Introduction

The aims of this page are to provide guidance and tips for flight sim pilots, and to make it easier to find help on aviation, flight sim and PC topics. There is a lot of good information out there, and this page will try to point you at it rather than unnecessarily duplicate stuff.

If you need help, go straight to the FAQs!

One of the main services provided by this page is the collection of TCA Hints & Tips Files. These are edited versions of information shared by TCA pilots, organised into various topics - more information here.

This page is now being updated for FS2004 - see here for more details.

While the focus is on FS2002/4, some of the information will apply equally to earlier versions of the MS Flight Sim or to non-MS flight sims, some of it is guidance on real-world flying where this is useful background, and some of it is just other stuff that flight simmers might find helpful.

The information on this page is NOT intended for real-world flying - see Author's Note below.

You will see that the cells in the above contents table have different coloured backgrounds, which indicate the following:

Yellow	These point directly to topics in this web page. You will find more yellow cells like this in the A-Z index (keep reading)...
Green	When you click on one of these links you will be taken first into the A-Z index - you will find several entries there relating to the same topic, including a link (in a green cell) to a TCA Hints & Tips file on this topic. The latter are simple text files that I maintain, and are now generally updated once or twice a month (except when I need a holiday!). Most of the information in these files comes from TCA pilots, some comes from people sharing information on public newsgroups. The files have .wri extensions and will normally open using Wordpad. New information is added to the front of these files.
Light green	Similar to the above, but the faded colour indicates that the TCA Hints & Tips file has not been updated in the latest update cycle. BTW: if you would like to subscribe to the TCA mailing list (which has much friendly banter and other good stuff that gets edited out of the hints & tips files) you'll find details here.
Blue	These sections summarise and provide links to other useful sites and pages. You will find many other links in the Pilot's Assistant Directory (PAD).
Dark blue	A direct link to an exceptionally useful related site, for which no additional information is needed on this page.

The easiest way to look up information will often be via the A-Z Index, which also uses a similar colour scheme, or via Flight Procedures & Notes, which is organized around the various phases of flight, or via the site's FAQs. You can also search the TCA Hints & Tips Files for specific words and phrases (including, for instance, "FS2004").

If you have any comments, suggestions or corrections I would be delighted to have them - please email me.
 

Where do I start?

If you haven't done so already, do take a little time to become familiar with the contents table and how it works, as explained here.

If you are new to FS2002/4 or to flight simming, here are a few suggestions for getting started:

• Do take time to become familiar with the huge amount of information available in the on-line help facilities of the MS Flight Sim.
• Don't forget to read the readme file that comes with the flight sim. It contains good basic trouble-shooting and setup info that is often overlooked.
• From the beginning, keep a careful paper log of everything you do when installing add-ons or making any changes to the settings of the flight sim. I use a little spiral-bound notebook. It may seem tedious, but trust me on this! I do this for everything on my PC, not just the flight sim, but for the flight sim you really will need it one day.... (You wouldn't wander into a complex cave system without a ball of string, would you?)
• If you are learning simulated flying, I suggest that you spend time learning the basic flying skills in just one aircraft (preferably a simple piston aircraft, to start with). Practice until things become automatic, and leave ATC and complex navigation until later. It's a bit like learning to drive a car - you don't want to get into fast traffic and complex junctions, or find you way through a bewildering road system, until you can forget what your hands and feet are doing and give your attention to more important things!
• If you'd like expert help in learning to fly, try this excellent introductory tutorial by Hal Stoen. You'll find other useful tutorials and textbooks described here in the Pilot's Assistant Directory (PAD). See also Hints on Real World Flying (including Rules of Thumb) on this page.
• The section Flight Procedures on this page will take you through the various phases of a flight, and will point you at more information when you want to know about it... at least, that's the general idea!
• But remember, there are lots of ways to enjoy the sim - a few of them are listed here.
• When you're comfortable with basic flying, consider joining a Virtual Airline. Virtual Airlines are an excellent resource for expert help, flying training, routes to fly, aircraft, scenery, add-ons, and much else besides. There are a wide variety to choose from, with many flavours - see here in the PAD for some suggestions. If you would like to visit the VA that I belong to (especially friendly to beginners), go straight to the top of this page and click on the TCA logo.
• And finally... As you go along, don't forget to occasionally check out those FAQs...

Author's Note

Although I am the author of this web page, much of the actual information comes from TCA pilots and from people sharing information on web sites and public newsgroups. These people are gratefully thanked, and are identified wherever they are known. If you are one of these people and are not properly identified and would like to be, or you would like to correct or withdraw your information, please let me know.

I would also particularly like to thank:

• Nick Dargahi for his excellent book ("The Ultimate Flight Simulator Pilot's Guidebook" 1998, ISBN 1-155828-574-1).
• The long line of people who have contributed to FS2004 and its predecessors - the simulators themselves, and all the freeware additions.
• The endlessly patient people who have helped out on newsgroup microsoft.public.simulators - Bill, Bob, Brett, Dennis, Jughead, Katy, RushMan, Trip, Walt, and many others.
• Last but definitely not least, the friendly and knowledgeable folks at Tradewind Caribbean Airlines, "probably the best Virtual Airline in the world" - with a special thanks to Rainer Labie, President of TCA, who encouraged me to "go public" with the Pilot's Assistant toolset.

Brian Tooby TCA Pilot #2658 To contact me, please visit my new flight sim home page - thanks!

A-Z Index

Green cells in the following table indicate TCA Hints & Tips Files (unlike the contents table, the green colours here don't fade with time). Other colour coding is as explained here.

Setting Up Your PC & Graphics Card, General PC Help

Highly recommended for everyone is Jimmy Richards' FS2004 and WinXP Optimization Guide V2.

When you are running the flight sim, you don't want any other unnecessary stuff using up machine resources. Two good sources of help here are:

• Games: How to Perform a Clean Boot to Prevent Background Programs from Interfering with Play 
  (Microsoft Knowledge Base Article 331796)
• Black Viper's Operating System Guides (for more info on Black Viper, see here in the PAD).

Setting up your graphics card is one of many topics in Flightsim's How To... Collection (Updated for FS2004).
 

Flight Procedures

In addition, information that is specific to the simulator itself (e.g. control keys, setting time and season) appears in this colour. Where key controls (e.g. Control+Shift+F4) are shown, it should be understood that the same effect can usually be achieved using the mouse with various knobs, levers, switches etc. on the aircraft panel. Information that relates to real-world flying but may not be modelled in the simulator (unless certain add-ons are used) appears in this colour. 

In the yellow row that starts each section, you will see a symbol ¥, if you click on this you will go to the next section in sequence.

Also check out the UK Direct Airways Flight School, which provides a nice step-by-step guide to the various phases of a commercial jet flight from taxiing before takeoff to landing, concentrating on speeds and climb/descent rates, pointing out some differences between flight sim and real flying. 

