How hard do you guys think that it's going to be for me to transition to the NGX? I mean obviously i'm going to read the manuals, but i wanna fly this thing ASAP after I get it. I am aware of the difference in size, and that the NGX has more features and simulated systems, but how hard to you guys think this is going to be overall?It would interesting to hear what Beta testers that once flew the -400 would think of this :)

Would assume same priciples regarding air,fuel,electrics, hydraulics together with MCP/autoflight shouldnt be too hard for a transistion.Its the same minus 2 engines!

Your already flying the 747, I believe you will be right at home in the NGX. A smaller home, but a home non-the-less.I plan on starting out following the normal flows and procedures from the manual as closely as possible and, of course, using the tutorial.I think any real problem would come from trying to handle abnormal procedures. I will make sure I can fly it pretty good before I start using any failures.

Kristoff, Probably the biggest hurdle you'll face with the NGX will be discarding your old bad habits, developed by being familiar with systems that are less thoroughly realistic. For example, by default, the NGX's AP won't come on if you're applying any control pressure. This is realistic, and it forces you to trim the airplane properly before takeoff so that during the initial climb, you can ease off the back pressure on the yoke. If you're used to having to manually hold the correct pitch, it will take a little getting used to the idea that you can pull the nose up to the FD pitch bar and let go...if you had set the FMC-recommended pitch trim, the plane will stay right there at V2+20 pitch while you switch on the AP and select your climb mode. (For those who'd rather do things the old way, you can turn this feature off.) The NGX is full of little things like this. Not difficult, but definitely different.

Kristoff, Probably the biggest hurdle you'll face with the NGX will be discarding your old bad habits, developed by being familiar with systems that are less thoroughly realistic. For example, by default, the NGX's AP won't come on if you're applying any control pressure. This is realistic, and it forces you to trim the airplane properly before takeoff so that during the initial climb, you can ease off the back pressure on the yoke. If you're used to having to manually hold the correct pitch, it will take a little getting used to the idea that you can pull the nose up to the FD pitch bar and let go...if you had set the FMC-recommended pitch trim, the plane will stay right there at V2+20 pitch while you switch on the AP and select your climb mode. (For those who'd rather do things the old way, you can turn this feature off.) The NGX is full of little things like this. Not difficult, but definitely different.

How does this work with the yoke? My yoke won't "0" on it's own, you have to play around with it a bit to find the sweet spot, so does it sense the yoke not moving anymore, or does it need the "0" spot? Thanks!

Rick, It's looking for zero control input, so if you let go of your yoke and the pitch-up continues (you can verify this with any aircraft), then my guess is that you'll have to set the NGX's "Realistic AP Engagement" to off. Most joysticks and yokes will return to zero if you let go of them.

Rick, It's looking for zero control input, so if you let go of your yoke and the pitch-up continues (you can verify this with any aircraft), then my guess is that you'll have to set the NGX's "Realistic AP Engagement" to off. Most joysticks and yokes will return to zero if you let go of them.

Ya, I think the spring is wearing out in mine, so it doesn't go all the way back to where it supposed to be. Will play around with it when I get the NGX and see if I can lengthen the null zone on it to read "0" over a larger area. Or I will just turn it off, thanks for the info! Excited to get flying this thing!

Kristoff, Probably the biggest hurdle you'll face with the NGX will be discarding your old bad habits, developed by being familiar with systems that are less thoroughly realistic. For example, by default, the NGX's AP won't come on if you're applying any control pressure. This is realistic, and it forces you to trim the airplane properly before takeoff so that during the initial climb, you can ease off the back pressure on the yoke. If you're used to having to manually hold the correct pitch, it will take a little getting used to the idea that you can pull the nose up to the FD pitch bar and let go...if you had set the FMC-recommended pitch trim, the plane will stay right there at V2+20 pitch while you switch on the AP and select your climb mode. (For those who'd rather do things the old way, you can turn this feature off.) The NGX is full of little things like this. Not difficult, but definitely different.

