Starting engines

- In the throttle quadrant (virtual cockpit only):

1. Low Speed Ground Buttons - LOW
The low speed ground buttons are only available in the virtual cockpit. Lowering them will downshift the engines, reducing the RPM and therefore wear. After the engine is stable, you can up the buttons and connect the generator.

- In the bleed air system (upper OH icon):

1. Engine bleed air switch - OPEN
This will provide bleed air for the engine to start.

- In the throttle quadrant (propeller icon):

1. Condition lever - RUN
In the RUN position, the engine will attempt a start when the start button is pushed.

You can now go to the lower overhead panel (lower OH icon) and press the engine ground start button for the engine you want to start. Hold the button until you see a rise in the engine's parameters, then release it and wait for the engine to stabilize. You have just started the first engine!

- In the electrical system (upper OH icon):

1. Engine generator switch - ON
Remember to up the ground speed low buttons now. Place the switch in the RESET position, then ON. The engine will be used to provide electrical power to the aircraft when the generator is online.

2. DC power switch - BATTERY
Since external power will be disconnected soon and electrical power is available from the generator, switch the DC power switch to the BATTERY position.

- In the GTC control panel (upper OH icon):

1. Close the bleed air valve
We will now use the bleed air coming from the engine #1 to start all other engines. The GTC bleed air is not needed anymore.

* Start engine #4 using the procedures marked in red color *

- In the GTC control panel and in the electrical system (upper OH icon):

1. Disconnect the ATM generator (battery users only)
2. Stop the ATM (battery users only)
The ATM will not be needed anymore, the engines are now powering the aircraft.
3. Stop the GTC
This requires two other steps:
3.1. Turn the GTC control switch to the OFF position.
3.2. Close the GTC door

- In the pressurization system (upper OH icon):

1. Air conditioning master switch – AIR COND NO PRESS
This setting will turn the air conditioning on, but not yet pressurize the aircraft.

- In the electrical system (upper OH icon):

1. External AC power switch - OFF
This will disconnect external power from the AC distribution system. The engines providing power to the aircraft.

You can now go the the Captain Sim menu and remove external power. You no longer need external power since your engines 3 and 4 are started and there is enough power onboard already.

* Start engine #2 and #1 using the procedures marked in red color *

--- RUN THE STARTING ENGINES CHECKLIST ---

Before taxi

We now have the engines started, but we are not yet ready to fly. We still need to configure the instruments and prepare the navigation equipment - it's not nice to get lost when you're airbone! Everything must be perfect before takeoff.

Let's review our flighplan first: KLRF (departure airport) -> LIT (113.90) -> BYP (114.60) -> FUZ (115.70) -> ABI (113.70) -> KDYS (arrival airport)

You can start by tuning the clearance delivery (132.80) frequency and requesting an IFR clearance. Take note of the runway in use, the squawk code and the local altimeter pressure. After obtaining the clearance, we can work on setting up the aircraft for VOR navigation and also configure the transponder.

- In the radio stack (tower icon):

Tune the VOR frequency for the LITTLE ROCK VOR (LIT - 113.90) on both NAV1 and NAV2 radios. With the frequency tuned, the aircraft will get DME and bearing information from this VOR. You will be able to track a selected radial and know your distance from the station in the HSI (horizontal situation indicator), located in the main panel. We will discuss how to navigate later on the tutorial.

- In the IFF/SSR panel (SSR icon):

1. Set the squawk code you received from the controller using the MODE 3/A/B code select switches
2. Place the Mode C switch in the ON position
3. Turn the Mode 3/A knob to the 3/A position
4. Turn the Master Control knob to the STBY position
These four steps will set the transponder and place it in standby mode. It will also allow controllers to know your present altitude.

Now that you have tuned the VOR, it's time to set the radial you want to follow. Since you want to go directly from the LITTLE ROCK VOR (LIT) to the BONHAM VOR (BYP), your only option is to track the 246 radial from the former station. More detailed instructions on how to get to the LITTLE ROCK VOR and how to navigate will be presented later. You will also want to set the heading bug to the runway's heading - it will help you keep the same heading after takeoff.

- In the Horizontal Situation Indicator, Radar Altimeter and Barometric Altimeter (pilot's panel or copilot's panel - L or R icon):

1. Turn the COURSE SET knob until the course selector window reads 246
2. Turn the HEADING SET knob until the heading bug is pointing to the active runway's heading
3. Rotate the Radar Altimeter knob to put it into operation
The radar altimeter measures your height. It is very useful for ILS approaches, as the decision height is given in "feet above ground level".
4. Ensure the Barometric Altimeter is properly configured with the local altimeter setting by rotating its small knob.
Having the local altimeter setting correctly configured avoids altitude indication errors.

- In the flap control system (flap icon):

1. Set the flaps to 50%
Fifty percent is the normal take-off flap position. All normal take-offs are made with this flap setting.

--- RUN THE BEFORE TAXI CHECKLIST ---

Taxi

With the engines started and the instruments configured, we finally have permission to leave the stand and taxi to the active runway! However, we still need to configure a few systems before and during taxi. Because of the wind direction, I'll be taxiing to the runway 7.

- In the hydraulics system (R1 icon):

1. Brakes - NORMAL / ANTI-SKID ON
Since all engines are started and we have utility hydraulic pressure, change the brake system to normal and turn anti-skid on. Check if they are working properly.

Before taxi, a good practice is to downshift the outboard engines to low speed ground idle, just like we did before engine start. They reduce the engine's wear and also reduce the total power of the aircraft, allowing us to taxi at lower speeds. The engines will be automatically upshifted when takeoff power is applied.

