BAC ONE-ELEVEN Manual

[aerofoto - HJG Admin]

BAC ONE-ELEVEN 200/300/400/475/500/510ED MANUAL # 1

UPDATED: June 30th 2023.





1.00: "BAC ONE-ELEVEN".

We are grateful to David MALTBY for modeling the BAC ONE-ELEVEN for FS .... and allowing HJG to host his simulations.

Other individuals whom must also be acknowledged for their invaluable contribution to this project are ....


- Brooklands Museum
- Dave BOOKER (RIP)
- Rick PIPER
- Garry RUSSEL (RIP)
- T.VICKERS


"THANKS" also to everyone else whom has extended their valued and much appreciated support/encouragement with this HJG hosted project

PLEASE NOTE: "SECTIONS 2/3 and 4" of this manual are "direct transcripts of the entirety of the original DMFS manuals (nothing's been left out during our recompilation of this data" .... albeit some data's been "clarified" for ease of understanding). "SECTION 1" of this manual is HJG compiled information and observations provided in addition to" the original DMFS data. "SECTIONS 5" and "5" of this manual have yet to be completed or added.


1.01: "INTRODUCTION".

It is important to appreciate there is no such thing as a standard version among BAC ONE-ELEVEN aircraft. These aircraft differ in size, engine thrust, and certified weights primarily. Most previously released simulations of these aircraft focus on just 1 specific aircraft configuration only. The DAVID MALTBY FLIGHT SIM BAC ONE-ELEVEN inventory hosted by HJG represents each of the major production and conversion configurations which apply to these aircraft.

PLEASE NOTE: The DMFS BAC ONE-ELEVEN aircraft base packs are "FS2004" native but are FSX portable.

PLEASE NOTE ALSO: These simulations remain the property of David MALTBY. HJG "DOES NOT" proclaim ownership of or any rights in regard to this project. These BAC ONE-ELEVEN files, and all rights concerning this project, are reserved exclusively by David MALTBY.

PLEASE NOTE ADDITIONALLY: This project "MUST NOT" be referred to as the HJG BAC ONE-ELEVEN. In appreciating these simulations let's afford them, and their rightful owner, the respect they both each deserve .... by continuing to honor and refer to this particular project as the "DAVID MALTBY FLIGHT SIM BAC ONE-ELEVEN".


1.02: "DMFS BAC ONE-ELEVEN PROJECT DESCRIPTION".

This BAC ONE-ELEVEN project is composed of each of the following essential elements ....


- 3D models
- 2D and VC panels
- BAC ONE-ELEVEN (type) RR SPEY turbofan sound packs
- Customized FDE
- Customized lighting effects
- High quality textures featuring BAC ONE-ELEVEN aircraft liveries from around the world


1.03: "DMFS BAC ONE-ELEVEN 3D MODEL REPRESENTATION".

This BAC ONE-ELEVEN project is composed of each of the following 3D models/aircraft type configurations ....


- BAC ONE-ELEVEN 200


- BAC ONE-ELEVEN 200 HK (Husk Kit modified)


- BAC ONE-ELEVEN 300


- BAC ONE-ELEVEN 400


- BAC ONE-ELEVEN 400HK (Hush Kit modified)


- BAC ONE-ELEVEN 475


- BAC ONE-ELEVEN 475HK (Hush Kit modified)


- BAC ONE-ELEVEN 475 (Radar Trials modified)


- BAC ONE-ELEVEN 500


- BAC ONE-ELEVEN 500HK (Hush Kit modified)


- BAC ONE-ELEVEN 510ED


- BAC ONE-ELEVEN 510ED HK (Hush Kit modified)



1.04: "DMFS BAC ONE-ELEVEN AIRCRAFT ENGINE TYPE/THRUST & AIRCRAFT WEIGHT DESCRIPTIONS".

This BAC ONE-ELEVEN project features of each of the following aircraft configurations ....


- BAC ONE-ELEVEN 200
MTOW 79,000 lb
2X RR SPEY Mk 506 turbofan engines rated at 10,410 lbs thrust each.

- BAC ONE-ELEVEN 200 HK (Hush Kit modified)
MTOW 79,000 lb
2X RR SPEY Mk 506 turbofan engines rated at 10,410 lbs thrust each

- BAC ONE-ELEVEN 300
MTOW 88,500 lb
2X RR SPEY Mk 511 turbofan engines rated at 11,400 lbs thrust each

- BAC ONE-ELEVEN 400
MTOW 88,500 lb
2X RR SPEY Mk 511 turbofan engines rated at 11,400 lbs thrust each

- BAC ONE-ELEVEN 400HK (Hush Kit modified)
MTOW 88,500 lb
2X RR SPEY Mk 511 turbofan engines rated at 11,400 lbs thrust each

- BAC ONE-ELEVEN 475
MTOW 98,500 lb
2X RR SPEY Mk 512 turbofan engines rated at 12,550 lbs thrust each

- BAC ONE-ELEVEN 475HK (Hush Kit modified)
MTOW 98,500 lb
2X RR SPEY Mk 512 turbofan engines rated at 12,550 lbs thrust each

- BAC ONE-ELEVEN 475 (Radar Trials modified)
MTOW 98,500 lb
2X RR SPEY Mk 512 turbofan engines rated at 12,550 lbs thrust each

- BAC ONE-ELEVEN 500
MTOW 104,500 lb
2X RR SPEY Mk 512 turbofan engines rated at 12,550 lbs thrust each

- BAC ONE-ELEVEN 500HK (Hush Kit modified)
MTOW 104,500 lb
2X RR SPEY Mk 512 turbofan engines rated at 12,550 lbs thrust each

- BAC ONE-ELEVEN 510ED
MTOW 100,000 lb
2X RR SPEY Mk 512 turbofan engines rated at 12,000 lbs thrust each

- BAC ONE-ELEVEN 510ED HK (Hush Kit modified)
MTOW 100,000 lb
2X RR SPEY Mk 512 turbofan engines rated at 12,000 lbs thrust each


PLEASE NOTE: The operating weight and engine thrust of BAC ONE-ELEVEN aircraft differ as do their performance capabilities and which are reflected by these simulations .... in so far as what's easily practicable in FS.


1.05: "DMFS BAC ONE-ELEVEN 3D MODEL REPRESENTATION ANIMATIONS".

The BAC ONE-ELEVEN 3D models represented within this project feature all of the following animations ....








These 3D BAC ONE-ELEVEN models feature opening/animated port side forward fuselage DOOR 1L exits, portable forward fuselage air stairs (at DOOR 1L), ventral/rear fuselage air stairs, operating wing flaps, aileron surfaces, elevators, rudder, steerable nose gear, retractable landing gear and gear bay doors.

The port side forward fuselage DOOR 1L PAX exit and air stairs animation functions per the standard/default FS door open/close keyboard commands .... "SHIFT+E" to open/close DOOR 1L and extend the portable air stairs.

The ventral rear fuselage air stairs animation functions per the FS TAILHOOK keyboard commands.

PLEASE NOTE: The TAILHOOK commands must be manually assigned within the FS2004 OPTIONS/CONTROLS/ASSIGNMENTS list.

The wing spoiler animation functions per the standard/default FS Wing Spoiler deploy/retract keyboard command .... "BACKSLASH KEY" (/).

The wing flaps animations function per standard/default FS flap/slat extend/retract keyboard commands .... "F7" to extend flaps in increments .... "F8" to extend flaps fully .... "F6" to retract flaps in increments .... "F5" to retract flaps fully.

The landing gear animation functions per standard/default FS landing gear extend/retract keyboard commands .... "G" to extend/retract landing gear.

Reverse thrust is engaged per the standard/default FS thrust reverse keyboard commands .... "F2" to engage reverse thrust .... "F3" (per intermittent and repetitive key strokes) to gradually ease out of reverse thrust .... "F2" to abruptly cancel reverse thrust.

All other 3D model wing, stabilizer, and rudder animations function per standard PC keyboard and/or FS controller device inputs.

PLEASE NOTE: These BAC ONE-ELEVEN 3D models are "FS2004" native but are FSX portable.

PLEASE NOTE ALSO: The DMFS supplied 3D model used for the ANGLO AIR CARGO BAC ONE-ELEVEN 475HK freighter 3D "DOES NOT" feature an animated port side forward fuselage main deck cargo door.


1.06: "DMFS BAC ONE-ELEVEN PANEL REPRESENTATION".

This BAC ONE-ELEVEN project is composed each of the following 2D and VC panel versions ....


BAC ONE-ELEVEN -200/300/400/475/500 2D Panel


BAC ONE-ELEVEN -200/300/400/475.500 VC Panel


BAC ONE-ELEVEN -510ED 2D Panel


BAC ONE-ELEVEN -510ED VC Panel



PLEASE NOTE: These BAC ONE-ELEVEN 2D and VC panels are "FS2004" native and also FSX portable.

PLEASE NOTE ALSO: Both BAC ONE-ELEVEN panel versions are now equipped (since June 30th 2023) with a working WX Radar set and which functions in both 2D and VC panel modes.


BAC ONE-ELEVEN 200/300/400/475/500 panel


BAC ONE-ELEVEN 510ED panel



1.07: "DMFS BAC ONE-ELEVEN SOUND REPRESENTATION".

This DMFS BAC ONE-ELEVEN project is currently composed of the following customized sound pack options ....


BAC ONE-ELEVEN RR SPEY "mono" sound pack (FS2004 DMFS generic version).

BAC ONE-ELEVEN 200 RR SPEY 506 turbofan "hi-fidelity" sound pack (separate FS2004 and FSX customized audio).
BAC ONE-ELEVEN 300/400 RR SPEY 511 turbofan "hi-fidelity" sound pack (separate FS2004 and FSX customized audio).
BAC ONE-ELEVEN 475/500/510ED RR SPEY 512 turbofan "hi-fidelity" sound pack(separate FS2004 and FSX customized audio).

PLEASE NOTE: The DMFS supplied BAC ONE-ELEVEN RR SPEY sound pack version is a "mono" type audio production and is applicable to all DMFS supplied BAC ONE-ELEVEN versions.

