1: Introduction & sim setup

Following up on the guide to flying the VC10, this is a starter guide to operating the One-Eleven. As usual it's aimed at the novice, so please don't be insulted if you know all the basics.
Unlike the circuits of Brize Norton, this guide is not intended as the correct procedure to follow as a pilot.
This guide consists of a simple flight from Hurn to Newcastle. The intention being to show the basic operation of the One-Eleven model, not correct piloting procedure in flying from one airport to another.
For that reason I'm not bothering with ATC, airways etc. instead just making use of the aircraft's equipment to navigate using VOR & NDB beacons and then the ILS for a manual landing.


As I'm not using the FS flight planner (& ATC), I will make use of the RouteFinder website to give me route details and then wing it.

I'll climb to 23,000ft for the cruise, just to give us something to do.

I'll be flying Dan-Air's One-Eleven 500 series G-BDAT



We don't need much fuel for this short hop, but will take plenty. Adjust the fuel load of the aircraft using the 'Fuel and Payload' option from the Aircraft Menu. (Pressing 'Alt' to get the menu)

Set all of the fuel tanks at 40% full & that will be plenty. It will give a take off weight of around 37 tonnes & we will be well under maximum landing weight on arrival at Newcastle.

Once loaded up in the Sim you can call up the Map using the 'Map Icon' button.
Scroll the display up to Newcastle & zoom in to EGNT.
Holding the cursor over the displayed features gives a pop up box with the relevant info. Jot it down.

EGNT - 266ft above sea level
VOR/DME - 114.25
NDB (WZ) - 416
NDB (NT) - 352
ILS (69) - 111.50
ILS (249) - 111.50
2: Start Up

We'll do a cold start & go through the checklist for startup.
Click on the 'Cold Start' icon button (marked 'CS')
This will reset systems & switches just as if you had boarded an aircraft that had been fully shut down.
The Checklist is included as a part of the manual.
You can get the manual in FS2004 through clicking the kneeboard icon button (marked with a tick).
Checklist section 'Starting Check' is as follows.
Battery - On
APU Generator Control - TRIP
APU - Start
To start APU:-
Switch 'APU CONTROL' to 'ON'
Check 'FUEL VALVE' reads 'OPEN'
Click 'PUSH TO START'
'START' gulls eye initially reads 'START'
After 35%RPM 'START' goes blank, then displays 'RUN' when at full RPM.
APU Generator Control - RESET
Voltage, Cycles, Amps - Check
The needles should have moved half way or more.
Start Lever (HP cocks) - Shut
Both levers should be fully down.
L.P. Valves - Open
Two switches at the bottom left & right.
Transfer Valves/Pumps
Four switches at the top left & right.
Booster pumps - On
Four switches in the middle left & right.
Air Con Masters - APU
Two knobs left & right.
APU Air crossfeed - Open
No smoking signs & Seatbelt signs - On
Emergency Lights - Armed
Pitot heat - Checked Off
Make sure all needles register zero.
Anti-icing - Off
All systems.
Hydraulic Quantity - In Green
Hydraulic DC pump - Off
Hydraulic Pumps - Eng & Aux all On
Aileron & Rudder trim - Checked & Centred
Use tooltip to see current state of trims.
Nav Lights - On
Fuel Aboard - Checked v flight plan
Parking brakes - On
Captain's brake handle should be in horizontal 'locked' position.
Air Con Masters - Closed
For engine starting
Eng Generator Control - Both TRIP
Start clearance - Obtained
Beacon - On
Throttles - Closed
Both levers fully back

Start engines
Select 'Start Master' to START.
For each Engine in turn:-
Click 'Start/Relight' switch to 'START & MOTOR'
Check for both amber igniter lights & Green shaft rotation light
Start lever will move to OPEN automatically on the model

Continue once engine is fully started.

Start Master - Off
Starter switches - Off
Eng Generator Control - RESET
Bus & Gen Fail lights - Check out
Air Con Masters - APU
Anti ice - As required
Leave off unless it is freezing
Control surfaces - Check
Clearance for taxi - Obtained
3: Taxi
Going back to the Route, we'll set the NAV radios.  Use either VC mode or click the radio icon button
Set NAV1 frequency as the first beacon (OCK) 115.3
Set NAV2 as the second beacon down the list (TNT) 115.7

We need to fly to the first beacon (OCK) on a heading of 63 degrees, so set this as the course on the compass.


