It would, really, have been better to start a new/individual thread for this particular enquiry rather than attaching to any existing one .... but .... "NO BIG DEAL
No HJG supplied CFG file should ever be Read Only formatted.
It's possible something, on your own system "may" have changed the format of this particular CFG file upon its extraction from the ZIP file .... BUT .... this's a "very easy" situation to resolve anyway .... as follows ....
- Rght Click on the CFG folder.
_ Select "PROPERTIES" .... from the dialogue box that is presented
- Then "uncheck" the "Read ONly" attribute .... and select "OK" (or "APPLY").
This action will/should result in your then being able to edit the CFG file to your satisfaction.
The installation instructions are essentially the same .... albeit worded differently .... those on the forum possibly being explained at greater length .... BUT .... both lots of instructions direct that all file panel components be installed into precisely the same FS destination folders as is stated within instructions accompanying each download, so, there's really no difference at all.
I don't know where you've acquired your HJG DC8 files from (and obviously can't read/see what, you say, you have either), but, unless you've downloaded these files from "THIS" website .... then .... I wouldn't use them at all.
Use only those files obtained from "THIS"/the HJG website .... since we/HJG can guarauntee nothing in the the event that these files might have been acquired from elsewhere.
HJG can/will only support those files downloaded from "THIS" website.
The point I'm trying to make here .... in response to your own comment (as quoted above) is .... the DC8 PANEL GAUGES/CORE FILES package installation instructions provided by HJG "DO" clearly state precisely where the Gauges (and all other components) need being installed .... and I quote directly from these instructions as is bold text/italicized below ....
1. The sub folder named "DC8_PANEL_GAUGES" contains the gauges required for all HJG DC8 panels. Install the contents of this file inside your FS2004 or FSX "GAUGES" folder.I believe I can explain this quite easily and as follows ....
All HJG DC8 simulations (all HJG simulations generally) load into FS with both 100% fuel and payload (calculated on the basis of the best real world data we can acquire). This then results in a nominal "OVERLOAD" for each individual aircraft type .... so .... the end user is expected to recognize this and then use the MSFS aircraft Payload/Fuel Adjustment fascility in order to reduce either the fuel loading, or payload, or both, in order to set each individual simulation at, or near, its MGTOW.
If one flies overweight .... without any such fuel/payload adjustment .... then these simulations "WILL" want to fly with a naturally high angle of attack (if it gets of the virtual ground at all) .... and more-so at airspeeds as low as the "210 KTS at 3,000 FT" (or even 30,000 FT which I assume you to mean) which you indicate having done.
"IF" at 30,000 FT and flying at 210 KTS .... then .... you appear to be flying around 100 KTS, or so, too slowly !!!!
Remember .... the slower one flies then the more the AI pitch attitude will increase .... and more-so at higher weights (or overload situations) .... AND .... the faster one flies then the lower the AI pitch attitude will be .... and more-so at lighter weights.
Fuel loadings .... "IN PARTICULAR" .... need to be planned for each of the HJG DC8's .... and in fact for all HJG simulations generally.
I don't see anything abnormal in respect of what you've described as having experienced so far .... "IF" you've not made the necessary preflight adjustments.
HJG assumes most folk know this should/must be done .... and of course how it should be done also.
Flying the DC8-40 .... from my own personal experience .... one should adjust the simulations "fuel" (only) loading as foliows in order to set this particular simulation near its MGTOW ....
LEFT AUX TANK = 100 %
LEFT TANK = 90 %
CENTER TANK = 78.4 %
RIGHT TANK = 90 %
RIGHT AUX TANK = 100 %
"NO PAYLOAD ADJUSTMENT NECESSARY"
The above fuel (only) adjustments will result in an overload of approximately 24 LBS .... or "STUFF-ALL" really .... because that'll be burned-off during just the taxi out to the RWY if not during the T/O roll itself.
Flaps should be set at approximately 25* (degrees) .... or 3 knotches.
Elevator Trim should be set at approximatelte 3-4 units .... within the "green" band.
MAX POWER should be applied for T/O.
After T/O .... and with flaps still extended .... the ROC should be restricted to approximately 1,500 FPM.
- retract flap 25 at approximately 215 KTS
- retract flap 15 at approximately 230 KTS
- retract flap 5 at approximately 245 KTS
- the simulation should be "clean" by 250 KTS
After gear and flap retraction .... the ROC should be increased to approximately 2,500 FPM (if very light the simulation may even manage 3,000 FPM) .... and engine thrust reduced to approximately N2 94% (climb thrust). This power setting should be maintained more-or-less right throughout the climb to cruising altitude (31,000 FT is the best "initial" cruising altitude). Engine thrust must be monitored and constantly adjusted .... as required .... at intercals of 1,000 to 2,000 FT.
Maintaining approximately N2 94 % engine thrust during the climb toward cruising altitude (31,000 FT in this particular case) the ROC should then be adjusted as follows ....
- 12,000 FT .... reduce ROC to 2,000 FPM
- 24,000 FT .... reduce ROC to 1,500 FPM
- 28,000 FT .... reduce ROC to 1,000 FPM
- 30,000 FT .... reduce ROC to 750 FPM
- 30,500 FT .... reduce ROC to 500 FPM
- 30,750 FT .... reduce ROC to 250 FPM
- 31,000 FT "ALTITUDE CAPTURE" .... and reduce engine thrust to approcximately N2 90 % (cruise thrust)
Cruise at 31,000 Ft (flying the DC8-40 only) should result in approximately the following panel/gauge and performance indications ....
MACH 0.80 CRUISE - "ECONOMIC CRUISE"
EPR = 2.28
EGT = 483
N2 = 87.9%
F/F = 4,874 LBS (per engine X 4)
IAS = 304
TAS _ 470
AI PITCH = +3* (degrees)
MACH 0.81 CRUISE
EPR = 2.35
EGT = 491
N2 = 89.1%
F/F = 5,187 LBS (per engine X 4)
IAS = 311
TAS _ 479
AI PITCH = +3* (degrees)
MACH 0.82 CRUISE - "MAXIMUM VELOCITY"
EPR = 2.42
EGT = 496
N2 = 90.0%
F/F = 5,440 LBS (per engine X 4)
IAS = 314
TAS _ 483
AI PITCH = +3* (degrees)
These numbers are "pretty accurate" (given certain limitations of the MSFS host program) in accordance with known real world DC8-40 performance .... BUT .... it's also essential to understand that whilst each of the HJG DC8 simulations require a similar handling procedure their individual preflight adjustments and after T/O performances do vary (intentionally) .... due to the varying weights of each simulation.
The HJG DC8 simulations have been around the FS world for many years now and are both well used and "VERY WELL" understood. They're easy to install (albeit that installation within FSX "DOES" require a specific procedure that's quite different from that of FS2004 routine) .... and also fly quite too.
Mark C
AKL/NZ