PLEASE NOTE ALSO: The BAC ONE-ELEVEN RR SPEY 506, 511, and 512 sound pack versions are "hi-fidelity" audio productions by Benoit PLAMONDON. Each of these sound packs is based on what can be heard from a pilots/flight deck (not the PAX cabin) perspective. Separate "FS2004" and "FSX" specific versions of these sound packs are provided .... "DO NOT" install the FS2004 sound pack into FSX .... and "DO NOT" install the FSX sound pack files into FS2004. Each of the FSX specific sound packs exploit the superior audio engine capacity of this FS version.

Failure to follow the above instructions "WILL" result in a less than satisfactory audio experience.


1.08: "DMFS BAC ONE-ELEVEN SMOKE & AIRCRAFT LIGHTING EFFECTS REPRESENTATION".

This BAC ONE-ELEVEN project is composed of the following aircraft texture night lighting effects ....





This BAC ONE-ELEVEN project is composed of the following engine smoke effects ....





1.09: "DMFS BAC ONE-ELEVEN TEXTURE REPRESENTATION".

This BAC ONE-ELEVEN project is composed of textures representing the liveries of real world airlines/operators from around the world.

PLEASE NOTE: All DMFS supplied BAC ONE-ELEVEN textures are compatible with "FS2004" and "FSX".

PLEASE NOTE ALSO: All HJG supplied and imported BAC ONE-ELEVEN textures are also compatible with "FS2004" and "FSX".


1.10: "DMFS BAC ONE-ELEVEN GENERAL INSTALLATION".

PLEASE NOTE: The Installation of all DMFS supplied BAC ONE-ELEVEN aircraft base packs and their supporting effects, panels/gauges, sounds, and texture files is a very easy auto-installation process. When correctly undertaken this process automatically installs all files to their respective FS2004 destination folders.

PLEASE NOTE ALSO: All HJG produced or imported textures for the DMFS BAC ONE-ELEVEN models must be manually installed inside each aircraft base pack .... whilst compatible with the DMFS models these other textures do not form any part of the auto-installer process.

IT IS STRONGLY RECOMMENDED THE FOLLOWING AIRCRAFT BASE PACK, PANEL, AND SOUND PACK ASSIGNMENTS BE STUDIED .... AND UNDERSTOOD .... "PRIOR TO" INSTALLING ANY OF THESE FILES. THIS WILL AVOID MISUNDERSTANDINGS/PROBLEMS AND WILL BE PROMOTING OF GREATER ENJOYMENT USING THESE SIMULATIONS.


1.11: "DMFS BAC ONE-ELEVEN AIRCRAFT BASE PACK INSTALLATION".

The Installation of all DMFS supplied BAC ONE-ELEVEN aircraft base pack and texture combo files is (again) a very easy auto-installation process which when correctly undertaken automatically installs these files to the FS2004 AIRCRAFT folder.

Each of the DMFS BAC ONE-ELEVEN supplied aircraft base pack and texture combo files are composed of the following essential elements ....


- "MODEL" (folder .... containing 3D model file).
- "PANEL" (folder .... containing a PANEL.CFG file aliased to the DMFS SHARED FILES folder)
- "SOUND" (folder .... containing a SOUND.CFG file aliased to the DMFS SHARED FILES folder)
- TEXTURES (folders containing the liveries for models included within each aircraft base pack
- "AIRCRAFT.CFG" (file)
- "AIR.FILE" (file)
- Texture reformatting tool


PLEASE NOTE: The DMFS supplied BAC ONE-ELEVEN aircraft base texture combo folders are named as follows ....


BAC 1-11 200
BAC 1-11 200 Hush-kits
BAC 1-11 300 (installs as part of the -400 aircraft base pack)
BAC 1-11 400
BAC 1-11 400 Hush-Kits (installs as part of the -400 aircraft base pack)
BAC 1-11 475
BAC 1-11 475 Hush-kits (installs as part of the -475 aircraft base pack)
BAC 1-11 475 Radar Trials (installs as part of the -475 aircraft base base pack)
BAC 1-11 500
BAC 1-11 500 Hush-Kits (installs as part of the -500 aircraft base base pack)
BAC 1-11 510ED
BAC 1-11 510ED Hush-Kits (installs as part of the -510 aircraft base base pack)


PLEASE NOTE ALSO: No HJG supplied FDE updates are currently available for any of the DMFS BAC ONE-ELEVEN simulations. FDE updates are being prepared though "for future release".

All DMFS supplied BAC ONE-ELEVEN aircraft base packs are available from separate BAC ONE-ELEVEN aircraft type sections located on the HJG DOWNLOADS page.


1.12: "DMFS BAC ONE-ELEVEN PANEL INSTALLATION".

Installation of all DMFS supplied BAC ONE-ELEVEN panels/gauges files is (once again) a very easy auto-installation process which when correctly undertaken automatically installs these files to the "DMFS SHARED FILES" master folder. This particular folder is created inside the FS2004 "AIRCRAFT" folder during the auto-installation process. The PANEL.CFG file, contained inside the Panel folder accompanying each BAC ONE-ELEVEN aircraft base pack is, by default, aliased to the DMFS SHARED FILES master folder and the appropriate DMFS supplied BAC ONE-ELEVEN panel.

Each panel file includes full documentation.

The DMFS supplied BAC ONE-ELEVEN panel folders are named as follows ....


BAC 1-11 Panel VC
BAC 1-11 510ED Panel VC


Failure to perform the above recommended installation process correctly "WILL" result in these BAC ONE-ELEVEN panels either not displaying or otherwise not working correctly.


"DMFS BAC ONE-ELEVEN AIRCRAFT BASE PACK/PANEL ASSIGNMENTS"

All DMFS supplied BAC ONE-ELEVEN simulations use the following panel file versions


BAC ONE-ELEVEN 200 .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 200 HK .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 300 .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 400 .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 400HK (Hush Kit modified) .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 475 .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 475HK (Hush Kit modified) .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 475 (Radar Trials modified) .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 500 .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 500HK (Hush Kit modified) .... use DMFS BAC 1-11 2D/VC Panel
BAC ONE-ELEVEN 510ED .... use DMFS BAC 1-11 510ED 2D/VC Panel
BAC ONE-ELEVEN 510ED HK (Hush Kit modified) .... use DMFS BAC 1-11 510ED 2D/VC Panel


PLEASE NOTE: Other BAC ONE-ELEVEN panels may be available from AVSIM.COM, FLIGHTSIM.COM, and SIMVIATION.COM but these are "NOT" supported by HJG.

PLEASE NOTE ALSO: HJG can only provide technical support in regard to the files it offers.

The DMFS supplied BAC ONE-ELEVEN panels are available from the "BAC ONE-ELEVEN PANELS" section of the HJG downloads page.


BAC ONE-ELEVEN 2D PANEL VIEW STANDARD KEYBOARD COMMANDS (from 2D panel view).


- SHIFT+1 = display/hide Main Panel.
- SHIFT+2 = display/hide Auto Pilot sub panel.
- SHIFT+3 = display/hide Check Lists sub panel.
- SHIFT+4 = display/hide Radio Stack sub panel.
- SHIFT+5 = display/hide Over Head sub panel.
- SHIFT+6 = display/hide GPS sub panel.
- SHIFT+7 = display/hide Panel Selection Icons (left).
- SHIFT+8 = display/hide Panel Selection Icons (right).


BAC ONE-ELEVEN PANEL VIEW NUMERIC KEYBOARD COMMANDS.


- NUMERIC KEYBOARD 7 = Forward left panel to outside environment view.
- NUMERIC KEYBOARD 4 = Left panel to outside environment view.
- NUMERIC KEYBOARD 1 = Left rear panel to outside environment view.
- NUMERIC KEYBOARD 9 = Forward right panel to outside environment view.
- NUMERIC KEYBOARD 6 = Right panel to outside environment view.
- NUMERIC KEYBOARD 3 = Right rear inside interior flight deck panel view.
- NUMERIC KEYBOARD 2 = Rear inside interior flight deck panel view.


PLEASE NOTE: Keyboard command "S" transitions the default 2D panel view to VC panel view.

For full understanding of these panels/simulations and how they are best used please refer to the following "Sections 2/3/and 4" of this manual.


FSX (only) USERS OF THESE BAC 1-11 PANELS PLEASE NOTE.

The HJG offered version of these DMFS BAC 1-11 panels "ARE" FSX portable. All "known" previous issues have been fixed by HJG.

When installing these BAC 1-11 panels into FSX the following procedure is "ABSOLUTELY ESSENTIAL".

PLEASE NOTE: these BAC 1-11 panels will not work properly in FSX unless the following procedure/s are correctly performed ....

- Open the BAC 1-11 PANEL VC folder.
- Identify the "REPLACEMENT FILES FOR FSX" folder.
- Open this folder then select and install its contents (2X files) inside this "BAC 1-11 PANEL VC" folder only.
- select "OK/YES" to any/all overwrite prompts.

- Open the BAC 1-11 510ED PANEL VC folder.
- Identify the "REPLACEMENT FILES FOR FSX VC FSDS3" folder.
- Open this folder then select and install its contents (2X files) inside the "BAC 1-11 510ED PANEL VC" folder only.
- Select "OK/YES" to any/all overwrite prompts.

PLEASE NOTE: "DO NOT" install the content of the REPLACEMENT FILES FOR FSX folder into FS2004.


1.13: "DMFS BAC ONE-ELEVEN SOUND PACK INSTALLATION".

The BAC ONE-ELEVEN "Mono" type sound pack by David MALTBY can be used with any DMFS supplied BAC ONE-ELEVEN aircraft base pack.

PLEASE NOTE: This "Mono" sound pack auto-installs inside the DMFS SHARED FILES master folder (located within the FS2004 "AIRCRAFT" folder). The SOUND.CFG file, contained inside the Sound folder accompanying each BAC ONE-ELEVEN aircraft base pack is, by default, aliased to the DMFS SHARED FILES master folder and the DMFS supplied BAC ONE-ELEVEN sound pack

The HJG supplied "Hi-Fidelity" type BAC ONE-ELEVEN sound packs, by Benoit PLAMONDON, are "aircraft type specific" and must only be used with the recommended BAC ONE-ELEVEN aircraft base packs. These sound packs have been customized for use with the FDE accompanying each DMFS supplied BAC ONE-ELEVEN simulation.

