747-200F my-planes.

com July 2010 1

my-p|anes.com


8CLING 747-200I

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Credits
Thanks to Austin Meyer for x-plane and regular updates including requested ones
Jonathan Harris (aka Marginal) for his Blender scripts
Sounds are taken from the standard 747-400 which comes with x-plane (you can use any you
like of course just rename them as enclosed)
747 Flight Handbook, Trans World Airlines August 1989
www.boeing.com/commercial/airports/acaps/747_123sp.pdf
The Airliner book of the Boeing 747 by Mark Nicholls, Key Books Ltd. 2002 ISBN0-
946219-61-3
Janes All The Worlds Aircraft 1984-1985
747-200F my-planes.com July 2010 2
A|rcraft descr|pt|on

I am assuming you are familiar with the basics of x-plane flight, aircraft handling and
navigation systems. I will therefore restrict descriptions mainly to those areas which differ
from the standard x-plane default instruments.

I recommend the following freely downloadable document from Boeing:
www.boeing.com/commercial/airports/acaps/747_123sp.pdf

This document states the following:




Various combinations of engines have been used on the 747-200F, the models from my-
planes represent three of the possibilities.
I also gleaned a lot of information regarding airlines, the engines they used and aircraft
models by searching http://www.airliners.net/. You will most probably find photos of the
aircraft represented there.

747-200F my-planes.com July 2010 3
!"#$%&"' )* +,-./#0"' 121-344!:

Aircraft and airlines modeled:

747-200F MTOW (775,000 lb) JT9D (48,570 lb st); Cargolux, JAL super logistics, Polar Air
Cargo
747-200F MTOW (802,000 lb) RB211 (51,600 lb st); Cathay Pacific
747-200F MTOW (838,000 lb) CF6 (56,750 lb st); Alitalia, Atlas Air, Air France

high frame rates in x-plane 9.55
3D objects for fuselage, wings, engines, gear.
gear retracts and extends as it should,
correct sequencing of all the gear doors.
main wing gear pivots on takeoff or landing
main body gear bogies steer with nose gear
engines with thrust reverser cowl movement
engines with front fan rotations
engines glow hot from the core (visible from rear esp. at night)
APU intake door closes when APU is off
opening nose cargo door
opening side cargo door (left SCD)
opening lower cargo doors (2, right side)
flaps and slats move properly for given flap settings
tripple slotted fowler flaps realistically modelled
spoilers extend correctly for speedbrake or roll control
custom landing lights (4) independently controlled
many custom built instruments on the 2D panel including control surface position indicator,
HSI, autopilot glareshield panel with rotary indicators, flap position indicator, ADI, trim,
speedbrake, throttle and flap controls.
simplified 3D panel only
flying characteristics as per real flight manual

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56+"0'6)0'

747-200F my-planes.com July 2010 5
Contro| Surfaces
The 747-200 has 4 ailerons, 4 elevators, 2 rudders, 8 sets of leading edge flaps, 12 spoilers
and 4 triple-slotted flaps. All are driven by various hydraulic systems which make the failure
of any two systems easily dealt with, leaving the 747 fully controllable.

The rudder is divided into upper and lower parts, while the elevator is divided into outer and
inner parts.

The ailerons all work together for lateral control up to an airspeed of 270 knots when the
outboard ailerons are locked in the neutral position.

The leading edge flaps are NOT slats, and deploy from beneath the wing surface rotating
about their leading edge (Krueger type flap).
LE flap deployment depends on main flap position:
Flap 0 LE flap retracted
Flap 1 LE flaps 2, 4, 5 and 7 deployed (green below)
Flap 5 LE flaps 1 to 8 deployed (all LE flaps).



Main flaps (inboard and outboard) deploy symmetrically 0, 1, 5, 10, 20, 25, 30
10 or 20 are normal takeoff positions
10, 20, 25 or 30 are normal landing positions.

