Introduction: The Legacy of the BAC One-Eleven

The BAC One-Eleven is one of the most significant British airliners ever built. First flown in 1963, this twin-engined short-haul jet served airlines around the world for over 50 years, operating routes from Category A airports with short runways and demanding approach procedures. The Just Flight BAC One-Eleven payware package for Microsoft Flight Simulator (MSFS) and Prepar3D brings this classic aircraft to life with an extraordinary level of detail. This step-by-step guide will walk you through flying the aircraft from cold and dark to shutdown, covering pre-flight preparation, engine start, taxi, takeoff, climb, cruise, descent, and landing. By the end, you will have the knowledge to operate the BAC One-Eleven confidently and handle its unique systems.

Before we begin, it's essential to understand that the BAC One-Eleven is a 1960s airliner with a two-pilot cockpit, a flight engineer station, and manual flight controls. It lacks the automation of modern glass cockpits, making it both a challenge and a pleasure to fly. We recommend having a copy of the aircraft's documentation open while you learn—the Just Flight manual includes detailed system descriptions and checklists. For online resources, the Just Flight product page provides additional liveries and support, while AVSIM forums offer community advice.

Pre-Flight Preparation

Proper pre-flight preparation is the foundation of a successful flight in the BAC One-Eleven. Begin by loading the aircraft in a cold and dark state—typically the default start mode in MSFS if you select "Cold and Dark" from the aircraft menu. Take a few minutes to walk around the cockpit using your simulator's external views to inspect the aircraft visually. Check that all control surfaces move freely and that the landing gear appears undamaged. In the cockpit, verify that all switches are in their default positions: batteries off, generator switches off, fuel pumps off, and the overhead panel configured for startup.

Next, plan your flight. Since the BAC One-Eleven is a short-haul jet with a maximum range of about 1,500 nautical miles, choose a route that fits within its capabilities—for example, London City to Edinburgh or Paris to Madrid. Use a flight planning tool like SimBrief to generate a flight plan with realistic fuel loads and alternates. Review the weather conditions: the BAC One-Eleven has a maximum crosswind component of around 30 knots, but check the specific manual for your variant. Set up your simulator's weather to something reasonable—avoid severe thunderstorms for your first few flights.

Finally, configure the cockpit for startup. Turn on the battery and inverter master switches (you will hear the inverter hum). Check that the navigation lights and cockpit lighting are functional. Press the "Main Batt" test button on the overhead panel to verify battery voltage (should be above 24 volts). Ensure that the parking brake is set (lever near the left nose wheel steering control). With the electrical system ready, you can proceed to start the auxiliary power unit (APU).

Starting the APU

The BAC One-Eleven APU provides electrical power and bleed air for engine starting and is essential for operations away from ground power. Locate the APU control panel on the right side of the overhead panel (or in the flight engineer panel area, depending on the variant). The procedure is straightforward:

  1. Turn the APU master switch to ON—the APU start cycle will begin automatically. You will hear the APU spool up and see the APU RPM gauge rise.
  2. After about 20–30 seconds, the APU will reach normal operating speed (approximately 100% on the APU N1 gauge).
  3. Once the APU generator caution light extinguishes, you can close the APU bleed air valve partially—but for engine start, you need bleed air. Leave the APU bleed valve fully open.
  4. Verify that the APU electrical generator switch is set to ON to power the aircraft busses.

The APU provides both electrical and pneumatic power. For engine start, you will use the bleed air from the APU to turn the engine starter turbines. While the APU is running, you can also run the cabin pressurisation tests and set up the autopilot systems. The BAC One-Eleven's autopilot is a basic three-axis system (pitch, roll, yaw) with altitude and heading hold. For now, ensure the autopilot master switch is off and the yaw damper is engaged—the yaw damper disables automatically during engine start.