For more aircraft-specific information (including for the 737) see here in the PAD.

One of the best sources of real-world flying expertise I have found so far are the AVweb Columns at www.avweb.com, and in particular John Deakin's articles, which I can't recommend highly enough. 

Using FS2002/4 & FS9.1

A.I. Aircraft
Frame Rate Slider (FS2002)
GPS
Night Flying in FS2002
FS2002 Pushback
Where Has That Dratted Menu Bar Gone?
Where are the FS2002 Key Assignments defined?
How do I start a flight at the terminal, without getting repositioned at a runway when a flightplan is loaded?
Using FS2000 Aircraft in FS2002

This section currently relates to FS2002, although much of it may also apply to FS2004. 
For information about FS2004 on this page, including the FS2004 patch (designated here as FS9.1), see here.

A.I. Aircraft

Information on using these tools, and FS2002 A.I. Flight Plans and other utilities for use with TrafficTools, will be found here in the PAD.

See also How To...Create AI Traffic (one of Flightsim's How To... collection).

See also the A.I. Aircraft TCA Hints & Tips File, which among other things includes a tip on Increasing the taxi speed of A.I. aircraft in the June 2002 section.

More information and links on A.I. aircraft will be found here in the PAD.

Frame Rate Slider (FS2002)

Note that the behaviour is different in FS2004.
 

GPS (Global Positioning System)

Some other things that it's useful to know (which FS2002 Help doesn't tell you):

• The FS2002 GPS works from a flight plan that you create using the Flights/Flight Planner menu. You can also create a flight plan from FSNavigator and export it to FS2002.
• You can bring up the GPS window by clicking the little satellite dish symbol on some panels, or by a key combination such as Shift+2 or Shift+3.
• If you want to use GPS, your panel should have a small switch that toggles between Nav and GPS. Set this to GPS. Your Nav1 gauge is now linked to GPS rather than a VOR. In fact, the VOR has effectively been replaced by a "virtual VOR" which is positioned at your next waypoint, with the selected "radial" corresponding to the GPS course to the next waypoint as established in the flight plan. If you are to the left of your planned track, the needle will deflect to the right (telling you that you need to turn right), and vice versa. As usual, the small dots represent 2º divisions, so full scale deflection represents 10º. Being 2º off track (say) means that the "radial" from the current airplane position to the next waypoint (where the "virtual VOR" is located) is at an angle of 2ºto the intended track to the next waypoint. Note that adjusting the OBS on the Nav1 instrument has no effect when GPS is selected, since the current course is established by the flight plan.
• If you want GPS to steer your airplane, the final step is to engage the autopilot, if it isn't already, and select Nav mode. This will now detect differences from your planned track and steer the airplane accordingly.
• For other info on using GPS see the Help information.
• As an alternative to having GPS fly your airplane, you can use FSNavigator to do the same thing. In FSNavigator, the Shift+F9 key gives FSNavigator control of various aspects of your flight - the simplest form of which is to let it control the Heading bug. In this case, you need also to engage the HDG mode of the autopilot in order to let FSNavigator steer the plane. There is much more that FSNavigator can do, though!

Night Flying In FS2002

First tip: you need to fly in a darkened room, or a room with a dim red light! Otherwise you will be missing out on a great experience.

When you do this, you may find that the panel is much too bright compared to the view outside - ruins night vision. First, look up the tip in the Lighting section of FSVC FS2002 Tips on How to change the panel / gauge night lighting.

At the bottom of panel.cfg you get something like this for the King Air:

[Color]
Day=255,255,255
Night=225,117,89                -- panel "wash" with Nav lights on
Luminous=233,109,72             -- instrument glow with Nav lights on

What works for me is to change the Night settings, dividing each of the three Night figures by the same number (reducing illumination but not colour). Didn't change the Day or Luminous settings at all (although you might want to reduce the Luminous settings also if you find the instrument glow is now too bright).

For the default 737-400, after experimenting I ended up with half the original figures, i.e. ended up with:

Night=100,50,50

For the default King Air 350 I ended up with a third of the original figures, i.e. ended up with:

Night=75,39,30

These figures probably depend on the panel and personal preferences, but I thought I would pass on the main tip, which is to divide each of the original figures by the same amount.

You might want to pick a nice moonlit night to fly (great reflections off the water). Check on phases of the moon for particular days and times here, and times of moonrise and moonset here. 

For improved stars, water reflections, night textures on the ground, runway lights and moon textures, see several entries in the scenery add-ons section of the PAD.

If you have a FF joystick with an all-black plastic shell, you might also find it useful to fill in the little circles around the throttle with something white (I used Tippex correction fluid), and also mark the throttle position with white. It's quite useful anyway, but really needed in a dark room!

Thanks to Joe Watson and Bob Brown, the State of Florida is now a great place to fly at night, as well as in the daytime. See this review, and also the November 2002 section of the TCA Scenery Hints & Tips File.

Finally, try searching the TCA Hints & Tips files (particularly Scenery and Aircraft) for "Night Flying" here.

Brian
 
 

FS2002 Pushback - how it really works...

• In order to use the standard FS2002 Pushback, first make sure that the Num Lock key is off.
• At airports that require it, obtain authorisation from Ground Control to push back (not an FS2002 ATC option at present).
• Release the parking brake.
• Choose a view, e.g. spot view, and stick to it throughout the procedure. If you mess with some controls during the actual pushback then the pushback software can get confused.
• Press Shift+P to initiate the pushback. The plane will start reversing in a straight line. After this point do not press any other key or control other than 1, 2 or Shift+P, otherwise the pushback software can get confused.
• To initiate a 90 degree clockwise turn (tail moves left), press 1, for the other direction press 2 (use the normal number keys, not the keypad keys). The plane will continue to move in a straight line for approximately its own length, and THEN start to turn. After it has turned 90º it will continue moving backwards in a straight line. You can repeat this step again by pressing 1 or 2.
• To stop the turn early, press either 1 or 2 while the aircraft is still turning. The plane will stop turning and continue moving backwards in a straight line. If you want it to KEEP moving backwards in that straight line then you need to keep pressing 1 or 2 occasionally, often enough so that the aircraft doesn't have time to reverse for its full length. Otherwise after the aircraft has reversed its full length in a straight line then it will initiate another 90 degree turn in the direction of the key.
• To stop the pushback completely, press Shift+P again.
• Set parking brake.
• Wait for ground crew to indicate that it is safe to start engines (not an FS2002 option at present).

Where Has That Dratted Menu Bar Gone?

If you are in full screen mode, you won't normally see the menu bar at the top. In order to see it, hit the Alt key.

If you are windowed mode, you may or may not see the menu bar at the top, depending on the option you set. If you don't see it, right click the main window area and uncheck the Hide Menu Bar option at the bottom of the pop up menu. If you do see it, and want to hide it, right click the main window area and check the Hide Menu Bar option at the bottom of the pop up menu.

