Iberia Airlines · CC BY 2.0 · Boeing 747 picturedThe 747 first flew in 1969 and entered airline service in 1970. Its broad main deck transformed the scale of passenger flying, while the elevated cockpit also suited a freighter with a nose-loading door. Passenger and cargo developments remained important throughout the programme.
The flight deck changed dramatically between classic three-crew 747s and later two-pilot aircraft. The 747-8 also brought a further wing and engine development. The simulator products cover several generations, including the classic 747-200 and modern 747-8.
Boeing 747-8 Intercontinental
Boeing’s early concept archive shows that the familiar 747 shape was not the starting point. The development team studied several arrangements with two passenger decks. Problems with those configurations led Joe Sutter’s team toward a wide fuselage with most accommodation on one level. Moving the flight deck upstairs also left room for a cargo door in the nose below it.
The 747 evolved through several generations, including the 747-400 and the later 747-8, while passenger and freight operations gave the family different careers. Boeing marked the final delivery on 31 January 2023 at Everett, handing a 747-8 freighter to Atlas Air. The manufacturer recorded 1,574 aircraft built over more than half a century.
People who had helped design and build the original aircraft returned for the ceremony. Atlas provided another link across generations: the company began with a converted 747-200 freighter and later operated types including the enlarged Dreamlifter, used to transport 787 components.
First flight: February 9, 1969 ( 1969-02-09 )
Westerdijk recalls choosing a first-officer position on the 747 over an opportunity to command the DC-9. After earlier F27 and A310 flying, the prospect of long-haul operations appealed to him, and he eventually became a 747 captain. His recollections of the 200 and 300 include six-day rotations through Dubai and Bangkok to Hong Kong, with the return journey retracing those stops.
Kai Tak made those trips particularly memorable. He describes the transition from instrument guidance to the visual turn beside the city, with buildings close by and western winds sometimes adding turbulence. As a first officer, the allocation of flying duties determined whether he received that prized landing. When he later commanded the aircraft, he discussed the division of sectors with his first officer.
Osborne traces his fascination with the 747 to seeing Airport 1975 as a ten-year-old. Years later, as a US Air Force C-141 instructor, he would look across Frankfurt airport at newly arrived 747-400s and imagine flying one. After leaving the Air Force, his airline employer acquired the aircraft used in the film, and he eventually became part of its crew. The machine that had started the ambition became part of his working life.
Writing as a 747-400 captain, he describes another connection with that childhood excitement: the preserved N661US at the Delta Flight Museum. Passing it near the employee parking area at the beginning and end of trips brought back the same sense of wonder. The recollection is about a lasting attachment to the aircraft rather than a technical evaluation of its handling.
By the time of this 2022 interview, Vize had spent more than twenty-two years flying 747s for Atlas and visited more than a hundred destinations in the type. The cargo varied from cars and boats to holiday gifts and equipment for sports teams. Acceptance flights for two new 747-8 freighters gave that career a personal turn: while he flew the aircraft, Joe Masone carried out the functional checks and systems tests. Masone had trained him about twenty-five years earlier and helped him find his way to Atlas.
Vize also recalls a brief meeting with his son Brandon during a military deployment in 2010. His own arrival coincided with his son departing aboard another Atlas 747, flown by a colleague. Among the many journeys and loads he remembers, that chance encounter stands out as a moment when the aircraft joined his professional and family lives.
At Oshkosh in 1995, McMurtry stood beside his own Waco biplane and amused his interviewer by describing a much larger two-winged machine he flew: the 747 carrying a Space Shuttle. His route to that unusual assignment included naval aviation, test-pilot training and Lockheed U-2 flying before joining NASA in 1967. He became one of the original 747 project pilots for the Shuttle approach-and-landing test programme.
Asked how the carrier handled with the Shuttle aboard, he said the change was less dramatic than an observer might expect. The added vehicle nevertheless produced considerable drag, and disturbed airflow around it transmitted shaking to the 747’s tail and airframe. These handling observations concern the modified carrier combination.
The 747 first flew in 1969 and entered airline service in 1970. Its broad main deck transformed the scale of passenger flying, while the elevated cockpit also suited a freighter with a nose-loading door. Passenger and cargo developments remained important throughout the programme.
