Felis 747-200 Full Tutorial - Part 2 - Let's Fly

[@gchampou]

Been retired now 20 years. Have flown the classic 747 as command time, instructor, and check airman. Getting back to in the Felis 747 brings back so many memories. Your videos Sir are the best in explaining this wonderful aircraft. Looked at others and yours I always return too. Thank you so much.

[@ReflectedRealitySimulations]

Thanks for the nice feedback Gerry. The 747 is such an iconic aircraft and I really wish I could have flown it.

[@silvianbauer1979]

​@@ReflectedRealitySimulations können sie eine translantic Airlines Boeing 747 200 von the survivor 1981 machen das wäre grandios danke.

[@desimoneingoglia177]

Hello, how are you? I just wanted to ask for your help. It's been days since I bought the felis 747200 for x plane 11 but I don't know why every time I take off the plane and raise the landing gear, the hyd 4 qty falls and lowers itself, do you know why? I need your help thank you very much

[@desimoneingoglia177]

Hello, how are you? I just wanted to ask for your help. It's been days since I bought the felis 747200 for x plane 11 but I don't know why every time I take off the plane and raise the landing gear, the hyd 4 qty falls and lowers itself, do you know why? I need your help thank you very much

[@gchampou]

Sorry for your problem as I have been unable to reproduce this situation. Try reinstalling.

[@Bazzawombat]

As an Ex B747 Licensed engineer, I wish to compliment you on the accuracy of this presentation. Well done.

[@ReflectedRealitySimulations]

I really wish I could have flown the real 747!

[@Virtual-CPT]

Hello Graeme, again a great and very useful video from you. You know, I don't watch many KZbin video. Most of them bore me after awhile. Watching your videos is different. It feels more like a lecture at the University. I take notes, watch certain parts again and make sure to understand exactly why you do certain things. I can tell that you are an airline pilot in real life in the way you control the plane. All your actions are calm, you are not stressed and most importantly you have the plane under control, at every single stage of the flight. Truly amazing! I still have a long way to go, but thanks to you I'm able to fly my little fleet (TBM, MD80, 727 and 732) rather nicely. Again, many thanks for taking the time for making such useful tutorials. Best wishes from Germany, Marco

[@ReflectedRealitySimulations]

Thanks Marco - I try to make the videos I'd want to watch, so I'm glad you like the format. The streams are a bit more informal but this series is back to the full tutorial style.

[@ThorNjord]

Hear hear!

[@bigfootaviation8497]

I think you are one of the most underrated and under viewed flight sim channels you have amazing content! I love your channel keep up the great work!

[@Virtual-CPT]

Totally agree with you. For me personally, this is the best channel to learn how to fly an airliner.

[@ReflectedRealitySimulations]

That's very nice feedback, thank you.

[@GlennChambers]

100% agree with you there.

[@kemc77]

agree too

[@johnduffy5448]

