Bombardier Dash8-Q400 Flugtutorial

Welcome to the Dash 8-Q400

In this tutorial we’re using the Q400 turbo-prop for a short flight from San Diego (KSAN) to Los Angeles (KLAX). We’re taking off from runway 27 towards the Pacific and then turn northbound and cruise along the west coast. During the flight we are going to use the lateral navigation (LNAV) of the flight management system (FMS) and will fly the ILS approach into LAX. The planned route is 103.1 NM long and will take us about 25 minutes. The cruise altitude is going to be 15,000ft and we’re only going to cruise for just a short duration.

Before we continue, it is advisable to read the flightdeck introduction first.

Startposition

Wir beginnen dieses Tutorial auf dem Vorfeld Süd in San Diego mit ausgeschalteten Triebwerken in der Konfiguration “Vor dem Start”. Wenn du möchtest, kannst du auch die Konfiguration “Bereit zum Rollen” verwenden.

Steuerung

Wir empfehlen, vor dem Flug einige Tastenbefehle einzurichten, die wir während dieses Tutorialflugs brauchen. Bitte gehe in das Steuerungsmenü für den “Autopiloten” und weise die folgenden Funktionen den Tastaturtasten oder Joystick-Tasten zu:

• Autopilot-Kommando “Disengage” (takeover button)
• “Take off / go around mode” (TOGA-Taste an den Leistungshebeln).
• (Optional in Multi-Engine) Condition-Lever zur einfachen Steuerung der Propellerdrehzahl

To enter this altitude as MDA

• Rotate the outer knob of the DH/MDA selector left of the PFD to “MDA”.
• Now use the inner knob to change the value of the MDA
• Once you reach this altitude during the initial climb segment the MDA line on the altitude tape will turn blue, the “MDA” label on the attitude indicator will disappear.

First we will select the FMS1 navigation source on our PFD to have our flight plan available right away. As described in the flight deck introduction these are the required actions on your side to achieve this:

• Make sure the HSI select is pointing to our PFD, press it if it need to be toggled
• Use the onside NAV SOURCE knob to step through the navigation sources available. The left knob affects the left PFD, the right knob the right PFD.

• Rotate the “ALT” knob on the autopilot panel and set the initial altitude of the departure or even your cruise altitude. For our short tutorial flight from San Diego to Los Angeles select 15,000ft. This will be our cruise altitude.
• Press the ALT SEL push-button on the autopilot panel to arm this selected altitude. If we don’t do this the aircraft won’t stop climbing.

• Press the “HDG” button to change the lateral mode to “HDG SEL”
• Rotate the left or right HDG knob to change the selected heading. For our San Diego departure from runway 27 set it to 273°.

Ready State

When all these actions for the autopilot have been completed the primary flight display should indicate the modes “HDG SEL” with a selected heading of 273° in this case, GA as active vertical mode and ALT SEL armed with the selected altitude at 15,000ft for this flight.

If you accidentally pressed the wrong button just press the “STBY” button on the autopilot panel to clear all active modes. Then try again. You could also takeoff with PITCH HOLD as active vertical mode and manually set the 9 degrees pitch up with the vertical wheel. When the autopilot engages it will synchronize the pitch attitude anyway.

Pedestal Actions

• Make sure the parking brake is set. The lever should be in the aft position as shown in the screenshot.
• Set the PROP levers to MAX 1020 all the way forward by either moving your assigned controls or by holding down the right mouse button and moving the mouse to drag both levers at the same time.
• Set flaps to 5° by grabbing the lever, using the mouse wheel or by pressing the assigned key(default key “f”)
• Set the trim to the takeoff range (should already be completed)
• Set the rudder trim to the slightly right by scrolling away from you whilst pointing at the switch about 8 clicks of the mouse wheel.
• Press the STBY HYD PRESS and PTU CONTROL buttons to set them ON
• Press the TANK 1&2 AUX PUMP buttons to set them ON

Engine Rating

We already set the condition levers to MAX 1020 and we won’t move them until we’re in the climb. We select the engine rating “RDC TOP TRQ” with 4% power decrease for this tutorial. If your runway is short you may want to use full takeoff power, in this case press the MTOP button before takeoff.

