===<br /> The video below is a brief introduction of the Boeing 777's new system of the new Seattle Project working with FlightGear Version 3.2 Test Release.<br /> <br /> {{#ev:youtube|EoNQ1NpcnMw}}<br /> <br /> From the forum : &lt;blockquote&gt;&quot;For anyone who might be interested, our discord server for 777 development is now open to everyone - both developers and flyers! You're welcomed to discuss everything about this craft in this server, including posting screenshots, reporting bugs, posting suggestions for development, or contributing directly to this plane here.&quot; [https://discord.gg/k5RXxFgGDA Discord Channel] &lt;/blockquote&gt;<br /> <br /> === Controls ===<br /> The Boeing 777 series are fly-by-wire aircraft and like all Boeing aircraft have yokes. The signals are sent electrically to the hydraulic actuators which move the control surfaces. The fly-by-wire system has been simulated within the limitations of YAsim.<br /> <br /> - Roll Control Law with attitude holding and bank angle protection<br /> <br /> - C*U Pitch Law and Trim Ref function with Flare Mode and Autotrim<br /> <br /> - Rudder Ratio, Yaw Damper and Turn Coordinator<br /> <br /> === Engines ===<br /> {{Note|The engines listed are not simulated properly, which will be corrected in the JSBSim rework}}<br /> {{aero-stub|section=1}}<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Model<br /> ! 777-200 !! 777-200ER !! 777-200LR !! 777F !! 777-300 !! 777-300ER<br /> |-<br /> ! Engines (Turbofans)<br /> | [https://en.wikipedia.org/wiki/General_Electric_GE90 GE90-76B] or [https://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW4000 PW4077] or [https://en.wikipedia.org/wiki/Rolls-Royce_Trent_800 RR Trent 877] || GE90-90B or PW4090 or RR Trent 895 || GE90-110B1 || GE90-110B1 || PW4090 or RR Trent 892 || GE90-115B<br /> |-<br /> ! Max Thrust<br /> | 81,070 lbf (361 kN) || 94,000 lbf (418 kN) || 110,760 lbf (493 kN) || 110,760 lbf (493 kN) || 91,450lbf (407 kN) || 115,300 lbf (513 kN)<br /> |}<br /> <br /> === Electrical ===<br /> The Boeing 777 has a basic electrical system implemented. There are plans to improve it in 2026. Enable the battery to gain access to the flight displays. Use ground power or the APU to have sufficient power to start the engines. The engines provide electrical power in flight. The APU can provide backup electrical power in case of an engine failure. The Ram Air Turbine (RAT) has yet to be implemented.<br /> === Hydraulic ===<br /> The current Boeing 777 hydraulics systems have been implemented to a high level. Most functions are working as per the Flight Crew Operational Manual (FCOM) as of December 2025.<br /> <br /> The hydraulic systems can (and must) be fully controlled via the 3D cockpit switches on the overhead panel. As in real life, the following behavior should be expected:<br /> * The Left hydraulic system is powered by a primary engine driven pump (EDP) and supplemented by an on-demand Electric motor pump (ACMP). It operates the wing &amp; tail flight controls (ailerons, elevators, rudder) and left thrust reverser operation.<br /> * The Right system is similary powered by by a primary EDP from the right engine and supplemented by a demand ACMP. It operates flight controls, right thrust reverser operation and the normal brakes system.<br /> * The Center system is powered by two primary ACMP's and supplemented by two demand air turbine-driven pumps (ADP). It operates the landing gear actuation, nose &amp; main gear steering, flaps &amp; slats, flight controls and the reserve brake system.<br /> The lower EICAS (Multi Functional Display - MFD) provides a good insight in the hydraulics systems and is fully animated. Enable it by pressing the &quot;HYD&quot; switch on the right hand EFIS panel on the glareshield.<br /> <br /> When no engine is running, the APU (if running) and/or Ground Power (if connected and activated) can provide power to the electric pumps. When a single source of electric power is available, some pumps will be load shed.<br /> <br /> During normal operation, the primary pumps of each system will be running and providing hydraulic power to the different systems. When a higher demand is requested (e.g. landing gear retraction, flaps or reverser deployment...) the demand pump(s) of the associated system might come on and provide additional pressure to the system. When the aircraft detects a takeoff (thrust setting &gt;=40% N1), the pumps will enter takeoff mode: next to the primary pumps, all demand pumps will be turned on to anticipate high demand for gear and flaps retraction and/or high brake and reverser demand in the case of a rejected takeoff. Similarly, when the plane detects a final approach (gear down or flaps &gt;= 15), the hydraulics systems will enter Landing mode: both engine demand pumps and the C1 demand pump will be switched on until the plane has landed and two minutes have passed or hydraulics demand (flaps retraction...) is low, whichever is later. It will also deactivate in case of a go around and be armed again when detecting a potential landing again.<br /> <br /> Three hydraulic fluid reservoirs are providing fluid to the respective hydraulics systems. If the user wants, they can enable fluid depletion in the 777 &gt; &quot;Aircraft settings&quot; menu. If fluid depletion is enabled, a slow amount of fluid will disappear whenever the system is under high demand and/or certain conditions are met, to simulate small leaks by wear and tear as in real life. The fluid levels can be checked in the 777 &gt; &quot;Ground services&quot; menu and can be replenished again when the aircraft is on the ground. On the MFD a scale of the current fluid is shown for each reservoir. Be aware that this shows the fluid level compared to the standpipe level that provides fluid to some of the pumps. If the scale reads 0.00, there might still be fluid left in the system that is available to some of the pumps (left/right system: engine demand pumps, center system: primary C1 pump), to provide emergency power to the system. When actively running a pump for more than 10 seconds without fluid, it will overheat and become inoperational. When fluid is replenished, it can be reactivated after it has cooled down again (in real operations replenishing fluid is done during the preflight ground procedures, and an empty reservoir will always trigger an extended revision to check for leaks). Hydraulic leaks can be simulated by setting the property &quot;consumables/hydraulics/reservoir[x]/Leak&quot; to anything above 0. The higher the number and the more pressure in the system, the faster the hydraulic fluid will leak. These properties will be activated automatically when a fault system is implemented on the aircraft at a later time.<br /> <br /> During normal operations, always make sure that the right hydraulics system is pressured first and depressured last before enabling the center system hydraulic pumps, otherwise hydraulic fluid might transfer between the right and center system via the brakes, resulting in a potential overfill or unwanted drainage of any of these systems. When no hydraulic pressure is available in the right (normal brakes) or center (alternate/reserve brakes) system, the brake accumulator will provide brake pressure when it is sufficiently charged. Its charge can be seen below the PFD of the captain. When parking the plane for an extended period of time, the brake accumulator will very slowly lose pressure to maintain the parking brakes. After about 8-10 hours, the brakes might release because the pressure has dropped too low. When the parking brake is released because of lack of accumulator pressure, this will not be clear to the flight crew: the &quot;Parking Brake Set&quot; indication will remain lit but the brakes will not be operational. If storing the plane for a long time, make sure to use wheel chocks to secure the plane. The brake accumulator pressure is stored between FlightGear sessions if the &quot;store fuel levels&quot; option has been ticked in the 777 &gt; &quot;Aircraft settings&quot; menu.<br /> <br /> The hydraulic system will be further improved after a few other systems have been improved, these improvements are still in planning as of December 2025:<br /> <br /> * Ram Air Turbine is not implemented yet: backbones are in place, but actual RAT model and deployment need further development (requires new 3D model, requires improved electrical system)<br /> * Implement main gear passive steering during pushback (current implementation uses active steering)<br /> * Implement fault system to the 777, so random leaks/issues can occur<br /> * Implement auto control failure (requires fault system)<br /> * Improve air driven pumps simulation (requires functional Air System)<br /> * Improve pump overheat simulation (requires fault system)<br /> * Improve primary C2 pump load shedding (requires improved electrical system)<br /> * Improve L/R shutoff valve operation (requires fault + engine fire system)<br /> * Apply hydraulic power to individual flight control surfaces and model flight dynamics effects (requires new 3D model and FDM)<br /> <br /> === Autopilot ===<br /> [[File:777-300-APpanel.png|thumb|270px|777-300 Autopilot]]<br /> The 777 autopilot can be fully controlled using the 3D cockpit switches. You can use the mouse scroll wheel on all cockpit knobs. An Autoland system is available.<br /> <br /> You can also use the 777's built-in autopilot tutorial to learn about the different switches.<br /> <br /> Autopilot controls, from left to right, top to bottom:<br /> * '''A/P''' - Autopilot engage/disengage button<br /> * '''F/D''' - Flight director (the pink lines that show up on your attitude indicator)<br /> * '''A/T ARM (L/R)''' - Arm/disarm autothrottle for left/right engines. Must be armed to enable autothrottle for the respective engine.<br /> * '''CLB CON''' - Continue climbing using the vertical speed the plane was at, when this setting was first engaged<br /> * '''A/T''' - Autothrottle engage/disengage button. Like the real 777, the autothrottle is independent from the main autopilot, so autothrottle also also works when the autopilot is disabled (Note: this was different for FG2.0 and earlier!).<br /> * '''IAS &lt;&gt; MACH''' - Switch between IAS speed mode and Mach number speed mode<br /> * '''IAS window''' - Set your desired IAS speed or Mach speed here<br /> * '''LNAV''' - Tells the autopilot to follow the Route Manager settings laterally (control the heading).<br /> * '''VNAV''' - Same as LNAV, except vertically (control the altitude). The autopilot will climb to the flight level you set in the Route Manager (in the input field or at a specified waypoint).<br /> * '''FLCH''' - Flight Level Change, set the altitude and press FLCH to climb or descent to designated flight level. Thrust is set to a fixed value, speed is controled with pitch.<br /> * '''A/P DISENGAGE''' - Dedicated autopilot disengage button (click twice). It serves as an easy to reach &quot;emergency disengage&quot; button.<br /> * '''HDG &lt;&gt; TRK''' - Switch between heading bug and course track<br /> * '''HDG window''' - Set your desired heading or course track here.<br /> * '''HDG select''' - Engage/disengage heading or course hold mode and maintain SELECTED heading (FG2.5.0 and newer).<br /> * '''Bank limits''' (AUTO/5/10/15/20/25) - Define banking limits for turning, i.e. 5 for gentle turns at cruising altitude, 25 for good maneuverability at lower speeds; auto will be fine in most cases.<br /> * '''HOLD''' - Engage/disengage heading or course hold mode and maintain CURRENT aircraft heading.<br /> * '''V/S &lt;&gt; FPA''' - Switch between Vertical Speed and Flight Path Angle<br /> * '''V/S window''' - Set your desired Vertical Speed or Flight Path Angle<br /> * '''VS/FPA''' - Engage/disengage Vertical Speed/Flight Path Angle hold mode<br /> * '''ALTITUDE window''' - Set your desired altitude here<br /> * '''Altitude selection''' (AUTO/1000) - Switch between automatic incrementing (AUTO) and incrementing by the thousands (1000)- this setting only helps when selecting the altitude via the knobs, this won't apply if using the Autopilot Settings dialog<br /> * '''HOLD''' - Engage/disengage altitude hold mode<br /> * '''LOC''' - Track LOCALIZER, flying by the heading given by the localizer<br /> * '''APP''' - Arm the ILS localizer and glideslope (laterally and vertically). Any current AP mode (HDG and ALTITUDE HOLD) remains active, until the NAV receiver captures the localizer or glideslope.<br /> * '''A/P''' - Engage/disengage autopilot<br /> * '''F/D''' - Flight director<br /> ==== How to use ====<br /> * '''Default mode of when autopilot engage'''<br /> HDG HOLD mode: Maintain heading when engage.<br /> ATT mode: If bank angle exceeds 5deg when engaged, keep that bank angle. (there's bug, will be fixed)<br /> VS mode: using vs value when engaged.<br /> If FD mode was engaged, mode is inherited.<br /> <br /> * '''Mode'''<br /> Lateral control<br /> <br /> HDG HOLD: keep set heading.<br /> HDG SEL: follow the heading set on counter. Change value when HDG HOLD or press SEL button when other mode such as VNAV, LOC mode. Once reach to setting heading change to HDG HOLD.<br /> LNAV: follow the activated route.<br /> LOC: when arming, keep previous mode and then capture LOCALIZER, follow that course.<br /> <br /> Vertical control<br /> <br /> VS : keep targeted vertical speed to reach selected altitude.<br /> FLCH : keep fixed climb thrust or flight idle and control the pitch to maintain speed thus vertical speed varies.<br /> VNAV : Follow the FMS target altitude and thrust.<br /> ALT HOLD : When you press HOLD button, keep altitude when button pressed. Counter value does not change. Once VS of FLCH reaches targeted altitude, it holds that altitude.<br /> <br /> === Flight Management Computer ===<br /> {{aero-stub|section=1}}<br /> <br /> ==Aircraft Help==<br /> The developers recommend using the in-sim checklists (accessible via the menu: Help &gt; Aircraft Checklists) instead of the checklist below.<br /> <br /> === Start Procedure (Fast)===<br /> * Go to Equipment &gt; Fuel and Payload and set your fuel amounts and make sure your tanks are selected<br /> * Right-click twice to get into the move view mode and look at the overhead panel then click all the electrical buttons until they are all lit up<br /> * Hold the 's' button for 10 seconds or until the engines are running at idle.<br /> <br /> === Start Procedure (Extended Version) ===<br /> '''0. remember to'''&lt;br&gt;<br /> ''a) set the correct QNH (pressure) when below transition level&lt;br&gt;<br /> b) set the fuel to a proper level in each tank (so you dont mess with the sliders when airborne)&lt;br&gt;<br /> c) you can use ctrl+c to reveal all usable buttons and knobs''&lt;br&gt;<br /> <br /> '''1. prepare systems'''&lt;br&gt;<br /> a) turn on the battery, taxi lights and panel lights if you need it (button is placed)<br /> to tle left, left from the BCN light button.&lt;br&gt;<br /> b) turn the APU knob clockwise (the knob next to the APU GEN), wait 1min for it to start-up&lt;br&gt;<br /> b1) set APU knob to the middle position&lt;br&gt;<br /> c) turn on all 4 hydraulic pumps/valves. 2 in the center are for the flaps and spoilers (both&lt;br&gt;<br /> pumps MUST be enabled), the same with the other two, they are for landing gear. the<br /> buttons are between electrical and fuel part of the panel.<br /> <br /> '''2. prepare engines'''&lt;br&gt;<br /> a) start fuel pumps. there are 6: 2 for each tank. to enable fuel flow from a tank, you have<br /> to enable BOTH (just like with the hydraulics) pumps.&lt;br&gt;<br /> b) enable the engine starters (you can turn on both one after another, but thats not really realistic)&lt;br&gt;<br /> c) after N1 reach ~45, engine should be running on its own, self sustaining, fuel cutoff valves open<br /> automatically. eicas shows up a message that L(R) ENG STARTER is on.&lt;br&gt;<br /> d) turn on both engine generators&lt;br&gt;<br /> e), turn off APU (knob position 1) and BAT&lt;br&gt;<br /> <br /> === Landing ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> Landing speeds: with a large airliner like the 777, the landing reference speed (Vref) depends hugely on weight. Between operating empty and max landing weight, there is a 50% difference, and clearly a landing speed that works well for a 140-ton aircraft is going to have you drop out of the sky when you weigh 210 tons; and conversely, the right landing weight at 210 tons is going to make your float or nosewheel-strike when you're landing empty.  <br /> <br /> So what you need to do is find a resource for those landing speeds. Real-life pilots get a preliminary calculation from their dispatchers, who use dedicated software to calculate all the landing parameters; but it can also be done using tables from the FCOM, and in most modern airliners, the FMS can do the calculation as well.  <br /> <br /> The same goes for the takeoff. Here, the crucial speeds are V1, Vr, and V2. V1 is the &quot;safe rejection speed&quot;: until V1 is reached, the aircraft can be brought to a full stop safely within the available remaining takeoff distance; once you're faster than V1, rejecting the takeoff may lead to an accident, and you are committed to the takeoff except for very severe problems (like losing both engines, loss of control, or a fire). Vr is the &quot;rotation speed&quot;: this is the ideal speed to pull up the nose to initiate the liftoff. V2 is the &quot;safe single-engine climb speed&quot;: after liftoff, your goal is to attain this speed ASAP, so that loss of one engine does not compromise the aircraft's ability to meet the minimum climb requirements for this takeoff.  <br /> <br />  In the FG 777, all these speeds are calculated automatically, and displayed on the PFD speed tape; Vref is shown as REF.  <br /> <br /> For the landing: Use the initial approach segment to slow down to your initial approach speed; typically, this would be your &quot;minimum clean&quot; speed (the slowest speed you can safely fly with no flaps deployed), something around 200-220 knots usually. The approach procedure will have you descend to a suitable ILS intercept altitude, typically about 2000-3000 ft AGL. Make sure you have the correct ILS frequency set, that the ground spoilers are armed, and that you have selected a suitable autobrake setting. As you turn onto your intercept heading, slow down to your initial approach speed (160-180 knots should work fine), and set flaps accordingly, and arm APP on the autopilot. Watch the aircraft intercept first the localizer, and then the glideslope. Once established on the glideslope, deploy landing gear. As you approach the outer marker (5 miles out), slow down to final approach speed (usually Vref + 10 knots), and deploy landing flaps.  <br /> <br />  Now you have the choice between autoland and landing manually.  <br /> <br /> ==== Autoland   ====<br /> For autoland, I believe all you have to do is watch the aircraft fly itself down to minimums, flare, align, retard, and touch down. Once on the ground, select reversers and set reverse thrust, verify that the ground spoilers and brakes are deploying, and use rudder to maintain centerline. At 60 knots, retard the throttles to reverse idle, and take over manual braking (the autobrakes should automatically disengage as soon as you touch the brakes). At 40 knots ground speed, disable thrust reversers; you may now take a high-speed exit while slowing down to taxi speed, or slow down further on the runway before taking a sharp exit. While vacating the runway, retract flaps, and switch off landing lights.  <br /> <br /> ==== Manual Landing  ====<br /> For a manual landing, the procedure is the same, except you disengage autopilot and autothrottle at some point during the approach - 1000 ft AGL is a good moment, but you can do it earlier if you want. Use pitch to control speed, throttle to control descent rate; keep airspeed at Vref + 10, and sink rate such that you stay on the ILS glideslope. Once you have a good visual of the runway, transition to a visual approach, using PAPI lights as your descent reference (two red, two white means you're on the glideslope). You should cross the runway threshold some 100-200 ft AGL, with some residual thrust on the engines (say 40-60% or so), a slight nose-up attitude, and a sink rate around 1000 fpm or so. At a suitable altitude (typically 50-100 ft AGL), retard the throttles; use pitch to arrest the descent - down to zero if you want a &quot;butter&quot; landing, or keep a little bit of sink rate if you want a safer, firmer landing. The aircraft should now just sink into the runway, main landing gear first. From here, the procedure is the same as above.<br /> <br /> === TakeOff ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> For the takeoff: Configure autobrake (RTO, &quot;rejected takeoff&quot;), flaps and trim, line up, arm A/T (the flip switches next to the speed selection on the glare-shield panel), and rotate the speed selector to a suitable departure speed - at least V2, but typically something like 200-250 knots. This is to make sure that when the autothrottle kicks in, it keeps setting takeoff thrust at least until you have achieved V2. Set a suitable lateral mode on the autopilot: LNAV if you're flying an FMS flight plan, otherwise probably HDG. Revv up the engines to 40%, wait until they stabilize, then set takeoff thrust. At the &quot;rotate&quot; callout, pitch up; watch the vertical speed, as soon as it's consistently positive for 1 second, gear up. Maintain center-line and an attitude that keeps you speeding up to V2. Engage autopilot a couple hundred feet AGL, or later if you prefer hand-flying the aircraft a bit longer.  <br /> <br /> ===Fuel Controls===<br /> ====Jettisonning fuel====<br /> Select the &quot;Fuel&quot; display on the MFD to monitor the fuel jettisoning. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure the fuel jettison system. In Auto mode, fuel will be jettisoned until the plane is weighing less than the maximum landing weight (MLW). When pulling the &quot;Fuel to remain&quot; selector, the pilot can increase or decrease the amount of fuel to remain. This can be handy to e.g. further reduce the amount of fuel to minimize the risk of a fire during a crash landing, or keep more fuel available to be able to reach the diversion airport. The jettison system will always ensure a minimum amount of fuel remains available in the left and right wing tanks, so jettisoning until the tanks are empty is not possible.<br /> <br /> ====Crossfeed====<br /> In case of a fuel imbalance (e.g. due to a leak or extensive use of one engine), the &quot;cross feed&quot; system can be used to equalize the fuel levels in both wing tanks. Fuel cannot be crossfed from/to the center fuel tank. Before attempting to crossfeed fuel, always ensure that no leak is present in the affected tank to prevent an unwanted loss of extra fuel (see e.g. Air Transat flight 236&lt;ref&gt;https://en.wikipedia.org/wiki/Air_Transat_Flight_236&lt;/ref&gt;). To start the crossfeed process, select the &quot;Fuel&quot; display on the MFD to monitor fuel levels. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure fuel transfer between left and right fuel tanks. Enable both crossfeed switches on the overhead panel. Once they are fully open (green on the Fuel page on the MFD), disable the fuel pumps of the tank with the least amount of fuel. The associated engine will now use fuel from the other fuel tank. Once the levels are close to equal, enable the fuel pumps of the disabled tank again and once they are running, close the crossfeed valves. Keep monitoring fuel levels to detect a potential fuel leak and divert to an alternate airport if insufficient fuel remains to reach the destination safely.<br /> <br /> ===Autopilot===<br /> ====Bank Angle====<br /> a) position 0 activates the automatic bank limiter (limit based on airspeed)&lt;br&gt;<br /> b) any other position sets a constant bank limit, 5, 10, 15, 20, 25&lt;br&gt;<br /> c) for speeds below V2+15 use 15 degree bank limit&lt;br&gt;During normal operations, this switch should be kept in its &quot;auto&quot; setting.<br /> <br /> ===Tiller===<br /> '''Important notice:''' as of FlightGear 2.4.0, the 777 has tiller steering, just like the real aircraft where the pedals only turn the nose wheel by a few degrees - to achieve optimal precision during takeoffs and landings. Use the tiller (777-200ER &gt; Tiller Steering) dialog to steer during taxiing.<br /> * You can also connect a separate joystick axis to the tiller control - just like in the real aircraft, where there is a separate control wheel.<br /> *Finally, you can also disable the separate tiller control and revert to the unrealistic behaviour of using pedals only to completely control the nose wheel (see 777-200ER &gt; Tiller Steering dialog).<br /> <br /> ===Walker===<br /> Walker implementation<br /> {{#ev:youtube|GriEXRsr5q8}}<br /> <br /> ==Tutorials==<br /> <br /> ===Flights===<br /> <br /> [[File:Stars-2.png|100px]]'''[[Boeing_777_TutoriaI/KATL-KMIA | Atlanta to Miami]]'''<br /> <br /> [[File:Stars-3.png|100px]]'''[[Boeing_777-200_TutoriaI/KSFO-KLAX | San Fransisco to Los Angeles]]'''<br /> <br /> '''VATSIM Cross the pond 2020 - preflight, takeoff and climbout''' <br /> {{#ev:youtube|lZscu3THPJU}}<br /> <br /> ===Outdated/Not Maintained===<br /> You can see a guide on how to fly this plane for Flightgear 2.0 at [[Boeing 777 Tutorial: Version 2.0.]].<br /> <br /> == Liveries==<br /> All FlightGear liveries are available at [http://liveries.flightgear.org FlightGear Liveries].<br /> <br /> ==Variants==<br /> ===Boeing 777-200 ===<br /> [[File:COA777.jpg|thumb|270px|[[Boeing 777-200]] in Continental livery]]<br /> The '''Boeing 777-200''' ('''772A''') was the initial A-market model of the [[Boeing 777]]. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 505,000 to 545,000 pounds (229 to 247 tonnes) and range capability between 3,780 and 5,235 nautical miles (7,000 to 9,695 km).<br /> <br /> ===Boeing 777-200LR===<br /> [[File:777-200LR Alaska.jpg|270px||thumb|777-200LR in CathayPacific Colors above Alaska]]<br /> The '''Boeing 777-200LR''' (&quot;LR&quot; for Longer Range), a variant of the [[Boeing 777]], became the world's longest-range commercial [[airliner]] when it entered service in 2006. Boeing named this aircraft the ''Worldliner'', highlighting its ability to connect almost any two airports in the world. It holds the world record for the longest nonstop flight by a commercial airliner, and has a maximum range of 9,380 nautical miles (17,370 km). The 777.200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.&lt;ref&gt;[http://en.wikipedia.org/wiki/Boeing_777 Boeing 777] (Wikipedia)&lt;/ref&gt;<br /> <br /> ===Boeing 777-300===<br /> The -300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration. The 777-300ER (&quot;ER&quot; for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks. <br /> <br /> ===Boeing 777-F===<br /> [[File:777F.png|270px||thumb|777-F]]<br /> The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747-200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried. As the aircraft promises improved operating economics compared to existing freighters, airlines have targeted the 777F as a replacement for older freighters including the [[747-200]]F and [[MD-11]]F.<br /> The 777 for Flightgear is based on [[777-200]] developed by Justin Smithies, Syd Adams.<br /> <br /> ==External links==<br /> *[[sourceforge:projects/xpc-777|Boeing 777 aircraft systems simulator]] (not too relevant, X-Plane only support, last updated in 2007, AND: written in LISP!!!)<br /> *[http://www.theairlinepilots.com/forum/viewforum.php?f=32 Airline Pilots 777 forum] Detailled info on procedures, manuals and documents<br /> *[http://www.smartcockpit.com/plane/BOEING/B777.html Smart cockpît Boeing 777] manuals and procedures<br /> *[https://archive.org/details/Boeing777FlightManual Flight manual]<br /> <br /> [[fr:Boeing 777]]<br /> {{Boeing}}<br /> [[Category:Red Griffin ATC compatible aircraft]]<br /> <br /> &lt;references /&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_777&diff=144293 2026-05-03T03:08:07Z