PLEASE NOTE: These "Hi-Fidelity" sound packs (only) must be manually installed inside the "DMFS SHARED FILES" master folder (located within the FS2004 "AIRCRAFT" folder) then aliased to the SOUND.CFG inside the SOUND folder of the intended aircraft base pack folder .... OR ALTERNATIVELY .... installed inside the BAC ONE-ELEVEN aircraft base pack folder for which they are intended.

All BAC ONE-ELEVEN sound packs are available from the "BAC ONE-ELEVEN SOUNDS" section of the HJG downloads page.


"BAC ONE-ELEVEN AIRCRAFT BASE PACK/SOUND PACK ASSIGNMENTS"

All DMFS supplied BAC ONE-ELEVEN simulations use the following recommended sound pack versions ....


BAC ONE-ELEVEN 200 .... use BAC 1-11 200 RR SPEY 506 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 200 HK .... use BAC 1-11 200 RR SPEY 506 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 300 .... use BAC 1-11 300/400 RR SPEY 511 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 400 .... use BAC 1-11 300/400 RR SPEY 511 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 400HK (Hush Kit modified) .... use BAC 1-11 300/400 RR SPEY 511 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 475 .... use BAC 1-11 475/500/510 RR SPEY 512 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 475HK (Hush Kit modified) .... use BAC 1-11 475/500/510 RR SPEY 512 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 475 (Radar Trials modified) .... use BAC 1-11 475/500/510 RR SPEY 512 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 500 .... use BAC 1-11 475/500/510 RR SPEY 512 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 500HK (Hush Kit modified) .... use BAC 1-11 475/500/510 RR SPEY 512 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 510ED .... use BAC 1-11 475/500/510 RR SPEY 512 turbofan sound pack .... or mono version BAC 1-11 sound pack
BAC ONE-ELEVEN 510ED HK (Hush Kit modified) .... use BAC 1-11 475/500/510 RR SPEY 512 turbofan sound pack .... or mono version BAC 1-11 sound pack


RECOMMENDED FS2004 AUDIO/SOUND SLIDER SETTINGS

These settings can vary in accordance with both audio equipment and personal preference. For optimum playback quality the following FS2004 based OPTIONS/SETTINGS/SOUND based sliders positions are recommended for use with the DMFS supplied BAC ONE-ELEVEN sound packs ....


- "ENGINES" = 70%
- "cockpit = 30%
- "ENVIRONMENT" = 100%
- "NAVIGATION" = 50%


Experiment with the above recommended settings first .... and be prepared to adjust these settings in accordance with audio hardware capabilities and personal preference.

PLEASE NOTE: The optimum FSX based audio sound slider positions differ from those of FS2004. See the FSX sound pack documentation for the recommended settings .... and again be prepared to adjust these in accordance with personal preference and audio hardware capabilities.


1.14: "DMFS BAC ONE-ELEVEN SMOKE EFFECTS".

All DMFS supplied BAC ONE-ELEVEN simulations feature customized engine exhaust smoke effects. These files are auto-installed inside the FS2004 "EFFECTS" folder during the aircraft base pack and panel auto-installation process.


1.15: "DMFS BAC ONE-ELEVEN TEXTURE FILES".

All DMFS supplied BAC ONE-ELEVEN aircraft base packs are composed of a selection of several real world airline/operator liveries. These texture files are auto-installed inside each aircraft base pack folder during the auto-installation process.

HJG plan to offer an extensive selection of additional airline/operator liveries from around the world for use with the DMFS BAC ONE-ELEVEN simulations. This selection is intended to be constantly expanded with future HJG website updates. These files must be "manually" installed inside each aircraft base pack.

All HJG supplied BAC ONE-ELEVEN textures must be used with the aircraft base back for which the are intended. "DO NOT" use the wrong textures with the wrong aircraft base packs/3D models.

Failure to follow the above instructions "WILL" result in texture/model display issues.

PLEASE NOTE: DMFS supplied textures for this simulation are provided in an EXT 32.888 BIT format. Many "non-DMFS released" textures for these (and other) simulations may be saved in a much older DXT3 format. Both of these texture formats may also contain MIPS which can result in blurry textures and a lack of clarity .... on some systems. To resolve this it is recommended the "DXT BMP/Extended Bitmap Edit" utility be acquired and all texture BMP's (with the exception of LIGHT MAP BMP's suffixed which are "L") contained within each DMFS, or other, supplied texture for these simulations be individually inserted into this utility, converted to an "EXT 32.888 NO MIPS" format, and then saved in this particular format. This is a very easy process that does result in visual improvement of textures for these (and most other) and other simulations. The "DXT BMP/Extended Bitmap Edit" utility may be "FREELY" acquired from the following FS website ....

flyawaysimulation.com/downloads/files/2883/dxtbmp-dxt-extended-bitmap-editor/

When correctly used this utility will/should eliminate potential for the occurrence of blurry textures. If using this utility ensure its "NO MIPS" option is activated prior to commencing the texture BMP conversion process.

PLEASE NOTE ALSO: The TEXTURE CONVERTER included within each DMFS aircraft base pack will only convert these textures back to the much older DXT3 format. It "CANNOT" be used to convert these into more advanced, and clearer, FS texture formats. HJG recommend this particular utility "not be used".


1.16: "DMFS BAC ONE-ELEVEN AIRCRAFT IDENTIFICATION - MSFS AIRCRAFT SELECTION MENU"

The following information is "purely optional" on the part of the end user.

All DMFS supplied BAC ONE-ELEVEN aircraft subjects will/should, by default, appear within the MSFS Aircraft Selection Menu in accordance with the following
designations ....


- BAC
1-11 200

- BAC
1-11 200HK

- BAC
1-11 300

- BAC
1-11 400

- BAC
B737-400HK

- BAC
1-11 475HK

- BAC
1-11 475 RADAR

- BAC
1-11 500

- BAC
1-11 500HK

- BAC
1-11 510ED

- BAC
1-11 510ED HK


The above designations govern how these BAC ONE-ELEVEN simulations are recognized and presented within the MSFS Aircraft selection Menu.

The UI MANUFACTURER data line (which for these aircraft subjects should always read "BAC") .... then the UI TYPE data line (which for these aircraft subjects should always read "1-11" .... followed by the specific aircraft type series suffix) should each appear as compiled above.

Should the UI MANUFACTURER and/or UI TYPE data compiled within the FLTSIM.XX/ADD TO AIRCRAFT data accompanying any DMFS or HJG supplied BAC ONE-ELEVEN texture "not" conform to the above protocols then this data can be edited in accordance with the above aircraft type descriptions..... and these edits then "SAVED".


1.17: "KNOWN ISSUES".

- "NONE" .... at this time of compilation.

- "FSX USERS ONLY" .... be aware the interactive DMFS manual cannot be viewed via the panel knee Board feature. This is an "FSX limitation" only in regard to this particular functionality which cannot present multiple pages. This limitation "DOES NOT" apply to FS2004.


1.18: A FEW FINAL WORDS.

Each file contained within these simulations has been individually checked and extensively tested for its functionality prior to uploading. Each file was noted to perform "FINE" .... or it simply would not be uploaded here. Despite our endeavour to try and provide the best possible classic/historic jetliner "FREEWARE" for FS, it is not inconceivable that some oversights might have occurred, or, that difficulties might be encountered by some .... perhaps due to the extensive variability among PC systems of today rather than end user faults. HJG will try to assist troubleshooting any reported issues that do arise, but, "kindly understand" what occurs on one particular PC system "may not be universally experienced". All issues/queries concerning these BAC ONE-ELEVEN simulations should be addressed on the "DAVID MALTBY FLIGHT SIM" page (only) of the HJG forum.

PLEASE NOTE: HJG "DOES NOT" provide technical support via its FACE BOOK page. All queries .... technical or otherwise .... must be posted on the HJG forum and for which one must be a registered member of its community in order to be able to participate.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

BAC ONE-ELEVEN 200/300/400/475/500/510ED MANUAL # 2

UPDATED: April 7th 2024.





2.00: BAC ONE ELEVEN PANELS OVERVIEW.

This panel is an accurate rendition of a typical BAC ONE-ELEVEN airliner. Most of the photography was done on G-ASYD, the BAC ONE-ELEVEN at the Brooklands museum in Weybridge, although some equipment of the later G-AZMF has also been blended in. A BAC ONE-ELEVEN operating manual has been used for reference. Each BAC ONE-ELEVEN built was tailored to meet the needs of the ordering airline and the equipment fitted into them does vary slightly. While the panel is typical of the aircraft, it will not be accurate to some. Most notably the BEA/BA 510ED which was equipped with many units previously fitted in their TRIDENT aircraft. Every effort has been made to make it authentic in look and function while still being simple to operate at a basic level. Since the BAC ONE-ELEVEN is a two man crew aircraft, all the systems are there for operation by the Captain and Co-Pilot and so have been simulated as far as possible. Although the model includes electric, hydraulic, fuel, air conditioning and pressurization systems, these extras are ready to go by default and do not require any operating knowledge. However, if you prefer, there is the option of a "Cold Start" reset button and you can operate everything yourself using the check lists provided at end of this manual.


CREDITS.

- Panel bitmaps and gauges by David MALTBY.
- Photography and research material provided by Dave BOOKER.
- Manual by David MALTBY.
- Thanks to the staff at Brooklands Museum for being so helpful.


The following documentation is also contained in the BAC 1-11 Panel download and after installation it can be found in the folder
"Flight Simulator 9\Aircraft\DMFS Shared Files\BAC 1-11 Documentation". The FS2004 models are set up to use this documentation through the FS2004 kneeboard. This allows you to view the contents from within the panel in FS.


2.01. MAIN PANEL.

Airspeed Indicator



Displays Indicated Airspeed (IAS) in Knots. The scale splits at 200 kts with the knots reading continuing 250, 300, 350, 400 on the inside. The outer section displays a rotating mach number scale, so that the needle points to both knots IAS and Mach at the same time. The red/yellow barber pole shows the maximum allowed speed (VMO & MMO). If this speed is exceeded the over speed warning will be given.

Attitude Indicator.