The factory starting point selects Boeing 747-8 across MSFS 2024, MSFS 2020, X-Plane 11, X-Plane 12.
Spring resistance builds with the selected airspeed response. Directed aerodynamic loading is omitted.
Pitch-trim relief is off. Autopilot following is enabled for supported control references.
The 747 family spans the classic -200, -400 and later -8, with separate avionics and engine installations. The cited -400 maintenance discussion reports breakout and full-aft column effort varying with trim; an early-747 handling account describes its wheel effort. These are related-type reports, not measured -8 force curves. Dreamlifter and Supertanker guides additionally describe specialized autopilot controls and mission configurations.
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
施加於模型產出的一切、在裝置上限之前的最終整體輸出縮放。
調高: 一切(彈簧、載荷、效果)一同增強。
調低: 一切一同變柔。
設定理由: Scales overall profile strength while preserving effect balance, subject to device and output limits.
把搖桿拉回中央的基礎回中力。其他所有力都疊加在它之上。太低,正常飛行中搖桿會發軟;太高,它會與你的手較勁,並掩蓋疊加其上的細微提示。
調高: 更硬的回中,更抗手。
調低: 更軟的桿,只靠氣動載荷。
設定理由: The powered-control response uses qualitative family feel context; older maintenance and handling accounts do not calibrate every -8 axis. The baseline spring is 0.2. Low-speed spring blending is off.
Boeing 747 LCF Dreamlifter Instructions and ReferenceBoeing 747 family reference中央附近彈簧保持安靜的小中立區,讓靜止時的微小移動不會咔嗒作響。更寬更安穩但更松,更窄更精確但可能在中央附近抖動。
調高: 更安靜但更松的中央,曠量更大。
調低: 更緊的中央,靜止時可能抖動。
設定理由: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
設定理由: Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload.
作用於兩條持續軸載荷的主縮放,在它們各自的獨立平衡之前施加。設定檔通常不動它,而是調校兩條軸載荷。
調高: 兩軸載荷一同加重。
調低: 兩軸一同減輕。
設定理由: The 0 gain omits sustained directed airspeed loading. Spring resistance remains independent.
彈簧達到全強度的空速。從起點到這裡,隨著氣流在操縱面上增強,回中逐漸變硬。
設定理由: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
在偏轉載荷之外,回中本身隨速度變硬的程度。零則中央手感恆定;越大,巡航時回中越硬,起落航線上越松。
調高: 中央隨速度明顯變硬。
調低: 任何速度下中央手感恆定。
設定理由: The high-speed spring-stiffening gain is 1. It strengthens the permitted spring response above 122 KIAS, with the squared-speed ratio capped at 7.8.
速度驅動的中央變硬上限,防止高速飛行把彈簧無限上緊。
調高: 高速允許更多總硬化。
調低: 硬化更早封頂。
設定理由: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
由副翼偏轉和空速產生的持續橫滾載荷,獨立於俯仰調校。與升降舵載荷一起,決定評測中常說的操縱協調比。
調高: 橫滾力更重。
調低: 副翼更輕更靈。
設定理由: Roll and pitch aerodynamic scales are 1.55 and 0.9, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. No custom spring-travel curve is enabled.
由升降舵偏轉和空速產生的持續俯仰載荷,獨立於橫滾調校。這是決定機型俯仰重量的主槓桿。它不影響副翼、彈簧、配平或抖振力。
調高: 速度下持續俯仰力更重。
調低: 升降舵更輕,握持更省力。
設定理由: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
每個穩態俯仰或橫滾力到達裝置前的上限,防止猛烈機動中砸擊或飽和硬體。
調高: 削波前更高的穩態力峰值。
調低: 更柔的上限;猛烈機動更早被抹平。
設定理由: Caps directed-force output. Native spring effects and device limits remain separate.