As a B747 Flight Engineer with over 20,000 hours of experience, I commend you on your outstanding presentation. But I must point out a few inaccuracies. First, when you placed the engine Bleed Air Valve switches from Closed to Open, the VALVE CLOSED light will not extinguish. The Bleed Valves are still closed so the lights will stay illuminated. These valves are electrically controlled and pneumatically operated. The valve will not open until you go to GROUND START during engine start. Second, when you pressurized #4 hydraulic system using the #4 electric hydraulic pump, the pressure comes up to 3000 lbs. On the pilots panel you show the HYD SYS PRESS 4 light extinguished. This is not correct. The pilots hydraulic warning light comes on when BOTH the EDP and ADP low pressure lights are on at the Flight Engineer Panel. Since using the electric hyd pump does not extinguish the EDP or ADP light on the FE panel, the pilots light will remain on even though the system is pressurized. As you can see when you turned on #1 ADP, this extinguished the ADP low pressure light on the FE panel which in turn extinguishes the pilots HYD SYS PRESS 1 light. Third, you stated that the body gear steering PRESS light on the FE panel is on any time the Body Gear Steering is armed. This again is not accurate. With body gear steering armed and the nose wheel is straight, there are no lights on at the FE panel. When the pilots start turning, at 20 degrees of nose wheel deflection, the PRESS light will then come on, showing pressure is available, followed by the left and right unlocked lights. And when any UNLOCKED light is on at the FE panel, there is also a warning light up front for the pilots that says GEAR NOT CENTERED. AT 42:51 where you can see the UNLOCKED lights on the FE panel, the GEAR NOT CENTERED light should be on up front. Also, I noticed the ELEV FEEL light on with no hydraulics pressurized. This cannot happen as that warning light senses a difference in hydraulic pressures between #2 and #3 hydraulic systems, and since both 2 and 3 hydraulic pressures are zero, this light will not be on. If you were to pressurize either system, then the ELEV FEEL light would come on because of the difference between the 2 systems. Again, your video is excellent, and I realize that I see things that really don’t matter much to most viewers.

[@josd777]

Hi John. To be short you are fully correct on all items and they are on the to fixed list. The elev feel is reapaired. The other ones were/are delayed by recoding the plane to make it work in XP12. As we are busy with a failure system the mention items will pop up for sure. Thx for the sharp eye. You can write me a priv message if you see more details. Always open for suggestions and corrections. Josd777

[@Warka400]

⁠@@josd777That is awesome. I really love the details of that plane. Great work.

[@Warka400]

Some years ago, I would have said „I go wherever PMDG goes“, now it‘s more „I go wherever Graham goes“. Hope your tutorials will come back at some day. Maybe when Concorde V4 comes out, that would be great. Red Robin, out.

[@skywagon185A]

Compliments for your videos on the B747-200 !! True, your videos are different; No side blabla ...... You can consider yourself as a talented teacher / instructor. !! BRAVO

[@ReflectedRealitySimulations]

Thanks Tony, glad you like the video style.

[@EdwinMarquezredwings]

42:14 “Body gear steering “ … DAMN! 😂😂

[@ReflectedRealitySimulations]

It's not a 747 flight until you get "Damn" and "Ahh this" :-)

[@justadroid]

I've been watching your channel for years, thanks for all the effort you always put in. I've just bought her today, looking forward to the learning process! cheers

[@ReflectedRealitySimulations]

Thanks for the nice feedback. I really hope you enjoy the 747. She's quite intimidating, but after a few flights it all becomes quite natural.

[@ThorNjord]

Hi Graeme! This is an amazing tutorial series, as always! Things go mightily fast from takeoff up to about 6000 ft and you do many configuration changes without having the time to dig deeper into the systems as you do in preflight. It would be very interesting if you did another video, taking this very sequence, and doing some freeze frames at crucial moments so you could go into more details. I’m extremely happy you are doing the tutorials on this plane. The Queen deserves nothing less than a royal treatment after all!

[@ReflectedRealitySimulations]

That's a really great idea, thanks. There are some changes to the autopilot modes coming soon, so once that's out I'll look at a slower walkthrough of the takeoff, climb and acceleration.

[@vutti2893]

Not new to 747, but totally new to Felis. Brilliant tutorials (I've seen 1 and 2 so far). The level of detail you describe is superb and will make for enjoyable flights in the future. Your unhurried and measured delivery (and obvious mastery of the subject) make the effort of actually 'learning' the processes and flows relatively straightforward. Although I have watched the tutorials for a second (and certain sections for a third) time, and as have one or two of your other subscribers, taken brief notes as an aide memoire when actually flying myself. If I have one request, it is that so far the most challenging aspect of flying the 747 appears to be the correct selection and management of the auto throttle. I have watched this section a few times, but have still to get it absolutely correct. Your commentary in tutorial 2 is masked somewhat by the cockpit engine sound, and as someone whose hearing is not all that it might be, I have struggled to fully follow you comments. Flight models of this complexity are a testament to the developers skills and truly reflect how far the flight simulation software has developed to the present day. We are all very fortunate to have someone such as yourself with the in depth understanding and knowledge that allows us to gain the maximum enjoyment from the programmers hard work. Thank you for your hard work, long may you continue to help us all be better 'Sim Pilots', great job Graeme 👌👍

