adamant365

I have done this manually in the past by editing the aircraft.cfg file. I know PMDG will not support modifying the aircraft.cfg. What you would do is remove "[CameraDefinition.xxx]" sections to remove the views. You have to remove the entire chunk under each "[CameraDefinition]" header. Couple problems with this though. First, you have to make sure to resequence the numbers so they start at CameraDefinition.000 and are in order after that (.001, .002, etc.). Second, there are seven different variants of the 747, so you'd need to modify each file. Finally, whenever PMDG issues an update to the 747, you will likely lose those changes. So, if you do this, back up the files first and then proceed at your own risk. EDIT: I just looked at the PMDG sequencing and it starts at .000 and goes through .013 then starts again with .1 and goes through .8. My best analysis is that the .000 through .013 are external views (Origin = Center) and the .1 through .8 are VC views (Origin = Virtual Cockpit). Best guess would be make sure the .XXX ones start with .000 and are in order, then make sure the .X ones start at .1 and go up from there. Make sense?

Is it possible Windows is shutting down the USB port to "save power" and bumping the controls re-enables the port causing bad data to be sent to the sim? If you go into Control Panel then select System and then on the left side, Device Manager, find the "Human Interface Devices" and expand it. You should be able to right-click any of the "USB Input Devices" and select properties. On the "Power Management" tab, uncheck "Allow the computer to turn off this device to save power." Now a cautionary note...all of mine are checked but I never have problems like you describe. I might have another setting somewhere in Win10 that overrides the Device Manager. However, I do know that some folks have run into issues, especially in Windows 10, where their controller shuts down in mid flight making landing a bit, erm, tricky. As for reconnecting controllers modifying settings in the sim, I set my "Standard.xml" to "Read Only." Navigate to C:\Users\<USER>\AppData\Roaming\Microsoft\FSX\Controls\ and right-click the "Standard.XML" file and select properties. Check the "Read Only" box. I've not had issues with losing assignments, key commands, etc., since I did that. I recommend making a backup of the file first. That's a good thing to do anyway in case you ever have to rebuild your fsx.cfg file...when you allow FSX to rebuild the .cfg, it overwrites the Standard.XML file as well.

So my final questions and I'll leave it alone: 1. Is it totally normal that EPR is decreasing when THR REF engages and there's an audible decrease in engine thrust? 2. With the GE engines that use N1 as primary engine thrust reference, will I see the same decrease? Obviously, N1 is a direct measure of RPM of the big fan so I wouldn't think it would decrease like EPR does when conditions change. EDIT: I can understand the calculated engine output changing due to environmental factors, but the audible decrease and need for further pitch down to maintain V2 (or V2+X, whichever is higher at that point) is what seems odd to me. I would think the EEC would adjust to maintain the TO thrust rating that's indicated on the EPR display.

Any ideas what could be causing the decrease in EPR then?

I'm 100% with you, Kevin. It seems that's exactly what's happening. But is it correct???

They were physically set to max.

Thanks for the reply, E M V....Granted, I'm not an expert, but something seems odd about this. So I set up another flight, VNAV and LNAV armed, D-TO +70C. I also set A/T Override to "NEVER." First off, even though my EPR target was 1.37, it never achieved that...only 1.36. Then as soon as I hit 400 and THR REF kicked back in, EPR dropped to 1.32. That's a pretty significant overall thrust drop. I didn't use any weather add ons and the OAT stayed at +15 the whole time. Here's some screen grabs: Immediately prior to rolling: During the roll...notice EPR never hit the 1.37 target: And shortly after 400' with THR REF engaged and EPR has dropped to 1.32: I did notice that TAT went from +15 to +19 by 400 feet. Would TAT really jump that much during climbout? (yes it could...I had a misunderstanding of what TAT is and would expect a jump as speed increased from 0 to 180+ indicated). Is the FADEC supposed to use TAT or OAT for setting actual thrust?

Hey All, I have noticed that on every flight I've flown so far in the 744 / 744F, at approximately 500-700' AGL, there is a slight reduction in thrust. It's not reducing to climb thrust. For example, my current flight BA214, BOS to LHR. At about 600' AGL, my EPR went from 1.58 to 1.56. No rhyme or reason. The indication was still TO +60 C and the "green line" was at 1.58. I'll post a screenshot after I land. Either way, it has happened on every flight I've done so far when doing a normal or derated takeoff. I have A/T override set to "In Hold Mode Only" so I shouldn't be experiencing spike issues. Besides, when I press TOGA, I manually advance my hardware throttle all the way. Anyone else seen this?

Sorry I should have worded that differently. I meant a higher number, not a higher resolution. So I have my set to 22m for performance. Is that okay or do I have to set it to exactly 10m?

Does it have to be 10m or can it be higher?

Excellent replies Simon, thank you! And a great discussion too. It makes me understand the reason why that EK flight got into trouble. Not that it's an excuse for poor airmanship (back up the throttles with your hands when changing modes!!), but I can see being "confused" at the wrong time.

So if I'm on the ground (obviously below 5' RA), and I instinctively press TOGA while manually increasing thrust, once I'm above 5' RA, will pressing TOGA then give tier 1 (2000 ft/min climb) or will it have registered my <5' RA as a "press" and therefore give full TOGA thrust? So you're saying Boeing GA isn't like Airbus? :wink: I'll be honest, I've been simming for many many years and pretty much neglected practicing GAs until the FSL A320 came out. I "got" the whole Go-Around procedure after that.