Pre-Start Checks and Systems Setup

While the APU stabilises, perform the following pre-start checks:

  • Fuel system: Check fuel quantity—the BAC One-Eleven has fuel tanks in the wings and center section. Fuel pumps should be turned ON (both main and auxiliary pumps). The fuel crossfeed valve should be CLOSED for normal operations.
  • Hydraulic system: Verify hydraulic pressure using the gauges on the overhead panel (two independent systems). Both pumps should show pressure of at least 3,000 psi. If not, the electric hydraulic pump may need to be turned on manually.
  • Flight controls: With the batteries still on, move the yoke to ensure control surfaces respond. Check elevator, ailerons, and rudder for full and free movement.
  • Trims: Set the stabilizer trim to takeoff setting (usually around 3–5 degrees up). Set rudder trim to zero and aileron trim to zero. The BAC One-Eleven has manual elevator trim wheels on each side of the throttle quadrant.
  • Radio and navigation: Tune the ATIS, set the communications frequencies (COM1), and enter your flight plan into the distance measuring equipment (DME) and ADF if using.

With all pre-flight checks completed, you are ready to start the engines. The BAC One-Eleven has two Rolls-Royce Spey turbofan engines mounted on either side of the rear fuselage. The standard start procedure begins with the number two (right) engine first, as it supplies bleed air to the left engine start system.

Engine Start Procedure

Engine start in the BAC One-Eleven requires careful attention to the start panel and engine instruments. The overhead panel contains the engine start switches (marked 1 and 2). Each switch has three positions: OFF, START, and RUN. When the start switch is placed to START, it opens the start valve, which allows bleed air from the APU to flow to the starter motor. The starter then spins the engine core (N2) up to around 25–30% RPM before fuel is introduced.

The following steps assume you have the APU running and bleed air available:

  1. Announce "Starting number two" on the intercom (if flying with a virtual co-pilot).
  2. Turn the number two engine start switch to START. Observe the N2 turbine gauge (marked N2, or HP rotor) rise as the starter engages. The N2 should rise smoothly to about 25%.
  3. When N2 reaches 20–25%, move the number two fuel lever (on the center pedestal) from CUTOFF to IDLE. You should see a rise in exhaust gas temperature (EGT) and N1 (LP rotor) begin to turn. The engine will fire and stabilise at idle.
  4. Monitor EGT—the maximum EGT for start is 800°C, but normal starts see peaks around 500–600°C. If EGT exceeds 800°C, immediately move the fuel lever to CUTOFF and continue motoring the engine to cool it down before attempting a second start.
  5. Once the engine is stabilised at idle (approximately 50% N2, 20% N1, and EGT around 400°C), move the start switch to RUN. The start valve will close. Check engine oil pressure—should be in the green band (approximately 40–60 psi).
  6. Repeat the same procedure for engine number one (left engine). The left engine is started using bleed air from the running right engine, so ensure the bleed crossfeed valve is open until the left engine is self-sustaining.

After both engines are running, close the APU bleed air valve and turn off the APU (set the master switch to OFF). Monitor engine parameters: N1, N2, EGT, and fuel flow. The engines should be producing about 500–700 kg/h fuel flow at idle. If any parameter is abnormal, consult the aircraft manual. Now you can switch the generators online: turn the generator switches (two on the overhead panel) from OFF to ON. The generator caution lights should extinguish, indicating the electrical system is now powered by the engine-driven generators.

Taxi and Takeoff

Taxi

With both engines running at idle, release the parking brake by pulling the lever upwards. The BAC One-Eleven uses a nose wheel steering system that operates through a small tiller on the left side of the cockpit, mounted on the side wall just in front of the throttle levers. The tiller provides up to 60 degrees of steering angle. The rudder pedals provide only about 5 degrees of steering for fine adjustments. For taxi, start with the tiller—it is responsive and requires gentle inputs to avoid oversteering.

Set your heading bug to the runway heading, and request taxi clearance from ATC (or follow AI traffic in offline mode). Use the throttle levers—each engine has its own thrust lever, with a rubber band connecting them so they move together. For taxi, set approximately 40% N1 (around 1.2–1.3 EPR if using engine pressure ratio) to start taxiing. The BAC One-Eleven has power brakes—avoid riding the brakes; set small brake applications to control speed. Taxi at a speed of 15–20 knots on straightaways, slowing to 10 knots for turns.