We are now ready for the taxi checks, listed below.

Hydraulic pumps - Aux 1 On, Aux 2 Off
The Aux (electric) pumps are not needed when the engine pumps are running.  Aux 1 is left on for takeoff as a backup system so the gear can be retracted in the event of failure on No 1 engine pump.
Door warning lights - All out
Parking brakes - Off
Captain's brake handle should be in vertical 'unlocked' position.
Flaps - Select takeoff position
We are light & have plenty of runway length, so we will use 8 degrees. (18 is an option for a shorter run)
Battery - Check On
Speed brakes - Checked & zero
Handle fully forward.
  Trims - Set for takeoff
Set Tail Trim to 3 degrees nose up.

Takeoff speeds - Checked & set
Click the Speed Reference Chinagraph for speeds

Vr is 125 kt (rotate)
V2 is 131 kt (safe flying speed)

Vr & V2 are also both marked by the bugs on the air speed indicator.

Flight instruments - Checked & set
Make sure the correct pressure is set into the altimeter.
You can press 'B' on the keyboard to do this automatically.
Today's QNH is 2983

Reverse - Check lights out
Orange lights left & right.
Flaps - Set for takeoff
Just to make sure the flaps did get to the position selected.
Thrust Index
Click top of either Thrust Index gauge to auto set the correct number for the conditions. Today it works out at 150.
On takeoff we need to see at least 100% on these gauges.
If you are parked at a gate, press 'Shift-P' to pushback, then immediately press '1' to turn left or '2' to turn right.
I'm not parked at a gate & can taxi straight out for runway 08.
4: Take off & climb out
Before arriving at the runway lets do the takeoff checks.
Landing lamps - As required
I've put the landing lights on.

Pitot heaters - On
All switches are linked together.
Windshield Heat - High
The model will not steam up, but let's pretend.

Anti-icing - As required
A final check for icing conditions, none today so I've left anti-icing off.

Autopilot - Off
Master switch Off, Autopilot switch Off
Transponder - Check code
I'm not using ATC, so it don't matter much.
Cabin Pressurization - Set & check
Select a minimum of 2000 ft cabin altitude.  The pressure will gently adjust until it reaches the set level.
The rate of change is set by default to a reasonable 400 ft/min (gauge bottom right), so there is no need to adjust that.
Any more than a 400 ft/min change in cabin altitude (pressure) could upset your passengers.
Once in the climb, you should raise the cabin altitude again to keep the pressure differential (bottom left) at a reasonable level. I won't be reminding you about this during the flight.
Fuel transfer pumps/valves - Off & Closed
Don't pump fuel into the wing tanks during takeoff.
Start Switches - Both Relight
Automatically attempt to restart either engine if it stops running during takeoff.
  Water Injection - On if required
It is not required for this weight & runway length, but I will use it for demonstration.
Click the switch on the VC pedestal or click the amber 'Water Injection Air Valve' lights on the centre panel.
Takeoff clearance - Obtained Clarence
Roger. Huh?

If you are using VC mode, make sure the view is suitable for takeoff.
You can get a number of pre-set views & positional commands by clicking the 'VC' icon button.
Click the 'Forward View 1' button to reset the view for a good view out the front.
The - / + buttons adjust the zoom.  I like 75% zoom for the VC.
When lined up & ready, advance the throttles, holding the aircraft with the pedal brakes.
We are looking to get at least 100% registering on the Thrust Index gauges.  Because we have turned on Water Injection we can use a bit more thrust (say 105%) without overheating the engines.
Once we are happy that the thrust is under our control we can let the brakes go, just keeping an eye on the Thrust index gauges & RPMs, adjusting throttle to settle between 100 & 105%.
  At Vr pull back on the yoke, about 10 degrees pitch & off we go.
For the initial climb, go for 15-17 degrees to get some height rather than accelerating too much.

Gear up as soon as positive climb is established.
 
After 1500ft get the speed up to 180kt so flaps can be retracted.  Lower the nose to accelerate to 180 kt.
If you are doing a noise abatement procedure (never!!) you'll obviously need to comply with their rules instead.