[@ReflectedRealitySimulations]

Thanks for the nice feedback. Yes the auto throttle system is complex, especially the interaction with the pitch mode on the MCP. If I do more content with the 747 I’ll do my best to clarify how to use it.

[@larrybueno]

these videos are wonderful, how can some people dislike them? maybe they prefer the "influencer" pilot style rather than a true instructor!

[@ReflectedRealitySimulations]

Thanks Larry, I don't really worry about subscribers or like counts - as long as people are mostly enjoying the content I'm happy enough. Thanks for the really nice feedback!

[@toddadale]

So very well done. Thank you for talking the time to share your experience and knowledge. Saved me time and trouble “winging” it

[@ReflectedRealitySimulations]

Thanks for the nice feedback - hope you're still enjoying the 747!

[@toddadale]

I am - a wonderful aircraft.

[@smaze1782]

Your videos are absolutely brilliant. Thanks so much for taking the time to make them. This plane is a beast to learn, and this has really helped.

[@ReflectedRealitySimulations]

Sorry for the late response, glad you're enjoying the videos - it's a really fun aircraft!

[@MSA3568]

Most excellent tutorial. You can increase your voice volume a bit to make it easier for us. Cheers.

[@ReflectedRealitySimulations]

Thanks for the nice feedback - yeah the audio balance on this video was not ideal, hopefully the newer videos on the channel are better?

[@lcmortensen]

If you start the engine 3 after engine 4, you can then close the right isolation valve and turn the right pack on. This allows engines 3 and 4 to provide air conditioning to the cabin while the APU starts engines 1 and 2. Very important in hot climates like Phoenix, since every minute the air conditioning is off, the more your passengers cook!

[@ReflectedRealitySimulations]

Thanks - that makes sense. The A320 cabin will cool down very quickly, but colleagues that have flown the 747 do comment on how long it takes to cool down. Are there any hydraulic considerations if you were to do that? I know there were concerns about bleed demand from the APU when considering packs and ADPs.

[@myZisfantastic]

Keep the great work with your vids! Nice to see people using these birds like they should be used!

[@ReflectedRealitySimulations]

Thanks Pat - always happy to hear feedback, especially from people with time on similar aircraft types. My colleagues that flew with flight engineers always speak fondly of those aircraft.

[@giopietrantonio6843]

WOW! This is an A/C course.... Thank you very much!

[@ReflectedRealitySimulations]

Sorry for the delay replying. The part 5 video was finally uploaded so there's a complete start to finish flight in the 747. Glad you've been enjoying the videos.

[@mohamedabokar4384]

Thank you so much for this tutorial aswell as the engineers tutorial! I just came to the old birds and these tutorials was a massive help. I was VERY overwhelmed by the scary looking engineers panel lol.

[@ReflectedRealitySimulations]

You're very welcome. It's fairly intimidating to begin with, but after a few flights it should all be straightforward.

[@PilotGery1]

3 Person job done with mouse and keyboard noice... great stuff.. learned a lot cant wait for the rest :D

[@ReflectedRealitySimulations]

And a little bit of practice!

[@VB-0015]

Greame mate, can i just say you saved my life? I really appreciate these vids as i have got under 20 pages of a4 filled with these videos of the 747-236B INS and C+D tutorials? Ty sm

[@ReflectedRealitySimulations]

You're very welcome, glad to see people enjoying the 747.