<p>Octal450: /* Engines */</p> <hr /> <div>{{note|The 777 is undergoing restructuring with new JSBSim flight dynamics.}}<br /> {{:{{PAGENAME}}/info}}<br /> {{screenshot cat<br /> | category = Boeing 777 screenshots<br /> | subject = the Boeing 777<br /> | image = CAS777.png<br /> }}<br /> The '''Boeing 777''' is a long-range, wide-body twin-engine airliner built by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the &quot;Triple Seven&quot;, it can carry between 283 and 368 passengers in a three-class configuration and has a range from 5,235 to 9,450 [[nautical mile]]s (9,695 to 17,500 km). Distinguishing features of the 777 include the six wheels on each main landing gear, its circular fuselage cross section, the largest diameter turbofan engines of any aircraft, the pronounced &quot;neck&quot; aft of the flight deck, and the blade-like tail cone.<br /> <br /> As of May 2008, 56 customers have placed orders for 1,080 777s. Direct market competitors to the 777 are the [[Airbus A330-300]], [[Airbus A340|A340]], and some variants of the [[Airbus A350 XWB|A350 XWB]]. <br /> <br /> <br /> == Systems ==<br /> <br /> The Boeing 777 is an advanced fly-by-wire aircraft, and the systems are moderately complicated. <br /> <br /> === Brief Overview ===<br /> The video below is a brief introduction of the Boeing 777's new system of the new Seattle Project working with FlightGear Version 3.2 Test Release.<br /> <br /> {{#ev:youtube|EoNQ1NpcnMw}}<br /> <br /> From the forum : &lt;blockquote&gt;&quot;For anyone who might be interested, our discord server for 777 development is now open to everyone - both developers and flyers! You're welcomed to discuss everything about this craft in this server, including posting screenshots, reporting bugs, posting suggestions for development, or contributing directly to this plane here.&quot; [https://discord.gg/k5RXxFgGDA Discord Channel] &lt;/blockquote&gt;<br /> <br /> === Controls ===<br /> The Boeing 777 series are fly-by-wire aircraft and like all Boeing aircraft have yokes. The signals are sent electrically to the hydraulic actuators which move the control surfaces. The fly-by-wire system has been simulated within the limitations of YAsim.<br /> <br /> - Roll Control Law with attitude holding and bank angle protection<br /> <br /> - C*U Pitch Law and Trim Ref function with Flare Mode and Autotrim<br /> <br /> - Rudder Ratio, Yaw Damper and Turn Coordinator<br /> <br /> === Engines ===<br /> {{Note|The engines listed are not simulated properly, which will be corrected in the JSBSim rework}}<br /> {{aero-stub|section=1}}<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Model<br /> ! 777-200 !! 777-200ER !! 777-200LR !! 777F !! 777-300 !! 777-300ER<br /> |-<br /> ! Engines (Turbofans)<br /> | [https://en.wikipedia.org/wiki/General_Electric_GE90 GE90-76B] or [https://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW4000 PW4077] or [https://en.wikipedia.org/wiki/Rolls-Royce_Trent_800 RR Trent 877] || GE90-90B or PW4090 or RR Trent 895 || GE90-110B1 || GE90-110B1 || PW4090 or RR Trent 892 || GE90-115B<br /> |-<br /> ! Max Thrust<br /> | 81,070 lbf (361 kN) || 94,000 lbf (418 kN) || 110,760 lbf (493 kN) || 110,760 lbf (493 kN) || 91,450lbf (407 kN) || 115,300 lbf (513 kN)<br /> |}<br /> <br /> === Electrical ===<br /> The Boeing 777 has a basic electrical system implemented. There are plans to improve it in 2026. Enable the battery to gain access to the flight displays. Use ground power or the APU to have sufficient power to start the engines. The engines provide electrical power in flight. The APU can provide backup electrical power in case of an engine failure. The Ram Air Turbine (RAT) has yet to be implemented.<br /> === Hydraulic ===<br /> The current Boeing 777 hydraulics systems have been implemented to a high level. Most functions are working as per the Flight Crew Operational Manual (FCOM) as of December 2025.<br /> <br /> The hydraulic systems can (and must) be fully controlled via the 3D cockpit switches on the overhead panel. As in real life, the following behavior should be expected:<br /> * The Left hydraulic system is powered by a primary engine driven pump (EDP) and supplemented by an on-demand Electric motor pump (ACMP). It operates the wing &amp; tail flight controls (ailerons, elevators, rudder) and left thrust reverser operation.<br /> * The Right system is similary powered by by a primary EDP from the right engine and supplemented by a demand ACMP. It operates flight controls, right thrust reverser operation and the normal brakes system.<br /> * The Center system is powered by two primary ACMP's and supplemented by two demand air turbine-driven pumps (ADP). It operates the landing gear actuation, nose &amp; main gear steering, flaps &amp; slats, flight controls and the reserve brake system.<br /> The lower EICAS (Multi Functional Display - MFD) provides a good insight in the hydraulics systems and is fully animated. Enable it by pressing the &quot;HYD&quot; switch on the right hand EFIS panel on the glareshield.<br /> <br /> When no engine is running, the APU (if running) and/or Ground Power (if connected and activated) can provide power to the electric pumps. When a single source of electric power is available, some pumps will be load shed.<br /> <br /> During normal operation, the primary pumps of each system will be running and providing hydraulic power to the different systems. When a higher demand is requested (e.g. landing gear retraction, flaps or reverser deployment...) the demand pump(s) of the associated system might come on and provide additional pressure to the system. When the aircraft detects a takeoff (thrust setting &gt;=40% N1), the pumps will enter takeoff mode: next to the primary pumps, all demand pumps will be turned on to anticipate high demand for gear and flaps retraction and/or high brake and reverser demand in the case of a rejected takeoff. Similarly, when the plane detects a final approach (gear down or flaps &gt;= 15), the hydraulics systems will enter Landing mode: both engine demand pumps and the C1 demand pump will be switched on until the plane has landed and two minutes have passed or hydraulics demand (flaps retraction...) is low, whichever is later. It will also deactivate in case of a go around and be armed again when detecting a potential landing again.<br /> <br /> Three hydraulic fluid reservoirs are providing fluid to the respective hydraulics systems. If the user wants, they can enable fluid depletion in the 777 &gt; &quot;Aircraft settings&quot; menu. If fluid depletion is enabled, a slow amount of fluid will disappear whenever the system is under high demand and/or certain conditions are met, to simulate small leaks by wear and tear as in real life. The fluid levels can be checked in the 777 &gt; &quot;Ground services&quot; menu and can be replenished again when the aircraft is on the ground. On the MFD a scale of the current fluid is shown for each reservoir. Be aware that this shows the fluid level compared to the standpipe level that provides fluid to some of the pumps. If the scale reads 0.00, there might still be fluid left in the system that is available to some of the pumps (left/right system: engine demand pumps, center system: primary C1 pump), to provide emergency power to the system. When actively running a pump for more than 10 seconds without fluid, it will overheat and become inoperational. When fluid is replenished, it can be reactivated after it has cooled down again (in real operations replenishing fluid is done during the preflight ground procedures, and an empty reservoir will always trigger an extended revision to check for leaks). Hydraulic leaks can be simulated by setting the property &quot;consumables/hydraulics/reservoir[x]/Leak&quot; to anything above 0. The higher the number and the more pressure in the system, the faster the hydraulic fluid will leak. These properties will be activated automatically when a fault system is implemented on the aircraft at a later time.<br /> <br /> During normal operations, always make sure that the right hydraulics system is pressured first and depressured last before enabling the center system hydraulic pumps, otherwise hydraulic fluid might transfer between the right and center system via the brakes, resulting in a potential overfill or unwanted drainage of any of these systems. When no hydraulic pressure is available in the right (normal brakes) or center (alternate/reserve brakes) system, the brake accumulator will provide brake pressure when it is sufficiently charged. Its charge can be seen below the PFD of the captain. When parking the plane for an extended period of time, the brake accumulator will very slowly lose pressure to maintain the parking brakes. After about 8-10 hours, the brakes might release because the pressure has dropped too low. When the parking brake is released because of lack of accumulator pressure, this will not be clear to the flight crew: the &quot;Parking Brake Set&quot; indication will remain lit but the brakes will not be operational. If storing the plane for a long time, make sure to use wheel chocks to secure the plane. The brake accumulator pressure is stored between FlightGear sessions if the &quot;store fuel levels&quot; option has been ticked in the 777 &gt; &quot;Aircraft settings&quot; menu.<br /> <br /> The hydraulic system will be further improved after a few other systems have been improved, these improvements are still in planning as of December 2025:<br /> <br /> * Ram Air Turbine is not implemented yet: backbones are in place, but actual RAT model and deployment need further development (requires new 3D model, requires improved electrical system)<br /> * Implement main gear passive steering during pushback (current implementation uses active steering)<br /> * Implement fault system to the 777, so random leaks/issues can occur<br /> * Implement auto control failure (requires fault system)<br /> * Improve air driven pumps simulation (requires functional Air System)<br /> * Improve pump overheat simulation (requires fault system)<br /> * Improve primary C2 pump load shedding (requires improved electrical system)<br /> * Improve L/R shutoff valve operation (requires fault + engine fire system)<br /> * Apply hydraulic power to individual flight control surfaces and model flight dynamics effects (requires new 3D model and FDM)<br /> <br /> === Autopilot ===<br /> [[File:777-300-APpanel.png|thumb|270px|777-300 Autopilot]]<br /> The 777 autopilot can be fully controlled using the 3D cockpit switches. For FG2.4.0 use left and middle mouse buttons to turn any switches left/right. For FG2.5.0 and newer, you can use the mouse scroll wheel on all cockpit knobs.An Autoland system is available as of v2.6.0<br /> <br /> You can also use the 777's built-in autopilot tutorial to learn about the different switches.<br /> <br /> Autopilot controls, from left to right, top to bottom:<br /> * '''A/P''' - Autopilot engage/disengage button<br /> * '''F/D''' - Flight director (the pink lines that show up on your attitude indicator)<br /> * '''A/T ARM (L/R)''' - Arm/disarm autothrottle for left/right engines. Must be armed to enable autothrottle for the respective engine.<br /> * '''CLB CON''' - Continue climbing using the vertical speed the plane was at, when this setting was first engaged<br /> * '''A/T''' - Autothrottle engage/disengage button. Like the real 777, the autothrottle is independent from the main autopilot, so autothrottle also also works when the autopilot is disabled (Note: this was different for FG2.0 and earlier!).<br /> * '''IAS &lt;&gt; MACH''' - Switch between IAS speed mode and Mach number speed mode<br /> * '''IAS window''' - Set your desired IAS speed or Mach speed here<br /> * '''LNAV''' - Tells the autopilot to follow the Route Manager settings laterally (control the heading).<br /> * '''VNAV''' - Same as LNAV, except vertically (control the altitude). The autopilot will climb to the flight level you set in the Route Manager (in the input field or at a specified waypoint).<br /> * '''FLCH''' - Flight Level Change, set the altitude and press FLCH to climb or descent to designated flight level. Thrust is set to a fixed value, speed is controled with pitch.<br /> * '''A/P DISENGAGE''' - Dedicated autopilot disengage button (click twice). It serves as an easy to reach &quot;emergency disengage&quot; button.<br /> * '''HDG &lt;&gt; TRK''' - Switch between heading bug and course track<br /> * '''HDG window''' - Set your desired heading or course track here.<br /> * '''HDG select''' - Engage/disengage heading or course hold mode and maintain SELECTED heading (FG2.5.0 and newer).<br /> * '''Bank limits''' (AUTO/5/10/15/20/25) - Define banking limits for turning, i.e. 5 for gentle turns at cruising altitude, 25 for good maneuverability at lower speeds; auto will be fine in most cases.<br /> * '''HOLD''' - Engage/disengage heading or course hold mode and maintain CURRENT aircraft heading.<br /> * '''V/S &lt;&gt; FPA''' - Switch between Vertical Speed and Flight Path Angle<br /> * '''V/S window''' - Set your desired Vertical Speed or Flight Path Angle<br /> * '''VS/FPA''' - Engage/disengage Vertical Speed/Flight Path Angle hold mode<br /> * '''ALTITUDE window''' - Set your desired altitude here<br /> * '''Altitude selection''' (AUTO/1000) - Switch between automatic incrementing (AUTO) and incrementing by the thousands (1000)- this setting only helps when selecting the altitude via the knobs, this won't apply if using the Autopilot Settings dialog<br /> * '''HOLD''' - Engage/disengage altitude hold mode<br /> * '''LOC''' - Track LOCALIZER, flying by the heading given by the localizer<br /> * '''APP''' - Arm the ILS localizer and glideslope (laterally and vertically). Any current AP mode (HDG and ALTITUDE HOLD) remains active, until the NAV receiver captures the localizer or glideslope.<br /> * '''A/P''' - Engage/disengage autopilot<br /> * '''F/D''' - Flight director<br /> ==== How to use ====<br /> * '''Default mode of when autopilot engage'''<br /> HDG HOLD mode: Maintain heading when engage.<br /> ATT mode: If bank angle exceeds 5deg when engaged, keep that bank angle. (there's bug, will be fixed)<br /> VS mode: using vs value when engaged.<br /> If FD mode was engaged, mode is inherited.<br /> <br /> * '''Mode'''<br /> Lateral control<br /> <br /> HDG HOLD: keep set heading.<br /> HDG SEL: follow the heading set on counter. Change value when HDG HOLD or press SEL button when other mode such as VNAV, LOC mode. Once reach to setting heading change to HDG HOLD.<br /> LNAV: follow the activated route.<br /> LOC: when arming, keep previous mode and then capture LOCALIZER, follow that course.<br /> <br /> Vertical control<br /> <br /> VS : keep targeted vertical speed to reach selected altitude.<br /> FLCH : keep fixed climb thrust or flight idle and control the pitch to maintain speed thus vertical speed varies.<br /> VNAV : Follow the FMS target altitude and thrust.<br /> ALT HOLD : When you press HOLD button, keep altitude when button pressed. Counter value does not change. Once VS of FLCH reaches targeted altitude, it holds that altitude.<br /> <br /> === Flight Management Computer ===<br /> {{aero-stub|section=1}}<br /> <br /> ==Aircraft Help==<br /> The developers recommend using the in-sim checklists (accessible via the menu: Help &gt; Aircraft Checklists) instead of the checklist below.<br /> <br /> === Start Procedure (Fast)===<br /> * Go to Equipment &gt; Fuel and Payload and set your fuel amounts and make sure your tanks are selected<br /> * Right-click twice to get into the move view mode and look at the overhead panel then click all the electrical buttons until they are all lit up<br /> * Hold the 's' button for 10 seconds or until the engines are running at idle.<br /> <br /> === Start Procedure (Extended Version) ===<br /> '''0. remember to'''&lt;br&gt;<br /> ''a) set the correct QNH (pressure) when below transition level&lt;br&gt;<br /> b) set the fuel to a proper level in each tank (so you dont mess with the sliders when airborne)&lt;br&gt;<br /> c) you can use ctrl+c to reveal all usable buttons and knobs''&lt;br&gt;<br /> <br /> '''1. prepare systems'''&lt;br&gt;<br /> a) turn on the battery, taxi lights and panel lights if you need it (button is placed)<br /> to tle left, left from the BCN light button.&lt;br&gt;<br /> b) turn the APU knob clockwise (the knob next to the APU GEN), wait 1min for it to start-up&lt;br&gt;<br /> b1) set APU knob to the middle position&lt;br&gt;<br /> c) turn on all 4 hydraulic pumps/valves. 2 in the center are for the flaps and spoilers (both&lt;br&gt;<br /> pumps MUST be enabled), the same with the other two, they are for landing gear. the<br /> buttons are between electrical and fuel part of the panel.<br /> <br /> '''2. prepare engines'''&lt;br&gt;<br /> a) start fuel pumps. there are 6: 2 for each tank. to enable fuel flow from a tank, you have<br /> to enable BOTH (just like with the hydraulics) pumps.&lt;br&gt;<br /> b) enable the engine starters (you can turn on both one after another, but thats not really realistic)&lt;br&gt;<br /> c) after N1 reach ~45, engine should be running on its own, self sustaining, fuel cutoff valves open<br /> automatically. eicas shows up a message that L(R) ENG STARTER is on.&lt;br&gt;<br /> d) turn on both engine generators&lt;br&gt;<br /> e), turn off APU (knob position 1) and BAT&lt;br&gt;<br /> <br /> === Landing ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> Landing speeds: with a large airliner like the 777, the landing reference speed (Vref) depends hugely on weight. Between operating empty and max landing weight, there is a 50% difference, and clearly a landing speed that works well for a 140-ton aircraft is going to have you drop out of the sky when you weigh 210 tons; and conversely, the right landing weight at 210 tons is going to make your float or nosewheel-strike when you're landing empty.  <br /> <br /> So what you need to do is find a resource for those landing speeds. Real-life pilots get a preliminary calculation from their dispatchers, who use dedicated software to calculate all the landing parameters; but it can also be done using tables from the FCOM, and in most modern airliners, the FMS can do the calculation as well.  <br /> <br /> The same goes for the takeoff. Here, the crucial speeds are V1, Vr, and V2. V1 is the &quot;safe rejection speed&quot;: until V1 is reached, the aircraft can be brought to a full stop safely within the available remaining takeoff distance; once you're faster than V1, rejecting the takeoff may lead to an accident, and you are committed to the takeoff except for very severe problems (like losing both engines, loss of control, or a fire). Vr is the &quot;rotation speed&quot;: this is the ideal speed to pull up the nose to initiate the liftoff. V2 is the &quot;safe single-engine climb speed&quot;: after liftoff, your goal is to attain this speed ASAP, so that loss of one engine does not compromise the aircraft's ability to meet the minimum climb requirements for this takeoff.  <br /> <br />  In the FG 777, all these speeds are calculated automatically, and displayed on the PFD speed tape; Vref is shown as REF.  <br /> <br /> For the landing: Use the initial approach segment to slow down to your initial approach speed; typically, this would be your &quot;minimum clean&quot; speed (the slowest speed you can safely fly with no flaps deployed), something around 200-220 knots usually. The approach procedure will have you descend to a suitable ILS intercept altitude, typically about 2000-3000 ft AGL. Make sure you have the correct ILS frequency set, that the ground spoilers are armed, and that you have selected a suitable autobrake setting. As you turn onto your intercept heading, slow down to your initial approach speed (160-180 knots should work fine), and set flaps accordingly, and arm APP on the autopilot. Watch the aircraft intercept first the localizer, and then the glideslope. Once established on the glideslope, deploy landing gear. As you approach the outer marker (5 miles out), slow down to final approach speed (usually Vref + 10 knots), and deploy landing flaps.  <br /> <br />  Now you have the choice between autoland and landing manually.  <br /> <br /> ==== Autoland   ====<br /> For autoland, I believe all you have to do is watch the aircraft fly itself down to minimums, flare, align, retard, and touch down. Once on the ground, select reversers and set reverse thrust, verify that the ground spoilers and brakes are deploying, and use rudder to maintain centerline. At 60 knots, retard the throttles to reverse idle, and take over manual braking (the autobrakes should automatically disengage as soon as you touch the brakes). At 40 knots ground speed, disable thrust reversers; you may now take a high-speed exit while slowing down to taxi speed, or slow down further on the runway before taking a sharp exit. While vacating the runway, retract flaps, and switch off landing lights.  <br /> <br /> ==== Manual Landing  ====<br /> For a manual landing, the procedure is the same, except you disengage autopilot and autothrottle at some point during the approach - 1000 ft AGL is a good moment, but you can do it earlier if you want. Use pitch to control speed, throttle to control descent rate; keep airspeed at Vref + 10, and sink rate such that you stay on the ILS glideslope. Once you have a good visual of the runway, transition to a visual approach, using PAPI lights as your descent reference (two red, two white means you're on the glideslope). You should cross the runway threshold some 100-200 ft AGL, with some residual thrust on the engines (say 40-60% or so), a slight nose-up attitude, and a sink rate around 1000 fpm or so. At a suitable altitude (typically 50-100 ft AGL), retard the throttles; use pitch to arrest the descent - down to zero if you want a &quot;butter&quot; landing, or keep a little bit of sink rate if you want a safer, firmer landing. The aircraft should now just sink into the runway, main landing gear first. From here, the procedure is the same as above.<br /> <br /> === TakeOff ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> For the takeoff: Configure autobrake (RTO, &quot;rejected takeoff&quot;), flaps and trim, line up, arm A/T (the flip switches next to the speed selection on the glare-shield panel), and rotate the speed selector to a suitable departure speed - at least V2, but typically something like 200-250 knots. This is to make sure that when the autothrottle kicks in, it keeps setting takeoff thrust at least until you have achieved V2. Set a suitable lateral mode on the autopilot: LNAV if you're flying an FMS flight plan, otherwise probably HDG. Revv up the engines to 40%, wait until they stabilize, then set takeoff thrust. At the &quot;rotate&quot; callout, pitch up; watch the vertical speed, as soon as it's consistently positive for 1 second, gear up. Maintain center-line and an attitude that keeps you speeding up to V2. Engage autopilot a couple hundred feet AGL, or later if you prefer hand-flying the aircraft a bit longer.  <br /> <br /> ===Fuel Controls===<br /> ====Jettisonning fuel====<br /> Select the &quot;Fuel&quot; display on the MFD to monitor the fuel jettisoning. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure the fuel jettison system. In Auto mode, fuel will be jettisoned until the plane is weighing less than the maximum landing weight (MLW). When pulling the &quot;Fuel to remain&quot; selector, the pilot can increase or decrease the amount of fuel to remain. This can be handy to e.g. further reduce the amount of fuel to minimize the risk of a fire during a crash landing, or keep more fuel available to be able to reach the diversion airport. The jettison system will always ensure a minimum amount of fuel remains available in the left and right wing tanks, so jettisoning until the tanks are empty is not possible.<br /> <br /> ====Crossfeed====<br /> In case of a fuel imbalance (e.g. due to a leak or extensive use of one engine), the &quot;cross feed&quot; system can be used to equalize the fuel levels in both wing tanks. Fuel cannot be crossfed from/to the center fuel tank. Before attempting to crossfeed fuel, always ensure that no leak is present in the affected tank to prevent an unwanted loss of extra fuel (see e.g. Air Transat flight 236&lt;ref&gt;https://en.wikipedia.org/wiki/Air_Transat_Flight_236&lt;/ref&gt;). To start the crossfeed process, select the &quot;Fuel&quot; display on the MFD to monitor fuel levels. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure fuel transfer between left and right fuel tanks. Enable both crossfeed switches on the overhead panel. Once they are fully open (green on the Fuel page on the MFD), disable the fuel pumps of the tank with the least amount of fuel. The associated engine will now use fuel from the other fuel tank. Once the levels are close to equal, enable the fuel pumps of the disabled tank again and once they are running, close the crossfeed valves. Keep monitoring fuel levels to detect a potential fuel leak and divert to an alternate airport if insufficient fuel remains to reach the destination safely.<br /> <br /> ===Autopilot===<br /> ====Bank Angle====<br /> a) position 0 activates the automatic bank limiter (limit based on airspeed)&lt;br&gt;<br /> b) any other position sets a constant bank limit, 5, 10, 15, 20, 25&lt;br&gt;<br /> c) for speeds below V2+15 use 15 degree bank limit&lt;br&gt;During normal operations, this switch should be kept in its &quot;auto&quot; setting.<br /> <br /> ===Tiller===<br /> '''Important notice:''' as of FlightGear 2.4.0, the 777 has tiller steering, just like the real aircraft where the pedals only turn the nose wheel by a few degrees - to achieve optimal precision during takeoffs and landings. Use the tiller (777-200ER &gt; Tiller Steering) dialog to steer during taxiing.<br /> * You can also connect a separate joystick axis to the tiller control - just like in the real aircraft, where there is a separate control wheel.<br /> *Finally, you can also disable the separate tiller control and revert to the unrealistic behaviour of using pedals only to completely control the nose wheel (see 777-200ER &gt; Tiller Steering dialog).<br /> <br /> ===Walker===<br /> Walker implementation<br /> {{#ev:youtube|GriEXRsr5q8}}<br /> <br /> ==Tutorials==<br /> <br /> ===Flights===<br /> <br /> [[File:Stars-2.png|100px]]'''[[Boeing_777_TutoriaI/KATL-KMIA | Atlanta to Miami]]'''<br /> <br /> [[File:Stars-3.png|100px]]'''[[Boeing_777-200_TutoriaI/KSFO-KLAX | San Fransisco to Los Angeles]]'''<br /> <br /> '''VATSIM Cross the pond 2020 - preflight, takeoff and climbout''' <br /> {{#ev:youtube|lZscu3THPJU}}<br /> <br /> ===Outdated/Not Maintained===<br /> You can see a guide on how to fly this plane for Flightgear 2.0 at [[Boeing 777 Tutorial: Version 2.0.]].<br /> <br /> == Liveries==<br /> All FlightGear liveries are available at [http://liveries.flightgear.org FlightGear Liveries].<br /> <br /> ==Variants==<br /> ===Boeing 777-200 ===<br /> [[File:COA777.jpg|thumb|270px|[[Boeing 777-200]] in Continental livery]]<br /> The '''Boeing 777-200''' ('''772A''') was the initial A-market model of the [[Boeing 777]]. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 505,000 to 545,000 pounds (229 to 247 tonnes) and range capability between 3,780 and 5,235 nautical miles (7,000 to 9,695 km).<br /> <br /> ===Boeing 777-200LR===<br /> [[File:777-200LR Alaska.jpg|270px||thumb|777-200LR in CathayPacific Colors above Alaska]]<br /> The '''Boeing 777-200LR''' (&quot;LR&quot; for Longer Range), a variant of the [[Boeing 777]], became the world's longest-range commercial [[airliner]] when it entered service in 2006. Boeing named this aircraft the ''Worldliner'', highlighting its ability to connect almost any two airports in the world. It holds the world record for the longest nonstop flight by a commercial airliner, and has a maximum range of 9,380 nautical miles (17,370 km). The 777.200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.&lt;ref&gt;[http://en.wikipedia.org/wiki/Boeing_777 Boeing 777] (Wikipedia)&lt;/ref&gt;<br /> <br /> ===Boeing 777-300===<br /> The -300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration. The 777-300ER (&quot;ER&quot; for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks. <br /> <br /> ===Boeing 777-F===<br /> [[File:777F.png|270px||thumb|777-F]]<br /> The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747-200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried. As the aircraft promises improved operating economics compared to existing freighters, airlines have targeted the 777F as a replacement for older freighters including the [[747-200]]F and [[MD-11]]F.<br /> The 777 for Flightgear is based on [[777-200]] developed by Justin Smithies, Syd Adams.<br /> <br /> ==External links==<br /> *[[sourceforge:projects/xpc-777|Boeing 777 aircraft systems simulator]] (not too relevant, X-Plane only support, last updated in 2007, AND: written in LISP!!!)<br /> *[http://www.theairlinepilots.com/forum/viewforum.php?f=32 Airline Pilots 777 forum] Detailled info on procedures, manuals and documents<br /> *[http://www.smartcockpit.com/plane/BOEING/B777.html Smart cockpît Boeing 777] manuals and procedures<br /> *[https://archive.org/details/Boeing777FlightManual Flight manual]<br /> <br /> [[fr:Boeing 777]]<br /> {{Boeing}}<br /> [[Category:Red Griffin ATC compatible aircraft]]<br /> <br /> &lt;references /&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_777&diff=144292 2026-05-03T03:07:28Z