At 180kt get the flaps up, start reducing power & turn off water injection.
Get it settled on a climb power of 94% at a pitch that gives a very gentle acceleration. We are aiming to build the speed to an eventual climb speed of 300kt. (unless you need to stay at 250kt until 10,000ft)

Since I've got no co-pilot in FS, I will put the autopilot on now to hold the current climb while we complete the rest of the after takeoff checks.
Autopilot is always in manual mode when first switched on, this will keep wings level & hold the current pitch.
If the speed is not building sufficiently, adjust the white UP/DOWN pitch wheels to change the climb rate & therefore the speed. Nose down = more speed. Now for the after takeoff checks.
APU - Off
'APU CONTROL' switch to 'OFF'
Start Switches - Off
Landing lamps - Up & off
Air Con Masters - Open
Altimeters - Set
Set as the standard 2992
Windshield Heat - As required
Hydraulic pumps - Aux 1 & 2 Off
So long as the engine pumps are running, Aux is not needed.
Fuel transfer pumps/valves - On & Open
Start feeding the wing tanks from the centre tank again.
5: Climb & Cruise
Right, we're nicely settled at 94% RPM, a good climb rate but still gently accelerating.
We need to get on course for the OCK beacon.
The VOR indicator is showing that the beacon is slightly left of the nose at 060.  The CDI (course deviation indicator) on the central compass unit also shows that we need to move to the left to be properly on course 063.
So, we will turn left to intercept the VOR beam.
I'm using the AP 'TURN' knob to perform a left turn with 20 degrees of bank.
Turn back level when we are flying toward the beam, say a heading of about 015.
Use the white 'UP / DOWN' pitch wheels to alter the pitch in order to keep the speed on target for 300kt.
As we approach the beam, you can see the CDI moving into line in the centre of the compass.

So, now turn back right again onto a heading of 063.
Wings level at 063, we are now on course.
See the 'MILES' count of 40 in the corner, this is the DME reading from the OCK beacon.  We have 40 miles to go until we get there.
If you prefer you can switch the AP from 'MAN' mode into 'LOC/VOR' mode.  This will track the VOR beam automatically.
It's not essential & as I don't like 'LOC/VOR' mode I tend to use 'HDG' mode instead & simply adjust things myself.  Some real pilots did the same, so maybe LOC/VOR was a bit wobbly in real life as well.
Keep checking on the RPMs, if it falls below 94% nudge the throttles up to get RPM back to 94%.

At some point during the climb you may get a red warning light. This will probably be the ice-detection warning & you should turn on the Anti-Icing systems & the red light will go out.
We are now only 14 miles from the OCK beacon.
By now I've adjusted the AP pitch wheels 'DOWN' some more, giving us a steady 1000 ft/min climb rate at 300 kt.
If you needed a higher climb rate that could be done by climbing at a slower speed, say 270 kt.

As you get closer to a beacon the CDI will usually move out of line, this is simply because the beacon is close and that magnifies the course error. No need to adjust the course.

Once again, keep checking on the RPMs, if it falls below 94% nudge the throttles up some more.

After OCK the flight plan shows we need to fly a course of 007 for 30 miles.  We will also use the OCK beacon to do this, so make sure the AP is not in 'LOC/VOR' mode (I'm using 'HDG') then dial in the new course of 007.
See how the CDI now shows the VOR beam in relation to the aircraft.  When the CDI moves toward the centre we need to be turning left to get onto the new course.
Use the 'MILES' counter as a guide, turn at about 8 miles to run.
On the new course of 007 we now need to keep an eye on the 'MILES' counting up from the OCK beacon.
At 30 miles from OCK we need to have turned left again onto a new course of 334.
At that point we will then tune to the next VOR beacon TNT.
  Keep an eye on the altitude. When we get to our cruise altitude of 23,000 we want to select 'ALT' hold on the AP.
Once out of the climb we will not need as much engine power, so reduce to about 91% & see how we go. IAS in the cruise should be around 310 kt.

