Be-12 is a heavy Soviet anti-submarine amphibious aircraft. The first prototype took to the air in 1960, the aircraft is still in service. Take-off weight is about 30 tons, length is about 30 meters.

Engines - two AI-20D, 2x5180 hp
Engines have a resource that decreases with use, and greatly decreases if the engine is overdriven, on fire, running dry, overheating, etc.
When the resource drops to 0, the engine fails, but can be repaired.
The engine may explode if on fire for a long time or overloaded.
Possible breakdowns and troubles: fuel pump, oil pump, ignition, starter, generators, fire, explosion, icing, surge, oil leak, fuel leak, freezing of water in the fuel.
Repair is possible with a complete stop of the engine.
Control cables are located in the middle compartment.

The engines are supplied with fuel by two booster pumps. You can fly without them, but you won't be able to start the engines without them. The system has a valve that allows both engines to be powered by only one pump.
Possible breakdowns and troubles: pumps failure, xfeed valve failure, failure of control relays.
Pump repair: button in the middle compartment.

The electrical system consists of three subsystems - DC 28V, AC 115V and AC 36V.
Systems powered from generators - two generators STG-12 DC 28V, two SGO-12 - AC 115V. The 36V system is powered by the PT-1000C power converter.
Most of the equipment, such as pumps, lighting, equipment, etc., is powered by 28V, most of the instruments, navigation, radar - by 115. Part of the navigation system, radio, radio altimeter, artificial horizons are powered by 36.
Possible troubles: failure of the generators, failure of the generator relay, failure of the relay of any of the systems, failure of the main battery relay. Flooding of compartments leads to the failure of the electricians placed in them.
Repair: the generators themselves are repaired on the engines, the rest of the problems are in the electrical box in the cockpit.

The hydraulics have two lines - main and reserve, and is powered by two pumps on the engines, a backup electric pump 465K, and a pump on the APU.
It is used to drive the landing gear, control the bomb bay and mechanize weapons in the cargo hold. It is possible to selectively isolate the contours of the gears and the cargo compartment, in case of any glitches or any other kind of need.
Possible troubles: fluid leakage from the lines, pumps failure, backup pump failure, system switching relay failure.
There is an emergency landing gear release circuit from a compressed nitrogen tank. In the event of a landing gear failure or hydraulic failure, there is a possibility that the landing gear could be released from this emergency system.

The pneumatic system is powered by an electric compressor in the aft compartment, and serves to drive the main doors and the navigator's escape hatch, and seal the main doors, bomb bay doors and rear escape hatch. If the pressure in the system is low or absent, the boat begins to take on water.
Compressor may break, repairs in the aft compartment.

Main console content:
1. Engines main parameters
2. Engines control lamps
3. Control lamps for heating systems
4. Feathering lamps
5. Data and indicator lamps for hydraulic and pneumatic systems
6. Landing gears warning lights
7. Remaining fuel
8. Emergency landing gear switch
9. Flap position
10. Water sensor lamps

Engines main parameters

ENGINE 1/2 EXH TEMP - gas temperature at the turbine inlet. They depend on the engine load, and a little - on the temperature overboard. May rise or fall due to faults.
The operating range is from ~420 at idle to 540 in flight. Exceeding 540 degrees causes the turbine to overheat, which greatly reduces the engine life and also heats up the oil.
At startup, the temperature can be much higher, but should not exceed 700 degrees. Exceeding 750 means hot start and engine fire.
Gauges do not depend on power and always work until they break.

ENGINE 1/2 % RPM - % propeller speed. In operating conditions, the rpm will always be close to 100%, decreasing slightly in hot weather and increasing in cold weather.
Idling - about 80%.
Gauges do not depend on power and always work until they break.

L/R BOOSTER PUMP PRESSURE - line pressure after booster pump. To start, a pressure of at least 1 bar is required, otherwise the high-pressure pump in the engine will not work correctly, but there may be no pressure in flight.
If the pressure is too low, the booster pump is broken or off, or there is a fuel leak.
Gauges powered by 115V.

ENGINE 1/2 FUEL PRESS - fuel pressure in the engine after the high pressure pump.
To start, you need a pressure of at least 20 bar. Rated pressure in operating mode - 80-85 bar. When it falls below 70 bar, the engine begins to actively lose power.
Pressure may drop due to pump failure, fuel filter wear or icing. Too high pressure also means pump failure and can lead to fuel leakage and/or fire.
Gauges powered by 115V.

ENGINE 1/2 OIL PRESS - engine oil pressure. Normal pressure is from 3 to 6.5 bar, depending on the condition of the engine, temperature and amount of oil, rpm. Low pressure leads to rapid destruction of the engine. Pressure problems mean either a broken oil pump, or an oil leak, or a low oil level, or general engine wear, or a worn oil filter.
Gauges powered by 115V.

ENGINE 1/2 % TORQUE - engine load in %. The normal for the nominal mode is 85% to 90%. The maximum allowable is 100%, but in extreme circumstances the load may be higher, however, there is a possibility of destruction of the engine.
Gauges powered by 115V.

ENGINE 1/2 OIL TEMP - engine oil temperature. The norm is from 60 to 85. Exceeding 87 degrees leads to increased oil consumption, leaks, and engine wear.
High oil temperature means engine overload, or low oil level, or great engine wear, or fire.
Gauges powered by 115V.

