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Showing results for tags '747-400'.
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17 downloads
Repaint of the AI Aardvark Boeing 747-400 in Virgin Atlantic Lady Penelope livery (post birthday). Tested in FS2004, works with FSX and also P3D (if required the FSX/P3D native model) This is an AI aircraft only. -
/images/notams/notams20/spar1119/sparky744-1.jpgAfter 18 months of design, revisions, testing, a whole new systemsscripting package (of an already well designed plane), the initialrelease of what (by popular demand) is to hence forth be known as theSparky744 is ready for a first release. /images/notams/notams20/spar1119/sparky744-2.jpgWhat are the differences between the default 747, and the Sparky 747? This 747 currently includes new FMOD sounds done by FT+Sim, newsystems and FMC, three variants of engines coming soon, a new UV mapfor livery creators, and many more big changes in the future. Thegithub repository contains the latest versions, including the LCFmodel variant by Lee_Hyeon_Seo (with permission) with the existingimprovements, check out the working his A340 developements. Custom sounds from FTSim+ (with permission). /images/notams/notams20/spar1119/sparky744-3.jpgThe general concept is to bring the aircraft as close to the realversion as is achievable, please refer to original 747-400 materialsuch as the widely distributed FCOM for details on how the aircraftfunctions. Source
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iFly Jets 747-400Publisher: Flight1Review Author: Meng YuSuggested Price: $59.95/images/fsc/wbicons/store-buy-now-button.pngThough the development of the 747nearly bankrupted Boeing initially, the plane has now evolved tobecome one of the most recognizable aircraft that ever took to theskies. Today, the 747 has been adapted to fill multiple roles beyondthat of a passenger and cargo aircraft, including the carrier aircraftfor the space shuttle, an airborne telescope and laser (separateaircraft) and even the presidential transport for the United States ofAmerica and several other countries. The -400 model of the 747 which we will look at today features manyimprovements over its "classic" predecessors, including glass cockpitdisplays and, most notably, a 2-man crew instead of three. The -400 alsohad several derivatives, including the 747-400M combi for carryingboth cargo and passengers, the 747-400D for filling high densitydomestic routes (and lacks winglets!) and the Large Cargo Freighter(LCF) for transporting oversized cargo. /images/reviews/ifly747/t/ifly747-1-8i-01.jpg /images/reviews/ifly747/t/ifly747-1-8i-02.jpg /images/reviews/ifly747/t/ifly747-1-8i-03.jpg /images/reviews/ifly747/t/ifly747-1-8i-04.jpgDevelopmentiFly has faithfully recreated the 747-400 in all its glory forPrepar3D (both 32-bit and 64-bit versions) and of course, FlightSimulator X. Included in this package is the base passenger version ofthe 747-400 with three engine configurations: The General Electric CF6-80,the Rolls-Royce RB211 and the Pratt and Whitney PW4000. An update in December of 2018 introduced the 747-8i passengermodel, at no additional cost to registered users of the iFly 747-400v2. This is not a simple exterior model, but includes severalimportant system changes as well, including an Electronic Checklistand several updates to the panel displays, resulting in a somewhatcomprehensive 747-8i simulation beyond an exterior model change. Moreinformation is included in a PDF after installing the update. Furthermore, should you wish to become a cargo pilot, the iFly teamhas introduced a 747 Boeing Converted Freighter (BCF) model of the747-400 in February this year, which features appropriate adjustmentsto the model of the -400 to reflect the aircraft in reallife. However, the BCF model is not available for 32 bit versions ofP3D and FSX, a reasonable decision considering the myriad of benefitsa 64-bit simulator has. Hence, for the price of the 747-400, you would receive five variantsof the 747 in total: the -400 GE, -400 PW, -400 RR, -8i and BCF. /images/reviews/ifly747/t/ifly747-2-variants-01.jpg /images/reviews/ifly747/t/ifly747-2-variants-02.jpg /images/reviews/ifly747/t/ifly747-2-variants-03.jpg /images/reviews/ifly747/t/ifly747-2-variants-04.jpg Exterior AppearanceThe iFly 747-400 ships with three liveries: Virgin Atlantic and Britishairways for the GE and RR engines respectively, and an iFly livery forall three engine variations. Additionally, there are a total of 47 otherliveries available for download on the Flight1 file system, includingthe liveries of KLM, Northwest and Delta so you are likely to find alivery that you wish to fly. /images/reviews/ifly747/t/ifly747-3-exterior-07.jpgIn terms of the exterior model, the iFly 747-400 certainly looksthe part of a high-quality add-on. The modelling and textures are verywell done and are of a standard comparable to other high-qualityadd-ons. The sheer variety of downloadable liveries from Flight1 alsomeant that I was able to select a livery that was appropriate for theflight I was undertaking. Besides textures, the aircraft is not at all short on animatedcomponents. Through the FMC, I was able to open every door on the 747,including the second level emergency exits. Additionally, smallerdetails have also been modelled, such as the air intake for theAPU. Control surfaces also move according to the number of hydraulicpumps that are currently operational. When pumps are turned off, youcan observe that control surfaces deflect less and some even stopmoving at all! These features really show the dedication of iFly tothis add-on as they could have easily glossed over these details, yetthey chose to include then in this add-on. Ground services such as a Ground Power Unit and a Ground Air Sourceare also available, in the event you wish to simulate an inoperativeAPU, but unfortunately there does not appear to be ground servicevehicles included in the model. /images/reviews/ifly747/t/ifly747-3-exterior-01.jpg /images/reviews/ifly747/t/ifly747-3-exterior-02.jpg /images/reviews/ifly747/t/ifly747-3-exterior-03.jpg /images/reviews/ifly747/t/ifly747-3-exterior-04.jpg /images/reviews/ifly747/t/ifly747-3-exterior-05.jpgOverall, the iFly 747-400's exterior is excellently modelled withmany tiny details that will no doubt allow you to have an immersiveand enjoyable experience flying the aircraft. Interior AppearanceMoving onto the interior of the aircraft, iFly once again did notdisappoint. The virtual cockpit has a full set of 3D modelled knobs andswitches, HD textures and comprehensive systems including a fullyfunctioning FMC. /images/reviews/ifly747/t/ifly747-4-interior-09.jpgThe 3D switches really add to the immersion of the add-on, givingthe aircraft a professional feel. Whilst some less important switchescould have easily been replaced with textured surfaces (such as thecircuit breakers), iFly's decision to include them goes to show theattention to detail the team at iFly had. Another detail of the aircraft rests in the EICAS display. On theRB211-engined variant of the 747-400, the lower EICAS display showsboth N2 and N3 indications, whereas only N2 rotation speeds are shownfor both the CF6-80 and PW4000 engines. This is to reflectRolls-Royce's triple spool engine design. Additionally, the team at iFly has chosen to include a fullyfunctioning set of 2D panels, a useful component for those who eitherstill wish to fly with these panels or prefer to use them to accessswitches. Personally, I found the 2D panels a helpful additionespecially when flying without any camera add-ons as it allows foreasy access to the various switches on the overhead panel without anyawkward camera angles. However, if you prefer to stick with thevirtual cockpit, that option is readily available too. /images/reviews/ifly747/t/ifly747-4-interior-01.jpg /images/reviews/ifly747/t/ifly747-4-interior-02.jpg /images/reviews/ifly747/t/ifly747-4-interior-03.jpg /images/reviews/ifly747/t/ifly747-4-interior-04.jpg /images/reviews/ifly747/t/ifly747-4-interior-05.jpg /images/reviews/ifly747/t/ifly747-4-interior-06.jpg /images/reviews/ifly747/t/ifly747-4-interior-07.jpg /images/reviews/ifly747/t/ifly747-4-interior-08.jpg Systems And DocumentationWhen it comes to the systems of this add-on, iFly really has leftme speechless. In additional to the complete set of gauges andcomprehensive FMC as outlined before, there are several other keyfeatures that are modelled. An example of this