Spoiler deployment is quite complex. They are used for lateral control together with the
ailerons and as airbrakes.
Lateral Control: Spoilers 1 to 5 and 8 to 12 (green above)
Airborne speedbrakes: Spoilers 3 to 6 and 7 to 10 (red above)
Ground speedbrakes: Spoilers 1 to 12 (all spoilers, yellow above)

All control surface deflections are faithfully reproduced in x-plane.

747-200F my-planes.com July 2010 6
CAkGC DCCkS



Cargo door animations are controlled by sliders and switches in the lower left cockpit.

Shift-F1 NOSE open/close toggle
Shift-F2 SCD open/close toggle (Side Cargo Door, rear left)
Shift-F3 lower deck FWD cargo door open/close toggle
Shift-F4 lower deck AFT cargo door open/close toggle
747-200F my-planes.com July 2010 7
Cockp|t


Most instruments are familiar in their basic functions.
The maximum permitted airspeed (red and white striped needle on the ASI) is accurate in x-
plane.
The digital Mach indicator on the ASI has three decimal places.
Above the RMI disc there are two DME digital readouts.

The following are rather specific to the B747-200:

1 fast/slow indicator. Visible when the gear is down, it will give an indication of your
approach speed, and depends on flap setting, weight and centre of gravity (see
fuel). Too slow is indicated by the needle above the ADI centre line, too fast
below.
2 Glideslope indicator. Same as usual.
3 Distance to next waypoint as programmed into the FMS. Nautical miles.
4 Estimated wind direction (degrees mag). Should help with drift angles (not
indicated).
5 Ground speed in knots.
6 Outside air temperature in degrees C. When below zero, the word minus appears
above the digital display.
7 True Airspeed.
8 Outboard landing lights (wing root), individual (left/right) controls.
9 Inboard landing lights (wing root), individual (left/right) controls.
747-200F my-planes.com July 2010 8
10 Cabin flood light dimmer switch. Turn this down to reduce the overall red cockpit
panel appearance at night.
11 Instrument brightness. Most instrument display needles and digital displays are
affected.
12 Spot lighting on specific areas of the panel. Turn this full up with the flood light
down.
13 Dials control Brightness of some instrument dial numeration. Recommended full on
at night.
14 Flood lighting of specific area of the autopilot panel.
15 The usual lighting controls for taxi lights, nav lights (tail and wing), beacons (upper
and lower) and strobes (wingtips and tail).

See 3D cockpit section page 12 for an example of the lighting effects on the instruments.

7)0$&)/ 8%&*#9" :)'6$6)0 ;0<69#$)&
Specific instrument to the 747 classic series of aircraft reproduced for x-plane.



1. left outboard elevator position
2. right outboard elevator position
3. upper and lower rudder position
4. left outboard aileron position
5. Spoiler number 4 position (in-
flight spoiler and speedbrake)
6. Spoiler number 12 position (in-
flight spoiler and ground-only
speedbrake)
7. Right outboard aileron position

747-200F my-planes.com July 2010 9
Autop||ot

Autopilot functions are fairly standard but their selection is specific to the 747 classic.
1. Flight Director and autopilot mode indicator. Left hand column indicates autothrottle
on and engaged modes for all autopilot functions in green. Some modes which are
not compatible have overlapping indicators (only one will be displayed at any one
time)
2. Autopilot power on and armed modes in orange. The armed mode is equivalent to the
mode indicator on the left. For example loc arm (orange) or G/S arm (orange) will
illuminate in the right hand column opposite their engaged counterparts shown
below. When engaged, the arm light goes out, as below. Test buttons for autopilot
and warning lights are also on this panel as labelled below (and indeed in the
cockpit).
ALWAYS check the auto mode indicator lights panel 1 and 2

