PMDG 777 Introduction

PMDG 777-200LR/F
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INTRODUCTION
PMDG 777-200LR/F
Introduction and Use
Copyright 2013-2014
PMDG Simulations
All Rights Reserved
For Simulator Use Only
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This manual was compiled for use only with the PMDG 777-200LR/F simulation
for Microsoft Flight Simulator X. The information contained within this manual is
derived from multiple sources and is not subject to revision or checking for
accuracy. This manual is not to be used for training or familiarity with any aircraft.
This manual is not assumed to provide operating procedures for use on any
aircraft and is written for entertainment purposes.
It is a violation of the owners copyright to distribute this document or any portion
thereof without permission of the author.
The PMDG Simulations Web Site can be found at:
http://www.precisionmanuals.com
Copyright 2013-2014 PMDG Simulations
This manual and all of its contents, pages, text and graphics are protected under
copyright law of the United States of America and international treaties.
Duplication of this manual is prohibited. Permission to conduct duplication of this
manual will not be sub-contracted, leased or given.
Microsoft, the Microsoft Logo and Microsoft Flight Simulator are registered
trademarks of the Microsoft Corporation. Boeing, the Boeing name and certain
brand marks are the property of The Boeing Company. Some graphics contained
in this manual were taken directly from the simulator and altered in order to suit
duplication on a printed page. All images contained in this manual were used with
permission.
Produced under license from Boeing Management Company. Boeing 777,

777-200LR, 777F, 777-300ER & Boeing are among the trademarks owned by
Boeing.
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COPYRIGHT AND LICENSE

The original purchaser of this software is granted a limited license to use
the software in accordance with the End User License Agreement as
agreed to at the time of installation.
Please review the license agreement carefully, as it provides you with
only limited rights. Specifically, you may not sell, resell, trade or barter
this software product/license without the permission of PMDG.
You should also be aware that you may not use this simulation software
for any training, pilot familiarization, recurrent training or operational
awareness training.
This software may not be used to demonstrate the airplane, airplane
systems, operational norms, flows, procedures or other pilot knowledge
application in a classroom or training environment without being
supplemented by the appropriate commercial license.
Please note that this version of the simulation may or may not accurately
represent the actual operation of many different aircraft systems and no
warranty is made to accuracy or correctness.
In all circumstances the aircraft manuals issued by a certified training
center for use with a pilots training course and the manuals located on
the flight deck of an aircraft as well as the operational procedures dictated
by the aircraft manuals supersede any information taken from this product
or the documentation provided with this product.
This simulation may not be used in any public or private display for which
users are charged admission, usage fees or other revenue generating
charges. Nor may the simulation be used in any manner which reflects
poorly on PMDG, PMDG Simulations, Boeing, Boeings employees,
suppliers or customers.
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TABLE OF CONTENTS
COPYRIGHT AND LICENSE ....................................................................... 3
THE TESTING TEAM..................................................................................13
PMDG TECHNICAL SUPPORT .................................................................14
IMPORTANT READ THIS PAGE ............................................................15
THIS IS NOT YOUR NGX ON STEROIDS................................................16
GETTING FSX SET UP FOR THE PMDG 777-200LR/F ........................21
Yes, You Really Should Read This: .......................................................21
Proper Installation: ...................................................................................22
Product Activation: ...................................................................................22
Optimal Installation of FSX: .....................................................................22
Running FSX: ...........................................................................................23
FSX.CFG Settings: ..................................................................................24
In the [Graphics] Section: ....................................................................24
In the [DISPLAY] section: ....................................................................25
UIAutomationCore.dll fix: .....................................................................25
FSX tweaks: .........................................................................................25
FSX In-Game Settings: ...........................................................................26
Graphics Page: ....................................................................................26
Aircraft Page:........................................................................................26
Scenery Page: ......................................................................................27
Weather Page: .....................................................................................27
Traffic Page: .........................................................................................28
Realism Page: ......................................................................................29
VAS management stopping out of memory errors: ............................30
Background and theory: ......................................................................30
Using Process Explorer or FSUIPC to monitor VAS: ........................31
Causes of high VAS usage: ................................................................32
Large amounts of photoscenery areas ...............................................32
High amounts of AI traffic ....................................................................33
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Ultra high resolution environment textures......................................... 33

FSX.cfg LOD_RADIUS value ............................................................. 33
Autogen, water, weather ..................................................................... 34
High detail addon airports ................................................................... 34
Flying a lot of legs without shutting the simulator down: ................... 34
Using the sound preload options in SP1 ............................................ 34
Using the higher quality sound option in PMDG Operations Center:34
Conclusion: .......................................................................................... 34
THE PMDG 777-200LR/F AND FLIGHT-SIM HARDWARE/SOFTWARE
...................................................................................................................... 35
Conflicting Software: ............................................................................... 35
Hardware SDK: ........................................................................................ 35
FSUIPC users: ......................................................................................... 36
KNOWN FSXisms TO AVOID: .................................................................. 38
HOW TO USE THE MANUALS ................................................................. 40
Introduction: ............................................................................................. 40
Tutorials: .................................................................................................. 41
Flight Crew Training Manual: .................................................................. 41
Flight Crew Operations Manual Vol. 1: .................................................. 42
Flight Crew Operations Manual Vol. 2: .................................................. 43
Quick Reference Handbook:................................................................... 43
THE PMDG 777-200LR/F DIDNT DO WHAT YOU EXPECTED? .......... 45
In the NGX it worked like this: ............................................................. 45
I turned the battery on, but the plane has no power: ............................. 45
I turned the battery off, but the plane still has power:............................ 45
The logo light switch is on, but the logo light is not showing: ............... 45
The cockpit lights arent brightening/dimming enough: ......................... 46
I turned off the autopilot, but I cant silence the alarm: .......................... 46
Tail strike protection is not stopping me from tail strikes:...................... 46
Its difficult to taxi: .................................................................................... 46
How do I save my route? ........................................................................ 47
Why are my tire rims orange?................................................................. 47
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My [insert passenger/VA program here] is flagging me for excessive

V/S: ...........................................................................................................47
I couldnt get LNAV to arm/engage: ........................................................47
I selected LNAV and it went directly to a fix: ..........................................48
The bank limiter isnt working as I expected in LNAV: ..........................48
The mouse wheel isnt working on certain knobs: .................................48
Sometimes I hear strange sound artifacts after switching views: .........48
I get a NAV DATA OUT OF DATE message on the CDU: ...................48
RAAS is calling out the wrong runway numbers: ...................................49
My windows mouse cursor is flickering when I use the ECL cursor: ....49
I see a large mass of TCAS targets on the ND around an airport on the
ground: .....................................................................................................49
The aircraft bounces on the ground when I change views: ................49
I have service based failures on but nothing ever happens: .................50
It takes way too long to enter wind predictions for a long route: ...........50
My compass lighting is the wrong color, it should be green! .................51
The weather radar isnt working. .............................................................51
Im seeing erratic changing fuel loads and autopilot issues. .................51
Im getting stutters when sounds load to play: .......................................51
THINGS THE WIDE BETA TEAM WANTED YOU TO KNOW ................52
WOULD YOU LIKE YOUR MANUALS IN PRINT? ...................................54
INTERACTING WITH THE PMDG 777-200LR/F ......................................56
Push-Pull Operations:..............................................................................56
Knob/Switch Turn Operations: ................................................................56
Switch/Knob Cursors: ..............................................................................57
Operating a Two Position Switch/Knob: .................................................58
Operating a Multiple Position Switch/Knob: ...........................................58
Combined Rotary Knobs: ........................................................................59
Other applications of gray shaded cursors: ............................................59
Multi-Function Knobs in the Virtual Cockpit: ..........................................60
Using click and drag controls: .................................................................61
Using Pop-Up Panels ..............................................................................61
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Panel Open/Toggle Cursor: ................................................................ 61

Close Panel Cursor: ............................................................................ 62
Zoom Display Cursor: .......................................................................... 62
Main Panel and Forward Pedestal Clickspots: ...................................... 63
Glareshield and Yoke Clickspots: ........................................................... 64
Rear Pedestal/CDU Clickspot: ............................................................... 65
MCP Popup Click Spot:........................................................................... 65
MCP Popup and Close Click Spots: ....................................................... 66
CA TOGA Click Spot: .............................................................................. 66
FO TOGA Click Spot: .............................................................................. 66
Radio/Audio Panel/XPDR/Weather Radar Popup and Close Click
Spots: ....................................................................................................... 67
CUSTOMIZE YOUR PMDG 777-200LR/F EXPERIENCE....................... 68
Accessing FMS Based Menus from a Dark Airplane: ........................... 68
PMDG 777-200LR/F Home CDU Menu:................................................ 69
PMDG SETUP MENU................................................................................. 70
Understanding Panel vs. Flight Save/Load States: ............................... 72
Save/Load Effect on Failures: ................................................................. 73
Save/Load from the FSX menu: ............................................................. 73
AIRCRAFT SETUP MENUS ...................................................................... 74
How this helps you: ............................................................................. 74
How this works behind the scenes (For sim techs and nerds!): ....... 75
Using the AIRCRAFT menu:................................................................... 76
Restoring a Definition File: ...................................................................... 77
Using a Different Definition File: ............................................................. 77
Using a Fixed Definition File for All Flights: ........................................... 78
EQUIPMENT Options: ............................................................................ 78
PAGE 1/13 - ADFS, FMS .................................................................... 79
PAGE 2/13 - FMS ................................................................................ 79
PAGE 3/13 FMS ............................................................................... 80
PAGE 4/13 - INSTRUMENTS............................................................. 81
PAGE 5/13 PACKAGES .................................................................. 82
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PAGE 6/13 GPWS............................................................................83

PAGE 7/13 - GPWS.............................................................................83
PAGE 8/13 - GPWS.............................................................................84
PAGE 9/13 - GPWS.............................................................................84
PAGE 10/13 - WARNING SYS ...........................................................84
PAGE 11/13 - WARNING SYS ...........................................................85
PAGE 12/13 FMC DATALINK..........................................................85
PAGE 13/13 FMC DATALINK (Continued) .....................................86
DISPLAYS Option Pages: .......................................................................87
PAGE 1/7 ..............................................................................................87
PAGE 2/7 - PFD ...................................................................................87
PAGE 3/7 - PFD ...................................................................................88
PAGE 4/7 - ND .....................................................................................88
PAGE 5/7 - ND .....................................................................................89
PAGE 6/7 - EICAS ...............................................................................89
PAGE 7/7 - MFD ..................................................................................90
FAILURES Customization Pages: ..........................................................90
OPTIONS MENUS ......................................................................................91
SIMULATION Configuration Menu: ........................................................92
PAGE 1/7 ..............................................................................................92
PAGE 2/7..............................................................................................94
PAGE 3/7..............................................................................................95
PAGE 4/7 ..............................................................................................95
PAGE 5/7..............................................................................................96
PAGE 6/7..............................................................................................96
PAGE 7/7..............................................................................................97
IRS Options Sub-Menu: ..........................................................................99
PERFORMANCE Options: ....................................................................100
PAGE 1/2............................................................................................101
PAGE 2/2............................................................................................101
KEY COMMANDS Options: ..................................................................102
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COLOR Options: ................................................................................... 103

Method 1: ........................................................................................... 103
Method 2: ........................................................................................... 103
SOUND Options: ................................................................................... 104
FAILURES AND MAINTENANCE............................................................ 106
Failures: Top Menu: .............................................................................. 107
All Systems: Top Menu: ........................................................................ 107
Random Failures Sub-Menu: ................................................................ 108
Service Based Failures Sub-Menu: ...................................................... 109
Maintenance Sub-Menu: ....................................................................... 110
System Failure / Maintenance Menu: ................................................... 111
Failures Master List: .............................................................................. 112
Air Conditioning: (24) ......................................................................... 112
APU: (10)............................................................................................ 112
Automatic Flight: (5) .......................................................................... 113
Communications: (12) ....................................................................... 113
Doors: (15) ......................................................................................... 113
Electrical: (37) .................................................................................... 113
Engine: (24)........................................................................................ 114
Fire: (14) ............................................................................................. 115
Fire Protection: (36) ........................................................................... 115
Flight Controls: (23) ........................................................................... 116
Flight Instruments: (9)........................................................................ 117
FMS/NAV/ADIRU: (22) ...................................................................... 117
Fuel: (21) ............................................................................................ 118
Hydraulics: (43) .................................................................................. 118
Ice Protection: (24) ............................................................................ 119
Miscellaneous: (10) ........................................................................... 120
Pneumatic: (11).................................................................................. 120
Warning Systems: (10) ...................................................................... 120
Wheels and Brakes: (36) ................................................................... 121
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FS ACTIONS MENU SYSTEM.................................................................123

Fuel Menu: .............................................................................................124
Payload:..................................................................................................125
Doors: .....................................................................................................126
Pushback:...............................................................................................127
Ground Connections:.............................................................................128
Use of Color: ......................................................................................128
Ground Operations: ...............................................................................129
Ground Maintenance: ............................................................................131
Cabin Lights: ..........................................................................................132
Auto Cruise:............................................................................................133
GETTING THE MOST FROM YOUR PMDG 777-200LR/F ...................134
Virtual Cockpit position and zoom: .......................................................134
Using the Landing Lights: ......................................................................137
TrackIR: ..................................................................................................137
Alternate TO/GA Click Spot: .................................................................138
Keyboard Direct Entry to CDU Scratchpad: .........................................139
FSX VIEW SYSTEM AND THE PMDG 777-200LR/F ............................140
LIMITATIONS OF THE SIMULATOR ......................................................141
Time Acceleration Limit: ........................................................................141
External Load/Fueling Programs: .........................................................141
Do not use non-PMDG external models: .............................................142
Flight recording and playback issues: ..................................................142
Hardware toe brakes: ............................................................................142
External route export programs: ...........................................................143
DETAILS AND QUIRKS OF THE PMDG 777-200LR/F ........................144
Air Conditioning System: .......................................................................144
Auto-flight System: .................................................................................144
Doors: .....................................................................................................145
Electrical System: ..................................................................................145
Engines:..................................................................................................146
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Fire Controls Engines:........................................................................ 146

Flight Controls: ....................................................................................... 147
Flight Management Computer: ............................................................. 147
Fuel System: .......................................................................................... 148
Hydraulic System:.................................................................................. 148
Landing Gear: ........................................................................................ 149
Lighting Systems: .................................................................................. 149
Pneumatic System: ............................................................................... 149
Sounds: .................................................................................................. 150
SERVICE PACK 1 (SP1) SUPPLEMENT ............................................... 151
THE COLLINS WXR-2100 WEATHER RADAR ..................................... 151
Active Sky Next requirement: ............................................................... 151
Basic radar concepts and theory: ......................................................... 152
Tilt: .......................................................................................................... 152
Before takeoff and lower part of the climb........................................ 153
Mid to high altitude climb: .................................................................. 153
Cruise: ................................................................................................ 153
Descent: 0 to +10 .............................................................................. 153
Gain: ....................................................................................................... 153
WX vs. WX+T modes: ........................................................................... 153
Predictive Windshear System (PWS):.................................................. 154
Limitations: ............................................................................................. 154
Active Sky Next range settings: ........................................................ 154
Future features:.................................................................................. 154
THE 777 AND TURBULENCE IN FSX .................................................... 155
What FSX turbulence does: .................................................................. 155
Turbulence filtering: ............................................................................... 156
AP/AT TURB MODE TRIGGER option: ............................................... 157
Other ways of mitigating turbulence effects: ........................................ 157
FSX turbulence settings .................................................................... 157
Weather addon settings .................................................................... 157
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FMC SAVED FLIGHT PLAN CHANGES AND

COMPANY DATALINK ADDITIONS ........................................................157
Flight plan file management: .................................................................157
Loading flight plan files ......................................................................158
Saving flight plan files ........................................................................159
FMC company datalink functionality and options.............................160
Weather Forecast Data .....................................................................162
777 FLY-BY-WIRE (FBW) SYSTEM CHANGES ....................................165
Pitch speed stability and FBW theory: ..................................................165
Bank compensation: ..............................................................................166
Control force simulation: ........................................................................167
Configuration change compensation: ...................................................167
Stall and overspeed protection .............................................................168
Blip trim: ...............................................................................................168
FBW assists for the FSX environment: ................................................168
SHOW FBW TRIM REF SPEED option ...........................................168
Joystick FBW null zone options ........................................................168
A note on low weight takeoff trim settings ........................................169
PMDG 777-300ER SUPPLEMENT ..........................................................170
Ground Maneuvering Cameras: ...........................................................170
Tailstrike avoidance: ..............................................................................171
GE90-115B engines: .............................................................................171
Lower climb and cruise performance:...................................................171
APU to pack takeoffs: ............................................................................171
Main landing gear differences: ..............................................................171
Things the wide beta team wanted you to know: .................................172
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THE TESTING TEAM

We take great pride on the cohesion and dedication of our testing team
members, and we place significant demands on their time, their expertise
and occasionally their patience.
We would like to thank the following individuals for their contributions to
the PMDG 777-200LR/F project as Technical Advisors:
Captain Andrew Griesbach
Captain Pete Locascio
Captain X
FO David Andrews
FO Cristian Caicedo
FO Rene Pedersen
Islam Alnady
Allan Burek
Sven Kubusch
Alex Cabrerizo Martinez
Jean Remy Ragaru
Bryan Rosier
Joselito Sousa
Robert Szarek
We would also like to thank our dedicated team of wide beta testers who
have worked tirelessly to help us improve the quality of this product. Any
lapses are ours:
Mark Adeane
Carl Avari-Cooper
Aaron Buchanan
Steve Cotterill
Dan Downs
Josua Duval
Ryan Gamurot
Jhan Jensen
Mats Johansson
Johan Ketting
Aleksi Lindn
Chris Makris
George Morris
Luke Pabari
AJ Pongress
Kyle Rodgers
Mike Roth
Paul Solk
JR Whittaker
Peter Wright
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PMDG TECHNICAL SUPPORT

PMDG employs a ticket based support system that allows us to provide
you with direct, personal attention from a tech support analyst. If you have
trouble with this product, we encourage you to visit our technical support
portal:
http://support.precisionmanuals.com
Our policy on answering support tickets is that you should receive a reply
from us within 24-48 hrs, depending on the type of request you submit.
Our average reply time to tickets is generally less than 6 hours and our
support team is dedicated to getting you up and running as quickly as
possible.
Please Note: The support ticket system will require you to create a login
that is unique to the ticket system and is not tied to your PMDG Store
login.
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IMPORTANT READ THIS PAGE
Please read pages 21 through 39 of this manual even if you dont

intend to read anything else in it they contain very important
mandatory FSX settings and recommendations for proper
functioning of the product.
Installation and license activation instructions are on page 22 of

this document.
Liveries are downloaded and installed (among many other

functions) through the PMDG Operations Center application,
which is installed automatically with the PMDG 777-200LR/F.
You can find it in your Start Menu under
PMDG Simulations/PMDG Operations Center.
Note that an Operations Center update may be triggered the first
time you run the application this is normal and is required.
The Operations Center has its own separate manual, which can
be found on the About PMDG Operations Center page via the
link on the left side of the main screen of the program after it
runs.
Full documentation for the aircraft including the Tutorial flight that
explains how to operate and fly it can be found in the PMDG
Operations Center application by selecting the 777 product from
the main drop down menu and then choosing the Documentation
module from the menu on the left side.
Payload and Fuel loading and aircraft options selections are

handled through the FMC directly by pressing MENU > FS
ACTIONS and PMDG SETUP. There are no external load or fuel
managers for this product. Do not modify payload or fuel with any
other method than the FMC pages described above.
If you need to reinstall your operating system, are upgrading your

hardware, or are installing on a completely new computer
system, please deactivate your license manually first through the
FMC on the MENU > PMDG SETUP > LICENSE page. This will
eliminate the need for you to submit a support ticket for license
reactivation after you reinstall.
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THIS IS NOT YOUR NGX ON STEROIDS