ENGINE 1/2 FUEL FLOW KG/H - fuel consumption. Allows you to estimate how much fuel engine is using.
Gauges powered by 115V.

Engines control lamps

ENG 1/2 FIRE - engine fire.

ENGINE 1/2 OIL PRESSURE - oil pressure lamp. Lights up at a pressure below 3 bar. Lamps have their own sensors and are not connected to instrument readings, i.e. if the gauge break down, the lamps continue to work correctly.

ENGINE 1/2 FUEL PRESSURE LOW - low fuel pressure. Light up at a pressure below 70 bar. They have their own sensors, so the readings are not related to the readings of the gauges.

ENGINE 1/2 STARTER - starter lamp.

ENGINE 1/2 CHIPS DETECTED - "chips in oil". It is an indicator of heavy wear in progress or poor engine condition. An occasion to carefully check the rest of the engine parameters.

ENGINE 1/2 ICING - icing on the inlet to the engine. Causes a gradual decrease in power, up to a complete stop. Icing develops at negative intake temperatures and high humidity, rain or snow.

ENGINE 1/2 FUEL FILTER BYPASS - opening the bypass valve in the fuel filter. Lights up when the filter resistance becomes too high due to freezing of water in it, and the bypass valve opens in it to keep the engine fueled.

Control lamps for heating systems

ENGINE 1/2 INTAKE HEATER ON - Intake heating is on. Hot air for heating is taken from the engine compressor, so the heating does not work when the engine is turned off. The air bleed valve is electrical and can break. Repair in the electrical box Щ-02.

ENGINE 1/2 FUEL HEATER ON - Fuel filter heating is on. Heating is powered by 28 V, the heating relay may break, repair in the electrical box Щ-02.

Feathering lamps

Feathering - turning the propeller blades parallel to the air flow to reduce air resistance and turning momentum, which makes it difficult to control the aircraft. In SW, the propellers do not create air resistance and cannot be feathered, so during simulation, the propeller turns perpendicular to the flow (which is not correct), and the resistance is simulated.
The Be-12 has an automatic feathering system that deploys the blades in the event of an engine shutdown, but it will not work in the event of a feathring pump failure or system failure.

FEATHER PUMP PRESSURE - low oil pressure in the feathering pump. Lights up either when the pump breaks down, or at low engine speeds. The pump repair is carried out together with the general engine repair.

PROP FEATHER - lights up when the propeller is feathered.

Data and indicator lamps for hydraulic and high pressure air systems

AIR SYS PRESSURE - Air pressure in the air system. At a pressure below 100 kg/cm2, the boat begins to gradually take on water, due to a violation of the sealing of the hatches. Normal pressure is 135-145. The pressure in the system is supported by an electric compressor located in the aft compartment.

AIR SYS PRESSURE LOW - lights up when the pressure in the air system drops below 100 kg/cm2.

MAIN HYD PRESSURE - Pressure in the main hydraulic system. The normal is 130-150 kg / cm2.

MAIN HYD PRESSURE LOW - lights up when the pressure in the main hydraulic system drops below 125 kg/cm2. The lamp works independently of the gauge.

RESERVE HYD ON - reserve hydraulic system indication. If the light does not light up when the reserve is turned on, the relay of the switching valves is broken.
When turned on, the main system is turned off, and the pressure in it can rise to nominal values. This does not mean that the main system has been repaired.

RESERVE HYD PRESSURE - The pressure in the reserve hydraulic system created by the electric pump.

Gauges powered by 115V.

Landing gears warning lights

GEAR DOWN LEFT
GEAR DOWN AFT
GEAR DOWN RIGHT
The lamps are on when the landing gear is extended and off when retracted. Flashing in an transition state.
The released landing gears creates additional air resistance, which reduces speed and creates a dive momentum, and if only the right or left is released, then also a turning momentum.
When exceeding 220 km/h in the air or 60 km/h in the water, the extended landing gear breaks stuck, it can only be repaired from the outside of the aircraft, using the repair keys in the landing gear bays.

Remaining fuel

FUEL GROUP - fuel left in total/left group of tanks/right group of tanks.

FUEL GROUP SWITCH TOTAL / LEFT / RIGHT - Switch between groups, sequentially.

Landing gear release switch

EMERGENCY GEAR RELEASE - Emergency release of the landing gears from a nitrogen tank. It is necessary in case of failure of both hydraulic systems or gears breakdowns, with the exception of external breakdowns (from overspeeding, for example). The system is disposable - it cannot be turned off, reset to its original state - only by repairing the gears and recharging the cylinder (under the bunk in the central compartment).

Flaps position

FLAPS POSITION - Shows flap deflection in degrees. Read more in the aerodynamics section.

Water sensor lamps in compartments
WATER IN COCKPIT
WATER IN CARGO
The function is obvious. There is al

1. Flight data
2. Waypoint data
3. Radio
4. Oxygen equipment
5. Level in oil tanks
6. Zeroing the altimeter and radio altimeter
7. Seat position

Flight data

ALTITUDE, m - Barometric altimeter. Readings increased from atmospheric pressure, i.e. weather. The worse the weather, the higher the altitude will be displayed. Under ideal conditions, the conditions will match the true altitude. There is a switch to make adjustments.
When icing the pitot tubes, it starts to show all sorts of nonsense.