<p>Octal450: /* Engines */</p> <hr /> <div>{{note|The 777 is undergoing restructuring with new JSBSim flight dynamics.}}<br /> {{:{{PAGENAME}}/info}}<br /> {{screenshot cat<br /> | category = Boeing 777 screenshots<br /> | subject = the Boeing 777<br /> | image = CAS777.png<br /> }}<br /> The '''Boeing 777''' is a long-range, wide-body twin-engine airliner built by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the &quot;Triple Seven&quot;, it can carry between 283 and 368 passengers in a three-class configuration and has a range from 5,235 to 9,450 [[nautical mile]]s (9,695 to 17,500 km). Distinguishing features of the 777 include the six wheels on each main landing gear, its circular fuselage cross section, the largest diameter turbofan engines of any aircraft, the pronounced &quot;neck&quot; aft of the flight deck, and the blade-like tail cone.<br /> <br /> As of May 2008, 56 customers have placed orders for 1,080 777s. Direct market competitors to the 777 are the [[Airbus A330-300]], [[Airbus A340|A340]], and some variants of the [[Airbus A350 XWB|A350 XWB]]. <br /> <br /> <br /> == Systems ==<br /> <br /> The Boeing 777 is an advanced fly-by-wire aircraft, and the systems are moderately complicated. <br /> <br /> === Brief Overview ===<br /> The video below is a brief introduction of the Boeing 777's new system of the new Seattle Project working with FlightGear Version 3.2 Test Release.<br /> <br /> {{#ev:youtube|EoNQ1NpcnMw}}<br /> <br /> From the forum : &lt;blockquote&gt;&quot;For anyone who might be interested, our discord server for 777 development is now open to everyone - both developers and flyers! You're welcomed to discuss everything about this craft in this server, including posting screenshots, reporting bugs, posting suggestions for development, or contributing directly to this plane here.&quot; [https://discord.gg/k5RXxFgGDA Discord Channel] &lt;/blockquote&gt;<br /> <br /> === Controls ===<br /> The Boeing 777 series are fly-by-wire aircraft and like all Boeing aircraft have yokes. The signals are sent electrically to the hydraulic actuators which move the control surfaces. The fly-by-wire system has been simulated within the limitations of YAsim.<br /> <br /> - Roll Control Law with attitude holding and bank angle protection<br /> <br /> - C*U Pitch Law and Trim Ref function with Flare Mode and Autotrim<br /> <br /> - Rudder Ratio, Yaw Damper and Turn Coordinator<br /> <br /> === Engines ===<br /> {{aero-stub|section=1}}<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Model<br /> ! 777-200 !! 777-200ER !! 777-200LR !! 777F !! 777-300 !! 777-300ER<br /> |-<br /> ! Engines (Turbofans)<br /> | [https://en.wikipedia.org/wiki/General_Electric_GE90 GE90-76B] or [https://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW4000 PW4077] or [https://en.wikipedia.org/wiki/Rolls-Royce_Trent_800 RR Trent 877] || GE90-90B or PW4090 or RR Trent 895 || GE90-110B1 || GE90-110B1 || PW4090 or RR Trent 892 || GE90-115B<br /> |-<br /> ! Max Thrust<br /> | 81,070 lbf (361 kN) || 94,000 lbf (418 kN) || 110,760 lbf (493 kN) || 110,760 lbf (493 kN) || 91,450lbf (407 kN) || 115,300 lbf (513 kN)<br /> |}<br /> <br /> === Electrical ===<br /> The Boeing 777 has a basic electrical system implemented. There are plans to improve it in 2026. Enable the battery to gain access to the flight displays. Use ground power or the APU to have sufficient power to start the engines. The engines provide electrical power in flight. The APU can provide backup electrical power in case of an engine failure. The Ram Air Turbine (RAT) has yet to be implemented.<br /> === Hydraulic ===<br /> The current Boeing 777 hydraulics systems have been implemented to a high level. Most functions are working as per the Flight Crew Operational Manual (FCOM) as of December 2025.<br /> <br /> The hydraulic systems can (and must) be fully controlled via the 3D cockpit switches on the overhead panel. As in real life, the following behavior should be expected:<br /> * The Left hydraulic system is powered by a primary engine driven pump (EDP) and supplemented by an on-demand Electric motor pump (ACMP). It operates the wing &amp; tail flight controls (ailerons, elevators, rudder) and left thrust reverser operation.<br /> * The Right system is similary powered by by a primary EDP from the right engine and supplemented by a demand ACMP. It operates flight controls, right thrust reverser operation and the normal brakes system.<br /> * The Center system is powered by two primary ACMP's and supplemented by two demand air turbine-driven pumps (ADP). It operates the landing gear actuation, nose &amp; main gear steering, flaps &amp; slats, flight controls and the reserve brake system.<br /> The lower EICAS (Multi Functional Display - MFD) provides a good insight in the hydraulics systems and is fully animated. Enable it by pressing the &quot;HYD&quot; switch on the right hand EFIS panel on the glareshield.<br /> <br /> When no engine is running, the APU (if running) and/or Ground Power (if connected and activated) can provide power to the electric pumps. When a single source of electric power is available, some pumps will be load shed.<br /> <br /> During normal operation, the primary pumps of each system will be running and providing hydraulic power to the different systems. When a higher demand is requested (e.g. landing gear retraction, flaps or reverser deployment...) the demand pump(s) of the associated system might come on and provide additional pressure to the system. When the aircraft detects a takeoff (thrust setting &gt;=40% N1), the pumps will enter takeoff mode: next to the primary pumps, all demand pumps will be turned on to anticipate high demand for gear and flaps retraction and/or high brake and reverser demand in the case of a rejected takeoff. Similarly, when the plane detects a final approach (gear down or flaps &gt;= 15), the hydraulics systems will enter Landing mode: both engine demand pumps and the C1 demand pump will be switched on until the plane has landed and two minutes have passed or hydraulics demand (flaps retraction...) is low, whichever is later. It will also deactivate in case of a go around and be armed again when detecting a potential landing again.<br /> <br /> Three hydraulic fluid reservoirs are providing fluid to the respective hydraulics systems. If the user wants, they can enable fluid depletion in the 777 &gt; &quot;Aircraft settings&quot; menu. If fluid depletion is enabled, a slow amount of fluid will disappear whenever the system is under high demand and/or certain conditions are met, to simulate small leaks by wear and tear as in real life. The fluid levels can be checked in the 777 &gt; &quot;Ground services&quot; menu and can be replenished again when the aircraft is on the ground. On the MFD a scale of the current fluid is shown for each reservoir. Be aware that this shows the fluid level compared to the standpipe level that provides fluid to some of the pumps. If the scale reads 0.00, there might still be fluid left in the system that is available to some of the pumps (left/right system: engine demand pumps, center system: primary C1 pump), to provide emergency power to the system. When actively running a pump for more than 10 seconds without fluid, it will overheat and become inoperational. When fluid is replenished, it can be reactivated after it has cooled down again (in real operations replenishing fluid is done during the preflight ground procedures, and an empty reservoir will always trigger an extended revision to check for leaks). Hydraulic leaks can be simulated by setting the property &quot;consumables/hydraulics/reservoir[x]/Leak&quot; to anything above 0. The higher the number and the more pressure in the system, the faster the hydraulic fluid will leak. These properties will be activated automatically when a fault system is implemented on the aircraft at a later time.<br /> <br /> During normal operations, always make sure that the right hydraulics system is pressured first and depressured last before enabling the center system hydraulic pumps, otherwise hydraulic fluid might transfer between the right and center system via the brakes, resulting in a potential overfill or unwanted drainage of any of these systems. When no hydraulic pressure is available in the right (normal brakes) or center (alternate/reserve brakes) system, the brake accumulator will provide brake pressure when it is sufficiently charged. Its charge can be seen below the PFD of the captain. When parking the plane for an extended period of time, the brake accumulator will very slowly lose pressure to maintain the parking brakes. After about 8-10 hours, the brakes might release because the pressure has dropped too low. When the parking brake is released because of lack of accumulator pressure, this will not be clear to the flight crew: the &quot;Parking Brake Set&quot; indication will remain lit but the brakes will not be operational. If storing the plane for a long time, make sure to use wheel chocks to secure the plane. The brake accumulator pressure is stored between FlightGear sessions if the &quot;store fuel levels&quot; option has been ticked in the 777 &gt; &quot;Aircraft settings&quot; menu.<br /> <br /> The hydraulic system will be further improved after a few other systems have been improved, these improvements are still in planning as of December 2025:<br /> <br /> * Ram Air Turbine is not implemented yet: backbones are in place, but actual RAT model and deployment need further development (requires new 3D model, requires improved electrical system)<br /> * Implement main gear passive steering during pushback (current implementation uses active steering)<br /> * Implement fault system to the 777, so random leaks/issues can occur<br /> * Implement auto control failure (requires fault system)<br /> * Improve air driven pumps simulation (requires functional Air System)<br /> * Improve pump overheat simulation (requires fault system)<br /> * Improve primary C2 pump load shedding (requires improved electrical system)<br /> * Improve L/R shutoff valve operation (requires fault + engine fire system)<br /> * Apply hydraulic power to individual flight control surfaces and model flight dynamics effects (requires new 3D model and FDM)<br /> <br /> === Autopilot ===<br /> [[File:777-300-APpanel.png|thumb|270px|777-300 Autopilot]]<br /> The 777 autopilot can be fully controlled using the 3D cockpit switches. For FG2.4.0 use left and middle mouse buttons to turn any switches left/right. For FG2.5.0 and newer, you can use the mouse scroll wheel on all cockpit knobs.An Autoland system is available as of v2.6.0<br /> <br /> You can also use the 777's built-in autopilot tutorial to learn about the different switches.<br /> <br /> Autopilot controls, from left to right, top to bottom:<br /> * '''A/P''' - Autopilot engage/disengage button<br /> * '''F/D''' - Flight director (the pink lines that show up on your attitude indicator)<br /> * '''A/T ARM (L/R)''' - Arm/disarm autothrottle for left/right engines. Must be armed to enable autothrottle for the respective engine.<br /> * '''CLB CON''' - Continue climbing using the vertical speed the plane was at, when this setting was first engaged<br /> * '''A/T''' - Autothrottle engage/disengage button. Like the real 777, the autothrottle is independent from the main autopilot, so autothrottle also also works when the autopilot is disabled (Note: this was different for FG2.0 and earlier!).<br /> * '''IAS &lt;&gt; MACH''' - Switch between IAS speed mode and Mach number speed mode<br /> * '''IAS window''' - Set your desired IAS speed or Mach speed here<br /> * '''LNAV''' - Tells the autopilot to follow the Route Manager settings laterally (control the heading).<br /> * '''VNAV''' - Same as LNAV, except vertically (control the altitude). The autopilot will climb to the flight level you set in the Route Manager (in the input field or at a specified waypoint).<br /> * '''FLCH''' - Flight Level Change, set the altitude and press FLCH to climb or descent to designated flight level. Thrust is set to a fixed value, speed is controled with pitch.<br /> * '''A/P DISENGAGE''' - Dedicated autopilot disengage button (click twice). It serves as an easy to reach &quot;emergency disengage&quot; button.<br /> * '''HDG &lt;&gt; TRK''' - Switch between heading bug and course track<br /> * '''HDG window''' - Set your desired heading or course track here.<br /> * '''HDG select''' - Engage/disengage heading or course hold mode and maintain SELECTED heading (FG2.5.0 and newer).<br /> * '''Bank limits''' (AUTO/5/10/15/20/25) - Define banking limits for turning, i.e. 5 for gentle turns at cruising altitude, 25 for good maneuverability at lower speeds; auto will be fine in most cases.<br /> * '''HOLD''' - Engage/disengage heading or course hold mode and maintain CURRENT aircraft heading.<br /> * '''V/S &lt;&gt; FPA''' - Switch between Vertical Speed and Flight Path Angle<br /> * '''V/S window''' - Set your desired Vertical Speed or Flight Path Angle<br /> * '''VS/FPA''' - Engage/disengage Vertical Speed/Flight Path Angle hold mode<br /> * '''ALTITUDE window''' - Set your desired altitude here<br /> * '''Altitude selection''' (AUTO/1000) - Switch between automatic incrementing (AUTO) and incrementing by the thousands (1000)- this setting only helps when selecting the altitude via the knobs, this won't apply if using the Autopilot Settings dialog<br /> * '''HOLD''' - Engage/disengage altitude hold mode<br /> * '''LOC''' - Track LOCALIZER, flying by the heading given by the localizer<br /> * '''APP''' - Arm the ILS localizer and glideslope (laterally and vertically). Any current AP mode (HDG and ALTITUDE HOLD) remains active, until the NAV receiver captures the localizer or glideslope.<br /> * '''A/P''' - Engage/disengage autopilot<br /> * '''F/D''' - Flight director<br /> ==== How to use ====<br /> * '''Default mode of when autopilot engage'''<br /> HDG HOLD mode: Maintain heading when engage.<br /> ATT mode: If bank angle exceeds 5deg when engaged, keep that bank angle. (there's bug, will be fixed)<br /> VS mode: using vs value when engaged.<br /> If FD mode was engaged, mode is inherited.<br /> <br /> * '''Mode'''<br /> Lateral control<br /> <br /> HDG HOLD: keep set heading.<br /> HDG SEL: follow the heading set on counter. Change value when HDG HOLD or press SEL button when other mode such as VNAV, LOC mode. Once reach to setting heading change to HDG HOLD.<br /> LNAV: follow the activated route.<br /> LOC: when arming, keep previous mode and then capture LOCALIZER, follow that course.<br /> <br /> Vertical control<br /> <br /> VS : keep targeted vertical speed to reach selected altitude.<br /> FLCH : keep fixed climb thrust or flight idle and control the pitch to maintain speed thus vertical speed varies.<br /> VNAV : Follow the FMS target altitude and thrust.<br /> ALT HOLD : When you press HOLD button, keep altitude when button pressed. Counter value does not change. Once VS of FLCH reaches targeted altitude, it holds that altitude.<br /> <br /> === Flight Management Computer ===<br /> {{aero-stub|section=1}}<br /> <br /> ==Aircraft Help==<br /> The developers recommend using the in-sim checklists (accessible via the menu: Help &gt; Aircraft Checklists) instead of the checklist below.<br /> <br /> === Start Procedure (Fast)===<br /> * Go to Equipment &gt; Fuel and Payload and set your fuel amounts and make sure your tanks are selected<br /> * Right-click twice to get into the move view mode and look at the overhead panel then click all the electrical buttons until they are all lit up<br /> * Hold the 's' button for 10 seconds or until the engines are running at idle.<br /> <br /> === Start Procedure (Extended Version) ===<br /> '''0. remember to'''&lt;br&gt;<br /> ''a) set the correct QNH (pressure) when below transition level&lt;br&gt;<br /> b) set the fuel to a proper level in each tank (so you dont mess with the sliders when airborne)&lt;br&gt;<br /> c) you can use ctrl+c to reveal all usable buttons and knobs''&lt;br&gt;<br /> <br /> '''1. prepare systems'''&lt;br&gt;<br /> a) turn on the battery, taxi lights and panel lights if you need it (button is placed)<br /> to tle left, left from the BCN light button.&lt;br&gt;<br /> b) turn the APU knob clockwise (the knob next to the APU GEN), wait 1min for it to start-up&lt;br&gt;<br /> b1) set APU knob to the middle position&lt;br&gt;<br /> c) turn on all 4 hydraulic pumps/valves. 2 in the center are for the flaps and spoilers (both&lt;br&gt;<br /> pumps MUST be enabled), the same with the other two, they are for landing gear. the<br /> buttons are between electrical and fuel part of the panel.<br /> <br /> '''2. prepare engines'''&lt;br&gt;<br /> a) start fuel pumps. there are 6: 2 for each tank. to enable fuel flow from a tank, you have<br /> to enable BOTH (just like with the hydraulics) pumps.&lt;br&gt;<br /> b) enable the engine starters (you can turn on both one after another, but thats not really realistic)&lt;br&gt;<br /> c) after N1 reach ~45, engine should be running on its own, self sustaining, fuel cutoff valves open<br /> automatically. eicas shows up a message that L(R) ENG STARTER is on.&lt;br&gt;<br /> d) turn on both engine generators&lt;br&gt;<br /> e), turn off APU (knob position 1) and BAT&lt;br&gt;<br /> <br /> === Landing ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> Landing speeds: with a large airliner like the 777, the landing reference speed (Vref) depends hugely on weight. Between operating empty and max landing weight, there is a 50% difference, and clearly a landing speed that works well for a 140-ton aircraft is going to have you drop out of the sky when you weigh 210 tons; and conversely, the right landing weight at 210 tons is going to make your float or nosewheel-strike when you're landing empty.  <br /> <br /> So what you need to do is find a resource for those landing speeds. Real-life pilots get a preliminary calculation from their dispatchers, who use dedicated software to calculate all the landing parameters; but it can also be done using tables from the FCOM, and in most modern airliners, the FMS can do the calculation as well.  <br /> <br /> The same goes for the takeoff. Here, the crucial speeds are V1, Vr, and V2. V1 is the &quot;safe rejection speed&quot;: until V1 is reached, the aircraft can be brought to a full stop safely within the available remaining takeoff distance; once you're faster than V1, rejecting the takeoff may lead to an accident, and you are committed to the takeoff except for very severe problems (like losing both engines, loss of control, or a fire). Vr is the &quot;rotation speed&quot;: this is the ideal speed to pull up the nose to initiate the liftoff. V2 is the &quot;safe single-engine climb speed&quot;: after liftoff, your goal is to attain this speed ASAP, so that loss of one engine does not compromise the aircraft's ability to meet the minimum climb requirements for this takeoff.  <br /> <br />  In the FG 777, all these speeds are calculated automatically, and displayed on the PFD speed tape; Vref is shown as REF.  <br /> <br /> For the landing: Use the initial approach segment to slow down to your initial approach speed; typically, this would be your &quot;minimum clean&quot; speed (the slowest speed you can safely fly with no flaps deployed), something around 200-220 knots usually. The approach procedure will have you descend to a suitable ILS intercept altitude, typically about 2000-3000 ft AGL. Make sure you have the correct ILS frequency set, that the ground spoilers are armed, and that you have selected a suitable autobrake setting. As you turn onto your intercept heading, slow down to your initial approach speed (160-180 knots should work fine), and set flaps accordingly, and arm APP on the autopilot. Watch the aircraft intercept first the localizer, and then the glideslope. Once established on the glideslope, deploy landing gear. As you approach the outer marker (5 miles out), slow down to final approach speed (usually Vref + 10 knots), and deploy landing flaps.  <br /> <br />  Now you have the choice between autoland and landing manually.  <br /> <br /> ==== Autoland   ====<br /> For autoland, I believe all you have to do is watch the aircraft fly itself down to minimums, flare, align, retard, and touch down. Once on the ground, select reversers and set reverse thrust, verify that the ground spoilers and brakes are deploying, and use rudder to maintain centerline. At 60 knots, retard the throttles to reverse idle, and take over manual braking (the autobrakes should automatically disengage as soon as you touch the brakes). At 40 knots ground speed, disable thrust reversers; you may now take a high-speed exit while slowing down to taxi speed, or slow down further on the runway before taking a sharp exit. While vacating the runway, retract flaps, and switch off landing lights.  <br /> <br /> ==== Manual Landing  ====<br /> For a manual landing, the procedure is the same, except you disengage autopilot and autothrottle at some point during the approach - 1000 ft AGL is a good moment, but you can do it earlier if you want. Use pitch to control speed, throttle to control descent rate; keep airspeed at Vref + 10, and sink rate such that you stay on the ILS glideslope. Once you have a good visual of the runway, transition to a visual approach, using PAPI lights as your descent reference (two red, two white means you're on the glideslope). You should cross the runway threshold some 100-200 ft AGL, with some residual thrust on the engines (say 40-60% or so), a slight nose-up attitude, and a sink rate around 1000 fpm or so. At a suitable altitude (typically 50-100 ft AGL), retard the throttles; use pitch to arrest the descent - down to zero if you want a &quot;butter&quot; landing, or keep a little bit of sink rate if you want a safer, firmer landing. The aircraft should now just sink into the runway, main landing gear first. From here, the procedure is the same as above.<br /> <br /> === TakeOff ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> For the takeoff: Configure autobrake (RTO, &quot;rejected takeoff&quot;), flaps and trim, line up, arm A/T (the flip switches next to the speed selection on the glare-shield panel), and rotate the speed selector to a suitable departure speed - at least V2, but typically something like 200-250 knots. This is to make sure that when the autothrottle kicks in, it keeps setting takeoff thrust at least until you have achieved V2. Set a suitable lateral mode on the autopilot: LNAV if you're flying an FMS flight plan, otherwise probably HDG. Revv up the engines to 40%, wait until they stabilize, then set takeoff thrust. At the &quot;rotate&quot; callout, pitch up; watch the vertical speed, as soon as it's consistently positive for 1 second, gear up. Maintain center-line and an attitude that keeps you speeding up to V2. Engage autopilot a couple hundred feet AGL, or later if you prefer hand-flying the aircraft a bit longer.  <br /> <br /> ===Fuel Controls===<br /> ====Jettisonning fuel====<br /> Select the &quot;Fuel&quot; display on the MFD to monitor the fuel jettisoning. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure the fuel jettison system. In Auto mode, fuel will be jettisoned until the plane is weighing less than the maximum landing weight (MLW). When pulling the &quot;Fuel to remain&quot; selector, the pilot can increase or decrease the amount of fuel to remain. This can be handy to e.g. further reduce the amount of fuel to minimize the risk of a fire during a crash landing, or keep more fuel available to be able to reach the diversion airport. The jettison system will always ensure a minimum amount of fuel remains available in the left and right wing tanks, so jettisoning until the tanks are empty is not possible.<br /> <br /> ====Crossfeed====<br /> In case of a fuel imbalance (e.g. due to a leak or extensive use of one engine), the &quot;cross feed&quot; system can be used to equalize the fuel levels in both wing tanks. Fuel cannot be crossfed from/to the center fuel tank. Before attempting to crossfeed fuel, always ensure that no leak is present in the affected tank to prevent an unwanted loss of extra fuel (see e.g. Air Transat flight 236&lt;ref&gt;https://en.wikipedia.org/wiki/Air_Transat_Flight_236&lt;/ref&gt;). To start the crossfeed process, select the &quot;Fuel&quot; display on the MFD to monitor fuel levels. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure fuel transfer between left and right fuel tanks. Enable both crossfeed switches on the overhead panel. Once they are fully open (green on the Fuel page on the MFD), disable the fuel pumps of the tank with the least amount of fuel. The associated engine will now use fuel from the other fuel tank. Once the levels are close to equal, enable the fuel pumps of the disabled tank again and once they are running, close the crossfeed valves. Keep monitoring fuel levels to detect a potential fuel leak and divert to an alternate airport if insufficient fuel remains to reach the destination safely.<br /> <br /> ===Autopilot===<br /> ====Bank Angle====<br /> a) position 0 activates the automatic bank limiter (limit based on airspeed)&lt;br&gt;<br /> b) any other position sets a constant bank limit, 5, 10, 15, 20, 25&lt;br&gt;<br /> c) for speeds below V2+15 use 15 degree bank limit&lt;br&gt;During normal operations, this switch should be kept in its &quot;auto&quot; setting.<br /> <br /> ===Tiller===<br /> '''Important notice:''' as of FlightGear 2.4.0, the 777 has tiller steering, just like the real aircraft where the pedals only turn the nose wheel by a few degrees - to achieve optimal precision during takeoffs and landings. Use the tiller (777-200ER &gt; Tiller Steering) dialog to steer during taxiing.<br /> * You can also connect a separate joystick axis to the tiller control - just like in the real aircraft, where there is a separate control wheel.<br /> *Finally, you can also disable the separate tiller control and revert to the unrealistic behaviour of using pedals only to completely control the nose wheel (see 777-200ER &gt; Tiller Steering dialog).<br /> <br /> ===Walker===<br /> Walker implementation<br /> {{#ev:youtube|GriEXRsr5q8}}<br /> <br /> ==Tutorials==<br /> <br /> ===Flights===<br /> <br /> [[File:Stars-2.png|100px]]'''[[Boeing_777_TutoriaI/KATL-KMIA | Atlanta to Miami]]'''<br /> <br /> [[File:Stars-3.png|100px]]'''[[Boeing_777-200_TutoriaI/KSFO-KLAX | San Fransisco to Los Angeles]]'''<br /> <br /> '''VATSIM Cross the pond 2020 - preflight, takeoff and climbout''' <br /> {{#ev:youtube|lZscu3THPJU}}<br /> <br /> ===Outdated/Not Maintained===<br /> You can see a guide on how to fly this plane for Flightgear 2.0 at [[Boeing 777 Tutorial: Version 2.0.]].<br /> <br /> == Liveries==<br /> All FlightGear liveries are available at [http://liveries.flightgear.org FlightGear Liveries].<br /> <br /> ==Variants==<br /> ===Boeing 777-200 ===<br /> [[File:COA777.jpg|thumb|270px|[[Boeing 777-200]] in Continental livery]]<br /> The '''Boeing 777-200''' ('''772A''') was the initial A-market model of the [[Boeing 777]]. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 505,000 to 545,000 pounds (229 to 247 tonnes) and range capability between 3,780 and 5,235 nautical miles (7,000 to 9,695 km).<br /> <br /> ===Boeing 777-200LR===<br /> [[File:777-200LR Alaska.jpg|270px||thumb|777-200LR in CathayPacific Colors above Alaska]]<br /> The '''Boeing 777-200LR''' (&quot;LR&quot; for Longer Range), a variant of the [[Boeing 777]], became the world's longest-range commercial [[airliner]] when it entered service in 2006. Boeing named this aircraft the ''Worldliner'', highlighting its ability to connect almost any two airports in the world. It holds the world record for the longest nonstop flight by a commercial airliner, and has a maximum range of 9,380 nautical miles (17,370 km). The 777.200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.&lt;ref&gt;[http://en.wikipedia.org/wiki/Boeing_777 Boeing 777] (Wikipedia)&lt;/ref&gt;<br /> <br /> ===Boeing 777-300===<br /> The -300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration. The 777-300ER (&quot;ER&quot; for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks. <br /> <br /> ===Boeing 777-F===<br /> [[File:777F.png|270px||thumb|777-F]]<br /> The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747-200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried. As the aircraft promises improved operating economics compared to existing freighters, airlines have targeted the 777F as a replacement for older freighters including the [[747-200]]F and [[MD-11]]F.<br /> The 777 for Flightgear is based on [[777-200]] developed by Justin Smithies, Syd Adams.<br /> <br /> ==External links==<br /> *[[sourceforge:projects/xpc-777|Boeing 777 aircraft systems simulator]] (not too relevant, X-Plane only support, last updated in 2007, AND: written in LISP!!!)<br /> *[http://www.theairlinepilots.com/forum/viewforum.php?f=32 Airline Pilots 777 forum] Detailled info on procedures, manuals and documents<br /> *[http://www.smartcockpit.com/plane/BOEING/B777.html Smart cockpît Boeing 777] manuals and procedures<br /> *[https://archive.org/details/Boeing777FlightManual Flight manual]<br /> <br /> [[fr:Boeing 777]]<br /> {{Boeing}}<br /> [[Category:Red Griffin ATC compatible aircraft]]<br /> <br /> &lt;references /&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_777&diff=144291 2026-05-03T03:02:08Z

