Hi.I have just put the 707 back on my system because I missed the old bird. I do like this plane very much, but it just seems under powered.Is there a way of adjusting this without running out of fuel as a consequence.I have used the load editor etc, and have the aircraft set at practically empty weight, but it still seems not too powerful if you know what I mean, especially when on final approach. I have three quarter flaps set and have to apply nearly full throttle to keep her nose from going skyward.Thanks for any suggestions.

Hi.I have just put the 707 back on my system because I missed the old bird. I do like this plane very much, but it just seems under powered.Is there a way of adjusting this without running out of fuel as a consequence.I have used the load editor etc, and have the aircraft set at practically empty weight, but it still seems not too powerful if you know what I mean, especially when on final approach. I have three quarter flaps set and have to apply nearly full throttle to keep her nose from going skyward.Thanks for any suggestions.

You can increase thrust by adjusting either the static_thrust value in the TurbineEngineData section, or the thrust_scalar (multiplier) value in the jet_engine section of the aircraft.cfg file. You will have to reduce the fuel_flow_scalar value in the GeneralEngineData section to compensate for the increased fuel flow that will give you. To really do this right requires significant work in the thrust curves of the .air file.Keep in mind, though, that with the old low-bypass turbofans like the JT-3, you had to carry quite a bit of power on approach. Normal procedure is to fly clean at Vref+50 until on dogleg to final or on intercept of the inbound approach course, then flaps 14/17 (depending on variant) and Vref+30, then flaps 25 and Vref+20 approaching FAF/GS intercept, with final landing configuration (flaps 40 or 50) set at ~1000 ft AGL and Vref+10 (flaps 40) or Vref with flaps 50. If you're at all slow on final in the 707, you're behind the power curve, and an increasing amount of thrust will be required as your airspeed decays further.Before I rewrote the thrust curves and replaced the EPR gauges on mine, I adjusted the fuel flow scalar down to 1.25, but left the thrust values alone--they seemed to be in the ball park.RegardsBob ScottColonel, USAF (ret)ATP IMEL Gulfstream II-III-IV-VColorado Springs, CO

Hi Bob.Many thanks for getting back to me on this.You certainly sound as though you speak from experiance about this. With this in mind wouls you please give me a couple of suggested figures to try please.I haven't done this before, and if you have some figures that work and fix the problem I was referring to then this would be very much appreciated Bob.Many thanks.

Hi Bob.Many thanks for getting back to me on this.You certainly sound as though you speak from experiance about this. With this in mind wouls you please give me a couple of suggested figures to try please.I haven't done this before, and if you have some figures that work and fix the problem I was referring to then this would be very much appreciated Bob.Many thanks.

I changed the fuel_flow_scalar from 1.45 to 1.25 (mostly to get the cruise FF into the ball park), and left the thrust numbers alone. Try that, and flying the approach as I laid out above. If you've got over 14/17 deg flaps and are not descending on G/S or preparing to descend immediately, you're probably doing something wrong. And nothing over 25 deg until you're on short final.Also note that you can't use EPR for power settings as Captain Sim's EPR gauges display the useless EPR values coming from FS itself. You have to use N1 RPM instead, which is why I reworked the EPR gauges, as well as some mis-scaled fuel quantity subdials on the FE panel. It boggles my mind that the CS guys went to so much effort on so many fine details of this plane, and then abandoned it incompleted with a rash of really glaring, easy-to-fix problems like this. RegardsBob ScottColonel, USAF (ret)ATP IMEL Gulfstream II-III-IV-VColorado Springs, CO

Hi Bob.Thanks for the reply.Regarding "which is why I reworked the EPR gauges, as well"Is there any chance you would be willing to share these modifications at all.Thanks again.

Hi Bob.Thanks for the reply.Regarding "which is why I reworked the EPR gauges, as well"Is there any chance you would be willing to share these modifications at all.Thanks again.

Regretfully, no. I reused parts of the original gauges, so I can't distribute them.RegardsBob ScottColonel, USAF (ret)ATP IMEL Gulfstream II-III-IV-VColorado Springs, CO