comprehensive programming is in the hydraulicssystems. The switches that control the hydraulic systems are notmerely aesthetic but really do affect the way the control surfacesmove. From the Boeing 747 Operators' Manual the hydraulic systems loadis as follows: "Systems 1 and 4 power the trailing edge flaps, landing gear,normal brakes (SYS 4), alternate brakes (SYS 1), and steering. Systems1 and 4 also provide redundant power to the primary flightcontrols. Systems 2 and 3 power the primary flight controls,stabilizer trim, and elevator feel. System 2 also powers the alternatebrakes and lower yaw damper. System 3 powers the upper yawdamper. Systems 1, 2, and 3 power the related center, right, and leftautopilot servos. Systems 2, 3, and 4 power the spoilers." For those who prefer a visual representation of the systems: /images/reviews/ifly747/t/ifly747-5-schematic-01.jpgIndeed, when testing the aircraft, switching off all but system 1results in operative spoilers, and powering on only systems 3 and 4results in operative spoilers across the aircraft, but only flightcontrols on the right side respond to control inputs. Beyond the hydraulic systems, there are dozens of other systemsthat have been modelled in-depth, including the electrical, fuel andair systems. Detailed explanations for the operations of these systemscan be found in the "iFly 747 Operator's Manual" under \iFly\744\Manual. I strongly recommend a good readthrough ofthe manuals if you wish to understand more about the Boeing 747. Flight DynamicsIn order to better understand how the aircraft works and handles, Ifollowed along on the tutorial flight, a step by step guide for aflight from London Heathrow to San Francisco International Airport,with the flight time at just over 10 hours without time acceleration. /images/reviews/ifly747/t/ifly747-6-colddark-03.jpgOur tutorial first takes us not to the simulator, but to theaircraft configurator where we must set the payload and fuel for theflight. As per the instructions, we took aboard 382 passengers andjust over 20 tons of cargo. A minor complaint I have regarding thisprocess would be that there is no option to simply input a passengernumber. To get 382 passengers, I found myself selecting the full 416passengers and clicking away till the number of passengers dwindleddown to 382. Perhaps there's a better solution to this, but I haven'tdiscovered that from poking around the configurator. The fuel loading was especially interesting. Whilst you are able toinput the desired quantities of fuel into each tank yourself, the 747has a somewhat complex fuel management system, where fuel must bedelicately managed to feed the main tanks to ensure that the aircraftis balanced throughout the flight. For this, the iFly 747 configuratorautomatically spreads the fuel load correctly amongst the tanks as periFly's programmed "fuel logic". After loading the passengers and fuel, iFly guides the user throughseveral pages of settings, which should be set correctly for thesystems to function properly. Amongst other customizations, a keypoint to note when prepping the aircraft is to ensure that metricunits are used in the simulator. This is to ensure that the FMChandles weights correctly when performing our preflight later on. After some rather quick time with the configurator, we are finallyready to load the aircraft up and fly! /images/reviews/ifly747/t/ifly747-6-colddark-01.jpg /images/reviews/ifly747/t/ifly747-6-colddark-02.jpgSetting up the systems in the FMC went extremely smoothly. I cannotstress the importance of a good tutorial flight enough as it makeslearning how to fly what you've just bought so much simpler. Unlike asimple checklist, a tutorial flight provides visual aids and astep-by-step guide as to what to click and what to input. Through myown experiences, I am extremely thankful to iFly for including atutorial flight to make things so much easier. After powering up the aircraft, I was ready to taxi. Taxiing theaircraft really gave me a feel for just how heavy an aircraft I'mflying, certainly a departure from the commuter propliners I've beenreviewing lately. Despite the size of the 747, I noticed that it doesnot take an immense amount of throttle to get it moving even whenflying it in a fairly full configuration. /images/reviews/ifly747/t/ifly747-7-takeoff-01.jpg /images/reviews/ifly747/t/ifly747-7-takeoff-02.jpg /images/reviews/ifly747/t/ifly747-7-takeoff-03.jpgA gripe I had with the default 747-400 was the unrealisticacceleration of the aircraft on take-off. Hence, I was very happy whenthis iFly 747, accelerated at a more realistic pace, taking upsignificant runway before finally getting off the ground. Aftertakeoff, I engaged the VNAV and LNAV modes and allowed the aircraft totake over flying itself to San Francisco. At this point, the tutorial goes much more in-dept regarding usingthe autopilot, including various VNAV profiles. Cruise in a 747 is rather uneventful, with little to do other thanfuel management and planning ahead for climbs or descents. As per themanual though, the iFly 747 is designed for use with time accelerationof up to 8x, most certainly a welcome feature when flying offline. After a lengthy cruise, I came back to find the simulator paused ashort distance from the Top of Descent point. At this point, Iconfigured the FMC to take the GOLDN6 arrival to RWY 28R for thevisual approach, clearing any discontinuities as I found them. /images/reviews/ifly747/t/ifly747-8-approach-01.jpg /images/reviews/ifly747/t/ifly747-8-approach-02.jpg /images/reviews/ifly747/t/ifly747-8-approach-03.jpg /images/reviews/ifly747/t/ifly747-8-approach-04.jpgFor descent, I once again elected to use VNAV to control my descentinto KSFO. VNAV is such a handy feature that is sometimes taken forgranted, and it's only when flying smaller aircraft without thisfeature that I really appreciated the availability of VNAV. Lining up for the runway, the aircraft was much slower to respondto my control inputs. This add-on really gives the feeling of flying aheavy aircraft and requires that you constantly plan ahead in order toperform pitch and bank adjustments early to stay ahead of theaircraft. Should you choose to hand fly the approach, do note thatconstant input is required to keep the aircraft on the glideslopeunlike default aircraft, which are generally more stable to fly. On landing, I planted the aircraft somewhat firmly onto the runway,and activated the reversers. Just like on take-off, the aircraftslowed down very gradually, much like how you would expect a heavy toperform. /images/reviews/ifly747/t/ifly747-9-landing-01.jpg /images/reviews/ifly747/t/ifly747-9-landing-02.jpg /images/reviews/ifly747/t/ifly747-9-landing-03.jpgHaving made the flight form London to San Francisco, I must saythat I was truly impressed with the complexity of flying the 747 aswell as the accuracy with which the developers at iFly have recreatedthe actual aircraft. /images/reviews/ifly747/t/ifly747-10-parked-01.jpg /images/reviews/ifly747/t/ifly747-10-parked-02.jpgFinal CommentsThrough my experiences with the aircraft, I am highly impressed bythe iFly 747-400 v2. From the stunning graphics to the in-depthsystems to the detailed documentation, this product is very friendlyto beginners and veterans alike. Additionally, whilst this is acomplex aircraft, the processing power required to run this add-on isnot very demanding at all. I was able to get frame rates in the regionof the 30s on my mid-range system (with a Pentium G series) from2014. Ultimately, whilst there are other detailed 747 simulations outthere, the iFly 747-400 is a highly affordable option that gives youboth the -400 and -8i models in a single package whilst maintainingsystem depth. Therefore, if you're a flight simmer looking for a morecomprehensive simulation experience or even a veteran looking to takethe next step, the iFly 747-400 would certainly be an affordableoffering that is almost too good to pass up. /images/reviews/ifly747/fod-190-ifly-jets-747-400.jpgMeng Yu Purchase iFly Jets 747-400 for FSX
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Hello all: Decided to take a leap and fly from Denver to Ireland today. All was going well until I lost all four engines not that far across the US. I discovered that fuel was only feeding from the left and left auxiliary tanks, and I have given up on finding a functional x-feed switch. Does anyone know how to get fuel out of all the tanks??? I would appreciate any help! Thanks...