Here's the state of play as we complete the turn onto course 334.
All going well, nice & steady flying on AP 'HDG' mode, 'ALT' locked at 23,000 ft, 310 kt IAS and 90% RPM.
Once settled on 334 we need to get the next VOR tuned into the NAV1 radio.
That is TNT on 115.70
May as well set the next VOR into NAV2 while we're at it. POL on 112.10
We should have around 85 miles to run to the TNT beacon.
Well, 85 miles was a good guess.
We can turn left a bit to get spot on course and then it's all rather boring for 75 miles or so.
Approaching TNT (4 miles to run), we need to adjust course to 345 to intercept the POL VOR beacon.
Once the course is set, adjust the heading bug to make the autopilot turn.
  Set the POL VOR beacon into the NAV1 radio (the instruments will only display from NAV1)
For a quick way to swap the NAV1 & NAV2 frequencies over, click the <- NAV -> button.


Ok, we are now happily on course for POL with 37 miles till we get there.
In 20 miles time I'm going to start a gentle descent, that gives us 100 miles or so to get down ready for landing.
6: Descent & Positioning

This is the state of play.
We are 17 miles from POL and this is the point I chose to start the descent.
I am going to use the pitch wheels on the autopilot for a nice controlled 1500ft/min rate of descent, keeping about 280 kt and then 250 kt from 10,000ft down.
If you raised the cabin altitude, make sure to select it at zero so that the cabin altitude will also be descending during the aircraft's descent.

   

Keeping 'HDG' mode engaged, take off 'ALT' hold and then click the 'DOWN' section of a white pitch wheel.
Each click will give about 1000 ft/min change in the vertical speed. Click until we get 1500 ft/min on the VSI.

We need to reduce the power to match our new attitude. We want to adjust the throttles so that we are seeing around 280 kt.

RPM has ended up at around 78-80%.


We are very nearly at the POL VOR.
At POL we need to be changing course with a right turn onto 021.
This is not a huge change in course, so with a few miles to run set the heading bug to 021 so that the AP will turn us.

Once on course 021 it's 80 miles (27+22+17+14) until EGNT Newcastle.
At around 13,000 ft altitude the throttles have to be pulled fully back to idle in order to be at 250 kt by 10,000 ft.

If it proves impossible to keep below 250 kt at idle power, then reduce the rate of descent slightly.
No need for me to do that at the moment, everything is fine.

Set the pressure on the altimeter (I forgot), today the QNH is 2951. Press 'B' to make FS set it automatically.
This gives us an accurate local altitude reading.
  Let's tune the NAV2 radio to the DME at Newcastle, that's frequency 114.25

Check the distance on the DME2 readout.
I'm just pasing through 6,700 ft so 36 miles is plenty.
  I'm going to land on runway 69, so need to make sure of the frequencies I need to set.
Get the Map up if you need to check.
NDB (WZ) - 416
ILS (69) - 111.50

Put the NDB frequency 416.0 into the ADF1 radio.
Put the ILS frequency 111.50 into the NAV1 radio.

Click the no.1 VOR/ADF selection switch on the RMI so that it will display the ADF1 information (points to the NDB beacon located at the start of the approach)
We want to level off at 2,500ft, so as we get near to that level reduce the rate of descent using the AP pitch wheel - 'UP'.
At 2,500 ft engage 'ALT' hold on the AP.  Obviously this will cause speed to reduce so increase the throttle to keep the speed at around 210 kt. About 79% RPM will do this.

Set the course on the compass to the runway heading of 069 for the ILS.

At 14 miles from EGNT (as shown on DME2), we will turn left onto a heading of 249 (flying parallel to the runway).
We want to make sure that we leave enough distance for a controlled ILS approach and will use the NDB beacon to judge this.
 
You need to build up a mental picture from the instruments.
We are 13 miles out from the airport.
The compass shows we are parallel to the runway, but heading away from it.
The ADF needle is indicating that the NDB beacon is directly right of our current position.
The map confirms the position, The red 'WZ' is the NDB beacon and the green arrows are the ILS beams.
From this position we should be thinking of heading up toward the NDB beacon, but leave it until we are past the beacon, say when it is at 0 degrees and then turn right onto a heading of 330.
This will leave us on the left of the NDB which will allow us to judge the correct place to turn onto the runway heading and give us plenty of time to get settled on the ILS.
Get some flap down.
Select 8 degrees, add in a little more power.
Then select 18 degrees and add in some more power.
We want to be settled around 170-180 kt, so add in as much power as needed. About 84% RPM will do it.
Time for the approach checks.
Cabin Pressurization - Check
If you raised the cabin altitude, set it down to 2000.
APU - Start
To start APU:-
Switch 'APU CONTROL' to 'ON'
Check 'FUEL VALVE' reads 'OPEN'
Click 'PUSH TO START'
'START' gulls eye initially reads 'START'
After 35%RPM 'START' goes blank, then displays 'RUN' when at full RPM.
APU Generator Control - Normal
No smoking signs - On
Seatbelt signs - On
Emergency Lights - Armed
Windshield Heat - High
Fuel transfer pumps/valves - Off & Closed
Don't pump fuel into the wing tanks during landing.
Booster pumps - All On
Crossfeed valve - closed
Flaps - Checked
up to 18 deg max IAS is 240 kt, 26+ deg max IAS is 180 kt
Speed brakes - zero
Handle fully forward.
  Threshold speed (Vat) - Checked & set
Click the Speed Reference Chinagraph for speeds