Visual representation of the aircraft's bank and pitch angles. The scale across the top shows marks for 0, 10, 20, 30 degrees of bank. The outer mark is at 60 degrees. The scale on the inside shows a pitch scale up/down in 5 degree intervals. The point at the top of the orange triangle is where the pitch reading is taken. The white pointer down the left side is a Glide Slope indicator, with dots showing the maximum deflection top and bottom. The two yellow triangles show the required bank from the flight director. The idea is that if you keep the triangles on the ends of the wings, you are on the correct course. The Flight Director can be used with or without the autopilot being switched on. When the Flight Director is inactive a red "COMPUTER" flag shows bottom right. The Pitch Command knob (bottom left) can be used to manually set the FD pitch pointer up or down. The knob at the bottom right turns the Flight Director on and off.

Altimeter.



Displays height above sea level in feet. The number at the top is the altitude hold setting. This is the value that the autopilot will hold when the "ALT" button is pressed. Alter the setting by clicking either side of the value. Altimeters need to be adjusted according to local pressure readings. These readings are given out by ATC and also by ground information radio channels at airports. The model gives this pressure setting in the most common units used in FS, inches of mercury. The above image shows a setting of 29.92 inches of mercury. You can click either side of the numbers to increase or decrease the pressure setting.

HSI (Horizontal Situation Indicator).



Also known as CDI (Course Direction Indicator). Visual representation of the aircraft's heading and the aircraft's position in relation to any beacon tuned in on the NAV1 receiver. This gauge also sets the Heading Course values which are used in the 'HEADING' and "LOC/VOR" modes of the autopilot. Click on the relevant dial (bottom left and right) to adjust these values. The Heading bug is triangular and orange. The Course bug is pointed. The course setting is also shown by the numbers in the top left corner. There are localizer and Glide Slope indicators. Each one returns to it's central position and shows a flag if there is no signal currently being received. The localizer line moves sideways relative to the Course bug. The four dots provide a scale with the outer dots being the maximum deflection of the instrument. The Glide Slope pointer moves up and down on the left, again with dots showing the maximum deflection top and bottom. The distance from the beacon is shown in nautical miles in the top right corner. The gauge pictured above is from an aircraft that is already turning left to settle onto the localizer beam (course 240) and which is flying just below the Glide Slope with 8 nm to run.

VSI (Vertical Speed Indicator).



Shows the vertical speed in thousands of feet per minute. To a maximum of 6000 ft/min in either direction.

VOR (VHF Omnidirectional Range) And ADF (Automatic Direction Finder).



If you tune your NAV1 or NAV2 receiver to the frequency of a VOR beacon, the VOR instrument will automatically display the direction to you. The single lined arrow shows the direction for NAV1 and the double lined arrow is for NAV2. If you tune your ADF receivers to the frequency of an ADF beacon, the instrument can also automatically show the direction to that beacon. You can swap between VOR and ADF using the switches at the bottom. ADF beacons are less complex devices than VOR beacons. They only emit a single signal and are less accurate. A VOR beacon radiates separate beams for every degree of the compass.

DME 2 (Distance Measuring Equipment).



This gauge displays the distance to any DME supporting beacon that is tuned into your NAV2 receiver. It displays distance in nautical miles. The main DME for NAV1 is located on the Horizontal Situation Indicator. Most VOR and ILS beacons support DME, but some do not. If no DME signal is being received, the gauge shows a yellow line across the numbers. Later DME equipment also displayed ground speed & estimated time to the beacon. This information is available if you move over the gauge with the mouse cursor.

Radio Altimeter.



Displays the aircraft's height over the ground directly below it. It gives an accurate and reliable reading during approach and landing. This gauge is also used to set the decision height for landing. The decision height bug can be moved by clicking either side of the gauge with the mouse. Click the right side to increase the decision height, click the left side to decreases it.

Master Warning Light.



This lights red when a major warning light is lit elsewhere in the cockpit. It can be cancelled/reset by clicking and covers each of he following ....

- Engine Overheat
- Over Speed.
- Stall Warning
- Ice detection
- Hydraulic Failure
- Engine Fire
- Generator/Electrical fail
- Fuel cutoff
- Low Oil Pressure

Stick Pusher (Stall Warning).



The"Stick Push" will light amber if the aircraft is about to stall. The model has an automatic stick push action, but it is rather crude in FS (especially when viewed in the VC). "Pusher Fail" will also light if the hydraulic system has failed.

Spoiler Lift Off Lights.



Top lights up red whenever the spoilers are extended. This model does not have auto spoilers. The bottom light is blue and lights up when the main wheels leave the runway on takeoff.

Speed Reference Chinagraph.



The crew had to work out the correct takeoff and landing speeds for their flight and would write them down on a little chinagraph. If you click this little pad it will calculate and display the correct speeds for you. It works out the speeds according to the charts in the flight manual for the aircraft's current weight and flap setting.

V1 - Max speed to abort takeoff (the V1 given is only a guess as it depends on runway length)
VR - Rotate speed (takeoff)
V2 - Safe flying speed
VAT - Landing speed (at the runway threshold with full flap)

OMI (Outer Middle Inner Markers).



These indicators light up in turn when the aircraft is over the relevant marker during the approach to an airport. blue for Outer, orange for Middle, white for Inner. Not every airport will have all of these markers.

Ground Proximity Light.



Lights up when the aircraft reaches the decision height that is set on the Radio Altimeter. If the runway can not be seen at this point, or the approach is not good, the landing should be aborted.

Turn Coordinator.



Shows a central position with three standard rate markers each for left and right turns. The outer marker shows a standard 2 minute rate turn (time taken for a full 360 degree turn). The middle marker shows a half rate turn (i.e. it would take 4 mins to do a 360 degrees turn). The inner marker (half line) shows quarter rate. It is usual to use only half rate (or 4 min turn rate) in a large jet.
The turn is considered coordinated when the bubble indicator is central.

Control Surface Deflections.



Displays any surface deflection for Rudder, Aileron and Elevator.

Weather Radar.

HJG added a functional WX Radar was added to both the DMFS BAC ONE-ELEVEN panels during June 2023.



The WX Radar set is commanded into view (as a separate Sub Panel) using the new "WX" icon located among the Sub Panel selection icons.

This WX RADAR is able to present accurate indications in regard to the state of prevailing FS weather and is operated as follows ....

- The tab located at the top left of the selector panel (below the actual Radar screen) is the ON/OFF" switch .... which switches the unit between "OFF, ON", and "STAB" settings.

- The large rotary switch located within the center of the selector panel is the "RADAR ANTENNAE TILT" switch .... enabling the antennae scanner to be set at axis' ranging between 15* up or down.

- The tab located at the top right of the selector panel is the "RANGE LINE INTENSIFIER" .... to dim or intensify brightness of the WX Radar range line definitions in accordance with personal preference.

- The tab located at the bottom left of the selector panel is the "RANGE SELECTOR" .... enabling the WX Radar range to be set in increments of 20, 50, or 150 miles.

- The tab located at the bottom left middle of the selector panel is the "CONTRAST SELECTOR" .... enabling brightness of the overall WX radar screen to be dimmed or brightened in accordance with personal preference.

- The tab located at the bottom right middle is the WX Radar "GAIN" selector .... with 3 selectable settings enabling brightness of the displayed meteorological detection to be dimmed or brightened in accordance with personal preference.

PLEASE NOTE: The WX Radar featured in HJG panels can accurately detect, and display, actual FS meteorological conditions. This feature requires either a "free" or "fully licensed" version of Pete DOWSON's FSUIPC module.

Pete DOWSON's FSUIPC module/s can be obtained per the following link ....

forum.simflight.com/topic/80977-updated-modules/

Go to the following section of the above linked posting ....

UPDATED MODULES

"FOR FSX, FSX-SE and Prepar3D"

The current and last updated FSUIPC module "for FSX" is version 4.977.

"FOR FS9"

The current and last updated FSUIPC module for FS9 is the listed version 3.999z9b

Be sure to identify, download, and install the FSUIPC module in accordance with one's FS version of choice/use. Be sure to carefully "READ" the accompanying FSUIPC Installation Instructions. Be advised: Both FS9 and FSX versions (only) of FSUIPC are no longer supported by Pete DOWSON .... and beyond recommending use of this utility (since 2006) HJG does not provide FSUIPC support either (Pete DOWSON's documentation accompanying this module is very comprehensive and more than adequate).


2.02 CENTER PANEL.

Fuel Load



The fuel load for left (wing), center and right (wing) fuel tanks in kilograms. The engines only ever draw fuel from the wing tanks (left and right). The center tank only pumps fuel into the wings. Under normal running, the wing tank levels will not drop until the center tank is empty.

Hydraulic System.



There are two separate systems (left and right), each has two pumps. One pump runs from the engines and the other is an AC electric auxilliary pump. A DC electrical pump operates a completely separate hydraulic backup system. The top dial shows the level of fluid in the reservoir of each system. The next dial down shows the pressure in each system. The three dials along the bottom show brake pressures for the combinations of foot and hand brakes. The top row of four switches operate the hydraulic systems. Without engines running only the inner "Aux" switches will provide hydraulic power. If the engine powered system is running, the Aux system can be turned off. Although it is not covered in any detail by FS, on this model the flaps, tail trim, spoilers and gear do not operate properly without hydraulic power.

Standby Attitude.



A basic standby attitude indicator.

Altitude Alert.



The amber light gives a warning when your altitude is approaching the set value. It also warns if your altitude slips more than 200 ft from the set altitude.

Engine Vibration & Overheat.



Shows the amount of engine vibration. A reading of "2" is normal. Engine overheat lights red whenever the engine EGT gauge goes into the red.

Reverser Unlocked.



Lights when reverse thrust is active. One either side of the engine gauges.

Thrust Index.



The real aircraft had tables of thrust index settings, according to temperature and pressure. The pilot set the relevant index number (the yellow numbers in the center) so that during take off the gauge reads a true power level for the conditions. The gauge does work in FS and will automatically calculate the index number using the current temperature and pressure. The lower the index number is, the more power is needed to produce the normal thrust level. The pointer should always read at least 100% during take off and if it can not reach this level take off should be aborted. You can manually alter the index number by clicking on the bottom half of the gauge. Clicking the top half of the gauge resets the index number according to the current temperature and pressure.

8. N2 Percent RPM.



Measures Engine revs. The scale allows for 110% because original maximums were often extended after the aircraft's launch.

EGT Exhaust Gas Temperature.



Temperature in Celsius. The temperature should normally be in the green section, occasionally in the yellow and never in the red. Engine overheat also gives a warning light at the top of the center section of the panel.