In August of 2008, we launched development on what was to become our
third generation platform upon which to simulate complex airliners. The
result of that effort, the PMDG 737NGX product line, was released to
customers three years later, on August 4, 2011.
Had you asked us at that time whether or not we would be able to
significantly improve upon that product with our next release, we might
have been tempted to tell you to expect a natural plateau. One in which
the high quality remains, but significant improvement is not quite as
obvious or as stark as what we had accomplished with the NGX.
And we would have been wrong.
As we moved further and further into the post-release phase of the NGX
series of products, we found that there were items we wanted to refine,
improve or completely re-build in order to increase flexibility and accuracy
of the product.
We used the PMDG 777-200LR/F as the development tool against which
we created thousands of improvements on what was already a very
advanced product. Many of the changes will be invisible to you, but they
will enhance the realism and immersion of this product in ways that you
might not be able to describe specifically, but you will know that they are
there.
From the physics behind roll and pitch control, to braking, brake pad
energy absorption or changes in engine RPM (have you seen how big
those fans are? They dont change speed quickly!). From the fluid
dynamics behind changes in cabin temperature to the force exerted by
hydraulic pressure under varying pressures The physics is all there,
performing in real time to give you a better simming experience.
Then there are more subtle changes, such as the vast improvements in
the autopilot control logic to smooth the way the airplane rolls in or out of
turns, or how rapidly it changes pitch to enter a climb or level out at a
target altitude. All of these little things add up to an even cleaner, more
accurate simulation of a modern airliner.
As we approached the release date for this product, we started asking our
Technical Testing Team and our Beta Testers, what do you want our
customers to know about this product? The overwhelming answer was
This is not the NGX on steroids. This is a completely new and different
airplane.
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And so it is.
You will notice that this airplane has an incredible level of automation.
Many tasks that you are used to performing in the NGX will be automated
for you now. Simple things like turning generators on or off are now
handled by the airplane, so just leave those generator switches in the ON
position and let the airplane do what it needs!
You will have some fantastic new tools to help you manage the cockpit,
such as the Electronic Checklist system. The ECL will walk you very
easily through nearly all phases of flight, and will provide you with detailed
step-by-step guidance through how to handle any message that appears
as a result of mechanical failure, from a failed fuel pump to a complete
catastrophic engine failure, the ECL is your friend. Follow those steps and
you will have the airplane reconfigured to complete the mission in no time
at all.
The PMDG 777-200LR/F is also a smart airplane when it comes to
protecting dispatch reliability. Depending upon the phase of flight, the
airplane may not present an advisory or caution message if there is not
risk to the flight. The wise pilot will monitor the STAT page of the display
system occasionally just to see what the general health of the airplane
might be, but dont expect her to complain to you about problems you
cannot solve.
The PMDG 777-200LR/F is a complete simulation as well. We have
modeled more than 700 Warning, Caution, Advisory, Status and Memo
messages that you may see on the EICAS display at some point during
your 777 flying.
Many of those have associated checklists that accompany them, and as
previously mentioned, those are included in the PMDG 777-200LR/F as
well.
All in all, this is the most complete simulation of the 777 currently
available for simulation users.
Over the next few months we intend to expand your 777 fleet by adding
the 777-300ER, the 777-200ER and possibly a few others. With each
expansion will come a completely new set of challenges and quirks to
keep you entertained as you learn the differences between the handling
techniques required for each airframe type.
We think they will be as much fun for you to manage as they are for us to
create!
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Along the way with this development cycle, we decided to branch out and
start adding some new, outside the cockpit or alongside the cockpit
value to our product line.
This product will kick off the use of the new PMDG Operations Center.
The Ops Center will be a one-stop shop for you to keep all of your PMDG
products up-to-date, download liveries, install liveries, and eventually we
will be able to push live incremental updates to you in order to ensure that
you always have the very latest fixes and post-release updates for your
PMDG products. (As of this writing, the Ops Center is planned to support
all PMDG products released after September, 2009. This will include the
PMDG BAe JS4100, the PMDG 737NGX, PMDG 777 and PMDG 747400v2.0 and beyond!)
The PMDG 777-200LR/F is also the first product to include a new and
functionality focused Ground Operations module. Ground Ops is
detailed later in this introduction, but it will provide a simulation of all the
Stuff that goes on around your 777 during the course of a ground turn.
You will see the doors disarm, the airplane get fueled in real-time, while
cabin and cargo doors open and close in sequence based upon actual
Boeing service guidelines, eventually leading to the point where the last
door closes, and the only thing left to do is push-back, start up and taxi.
Ground Ops will give you some practice managing your cockpit tasks
under a definite time pressure to make a specific departure time, and we
have even more functionality planned for it in the near future so stay
tuned!
We have added a new feature that will allow the makers of weather
engines to export data that you can import directly into the FMS in order
to improve climb and descent predictions by the FMS. This feature is
documented in a text file located in your <fsx>/PMDG/WX directory.
(Requires the weather engine makers to create a data export that
matches the prescribed format.)
The PMDG 777-200LR/F also brings new features designed to make
Long Haul and Ultra-Long Haul flying easier! We call these options
collectively PMDG Auto Cruise.
Auto Time Compression will allow you to establish a rate of time
acceleration that you would like to use, then the airplane will slowly
increase the time acceleration in order to cut down on the amount of realtime required to fly those long range flights. If the airplane reaches some
juncture where stability (due to weather import changes most often) is
upset, or where pilot interaction is required (a mechanical failure, for
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example) or where it simply isnt possible for the simulator to run at such
a high rate of acceleration without upsetting the airplane, then the
acceleration rate will slow, allowing you to interact with the airplane in real
time!
Suddenly those Ultra-Long Haul flights are attainable!
Another first for our product lines is the new Auto Step Climb feature. This
feature will do just what it says, allowing the airplane to manage itself
along the path of flight in the most optimum manner while you take that
important crew rest, meal or break. Auto Step Climb will work equally well
when you are using Auto Time Compression, as well!
In other words, we created some tools to increase realism, and other tools
to increase your flexibility when using the sim.
We hope you enjoy both!
The PMDG 777-200LR/F product line is a unique in the ability to
accurately portray not just the book values of a particular airplane, but
also the nuances and subtleties of the 777 airplane that are normally
unavailable through manuals and guesswork. Experienced aircrew will
notice hundreds of subtle details lending themselves to a complete and
satisfying simulation experience. (We have compiled a list of such
behaviors for you at the end of this document!)
To this end, we have gone to great lengths to simulate the sophisticated
environment that is the modern airliner cockpit. Using many of the same
tools employed to teach pilots and mechanics how to support the 777
airplane, we have worked to build a simulation that capitalizes on the
strengths of the Microsoft Flight Simulator X environment while
simultaneously working around the simulators weaknesses through the
use of innovative technology and development.
Invariably there have been times when we needed to make choices
between realism and usability. While Microsoft Flight Simulator is a
wonderful and dynamic platform for modeling airliners, there are some
aspects of Microsoft Flight Simulator that just do not function as well as
we would like, and we have worked hard to overcome them while also
enhancing the realism of the PMDG 777-200LR/F experience. To the
greatest degree possible we have attempted to document these
shortcomings within this manual.
The PMDG 777-200LR/F is a highly complex simulation platform and we
have compiled this documentation in order to provide you with the best
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information to help you learn how to operate this simulation effectively.

We recommend that you read through these documents without trying to
retain all details on the first read. It is our experience that even seasoned
airline pilots will gain the most from skimming their manuals repeatedly
over many months in order to learn everything that is required of them in
a new airplane.
We recommend that technique to all PMDG customers as well. Read,
learn, and enjoy the results of our hard work!
If you need help or require assistance, please use our support ticket
system mentioned earlier or visit our user-to-user customer forum hosted
at http://www.avsim.com in the forum section. The PMDG forum is the
best place to converse with like-minded PMDG customers and to learn
new tips and techniques to operating a complex airliner like the 777!
In conclusion, we would like to leave you with a sincere and deeply
personal note of thanks:
The release of the PMDG 737NGX was one that will long live in our
memories as a favorite experience. We learned very quickly and very
strongly just how much you have come to appreciate the work that we do
to make these products. This type of development is not easy, and it
takes years of practice and strong dedication to simulate a complete
airplane without excuses or shortcuts. As we have progressed down the
road toward release of the 777, the enthusiasm of our customers has at
times been a bit overwhelming.
Without your dedication to our products, and to this hobby as a whole, we
simply wouldnt have a reason to do what we do. We cannot thank you
enough for the opportunity your enthusiasm represents to all of us at
PMDG.
So please let us say without qualification: Thank you.
On behalf of the entire team,
Thank you!
The PMDG Development Team
03SEP13
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GETTING FSX SET UP FOR THE

PMDG 777-200LR/F
There are hundreds of thousands of possible hardware setups upon
which you might run the Flight Simulator X and the PMDG 777-200LR/F
so it is important that you take a few moments to be certain that Microsoft
Flight Simulator X is properly set up to run this advanced airliner
simulation in top form.
The following recommendations have been created by our support team
and are based upon years of helping customers get the most from their
PMDG products.
Yes, You Really Should Read This:

During the beta testing period for the PMDG 777-200LR/F, without fail, all
of the testers who took the time to follow this sections recommendations
to improve FSX performance were very pleased with the results.
Even if you have fast hardware, there is something to be gained by
following these instructions to get FSX set up and operating effectively.
Also, we STRONGLY discourage users from trying to beat the
(Windows) system by disabling services and turning off functionality
within Windows.
The services running on your local machine serve a purpose and
providing that you have properly maintained your windows installation and
you follow the guidelines we present here, turning off services in your
windows machine is not a going to give you much in terms of
performance.
It is important to note that PMDG is using the FlexNET Licensing Service
and if you turn this off, the PMDG 777-200LR/F will cease working.
In short, leave the services alone
You can gain far greater performance by running Windows 7 64-bit, and
by following experienced guidance for optimization, no matter what
operating system you use!
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Proper Installation:
When you run the PMDG 777-200LR/F installer, it is going to ask you
whether or not you should install a few Microsoft runtime libraries on your
local machine. The sub-installers for these runtimes are intelligent, and
they will only install if your local machine NEEDS the installations- so
please do not try to second-guess the Microsoft runtime installers. Select
YES, and let the installers determine whether or not you need updates to
your machine.
Failure to install the required runtimes will lead to unreliable operation of
the PMDG 777-200LR/F.
Product Activation:
The PMDG 777-200LR/F requires an active internet connection to
activate the product. Upon first run of the aircraft, a window will appear
asking for your license key. This key can be found near the bottom of your
purchase confirmation email or attached to the inside of your CD/DVD
case. It is a long string of 6 groups of letters and numbers that looks like
this:
77PD-XXXX-XXXX-XXXX-XXXX where the Xs are letter or number
characters. There is no letter O in our keys, its always the number zero.
The PMDG 777-200LR/F is the first PMDG product to allow for userinitiated activation returns. To access this function, press MENU on the
CDU, then PMDG SETUP, then LICENSE. The prompt is on this page
along with one that will show you your key in case you need it for support.
Please make use of this feature when reformatting, changing hardware or
PCs and so on.
Optimal Installation of FSX:

Please Note: If you already have FSX installed, you will find the
recommendations in this section to be useful the next time you purchase
a new computer or conduct a new-machine installation!
Do not install FSX into the default installation directory: When

installing FSX, do not install the simulator into the default
directory that it offers. Instead, customize the directory to
something different. (Example: C:\FSX) This will eliminate
problems that many users experience resulting from various
Windows protection and permission issues forced upon programs
placed in the Program Files and Program Files (x86) directories.
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Choose a modern, 64-bit Operating System: We strongly

recommend that users run their simulator from a 64-bit operating
system. The best operating system currently available (at time of
writing) for FSX is Windows 7 64-bit. The advanced memory
management capabilities of modern operating systems are far
superior when running complex simulations such as the PMDG
777-200LR/F. (More on this a bit later in the section about out of
memory errors and VAS on page 30.)
PMDG has experienced numerous issues with the Windows

8/8.1 platform since its release and we do not offer any official
support for these operating systems. We have seen the PMDG
777-200LR/F work just fine in Win8 but we have also seen
inexplicable strange problems result on it as well. If youd like to
try it, it is at your own risk and we cannot provide support for it.
If you do decide to try it, keep these guidelines in mind:
Disable User Account Control (UAC). This requires

registry editing in Win8 to completely disable. We cannot
offer instructions on how to do this. Search online for it.
Make sure FSX is installed in its own folder such as

C:\FSX, not the default location where the OSs
permissions issues with this folder can become a
problem.
Always run FSX with the right click Run as administrator

option as described below:
Running FSX:
Set FSX to Run as administrator. This will give FSX the best
opportunity to use system resources effectively and without
limitations. To do this, right click on the FSX icon, and then select
properties. Click on the Advanced button, and then check the box
that reads: Run as administrator. From this point onward,
whenever you run FSX, the program will run under the
administrator permissions group. (You can also follow these
steps by right clicking directly on FSX.exe)
Do not let your antivirus software actively scan FSX: While we

are all concerned about the prevention of malware, it is extremely
important that you allow your FSX installation to opt out of being
actively scanned for viral activity while the software is running.
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FSX loads thousands upon thousands of graphic files and

models into memory while you are flying, and active malware
scanning slows this process dramatically. In some cases active
scanning can reduce your simulator performance by up to 75%.
There are too many antivirus suites out there to make
recommendations for each one, but if you search for exclude in
your softwares help system, you will find instructions.
Simply EXCLUDE your FSX root directory and you should be all
set!
Do not forget to manually run a malware scan on your FSX
directory on occasion just to keep you safe!
FSX.CFG Settings:
The FSX.cfg file is a repository of settings used by FSX and many users
are intimidated by the wealth of settings contained in the file. There is no
reason to be concerned about editing this file. (Indeed, if you do make a
mistake and you do not have a backup copy of your previous FSX.cfg file,
simply delete the file and FSX will create a new one!)
To locate the FSX.cfg file:
First, go to Control Panel\Folder options or the Tools\Folder options menu
in any Windows Explorer window (you may have to press and hold the Alt
key to see the menus) and change the following two settings on the View
Tab:
Enable Show hidden files, folders, and drives
Disable Hide extensions for known file types
If these settings are not changed you likely will not be able to find the file!
Once they are changed look here for it depending on your OS version:
Windows Vista or 7:
C:\Users\(Your Username)\AppData\Roaming\Microsoft\FSX
You will notice that the FSX.CFG file is broken into sections by headers
such as: [Sound] or [Graphics].
In the [Graphics] Section:
Add the following line (if it is not already present)
HIGHMEMFIX=1
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HIGHMEMFIX will prevent you from seeing a skeleton airplane under

certain high graphics-load circumstances.
In the [DISPLAY] section:
Add the following lines (if they are not already present) if you have a widescreen monitor running a 16:9 or 16:10 resolution.
WideViewAspect=True
This setting locks the vertical field of view and allows for additional
horizontal field of view. If the simulator looks highly zoomed in with all the
default views, having this setting on False is probably the culprit.
UIAutomationCore.dll fix:
We highly recommend the use of a replacement uiautomationcore.dll file
if using Windows 7 64-bit. The Windows 7 version of the file is bugged in
conjunction with FSX and can cause the sim to crash after repeated
menu use over a few hours of flying.
http://downloads.precisionmanuals.com/file_library/UIAutomationCore.zip
Extract the dll contained here into your FSX root folder, the sim will
reference it instead of the bugged Windows 7 default version.
FSX tweaks:
There are numerous tweak guides and websites out there in the FSX
community that can help you to get more performance out of the
simulator. We recommend reading up on these at the Avsim forums and
deciding for yourself which performance tweaks youd like to use.
NOTE: In the PMDG 777-200LR/F we have an option that allows you to
place chocks under the wheels in order to hold the airplane in place. We
do this by forcing the FSX parking brake on in the background, while
allowing you to set/release the airplanes parking brake at will. You will
notice the red FSX Parking Brake Set message appear whenever you
have wheel chocks set, since we are using the brake in this fashion. If you
wish to eliminate this red message, simply look in your FSX.CFG for:
InfoParkingBrakesEnable=True
Change True to False and the message will no longer appear!
*We decided not to change your FSX.CFG file automatically, as some
users do not appreciate such changes being made without permission!
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FSX In-Game Settings:

We recommend the following settings to help you get the most out of
FSX.
Graphics Page:
Global Texture Resolution Very High: This will give you the
highest quality virtual cockpit and external model textures. If you
see blurry cockpit/model textures in the simulator, it is likely
because this setting is not set to Very High.
Advanced Animations: Check this box in order to see the full

range of animations that are included in the PMDG 777-200LR/F.
If you are not seeing the wings flexing in flight, you should look at
this checkbox.
Preview DirectX 10: Turn this setting off. DX10 does not
significantly enhance the visual quality of the simulator and can
cause graphical issues.
Light Bloom: Light bloom looks incredibly nice, but unless you
have incredibly good performance we recommend that you leave
this turned off, as it is very hard on performance for most users
machines.
Aircraft Page:
High Resolution 3-D Virtual Cockpit: Checking this box will give
you the highest quality VC possible within FSX. If you are
suffering from poor performance, you can uncheck this box and
see a reasonable increase in performance for a modest
exchange in visual quality. We generally recommend leaving this
box checked unless you run out of performance.
Cockpit tooltips: Set this checked on to assist with special knob

functions and hidden clickspots.
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Scenery Page:
If you are experiencing poor performance, this page is one area where
you can gain quite a bit of bang for your buck for even small reductions in
your FSX scenery settings.
In our experience, customers who are suffering from poor performance
are generally expending huge quantities of processor and memory
capacity by having settings that are set too high for their hardware
capability.
We recommend the following setting for users with HIGH END
HARDWARE:
Note: See the section on aircraft bouncing on page 41 if you experience

this with a mesh setting above 19m.
For users who are unable to obtain acceptable performance with these
settings, we recommend that you regain performance by adjusting to the
following settings:
Reduce Water Effects to Low 2.x or lower.
Reduce Autogen density.
Turn off Ground Scenery Shadows
Weather Page:
The settings on this page will not provide many gains in performance, but
the turbulence setting in particular is extremely important to mind.
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We recommend that all users click the Disable turbulence and thermal
effects on aircraft when flying the PMDG 777-200LR/F. While the flight
model used by this simulation is extremely realistic, the turbulence model
in FSX is unrealistic. The combination results in poor turbulence behavior,
so we recommend that users disable the FSX turbulence capability.
The remaining settings on this page can be set to suit your taste. We
recommend the following settings:
If you are suffering from poor performance, we recommend reducing the

cloud draw distance to 60. You may also try reducing the cloud coverage
setting, but this normally reduces the visual quality without significant
gains in performance.
Traffic Page:
The settings you will want to use for managing aircraft and vehicle traffic
within the simulator will vary depending upon whether you use a thirdparty program to produce aircraft traffic within the simulator or whether
you use the default FSX mechanism.
Please understand that AI traffic density can have a huge impact on
performance, especially at congested airports. We recommend that you
experiment with the settings a bit to find the correct balance of traffic
density vs. performance for your machine.
You may find that in order to maintain strong performance in high density
traffic areas you need to reduce the traffic density settings slightly.
For land and sea traffic, we generally recommend setting these sliders to
around 15-20% for realistic results. Higher settings will not necessarily
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improve the visual quality of the simulation enough to compensate for the
impact on performance.
Realism Page:
We recommend that you should set all of the flight model sliders to the
right in order to experience the best level of realism when flying the
PMDG 777-200LR/F.
Pay particularly close attention to the settings displayed in the graphic

below. All of the boxes in the ENGINES and FLIGHT CONTROLS
window should be cleared if they are checked:
Note: G-Effects can be set to the pilots preference.
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VAS management stopping out of memory errors:

We would like to acknowledge FSX community member Srdan Kosta
Kostics research into the OOM problem and VAS usage on which a good
portion of this section of the manual is based.
Background and theory:
FSX is a 32-bit application. Even under the recommended Windows 7
64-bit operating system, the FSX.exe process always faces the same
mathematical limitations that all 32-bit applications do. One of these is a
4GB hard limit on something called virtual address space (VAS). When
FSX crashes with an error message saying that your computer has run
out of available memory (commonly called an OOM in the sim
community), its actually talking about VAS, not physical memory like the
amount of RAM in your system. Customers who have huge amounts of
RAM like 16GB or 32GB are often baffled by this message for good
reason they certainly arent running out of physical memory. Microsoft
probably should have made the error say, The application has run out of
virtual address space. instead of the vague memory term.
VAS is effectively a preallocation of everything the simulator can
potentially access during a flight and will fluctuate over the course of
using the simulator as you fly between different areas. Note that VAS is
*NOT* the same thing as the virtual memory swapfile that you can set
the size of in the Windows system options they are two very different
things and having a large virtual memory swapfile does not protect you
from the 4GB VAS limit. The mathematical limit itself comes from the
definition of 32-bit a bit is the most basic data structure in computer
science and it can have two values, a 0 or 1, which can mean all sorts of
things like true or false, on or off, etc. This is why at the core a computer
executes binary code. The amount of VAS a 32-bit process can access
can be calculated by raising the number of possible values for each bit (2)
32
to the power of the number of bits available (32). So 2 equals exactly
4,294,967,296 bytes (not bits). When you do the rest of the conversion
math this value comes out to exactly 4 gigabytes of potentially
addressable memory for a 32-bit process.
The reason we recommend using a 64-bit operating system like Windows
7 64-bit is due to the fact that it can give FSX.exe that entire 4GB block of
VAS. In 32-bit Windows the default is a maximum of 2GB of VAS for FSX
and 2GB reserved for the operating system. This can be increased to
3GB for FSX through an edit to the boot environment configuration (the
3GB switch), but this is still 1GB lower than youll get with the 64-bit
version of Windows and it makes both OOMs more likely and OS crashes
more likely because it reduces the amount of VAS the OS itself has to
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work with. 32-bit versions of Windows can also only ever access 4GB of
total physical memory, so if FSX is using 3GB itself, theres not much
there for the OS and other applications. 64-bit Windows does not have
this limit and with a lot of RAM you can essentially run as many other
applications outside of FSX (browser, weather apps, flight planners etc)
as you want with no effect on the system. There is literally no reason not
to run the 64-bit version of Windows 7 on an FSX simming PC.
If youd like to read more in depth about VAS and the other types of
memory used in Windows, Mark Russinovichs blog has an excellent
series of articles that detail it:
http://blogs.technet.com/b/markrussinovich/archive/2008/11/17/3155406.aspx
Mark is the author of the Process Explorer tool below, a member of the
Windows kernel design team at Microsoft, and one of the most
knowledgeable people in the world on how Windows actually works.
Using Process Explorer or FSUIPC to monitor VAS:
With the proliferation of so many high detail aircraft and sceneries for FSX
in recent years, the sim can easily approach and in many cases exceed
the 4GB VAS limit. As the sim approaches the limit, very odd things start
can start happening like disappearing scenery, disappearing or
transparent visual models on the aircraft, flashing artifacts, long pauses
and so on. If it exceeds the limit you will get the OOM error window or the
sim will just crash to desktop (CTD) without any error message at all.
If youre having VAS issues, the first step is going to be to determine how
much VAS FSX.exe is actually using throughout your flight. Fortunately
Microsoft has a tool that allows you to do exactly this called Process
Explorer you can download it here:
http://technet.microsoft.com/en-us/sysinternals/bb896653.aspx
Once you have it downloaded, unzip the files to a folder of your choosing
and run the procexp.exe file. Youre going to see a rather bewildering
looking list of all the processes running on your computer with various
columns full of parameter values that are constantly updating.
The first thing youre going to want to do is enable the VAS display to do
this, right click in the area where the column names are and choose
Select Columns. Go to the Process Memory tab in the window that
pops up and put a check mark next to the one called Virtual Size and
press OK. This is going to enable the column, but it will likely be at the far
right of the Process Explorer display. I recommend maximizing the
window and then dragging the Virtual Size column over so that its right
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next to the CPU column so that you can easily see it. Click the top of the
column where it says Virtual Size until you see a downward pointing
arrow, which means the list is now sorted with the highest VAS using
applications first in the list. You can now resize the window to a more
manageable size.
Now run FSX and monitor this number for the FSX.exe process while you
use the simulator. It should quickly move to the top of the Virtual Size
column as the sim loads. If you see it start to get close to 4,194,304K (this
is 4GB in kilobytes) you know you have a VAS problem.
If you have a registered version of FSUIPC, you can place a very handy
free VAS meter into the FSX windows title bar by going to the Logging
tab and then entering into one of the lines of the Specific value checks
section the Offset 024C and Type S32. Check FS Title Bar in the Display
to section below it. Press OK and youll see a readout of the free VAS in
kilobytes in the title bar. FSUIPC will play a Windows ding sound if the
sim is getting close to an OOM error. This is a good time to save your
flight.
Causes of high VAS usage:
The PMDG 777-200LR/F aircraft itself uses approximately 700 to 800MB
of VAS based on our testing, split roughly equally between the VC and
external models and the aircraft systems programming. This is in line with
other high-end addons aircraft on the market and is not excessive given
the advanced capabilities of the product. Great care was taken to
optimize and not increase the VAS load of the aircraft beyond what is
necessary to simulate it properly. Here are some of the more common
causes of high VAS usage weve identified:
Large amounts of photoscenery areas
Products that install photoscenery for whole US states or whole European
countries are a particularly high source of VAS usage when a lot of them
are enabled at once. There are several such packages on the market and
all of them will exhibit this issue. FSX unfortunately allocates VAS for
these areas even if you are not flying over them and never go near them.
We have observed almost instantaneous OOM errors upon loading our
products on customer PCs where they had for instance the entire eastern
United States photoscenery installed. Disabling the photoscenery
reduced the total VAS load by well over 1GB and allowed the simulator to
function normally. Users have reported success with photoscenery and
our products by enabling only the states or countries their route passes
over. Use Process Explorer to monitor VAS and see if this works for you.
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To the best of our knowledge the reason this happens is because

photoscenery uses a unique texture for every single area within it. Normal
FSX scenery uses a small group of textures that get repeatedly used via
the landclass system. Having to precache and allocate for the presence
of that many textures is likely at the root of the problem.
Here is a link to a very good open source utility called
SceneryConfigEditor that will allow you to make groups of scenery areas
that you can turn on or off with a single click:
http://sourceforge.net/projects/fs-sceditor
High amounts of AI traffic

Be reasonable with the amount of traffic youre putting into the simulator.
Often the high 100%-type levels become unrealistic anyway from the fact
that FSXs ATC system bunches them up and cant handle vectoring
them all. You end up with a ton of go-arounds, a massive line for takeoff
and so on. That many airplanes also eats into the VAS allocation. Again,
this is not dependent on the specific traffic product youre using.
Ultra high resolution environment textures
Many environment type addons (as with the photoscenery and traffic
there are several of these available) contain options to install very high
resolution textures for things like clouds, water, runways and taxiways
and so on. It is our experience that these maximum resolution textures
often increase the VAS load disproportionally to the amount of visual
improvement they provide. A 4096x4096 resolution texture actually
contains 16 times the amount of pixel data that a 1024 resolution version
of the same texture does. The 1024 or 2048 versions of the textures
youre installing are likely going to be visually indistinguishable to you
from the maximum 4096 version and they will result in both lower VAS
usage and lower GPU memory usage.
FSX.cfg LOD_RADIUS value
Some tweak guides recommend increasing this setting in the FSX.cfg file
above its normal 4.500000 maximum value. While this does improve
visual detail into the distance, that improvement comes at the expense of
increased VAS usage because FSX has to load in more autogen, more
high detail mipmaps for textures etc. Leave this setting at 4.500000
unless youre actively monitoring your VAS usage and are sure that
setting it higher isnt putting you into OOM territory.
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Autogen, water, weather

The usual culprits for lowered performance in FSX also are the main
drivers of VAS usage. Lowering them can significantly reduce the VAS
load if youve exhausted the other possibilities.
High detail addon airports
Since the initial RTM release of the 777 in 2013, weve observed several
recent addon airports using upwards of 1GB of VAS as they come into
view.
Flying a lot of legs without shutting the simulator down:
FSX appears to not fully release the contents of scenery areas that have
been used during the session. We have observed OOMs happen when
flying around to a bunch of different high detail airports over high detail
terrain all over a long period of time. To avoid this simply save your flight
after landing and shutdown, close FSX, and then reload it and your flight
and you should be in a reset VAS state.
Using the sound preload options in SP1:
SP1 adds options that allow for the caching of 777 sound files in memory.
This was done in attempt to eliminate the stuttering that some users have
experienced as sound files load. If you are having OOM issues, we
recommend selecting the default NONE option. This will only loads
sounds into memory as theyre needed and releases them from memory
60 seconds after playback. This will significantly reduce the VAS load vs.
the SELECTIVE or ALL options. (See page 105 for more information
about this feature.)
Using the higher quality sound option in PMDG Operations Center:
In the sound settings module of the PMDG Operations Center
applications 777 page, you will find an option for downloading and
installing a low quality soundset that will further reduce the VAS load at
the expense of sound quality. These files are encoded with a 22 kHz
sample rate instead of the default 44.1 kHz sample rate and will take up
half as much memory as the default set.
Conclusion:
There are real limits in the 32-bit FSX environment that you have to be
aware of and manage. It is likely impossible for you to run every high-end
aircraft and scenery addon all together at their maximum settings without
making compromises to stop the OOM error from happening. It is up to
you to decide whats most important to you and prioritize between
different addons using the tools outlined here.
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THE PMDG 777-200LR/F AND FLIGHT-SIM

HARDWARE/SOFTWARE
When modeling advanced aircraft systems to the degree that we like, we
often find that it is necessary for us to take control of various aspects of
the simulator in order to force the results that are needed in the interest of
realism.
Conflicting Software:
One classic example of this taking control relates to the fuel system on
the airplane. Without getting into complex details, the fuel
consumption/management process that is at the core of FSX is based on
the theory that all fuel tanks are stacked vertically with a stand pipe
running between them. This, combined with the fact that the engine fuel
consumption model used by FSX is far from accurate for a turbine gas
generator engine (modern turbofan!) means that we must engage in
some very complex adjustments to make certain that the fuel
management and consumption logic in during the course of your flight
results in accurate fuel behaviors.
For this reason, our simulations are generally not compatible with any
virtual airline software that monitors the level of fuel in the tanks and
deducts points for changes to the fuel value. We recommend disabling
any such features, or encouraging your virtual airline programmers to
contact us for guidance on how to work with this advanced feature within
the PMDG simulation product line.
Hardware SDK:
A challenge faced when creating highly complex add-on aircraft for FSX
is making certain that our simulation product will be compatible with the
broadest swath of flight simulator controls and hardware as possible not
just for todays users, but for users three years from now.
There are literally thousands of flight sim controllers and hardware pieces
available and it is impossible for us to test the PMDG 777-200LR/F with
every possible configuration.
In addition, PMDGs products are extremely complex and to a large
degree we are using FSX primarily as a world platform for a highly
complex external simulation that is running side by side with the FSX
platform.
This means that there are circumstances where we choose to work
around the standard FSX control interfaces because they are inadequate
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to simulate completely the complex environment of a modern airliner

cockpit.
Our goal is to allow hardware manufacturers and intrepid users to create
their own drivers so that their hardware can be made compatible with our
software. We have included a Software Development Kit (SDK) that
allows hardware manufacturers to independently create drivers to ensure
the highest degree of compatibility.
The only restriction that we place on developers is that these drivers must
be provided at no cost to their customers. SDK documentation and code
examples are included in the FSX\PMDG\PMDG 777X\SDK folder.
FSUIPC users:
The goal of Microsofts FSX development team was to create greater
interoperability between the FSX platform and add-on developers like
PMDG. In theory this should all but eliminate the requirement for users to
install and use FSUIPC as an interface between complex add-ons and
the FSX platform.
Like most things in the FS world however, the skills of developers like
Pete Dowson continue to play an extremely valuable role in the way many
add-ons interact with FSX.
Many users have found that FSUIPC continues to provide value for
improving the FSX experience by smoothing control axes, wind shifts in
weather, etc.
During testing, we came up with some general recommendations that we
felt were important to pass along:
The PMDG 777-200LR/F is fully compatible with FSUIPC except

that we recommend that you do not calibrate your flight
controllers through FSUIPC. We recommend that you use the
driver/software that comes with your hardware. (Calibrating
through FSUIPC may not cause any problems, but in certain
circumstances with certain hardware we found that problems
existed that could only be resolved by having the user conduct
the calibration via the driver/software.)
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During testing we have found that in extremely rare

circumstances, users with FSUIPC installed would need to delete
their FSUIPC4.ini file after installing the PMDG 777-200LR/F in
order to get everything playing well together. We recommend that
you try this if it seems the 777 is not behaving normally after
installation. If you see strange issues with engines not producing
thrust despite looking like theyre running or the aircraft climbing
with an unusual nose-down attitude, this is probably the cause.
Please ensure that you have the latest version of FSUIPC

installed during our testing process, an issue was fixed that
caused the mouse cursor to flicker when using the 777s ECL
system. If you see this, make sure you have the latest FSUIPC!
In all cases, any disagreement between the PMDG 777-200LR/F

and FSUIPC was corrected by simply deleting the FSUIPC4.ini file
and allowing them to regenerate.
We continue to explore ways to make the PMDG 777-200LR/F interact
more smoothly with FSUIPC and well make those changes available as
they are finalized. Both FSUIPC and the PMDG 777-200LR/F are trying to
accomplish the same goals and following the above recommendations
should keep you out of trouble.
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KNOWN FSXisms TO AVOID:

The best way to think of the PMDG 777-200LR/F is to approach it in
terms of a stand-alone simulation that is using your FSX installation in
order to provide a world in which to simulate the 777s flight operation.
We have put a tremendous amount of time and energy into make certain
that this experience is as seamless as possible, but occasionally we find
unintended consequences of our efforts to provide you with the most
accurate simulation possible.
A few notes to keep you from running into trouble:
There is a common misconception that when loading a complex

simulation like the PMDG 777-200LR/F that you should first load
the default Cessna into the simulator, then load the PMDG 777200LR/F on top of it. This is not a factual conception and in fact
we do not recommend the practice at all. What is required
however is for a default Microsoft aircraft to be your default
startup flight in FSX. The reason for this is that this flight actually
loads in the background invisible to the user if its set to a
complex addon it can result in the inability to set certain internal
variables that the 777 relies on until the simulator is restarted. We
identified this issue as far back as 2006 and asked Microsoft to fix
it, but it unfortunately never happened.
One shortcoming of all PMDG products for FSX is that our

products do not like to be reloaded on top of themselves. This
means that if you have one livery or variant of the airplane
selected and running within the simulation world (say, a 777F)
and you wish to change liveries to a different 777F, you will need
to shut down the simulator and then select the new variant or
livery you wish to switch to from scratch. If you load a 777 livery
or variant on top of itself you will see strange issues in the
cockpit, FSX may CTD or otherwise crash, etc. SP1 adds a
warning message about this issue if it occurs.
Setting the PMDG 777-200LR/F as your default flight can cause

the same behavior described above from reloading it on top of
itself. The default flight is loaded in the background as you start
FSX and thus if the 777 is your default flight and you then select
another variant, it loads on top of itself even though you may not
actually see it happen. Keep the default flight as one using a
default Microsoft aircraft and you wont have any issues with this.
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Do not leave the aircraft rotating on the Free Flight screen for a
long period of time. It has a tendency to corrupt and show a
skeleton/untextured model. This is not a PMDG issue as you can
make even the default Ultralight do it if you let it sit there long
enough. If this happens you may be able to clear the issue and
reset it by going into one of the selection menus for airport, time
of day etc, but if this doesnt work, you will want to restart FSX.
When flying over the ocean, there is a bug in FSX that can cause
the displays to freeze in place. It happens as a result of passing
through the Tower view preset when outside of the range of any
suitable actual tower. Flip back between the Cockpit and Virtual
Cockpit views and it should clear. To avoid this, dont use the A
and S keys to cycle through views, use the right click menu to
select them directly.
We do not recommend the use of dll injection to modify the

simulators graphics capabilities. This includes ENB Series,
SweetFX, FXAA Injector etc. While the effects these dlls can add
are very impressive, they often destabilize the simulator and
cause crashes. If you use these, you do so at your own risk. If
youre experiencing strange crashes or anything like that, remove
any dll injection files youre using and see if the problem goes
away.
We have modified the functionality of the FSX default B key that

sets the altimeter. When pressed above transition altitude, it will
now preselect the local ground level altimeter setting rather than
directly setting it. This makes it easy for you to switch over
correctly as you descend through your transition level.
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HOW TO USE THE MANUALS

The PMDG 777-200LR/F comes with six documents:
Introduction (You are reading it now!)
PMDG 777-200LR/F Tutorial #1
PMDG 777-200LR/F Flight Crew Training Manual
PMDG 777-200LR/F Flight Crew Operations Manual Vol. 1.
PMDG 777-200LR/F Flight Crew Operations Manual Vol. 2.
PMDG 777-200LR/F Quick Reference Handbook
Taken altogether, this can seem like an intimidating amount of

information, but the point that we want to make most clearly is that if you
can fly the default airplanes in Microsoft Flight Simulator, you can fly the
PMDG 777-200LR/F!
We have created a truly scalable experience for simmers who love the
777. If you want to just push up the throttles and fly, you can do this. If
you want to dive as deeply into the details as a career airline pilot, you
can do this also. The simulation will support you no matter what your goal
is for any particular simming session!
Following is a quick rundown on how to get the most out of your manuals:
Introduction:
We have put this document together in order to collect in one place as
much information about how to use the PMDG 777-200LR/F as possible.
This introduction will give you some tips on how to set up FSX for optimal
performance with the PMDG 777-200LR/F and it will explain PMDGs
proprietary custom icons and cursor symbology as it is used in the PMDG
777-200LR/F.
The introduction document will also show you how to use the in-sim
capabilities to change your cockpit layout, cockpit displays, the visual
appearance of the external model, as well as the use of mechanical
reliability, failures, ground services and pushback capabilities.
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This document includes a list of fun to know quirks that experienced 777
pilots will recognize within the simulation. We thought youd like to know
just how detailed we have made your new PMDG 777-200LR/F.
Tutorials:
In order to help new users get acclimated to the capabilities of the PMDG
777-200LR/F, we have created a tutorial to get you up and running
quickly.
The first part of the tutorial should be viewed as a Quick-Start Guide that
will take you from loading the sim to launching off on your first flight in the
PMDG 777-200LR/F. The purpose of the first flight is to keep things
simple and straight forward, thus giving you the opportunity to enjoy all
that the simulation has to offer without getting lost in details!
The first tutorial will start you in a powered-up and ready-to-go 777-200LR
at VRRM Mal, in the beautiful Maldives islands of the Indian Ocean.
You will follow along step by step and eventually find yourself parked at
OMDB Dubai in the United Arab Emirates with your passengers
deplaning!
The second more advanced tutorial will cover ultra-long haul flying and
detailed ETOPS planning and will be released at a later date.
Flight Crew Training Manual:

The FCTM is best thought of as your how to guide to flying the airplane.
If youd like step-by-step instructions on various aspects of operating a
777, then this document is your guide.
The FCTM can give you easy to follow instructions on just about any
maneuver you can perform in the 777, including:
How to taxi like a professional.
How do you know when to retract the flaps on takeoff?
How do you conduct an engine out takeoff?
What things should you do during climb, cruise and descent?
How do you set the airplane up for just about any kind of
approach you might need to fly?
What are the best techniques for landing?
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All of these types of questions can be found in the FCTM.