<p>Octal450: /* Engines */</p> <hr /> <div>{{note|The 777 is undergoing restructuring with new JSBSim flight dynamics.}}<br /> {{:{{PAGENAME}}/info}}<br /> {{screenshot cat<br /> | category = Boeing 777 screenshots<br /> | subject = the Boeing 777<br /> | image = CAS777.png<br /> }}<br /> The '''Boeing 777''' is a long-range, wide-body twin-engine airliner built by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the &quot;Triple Seven&quot;, it can carry between 283 and 368 passengers in a three-class configuration and has a range from 5,235 to 9,450 [[nautical mile]]s (9,695 to 17,500 km). Distinguishing features of the 777 include the six wheels on each main landing gear, its circular fuselage cross section, the largest diameter turbofan engines of any aircraft, the pronounced &quot;neck&quot; aft of the flight deck, and the blade-like tail cone.<br /> <br /> As of May 2008, 56 customers have placed orders for 1,080 777s. Direct market competitors to the 777 are the [[Airbus A330-300]], [[Airbus A340|A340]], and some variants of the [[Airbus A350 XWB|A350 XWB]]. <br /> <br /> <br /> == Systems ==<br /> <br /> The Boeing 777 is an advanced fly-by-wire aircraft, and the systems are moderately complicated. <br /> <br /> === Brief Overview ===<br /> The video below is a brief introduction of the Boeing 777's new system of the new Seattle Project working with FlightGear Version 3.2 Test Release.<br /> <br /> {{#ev:youtube|EoNQ1NpcnMw}}<br /> <br /> From the forum : &lt;blockquote&gt;&quot;For anyone who might be interested, our discord server for 777 development is now open to everyone - both developers and flyers! You're welcomed to discuss everything about this craft in this server, including posting screenshots, reporting bugs, posting suggestions for development, or contributing directly to this plane here.&quot; [https://discord.gg/k5RXxFgGDA Discord Channel] &lt;/blockquote&gt;<br /> <br /> === Controls ===<br /> The Boeing 777 series are fly-by-wire aircraft and like all Boeing aircraft have yokes. The signals are sent electrically to the hydraulic actuators which move the control surfaces. The fly-by-wire system has been simulated within the limitations of YAsim.<br /> <br /> - Roll Control Law with attitude holding and bank angle protection<br /> <br /> - C*U Pitch Law and Trim Ref function with Flare Mode and Autotrim<br /> <br /> - Rudder Ratio, Yaw Damper and Turn Coordinator<br /> <br /> === Engines ===<br /> {{aero-stub|section=1}}<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Model<br /> ! 777-200 !! 777-200ER !! 777-200LR !! 777F !! 777-300 !! 777-300ER<br /> |-<br /> ! Engines (Turbofans)<br /> | [https://en.wikipedia.org/wiki/General_Electric_GE90 GE90-76B] or [https://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW4000 PW4077] or [https://en.wikipedia.org/wiki/Rolls-Royce_Trent_800 RR Trent 877] || GE90-94B or PW4090 or RR Trent 895 || GE90-110B1 || GE90-110B1 || PW4090 or RR Trent 892 || GE90-115B<br /> |-<br /> ! Max Thrust<br /> | 81,070 lbf (361 kN) || 97,300 lbf (433 kN) || 110,760 lbf (493 kN) || 110,760 lbf (493 kN) || 91,450lbf (407 kN) || 115,300 lbf (513 kN)<br /> |}<br /> <br /> === Electrical ===<br /> The Boeing 777 has a basic electrical system implemented. There are plans to improve it in 2026. Enable the battery to gain access to the flight displays. Use ground power or the APU to have sufficient power to start the engines. The engines provide electrical power in flight. The APU can provide backup electrical power in case of an engine failure. The Ram Air Turbine (RAT) has yet to be implemented.<br /> === Hydraulic ===<br /> The current Boeing 777 hydraulics systems have been implemented to a high level. Most functions are working as per the Flight Crew Operational Manual (FCOM) as of December 2025.<br /> <br /> The hydraulic systems can (and must) be fully controlled via the 3D cockpit switches on the overhead panel. As in real life, the following behavior should be expected:<br /> * The Left hydraulic system is powered by a primary engine driven pump (EDP) and supplemented by an on-demand Electric motor pump (ACMP). It operates the wing &amp; tail flight controls (ailerons, elevators, rudder) and left thrust reverser operation.<br /> * The Right system is similary powered by by a primary EDP from the right engine and supplemented by a demand ACMP. It operates flight controls, right thrust reverser operation and the normal brakes system.<br /> * The Center system is powered by two primary ACMP's and supplemented by two demand air turbine-driven pumps (ADP). It operates the landing gear actuation, nose &amp; main gear steering, flaps &amp; slats, flight controls and the reserve brake system.<br /> The lower EICAS (Multi Functional Display - MFD) provides a good insight in the hydraulics systems and is fully animated. Enable it by pressing the &quot;HYD&quot; switch on the right hand EFIS panel on the glareshield.<br /> <br /> When no engine is running, the APU (if running) and/or Ground Power (if connected and activated) can provide power to the electric pumps. When a single source of electric power is available, some pumps will be load shed.<br /> <br /> During normal operation, the primary pumps of each system will be running and providing hydraulic power to the different systems. When a higher demand is requested (e.g. landing gear retraction, flaps or reverser deployment...) the demand pump(s) of the associated system might come on and provide additional pressure to the system. When the aircraft detects a takeoff (thrust setting &gt;=40% N1), the pumps will enter takeoff mode: next to the primary pumps, all demand pumps will be turned on to anticipate high demand for gear and flaps retraction and/or high brake and reverser demand in the case of a rejected takeoff. Similarly, when the plane detects a final approach (gear down or flaps &gt;= 15), the hydraulics systems will enter Landing mode: both engine demand pumps and the C1 demand pump will be switched on until the plane has landed and two minutes have passed or hydraulics demand (flaps retraction...) is low, whichever is later. It will also deactivate in case of a go around and be armed again when detecting a potential landing again.<br /> <br /> Three hydraulic fluid reservoirs are providing fluid to the respective hydraulics systems. If the user wants, they can enable fluid depletion in the 777 &gt; &quot;Aircraft settings&quot; menu. If fluid depletion is enabled, a slow amount of fluid will disappear whenever the system is under high demand and/or certain conditions are met, to simulate small leaks by wear and tear as in real life. The fluid levels can be checked in the 777 &gt; &quot;Ground services&quot; menu and can be replenished again when the aircraft is on the ground. On the MFD a scale of the current fluid is shown for each reservoir. Be aware that this shows the fluid level compared to the standpipe level that provides fluid to some of the pumps. If the scale reads 0.00, there might still be fluid left in the system that is available to some of the pumps (left/right system: engine demand pumps, center system: primary C1 pump), to provide emergency power to the system. When actively running a pump for more than 10 seconds without fluid, it will overheat and become inoperational. When fluid is replenished, it can be reactivated after it has cooled down again (in real operations replenishing fluid is done during the preflight ground procedures, and an empty reservoir will always trigger an extended revision to check for leaks). Hydraulic leaks can be simulated by setting the property &quot;consumables/hydraulics/reservoir[x]/Leak&quot; to anything above 0. The higher the number and the more pressure in the system, the faster the hydraulic fluid will leak. These properties will be activated automatically when a fault system is implemented on the aircraft at a later time.<br /> <br /> During normal operations, always make sure that the right hydraulics system is pressured first and depressured last before enabling the center system hydraulic pumps, otherwise hydraulic fluid might transfer between the right and center system via the brakes, resulting in a potential overfill or unwanted drainage of any of these systems. When no hydraulic pressure is available in the right (normal brakes) or center (alternate/reserve brakes) system, the brake accumulator will provide brake pressure when it is sufficiently charged. Its charge can be seen below the PFD of the captain. When parking the plane for an extended period of time, the brake accumulator will very slowly lose pressure to maintain the parking brakes. After about 8-10 hours, the brakes might release because the pressure has dropped too low. When the parking brake is released because of lack of accumulator pressure, this will not be clear to the flight crew: the &quot;Parking Brake Set&quot; indication will remain lit but the brakes will not be operational. If storing the plane for a long time, make sure to use wheel chocks to secure the plane. The brake accumulator pressure is stored between FlightGear sessions if the &quot;store fuel levels&quot; option has been ticked in the 777 &gt; &quot;Aircraft settings&quot; menu.<br /> <br /> The hydraulic system will be further improved after a few other systems have been improved, these improvements are still in planning as of December 2025:<br /> <br /> * Ram Air Turbine is not implemented yet: backbones are in place, but actual RAT model and deployment need further development (requires new 3D model, requires improved electrical system)<br /> * Implement main gear passive steering during pushback (current implementation uses active steering)<br /> * Implement fault system to the 777, so random leaks/issues can occur<br /> * Implement auto control failure (requires fault system)<br /> * Improve air driven pumps simulation (requires functional Air System)<br /> * Improve pump overheat simulation (requires fault system)<br /> * Improve primary C2 pump load shedding (requires improved electrical system)<br /> * Improve L/R shutoff valve operation (requires fault + engine fire system)<br /> * Apply hydraulic power to individual flight control surfaces and model flight dynamics effects (requires new 3D model and FDM)<br /> <br /> === Autopilot ===<br /> [[File:777-300-APpanel.png|thumb|270px|777-300 Autopilot]]<br /> The 777 autopilot can be fully controlled using the 3D cockpit switches. For FG2.4.0 use left and middle mouse buttons to turn any switches left/right. For FG2.5.0 and newer, you can use the mouse scroll wheel on all cockpit knobs.An Autoland system is available as of v2.6.0<br /> <br /> You can also use the 777's built-in autopilot tutorial to learn about the different switches.<br /> <br /> Autopilot controls, from left to right, top to bottom:<br /> * '''A/P''' - Autopilot engage/disengage button<br /> * '''F/D''' - Flight director (the pink lines that show up on your attitude indicator)<br /> * '''A/T ARM (L/R)''' - Arm/disarm autothrottle for left/right engines. Must be armed to enable autothrottle for the respective engine.<br /> * '''CLB CON''' - Continue climbing using the vertical speed the plane was at, when this setting was first engaged<br /> * '''A/T''' - Autothrottle engage/disengage button. Like the real 777, the autothrottle is independent from the main autopilot, so autothrottle also also works when the autopilot is disabled (Note: this was different for FG2.0 and earlier!).<br /> * '''IAS &lt;&gt; MACH''' - Switch between IAS speed mode and Mach number speed mode<br /> * '''IAS window''' - Set your desired IAS speed or Mach speed here<br /> * '''LNAV''' - Tells the autopilot to follow the Route Manager settings laterally (control the heading).<br /> * '''VNAV''' - Same as LNAV, except vertically (control the altitude). The autopilot will climb to the flight level you set in the Route Manager (in the input field or at a specified waypoint).<br /> * '''FLCH''' - Flight Level Change, set the altitude and press FLCH to climb or descent to designated flight level. Thrust is set to a fixed value, speed is controled with pitch.<br /> * '''A/P DISENGAGE''' - Dedicated autopilot disengage button (click twice). It serves as an easy to reach &quot;emergency disengage&quot; button.<br /> * '''HDG &lt;&gt; TRK''' - Switch between heading bug and course track<br /> * '''HDG window''' - Set your desired heading or course track here.<br /> * '''HDG select''' - Engage/disengage heading or course hold mode and maintain SELECTED heading (FG2.5.0 and newer).<br /> * '''Bank limits''' (AUTO/5/10/15/20/25) - Define banking limits for turning, i.e. 5 for gentle turns at cruising altitude, 25 for good maneuverability at lower speeds; auto will be fine in most cases.<br /> * '''HOLD''' - Engage/disengage heading or course hold mode and maintain CURRENT aircraft heading.<br /> * '''V/S &lt;&gt; FPA''' - Switch between Vertical Speed and Flight Path Angle<br /> * '''V/S window''' - Set your desired Vertical Speed or Flight Path Angle<br /> * '''VS/FPA''' - Engage/disengage Vertical Speed/Flight Path Angle hold mode<br /> * '''ALTITUDE window''' - Set your desired altitude here<br /> * '''Altitude selection''' (AUTO/1000) - Switch between automatic incrementing (AUTO) and incrementing by the thousands (1000)- this setting only helps when selecting the altitude via the knobs, this won't apply if using the Autopilot Settings dialog<br /> * '''HOLD''' - Engage/disengage altitude hold mode<br /> * '''LOC''' - Track LOCALIZER, flying by the heading given by the localizer<br /> * '''APP''' - Arm the ILS localizer and glideslope (laterally and vertically). Any current AP mode (HDG and ALTITUDE HOLD) remains active, until the NAV receiver captures the localizer or glideslope.<br /> * '''A/P''' - Engage/disengage autopilot<br /> * '''F/D''' - Flight director<br /> ==== How to use ====<br /> * '''Default mode of when autopilot engage'''<br /> HDG HOLD mode: Maintain heading when engage.<br /> ATT mode: If bank angle exceeds 5deg when engaged, keep that bank angle. (there's bug, will be fixed)<br /> VS mode: using vs value when engaged.<br /> If FD mode was engaged, mode is inherited.<br /> <br /> * '''Mode'''<br /> Lateral control<br /> <br /> HDG HOLD: keep set heading.<br /> HDG SEL: follow the heading set on counter. Change value when HDG HOLD or press SEL button when other mode such as VNAV, LOC mode. Once reach to setting heading change to HDG HOLD.<br /> LNAV: follow the activated route.<br /> LOC: when arming, keep previous mode and then capture LOCALIZER, follow that course.<br /> <br /> Vertical control<br /> <br /> VS : keep targeted vertical speed to reach selected altitude.<br /> FLCH : keep fixed climb thrust or flight idle and control the pitch to maintain speed thus vertical speed varies.<br /> VNAV : Follow the FMS target altitude and thrust.<br /> ALT HOLD : When you press HOLD button, keep altitude when button pressed. Counter value does not change. Once VS of FLCH reaches targeted altitude, it holds that altitude.<br /> <br /> === Flight Management Computer ===<br /> {{aero-stub|section=1}}<br /> <br /> ==Aircraft Help==<br /> The developers recommend using the in-sim checklists (accessible via the menu: Help &gt; Aircraft Checklists) instead of the checklist below.<br /> <br /> === Start Procedure (Fast)===<br /> * Go to Equipment &gt; Fuel and Payload and set your fuel amounts and make sure your tanks are selected<br /> * Right-click twice to get into the move view mode and look at the overhead panel then click all the electrical buttons until they are all lit up<br /> * Hold the 's' button for 10 seconds or until the engines are running at idle.<br /> <br /> === Start Procedure (Extended Version) ===<br /> '''0. remember to'''&lt;br&gt;<br /> ''a) set the correct QNH (pressure) when below transition level&lt;br&gt;<br /> b) set the fuel to a proper level in each tank (so you dont mess with the sliders when airborne)&lt;br&gt;<br /> c) you can use ctrl+c to reveal all usable buttons and knobs''&lt;br&gt;<br /> <br /> '''1. prepare systems'''&lt;br&gt;<br /> a) turn on the battery, taxi lights and panel lights if you need it (button is placed)<br /> to tle left, left from the BCN light button.&lt;br&gt;<br /> b) turn the APU knob clockwise (the knob next to the APU GEN), wait 1min for it to start-up&lt;br&gt;<br /> b1) set APU knob to the middle position&lt;br&gt;<br /> c) turn on all 4 hydraulic pumps/valves. 2 in the center are for the flaps and spoilers (both&lt;br&gt;<br /> pumps MUST be enabled), the same with the other two, they are for landing gear. the<br /> buttons are between electrical and fuel part of the panel.<br /> <br /> '''2. prepare engines'''&lt;br&gt;<br /> a) start fuel pumps. there are 6: 2 for each tank. to enable fuel flow from a tank, you have<br /> to enable BOTH (just like with the hydraulics) pumps.&lt;br&gt;<br /> b) enable the engine starters (you can turn on both one after another, but thats not really realistic)&lt;br&gt;<br /> c) after N1 reach ~45, engine should be running on its own, self sustaining, fuel cutoff valves open<br /> automatically. eicas shows up a message that L(R) ENG STARTER is on.&lt;br&gt;<br /> d) turn on both engine generators&lt;br&gt;<br /> e), turn off APU (knob position 1) and BAT&lt;br&gt;<br /> <br /> === Landing ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> Landing speeds: with a large airliner like the 777, the landing reference speed (Vref) depends hugely on weight. Between operating empty and max landing weight, there is a 50% difference, and clearly a landing speed that works well for a 140-ton aircraft is going to have you drop out of the sky when you weigh 210 tons; and conversely, the right landing weight at 210 tons is going to make your float or nosewheel-strike when you're landing empty.  <br /> <br /> So what you need to do is find a resource for those landing speeds. Real-life pilots get a preliminary calculation from their dispatchers, who use dedicated software to calculate all the landing parameters; but it can also be done using tables from the FCOM, and in most modern airliners, the FMS can do the calculation as well.  <br /> <br /> The same goes for the takeoff. Here, the crucial speeds are V1, Vr, and V2. V1 is the &quot;safe rejection speed&quot;: until V1 is reached, the aircraft can be brought to a full stop safely within the available remaining takeoff distance; once you're faster than V1, rejecting the takeoff may lead to an accident, and you are committed to the takeoff except for very severe problems (like losing both engines, loss of control, or a fire). Vr is the &quot;rotation speed&quot;: this is the ideal speed to pull up the nose to initiate the liftoff. V2 is the &quot;safe single-engine climb speed&quot;: after liftoff, your goal is to attain this speed ASAP, so that loss of one engine does not compromise the aircraft's ability to meet the minimum climb requirements for this takeoff.  <br /> <br />  In the FG 777, all these speeds are calculated automatically, and displayed on the PFD speed tape; Vref is shown as REF.  <br /> <br /> For the landing: Use the initial approach segment to slow down to your initial approach speed; typically, this would be your &quot;minimum clean&quot; speed (the slowest speed you can safely fly with no flaps deployed), something around 200-220 knots usually. The approach procedure will have you descend to a suitable ILS intercept altitude, typically about 2000-3000 ft AGL. Make sure you have the correct ILS frequency set, that the ground spoilers are armed, and that you have selected a suitable autobrake setting. As you turn onto your intercept heading, slow down to your initial approach speed (160-180 knots should work fine), and set flaps accordingly, and arm APP on the autopilot. Watch the aircraft intercept first the localizer, and then the glideslope. Once established on the glideslope, deploy landing gear. As you approach the outer marker (5 miles out), slow down to final approach speed (usually Vref + 10 knots), and deploy landing flaps.  <br /> <br />  Now you have the choice between autoland and landing manually.  <br /> <br /> ==== Autoland   ====<br /> For autoland, I believe all you have to do is watch the aircraft fly itself down to minimums, flare, align, retard, and touch down. Once on the ground, select reversers and set reverse thrust, verify that the ground spoilers and brakes are deploying, and use rudder to maintain centerline. At 60 knots, retard the throttles to reverse idle, and take over manual braking (the autobrakes should automatically disengage as soon as you touch the brakes). At 40 knots ground speed, disable thrust reversers; you may now take a high-speed exit while slowing down to taxi speed, or slow down further on the runway before taking a sharp exit. While vacating the runway, retract flaps, and switch off landing lights.  <br /> <br /> ==== Manual Landing  ====<br /> For a manual landing, the procedure is the same, except you disengage autopilot and autothrottle at some point during the approach - 1000 ft AGL is a good moment, but you can do it earlier if you want. Use pitch to control speed, throttle to control descent rate; keep airspeed at Vref + 10, and sink rate such that you stay on the ILS glideslope. Once you have a good visual of the runway, transition to a visual approach, using PAPI lights as your descent reference (two red, two white means you're on the glideslope). You should cross the runway threshold some 100-200 ft AGL, with some residual thrust on the engines (say 40-60% or so), a slight nose-up attitude, and a sink rate around 1000 fpm or so. At a suitable altitude (typically 50-100 ft AGL), retard the throttles; use pitch to arrest the descent - down to zero if you want a &quot;butter&quot; landing, or keep a little bit of sink rate if you want a safer, firmer landing. The aircraft should now just sink into the runway, main landing gear first. From here, the procedure is the same as above.<br /> <br /> === TakeOff ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> For the takeoff: Configure autobrake (RTO, &quot;rejected takeoff&quot;), flaps and trim, line up, arm A/T (the flip switches next to the speed selection on the glare-shield panel), and rotate the speed selector to a suitable departure speed - at least V2, but typically something like 200-250 knots. This is to make sure that when the autothrottle kicks in, it keeps setting takeoff thrust at least until you have achieved V2. Set a suitable lateral mode on the autopilot: LNAV if you're flying an FMS flight plan, otherwise probably HDG. Revv up the engines to 40%, wait until they stabilize, then set takeoff thrust. At the &quot;rotate&quot; callout, pitch up; watch the vertical speed, as soon as it's consistently positive for 1 second, gear up. Maintain center-line and an attitude that keeps you speeding up to V2. Engage autopilot a couple hundred feet AGL, or later if you prefer hand-flying the aircraft a bit longer.  <br /> <br /> ===Fuel Controls===<br /> ====Jettisonning fuel====<br /> Select the &quot;Fuel&quot; display on the MFD to monitor the fuel jettisoning. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure the fuel jettison system. In Auto mode, fuel will be jettisoned until the plane is weighing less than the maximum landing weight (MLW). When pulling the &quot;Fuel to remain&quot; selector, the pilot can increase or decrease the amount of fuel to remain. This can be handy to e.g. further reduce the amount of fuel to minimize the risk of a fire during a crash landing, or keep more fuel available to be able to reach the diversion airport. The jettison system will always ensure a minimum amount of fuel remains available in the left and right wing tanks, so jettisoning until the tanks are empty is not possible.<br /> <br /> ====Crossfeed====<br /> In case of a fuel imbalance (e.g. due to a leak or extensive use of one engine), the &quot;cross feed&quot; system can be used to equalize the fuel levels in both wing tanks. Fuel cannot be crossfed from/to the center fuel tank. Before attempting to crossfeed fuel, always ensure that no leak is present in the affected tank to prevent an unwanted loss of extra fuel (see e.g. Air Transat flight 236&lt;ref&gt;https://en.wikipedia.org/wiki/Air_Transat_Flight_236&lt;/ref&gt;). To start the crossfeed process, select the &quot;Fuel&quot; display on the MFD to monitor fuel levels. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure fuel transfer between left and right fuel tanks. Enable both crossfeed switches on the overhead panel. Once they are fully open (green on the Fuel page on the MFD), disable the fuel pumps of the tank with the least amount of fuel. The associated engine will now use fuel from the other fuel tank. Once the levels are close to equal, enable the fuel pumps of the disabled tank again and once they are running, close the crossfeed valves. Keep monitoring fuel levels to detect a potential fuel leak and divert to an alternate airport if insufficient fuel remains to reach the destination safely.<br /> <br /> ===Autopilot===<br /> ====Bank Angle====<br /> a) position 0 activates the automatic bank limiter (limit based on airspeed)&lt;br&gt;<br /> b) any other position sets a constant bank limit, 5, 10, 15, 20, 25&lt;br&gt;<br /> c) for speeds below V2+15 use 15 degree bank limit&lt;br&gt;During normal operations, this switch should be kept in its &quot;auto&quot; setting.<br /> <br /> ===Tiller===<br /> '''Important notice:''' as of FlightGear 2.4.0, the 777 has tiller steering, just like the real aircraft where the pedals only turn the nose wheel by a few degrees - to achieve optimal precision during takeoffs and landings. Use the tiller (777-200ER &gt; Tiller Steering) dialog to steer during taxiing.<br /> * You can also connect a separate joystick axis to the tiller control - just like in the real aircraft, where there is a separate control wheel.<br /> *Finally, you can also disable the separate tiller control and revert to the unrealistic behaviour of using pedals only to completely control the nose wheel (see 777-200ER &gt; Tiller Steering dialog).<br /> <br /> ===Walker===<br /> Walker implementation<br /> {{#ev:youtube|GriEXRsr5q8}}<br /> <br /> ==Tutorials==<br /> <br /> ===Flights===<br /> <br /> [[File:Stars-2.png|100px]]'''[[Boeing_777_TutoriaI/KATL-KMIA | Atlanta to Miami]]'''<br /> <br /> [[File:Stars-3.png|100px]]'''[[Boeing_777-200_TutoriaI/KSFO-KLAX | San Fransisco to Los Angeles]]'''<br /> <br /> '''VATSIM Cross the pond 2020 - preflight, takeoff and climbout''' <br /> {{#ev:youtube|lZscu3THPJU}}<br /> <br /> ===Outdated/Not Maintained===<br /> You can see a guide on how to fly this plane for Flightgear 2.0 at [[Boeing 777 Tutorial: Version 2.0.]].<br /> <br /> == Liveries==<br /> All FlightGear liveries are available at [http://liveries.flightgear.org FlightGear Liveries].<br /> <br /> ==Variants==<br /> ===Boeing 777-200 ===<br /> [[File:COA777.jpg|thumb|270px|[[Boeing 777-200]] in Continental livery]]<br /> The '''Boeing 777-200''' ('''772A''') was the initial A-market model of the [[Boeing 777]]. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 505,000 to 545,000 pounds (229 to 247 tonnes) and range capability between 3,780 and 5,235 nautical miles (7,000 to 9,695 km).<br /> <br /> ===Boeing 777-200LR===<br /> [[File:777-200LR Alaska.jpg|270px||thumb|777-200LR in CathayPacific Colors above Alaska]]<br /> The '''Boeing 777-200LR''' (&quot;LR&quot; for Longer Range), a variant of the [[Boeing 777]], became the world's longest-range commercial [[airliner]] when it entered service in 2006. Boeing named this aircraft the ''Worldliner'', highlighting its ability to connect almost any two airports in the world. It holds the world record for the longest nonstop flight by a commercial airliner, and has a maximum range of 9,380 nautical miles (17,370 km). The 777.200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.&lt;ref&gt;[http://en.wikipedia.org/wiki/Boeing_777 Boeing 777] (Wikipedia)&lt;/ref&gt;<br /> <br /> ===Boeing 777-300===<br /> The -300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration. The 777-300ER (&quot;ER&quot; for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks. <br /> <br /> ===Boeing 777-F===<br /> [[File:777F.png|270px||thumb|777-F]]<br /> The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747-200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried. As the aircraft promises improved operating economics compared to existing freighters, airlines have targeted the 777F as a replacement for older freighters including the [[747-200]]F and [[MD-11]]F.<br /> The 777 for Flightgear is based on [[777-200]] developed by Justin Smithies, Syd Adams.<br /> <br /> ==External links==<br /> *[[sourceforge:projects/xpc-777|Boeing 777 aircraft systems simulator]] (not too relevant, X-Plane only support, last updated in 2007, AND: written in LISP!!!)<br /> *[http://www.theairlinepilots.com/forum/viewforum.php?f=32 Airline Pilots 777 forum] Detailled info on procedures, manuals and documents<br /> *[http://www.smartcockpit.com/plane/BOEING/B777.html Smart cockpît Boeing 777] manuals and procedures<br /> *[https://archive.org/details/Boeing777FlightManual Flight manual]<br /> <br /> [[fr:Boeing 777]]<br /> {{Boeing}}<br /> [[Category:Red Griffin ATC compatible aircraft]]<br /> <br /> &lt;references /&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_777&diff=144290 2026-05-03T02:52:43Z

<p>Octal450: /* Engines */</p> <hr /> <div>{{note|The 777 is undergoing restructuring with new JSBSim flight dynamics.}}<br /> {{:{{PAGENAME}}/info}}<br /> {{screenshot cat<br /> | category = Boeing 777 screenshots<br /> | subject = the Boeing 777<br /> | image = CAS777.png<br /> }}<br /> The '''Boeing 777''' is a long-range, wide-body twin-engine airliner built by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the &quot;Triple Seven&quot;, it can carry between 283 and 368 passengers in a three-class configuration and has a range from 5,235 to 9,450 [[nautical mile]]s (9,695 to 17,500 km). Distinguishing features of the 777 include the six wheels on each main landing gear, its circular fuselage cross section, the largest diameter turbofan engines of any aircraft, the pronounced &quot;neck&quot; aft of the flight deck, and the blade-like tail cone.<br /> <br /> As of May 2008, 56 customers have placed orders for 1,080 777s. Direct market competitors to the 777 are the [[Airbus A330-300]], [[Airbus A340|A340]], and some variants of the [[Airbus A350 XWB|A350 XWB]]. <br /> <br /> <br /> == Systems ==<br /> <br /> The Boeing 777 is an advanced fly-by-wire aircraft, and the systems are moderately complicated. <br /> <br /> === Brief Overview ===<br /> The video below is a brief introduction of the Boeing 777's new system of the new Seattle Project working with FlightGear Version 3.2 Test Release.<br /> <br /> {{#ev:youtube|EoNQ1NpcnMw}}<br /> <br /> From the forum : &lt;blockquote&gt;&quot;For anyone who might be interested, our discord server for 777 development is now open to everyone - both developers and flyers! You're welcomed to discuss everything about this craft in this server, including posting screenshots, reporting bugs, posting suggestions for development, or contributing directly to this plane here.&quot; [https://discord.gg/k5RXxFgGDA Discord Channel] &lt;/blockquote&gt;<br /> <br /> === Controls ===<br /> The Boeing 777 series are fly-by-wire aircraft and like all Boeing aircraft have yokes. The signals are sent electrically to the hydraulic actuators which move the control surfaces. The fly-by-wire system has been simulated within the limitations of YAsim.<br /> <br /> - Roll Control Law with attitude holding and bank angle protection<br /> <br /> - C*U Pitch Law and Trim Ref function with Flare Mode and Autotrim<br /> <br /> - Rudder Ratio, Yaw Damper and Turn Coordinator<br /> <br /> === Engines ===<br /> {{aero-stub|section=1}}<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Model<br /> ! 777-200 !! 777-200ER !! 777-200LR !! 777F !! 777-300 !! 777-300ER<br /> |-<br /> ! Engines (Turbofans)<br /> | [https://en.wikipedia.org/wiki/General_Electric_GE90 GE90-77B] or [https://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW4000 PW4077] or [https://en.wikipedia.org/wiki/Rolls-Royce_Trent_800 RR Trent 877] || GE90-94B or PW4090 or RR Trent 895 || GE90-110B1 || GE90-110B1 || PW4098 or RR Trent 892 || GE90-115B<br /> |-<br /> ! Max Thrust<br /> | 77,200 lbf (343 kN) || 84,700 lbf (377 kN) || 110,760 lbf (493 kN) || 110,760 lbf (493 kN) || 98,000 lbf (440 kN) || 115,300 lbf (513 kN)<br /> |}<br /> <br /> === Electrical ===<br /> The Boeing 777 has a basic electrical system implemented. There are plans to improve it in 2026. Enable the battery to gain access to the flight displays. Use ground power or the APU to have sufficient power to start the engines. The engines provide electrical power in flight. The APU can provide backup electrical power in case of an engine failure. The Ram Air Turbine (RAT) has yet to be implemented.<br /> === Hydraulic ===<br /> The current Boeing 777 hydraulics systems have been implemented to a high level. Most functions are working as per the Flight Crew Operational Manual (FCOM) as of December 2025.<br /> <br /> The hydraulic systems can (and must) be fully controlled via the 3D cockpit switches on the overhead panel. As in real life, the following behavior should be expected:<br /> * The Left hydraulic system is powered by a primary engine driven pump (EDP) and supplemented by an on-demand Electric motor pump (ACMP). It operates the wing &amp; tail flight controls (ailerons, elevators, rudder) and left thrust reverser operation.<br /> * The Right system is similary powered by by a primary EDP from the right engine and supplemented by a demand ACMP. It operates flight controls, right thrust reverser operation and the normal brakes system.<br /> * The Center system is powered by two primary ACMP's and supplemented by two demand air turbine-driven pumps (ADP). It operates the landing gear actuation, nose &amp; main gear steering, flaps &amp; slats, flight controls and the reserve brake system.<br /> The lower EICAS (Multi Functional Display - MFD) provides a good insight in the hydraulics systems and is fully animated. Enable it by pressing the &quot;HYD&quot; switch on the right hand EFIS panel on the glareshield.<br /> <br /> When no engine is running, the APU (if running) and/or Ground Power (if connected and activated) can provide power to the electric pumps. When a single source of electric power is available, some pumps will be load shed.<br /> <br /> During normal operation, the primary pumps of each system will be running and providing hydraulic power to the different systems. When a higher demand is requested (e.g. landing gear retraction, flaps or reverser deployment...) the demand pump(s) of the associated system might come on and provide additional pressure to the system. When the aircraft detects a takeoff (thrust setting &gt;=40% N1), the pumps will enter takeoff mode: next to the primary pumps, all demand pumps will be turned on to anticipate high demand for gear and flaps retraction and/or high brake and reverser demand in the case of a rejected takeoff. Similarly, when the plane detects a final approach (gear down or flaps &gt;= 15), the hydraulics systems will enter Landing mode: both engine demand pumps and the C1 demand pump will be switched on until the plane has landed and two minutes have passed or hydraulics demand (flaps retraction...) is low, whichever is later. It will also deactivate in case of a go around and be armed again when detecting a potential landing again.<br /> <br /> Three hydraulic fluid reservoirs are providing fluid to the respective hydraulics systems. If the user wants, they can enable fluid depletion in the 777 &gt; &quot;Aircraft settings&quot; menu. If fluid depletion is enabled, a slow amount of fluid will disappear whenever the system is under high demand and/or certain conditions are met, to simulate small leaks by wear and tear as in real life. The fluid levels can be checked in the 777 &gt; &quot;Ground services&quot; menu and can be replenished again when the aircraft is on the ground. On the MFD a scale of the current fluid is shown for each reservoir. Be aware that this shows the fluid level compared to the standpipe level that provides fluid to some of the pumps. If the scale reads 0.00, there might still be fluid left in the system that is available to some of the pumps (left/right system: engine demand pumps, center system: primary C1 pump), to provide emergency power to the system. When actively running a pump for more than 10 seconds without fluid, it will overheat and become inoperational. When fluid is replenished, it can be reactivated after it has cooled down again (in real operations replenishing fluid is done during the preflight ground procedures, and an empty reservoir will always trigger an extended revision to check for leaks). Hydraulic leaks can be simulated by setting the property &quot;consumables/hydraulics/reservoir[x]/Leak&quot; to anything above 0. The higher the number and the more pressure in the system, the faster the hydraulic fluid will leak. These properties will be activated automatically when a fault system is implemented on the aircraft at a later time.<br /> <br /> During normal operations, always make sure that the right hydraulics system is pressured first and depressured last before enabling the center system hydraulic pumps, otherwise hydraulic fluid might transfer between the right and center system via the brakes, resulting in a potential overfill or unwanted drainage of any of these systems. When no hydraulic pressure is available in the right (normal brakes) or center (alternate/reserve brakes) system, the brake accumulator will provide brake pressure when it is sufficiently charged. Its charge can be seen below the PFD of the captain. When parking the plane for an extended period of time, the brake accumulator will very slowly lose pressure to maintain the parking brakes. After about 8-10 hours, the brakes might release because the pressure has dropped too low. When the parking brake is released because of lack of accumulator pressure, this will not be clear to the flight crew: the &quot;Parking Brake Set&quot; indication will remain lit but the brakes will not be operational. If storing the plane for a long time, make sure to use wheel chocks to secure the plane. The brake accumulator pressure is stored between FlightGear sessions if the &quot;store fuel levels&quot; option has been ticked in the 777 &gt; &quot;Aircraft settings&quot; menu.<br /> <br /> The hydraulic system will be further improved after a few other systems have been improved, these improvements are still in planning as of December 2025:<br /> <br /> * Ram Air Turbine is not implemented yet: backbones are in place, but actual RAT model and deployment need further development (requires new 3D model, requires improved electrical system)<br /> * Implement main gear passive steering during pushback (current implementation uses active steering)<br /> * Implement fault system to the 777, so random leaks/issues can occur<br /> * Implement auto control failure (requires fault system)<br /> * Improve air driven pumps simulation (requires functional Air System)<br /> * Improve pump overheat simulation (requires fault system)<br /> * Improve primary C2 pump load shedding (requires improved electrical system)<br /> * Improve L/R shutoff valve operation (requires fault + engine fire system)<br /> * Apply hydraulic power to individual flight control surfaces and model flight dynamics effects (requires new 3D model and FDM)<br /> <br /> === Autopilot ===<br /> [[File:777-300-APpanel.png|thumb|270px|777-300 Autopilot]]<br /> The 777 autopilot can be fully controlled using the 3D cockpit switches. For FG2.4.0 use left and middle mouse buttons to turn any switches left/right. For FG2.5.0 and newer, you can use the mouse scroll wheel on all cockpit knobs.An Autoland system is available as of v2.6.0<br /> <br /> You can also use the 777's built-in autopilot tutorial to learn about the different switches.<br /> <br /> Autopilot controls, from left to right, top to bottom:<br /> * '''A/P''' - Autopilot engage/disengage button<br /> * '''F/D''' - Flight director (the pink lines that show up on your attitude indicator)<br /> * '''A/T ARM (L/R)''' - Arm/disarm autothrottle for left/right engines. Must be armed to enable autothrottle for the respective engine.<br /> * '''CLB CON''' - Continue climbing using the vertical speed the plane was at, when this setting was first engaged<br /> * '''A/T''' - Autothrottle engage/disengage button. Like the real 777, the autothrottle is independent from the main autopilot, so autothrottle also also works when the autopilot is disabled (Note: this was different for FG2.0 and earlier!).<br /> * '''IAS &lt;&gt; MACH''' - Switch between IAS speed mode and Mach number speed mode<br /> * '''IAS window''' - Set your desired IAS speed or Mach speed here<br /> * '''LNAV''' - Tells the autopilot to follow the Route Manager settings laterally (control the heading).<br /> * '''VNAV''' - Same as LNAV, except vertically (control the altitude). The autopilot will climb to the flight level you set in the Route Manager (in the input field or at a specified waypoint).<br /> * '''FLCH''' - Flight Level Change, set the altitude and press FLCH to climb or descent to designated flight level. Thrust is set to a fixed value, speed is controled with pitch.<br /> * '''A/P DISENGAGE''' - Dedicated autopilot disengage button (click twice). It serves as an easy to reach &quot;emergency disengage&quot; button.<br /> * '''HDG &lt;&gt; TRK''' - Switch between heading bug and course track<br /> * '''HDG window''' - Set your desired heading or course track here.<br /> * '''HDG select''' - Engage/disengage heading or course hold mode and maintain SELECTED heading (FG2.5.0 and newer).<br /> * '''Bank limits''' (AUTO/5/10/15/20/25) - Define banking limits for turning, i.e. 5 for gentle turns at cruising altitude, 25 for good maneuverability at lower speeds; auto will be fine in most cases.<br /> * '''HOLD''' - Engage/disengage heading or course hold mode and maintain CURRENT aircraft heading.<br /> * '''V/S &lt;&gt; FPA''' - Switch between Vertical Speed and Flight Path Angle<br /> * '''V/S window''' - Set your desired Vertical Speed or Flight Path Angle<br /> * '''VS/FPA''' - Engage/disengage Vertical Speed/Flight Path Angle hold mode<br /> * '''ALTITUDE window''' - Set your desired altitude here<br /> * '''Altitude selection''' (AUTO/1000) - Switch between automatic incrementing (AUTO) and incrementing by the thousands (1000)- this setting only helps when selecting the altitude via the knobs, this won't apply if using the Autopilot Settings dialog<br /> * '''HOLD''' - Engage/disengage altitude hold mode<br /> * '''LOC''' - Track LOCALIZER, flying by the heading given by the localizer<br /> * '''APP''' - Arm the ILS localizer and glideslope (laterally and vertically). Any current AP mode (HDG and ALTITUDE HOLD) remains active, until the NAV receiver captures the localizer or glideslope.<br /> * '''A/P''' - Engage/disengage autopilot<br /> * '''F/D''' - Flight director<br /> ==== How to use ====<br /> * '''Default mode of when autopilot engage'''<br /> HDG HOLD mode: Maintain heading when engage.<br /> ATT mode: If bank angle exceeds 5deg when engaged, keep that bank angle. (there's bug, will be fixed)<br /> VS mode: using vs value when engaged.<br /> If FD mode was engaged, mode is inherited.<br /> <br /> * '''Mode'''<br /> Lateral control<br /> <br /> HDG HOLD: keep set heading.<br /> HDG SEL: follow the heading set on counter. Change value when HDG HOLD or press SEL button when other mode such as VNAV, LOC mode. Once reach to setting heading change to HDG HOLD.<br /> LNAV: follow the activated route.<br /> LOC: when arming, keep previous mode and then capture LOCALIZER, follow that course.<br /> <br /> Vertical control<br /> <br /> VS : keep targeted vertical speed to reach selected altitude.<br /> FLCH : keep fixed climb thrust or flight idle and control the pitch to maintain speed thus vertical speed varies.<br /> VNAV : Follow the FMS target altitude and thrust.<br /> ALT HOLD : When you press HOLD button, keep altitude when button pressed. Counter value does not change. Once VS of FLCH reaches targeted altitude, it holds that altitude.<br /> <br /> === Flight Management Computer ===<br /> {{aero-stub|section=1}}<br /> <br /> ==Aircraft Help==<br /> The developers recommend using the in-sim checklists (accessible via the menu: Help &gt; Aircraft Checklists) instead of the checklist below.<br /> <br /> === Start Procedure (Fast)===<br /> * Go to Equipment &gt; Fuel and Payload and set your fuel amounts and make sure your tanks are selected<br /> * Right-click twice to get into the move view mode and look at the overhead panel then click all the electrical buttons until they are all lit up<br /> * Hold the 's' button for 10 seconds or until the engines are running at idle.<br /> <br /> === Start Procedure (Extended Version) ===<br /> '''0. remember to'''&lt;br&gt;<br /> ''a) set the correct QNH (pressure) when below transition level&lt;br&gt;<br /> b) set the fuel to a proper level in each tank (so you dont mess with the sliders when airborne)&lt;br&gt;<br /> c) you can use ctrl+c to reveal all usable buttons and knobs''&lt;br&gt;<br /> <br /> '''1. prepare systems'''&lt;br&gt;<br /> a) turn on the battery, taxi lights and panel lights if you need it (button is placed)<br /> to tle left, left from the BCN light button.&lt;br&gt;<br /> b) turn the APU knob clockwise (the knob next to the APU GEN), wait 1min for it to start-up&lt;br&gt;<br /> b1) set APU knob to the middle position&lt;br&gt;<br /> c) turn on all 4 hydraulic pumps/valves. 2 in the center are for the flaps and spoilers (both&lt;br&gt;<br /> pumps MUST be enabled), the same with the other two, they are for landing gear. the<br /> buttons are between electrical and fuel part of the panel.<br /> <br /> '''2. prepare engines'''&lt;br&gt;<br /> a) start fuel pumps. there are 6: 2 for each tank. to enable fuel flow from a tank, you have<br /> to enable BOTH (just like with the hydraulics) pumps.&lt;br&gt;<br /> b) enable the engine starters (you can turn on both one after another, but thats not really realistic)&lt;br&gt;<br /> c) after N1 reach ~45, engine should be running on its own, self sustaining, fuel cutoff valves open<br /> automatically. eicas shows up a message that L(R) ENG STARTER is on.&lt;br&gt;<br /> d) turn on both engine generators&lt;br&gt;<br /> e), turn off APU (knob position 1) and BAT&lt;br&gt;<br /> <br /> === Landing ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> Landing speeds: with a large airliner like the 777, the landing reference speed (Vref) depends hugely on weight. Between operating empty and max landing weight, there is a 50% difference, and clearly a landing speed that works well for a 140-ton aircraft is going to have you drop out of the sky when you weigh 210 tons; and conversely, the right landing weight at 210 tons is going to make your float or nosewheel-strike when you're landing empty.  <br /> <br /> So what you need to do is find a resource for those landing speeds. Real-life pilots get a preliminary calculation from their dispatchers, who use dedicated software to calculate all the landing parameters; but it can also be done using tables from the FCOM, and in most modern airliners, the FMS can do the calculation as well.  <br /> <br /> The same goes for the takeoff. Here, the crucial speeds are V1, Vr, and V2. V1 is the &quot;safe rejection speed&quot;: until V1 is reached, the aircraft can be brought to a full stop safely within the available remaining takeoff distance; once you're faster than V1, rejecting the takeoff may lead to an accident, and you are committed to the takeoff except for very severe problems (like losing both engines, loss of control, or a fire). Vr is the &quot;rotation speed&quot;: this is the ideal speed to pull up the nose to initiate the liftoff. V2 is the &quot;safe single-engine climb speed&quot;: after liftoff, your goal is to attain this speed ASAP, so that loss of one engine does not compromise the aircraft's ability to meet the minimum climb requirements for this takeoff.  <br /> <br />  In the FG 777, all these speeds are calculated automatically, and displayed on the PFD speed tape; Vref is shown as REF.  <br /> <br /> For the landing: Use the initial approach segment to slow down to your initial approach speed; typically, this would be your &quot;minimum clean&quot; speed (the slowest speed you can safely fly with no flaps deployed), something around 200-220 knots usually. The approach procedure will have you descend to a suitable ILS intercept altitude, typically about 2000-3000 ft AGL. Make sure you have the correct ILS frequency set, that the ground spoilers are armed, and that you have selected a suitable autobrake setting. As you turn onto your intercept heading, slow down to your initial approach speed (160-180 knots should work fine), and set flaps accordingly, and arm APP on the autopilot. Watch the aircraft intercept first the localizer, and then the glideslope. Once established on the glideslope, deploy landing gear. As you approach the outer marker (5 miles out), slow down to final approach speed (usually Vref + 10 knots), and deploy landing flaps.  <br /> <br />  Now you have the choice between autoland and landing manually.  <br /> <br /> ==== Autoland   ====<br /> For autoland, I believe all you have to do is watch the aircraft fly itself down to minimums, flare, align, retard, and touch down. Once on the ground, select reversers and set reverse thrust, verify that the ground spoilers and brakes are deploying, and use rudder to maintain centerline. At 60 knots, retard the throttles to reverse idle, and take over manual braking (the autobrakes should automatically disengage as soon as you touch the brakes). At 40 knots ground speed, disable thrust reversers; you may now take a high-speed exit while slowing down to taxi speed, or slow down further on the runway before taking a sharp exit. While vacating the runway, retract flaps, and switch off landing lights.  <br /> <br /> ==== Manual Landing  ====<br /> For a manual landing, the procedure is the same, except you disengage autopilot and autothrottle at some point during the approach - 1000 ft AGL is a good moment, but you can do it earlier if you want. Use pitch to control speed, throttle to control descent rate; keep airspeed at Vref + 10, and sink rate such that you stay on the ILS glideslope. Once you have a good visual of the runway, transition to a visual approach, using PAPI lights as your descent reference (two red, two white means you're on the glideslope). You should cross the runway threshold some 100-200 ft AGL, with some residual thrust on the engines (say 40-60% or so), a slight nose-up attitude, and a sink rate around 1000 fpm or so. At a suitable altitude (typically 50-100 ft AGL), retard the throttles; use pitch to arrest the descent - down to zero if you want a &quot;butter&quot; landing, or keep a little bit of sink rate if you want a safer, firmer landing. The aircraft should now just sink into the runway, main landing gear first. From here, the procedure is the same as above.<br /> <br /> === TakeOff ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> For the takeoff: Configure autobrake (RTO, &quot;rejected takeoff&quot;), flaps and trim, line up, arm A/T (the flip switches next to the speed selection on the glare-shield panel), and rotate the speed selector to a suitable departure speed - at least V2, but typically something like 200-250 knots. This is to make sure that when the autothrottle kicks in, it keeps setting takeoff thrust at least until you have achieved V2. Set a suitable lateral mode on the autopilot: LNAV if you're flying an FMS flight plan, otherwise probably HDG. Revv up the engines to 40%, wait until they stabilize, then set takeoff thrust. At the &quot;rotate&quot; callout, pitch up; watch the vertical speed, as soon as it's consistently positive for 1 second, gear up. Maintain center-line and an attitude that keeps you speeding up to V2. Engage autopilot a couple hundred feet AGL, or later if you prefer hand-flying the aircraft a bit longer.  <br /> <br /> ===Fuel Controls===<br /> ====Jettisonning fuel====<br /> Select the &quot;Fuel&quot; display on the MFD to monitor the fuel jettisoning. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure the fuel jettison system. In Auto mode, fuel will be jettisoned until the plane is weighing less than the maximum landing weight (MLW). When pulling the &quot;Fuel to remain&quot; selector, the pilot can increase or decrease the amount of fuel to remain. This can be handy to e.g. further reduce the amount of fuel to minimize the risk of a fire during a crash landing, or keep more fuel available to be able to reach the diversion airport. The jettison system will always ensure a minimum amount of fuel remains available in the left and right wing tanks, so jettisoning until the tanks are empty is not possible.<br /> <br /> ====Crossfeed====<br /> In case of a fuel imbalance (e.g. due to a leak or extensive use of one engine), the &quot;cross feed&quot; system can be used to equalize the fuel levels in both wing tanks. Fuel cannot be crossfed from/to the center fuel tank. Before attempting to crossfeed fuel, always ensure that no leak is present in the affected tank to prevent an unwanted loss of extra fuel (see e.g. Air Transat flight 236&lt;ref&gt;https://en.wikipedia.org/wiki/Air_Transat_Flight_236&lt;/ref&gt;). To start the crossfeed process, select the &quot;Fuel&quot; display on the MFD to monitor fuel levels. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure fuel transfer between left and right fuel tanks. Enable both crossfeed switches on the overhead panel. Once they are fully open (green on the Fuel page on the MFD), disable the fuel pumps of the tank with the least amount of fuel. The associated engine will now use fuel from the other fuel tank. Once the levels are close to equal, enable the fuel pumps of the disabled tank again and once they are running, close the crossfeed valves. Keep monitoring fuel levels to detect a potential fuel leak and divert to an alternate airport if insufficient fuel remains to reach the destination safely.<br /> <br /> ===Autopilot===<br /> ====Bank Angle====<br /> a) position 0 activates the automatic bank limiter (limit based on airspeed)&lt;br&gt;<br /> b) any other position sets a constant bank limit, 5, 10, 15, 20, 25&lt;br&gt;<br /> c) for speeds below V2+15 use 15 degree bank limit&lt;br&gt;During normal operations, this switch should be kept in its &quot;auto&quot; setting.<br /> <br /> ===Tiller===<br /> '''Important notice:''' as of FlightGear 2.4.0, the 777 has tiller steering, just like the real aircraft where the pedals only turn the nose wheel by a few degrees - to achieve optimal precision during takeoffs and landings. Use the tiller (777-200ER &gt; Tiller Steering) dialog to steer during taxiing.<br /> * You can also connect a separate joystick axis to the tiller control - just like in the real aircraft, where there is a separate control wheel.<br /> *Finally, you can also disable the separate tiller control and revert to the unrealistic behaviour of using pedals only to completely control the nose wheel (see 777-200ER &gt; Tiller Steering dialog).<br /> <br /> ===Walker===<br /> Walker implementation<br /> {{#ev:youtube|GriEXRsr5q8}}<br /> <br /> ==Tutorials==<br /> <br /> ===Flights===<br /> <br /> [[File:Stars-2.png|100px]]'''[[Boeing_777_TutoriaI/KATL-KMIA | Atlanta to Miami]]'''<br /> <br /> [[File:Stars-3.png|100px]]'''[[Boeing_777-200_TutoriaI/KSFO-KLAX | San Fransisco to Los Angeles]]'''<br /> <br /> '''VATSIM Cross the pond 2020 - preflight, takeoff and climbout''' <br /> {{#ev:youtube|lZscu3THPJU}}<br /> <br /> ===Outdated/Not Maintained===<br /> You can see a guide on how to fly this plane for Flightgear 2.0 at [[Boeing 777 Tutorial: Version 2.0.]].<br /> <br /> == Liveries==<br /> All FlightGear liveries are available at [http://liveries.flightgear.org FlightGear Liveries].<br /> <br /> ==Variants==<br /> ===Boeing 777-200 ===<br /> [[File:COA777.jpg|thumb|270px|[[Boeing 777-200]] in Continental livery]]<br /> The '''Boeing 777-200''' ('''772A''') was the initial A-market model of the [[Boeing 777]]. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 505,000 to 545,000 pounds (229 to 247 tonnes) and range capability between 3,780 and 5,235 nautical miles (7,000 to 9,695 km).<br /> <br /> ===Boeing 777-200LR===<br /> [[File:777-200LR Alaska.jpg|270px||thumb|777-200LR in CathayPacific Colors above Alaska]]<br /> The '''Boeing 777-200LR''' (&quot;LR&quot; for Longer Range), a variant of the [[Boeing 777]], became the world's longest-range commercial [[airliner]] when it entered service in 2006. Boeing named this aircraft the ''Worldliner'', highlighting its ability to connect almost any two airports in the world. It holds the world record for the longest nonstop flight by a commercial airliner, and has a maximum range of 9,380 nautical miles (17,370 km). The 777.200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.&lt;ref&gt;[http://en.wikipedia.org/wiki/Boeing_777 Boeing 777] (Wikipedia)&lt;/ref&gt;<br /> <br /> ===Boeing 777-300===<br /> The -300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration. The 777-300ER (&quot;ER&quot; for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks. <br /> <br /> ===Boeing 777-F===<br /> [[File:777F.png|270px||thumb|777-F]]<br /> The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747-200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried. As the aircraft promises improved operating economics compared to existing freighters, airlines have targeted the 777F as a replacement for older freighters including the [[747-200]]F and [[MD-11]]F.<br /> The 777 for Flightgear is based on [[777-200]] developed by Justin Smithies, Syd Adams.<br /> <br /> ==External links==<br /> *[[sourceforge:projects/xpc-777|Boeing 777 aircraft systems simulator]] (not too relevant, X-Plane only support, last updated in 2007, AND: written in LISP!!!)<br /> *[http://www.theairlinepilots.com/forum/viewforum.php?f=32 Airline Pilots 777 forum] Detailled info on procedures, manuals and documents<br /> *[http://www.smartcockpit.com/plane/BOEING/B777.html Smart cockpît Boeing 777] manuals and procedures<br /> *[https://archive.org/details/Boeing777FlightManual Flight manual]<br /> <br /> [[fr:Boeing 777]]<br /> {{Boeing}}<br /> [[Category:Red Griffin ATC compatible aircraft]]<br /> <br /> &lt;references /&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_777&diff=144289 2026-05-03T02:51:59Z