To switch between these two modes, use ALT+ENTER.

See the next hint also. 

Where are the FS2002 Key Assignments defined?

• The default key assignments are defined in the first section of the Kneeboard (F10 key).(Btw: pressing F10 several times selects different sections of the kneeboard.)
• The current assignments are defined in file FS2002.cfg in the main FS2002 folder, although you don't normally need to know that. If you want to make sense of this information, look for FS2002 Controls amongst Pete Dowson's excellent stuff at www.schiratti.com/dowson.html.
• The best way to see and change the current assignments is to visit the Options/Controls/Assignments menu in FS2002. If you want to see what a particular key is currently set to, the easiest way is to pretend you are going to change an assignment. Select any current setting and click Change Assignment. Now you can press any key or joystick button and it will tell you what it's currently set to. Click Try Again and try another key, and so on. Of course, click Cancel when you have finished, unless you want to change anything!

How do I start a flight at the terminal, without getting repositioned at a runway when a flightplan is loaded?

In order to avoid this particular problem, first install FSUIPC as described in its documentation, then start the Flight Sim, go to the Menu Bar and select Modules, select FSUIPC, select the Technical tab in the FSUIPC Options & Settings Window, and check the box No reposition on GPS plan load.

Using FS2000 Aircraft in FS2002

• There are some good tips from Rainer in the July 2002 section of the TCA Aircraft Hints & Tips File, e.g. his article Updating an aircraft to FS2002 and having fun at the same time. There's other good stuff in this file too.
• My FS2002 Select Aircraft menus are all chock full of FS2000 aircraft. How do I categorize them? (by Aman Kumar, one of Flightsim's How To... collection).
• Error messages and missing gauges. See the first item above, and also this page from "Grumpy's Lair".

Neat Things To Try

Fly Floatplanes
Bush Flying
Aircraft Carrier Landings
Dangerous Airports
Easter Eggs
Helicopters
Ballooning
Soaring
Sightseeing Trips
Navigate Long Distances Over Water Without GPS
Use FS2004 Textures To Improve FS2002 ("FS2002 on Steroids")
Fly "Jump Seat" In An A.I. Aircraft, And Other Tricks For Viewing A.I. Aircraft
Increase Taxi Speed of A.I. Aircraft
TCA "Neat Things To Try" Hints & Tips File
TCA "Miscellaneous Goodies" Hints & Tips File

Fly Float Planes

• ...And to have real fun doing it, why not join the Seabirds, a.k.a. the Tradewind Domestic Seaplane Service (TDS), a new division of Tradewind Caribbean Airlines? New scenery and web links especially for seaplane users, a new TCA Seabirds Hangar for seaplanes to fly, and great company along the way. Check it out!
• And don't forget Ed Truthan's great new water textures and water effects (which have a zero frame rate hit) - details here in the PAD.
• You can download a selection of FS2002 float planes (as well as a few that claim not to float - just skip 'em!) from here and a selection of float plane scenery from here in the AVSIM library.
• You can download a selection of FS2004 float planes from here and a selection of float plane scenery from here in the AVSIM library.
• See also this real-world article: Learning to Fly Floats, by Rick Durden (from one of the AVweb Columns).

Bush Flying

• A great place to start is "Bush Flying FS2002" by AVSIM's Steve "Bearracing" Cartwright - details here in the PAD. Scenery, techniques, forums, books, VAs and much more! Check out some of the other links listed in that part of the PAD, too.
• For more bush flying techniques, try searching for Bush Flying in the TCA Flying Hints & Tips File.
• If you're looking for a VA, check out Tradewind Alaska, a division of Tradewind Caribbean Airlines.
• Float planes - see above!

Aircraft Carrier Landings

• ArrestorCables trap, cat, inflight refueling/fuel dump, and battle damage utility
• Scenery Add-ons  (high-quality aircraft carriers, landable helipads on frigates, aircraft-centered radar, etc.)

Dangerous Airports

• See Organised Flight Information in the PAD.

Easter Eggs

• Las Vegas fireworks, time set to 22:00 (Trip)

Helicopters

• Much better in FS2002! See new Helicopters category in the PAD (new additions 9 June 02).
• How To Fly Helicopters (one of Flightsim's How To... collection).
• See also Helicopter recommendations (April 2002) in this TCA Hints & Tips File

Ballooning

• See Andrew Herd's review of the Wind Riders Hot Air Balloon Simulation Kit for FS2002 and other classics by Bill Lyons, Terry Dutton and the Golden Eagles Squadron

Soaring

"Thousands of pilots all over the world seek the challenge of navigating through the air in the silence and serenity of a sailplane. No engine or headsets to distract them, only the hope of finding that fantastic thermal that will carry them aloft.

"In Flight Simulator, you can fly the Schweizer 2-32 sailplane. Although it is not a high-performance sailplane judged by today's standards, the Schweizer is still widely flown for fun and for instruction.

"This Flight will challenge your soaring skills as you work your way across the Columbia River and the flatlands of eastern Washington State, followed by a short hop over the mountains near Wenatchee, Washington. You can try several soaring techniques to reach your goal. If you go for speed, you'll need plenty of altitude before leaving a thermal. The faster you go, the faster you will also spend altitude. You can also try to make each goal by flying more efficiently. Although you won't set speed records between thermals, you won't need to spend as much time climbing in thermals, either."

You'll find more info and the soaring challenge zip file here.

Also try this interesting Google search: Thermals in FS2002/FS2004/FS9.

 

Sightseeing Trips

• See here in the PAD.
• Are you going somewhere on holiday? Do you want to know what the weather's doing there? Why not crank up the flight sim, load real weather, and go check the place out?
• In order to see how realistic VFR can be in the sim, check this out! 

Navigate Long Distances Over Water Without GPS

• You can actually have a lot of fun doing this. See July 2002 section of the Charts & Navigation TCA Hints & Tips file.

Fly "Jump Seat" In An A.I. Aircraft, And Other Tricks For Viewing A.I. Aircraft

He does this using Rodolfo Arata's AIMap Utility. Rainer has written a detailed account of how he does it, which you'll find (along with a lot of other stuff on A.I. Aircraft) in the TCA A.I. Aircraft Hints & Tips File. Look in the Feb 2002 section there under USING THE AI MAP GAUGE, and see also the August 2002 section under AI AIRCRAFT VIEWER.

Increase Taxi Speed of A.I. Aircraft

What's new in FS2004?