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iFly Jets 747-400Publisher: Flight1Review Author: Meng YuSuggested Price: $59.95/images/fsc/wbicons/store-buy-now-button.pngThough the development of the 747nearly bankrupted Boeing initially, the plane has now evolved tobecome one of the most recognizable aircraft that ever took to theskies. Today, the 747 has been adapted to fill multiple roles beyondthat of a passenger and cargo aircraft, including the carrier aircraftfor the space shuttle, an airborne telescope and laser (separateaircraft) and even the presidential transport for the United States ofAmerica and several other countries. The -400 model of the 747 which we will look at today features manyimprovements over its "classic" predecessors, including glass cockpitdisplays and, most notably, a 2-man crew instead of three. The -400 alsohad several derivatives, including the 747-400M combi for carryingboth cargo and passengers, the 747-400D for filling high densitydomestic routes (and lacks winglets!) and the Large Cargo Freighter(LCF) for transporting oversized cargo. /images/reviews/ifly747/t/ifly747-1-8i-01.jpg /images/reviews/ifly747/t/ifly747-1-8i-02.jpg /images/reviews/ifly747/t/ifly747-1-8i-03.jpg /images/reviews/ifly747/t/ifly747-1-8i-04.jpgDevelopmentiFly has faithfully recreated the 747-400 in all its glory forPrepar3D (both 32-bit and 64-bit versions) and of course, FlightSimulator X. Included in this package is the base passenger version ofthe 747-400 with three engine configurations: The General Electric CF6-80,the Rolls-Royce RB211 and the Pratt and Whitney PW4000. An update in December of 2018 introduced the 747-8i passengermodel, at no additional cost to registered users of the iFly 747-400v2. This is not a simple exterior model, but includes severalimportant system changes as well, including an Electronic Checklistand several updates to the panel displays, resulting in a somewhatcomprehensive 747-8i simulation beyond an exterior model change. Moreinformation is included in a PDF after installing the update. Furthermore, should you wish to become a cargo pilot, the iFly teamhas introduced a 747 Boeing Converted Freighter (BCF) model of the747-400 in February this year, which features appropriate adjustmentsto the model of the -400 to reflect the aircraft in reallife. However, the BCF model is not available for 32 bit versions ofP3D and FSX, a reasonable decision considering the myriad of benefitsa 64-bit simulator has. Hence, for the price of the 747-400, you would receive five variantsof the 747 in total: the -400 GE, -400 PW, -400 RR, -8i and BCF. /images/reviews/ifly747/t/ifly747-2-variants-01.jpg /images/reviews/ifly747/t/ifly747-2-variants-02.jpg /images/reviews/ifly747/t/ifly747-2-variants-03.jpg /images/reviews/ifly747/t/ifly747-2-variants-04.jpg Exterior AppearanceThe iFly 747-400 ships with three liveries: Virgin Atlantic and Britishairways for the GE and RR engines respectively, and an iFly livery forall three engine variations. Additionally, there are a total of 47 otherliveries available for download on the Flight1 file system, includingthe liveries of KLM, Northwest and Delta so you are likely to find alivery that you wish to fly. /images/reviews/ifly747/t/ifly747-3-exterior-07.jpgIn terms of the exterior model, the iFly 747-400 certainly looksthe part of a high-quality add-on. The modelling and textures are verywell done and are of a standard comparable to other high-qualityadd-ons. The sheer variety of downloadable liveries from Flight1 alsomeant that I was able to select a livery that was appropriate for theflight I was undertaking. Besides textures, the aircraft is not at all short on animatedcomponents. Through the FMC, I was able to open every door on the 747,including the second level emergency exits. Additionally, smallerdetails have also been modelled, such as the air intake for theAPU. Control surfaces also move according to the number of hydraulicpumps that are currently operational. When pumps are turned off, youcan observe that control surfaces deflect less and some even stopmoving at all! These features really show the dedication of iFly tothis add-on as they could have easily glossed over these details, yetthey chose to include then in this add-on. Ground services such as a Ground Power Unit and a Ground Air Sourceare also available, in the event you wish to simulate an inoperativeAPU, but unfortunately there does not appear to be ground servicevehicles included in the model. /images/reviews/ifly747/t/ifly747-3-exterior-01.jpg /images/reviews/ifly747/t/ifly747-3-exterior-02.jpg /images/reviews/ifly747/t/ifly747-3-exterior-03.jpg /images/reviews/ifly747/t/ifly747-3-exterior-04.jpg /images/reviews/ifly747/t/ifly747-3-exterior-05.jpgOverall, the iFly 747-400's exterior is excellently modelled withmany tiny details that will no doubt allow you to have an immersiveand enjoyable experience flying the aircraft. Interior AppearanceMoving onto the interior of the aircraft, iFly once again did notdisappoint. The virtual cockpit has a full set of 3D modelled knobs andswitches, HD textures and comprehensive systems including a fullyfunctioning FMC. /images/reviews/ifly747/t/ifly747-4-interior-09.jpgThe 3D switches really add to the immersion of the add-on, givingthe aircraft a professional feel. Whilst some less important switchescould have easily been replaced with textured surfaces (such as thecircuit breakers), iFly's decision to include them goes to show theattention to detail the team at iFly had. Another detail of the aircraft rests in the EICAS display. On theRB211-engined variant of the 747-400, the lower EICAS display showsboth N2 and N3 indications, whereas only N2 rotation speeds are shownfor both the CF6-80 and PW4000 engines. This is to reflectRolls-Royce's triple spool engine design. Additionally, the team at iFly has chosen to include a fullyfunctioning set of 2D panels, a useful component for those who eitherstill wish to fly with these panels or prefer to use them to accessswitches. Personally, I found the 2D panels a helpful additionespecially when flying without any camera add-ons as it allows foreasy access to the various switches on the overhead panel without anyawkward camera angles. However, if you prefer to stick with thevirtual cockpit, that option is readily available too. /images/reviews/ifly747/t/ifly747-4-interior-01.jpg /images/reviews/ifly747/t/ifly747-4-interior-02.jpg /images/reviews/ifly747/t/ifly747-4-interior-03.jpg /images/reviews/ifly747/t/ifly747-4-interior-04.jpg /images/reviews/ifly747/t/ifly747-4-interior-05.jpg /images/reviews/ifly747/t/ifly747-4-interior-06.jpg /images/reviews/ifly747/t/ifly747-4-interior-07.jpg /images/reviews/ifly747/t/ifly747-4-interior-08.jpg Systems And DocumentationWhen it comes to the systems of this add-on, iFly really has leftme speechless. In additional to the complete set of gauges andcomprehensive FMC as outlined before, there are several other keyfeatures that are modelled. An example of this comprehensive programming is in the hydraulicssystems. The switches that control the hydraulic systems are notmerely aesthetic but really do affect the way the control surfacesmove. From the Boeing 747 Operators' Manual the hydraulic systems loadis as follows: "Systems 1 and 4 power the trailing edge flaps, landing gear,normal brakes (SYS 4), alternate brakes (SYS 1), and steering. Systems1 and 4 also provide redundant power to the primary flightcontrols. Systems 2 and 3 power the primary flight controls,stabilizer trim, and elevator feel. System 2 also powers the alternatebrakes and lower yaw damper. System 3 powers the upper yawdamper. Systems 1, 2, and 3 power the related center, right, and leftautopilot servos. Systems 2, 3, and 4 power the spoilers." For those who prefer a visual representation of the systems: /images/reviews/ifly747/t/ifly747-5-schematic-01.jpgIndeed, when testing the aircraft, switching off all but system 1results in operative spoilers, and powering on