<p>Octal450: /* Engines */</p> <hr /> <div>{{note|The 777 is undergoing restructuring with new JSBSim flight dynamics.}}<br /> {{:{{PAGENAME}}/info}}<br /> {{screenshot cat<br /> | category = Boeing 777 screenshots<br /> | subject = the Boeing 777<br /> | image = CAS777.png<br /> }}<br /> The '''Boeing 777''' is a long-range, wide-body twin-engine airliner built by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the &quot;Triple Seven&quot;, it can carry between 283 and 368 passengers in a three-class configuration and has a range from 5,235 to 9,450 [[nautical mile]]s (9,695 to 17,500 km). Distinguishing features of the 777 include the six wheels on each main landing gear, its circular fuselage cross section, the largest diameter turbofan engines of any aircraft, the pronounced &quot;neck&quot; aft of the flight deck, and the blade-like tail cone.<br /> <br /> As of May 2008, 56 customers have placed orders for 1,080 777s. Direct market competitors to the 777 are the [[Airbus A330-300]], [[Airbus A340|A340]], and some variants of the [[Airbus A350 XWB|A350 XWB]]. <br /> <br /> <br /> == Systems ==<br /> <br /> The Boeing 777 is an advanced fly-by-wire aircraft, and the systems are moderately complicated. <br /> <br /> === Brief Overview ===<br /> The video below is a brief introduction of the Boeing 777's new system of the new Seattle Project working with FlightGear Version 3.2 Test Release.<br /> <br /> {{#ev:youtube|EoNQ1NpcnMw}}<br /> <br /> From the forum : &lt;blockquote&gt;&quot;For anyone who might be interested, our discord server for 777 development is now open to everyone - both developers and flyers! You're welcomed to discuss everything about this craft in this server, including posting screenshots, reporting bugs, posting suggestions for development, or contributing directly to this plane here.&quot; [https://discord.gg/k5RXxFgGDA Discord Channel] &lt;/blockquote&gt;<br /> <br /> === Controls ===<br /> The Boeing 777 series are fly-by-wire aircraft and like all Boeing aircraft have yokes. The signals are sent electrically to the hydraulic actuators which move the control surfaces. The fly-by-wire system has been simulated within the limitations of YAsim.<br /> <br /> - Roll Control Law with attitude holding and bank angle protection<br /> <br /> - C*U Pitch Law and Trim Ref function with Flare Mode and Autotrim<br /> <br /> - Rudder Ratio, Yaw Damper and Turn Coordinator<br /> <br /> === Engines ===<br /> {{aero-stub|section=1}}<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Model<br /> ! 777-200 !! 777-200ER !! 777-200LR !! 777F !! 777-300 !! 777-300ER<br /> |-<br /> ! Engines (Turbofans)<br /> | [https://en.wikipedia.org/wiki/General_Electric_GE90 GE90-77B] [https://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW4000 PW 4077] [https://en.wikipedia.org/wiki/Rolls-Royce_Trent_800 RR 877] || GE90-94B PW 4090 RR 895 || GE90-110B1 || GE90-110B1 || PW 4098 RR 892 || GE90-115B1<br /> |-<br /> ! Max Thrust<br /> | 77,200 lbf (343 kN) || 84,700 lbf (377 kN) || 110,760 lbf (493 kN) || 110,760 lbf (493 kN) || 98,000 lbf (440 kN) || 115,300 lbf (513 kN)<br /> |}<br /> <br /> === Electrical ===<br /> The Boeing 777 has a basic electrical system implemented. There are plans to improve it in 2026. Enable the battery to gain access to the flight displays. Use ground power or the APU to have sufficient power to start the engines. The engines provide electrical power in flight. The APU can provide backup electrical power in case of an engine failure. The Ram Air Turbine (RAT) has yet to be implemented.<br /> === Hydraulic ===<br /> The current Boeing 777 hydraulics systems have been implemented to a high level. Most functions are working as per the Flight Crew Operational Manual (FCOM) as of December 2025.<br /> <br /> The hydraulic systems can (and must) be fully controlled via the 3D cockpit switches on the overhead panel. As in real life, the following behavior should be expected:<br /> * The Left hydraulic system is powered by a primary engine driven pump (EDP) and supplemented by an on-demand Electric motor pump (ACMP). It operates the wing &amp; tail flight controls (ailerons, elevators, rudder) and left thrust reverser operation.<br /> * The Right system is similary powered by by a primary EDP from the right engine and supplemented by a demand ACMP. It operates flight controls, right thrust reverser operation and the normal brakes system.<br /> * The Center system is powered by two primary ACMP's and supplemented by two demand air turbine-driven pumps (ADP). It operates the landing gear actuation, nose &amp; main gear steering, flaps &amp; slats, flight controls and the reserve brake system.<br /> The lower EICAS (Multi Functional Display - MFD) provides a good insight in the hydraulics systems and is fully animated. Enable it by pressing the &quot;HYD&quot; switch on the right hand EFIS panel on the glareshield.<br /> <br /> When no engine is running, the APU (if running) and/or Ground Power (if connected and activated) can provide power to the electric pumps. When a single source of electric power is available, some pumps will be load shed.<br /> <br /> During normal operation, the primary pumps of each system will be running and providing hydraulic power to the different systems. When a higher demand is requested (e.g. landing gear retraction, flaps or reverser deployment...) the demand pump(s) of the associated system might come on and provide additional pressure to the system. When the aircraft detects a takeoff (thrust setting &gt;=40% N1), the pumps will enter takeoff mode: next to the primary pumps, all demand pumps will be turned on to anticipate high demand for gear and flaps retraction and/or high brake and reverser demand in the case of a rejected takeoff. Similarly, when the plane detects a final approach (gear down or flaps &gt;= 15), the hydraulics systems will enter Landing mode: both engine demand pumps and the C1 demand pump will be switched on until the plane has landed and two minutes have passed or hydraulics demand (flaps retraction...) is low, whichever is later. It will also deactivate in case of a go around and be armed again when detecting a potential landing again.<br /> <br /> Three hydraulic fluid reservoirs are providing fluid to the respective hydraulics systems. If the user wants, they can enable fluid depletion in the 777 &gt; &quot;Aircraft settings&quot; menu. If fluid depletion is enabled, a slow amount of fluid will disappear whenever the system is under high demand and/or certain conditions are met, to simulate small leaks by wear and tear as in real life. The fluid levels can be checked in the 777 &gt; &quot;Ground services&quot; menu and can be replenished again when the aircraft is on the ground. On the MFD a scale of the current fluid is shown for each reservoir. Be aware that this shows the fluid level compared to the standpipe level that provides fluid to some of the pumps. If the scale reads 0.00, there might still be fluid left in the system that is available to some of the pumps (left/right system: engine demand pumps, center system: primary C1 pump), to provide emergency power to the system. When actively running a pump for more than 10 seconds without fluid, it will overheat and become inoperational. When fluid is replenished, it can be reactivated after it has cooled down again (in real operations replenishing fluid is done during the preflight ground procedures, and an empty reservoir will always trigger an extended revision to check for leaks). Hydraulic leaks can be simulated by setting the property &quot;consumables/hydraulics/reservoir[x]/Leak&quot; to anything above 0. The higher the number and the more pressure in the system, the faster the hydraulic fluid will leak. These properties will be activated automatically when a fault system is implemented on the aircraft at a later time.<br /> <br /> During normal operations, always make sure that the right hydraulics system is pressured first and depressured last before enabling the center system hydraulic pumps, otherwise hydraulic fluid might transfer between the right and center system via the brakes, resulting in a potential overfill or unwanted drainage of any of these systems. When no hydraulic pressure is available in the right (normal brakes) or center (alternate/reserve brakes) system, the brake accumulator will provide brake pressure when it is sufficiently charged. Its charge can be seen below the PFD of the captain. When parking the plane for an extended period of time, the brake accumulator will very slowly lose pressure to maintain the parking brakes. After about 8-10 hours, the brakes might release because the pressure has dropped too low. When the parking brake is released because of lack of accumulator pressure, this will not be clear to the flight crew: the &quot;Parking Brake Set&quot; indication will remain lit but the brakes will not be operational. If storing the plane for a long time, make sure to use wheel chocks to secure the plane. The brake accumulator pressure is stored between FlightGear sessions if the &quot;store fuel levels&quot; option has been ticked in the 777 &gt; &quot;Aircraft settings&quot; menu.<br /> <br /> The hydraulic system will be further improved after a few other systems have been improved, these improvements are still in planning as of December 2025:<br /> <br /> * Ram Air Turbine is not implemented yet: backbones are in place, but actual RAT model and deployment need further development (requires new 3D model, requires improved electrical system)<br /> * Implement main gear passive steering during pushback (current implementation uses active steering)<br /> * Implement fault system to the 777, so random leaks/issues can occur<br /> * Implement auto control failure (requires fault system)<br /> * Improve air driven pumps simulation (requires functional Air System)<br /> * Improve pump overheat simulation (requires fault system)<br /> * Improve primary C2 pump load shedding (requires improved electrical system)<br /> * Improve L/R shutoff valve operation (requires fault + engine fire system)<br /> * Apply hydraulic power to individual flight control surfaces and model flight dynamics effects (requires new 3D model and FDM)<br /> <br /> === Autopilot ===<br /> [[File:777-300-APpanel.png|thumb|270px|777-300 Autopilot]]<br /> The 777 autopilot can be fully controlled using the 3D cockpit switches. For FG2.4.0 use left and middle mouse buttons to turn any switches left/right. For FG2.5.0 and newer, you can use the mouse scroll wheel on all cockpit knobs.An Autoland system is available as of v2.6.0<br /> <br /> You can also use the 777's built-in autopilot tutorial to learn about the different switches.<br /> <br /> Autopilot controls, from left to right, top to bottom:<br /> * '''A/P''' - Autopilot engage/disengage button<br /> * '''F/D''' - Flight director (the pink lines that show up on your attitude indicator)<br /> * '''A/T ARM (L/R)''' - Arm/disarm autothrottle for left/right engines. Must be armed to enable autothrottle for the respective engine.<br /> * '''CLB CON''' - Continue climbing using the vertical speed the plane was at, when this setting was first engaged<br /> * '''A/T''' - Autothrottle engage/disengage button. Like the real 777, the autothrottle is independent from the main autopilot, so autothrottle also also works when the autopilot is disabled (Note: this was different for FG2.0 and earlier!).<br /> * '''IAS &lt;&gt; MACH''' - Switch between IAS speed mode and Mach number speed mode<br /> * '''IAS window''' - Set your desired IAS speed or Mach speed here<br /> * '''LNAV''' - Tells the autopilot to follow the Route Manager settings laterally (control the heading).<br /> * '''VNAV''' - Same as LNAV, except vertically (control the altitude). The autopilot will climb to the flight level you set in the Route Manager (in the input field or at a specified waypoint).<br /> * '''FLCH''' - Flight Level Change, set the altitude and press FLCH to climb or descent to designated flight level. Thrust is set to a fixed value, speed is controled with pitch.<br /> * '''A/P DISENGAGE''' - Dedicated autopilot disengage button (click twice). It serves as an easy to reach &quot;emergency disengage&quot; button.<br /> * '''HDG &lt;&gt; TRK''' - Switch between heading bug and course track<br /> * '''HDG window''' - Set your desired heading or course track here.<br /> * '''HDG select''' - Engage/disengage heading or course hold mode and maintain SELECTED heading (FG2.5.0 and newer).<br /> * '''Bank limits''' (AUTO/5/10/15/20/25) - Define banking limits for turning, i.e. 5 for gentle turns at cruising altitude, 25 for good maneuverability at lower speeds; auto will be fine in most cases.<br /> * '''HOLD''' - Engage/disengage heading or course hold mode and maintain CURRENT aircraft heading.<br /> * '''V/S &lt;&gt; FPA''' - Switch between Vertical Speed and Flight Path Angle<br /> * '''V/S window''' - Set your desired Vertical Speed or Flight Path Angle<br /> * '''VS/FPA''' - Engage/disengage Vertical Speed/Flight Path Angle hold mode<br /> * '''ALTITUDE window''' - Set your desired altitude here<br /> * '''Altitude selection''' (AUTO/1000) - Switch between automatic incrementing (AUTO) and incrementing by the thousands (1000)- this setting only helps when selecting the altitude via the knobs, this won't apply if using the Autopilot Settings dialog<br /> * '''HOLD''' - Engage/disengage altitude hold mode<br /> * '''LOC''' - Track LOCALIZER, flying by the heading given by the localizer<br /> * '''APP''' - Arm the ILS localizer and glideslope (laterally and vertically). Any current AP mode (HDG and ALTITUDE HOLD) remains active, until the NAV receiver captures the localizer or glideslope.<br /> * '''A/P''' - Engage/disengage autopilot<br /> * '''F/D''' - Flight director<br /> ==== How to use ====<br /> * '''Default mode of when autopilot engage'''<br /> HDG HOLD mode: Maintain heading when engage.<br /> ATT mode: If bank angle exceeds 5deg when engaged, keep that bank angle. (there's bug, will be fixed)<br /> VS mode: using vs value when engaged.<br /> If FD mode was engaged, mode is inherited.<br /> <br /> * '''Mode'''<br /> Lateral control<br /> <br /> HDG HOLD: keep set heading.<br /> HDG SEL: follow the heading set on counter. Change value when HDG HOLD or press SEL button when other mode such as VNAV, LOC mode. Once reach to setting heading change to HDG HOLD.<br /> LNAV: follow the activated route.<br /> LOC: when arming, keep previous mode and then capture LOCALIZER, follow that course.<br /> <br /> Vertical control<br /> <br /> VS : keep targeted vertical speed to reach selected altitude.<br /> FLCH : keep fixed climb thrust or flight idle and control the pitch to maintain speed thus vertical speed varies.<br /> VNAV : Follow the FMS target altitude and thrust.<br /> ALT HOLD : When you press HOLD button, keep altitude when button pressed. Counter value does not change. Once VS of FLCH reaches targeted altitude, it holds that altitude.<br /> <br /> === Flight Management Computer ===<br /> {{aero-stub|section=1}}<br /> <br /> ==Aircraft Help==<br /> The developers recommend using the in-sim checklists (accessible via the menu: Help &gt; Aircraft Checklists) instead of the checklist below.<br /> <br /> === Start Procedure (Fast)===<br /> * Go to Equipment &gt; Fuel and Payload and set your fuel amounts and make sure your tanks are selected<br /> * Right-click twice to get into the move view mode and look at the overhead panel then click all the electrical buttons until they are all lit up<br /> * Hold the 's' button for 10 seconds or until the engines are running at idle.<br /> <br /> === Start Procedure (Extended Version) ===<br /> '''0. remember to'''&lt;br&gt;<br /> ''a) set the correct QNH (pressure) when below transition level&lt;br&gt;<br /> b) set the fuel to a proper level in each tank (so you dont mess with the sliders when airborne)&lt;br&gt;<br /> c) you can use ctrl+c to reveal all usable buttons and knobs''&lt;br&gt;<br /> <br /> '''1. prepare systems'''&lt;br&gt;<br /> a) turn on the battery, taxi lights and panel lights if you need it (button is placed)<br /> to tle left, left from the BCN light button.&lt;br&gt;<br /> b) turn the APU knob clockwise (the knob next to the APU GEN), wait 1min for it to start-up&lt;br&gt;<br /> b1) set APU knob to the middle position&lt;br&gt;<br /> c) turn on all 4 hydraulic pumps/valves. 2 in the center are for the flaps and spoilers (both&lt;br&gt;<br /> pumps MUST be enabled), the same with the other two, they are for landing gear. the<br /> buttons are between electrical and fuel part of the panel.<br /> <br /> '''2. prepare engines'''&lt;br&gt;<br /> a) start fuel pumps. there are 6: 2 for each tank. to enable fuel flow from a tank, you have<br /> to enable BOTH (just like with the hydraulics) pumps.&lt;br&gt;<br /> b) enable the engine starters (you can turn on both one after another, but thats not really realistic)&lt;br&gt;<br /> c) after N1 reach ~45, engine should be running on its own, self sustaining, fuel cutoff valves open<br /> automatically. eicas shows up a message that L(R) ENG STARTER is on.&lt;br&gt;<br /> d) turn on both engine generators&lt;br&gt;<br /> e), turn off APU (knob position 1) and BAT&lt;br&gt;<br /> <br /> === Landing ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> Landing speeds: with a large airliner like the 777, the landing reference speed (Vref) depends hugely on weight. Between operating empty and max landing weight, there is a 50% difference, and clearly a landing speed that works well for a 140-ton aircraft is going to have you drop out of the sky when you weigh 210 tons; and conversely, the right landing weight at 210 tons is going to make your float or nosewheel-strike when you're landing empty.  <br /> <br /> So what you need to do is find a resource for those landing speeds. Real-life pilots get a preliminary calculation from their dispatchers, who use dedicated software to calculate all the landing parameters; but it can also be done using tables from the FCOM, and in most modern airliners, the FMS can do the calculation as well.  <br /> <br /> The same goes for the takeoff. Here, the crucial speeds are V1, Vr, and V2. V1 is the &quot;safe rejection speed&quot;: until V1 is reached, the aircraft can be brought to a full stop safely within the available remaining takeoff distance; once you're faster than V1, rejecting the takeoff may lead to an accident, and you are committed to the takeoff except for very severe problems (like losing both engines, loss of control, or a fire). Vr is the &quot;rotation speed&quot;: this is the ideal speed to pull up the nose to initiate the liftoff. V2 is the &quot;safe single-engine climb speed&quot;: after liftoff, your goal is to attain this speed ASAP, so that loss of one engine does not compromise the aircraft's ability to meet the minimum climb requirements for this takeoff.  <br /> <br />  In the FG 777, all these speeds are calculated automatically, and displayed on the PFD speed tape; Vref is shown as REF.  <br /> <br /> For the landing: Use the initial approach segment to slow down to your initial approach speed; typically, this would be your &quot;minimum clean&quot; speed (the slowest speed you can safely fly with no flaps deployed), something around 200-220 knots usually. The approach procedure will have you descend to a suitable ILS intercept altitude, typically about 2000-3000 ft AGL. Make sure you have the correct ILS frequency set, that the ground spoilers are armed, and that you have selected a suitable autobrake setting. As you turn onto your intercept heading, slow down to your initial approach speed (160-180 knots should work fine), and set flaps accordingly, and arm APP on the autopilot. Watch the aircraft intercept first the localizer, and then the glideslope. Once established on the glideslope, deploy landing gear. As you approach the outer marker (5 miles out), slow down to final approach speed (usually Vref + 10 knots), and deploy landing flaps.  <br /> <br />  Now you have the choice between autoland and landing manually.  <br /> <br /> ==== Autoland   ====<br /> For autoland, I believe all you have to do is watch the aircraft fly itself down to minimums, flare, align, retard, and touch down. Once on the ground, select reversers and set reverse thrust, verify that the ground spoilers and brakes are deploying, and use rudder to maintain centerline. At 60 knots, retard the throttles to reverse idle, and take over manual braking (the autobrakes should automatically disengage as soon as you touch the brakes). At 40 knots ground speed, disable thrust reversers; you may now take a high-speed exit while slowing down to taxi speed, or slow down further on the runway before taking a sharp exit. While vacating the runway, retract flaps, and switch off landing lights.  <br /> <br /> ==== Manual Landing  ====<br /> For a manual landing, the procedure is the same, except you disengage autopilot and autothrottle at some point during the approach - 1000 ft AGL is a good moment, but you can do it earlier if you want. Use pitch to control speed, throttle to control descent rate; keep airspeed at Vref + 10, and sink rate such that you stay on the ILS glideslope. Once you have a good visual of the runway, transition to a visual approach, using PAPI lights as your descent reference (two red, two white means you're on the glideslope). You should cross the runway threshold some 100-200 ft AGL, with some residual thrust on the engines (say 40-60% or so), a slight nose-up attitude, and a sink rate around 1000 fpm or so. At a suitable altitude (typically 50-100 ft AGL), retard the throttles; use pitch to arrest the descent - down to zero if you want a &quot;butter&quot; landing, or keep a little bit of sink rate if you want a safer, firmer landing. The aircraft should now just sink into the runway, main landing gear first. From here, the procedure is the same as above.<br /> <br /> === TakeOff ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> For the takeoff: Configure autobrake (RTO, &quot;rejected takeoff&quot;), flaps and trim, line up, arm A/T (the flip switches next to the speed selection on the glare-shield panel), and rotate the speed selector to a suitable departure speed - at least V2, but typically something like 200-250 knots. This is to make sure that when the autothrottle kicks in, it keeps setting takeoff thrust at least until you have achieved V2. Set a suitable lateral mode on the autopilot: LNAV if you're flying an FMS flight plan, otherwise probably HDG. Revv up the engines to 40%, wait until they stabilize, then set takeoff thrust. At the &quot;rotate&quot; callout, pitch up; watch the vertical speed, as soon as it's consistently positive for 1 second, gear up. Maintain center-line and an attitude that keeps you speeding up to V2. Engage autopilot a couple hundred feet AGL, or later if you prefer hand-flying the aircraft a bit longer.  <br /> <br /> ===Fuel Controls===<br /> ====Jettisonning fuel====<br /> Select the &quot;Fuel&quot; display on the MFD to monitor the fuel jettisoning. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure the fuel jettison system. In Auto mode, fuel will be jettisoned until the plane is weighing less than the maximum landing weight (MLW). When pulling the &quot;Fuel to remain&quot; selector, the pilot can increase or decrease the amount of fuel to remain. This can be handy to e.g. further reduce the amount of fuel to minimize the risk of a fire during a crash landing, or keep more fuel available to be able to reach the diversion airport. The jettison system will always ensure a minimum amount of fuel remains available in the left and right wing tanks, so jettisoning until the tanks are empty is not possible.<br /> <br /> ====Crossfeed====<br /> In case of a fuel imbalance (e.g. due to a leak or extensive use of one engine), the &quot;cross feed&quot; system can be used to equalize the fuel levels in both wing tanks. Fuel cannot be crossfed from/to the center fuel tank. Before attempting to crossfeed fuel, always ensure that no leak is present in the affected tank to prevent an unwanted loss of extra fuel (see e.g. Air Transat flight 236&lt;ref&gt;https://en.wikipedia.org/wiki/Air_Transat_Flight_236&lt;/ref&gt;). To start the crossfeed process, select the &quot;Fuel&quot; display on the MFD to monitor fuel levels. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure fuel transfer between left and right fuel tanks. Enable both crossfeed switches on the overhead panel. Once they are fully open (green on the Fuel page on the MFD), disable the fuel pumps of the tank with the least amount of fuel. The associated engine will now use fuel from the other fuel tank. Once the levels are close to equal, enable the fuel pumps of the disabled tank again and once they are running, close the crossfeed valves. Keep monitoring fuel levels to detect a potential fuel leak and divert to an alternate airport if insufficient fuel remains to reach the destination safely.<br /> <br /> ===Autopilot===<br /> ====Bank Angle====<br /> a) position 0 activates the automatic bank limiter (limit based on airspeed)&lt;br&gt;<br /> b) any other position sets a constant bank limit, 5, 10, 15, 20, 25&lt;br&gt;<br /> c) for speeds below V2+15 use 15 degree bank limit&lt;br&gt;During normal operations, this switch should be kept in its &quot;auto&quot; setting.<br /> <br /> ===Tiller===<br /> '''Important notice:''' as of FlightGear 2.4.0, the 777 has tiller steering, just like the real aircraft where the pedals only turn the nose wheel by a few degrees - to achieve optimal precision during takeoffs and landings. Use the tiller (777-200ER &gt; Tiller Steering) dialog to steer during taxiing.<br /> * You can also connect a separate joystick axis to the tiller control - just like in the real aircraft, where there is a separate control wheel.<br /> *Finally, you can also disable the separate tiller control and revert to the unrealistic behaviour of using pedals only to completely control the nose wheel (see 777-200ER &gt; Tiller Steering dialog).<br /> <br /> ===Walker===<br /> Walker implementation<br /> {{#ev:youtube|GriEXRsr5q8}}<br /> <br /> ==Tutorials==<br /> <br /> ===Flights===<br /> <br /> [[File:Stars-2.png|100px]]'''[[Boeing_777_TutoriaI/KATL-KMIA | Atlanta to Miami]]'''<br /> <br /> [[File:Stars-3.png|100px]]'''[[Boeing_777-200_TutoriaI/KSFO-KLAX | San Fransisco to Los Angeles]]'''<br /> <br /> '''VATSIM Cross the pond 2020 - preflight, takeoff and climbout''' <br /> {{#ev:youtube|lZscu3THPJU}}<br /> <br /> ===Outdated/Not Maintained===<br /> You can see a guide on how to fly this plane for Flightgear 2.0 at [[Boeing 777 Tutorial: Version 2.0.]].<br /> <br /> == Liveries==<br /> All FlightGear liveries are available at [http://liveries.flightgear.org FlightGear Liveries].<br /> <br /> ==Variants==<br /> ===Boeing 777-200 ===<br /> [[File:COA777.jpg|thumb|270px|[[Boeing 777-200]] in Continental livery]]<br /> The '''Boeing 777-200''' ('''772A''') was the initial A-market model of the [[Boeing 777]]. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 505,000 to 545,000 pounds (229 to 247 tonnes) and range capability between 3,780 and 5,235 nautical miles (7,000 to 9,695 km).<br /> <br /> ===Boeing 777-200LR===<br /> [[File:777-200LR Alaska.jpg|270px||thumb|777-200LR in CathayPacific Colors above Alaska]]<br /> The '''Boeing 777-200LR''' (&quot;LR&quot; for Longer Range), a variant of the [[Boeing 777]], became the world's longest-range commercial [[airliner]] when it entered service in 2006. Boeing named this aircraft the ''Worldliner'', highlighting its ability to connect almost any two airports in the world. It holds the world record for the longest nonstop flight by a commercial airliner, and has a maximum range of 9,380 nautical miles (17,370 km). The 777.200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.&lt;ref&gt;[http://en.wikipedia.org/wiki/Boeing_777 Boeing 777] (Wikipedia)&lt;/ref&gt;<br /> <br /> ===Boeing 777-300===<br /> The -300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration. The 777-300ER (&quot;ER&quot; for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks. <br /> <br /> ===Boeing 777-F===<br /> [[File:777F.png|270px||thumb|777-F]]<br /> The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747-200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried. As the aircraft promises improved operating economics compared to existing freighters, airlines have targeted the 777F as a replacement for older freighters including the [[747-200]]F and [[MD-11]]F.<br /> The 777 for Flightgear is based on [[777-200]] developed by Justin Smithies, Syd Adams.<br /> <br /> ==External links==<br /> *[[sourceforge:projects/xpc-777|Boeing 777 aircraft systems simulator]] (not too relevant, X-Plane only support, last updated in 2007, AND: written in LISP!!!)<br /> *[http://www.theairlinepilots.com/forum/viewforum.php?f=32 Airline Pilots 777 forum] Detailled info on procedures, manuals and documents<br /> *[http://www.smartcockpit.com/plane/BOEING/B777.html Smart cockpît Boeing 777] manuals and procedures<br /> *[https://archive.org/details/Boeing777FlightManual Flight manual]<br /> <br /> [[fr:Boeing 777]]<br /> {{Boeing}}<br /> [[Category:Red Griffin ATC compatible aircraft]]<br /> <br /> &lt;references /&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_777&diff=144288 2026-05-03T02:51:08Z