[@scandinavianairman2220]

Great in depth video! I have to buy this beautiful bird at some point, but sure looks like it takes some time and effort to master

[@ReflectedRealitySimulations]

Thanks for the nice feedback, it takes a few flights to get familiar with it, but really once you've mastered the autothrust/autopilot modes and worked out the fuel sequence it's not too bad.

[@johnnykas]

Hello, as always your tutorial videos are the best!

[@ReflectedRealitySimulations]

Thanks for the nice feedback Johnny.

[@a.nelprober4971]

Wish there was a speed option for the checklist. Real crew aren't that slow at checking things typically because they remember the next item before it's been read

[@ReflectedRealitySimulations]

Yes it is a little slow for my taste. However, I'm speaking as a shorthaul pilot - in my conversations with longhaul pilots they're always clear about doing everything slowly, deliberately and methodically - they are often flying on the wrong side of their body clock - so it may not be too far off.

[@MSA3568]

Disagree. Crew with good CRM do not rush checklist and anticipate too much or that bias will turn it into parrot poetry and that is how you miss items. LH540 a 747 crashed out of Nairobi precisely due to that!

[@andyholmes9485]

Superb and helpful videos. Many thanks.

[@ReflectedRealitySimulations]

Thanks Andy, glad you find the videos useful.

[@danielabraham22450]

What a job !...

[@ReflectedRealitySimulations]

Thanks Daniel, she's a bit of work to get started up, but the whole experience feels really good.

[@harveyrichard2007]

Hello dear Sir, just fell upon your 747 videos just now... I wholeheartedly agree with the previous comments : your delivery is exquisite. Much like a loving father would tell a bedtime story ! Do you have all the steps that you describe for the 747-200 written down somewhere ?

[@ReflectedRealitySimulations]

Thanks for the nice feedback Richard, and sorry for the delay replying. I don't have full notes written down for the 747, but I believe there is some written documentation provided that has a lot of the procedures documented. If it's not included with the aircraft it would be worth looking on the forum or the Felis Discord server.

[@OrionRox]

Two things I don't quite understand: First, at 50:38, the aircraft was in level flight, A/T at SPEED mode, A/P pitch selector at OFF position, and ALT SEL at ON position. Why did the aircraft increase the altitude when a new altitude was selected and FMA ALT SEL changed to amber? Second, I know the A/T SPEED mode allows you to control the speed directly through the MCP panel, however, during the test flight I did yesterday I found the A/T MACH mode seems to work differently, does MCP speed knob control the speed if you have A/T in MACH mode? or the A/T will 'lock' the mach speed at the moment you switch the A/T on? Thanks!

[@ReflectedRealitySimulations]

Thanks for the questions James. The first is a feature of the altitude select mode, it will adjust and track the altitude when it changes a little bit, and I used that to “trick” the aircraft into a slow climb rather than changing modes. Once the altitude target is too far away from the current altitude for the green alt tracking, the ALT SEL annunciator goes amber it the holds the pitch until the vertical mode is changed . For your second question A/T Mach holds the current mach when the mode is selected, it doesn’t care about the speed dial.

[@OrionRox]

@@ReflectedRealitySimulations Thanks for the reply Graeme, you are making the best tutorials for 742 and Challenger on KZbin! Still waiting for the 742's descending tutorial, I think descending management is one of the hardest things to do on 742.

[@ReflectedRealitySimulations]

Yes descent management is hard without all the information an FMS provides. As a clue, you could program the airport reference point as a waypoint on the third INS, then use that as a distance reference for 3 miles per 1000ft of altitude. I'll get back to the 742 to finish the series once I'm confident the simulation has stable and consistent landing behaviour over a couple of versions.

[@OrionRox]

@@ReflectedRealitySimulations That sounds good, so in the third INS, should I go waypoint change from 0-5 (if the airport waypoint is 5) first, and select dist?

[@strumminandwrenchin9162]

Course window settings, NDB, and VOR frequency heading is solely used for departure in this tutorial and not for cruising, correct?

