GMAX Version 1 8/2003
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Built by Greg Pepper
Painted by Dave McQueen
Minor assistance from Tom Gibson
Technical and testing help from Dave McQueen
Flight dynamics by FSAviator (true FS2002 flight model with dynamics derived from actual flight manual information), correct within 3% of the real flying characteristics - see Reference file (F10). This FDE is not designed for AI use - it will not work. Download AI propliners at http://www.calclassic.com/.
Virtual Cocpit modified by Jorge Buiatti ( buiattijo1@yahoo.es )
FS2004 comments.
The aircraft has been tested in FS2004 (A Century of Flight). Minor instrument anomalies (color) were the only detected changes. The GPS feature will not work unless the panel.cfg file is replaced with the included "FS2004 B377-C97 panel.cfg" file in the panel folder. Rename it to panel.cfg.
FS2002/FS2004 FEATURES:
AIRCRAFT
1. Virtual Cockpit with clicklable lights, cowl flaps, DME, GPS, RADIO, ATC, MAP (Icons) and Automatic Pilot.
2. There are no opening doors on this model.
3. The working cowl flaps are opened by Ctrl-Shift-V, and closed by Ctrl-Shift-C (both in increments) or use the cowl flaps switch. Note: COWL FLAPS MUST BE CLOSED FOR ENGINE START, OR WHEN YOU WANT TO SELECT A SINGLE ENGINE! This is due to an unfortunate gauge interaction.
4. The plane is complete with reflective textures.
5. The landing gear has working compression struts, and retracts as seen in vintage video.
6. The landing lights light the ground properly, and must be extended before use (press the L key, and then press Shift-W).
7. Contrails whenever you want them (press the I key)
8. FS2004 style nav, landing, and beacon lights (press the L key)
9. FS2004 style visual effects, including touchdown smoke
10. Working NAV1 & NAV2 radio
This plane also features animated landing gear, flaps, ailerons, elevators, and rudder.
REALISTIC ENGINE START
To start the engines realistically and individually, do this:
COWL FLAPS CLOSED
1. Go to Options/Controls/Assignments and set the 4 starters to
Ctrl-1 through Ctrl-4 (or other keys of your choice).
2. Go to spot view (Shift-S)
3. Press E3 to select engine #3.
4. Tap the Ctrl-3 key just enough to keep the prop moving slowly.
5. Wait for 6 prop blades to pass by.
6. Quickly press M+++: engine 3 will start.
7. Press E4 to select engine #4.
8. Repeat steps 4-6 to start engine #4.
9. Repeat steps 3-6 to start engines #2 and #1.
10. Press E1234 to get control of both engines back.
11. Normal start sequence is 3-4-2-1.
COWL FLAPS OPEN
PANEL:
Panel is included, by Greg Pepper
SOUND:
Sounds assembled by Dave McQueen.
FLIGHT DYNAMICS, FUEL PLANNING, ETC.
Press F10 to bring up FSAviator's Reference file for details on power settings, etc.
Read the "Read before flitght.txt" file by FSAviator for details on how to fly this plane.
1. Use an unzipper that keeps stored folders intact. Unzip the file and move the Boac377 folder into the aircraft folder in FS2002/FS2004. Unzip the GAUGES zip file and copy the gauge files to the FS2002/FS2004 GAUGES folder-- If you click in the center of the clock wich will display a wind vector gauge (gauge from Tom Gibson´s DC6-B California Classics ).We suggest that you do not overwrite gauge files already in your GAUGES folder.
2. If you want a smokey engine start, read the fx_engstrtreadme.txt file (improved! Now has a shorter duration and doesn't include the flames (causes VC flashing).
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When Boeing developed the B-29 Stratofortress during WW II, it was soon realized that it was the beginning of a new plateau of aircraft technology. The USAAF and Boeing soon realized that an impressive transport aircraft could be developed from the bomber, and the Model 367 (C-97) was flying by the end of the war. The B-29's wings, engines, and tail were mated with a completely new fuselage, whose dimensions at that time looked fantastic. The front looked bluff and unstreamlined, but the maximum speed was calculated to be as high as the bomber's. The plane was tailored to the military's needs, but as the war was winding down, the aircraft manufacturer began to think of ways this new technology could be translated into an airliner derivative.