only systems 3 and 4results in operative spoilers across the aircraft, but only flightcontrols on the right side respond to control inputs. Beyond the hydraulic systems, there are dozens of other systemsthat have been modelled in-depth, including the electrical, fuel andair systems. Detailed explanations for the operations of these systemscan be found in the "iFly 747 Operator's Manual" under \iFly\744\Manual. I strongly recommend a good readthrough ofthe manuals if you wish to understand more about the Boeing 747. Flight DynamicsIn order to better understand how the aircraft works and handles, Ifollowed along on the tutorial flight, a step by step guide for aflight from London Heathrow to San Francisco International Airport,with the flight time at just over 10 hours without time acceleration. /images/reviews/ifly747/t/ifly747-6-colddark-03.jpgOur tutorial first takes us not to the simulator, but to theaircraft configurator where we must set the payload and fuel for theflight. As per the instructions, we took aboard 382 passengers andjust over 20 tons of cargo. A minor complaint I have regarding thisprocess would be that there is no option to simply input a passengernumber. To get 382 passengers, I found myself selecting the full 416passengers and clicking away till the number of passengers dwindleddown to 382. Perhaps there's a better solution to this, but I haven'tdiscovered that from poking around the configurator. The fuel loading was especially interesting. Whilst you are able toinput the desired quantities of fuel into each tank yourself, the 747has a somewhat complex fuel management system, where fuel must bedelicately managed to feed the main tanks to ensure that the aircraftis balanced throughout the flight. For this, the iFly 747 configuratorautomatically spreads the fuel load correctly amongst the tanks as periFly's programmed "fuel logic". After loading the passengers and fuel, iFly guides the user throughseveral pages of settings, which should be set correctly for thesystems to function properly. Amongst other customizations, a keypoint to note when prepping the aircraft is to ensure that metricunits are used in the simulator. This is to ensure that the FMChandles weights correctly when performing our preflight later on. After some rather quick time with the configurator, we are finallyready to load the aircraft up and fly! /images/reviews/ifly747/t/ifly747-6-colddark-01.jpg /images/reviews/ifly747/t/ifly747-6-colddark-02.jpgSetting up the systems in the FMC went extremely smoothly. I cannotstress the importance of a good tutorial flight enough as it makeslearning how to fly what you've just bought so much simpler. Unlike asimple checklist, a tutorial flight provides visual aids and astep-by-step guide as to what to click and what to input. Through myown experiences, I am extremely thankful to iFly for including atutorial flight to make things so much easier. After powering up the aircraft, I was ready to taxi. Taxiing theaircraft really gave me a feel for just how heavy an aircraft I'mflying, certainly a departure from the commuter propliners I've beenreviewing lately. Despite the size of the 747, I noticed that it doesnot take an immense amount of throttle to get it moving even whenflying it in a fairly full configuration. /images/reviews/ifly747/t/ifly747-7-takeoff-01.jpg /images/reviews/ifly747/t/ifly747-7-takeoff-02.jpg /images/reviews/ifly747/t/ifly747-7-takeoff-03.jpgA gripe I had with the default 747-400 was the unrealisticacceleration of the aircraft on take-off. Hence, I was very happy whenthis iFly 747, accelerated at a more realistic pace, taking upsignificant runway before finally getting off the ground. Aftertakeoff, I engaged the VNAV and LNAV modes and allowed the aircraft totake over flying itself to San Francisco. At this point, the tutorial goes much more in-dept regarding usingthe autopilot, including various VNAV profiles. Cruise in a 747 is rather uneventful, with little to do other thanfuel management and planning ahead for climbs or descents. As per themanual though, the iFly 747 is designed for use with time accelerationof up to 8x, most certainly a welcome feature when flying offline. After a lengthy cruise, I came back to find the simulator paused ashort distance from the Top of Descent point. At this point, Iconfigured the FMC to take the GOLDN6 arrival to RWY 28R for thevisual approach, clearing any discontinuities as I found them. /images/reviews/ifly747/t/ifly747-8-approach-01.jpg /images/reviews/ifly747/t/ifly747-8-approach-02.jpg /images/reviews/ifly747/t/ifly747-8-approach-03.jpg /images/reviews/ifly747/t/ifly747-8-approach-04.jpgFor descent, I once again elected to use VNAV to control my descentinto KSFO. VNAV is such a handy feature that is sometimes taken forgranted, and it's only when flying smaller aircraft without thisfeature that I really appreciated the availability of VNAV. Lining up for the runway, the aircraft was much slower to respondto my control inputs. This add-on really gives the feeling of flying aheavy aircraft and requires that you constantly plan ahead in order toperform pitch and bank adjustments early to stay ahead of theaircraft. Should you choose to hand fly the approach, do note thatconstant input is required to keep the aircraft on the glideslopeunlike default aircraft, which are generally more stable to fly. On landing, I planted the aircraft somewhat firmly onto the runway,and activated the reversers. Just like on take-off, the aircraftslowed down very gradually, much like how you would expect a heavy toperform. /images/reviews/ifly747/t/ifly747-9-landing-01.jpg /images/reviews/ifly747/t/ifly747-9-landing-02.jpg /images/reviews/ifly747/t/ifly747-9-landing-03.jpgHaving made the flight form London to San Francisco, I must saythat I was truly impressed with the complexity of flying the 747 aswell as the accuracy with which the developers at iFly have recreatedthe actual aircraft. /images/reviews/ifly747/t/ifly747-10-parked-01.jpg /images/reviews/ifly747/t/ifly747-10-parked-02.jpgFinal CommentsThrough my experiences with the aircraft, I am highly impressed bythe iFly 747-400 v2. From the stunning graphics to the in-depthsystems to the detailed documentation, this product is very friendlyto beginners and veterans alike. Additionally, whilst this is acomplex aircraft, the processing power required to run this add-on isnot very demanding at all. I was able to get frame rates in the regionof the 30s on my mid-range system (with a Pentium G series) from2014. Ultimately, whilst there are other detailed 747 simulations outthere, the iFly 747-400 is a highly affordable option that gives youboth the -400 and -8i models in a single package whilst maintainingsystem depth. Therefore, if you're a flight simmer looking for a morecomprehensive simulation experience or even a veteran looking to takethe next step, the iFly 747-400 would certainly be an affordableoffering that is almost too good to pass up. /images/reviews/ifly747/fod-190-ifly-jets-747-400.jpgMeng Yu Purchase iFly Jets 747-400 for FSX
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Hello all, I have a 747-400 aircraft that I got from my VA, which from what I understand is a Posky 747 combined with an iFly 747 panel. I really enjoy this aircraft since it has some pretty realistic features as far as the systems go. However, after my last computer upgrade (new computer), every time I try to load this version of the 747, FS stops responding. I have had this problem across all 3 versions of FS (FS2004, FSX. FSX:SE). I have tried updates, re-downloading and reinstalling, everything that I can think of within normal software troubleshooting. I am an "IT guy" if you will, so I know the normal surface stuff. however since my specialty is network and not programming, I haven't tried anything in depth with files. Anyone have any ideas please? Eventually I will probably purchase a good payware version, but for now I'd really like to figure this out. Thanks in advance.