INDICATED AIRSPEED, km/h - Indicated speed. It also depends on atmospheric pressure, i.e. weather, temperature and altitude. The colder, higher and the weather, the lower the airspeed will be. Icing - recognition to the altimeter.

RADIO ALTIMETER - An altimeter that measures the distance to the ground, and thus shows the true altitude to the surface. It is not excluded icing, but may break. Powered by 36V supply.

CLIMB, m/s - Variometer. Shows descend/climb rate. The thrust-to-weight ratio of the aircraft is much to be desired, so the stable climb is limited to about 12 m/s. Icing - similar to an altimeter.

Waypoint data

Everything is simple and clear from the subscription - the distance and time to the nearest waypoint, and to the end of the route. Doesn't break.

Radio

It's also simple. Power button, channel selection button. Signal strength.
INTERCOM/RADIO switches - when OFF allows the pilot and co-pilot to talk with each other, when on, to transmit the voice to the outside world.
The radio is powered by 36V. May break, repair from the navigator's workplace.

Oxygen equipment

In reality, the aircraft is not pressurized, and oxygen equipment is installed on it to fly at high altitudes. Since the issue of breathing at high altitudes is not disclosed in the game, I made a simulation through temperature. At altitudes greater than 3000 meters, oxygen must be turned on, otherwise the pilot will "suffocate" from freezing.

OXYGEN PRESSURE - Pressure of oxygen in tanks. When it drops to 0, the oxygen system will stop working.

OXYGEN CONTROL - On/off control of oxygen supply.
The system doesn't break.

Level in oil tanks

Remaining oil in engines oil tanks in liters. The less is oil level, the higher its temperature and lower pressure. It is also usable to check for leaks by monitoring levels.
Gauges don't break.

Zeroing the altimeter and radio altimeter

ALTIMETER CURRENT / ABSOLUTE ZERO - When turned on, sets the CURRENT altitude as barometric zero. When turned off, the altitude correction is reset and the barometric altitude displayed as it is.

RADIO ALTIMETER - Radio altimeter switch.

Seat position

The functions are obvious.

1. Flight data
2. Temperature sensors
3. TGU data
4. Electrical system data
5. Oxygen and cabin temperature
6. Electrical management
7. Auxiliary electrical pieces
8. Pressure in the landing gears hydraulic lines

Flight data

Identical block on the left side.

Temperature sensors

ENGINE 1/2 INTAKE AIR TEMP - Engine intake air temperature. Needed to assess the likelihood of icing. Usually lower than the ambient temperature due to the lower air flow pressure in the engine intake.
Gauge may break.

OUTSIDE TEMPERATURE - Function explicit. Can't break.

FUEL TEMP LOW - Lights up when the fuel temperature drops to about +1 degree.
Needed to control the likelihood of fuel freezing in filters. Doesn't break.

TGU data

TGU - AI-8 turbogenerator unit, which supplies the aircraft with energy and hydraulics, while the main engines are not running. It is a small turboshaft engine installed in the aft compartment, with GS-24 generator mounted on it.
You can drive it in flight if necessary, fuel is supplied from the left group of tanks. There is an emergency battery isolated from the main electrical system, which allows the TGU to be used even in the total absence of power.

TGU EXH TEMP - Turbine inlet gas temperature. Normal value up to 700 degrees.

TGU GEN AMPS OUTPUT - Current taken from the generator. The normal value is about 600 A.

TGU % RPM - TGU rotation speed in %. Around 100 is the norm.

TGU OIL PRESS - Oil pressure in TGU. More than 2 is ok. Unstable pressure speaks of the testimony that TGU on the way to her death.

Electrical system data

BATTERY VOLTAGE - Main battery voltage. 27-28 is ok. Unstable readings indicate a problem with the main relay.

DC BUS VOLTAGE - Voltage in the DC system. 27+ V is the norm. Power is supplied to the system either from a battery, or from a TGU, or from STG-12 generators installed on the engines. If the readings are unstable, it's definitely some kind of nonsense with the main relay.

AC BUS 115 VOLTAGE - The voltage in the alternating current system is 115 V. The norm is 115 V. The system is powered either from the main / reserve power converter PO-500, or from SGO-12 generators. Powers most of the gauges.
The voltage may drop if one of the generators fails. Voltage below 50 V is not enough to power devices and systems.

AC BUS 36 VOLTAGE - The voltage in the alternating current system is 36 V. The norm is 36 V. It is powered by the main / reserve converter PT-1000C. Powers artificial horizons, navigation, radar, radio, radio altimeter.

STG-12 GEN 1/2
SGO-12 GEN 1/2
Control lamps of generators. Are on when the generators are turned off, failled, or for some other reason do not produce enough electricity.

PT-1000C - Emergency lamp for power converter PT-1000C. Lights up when the converter is not working for some reason, for example, it is turned off or broken.
PO-500 - Indicator lamp showing the operation of the PO-500 converter. It is assumed that the converter is turned off in flight, and the 115V system is powered by generators on the engines. If the converter is turned on, but the lamp does not light up, something is broken.

Oxygen and cabin temperature

The oxygen pressure is the same as the sensor on the left side.
The cockpit thermometer has quite obvious functionality. Doesn't break.

Electrical management

MASTER BATT - Main relay switch. Connects the battery to the 28V system. Long battery life is not provided, its capacity is small. If it is not planned to start the TGU in the next few minutes, the power should be turned off.
In flight, it can be disabled, but there is no practical sense in this.
Main relay can fail.