[@ReflectedRealitySimulations]

Sorry for the delay responding - yes the enroute section of the flight was perfomed using the INS navigation, although you'll need to use the nav radio frequency to set up DME updating for the INS. Since the video was recorded the simulation now has the option to use a Litton navigation system which includes a waypoint database - it's a bit easier to use when you don't have access to full charts.

[@tombowden4942]

Hi Graeme, superb series of vids on the 747-200. Quick question, when you run through the checklists (and also engine start), there's a cockpit voice responding. I have crew voices set to ON in the EFB, but get no voices. Is there a separate plug in you use, or am I missing something simple?

[@ReflectedRealitySimulations]

Thanks for the nice feedback Tom. It’s all part of the product and I don’t think there’s anything specific you need to do for the checklist voices. Maybe worth posting a question in the support forum.

[@tombowden4942]

@@ReflectedRealitySimulations Hi Graeme - all sorted now. It was simply the Co-Pilot sound on XPlane settings was set to zero!

[@matthewvandeventer4454]

Excellent video obivously! I'm curious about the speed restriction below 10,000 though. Perhaps I missed it but are you doing a high speed climb because of weight limitations? You mentioned the minimum clean speed of 273 several times so that makes sense to me. I'm wondering if one would need to climb to 10k with flaps 1 set to adhere to the speed restriction without requesting a high speed climb?

[@ReflectedRealitySimulations]

Sorry for the delay replying, yes high speed climb due to the weight. Very common with the 747, in some cases ATC will automatically approve and don’t need to be asked, on other cases you need to ask them, but it’s better to be clean than climbing with flap out. Of course, if there’s a specific speed restriction you may have no choice, but the 250kts/10000ft limit is something that can often be removed.

[@felix_jc]

Hello, brilliant video, thx so much !! What about the 250kt below 10000ft ? Is it allowed ?

[@ReflectedRealitySimulations]

Sorry for the delay replying - in general you can exceed 250kts below 10000ft/FL100 when the aircraft performance requires it. Some countries will expect it automatically, others will need an ATC request to do so, but you should always be able to fly at least the minimum clean speed.

[@felix_jc]

@@ReflectedRealitySimulations Ok, thx for the response ;) !

[@foxtrotalphaaviation]

Absolutely fantastic video series Graeme, I have just purchased the 747-200 and I love the detail of all of the systems. I am experiencing a significant issue. after starting all engines using the checklist and beginning the after-start checklist for the FE, when checking the Gen 1-4 AC Meters, 0 Hz and 0 Volts are showing for all engines. The engines are running and stabilized. 0 KW KVAR is showing on each Gen, cannot select Gen closed as there is no power to transfer. Also, when I increase my throttles, nothing happens with the engines, the throttles themselves move in the sim to correspond to my 4 Honeycomb levers, however, no movement of the engine gauges. Any ideas if this is a bug?

[@daveford3280]

Thanks for this Graeme, very detailed video and really helpful. I have a problem where after around 10 minutes I am getting a low oil pressure warning for Engines 1 and 4 ? Not sure why or what I am doing wrong - happen on very flight. Any ideas ? Many thanks.

[@ReflectedRealitySimulations]

Thanks Dave, and sorry for the delay replying. That's not something I've seen before at all - maybe best asking on the forum or Discord, hopefully somebody there will know the answer.

[@Malloriak]

Hello, are you sure, that we must turn autotrust after engines stabilezed? Autothrust blocks thrust levers, and how we can reject takeoff?

[@ReflectedRealitySimulations]

Yes indeed. In fact the full name for the Autothrottle is FFRATS, Full flight regime auto throttle system. In the real thing you can of course pull the throttles back for a rejected takeoff, the "blocking" is simply a sim feature that you can turn off if you prefer. I have the AT toggle switch bound on my throttle where the AT disc button is normally so it's easy to turn it off if required. Of course, you can choose not to use autothrottle, but the point in using EPR mode is to maintain "Takeoff Dry" power as the aircraft accelerates down the runway.