On the ENGINE and PROPELLER CONTROL panel in front of the throttle quadrant

• Press the “DEC” button on the RDC TOP two times now
• Press the AUTOFEATHER button to arm the system

Ice Protection Panel

In the most left column of the overhead panel set the following switches:

• PITOT STATIC 1, 2 and STBY all ON
• BOOT AIR (NORM/ISO) to ISO
• Press the ENGINE INTAKE buttons left and right once. Wait for them to display “OPN”

Note - The engine intakes are opened so that foreign object debris (FOD) or precipitation (e.g. hail) bypasses the main intake and it not sucked into the compress or of the engine. When ever the aircraft is at an altitude where debris or even birds can be an issue or the precipitation is heavy or the runways are contaminated the intake flaps should be opened. Above thermal tops (cumulus cloud tops) there typically aren’t any birds and debris can’t be be thrown any higher than this by updrafts either.

Air Conditioning Panel

On the most right column of the overhead:

• Set the RECIRCling fan to ON
• Set engine 1 and 2 BLEEDs to ON
• Scroll over the BLEED flow selector to select MINimal bleed air flow. This reduced the power reduction for the engines during takeoff. After the initial climb this knob can be reset to NORM.

Arming Ground Spoilers

On the glare-shield, set the SPOILER switch to FLIGHT. Monitor spoiler extension on the MFD with your power levers at IDLE.

Note - It is very common to see Q400s waiting for takeoff with their spoilers extended. They will retract as soon as takeoff power is set and during landing they extend again once the power lever angle is low enough.

Yaw Damper

Also on the glare-shield:

• Press the YD push button on the autopilot panel (FGCP) so that the two arrows light up. This enables the yaw damper.

Takeoff Configuration Test

Now, if we didn’t forget anything, the aircraft should be in a condition that we can take off with. To test that we use the takeoff configuration test which is located in front of the tiller and may be hidden by it.

• Hold the switch in the on position
• Listen if an audible warning can be heard, if it does we have forgotten something. This could be either flaps not between 5 to 15°, condition levers not at MAX 1020 RPM or the steering tiller is still deflected.
• Set the switch again to set it to the off position (this will also mute the warning if it was present)

When no warning could be heard the aircraft is ready to go.

• Set the LANDING and FLARE light switches to set them ON (forward position)
• Set the TAXI light switch to turn off the taxi light
• Set the A/COL (anti collision light) to WHITE
• Whilst doing this look at the caution and warning panel to check if it is blank, as seen in the screenshot
• For this tutorial we’re using BLEEDS OFF. Set the BLEED 1 and BLEED 2 switches to OFF (upper position)

Set Takeoff Power

• Hold the brakes and move your throttle to about 50% until the spoilers retract (yellow lights in front of you goint out).
• Monitor both engines and props to see if they spool up identically.
• Let them stabilize until they reached the similar values for torque, propeller RPM (NP) as well as high pressure rotation speed (NH). Usually they spool up almost identically and you don’t have to wait at all.
• Release the brakes and advance your throttle levers fully forward (rating detent) to set the pre-selected takeoff power.

Correct the Attitude, Fly the Aircraft

Try to hold the wings level and correct for any heading deviation, use only a slight bank angle (5°) to turn back onto the selected (runway) heading to fly a straight first segment. If you look closely on the screenshot above our heading has already deviated a few degrees to the left. We can follow the flight director bank commands which indicates a slight correction to the right is needed.

Note - Use rudder trim to trim away any side slip. With the 8 right clicks of rudder trim prior to takeoff the slip angle should be quite low but depending on power you might want to add a bit more to keep the aircraft flying straight.

Stabilized, Autopilot On

Above roughly 200ft the autopilot can be turned on. We’d recommend stabilizing the attitude first and also stabilize the speed at around V2 + 10kts (135 to 140kts in this case) at which point the trend arrow on the speed tape of the PFD will disappear. Now, if you want to, engage the autopilot. The autopilot will switch to PITCH HOLD mode which can be seen on the top right of the PFD (highlighted in the screenshot above). Use the vertical wheel in the center of the autopilot panel to change the current pitch necessary.

• Engage the autopilot by pressing the “AP” master on the autopilot panel (FGCP) or use your key/button assignment. Default key is “a”.
• Rotate the vertical wheel in the center of the autopilot panel. Scrolling up (finger moving upwards) will lower the nose of the aircraft and allow speed to increase. Similarly a scroll down motion over the vertical wheel increases the pitch attitude and slows the aircraft down.
• Monitor the indicated speed and correct the selected pitch if necessary.