When you are ready to dive a bit deeper into your PMDG 777-200LR/F,
you will find detailed how-to information on such topics as landing without
flaps and Approach and Landing on Standby Power.
We recommend that you spend some time skimming through the FCTM
just to see what types of information are presented to you. There are lots
of diagrams and visual aids to help you visualize the maneuver being
discussed, and these will ultimately help you to improve your own skills
flying the PMDG 777-200LR/F!
Just remember: When you find yourself wondering how do I make the
airplane do... the FCTM is going to have your answer!
Flight Crew Operations Manual Vol. 1:

The FCOM is one extremely large book that is split into two pieces in
order to make it manageable.
Volume 1 of the FCOM provides you with the following information:
Technical Notes about the 777: These are not important to you,
but they do provide a fascinating insight into the evolution of the
777 airplane since it was certified.
Limitations: This chapter is a one-stop shop for all of the limits

that you should never exceed while flying the airplane.
Normal Procedures: This section of the manual should be

thought of as your step by step detail guide to operating the
airplane. You can start with an airplane in just about any
condition and the Normal Procedures will give you a step-by-step
process to reaching the next phase of flight. We highly
recommend loading up a Cold and Dark scenario and working
through this chapter. This will give you a really in depth view of
the detail level contained in the PMDG 777-200LR/F.
Supplementary Procedures: This chapter is similar to the Normal

Procedures, except that it contains procedures that you wont
perform on every flight. For example, start an engine using a
ground-start-cart? The supplementary procedure for performing
this task is your go-to location to find out how it should be done
properly!
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Performance: This chapter contains all of the published

performance data that is available for the 777 type airplane. If you
like to go through the mental exercise of planning your own flights
down to the last detail, this chapter will give you everything you
need! (Note: The performance data for reduced thrust engine
types is not published and therefore is not available. All of the
data currently available is included in this chapter.)
Flight Crew Operations Manual Vol. 2:

The second volume of the FCOM is your in-depth guide to the inner
workings of the PMDG 777-200LR/F.
The PMDG 777-200LR/F provides you with an unprecedented level of
accuracy in the simulation of the mechanical systems on the 777 airplane.
We have worked tirelessly with expert input, reams of data and nearly
continual verification processes in order that the PMDG 777-200LR/F
should very precisely behave in the way the real-world airplane behaves.
The Volume 2 portion of the FCOM will give you the insight that you need
to truly appreciate the detail level of the PMDG 777-200LR/F. If you would
like to learn what is happening in the hydraulic system, then simply dive
into the HYDRAULICS chapter. Do you want to know more detail on the
Automatic Flight Systems? There is a chapter for this
The FCOM Volume 2 is the place to go for information on what makes the
airplane operate. Broken into chapters, you can digest the pieces in the
order and in the quantity you want.
Pay attention to the small details described in this manual, however and
you will be surprised again and again just how deep the level of
simulation runs in the PMDG 777-200LR/F!
Quick Reference Handbook:

This is a document that many simmers never open, and in doing so fail to
take advantage of a really fascinating part of the simulation!
The Quick Reference Handbook is, for lack of a better description, the
approved method for pilots to conduct trouble-shooting while flying the
777 airplane.
Inside this book are the approved procedures that you may perform in
response to virtually any situation you might face. From an engine fire all
the way down to a simple annunciator light in the cockpit, the Quick
Reference Handbook will take you step-by-step through the process of
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INTRODUCTION
troubleshooting, resetting and sometimes even fixing any problem that

you might experience!
In the PMDG 777-200LR/F we have added the ability to activate aircraft
mechanical failures for those who are interested in them. Many of these
failures are quite obvious and simple to understand. Others may present
various symptoms and have various different effects on your flight.
For example, a DOOR warning on the overhead panel might be a failure
of the door-closed sensor, or it might indicate something more sinister
with a door not being closed properly.
How do you know the difference?
Pull out the Quick Reference Handbook, look up the DOOR warning in
the index, then follow the checklist procedure!
There are many mechanical failure scenarios in the PMDG 777-200LR/F
that behave this way, and learning to use the Quick Reference Handbook
will help you find easy solutions to complex problems while also teaching
you more about the PMDG 777-200LR/F systems than you ever thought
you might learn!
We recommend you spend some time playing with the failures and
exercise the Quick Reference Handbook. You cant hurt anything, and
you can always hit the reset button if you get in over your head!
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THE PMDG 777-200LR/F DIDNT DO WHAT YOU

EXPECTED?
Here is a collection of items and features that we saw during development
and testing that we think might be likely to trip you up:
In the NGX it worked like this:

One thing the Beta team consistently noted was that the PMDG 777200LR/F is definitely not what you have become accustomed to with the
PMDG 737NGX. While there are many similarities in that they are both
Boeings, the differences between the two are numerous enough that you
will want to be wary of preconceived notions carried over from your earlier
experiences with other aircraft.
I turned the battery on, but the plane has no power:

The PMDG 777-200LR/F is a very power hungry airplane, but it is also a
very intelligent airplane in that it is always managing power draw to
ensure it always has necessary functions at all times. In the case of
turning battery power on, the aircraft is only giving you enough power to
start the APU or connect ground power. Once either one of those power
sources comes online, the airplane will come to life.
I turned the battery off, but the plane still has power:
As noted in the above note, the PMDG 777-200LR/F requires a lot of
power, but it also effectively manages power draw to ensure it always has
necessary functions at all times. After turning the battery off, the aircraft
leaves standby power on in case of an emergency where crash loads are
needed.
The logo light switch is on, but the logo light is not showing:
The PMDG 777-200LR/F is a very power conscious airplane that has a
hierarchy of necessary functions. When its power consumption
outweighs the available power, it will automatically shed its load by
eliminating unnecessary consumers. You can confirm this behavior by
displaying the ELEC synoptic and looking for load shed notifications on
the main buses. Additionally, when transferring from one power source to
another, the airplane takes a few moments to reconfigure itself on the
new source. During these times, the logo light may extinguish.
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The cockpit lights arent brightening/dimming enough:

One of the features of the PMDG 777-200LR/F is the ability to control all
of the flight deck lighting from one master source. The overhead panel
has a MASTER BRIGHT knob that controls all panel brightness lights,
except flood flights. When using master brightness make sure all
individual panel brightness knobs are placed in the middle of their range,
which is marked by a dot. A helpful shortcut for this is a middle/wheel click
with your mouse. This ensures that the master brightness knob has full
range of control. In this configuration, operating the individual knobs
results in further individual brightness adjustments of up to 20% above or
below the master setting.
To turn off the master bright override and use the individual brightness
knobs for full individual control, click the button in the center of it. When
loading the aircraft, the knob is by configured for master brightness use
by default, since this is most common in the real world.
I turned off the autopilot, but I cant silence the alarm:

You need to press the autopilot disconnect button on your joystick (or the
Z key) twice in order to silence the alarm. Make the first press, wait a
second or two and then press it again. If you double-press too fast, it
wont silence. Always use the disconnect button, dont use the
disconnect bar on the MCP youll have the siren constantly going off if
you do.
On aircraft with the RESETTABLE SIREN option set to NO, pressing the
master warning button on the glareshield will not stop the alarm this
goes for any master warning in fact, not just the autopilot.
Tail strike protection is not stopping me from tail strikes:

The tail strike protection is set up in a way that will automatically reduce
elevator deflection to help avoid a tail strike where possible. This will not
absolutely prevent all tail strikes due to poor rotation technique, however.
In order to avoid airframe damage, the aircraft should be rotated
according to the prescribed method outlined in the FCTM.
Its difficult to taxi:

One of the more difficult transitions from smaller aircraft to larger aircraft
is the adjustment to the length of the fuselage. For those who have
experience with the PMDG MD-11, taxiing should be relatively
straightforward. Adjusting to the longer length when coming from the
PMDG 737NGX, however, will be a slightly more difficult adjustment. The
tips outlined in the FCTM will help immensely, with the most helpful hint
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likely being that you should taxi past the taxiway centerline until it is in line
with the bar between the two side windows.
How do I save my route?

You must have a valid route entered and activated first and you must be
on the ground. Then, go to the RTE page 1, and press LSK 4L < ROUTE
SAVE. This lights the EXEC button. If you press it now, it will give the file
an automatically generated name. You can also type a custom name into
the scratch pad and it will save the route under that name. The .rte files
are saved to <FSX root folder>\PMDG\FLIGHTPLANS\777.
Why are my tire rims orange?

The PMDG 777-200LR/F realistically models brake heating. If you are
seeing the brakes glowing orange, youve definitely overused them. They
will not be as effective (or effective at all) in this state and if the heat
increases further you run the risk of fire and blowing tires.
You can cool the brakes this by bringing up the CDU and going to
MENU/FS ACTIONS/GROUND MAINTENANCE, hit NEXT PAGE, then
select COOL BRAKES at LSK 1L.
My [insert passenger/VA program here] is flagging me for

excessive V/S:
A common misconception is that passengers are sensitive to vertical
speed when they are not. The only difference that the passengers would
note would be that their ears were popping more frequently. The
departure profile is flown in a pitch-for-speed mode, where you set the
throttles on the particular throttle limit, and hold speed through aircraft
pitch. At lighter weights, these pitch angles may be considerable. In
order to reign in some of the thrust for lower pitch and vertical speed,
derates may be used.
I couldnt get LNAV to arm/engage:

LNAV has some specific parameters that must be met in order for it to
arm/engage. These are:
To arm LNAV while on the ground: The first waypoint in your

flight plan must be within 5 degrees of the departure runway
course.
To arm LNAV in flight: Requires a valid interception point for

active leg, interception angle less than 90 degrees OR within 3
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miles cross tracks error OR within 3 miles from active. LNAV will
stay armed until interception.
I selected LNAV and it went directly to a fix:

When you are within 3 miles from the target waypoint, LNAV goes direct
to the active waypoint. Always.
The bank limiter isnt working as I expected in LNAV:

LNAV uses its own auto-bank limit when turning to follow the LNAV
course. It will use a minimum of 8.0 and a maximum of 23.0 degrees
unless in approach mode or in holding.
The mouse wheel isnt working on certain knobs:

There is no mouse-wheel operation on the bank limiter, BARO or MINS
knobs: they were made operable only with left/right mouse clicks on
purpose to save you from accidentally triggering them while spinning their
inner knobs with your mouse-wheel.
Sometimes I hear strange sound artifacts after switching

views:
This is a known bug in FSX, especially with complex add-ons that use lots
of custom sounds like the PMDG 777-200LR/F. We recommend that you
press the Q key twice after switching views, as this always eliminates the
problem.
I get a NAV DATA OUT OF DATE message on the CDU:

The navigation data included with the PMDG 777-200LR/F is provided by
Navigraph and up to date at the time of release. (early September 2013,
the AIRAC 0913 cycle) After this cycle expires in mid-September 2013,
you will have to upgrade for a small fee if you wish to maintain up to date
real world navigation data.
This data can be purchased here:
http://www.navigraph.com/FmsData.aspx
If you dont care about having current data and just want to remove the
NAV DATA OUT OF DATE message, you can open up the file
fmc_ident.txt, located at <FSX root folder>\PMDG\NAVDATA and edit the
third line - OpProgram=AUG22SEP18/13 - to read a different date range
that will not trigger the message.
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RAAS is calling out the wrong runway numbers:

The RAAS system calls a file called runways.csv that exists in the root
FSX folder. This file is generated by a program called MakeRunways.exe,
made by Pete Dowson of FSUIPC fame.
It can be downloaded here:
http://fsuipc.simflight.com/beta/MakeRwys.zip
Unzip it to the FSX root folder and then run the exe, itll generate an
update runways.csv that should fix any problems with RAAS calling out
the wrong runway numbers.
My windows mouse cursor is flickering when I use the ECL

cursor:
This was traced to an issue in older versions of FSUIPC 4 during testing.
Simply update to the latest version at Pete Dowsons website and it
should fix it:
http://www.schiratti.com/dowson.html
I see a large mass of TCAS targets on the ND around an

airport on the ground:
This is caused by the way vehicles are simulated in ground support
addons like GSX and AES. (theyre aircraft objects virtually) This should
not occur unless you have increased the TCAS range settings in the
options beyond what is realistic.
The aircraft bounces on the ground when I change views:

We have traced this issue to using an FSX Mesh resolution setting that is
higher in resolution than 19m. These are the 10m, 5m, 2m, and 1m
settings. This appears to be an FSX terrain engine bug and isnt
something we can fix. If it bothers you, you can set the terrain resolution
to 19m or lower. These are the 19m, 38m, 76m, 152m, or 305m settings.
Be aware that lowering this setting can affect the use of sceneries that
require the higher setting. For example many airports require high
settings to simulate taxiway bridges and similar structures. If you have
high resolution terrain mesh installed this will also decrease the detail of
mountains and other such features if you go below the meshs level.
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I have service based failures on but nothing ever happens:

Modern jet aircraft are extremely reliable and most airline pilots will go
through their entire careers without having a serious failure incident on
their airplane. The data that the service based failures feature was
created with reflects this these are rare events.
We recognize however that most simmers probably dont have a lifetime
to spend waiting for that one-in-ten-million engine failure at V1, so to
improve upon the original way this feature was implemented in the PMDG
737NGX, weve created a rate multiplier function that will essentially
accelerate the aging of the various parts on the aircraft to give you
failures more frequently.
To access this feature, bring up the CDU and then press MENU, then
PMDG SETUP, then AIRCRAFT, then FAILURES. Select the ALL
SYSTEMS page at LSK 2L:
When service based failures are enabled, the RATE field at LSK 3R
allows entry of any number from 1 to 1024. This will accelerate the
aircrafts aging and you should see more frequent failures in terms of real
usage time.
It takes way too long to enter wind predictions for a long

route:
In real life, 777 pilots get their wind data sent to them over the datalink,
which eliminates time consuming manual entry of the figures.
We have provided multiple ways to simulate this functionality in SP1 and
they are described in the SP1 Supplement section near the end of this
manual.
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My compass lighting is the wrong color, it should be green!

Actually, the compass lighting is an orange-ish color similar to the flood
lights on the main panel. Because the compass inside rotates, it would
have been extremely hard for Boeing to use integral backlighting like the
rest of the panel, so they are lit by a standard bulb inside the housing.
The weather radar isnt working.

The Collins WXR-2100 simulation present in the PMDG 777-200LR/F
(SP1 and later) and 777-300ER extension requires the Active Sky Next or
later weather engine software from HiFi Technologies Inc. The reason for
this is that it is the only weather addon on the market at the time of this
writing that outputs a 3D precipitation dataset that we can (finally!) use to
realistically simulate radar physics. This is not possible currently with the
FSX default weather or any other weather addon. We will be working with
other weather addon developers to integrate similar technology if they
provide it within their program.
ASN is available for purchase here:
http://www.hifitechinc.com/products/activeskynext
Im seeing erratic changing fuel loads and autopilot issues.

There is an issue with the BIOS/UEFI clock and high precision event
timer on certain recent Asus motherboards at the time of this writing. The
timer becomes erratic or stops completely and causes issues with the
aircraft systems. We use these timing functions extensively and they must
be working correctly for proper operation of the airplane. Check with Asus
for a firmware update and consider replacing the CMOS battery on your
motherboard if you experience these issues. The problem is not specific
to PMDG or to FSX and has been widely reported on the big hardware
forums around the Internet. If you are building a new PC for FSX, we
recommend staying away from Asus motherboards until this issue is
confirmed to be resolved.
Im getting stutters when sounds load to play:

SP1 introduces sound preload options that can help alleviate this issue on
certain configurations prone to it (ie slower mechanical HDs instead of
SSDs, lower end sound chipsets or cards etc). These options are detailed
on page 105 of this manual.
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THINGS THE WIDE BETA TEAM WANTED YOU TO

KNOW
Do not be afraid to take over with less automated modes like

FLCH and HDG SEL in the approach environment. Not
everything has to be flown in LNAV and VNAV. In fact in the real
world its very common to go to those lower tech modes in the
approach environment.
The ECL is not a substitute for the Amplified Normal Procedures

contained in the FCOM Vol. 1 manual. Do not rely on it to show
you every single item you need to accomplish.
The ECL will not detect the AUX PUMP being off during
shutdown and it will need to be manually checked off.
While VNAV is accurately modeled and "rugged" like the real

thing, it isn't a miracle worker: if you get messages like DRAG
REQUIRED, etc., it usually means the conditions outside (winds)
or FMC programming (restrictions) or both are not in agreement
on what the airplane can do without extra assistance from the
pilot. (Use flight spoilers, manual speed intervention or drop the
gear if you really have to!)
VNAV descent is dedicated to flying a monotonic path: Coming

down, it is expected that each waypoint in succession to the
previous will be lower and slower. Bottom line: VNAV descent will
not speed up in between waypoints, nor will it climb. If you try to
make the airplane do this you should anticipate trouble from the
FMS.
Speed exceedances sometimes during VNAV descent are

normal and faithful to the real thing.
The 777 is an extremely slippery airplane and will require

planning and aggressive energy management on tight
approaches. Plan ahead and if it wont work, go around!
If you set the autopilot engagement limitations to REALISTIC,

then you must be within a small margin of in trim (no control
forces required to keep airplane on desired path), you cannot be
actively trimming, and the flight director should be nearly
centered. If you violate any of these conditions, the autopilot will
not engage.
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Don't forget to press the MIC button on the ACP panel (below the
radios panel) corresponding to the radio you want to transmit on
or no-one will hear you online. Yes, its modeled that closely!
Proper takeoff procedure with respect to your physical throttle:

o
Advance the throttles to 55%
Press TO/GA (dont use the MCP A/T button, it takes half
a second or so to "capture")
Wait until you see THR REF annunciated on the FMA.
Push the throttles fully forward. They are dead now

because the AT is active.
Set up a key command for the EICAS Cancel/Recall button.
On landings, be careful with your angle and get used to the

landing gear touching down early in comparison to the NGX.
Don't move the seat position backwards much because this can
cause issues where youll be unable to click due to being inside
the seat.
Dont extend the speedbrakes all the way, use the 50% clickspot.
Full speedbrake use is rare in the real world and the autopilot has
trouble keeping up with that much deceleration that quickly.
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WOULD YOU LIKE YOUR MANUALS IN PRINT?