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/images/notams/notams18/ifly1225/ifly1225.jpgSurprise - iFly Jets Release 747-8i as a Free Update for their iFly747-400 Series! iFly Jets and Flight One Software are pleased to announce therelease of Service Pack 3 (SP3) for the iFly 747 Series simulation forFSX/FSX-SE, P3D v3 and P3D v4. iFly Jets: 747-400is one of the most advanced simulations ever brought to the P3Dplatform. Working with well-known 747 Captains and Engineers, the iFlyteam captured the "Queen of The Skies" like never before. Highaccuracy simulation of cockpit and systems and a full load of featuresmake this a premier expansion to Lockheed Martin's Prepar3D andMicrosoft's FSX/FSX-SE. The product was tested by real 747 pilots tohelp maintain the accuracy required for this simulation. Service Pack 3, which adds the 747-8i (748i) model, is free to allcurrent and future registered users of the base iFly 747-400 forFSX/FSX-SE and P3D. /images/notams/notams18/ifly1225/airchina.jpgService Pack Includes:For FSX/FSX-SE and P3D users, SP 3 adds the 748i model andassociated differences and new systems: LNAV and VNAV refinements (747-400)748i Features Include:INTEGRATED APPROACH NAVIGATION (IAN)REQUIRED NAVIGATION PERORMANCE/ACTUAL NAVIGATION PERFORMANCE (RNP/ANP)Vertical Situation Display (VSD)Airport Map Display /images/notams/notams18/ifly1225/7478iND.jpgp>For FS2004, the LNAV and VNAV refinements from the 748i work wereadded. The 748i model is not included.SP3 also includes updated documents, including a 747-400/747-8idifferences document. So head over to the Support Forums to grab Service Pack 3 and enjoyor purchase this great aircraft via the Flight1 Purchase Agenttoday. - Happy iFlying! /images/notams/notams18/ifly1225/7478i.jpgMore information can be foundhere.
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/images/notams/notams18/pmdg0924/pmdg0924.jpgPMDG is proud to offer the PMDG 747-400 Queen of the Skies II forLockheed Martin's Prepar3D (v3.4 and up). Boeing 747-400The most iconic silhouette in aviation. PMDG is proud to present a new simulation of the Queen of the Skies- the Boeing 747-400. /images/notams/notams18/pmdg0924/747-400-1.jpgDeveloped over three years and building upon all of theaward-winning features of the PMDG 737NGX and PMDG 777 products, thePMDG 747-400 Queen of the Skies II is our most magnificent creationyet. We have included every variant of the aircraft in this singlepackage. The ubiquitous passenger 400 and freighter 400F models, thecargo-converted BCF, the "combi" 400M model, the extended range 400ERand 400ERF, and even the rare 400D domestic model that was used inJapan. Each variant is modelled with accurate weights, range andengine options. /images/notams/notams18/pmdg0924/747-400-2.jpgNo less than 35 pages of detailed options from the world's 747-400fleets are modelled. From the highly visible ones like antenna typesand position all the way to obscure cockpit display and FMC optionsthat real-world crews will recognize, it is the most complete set ofoptions ever placed into an FSX/P3D add-on aircraft. This package contains a simulation of the PMDG 747-400 Queen of theSkies II models including the full functioning Virtual Cockpit, adetailed tutorial, PMDG 747 Tutorial and the PMDG OPS Center. /images/notams/notams18/pmdg0924/747-400-3.jpgThis product is the Prepar3D Base Package for the PMDG 747-400Queen of the Skies II product line. Purchase PMDG 747-400 V3 Queen Of The Skies II For Prepar3D
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An Experience In A Qantas 747-400 Simulator By Alan Ramage A little background first... Picture the scene - here I was back in June on a tropical beach in Far North Queensland celebrating my 44th birthday - not much to think about other than whether it was time for the first cold beer of the day! Enter my dear wife, not with cold beer, but with 3 parcels - my presents at last! Open parcel no. 1 - a diecast model of a Qantas 747-400 - fine me thinks, just my wife's way of telling me the next holiday is planned. Open parcel no. 2 - Qantas tickets from Perth, Western Australia (where we live) to Sydney - holiday idea confirmed. Open parcel no. 3 - a letter from Qantas confirming a booking on one of their flight simulators for August 2 (which just happens to be our wedding anniversary)! The Qantas Boeing 747 simulator As fellow flight sim enthusiasts you will have some understanding of my reaction...disbelief, then excitement, then very shortly thereafter utter trepidation! Time for that beer! I've been flying sims since FS98, and spend far too much time doing so according to my wife, and consider myself reasonably proficient, but by no means an expert. So how the hell will I cope with a real simulator!? Once home from leave it is time to hit the e-mail to Qantas to finalise the arrangements. At this point my first thank you to Qantas (the world's best airline--and if you are reading this to Dimi of Flight Ops. in particular) - they were truly wonderful in answering my every query. Eventually I was booked on a 747-400 on Saturday 2 August at 7 pm with Captain John Grant. My preference is for the heavies, and despite being a little long in the tooth now, my favorite remains the PSS 747-400 Professional. How will it compare? As the big day approaches spending even more time on the sim (sorry dear!), not to mention watching the video that comes with the PSS 747-400 package. I was as ready as I was ever going to be. Help! Depart Perth for Sydney flying Qantas (who else) late on a Thursday afternoon - with the help of the ever present tail winds flying west arrive just under 4 hours later (the flight back takes around 5 hours!). As a thank you to my dear wife spend 2 days hitting the shops, but Saturday evening cannot come quickly enough. 6 pm on Saturday 2 August - time for the taxi to the Qantas Jet Base at Mascot. Arrive at security, and wait for Captain Grant. Nervous - you bet! Enter Captain John Grant - first things first - sign the indemnity form in case I break something - what is the likelihood of breaking a AUS$30m simulator!? - what would the bank manager say? Also time to hand over the dollars - did I not mention that before, this experience costs serious money. Time to go - we walk over to the simulator centre - we look through one of the windows and Captain Grant explains that this is simulator no. 7 and will be the one we will be using. I ask for my money back! This thing is huge - a behemoth standing on stilts 30 feet in the air, and moving (it was being used at the time). My wife, Jocelyn, in the first officers seat Captain Grant explains that the seven simulators (747-400, 747-200 and 767) are in almost 24x7 use - it is not uncommon for him to be carrying out check sessions at 3 am. Following a brief tour of the hugely impressive facility we enter the sim over a gang way, and in we go. I've visited flight decks before (pre 9/11) and these places never cease to install a sense of awe. There has been no briefing - Captain Grant had asked on the way over what experience I had, only to be met with the reply that it was all flightsim based - no reaction but I could almost see what he was thinking. "Take a seat" I am told. Which I do - the pilots - my wife takes the first officers for the time being (refer to picture above). I look around. First thoughts and time for comparison to the PSS 747-400 - despite all the instruments now being set out expansively before me, it is with relief that much is familiar. Looking straight ahead the glareshield, primary flight display, EICAS are all comfortingly familiar, as is the overhead and throttle panels including the FMC, although there are a number of differences in location of a few instruments, but nothing too major. The biggest difference is the navigation/radio panel, but hopefully I won't have too much to do with that! The PSS 747-400 does not even try to replicate that panel. I am sitting miles away from the control stick - how do you move the chair? Fumble underneath and at the side for a lever, and eventually find the correct one - the chair swings in slightly and then forward. The rudder pedals are still too far away - what now? At this point Captain Grant explains that is what the little handle immediately below the primary flight display is for. Now sitting comfortably, and pull on the full harness. "Where do you want to take off from?". After a moments hesitation "Runway 21 at Perth" (my home town). Within seconds I am looking at runway 21 at YPPH (note to Microsoft: the FS2002 scenery for this airport, particularly the surrounding countryside, is shockingly bad - there are no hills that close to the airport!). Captain Grant busies himself programming the FMC for a flight to Adelaide, South Australia. "It's your take-off"! Try to calm down, and repeat what I have done hundreds of times sitting in the comfortable familiarity of my study at home staring at my PC. The sim has been set up with engines running, so I call for flaps 20 - because my wife is still in the co-pilots seat Captain Grant leans over the carries out the command. Turn the autobrake to "RTO" - it feels very, very strange turning a real switch rather than clicking a mouse. Flight Director "on", "auto-throttle "on", altitude set for "5000", heading set for a straight out departure. Check lights are set, passenger signs are on (that switch turns out to be a long way behind you on the navigation/radio panel). What have I forgotten - can't remember, so time to go - it will either get off the ground or it won't! Start to advance the throttles - Captain Grant says initially about 1 inch until stabilised - they are stiffer than I expect - then max power. We're moving. Next new experience is using the rudder pedals to keep it straight on the runway (keep your feet touching the floor as I am told). Not entirely on the centre line, but not too bad. Speed build up is slower than I imagined (or am I just imagining it). The sound effects are very realistic (developers please note!). Soon however V1 and VR is called (can't remember V2 being called!?) and I pull back on the stick - 13 degrees nose up I hear from the background, and we rotate - amazingly smoothly - the stick is firm but responsive - PC joysticks do not come close to replicating the effect. My study chair does not give me that sensation! Climbing now I call for gear up and again Captain Grant leans forward from the observers chair and executes the command. "Thank you". If I have missed any detail I apologise, but was concentrating way too much on trying to climb out. Speed builds up slowly (much slower than I am used to with the PSS 747-400 - the flight dynamics are not right in that regard) which probably explains why I have not had to call for any flap retraction yet. After what seems a long time I can call for flaps 10/5/1/up, which Captain Grant duly executes. Oh! the power of it all, beats pressing "G" and "F6" anytime. This is surreal. I've actually taken off. Virtually no time to look out of the cockpit window, but when I do there is not much similarity to the scenery using FS2002. FS2002 is actually much more detailed, and very few aircraft are around, either at the airport or flying around (I only ever encountered one in the air on TCAS--especially when you have become used to using UltimateTraffic) - and those aircraft which are there are generically painted. Later on during discussion with Captain Grant he explained that "eye-candy" was not what the sim was all about - all the pilots were concerned about was accuracy of the runways, placement of hills, and nav aids - anything else was largely superfluous. Then horror of horrors, Captain Grant leans over and switches off the flight director and the auto-throttle - "You will have to manually fly the SID. Climb to 5000 and maintain 250 knots." Help - by this time I would normally be on full autopilot, LNAV, VNAV etc. But we continue to climb out, and eventually have to execute a left turn towards the first way point. I cannot believe I am doing this. We approach 5000 and I lower the nose only to find the speed increasing - surprise, surprise in retrospect, but at the time what do I do now - OK back off the throttles, which is where the fun begins. This is called trimming the aeroplane, not something I have had to do before (sorry I haven't) - where the hell are the switches - it turns out they are on the control stick at the top left under my thumb. This aircraft is so responsive. After a few commanded turns, I am then instructed to climb to 20000 feet and maintain 280 knots (thankfully we use FLCH for this). You can actually feel the sensation of thrust as the engines power up for the climb - how do they do that - I want this at home!. I spend the next 15 minutes or so (time flies when you are enjoying yourself, or to be more accurate when you are so busy concentrating) following commanded turns by Captain Grant, at the same time trying to maintain 280 knots and 20000 feet - easy you say - try it some time without the flight director and auto throttle! I would like to say that I kept the aircraft at the right pitch, bank angle and speed, but I didn't - at times we were a bit like a roller coaster - my apologies to the 400 imaginary passengers, not to mention my wife who later admitted to feeling a little airsick! I however can honestly say that at times I was not aware of any motion, so hard was I concentrating - take-offs and landings were a different story. Ours truly and Captain Grant hidden in the co-pilot's seat However, things slowly improved with practice, and eventually Captain Grant switched the flight director, auto-throttle and heading selector back on to give me some (well-earned in my view) respite. Now for a landing - I explained that I normally do full IFR auto lands, so Captain Grant agrees that the first landing can be one - the sim is paused and the data for an IFR approach into Avalon, Victoria is programmed (not sure why he picked that airport) - an altitude of 3000 is set, and 230 knots. Later Captain Grant explains that most Qantas pilots, particularly after a long haul sector, will manually fly an approach. By this time my wife has vacated the co-pilot's seat and Captain Grant takes over. First thing is to fly a heading to intercept the glide slope, and to slow the plane to 180 knots - eventually flaps 10 are called for and Captain Grant executes. I press the "approach" button, the diamond is one notch above the centre, so I call for gear down, and again this is carried out for me. The nose pitches down, and I insert the flaps 20 speed on the indicator, and call for flaps 20, which is done, followed very shortly thereafter by setting the flap 30 speed of 147 knots, and calling for flaps 30. Rotate the auto-brake to "3", check the speed brake is armed - which while I have been busy Captain Grant has done for me! Start to change the display to approach mode, only to be told generally it is left in map mode even for ILS approaches. At 1500 feet all 3 three AP lights illuminate, and we continue our descent at 800 feet/per minute - this plane is so stable! Captain Grant sets the missed approach settings. 