3. Autothottle control. Dial the required speed and engage with the lower switch.
4. Autopilot power on
5. Flight director, off manual auto (command, CMD modes)
6. Course 1 (OBS 1)
7. Source selector, nav 1, INS (aka FMS), nav 2. To position the letters authentically, the
dial does not necessarily turn in the direction you think it will!
8. Course 2 (OBS 2)
9. VVI select. The 747 classic has no VVI digital indicator, you need to use the VVI
instrument.
10. Vertical auto flight modes. CLICK ON THE LETTERS, do not attempt to click on
the knob, it will not have the desired effect. Modes are off, vertical speed hold
(V/S), flight level change (IAS) and glideslope arm (G/S)
11. Heading knob and readout. By clicking outside the knob you can change the max
bank angle used for automatic flight as indicated (5, 10, 15, 20, 25 and 30 degrees.
30 is the default)
12. Back course engage switch
13. Horizontal auto flight modes. CLICK ON THE LETTERS, do not attempt to click
on the knob, it will not have the desired effect. Modes are off, wings level (WLV),
Heading (HDG) and VOR/LOC arm.
14. Altitude control. The knob changes the altitude in the digital readout. The switch will
arm the altitude mode or engage current altitude hold mode depending on the auto
status. In altitude arm mode select V/S in the vertical mode control and dial a
vertical speed to reach altitude selected (or engage ASI mode to change pitch
according to speed to reach the altitude selected).

In all cases check the auto mode indicator lights panel 1 and 2 that the required mode is either
armed or engaged (NEXT PAGE).

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Auto Mode indicator




Autothrottle Engaged Autopilot Power ON
LEFT COLUMN RIGHT COLUMN
Flight Level Cange Vertical Speed Hold Altitude Hold
Enganged
Altitude Arm
Wings Level Hold Heading Hold VOR/LOC Engaged VOR/LOC armed
Glideslope Engaged Glideslope Armed
Back Course
Engaged
Bacj course Armed




WAkNING LIGn1S ANLL
Self explanatory.

747-200F my-planes.com July 2010 11
ULk ANLL
All fairly obvious controls here.

Note that the yaw damp (also the autostabilisation system ON switch) is located here (default
OFF).
The switches above the light switches panel, dials and auto quickly select three light
levels for each of the cockpit spots.
Red switches labelled 1 to 4 are the engine fire extinguishers.
Igniter switches should be ON for starting engines (square starter buttons).


747-200F my-planes.com July 2010 12
LCWLk ANLL

Again all familiar territory here.


Note that the speedbrake lever can be used incrementally when using the mouse.
The trim lever does not move but has mouse click regions for the trim.
Pitch trim is indicated to the left and right of the throttle quadrant.
The fuel levers are below the throttle levers.
Switches to bottom left are equivalent to sliders to control the cargo door animations.
Above these are the trim reset buttons and above those, the APU controls.
Starting the APU opens the APU intake door in the left rear side of the aircraft. Turning the
APU off closes it (go have a look).

IULL SS1LM
Fairly straight forward with only three tanks. Shown above are the four fuel contents gauges
(total fuel is top, beneath this is left, centre, right tanks).
The centre tank is slightly forward of the other two so CG can be controlled somewhat from
here.
PROCEDURE
Fill the wing tanks (left and right) before the centre tank. If you dont need the fuel, does fill
it). The centre tank is the middle slider in the weight and balance screen (zero here):
If you fill all three tanks, use the centre tanks fuel up first.
Knobs for tank selection and fuel transfer are the usual ones.
Note, you can fill the wing tanks only using the sliders fuel LEFT and fuel RIGHT
simultaneously.
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3D ANLL
Crude but effective panel accessed by all usual x-plane methods.


All instruments do of course work. LIT textures with adjusted spot brightness. Also seen in
2D panel.
747-200F my-planes.com July 2010 14


In the aircraft three quarter right view
(2D and 3D) you can find a handy little
sheet to help with the speeds and flap
settings at various weights. This is not
specific to this x-plane but is taken from
real-world cockpit placards and manuals
for the 747-200.