During taxi, complete the before takeoff checklist:

  • Flaps set to takeoff position: 10 degrees for normal takeoffs (the flap lever is on the left side of the cockpit, near the gear lever).
  • Elevator trim set to the calculated takeoff setting (usually around 3–4 units up, as per the weight and balance chart).
  • Fuel pumps: ensure both main and auxiliary pumps are ON. Crossfeed OFF.
  • Pressurisation: set the cabin altitude selector to your planned cruise altitude, and check that the pressurisation mode is in AUTO.
  • Flight controls: again check for full and free movement.
  • Before takeoff briefing: review departure procedure, reject takeoff point, emergency actions.

Takeoff

Line up on the runway centreline. Hold the brakes firmly while advancing thrust to approximately 50% N1—this ensures symmetrical spool-up before releasing brakes. Once the engines are stable at 50% N1, release the brakes and smoothly advance the thrust levers to takeoff power (typically 95–96% N1 for a normal takeoff, or EPR 2.1–2.2). The BAC One-Eleven has no thrust locks, so you must hold the thrust levers until they reach the detent. Monitor engine instruments—EGT should not exceed 650°C during takeoff.

As the aircraft accelerates, use the rudder pedals for directional control (the nose wheel steering is disconnected above 80 knots). At V1 (about 120–130 knots depending on weight), your takeoff decision speed is reached. At rotation speed (Vr, approximately 135 knots), gently pull back on the yoke to rotate to 10 degrees nose-up. The aircraft will lift off smoothly at around 150 knots. Once airborne, retract the landing gear (gear lever UP). At 400 feet AGL, reduce power to climb thrust (approx. 85% N1) and retract flaps to 5 degrees, then to zero flaps at 1,000 feet AGL. Accelerate to climb speed (250 knots indicated until 10,000 feet, then 270 knots).

Climb, Cruise, and Descent

Climb

Initially climbing at 250 knots, the BAC One-Eleven climbs well thanks to its powerful Spey engines. Use the autopilot to maintain heading and altitude—engage the autopilot after flap retraction. The autopilot is controlled via a small panel on the centre pedestal: set the mode to CMD (command) and select HDG and ALT. The autopilot can hold altitude or vertical speed, but it has no VNAV—manage your climb profile manually. For a typical 200 nm flight, plan to climb to FL250 (25,000 feet) to FL280. Monitor engine temperatures—climb EGT should be around 550–600°C. At 10,000 feet, set the aircraft to accelerate to 290 knots if you wish, but the aircraft is most efficient at Mach 0.72–0.74 (approx. 290 knots IAS at FL250).

Cruise altitude selection depends on wind and weight. The BAC One-Eleven has a service ceiling of around 35,000 feet, but you will rarely cruise above FL300 due to the loss of thrust at high altitude. For crosswind planning, remember that the aircraft's max operating Mach number (Mmo) is 0.78. Keep an eye on the Mach trim compensator—some variants have an automatic Mach trim system. During climb, also monitor fuel tanks and transfer fuel from the center tank if needed.

Cruise

At cruise, the BAC One-Eleven flies with a slight nose-down attitude due to its wing design. The autopilot will hold altitude, but you must manually adjust thrust to maintain speed. Target cruise EPR is about 2.0–2.1 (or N1 90–92%). Fuel flow at FL280 is roughly 2,200–2,500 kg/h per engine. The aircraft has a range of about 1,200 nm with reserves. Use the DME and ADF to track your progress. The BAC One-Eleven has no GPS—nav is based on VOR/DME and NDB. For flight simulation, you can use the MSFS GPS pop-up if desired, but for realism, stick to conventional navigation.

During cruise, you can admire the detailed cockpit—the Just Flight model includes fully functional circuit breakers, overhead panels, and a working weather radar (in MSFS). Check your fuel state regularly. At the top of descent (TOD), which you calculate based on your altitude loss (3 nm per 1,000 feet plus a buffer), begin your descent.