Engage Lateral Navigation (LNAV)

• At roughly 400ft above the ground press the “NAV” button on the Flight Guidance Control Panel (FGCP) (autopilot panel). “LNAV” should be displayed on the top left corner of the primary flight display since we are still very close to the flight plan.

Note - At around a thousand feet the flight plan will take the first turn, don’t be surprised.

Acceleration Phase

Right after passing the MDA marker at 1500ft we are going to change the vertical mode of the autopilot to IAS hold.

• Press the “IAS” button on the FGCP
• Rotate the vertical wheel in the center of the FGCP to increase the speed to 210kts, use a nose down input.

After performing these actions the primary flight display (PFD) should look as shown in the screenshot below. The autopilot is flying, LNAV is turning us right on course, we passed the 1500ft above airport elevation, our radar altimeter confirms this (1620ft indicating), speed is nice and stable, without a long trend arrow, vertical speed is good.

Flap Retraction

Once we are above to MDA marker and above the speed for flap retraction (V FRI), which is displayed as a solid cyan triangle on the speed tape, as displayed in the screenshot above, we are safe to retract the flaps.

• Grab the white flap handle or use assigned keys (Shift+F) to set the flaps to up.

The only thing left to do at this point, which we will have to monitor for the entire flight, is align the selected heading bug with our current heading.

We have now mastered the most difficult part of the entire flight, congratulations!

After Takeoff

We have already retracted the landing gear and flaps, now we will reduce the power for climb.

• Set climb power by reducing the condition levers to 900. You can drag both levers at the same time by holding down the right mouse button and then moving the mouse slowly. Watch how the engine rating changes to MCL (Maximum CLimb power)
• Re-trim the aircraft with rudder trim

And then, finally, we’re cleaning up the aircraft after the takeoff.

• Press the STBY HYD PRESS button to set it to off and repeat that for PTU CTRL button right next to it.
• Press the TANK 1 AUX PUMP and TANK 2 AUX PUMP below the engine display to OFF.
• Press the AUTOFEATHER push button on the PROPELLER CONTROL panel

Release Passengers

Once we passed the cumulus cloud tops it is safe to assume that there won’t be any turbulence. Depending on the weather settings the turbulence might be slight enough to release the passengers from their seat. Our tutorial flight is so short that they only have a couple minutes anyway.

Close Engine Intake Bypass

We can then also close the engine intake flaps (inertial separator) since it’s unlikely we will encounter any birds or other debris.

10,000ft, Lights Off

At 10,000ft we turn off the lights and release the passengers.

• Set the APPROACH and FLARE light switches off in the overhead panel
• Set the FASTEN BELTS switch to off.

Transition Altitude

Above transition altitude (18,000ft in USA, about 7,000ft in Europe) we switch to the global standard pressure of 1013 hPa or 29.92 InHg. In this tutorial this won’t be necessary as we are flying in the USA and stay below the 18,000ft anyway.

• Push the BARO SET knob left of the PFD
• Repeat for the copilot side and standby altimeter

• Select the FMS1 as navigation source (already done)
• Rotate the altitude knob (ALT) on the Flight Guidance Control Panel (FGCP) to set a selected altitude of 3000ft
• Press the ALT SEL push-button
• Press the “VNAV” push-button.

Pressurization

The cabin pressurization controller needs to know the landing altitude to schedule the cabin rate correctly.

• Rotate the small knob in the lower left corner of the pressurization system in the overhead panel until the needle displays roughly 120ft.

V-REF

For our own reference we’re going to set the solid cyan triangle to the approach reference speed. We can fly this speed in the final approach and use it as a guide/reference for our power management. During the approach we want our airspeed to stay at or above V-REF.

• Press the “SEL” button left of the PFD to select the speed with the solid triangle (usually V FRI)
• Use the speed bug knob right next to it to adjust the speed within 5 seconds after pressing the button

Decision Height

The final step for the approach preparation is to set the decision height (DH). We’re going to use a fantasy 120ft category 2 height. In the ILS approach we are not allowed to descent below this height above ground if we don’t have the runway in sight. If we don’t see at least the approach lights of the runway though the thick fog we have to go around and the missed approach procedure. But we chose clear weather for this flight so this won’t be an issue. If we look outside the windows we can already see L.A.

• Rotate the outer knob of the DH/MDA selector to DH
• Rotate the inner knob to change the DH value on the PFD to 120ft.
• Repeat for the right side PFD as well!