[@janannevanthof6865]

Hi, I've got a question about using A/T on the 747-classics (in real-life). A while ago I've read that an old A/T could not move the thrustlevers automatically (like in a modern boeing). If I look at real-life video's of a 747-classic taking off I can see the FE apply the correct thrust for take-off. So, I am still wondering how the A/T switch and setting the speed during during climb, cruise and descent works (when AP is engaged), since the thrust levers seems to be the operated by the FE?

[@ReflectedRealitySimulations]

Yes indeed. The flight engineer is responsible for the engines at most times. That's one of the reasons the FFRATS ratings control is at the back end of the pedestal. The pilot can ask the FE for what they need, and the FE will provide it, either automatically or manually.

[@clickaviation2591]

What I noticed that is missed from the last video is Galley Chiller knobs which are all off. Should be on right ?

[@ReflectedRealitySimulations]

Yes indeed. Another continuity error, thanks for pointing that out! I’ll note it in the description.

[@mohamedabokar4384]

You turn them off before switching power from the apu to engines or before engine start?

[@massivenerd8390]

Hi there, this is a superb tutorial and I just have one quick question: how have you managed to get the INS flight plan from simbrief in the exact format shown in the video?

[@elliottd323]

Open your sombrief flight plan in skyvector. If you scroll down on the simbrief flight plan where there’s download options, you’ll see the option to open in skyvector. Once your in skyvector press on navlog and you’ll have your waypoints with coordinates

[@ReflectedRealitySimulations]

As Channelix says you can grab the information from Skyvector, or choose a format like "BAW" in simbrief that has a page with a list of waypoint in the exact format that you need. Then it's just a case of copy-pasting them into a simple format.

[@desimoneingoglia177]

Hello, how are you? I just wanted to ask for your help. It's been days since I bought the felis 747200 for x plane 11 but I don't know why every time I take off the plane and raise the landing gear, the hyd 4 qty falls and lowers itself, do you know why? I need your help thank you very much

[@Francescolongok]

Hello mr. Graham, I'm Francesco, a pilot in the reality but I'm new with this 742 Felis and X-Plane, wuold you like explain kindly to me as I can have the maps of Heatrow that you have in your plane in this video and how I can start engines, if they are off? I suppose it need the APU for this, is'nt it?

[@ReflectedRealitySimulations]

Hi Francesco, sorry I missed the message when you posted. The charts are from Navigraph on a subscription, using the Avitab plugin to view them. Yes, engine start requires the use of the APU.

[@electricitymachine6401]

Absolutely fantastic tutorial! This convinced me to finally pick up the Felis from the org store. On another note, do you use any cloud or graphics mods? Your clouds look so much better than mine!

[@ReflectedRealitySimulations]

Thanks for the nice feedback, and sorry for the delay replying. Hope you're enjoying the 747. Stock clouds, I've got a sky colour mod that I downloaded from X-Plane.org, but it's just the colours, no change to code or scripting.

[@CMBelite-FR]

Thanks for the tutorial. I thought that the EPR mode was used up to the Mach transition speed. So after acceleration. Altitude, you switch TOD to CLB and EPR to speed set AT speed of clean speed and or 250 (the one that is the lowest) then after 10000ft, you select AT speed of the optimum climb speed. After reaching your Mach number, you select Speed to MACH on the pedestral and on the MCP ? So far I kept EPR all the way until Mach transition speed in IAS mode then Mach et EPR to Mach on the pedestral. Guess I was wrong all the time ….

[@ReflectedRealitySimulations]

You can do that too - except you don't use AT speed for optimum climb - that AT Speed window is a throttle mode, not a pitch mode - leave it EPR and "capture" the optimum climb speed with IAS pitch mode. The issue in the real world we have to comply with ATC altitude constraints and TCAS considerations, so while EPR Climb from the point flaps 5 is selected until the cruise is entirely possible, it's unlikely you would get a continuous climb from ATC. That was why I was demonstrating a level off at 6000 and FL80. Again you could use EPR, but then you'd be switching back and forth all the time. As such, speed and VS is easier to manage at low levels, especially at lighter weights.

