PMDG Boeing 747-400X versus Lufthansa FT 14

- The unfair comparison -

The leading questions of this chapter are:

- How close is the PMDG B744 to reality?

- Could an experienced PMDG B744 sim pilot handle the real bird?

The PMDG B744 should be well known (for those who do not know the PMDG B744 please see the PMDG B744 review), but only a few people may have heard about the FT 14. First it needs to be said that the FT 14 is not a type of simulator but the number of a simulator stand at Lufthansa Flight Training in Frankfurt/Main.

Pictures published with kind permission of Lufthansa Flight Training GmbH. All rights reserved.

The FT 14 is a Full-Flight Simulator of the Boeing 747-400 meeting the following qualifications of the German LBA:

JAA Level DG, annually, according to JAR-STD 1A, Zero Flight Time Training (approved for Lufthansa); JAA STD ID Code: DE-1A-006

Further details:

As this full motion level-D simulation system is designed to train real airline pilots providing the real B744 cockpit covering all features of the real bird, true flight behaviour and steering including all force feedbacks, it is a good reference to figure out how close the PMDG B744 is to reality.

Before getting into the comparison I need to state that I've spend more than 2,500 hours flying the PMDG but only 90min at the FT 14 simulator. Although most imaginable situations should have occured to me on the PMDG, the comparison is limited to what I was able to bring to light within the relatively short time I spent on the FT 14.

For the comparison I will review my flight on the FT 14 and highlight conformities or discrepancies to the PMDG.

Already at home I have written (and online verified by CFMU) an IFR flight plan from EDDH to EDDF and calculated the fuel for the flight using the PMDG manual's calculation graphs and matrix regarding the zero fuel weight I used for my PMDG flight on the same route. I did a night flight on the FT 14 with the real current WX of that time which did not change much from my PMDG flight at home, so the environmental conditions have been pretty much the same. In the briefing before getting in the FT 14 I handed over my fuel calculation and parameter requests for the flight to the instructor who confirmed that my calculation was OK. He also accepted me not wanting to use any check lists (I did not want to waste time doing this).

Then we entered the FT 14 simulator - the instructor as my FO, my wife on the jump seat and me as the captain of this flight. I felt familiar in the cockpit from the very beginning although I have never been before on a B744 flight deck - except virtually when flying the PMDG. Everything looked the way I expected it to be - unless the rack on the right behind the FO's seat did not contain any folders but the instructor's simulation control console.

Sitting on the captain's seat I figured out that I had no clue how to adjust the seat - there was no mouse available to do so! When the instructor showed the two switches to me to adjust the seat's height and to move it forth and backwards, I felt happy to not only find the same sitting position in front of the panels but also that the PMDG seat movements match to reality. This was unimportant but a nice starter. I buckled up and the instructor asked me to already program the FMC while he placed us at the holding point of runway 23 at EDDH. I checked the upper panel: The storm light was on (not implemented to the PMDG) so I switched it off. It was easy to set a good panel and cockpit illumination for the night flight since it all worked exactly like for the PMDG.

The APU was running, all four engines were already up, all buses closed, fuel and hydraulic pumps set, all three IRS aligned, TCAS off, external lights off (except nav and logo lights). Well, it was not really the setup I was asking for since I wanted to start up the engines but I decided to accept it since I did not want to waste too much time.

I checked all settings of the upper panel which was easy - it all worked exactly like for the PMDG. I started programming the FMC which reacted the way I expected it to be - all pages looked identical to PMDG. While entering parameters to the thrust limitation page the FMC hang up for about ten seconds! What happened? I checked the FMC display again which now indicated the line up of the other two FMCs. This is not simulated by PMDG! All the programming of the FMC and the set up of the MCP was just the way I did it before so many times flying the PMDG. I checked and set all rudder and elevator trims (identical to PMDG but the elevator trim is hard to operate with the mouse on the yoke's button - I prefer the key board for this). I really felt good so far, but how to set the flaps to 20? I could not move the lever at all. The instructor explained to me that I have to pull up the lever for unlocking it. It worked although being hard from my seat. There are plenty of reasons why there are two pilots operating the cockpit - now I have found one of them!

Then I prepared to taxi from the holding point to line up runway 23. I switched on the beacon lights (I know they should have been switched on already) and figured out that it is a three-step switch to switch on one or both beacon lights. I did not expect that since the PMDG only provides beacon lights on or off. Taxi lights on, strobes on, transponder and TCAS on - damn'it: How to release the parking brakes? I pressed down the pedals and it self released afterwards. No ATC was simulated, no other air traffic - so I was able to have a close look at the real cockpit. I set up the QNH to 1003 and switched through the EICAS pages checking fuel flow, hydraulic pressure, rudders, cabine pressure and packs, electrics, doors, gear - the whole nine yards. All pages looked exactly the way they do at the PMDG CDU.