• The new features of FS2004 are summarised here on the official Microsoft FS2004 site. See also the Microsoft Flight Sim Insider.
• The FS2004 Patch (also referred to as FS9.1) is available from Microsoft here. You will also find hints and tips on the patch from TCA people in this TCA Hints & Tips file. You can also find the latest patch information on this site by searching here for "FS9.1" or "Patch".
• For FS2004 questions, see simflight.com's FS2004 FAQ and flightsim.com's FS2004 FAQ, also avsim.com's discussion group thread called Read me first! (another FS2004 FAQ in disguise!).
• There's a batch of new articles relating to FS2004 in Flightsim's excellent "How To..." series
• Differences from FS2002 and some reactions to the new flight sim are described in this new TCA Hints & Tips File.
• The other TCA Hints & Tips Files now contain information on FS2004 as well as FS2002. To get to these files, follow the green cells in the contents table, as explained here.
• In addition, you'll find plenty of discussion about FS2004 (a.k.a. FS9 or FSCOF) in the various discussion forums. 
• If you are looking for general Microsoft Flight Sim information (including how to give your inputs to Microsoft), you'll find a number of links here in the PAD.

Where is "The FS2004 Pilot's Assistant"?

One day, when I get time to do some sim flying again, I hope to convert this page to "The FS2004 Pilot's Assistant" - or maybe "The MSFS Pilot's Assistant". Watch this space!

Meanwhile, much of the information for FS2002 still applies to FS2004, and I hope that FS2004 pilots will find this page useful.

Hints on Real-World Flying

Rules Of Thumb (Quick Calculations For Speeds, Turns & Descents/Climbs)
Adjusting throttle, props and mixture
What rules should I follow for taxi speeds?
What are High Idle / Low Idle Condition settings for turboprops?
When do I use the strobe lights, beacon lights and navigation lights?
FREDA Checks (Mnemonic)
BUMPFFGHH Checks for Piston Aircraft (Mnemonic)
How To Do Crosswind Landings In A Small Aircraft

Hints on Approximating Real-World Flying Using FS2002:

Getting A Smooth Response When Engaging Autopilot, And Other Autopilot Tips During Taxi & Takeoff
Using the FS2002 Autopilot and TO/GA

See also:

"Flying" Entries in A-Z Index

Rules Of Thumb (Quick Calculations For Speeds, Turns & Descents/Climbs)

Adjusting throttle, props and mixture

Throttle Props Mixture

Visualise the controls ranked with the throttle on top, as on the left. When increasing power, or when preparing for a possible increase of power in a go-around, you need to make adjustments in the upwards order (Mixture, Props, Throttle). When decreasing power, you need to make adjustments in the downwards order (Throttle, Props, Mixture).

For further information see the notes below on Fuel/Air Mixture, Fixed Speed (Variable Pitch) Propellers, and Manifold Pressure. 
 

What rules should I follow for taxi speeds?

I hope to add more information here at some point in the future.
 
 

What are High Idle / Low Idle Condition settings for turboprops?

When do I use the strobe lights, beacon lights and navigation lights?

• Sitting at the gate with external power or APU running, nav lights only.
• Prior to engine start or pushback without an engine running, nav lights and rotating beacon.
• Taxi lights are used during taxi only at night as necessary to find your way around the airport.
• Landing lights and strobes are turned on once the takeoff clearance has been received.
• After takeoff, above 10,000 ft (or FL180 may vary according to company procedures) Landing Lights - OFF (Day & Night)
• Descent Check (Below FL180 or 10,000) - Landing Lights - ON (Day & Night)
• After Landing & Clear of the runway - Landing Lights & Strobes - OFF

---

Beacon: On all the time. Fire it up before you start the engine, day or night. To those on the ground, this shows that there is a pilot in the seat and the plane might be preparing to move.

Strobe: On just before you take the active runway (for departure), and off just after you leave the active (after landing). Day or night.

Nav lights: - used to illuminate the panel. Best used from dusk to dawn. I recall reading the tip in the older, better manuals of FS's gone by that if you use the nav lights all the time, you risk burning out a crucial instrument's light (if certain realism settings were enabled).

Landing lights: - typically when in the landing pattern, day or night. Off as soon as possible after you land or after you depart the pattern. It's main purpose is to allow you to be seen by other aircraft while you are in the air on approach. Provides runway visibility for the pilot just prior to touchdown.

Phil Rainford

See the tip separating the Nav/Beacon switch coupling in FS2002 in Flight Sim Veteran's Club (FSVC) FS2002 Tips & Tricks, so that you can control strobe and beacon lights separately. (Ignore what it says about strobes in the daytime, though.) 

Note also that in FS2002 you can tilt landing lights down, up, left, right and centre using Control+Shift+NumPad 2, 8, 4, 6 and 5.

Brian

FREDA Checks (Mnemonic)

BUMPFFGHH Pre-Landing Checks for Piston Aircraft (Mnemonic)

Another similar mnemonic is GUMP (Gas, Undercarriage, Mixture,Prop(s)).
 
 
 

How To Do Crosswind Landings In A Small Aircraft

Getting A Smooth Response When Engaging Autopilot, And Other Autopilot Tips During Taxi & Takeoff

Here's a quick example for how I "do take-offs" <grin> with the default 737:

• During taxi I enter the runway heading in HDG and FL in ALTITUDE (were given by ATC during clearance) and speed in IAS/MACH, enter a VS as well if you do not want to use the default one for the aircraft (in the aircraft.cfg it is 1.800 for the default_vertical_speed)
• Once cleared for take-off and the aircraft configured (flaps) I position the aircraft on the RWY and I turn on the AT (auto-throttle) and hit TO/GA
• After take-off, gear up, I turn on the AP (sets the WING LVL ON** so you follow the RWY HDG) and IAS HLD. 
• At 1.500ft AGL I retract flaps and maintain manually a 1.800ft/m VS, then turn on ALT HLD and then follow ATC direction by entering HDG then turning on HDG HLD
• Once following own nav I turn on NAV HLD with the NAV/GPS switch turn on to GPS

Note about speed: maintain 250kts max below 10.000ft MSL for the US, enter less for more maneuverability while following the SID or ATC instructions during departure if you wish, also do not forget to reset the altimeter to the standard 29.92 when crossing FL180 (18.000ft MSL), and set it back (easy way: B key) when you cross that level again during descent...

 Katy

Using the FS2002 Autopilot and TO/GA

In FS2002 you may notice when you first engage the autopilot that the Wing Leveller is now set, so you can't steer the plane manually. This is realistic in some aircraft, for reasons that Microsoft describe here.