Descent

Reduce thrust to idle or flight idle (approximately 60% N1) and start a descent at 2,500–3,000 feet per minute. The pressurisation system will automatically maintain cabin altitude. As you descend, keep an eye on speed—the aircraft is clean and can easily exceed the maximum operating speed (Vmo) of 330 knots indicated. Use speed brakes if needed (the speed brake lever is on the left side of the centre pedestal). Below 10,000 feet, aim for 250 knots. Configure for approach: you can start extending flaps progressively as you slow down (10 degrees at 200 knots, 20 degrees at 170 knots).

Landing Procedures

The BAC One-Eleven lands like a heavier twin. The approach speed is typically 130–140 knots depending on weight. As you intercept the glideslope (if using ILS), lower the landing gear at or before the outer marker or at about 1,500 feet AGL. Set flaps to 30 degrees (full landing flaps). The aircraft will have a nose-high attitude on approach—maintain 3–5 degrees nose-up. Adjust power to hold the glide path—usually 70–75% N1 is required on final. The aircraft has a noisy cabin due to the rear engines, so enjoy the sound.

Over the runway threshold, reduce power to idle (CAREFUL: the spool-up time is slow—do not delay) and flare gently at 20–30 feet. Keep the nose high—the BAC One-Eleven has a tail skid, but you still want to avoid a tail strike. Touch down at about 120 knots with main gear first, then smoothly lower the nose wheel. Deploy the thrust reversers only after both main gear are on the ground—pull the reverse levers on the thrust levers up and then pull back. You can use wheel brakes (toe brakes as in most aircraft) and the brake lever on the yoke. At 60 knots, stow the reversers and use wheel brakes to slow to taxi speed. Vacate the runway as quickly as possible to avoid blocking other traffic.

After Landing

Once clear of the runway, set the flaps to zero, turn off the landing lights, and switch fuel pumps off (except the main pumps). If you have a long taxi to the gate, you may want to shut down one engine to save fuel. At parking, engage the parking brake and run the engine shutdown checklist: turn off the generators, set the fuel levers to CUTOFF, and then turn off the battery and inverter. The APU can be started again if needed for ground power—but usually you will just shut down.

Complete the post-flight checks: secure the aircraft, log your flight, and review any events. The Just Flight BAC One-Eleven has a maintenance hangar feature in MSFS that tracks damage and wear, so you may need to perform repairs if you had a hard landing.

Advanced Considerations

System Failures and Emergencies

One of the great features of the Just Flight BAC One-Eleven is the failure simulation. You can set failures from the tablet menu (MSFS) or the configuration panel (Prepar3D). Common failures include:

  • Engine failure on takeoff: The BAC One-Eleven has a single-engine climb gradient of approximately 2.5% at sea level. If an engine fails at V1, continue takeoff and climb to 400 feet, then clean up and climb at V2 (approx. 125 knots). Use rudder trim to offset the yaw.
  • Hydraulic failure: If one hydraulic system fails, the other still powers flight controls. Landing gear can be lowered by free fall using a manual release lever (located near the gear lever).
  • Electrical failure: The BAC One-Eleven has two generators and two batteries. If both generators fail, the battery will last about 30 minutes. You can start the APU in flight as an emergency measure if you are in the region near the runway.

Always keep the aircraft manual handy for specific procedures. The Just Flight support page has additional resources.

Cold Weather Operations

The BAC One-Eleven is not equipped with anti-icing on the wings (only engine inlet heat and pitot heat). In simulated icing conditions, avoid prolonged flight in icing—the wing is particularly sensitive. Use engine anti-ice (start it when OAT is below 5°C and visible moisture is present). The aircraft has heated windshield panels.

Conclusion

Flying the Just Flight BAC One-Eleven payware is a rewarding experience that requires a good understanding of 1960s jet airliner systems. This step-by-step guide has covered the key procedures from cold and dark to shutdown. Practice is essential—the more you fly the aircraft, the more you will appreciate its unique handling and character. The BAC One-Eleven is a true classic, and with the Just Flight simulation, you can enjoy a high-fidelity experience that rivals real-world training. For further reading, consider joining the VATSIM forums for online flying with this aircraft, or check out Navigraph for updated navigation data. Fly safely, and enjoy the roar of those rear-mounted Speys!