If you want to take your PMDG 777-200LR/F flight experience to a whole
new level of realism, get your flight manuals in print!
***747-400 manuals shown. For illustrative purposes only***
The PMDG 777-200LR/F Chief Pilots Flight Manual Package (shown)

gives you everything the aspiring 777 captain could possibly need!
PMDG 777-200LR/F Flight Crew Operating Manual Volume 1

PMDG 777-200LR/F Quick Reference Handbook (printed in b/w)
Three 36" x 18" Cockpit Layout Diagram Posters
Seven 11" x 17" Aircraft System Schematics with descriptions
(two sided: total of 14)
Collection of Jeppesen charts to use during on your PMDG 777200LR/F Type Training.
FREE: PMDG 777-200LR/F Lights and Switches Guide ($45
value!)
FREE: PMDG 777-200LR/F Laminated In-Flight Checklist ($8
value!)
These manuals have the same look and feel as the manuals provided to
crews in training and will provide you with the best set of reference
materials available to simmers anywhere.
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Also available for purchase is the PMDG 777-200LR/F Captains Flight

Manual Pac
kage consisting of

PMDG 777-200LR/F Quick Reference Handbook,
PMDG 777-200LR/F In-Flight Checklist as a free bonus
All manuals can also be purchased separately!

See the PMDG SIMULATIONS website for details!
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INTERACTING WITH THE PMDG 777-200LR/F

The PMDG 777-200LR/F uses a fully custom, highly flexible interface
methodology in order to make your PMDG 777-200LR/F experience as
intuitive as using your own hand.
This section will help you to learn how to push/pull levers, rotate knobs
and push buttons within the cockpit. The guidance is identical whether
you use the 3D Virtual Cockpit, or whether you use the flat 2D popups.
The PMDG 777-200LR/F utilizes a specific cursor shapes that are visible
in both the 2D and Virtual Cockpit in order to assist the user to:
Easily locate the regions where mouse operations are applicable.
Instantly identify what kinds of mouse operations are applicable

for each click spot.
Identify what each mouse operation can be expected to do.
Push-Pull Operations:
Push-Pull operations apply to pushbuttons and knobs that can be either
pushed or pulled in order to effectuate an action. One of three cursor
shapes will appear when the mouse is placed over a pushbutton or switch
that fits into this category:
Push cursor:
Only push operation is applicable. Use left or right mouse button.
Pull-Only cursor:
Only pull operation is applicable. Use right mouse button.
The push/pull icon will change to reflect the operation selected by the
user. So if, for example, the left mouse button is pressed the cursor will
change to the push cursor, and if the right mouse button is pressed the
cursor will change to the pull cursor.
Knob/Switch Turn Operations:

Knob/Switch turning can apply to knobs, dials, wheels and switches that
must be turned or rotated. Three different cursor shapes will appear when
the mouse is placed over the knob.
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Switch/Knob Cursors:
For knobs/switches that turn/move left/right the following applies:
This cursor indicates that the switch may be rotated to the
left/right. This is the neutral cursor, meaning that you are not
currently rotating the switch.
Press either the left mouse button or turn the mouse wheel
down or to turn the knob to the left. While doing so the cursor
will also rotate to the left as seen here.
Press either the right mouse button or turn the mouse wheel up
or to turn the knob to the right. While doing so the cursor will
also rotate to the right as seen here.
Note that the mouse wheel does not function for switches, only
knobs.
For switches that move up/down the following applies:
This cursor indicates that the switch may be moved up/down.
This is the neutral cursor, meaning that you are not currently
rotating the switch.
Press the left mouse button to move the switch down. While
doing so the cursor will also rotate to the left as seen here.
Press the right mouse button to move the switch up. While
doing so the cursor will also rotate to the right as seen here.
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Operating a Two Position Switch/Knob:

On the PMDG 777-200LR/F flight deck there are a broad range of knobs
and switches that will be moved using the left and right click action
described above. For knobs/switches with two positions, left or right
clicking on the switch will move the switch between the two positions.
Operating a Multiple Position Switch/Knob:

For knobs/switches with multiple positions, or with a range of positions
(such as a temperature selector knob) successive right or left clicks (or
scrolling of the mouse-wheel) will cause the switch to continue moving in
the direction of the click until reaching the full limit of the knobs available
motion.
For knobs that do not have distinct position detents, such as a dimmer or
a temperature knob, holding down the left or right mouse button will
cause the knob to scroll through its available range of motion in the same
direction as the mouse click. Additionally, you can use the mouse wheel
on your mouse to scroll rapidly.
Some hits to remember when using knobs:
Using the mouse wheel will let you rapidly enter

heading/speed/altitude changes into the MCP!
Double clicking the left or right mouse button while the mouse is
over a rotary knob will cause the knob to move immediately to its
full left or right position.
This functionality applies to all knobs such as dimmers that

control brightness (display units brightness knobs on the lower
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main panel, as well as PANEL/FLOOD lighting controls on the

lower main panel, the overhead and the center console.)
The middle mouse button can be used to instantly place any

rotary panel lighting control in the center 50% position. This is
important when using the 777s MASTER BRIGHT system as it
requires all other lighting knobs to be in their center positions.
Combined Rotary Knobs:

In some cases, there are multiple rotary knobs embedded into a single
location, such as the heading knob found on the MCP. In order to help
clarify the operation of these knobs, you should note the color of the
Left/Right rotation cursor. The primary rotary function of the knob will use
white rotary icons as described above, while the secondary rotary function
on the knob will use gray shaded rotary cursors as shown below:
Other applications of gray shaded cursors:

You will notice that in certain places that require special action, such as
the landing gear handle unlock switch, or on the guards covering guarded
switches, the cursor will appear gray. This is to indicate to you that the
action is special as it relates to that switch, guard or knob.
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Example:
As an example, the mouse operations on the heading select knob are
shown in the following figure:
1
3
2
1. This shaded cursor indicates that you are able to rotate the secondary
outside knob that operates the bank limiter, but only using left and right
clicks, not the mouse wheel.
2. This un-shaded icon indicates that you can rotate the primary heading
select knob both with left and right clicks and with the mouse wheel.
3. This cursor indicates that you can press the button embedded inside
the two rotary knobs.
If you spent a few moments feeling around the PMDG 777-200LR/F
cockpit with your mouse, you will find many different areas where you can
click, rotate, move up/down or left/right various controls. Over time, these
cursors and their associated actions will become second nature!
Multi-Function Knobs in the Virtual Cockpit:

All of the mouse cursor functions described above work in the Virtual
Cockpit or the 2D popup environment. As you move the mouse cursor
over a knob or switch, simply watch to see which cursor (primary or
secondary rotary cursor, push, move up/down or move left/right cursor) is
displayed. This will help you to identify which function you will effect by
mouse input.
NOTE: Depending upon your monitor size and resolution, you may have
some trouble accurately placing the mouse cursor over a switch while in
the VC. If you experience this problem, we recommend that you zoom
closely to the switch. This will greatly increase the accuracy of your
mouse and is similar to leaning toward something on the flight deck in
order to make it more accessible. Holding spacebar and rolling the mouse
wheel is the easiest way to look around and zoom in FSX.
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Using click and drag controls:

Several controls in the cockpit including the MINS and BARO selectors,
the manual pressurization Landing Altitude selector, the Fuel to Remain
selector, the Rudder Trim knob, and the Flight Deck Temperature selector
when moving between MAN and AUTO use a click and drag style logic
that moves between different control levels.
To use the MINS knob as an example:
You will see the normal

cursor, but to operate the control you must
right or left click and hold, which will produce the tooltip shown above. In
the case of both the MINS and BARO selectors, there are two speed
levels, slow and fast. To move between the two levels, drag the mouse a
short distance while continuing to hold the button down.
Using Pop-Up Panels

The essence of the PMDG 777-200LR/F Pop-Up Panel control schema is
based around click spots located at strategic locations throughout the
Virtual Cockpit (VC). When the user moves the mouse cursor over one of
these click spots, the cursor changes in order to help the user understand
what options are available via the click-spot.
When accessing the various pop-up panels, the following cursors may be
displayed to the user:
Panel Open/Toggle Cursor:
or
When either one of these cursors is displayed, the left or right mouse
button can be used to open or toggle a panel window. These types of
mouse click spots are normally located on the main panel.
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Close Panel Cursor:
This cursor indicates that you can use either the left or right mouse
button to close the current panel window. The mouse click spot is usually
located on the top-right corner of the panel window.
Zoom Display Cursor:
These cursors are displayed when the mouse is moved over the central
area of one of the display units or the screens of the CDUs in the VC. A
left or right mouse click when the + cursor is displayed will open the
display unit or the CDU on a new window of larger dimensions.
When the zoomed window is open a -cursor will display on both the
zoomed window click-spot and the corresponding normal display clickspot. Use the left or right mouse click on either click-spot to close the
zoomed window.
When a zoomed-in display unit is open, the minus icon shown

here will cause the display to close.
NOTE: If you forget what a specific click-spot will do, simply hover your
mouse over the spot and a tool-tip will appear to remind you. (Provided
you have tool-tips enabled!) They will also tell you what the
left/middle/right click functionality of certain clickspots is.
At night, the click locations are illuminated using the MAIN PANEL
brightness knob in order to make them easy to find.
The following pages show/explain the mouse click hotspots that are used
to pop up/control the various flight displays, 2D pop-up panels and yokes.
The different cursor types that the user will see when the mouse is moved
over click spots are also depicted.
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Main Panel and Forward Pedestal Clickspots:
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Glareshield and Yoke Clickspots:
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Rear Pedestal/CDU Clickspot:
MCP Popup Click Spot:
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MCP Popup and Close Click Spots:
CA TOGA Click Spot:
FO TOGA Click Spot:
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Radio/Audio Panel/XPDR/Weather Radar Popup and Close

Click Spots:
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CUSTOMIZE YOUR PMDG 777-200LR/F

EXPERIENCE
When talking with customers, one topic comes up again and again for
simmers that enjoy the immersive nature of PMDG products: I dont like
having to use menus once I am in the simulator!
With the PMDG 777-200LR/F product line we have finally resolved this
customer concern by allowing you to change just about anything in the
airplane without ever having to leave the simulation. From your fuel load
to the passenger load, cockpit configuration, external model options,
failures, maintenance and cockpit equipment: everything can be
configured live, in FSX, without having to pull down a menu and
without having to leave the immersion of the simulation!
Accessing FMS Based Menus from a Dark Airplane:

Since we have moved all of the configuration options into the FMS in
order to promote simulation continuity, we also had to give you a way to
access those menus even if the airplane is not currently powered.
To access the FMS based Setup/Configuration menus from a Cold &
Dark cockpit, simply press and hold the MENU button on the FMS until
the FMS screen comes to life.
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PMDG 777-200LR/F Home CDU Menu:

At any time while flying the PMDG 777-200LR/F, you can press the
MENU button on the CDU and you will be presented with the top menu
for the CDU system:
On the left side of the screen, you can select the <FMC prompt to enter
the aircraft flight management functions. On the right side you will find the
SETUP> and FS ACTIONS> prompts. These options are the core of your
ability to customize your PMDG 777-200LR/F flight experience.
If at any time you get lost in the CDU, simply press the MENU button and
you will be brought immediately back to this page!
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PMDG SETUP MENU

Pressing the SETUP> prompt at will display the following menu:
The PMDG SETUP page is the home base from which you will
configure your PMDG 777 to suit your needs. From this menu you can
adjust the specific options for your airplane cockpit as well as many
options to control various aspects of the simulation experience itself.
There are a few things to keep in mind while learning how to tune the
PMDG 777-200LR/F to suit your tastes:
< AIRCRAFT: The PMDG 777-200LR/F allows you to configure

the equipment options you want on your 777 and in your cockpit
and then bind them to the registration number of the livery you
are currently flying. This gives you the opportunity to set up the
flight deck for individual liveries according to the configuration
used by different airlines or on specific airplanes and quickly
switch between them. The items listed under <AIRCRAFT are
airframe specific, so you can change them when loading different
liveries.
< OPTIONS: The PMDG 777-200LR/F allows you to set global

options such as the mechanical failures model, performance
tuning, key commands and sound options that remain in place
even as you switch between different liveries or 777 body types.
Panel SAVE STATE > and LOAD STATE >: The save/load state
prompts allow you to save the current setup of the panel to a file
that you can then reload at any time in the future. Saved panel
states are independent of specific saved flights so if, for example,
you wished to save the current state of the cockpit as you left it at
the conclusion of your flight, you can then reload this panel
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condition in the future and find all switches and system in the
desired settings. (This is not the same as saving a flight because
it merely saves the condition of the airplane, thus allowing you to
load your panel configuration into any flight you wish.)
STARTUP STATE: This prompt allows you select a saved panel

state that you would like the simulation to use as your default
panel condition every time the simulation is launched. For
example, if you were to select a Cold and Dark scenario as the
STARTUP STATE for the airplane, you will be presented with
that cold and dark panel state whenever and wherever you
choose to load the PMDG 777.
LICENSE>: This prompt allows you to view your license key or

manually deactivate the license on your computer, as mentioned
earlier.
ABOUT>: A short animation with the names of the Development,

Tech and Beta teams.
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Understanding Panel vs. Flight Save/Load States:

When it comes to saving your flight, there are a few things that you should
clearly understand in order to avoid confusion.
Saving a Flight: Saving a flight is done via the FSX File/Save Flight menu.
This will save the airplane position, status and configuration into a file that
can be loaded at a later time via the FSX File/Load Flight menu.
Saving a Panel State: Saving a panel state is a bit different. Panel states
allow you to save the airplanes current configuration without any regard
to the phase of flight or location of the airplane. This being the case, panel
states are entirely mobile and thus give you great flexibility.
For example, lets say that you want to create a condition in which the
airplane is on the ground with the APU running, the IRSs aligned and
everything ready to start the engines. You do this by setting the airplane
up as you desire, then going to the PMDG SETUP menu in the FMS and
pressing STATE SAVE>.
You will be prompted for a name for the panel state, and the FMS will
then create the necessary files in your <FSX ROOT>/PMDG/PMDG
777X/PANELSTATE folder.
Once this state is saved, you can have the airplane in any location in the
FSX world and use the LOAD STATE> prompt to instantly put the
airplane into the desired configuration.
We have created some panel states that we thought might be desired by
users:
Cold and Dark
Default
Long Turn
Short Turn
These panel states can be loaded at any time and the airplane will be
instantly configured according to the panel state selected. This can be
convenient for quickly setting up a flight to start precisely where you want!
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Save/Load Effect on Failures:

In the PMDG 777-200LR/F the current state of failures is always saved. If
you have a particular failures mode saved, and various failures are
already active or armed to become active, they will remain as such when
you load the flight that was saved in that condition.
This can be useful for saving flights enroute without losing any of the
activities that have taken place earlier in the flight sequence.
Some users may not want the failure conditions to transfer to a newly
loaded flight. If this is a concern, then please be certain that you clear all
failures and disable failures from the FAILURES menu prior to saving the
flight.
Save/Load from the FSX menu:

You can also conduct save/load operations from the FSX menu. The
PMDG 777-200LR/F will intercept the save/load function and create both
the FSX save file and the PMDG 777-200LR/F panel save file for you
using the name you select.
You will then be able to load your flight and panel state from the FSX
menu as well and the airplane condition will be just as you left it.
On the PMDG SETUP menu you will notice a STARTUP STATE prompt.
You can use this prompt to force FSX to load the PMDG 777-200LR/F in
exactly the same configuration every time you launch the simulator.
In addition to the 777 DEFAULT engines running state, we have included
the following panel states for you to use:
777 CLDDRK: This is the airplane completely shut down with the
shutdown, securing, and power down procedures complete. The L2
entry door is open since you presumably entered through it. The
airplane is chocked.
777 SHORT: This is the airplane on a short ground turn. The

shutdown procedure has been completed and the APU is running
and providing power and air. The securing procedure is partially
completed. The L2 entry door and all three cargo doors are open and
the airplane is chocked.
777 LONG: This is the airplane on a long ground turn. The shutdown
and securing procedures have been fully completed. Ground power
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and air conditioning are both connected and the airplane is chocked.
The L2 entry door and all three cargo doors are open.
AIRCRAFT SETUP MENUS
The AIRCRAFT menu allows you to configure the equipment, displays

and mechanical fitness of your airplane to suite your needs.
When using the PMDG 777-200LR/F you should think of aircraft options
in terms of airframes. Through this menu system we allow you to define
the equipment contained on the flight deck of a limitless number of
aircraft, defined by airframe tail numbers.
For example, if you wished to define the specific equipment carried on
N772LR, you can do so, saving the information via the AIRCRAFT menu.
You might then define a different equipment setup on N773LR and save
that configuration via the AIRCRAFT menu.
Thus, you can quickly return to whatever configuration you choose by
simply loading that aircrafts configuration file via the AIRCRAFT menu.
How this helps you:
The PMDG 777-200LR/F tracks everything in terms of individual
airframes. As you fly N702DN, for example that airplane will accumulate
flight time. Any changes you make to the equipment carried on that
aircraft can be saved and the simulator will load those options the next
time you choose to fly N702DN.
If you wish to use a different aircraft configuration, simply select it via the
AIRCRAFT menu and the changes will be instantaneous.
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How this works behind the scenes (For sim techs and nerds!):
You dont need to read this section to use the AIRCRAFT menu, but we
are including it for those who want to know details about how the
AIRCRAFT menu system works.
Each livery comes with a pre-defined definition ini file that defines all of
the options related to that particular airplane. The file is fully editable.
The definition file is named to match the tail number on the livery and gets
copied to the <FSX root>/PMDG/PMDG 777X/Aircraft folder by the
livery installer. A backup original copy is left in the texture folder so that
you can use the AIRCRAFT menu to revert to the original configuration
file if you make changes that you no longer wish to keep.
When you select a livery, and then launch the simulator, the PMDG 777200LR/F will determine what equipment in installed on the airplane by
reading the definition file for that liverys tail number. When the sim
launches your cockpit will be set up according to that definition.
If you make changes to the cockpit layout and save the definition file
using the AIRCRAFT menu, those changes will be present in the airplane
any time you load that livery.
So the key thing to remember is that each aircraft should be viewed in
terms of its tail number. When you load a livery, the definition file
matching the airplanes tail number will be used to populate your cockpit,
display and maintenance options.
If desired, you can save multiple definitions for the same airplane in order
to simulate changes in the equipment carried over time. For example you
could set one set of options for the N772LR setting, then manually make
changes and save the file as N772LR2.ini Then, if you desire to use the
second configuration, simply select it from the menus as will be described
below.
NOTE: The livery number displayed in the AIRCRAFT menu will always
match the tail number installed with the livery. This is because the
maintenance and flight time tracking must be tracked for that individual
tail number!
Do not manually change the tail number in the DETAILS pane of the
aircraft select screen in FSX. This will mess up or otherwise disable the
livery options.
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The following matrix should help you to visualize how the airplane-specific
equipment, display and maintenance options are tracked for individual tail
numbers:
Livery Tail Number