The fix for this "problem" is often given as follows:

Add the following 2 lines to the [autopilot]section of the aircraft.cfg file:

use_no_default_pitch = 1  // 0 = Default to current pitch mode, 1 = No default pitch mode 
use_no_default_bank  = 1  // 0 = Default to Wing Leveler mode,  1 = No default bank mode

The first line removes "default pitch mode". The second line removes "default bank mode". But what exactly are these modes that we are removing? After experiments and help from other people, I have concluded that:

• The effect of "default pitch mode" is that when you engage the autopilot, the autopilot maintains whatever pitch attitude you were at when you engaged the autopilot. This mode lasts until you select ALT HOLD.
• The effect of "default bank mode" is that when you engage the autopilot, the autopilot levels the wings of the aircraft, even if they were not level when you engaged the autopilot. This mode lasts until you select HDG HOLD.

use_no_default_pitch = 0 // original FS2002 behaviour
use_no_default_bank  = 0 // original FS2002 behaviour

Now if you want to follow Katy's tip exactly in FS2002, you would need to remove "default pitch mode" (otherwise you can't manually adjust pitch) but keep "default bank mode". In other words your lines would become:

use_no_default_pitch = 1 //allows manual control of pitch after engaging autopilot
use_no_default_bank  = 0

However with the autopilot restored to the original FS2002 behaviour (values = 0), you can also get a smooth response from the autopilot, at least in the default 737 when I have tried it. Do what Katy says, but just turn on ALT HLD when you want to change the initial steep pitch attitude to an attitude corresponding to the VS setting on the autopilot. Remember that setting ALT HLD removes "default pitch mode" and uses the VS setting on the autopilot instead.

Use of TO/GA for Takeoff

You are on the runway and have previously armed the autothrottle (A/T) but you have NOT engaged the autopilot yet. In the default 737, make sure the throttle quadrant is visible - SHIFT+4 - and manually increase the throttle settings to get about 40% N1 (or whatever is correct for your aircraft/engines), in order to get the engines stabilised (why? - see the PPRuNE thread "Questions from a sim pilot about real-world use of TO/GA" ). Then push the TO/GA button which is just above the throttles (or press CTRL+SHIFT+G). The TO/GA button will illuminate, indicating that you are under TO/GA control, and the autothrottle will smoothly apply power for the takeoff. Once you have taken off, confirm positive rate of climb, gear up, then engage the autopilot. Now, because you have opted for the original FS2002 behaviour of the autopilot, the autopilot will maintain the wings level and will control the pitch attitude. However, because you are in TO/GA mode, another line of the aircraft.cfg file comes into play, also in the [autopilot] section:

pitch_takeoff_ga=8

This is the pitch attitude in degrees which will be maintained by the autopilot in the conditions discussed above, with TO/GA set. Now rightly or wrongly, I want an initial pitch attitude of 18º. So in my case I change this line to:

pitch_takeoff_ga=18

So when I take off as described above using TO/GA, and then engage the autopilot, I get held in the initial steep climbout attitude (or set into this attitude if I am not already pitched right).

The TO/GA light will go out when you select IAS HLD. This causes the autothrottle to change the throttle setting as previously controlled by the TO/GA to whatever is required to maintain the selected IAS; however it does NOT remove "default pitch mode", and the autopilot will continue to maintain the pitch_takeoff_ga setting (18º in my case) until you remove "default pitch mode" by selecting ALT HLD, which you might do at around 1,500 feet AGL for the cleanup. The VS setting on the autopilot (1800 fpm, say) will then come into effect, and in my case the nose of the aircraft drops smoothly and the aircraft accelerates.

Use of TO/GA for Missed Approach (Go Around)

On your final approach you might have disengaged the autopilot for a manual landing, or for an ILS approach you might have the autopilot engaged in APR mode, but you are controlling the speed manually. Either way, set up the autopilot for a possible missed approach, using information from the IAP chart. This will include setting HDG, IAS, ALTITUDE and VERT SPEED as required for the Missed Approach Procedure. In these circumstances these settings have no immediate effect.

If you can't make the landing, you use the TO/GA switch much as for a takeoff - see above. The autothrottle starts to smoothly increase power. If the autopilot isn't engaged, engage it. The autopilot is now holding wings level and controlling pitch (to 18º in my case). Once you have a positive rate of climb, gear up, reduce flaps to 5º. The TO/GA light will go out when you select IAS HLD. This causes the autothrottle to change the throttle setting as previously controlled by the TO/GA to whatever is required to maintain the selected IAS. At the altitude specified in the Missed Approach Procedure, or as directed by ATC, engage HDG HOLD in order to steer the required heading. When you reach the altitude for the cleanup, remove "default pitch mode" by selecting ALT HLD.

Well, there it is. This is my best guess at what should be going on, but please don't take it as gospel - if you have any updates or corrections, please email me!
 

AVSIM File Library & Reviews

You'll also find many other excellent similar resources listed here in the Pilot's Assistant Directory.
 

FAQs

Flight Sim Veteran's Club (FSVC) FS2004, FS2002 and Computer Tips & Tricks

As of October 2004, these Tips & Tricks have been significantly updated and are now located (and can be searched) here in the Flight Simmer's Corner FS Portal.

Flightsim's How To... Collection (Updated for FS2004)

You will find the full collection of articles here, including several new ones for FS2004.

The articles are not sorted into categories, but include a wide range of subjects, for example:

• How To Adjust The ATI 9800 Pro Video Card For FS2004 (details on optimum settings for ATI RADEON 9700 and 9800 video cards)
• How To...Use Different Landscape Textures (you can use different landscape texture sets for different countries with FSLandClass using the technique described here - see also Scenery entries in the A-Z index).
• How To...Create AI Traffic
• How To Fly Helicopters
• How To Fly In The Mountains
• How To Fly Dangerous Approaches: Innsbruck, Austria (one of an excellent series by Andrew Herd)
• How To...Avoid Scenery.Cfg Problems (for FS2000, but still valuable info for FS2002)

The Pilot's Assistant Directory (PAD)

Discussion Forums (Usenet Newsgroups & Others)

Tip: try an Advanced Groups Search for topics in articles by one of the star contributors (e.g. Katy Pluta) if you want a real goldmine of great information!

Some useful Usenet groups that you can access at Google (the complete list starts here):
 

Other discussion forums:
 

For people interested in the laid-back, friendly and helpful atmosphere of Tradewind Caribbean Airlines (a little different from the occasional atmosphere in some newsgroups!) you can subscribe to their mailing list simply by emailing here (message content doesn't matter). Get expert help and make friends at the same time!

Pilot's Assistant

Pilot's Assistant is provided as an Excel multi-sheet spreadsheet, with one tool on each sheet (if you don't have Microsoft Excel, look here). These tools include calculations and information as follows:

1. Flight profiler / fuel planner
2. Performance data for a number of simulated aircraft (can be extended by the user)
3. Altitudes and altimeter settings
4. Standard Atmosphere table
5. Speed conversions (KIAS, KTAS and MACH)
6. Wind corrections
7. Descent planner, climb and descent calculations
8. Altitudes, Temperatures, Speeds and Descent/Climb Rates table 
9. Latitude/Longitude calculations (distance, heading, great circle routes, magnetic variations)
10. Turns, bank angles and manoeuvres involving turns
11. Unit Conversions

For more information, and to download the toolset, visit the Pilot's Assistant Home Page.
 