Transition Level

When we descent below the transition level (18,000ft in USA, about 7000ft in Europe) we switch back to local airport altimeter setting (QNH). In this tutorial this won’t be necessary as we are flying in the USA but stay below the 18,000ft anyway.

• Rotate the BARO SET knob to set the QNH
• Repeat for the copilot side and standby altimeter

Reaching Cumulus Cloud Tops

• Reduce speed to roughly 230kts. Below the clouds we may encounter birds or debris and at high speeds the damage those objects make is significant.
• Open the engine intake flaps by pressing the two push-buttons in the overhead ice protection panel. They will display OPN after a brief period of time once they are fully open.

Passenger Signs

• Set the seat belt sign switches in the overhead to on.
• If not already in the ON position also set on the NO SMOKING switch.

10,000ft, Lights On

During the descent, when below 10,000ft

• Set the landing lights on

Checks Before the Approach

We’re descending to our destination airport and are only about 7000ft high at this point. On the Navigation Display page (ND) of the Multi Function Display (MFD) we can see the last waypoint coming into view at roughly 15 NM, time to prepare the approach.

• Synchronize the selected heading with the current heading on the ND (value is displayed at the top of the arc) by rotating the selected heading knob.
• Monitor speed, we should have a margin of at least 10 kts to the red over-speed tape
• ALT SEL is armed in white, so the autopilot will capture the aircraft once we reach the selected 3000ft.
• Both PFDs have 120ft DH set
• Rudder trim is set (side slip on PFD shows zero)

Preparing the Right PFD

We now want to use the ILS receiver to fly the approach. Our autopilot is currently flying the route in LNAV mode and we want to keep it that way for now. That’s why we set up the ILS on the right side first.

• On the right side PFD switch the navigation source to NAV2 (“ILS2”) and check if we are receiving the ILS signal.

For our tutorial flight the PFD should show “ICFN” on the legend to the right of the display, the course of 250° should be set automatically.

ILS received

With the ILS2 selected on the right side PFD the display should look similarly to the screenshot below. To the right of the PFD we see the selected NAV SOURCE which we set to ILS2. Course has been set by the auto-tuning to 250° which should be correct for the ILS 25R into KLAX.

The HSI on the bottom center shows the localizer deflection. We’re heading to roughly 294° and the localizer and runway course are about 250°, so roughly a 45° intercept. As we come closer to the localizer the course deviation indicator will move towards the center as shown with the arrow.

To the right of the attitude you find your typical glide slope diamond, currently indicating that we are slightly below the 3° ILS glide.

Preparing PFD On Left Side

To confirm we receive the ILS on our side as well (NAV1 receiver) we can use a little trick in the Q400. We have the option to display the localizer deflection on our MFD. To so so we have to hold down the “FORMAT” button on the EFIS control panel for one second.

• Look down and right to the EFIS Control Panel (forward and left of the throttle quadrant)
• Hold down the FORMAT button on that panel for one second

As you can see on the screenshot we can see the deflection of the NAV1 receiver, currently tuned into 111.10 MHz (ILS1) and set to the course of 250°, displayed in the top right corner. This confirms we have the ILS tuned correctly and can use it in a second.

To leave this view and return to the map mode either

• Hold down the FORMAT button for one second again
• Press the FORMAT button again.

Vertical Speed

• Press the “VS” push-button on the Flight Guidance Control Panel (FGCP)
• Use the vertical wheel in the center of the panel to adjust the VS to -1000 ft/min (probably nose up input needed)

Heading Select

• Press the “HDG” push-button on the FGCP to engage HDG SEL
• Alternatively to HDG SEL: Press the NAV button to deselect the current NAV mode “LNAV”. Since we are wings level this will put us directly in HDG HOLD.

Arm Localizer Capture

• With the HSI SEL pointer pointing to the left (as throughout this flight) now rotate the left NAV SOURCE knob to select NAV1 (“ILS1”) as a navigation source on the left PFD.
• Press the approach button (APPR) on the FGCP

Approach Checklist

Whilst the autopilot could be capturing the glide slope, let us quickly do a few remaining items on the to-do list.

On the hydraulics panel just below the gear lever

• Press the PTU CTRL button to ON
• Press the STBY HYD PRESS button right next to it to ON

Below the engine display and in front of the throttle quadrant:

• Press the TANK 1 AUX PUMP and TANK 2 AUX PUMP push-buttons
• Press the AUTOFEATHER push-button (usually done later but before we forget…)

Localizer Capture

The autopilot switches to LOC* and starts turning to the left to establish the aircraft on the localizer. The glide slope will be captured shortly after that.