<p>Octal450: /* Engines */</p> <hr /> <div>{{note|The 777 is undergoing restructuring with new JSBSim flight dynamics.}}<br /> {{:{{PAGENAME}}/info}}<br /> {{screenshot cat<br /> | category = Boeing 777 screenshots<br /> | subject = the Boeing 777<br /> | image = CAS777.png<br /> }}<br /> The '''Boeing 777''' is a long-range, wide-body twin-engine airliner built by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the &quot;Triple Seven&quot;, it can carry between 283 and 368 passengers in a three-class configuration and has a range from 5,235 to 9,450 [[nautical mile]]s (9,695 to 17,500 km). Distinguishing features of the 777 include the six wheels on each main landing gear, its circular fuselage cross section, the largest diameter turbofan engines of any aircraft, the pronounced &quot;neck&quot; aft of the flight deck, and the blade-like tail cone.<br /> <br /> As of May 2008, 56 customers have placed orders for 1,080 777s. Direct market competitors to the 777 are the [[Airbus A330-300]], [[Airbus A340|A340]], and some variants of the [[Airbus A350 XWB|A350 XWB]]. <br /> <br /> <br /> == Systems ==<br /> <br /> The Boeing 777 is an advanced fly-by-wire aircraft, and the systems are moderately complicated. <br /> <br /> === Brief Overview ===<br /> The video below is a brief introduction of the Boeing 777's new system of the new Seattle Project working with FlightGear Version 3.2 Test Release.<br /> <br /> {{#ev:youtube|EoNQ1NpcnMw}}<br /> <br /> From the forum : &lt;blockquote&gt;&quot;For anyone who might be interested, our discord server for 777 development is now open to everyone - both developers and flyers! You're welcomed to discuss everything about this craft in this server, including posting screenshots, reporting bugs, posting suggestions for development, or contributing directly to this plane here.&quot; [https://discord.gg/k5RXxFgGDA Discord Channel] &lt;/blockquote&gt;<br /> <br /> === Controls ===<br /> The Boeing 777 series are fly-by-wire aircraft and like all Boeing aircraft have yokes. The signals are sent electrically to the hydraulic actuators which move the control surfaces. The fly-by-wire system has been simulated within the limitations of YAsim.<br /> <br /> - Roll Control Law with attitude holding and bank angle protection<br /> <br /> - C*U Pitch Law and Trim Ref function with Flare Mode and Autotrim<br /> <br /> - Rudder Ratio, Yaw Damper and Turn Coordinator<br /> <br /> === Engines ===<br /> {{aero-stub|section=1}}<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Model<br /> ! 777-200 !! 777-200ER !! 777-200LR !! 777F !! 777-300 !! 777-300ER<br /> |-<br /> ! Engines (Turbofans)<br /> | [https://en.wikipedia.org/wiki/General_Electric_GE90 GE90-77B] [https://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW4000 PW 4077] [https://en.wikipedia.org/wiki/Rolls-Royce_Trent_800 RR 877] || GE90-94B PW 4090 RR 895 || GE90-110B1 || GE90-110B1 || PW 4098 RR 892 || GE90-115B1<br /> |-<br /> ! Max Thrust<br /> | 77,200 lbf (343 kN) || 84,700 lbf (377 kN) || 110,760 lbf (513 kN) || 110,760 lbf (513 kN) || 98,000 lbf (440 kN) || 115,300 lbf (513 kN)<br /> |}<br /> <br /> === Electrical ===<br /> The Boeing 777 has a basic electrical system implemented. There are plans to improve it in 2026. Enable the battery to gain access to the flight displays. Use ground power or the APU to have sufficient power to start the engines. The engines provide electrical power in flight. The APU can provide backup electrical power in case of an engine failure. The Ram Air Turbine (RAT) has yet to be implemented.<br /> === Hydraulic ===<br /> The current Boeing 777 hydraulics systems have been implemented to a high level. Most functions are working as per the Flight Crew Operational Manual (FCOM) as of December 2025.<br /> <br /> The hydraulic systems can (and must) be fully controlled via the 3D cockpit switches on the overhead panel. As in real life, the following behavior should be expected:<br /> * The Left hydraulic system is powered by a primary engine driven pump (EDP) and supplemented by an on-demand Electric motor pump (ACMP). It operates the wing &amp; tail flight controls (ailerons, elevators, rudder) and left thrust reverser operation.<br /> * The Right system is similary powered by by a primary EDP from the right engine and supplemented by a demand ACMP. It operates flight controls, right thrust reverser operation and the normal brakes system.<br /> * The Center system is powered by two primary ACMP's and supplemented by two demand air turbine-driven pumps (ADP). It operates the landing gear actuation, nose &amp; main gear steering, flaps &amp; slats, flight controls and the reserve brake system.<br /> The lower EICAS (Multi Functional Display - MFD) provides a good insight in the hydraulics systems and is fully animated. Enable it by pressing the &quot;HYD&quot; switch on the right hand EFIS panel on the glareshield.<br /> <br /> When no engine is running, the APU (if running) and/or Ground Power (if connected and activated) can provide power to the electric pumps. When a single source of electric power is available, some pumps will be load shed.<br /> <br /> During normal operation, the primary pumps of each system will be running and providing hydraulic power to the different systems. When a higher demand is requested (e.g. landing gear retraction, flaps or reverser deployment...) the demand pump(s) of the associated system might come on and provide additional pressure to the system. When the aircraft detects a takeoff (thrust setting &gt;=40% N1), the pumps will enter takeoff mode: next to the primary pumps, all demand pumps will be turned on to anticipate high demand for gear and flaps retraction and/or high brake and reverser demand in the case of a rejected takeoff. Similarly, when the plane detects a final approach (gear down or flaps &gt;= 15), the hydraulics systems will enter Landing mode: both engine demand pumps and the C1 demand pump will be switched on until the plane has landed and two minutes have passed or hydraulics demand (flaps retraction...) is low, whichever is later. It will also deactivate in case of a go around and be armed again when detecting a potential landing again.<br /> <br /> Three hydraulic fluid reservoirs are providing fluid to the respective hydraulics systems. If the user wants, they can enable fluid depletion in the 777 &gt; &quot;Aircraft settings&quot; menu. If fluid depletion is enabled, a slow amount of fluid will disappear whenever the system is under high demand and/or certain conditions are met, to simulate small leaks by wear and tear as in real life. The fluid levels can be checked in the 777 &gt; &quot;Ground services&quot; menu and can be replenished again when the aircraft is on the ground. On the MFD a scale of the current fluid is shown for each reservoir. Be aware that this shows the fluid level compared to the standpipe level that provides fluid to some of the pumps. If the scale reads 0.00, there might still be fluid left in the system that is available to some of the pumps (left/right system: engine demand pumps, center system: primary C1 pump), to provide emergency power to the system. When actively running a pump for more than 10 seconds without fluid, it will overheat and become inoperational. When fluid is replenished, it can be reactivated after it has cooled down again (in real operations replenishing fluid is done during the preflight ground procedures, and an empty reservoir will always trigger an extended revision to check for leaks). Hydraulic leaks can be simulated by setting the property &quot;consumables/hydraulics/reservoir[x]/Leak&quot; to anything above 0. The higher the number and the more pressure in the system, the faster the hydraulic fluid will leak. These properties will be activated automatically when a fault system is implemented on the aircraft at a later time.<br /> <br /> During normal operations, always make sure that the right hydraulics system is pressured first and depressured last before enabling the center system hydraulic pumps, otherwise hydraulic fluid might transfer between the right and center system via the brakes, resulting in a potential overfill or unwanted drainage of any of these systems. When no hydraulic pressure is available in the right (normal brakes) or center (alternate/reserve brakes) system, the brake accumulator will provide brake pressure when it is sufficiently charged. Its charge can be seen below the PFD of the captain. When parking the plane for an extended period of time, the brake accumulator will very slowly lose pressure to maintain the parking brakes. After about 8-10 hours, the brakes might release because the pressure has dropped too low. When the parking brake is released because of lack of accumulator pressure, this will not be clear to the flight crew: the &quot;Parking Brake Set&quot; indication will remain lit but the brakes will not be operational. If storing the plane for a long time, make sure to use wheel chocks to secure the plane. The brake accumulator pressure is stored between FlightGear sessions if the &quot;store fuel levels&quot; option has been ticked in the 777 &gt; &quot;Aircraft settings&quot; menu.<br /> <br /> The hydraulic system will be further improved after a few other systems have been improved, these improvements are still in planning as of December 2025:<br /> <br /> * Ram Air Turbine is not implemented yet: backbones are in place, but actual RAT model and deployment need further development (requires new 3D model, requires improved electrical system)<br /> * Implement main gear passive steering during pushback (current implementation uses active steering)<br /> * Implement fault system to the 777, so random leaks/issues can occur<br /> * Implement auto control failure (requires fault system)<br /> * Improve air driven pumps simulation (requires functional Air System)<br /> * Improve pump overheat simulation (requires fault system)<br /> * Improve primary C2 pump load shedding (requires improved electrical system)<br /> * Improve L/R shutoff valve operation (requires fault + engine fire system)<br /> * Apply hydraulic power to individual flight control surfaces and model flight dynamics effects (requires new 3D model and FDM)<br /> <br /> === Autopilot ===<br /> [[File:777-300-APpanel.png|thumb|270px|777-300 Autopilot]]<br /> The 777 autopilot can be fully controlled using the 3D cockpit switches. For FG2.4.0 use left and middle mouse buttons to turn any switches left/right. For FG2.5.0 and newer, you can use the mouse scroll wheel on all cockpit knobs.An Autoland system is available as of v2.6.0<br /> <br /> You can also use the 777's built-in autopilot tutorial to learn about the different switches.<br /> <br /> Autopilot controls, from left to right, top to bottom:<br /> * '''A/P''' - Autopilot engage/disengage button<br /> * '''F/D''' - Flight director (the pink lines that show up on your attitude indicator)<br /> * '''A/T ARM (L/R)''' - Arm/disarm autothrottle for left/right engines. Must be armed to enable autothrottle for the respective engine.<br /> * '''CLB CON''' - Continue climbing using the vertical speed the plane was at, when this setting was first engaged<br /> * '''A/T''' - Autothrottle engage/disengage button. Like the real 777, the autothrottle is independent from the main autopilot, so autothrottle also also works when the autopilot is disabled (Note: this was different for FG2.0 and earlier!).<br /> * '''IAS &lt;&gt; MACH''' - Switch between IAS speed mode and Mach number speed mode<br /> * '''IAS window''' - Set your desired IAS speed or Mach speed here<br /> * '''LNAV''' - Tells the autopilot to follow the Route Manager settings laterally (control the heading).<br /> * '''VNAV''' - Same as LNAV, except vertically (control the altitude). The autopilot will climb to the flight level you set in the Route Manager (in the input field or at a specified waypoint).<br /> * '''FLCH''' - Flight Level Change, set the altitude and press FLCH to climb or descent to designated flight level. Thrust is set to a fixed value, speed is controled with pitch.<br /> * '''A/P DISENGAGE''' - Dedicated autopilot disengage button (click twice). It serves as an easy to reach &quot;emergency disengage&quot; button.<br /> * '''HDG &lt;&gt; TRK''' - Switch between heading bug and course track<br /> * '''HDG window''' - Set your desired heading or course track here.<br /> * '''HDG select''' - Engage/disengage heading or course hold mode and maintain SELECTED heading (FG2.5.0 and newer).<br /> * '''Bank limits''' (AUTO/5/10/15/20/25) - Define banking limits for turning, i.e. 5 for gentle turns at cruising altitude, 25 for good maneuverability at lower speeds; auto will be fine in most cases.<br /> * '''HOLD''' - Engage/disengage heading or course hold mode and maintain CURRENT aircraft heading.<br /> * '''V/S &lt;&gt; FPA''' - Switch between Vertical Speed and Flight Path Angle<br /> * '''V/S window''' - Set your desired Vertical Speed or Flight Path Angle<br /> * '''VS/FPA''' - Engage/disengage Vertical Speed/Flight Path Angle hold mode<br /> * '''ALTITUDE window''' - Set your desired altitude here<br /> * '''Altitude selection''' (AUTO/1000) - Switch between automatic incrementing (AUTO) and incrementing by the thousands (1000)- this setting only helps when selecting the altitude via the knobs, this won't apply if using the Autopilot Settings dialog<br /> * '''HOLD''' - Engage/disengage altitude hold mode<br /> * '''LOC''' - Track LOCALIZER, flying by the heading given by the localizer<br /> * '''APP''' - Arm the ILS localizer and glideslope (laterally and vertically). Any current AP mode (HDG and ALTITUDE HOLD) remains active, until the NAV receiver captures the localizer or glideslope.<br /> * '''A/P''' - Engage/disengage autopilot<br /> * '''F/D''' - Flight director<br /> ==== How to use ====<br /> * '''Default mode of when autopilot engage'''<br /> HDG HOLD mode: Maintain heading when engage.<br /> ATT mode: If bank angle exceeds 5deg when engaged, keep that bank angle. (there's bug, will be fixed)<br /> VS mode: using vs value when engaged.<br /> If FD mode was engaged, mode is inherited.<br /> <br /> * '''Mode'''<br /> Lateral control<br /> <br /> HDG HOLD: keep set heading.<br /> HDG SEL: follow the heading set on counter. Change value when HDG HOLD or press SEL button when other mode such as VNAV, LOC mode. Once reach to setting heading change to HDG HOLD.<br /> LNAV: follow the activated route.<br /> LOC: when arming, keep previous mode and then capture LOCALIZER, follow that course.<br /> <br /> Vertical control<br /> <br /> VS : keep targeted vertical speed to reach selected altitude.<br /> FLCH : keep fixed climb thrust or flight idle and control the pitch to maintain speed thus vertical speed varies.<br /> VNAV : Follow the FMS target altitude and thrust.<br /> ALT HOLD : When you press HOLD button, keep altitude when button pressed. Counter value does not change. Once VS of FLCH reaches targeted altitude, it holds that altitude.<br /> <br /> === Flight Management Computer ===<br /> {{aero-stub|section=1}}<br /> <br /> ==Aircraft Help==<br /> The developers recommend using the in-sim checklists (accessible via the menu: Help &gt; Aircraft Checklists) instead of the checklist below.<br /> <br /> === Start Procedure (Fast)===<br /> * Go to Equipment &gt; Fuel and Payload and set your fuel amounts and make sure your tanks are selected<br /> * Right-click twice to get into the move view mode and look at the overhead panel then click all the electrical buttons until they are all lit up<br /> * Hold the 's' button for 10 seconds or until the engines are running at idle.<br /> <br /> === Start Procedure (Extended Version) ===<br /> '''0. remember to'''&lt;br&gt;<br /> ''a) set the correct QNH (pressure) when below transition level&lt;br&gt;<br /> b) set the fuel to a proper level in each tank (so you dont mess with the sliders when airborne)&lt;br&gt;<br /> c) you can use ctrl+c to reveal all usable buttons and knobs''&lt;br&gt;<br /> <br /> '''1. prepare systems'''&lt;br&gt;<br /> a) turn on the battery, taxi lights and panel lights if you need it (button is placed)<br /> to tle left, left from the BCN light button.&lt;br&gt;<br /> b) turn the APU knob clockwise (the knob next to the APU GEN), wait 1min for it to start-up&lt;br&gt;<br /> b1) set APU knob to the middle position&lt;br&gt;<br /> c) turn on all 4 hydraulic pumps/valves. 2 in the center are for the flaps and spoilers (both&lt;br&gt;<br /> pumps MUST be enabled), the same with the other two, they are for landing gear. the<br /> buttons are between electrical and fuel part of the panel.<br /> <br /> '''2. prepare engines'''&lt;br&gt;<br /> a) start fuel pumps. there are 6: 2 for each tank. to enable fuel flow from a tank, you have<br /> to enable BOTH (just like with the hydraulics) pumps.&lt;br&gt;<br /> b) enable the engine starters (you can turn on both one after another, but thats not really realistic)&lt;br&gt;<br /> c) after N1 reach ~45, engine should be running on its own, self sustaining, fuel cutoff valves open<br /> automatically. eicas shows up a message that L(R) ENG STARTER is on.&lt;br&gt;<br /> d) turn on both engine generators&lt;br&gt;<br /> e), turn off APU (knob position 1) and BAT&lt;br&gt;<br /> <br /> === Landing ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> Landing speeds: with a large airliner like the 777, the landing reference speed (Vref) depends hugely on weight. Between operating empty and max landing weight, there is a 50% difference, and clearly a landing speed that works well for a 140-ton aircraft is going to have you drop out of the sky when you weigh 210 tons; and conversely, the right landing weight at 210 tons is going to make your float or nosewheel-strike when you're landing empty.  <br /> <br /> So what you need to do is find a resource for those landing speeds. Real-life pilots get a preliminary calculation from their dispatchers, who use dedicated software to calculate all the landing parameters; but it can also be done using tables from the FCOM, and in most modern airliners, the FMS can do the calculation as well.  <br /> <br /> The same goes for the takeoff. Here, the crucial speeds are V1, Vr, and V2. V1 is the &quot;safe rejection speed&quot;: until V1 is reached, the aircraft can be brought to a full stop safely within the available remaining takeoff distance; once you're faster than V1, rejecting the takeoff may lead to an accident, and you are committed to the takeoff except for very severe problems (like losing both engines, loss of control, or a fire). Vr is the &quot;rotation speed&quot;: this is the ideal speed to pull up the nose to initiate the liftoff. V2 is the &quot;safe single-engine climb speed&quot;: after liftoff, your goal is to attain this speed ASAP, so that loss of one engine does not compromise the aircraft's ability to meet the minimum climb requirements for this takeoff.  <br /> <br />  In the FG 777, all these speeds are calculated automatically, and displayed on the PFD speed tape; Vref is shown as REF.  <br /> <br /> For the landing: Use the initial approach segment to slow down to your initial approach speed; typically, this would be your &quot;minimum clean&quot; speed (the slowest speed you can safely fly with no flaps deployed), something around 200-220 knots usually. The approach procedure will have you descend to a suitable ILS intercept altitude, typically about 2000-3000 ft AGL. Make sure you have the correct ILS frequency set, that the ground spoilers are armed, and that you have selected a suitable autobrake setting. As you turn onto your intercept heading, slow down to your initial approach speed (160-180 knots should work fine), and set flaps accordingly, and arm APP on the autopilot. Watch the aircraft intercept first the localizer, and then the glideslope. Once established on the glideslope, deploy landing gear. As you approach the outer marker (5 miles out), slow down to final approach speed (usually Vref + 10 knots), and deploy landing flaps.  <br /> <br />  Now you have the choice between autoland and landing manually.  <br /> <br /> ==== Autoland   ====<br /> For autoland, I believe all you have to do is watch the aircraft fly itself down to minimums, flare, align, retard, and touch down. Once on the ground, select reversers and set reverse thrust, verify that the ground spoilers and brakes are deploying, and use rudder to maintain centerline. At 60 knots, retard the throttles to reverse idle, and take over manual braking (the autobrakes should automatically disengage as soon as you touch the brakes). At 40 knots ground speed, disable thrust reversers; you may now take a high-speed exit while slowing down to taxi speed, or slow down further on the runway before taking a sharp exit. While vacating the runway, retract flaps, and switch off landing lights.  <br /> <br /> ==== Manual Landing  ====<br /> For a manual landing, the procedure is the same, except you disengage autopilot and autothrottle at some point during the approach - 1000 ft AGL is a good moment, but you can do it earlier if you want. Use pitch to control speed, throttle to control descent rate; keep airspeed at Vref + 10, and sink rate such that you stay on the ILS glideslope. Once you have a good visual of the runway, transition to a visual approach, using PAPI lights as your descent reference (two red, two white means you're on the glideslope). You should cross the runway threshold some 100-200 ft AGL, with some residual thrust on the engines (say 40-60% or so), a slight nose-up attitude, and a sink rate around 1000 fpm or so. At a suitable altitude (typically 50-100 ft AGL), retard the throttles; use pitch to arrest the descent - down to zero if you want a &quot;butter&quot; landing, or keep a little bit of sink rate if you want a safer, firmer landing. The aircraft should now just sink into the runway, main landing gear first. From here, the procedure is the same as above.<br /> <br /> === TakeOff ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> For the takeoff: Configure autobrake (RTO, &quot;rejected takeoff&quot;), flaps and trim, line up, arm A/T (the flip switches next to the speed selection on the glare-shield panel), and rotate the speed selector to a suitable departure speed - at least V2, but typically something like 200-250 knots. This is to make sure that when the autothrottle kicks in, it keeps setting takeoff thrust at least until you have achieved V2. Set a suitable lateral mode on the autopilot: LNAV if you're flying an FMS flight plan, otherwise probably HDG. Revv up the engines to 40%, wait until they stabilize, then set takeoff thrust. At the &quot;rotate&quot; callout, pitch up; watch the vertical speed, as soon as it's consistently positive for 1 second, gear up. Maintain center-line and an attitude that keeps you speeding up to V2. Engage autopilot a couple hundred feet AGL, or later if you prefer hand-flying the aircraft a bit longer.  <br /> <br /> ===Fuel Controls===<br /> ====Jettisonning fuel====<br /> Select the &quot;Fuel&quot; display on the MFD to monitor the fuel jettisoning. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure the fuel jettison system. In Auto mode, fuel will be jettisoned until the plane is weighing less than the maximum landing weight (MLW). When pulling the &quot;Fuel to remain&quot; selector, the pilot can increase or decrease the amount of fuel to remain. This can be handy to e.g. further reduce the amount of fuel to minimize the risk of a fire during a crash landing, or keep more fuel available to be able to reach the diversion airport. The jettison system will always ensure a minimum amount of fuel remains available in the left and right wing tanks, so jettisoning until the tanks are empty is not possible.<br /> <br /> ====Crossfeed====<br /> In case of a fuel imbalance (e.g. due to a leak or extensive use of one engine), the &quot;cross feed&quot; system can be used to equalize the fuel levels in both wing tanks. Fuel cannot be crossfed from/to the center fuel tank. Before attempting to crossfeed fuel, always ensure that no leak is present in the affected tank to prevent an unwanted loss of extra fuel (see e.g. Air Transat flight 236&lt;ref&gt;https://en.wikipedia.org/wiki/Air_Transat_Flight_236&lt;/ref&gt;). To start the crossfeed process, select the &quot;Fuel&quot; display on the MFD to monitor fuel levels. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure fuel transfer between left and right fuel tanks. Enable both crossfeed switches on the overhead panel. Once they are fully open (green on the Fuel page on the MFD), disable the fuel pumps of the tank with the least amount of fuel. The associated engine will now use fuel from the other fuel tank. Once the levels are close to equal, enable the fuel pumps of the disabled tank again and once they are running, close the crossfeed valves. Keep monitoring fuel levels to detect a potential fuel leak and divert to an alternate airport if insufficient fuel remains to reach the destination safely.<br /> <br /> ===Autopilot===<br /> ====Bank Angle====<br /> a) position 0 activates the automatic bank limiter (limit based on airspeed)&lt;br&gt;<br /> b) any other position sets a constant bank limit, 5, 10, 15, 20, 25&lt;br&gt;<br /> c) for speeds below V2+15 use 15 degree bank limit&lt;br&gt;During normal operations, this switch should be kept in its &quot;auto&quot; setting.<br /> <br /> ===Tiller===<br /> '''Important notice:''' as of FlightGear 2.4.0, the 777 has tiller steering, just like the real aircraft where the pedals only turn the nose wheel by a few degrees - to achieve optimal precision during takeoffs and landings. Use the tiller (777-200ER &gt; Tiller Steering) dialog to steer during taxiing.<br /> * You can also connect a separate joystick axis to the tiller control - just like in the real aircraft, where there is a separate control wheel.<br /> *Finally, you can also disable the separate tiller control and revert to the unrealistic behaviour of using pedals only to completely control the nose wheel (see 777-200ER &gt; Tiller Steering dialog).<br /> <br /> ===Walker===<br /> Walker implementation<br /> {{#ev:youtube|GriEXRsr5q8}}<br /> <br /> ==Tutorials==<br /> <br /> ===Flights===<br /> <br /> [[File:Stars-2.png|100px]]'''[[Boeing_777_TutoriaI/KATL-KMIA | Atlanta to Miami]]'''<br /> <br /> [[File:Stars-3.png|100px]]'''[[Boeing_777-200_TutoriaI/KSFO-KLAX | San Fransisco to Los Angeles]]'''<br /> <br /> '''VATSIM Cross the pond 2020 - preflight, takeoff and climbout''' <br /> {{#ev:youtube|lZscu3THPJU}}<br /> <br /> ===Outdated/Not Maintained===<br /> You can see a guide on how to fly this plane for Flightgear 2.0 at [[Boeing 777 Tutorial: Version 2.0.]].<br /> <br /> == Liveries==<br /> All FlightGear liveries are available at [http://liveries.flightgear.org FlightGear Liveries].<br /> <br /> ==Variants==<br /> ===Boeing 777-200 ===<br /> [[File:COA777.jpg|thumb|270px|[[Boeing 777-200]] in Continental livery]]<br /> The '''Boeing 777-200''' ('''772A''') was the initial A-market model of the [[Boeing 777]]. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 505,000 to 545,000 pounds (229 to 247 tonnes) and range capability between 3,780 and 5,235 nautical miles (7,000 to 9,695 km).<br /> <br /> ===Boeing 777-200LR===<br /> [[File:777-200LR Alaska.jpg|270px||thumb|777-200LR in CathayPacific Colors above Alaska]]<br /> The '''Boeing 777-200LR''' (&quot;LR&quot; for Longer Range), a variant of the [[Boeing 777]], became the world's longest-range commercial [[airliner]] when it entered service in 2006. Boeing named this aircraft the ''Worldliner'', highlighting its ability to connect almost any two airports in the world. It holds the world record for the longest nonstop flight by a commercial airliner, and has a maximum range of 9,380 nautical miles (17,370 km). The 777.200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.&lt;ref&gt;[http://en.wikipedia.org/wiki/Boeing_777 Boeing 777] (Wikipedia)&lt;/ref&gt;<br /> <br /> ===Boeing 777-300===<br /> The -300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration. The 777-300ER (&quot;ER&quot; for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks. <br /> <br /> ===Boeing 777-F===<br /> [[File:777F.png|270px||thumb|777-F]]<br /> The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747-200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried. As the aircraft promises improved operating economics compared to existing freighters, airlines have targeted the 777F as a replacement for older freighters including the [[747-200]]F and [[MD-11]]F.<br /> The 777 for Flightgear is based on [[777-200]] developed by Justin Smithies, Syd Adams.<br /> <br /> ==External links==<br /> *[[sourceforge:projects/xpc-777|Boeing 777 aircraft systems simulator]] (not too relevant, X-Plane only support, last updated in 2007, AND: written in LISP!!!)<br /> *[http://www.theairlinepilots.com/forum/viewforum.php?f=32 Airline Pilots 777 forum] Detailled info on procedures, manuals and documents<br /> *[http://www.smartcockpit.com/plane/BOEING/B777.html Smart cockpît Boeing 777] manuals and procedures<br /> *[https://archive.org/details/Boeing777FlightManual Flight manual]<br /> <br /> [[fr:Boeing 777]]<br /> {{Boeing}}<br /> [[Category:Red Griffin ATC compatible aircraft]]<br /> <br /> &lt;references /&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_777&diff=144287 2026-05-03T02:47:55Z