Notes & Definitions 

Aircraft Approach Categories	Aircraft approach category means a grouping of aircraft based on a speed of 1.3 Vso (at maximum certificated landing weight). Vso and the maximum certificated landing weight are those values as established for the aircraft by the certificating authority of the country of registry. The categories are as follows: Category A: Speed less than 91 knots. Category B: Speed 91 knots or more but less than 121 knots. Category C: Speed 121 knots or more but less than 141 knots. Category D: Speed 141 knots or more but less than 166 knots. Category E: Speed 166 knots or more.	Referred to, for example, on Instrument Approach Plates. See Initial Approach below. From Federal Aviation Regulations 97.3, accessed from www.risingup.com, a great site for real-world aviation resources.
AGL	Above Ground Level
AIM	Aeronautical Information Manual. Official guide to basic flight information and ATC procedures published by the US Federal Aviation Administration (FAA).	Links and further information will be found here in the PAD.
AIP	Aeronautical Information Package. Part of a comprehensive service provided by UK National Air Traffic Services Ltd (NATS).	Links and further information will be found here in the PAD.
APU	Auxiliary Power Unit. Small turbine engine mounted in the back of an aircraft, supplying power before the main engines are started, and also used to supply bleed air and pneumatic power in order to start the main engines.	APU on Boeing 737-3/4/500 series - real-world information from the Boeing 737 Technical Site
Carb Heat	Carburettors on aircraft piston engines are subject to icing, due to the refrigeration effect of vapour expanding in the carburettor (blow on the back of your hand through pursed lips, then blow with open mouth, and check the difference in breath temperature - that's refrigeration). There is also additional cooling due to the actual vaporization of the fuel. The problem is worst at low power settings, low altitudes and in humid conditions. Carb Heat directs warm air from the engine to the carburettor. This air is usually unfiltered in order to avoid loss of power, which in any case is reduced because the warmth expands the air. Because the air is unfiltered, we normally turn Carb Heat OFF for taxiing, in order to keep grit out of the engine.	Carb Heat on/off is Key H Common settings: FULL COLD (IN) - on ground, taxying, whenever about to increase power FULL HOT (OUT) - before and during a prolonged descent, whenever about to reduce power to idle (except on ground) - but see manufacturer's recommendations.
Cleanup	The stage of the climb where (slats and) flaps are being retracted. Follows the initial steep climbout for a passenger jet; the pitch attitude is reduced and flaps are progressively reduced as the aircraft accelerates.
Cowl Flaps	These direct cooling air to the engine when open, which is most needed when the engine is running at or near full power. They are generally open and then adjusted as necessary during climb, adjusted as necessary in cruise, and closed during descent.	Open Cowl Flaps (in increments) CTRL+SHIFT+V Close Cowl Flaps (in increments) CTRL+SHIFT+C Hal Stoen's manual: Cowl Flaps & Engine Cooling. Other articles and tutorials by Hal Stoen
DI	Direction Indicator, also called Heading Indicator. A directional gyro instrument that is subject to gyroscopic drift, and which therefore needs to be periodically calibrated against the magnetic compass. Gyro corrections can be simulated using theD key; if you want this level of realism you should also check "Enable Gyro Drift" in the Aircraft/Realism Settings menu, and check out the tip Making Gyro drift more realistic in Flight Sim Veteran's Club (FSVC) FS2002 Tips & Tricks. See also HSI.
Final Approach	This segment of the flight is where we are aligned with the landing runway and within 10 nm of the runway. For a passenger jet, typically flown at 160 knots reducing to about 140 knots, depending on aircraft and conditions. The approach procedure may depend on the aircraft's Approach Category. See also the note on Marker Beacons.	NDB Approaches (section of Charles Wood's tutorial on Flight Simulator Navigation - this section also explains how to read Instrument Approach Plates) VOR Approaches (section of Charles Wood's tutorial on Flight Simulator Navigation) ILS Approaches (section of Charles Wood's tutorial on Flight Simulator Navigation) When are approach plates flown in real life (or with VATSIM)?  (Good AVSIM discussion thread - URL updated) If you are looking for free or cheap Instrument Approach Plates or other charts, see here in the PAD.
Fixed speed (variable pitch) propellers	Varying the pitch (angle of attack) of a propeller is done for much the same reason as changing (shifting) gear in a car. When you want to climb a hill in a car, you change down, and you get increased revs and more pulling power (and more noise and more fuel consumption). When you want to cruise, you change up, you get decreased revs and less pulling power (and less noise and less fuel consumption).  Increasing prop pitch (pulling out the knob) is like "changing up", reducing prop pitch (pushing in the knob) is like "changing down". Increasing prop pitch allows the prop to pump more air for a given RPM, but requires more power to maintain that RPM. The "fixed speed" part comes from a governor that adjusts prop pitch to maintain a particular RPM. In addition, "feathering" a propeller (maximum pitch) is a safety measure to prevent windmilling of propellers when the engine is unpowered. See also adjusting throttle, props and mixture.	It helps to visualise the following keyboard controls as RPM control, rather than pitch control, since in general going from F1 to F4 increases settings in FS2002 (and moves knobs or levers into the panel or away from you). "Changing down" involves increasing RPM. Control+F1 - minimum prop RPM/ maximum pitch ("select top gear", safety position) - knob fully out Control+F2 - reduce prop RPM/ increase pitch ("change up") - pull knob out Control+F3 - increase prop RPM/ reduce pitch ("change down") - push knob in Control+F4 - maximum prop RPM/ minimum pitch ("select bottom gear") - knob fully in For background info on the development of this type of propeller, see here. In-depth article "Those Marvelous Props" by John Deakin. Other articles by John Deakin
Fuel/Air Mixture	In piston engines, the correct ratio of fuel to air is important. "Enriching" the mixture increases the amount of fuel compared to the amount of air, "leaning" the mixture does the opposite. Too rich (a "rich condition"), and there isn't enough air for proper combustion - result, loss of power and waste of unburnt fuel (although some beneficial engine cooling may also be obtained). Too lean (a "lean condition"), and various problems result, including misfiring (rough engine noise!), overheat, detonation rather than combustion, and finally engine cutout. We generally want to err on the rich side, rather than the lean side, especially in a situation where we might quickly need more power - opening the throttle increases the proportion of air, i.e. has a leaning effect. As altitude (and temperature) increases, the air thins, and the fuel/air mixture will automatically become richer since the relative proportion of air is reduced. Above 3,000 - 5,000 feet, we need to compensate by leaning the mixture (pulling out the knob). When taking off from high altitude airports, we need to lean the mixture somewhat during the full-power runup test, prior to takeoff. As altitude (and temperature) decreases, the fuel/air mixture will automatically become leaner since relatively more air is added. We automatically compensate somewhat for this if we reduce throttle (which has a slight enriching effect), but we may also need to adjust the mixture control (enrich). Before landing, we normally set the mixture full rich (knob fully in) because we don't want a "lean cutout" if we have to go around. See also adjusting throttle, props and mixture.	Control+Shift+F1 - set full lean, or fuel flow OFF - knob fully out Control+Shift+F2 - lean the mixture - pull knob out Control+Shift+F3 - enrich the mixture - push knob in Control+Shift+F4 - set full rich, or fuel flow ON - knob fully in In-depth article "Mixture Magic" by John Deakin. Other articles by John Deakin How To Fly In The Mountains (one of Flightsim's How To... collection)
Fuel Boost Pumps	These pumps are used in aircraft where fuel from the tanks is not fed by gravity, i.e. where the tanks are not mounted high enough above the engine(s). The engine(s) also drives a fuel pump(s) when it is running. When the engine is off, fuel boost pumps must therefore be ON in order to supply fuel to the engine. When the engine is running, fuel boost pumps act as a backup to the engine-driven fuel pumps, and hence are normally left on for some time after takeoff, and turned on some time before landing*.	*There are exceptions to this, check the manufacturer's handbook for details.
HSI	Horizontal Situation Indicator. Combines a Direction Indicator (Heading Indicator) and Course Deviation Indicator into one instrument.	Hal Stoen's tutorial: The HSI: The complete guide to this invaluable instrument. How it works, how to use it, how to set it up. Other articles and tutorials by Hal Stoen
IFR	Instrument Flight Rules For the UK, these are defined in section ENR 1.3 here in the AIP (PDF - allow time for file to open). Related information on flight levels is defined in the ALTIMETER SETTING PROCEDURES (section ENR 1.7) here in the AIP. For the US, refer to the AIM.	Hal Stoen's tutorial: Understanding IFR. Other articles and tutorials by Hal Stoen
ILS	Instrument Landing System	The Instrument Landing System (section of Charles Wood's tutorial on Flight Simulator Navigation) - an excellent description of the system (including marker beacons) and how it is used.