Synchronize the selected heading

In case of a go around we would want to have a good reference to maintain runway heading.

• Rotate the selected heading knob on the FGCP and set the selected heading to the localizer course (250°).

Set Reduced NP Landing

During the approach and landing want a low propeller speed (850 RPM) since the setting MAX 1020 RPM is quite loud. But for a go-around we want full power available and that is only possible with 1020 RPM since power = torque * rotation speed. To achieve both we have the clever option of latching the propeller rotation speed (NP) at 850 RPM with our PROP levers already at MAX 1020. When we increase the power levers above roughly 50% the latch is removed and the propeller speed increases to 1020 automatically.

To achieve this condition:

• Move the PROP levers to 850 RPM if not already in that position from cruise and descent.
• Click the RDC NP LDG pushbutton
• Within 15 seconds move the PROP levers to MAX 1020 RPM and make sure to keep your the throttle inputs below 50% for the rest of the flight.

Note - To cancel this state either increase power above 50% to perform a go around or push the RDC NP LDG pushbutton a second time or move the condition levers again.

Gear Down, Flaps 10

At around 2000ft radar altitude (RA) (displayed on the PFD at the bottom of the attitude indicator, small white text on black background) we’re selecting gear down. When speed is below 181kts we can also extend the flaps to 10 degrees. Increase power now, we added a lot of drag, we want to keep the speed at 145 or so.

Note - The Q400 is equipped with a gear warning horn. If the gear is not down and the aircraft things it should be (e.g. power lever low and RA low) then a constant warning horn will sound. “BEEEP”

Re-trim the rudder so that the side slip is zero. This also helps the localizer tracking by the autopilot.

Engine Bleeds

When speed is stabilized look up to the overhead panel and set the bleed strength to MIN. This increases engine performance which we would need in case of a go-around. In L.A. the go-around is not difficult, there are not mountains near the airport that we would have to climb over. In front of us is just the Pacific Ocean, so we can leave the engine bleeds on but we’re going to reduce the demand by setting the strength to MIN.

• On the AIR CONDITIONING panel in the overhead, top right, rotate the knob to “MIN”.

Landing Flap 15

At around 1500ft RA set flaps to 15 (check that speed is below 172kts), which is our final stage of flaps for the very long runway in L.A. we could even land with flaps 10 if we wanted but we want to try get off the runway quickly as well, since we’re going to park near the middle of the terminal.

Maintain a speed of around 135 kts now. The final approach reference speed (V-REF), as mentioned and set as V-Speed before, is around 122kts in this configuration. Time to run the landing checklist.

Note - If you want to be even more realistic for this landing and use flaps 10 or want to test out flaps 35 remember to adjust the GPWS LANDING FLAP knob. The Ground Proximity Warning System (GPWS) will otherwise warn you about your flap configuration on short final.

120ft RA, Decision Height

At this point we have to decide if we have the runway or runway approach lights in sight to be able to continue the approach visually. We have very good weather, so no need to go around at this point for that reason. If your speed isn’t stable between 122 (VREF) and 132kts (VREF + 10kts) you might want to consider going around.

We have to disconnect the autopilot at this point anyway, if you think you can manage the landing continue, if it looks chaotic go around.

To disconnect the autopilot you can do several things.

• Intended way: Use the autopilot disengage button or key as set in your control assignments
• You can also press the autopilot master key or button (default key “a”)
• Last option is to press the “AP” button in the autopilot panel.

Flare - Keep Power In!

Different to a lot of other aircraft you mustn’t pull power back to FLT IDLE or even DISC (your throttle at idle). The large props of this aircraft accelerate the air and push it onto the wing. Therefor the wing sees a faster airspeed behind the propeller and is also creating more lift. If you pull the power lever to FLT IDLE at this point the props will actually slow the air and act a bit like wind mills. Not only does the drag increase dramatically also your lift decreases a lot, and you fall from the sky and have a hard landing.

Instead, keep your approach power (roughly 20%) during the entire flare, until the aircraft has settled down.

Touch Down, Now Idle

With the main gear on the ground pull your throttle lever all the way back to idle. This moves the power levers to DISC in the simulator and the propellers are pitched to 0° flat. In this position they help us slowing the aircraft without needing too much brakes actually. With the power at idle the ground spoilers also extend and help to dump the remaining lift. This increases the down force and thus breaking action and also adds a little bit of aerodynamic drag.

