B747-400 Sim hints tricks etc
Join Date: Oct 2010
Location: uk
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The A320 sim thread was a great idea (especially since you need a few tricks up your sleeve on that aircraft!).
I would be very grateful if anyone could come up with similar for the 747-400 sim. I am very rusty having been away from the aircraft for a while and could do with some pointers. Please?
M
I would be very grateful if anyone could come up with similar for the 747-400 sim. I am very rusty having been away from the aircraft for a while and could do with some pointers. Please?
M
Join Date: Apr 2006
Location: Krug departure, Merlot transition
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What are you looking for, attitudes and power settings, rules of thumb, acronyms?
For starters, 45˚ steep turns at 270/280 KIAS: as you roll into the turn, pitch back until the top corner of the box (representing the aircraft nose) is just touching the bottom of the 5˚ pitch line, add a knob's worth of thrust, and she'll fly at 45˚ all day, on rails.
You just need to keep an eagle eye on the sky pointer to nail the 45˚, and on the pitch indicator to keep it just touching the bottom of the 5˚ line. The odd glance at the speed trend and adjust thrust accordingly.
What a beautiful ship to fly.
MD
For starters, 45˚ steep turns at 270/280 KIAS: as you roll into the turn, pitch back until the top corner of the box (representing the aircraft nose) is just touching the bottom of the 5˚ pitch line, add a knob's worth of thrust, and she'll fly at 45˚ all day, on rails.
You just need to keep an eagle eye on the sky pointer to nail the 45˚, and on the pitch indicator to keep it just touching the bottom of the 5˚ line. The odd glance at the speed trend and adjust thrust accordingly.
What a beautiful ship to fly.
MD
Join Date: Apr 2006
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Continuing along the basics of manual flight:
270 tons flight, all attitudes approximate to about one degree (which is more accurate than I can fly anyway, and that's on a good day
). Rules of thumb in italics.
Rotate slowly (2.5˚ to 3˚ per sec) to just over 10˚ pitch initially (or 10˚ for engine failure scenario), at which point you should hear the click of the landing gear lever latch retracting, announcing you're airborne. At typical thrusts and flaps 20, 12.5˚ will hold V2+10 nicely. For flap 10 it will be closer to 14˚, or more. For 3 engines, pitch at or barely above the 10˚ line should work well.
Acceleration: setting the aircraft pointer box so it is sitting just on the top of the 7.5˚ line works nicely as a place to start: monitor VSI and adjust attitude as necessary to keep 500-1000FPM as you accelerate.
Level flight. At 270 tons and 250 knots, pitching just below 5˚ should keep level flight. Thrust should be about 1.17 (that's an RB211 epr value, for PW4056/4062 engines at these lower thrust levels, using the RR value and subtracting ten works well, so for 1.17 read 1.07).
Level decel and configuring. Ref30 speed for a 744 is 140 knots at 240 tons. For each ten tons more or less, add or subtract three knots. Thus Ref30+80 for 270t becomes 140 + (3 x 3) = 149, so Ref30+80 will be just under 230 kts at 270t. You will need just over 5˚, and about 1.16 epr.
Flap 1 will require pitch coming up to just below the 7.5˚ mark, flap 5 will need exactly 7.5˚, and flap 10 somewhere above the 7.5˚ pitch line. Flap 20 is the first setting that will require slightly less pitch, perhaps back down to 7˚. If you are decelerating slowly, 1.1 epr will work nicely, obviously set idle thrust if decelerating more briskly. If you need to maintain prolonged level flight at any of these flap settings, about .01 more thrust is required per flap setting (ie 1.16 at Ref30+80 and clean, 1.17 at Ref30+60 and flap1 etc).
Most flap settings on the -400 don't require that much thought to trimming, except for flaps 20 and 30. Setting flaps 20 she will balloon noticeably, and at 30 she will instead "drop the nose" quite promptly. As a rule of thumb, much like on the classic, when setting Flap 20 you need 2 seconds trim down to counter, when setting flap 30 you will need 3 seconds trim up.