ILS Approach Categories	ILS Category I. An ILS approach procedure which provides for approach to a height above touchdown of not less than 200 feet and with runway visual range of not less than 1,800 feet. ILS Category II. An ILS approach procedure which provides for approach to a height above touchdown of not less than 100 feet and with runway visual range of not less than 1,200 feet. ILS Category III:  IIIA. An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 700 feet.  IIIB. An ILS approach procedure which provides for approach without a decision height minimum and with runway visual range of not less than 150 feet.  IIIC. An ILS approach procedure which provides for approach without a decision height minimum and without runway visual range minimum.	These definitions are from the FAA Pilot/Controller Glossary. See article on a real-world CAT IIIb autoland in a H.S. Trident, unfortunately without pictures (thanks, Katy).
IMC	Instrument Meteorological Conditions - basically flying in clouds, rain, haze, fog, snow and smog, or conditions that do not fall within VFR Weather Minimums. Instrument Flight Rules (IFR) apply to IMC, but also apply in other circumstances.
Initial Approach	This segment of the flight starts at an Initial Approach Fix, which will usually be marked as IAF on approach charts. During this segment we set up for the Final Approach, adjusting heading, speed and height as necessary. For a passenger jet, typically flown at 210 knots reducing to 180 knots. AERAD procedures are generally shown for 180 knots. The approach procedure may depend on the aircraft's Approach Category.	NDB Approaches (section of Charles Wood's tutorial on Flight Simulator Navigation - this section also explains how to read Instrument Approach Plates) VOR Approaches (section of Charles Wood's tutorial on Flight Simulator Navigation) ILS Approaches (section of Charles Wood's tutorial on Flight Simulator Navigation) When are approach plates flown in real life (or with VATSIM)?  (Good AVSIM discussion thread - URL updated) If you are looking for free or cheap Instrument Approach Plates or other charts, see here in the PAD.
(K)IAS	(Knots) Indicated Air Speed (measured via air pressure)	Useful for performance, e.g. a stall speed expressed in KIAS is equally valid at different altitudes. For this reason, instruments normally show KIAS rather than KTAS. As altitude increases and the air grows thinner, the Indicated Air Speed increasingly "under-estimates" the True Air Speed. At higher altitudes (typically above FL270-FL300) MACH Numbers are used for controlling the speed of jet aircraft.
(K)TAS	(Knots) True Air Speed (true speed relative to still air)	Useful for navigation, when adjusted for wind speed. For the relationship between KTAS and KIAS, see here.
MACH Number	A decimal number (M) representing the true airspeed (TAS) relationship to the local speed of sound (e.g., TAS 75 percent (.75M) of the speed of sound where 100 percent of the speed of sound is represented as MACH 1 (1.0M)). The local speed of sound varies with changes in temperature.	Named after Ernst Mach, a 19th century Austrian physicist. MACH Numbers are used at higher altitudes (typically above FL270-FL300, depending on aircraft type) for controlling the speed of jet aircraft. MACH Numbers are also used in any situation where the local speed of sound might be approached or exceeded.
Manifold Pressure	In piston engines, this misleadingly named term actually measures the degree of suction caused by the demand for air by the engine. See also adjusting throttle, props and mixture.	Just about everything you could possibly want to know is contained in John Deakin's article "Manifold Pressure Sucks!". Other articles by John Deakin
Marker Beacons	Marker beacons are components of an ILS, used to alert the pilot that an action (e.g., altitude check) is needed. This information is presented to the pilot by audio and visual cues. The Outer Marker is associated with glideslope intercept, the Middle Marker is associated with the Cat I Decision Height, and the Inner Marker (when available) is associated with the Cat II Decision Height.   OUTER MARKER - A marker beacon at or near the glideslope intercept altitude of an ILS approach. It is keyed to transmit two dashes per second on a 400 Hz tone, which is received aurally and visually by compatible airborne equipment. The OM is normally located four to seven miles from the runway threshold on the extended centerline of the runway.   MIDDLE MARKER- A marker beacon that defines a point along the glideslope of an ILS normally located at or near the point of decision height (ILS Category I).  It is keyed to transmit alternate dots and dashes, with the alternate dots and dashes keyed at the rate of 95 dot/dash combinations per minute on a 1300 Hz tone, which is received aurally and visually by compatible airborne equipment.   INNER MARKER - A marker beacon used with an ILS (CAT II) precision approach located between the middle marker and the end of the ILS runway. Transmits a radiation pattern keyed at six dots per second and indicating to the pilot, both aurally and visually, that he is at the designated decision height (DH), normally 100 feet above the touchdown zone elevation, on the ILS CAT II approach. It also marks progress during a CAT III approach.	For further details see ILS above. The definitions are from the FAA Pilot/Controller Glossary. In order to hear the audible marker tones (which you can hear now by clicking the images to the left) in FS2002, you need to bring up the radio stack and click the MKR switch.
NDB	Non Directional Beacon	NDB Navigation (section of Charles Wood's tutorial on Flight Simulator Navigation)
Pitot-Static System	The pressure altimeter, vertical speed indicator and airspeed indicator are among the instruments driven by the pitot-static system. The pitot tube is a small-diameter tube externally mounted, pointing into the wind. The airspeed indicator is driven from a comparison of air pressure in the pitot tube with pressure in a source of static (unmoving) air. The pitot tube can become clogged with ice in clouds or freezing temperatures, causing incorrect instrument readings, and a pitot heating element is used to prevent this. This system is modelled in FS2002, so don't forget to use Pitot Heat where necessary! Also, avoid using Pitot Heat when the aircraft is stationary or taxiing, since the element may overheat and burn out if there isn't sufficient air flow.
QFE	QFE is used only by a few nations (among them the UK). The altimeter is adjusted on the ground so that zero elevation is shown. In flight, the altimeter indicates height above a particular reference elevation at a particular aerodrome (not taking into account nonstandard temperatures). QFE is used for takeoffs, circuits and landings, and for maintaining vertical separation in a Military Aerodrome Traffic Zone (MATZ) where military planes may be taking off and landing using QFE. Mnemonic for QFE: "from end of runway".	See Altim. sheet in Pilot's Assistant Toolset
QNE	QNE is when altimeter is calibrated to 29.92 in. Hg or 1013 mb.  This setting is always used above the transition altitude. The transition altitude varies between countries, and is generally related to the altitude of the highest mountains found there. Within some countries the transition altitude may also vary in different areas of controlled airspace. Above the transition altitude, altitudes are described as flight levels. In the USA, the transition altitude is 18,000 feet, in the U.K. it is generally 3,000 feet. With QNE set, the altimeter reads pressure altitude. Mnemonic for QNE: "n-e-where" or "anywhere", since it applies universally above the transition altitude.	See Altim. sheet in Pilot's Assistant Toolset Altimeter setting procedures for the UK are defined in section ENR 1.7 here in the AIP (PDF - allow time for file to open).
QNH	QNH is when altimeter is calibrated to current reported surface pressure. The altimeter indicates altitude above sea level (not taking into account nonstandard temperatures). On the ground, the altimeter indicates elevation of airfield above sea level. Mnemonic for QNH: "nautical height", since calibration and altimeter reading are with reference to sea level.	See Altim. sheet in Pilot's Assistant Toolset
VFR	Visual Flight Rules For the UK, these are defined in section ENR 1.2 here in the AIP (PDF - allow time for file to open). Related information on flight levels is defined in the ALTIMETER SETTING PROCEDURES (section ENR 1.7) here in the AIP. For the US, basic VFR weather minimums and VFR Cruising Altitudes and Flight Levels are defined here.	See also the excellent VFR information (including details on routes to fly) provided at www.flyingaustralia.com, described here in the PAD. Hal Stoen's tutorial: VFR Flight. Other articles and tutorials by Hal Stoen
VOR	Very high frequency Omni-directional Radio  range - a transmitter that broadcasts two signals in all directions, one with a fixed phase and one whose phase depends on the magnetic direction (radial) in which it is transmitted. The VOR receiver on the aircraft compares the phases of the two signals in order to determine which radial from the VOR is being received.	VOR Navigation (section of Charles Wood's tutorial on Flight Simulator Navigation)
V-Speeds	Some important speeds are defined in the following rows, and you will also find speed definitions in FS2002 Help, Glossary Section, V-speeds. See FS2002 Kneeboard (F10 key) Reference sectionfor speeds for an actual FS2002 aircraft.
V1	Takeoff decision speed. Maximum speed in takeoff at which the pilot must take the first action to stop within accelerate-stop distance.	See this extended discussion on V1, Vr and V2 speeds in newsgroup alt.games.microsoft.flight-sim.
Vr	Rotation speed	See the above note for V1.
V2	Takeoff safety speed	See the above note for V1.
VX	Speed for best angle of climb
VXSE	Speed for best angle of climb - single engine
VY	Speed for best rate of climb
VYSE	Speed for best rate of climb - single engine
VB	Design speed for maximum gust intensity
VA	Design manoeuvring speed
VLE	Maximum landing gear extension speed - maximum speed at which the airplane can be flown with landing gear extended
VLO	Maximum landing gear operating speed - maximum speed at which the landing gear can be safely extended or retracted
VFE	Maximum flap extended speed
VSO	Stall speed or minimum steady flight speed in landing configuration
VREF	Approach speed (based on weight and conditions) = 1.3 x VSO
VAPP	Approach speed = 1.3 x stalling speed of the aircraft with the flaps in the approach configuration and the gear up