I set the thrust level to 36% and we started moving slowly. The bird was quite heavy and I could feel its mass. This is what no PC simulator can provide! I put my hand on the tiller which is animated so nice when turning while taxiing the PMDG B744. It feels amazing: The cockpit is really high above ground - it just does not feel that way at home. The same has to be stated for thrust and braking, turning, rolling - but this really is an unfair comparison! I pulled the tiller slightly and initiated a left hand turn on the runway. I was surprised hearing a female computer voice announcing that I am entering runway 23! I asked the instructor about that automated call and he explained that this is a special Lufthansa feature which not all airlines ordered for. Well, PMDG cannot implement all airline specific details. The PMDG turn parameters on ground fit quite good to what I have experienced on the FT 14.

Ready for departure! I pressed the pedals down for maximum brakes and firmly increased the thrust to 50% - all engines OK. Further increasing thrust to 70% I had no clue how to initiate the TO/GA switch which is invisible at the PMDG cockpit (simulation by clicking on a panel's screw) because of its positions in front of the thrust levers. Again the instructor helped me on that item. Wow - the thrust really pressed me back in the seat! I have forgotten to be in a simulator. It felt so real! "80 knots" the instructor called out, "V1", "rotate!" I pulled the yoke - I did not expect to having to pull that hard! There really is a strong force feedback. Then we departed. Acceleration and rate of climb of the PMDG fits very good to the FT 14 impression.  Gear up! To move the gear lever up it also had to be pulled out for unlocking (pulling the lever is not simulated by PMDG). 1000ft - time to press the command button, time to relax for a while. The Autopilot has taken over. 200 knots - "Flaps 10!" 220 knots - "Flaps 5!" 5000ft, EDDH transition altitude - altimeter to standard QNH. 230 knots - "Flaps up!" It is much easier to order the First Officer to set the flaps! The speed of flap movement simulated by PMDG fits perfect to the FT 14!

FL70 - we were about to break the first cloud layer and I decided to better activate nacelle and wing anti ice. Ooops! I could not find the buttons I pressed so many times flying the PMDG B744. Instead of the buttons I found tiny levers to activate it! Again: First pull the levers to unlock them!

It was nice to see the FT 14 following the SID. Watching the panel I was amazed to find a "range 5" for the map! PMDG does not provide ranges below 10. Since it is not simulated by PMDG I forgot to switch on the weather radar. I pressed the WXR button and since then I feel a little sad about not having it on the PMDG! It is very useful.

FL100 - time to switch off the landing lights. The FT 14 automatically lowered the nose and continued acceleration. I programmed to level off at FL280 with 355 knots (I did not have to pay for fuel but for the time in the FT 14). The flight behaviour by autopilot did not bring anything unexpected to light: The PMDG simulates the B744 performance very accurate!

During the climb to FL280 I was looking at all panels, trying to find something new or different. While doing so I pressed the lock/unlock button for the flight deck door to the cabin. What a heck of a noise: "Master Alert!" The alert sirene was really loud! My instructor looked a bit surprised and just did not get it: "What happend?" "I pressed the door unlock!" "OK, relax" he said. "Since there is no door we can lock this way, this button is used to freeze the simulation! This is what we do for simulation debriefings in between." Wow, finally I have found the only unrealistic button of the FT 14! I pressed it again, pressed the Master Alert button and reactivated the autopilot.

Reaching FL280, after a little bumpy climb, the flight became very smooth. I then decided to do some manual flying: FD and AP off! The instructor asked me to do a full 360 degrees right hand turn with an angle of bank not lower than 45 degrees. "It is a standard exercise with the major goal of not changing the altitude and speed" he explained. Exceeding an angle of bank of 33 degrees the computer voice "bank angle!" warned me - just like the PMDG. The instructor asked me to ignore it and to continue. Reaching an angle of bank of 50 degrees I figured out that it is not very easy to maintain speed and altitude while pulling the yoke, increasing the thrust and flying a good circle: In the beginning I climbed to FL290 and got a little too fast. It is much easier to do this manouver on the PC since it still was a not very well known feeling to handle the yoke's force feedback while the thrust levers are much easier to control than on the PC. The PMDG flight behaviour itself is very close to the FT 14. After turning the first half of the circle I have learned to maintain the altitude although the speed varied a little. Furthermore the second half of the circle looked much more like a real circle. After completion I intercepted the programmed flight path and switched on FD and AP again. It was fantastic to feel all the forces while flying!