WLIGn1 AND IULL

CHARACTERISTIC (LB.) 747-200F JT9D 747-200F RB211 747-200F CF6

ENGINE MODEL -7AW -524D4 -80C2B1
ENGINE THRUST AVAILABLE 48,570 53,110 56,750

MAXIMUM RAMP WEIGHT

778,000 803,000 823,000

MAXIMUM LANDING WEIGHT

630,000 630,000 630,000

MAXIMUM TAKE OFF WEIGHT

775,000 800,000 823,000

OPERATING EMPTY WEIGHT

342,180 351,930 348,120

ZERO FUEL WEIGHT

590,000 590,000 590,000

MAXIMUM STRUCTURAL PAYLOAD

247,820 238,070 241,880

USABLE FUEL CAPACITY

351,150 351,150 348,635

MAX FUEL @ MAX PAYLOAD 185,000 210,000 233,000
MAX FUEL (LAND) @ MAX PAYLOAD 40,000 40,000 40,000

MAX PAYLOAD @ MAX FUEL 81,670 96,920 126,245

Values taken from Boeing Airplane Characteristics document D6-58326 May 1984
Nominal range at max payload is 3500 nm (CF6) 3000 (JT9D) and 3700 (RB211).
Nominal range at max fuel is 5500 nm and ferry range 7000 nm (CF6).

747-200F my-planes.com July 2010 15
WLIGn1S AND SLLDS

V
2
speeds
20 flap gross weight
reference
speed flap position
lb kg flap position 30 25 20 10 5 1 0
x1000 x1000 30 25 stall speeds - IAS

397 180 118 122 90 94 97 101 104 110 143
418 190 121 126 93 97 99 104 107 113 148
129 440 200 124 129 95 99 102 107 109 116 152
132 463 210 127 132 98 102 105 110 112 120 155
134 485 220 130 136 100 105 108 113 115 123 159
136 507 230 134 139 103 107 111 116 118 127 163
140 530 240 137 145 105 110 113 118 121 130 166
142 551 250 140 148 107 113 116 122 124 133 169
145 573 260 143 151 110 115 119 125 127 136 173
148 595 270 146 154 112 118 122 127 130 139 176
150 617 280 150 157 115 121 124 130 133 143 179
153 639 290 153 161 118 123 127 133 135 146 183
155 661 300 157 163 120 126 130 136 138 150 186
158 683 310 159 166 133 138 141 153 189
161 705 320 162 169 135 141 143 156 192
164 727 330 165 172 138 144 146 159 195
171 749 340 168 177 140 147 149 162 198
172 771 350 171 179 143 149 152 164 201
793 360 174 182 145 151 154 167 204

for 10 take off flap add 7 kts to the 20 V
2
speed
compiled from flight handbook trans world airways May 30 1997

These work pretty well in this x-plane model. Use 3 nose up trim for takeoff.
Remember you can get your current aircraft weight from the EFIS display (FUEL button).
The reference speed is Vref It is used as a basis for the approach and landing speeds as
shown below.
Different airlines and operators have different rules about flap settings for landing. Today
much of it is based on the most economical. For example, a flap 10 landing may be faster
than a flap 20 one but it uses less fuel.
A good guide is to use flap 10 for takeoff and flap 25 for landing. Use flap 20 for heavy
takeoffs and flap 30 for short landings.
It is standard practice to climb in stages very difficult to do otherwise at high weights.
Normal cruise setting is M=0.85
An idea of your current available range can be seen in the EFIS (FUEL button again) but
remember you are cruising at optimum engine and aerodynamic settings and will
undoubtedly find you need much more fuel that you think for decent and landing, especially
if the weather is bad not forgetting your reserves (or ATC demands).




747-200F my-planes.com July 2010 16
Typical values for a 747-200 include:

747-200F my-planes.com July 2010 17
NCkMAL kCCLDUkL AkCACn AND LANDING


In the above depiction of an approach and landing procedure, BUG is equivalent to Vref.
(due to the fact that you might set an airspeed bug on the ASI for this).

Minimum Manouvering Speeds given in the box are:

FLAPS SPEED
0 Vref + 100
1 Vref + 60
5 Vref + 40
10 Vref + 20
20 Vref + 10
25 Vref

747-200F my-planes.com July 2010 18

Flap placard speeds are actually, er, placarded in the x-plane cockpit (above the gear handle).


Have fun, let me know of any problems and dont hesitate to give me feedback.

Gary@my-planes.com

July 2010