The bugs on the ASI move automatically on the model to mark the Vat of 123 kt (threshold speed) and also the max speed for 26+ degrees of flap 180 kt.
7: Approach & Landing
When the ADF needle is pointing at 069 (same as the runway heading) that is when the aircraft also needs to be on a heading of 069.
So as the ADF needle swings around toward 069 we can judge our turn so that we also end up on a heading of 069 at the same time and everything will be in-line.
When we intercept the ILS localizer the CDI bar on the compass will move toward the centre. The picture on the left shows we are currently flying toward the beam at almost 90 degrees to it.
This is after turning onto the ILS. I didn't judge it perfectly, but no matter, we have plenty of time to put it right.
The CDI on the compass shows that the ILS beam is to the right of the aircraft, so we have to drift to the right to be on the beam.
The next thing to think about is intercepting the glide slope.
The GS indicator is the five dot scale down the left side of the compass. Currently the arrow is on the top dot showing that the beam is above us.
The arrow will be on the middle dot when we are on the glide slope beam.
Let's put the AP into 'GS Auto' mode and wait to intercept the GS beam. Leave 'ALT' hold engaged, it will switch off automatically when the GS beam is captured.
  As the arrow approaches the middle dot this is when you should select 26 degrees of flap.  On capturing the GS beam the nose will dip as the aircraft starts the final descent and the extra flap drag will counter that, leaving no need to change engine RPM.
We can leave the AP to keep us steady while we complete the landing checks.

APU - Check Running
Air Con Masters - APU (if running)
Start Switches - Both Relight
Automatically attempt to restart either engine if it stops running.
Hydraulic pumps - Aux 1 On
Aux 1 provides a backup system so the gear can be retracted in the event of failure on No 1 engine pump.
Gear - Selected down
Altimeters - QFE / QNH checked & set
Already set the QNH to 2951
Airfield & Runway - Checked
Confirmed, this is Newcastle runway 69.
Gear check - 3 greens, unsafe light out
This is one flight where I'm not going to land with the gear up.
Brakes - Check, Parking brake Off
Captain's brake handle should be in vertical 'unlocked' position.
Central hydraulic brake gauge should be registering 3 for each system.
Flaps - 45 degrees
Landing lamps - Down & On
Autopilot - Off & AP Yaw Damper Off
From now on it's just a matter of keeping the ILS indicators in the centre of the compass and judging the speed so that we will be at the threshold speed (Vat) as we cross the threshold of the runway.
Keep the RPM as constant as possible, about 84% is what I'm using.
If you are needing to force the yoke/joystick to keep the nose up, then put in some nose up trim. Flying at slower speeds with the flaps down usually needs a few degrees of nose up trim.

All going nicely, speed with 2 miles to run is just over Vat+10.  I will drop RPM by 1 or 2% to get it down to Vat if needed.
The CDI & GSI on the compass are fairly central & two red / two white lights at the airport shows that we are ok on the GS.

As we come in to land, don't take the power off too soon.  The best technique for the One-Eleven was to keep the power on for a small flare and then take the power off, hopefully as we touch down.
The flare will be alright if you just concentrate on getting the VSI under 300 ft/min.  It will only be about 2 degrees nose up and so the One-Eleven should land fairly flat.
On touch down, put the spoilers out and as soon as all wheels are down select reverse thrust.
Under 80 kt apply brakes as required.


Right, I'm fed up of this by now so we can skip taxi to gate & shutdown. :-)
Welcome to Newcastle and thankyou for flying Dan-Air.