BATT CONNECTED - Main relay operation indicator. If it is on, but the indicator is not lit, there is a breakdown somewhere.

PO-500 - Control of converter PO-500. The converter plays an auxiliary role, providing 115V power when the engines are turned off, and is not designed for continuous operation. May break.

PT-1000C - Control of converter PT-1000C. The main power supply for the 36V system. May break.

STG-12 GEN 1/2
SGO-12 GEN 1/2
Generator management.

Auxiliary electrical items

PT-1000C RESERVE
PO-500 RESERVE
Reserve converters. Used in case of main converters failure.

Pressure in the hydraulic circuits of the landing gear

Indication of pressure in landing gear hydraulic lines. Useful for troubleshooting.

1. Fuel dump
2. Intake heating
3. Fuel heating
4. Xfeed fuel valve
5. Fuel management
6. Pitot tube and cockpit heating
7. Throttle synchronization
8. Feathering control
9. Fire fighting
10. Throttle control
11. Autopilot
12. Parking brake

Fuel dump

L/R GROUP FUEL DUMP - Dump fuel from the left/right group. It may be necessary to balance the aircraft, or to reduce weight. Attention! There is no indication. If you turned it on and forgot - your fault.
Doesn't break.

Intake heating

ENG 1/2 INTAKE HEATER - The intake heating system is described in the "Central panel" section.

Fuel heating

ENG 1/2 FUEL HEATER - The fuel heating system is described in the "Central panel" section.

Xfeed fuel valve

FUEL XFEED - Control of the valve connecting the fuel systems of the left and right engines. Needed to power both engines from the same group of tanks, as well as in case of failure of the booster pump on one side. May break.
Repair of the relay in the electrical box Щ-02, repair of the valve itself - in the central compartment.

Fuel management

ENGINE 1/2 FUEL SHUTOFF
Main engine fire valves. Stops the engines and disable the starting procedure. When off during engine fire in process, there is a chance that the fire will go out by itself. It is impossible to start the engine with the valve closed. There is no open/close indication. Doesn't break.

ENG 1/2 BOOSTER PUMP
Booster pump control. Needed to start engines - without initial pressure, the main engine pumps will remain dry and unable to pump fuel. In flight, the pumps can be turned off, but there is no practical sense in this. In-flight restart without these pumps is also very difficult.
Can break.
Repair of the relay in the electrical box Щ-02, repair of pumps - in the central compartment.

ENG 1/2 BOOSTER PUMP PRS LOW
Booster pump failure indication. Operates from pressure sensors behind the pumps.

Pitot tube heating

Fights pitot tube icing. Altimeter, speed indicator and variometer will not work in bad weather conditions without heating.
It is powered by 28 V, both the heating control relay and the heater itself can fail.
Repair of the relay in the Щ-02 box, the heater itself in the aft compartment (DEICING REPAIR)

Cockpit heating
The function is obvious. May fail. Repair in the Щ-02.

Throttle synchronization

Throttle levers - engine power controls. Synchronization allows both engines to be controlled at the same time. With separate control, the synchronizer remembers the position of the levers and moves them synchronously, without changing the difference between them. Thus, it is possible to set up different thrusts of the engines and continue to control them synchronously, which is important for a correct landing, for example.
Doesn't break.

Feathering control

L/R PROP FEATHER
When the engine stops in flight, its propeller creates a lot of drag, reduces speed and tries to turn the plane to the side. Feathering is needed to reduce these effects and maintain the ability to fly normally.
The system is described in more detail in the "Central panel" section.
The aircraft is equipped with an automatic propeller feathering system, which works at a throttle position of more than 55, so manual control is not necessary. However, the automatic system may fail.

L/R ENG INFLIGHT RESTART
Disables feathering and allows ram air to spin the engine to restart it. The speed for this must be at least 130 km / h.
The correct engine restart sequence in the air is:
1. Disable throttle sync
2. Set the throttle lever of the engine to 0
3. Open the shutoff valve
4. Turn on the booster pump
5. Set the "COLD SPIN / STARTUP ENGINE" switch to the "STARTUP" position
6. Enable "INFLIGHT RESTART" for the desired engine.
7. Observe the exhaust temperature at startup, if necessary, control it by pressing the "FUEL BYPASS" button
8. After a reliable engine start, turn off "INFLIGHT RESTART"
9. Wait for the engine to idle
10. Set the desired engine throttle
11. Enable throttle sync

Firefighting

ENG 1/2 FIRE EXT
The engines are equipped with fire sensors, in case of fire detection, emergency lamps on the central panel light up, and the buzzer turns on.
To extinguish a fire, 3 fire extinguishing shots per engine are provided, which are triggered sequentially when these buttons are pressed. If the fire is not extinguished in 3 shots, then you have to burn.
Refilling fire extinguishers in the aft compartment. Doesn't break.

Engines control

ENGINE 1/2 THROTTLE LEVER
Shortcut - buttons 1 and 2 on the keyboard.
The function is obvious. Negative values ​​are used for maneuvering on the water. Idling from 0 to 10. Rated mode 80-82, maximum (take-off) 88, emergency up to 100. Additional throttle position from 100 to 110 allowed to be used only in case of hot weather. At 88 throttle, it stops, further increase in the mode is possible only manually, this cannot be done using the buttons on the keyboard.
It is forbidden to set engines at maximum for longer than 15 minutes and 3 minutes at emergency, but the engine may fall apart even earlier.
Levers do not break.