設定理由: Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
啟用低速彈簧介入視窗(上面的起始/全強度節數)。關閉時彈簧在所有速度下恆定。
設定理由: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
在靜止、空速尚未產生氣動力之前,彈簧還剩多少。下限高,停機時搖桿結實;下限低,則是停放輕型飛機那種鋼索鬆弛的感覺。
調高: 停機和滑行時桿更結實。
調低: 停機時桿發軟,只隨速度甦醒。
設定理由: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
彈簧從低速下限開始向全強度攀升的空速:起飛滑跑中操縱面"甦醒"的那一刻。
設定理由: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
氣動載荷達到設計滿值的指示空速。它把整條載荷曲線錨定在飛機真實的速度範圍:172在110節就載滿,噴氣機要晚得多。
調高: 載荷來得更晚;桿輕到更高速度。
調低: 載荷來得更早,巡航更沉。
設定理由: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
升降舵配平緩解持續俯仰力、移動桿的安定位置的強度。在100 %時,配平得當的飛機不需要保持壓力——正是真實飛行中"用配平消掉載荷"的流程。
調高: 配平消掉更多持續力;100 %時滿配平可完全抵消。
調低: 即使配平也仍要持續用力。
設定理由: Trim-sensitive column effort is family mechanism context, while the profile's exact trim authority remains a selected approximation. Pitch relief is off, with stored authority 0.3; roll authority is 0.09.
Boeing 747 LCF Dreamlifter Instructions and ReferenceBoeing 747 family reference橫滾配平的同類緩解。多數通航機型沒有真正的副翼配平,所以保持為零;有橫滾配平的機型獲得相應的值。
調高: 橫滾配平消掉更多持續力。
調低: 橫滾配平作用更小。
設定理由: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
由輪速和地面型別(鋪裝、草地、礫石)產生的滾動振動。
調高: 桿上更強的地面質感。
調低: 更平滑的滑行。
設定理由: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
來自伸縮縫、車轍和粗糙地面的短促離散顛簸,為持續隆隆聲打上標點。
調高: 接縫與車轍的衝擊更清晰。
調低: 更柔的地面細節。
設定理由: Sets gear-bump texture during ground motion, separate from touchdown impact.
由飛機自身失速警告系統觸發的專用抖桿器振動。只有真有抖桿器的機型才有值;其餘全靠氣動抖振和喇叭。
調高: 更硬的抖桿器。
調低: 更含蓄的抖桿器。
設定理由: Sets triggered shaker strength; inactive while the shaker feature is disabled.
接近失速及失速警告響起時的機體抖動:這副機翼宣告不滿的音量。斷失乾脆的機型抖振收斂,讓喇叭承擔警告。
調高: 更強的失速前顫抖。
調低: 更含蓄的機翼;警告交給喇叭。
設定理由: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
接近馬赫極限的跨音速抖振。對接近MMO的噴氣機有意義,對到不了那裡的活塞機和渦槳機為零。
調高: 接近馬赫極限時更強的跨音速抖振。
調低: 高馬赫下更平滑的飛行。
設定理由: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
襟翼伸入氣流後機體的低頻振動,發生在它們真正做功的速度視窗內。
調高: 襟翼做功時更粗糙的飛行。
調低: 更柔的進近襟翼。
設定理由: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
可收放起落架懸在氣流中引起的機體鼓振。固定起落架機型為零,它們的機體外形從不改變。
調高: 放起落架時更多鼓振。
調低: 放起落架飛行更乾淨。
設定理由: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
機輪觸及跑道那一下的單次衝擊,按下沉率縮放:輕柔著陸是耳語,結實到達是一記悶響。
調高: 觸地時更硬的一擊。
調低: 更柔的到達。
設定理由: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
反推或槳葉beta區工作時的滑跑振動。無反推機型為零。
調高: 反推下更粗糙的滑跑。
調低: 更含蓄的反推。
設定理由: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
從慢車到全功率跟隨轉速的持續動力裝置振動——前方有東西在燒油的永恆提醒。
調高: 桿裡更多引擎。
調低: 更含蓄的引擎。
設定理由: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
僅在模擬器報告襟翼舵面確實移動時的持續振動。它跟隨真實作動器的運動和故障,而非估算的計時器。
調高: 襟翼移動中更多振動。
調低: 更含蓄的襟翼行程。
設定理由: Sets texture from observed flap movement; a command without movement does not establish the cue.