Setting flaps 20 when the glideslope moves, gear down at one dot below, and flap 30 on the glideslope should work well for a conservative manual approach. For Ref30+5 final approach speed and flap 30, if you always keep the nose pointer box between the horizon line and the 2.5˚ pitch line you should be in the "ballpark". Thus if you see you need more rate of descent, set the pointer box so it just sits on the horizon, if you need less, pitch up so the top of the box sits right under the 2.5˚ pitch line. Thrust will be about 1.18 epr, or 1.23 for three engines (again, that will be about 1.08/1.13 for PW). Obviously these will vary in function of wind component, weight and glideslope angle.
Flare: wait until you hear the "30" RA callout, pitch gently back about two degrees, retard the throttles and hopefully the landing gear lever latch extending and the speedbrake lever whizzing by will be the only indications that you've touched down!
270 tons flight, all attitudes approximate to about one degree (which is more accurate than I can fly anyway, and that's on a good day
). Rules of thumb in italics.Rotate slowly (2.5˚ to 3˚ per sec) to just over 10˚ pitch initially (or 10˚ for engine failure scenario), at which point you should hear the click of the landing gear lever latch retracting, announcing you're airborne. At typical thrusts and flaps 20, 12.5˚ will hold V2+10 nicely. For flap 10 it will be closer to 14˚, or more. For 3 engines, pitch at or barely above the 10˚ line should work well.
Acceleration: setting the aircraft pointer box so it is sitting just on the top of the 7.5˚ line works nicely as a place to start: monitor VSI and adjust attitude as necessary to keep 500-1000FPM as you accelerate.
Level flight. At 270 tons and 250 knots, pitching just below 5˚ should keep level flight. Thrust should be about 1.17 (that's an RB211 epr value, for PW4056/4062 engines at these lower thrust levels, using the RR value and subtracting ten works well, so for 1.17 read 1.07).
Level decel and configuring. Ref30 speed for a 744 is 140 knots at 240 tons. For each ten tons more or less, add or subtract three knots. Thus Ref30+80 for 270t becomes 140 + (3 x 3) = 149, so Ref30+80 will be just under 230 kts at 270t. You will need just over 5˚, and about 1.16 epr.
Flap 1 will require pitch coming up to just below the 7.5˚ mark, flap 5 will need exactly 7.5˚, and flap 10 somewhere above the 7.5˚ pitch line. Flap 20 is the first setting that will require slightly less pitch, perhaps back down to 7˚. If you are decelerating slowly, 1.1 epr will work nicely, obviously set idle thrust if decelerating more briskly. If you need to maintain prolonged level flight at any of these flap settings, about .01 more thrust is required per flap setting (ie 1.16 at Ref30+80 and clean, 1.17 at Ref30+60 and flap1 etc).
Most flap settings on the -400 don't require that much thought to trimming, except for flaps 20 and 30. Setting flaps 20 she will balloon noticeably, and at 30 she will instead "drop the nose" quite promptly. As a rule of thumb, much like on the classic, when setting Flap 20 you need 2 seconds trim down to counter, when setting flap 30 you will need 3 seconds trim up.
Setting flaps 20 when the glideslope moves, gear down at one dot below, and flap 30 on the glideslope should work well for a conservative manual approach. For Ref30+5 final approach speed and flap 30, if you always keep the nose pointer box between the horizon line and the 2.5˚ pitch line you should be in the "ballpark". Thus if you see you need more rate of descent, set the pointer box so it just sits on the horizon, if you need less, pitch up so the top of the box sits right under the 2.5˚ pitch line. Thrust will be about 1.18 epr, or 1.23 for three engines (again, that will be about 1.08/1.13 for PW). Obviously these will vary in function of wind component, weight and glideslope angle.
Flare: wait until you hear the "30" RA callout, pitch gently back about two degrees, retard the throttles and hopefully the landing gear lever latch extending and the speedbrake lever whizzing by will be the only indications that you've touched down!