Autopilot

AP-6E MASTER - Autopilot master switch.
The autopilot allows you to maintain and change a given altitude and heading, as well as control the aircraft by the navigation system. Both the autopilot itself and its actuators can break down. Autopilot power supply 36 V, actuators - 28 V.
Repair - from the navigator's seat and in the central compartment on the ceiling.

AP-6E ENABLED - Operation indicator. Lights up if the A/P is on, blinks in case of a malfunction of the A/P itself, but not the actuators. Actuators failure indication - in the central compartment on the ceiling.

AUTO W/P HEADING - Flashes when automatic following of a course plotted from the navigator's station is on.

AUTO HEADING ENABLED - Enables automatic following.

AUTOPILOT ALT HOLD ENABLED - Lit when altitude hold is enabled. It is activated by pressing
the "3" button on the keyboard, from both pilot's seats. The height is set at the moment of switching on, and can be adjusted with the up and down buttons both from the pilot's seats, and from the navigator's and bombardier's seats.

AUTOPILOT HEADING HOLD ENABLED - Lights when heading hold is enabled. It is activated with the "4" button on the keyboard, from both pilot's seats. The course is set at the moment of switching on, and can be adjusted with the left and right buttons, both from the pilot's seats, and from the navigator's and bombardier's seats.

AUTOPILOT ALT - An indicator of the current autopilot hold altitude setting.
AUTOPILOT HEADING - same for the heading.

Parking brake

The functionality is obvious. It is also activated by button "5" from both pilot's seats. Not intended for aircraft braking during taxiing or landing - may cause the aircraft to roll over. Brake in the operating mode should be a spacebar from both pilot's seats.
Doesn't break.

1. TGU management
2. Engine startup controls
3. Lighting controls
4. Reserve hydraulics
5. Pressure in the emergency landing gear system
6. TGU emergency battery
7. Landing gear control
8. Flaps control

TGU management

TGU MASTER - Master switch. When turned off, the TGU is shut down.

TGU START - TGU starter. To start, you need to hold for half a second. TGU starter may break, repair in the aft compartment.

TGU OIL PRESSURE LOW - Oil pressure in TGU is less than 2 kg/cm2. Blinking or lit - a sign of a breakdown.

TGU FIRE - Lights up when the TGU is off, or means a fire when it is running. Extinguishing - in the aft compartment, on the starboard side. There is one extinguishing charge, recharging along with filling oil in the TGU.
When burnt out, it does not explode.

Engine start control

1/2 ENGINE SELECT - select the engine to start.

COLD SPIN/STARTUP ENGINE - ignition control. In the STARTUP mode, it turns on the ignition when the engine reaches the startup speed, and turns it off automatically after starting. After starting both engines, turn off. In case of unsuccessful start, after a minute of ignition operation, you need to take a break for cooling. Long-term operation of ignition units causing it to overheat and burnout.
The ignition can break both by itself and the control relays.
Repair on engines and in electrical box Щ-02.
Power supply 28 V.

STARTER - Turns on the starter for the selected engine. Power supply 28 V.
Due to the high power consumption for starting the engine, starting is possible only from a running TGU or an airfield power source. Trying to start both engines at the same time is prohibited - this will cause the TGU power generator to burn out.
The starter cycle time for one attempt is 40 seconds. It is allowed to make 3 start cycles in a row, after which it takes 30 seconds to cool the starter. In practice, it is better to let it cool down after each start attempt, otherwise the probability of starter failure increases greatly.
Both the starter itself and the control relays can break. Repair on engines and in electrical cabinet Щ-02.

FUEL BYPASS - Fuel cut-off at startup. Needed to control exhaust temperature. It should be pressed and held in case of an intensive temperature rising above 650 degrees.

STARTUP ACTIVE - Control lamp of ignition units. If it does not light up at all at start-up, there is an ignition malfunction.

Lighting control

The functionality is obvious. Power supply from 28 V. Lights can break, repair in electrical box Щ-01. When the box is flooded, all the lights are becomes grim.

Reserve hydraulics

RESERVE HYD SYSTEM - Switch the main system to the reserve. Needed when there is a drop in pressure/fluid level in the main system. The pressure in the reserve system is created by an electric pump 465K.
The switching valve may be broken. Repair in the Щ-02 electric box.

465K HYD PUMP - Backup pump switch. May break. Repair in the Щ-02 electric box.

Pressure in the emergency landing gear system

EMERG. GEARS RELEASE TANK PRESSURE - the emergency landing gear release system is described in the Central instrument console section. And this is just a pressure sensor in this system.

TGU emergency battery

An isolated battery that allows you to start the TGU even in the absence of electricity in the aircraft. After starting, you must turn it off, otherwise the TGU generator will not be connected to the aircraft. Doesn't break.

Landing gear control

The obvious thing.

Flaps control

Flaps deploy. Flaps make it possible to greatly reduce the landing speed and takeoff speed, and in fly at a lower speed. At speeds above 190 km/h there is a risk of jamming. Repair of the actuators in the central compartment on the ceiling.
Flaps changes the aerodynamics of the aircraft, greatly reduce speed, increase fuel consumption, but without them it is difficult to take off and land.