[@myZisfantastic]

@@ReflectedRealitySimulations On the plane of this era(I flew the DC10)we always use the AT in "N1"(GE powered) for the duration of the climb to cruise altitude and the pitch modes of the AP, "VS" to accelerate to the desired climb speed then "IAS"and finally "MACH". To climb to another flight level we did the same, the "music" was : CLIMB, N1, MACH HOLD. At altitude capture we selected "SPEED"at the AT( on some DC10 the switching to AT speed mode was automatic). I'm almost sure my 747 colleagues did the same.

[@ReflectedRealitySimulations]

Perfect thanks, that makes sense. The manual switching between speed and EPR on the 747 is the bit that adds to a simmers workload, especially as it will just drop the AT if you mistakenly select IAS pitch, hence using AT speed for little climbs. The other issue is there isn’t a direct pitch input, so for both the initial takeoff accel and FL100 accel EPR and VS is used. I love these older aircraft systems, being aware of what it’s trying to do at each point is so important.

[@myZisfantastic]

@@ReflectedRealitySimulations I guess Boeing engineers place the AT modes control where they could and on a place which is not really obvious and convenient(at least for flight simmers). Fortunately on the DC10 all the controls were in front of your eyes which made them easy to locate and use. Keep them coming you do it great! Cheers

[@karllindgren6960]

Is it possible to import that waypoint list in the video or do you have to write on manually?

[@ReflectedRealitySimulations]

You can load an X-Plane FMS file into the INS - the option is on the INS EFB page, but in this case it's a copy of waypoints from a simbrief plan into a text document, then entering manually.

[@bunnyfeng]

Hi, do you have any suggestions how I can control the plane properly during crosswinds? I seem to struggle to always stay on the centerline of the loc, I am usually too far left and then too far right. I know I have to drift the plane in the wind and I always try that but somehow I am struggling to keep the plane stable. I have heard that you can calculate on which heading you have to fly to stay perfectly on the loc. I would be glad if you could give me a hint or anything like that. Thank you for your very informative videos. I love learning the systems with your tutorial series ^^

[@ReflectedRealitySimulations]

It's a tricky thing to get right. Most of the time crosswind issues are actually cause by the pilot overcontrolling rather than the wind itself. Remember make a correction, then return to wings level and wait to see the effect of your correction. Then repeat as required. Don't "chase" the centreline by rolling continually.

[@bunnyfeng]

@@ReflectedRealitySimulations Thanks for the hint ^^ Since it is currently quite windy in Europe I can practice my landing skills

[@greenguy4953]

do you not put the UMLAT waypoint in the INS?

[@ReflectedRealitySimulations]

You could do, but as it’s defined by Midhurst VOR radial 356, and is very close to the airport I found it easier just to use the radio navigation for that and transfer to INS later on.

[@Alexgibbo5]

45:39 Why does the thrust increase? Does it for me every time too.

[@ReflectedRealitySimulations]

That's a good question, and I really don't know. Will ask my good friend CaptCrash on the Felis Discord about it - it could be a sim issue as I know Felis does a lot of direct manipulation of the aircraft parameters.

[@Alexgibbo5]

@@ReflectedRealitySimulations Since asking this I believe it actually decreases from the start of TO roll and is rolling back up to the correct setting. Apparently the A/T wasnt used much on the -200B until in the air so perhaps best to use handheld throttle to maintain desired EPR.

[@bobdylan2843]

does this plane have panel state saving, so we can just load and fly?

[@ReflectedRealitySimulations]

Sadly not - that would be really useful for a longhaul aircraft. That said, if you just want to get engines running you can do it in about 5 minutes if you just skip all the checks and get right to the basics.

