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  Flying the One-Eleven Printer Version
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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.

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