On a short runway you can also use reverse thrust where the prop is pitches backwards and actively pushes air forward. This is pretty loud in the real world and it also can cause small stones to be thrown forward and damage the props or antennas in the forward section. In short: Shouldn’t be done on a regular basis but this is a sim, right? No small stones simulated yet and where is the fun if you can’t use full reverse and try to do the shortest landing possible…

Note - Due to an imperfection in the current governor you will need to tap the reverser key or button once or move your axis in the reverse ever so slightly. This will make the prop flip to DISC and give you a much better braking force.

Braking

Use your pedals or, if you don’t have any, use your assigned brake key or button (default key “b”). Touch the brakes gently, don’t hold full brakes as this would be quite unrealistic and would typically only be done on short runways or emergencies. Real aircraft would need maintenance a lot more often due to brake wear…

Try to take the second high speed exit off the runway to the right. (The one after a small concrete patch to the right of the runway, ending directly behind that parked British Airways aircraft). This should take only slight to moderate braking and we’ll end up right in front of the terminal where we want to park.

With the little trick (tapping the reverser key once) we could turn off the second exit whilst testing without braking at all in our testing with the current version of the Aerofly FS.

Lights Off

Do a quick look up to the EXTERNAL LIGHTS panel in the overhead and turn off the APPROACH and FLARE landing lights. Set taxi lights to ON.

• Set the APPROACH and FLARE light switch to OFF
• Set the TAXI light switch to set them on.
• Set Anti Collision Light (A/COL) to RED

Exit Runway

Slow down on the taxi way leading and can keep the speed moderately high (35kts when exiting). When you exit the runway (passing over the hold short lines) your speed should be below 20kts again.

Flight Director Clear, Yaw Damper Off

• Press the flight director standby (STBY) button to remove all current modes and the flight directors from the PFDs
• Press the yaw damper button (YD) to set the yaw damper to off

Spoilers to Taxi

• Set the SPOILERS FLIGHT/TAXI switch to the down position to disarm the ground spoilers. As a result the spoiler lights next to the switch will go out and the MFD shows spoilers in down position.

Close Engine Intake

• Press each engine intake button in the overhead, ICE PROTECTION panel to close the bypass doors.

Flaps Up, Control Lock On

• Click or tap on the control lock to engage it. This will prevent wind gusts from deflecting the ailerons and also limits the power demand on the ground up to a certain point.
• Set the flaps up.

Fuel Pumps Off

On the FUEL CONTROL panel (below the engine display):

• Press TANK 1 AUX PUMP to off
• Repeat for TANK 2 AUX PUMP

Transponder Standby, Weather Radar Standby

• Hold down the lower right line select of the ARCDU1 for one second. This sets the ATC/TCAS to standby (SBY)
• Rotate the weather radar mode knob to standby (STBY).

Main Bus Tie to Tie

Look up to the upper left corner of the overhead panel. On the DC Control Panel

• Set the MAIN BUS TIE switch to the TIE position

Parking And Shut Down

I’ll leave you with the parking and shut down procedure. From previous screenshots and the entirety of this tutorial you might be able to do this one on your own. You have seen all of the switches and buttons for this before and a lot of the fun in simulation also comes by experimenting on your own, play around a bit.

Final Words

A quick recap of this flight my be good to close off this tutorial. We started the engines, configured the aircraft for takeoff, took off from KSAN in HDG SEL and engaged LNAV right after takeoff. We then accelerated to 210 kts and reduced the RPM of the props. Reaching the cruise altitude of 15000ft the autopilot leveled off because we manually armed ALT SEL, we reduced power and changed to 850 RPM. Then we prepared VNAV and planned the approach into KLAX, captured the localizer and glide slope, slowed down and configured the aircraft for landing. As always in the Q400 we landed the aircraft manually and vacated the runway, cleaned up the aircraft and taxied to one of the many parking positions at LAX. Then we shut down the engines and are now ready for the next flight.

What you could do next is either a flight back to San Diego, repeat the same flight again until you feel more comfortable or start a totally different flight, it’s up to you. I hope this tutorial provided you with enough info to fly the Q400 on your own.

Don’t forget to readjust power, trim, heading, ALT SEL, power above FLT IDLE, gear down in time, flaps for takeoff and not even full flaps for landing and the Q400 won’t bite you!