[@VB-0015]

Ive got a question too, I depart from gatwick and there isnt a NDB freq for example: MAY on 452 What do i do?

[@ReflectedRealitySimulations]

When flying older aircraft in the modern sim environment you really just have to fill in the gaps yourself. Gatwick SIDs are based on Mayfield, Midhurst, Detling, Southampton and Seaford VORs. However, if flying offline you could simply climb straight ahead until above any terrain (3000ft is good for London) then turn on course.

[@VB-0015]

@@ReflectedRealitySimulations thanks for the reply. Ive got another question: When planning the ins co ordinates, i dont know which co ordinate is the start. do i count 9 co ordinates back from the last co ordinate or where do i start?

[@VB-0015]

@@ReflectedRealitySimulations And also how did you get those co ordinates to x plane as a png?

[@Rich-sm3ho]

Hi do you know where the radio ins switches

[@Willoz269]

Overhead panel on the right

[@Rich-sm3ho]

@@Willoz269 thanks

[@ReflectedRealitySimulations]

Also you should hopefully have seen you can display radio on the HSI, while the AP is following the INS, so when you transfer to radio navigation you can swap the HSI over, verify the guidance and then switch autopilot modes.

[@emiratharakmalsaleh3847]

Where you get felis b742?

[@ReflectedRealitySimulations]

It's for sale at x-plane.org - store.x-plane.org/Boeing-747-200-Classic_p_1491.html

[@Francescolongok]

Hello, good evening, fantastic but are you a real pilot of 747 200? I was with british in a plea🤩sure trip from London to San Francisco in 1996 with this 742 and remember wen I was waiting for depart in London in front to of the cabin of my 742 behind a great glass-window of Heatrow airport, inside were possible to see the captain and the second pilot working with carts, could be perhaps you?...🤗

[@ReflectedRealitySimulations]

Sorry for the delay replying. No I'm a A320 pilot - I do wish I could have flown the 747 though!

[@DANFORTHPAPE1]

The only criticism I've got of this is that the fake airflow noise is too loud and drowns out the narration which is a bit too quiet and muffled. Might be shame to re-edit the video to improve the audio.

[@a.nelprober4971]

21:18 bitterly disappointed that this has not been modelled. That would add a true mark of authenticity.

[@ReflectedRealitySimulations]

The Fuel Heat? It was simulated in the beta version, but there were some questions over how the system was behaving, so for release rather than have a half working system, it was deactivated. The plan was always to reinstate it in an update, so I'm sure it will be back again.

[@a.nelprober4971]

@@ReflectedRealitySimulations APU load One thing I love about authenticity though is the stickiness of some of the guages. Watching those engine param readout guages struggling to change value is Uber realistic and something I wish flyjsim would improve to their classics.

[@David-lb4te]

Good tutorial, but the simulation s/w is poor. Engine performance , EPR/rpm relationship is wrong at all settings, and instrument fidelity is poor. If a developer is going to the trouble of simulating every switch, why cant they map the correct engine performance data from the flight manuals to the look up data tables in a simulator?

[@ReflectedRealitySimulations]

Thanks David. I know the EPR simulation was discussed extensively during testing. To the best of my knowledge X-Plane doesn’t have a lookup table system, but the engine simulation is fairly simple with a fixed reference between all engine parameters. I don’t know if further improvements are planned in this regard - the upcoming HotStart Challenger 650 uses a totally custom engine model that bypasses the X-Plane default systems totally in order to provide an accurate simulation. The instrument quality was another issue discussed during testing, and some enhancements were made. Perhaps Felis will revisit this in the future.

[@thomasita5485]

How did you move the brake pedals?

[@ReflectedRealitySimulations]

I have a custom command on an axis for "Hold Brakes Regular". I have this on my throttle slider at the base of my T16000m stick.

[@thomasita5485]

Can you show a video of how you did it?