400 to go - at 100 feet engines retard, and we begin our flare -10 to go, and touchdown - time for reverse thrust, but again no "F2" - takes a few seconds to figure out how to engage, but eventually get there - again the sound (and sensation) is so real. Captain Grant calls out 80 knots and I disengage reverse thrust, and manually brake using the pedals. Bring the aircraft to a full stop on the runway - no taxiing at this point. I cannot believe I have landed this beautiful aircraft - OK with a little help! To cut a longer story short (the whole adventure took 2 hours or so) we do two more take-offs and landings, one landing with me acting as co-pilot and Captain Grant doing a manual VFR approach. Oh to have that skill. We end up finally landing at Cairns International, Queensland, and I am asked to taxi to the terminal - now that is how they turn on the ground - using a tiller on my left hand side! (Next time try and remember to disengage the autopilot before taxiing!). Conclusions Obviously there are enormous differences between the flight sims we are used to and the "real" thing some of which I hope I have successfully managed to convey in this article however PSS 747-400 (and those others which we all use, e.g. A320 Professional, DreamFlight 737-400) comes as close as can be reasonably expected to its real life equivalent for the money. Sure all the panels are not exactly true to life, the flight dynamics are not quite correct (particularly for take off and climb out), and the sound effects are nowhere near realistic, but a very good job for the price we pay to enjoy our hobby it is truly amazing that with only flightsim experience it was at all possible to make a reasonable attempt at flying this incredibly complex machine (Captain Grant gave an overall "very well done" and my wife "fantastic" - I think she may just be beginning to understand the obsession!) overall an amazing experience never to be forgotten - exhausting, nerve racking and exhilarating all at the same time And finally... A big thank you to Qantas for the experience, in particular to Dimi at Flight Ops. for arranging it all, to Captain John Grant for his patience and utter professionalism, and last but by no means least to my wife, Jocelyn, for organising this memorable experience. Time to start saving for next year... Alan Ramage Perth, Western Australia aramage@bigpond.net.au -
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How To...Fly A 747 B747-400 Operating Operational Information By Peter James Enjoy these techniques for flying the 747-400 (NW, that came with FS Patched version...patch available from BAO). I fly this 747 often, and have realistic procedures for you to follow so you can fly as I do with the utmost realism. The operations come from my real world flying, as well as manuals, books, videos and talks with real 747 pilots...and use the following to fly my NW 747-400 as close to real life as I possibly can. TAXI Once clearance has been received, I start my taxi roll with flaps up. Different airlines use different procedures for taxi, so follow whatever checklist you like, some may lower flaps before taxi. While taxiing I roll at between 10-20kts depending on the "openness" of the area. Sometimes even 25kts is allowed on a taxi. On the taxi I test freedom of flight controls, check trim in the proper spot (for me I like neutral on the panel, as I trim only with my CH Virtual Pilot Pros trim wheel..it's much smoother), and set all NAV and Comm Radios ahead of time at least for the departure routing and first or 2nd VOR. I also give the spoilers a test on the taxi. Taxiing the NW 747 requires good coordination with a lot of F11 and F12 differental braking with rudder deflection only half way or so on the controls indicator. DEPARTURE After double checking trim, flaps and alignment of nose, and selecting full exterior lights (a fantasy item as of yet on FS5)... I run the throttles 1/2 of the way up, check for positive flows, and RPM and then go to the following general settings and rotations as follows... HEAVY WEIGHT, HOT WEATHER HEAVY WEIGHT, COLD WEATHER FLAPS 20 NORMAL FLAPS 20 NORMAL FULL POWER FULL POWER Vr 165-170kts Vr 155-160kts _____________________________________________________________________________ MEDIUM WEIGHT, HOT WEATHER MEDIUM WEIGHT, COLD WEATHER FLAPS 20 NORMAL FLAPS 20 NORMAL FULL POWER POWER - Slightly less than full Vr 145-155kts Vr 140-150kts _____________________________________________________________________________ MINIMUM WEIGHT, HOT WEATHER MINIMUM WEIGHT, COLD WEATHER FLAPS 15 NORMAL FLAPS 15 NORMAL POWER - 80% OF FULL POWER - 80% OF FULL Vr 135kts Vr 130kts FLAPS 20 NORMAL (Short field Ops) FLAPS 20 NORMAL (Short field Ops) POWER - 80% OF FULL (100% if takeoff is on POWER - 80% OF FULL (100% if takeoff is on runway of 6000' or shorter) runway of 6000' or shorter) Vr 125-130kts Vr 120-125kts _____________________________________________________________________________ Continuing takeoff... Once airborne, raise pitch to at least 10 degrees, watch for positive rate, and once up 150 feet or so, select GEAR UP... then WATCH AIRSPEED... if it's accelerating slowly, leave pitch alone and accelerate to about 180-190 kts and then take up one flap setting. If airspeed is accelerating rapidly after liftoff, then pitch up to 20 degrees or so. Select up one flap right away. At 210 kts or so, all but the last flap ought to be up. Above 210kts, clean up wing. Watch speed and climb at 250kts...by reducing power to not exceed. Also, at 1500 AGL reduce some power for noise abatement, but only if airspeed and climb rate are high. Sometimes a lot of power reduction is necessary to keep 250 kts in a light 747. Climb rates as long as speed is at 250kts...can be very high, go ahead and let climb rates be at 4000 - 6000 fpm until 10,000' is reached. Airlines like to hustle up to smoother air rapidly, so if she's climing rapidly, let her. CLIMB Above 10,000 lock (CTL-T) attitude to shallow angle of climb, or VSI for a climb if using an adventure file with VSI function, or altitude hold. Climbing the -400 is at 300-350kias until 20,000 feet or so, and then M.72-M.77 or so further up. Power may need to be increased to full if heavy weight to keep the forward speed. The climb rate varies.... JUST TRIM CLIMB RATE OR ATTITUDE FOR THE AIRSPEED YOU WANT. THAT'S IT... LET CLIMB RATE BE WHAT RESULTS...unless directed by ATC for a specific Climb rate. Usually a M.70 or higher climb will be about 2000fpm or so..depending on weight, temp etc... CRUISE The 747-400 is the fastest airliner cruising at subsonic speed. I see real 747's Cruise at M.85 on occasion, and even heard of M.86 if the pilot wishes to push it way up. Normal Cruise I use is M.84. About 