Thank you for your response :) I am so excited that i cannot even fathom it right now. I will definitely miss the upper EICAS annunciations for warnings, failures, seatbelts, parking brake, etc. But i'm sure the NG's six pack is a pleasure to use. (and looking on the overhead for readings for various systems rather than the lower EICAS synoptics). I think that might also be a little challenge. Well, i'm always excited to learn and do new things.

By and large, the 747 has the same automatic flight philosophy as the NGX, and just about any other modern Boeing really. LNAV, VNAV, that neat little green arc in the ND when using FLCH/VS, the basics are the same, it's just the execution may be a little different. This is not like going from the 747 to the MD-11 or the Airbus. But I do notice that there are many more buttons/switches to play with on the overhead compared to the more automated approach on the 747, for instance, the air systems/packs and the electrical system. For this reason, FS2crew is a godsend, as I find the 737 range to be very busy when it comes to switches to play with while taxing/flying the aircraft, as compared to other types.

Flying a 74737 are 2 very different worlds ! I know !! It's actually easier to fly a 747.

Kristoff, Probably the biggest hurdle you'll face with the NGX will be discarding your old bad habits, developed by being familiar with systems that are less thoroughly realistic. For example, by default, the NGX's AP won't come on if you're applying any control pressure. This is realistic, and it forces you to trim the airplane properly before takeoff so that during the initial climb, you can ease off the back pressure on the yoke. If you're used to having to manually hold the correct pitch, it will take a little getting used to the idea that you can pull the nose up to the FD pitch bar and let go...if you had set the FMC-recommended pitch trim, the plane will stay right there at V2+20 pitch while you switch on the AP and select your climb mode. (For those who'd rather do things the old way, you can turn this feature off.) The NGX is full of little things like this. Not difficult, but definitely different.

What do you mean by "it will take a little getting used to the idea that you can pull the nose up to the FD pitch bar and let go", I am a noob :D

Flying a 74737 are 2 very different worlds ! I know !! It's actually easier to fly a 747.

I would think so cause the 747 is a lot bigger so it has more computers and all to make the flying easier, might be wrong. Marc

What do you mean by "it will take a little getting used to the idea that you can pull the nose up to the FD pitch bar and let go", I am a noob :D

Marc, If you have pitch trimmed properly, you can take your hands off the controls and the plane will continue to fly without veering off in any direction. Pitch trim is usually hard to achieve in the sim, so it's easy to develop the habit of applying constant control pressure to keep the plane from diving or climbing, especially close to the ground, as you are when taking off. Pitch trim on the NGX allows for very fine inputs and makes proper trimming possible, so you won't have a need to hold some amount of pitch control input during takeoff to maintain the proper climb angle. The Flight Director (FD) provides the pilot with directional guidance by means of a magenta-colored cue on the primary flight display. Proper takeoff technique is for the pilot to follow the FD cues.

Ah, thank you :) can't wait to try this

Kristoff, Probably the biggest hurdle you'll face with the NGX will be discarding your old bad habits, developed by being familiar with systems that are less thoroughly realistic. For example, by default, the NGX's AP won't come on if you're applying any control pressure. This is realistic, and it forces you to trim the airplane properly before takeoff so that during the initial climb, you can ease off the back pressure on the yoke. If you're used to having to manually hold the correct pitch, it will take a little getting used to the idea that you can pull the nose up to the FD pitch bar and let go...if you had set the FMC-recommended pitch trim, the plane will stay right there at V2+20 pitch while you switch on the AP and select your climb mode. (For those who'd rather do things the old way, you can turn this feature off.) The NGX is full of little things like this. Not difficult, but definitely different.

This is a very exciting thing to hear. thanks.

This is realistic, and it forces you to trim the airplane properly before takeoff

A question. I assume the FMC, once loaded take off parameters, should automatically calculate the trim. So, what do you mean by " properly trim the plane " if the FMC does it precisely ? Thx