自動駕駛指令可以讓桿實際移動多遠。在MSFS中保持極小,因為移動的軸可能被讀回為飛行員輸入;零則完全停用跟隨。
調高: 自動駕駛讓你的桿移動得明顯更多。
調低: 幾乎察覺不到的跟隨。
設定理由: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Whether this feature is active in this profile.
設定理由: Following is on at 1 authority when a supported, valid autopilot control reference is available.
Whether this feature is active in this profile.
設定理由: Permits centering hold during a supported AP state, separate from following a moving target.
設定理由: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Whether this feature is active in this profile.
設定理由: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
Whether this feature is active in this profile.
設定理由: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
Whether this feature is active in this profile.
設定理由: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
Whether this feature is active in this profile.
設定理由: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
Whether this feature is active in this profile.
設定理由: Enables rate damping with the configured coefficients and control law.
Where this effect reaches full strength (or has fully faded, for washouts).
調高: a more gradual build to a later peak.
調低: a quicker build.
設定理由: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Where this effect begins fading in.
調高: the effect begins later.
調低: it begins earlier.
設定理由: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Whether this feature is active in this profile.
設定理由: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Whether this feature is active in this profile.
設定理由: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Whether this feature is active in this profile.
設定理由: Applies the configured pitch and roll spring travel curves.
設定理由: Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel.
設定理由: Sets response at the second roll-curve point; its input position and other points determine the travel law.
Whether this feature is active in this profile.
設定理由: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Whether this feature is active in this profile.
設定理由: Enables engine cues with nonzero settings and valid running-engine telemetry.
Whether this feature is active in this profile.
設定理由: Enables accessory cues with configured strengths and observed accessory movement.
The strength of this effect.
調高: a stronger effect.
調低: a weaker one.
設定理由: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
| 引數 | 數值 | 控制作用及原因 |
|---|---|---|
| Spring strength | 0.2 | The powered-control response uses qualitative family feel context; older maintenance and handling accounts do not calibrate every -8 axis. The baseline spring is 0.2. Low-speed spring blending is off. |
| Spring deadband | 0 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Forces · Center starting force | 0.12 | Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload. |
| Force gain | 0 | The 0 gain omits sustained directed airspeed loading. Spring resistance remains independent. |
| Master gain | 0.95 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Spring full-strength speed | 122 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Airspeed spring stiffening | 1 | The high-speed spring-stiffening gain is 1. It strengthens the permitted spring response above 122 KIAS, with the squared-speed ratio capped at 7.8. |
| Airspeed stiffening cap | 7.8 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 1.55 | Roll and pitch aerodynamic scales are 1.55 and 0.9, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. No custom spring-travel curve is enabled. |
| Elevator force scale | 0.9 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.65 | Caps directed-force output. Native spring effects and device limits remain separate. |
| Autopilot · Follow enabled | True | Following is on at 1 authority when a supported, valid autopilot control reference is available. |
| Autopilot · Follow authority | 1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | False | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Aero · Max flap index | 6 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 1 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Amplitude | 0.9 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Forces · Center starting force transition | 0.05 | Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual. |
| Dynamic-pressure blend | False | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.45 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 0 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| 力回饋調校速度 | 300 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| SpringResponse · Travel enabled | False | Applies the configured pitch and roll spring travel curves. |
| SpringResponse · Output | 1 | Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel. |
| SpringResponse · Output | 1 | Sets response at the second roll-curve point; its input position and other points determine the travel law. |
| StickFeel · Elevator authority | 0.3 | Trim-sensitive column effort is family mechanism context, while the profile's exact trim authority remains a selected approximation. Pitch relief is off, with stored authority 0.3; roll authority is 0.09. |
| StickFeel · Aileron authority | 0.09 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | False | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | False | Enables rate damping with the configured coefficients and control law. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.18 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0.48 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0.34 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Gain | 0.34 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | True | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.42 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.38 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.95 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0.55 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.11 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.28 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0.18 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
如果你的真機經驗表明本頁有誤,請在此指正。
本頁基於引用資料構建,而真機經驗勝過任何引用。 請引用有誤的主張,並告訴我們真機的實際表現。糾錯 將交由維護者稽核,並納入本研究的下一次修訂。