<p>Octal450: </p> <hr /> <div>{{note|The 777 is undergoing restructuring with new JSBSim flight dynamics.}}<br /> {{:{{PAGENAME}}/info}}<br /> {{screenshot cat<br /> | category = Boeing 777 screenshots<br /> | subject = the Boeing 777<br /> | image = CAS777.png<br /> }}<br /> The '''Boeing 777''' is a long-range, wide-body twin-engine airliner built by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the &quot;Triple Seven&quot;, it can carry between 283 and 368 passengers in a three-class configuration and has a range from 5,235 to 9,450 [[nautical mile]]s (9,695 to 17,500 km). Distinguishing features of the 777 include the six wheels on each main landing gear, its circular fuselage cross section, the largest diameter turbofan engines of any aircraft, the pronounced &quot;neck&quot; aft of the flight deck, and the blade-like tail cone.<br /> <br /> As of May 2008, 56 customers have placed orders for 1,080 777s. Direct market competitors to the 777 are the [[Airbus A330-300]], [[Airbus A340|A340]], and some variants of the [[Airbus A350 XWB|A350 XWB]]. <br /> <br /> <br /> == Systems ==<br /> <br /> The Boeing 777 is an advanced fly-by-wire aircraft, and the systems are moderately complicated. <br /> <br /> === Brief Overview ===<br /> The video below is a brief introduction of the Boeing 777's new system of the new Seattle Project working with FlightGear Version 3.2 Test Release.<br /> <br /> {{#ev:youtube|EoNQ1NpcnMw}}<br /> <br /> From the forum : &lt;blockquote&gt;&quot;For anyone who might be interested, our discord server for 777 development is now open to everyone - both developers and flyers! You're welcomed to discuss everything about this craft in this server, including posting screenshots, reporting bugs, posting suggestions for development, or contributing directly to this plane here.&quot; [https://discord.gg/k5RXxFgGDA Discord Channel] &lt;/blockquote&gt;<br /> <br /> === Controls ===<br /> The Boeing 777 series are fly-by-wire aircraft and like all Boeing aircraft have yokes. The signals are sent electrically to the hydraulic actuators which move the control surfaces. The fly-by-wire system has been simulated within the limitations of YAsim.<br /> <br /> - Roll Control Law with attitude holding and bank angle protection<br /> <br /> - C*U Pitch Law and Trim Ref function with Flare Mode and Autotrim<br /> <br /> - Rudder Ratio, Yaw Damper and Turn Coordinator<br /> <br /> === Engines ===<br /> {{aero-stub|section=1}}<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Model<br /> ! 777-200 !! 777-200ER !! 777-200LR !! 777F !! 777-300 !! 777-300ER<br /> |-<br /> ! Engines (Turbofans)<br /> | [https://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW4000 PW 4077] [https://en.wikipedia.org/wiki/Rolls-Royce_Trent_800 RR 877] [https://en.wikipedia.org/wiki/General_Electric_GE90 GE90-77B] || PW 4090 RR 895 GE90-94B || GE90-110B1 GE90-115B1 || GE90-110B1 GE90-115B1 || PW 4098 RR 892 GE90-92B/-94B || GE90-115B1<br /> |-<br /> ! Max Thrust<br /> | 77,200 lbf (343 kN) || 84,700 lbf (377 kN) || 115,300 lbf (513 kN) || 115,300 lbf (513 kN) || 98,000 lbf (440 kN) || 115,300 lbf (513 kN)<br /> |}<br /> === Electrical ===<br /> The Boeing 777 has a basic electrical system implemented. There are plans to improve it in 2026. Enable the battery to gain access to the flight displays. Use ground power or the APU to have sufficient power to start the engines. The engines provide electrical power in flight. The APU can provide backup electrical power in case of an engine failure. The Ram Air Turbine (RAT) has yet to be implemented.<br /> === Hydraulic ===<br /> The current Boeing 777 hydraulics systems have been implemented to a high level. Most functions are working as per the Flight Crew Operational Manual (FCOM) as of December 2025.<br /> <br /> The hydraulic systems can (and must) be fully controlled via the 3D cockpit switches on the overhead panel. As in real life, the following behavior should be expected:<br /> * The Left hydraulic system is powered by a primary engine driven pump (EDP) and supplemented by an on-demand Electric motor pump (ACMP). It operates the wing &amp; tail flight controls (ailerons, elevators, rudder) and left thrust reverser operation.<br /> * The Right system is similary powered by by a primary EDP from the right engine and supplemented by a demand ACMP. It operates flight controls, right thrust reverser operation and the normal brakes system.<br /> * The Center system is powered by two primary ACMP's and supplemented by two demand air turbine-driven pumps (ADP). It operates the landing gear actuation, nose &amp; main gear steering, flaps &amp; slats, flight controls and the reserve brake system.<br /> The lower EICAS (Multi Functional Display - MFD) provides a good insight in the hydraulics systems and is fully animated. Enable it by pressing the &quot;HYD&quot; switch on the right hand EFIS panel on the glareshield.<br /> <br /> When no engine is running, the APU (if running) and/or Ground Power (if connected and activated) can provide power to the electric pumps. When a single source of electric power is available, some pumps will be load shed.<br /> <br /> During normal operation, the primary pumps of each system will be running and providing hydraulic power to the different systems. When a higher demand is requested (e.g. landing gear retraction, flaps or reverser deployment...) the demand pump(s) of the associated system might come on and provide additional pressure to the system. When the aircraft detects a takeoff (thrust setting &gt;=40% N1), the pumps will enter takeoff mode: next to the primary pumps, all demand pumps will be turned on to anticipate high demand for gear and flaps retraction and/or high brake and reverser demand in the case of a rejected takeoff. Similarly, when the plane detects a final approach (gear down or flaps &gt;= 15), the hydraulics systems will enter Landing mode: both engine demand pumps and the C1 demand pump will be switched on until the plane has landed and two minutes have passed or hydraulics demand (flaps retraction...) is low, whichever is later. It will also deactivate in case of a go around and be armed again when detecting a potential landing again.<br /> <br /> Three hydraulic fluid reservoirs are providing fluid to the respective hydraulics systems. If the user wants, they can enable fluid depletion in the 777 &gt; &quot;Aircraft settings&quot; menu. If fluid depletion is enabled, a slow amount of fluid will disappear whenever the system is under high demand and/or certain conditions are met, to simulate small leaks by wear and tear as in real life. The fluid levels can be checked in the 777 &gt; &quot;Ground services&quot; menu and can be replenished again when the aircraft is on the ground. On the MFD a scale of the current fluid is shown for each reservoir. Be aware that this shows the fluid level compared to the standpipe level that provides fluid to some of the pumps. If the scale reads 0.00, there might still be fluid left in the system that is available to some of the pumps (left/right system: engine demand pumps, center system: primary C1 pump), to provide emergency power to the system. When actively running a pump for more than 10 seconds without fluid, it will overheat and become inoperational. When fluid is replenished, it can be reactivated after it has cooled down again (in real operations replenishing fluid is done during the preflight ground procedures, and an empty reservoir will always trigger an extended revision to check for leaks). Hydraulic leaks can be simulated by setting the property &quot;consumables/hydraulics/reservoir[x]/Leak&quot; to anything above 0. The higher the number and the more pressure in the system, the faster the hydraulic fluid will leak. These properties will be activated automatically when a fault system is implemented on the aircraft at a later time.<br /> <br /> During normal operations, always make sure that the right hydraulics system is pressured first and depressured last before enabling the center system hydraulic pumps, otherwise hydraulic fluid might transfer between the right and center system via the brakes, resulting in a potential overfill or unwanted drainage of any of these systems. When no hydraulic pressure is available in the right (normal brakes) or center (alternate/reserve brakes) system, the brake accumulator will provide brake pressure when it is sufficiently charged. Its charge can be seen below the PFD of the captain. When parking the plane for an extended period of time, the brake accumulator will very slowly lose pressure to maintain the parking brakes. After about 8-10 hours, the brakes might release because the pressure has dropped too low. When the parking brake is released because of lack of accumulator pressure, this will not be clear to the flight crew: the &quot;Parking Brake Set&quot; indication will remain lit but the brakes will not be operational. If storing the plane for a long time, make sure to use wheel chocks to secure the plane. The brake accumulator pressure is stored between FlightGear sessions if the &quot;store fuel levels&quot; option has been ticked in the 777 &gt; &quot;Aircraft settings&quot; menu.<br /> <br /> The hydraulic system will be further improved after a few other systems have been improved, these improvements are still in planning as of December 2025:<br /> <br /> * Ram Air Turbine is not implemented yet: backbones are in place, but actual RAT model and deployment need further development (requires new 3D model, requires improved electrical system)<br /> * Implement main gear passive steering during pushback (current implementation uses active steering)<br /> * Implement fault system to the 777, so random leaks/issues can occur<br /> * Implement auto control failure (requires fault system)<br /> * Improve air driven pumps simulation (requires functional Air System)<br /> * Improve pump overheat simulation (requires fault system)<br /> * Improve primary C2 pump load shedding (requires improved electrical system)<br /> * Improve L/R shutoff valve operation (requires fault + engine fire system)<br /> * Apply hydraulic power to individual flight control surfaces and model flight dynamics effects (requires new 3D model and FDM)<br /> <br /> === Autopilot ===<br /> [[File:777-300-APpanel.png|thumb|270px|777-300 Autopilot]]<br /> The 777 autopilot can be fully controlled using the 3D cockpit switches. For FG2.4.0 use left and middle mouse buttons to turn any switches left/right. For FG2.5.0 and newer, you can use the mouse scroll wheel on all cockpit knobs.An Autoland system is available as of v2.6.0<br /> <br /> You can also use the 777's built-in autopilot tutorial to learn about the different switches.<br /> <br /> Autopilot controls, from left to right, top to bottom:<br /> * '''A/P''' - Autopilot engage/disengage button<br /> * '''F/D''' - Flight director (the pink lines that show up on your attitude indicator)<br /> * '''A/T ARM (L/R)''' - Arm/disarm autothrottle for left/right engines. Must be armed to enable autothrottle for the respective engine.<br /> * '''CLB CON''' - Continue climbing using the vertical speed the plane was at, when this setting was first engaged<br /> * '''A/T''' - Autothrottle engage/disengage button. Like the real 777, the autothrottle is independent from the main autopilot, so autothrottle also also works when the autopilot is disabled (Note: this was different for FG2.0 and earlier!).<br /> * '''IAS &lt;&gt; MACH''' - Switch between IAS speed mode and Mach number speed mode<br /> * '''IAS window''' - Set your desired IAS speed or Mach speed here<br /> * '''LNAV''' - Tells the autopilot to follow the Route Manager settings laterally (control the heading).<br /> * '''VNAV''' - Same as LNAV, except vertically (control the altitude). The autopilot will climb to the flight level you set in the Route Manager (in the input field or at a specified waypoint).<br /> * '''FLCH''' - Flight Level Change, set the altitude and press FLCH to climb or descent to designated flight level. Thrust is set to a fixed value, speed is controled with pitch.<br /> * '''A/P DISENGAGE''' - Dedicated autopilot disengage button (click twice). It serves as an easy to reach &quot;emergency disengage&quot; button.<br /> * '''HDG &lt;&gt; TRK''' - Switch between heading bug and course track<br /> * '''HDG window''' - Set your desired heading or course track here.<br /> * '''HDG select''' - Engage/disengage heading or course hold mode and maintain SELECTED heading (FG2.5.0 and newer).<br /> * '''Bank limits''' (AUTO/5/10/15/20/25) - Define banking limits for turning, i.e. 5 for gentle turns at cruising altitude, 25 for good maneuverability at lower speeds; auto will be fine in most cases.<br /> * '''HOLD''' - Engage/disengage heading or course hold mode and maintain CURRENT aircraft heading.<br /> * '''V/S &lt;&gt; FPA''' - Switch between Vertical Speed and Flight Path Angle<br /> * '''V/S window''' - Set your desired Vertical Speed or Flight Path Angle<br /> * '''VS/FPA''' - Engage/disengage Vertical Speed/Flight Path Angle hold mode<br /> * '''ALTITUDE window''' - Set your desired altitude here<br /> * '''Altitude selection''' (AUTO/1000) - Switch between automatic incrementing (AUTO) and incrementing by the thousands (1000)- this setting only helps when selecting the altitude via the knobs, this won't apply if using the Autopilot Settings dialog<br /> * '''HOLD''' - Engage/disengage altitude hold mode<br /> * '''LOC''' - Track LOCALIZER, flying by the heading given by the localizer<br /> * '''APP''' - Arm the ILS localizer and glideslope (laterally and vertically). Any current AP mode (HDG and ALTITUDE HOLD) remains active, until the NAV receiver captures the localizer or glideslope.<br /> * '''A/P''' - Engage/disengage autopilot<br /> * '''F/D''' - Flight director<br /> ==== How to use ====<br /> * '''Default mode of when autopilot engage'''<br /> HDG HOLD mode: Maintain heading when engage.<br /> ATT mode: If bank angle exceeds 5deg when engaged, keep that bank angle. (there's bug, will be fixed)<br /> VS mode: using vs value when engaged.<br /> If FD mode was engaged, mode is inherited.<br /> <br /> * '''Mode'''<br /> Lateral control<br /> <br /> HDG HOLD: keep set heading.<br /> HDG SEL: follow the heading set on counter. Change value when HDG HOLD or press SEL button when other mode such as VNAV, LOC mode. Once reach to setting heading change to HDG HOLD.<br /> LNAV: follow the activated route.<br /> LOC: when arming, keep previous mode and then capture LOCALIZER, follow that course.<br /> <br /> Vertical control<br /> <br /> VS : keep targeted vertical speed to reach selected altitude.<br /> FLCH : keep fixed climb thrust or flight idle and control the pitch to maintain speed thus vertical speed varies.<br /> VNAV : Follow the FMS target altitude and thrust.<br /> ALT HOLD : When you press HOLD button, keep altitude when button pressed. Counter value does not change. Once VS of FLCH reaches targeted altitude, it holds that altitude.<br /> <br /> === Flight Management Computer ===<br /> {{aero-stub|section=1}}<br /> <br /> ==Aircraft Help==<br /> The developers recommend using the in-sim checklists (accessible via the menu: Help &gt; Aircraft Checklists) instead of the checklist below.<br /> <br /> === Start Procedure (Fast)===<br /> * Go to Equipment &gt; Fuel and Payload and set your fuel amounts and make sure your tanks are selected<br /> * Right-click twice to get into the move view mode and look at the overhead panel then click all the electrical buttons until they are all lit up<br /> * Hold the 's' button for 10 seconds or until the engines are running at idle.<br /> <br /> === Start Procedure (Extended Version) ===<br /> '''0. remember to'''&lt;br&gt;<br /> ''a) set the correct QNH (pressure) when below transition level&lt;br&gt;<br /> b) set the fuel to a proper level in each tank (so you dont mess with the sliders when airborne)&lt;br&gt;<br /> c) you can use ctrl+c to reveal all usable buttons and knobs''&lt;br&gt;<br /> <br /> '''1. prepare systems'''&lt;br&gt;<br /> a) turn on the battery, taxi lights and panel lights if you need it (button is placed)<br /> to tle left, left from the BCN light button.&lt;br&gt;<br /> b) turn the APU knob clockwise (the knob next to the APU GEN), wait 1min for it to start-up&lt;br&gt;<br /> b1) set APU knob to the middle position&lt;br&gt;<br /> c) turn on all 4 hydraulic pumps/valves. 2 in the center are for the flaps and spoilers (both&lt;br&gt;<br /> pumps MUST be enabled), the same with the other two, they are for landing gear. the<br /> buttons are between electrical and fuel part of the panel.<br /> <br /> '''2. prepare engines'''&lt;br&gt;<br /> a) start fuel pumps. there are 6: 2 for each tank. to enable fuel flow from a tank, you have<br /> to enable BOTH (just like with the hydraulics) pumps.&lt;br&gt;<br /> b) enable the engine starters (you can turn on both one after another, but thats not really realistic)&lt;br&gt;<br /> c) after N1 reach ~45, engine should be running on its own, self sustaining, fuel cutoff valves open<br /> automatically. eicas shows up a message that L(R) ENG STARTER is on.&lt;br&gt;<br /> d) turn on both engine generators&lt;br&gt;<br /> e), turn off APU (knob position 1) and BAT&lt;br&gt;<br /> <br /> === Landing ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> Landing speeds: with a large airliner like the 777, the landing reference speed (Vref) depends hugely on weight. Between operating empty and max landing weight, there is a 50% difference, and clearly a landing speed that works well for a 140-ton aircraft is going to have you drop out of the sky when you weigh 210 tons; and conversely, the right landing weight at 210 tons is going to make your float or nosewheel-strike when you're landing empty.  <br /> <br /> So what you need to do is find a resource for those landing speeds. Real-life pilots get a preliminary calculation from their dispatchers, who use dedicated software to calculate all the landing parameters; but it can also be done using tables from the FCOM, and in most modern airliners, the FMS can do the calculation as well.  <br /> <br /> The same goes for the takeoff. Here, the crucial speeds are V1, Vr, and V2. V1 is the &quot;safe rejection speed&quot;: until V1 is reached, the aircraft can be brought to a full stop safely within the available remaining takeoff distance; once you're faster than V1, rejecting the takeoff may lead to an accident, and you are committed to the takeoff except for very severe problems (like losing both engines, loss of control, or a fire). Vr is the &quot;rotation speed&quot;: this is the ideal speed to pull up the nose to initiate the liftoff. V2 is the &quot;safe single-engine climb speed&quot;: after liftoff, your goal is to attain this speed ASAP, so that loss of one engine does not compromise the aircraft's ability to meet the minimum climb requirements for this takeoff.  <br /> <br />  In the FG 777, all these speeds are calculated automatically, and displayed on the PFD speed tape; Vref is shown as REF.  <br /> <br /> For the landing: Use the initial approach segment to slow down to your initial approach speed; typically, this would be your &quot;minimum clean&quot; speed (the slowest speed you can safely fly with no flaps deployed), something around 200-220 knots usually. The approach procedure will have you descend to a suitable ILS intercept altitude, typically about 2000-3000 ft AGL. Make sure you have the correct ILS frequency set, that the ground spoilers are armed, and that you have selected a suitable autobrake setting. As you turn onto your intercept heading, slow down to your initial approach speed (160-180 knots should work fine), and set flaps accordingly, and arm APP on the autopilot. Watch the aircraft intercept first the localizer, and then the glideslope. Once established on the glideslope, deploy landing gear. As you approach the outer marker (5 miles out), slow down to final approach speed (usually Vref + 10 knots), and deploy landing flaps.  <br /> <br />  Now you have the choice between autoland and landing manually.  <br /> <br /> ==== Autoland   ====<br /> For autoland, I believe all you have to do is watch the aircraft fly itself down to minimums, flare, align, retard, and touch down. Once on the ground, select reversers and set reverse thrust, verify that the ground spoilers and brakes are deploying, and use rudder to maintain centerline. At 60 knots, retard the throttles to reverse idle, and take over manual braking (the autobrakes should automatically disengage as soon as you touch the brakes). At 40 knots ground speed, disable thrust reversers; you may now take a high-speed exit while slowing down to taxi speed, or slow down further on the runway before taking a sharp exit. While vacating the runway, retract flaps, and switch off landing lights.  <br /> <br /> ==== Manual Landing  ====<br /> For a manual landing, the procedure is the same, except you disengage autopilot and autothrottle at some point during the approach - 1000 ft AGL is a good moment, but you can do it earlier if you want. Use pitch to control speed, throttle to control descent rate; keep airspeed at Vref + 10, and sink rate such that you stay on the ILS glideslope. Once you have a good visual of the runway, transition to a visual approach, using PAPI lights as your descent reference (two red, two white means you're on the glideslope). You should cross the runway threshold some 100-200 ft AGL, with some residual thrust on the engines (say 40-60% or so), a slight nose-up attitude, and a sink rate around 1000 fpm or so. At a suitable altitude (typically 50-100 ft AGL), retard the throttles; use pitch to arrest the descent - down to zero if you want a &quot;butter&quot; landing, or keep a little bit of sink rate if you want a safer, firmer landing. The aircraft should now just sink into the runway, main landing gear first. From here, the procedure is the same as above.<br /> <br /> === TakeOff ===<br /> [https://forum.flightgear.org/viewtopic.php?f=25&amp;t=37701&amp;p=373154#p373154 From the Forum thanks to Tdammers]<br /> <br /> For the takeoff: Configure autobrake (RTO, &quot;rejected takeoff&quot;), flaps and trim, line up, arm A/T (the flip switches next to the speed selection on the glare-shield panel), and rotate the speed selector to a suitable departure speed - at least V2, but typically something like 200-250 knots. This is to make sure that when the autothrottle kicks in, it keeps setting takeoff thrust at least until you have achieved V2. Set a suitable lateral mode on the autopilot: LNAV if you're flying an FMS flight plan, otherwise probably HDG. Revv up the engines to 40%, wait until they stabilize, then set takeoff thrust. At the &quot;rotate&quot; callout, pitch up; watch the vertical speed, as soon as it's consistently positive for 1 second, gear up. Maintain center-line and an attitude that keeps you speeding up to V2. Engage autopilot a couple hundred feet AGL, or later if you prefer hand-flying the aircraft a bit longer.  <br /> <br /> ===Fuel Controls===<br /> ====Jettisonning fuel====<br /> Select the &quot;Fuel&quot; display on the MFD to monitor the fuel jettisoning. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure the fuel jettison system. In Auto mode, fuel will be jettisoned until the plane is weighing less than the maximum landing weight (MLW). When pulling the &quot;Fuel to remain&quot; selector, the pilot can increase or decrease the amount of fuel to remain. This can be handy to e.g. further reduce the amount of fuel to minimize the risk of a fire during a crash landing, or keep more fuel available to be able to reach the diversion airport. The jettison system will always ensure a minimum amount of fuel remains available in the left and right wing tanks, so jettisoning until the tanks are empty is not possible.<br /> <br /> ====Crossfeed====<br /> In case of a fuel imbalance (e.g. due to a leak or extensive use of one engine), the &quot;cross feed&quot; system can be used to equalize the fuel levels in both wing tanks. Fuel cannot be crossfed from/to the center fuel tank. Before attempting to crossfeed fuel, always ensure that no leak is present in the affected tank to prevent an unwanted loss of extra fuel (see e.g. Air Transat flight 236&lt;ref&gt;https://en.wikipedia.org/wiki/Air_Transat_Flight_236&lt;/ref&gt;). To start the crossfeed process, select the &quot;Fuel&quot; display on the MFD to monitor fuel levels. Use the in-sim checklists (found under &quot;Non-normal in Air&quot;) to configure fuel transfer between left and right fuel tanks. Enable both crossfeed switches on the overhead panel. Once they are fully open (green on the Fuel page on the MFD), disable the fuel pumps of the tank with the least amount of fuel. The associated engine will now use fuel from the other fuel tank. Once the levels are close to equal, enable the fuel pumps of the disabled tank again and once they are running, close the crossfeed valves. Keep monitoring fuel levels to detect a potential fuel leak and divert to an alternate airport if insufficient fuel remains to reach the destination safely.<br /> <br /> ===Autopilot===<br /> ====Bank Angle====<br /> a) position 0 activates the automatic bank limiter (limit based on airspeed)&lt;br&gt;<br /> b) any other position sets a constant bank limit, 5, 10, 15, 20, 25&lt;br&gt;<br /> c) for speeds below V2+15 use 15 degree bank limit&lt;br&gt;During normal operations, this switch should be kept in its &quot;auto&quot; setting.<br /> <br /> ===Tiller===<br /> '''Important notice:''' as of FlightGear 2.4.0, the 777 has tiller steering, just like the real aircraft where the pedals only turn the nose wheel by a few degrees - to achieve optimal precision during takeoffs and landings. Use the tiller (777-200ER &gt; Tiller Steering) dialog to steer during taxiing.<br /> * You can also connect a separate joystick axis to the tiller control - just like in the real aircraft, where there is a separate control wheel.<br /> *Finally, you can also disable the separate tiller control and revert to the unrealistic behaviour of using pedals only to completely control the nose wheel (see 777-200ER &gt; Tiller Steering dialog).<br /> <br /> ===Walker===<br /> Walker implementation<br /> {{#ev:youtube|GriEXRsr5q8}}<br /> <br /> ==Tutorials==<br /> <br /> ===Flights===<br /> <br /> [[File:Stars-2.png|100px]]'''[[Boeing_777_TutoriaI/KATL-KMIA | Atlanta to Miami]]'''<br /> <br /> [[File:Stars-3.png|100px]]'''[[Boeing_777-200_TutoriaI/KSFO-KLAX | San Fransisco to Los Angeles]]'''<br /> <br /> '''VATSIM Cross the pond 2020 - preflight, takeoff and climbout''' <br /> {{#ev:youtube|lZscu3THPJU}}<br /> <br /> ===Outdated/Not Maintained===<br /> You can see a guide on how to fly this plane for Flightgear 2.0 at [[Boeing 777 Tutorial: Version 2.0.]].<br /> <br /> == Liveries==<br /> All FlightGear liveries are available at [http://liveries.flightgear.org FlightGear Liveries].<br /> <br /> ==Variants==<br /> ===Boeing 777-200 ===<br /> [[File:COA777.jpg|thumb|270px|[[Boeing 777-200]] in Continental livery]]<br /> The '''Boeing 777-200''' ('''772A''') was the initial A-market model of the [[Boeing 777]]. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 505,000 to 545,000 pounds (229 to 247 tonnes) and range capability between 3,780 and 5,235 nautical miles (7,000 to 9,695 km).<br /> <br /> ===Boeing 777-200LR===<br /> [[File:777-200LR Alaska.jpg|270px||thumb|777-200LR in CathayPacific Colors above Alaska]]<br /> The '''Boeing 777-200LR''' (&quot;LR&quot; for Longer Range), a variant of the [[Boeing 777]], became the world's longest-range commercial [[airliner]] when it entered service in 2006. Boeing named this aircraft the ''Worldliner'', highlighting its ability to connect almost any two airports in the world. It holds the world record for the longest nonstop flight by a commercial airliner, and has a maximum range of 9,380 nautical miles (17,370 km). The 777.200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.&lt;ref&gt;[http://en.wikipedia.org/wiki/Boeing_777 Boeing 777] (Wikipedia)&lt;/ref&gt;<br /> <br /> ===Boeing 777-300===<br /> The -300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration. The 777-300ER (&quot;ER&quot; for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks. <br /> <br /> ===Boeing 777-F===<br /> [[File:777F.png|270px||thumb|777-F]]<br /> The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747-200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried. As the aircraft promises improved operating economics compared to existing freighters, airlines have targeted the 777F as a replacement for older freighters including the [[747-200]]F and [[MD-11]]F.<br /> The 777 for Flightgear is based on [[777-200]] developed by Justin Smithies, Syd Adams.<br /> <br /> ==External links==<br /> *[[sourceforge:projects/xpc-777|Boeing 777 aircraft systems simulator]] (not too relevant, X-Plane only support, last updated in 2007, AND: written in LISP!!!)<br /> *[http://www.theairlinepilots.com/forum/viewforum.php?f=32 Airline Pilots 777 forum] Detailled info on procedures, manuals and documents<br /> *[http://www.smartcockpit.com/plane/BOEING/B777.html Smart cockpît Boeing 777] manuals and procedures<br /> *[https://archive.org/details/Boeing777FlightManual Flight manual]<br /> <br /> [[fr:Boeing 777]]<br /> {{Boeing}}<br /> [[Category:Red Griffin ATC compatible aircraft]]<br /> <br /> &lt;references /&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_717&diff=144121 2026-04-24T23:38:48Z