FLOOD LIGHT OFF - Turns off the red backlight of the control panel, in case you want to fly in complete darkness. The backlight is on by default.

WARNING SOUND OFF - Disables the fire alarm sound.

UNLOCK L HATCH
UNLOCK R HATCH
Unlocks the top hatches. With some skill, you can unlock them from the outside. The hatches are locked by default.

BAY DOORS - Bomb bay switch.

BAY DOORS OPENED - Flashes when the bomb bay is in the transition - opening or closing. Lit when open.

ARM PAYLOAD DROP - Arm safety. Without it, you can not initiate the payload drop.

PAYLOAD READY - A signal of readiness to drop the payload. If it is off or blinking, the drop is not ready. The hatch is closed, or the arm safety is not ♥♥♥♥♥♥, the torpedoes have run out, or something is not working in the cargo hold and the torpedo / bomb does not get into the correct position.

The navigator's workplace and the navigation system are generally identical to those on my Il-28, so in short:
1. Data on fuel consumption is an understandable thing. Calculates the actual consumption and provides data on the flight range and the remaining flight time.

2. Flight data - similar to pilot data, but drift and ground speed added. The Be-12 has a doppler speed and drift meter, although not very reliable.

3. Waypoints - data on waypoints: distance and flight time to them in min.sec format.

4. Autopilot Settings - Shows what mode the autopilot is in, what altitude and heading are set.

5. Radar - screen onboard radar "Initiative-2B". Shows everything - ships, planes, icebergs, kraken, workbenches and large birds. You can enable target filtering, it will show only artificial objects.
The emergency beacon receiver switch and signal level are located on the same panel. The higher the level, the closer the beacon, respectively.

6. Weather radio receiver - you need a weather station located at the airfield to work. Recieves atmospheric pressure, wind speed and direction, which allows you to make automatic correction of altimeter readings, as well as make corrections for drift in the autopilot in automatic waypoint flight mode.

7. Wind corrections - you can also enter wind data into the autopilot manually, for example, by looking at them before takeoff or by calculating them from the drift data, the difference between the indicated and true speeds. With the proper corrections, the autopilot is able to land the plane on the runway itself even with a strong side wind.

8. Map - work with the map is intuitively clear from the hints of the navigator's seat. The number of checkpoints is virtually unlimited.

Devices at the navigational workplace do not fail.

1. Weapons control
2. Sight
3. Anchor control
4. Emergency hatches

Weapons control

The left weapon control panel is identical to the control panel in the cockpit.
Contents of the right panel:
I/R MODE - Infrared sight mode.

PAYLOAD DROP ARMED - Launch safety is disabled. It does not mean ready to start, the PAYLOAD READY light is used for this.

SPARE#1 - Availability of 1 spare torpedo.

SPARE # 2 - Availability of the 2nd spare torpedo.

By button "6" the torpedo is launched. At 6, and not at a spacebar, due to unification with pilot seats - there the spacebar is occupied by brakes.

Sight

On the left side of the screen are the zoom buttons, on the right - the control of the angle of the sight. In general, the probability of hitting any ship is extremely low, which perfectly matches the historical data on the use of torpedoes from these aircraft.
The sight doesn't break.

Anchor control

Management is simple, no additional instructions are required. Doesn't break.

Emergency hatches

The upper escape hatch is located above the bombardier's seat, the lower, respectively, below it.
To access the lower hatch, a part of the hull opens, the hatch itself is opened manually. The drive is pneumatic, so if the pneumatic system fails, it will not be possible to open the lower hatch.

There is no interactive equipment at the radio operator's workplace. It is clear that the real plane has it, but I doubt that anyone will miss this missing functionality.
But there is a detail that deserves attention, namely, manual door control. Typically, the cargo hatch, front and rear entrance doors are pneumatically actuated. In case of failure of the pneumatic system or disconnection of its hoses, there is a manual mode. Near the drive of each of the doors there is a switch that allows you to control the door regardless of the pneumatic drive.

The compartment is located directly behind the cockpit. It contains 2 electrical boxes, one has a lighting repair button, the other has an electrics repair button. I was tempted to make it not one, but a bunch of buttons, and leave the player guessing what exactly needs to be repaired in this or that case, but I restrained myself.

Also, there are generator cables in the Щ-01 cabinet: the top one is responsible for the generators of the left engine, the bottom one is for the generators of the right one. Щ-02 contains the main power cables, the upper one feeds the front of the boat, the lower one - the back.

There is no practical sense in these cables, but you can turn them off. I also had the temptation to implement short circuit mechanics that would require disconnecting these cables, but this would already be at the expense of playability.
But, when the front compartment is flooded, the cabinets are flooded with water and because of this, the light and part of the boat's systems are turned off.

1. Main entrance compartment
2. Engine equipment compartment

Main entrance compartment

Intermediate compartment between cockpit and engine compartment.
The compartment contains the control of drain pumps and refueling pumps.
It draws water in the absence of pressure in the pneumatic system or when the boat is flooded.


Engine equipment compartment

Located between the entrance and cargo compartments, it occupies the central part of the boat.
Contains equipment that manages operation of engines, hydraulics and landing gear.
It is relatively airtight, it draws water only from neighboring compartments if it is above the level of 3.3 meters in them.


In the transitional gallery between the central and the entrance compartment there is a panel for repairing internal landing gear breakdowns.