It is finally to taxi! If the aircraft is parked in a position that requires pushback, use reverse thrust to move the aircraft backwards. Yes, reverse thrust... you won't need a pushback cart, since the engines are powerful enough to even allow parallel parking! Once you get far enough, use forward thrust to start taxiing to the active runway. There is nothing much to say about taxiing... just follow your assigned taxiways, maintain a fair speed and try not to use the brakes very often. There are, however, many items that need to be checked or configured while taxiing.

- General:

1. Turn the taxi lights on
2. Check if all doors are closed
3. Check if the flaps are set to 50% (take-off configuration)
4. Check if engine instruments are all in the green band
The green band indicates that a specific indication is operating normally.
5. Check if the flight controls are free and responding to inputs by moving the yoke in all positions
6. Check if the radios are set and the NAV1/NAV2 are tuned with the LITTLE ROCK VOR frequency (113.90)
7. Check if the instruments (HSI, altimeter, radio altimeter, etc.) are set and operating normally

- In the pressurization system (upper OH icon):

1. Cabin Pressure Controller - 6000 FEET
Since we'll be flying in FL200 and there is not much oxygen there, we need to pressurize the cabin. Setting the cabin pressure to 6000ft will allow passengers to breath normally.
2. Air conditioning master switch – AIR COND AUTO PRESS
The cabin will be climatized and automatically pressurized to 6000ft. No matter how high we go, the passengers will breath just like they were at 6000ft.

- In the electrical system:

1. Check if all generators are on (except for the ATM generator) and the GTC is off
That will ensure that all engines are providing electrical power to the aircraft.
2. DC bus tie switch - NORMAL
Only if you had tied the switch before. The main AC bus is now being powered by the engines...

- In the anti-icing system (upper OH icon):

1. NESA windshield switches - NORMAL
The NESA is used to heat the cockpit's windshield and windows in order to prevent icing.
2. PITOT HEAT switches - ON
The pitot heat prevents ice from forming in the pitot tubes. If ice build into the tube, vital instruments such as the vertical speed indicator, airspeed indicator, etc. will be lost.
3. PROP & ENG ANTI-ICING - ON
Prevents ice from building in the propellers. With the master switch in the auto position, the system will only be activated when icing conditions exist.
4. ENGINE INLET AIR DUCT ANTI-ICING - ON
Prevents ice from building in the engine inlet air duct. With the master switch in the auto position, the system will only be activated when icing conditions exist.

- In the IFF/SSR panel (SSR icon):

1. Turn the Master Control knob to the NORM position
Allows operation of system at normal receiver sensitivity. It will also allow controllers to know your present altitude and location.

Finally, we'll configure the TCAS (Traffic Alert Avoidance System):

- In the TCAS panel (Rdr icon):

1. Function selector switch – TCAS
This will turn the radar on. You will see the radar display lights up and traffic start to show up - resolution advisory is also active. We didn't turn the TCAS on before because its antenna emits radiation, which is hazardous to the ground personnel. Refer to the manual for proper TCAS usage.

--- RUN THE TAXI CHECKLIST ---

A little break for the take-off briefing!

This is probably the most important part of the tutorial yet. You may very well know how to prepare the aircraft for takeoff, but it is extremely important that you have it very clear in your mind what to do in case of an emergency and how to start navigation! Please read this section carefully - after all this preparation, you most likely don't want to get lost in the skies!

As you enter the runway, turn the strobe lights on - they inform the tower and other aircraft that you are entering an active runway. Soon after you are given a takeoff clearance, gradually advance the throttles toward maximum power and move the yoke column slightly forward in order to increase steering effectiveness. At a speed of 50~60 knots, move the yoke column back to neutral. You should also use the rudder to steer the aircraft on the runway until lift-off. As soon as you reach the takeoff speed (96 knots in my case), pull back on the yoke and start the rotation. Initially, rotate to an attitude of 5~7 degrees pitch up (keep that until clear of the ground), then to an attitude that allows you to maintain the initial climb speed (20~30 knots above takeoff speed) at takeoff thrust - that will be around 15 degrees. Make the necessary corrections as you climb.

When airbone, retract the landing gear and keep climbing at the initial climb speed (20~30 knots above takeoff speed). Also, maintain the runway heading (you have the heading bug set on the HSI) until crossing the airport's boundary. Now I want you to meet the radio magnetic indicator (RMI) - it will be essential for us to start navigating!

The RMI is a green instrument located on the bottom-right side of the panel composed by two arrows (one big, one small). Its main purpose is to indicate the location of a VOR or NDB station - the arrow will point to the direction the station is located. "How does that help me?", you ask... well, we need to know where the LITTLE ROCK VOR is located so that we can track one of its radials (radial 246 for this flight). Without a RMI, it would be impossible to track this radial; we simply wouldn't know where the station is!

Just after takeoff, you'll notice that the larger RMI needle is pointing to the side. What you need to do is turn (after crossing the airport's boundary) so that the needle points forward. Then, you'll be heading exactly to the station and you'll be able to finally intercept and track the radial 246. While turning to the station, you should also care about your altitude and speed. Keep climbing at 20~30 knots above takeoff speed, start to gradually retract the flaps and accelerate (also gradually!) to 180 knots. At this point, you will be heading to the VOR station, with the flaps retracted and climbing at 180 knots. It's finally time to intercept and track the selected radial. Take a close look at the DME... don't wait for the bearing needle to move to start a turn to intercept the radial - it will move very fast and you'll most likely miss it, so start the turn a little earlier. Well, there's no real problem if you don't catch the radial on the first try, just make the necessary adjustments and remember not to bank more than 30 degrees.

Please read this section once more - it is extremely important that you fully understand what you are supposed to do before the actual take-off!

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