<p>Octal450: /* Development Status */</p> <hr /> <div>{{:{{PAGENAME}}/info}}<br /> <br /> The '''Boeing 717''' is a twinjet narrowbody commercial airliner originally created by the McDonnell Douglas Corporation as the MD-95, to replace aging [[DC-9]]s. It is essentially a DC-9 with new avionics, systems, and engines, adopting several technologies from the [[MD-90]]. The project was completed by Boeing when Boeing bought McDonnell Douglas and rebranded as the Boeing 717. Boeing implemented several changes from the originally adopted MD-95 project, however, the airplane was completed by the former MD-95 project team.<br /> <br /> This is an accurate and complex recreation of the Boeing 717.<br /> <br /> == Overview ==<br /> Includes the Boeing 717-200 with selectable Rolls-Royce BR715A1-30 or BR715C1-30 engines.<br /> <br /> See the right InfoBox for the repository or download. &lt;u&gt;Remember to rename the aircraft's folder to &quot;717&quot;&lt;/u&gt;. DOWNLOAD NOT YET AVAILABLE.<br /> <br /> == Development Status ==<br /> Status denotes simulated functionality. Items marked as done may still be improved upon.<br /> <br /> * Aerodynamics: {{done}}<br /> * APU: {{done}}<br /> * Autoflight: {{progressbar|90}}<br /> * Caution and Warning: {{progressbar|30}}<br /> * EAD Display: {{progressbar|90}}<br /> * Electrical: {{done}}<br /> * Exterior Model: {{done}}<br /> * Flight Controls: {{done}}<br /> * FMS and MCDU: {{progressbar|50}}<br /> * Fuel: {{done}}<br /> * Hydraulics: {{done}}<br /> * ISFD Display: {{done}}<br /> * IRS: {{done}}<br /> * Landing Gear and Brakes: {{done}}<br /> * Mach Trim and Yaw Damper: {{done}}<br /> * ND Displays: {{progressbar|10}}<br /> * PFD Displays: {{progressbar|90}}<br /> * Pneumatics: {{progressbar|90}}<br /> * Pressurization: {{not done}}<br /> * RR BR715 Engines and FADEC: {{done}}<br /> * SD Display: {{progressbar|60}}<br /> * Virtual Cockpit: {{progressbar|30}}<br /> * Weight/Balance: {{done}}<br /> <br /> == Development Team ==<br /> * Flight Dynamics, Systems, Instruments: Josh Davidson (Octal450)<br /> * 3D/Textures: Gary Neely (Buckaroo), Josh Davidson (Octal450)<br /> <br /> == Documentation ==<br /> === Written Documentation ===<br /> Written documentation for this aircraft is available [https://github.com/Octal450/FlightGear-Aircraft-Documentation/tree/master/717 here].<br /> <br /> === Shortcut Keys ===<br /> {| class=&quot;keytable&quot;<br /> ! Key !! Function<br /> |-<br /> | {{key press|1}}<br /> | Show Captain View<br /> |-<br /> | {{key press|2}}<br /> | Show First Officer View<br /> |-<br /> | {{key press|3}}<br /> | Show Overhead View<br /> |-<br /> | {{key press|4}}<br /> | Show Forward Pedestal View<br /> |-<br /> | {{key press|5}}<br /> | Show Aft Pedestal View<br /> |-<br /> | {{key press|6}}<br /> | Show Glareshield View<br /> |-<br /> | {{key press|7}}<br /> | Show MCDU View<br /> |-<br /> | {{key press|F1}}<br /> | Disengage/Decrease Reverse Thrust<br /> |-<br /> | {{key press|F2}}<br /> | Engage/Increase Reverse Thrust<br /> |-<br /> | {{key press|DEL}}<br /> | Toggle Thrust Reversers<br /> |-<br /> | {{key press|C}}<br /> | Reset Current View<br /> |-<br /> | {{key press|E}}<br /> | Set Throttles to Idle<br /> |-<br /> | {{key press|F}}<br /> | Set Throttles to Thrust Limit<br /> |-<br /> | {{key press|CTRL|B}}<br /> | Cycle Spoilers<br /> |-<br /> | {{key press|Shift|B}}<br /> | Toggle Parking Brake<br /> |-<br /> | {{key press|Shift|C}}<br /> | Open Checklists<br /> |-<br /> | {{key press|CTRL|D}}<br /> | Autothrust Disconnect Button<br /> |-<br /> | {{key press|Shift|D}}<br /> | Autoflight Disconnect Button<br /> |-<br /> | {{key press|Shift|F}}<br /> | Set Throttles to Full<br /> |-<br /> | {{key press|CTRL|G}}<br /> | Go Around Button<br /> |-<br /> | {{key press|Shift|P}}<br /> | Open CG Applet<br /> |}<br /> <br /> {{Boeing}}<br /> {{MDouglas}}<br /> <br /> [[Category:Airliners]]<br /> [[Category:Octal450 hangar]]<br /> [[Category:Red Griffin ATC compatible aircraft]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Boeing_717/info&diff=144120 2026-04-24T23:38:13Z

<p>Octal450: </p> <hr /> <div>&lt;includeonly&gt;{{infobox aircraft<br /> | name = Boeing 717-200<br /> | hangar = Octal450<br /> | aircraft = 717<br /> | type = Airliner<br /> | config = Low wing aircraft/Monoplane aircraft/Retractable gear aircraft/Tricycle landing gear aircraft<br /> | propulsion = Twinjet<br /> | manufacturer = Boeing<br /> | authors = Josh Davidson (Octal450)/Gary Neely (Buckaroo)<br /> | fdm = JSBsim<br /> | fgname = 717-200<br /> | status-fdm = 5<br /> | status-systems = 5<br /> | status-cockpit = 2<br /> | status-model = 4<br /> | navbar = 1<br /> | ready = canvas/checklist/compositor/integratedsystems<br /> | forumtid = 43445<br /> }}&lt;/includeonly&gt;&lt;noinclude&gt;<br /> This is the aircraft infobox subpage of the [[Boeing 717]].<br /> [[Category:Aircraft infobox documentation]]<br /> &lt;/noinclude&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Autopilot&diff=144118 2026-04-23T00:11:12Z

<p>Octal450: /* Related Content */ Removed resource that gives bad advice</p> <hr /> <div><br /> {{forum|46|Autopilot &amp; Route Manager}}<br /> {{Autoflight Navigation}}<br /> <br /> An '''autopilot''' ('''AP''') is a mechanical, electrical, or hydraulic system used to guide a vehicle without assistance from a human being. Most people understand an autopilot to refer specifically to [[aircraft]], but self-steering gear for ships, boats, space craft and missiles is often also called by this term.<br /> <br /> The autopilot of an aircraft is sometimes referred to as &quot;George&quot;.<br /> <br /> == Autopilot in FlightGear ==<br /> We have a generic one and custom ones written for a certain aircraft, which are supposed to simulate particular autopilot types/models for a specific aircraft. <br /> <br /> The generic one can be used for aircraft which don't have a custom autopilot implementation and seems to work reasonably well on most aircraft. You can enable it with the &quot;Autopilot Settings&quot; which you can open using the F11-key or in the menu bar using the &quot;Autopilot&quot; item.<br /> <br /> In real life, aircraft have specifically-programmed/customized autopilot system to cater for individual aircraft characteristics.<br /> To a certain extent, Flightgear has the possibility to simulate this as well. <br /> <br /> So it is possible to write a custom &lt;tt&gt;autopilot.xml&lt;/tt&gt; to override the generic autopilot implementation. <br /> This custom autopilot configuration file can be driven by either the standard autopilot dialog, custom cockpit panel hotspots or a combination of both.<br /> <br /> In general, it can be considered to be more complex to provide proper cockpit panel implementations than wiring up the autopilot properties to the standard autopilot GUI dialog, so if an aircraft's autopilot doesn't seem to work properly using cockpit panel hotspots, you may want to try using the standard GUI dialog instead.<br /> <br /> Also, please note that not all aircraft/autopilot combinations provide full support for all features offered by the standard autopilot dialog. This may be due to an aircraft's completion status, but also due to technical limitations in certain aircraft/autopilot, so that only certain modes are provided.<br /> This may also apply to aircraft panels, that are seemingly offering functionality that may not yet be implemented.<br /> <br /> In addition, JSBSim also features support for a standalone autopilot implementation, that works without any dependency to FlightGear/Nasal.<br /> <br /> For further information about programing autopilots in FlightGear look at [[Autopilot Tuning Resources]] and http://www.flightgear.org/Docs/XMLAutopilot/.<br /> <br /> == Autopilot Settings ==<br /> [[File:Autopilot.jpg|thumb|270px|The Generic Autopilot's Dialog]]<br /> The AP Settings dialog can be found at '''Autopilot &gt; Autopilot Settings'''.<br /> <br /> === Heading Control ===<br /> * '''Wings Level''': Keeps the aircraft's wings level. Some aircraft may re-use this mode to hold a set bank angle.<br /> * '''Heading Bug:''' Tracks the heading bug (magnetic heading).<br /> * '''True Heading:''' Tracks true heading. This mode changes to GPS/FMS Heading if the [[Route Manager]] is activated.<br /> * '''NAV1 CDI Course:''' Tracks a VOR or [[ILS]] localizer.<br /> <br /> === Velocity Control ===<br /> * '''Speed with Throttle:''' Hold the set airspeed by adjusting throttle<br /> * '''Speed with Pitch:''' Hold the set airspeed by adjusting pitch angle. The throttle will be unlocked and can be moved to adjust climb/descent rate.<br /> * Mach mode tracking is possible, but the dialog does not contain a method to enable it at this time.<br /> <br /> === Pitch/Altitude Control ===<br /> * The mode selected here is ignored if &quot;Speed with Pitch&quot; is selected as it is in conflict.<br /> * '''Vertical Speed:''' Hold the set vertical speed in feet per minute.<br /> * '''Pitch Hold:''' Hold a set pitch angle.<br /> * '''FPA Hold:''' Hold a set flight path angle.<br /> * '''Altitude Hold:''' Acquire and hold the set altitude.<br /> * '''AGL Hold:''' Acquire and hold the set altitude above ground level (sometimes known as &quot;radio altitude&quot;).<br /> * '''NAV1 Glideslope:''' Tracks an [[ILS]] glideslope.<br /> <br /> == Custom Autopilot Dialogs ==<br /> It is possible to provide enhanced or completely new implementations of the standard autopilot dialog to cater for autopilot/aircraft-specific features. <br /> [[File:Navomatic-dialog.png|thumb|200px|A custom Navomatic 400AP]]<br /> [[File:ITAF-Current-UI.png|thumb|300px|A custom [[IT-Autoflight]] dialog]]<br /> <br /> Some aircraft in FlightGear however only provide one means of interacting with the autopilot (i.e. autopilot dialog '''or''' panel hotspots).<br /> For example, the [[Piper PA34-200T Seneca II|Seneca II]] and the [[Piper PA-24 Comanche|Piper Comanche]] autopilots can be only used from the virtual cockpit using custom panel hotspots. This is in fact increasingly the case, as new emulations of autopilot systems are implemented using the built-in scripting language [[Nasal scripting language|Nasal]] which provides for much more flexible system design and functionality, compared to the relatively static way of describing autopilot systems and their relevant and modes using only the [[XML]]-configurable autopilot system. In fact, to properly emulate more complex autoflight systems that provide support for more abstract flight modes, using a combination of XML-configurable PID controllers and Nasal is likely to be the most promising approach.<br /> <br /> == Route Manager ==<br /> {{main article | Route Manager}}<br /> The Route Manager in FlightGear is something like a very simple FMC- Flight Management Control/Computer.<br /> In FGFS you can input a list of waypoints like NAVAIDS, Fixes and Airports, which the aircraft flies along. You can also add the altitude which the aircraft should have at a certain waypoint. So it is possible to let the aircraft fly along a certain route.<br /> <br /> At the moment, it is not possible to add velocities or other constraints.<br /> <br /> == See Also ==<br /> * [[Advanced Autopilot Tuning Tips]]<br /> <br /> == Related Content ==<br /> * [[Autopilot Configuration Reference]]<br /> <br /> [[Category:Autoflight| ]]<br /> [[Category:Menubar]]<br /> <br /> [[es:Piloto_automático]]<br /> [[Fr:Pilote automatique]]<br /> [[it:Pilota automatico]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Lockheed_Martin_F-22_Raptor&diff=144117 2026-04-23T00:10:02Z

<p>Octal450: </p> <hr /> <div>{{infobox aircraft<br /> | name = Lockheed Martin F-22 Raptor<br /> | image = Lockheed Martin f-22 Raptor.png<br /> | alt = A Raptor ready to take off<br /> | hangar = bermuda<br /> | type = Stealth air superiority fighter, Multirole fighter<br /> | livery = United States Air Force<br /> | authors = Jack Mermod<br /> | status = Development<br /> | fdm = YASim &amp; JSBSim<br /> | fgname = F-22 Raptor<br /> | download = http://alphashangar.co.nr/<br /> }}<br /> <br /> The '''Lockheed Martin/Boeing F-22 Raptor''' is a single-seat, twin-engine fifth-generation [[:Category:Military aircraft|fighter aircraft]] that uses stealth technology. It was designed primarily as an air superiority fighter, but has additional capabilities that include ground attack, electronic warfare, and signals intelligence&lt;ref&gt;Reed, John. [http://www.airforcetimes.com/news/2009/12/airforce_deptula_121909/ &quot;Official: Fighters should be used for spying.&quot;] ''airforcetimes.com'', 20 December 2009. Retrieved: 9 May 2010.&lt;/ref&gt; roles. [[Lockheed Martin]] Aeronautics is the prime contractor and is responsible for the majority of the airframe, weapon systems and final assembly of the F-22. Program partner [[Boeing]] Defense, Space &amp; Security provides the wings, aft fuselage, avionics integration, and all of the pilot and maintenance training systems.<br /> <br /> == Development status/Issues/Todo ==<br /> * Animate model-In the process of being completed<br /> * Implement Seeking Missile Technology-Almost Done<br /> * Make a clickable cockpit<br /> * Add exterior details<br /> <br /> == References ==<br /> &lt;references/&gt;<br /> <br /> == External links ==<br /> * [http://en.wikipedia.org/wiki/F-22 Wikipedia]<br /> <br /> {{Lockheed}}<br /> <br /> [[Category:Military aircraft]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Autopilot&diff=144058 2026-04-21T01:09:57Z

<p>Octal450: </p> <hr /> <div><br /> {{forum|46|Autopilot &amp; Route Manager}}<br /> {{Autoflight Navigation}}<br /> <br /> An '''autopilot''' ('''AP''') is a mechanical, electrical, or hydraulic system used to guide a vehicle without assistance from a human being. Most people understand an autopilot to refer specifically to [[aircraft]], but self-steering gear for ships, boats, space craft and missiles is often also called by this term.<br /> <br /> The autopilot of an aircraft is sometimes referred to as &quot;George&quot;.<br /> <br /> == Autopilot in FlightGear ==<br /> We have a generic one and custom ones written for a certain aircraft, which are supposed to simulate particular autopilot types/models for a specific aircraft. <br /> <br /> The generic one can be used for aircraft which don't have a custom autopilot implementation and seems to work reasonably well on most aircraft. You can enable it with the &quot;Autopilot Settings&quot; which you can open using the F11-key or in the menu bar using the &quot;Autopilot&quot; item.<br /> <br /> In real life, aircraft have specifically-programmed/customized autopilot system to cater for individual aircraft characteristics.<br /> To a certain extent, Flightgear has the possibility to simulate this as well. <br /> <br /> So it is possible to write a custom &lt;tt&gt;autopilot.xml&lt;/tt&gt; to override the generic autopilot implementation. <br /> This custom autopilot configuration file can be driven by either the standard autopilot dialog, custom cockpit panel hotspots or a combination of both.<br /> <br /> In general, it can be considered to be more complex to provide proper cockpit panel implementations than wiring up the autopilot properties to the standard autopilot GUI dialog, so if an aircraft's autopilot doesn't seem to work properly using cockpit panel hotspots, you may want to try using the standard GUI dialog instead.<br /> <br /> Also, please note that not all aircraft/autopilot combinations provide full support for all features offered by the standard autopilot dialog. This may be due to an aircraft's completion status, but also due to technical limitations in certain aircraft/autopilot, so that only certain modes are provided.<br /> This may also apply to aircraft panels, that are seemingly offering functionality that may not yet be implemented.<br /> <br /> In addition, JSBSim also features support for a standalone autopilot implementation, that works without any dependency to FlightGear/Nasal.<br /> <br /> For further information about programing autopilots in FlightGear look at [[Autopilot Tuning Resources]] and http://www.flightgear.org/Docs/XMLAutopilot/.<br /> <br /> == Autopilot Settings ==<br /> [[File:Autopilot.jpg|thumb|270px|The Generic Autopilot's Dialog]]<br /> The AP Settings dialog can be found at '''Autopilot &gt; Autopilot Settings'''.<br /> <br /> === Heading Control ===<br /> * '''Wings Level''': Keeps the aircraft's wings level. Some aircraft may re-use this mode to hold a set bank angle.<br /> * '''Heading Bug:''' Tracks the heading bug (magnetic heading).<br /> * '''True Heading:''' Tracks true heading. This mode changes to GPS/FMS Heading if the [[Route Manager]] is activated.<br /> * '''NAV1 CDI Course:''' Tracks a VOR or [[ILS]] localizer.<br /> <br /> === Velocity Control ===<br /> * '''Speed with Throttle:''' Hold the set airspeed by adjusting throttle<br /> * '''Speed with Pitch:''' Hold the set airspeed by adjusting pitch angle. The throttle will be unlocked and can be moved to adjust climb/descent rate.<br /> * Mach mode tracking is possible, but the dialog does not contain a method to enable it at this time.<br /> <br /> === Pitch/Altitude Control ===<br /> * The mode selected here is ignored if &quot;Speed with Pitch&quot; is selected as it is in conflict.<br /> * '''Vertical Speed:''' Hold the set vertical speed in feet per minute.<br /> * '''Pitch Hold:''' Hold a set pitch angle.<br /> * '''FPA Hold:''' Hold a set flight path angle.<br /> * '''Altitude Hold:''' Acquire and hold the set altitude.<br /> * '''AGL Hold:''' Acquire and hold the set altitude above ground level (sometimes known as &quot;radio altitude&quot;).<br /> * '''NAV1 Glideslope:''' Tracks an [[ILS]] glideslope.<br /> <br /> == Custom Autopilot Dialogs ==<br /> It is possible to provide enhanced or completely new implementations of the standard autopilot dialog to cater for autopilot/aircraft-specific features. <br /> [[File:Navomatic-dialog.png|thumb|200px|A custom Navomatic 400AP]]<br /> [[File:ITAF-Current-UI.png|thumb|300px|A custom [[IT-Autoflight]] dialog]]<br /> <br /> Some aircraft in FlightGear however only provide one means of interacting with the autopilot (i.e. autopilot dialog '''or''' panel hotspots).<br /> For example, the [[Piper PA34-200T Seneca II|Seneca II]] and the [[Piper PA-24 Comanche|Piper Comanche]] autopilots can be only used from the virtual cockpit using custom panel hotspots. This is in fact increasingly the case, as new emulations of autopilot systems are implemented using the built-in scripting language [[Nasal scripting language|Nasal]] which provides for much more flexible system design and functionality, compared to the relatively static way of describing autopilot systems and their relevant and modes using only the [[XML]]-configurable autopilot system. In fact, to properly emulate more complex autoflight systems that provide support for more abstract flight modes, using a combination of XML-configurable PID controllers and Nasal is likely to be the most promising approach.<br /> <br /> == Route Manager ==<br /> {{main article | Route Manager}}<br /> The Route Manager in FlightGear is something like a very simple FMC- Flight Management Control/Computer.<br /> In FGFS you can input a list of waypoints like NAVAIDS, Fixes and Airports, which the aircraft flies along. You can also add the altitude which the aircraft should have at a certain waypoint. So it is possible to let the aircraft fly along a certain route.<br /> <br /> At the moment, it is not possible to add velocities or other constraints.<br /> <br /> == See Also ==<br /> [[Advanced Autopilot Tuning Tips]]<br /> <br /> == Related Content ==<br /> * [[Autopilot Configuration Reference]]<br /> * [[Howto: Design an autopilot]] for a FlightGear aircraft<br /> <br /> [[Category:Autoflight| ]]<br /> [[Category:Menubar]]<br /> <br /> [[es:Piloto_automático]]<br /> [[Fr:Pilote automatique]]<br /> [[it:Pilota automatico]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=McDonnell_Douglas_MD-12&diff=143978 2026-04-13T18:59:10Z

<p>Octal450: </p> <hr /> <div>{{aero-stub}}<br /> {{:{{PAGENAME}}/info}}<br /> The '''McDonnell Douglas MD-12''' is a fictional, double-deck, wide-body, four-engine commercial airliner.<br /> <br /> From the developer:<br /> <br /> &quot;Isaias Prestes originally made the MD-12 concept for FlightGear. Unfourtanately, he didn't appear to have a good set of drawings. Since then some better drawings emerged, so just for fun I tried to improve the 3D a bit with my limited skills.<br /> <br /> I also put some of the old 3D XML instruments into the cockpit, and improved them slightly. And a generic but &quot;okay-ish&quot; flight model that might behave something like what a plane of this configuration should.<br /> <br /> Ultimately, yes, you can fly this. But it's not a real plane, just a concept that might have existed in another timeline. So don't expect me to do anything except update IT Autoflight with my auto-push script!&quot; [https://sourceforge.net/p/flightgear/fgaddon/HEAD/tree/trunk/Aircraft/MD-12/README.md]<br /> <br /> [[Category:Fictional aircraft]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=McDonnell_Douglas_MD-12/info&diff=143977 2026-04-13T18:56:11Z

<p>Octal450: </p> <hr /> <div>&lt;includeonly&gt;{{infobox aircraft<br /> | name = McDonnell Douglas MD-12<br /> | hangar = fgaddon<br /> | aircraft = MD-12<br /> | image = MD-12 above the alps.png<br /> | image2 = MD-12 cockpit.png<br /> | alt = The MD-12 with CF6 engines<br /> | alt2 = The MD-12 cockpit<br /> | type = Airliner<br /> | config = Low wing aircraft/Wide-body aircraft/Retractable gear aircraft/Double-deck aircraft<br /> | propulsion = Quadjet<br /> | manufacturer = McDonnell Douglas<br /> | authors = Josh Davidson (Octal450)/Isaias Prestes (isix)<br /> | fdm = JSBsim<br /> | fgname = MD-12<br /> | status-fdm = 2<br /> | status-systems = 0<br /> | status-cockpit = 2<br /> | status-model = 2<br /> | navbar = 1<br /> }}&lt;/includeonly&gt;&lt;noinclude&gt;<br /> This is the aircraft infobox subpage of the [[McDonnell Douglas MD-12]].<br /> [[Category:Aircraft infobox documentation]]<br /> &lt;/noinclude&gt;</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=McDonnell_Douglas_MD-12&diff=143976 2026-04-13T18:55:04Z

<p>Octal450: </p> <hr /> <div>{{aero-stub}}<br /> {{:{{PAGENAME}}/info}}<br /> The '''McDonnell Douglas MD-12''' is a fictional, double-deck, wide-body, four-engine commercial airliner.<br /> <br /> From the developer:<br /> <br /> &quot;Isaias Prestes originally made the MD-12 concept for FlightGear. Unfourtanately, he didn't appear to have a good set of drawings. Since then some better drawings emerged, so just for fun I tried to improve the 3D a bit with my limited skills.<br /> <br /> I also put some of the old 3D XML instruments into the cockpit, and improved them slightly. And a generic but &quot;okay-ish&quot; flight model that might behave something like what a plane of this configuration should.<br /> <br /> Ultimately, yes, you can fly this. But it's not a real plane, just a concept that might have existed in another timeline. So don't expect me to do anything except update IT Autoflight with my auto-push script!&quot; [https://github.com/Octal450/MD-12]<br /> <br /> [[Category:Fictional aircraft]]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=McDonnell_Douglas_MD-12&diff=143975 2026-04-13T18:52:53Z

<p>Octal450: </p> <hr /> <div>{{aero-stub}}<br /> {{:{{PAGENAME}}/info}}<br /> The '''McDonnell Douglas MD-12''' is a fictional, double-deck, wide-body, four-engine commercial airliner.<br /> <br /> From the developer:<br /> <br /> &quot;Isaias Prestes originally made the MD-12 concept for FlightGear. Unfourtanately, he didn't appear to have a good set of drawings. Since then some better drawings emerged, so just for fun I tried to improve the 3D a bit with my limited skills.<br /> <br /> I also put some of the old 3D XML instruments into the cockpit, and improved them slightly. And a generic but &quot;okay-ish&quot; flight model that might behave something like what a plane of this configuration should.<br /> <br /> Ultimately, yes, you can fly this. But it's not a real plane, just a concept that might have existed in another timeline. So don't expect me to do anything except update IT Autoflight with my auto-push script!&quot; [https://github.com/Octal450/MD-12]</div>

Octal450 https://wiki.flightgear.org/w/index.php?title=Discord&diff=143974 2026-04-13T18:50:54Z

<p>Octal450: /* Aircraft-specific */ Alphabetize</p> <hr /> <div>'''Discord''' is used in the FlightGear community as an alternative to [[Mumble]], [[TeamSpeak]], [[FGCom]] or [[Ventrilo]].<br /> <br /> Discord is a free voice and chat software that can be downloaded as an app or [https://discord.do/web/ used in a browser].<br /> <br /> == Invite links ==<br /> {{note|1=Its advised that you create a permanent account, instead of creating guest accounts as some people create duplicate accounts which clogs up the member logs and makes it more difficult to @mention people.}}<br /> <br /> Furthermore many other FlightGear servers exist that you may need an personal invite to join. The easiest way to find them is to go to the FlightGear server and ask or ask in forums.<br /> <br /> == FlightGear Communities on Discord ==<br /> <br /> === General, Help and Support, Communities ===<br /> <br /> {| class=wikitable<br /> ! Topic !! Invite link<br /> |-<br /> | FlightGear<br /> | https://discord.gg/rzuV2DR<br /> |-<br /> | FlightGear Community<br /> | https://discord.gg/RyMyQA6ZDm<br /> |-<br /> | FlightGear FDM School<br /> | https://discord.gg/Uyrtsar<br /> |-<br /> | FlightGear Virtual Alliance<br /> | https://discord.gg/VqzTG2N<br /> |-<br /> | FG Events<br /> | https://discord.gg/GY4N6Cu<br /> |-<br /> | FG FDM School<br /> | https://discord.gg/U5KXyMU<br /> |-<br /> | FlightGear Republic, A friendly community about FlightGear.<br /> | https://discord.gg/sBJy46Uq7z<br /> |-<br /> |FlightGear soaring club<br /> |https://discord.gg/NvJjmzMfRP<br /> |}<br /> <br /> === Military Aviation Communities ===<br /> <br /> {| class=wikitable<br /> ! Topic !! Invite link<br /> |-<br /> | Operation Red Flag military FG community (OPRF)<br /> | https://discord.gg/ptVapkE<br /> |-<br /> | Combined Joint Task Force 50 (OPRF event planning/hosting and more)<br /> | https://discord.gg/2nxjb6y<br /> |-<br /> |FIRST AIR FORCE<br /> |https://discord.gg/firstairforce <br /> |}<br /> <br /> === Country Specific Communities ===<br /> <br /> {| class=wikitable<br /> ! Topic !! Invite link<br /> |-<br /> |FlightGear Australia <br /> | [https://discord.gg/8MY6cmDQbK https://discord.gg/nG76HMDjUE]<br /> |-<br /> | FlightGear Italia (ITA Mercenaries)<br /> | https://discord.gg/5RzyXRf<br /> |-<br /> | FlightGear Germany<br /> | https://discord.gg/FNnpjCPSze<br /> |-<br /> | FlightGear Indian Community<br /> | https://discord.gg/Tu7n5FmG5S<br /> |-<br /> | FlightGear Asia<br /> | https://discord.gg/7saCkA2jQj<br /> |-<br /> | FlightGear Hong Kong<br /> | https://discord.gg/9QVKcT6skU<br /> |-<br /> |FlightGear Myanmar<br /> |https://discord.gg/VbT88KEGrk<br /> |-<br /> |[[FlightGear Polska]]<br /> |https://discord.gg/5J7uVYRhZV<br /> |}<br /> <br /> === Aircraft-specific ===<br /> {| class=&quot;wikitable&quot;<br /> ! Aircraft !! Invite link<br /> |-<br /> | A-10 Warthog<br /> | https://discord.gg/RmtjmsT5vS<br /> |-<br /> | Aermacchi MB-339<br /> | https://discord.gg/vNZ5ZPv<br /> |-<br /> | B-1 Lancer<br /> | https://discord.gg/d2bhwFCnX2<br /> |-<br /> | Boeing 777<br /> | https://discord.gg/k5RXxFgGDA<br /> |-<br /> | Boeing F/A-18C Hornet<br /> | https://discord.gg/8GzpdK4j8P<br /> |-<br /> | F-111 Aardvark<br /> | https://discord.gg/DSrSbmx<br /> |-<br /> | FG-1000 Stealth Fighter<br /> | https://discord.gg/3MFZauxyPW<br /> |-<br /> | [[General Dynamics F-16 Fighting Falcon]]<br /> | https://discord.gg/8RcYnjA<br /> |-<br /> | [[Mikoyan-Gurevich MiG-21bis]]<br /> | https://discord.gg/bs8xyz3<br /> |-<br /> | [[Mirage 2000]]<br /> | https://discord.gg/xZ3r2KR<br /> |-<br /> | Octal450 Hangar Development<br /> | https://discord.gg/gxAhC3j<br /> |-<br /> | Panavia Tornado<br /> | https://discord.gg/SYxgzkCrSG<br /> |-<br /> | [[PZL-Koliber-family | PZL Koliber family]]<br /> | https://discord.gg/beADn2sWM6<br /> |-<br /> | [[Saab 37 Viggen]]<br /> | https://discord.gg/RJTwS9a<br /> |-<br /> | SEPECAT Jaguar<br /> | https://discord.gg/G5q5XYN<br /> |-<br /> | Soviet Aviation for FGFS<br /> | https://discord.gg/YC2EYGK5Xf<br /> |}<br /> <br /> ==External links==<br /> *https://discord.com/ Official website<br /> <br /> [[de:Discord]]<br /> <br /> [[Category:Software]]<br /> [[Category:Community]]<br /> [[Category:Air Traffic Control]]</div>

Octal450