Being back on route the instructor allocated runway 25R at EDDF to me. I programmed the 25R and - since the VOR GED was my final waypoint - I decided to take the GED 25 transition for the approach. The PMDG automatically sets the runway heading and ILS frequency, the FT 14 did not - so I had to dial in "249/111.55" myself. Luckily I brought the latest Navigraph chart set of EDDH and EDDF to look it up! The instructor was a little confused because he also expected the FMC to dial in the data automatically. Again the PMDG is right! 25nm to T/D - the FMC warned "RESET MCP ALT".

Reaching T/D the FT 14 initiated the descent and the FMC reported "DRAG REQUIRED". Using the spoilers (pull lever to unlock, I really got familiar with that by now), the FMC warning disappeared. PMDG simulates it the same way! The instructor asked me if I really want to do a managed descent because many airline pilots prefer to use the "change Flight Level method" by pressing the respective MCP button. The managed descent often leads to a too slow rate of descent he stated. Yes, I often monitored this effect flying the PMDG. Only a more excessive use of the spoilers could compensate this. Great to see how precise PMDG simulates all the wanted and less wanted effects!

Reaching GED at FL110 I was watching the CDU and the LEG page of the FMC. After a short while the FMC made the FT 14 descelerating and continued the descend. Again the PMDG is very precise doing this.

Not willing to waste time I decided not to go for the whole transition and initiated a short cut direct inbound REDGO resetting the LEG page. Using the change flight level method I started the descend to 4000ft. "Flaps 1 ... flaps 5 ... flaps 10" - it is so easy to just command the flaps - just like it is done in real world too! FL60 - time to set the current QNH. Latest weather information: Cloud base at 1500ft, crosswinds out of 160 degrees with 19 knots - no problem. I activated the localizer and was happy to see it getting established. The FT 14 turned in for RWY 25R - again the female computer voice announced "approaching 2-5 right". No view to the ground, I was in total IMC. "Flaps 20!" Watching the map on the CDU I activated APP, all three command lamps on. I was waiting for the glide slope to be captured but the FT 14 did not start the descent. I switched the map range to 10, then to 5 (I really like the 5nm range, what a pitty it is missing at the PMDG B744). I looked to the instructor and said "we should already be at 2500ft, we'll never make it!" With a wide grin in his face he said: "Confirm go around?" "Yes!" "Confirm full go around procedure?" "Negative, I don't want to waste time!" "Copied!" He set the MCP altitude to 5000ft pressed the TO/GA switch and raised the flaps to 10. Using the MCP heading I did a right hand turn heading 100 degress for a later interception of the ILS again. Then he asked: "Do you have an idea why we did not descend?" I checked the MCP again: Damn'it! I descended using the change flight level method while going in for REDGO, not following the VNAV! The MCP altitude was set to HOLD which overrides the APP! Then the instructor deactivated the cloud layer and switched off the autopilot. "Cleared for visual approach!" he said with a grin in his face. "Turn in now!" he said. "Wow, this is much too close!" I said. "Don't worry, you'll make it!" he replied. He deactivated the clouds but not the crosswinds.

The approach was less difficult than I expected. I felt how heavy the Queen of Skies was but she reacted like the PMDG bird! "Flaps 30!" I reduced the speed to 145 knots. "Gear down!" Touching the runway I initiated full thrust reverse which had a stronger effect than PMDG simulates. Then the autobrakes did their job - much less effective than the PMDG simulation. I landed safely but in the dark I did not find the tiller right on time. I then made some crazy manouvers on the ground the passengers would have disliked a lot!

"Do you want to taxi to the gate or shall I reset the flight to the approach phase?" "Cancel the taxiing, let me do it again!" I made three more approaches and manual landings - it went better from time to time. Wow! What an awesome experience it was to get on the full-flight simulator! No PC can do that! But I was amazed how good the PMDG simulation is! Much more realistic than I ever expected! For sure: The PMDG B747-400X is not a toy plane, it is a very good simulation!

Finally the most interesting question has to be answered: Could a "sofa pilot" go for real?

The instructor explained that this flight would have worked in the real plane but to be honest: I felt quite happy that it only was a simulation (although I was about to forget it). A million hours on the PMDG could - by far - never ever replace the real life pilot training! My flight was OK, but nothing special happened during the flight. Situations may become very complex and difficult within seconds. Handling of true danger cannot be trained on a PC at all. A PC based simulation - at its best - may give some impression, not more! Technical issues, leadership of the (cabin) crew, abnormal procedures and emergency actions are by far more complicated than a PC could ever simulate! Even the FT 14 has limitations: There are no high G force simulation capabilities and it "only" can simulate 380 malfunctions. PMDG provides 140 malfunctions for the B744, which is excellent for a PC based simulation, but far away from what could really happen to the real Boeing 747-400!

Marc Westhofen