Fuel Flow.



Fuel flow for each engine in kilograms per hour.

Oil Temperature.



Oil temperature in Celsius.

Flap Position.



Shows the position of the trailing edge flaps. The gauge can be used to move the flaps by clicking with the mouse. Click on the left side to raise a notch, click on the right side to lower a notch.

- 8 degrees (Takeoff)
- 18 degrees (Short Takeoff)
- 26 degrees (Approach)
- 45 degrees (Landing)

Many BAC ONE-ELEVEN's used a different range of flap settings for takeoff ranging from 6, 13, and 20 degrees for long, normal, and short takeoff runs respectively. Some also had an option of 3 degrees. All marks had the same 26 and 45 degree settings for approach and landing.

Tail Trim.



This shows the position of the variable incidence tail plane. This is the BAC ONE-ELEVEN's elevator trim (or pitch trim) setting. The scale runs from -2 degrees (nose down) to +10 degrees (nose up). The thicker white line shows the allowable trim range for takeoff. The model needs 3 degrees nose up for takeoff, otherwise it may not rotate at the correct speed. For simplicity, +3 degrees was the standard takeoff setting for the BAC ONE-ELEVEN, regardless of loading (though some used +4).
The gauge can be used to move the tail plane by clicking with the mouse. Click on the left side for more nose up trim, click on the right side for more nose down trim.

Landing Gear Lever & Indicators.



Click the lever to raise or lower the landing gear. If the landing gear is raised and locked up, no lights are lit. If the gear is in transition the "GEAR UNSAFE" light is lit. If all 3 gear are down and locked the "GEAR UNSAFE" light goes out and the three green lights at the bottom are lit.

OAT (Outside Air Temperature).



Ambient temperature outside in degrees centigrade.

Fuel Temperature.



Fuel temperature entering engines in degrees centigrade.

Cabin Alt to Baro Pressure.



Used to regulate cabin altitude (cabin pressure). The "A" knob on the left selects the required cabin altitude selectable from -2,000 to +9,000 ft. The "R" knob on the right selects the rate at which cabin altitude is altered (between 150 and 1,000 ft/min). The knob in the middle adjusts the reference pointer at the top. Set it to current pressure in inches of Mercury. Note that the aircraft will only pressurize if the Safety Valve switch is "CLOSED".

Cabin Altitude.



Full display in VC only. Shows the current cabin altitude from 0 to 40,000 ft. Also shows the current pressure differential on the hull in PSI from 0 to 10 (max 7.5). The required cabin pressure is set using the Cabin Alt to Baro Pressure gauge above. If the cabin alt rises above 10,000 ft a warning horn sounds and the amber Cabin Height lamp will light. (Click to cancel). Again note that the aircraft will only pressurize if the Safety Valve switch is "CLOSED".

Cabin Altitude VSI.



VC only. Shows the current rate of change in cabin altitude from 0 to 2,000 ft per min. The required cabin pressure and rate of change is set using the "Cabin Alt To Baro Pressure" gauge above.

Water Injection.



This simulates the system fitted on some RR Spey 512 engines. Not all BAC ONE-ELEVEN's had water injection. Water injection versions of RR Spey engines can be identified by a "W" in the name (e.g. Spey 512-14DW). Used on take-off, the system injects water into the rear of the engine to reduce the temperature. This allows more power to be used for a longer period without overheating. To operate, simply click the switch on the pedestal (VC only). Alternatively, on the 2D panel you can click either amber light to turn the water injection system on. The amber lights show when the system is switched on and the blue show when the water is being injected. Once switched on, water injection occurs automatically when the engine RPM goes over 92%. 120 gallons of water is available which is enough for two takeoffs. Water level is displayed on the dial above the switch (VC only). In FS the water tank is automatically refilled whenever the aircraft is stationary.


2.03: AUTO PILOT/BAC ONE-ELEVEN 200/300/400/475/500.



The Autopilot is a separate window from the main panel. It is toggled on/off by the toggle button marked "AP". On the real aircraft the AP panel is positioned in the middle of the pedestal. Please note: The BAC ONE-ELEVEN Autopilot is not the same as a standard FS Autopilot & will therefore not work correctly by using keyboard commands for the standard FS Autopilot. You need to mouse click the switches on this AP unit for it to function correctly. The Autopilot for the BAC ONE-ELEVEN 510ED is a different unit and is explained separately below. The switches are clicked "Forward" to turn on.

(1) AP MASTER SWITCH. Master On/Off button for autopilot functions (also operates the "Autopilot Engage" switch on the model). The Flight Director can still use the NAV modes if the Autopilot is off.

(2) Rotary switch for selecting auto navigation modes. Select the mode by clicking on the relevant text.

"HEADING" (Heading Mode). In this mode the heading is set on the Horizontal Situation Indicator (main panel). The heading is shown by the triangular bug on the HSI.

"MAN" (Manual Mode). In this mode the aircraft will fly level. The "TURN" knob (4) can be used in this mode to provide a very gradual and smooth turn. Each click gives roughly two degrees of bank, up to a maximum of 30 degrees. Likewise the "UP/DOWN" wheels (3) provide a gradual pitch control. Each click gives around 100 ft per min, up to a maximum of 4,000 ft per min up or down.

"LOC/VOR" (Localizer/VOR Mode). Holds to any VOR or localizer beam that is set on NAV1 (radio panel). Ignores any Glide Slope beam if NAV1 is tuned to an ILS. Equivalent to "NAV" on other Autopilots.

"GS AUTO" (Glide Slope Mode). Follows both Localizer and Glide Slope beams for any ILS that is set on NAV1. Equivalent to "APR" on other Autopilots.

(3) DOWN/UP. This control only works in "MAN" mode and with "ALT" OFF. The "DOWN/UP" wheels can be used in Manual mode to provide a gradual and smooth pitch control. Each click gives around 100 ft per min in vertical speed, up to a maximum of 4,000 ft/min. The "DOWN/UP" control does not automatically adjust the tail plane (elevator/pitch) trim setting. If the trim is not in balance before "MAN" mode is engaged, it can drastically affect the vertical speed given by this control. If the "DOWN/UP" control appears not to work, adjust tail plane trim until it does. It is not advisable to use the "DOWN/UP" control during a turn. Always use altitude hold instead during a turn.

(4) TURN. This control only works in "MAN" mode. The "TURN" knob can be used in manual Mode to provide a very gradual and smooth turn. Each click gives around two degrees of bank, up to a maximum of 30 degrees.

(5) DAMPER. Switch down for Yaw Damper only. Autopilot will disengage.

(6) ALT. When selected, this will hold the current altitude.


2.03A: AUTO PILOT/BAC ONE-ELEVEN 510ED.



(1) A/P Engage 1 & 2. On/Off button for Autopilot functions. Switch down for Yaw Damper only and the Autopilot will then be disengaged. The Flight Director can still use the NAV modes if the Autopilot is off. The Auto Throttle works independently of "A/P Engage". The real aircraft also had an "Autopilot Master" switch, but this is fixed in the "ON" position on the model.

(2) F/Dir. Flight Director on/off switch. The Flight Director displays required bank and pitch commands on the attitude indicator (main panel). FD can be switched off while the Autopilot is running and can also be switched on while the Autopilot is off.

(3) Speed Hold. The Speed hold has two modes. "Throttle" holds the selected indicated air speed by use of the auto throttle. "IAS" holds the selected Indicated air speed by adjusting pitch. This is not an Auto Throttle control. For each mode, speed hold is only active when the "Engage" switch is "ON". The target speed can be selected in the Select Speed window above. "IAS" mode is used for climb and descent (for e.g. set climb power 11,800 RPM, then engage "IAS" mode when at climb speed (300 kt) and it will then keep adjusting your climb rate to maintain the selected speed. "Height Lock" cannot be used at the same time as IAS mode. Engaging "IAS" mode will automatically disengage "Height Lock" and vice versa. "Height Lock" can be used with "Throttle" mode though."Height Acquire" can be used with all speed hold modes.

(4) Azimuth Master. This switch activates both "Heading Hold" and "NAV Hold". "Heading" mode or "NAV" mode is set using a switch on the Horizontal Situation Indicator (main panel). The switch points up for "Nav" mode and points right for Heading mode. The relevant bug is pictured next to the switch.



The Heading and Course (Nav) to hold are set using the knobs on the HSI.

(5) G/P Auto & Prime Land. This selects the use of Approach mode and Auto land. Engaging "G/P Auto" is the equivalent of the normal approach ("APR") mode on a standard FS Autopilot. With "G/P Auto" engaged, the autopilot will capture and follow any ILS beam tuned to NAV1. If "G/P Auto" is engaged, then also engaging "Prime Land" will activate a full automated landing. Similar to the real thing, Auto Land activates a more accurate approach phase in the model at around 1,000 ft (radio Alt) and (hopefully) guarantees that the aircraft will land on the runway, even in a strong cross wind. At the correct moment, Auto Land cuts the throttle and performs a flare. Selecting "Glide Gearing" cancels the Auto Land and returns you to the normal approach mode. Selecting "Man" cancels approach mode and Auto Land (if it was active).

(6) Height Hold. Height hold has two modes. "Lock" holds the current height. "Acquire" climbs or descends to the selected height and reverts to "Lock" mode when it gets there.
Each Height mode is only active when the "Engage" switch is "ON". The selected height can be set at any time by clicking the height selection knob. When Acquire mode is selected, the vertical "Pitch" thumb wheel in the middle of the unit sets the vertical speed. "Height Lock" can be used when "Throttle" mode is engaged, but never with IAS mode. IAS mode will automatically disengage Height Lock and vice versa. "Height Acquire" can be used at the same time as all speed hold modes. When the target height is reached "Height Acq" will automatically switch to "Height Lock" mode. If "IAS" mode is also in use when the target height is reached IAS mode will automatically switch to "Throttle" mode instead.


2.04: OVERHEAD.

The Overhead is a separate window from the main panel. It is toggled on/off by the toggle button marked "OH". The model's Overhead panel is simplified and not all parts operate.

Fuel System.



BAC ONE-ELEVEN's have tanks in the wings for each engine and a central tank in the fuselage. The center tank pumps into the wing tanks, with the engines only ever drawing fuel from the wings. The system in the model is simplified, but it does give all the correct usage, including cross feed.