The main armament of real Be-12s are actually drop sonar buoys. But it is difficult to clearly implement them in the conditions of the game's limitations, since at a distance of 2 km from the aircraft they will stop working, and if you leave them active, optimization will fall catastrophically. Perhaps I'll deal with this later.

The second option is bombs. Bombs are another problem - I don't have time yet to make a proper bombsight. The real aircraft is equipped with the Sirsn-2M sighting and computing device, which is associated with a radar and an autopilot, and allows you to drop bombs automatically at the desired location. But, I repeat, I still have neither time nor complete information on these systems, so here we are going along a simple path - the model is armed with AT-1 torpedoes.

Torpedoes were used both from the external suspension and from the internal compartment, and showed a simply disgusting probability of hitting a target, something like 15%. This is quite consistent with what happened in the game - I never managed to hit a target smaller than an island.
In any case, I am not interested in making an external suspension, so 3 torpedoes and a system for their movement are stored inside the weapons compartment.
In the future, I will make a variant with bombs, and maybe with buoys.
Interactive in the compartment - a manual control panel for the hatch and the torpedo movement mechanism. Sometimes the mechanism glitches, so you have to go into the compartment and kick the torpedoes with your feet to restore the system to working capacity.
Also, in case of glitches, the compartment can be disconnected from the hydraulics if something is bugged there.
There is a small cargo hatch on the right side of the compartment. If necessary, you can remove the torpedoes and use the aircraft as a cargo.
Since the bomb bay is sealed with air hoses, if the pneumatic system is lost, the compartment leaks decently.

The aft is divided into 2 compartments.


The first one contains TGU, fire extinguishing equipment and all sorts of other things, the second one contains fire extinguishing tanks, the main air tank and an inflatable boat (not implemented due to the lack of inflation mechanics, and folding will not work either - it is quite large).

The aft compartments are hermetically separated from each other, but the first aft compartment, adjacent to the cargo one, is connected to it by a common hold, i.e. not isolated. When the cargo compartment is flooded, the TGU compartment also floods.


A "chicken switch" is hidden in the second aft compartment, turning off failures, wear and fires. In the tail there is a hatch leading to the bay of the rear landing gear, access to it is needed for repairs. At the same time, it can be used as a rescue, for which an emergency release of the rear landing gear is provided.

Since aero and hydrodynamics are practically non-existent in the game, I had to make my own, and in this section - a concise description of what works and how.

1. The buoyancy in the game is much less than it should be, so the boat sits much deeper in the water than it should, despite the fact that it is half as light as the real one. It is impossible to fix this and maintain normal optimization, so here we have what we have, unfortunately.

2. Landing gear create additional air resistance. With landing gear extended, the aircraft flies slower and is more prone to nose down. If the landing gear is extended on only one side, the aircraft turns to that side. When trying to accelerate through the water with the landing gear extended, the aircraft tends to sink its nose, which makes it impossible to gain speed.


3. Landing gear jams at speeds greater than 220 km/h in air and 60 km/h in water.

4. An attempt to both land on water and take off from it at a speed of more than 150 km/h can cause injury to the boat in the bow, followed by entertainment and flooding in the final.
Several cases of accidents have been described for this very reason.

5. The propellers create a lot of resistance if the engine is not running. As a result, the aircraft's ability to fly in the desired direction is greatly impaired.
To counter this, a propeller feathering system is simulated.

6. Flaps give a more or less adequate effect - they allow you to fly at a significantly lower speed. The release of the flaps greatly reduces the speed, increases the lift and creates a pitching moment, in other words, the aircraft tends to turn up its nose. Above 190 km/h, the chances that the flaps will jam increase greatly.
Taking off or landing without flaps is much more difficult than with them, and in the case of landing / taking off from the water, it is also fraught with a broken nose.

7. The screen effect is practically absent due to the very high wing. But, nevertheless, it exists and is simulated.

8. Flight control with thrust. Since the engines are located very high, the thrust pitch works, shall we say, bizarrely. As thrust is increased, the aircraft tends to nose down rather than up. On the other hand, the controls here are by iron cables, and its failure is extremely unlikely, so it will not be necessary to control with the help of throttle. Power heading controls, of course, works as usual.

The real plane has additional aerodynamic special effects that seriously complicate the control, I consider their simulation to be excessive complexity, rather reducing playability than creating additional interest. And so interesting enough alerady.

Sooner or later it will happen - you will have to get out on the wing and repair the engine.

Engine breakdowns:
FEATHER PUMP FAIL - feathering system oil pump. Without it, neither automatic nor manual propeller feathering will work.
STARTER FAIL - the starter burned out.
GENERATOR FAIL - one of the generators burned out.
IGNITION FAIL - the ignition module burned out.
OIL LEAK - simulates oil leakage through the bearings into the combustion chamber. The engine loses oil, catches a surge and eventually burns.
FUEL LEAK - fuel leak due to pump failure and too high pressure. Fills the engine with fuel, a fire is very likely.
OIL PUMP FAILURE - failure of the main oil pump. Rapid death of the engine.
FUEL PUMP FAILURE - failure of the fuel pump. Almost complete loss of power.

OIL LEVEL - oil level. Oil is consumed naturally during engine operation, increased consumption occurs from overheating, overloading, leaks, wear, etc.
ENGINE LIFE - the overall level of engine life. Overheating, overload, etc. greatly accelerate wear.
OIL PUMP - demonstration of the operation of the oil pump in order to more quickly find out the problem.
FUEL PUMP - similar to the fuel pump.