Let's throw a tiny wrench in this...say I'm practicing touch and gos using full manual control, but am following ILS and FD guidance. Obviously, autobrakes are not armed nor are spoilers. What's the procedure after touching down? Is GA or GA+ (two presses) still available after touching down if I had been using manual throttle control? Does the same GA procedure apply if I've already put weight-on-wheels? What if the FD is off during the approach but I'm following the raw ILS signal for guidance? Will the FD reengage upon pressing the TOGA switch to follow the missed approach?

In fact I did download and install that scenery. It is quite nice :-). I'll be honest, I don't own any payware scenery. I'm more keeping frames high with my once "top" 2600K and GTX560. So, all I have for FSX is freeware sceneries. I much appreciate when someone takes the time to adjust land class, etc., as well as the afcad itself. Above and beyond for freeware. I'm usually quite happy with improved afcads alone (i.e. Ray Smith). ​Iain, Simon, Kevin: thanks for the input. I did end up using 30 to simply reduce my groundspeed and brake wear. I had assumed that the performance would be enough at flaps 30 in case of a go around, but wanted a bit more input. As it was, my VREF was only 133 which gave about 150 over the ground, calm wind. At a much heavier weight with VREF30 approaching 150 (VREF 25: 156), I'd be looking at close to GS 170 with flap 30 or close to 180 at 25. 10 knots at that speed makes a huge difference in energy to dissipate not to mention the amount of runway it uses up. Knowing that I can still use 30 even at high landing weight and have the performance for GA is nice. I forget how powerful those four engines are. Thanks!

That is helpful. Thanks a lot!

Hello All, I have a quick operational question regarding the 744 and flaps setting when arriving at a high altitude airport. I just performed Atlas 29 from KMIA to SEQM. Since SEQM is at roughly 7800' ASL, is it better to use flaps 30 to minimize ground speed, or flaps 25 for improved go-around performance? As it was, I was fairly light so I don't think performance would have been an issue either way. What if instead of 30 metric tons of cargo, I had, say 100 or more tons?

Question for the team regarding the FCOM and QRH...does Boeing supply them already linked or do you all have to add the links yourselves? Reason I ask is when the T7 came out, I was thrilled to see those two documents had links. With the NGX, they weren't linked so I used Adobe Pro to add chapter links to the FCOM and event links to the QRH myself. I even offered to provide my linked documents to you guys so they could be distributed to the community but due to licensing that wasn't possible. Anyway, it was an absolute b**ch to do, so if indeed you all added them, THANK YOU! In lieu of being able to print, this is the single most handy feature of the documentation!

I'd pay good money to see a crew member doing a walk around on a pogo stick

I mentioned this one day after release and no one seemed to care :wink: : http://www.avsim.com/topic/503213-many-for-the-price-of-one/

On a side note, the fact that we're only on release day +3 and we're discussing the specifics of how to utilize the addon-within-an-addon ground service is a testament to just how much preparation and testing went into this amazing 747 recreation. I haven't said it yet, but congrats to PMDG for such a great job.

Not trying to start an argument, but requiring the pilot to be in the cockpit an at least an hour before departure in order to have ground servicing performed....??? I would think the flight crew would show up after servicing is well underway. Either way, I like my method of preloading a good amount of fuel, letting the ground ops timer run for a bit, then saving that panel state. It does a fair job so I'm happy :smile: .

This doesn't address your OOM issue, but the "skeleton" nose in "Select Aircraft" is mentioned in the Intro Manual. Everyone should get it. I know I do.

I will take this to heart. I knew it was a bad habit. Sometimes my old CH yoke does funny things. Great post, thanks Simon!

Great question. Some Boeing FCOMs spell out exactly what technique works best. The 747 FCOM supplied with QOTS II has a "Before Landing" and "After Landing" expanded procedure but nothing about the flare itself. Here's what I've done with pretty good success (in the whopping 4 landings on touch and gos I've done): at 50 feet start "pre-flare"...basically just ever so lightly start applying backpressure on the yoke to prime yourself for the actual flare. No actual pitch up, just a focus technique I guess. At 30, smoothly pull back throttles to idle while gently pulling the nose up. I can't give a specific pitch to shoot for, but I can say shifting your viewpoint from the touchdown bars to the end of the runway at 100' gives a good sense of rate of descent, even in the sim. Aim for 50-200 rate of descent on touchdown at Vref. Don't hold the aircraft off trying for a greaser. Your throttles should be fully closed at/just before main wheel touchdown. Edited to remove the "pre-flare" bit. Although I don't actually pitch up in this maneuver, it could be confusing to others. My hardware acts funny even without a null zone...takes a tiny bit of pull for pitch input to happen. If I wait until 30' to start any pull, I land very "firm."

You should be fine. I'm on a 2600K at 4.6GHz, 8GB DDR3 and a GTX 560 w/1GB...no I don't have any fancy add-on airports but I do use a fair amount of AI traffic. I get definitely better (and smoother) frames than the T7. And this is on boxed FSX, not SE. EDIT: By the way...the price is WELL worth it for what you get. Just have a look at the support forum here. How many complaints of low FPS, high VAS, systems issues, CTDs, etc. do you see?? I see a few FPS and VAS complaints but compared to another high fidelity commercial addon that released in the last 8 months (which I admittedly love as well) the 747 is probably the most stable add-on out of the gate I've ever seen.