490 ktas. Ground speed in no wind would be 490 kts roughly. FL 310, 330, 350, 370, 390 and 410 are all useable, depending on weight. Occasionaly at light weight, flight to 430 may be possible, but 410 is a good realistic max cruise altitude... especially on long hauls. MAKE SURE YOUR OUTSIDE AIR TEMP IS AT LEAST -50 FOR HIGH ALTITUDES...IF NOT YOUR FLIGHT DYNAMICS ARE UNREALISTICALLY POOR AT THESE ALTITUDES AND YOUR SPEED AND FUEL CONSUMPTION WILL BE HORRIBLE IF TOO WARM A TEMP IS USED....SO DON'T USE FS5 AUTOMATIC WEATHER GENERATION... IT NEVER SETS A REAL TEMP ALOFT! It's normal to start a heavy weight long haul at 310 and then step climb every hour or so to higher altitude. Don't try 410 right away unless you're light...'cause you'll slow down too much in the attempt! Keep all turns 30' maximum... and remember THE FS5 747-400 WILL SPIN IF STALLED AT A STEEP TURN...STALL SPEED WILL BE NEAR 210 KTS IF HEAVY IN A TURN!... you'll find yourself like the real JAL crew did years ago... spinning a 747 from FL430 over the Pacific ocean enroute to SFO. They pulled out at 10,000 with broken doors and a cabin ripped and G-forced apart... don't let that happen to you at home! DESCENT Power as necessary to hold cruise M # to 10,000', and a rate of decent 2000 fpm util ATC wants a more rapid descent rate. If a quick descent is needed... Power to idle please! ARRIVAL TO AIRPORT VECTORING AREA Flaps go to first notch at about 230 kts or so... especially if maneuvering is needed. 210kts if straight ahead only flying. Fly clean if you need 250 kts. Once on ILS.. localizer, select 1st notch if previously clean. Speed 210 kts or so. LANDING Once on ILS, slow to 170 kts. If light weight, then 1st notch of flaps is fine. Once crossing the OM, select GEAR DOWN, AND 2ND NOTCH and reduce power to 150-160kts or so depending on weight. KEEP VSI TO HOLD GS ...do this by adjusting power. Leave pitch shallow... basically level on the ATI. Approaching the MM or even when just passing the OM, FULL FLAPS. Let speed slow by small reduction in power, and possible increase in pitch if necessary. BUT WATCH AIRSPEED. ADDING THE LAST FLAP WILL PITCH YOU UP AND REALLY SLOW THE AIRCRAFT...SO KEEP IT AT YOUR VREF, AND RETRIM NOSE DOWN SLIGHTLY...AND YOU'LL THEN NEED MORE POWER IF ALREADY AT YOUR VREF. You can feel those huge flaps shaking and vibrating in the wind...as you'll need to spool up the engines more to keep her flyin'. The 747 is now ready for touchdown with full flaps, descent rate set at 500-1000 fpm and Vref set. It's a game of throttle power, pitch (keeping it about 0-3 degrees pitch up), and airspeed to hold the GS and keep the 747 on a good final approach. If not all 3 items are in check the landing will be bad or worse. At any one time you loose pitch, airspeed or VSI control, and you're not an experience flightsimmer...you will crash. It takes years of practice to learn the techniques of recovering a bad approach, and often a Go around is the only hope. NEVER TRY MANEUVERING THE 747-400 INSIDE A 10 MILE FINAL! NEVER BANK MORE THAN 30'. WATCH YOUR COORDINATION...but really, you won't spin uless you stall, so I don't coordinate the turns hardly ever...it really isn't necessary unless near stall speed. TIPS: KEEP BASE TURNS AT 20' FLAPS AND AT LEAST 190-220KTS until on final! Then hold 170kts till on the final until the OM. Over the runway fence.. or pavement... at about 75 feet, start to flare slightly, at 30 feet hold landing pitch, VSI about 500 fpm (1000 fpm is too hard and will cause a crash) and cut power to idle. If you do a good job, you'll only hear the rumbling of the flaps and cabin as you grease it in! IN CASE YOU BOUNCE... a hard landing 500-999 fpm may result in a bounce! If so, quickly get your mind to the same procedure as you were in the flare, but add a little power because you've lost a good 15 kts or so during the bounce and unexpected liftoff. IF YOU DON'T ADD A LITTLE POWER YOU'LL HIT THE GROUND TOO HARD AND GET A CRASH ON THE 2ND LANDING! HOLD PITCH FOR TOUCHDOWN (3 - 5 degrees up). ADDING TOO MUCH POWER WILL MAKE THE PLANE FLOAT OR FLY AGAIN, SO WATCH YOUR VSI!! Keep VSI at 500 fpm down and another good landing can be made! ON THE 747-400 PANEL, the 500 fpm mark is near 1/2 the first tick line. VREF (at the MM) speeds to follow. AT MAX WEIGHT... 150 - 155kts, AT MINIMUM WEIGHT (almost empty) 120 - 130kts. Most landings are medium weights (50% fuel) for me, so 135-140 kts is good. HERE'S MY GUARANTEED WAY TO LAND WITHOUT EVEN AN AIRSPEED GAUGE...and this will tell you the right speed for the weight at hand...if you don't know. (once you get your GS descent rate set, and your pitch for landing set...a little pitch up won't hurt too...look at the airspeed! VOILA...that's the speed you should use!!!! See, if the GS descent rate wasn't right, or your pitch not set...the speed you see obviously isn't working right...get it?) TOUCHDOWN AND STOPPING Once the mains are firmly planted, your nose is still in the air. Slowly lower it to the runway, and once it hits, make sure steering is straight ahead. Select spoilers up, select full reverse, steer and wait. Let the reverse do the work down to 80 kts, then hold the manual brakes in and between 80 and 60kts kill the reversers. Use braking as necessary. Often real 747 pilots hit the gradual high speed turnoffs at 60 kts. Don't take 90 degree taxiways at more than 10 or 15 kts. SHORT FIELD ARRIVAL TECHNIQUE Do to ATC demand for a minimum roll out, long float down a long runway that's now short (he he) or an arrival to a runway of 6000' in length or less use the following... Upon touchdown, let nose stay in air. Select spoilers up, then go full reverse with nose still in the air. Let the reverse power lower the nose for you, in fact hold it "up" to prevent rapid slam down of the nose wheel and 1st class cabin! Brakes can be held steady now even before nose is down. This will naturally help the screaming reversers slow you down, and drop the nose. So again watch the nose. Having the nose in the air during this helps slow the aircraft also. You'll be amazed at the rapid stopping power of the 747. Pavement roll distances will only be 3000 feet or so with this tecnique - barring a max weight landing! MISC. INFO The 747 at empty weight has a stall speed of ONLY 86 KTS!!! So takeoffs and landings can be done at well under 120kts... with a VREF of only 115 kts shown in my real performance manual! The 747 can and often departs a runway with a ground roll of 3500 feet or so at minimum weights (this, non pilots never believe.. but it's true!) Flaps up landings add almost 60 kts to your VREF speed! So try it at a final of 220kts someday...wow! You'll land but catch the tires on fire! In heavy crosswinds, or windshear a 20 degree landing may be necessary! With flaps 20, use a VREF + 20-25 kts on final! A GO AROUND is like a takeoff...full power, pitch up, flaps up to 20, then positive rate and gear up and the rest as usual... Have fun flying the biggest, and most challenging jetliner on FS5. I fly with a 486-66 and a CH Virtual Pilot Yoke and Pedals. It took me 8 years to be a precise flightsimmer, and even with real life flying I love this hobby more than you can imagine. I boast no one loves flightsim more than me!!! -
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