MAINTENANCE - engine maintenance. Restores engine life. If the engine is restored from a completely killed state, the repair is slow. It is easier to do prevention than to repair from scratch.
ENGINE REPAIR - repair of breakdowns. Does not affect wear. Can only be performed on a stopped engine.
REFILL ENGINE OIL - oil filling. If you leave it open and start the engine, then all the oil will be thrown back outside.

FUEL FILTER LIFE - fuel filter resource. A worn filter increases resistance and thus reduces power.
REPLACE FUEL FILTER - fuel filter replacement. Only with the engine stopped.
OIL FILTER LIFE - oil filter life. The lower it is, the lower the oil pressure.
REPLACE OIL FILTER - oil filter replacement. Only with the engine stopped.

1. Causes of flooding
- Opened the bomb bay in the water
- Forgot to close the bomb bay and landed on the water
- Hit the water during landing / unsuccessful takeoff, broke nose
- Left the door/hatch open
- Did not keep track of the pressure in the pneumatic system, the boat leaked

2. Consequences
This amphibious aircraft is not a ship. Its seaworthiness is lousy, its operation from the water is prohibited when the wave height is more than 0.75-1 m.
Including for the reason that it is not airtight in the upper part, namely, above 3.3 meters, counting from the bottom point of the... bottom.
As a result, if the plane takes on a little water, water will begin to seep into it through the top, and seep from compartment to compartment. As a result, even a small flood or landing on water in a storm can easily lead to the drowning of the entire aircraft.
But that's not the whole problem. As water enters the compartments, equipment that is very useful for survival fails.
If it drowns the stern, then the TGU fails.
If it drowns the middle compartment, the engines are turned off and all kinds of engine things, such as starters and ignition, fail. Water in the forward compartment kills lighting, power supply, instruments, etc. In the main entrance compartment, it drowns a box responsible for heating.
As a result, having hit your tail on an ice somewhere in the Arctic, in 10 minutes you are splashing in a dark, cold and dark plane. Good luck.

3. Deal with the consequences
- Eliminate the cause of the leak: close open hatches, fix a broken nose
- Turn on the drain pumps
- When the level in the compartments falls below the level of the electrical boxes, you can start repairing the TGU, the electrics of the engines, the general electrics, and the lights. Engine control should dry out for a conditional minute after flooding, only then it will be possible to start them again.
- Don't do that again.

Actions in the co-pilot's seat:
1. Enable MASTER BATT
2. Turn on the PO-500 converter
3. Turn on lighting at will
4. Enable TGU MASTER
5. Press TGU START for 1 second
6. Wait for the TGU to enter the operating mode
7. Enable ENGINE FUEL SHUTOFF for starting engine
8. Turn on ENG BOOSTER PUMP for starting engine
9. Lamp ENG BOOSTER PUMP PRS LOW - off.
10. Fuel pressure BOOSTER PUMP PRESSURE - 1.5-2 bar.
11. 1/2 ENGINE SELECT to the appropriate position for the selected engine.
12. COLD SPIN/STARTUP ENGINE to the ON position.
13. Check the voltage in the main system - above 25 V.
14. Press STARTER for 2 seconds.
15. STARTUP ACTIVE lamp - on.
15. Wait for the engine to start.
16. After starting, control the temperature of the exhaust ENGINE EXH TEMP, with a tendency to exceed 650-680 degrees, control the temperature with the FUEL BYPASS button.
17. Wait for the engine to reach a stable mode - more than 15%.
18. Turn on the generators of the running engine.
19. Repeat the procedure for the second engine.
20. After starting both engines, turn off the TGU.
21. Turn on the PT-1000C.
22. Turn off the PO-500.
23. Check engine idle output, power supply, system failures, hydraulic/pneumatic pressure.

Actions in the seat of the first pilot:
24. Turn on external lighting.
25. Remove parking brake
26. Taxiing to takeoff position.
27. Radio altimeter - enable.
28. Zero the barometric altimeter.
29. Extend flaps.
30. Add throttle to 50, release the brake.
31. Smoothly increase the mode to the maximum, make sure that the plane does not take a nose-over.
32. After takeoff - lower throttle, maintain a speed of 150-160 km/h.
33. Raise the landing gear.
34. Undeploy flaps.
35. Add throttle to the nominal 82.
35. Turn on the autopilot, set the flight parameters.

Unstable engine operation means either an oil or fuel problem.
Unstable oil pressure means oil leakage.
Low fuel pressure means either a leak, a broken pump, or freezing of the fuel in the filters.
An oil or fuel leak is highly likely to cause an engine fire. An indirect sign of leaks is an increase in exhaust temperature.
The fire of the engine, if it is not extinguished, leads to interesting consequences.
Aircraft icing is possible in rain/snow/fog and temperatures below 0. Pitot tube icing causes incorrect operation of the altimeter, airspeed indicator and variometer.
Icing in the intake of engines leads to a loss of power and possibly to a complete stop.
Freezing of fuel is possible at negative temperatures. (Obviously, we are talking about the freezing of water in the fuel, and not the kerosene itself)
Failures of an engine or its systems are not always obvious, and in any case usually result in single-engine flight.
Air temperature significantly affects engine power.

I will add more answers here, probably.