Pan American was very interested in the plane, but thought that it would be even better equipped with the new Wasp Major engine, then in development for the B-29's successor, the B-50. With the promise of an order from Pan Am, Boeing had refined the Model 377 with the new engines by 1946, with all the latest refinements, including full anti-icing, light alloy structure, and foldable tail. The interior would feature a two-deck arrangement, with luxurious furnishings and a spiral staircase to a downstairs bar/lounge.
In June 1946 Pan American cancelled it's DC-7 order (an earlier model quite different from the eventual DC-7) and ordered 20 377's, now named the Stratocruiser. Further orders came from Northwest, American Overseas, SAS, BOAC, and United. The Northwest and United examples were built slightly differently, the most obvious change being the square passenger windows. However, total production of the Stratocruiser only came to 56, with most airlines shying away from the complex Wasp Major engines with their twin General Electric turbos and Hamilton Standard hollow-steel square-tipped props. There were indeed many problems with the "Strat" as it was placed into service, but the competing Connies and DC-6's also had problems that even lead to their temporary grounding. SAS never actually took delivery, their four planes being added to the BOAC order.
The Stratocruiser was typically used in first class transatlantic service (except for the United and Northwest planes), and other international routes. However, they were rapidly replaced by other more economical aircraft in the late 50's and by jets in the early 60's, and were sold to other operators. Many of these were converted to cargo operations, and several were used in the "Guppy" rebuildings, resulting in grossly outsized fuselages for hauling such things as rocket sections and airplane parts. Others became transports for the Israeli air force.
NOTE: Variations of This plane and/or many other classic airliners can be
downloaded free from Tom Gibson's Classic Airliner WEB site at -
http://www.calclassic.com/
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Now the legal stuff:
COPYRIGHT 2003 BY TOM GIBSON, GREG PEPPER, DAVE MCQUEEN, ALL RIGHTS RESERVED
REPAINTS: REPAINTS ARE ALLOWED WITHOUT FURTHER PERMISSION, BUT WE PREFER THAT THEY ONLY BE UPLOADED TO TOTALLY FREE SITES - I.E. NO CHARGES OR SUBSCRIPTION FEES FOR INCREASED ACCESS. HOWEVER, IF YOU REPAINT THE PLANE YOU MUST CREDIT ALL OF THE ORIGINAL AUTHORS IN YOUR TEXT FILE AND INCLUDE THIS TEXT FILE.
THIS AIRPLANE IS THE PROPERTY OF THE AUTHOR, AND CANNOT BE RE-SOLD OR PACKAGED WITH ANY PRODUCT FOR SALE, WITHOUT THE EXPRESS WRITTEN PERMISSION OF THE AUTHORS. THIS INCLUDES "FREE" CD COMPILATIONS WITH A CHARGE OF ANY KIND. THIS IS FREEWARE!!
YOU MAY NOT UPLOAD THIS PLANE TO ANY OTHER SERVER, IT MUST REMAIN ON THE ORIGINAL SERVER.
THIS FILE ARCHIVE OR ANY REPAINTS MUST NOT BE UPLOADED TO A SITE OR LOCATION THAT CLAIMS ANY SORT OF COPYRIGHT ON THE FILE; COPYRIGHT REMAINS WITH THE ORIGINAL AUTHOR. UPLOADING OF THIS FILE TO SUCH A SITE DOES NOT CONSTITUTE PERMISSION OF THE AUTHORS TO VIOLATE THESE TERMS BY THAT SITE.
THIS FILE ARCHIVE MUST REMAIN INTACT; YOU MAY NOT REMOVE OR UPLOAD PARTS OF THIS ARCHIVE. THIS ENTIRE TEXT FILE MUST BE INCLUDED IN ANY DISTRIBUTION.
THE AUTHORS ARE NOT LIABLE FOR ANY DAMAGE THAT YOU MIGHT INCUR AS A RESULT OF USING THESE PRODUCTS. YOU ASSUME THE RISK OF USE.