(1) Center Tank Pumps & Valves. The center tank pumps into the wing tanks. The valves & pumps on each side can be turned off to stop fuel getting to either wing. The "gulls eye" shows if the valve is open. The amber "Low Pressure" light is lit when no fuel is moving from the center tank.

(2) Wing Tank Pumps. Each wing tank can be closed off using the pump switches. To avoid cutting off an engine you should only turn off both pumps if the cross feed valve is open.The red "Low Pressure" light is lit when no fuel is moving from the wing tank. The engines only ever draw fuel from the wing tanks (left & right). The center tank only pumps fuel into the wings. Under normal running, the wing tank levels will not drop until the center tank is empty.

(3) Cross feed valve. This allows either engine to draw fuel from either wing tank. Using the pumps and the cross feed valve, it is possible to draw fuel from one wing tank only. This is used to correct any fuel imbalance that may occur during a flight. You cannot pump fuel from one wing tank to the other on the ONE-ELEVEN .

(4) LP Valves. These switches control the LP fuel valve for each engine. If the "LP Valve" is shut, the engine's fuel supply will be cut off and the engine will stop. The "LP Valve" must be open to start an engine.


2.05: APU & ENGINE STARTER.



The APU (Auxiliary Power Unit) is a small third engine in the rear of the fuselage. It is used to provide electrical power when the main engines are not running.

To start the APU.

- Switch "APU CONTROL" to "ON".
- Check "FUEL VALVE" reads "OPEN".
- Click "PUSH TO START" (gulls eye initially reads "START"). After 35% RPM "START" goes blank then displays "RUN" when at full RPM.

To start the engines.

- Make sure all relevant valves are open and all pumps are on (Fuel panel is ready to go by default).
- Click the black rotary "Start Master" switch so that it moves from "OFF" to "START".
- Click the ignition switch for engine 1 (left) so it moves to the "Start & Motor" position.
- Amber ignition lights will illuminate, followed by the green shaft rotation light.
- When all these lights go out the engine is started and you can click the ignition switch for engine 2 (right).

If "Start Master" is instead turned to "MOTOR", the engines will be motored around without ignition. If you motor the engines you must click the ignition switch back from the "START & MOTOR" position to stop them.

For takeoff and landing the Starter switches can be clicked to "RELIGHT". On this setting an auto start will be attempted should an engine stop for any reason.


2.06: ELECTRICAL SYSTEM.



(1) Constant Speed Drive switches. The engine generators run through CSD units to regulate their power. The on/off switch for each of the CSD's is not normally ever switched off). Once disconnected the CSD could only be reconnected by a ground engineer, so in FS it can only be turned on again when the model is stationary. Click at the top to open the red cover, then click the button to operate.

(2) Power Source Selector. This is used to check the power output of each individual source - "External" (ground power), "No 1 Generator, APU Generator, No 2 Generator", and "Essentials".
For each selection the cycles and volts are displayed in the gauges above.

(3) Generator switches. One each for both engines and the APU. Spring loaded to be at "NORM", click to "TRIP" to turn off generator, click to "RESET" to turn on generator.

(4) DC Battery. In the absence of any other power source, power is taken from the onboard battery. The Battery will run flat with continual use, but charges once a generator is running.

Going down the electrical panel, each generator has its own KVA power gauge, as well as red fail lights. The DC section contains two TRU meters. These units convert AC power into DC power and will provide all the DC power under normal running. On the BAC ONE-ELEVEN and in the event of an electrical failure, any bus disconnection/coupling and source switching is handled automatically.


2.07: OTHER FUNCTIONS.



(1) Landing lights. The landing lights are simplified to a basic on/off function in FS. All the switches move together and cannot be operated independently.

(2) Taxi lights. These are the two taxi lights on the underside of the fuselage under the leading edge of the wings. The taxi lights are simplified to a basic on/off function in FS. The switches move together and cannot be operated independently.

(3) Doors. Only the left two passenger door lights work. They light red when either door is open. Either light can also be clicked to open or close that door.

(4) Navigation lights And Beacon lights.

(5) Panel lights. Simple on/off panel lights. The BAC ONE-ELEVEN had a lot of dimmer switches and colour balance options for the panel lighting, but the model has to make do with this.

(6) Pitot Heaters. All four switches operate together on the model. The heaters are needed to keep ice from blocking the Pitot Tubes which would stop instruments from working.
The gauges above the switches show AMPS used by Pitot heads.

(7) De-Ice. The left hand switches and dial are for structural de-icing. The switches and dials on the right hand side are for engine de-icing. Between these two sections is an Ice Detected light which will light red if ice conditions are present and the De-Ice systems are not switched on.

There are other working switches covering the following functions.

- Air System
- Ground call
- Steward call
- No Smoking signs
- Seatbelt signs
- Wing Lights
- Emergency lights
- Window Heaters

These functions do not affect FS in any way.


2.08: RADIOS/COM & NAV.



There are two of these gauges, with one setting COM1 and NAV1 and the other setting COM2 and NAV2 frequencies. The direction for the tuned beacons (NAV1 and NAV2) is shown on the RMI indicator on the main panel (when the RMI is selected as VOR), and the distance to the beacon is shown on the DME instruments (if the beacon supports DME). FS radios work in whole numbers and Fractions. The frequency is split into two either side of the decimal point. Click on either side of the numbers to increase or decrease the value. Left side to decrease, right side to increase.

The selected frequencies on the two radio units can be quickly swapped over by clicking the COM and NAV icon buttons.



ADF frequency.



There are two of these gauges, with one setting ADF1 and the other setting ADF2 frequencies. The direction to the tuned ADF beacons is shown on the RMI (main panel) when the RMI is selected to "ADF". The three knobs at the bottom are used to change the numbers in hundreds units and decimals. Click either side of the knob to adjust the number up or down.

Transponder.



FS treats the transponder code as four independent numbers. Click each number to change it. They work by increment only.


2.09: VC PANEL EXTRAS.

I've always found VC's difficult to use, but was unaware of some of the available viewing features that make an airliner VC a much more viable proposition. These viewing options have been picked up off various design forums. They are certainly not new ideas, but don't seem to be in common use.

Mouse Panning.

There is an area at the top of the pilot's panel (and co-pilot) that allows you to pan around very quickly and accurately using the mouse rather than the hat on your joystick or yoke. The area to click for mouse panning is shown in yellow. Click in this area and hold the mouse button down.



The view will likely jump at first, but moving the mouse around will settle it down and give a very quick natural method of looking around. While you can't click any of the gauges in this mode, you can still use the full array of keyboard and yoke/joystick controls. When you release the mouse button the panning stops wherever you are currently looking.

View Adjustments & Preset Views.

In the corner of each pilot's panel there is a small toggle button marked "VC". The position of this toggle button is shown in yellow.



Clicking the "VC" button will open a small popup window in the bottom left corner of the screen showing a number of buttons.



(1) Move the view up, down, left, right, with the center button being reset view. All of these are available on the keyboard, but they are usually multi key presses and difficult to remember. Move across right to view fly from the co-pilot seat. As well as clicking, the mouse wheel can be used to alter these view settings.

(2) Level of zoom. It alters the zoom in 25% chunks for quick changes. The optimum zoom setting for this VC appears to be 0.75, but that is down to personal preference.

(3) Move forward and backward. The default view in the VC is set slightly back to give a better and more realistic field of view.

(4) Click any of these buttons to instantly snap to these pre-set views without having to pan. Main Forward 1, Main Forward 2, Center panel, Overhead panel, Autopilot (and Pedestal). Note the pre-set views are set from the Captain's side only and only the Main Forward view will work from the co-pilot seat. The "X" button closes the VC views popup window.


2.10: VC PANEL CENTER PEDESTAL.



Numbered items are clickable in the VC.

(1) Throttles. Left & Right.
(2) Flaps.
(3) Spoilers (Lift Dumpers when on ground).
(4) Trim. All three axis can be clicked, but Aileron and Rudder are not animated. (the elevator trim wheel moves as much as possible).
(5) Start Levers (HP Fuel cocks). Close to shut down engine.
(6) Hand Brake.
(7) Water injection.
(8) Engine Top Temp.

The rest of the pedestal contains the Autopilot and Radios which are covered separately in this manual.

Water injection.

This simulates the system fitted on some RR Spey 512 engines. Not all ONE-ELEVEN's had water injection. Water injection versions of the RR Spey engine can be identified by a "W" in the name (e.g. Spey 512-14DW). Used on takeoff, the system injects water into the rear of the engine to reduce the temperature. This allows more power to be used for a longer period without overheating. To operate, simply click the switch. The water injection occurs automatically when the engine RPM goes over 92%. 120 gallons of water is available which is enough for two takeoffs. Water level is displayed on the dial above the switch. In FS the water tank is automatically refilled whenever the aircraft is stationary. A set of lights is also included on the co-pilots panel.



The amber lights show when the system is switched on and the blue show when the water is being injected.

Engine Top Temp.

This simulates the Top Temperature control system on the RR Spey engines. With "Top Temp" on, fuel flow to the engine will automatically be reduced if the temperature is approaching the maximum allowed limits.


David MALTBY & Dave BOOKER (CBFS)

[aerofoto - HJG Admin]

BAC ONE-ELEVEN 200/300/400/475/500/510ED MANUAL # 3

UPDATED: June 30th 2023.





3.00: CHECKLISTS.

Battery - "On".
APU Generator Control - Trip (APU Gen Off)

APU Start Checklist.

"APU CONTROL" switch - "On'.
Check "FUEL VALVE" - "Open".
Click "PUSH TO START" (gulls eye initially reads "START". After 35% RPM "START" goes blank then displays "RUN" when at full RPM).

APU Generator Control - Reset (APU Gen On").
Voltage, Cycles, Amps - Check.
Start Lever (HP cocks) - "Shut".
L.P. Valves - "Open".
Transfer Valves/Pumps - "On".
Booster Pumps - "On".
APU Air Delivery - "Open".
APU Air Cross feed - "Open".
Air Con Masters - "APU".
No Smoking Signs - "On".
Seatbelt Signs - "On".
Emergency Lights - "Armed".
Pitot Heat - Check "Off".
Anti-Icing - "Off".
Hydraulic Quantity - Check in the green.
Hydraulic DC pump - "Off".
Hydraulic Pumps - Eng and Aux all "On".
Aileron and Rudder Trim - Check centered.
NAV Lights - "On".
Fuel Aboard - Check gauges versus flight plan.
Parking brakes - "On".
Air Isolation Valves "Open".
Air Con Masters - "Closed".
Ram Air Valve - "Closed".
Pressure Safety Valve - "Open".
Eng Generator Control - Trip both Engine Gens "Off".
Start clearance - Obtained from ATC.
Beacon - "On".
Engine Top Temp - "On".
Throttles "Closed".
Start engines - 1 then 2.