Join Date: Dec 2007
Location: Seattle, Washington, USA
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This is awesome!!!
Do you know if that is the tons that I multiply by 2 to get US lbs or metric tonnes that I multiply by 2.2046226?
Probably metric tons since you are in the UK?
Are the the steep turns at 270-280 kts or is 270 tons and 280 kts?
Again, thanks for posting this! It's very cool for a flightsim nerd such as myself... hopefully I will actually NEED it for a real airplane sometime in the future!
signed,
a major flightsim nerd who has been stuck in real life CFI hell (aka poverty) for 4.5 years!
Do you know if that is the tons that I multiply by 2 to get US lbs or metric tonnes that I multiply by 2.2046226?
Probably metric tons since you are in the UK?
Are the the steep turns at 270-280 kts or is 270 tons and 280 kts?
Again, thanks for posting this! It's very cool for a flightsim nerd such as myself... hopefully I will actually NEED it for a real airplane sometime in the future!
signed,
a major flightsim nerd who has been stuck in real life CFI hell (aka poverty) for 4.5 years!
Last edited by StratMatt777; 18th Dec 2010 at 14:37.
Join Date: Apr 2006
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Of knobs
Are the the steep turns at 270-280 kts or is 270 tons and 280 kts?
I can see some seriously wobbly turns coming along! How big is yours!?
As to your question, Lord Spandex, as you undoubtedly know, every pilot's wish is to be half as rich as everyone thinks he is, to have half as many women as everyone thinks he has, and to have half as long a... ok ok sorry about that, I'll stop now
M_D
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For the RB211-engined aircraft and Flap 25, then the guideline EPR for approach always adds up to 6, the first digit is 1 and the last digit is the number of engines operational.
So, 1.14 EPR all engines operational, 1.23 for 1 engine out, 1.32 for 2 engines out.
So, 1.14 EPR all engines operational, 1.23 for 1 engine out, 1.32 for 2 engines out.
Join Date: Mar 2007
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I've got a check coming up in 744 sim.
for the RB211 aircraft are there any fuel flow figures to know for a rule of thumb? for extimating holding time available etc or fuel remaining over a waypoint or quoting endurance from the fuel remaining etc. All questions likely to crop up in an assessment.
for the RB211 aircraft are there any fuel flow figures to know for a rule of thumb? for extimating holding time available etc or fuel remaining over a waypoint or quoting endurance from the fuel remaining etc. All questions likely to crop up in an assessment.
Join Date: Aug 2002
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757
Just check the FMC mate. It actually tells you how much fuel you will have after a waypoint etc. Just like the 757, I imagine. There is no reason to use rules of thumb when it comes to calculating fuel numbers.
Per Main Dog,
ciao grande. ti trovo anche qui!?! Buon Natale a te e la tua bella famiglia!
Mandi Bighe!
Soda
Just check the FMC mate. It actually tells you how much fuel you will have after a waypoint etc. Just like the 757, I imagine. There is no reason to use rules of thumb when it comes to calculating fuel numbers.
Per Main Dog,
ciao grande. ti trovo anche qui!?! Buon Natale a te e la tua bella famiglia!
Mandi Bighe!
Soda
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GE thrust settings for approach
For the -5F Engines (62,100 lbs) the setting is (as always) dependent on weight. We land between 200 & 300 Tonnes. Starting with a reference of 60% add 1% for every 10 tonnes. IE 240 would be 64% 300 is 70%. This is for flap 30. Reduce it by 6% for flap 25.
I'm told that the -1F engines (57,900lbs) need an additional 6% to the above figures.
For the -5F Engines (62,100 lbs) the setting is (as always) dependent on weight. We land between 200 & 300 Tonnes. Starting with a reference of 60% add 1% for every 10 tonnes. IE 240 would be 64% 300 is 70%. This is for flap 30. Reduce it by 6% for flap 25.
I'm told that the -1F engines (57,900lbs) need an additional 6% to the above figures.
