Q400 Operator

Hi Pierre, With regard to a straight in approach it would be normal to fly the full ILS with Flap 35 selected before intercepting the glide slope; the aeroplane's ability to decelerate with Flap 15 is affected by its weight and more importantly the wind component on the approach. Generally it will slow down with Flap 15 at flight idle and the props at 1020 but not terribly quickly, only a strong tailwind (and hence a greater groundspeed requiring a higher rate of descent) will make it difficult if not impossible to slow down with Flap 15. In general the Dash doesn't have huge problems disposing of energy, the area where it can be a bit of a bu***r is in the speed range between about 200 and 220kts where you can't configure with either gear or flap due to the speed; once the gear's down, the props are up and some flap is out it's generally not much of a problem, even on a steep approach. Good thought though! In terms of the departure from R18, I'm going to be entirely honest and say that on the aeroplanes I flew I can't actually remember exactly how the departure was programmed in the FMS. You're absolutely correct in your observation that the departure is essentially the same as the go around with the 80/260 turn and then a track back up the valley. I'm pretty sure we used to get airborne with GA/HDG/Alt Sel and fly the 80/260 in heading mode with take off flap at V2 plus 10 or 160 kts, whichever is greater (therefore almost always 160kts). The outbound course up the valley was programmed as a departure in the box so we could select the Nav Source to magenta and arm Nav and it would intercept the outbound track up the valley; I don't see any reason why you couldn't have the ILS 18 tuned and select Back Course to intercept the localiser outbound however in the real aeroplane I've never used the BC button, it's really an American concept which isn't used in Europe. Once above an appropriate MSA (which I think I recall is 7000ft, but I'm away from home at the moment and don't have the charts to hand) or established heading back up the valley (ie not still pointing at the side of a hill!) you can accelerate and clean up the aeroplane. I apologise that isn't terribly definitive, I don't have the charts to hand and it's amazing how rapidly one starts to forget the details of a procedure when you haven't flown it for a while! I hope that helps, enjoy Dashing about. Josh

Just to point out a few things...... Lindbergh - the rudder pedals remain active because the autopilot is only two axis (roll/pitch i.e. ailerons/elevators) and is only able to trim the elevators. To that end in the real aeroplane, even with autopilot engaged, the rudder pedals are still useable. Biggles - Base position for the rudder trim before take off is 'a bit right'. Quite how much depends on the mass of the aircraft, the flap setting for departure and the fact that, in all honesty, each airframe will vary slightly. Experience slowly teaches you but essentially as long as it's somewhere between centre and a little right of centre that'll do just fine, once the aircraft's airborne simply use your feet on this pedals to keep it flying in balance. In terms of its use in the air, Ben's quite right when he says the rudder (and therefore by association the rudder trim) input required to keep everything pointing exactly forward will change with every speed and power alteration (More power and same speed or less speed = right rudder. Less power or same power and more speed = left rudder). Conventionally as someone states above the idea with trim is to make the control input, hold the aeroplane where you want it with the controls and then use the trimmers to relieve the control loads. Now this holds entirely true on the dash, however the rudder on the Q4 is a fairly big, powerful thing with the potential to wag the tail like an excited Labrador if you use it generously. It's also hydraulically powered. (As a matter of interest you'll find it's travel is restricted with Flap Zero, once Flap 5 or greater is selected note the increased rudder pedal travel available). This means that, at higher speeds, only very small inputs are required to accommodate the trim alterations required by power changes. It's perfectly possibly to, for example, initiate a descent from FL200 at 250kts and, as you pull the power back, balance the trim change with the rudder pedals and then, once established in the descent, trim the rudder out using the switch. However, the pedal movement required will be quite literally only a half inch at most, quite possibly less; if you're less than perfectly controlled with your feet movement then you'll generate a fairly obvious and uncomfortable yaw movement. To eliminate this possibility a lot of guys simply do the power reduction in stages and, in-between each stage, add a little rudder trim. This is the process that generates this continual movement of your hand from power lever to rudder trim to power lever to rudder trim and so on. Technically, it's not the 'correct' way to fly the aeroplane but it works