Engine Start Checklist.

Select Start Master - "Start".
Click Start/Relight switch to "START & MOTOR" (check for both amber ignitor lights and green shaft rotation light. Start lever will move to "OPEN" automatically on the model).

After Start Checklist.

Start Master - "Off".
Starter switches - "Off".
Eng Generator Control - Reset (Engine Gens "On").
Bus and Gen Fail lights - Check "Out").
Air Con Masters - "APU"
Anti Ice - As required.
Control surfaces - checked.

Taxi Checklist.

WX Radar - "On".
Clearance for taxi - Obtained from ATC.
Hydraulic Pumps - Aux 1 "On" and Aux 2 "Off".
Door Warning Lights - "Out".
Parking Brakes - "Off".
Flaps/Slats - selected for takeoff (18 degrees or 8 if runway length permits).
Pressure Safety Valve - "Closed.
Battery - Check "On".
Speed Brakes - checked (set to "Zero".)
Trim - Set for takeoff (3 degrees nose up).
Takeoff Speeds - checked and set (click the speed reference Chinagraph to set speeds).
Flight Instruments - checked and set.
Reverser Lights - "Out"
Flaps - Set for takeoff.
Thrust Index - check Index number (click top of either Thrust Index gauge to auto set),

Before Take-Off Checklist.

Landing Lamps - as required.
Pitot Heater - "On".
Windshield Heat - "High".
Anti-Icing - As required.
Autopilot - "Off".
Transponder - Check code.
Cabin Pressurization - Check (2,000 minimum selected).
Fuel transfer pumps/valves "Off" and "Closed" (draw fuel from wing tanks only).
Start Switches (both) - "Relight".
Water Injection - "On" (if required).
Engine Top Temp - "On".
Takeoff clearance - Obtained from ATC.

After Take-Off Checklist.

Gear - Up and lights "Out".
Flaps - Up at "180 KTS".
Water Injection - "Off".
APU Control Switch - "Off" (unless flight time is less than 1 hour).
Start Switches - "Off".
Landing Lamps - "Up and Off".
Air Con Masters - "Open".
APU Air Delivery - "Closed".
APU Air Cross feed - "Closed".
Altimeters - "Set"
Windshield Heat - As required.
Hydraulic pumps - Aux 1 and 2 "Off".
Fuel transfer pumps/valves - "On" and "Open" (when climb established).

Top Of Descent Checklist.

Altimeters - Check 29.29 IN (1013 MBS).
Safety heights - check for descent.
Cabin Pressurization - check and set.

Approach Checklist.

Cabin Pressurization - "Check".
APU - "Start".
No Smoking Signs - "On".
Seatbelt Signs - "On".
Emergency Lights - "Armed".
Windshield Heat - "High".
Fuel transfer pumps/valves - "Off" and "Closed" (draw fuel from wing tanks only).
Booster Pumps - "On".
Cross feed Valve - "Closed".
Flaps/Slats - 8 degrees max IAS 240, 18 deg max IAS 190, 26+ deg max IAS 180.
Speed brakes - "Zero".
Threshold speed (VAT) - Checked and Set (click the speed reference Chinagraph for speeds).

Landing Checklist.

APU - Check running.
APU Air Delivery - "Open"
APU Air Cross feed - "Open"
Air Con Masters - "APU"
Start Switches - "Relight"
Hydraulic pumps - Aux 1 "On"
Gear - Selected "Down"
Altimeters - QFE/QNH checked and set.
Airfield and Runway - Checked.
Gear - Check 3 greens and door lights "Out"
Brakes Checked and Parking Brake "Off".
Flaps - 45 degrees.
Landing Lamps - "Down" and "On".
Autopilot and AP Yaw Damper - "Off"

After Landing Checklist.

Start Switches - "Off".
Anti-Icing - "Off".
Landing Lights - "Off".
Hydraulic Pumps - Aux 1 "Off".
Flaps - selected "Up".
Speed Brakes/Lift Dumpers - "Zero".
Pitot Heater - "Off".
AP master - "Off".
Tail trim - "Zero"..
Windshield Heat - As required.

Shutdown Checklist.

Parking Brakes - "On".
Windshield Heat - "Off".
APU - checked and "On".
Engine Generator Control - Trip (Engine Gens "Off").
Start Levers - "Shut".
Engines - "Off".
Seatbelt Signs - "Off".
No Smoking Signs - "On".
Fuel Boost Pumps - "Off".
LP Valves - "Closed".
Beacon light - "Off"
Taxi/Landing lights - "Off"
NAV lights - "Off"
Parking Brakes - "Off" (when chocks under).
APU Generator Control - Trip (APU Gen "Off").
APU - "APU CONTROL" switch to "OFF"
Battery - "Off".


3.01:BAC ONE-ELEVEN REFERENCE DATA.

BAC ONE-ELEVEN 200 & 400 SPEEDS.



Vat: Add 1/3 of wind speed when winds peed greater than 15 kts. The total increment added must not exceed 15 kts.

Flaps up : 180 kts. 18 degree flaps is only to be used for takeoff when a shorter run is needed.


BAC ONE-ELEVEN 475 & 500 SPEEDS.



Vat: Add 1/3 of wind speed when wind speed greater than 15 kts. The total increment added must not exceed 15 kts.

Flaps up: 180 kts. 18 degree flaps is only to be used for takeoff when a shorter run is needed.


3.02: BAC ONE-ELEVEN LIMITS.

Airspeed.

Airspeed IAS (VMO): 336 kts.
Mach number (MMO): 0.78.
Max IAS for lowering or raising landing gear: 230 kts.
Max IAS with landing gear down: VMO.

Max IAS With Flaps.

- 8 deg: 240 kts .
- 18 deg: 190 kts.
- 26 deg: 180 kts.
- 45 deg: 180 kts.

Max altitude for flap extension.

15,000 ft except in emergency.

Max crosswind component.

Takeoff: 30 kts.
Landing: 30 kts.

Max IAS with landing lights extended:

202 kts.

Max for emergency descent.

MMO/VMO.

Turbulence speeds climb, cruise, and descent.

290 kts to 30,000 ft, Mach 0.7 above this.

Max IAS for screen wipers.

220 kts.

Max speed for air brakes.

No limit, but not to be extended with flaps out except in emergency or on touch down.

Altitude Limits.

Max operating altitude: 34,000 FT.
Max altitude for flap extension: 20,000 FT except in emergency.

Weights BAC ONE-ELEVEN 200 Series.

Max takeoff: 35,834 kg (79,000 lb).
Max landing: 34,019 kg (75,000 lb).
Max fuel: 11,158 kg (24,600lb).
Max payload: 7,983 kg (17,600 lb).
Empty: 21,047 kg (46,400 lb).

Weights BAC ONE-ELEVEN 300/400 Series.

Max takeoff: 40,143 kg (88,500 lb)
Max landing: 35,380 kg (78,000 lb)
Max fuel: 11,158 kg (24,600lb)
Max payload: 9,072 kg (20,000 lb)
Empty: 22,589 kg (49,800 lb)

Weights BAC ONE-ELEVEN 475 Series.

Max takeoff: 44,679 kg (98,500 lb)
Max landing: 39,000 kg (85,980 lb)
Max fuel: 11,195 kg (24,680lb)
Max payload: 9,662 kg (21,300 lb)
Empty: 23,822 kg (52,518 lb)

Weights BAC ONE-ELEVEN 500 Series.

Max takeoff: 47,400 kg (104,500 lb)
Max landing: 39,000 kg (85,980 lb)
Max fuel: 11,195 kg (24,680lb)
Max payload: 11,984 kg (26,420 lb)
Empty: 24,758 kg (54,582 lb)

Range Limits (200 Series).

With max payload: 720 nm.
Typical: 830 nm.

Range Limits (300/400 Series).

With max payload: 1,100 nm.
Typical: 1,240 nm.

Range Limits (475 Series).

With max payload: 1,640 nm.
Typical: 1,865 nm.

Range Limits (500 Series).

With max payload: 1,300 nm.
Typical: 1,600 nm.

Range figures are in still air using long range cruise techniques and no fuel reserves.

Minimum fuel reserves.

Fuel remaining can be as low as 77 kg.


3.03: BAC ONE-ELEVEN GENERAL TIPS.

Take-Off.

The tail trim setting is important for takeoff. For simplicity the BAC ONE-ELEVEN always used 3 degrees of nose up trim on takeoff, regardless of flap setting or weight. If you do not set the nose up trim, it will not rotate at the correct VR speed. The Tail Trim gauge can be used to accurately set the nose up trim. Click it to alter the trim setting.

Click the top half of one of the Thrust Index gauges to automatically set the correct index number before a take off. Correct take off power is with Thrust Index reading 100% or above (too much thrust may result in engine overheat warnings unless Engine Top Temp is switched on).

If the runway is short or the atmospheric conditions may require it (hot/high altitude), switch on the water injection system to allow for more engine power to be used.

Flaps should always be set at 18 degrees, unless excess runway length permits 8 degrees.

Click the speed reference Chinagraph on the left of the main panel to get the correct rotate speed (VR) for the aircraft's current weight and flap setting.

The "Checklist" toggle button gives the essential settings needed for a takeoff. Each setting is shown with a tick or a cross, making it easy to quickly check if your configuration is correct.

Normal speed for the climb is 300 kts, with the power setting not exceeding 94% RPM or continuous EGT not exceeding 540 degrees (green area). If the climb rate needs to be higher, reduce speed.

Cruise.

Normal cruise altitudes range from 18,000 ft to 32,000 ft. Maximum operational ceiling is 34,000 ft

Normal cruise speed is Mach 0.70 - 0.73. Mach 0.77 is the maximum cruise speed.