Change History

24-Oct-04: After an enforced absence of several months, I am now starting to update the TCA Hints & Tips files again, although it will take several more weeks to clear the backlog. Also I have fixed broken links to the Flight Sim Veteran's Club (FSVC) FS2004, FS2002 and Computer Tips & Tricks. Also there is new information on the FS2004 Patch (a.k.a. FS9.1), including a new TCA Hints & Tips file specific to that topic.

24-Apr-04: There have been a lot of updates to the TCA Hints & Tips files this week, including a backlog from March and some great product reviews in Miscellaneous Goodies. Also a language translation link added to the search section, and update to Discussion Forums.

3-Apr-04: Update to section on Setting Up Your PC & Graphics Card, General PC Help. Updates to Neat Things To Try (including new section Soaring) and to Fuel Planning section of Flight Procedures. You will probably have noticed that the contents table has been re-arranged somewhat and a couple of extra direct links (dark blue cells) added for convenience.

6-Mar-04: Update to the trouble-shooting section of FAQs. Thanks to Ken Salter for the MS Knowledge Base links.

28-Feb-04: No updates to hints & tips files this week, but many other changes scattered around including to FAQs and Flight Procedures. All the broken links to discussion groups and to UK aeronautical info on the NATS site should have been fixed. Continuing updates to the PAD.

22-Feb-04: No updates to hints & tips files this week, but significant changes to Where Do I Start? and FAQs. Also there have been quite a few updates to the PAD.

17-Feb-04 and 6-Feb-04: Another update to section on Setting Up Your PC & Graphics Card, General PC Help. Also there have been some updates to the PAD.

10-Jan-04: Update to section on Setting Up Your PC & Graphics Card, General PC Help. New Vivísimo Web Search engine added to search section (returns results grouped by context - a good tip from Enno).

24-Dec-03: If you're interested in The Lord of the Rings and/or New Zealand, check out (among other things) the recent entries to the Scenery Hints & Tips File. And may I wish everyone a happy Christmas and a peaceful and prosperous New Year!