With climb configuration set, the aircraft has a natural maximum altitude depending on its speed and weight. It is usual to rise to higher cruise altitudes when fuel is burnt off. If the tail trim is registering more than 0.8 deg nose up, you are probably pushing the model too high. If the tail trim is going nose down, you are probably cruising too low.

Landing.

Click the speed reference Chinagraph on the left of the main panel to get the correct landing speed (VAT) for the aircraft's current weight.

It is normal to use a constant engine RPM between 83% to 86% during approach and landing (depending on weight). Approach at VAT+40, 16 degrees flap.

Speed at VAT+40, select 26 degree flap when the GS indicator is between 2nd and 1st dot.



Speed at VAT+20, select 45 degree flap when the GS indicator is passed 1st dot.



The flaps will cause some nose down attitude. Compensate with nose up trim. It is normal for the model to need around 4-5 degrees of nose up trim with full flaps selected.

When flying at the correct speed on the Glide Slope, the BAC ONE-ELEVEN should be level, showing zero degrees of pitch on the Attitude Indicator.

Be aware of the maximum landing weights and their speeds. While the aircraft can land safely at full weight, over weight landings were only done in an emergency. Normal landing weights will give VAT speeds of between 115 kts and 135 kts.

This BAC ONE-ELEVEN does not have Auto Spoilers. Extend spoilers when main wheels are down. Lift Dumpers will also extend when aircraft is on the ground (except 200 series).

For best results with landing the BAC ONE-ELEVEN , it was normal to leave the power on until just before touchdown, rather than using a prolonged hold off with large flare. It is normal to touchdown fairly flat, almost on all three wheels.

Range, Payload, And Fuel.

With a maximum payload, the amount of fuel must be limited to keep below the maximum takeoff weight (MTOW). The model is set up for maximum range, with a full fuel load and a light payload. If you would like to carry more payload, you will need to reduce the fuel to make MTOW. Maximum payload is 26,000 lb for the 500, 23,000 lb for the 510, and 20,500 lb for the 475. The models are all set up to be under MTOW, with maximum fuel load by default.

Auto Coupled Approach.

Typical ILS approach And Landing



1. AP Altitude Lock "ON" when tracking outbound and around procedure turns. 2,500 ft above airport if possible.

2. Approach speeds should be reached by use of flaps rather than large changes in thrust. Try to keep the RPM constant, normally between 83 and 86% depending on weight.

3. VAT+40, perform turn using HDG mode.

4. Attack ILS beam at 45 degrees then select "GS AUTO".

5. VAT+40, select 26 degree flap when GS indicator between 2nd and 1st dot.

6. VAT+20, select 45 degree flap when GS indicator passed 1st dot.

Monitor ASI carefully on final approach and keep speed at VAT (or VAT + 1/3 of reported wind speed if over 15 kts).

7. The approach must be monitored by reference to the CDI, ASI and by visual reference. One hand must be kept on the control column in readiness to revert to manual control. Autopilot off at decision height, making sure to correct any movement when AP disengages.

8. At threshold keep power on. Reduce decent rate to 300 ft/min, then select engines idle. Hold until wheels touch. It is normal to land fairly flat. Do not flare more than 2 degrees.


David MALTBY & Dave BOOKER (CBFS)

[aerofoto - HJG Admin]

BAC ONE-ELEVEN 200/300/400/475/500/510ED MANUAL # 4

UPDATED: December 20th 2021.





4.00: BAC ONE-ELEVEN STANDARD & 510ED PANEL MANUAL ENGINE STARTUP PROCEDURES (essential items only).

PLEASE NOTE: It is recommended that a default aircraft be loaded into FS "prior to" selecting one's DMFS TRIDENT simulation of choice. Whilst not absolutely essential this practice is intended to ensure all panel instrumentation and sytems load into FS in accordance with their default configuration. This can assist avoiding issues on some systems.

For manual engine startup the following procedure must be performed ....

1. Open the Overhead sub panel.

2. Set APU Sart Master switch to "ON".

The Gulls Eye indicator will display "START" .... then following a 15 second delay the Gulls Eye indicator then displays "RUN" .... the following a further 5 second delay panel avionics become audible.

PLEASE NOTE: The APU in these updated DMFS BAC ONE-ELEVEN panels "MUST" be started first .... or the engines will not start.

PLEASE NOTE ALSO: Using these updated DMFS BAC ONE-ELEVEN panels the engines may be started in the order of #2 then #1 .... or alternatively .... #1 then #2

3. Set the Emgine Start Master switch to "ON".

4. Select the Start Switch for #2 engine ON" .... 2X yellow lights plus 1 green light illuminate .... thyen all 3 lights extinguish after engine #2 startup

5. Start the remaining #1 engine in precisely the same manner as engine #2.

6. Set APU Start Master switch to "OFF".

7. Set the Emgine Start Master switch to "OFF".

8. Configure all other panel items as required.


4.00-A: BAC ONE-ELEVEN STANDARD & 510ED PANEL ENGINE AUTO-START PROCEDURES.

PLEASE NOTE: It is recommended that a default aircraft be loaded into FS "prior to" selecting one's DMFS TRIDENT simulation of choice. Whilst not absolutely essential this practice is intended to ensure all panel instrumentation and sytems load into FS in accordance with their default configuration. This can assist avoiding issues on some systems.

PLEASE NOTE ALSO: Using the FS auto-start procedure it is not necessary to open the Overhead sub panel to start engine #3, #1, and #2.

For engine auto-startup the following procedure must be performed ....

1. Select keyboard commands CTRL + E .... the APU will auto-start first (the APU Start Master and Starter switches will auto-engage) .... followed by engines #1 and #2 in this specific order (the engine Start Master and Starter switches will also each auto-engage).

2. Upon the completion of engine auto-start procedures the APU will auto-shutdown .... with the APU Start Master, Starter, and the engine #1 and #2 Start Master and Starter switches also each auto-disengaging.

3. Configure all other panel items as required.


4.01:BAC ONE-ELEVEN 200/300/400/475/500 PANEL AP, AT, and AUTO-APPROACH NOTES.

PLEASE NOTE: This panel is not AT and AUTO-LAND featured.


ENGAGING THE AP[/b]

- Enter target climb/cruise altitude in the AP Height Selector
- Select AP Master "ON"
- Select AP "ON"
- Adjust ROC as required per the AM VS Thumb Wheel

PLEASE NOTE: The AP in this panel does not feature an auto-altitude capture mode .... altitude captures must be performed manually by enganding AP "ALT" upon inercepting the target climb/cruise altitude..


ENGAGING AP HDG AND VOR/LOC

- Enter VOR frequencies into the NAV1/2 Radios
- Set Heading in the HSI
- Set Course in the HSI
- Set AP mode selector to "HDG (for Heading capture) or "VOR/LOC" (for VOR/LOC capture)
- Further adjust either Heading or Course using the HSI selector tabs

PLEASE NOTE: The AP "TURN" nob can also be used to adjust heading but only when the AL "MAN" mode is engaged.


ENGAGING AP DESCENT

- Enter target descent altitude in the AP Height Selector
- Disengage AP "ALT"
- Adjust ROC as required per the AM VS Thumb Wheel


AUTO APPROACH

- Enter ILS/GS frequency into the NAV1 Radio
- Set ILS/GS Course in the HSI
- Set AP mode selector to "GS AUTO" (for ILS/GS capture)

PLEASE NOTE: AP "GP AUTO" mode is good for auto-approaches down to 100 FT .... at which point the AP should be disengaged and a fully manual landing then performed.

PLEASE NOTE: This panel "IS NOT" AT featured.

PLEASE NOTE ALSO: The AP featured in this panel "IS NOT" Auto-Land capable.


4.02:BAC ONE-ELEVEN 510ED (only) PANEL AP, AT, and AUTO-APPROACH/AUTO-LAND NOTES.

PLEASE NOTE: This panel is AT and AUTO-LAND featured.


ENGAGING THE AP

- Enter target climb/cruise altitude in the AP "SELECT HEIGHT" indicator
- Select AP FLT DIR "ON"
- Select AP Master "ON"
- Select AP ENGAGE "ON"
- Select AP HEIGHT ACQ "ON
- Select AP HEIGHT ENGAGE "ON"
- Adjust ROC as required per the AM VS Thumb Wheel

PLEASE NOTE: "IAS HOLD" (only) is also avaivable as an AP pitch mode.

PLEASE NOTE ALSO: The AP in this panel features an Auto-Altitude Capture mode..


ENGAGING THE AT

- Enter target airspeed in the AT "SELECT SPEED" indicator
- Select SPEED ENGAGE "ON"

PLEASE NOTE: The AT featured in this panel is capable of acquiring and maintaining IAS airspeed only.


ENGAGING AP HDG AND VOR/LOC

- Enter VOR frequencies into the NAV1/2 Radios
- Set Heading in the HSI
- Set Course in the HSI
- Select AP AZ MASTER "ON"
- Set HSI mode selector switch to either HDG (right/default setting) or to VOR/LOC (up) to capture either Heading or VOR/LOC beam respoectively.
- Further adjust either Heading or Course using the HSI selector tabs


ENGAGING AP DESCENT

- Enter target climb/cruise altitude in the AP "SELECT HEIGHT" indicator
- Select AP HEIGHT ACQ "ON"
- Select AP HEIGHT ENGAGE "ON"
- Adjust ROD as required per the AM VS Thumb Wheel


AUTO-APPROACH & AUTO-LAND

- Click Main Panel Chinograph to set VAT airspeed in conjunction with simulated weight.
- Enter ILS/GS frequency into the NAV1 Radio
- Set ILS/GS Course in the HSI
- Engage AP "G/P AUTO"
- Engage AP "PRIME LAND"


PLEASE NOTE: This particular BAC ONE-ELEVEN panel "IS" Auto-Land capable

PLEASE NOTE ALSO: AP "PRIME LAND" mode should only be engaged after both Landing Gear and Full Flaps are extended .... this mode will auto-Flare and AUto-Land the simulation then Auto-Disengage both the AP and AT during rollout after landing.

PLEASE NOTE ADDITIONALLY: AP "G/P AUTO" mode is good for auto-approaches down 100 FT .... by which point both the AP and AT should have been disengaged for a fully manual landing.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

WX Radar references within the above manual have been updated with the latest FSUIPC links.