Definition File
Aircraft Menu
Cockpit Setup
Using the AIRCRAFT menu:
When you load a livery from the FSX free flight menu and then launch the
simulator, the PMDG 777-200LR/F will load the definition file that
describes how that aircraft is laid out in terms of cockpit equipment,
displays and mechanical fitness.
The AIRCRAFT menu is designed to give you the ability to change the
equipment installed in the cockpit, change the way information is
displayed to you on the cockpit displays, and to interact with the
mechanical reliability of the airplane.
You do this through the following menu prompts:
< EQUIPMENT
< DISPLAYS
< FAILURES
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We will explore the content of these menus in a moment, but for now just
remember that any time you make a change, the PMDG 777-200LR/F will
automatically save the change you made to the aircrafts definition file.
This has the effect of making the change permanent until you make future
changes.
NOTE: There is no danger to changing the contents of the AIRCRAFT
menu, even while the aircraft is in flight!
Restoring a Definition File:

In the event that you make changes and later wish to revert to how the
airplane was configured at the time you installed the livery, simply press
the RESTORE > prompt on the AIRCRAFT page.
This will copy the original definition file from the backup folder to the
active folder, replacing the one you have already altered. (This cannot be
un-done!)
Using a Different Definition File:

In some circumstances, you may decide that you want to use a different
aircraft configuration than the one that is defined for that livery. As an
example, if you fly with a particular configuration frequently and have
grown comfortable with that cockpit setup, it may not be convenient to
have to remember every single configuration change that you made in
order to get a different livery configured to match your preferred settings.
In order to make things easy, we have allowed you the option to load a
different aircaft definition than the one that is loaded by default with any
livery. You can do this using the Load From ANOTHER > prompt on the
AIRCRAFT menu.
Selecting the ANOTHER > prompt will take you to the following menu:
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This menu will list all of the available aircraft definition files currently
loaded or that you have created.
To load the N772LR configuration displayed in the example above, you
simply press the line select key, and then confirm the entry.
This will cause the configuration definition for N772LR to be used with
whatever livery you currently have loaded.
NOTE: If you switch liveries, you will need to re-select the N772LR
definition if that is your wish. Every time you load a livery from the free
flight FSX menu, the PMDG 777-200LR/F will load that liverys definition
file!
Using a Fixed Definition File for All Flights:

You may find that you settle into a favorite cockpit configuration that you
want to use no matter which livery you are flying. In this case you can set
the configuration as your FIXED CONFIG by using the FIXED CONFIG
prompt to select it from displayed list.
Once you have selected an airline definition file as your FIXED CONFIG it
will remain until you delete. (Press the DEL key, then the FIXED CONFIG
prompt to delete.)
EQUIPMENT Options:
When purchasing an airplane from Boeing, the airline customer will

choose from a package of equipment options that provide advanced
capabilities beyond what the basic airplane is capable of.
These options are available for you to select from in the EQUIPMENT
pages so that you can experiment with the mix of data equipment options
that are interesting to you as a pilot.
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There are numerous pages of options available that will allow you to
customize the displays in the cockpit of your 777. You can use the PREV
PAGE and NEXT PAGE buttons on the CDU to move forward and back
through the pages.
In the list that follows, we have provided images to show you the
difference between equipment types when applicable. We also document
some of the known conflicts between equipment types (if any) so that you
are aware that turning some features ON may disable other features.
You cant hurt anything by experimenting with combinations of features,
so feel free to turn things on or off and add/remove equipment capabilities
as your needs or interest may allow!
If you get into a simulated flight and decide youd like to try some
changes, you can do so live, in the simulator, without having to worry
about disrupting your current flight.
PAGE 1/13 - ADFS, FMS
GS CAPTURE BEFORE LOC: This option allows you to

determine whether the autopilot/flight director will command the
airplane to follow the glide-slope on an approach even if the
localizer has not yet been captured. Airlines generally provide
specific policy guidance on this topic, and they will select the
equipment option so that the airplane adheres to corporate
policy. Generally speaking, the DENY option is the safer, more
conservative option.
AUTO LNAV ON GO-AROUND: This option allows the AFDS to

automatically engage LNAV on a go-around with a missed
approach loaded in the FMC.
GR WT ENTRY ALLOWED: This option determines whether or

not the gross weight field on the performance page allows
entries. When set to NO, the GW is automatically calculated after
the zero fuel weight (ZFW) is entered.
PAGE 2/13 - FMS
TAKEOFF THRUST DERATES: This option determines whether

or not the THRUST LIM page displays the TO-1 and TO-2 fixed
percentage thrust derates for use.
CLIMB THRUST DERATES: This option determines whether or

not the THRUST LIM page displays the CLB-1 and CLB-2 fixed
percentage thrust derates for use.
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CLB DERATE WASHOUT ALT: This option sets the altitude at

which the climb thrust rating returns to its full maximum value
when using the fixed CLB-1 or CLB-2 derates.
FMS CRZ PHAS THR LIM: This option determines whether the
cruise flight N1 limit is CLB or CRZ.
COMPANY SPEED: This is the speed at which the airplane will

climb, cruise and drift down with an engine out.
PAGE 3/13 FMS
FMS DEFAULT ALTITUDES (list of four): These options allow you

to customize the default acceleration altitude, default engine out
acceleration altitude, default thrust reduction altitude, altitude and
default transition altitude in order to comply with the standards
typically used by your airline and/or country.
For example, the transition altitude in the United States is 18,000
feet, but in other countries this value will vary. If you live in a
country where 5,000 feet is normally used then you can set this
value to 5,000 and you will not have to change the transition
altitude in the FMS on every flight.
Its important to understand that these values will be overridden by
whats saved in a panel state or saved flight due to the way the
FMC is initialized. If you wish to have these values in a panel
state, load the panel state first, adjust the values, then save the
state with a new name such as (livery name)_CLDDRK or
whatever youd like.
Also, with respect to the THRUST RED ALT/FLAPS setting this
can be set to a value of 1 or 5 instead of an altitude, which causes
the thrust reduction to happen when the flaps are moved from 15
to 5 (the 5 value) or from 5 to 1 (the 1 value), regardless of
altitude.
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PAGE 4/13 - INSTRUMENTS
STANDBY INSTRUMENTS: This option allows you to decide

whether you want to have the ISFD or SEPARATE standby
instrument option installed. The ISFD (Integrated Standby Flight
Display) is an electronic, solid state digital display that contains its
own backup battery source of power. The SEPERATE standby
gauge configuration provides the AI, ASI and ALT as separate
digital instruments, as pictured below.
ISFD
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ADF INSTALLED: This option determines whether the aircraft

has ADF receivers for tuning NDBs installed. INOP stickers will
appear over the EFIS ADF pointer selectors if not installed.
NEW IN SP1
CLOCK TYPE: This option configures the airplane with either the
original analog style chronometers installed beside the PFDs or
with the newer digital type that is integrated into the PFD and ND.
When using the digital type, the analog chronometers are absent
from the panel and the clock and PMDG Auto Cruise functions
are controlled by left and right clicking the CLOCK buttons on the
glareshield wings.
NEW IN SP1
CABIN SIGN SELECTOR: This option allows you to set the cabin
sign to NOT INSTALLED, NO SMOKING or
NO ELECTRONICS.
PAGE 5/13 PACKAGES

AUX FUEL EQUIP: This option is used to set up the 777-200LR
aircraft with NONE, SINGLE or THREE Auxiliary Fuel Tanks. The
777F and 777-300ER (if purchased and installed) do not have an
auxiliary fuel tank option.
APU TO PACK INSTALLED: This option enables the APU-topack takeoff options, which can be used to obtain extra power for
takeoff performance under certain conditions such as high
outside air temperature at high takeoff weights without having to
completely disable the packs and upset the passengers. This
option is standard on the 777-300ER (if purchased and installed)
and cannot be deactivated on this variant.
NEW IN SP1
FLIGHT TEST PACKAGE: Weve included this package for those

who might enjoy seeing the visual aspects of the standard flight
test gear carried aboard an airliner during flight testing. This
includes a tail drogue and extra air data sensors protruding
through red window plugs in the forward cabin area. This is a
visual model enhancement only and does not provide any data
display anywhere on the flight deck.
SATCOM ANTENNA (300ER, if purchased and installed): This

option sets the position of the external SATCOM/wifi antenna on
top of the fuselage to FORWARD, MID, or NOT INSTALLED.
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TAIL SKID INSTALLED (300ER, if purchased and installed): This

option sets whether or not the aircraft is equipped with a tail skid.
New 777-300ERs are no longer coming with the skid as the FBW
system protections against over-rotation have been deemed
enough to mitigate the risk of a tail strike.
PAGE 6/13 GPWS
RAAS INSTALLED: Enables the Runway Awareness and

Advisory System, which plays aural callouts for a variety of
situations on the ground or approaching an airport in the terminal
area (runway name callouts, warnings if trying to takeoff on the
incorrect runway or a taxiway, etc.)
The RAAS system was developed by FS2Crew and is locked to
the PMDG 777 airplanes. If you would like to use the system on
all of your other FSX aircraft, purchase the full version here:
http://www.fs2crew.com/cart/products/FS2Crew%3A-RAAS-Professional.html
V1 CALLOUT: Allows you to select the GPWS V1 callout to ON

or OFF.
BANK ANGLE CALLOUTS: This option allows you to select

whether or not you will hear aural bank angle warnings if you
exceed prescribed bank angles.
APPR MINIMUMS CALL: This option selects the aural callout

type that plays when approaching your minimum altitude on an
approach. The airplane can issue no warning, or it can call out
Approaching Minimums or Approaching Decision Height or
Plus Hundred.
MINIMUMS CALL: This option selects the aural callout type that
plays at your minimum altitude on an approach. The airplane can
issue no warning or it can call out Minimums, Minimums
Minimums, or Decision Height.
PAGE 7/13 - GPWS
ALTITUDE CALLOUS: This option determines whether any

GPWS callouts play at all.
2500 FEET CALL TYPE: Most airlines use the Twenty Five
Hundred call, but some airlines have adopted the Radio
Altimeter aural advisory instead. You can choose which you wish
to hear.
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CALL 2500: Here you can set 3 options for the 2500 ft call: YES
(always on), SMART (call will be made only if you are established
on an ILS glideslope), and NO (call will not be made).
PAGE 8/13 - GPWS

CALL 400: Set the 400 ft call to ON or OFF.
PAGE 9/13 - GPWS

TERR: WATER IN CYAN: This setting allows you to choose

whether sea-level bodies of water will appear in cyan on the NDs
EGPWS terrain display.
PAGE 10/13 - WARNING SYS
RESETTABLE SIREN: Allows the Master WARNING/CAUTION

siren to be reset by pushing the Master WARNING/CAUTION
reset switch.
AP DISC WARNING: Here you are able to select between the

WAILER or SIREN Autopilot Disconnect sounds.
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AP DISC SCHEME: Provides options for the behavior of the yoke

AP disconnect button. 1 PRESS will disconnect the AP with no
warning sound, 2 PRESSES will disconnect the AP with the first
press and immediately silence the resulting warning sound with
the second press. If the two presses are fast enough, no sound
will play. 2 PRESSES UNSILENCED always plays a cycle of
the warning sound and will not silence until the playback is over
regardless of how fast the two presses are.
NEW IN SP1
ALT ALERT SETTING: This option sets the altitudes at which the
airplane will trigger the altitude approach alert and the amount of
deviation from the MCP altitude necessary to trigger the alert
sound and visuals.
ALTITUDE APPROACH AURAL: This option allows you to turn

the aural altitude approach C chord sound ON or OFF.
PAGE 11/13 - WARNING SYS

CREW ALERTNESS MONITOR: Use this option to turn the
monitor ON or OFF. The aircraft continuously monitors switch
action on the MCP, EFIS control panel, display select panel,
CDUs, and radio transmitter microphone switches. When a
predefined time elapses after the last switch action was detected,
the EICAS alert message PILOT RESPONSE is displayed. The
message is inhibited below 20,000 feet, during climb, and when
flaps are not up.
PAGE 12/13 FMC DATALINK
AUTO PREFLIGHT UPLINKS: With this option selected, initiating
a ROUTE REQUEST from the RTE page during preflight will
automatically trigger in sequence PERF INIT, WIND DATA and
DES FORECAST requests. The data for each request will
become available once data of the previous request in the
sequence is loaded and accepted.
NEW IN SP1
AUTO ALTN LIST UPLINK: With this option selected, the

alternate airports list data (ALTN page 2/2) is automatically
updated periodically during the flight.
NEW IN SP1
AUTO DES FRCST UPLINK: With this option selected, each time
a RTE DATA page WIND DATA REQUEST is performed, a DES
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FORECAST data uplink request is automatically triggered

following it.
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AUTO POS RPRT DOWNLINK: With this option selected,

position reports are automatically downlinked during the cruise
phase of the flight each time a waypoint is sequenced. This
option is simulated by the presence of the REPORTING and
REPORT SENT prompts - there is no sending of an actual report
to anywhere.
NEW IN SP1
PAGE 13/13 FMC DATALINK (Continued)

COMPANY COST INDEX: This option sets the preferred
company cost index that is used in PERF INIT uplink requests..
NEW IN SP1
ALTN MIN RWY LENGTH: This option is used (in conjunction

with the next option) to define company preferred airports to be
used as alternate destinations in ALTN (ALTN page 1/2) and
ALTN LIST (ALTN page 2/2) requests. Any airport that does not
have at least one runway longer than the defined length will not
be considered as a valid alternate airport by the FMC.
NEW IN SP1
ALTN ILS REQUIREMENT: This option is used (in conjunction

with the previous option) to define company preferred airports to
used as alternate destinations in ALTN (ALTN page 1/2) and
ALTN LIST (ALTN page 2/2) requests. With this option selected,
only airports that have at least one runway equipped with ILS are
considered as alternate destinations.
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DISPLAYS Option Pages:
When purchasing an airplane from Boeing, the airline customer will

choose from a package of options describing what data is shown to the
pilots on the cockpit displays.
These options are available on the DISPLAYS pages so that you can
experiment with the mix of data options that are interesting to you as a
pilot.
There are numerous pages of options available that will allow you to
customize the displays in the cockpit of your 777. You can use the PREV
PAGE and NEXT PAGE buttons on the CDU to move forward and back
through the pages.
We have included images where helpful, but you should feel free to turn
items on and off while in the simulator- you wont hurt anything by cycling
back and forth to see what the options look like or how they change your
flying experience!
The following customization options are available from the DISPLAYS
menu:
PAGE 1/7
WEIGHT UNITS: This option selects between metric (KG) and

imperial (LBS) weight units throughout the aircraft's systems.
AIR COND TEMPERATURE UNITS: This option sets the

temperatures displayed on the AIR synoptic to either C or F.
PAGE 2/7 - PFD
FLIGHT DIRECTOR TYPE: Select the style of flight director that

will be displayed. The split axis option provides independent pitch
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and roll steering cues, while the single cue option provides a
single chevron shape.
GROUNDSPEED DISPLAY: Displays your current ground speed

on the PFD as shown here:
RISING RUNWAY: Turn the rising runway symbol on/off for

display on instrument approaches.
NAV PERF INDICATIONS: Select whether to switch on/off the

ANP (Actual Navigation Performance) and RNP (Required
Navigation Performance) indications on the PFD and ND.
FPV HEADING SCALE: Shows a magnetic heading scale along

the land/sky transition point on the PFD attitude indicator while
the FPV switch is pushed.
PAGE 3/7 - PFD
ROUND RADIO ALT DIAL: Allows the radio altitude to be shown

in round dial format.
AOA INDICATOR: Display the angle of attack indicator dial at the

top right corner of the PFD. (Replaces the round altitude readout
indication if that was previously selected.)
LANDING ALT BAR: Displays the landing altitude bar on the PFD
altitude display.
SHOW LANDING FLAPS: Displays the landing flaps setting on

the PFD that has been selected in the FMS for the approach and
landing.
PAGE 4/7 - ND
TRACK UP: This option selects between a track-up navigation

display or a heading-up navigation display.
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RANGE ARCS: Display range arcs on the navigation display

when appropriate for the selected display mode.
TCAS 3NM RANGE RING: Display 3nm range ring with TCAS.
VOR COURSE LINES: Display VOR course lines on the

navigation display as appropriate to navigation mode and
location.
GRID HEADING: Shows grid heading values in a box to the right

of the ND's main heading display when the aircraft's position
exceeds 70 degrees north or south latitude. Grid headings are
sometimes used in the polar regions).
PAGE 5/7 - ND
MIN RUNWAY LENGTH: Airports with runways below this length
will not be shown on the ND or listed as alternates on the FMC
ALTN page.
SHOW NEXT ALT CONSTR: Display the next altitude crossing

constraint next to the waypoint on the ND without the DATA
switch on.
OTHER TRAFFIC (TCAS): This toggle allows you to choose

whether TCAS only shows you proximate traffic (realistic) or
shows you all traffic in your vicinity. (Not realistic but convenient
for online flying!)
RANGE: Allows you to manually change the display range for

TCAS traffic. (Useful for online fly-ins if you need to limit the
number of aircraft displayed on the screen.) We recommend
leaving this set to 40nm.
ALT SEPARATION: Allows you to manually de-clutter traffic that

is above/below you. (Useful for online fly-ins if you need to limit
the number of aircraft displayed on the screen.) We recommend
leaving this set to 2800FT.
PAGE 6/7 - EICAS
EGT COLOR CHG INHIBIT: Set the elapsed time allowed to

trigger an EGT over-temp display.
LOW OIL QTY INVERSE: Invert the color of the oil quantity
display when low oil quantity is detected.
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HIGH VIBRATION ALERT: Show indication of high vibration.
MAX CONTINUOUS THRUST BUGS: Selects whether to display

the amber maximum continuous thrust bugs on the N1 arc.
SHOW REF N1: Selects whether or not the reference N1 value

for the currently selected thrust rating is displayed above the N1
arcs on the upper EICAS.
PAGE 7/7 - MFD
DOOR ARMING INDICATION: This option determines whether

or not the arming status of each entry door is shown on the MFD
Doors synoptic.
FAILURES Customization Pages:

The failures and maintenance logic is covered in great depth in the
following section FAILURES AND MAINTENANCE.
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OPTIONS MENUS
The configuration options located under the OPTION menu provide you
with the opportunity to modify your simulation experience to suit your
tastes. These include performance tweaks, assigning key-driven
commands to cockpit functions, adjusting the way the sound environment
is simulated and many more. The OPTIONS menu is broken into submenus to categorize options for ease of organization.
<SIMULATION: This menu will allow you to change a number of

features in the simulation such as maintenance failures, user
interface items and other global features that apply across all
aircraft tail numbers to customize the simulation to your tastes.
<PERFORMANCE: The options contained in this menu will allow

you to tweak slightly certain items that may be of benefit to users
suffering from poor performance on older machines. Going
through these items will help you to avoid using unnecessarily
performance hungry options if you are concerned about
performance on your computer.
<KEY COMMANDS: This menu will allow you to assign various

key commands to knobs, buttons switches or controls on the
flight deck. You can use these key commands to interface actions
with your flight simulation hardware, or just to simplify actions
while flying the airplane.
<COLORS: This menu will allow you to customize PFD, MFD,

instrumentation and cockpit lighting colors in the simulation.
<SOUND: This menu will allow you to customize some areas of

the sound environment in the simulation.
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SIMULATION Configuration Menu:
PAGE 1/7
CORRECT LOC CRS TO FSX: When it comes to navigation
data, FSX has an inherent weakness in that data related to
ILS/LOC stations is hard coded into the simulator and is not
updated to keep it current with the normal magnetic shift. The
end result is that the localizer final approach course in the FSX
world will sometimes vary from the real world. Since many users
are also using real-world navigation charts, this can create some
confusion and can also create problems if the LOC course is not
correctly set to match the FSX hard-coded information. (The
airplane cannot fly the localizer properly if the CRS on the CDU
NAV RAD page is set incorrectly) To compensate for this, we
recommend setting this option to ON, and we will read the
appropriate FSX localizer course and adjust the setting for you,
thus saving you time and frustration.
REALISTIC AP ENGAGEMENT: This option can be used to

simplify the autopilot engagement process if desired. When set to
Realistic Engagement the autopilot will require that the airplane
is in a balanced trim condition prior to accepting a pilot command
to activate. Thus, if you are holding control input in place to
maintain the desired flight path, you would need to re-trim the
airplane until control force is no longer required to maintain the
desired flight path. Selecting OFF will simplify the engagement
logic for those who are just learning how to fly the simulator, thus
reducing your workload. If you notice the autopilot failing to take
control of the airplane when you press the AP button, refer back
to this paragraph as a refresher!
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If you set the autopilot engagement limitations to REALISTIC,

then you must be within a small margin of in trim (no control
forces required to keep airplane on desired path), you cannot be
actively trimming, and the flight director should be nearly
centered. If you violate any of these conditions, the autopilot will
not engage.
SHOW THRUST LEVER POS: When the airplane is being flown

using auto-throttles, the throttle position quickly gets out-of-sync
with the position of your joystick throttle. This can create an
uncomfortable change in thrust when you disconnect the autothrottle on approach or immediately prior to landing. In order to
eliminate the need for you to quickly adjust your throttles to avoid
a thrust change we have devised a system that will allow you to
easily sync your throttle position to the auto-throttle position:
By selecting Show Thrust Lever Position to ON, you will notice
that moving your throttles while the auto-throttles are engaged
will cause a small cyan marker to appear on the inside of the
engine N1 thrust rings on the upper EICAS. The cyan mark is
showing you the current physical position of your joystick throttle.
Simply put the cyan mark to the same location as the white
throttle tick mark displayed on the same arc, and you will have
your throttles properly synchronized with the current auto-throttle
setting.
SHOW FBW TRIM REF SPEED: This option adds a cyan -FBW
marker to the PFD speed tape that indicates the precise value of
the current fly-by-wire trim reference speed. If the speed is
offscale, the actual numeric speed shows next to the caret,
similar to how an offscale landing reference speed is shown in
green. The trim reference speed will be shown any time the
option is turned on and the aircraft is in-flight while being
handflown above 100 feet radio altitude. The trim reference
speed does not show during autopilot use, as the AFDS takes full
control of trim actions at that point. (See the SP1 supplement section
at end of this document for more information on the SP1 FBW changes)
NEW IN SP1
<IRS OPTIONS: The IRS Options sub menu at LSK 6R provides

you with options to customize the way the Inertial Reference
System operates within the simulator. You can choose the length
of time it should take for the IRS to align and whether or not the
IRS will retain the last known memory position of the airplane at
the time it was powered down.
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PAGE 2/7
A/T MANUAL OVERRIDE: This option allows you to decide how

you want the autothrottle react to changes in your joystick throttle
position. In the airplane, moving the throttles will momentarily
change the thrust of the engines, but they will return to the
previous position when released, unless the autothrottle is in
HOLD mode. You can realistically simulate this by selecting the
<IN HOLD MODE ONLY option.
If you wish to simplify the process a bit while learning to fly the
airplane, you can select <NEVER (in which case any movement
of your joystick throttle will be ignored by the auto-throttle) or you
can select <ALWAYS (in which case the auto-throttle will always
allow you to override the desired thrust by simply moving your
joystick throttle.
We recommend setting this to <IN HOLD MODE ONLY.
NOTE: If the autothrottle is in HOLD mode and you move your
joystick throttles, the engine will change power. If you have
trouble with this, then simply set this option to NEVER.
A/T FLARE IDLE OVERRIDE: This option allows the physical

throttle to override the autothrotles retard to idle during the flare
sequence. This may be useful to some users who feel their thrust
reversers are not engaging fast enough. In the real airplane pilots
often manually pull the thrust levers to idle manually quickly
during the flare in order to get the reversers activated right as the
main landing gear touch down.
NEW IN SP1
CTL COLUMN NULL ZONE: This option sets the percentage of

your controllers total movement in the pitch axis required before
the FBW pitch mode changes to manual control from the
hands-off speed stability or path hold modes.
NEW IN SP1
CTL WHEEL NULL ZONE: This option sets the percentage of

your controllers total movement in the roll axis required before
the FBW roll rate demand mode engages.
NEW IN SP1
AP/AT TURB MODE TRIGGER: FSXs turbulence modeling is

unrealistic and results in constant severe G loads on the aircraft
that can interact negatively with realistic autopilots. This option
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sets the threshold for engagement of special turbulence stability

modes of the autopilot and autothrottle. The threshold is set in
knots of average deviation of the tail wind component (a measure
of wind fluctuation). The allowable range is 0.5 to 5.0 knots and
the default value is 1.0 knot.
NEW IN SP1
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SERVICE BASED FAILURES: When using service based

failures, you will experience a highly realistic statistical model for
mechanical failures that uses the airplanes age and operating
experience in order to predict equipment failures in a fashion
similar to the real world operating experience of 777 operators.
This model was created using real world data defining the Mean
Time Before Failure for nearly every operational part of the
airplane. This being the case, equipment will wear out, and
mechanical failures will happen, requiring you to use the Quick
Reference Handbook to manage mechanical failures, and the
Aircraft Maintenance menus in the FMS to service the airplane as
you use it.
DISPLAY UNITS POWERUP: Realistic mode takes nearly 4

minutes for the cockpit to boot from cold and dark. Fast mode
significantly decreases the wait time.
TAB KEY FOR CDU INPUT: This feature uses our Keyboard
Direct Entry methodology for simplicity. To activate the function,
simply hold down the TAB key and type on your keyboard as you
normally would (as if you were holding shift to type capital
letters). Releasing the TAB key will return keyboard functionality
to normal.
MINIMUMS & BARO KNOBS: This option selects between

realistic spring loaded switches that need to be held and constant
rotation rotaries for the MINS and BARO knobs on the EFIS
control panel. The realistic option is accurate to the real aircraft
but may not be as conducive to the simulator environment as the
rotary option.
NEW IN SP1
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SYNC CAPT AND F/O BARO: Normally both pilots are

responsible for setting their own altimeters barometer setting. For
simplicity, we have allowed you the option to have all the
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altimeters in the cockpit set to match, without regard to which

altimeter you set. This will prevent you from having to move
around the cockpit in order to sync the altimeters. Note that we
recommend turning this feature off if using a multi-crew cockpit.
SYNC CAPT AND STANDBY BARO: Same as the above option,

only it relates to setting the standby/ISFD altimeters barometer
setting.
PNF CALLOUTS (3 options): Selects voice callouts by the pilot

not flying (PNF) for V1, VR and V2.
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AUTO STEP CLIMBS: Automatically increase the MCP altitude

at step climb points and initiate the climb. Useful if you are flying
long haul while not at your computer.
PAUSE AT TOP OF DESCENT: Some users appreciate having

the simulation pause when the aircraft reaches the VNAV Top of
Descent for the programmed route of flight. This allows the user
to step away from the simulation without having to worry that the
airplane will overfly the T/D point. You can select the function
on/off here as desired
AUTO TIME COMPRESSION: Selects the maximum time

compression rate for the PMDG automatic time compression
feature (this can also be set on the AUTO CRUISE page).
CHR BUTTON RIGHT CLICK: Selects whether right clicking the

clocks CHR button turns on PMDG automatic time compression
or standard FSX time compression.
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PILOTS IN EXT VIEW: You can remove the pilots from the
cockpit (such as when parked at the terminal) by selecting HIDE,
and place them back in the cockpit by selecting SHOW.
SPLASHES IN DAYLIGHT: Allows the external model light

splashes to function in the daytime. Note that this may cause
visual artifacts due to the specifics of the lighting technique used.
FLOODS IN DAYLIGHT: Allows the cockpit flood lights to

function in the daytime. Note that this may cause visual artifacts
due to the specifics of the lighting technique used.
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FLOOD LTS DEFAULT LVL: Sets the default value in percent of

the cockpit flood lights.
NEW IN SP1
MASTER BRT DEFAULT LVL: Sets the default value in percent

of the master brightness control on the overhead.
NEW IN SP1
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ACP CONTROLLING FSX: In the real aircraft, each Audio

Control Panel (ACP) is configured for transmission and reception
only for the person using it. If the captain configures the left ACP
to transmit/receive on COM1 and the F/O configures the right
ACP for COM2, then the captain will not be able to transmit to
COM2 or be able to monitor the COM2 frequency, unless the
VHF2 receive switch on the left ACP is pressed.
In FSX there is only one person interacting with the radios.
Normally this is assumed to be the captain, meaning the ability to
transmit/receive only on radios that are properly configured on
the left ACP.
The ACPs should not be confused with the Radio Tuning Panels
(RTPs), which are not side specific.
Three alternatives are provided for this option:
- CAPT ONLY (Default Left ACP controls radios, as above)
- F/O ONLY (Right ACP controls radios)
- EITHER CAPT OR F/O (Either ACP can be used)
In the first two cases, only the selected ACP will be functional.
The other two will not interfere with FSX radios at all.
Example 1:
If the left ACP is selected, to transmit on VHF2 you have to press
the VHF2 MIC switch on the left ACP. If you want to monitor
COM1 at the same time you have to also press the VHF1 receive
switch on the left ACP. The position of the MIC and receive
switches on the right and OBS ACPs will be irrelevant.
Example 2:
If the VHF1 receive switch is pressed on left ACP and the VHF1
MIC switch is pressed on the right ACP you will be able to
transmit on COM2 and receive on both COM1 and COM2.
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Example 3:
If the VHF2 MIC switch is pressed on the left ACP and the VHF1
MIC switch is pressed on the right ACP, you will be transmitting
and receiving on COM1. Obviously you can't transmit on both
radios, so COM1 is selected (COM1 will be preferred over COM2
in these cases)
FSX COMMS DISABLED: In case COM1 or COM2 cannot be

used, either because of a failure or because the controlling ACP
is not properly configured for transmission/reception on this radio,
the radio can be disabled in FSX. In these cases the FSX radio is
masked by tuning it to a fake frequency of 136.975. The RTPs
will still display the selected frequency, but internally the disabled
radio will be tuned to 136.975.
This feature has caused some problems with 3rd party add-ons
and radio hardware that use directly the FSX frequencies. This
combined with some FSUIPC "features" can create a mess
sometimes. So we are providing the following alternatives for this
option:
- WHEN FAILED/MISCONFIG DEFAULT
- NEVER
WHEN FAILED/MISCONFIG will work as described above.
NEVER will disable this feature and will never tune FSX to the
fake frequency of 136.975.
If you are experiencing any problems with hardware radio panels,
FSUIPC, SquawkBox, FSInn, etc. set this option to NEVER
FSX PLN FILE FOR WX: Automatically exports the active FMC
route into an FSX format WX.pln file saved in My
Documents\Flight Simulator X files for loading into external
weather programs. This file is created and subsequently updated
each time the user selects a CDU page that contains a weather
data related REQUEST prompt (RTE DATA, DES FORECAST,
ALTN pages).
NEW IN SP1
INCLUDE ALTNS IN PLN: Includes the 4 alternate airports from

the ALTN page in the exported flight plan so that weather data for
them can be accessed by the FMC.
NEW IN SP1
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YOKES: This option controls the default state of the yokes when
the aircraft loads between normal and hidden (lowered). Clicking
the hidden clickspot on the top of the yoke also controls this
option now as of SP1. Note that this is not a real option on the
actual 777, the yokes only have one position (normal) in real life.
NEW IN SP1
IRS Options Sub-Menu:
Under the SIMULATION menu (page 1) there is an IRS OPTIONS submenu at LSK 6R that contains a group of options related to the Inertial
Reference Systems on the airplane.
ALIGNMENT TIME: Normally, the IRS takes approximately ten

minutes to align, a period of time during which the airplane
cannot be moved. Sometimes this is not convenient in a
simulation so we have offered some alternatives to allow you to
align the IRS more quickly:
o
REALISTIC: This option will force the minimum ten

minute alignment while the IRS senses planetary rotation
in order to bring itself to full alignment.
FAST (30 SEC): This option will align the IRS in 30

seconds, thus requiring that you be aware of the
alignment requirement without making you wait ten
minutes.
INSTANT: Just as it says.
USE LAST MEMORY POSITION: A modern ADIRU/FMS is

capable of remembering where it was when it was powered off.
You can simulate this by setting this feature to YES.
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PERFORMANCE Options:
With the performance tuning menu, you can adjust the update rates of the
cockpit displays in order to optimize their influence on your simulation
experience. You can also turn off the first officers displays in the VC.
In general, we recommend that users adjust their scenery, traffic and
simulator settings in order to improve performance of the simulator. As a
last resort, you can adjust the rate of frame updates in on the displays
within the PMDG 777-200LR/F. The performance tuning methodology
operates under the premise that fewer updates to the displays in the
cockpit will mean greater performance in the simulator itself. Your results
will vary depending upon your hardware and your simulator settings, and
we generally recommend leaving this performance as it is set in the
default.
For those who are not interested in having all of the displays powered at
all times, you can gain back some performance by disabling the first
officers displays in the VC. You do this via the toggle in the
PERFORMANCE TUNING menu.
NOTE: We recommend that users follow the optimization guidance
provided at the beginning of this document. This will give you the best
performance for your machine!
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FPS LIMIT: Here you can adjust the frame rate (FPS) limit of the
PFD, the ND, EICAS and MFD by entering the desired FPS limit.
Enter the desired limit into the scratchpad and press the LSK of
the value you want to change. When the entries are blanked with
two dashes, the display is unlocked and will display the highest
FPS it can.
DISABLE DISPLAYS: This setting allows you to disable the First

Officers display or the Captains display. To show both displays,
set this value to NONE.
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TERRAIN IMAGE DETAIL: This setting controls the ND range at

which the terrain display begins averaging individual terrain
samples together so as to not affect performance. If you
experience a performance hit with the terrain display on, try
setting this option to medium or low.
TERRAIN IMAGE SIZE: This setting controls the resolution of the

internal bitmap terrain cells are drawn to before being displayed
on the ND. Higher settings look better at the possible expense of
performance.
TERRAIN DITHER COLORS: This setting determines whether or

not the terrain map is dithered, which results in a realistic dot
type look to the display. If turned off, the display will be drawn
with solid colors. This setting is mainly visual and you can set it to
your preference.
TERR SWEEP: This setting turns the raster sweep effect on or

off. In the real aircraft, the terrain mode draws to the ND using the
same internal hardware that the weather radar does. As of SP1
this is simulated and you will see a sweep effect across the ND
simulating the raster hardwares buffered display method.
NEW IN SP1
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KEY COMMANDS Options:
In order to offer the widest variety of functionality to the broadest sector of

users, we have made many functions in the cockpit assignable to a key
command, thus giving you the ability to control various functions using
key commands directly or via your flight sim hardware as desired.
You can assign key commands to functions within the cockpit by locating
the desired switch from the list of functions presented in the KEY
COMMANDS menu. (The available assignments are broken into
categories under the KEY COMMANDS menu.)
When you select a component, you will be presented with instructions

that will allow you to assign a custom key command to the desired
function. The currently assigned key command will be displayed in green
in the key command menu.
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COLOR Options:
We have included the color option feature in order to offer you the ability
to customize PFD, MFD, instrumentation and cockpit lighting colors in the
simulation.
In order to adjust a specific items color value, click on the LSK next to it.
In the above image you will see that there are two different methods to
change the color of the PFD SKY:
Method 1:
Enter the RGB (Red, Green, Blue) color values in LSK 1 [Red], LSK 2
[Green] and LSK 3 [Blue] by entering the values into the scratch pad and
then pressing the corresponding LSK.
Method 2:
Enter the HEX (hexadecimal) color code into the scratch pad and then
press LSK 4.
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SOUND Options:
During production of the PMDG 777-200LR/F we recorded hundreds of
sounds in order to provide the greatest degree of sound immersion
possible. As part of the process, we have spent a significant amount of
time balancing the sound levels, mixing them based upon volume and
location in the cockpit.
To get the highest degree of sound fidelity, we recommend that you go
into your FSX sound settings and verify that they are set as shown here:
Next, in the SOUND menu, you will find the following settings and options
available to you:
MASTER VOLUME: This setting controls the overall level of all

custom sounds generated by the 777s sound processor, as
opposed to the FSX sound engine settings above. We have
balanced the cockpit sounds for the 777 at a default setting of 50.
<VOLUME LEVELS ADJUST sub-menu: You will be presented

with a series of options that allow you to set the sound volume
levels for various sound components individually. This allows you
to achieve a balance that works best for you based upon your
own sound hardware.
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It is worth noting that the default setup we have provided to you

should provide the best overall realism to replicate the sound
environment of the 777 type airplane.
IN EXT VIEW: This setting controls whether the custom cockpit

sounds will play while an external view is selected in FSX.
IN BKGND: This setting controls whether the custom sounds

generated by the PMDG sound processor will continue playing
while the FSX window is in the background (aka not in focus).
This is useful for users of addons that force the main FSX sound
engine to continue playing while in the background.
NEW IN SP1
<DEVICE sub-menu: If you have multiple sound playback devices

attached to your computer, you can choose between them using
this sub-menu.
PRE-LOAD SOUNDS: This option allows you to choose which

PMDG custom sounds are pre-loaded (cached) into memory at
various times. This can be used to prevent stuttering or reduce the
airplanes VAS footprint.
The options are as follows:
o
NONE: This is the default mode. It does not preload at all

and releases sounds 60 seconds after theyre played and
reduces VAS issues and out of memory errors. More
stutters from sound file loading may result on certain PC
configurations however. If you experience stutters and
are not having VAS/OOM issues, try SELECTIVE or ALL.
SELECTIVE: This mode will precache only the sounds

most likely to be needed for each phase of flight.
ALL: This mode pre-loads all sounds upon load of the

panel or switching of the option on. This option will result
in the smoothest experience for users getting frequent
sound related stutters. Please be aware, however, that
this option can cause a very significant increase in VAS
usage. If you are close to the VAS limit and an out of
memory crash during your flights, this setting will
exacerbate the situation! (see pages 30-34 for more
information on VAS and out of memory errors)
NEW IN SP1
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FAILURES AND MAINTENANCE

Introduction: With the introduction of the PMDG 777-200LR/F product
line, we are introducing a new methodology for managing the mechanical
reliability of your airplane.
Due to the depth of information required to adequately describe the
failures and maintenance system, we are giving this topic its own space in
the manual.
For users who do not wish to interact with the potential for mechanical
failure in their simming experience, you can simply skip over this section.
The mechanical reliability of your PMDG 777-200LR/F is set to perfect
by default.
If you wish to experience the potential for mechanical failures, there are
currently three ways in which you can challenge yourself:
1. RANDOM: When you activate random failures, you will have the
opportunity to set the rate of random failures while also setting
limits on the total number of events that may be triggered. This
method will allow you to challenge yourself and your airplane
knowledge while also setting limits on the number of times that a
failure will be triggered during the scope period.
2. SERVICE BASED FAILURES: When you activate service based
failures, you will experience mechanical reliability that closely
approximates the mechanical reliability of the airplane in normal
service operation. Each mechanical system aboard the airplane
has been programmed to operate using a Mean Time Before
Failure (MTBF) model to determine if/when a component may
fail. The MTBF data is compiled from industry experience with the
777 airplane type, and augmented to make the data compliant
with the expected utilization rate of this simulation product.
3. Programmed Failures: We have provided you with the ability to
set programmed failures for individual sub-systems. You can
immediately trigger a specific system failure by choosing it from a
list, or you can tell the system to randomly select a failure from
within that system.
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Failures: Top Menu:

Entering the failures menu from the SETUP menu will display the following
menu:
From the FAILURES top menu, you can select from individual systems
(use the PREV PAGE and NEXT PAGE to scroll up and down) or you can
go into the ALL SYSTEMS to set random or service based failures, or you
can select an individual system from within which you can set specific
failures.
All Systems: Top Menu:
This menu allows you access to establish the RANDOM and SERVICE
BASED FAILURES modes. This page will also allow you to enter the
maintenance performance section.
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Random Failures Sub-Menu:
The random failures menu allows you to set up a process for random
failures to be triggered at a specific rate, with a limit to the total number of
events that may be triggered.
To turn the random failures mode on, simply set the RANDOM
FAILURES selector to YES. This will turn the random failure settings to
white to indicate that they are now active for manipulation.
Use of the random failure feature is pretty straight forward. First, choose
the approximate number of failure events you would like to see triggered
during an average 10 hour period of simulation. The rate at which failures
will occur will roughly approximate the theoretical [EVENTS PER HOUR /
10 HOURS].
Note that the actual rate may vary slightly so it is possible that you might
see failures triggered in rapid succession, and you may see more than
the desired number of failures in a specific ten hour period, but the
average rate of failures will closely approximate your settings.
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If you wish to limit the number of events that are triggered you can set this
number by turning LIMITED EVENTS to YES and the setting the hardlimit in the EVENT LIMIT line.
You can use this limit if you want to trigger a rapid series of events, but
also want to limit the total number failures.
Service Based Failures Sub-Menu:
Service Based failures will provide you with a highly realistic simulation of
failures on and operational airplane. As you fly the simulator, the total
flight time and system operation of the airplane is tracked. The
combination of factors will be compared against known data predicting
the Mean Time Before Failure for every component on the airplane.
As failures take place, you will need to use the Quick Reference
Handbook to resolve the failures and your judgment as captain to
determine whether it is feasible to continue on to your destination, or
whether a diversion for maintenance is required.
When operating under the serviced based failures process, you may fly
for many hours without seeing any mechanical unreliability in your
airplane. Conversely you experience a streak of mechanical failures from
the mundane to the critical.
When operating with the Service Based Failures module active, it will be
necessary to occasionally have your airplane serviced by your line
maintenance crews.
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Maintenance Sub-Menu:
The following functions are available to you in the maintenance page:
<CLR ACTIVE: When failures are triggered, you can use the CLR
ACTIVE button to reset any failures that have already been
triggered.
<CLR ALL: This will clear failures that have already triggered as
well as failures that are armed to be triggered at a later time.
<NEXT SERVICE IN: This indicates to you the approximate

amount of time until the next service period for the airplane is
due.
<SERVICE ALL: This setting allows you to simulate the effect of

maintenance personnel servicing the airplane in accordance with
the normal maintenance schedule. It is worth noting that flight
crews normally have very little interaction with the routine
servicing of an airliner. The servicing process is generally
managed by the airline maintenance department and is largely
transparent to the crew. In this case however, you are
responsible for complying with the service requirements for the
airplane to ensure that the airplane remains in proper mechanical
condition.
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System Failure / Maintenance Menu:
If you wish to work with mechanical failures located within an individual

system, you can do so quite easily by selecting the system from the list
displayed under <FAILURES.
In the example graphic shown above, we are shown the ELECTRICAL
page of the failures menu. There are four items displayed here from
which you can choose:
<PROGRAMMED: This menu will display all of the potential

mechanical failures that the system is capable of simulating. You
can then individually activate, arm, disarm or deactivate the
failures listed.
<RANDOM: This menu will allow you to activate/deactivate

random failures within this system, just as you would with the
global random failures method described above.
<SERVICE BASED FAILURES: Allows you to interact with the

service based failures just as you would in the top menu
described above. (Will be grayed out if service based failures are
not selected active in the top menu.)
<MAINTENANCE: Allows you to interact with the maintenance

functionality for the selected system.
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Failures Master List:

The following failures are possible:
Air Conditioning: (24)
Cabin Temp Control Left

Cabin Temp Control Right
Pack Left Overheat
Pack Right Overheat
Pack Left Upper Flow Valve
Pack Right Upper Flow Valve
Pack Left Lower Flow Valve
Pack Right Lower Flow Valve
Trim Pressure Regulating Shut Off Valve Left
Trim Pressure Regulating Shut Off Valve Right
Recirc Fan Upper Forward
Recirc Fan Upper Aft
Recirc Fan Lower Left
Recirc Fan Lower Right
Air Cycle Machine Left
Air Cycle Machine Right
Equipment Clog Vent Fan
Equipment Clog Supply Fan Left
Equipment Clog Supply Fan Right
Forward Outflow Valve Fail
Aft Outflow Valve Fail
Forward Outflow Valve Control
Aft Outflow Valve Control
Rapid Decompression
APU: (10)
APU Air Turbine Starter

APU Electric Starter
APU Overheat
APU Overspeed
APU Oil Temperature
APU Oil Pressure
APU Oil Leak
APU Bleed Air
APU Inlet Door
APU Severe
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Automatic Flight: (5)
Autothrottle INOP
Left AFDC INOP
Right AFDC INOP
Center AFDC INOP
AFS Failed
Communications: (12)
Audio Control Panel Captain

Audio Control Panel First Officer
Audio Control Panel Observer
Radio Tuning Panel Captain
Radio Tuning Panel First Officer
Radio Tuning Panel Observer
VHF Left Radio Fail
VHF Right Radio Fail
VHF Center Radio Fail
HF Left Radio Fail
HF Right Radio Fail
SATCOM System Fail
Doors: (15)
Door 1 Left
Door 1 Right
Door 2 Left
Door 2 Right
Door 3 Left
Door 3 Right
Door 4 Left
Door 4 Right
Door 5 Left (300ER, if purchased and installed)
Door 5 Right (300ER, if purchased and installed)
Forward Cargo Door
Aft Cargo Door
Bulkhead Cargo Door
Main Cargo Door (777F)
RAT Deployed
Electrical: (37)
Generator Left Fail
Generator Right Fail
APU Generator Fail
Backup Generator Left Fail
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Backup Generator Right Fail

All Engine Generators Fail
Generator Left Drive Disconnect
Generator Right Drive Disconnect
Generator Left Breaker
Generator Right Breaker
AC Transfer Bus 1 Fail
AC Transfer Bus 2 Fail
AC Main Bus 1 Fail
AC Main Bus 2 Fail
AC Ground Servicing Bus Fail
AC Ground Holding Bus Fail
AC Utility Bus 1 Fail
AC Utility Bus 2 Fail
AC Standby Bus Fail
Inverter Fail
Tranformer Rectifier Unit 1 Fail
Ground Handling Tranformer Rectifier Unit Fail
Main Battery Charger Fail
APU Battery Charger Fail
Main Battery Fail
APU Battery Fail
DC Bus 1 Fail
DC Bus 2 Fail
Captain Flight Instrument Bus Fail
First Officer Flight Instrument Bus Fail
DC Hot Battery Bus Fail
DC Main Battery Bus Fail
DC Main2 Battery Bus Fail
DC APU Battery Bus Fail
Engine: (24)
EEC Mode 1
EEC Mode 2
Engine 1 Severe Damage
Engine 2 Severe Damage
Engine 1 Flame-out
Engine 2 Flame-out
Engine 1 EGT Exceedance
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Engine 2 EGT Exceedance

Engine 1 Oil Leak
Engine 2 Oil Leak
Engine 1 Oil Pressure
Engine 2 Oil Pressure
Engine 1 Oil Temperature
Engine 2 Oil Temperature
Engine 1 Vibration
Engine 2 Vibration
Engine 1 V1 Cut
Engine 2 V1 Cut
Engine 1 Vr Cut
Engine 2 Vr Cut
Engine 1 V2 Cut
Engine 2 V2 Cut
Engine 1 Reverser
Engine 2 Reverser
Fire: (14)
APU Fire
Forward Cargo Fire
Aft Cargo Fire
Engine Left Overheat
Engine Right Overheat
Engine Left Fire
Engine Right Fire
Main Deck Cargo Fire (777F)
Equipment Cooling System Smoke
Lavatory Smoke
Lavatory Smoke (300ER, if purchased and installed)
Smoke Rest Upper Door 1
Smoke Rest Upper Door 4
Smoke Rest Upper Door 5 (300ER, if purchased and installed)
Fire Protection: (36)

Engine 1 Fire Loop A Fault
Engine 2 Fire Loop A Fault
Engine 1 Fire Loop B Fault
Engine 2 Fire Loop B Fault
Engine 1 Overheat Loop A Fault
Engine 2 Overheat Loop A Fault
Engine 1 Overheat Loop B Fault
Engine 2 Overheat Loop B Fault
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APU Fire Loop A

APU Fire Loop B
Forward Cargo Fire Loop A
Aft Cargo Fire Loop A
Forward Cargo Fire Loop B
Aft Cargo Fire Loop B
Main Deck Fire Loop A (777F)
Main Deck Fire Loop B (777F)
Wheel Well Loop Fault A
Wheel Well Loop Fault B
Engine Bottle 1 Left Squib
Engine Bottle 1 Right Squib
Engine Bottle 2 Left Squib
Engine Bottle 2 Right Squib
APU Bottle Squib
Cargo Dump Bottle 1 Squib
Cargo Dump Bottle 2 Squib
Cargo Meter Bottle 1 Squib
Left Engine Fire Bottle Discharge
Right Engine Fire Bottle Discharge
APU Fire Bottle Discharge
Cargo Dump Bottle 1 Discharge
Cargo Dump Bottle 2 Discharge
Cargo Meter Bottle 1 Discharge
Flight Controls: (23)
PFCs to Secondary
PFCs to Direct
Actuator Control Electronics Left 1 Failed
Actuator Control Electronics Right Failed
Actuator Control Electronics Center Failed
Actuator Control Electronics Left 2 Failed
Flap/Slat Control 1 Fail
Flap/Slat Control 2 Fail
Spoiler Actuator 1 or 14 Fail
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Flaperon Actuator L1 Fail
Flaperon Actuator L2 Fail
Flaperon Actuator R1 Fail
Flaperon Actuator R2 Fail
Rudder Actuator 1 Fail
Actuator Pressure Sensor Fail
Flight Instruments: (9)

Display Unit Left Outboard Fail
Display Unit Left Inboard Fail
Display Unit Upper Fail
Display Unit Lower Fail
Display Unit Right Inboard Fail
Display Unit Right Outboard Fail
Digital Signal Processor Fail
EFIS Control Panel Left Fail
EFIS Control Panel Right Fail
FMS/NAV/ADIRU: (22)
FMC Left Fail

FMC Right Fail
ADIRU Partial Fail
ADIRU INOP/ Standby Attitude/Air Data Reference Unit ACT
ADIRU/Standby Attitude/Air Data Reference Unit Attitude INOP
ADIRU Single Channel
ADIRU Air Data Invalid
GPS Left Fail
GPS Right Fail
CDU Left Fail
CDU Right Fail
CDU Center Fail
ILS Fail
VOR Left Fail
VOR Right Fail
DME Left Fail
DME Right Fail
ADF Left Fail
ADF Right Fail
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Radio Altimeter Left Fail

Radio Altimeter Center Fail
Radio Altimeter Right Fail
Fuel: (21)
Left Forward Pump

Left Aft Pump
Left Jettison Pump
Center Left Pump
Center Right Pump
Right Forward Pump
Right Aft Pump
Right Jettison Pump
Fuel Leak
Crossfeed Fail Forward
Crossfeed Fail Aft
Left Spar Valve
Right Spar Valve
Left Engine Valve
Right Engine Valve
APU Fuel Valve
APU DC Fuel Pump
Auxiliary Fuel Backup System
Auxiliary Fuel Pump 1
Hydraulics: (43)
EDP 1 Hydraulics Fail

EDP 2 Hydraulics Fail
ACMP C1 Hydraulics Fail
ACMP C2 Hydraulics Fail
ACMP Left Hydraulics Fail
ACMP Right Hydraulics Fail
ADP C1 Hydraulics Fail
ADP C2 Hydraulics Fail
EDP 1 Hydraulics Leak
EDP 2 Hydraulics Leak
ACMP C1 Hydraulics Leak
ACMP C2 Hydraulics Leak
ACMP Left Hydraulics Leak
ACMP Right Hydraulics Leak
ADP C1 Hydraulics Leak
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ADP C2 Hydraulics Leak

EDP Left Overheat
EDP Right Overheat
ACMP C1 Overheat
ACMP C2 Overheat
ACMP Left Overheat
ACMP Right Overheat
ADP C1 Overheat
ADP C2 Overheat
Hydraulic Isolation Valve Left
Hydraulic Isolation Valve Right
Left System Quantity Refill Required
Right System Quantity Refill Required
Center System Quantity Refill Required
System Data Left
System Data Right
System Data Center
EDP Left Pressure XDCR Fail
EDP Right Pressure XDCR Fail
ACMP C1 Pressure XDCR Fail
ACMP C2 Pressure XDCR Fail
ACMP Left Pressure XDCR Fail
ACMP Right Pressure XDCR Fail
ADP C1 Pressure XDCR Fail
ADP C2 Pressure XDCR Fail
System Pressure Sensor Left Fail
System Pressure Sensor Right Fail
System Pressure Sensor Center Fail
Ice Protection: (24)

Left Pitot Heat
Left AOA Vane
Left Ice Detection Fail
TAT Probe Heat
Left WAI Valve
Left EAI Valve
Left EAI Leak
Left EAI Pressure Loss
Left Side Window Heat
Left Front Window Heat
Left Side Window Overheat
Left Front Window Overheat
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Right Pitot Heat

Right AOA Vane
Right Ice Detection Fail
Right WAI Valve
Right EAI Valve
Right EAI Leak
Right EAI Pressure Loss
Right Side Window Heat
Right Front Window Heat
Right Side Window Overheat
Right Front Window Overheat
Center Pitot Heat
Miscellaneous: (10)
Clock Left Fail
Clock Right Fail
ISFD Fail
Passenger Oxygen Masks Deployed
Standby Attitude Direction Indicator Fail
Standby Airspeed Indicator Fail
Standby Altimeter Fail
Tail Strike
Transponder 1 Fail
Transponder 2 Fail
Pneumatic: (11)
Left ASCP Controller
Right ASCP Controller
Left Engine HPSOV Valve
Right Engine HPSOV Valve
Left Engine PRSOV Valve
Right Engine PRSOV Valve
APU Bleed Valve
Left Isolation Valve
Right Isolation Valve
Center Isolation Valve
Bleed Air Leak
Warning Systems: (10)
Altitude Alert System Fail
Config Warning System Fail
Ground Proximity Warning System Fail
Terrain Warning System Fail
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TCAS Fail
RAAS Fail
Weather Radar System Fail
Weather Radar RT Left Fail
Weather Radar RT Right Fail
Predictive Windshear System Fail
Wheels and Brakes: (36)

Reset Brake Temperatures
Repair All Brakes
Repair All Tires
Nose Tire Balance
Antiskid Alternate Valve
Antiskid Normal Valve Left
Antiskid Normal Valve Right
Antiskid Transducer Left
Antiskid Transducer Right
Autobrake Isolation Valve
Brake Fail TLAFWL
Brake Fail TLAFWR
Brake Fail TLAMWL
Brake Fail TLAMWR
Brake Fail TLAAWL
Brake Fail TLAAWR
Brake Fail TRAFWL
Brake Fail TRAFWR
Brake Fail TRAMWL
Brake Fail TRAMWR
Brake Fail TRAAWL
Brake Fail TRAAWR
Tire Fail TLAFWL
Tire Fail TLAFWR
Tire Fail TLAMWL
Tire Fail TLAMWR
Tire Fail TLAAWL
Tire Fail TLAAWR
Tire Fail TRAFWL
Tire Fail TRAFWR
Tire Fail TRAMWL
Tire Fail TRAMWR
Tire Fail TRAAWL
Tire Fail TRAAWR
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Nose Tire Fail Left

Nose Tire Fail Right
NOTE: For any failure, we strongly recommend that you use the Quick
Reference Handbook to practice diagnosing the problem. The QRH
makes it extremely easy. Simply look up the warning light or symptoms
that you see in the QRH index and then follow the checklist provided!
NOTE 2: Some failures, particularly those related to engine overheat
warnings, pneumatic bleed over-pressures and door related warnings can
have multiple meanings. For example, and engine overheat warning may
require that you shut down an engine, or it may simply require a reduction
in thrust. A door warning may simply be a faulty warning, or it may
indicate a door seal failure that requires emergency action. This makes
the simulation exciting, and encourages you to use the Quick Reference
Handbook to follow the trouble shooting procedures to deduce what type
of failure you are dealing with!
NOTE 3: We suggest you read the DETAILS AND QUIRKS OF THE
PMDG 777-200LR/F section. You will learn some interesting things about
the simulation you are about to fly!
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FS ACTIONS MENU SYSTEM

The FS ACTIONS menu gives you access to various sub-systems that
will allow you to adjust aspects of your flight in order to realistically
simulate an operational airplane environment.
From the FS ACTIONS menu you can adjust the FUEL, PAYLOAD,
DOORS, PUSHBACK, GROUND CONNECTIONS, GROUND
OPERATIONS, GROUND MAINTENANCE, CABIN LIGHTS and AUTO
CRUISE functionality.
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Fuel Menu:
The FUEL page allows you to manually set the aircrafts fuel load. Preset
level functions on the lower left side of the display set the load to LONG,
MEDIUM or SHORT RANGE levels. The fuel quantity may also be set as
a percentage of total quantity or as a total numeric value directly.
In order to set the fuel quantity as a total or percentage, type the relevant
number in the scratchpad, and then line select it to the TOTAL LBS (or
KGS) LEVEL line. The simulator will automatically distribute the fuel
quantity properly between the tanks.
On this menu the current gross weight, takeoff center of gravity location,
zero fuel weight and maximum taxi weight values are displayed for your
convenience.
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Payload:
The PAYLOAD menu allows you to change the aircraft loading as desired
right from within the simulator.
You can update the passenger load on your flight by manually line
selecting in the number of passengers seated in the first, business and
economy class cabins.
You can also manually up-select the cargo weights to the forward and aft
cargo holds.
Conversely you can up-select the percentage load factor you would like to
carry to the LOAD LEVEL line on the right side of the display.
You may also use the SET FULL, SET EMPTY or SET RANDOM settings
to establish your payload.
On this menu the current gross weight, takeoff center of gravity location,
zero fuel weight and maximum taxi weight values are displayed for your
convenience. You can alter the ZFW by line selecting a value over top of
it. The system will distribute the load evenly.
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Doors:
The DOORS menu allows you to open and close all of the doors on the
aircraft from a single access menu.
You can open, close, and arm/disarm all of the the doors from this menu.
Additionally on page 2/2 you can open and close the cargo doors, the
forward access door and the electronics and engineering bay external
access door.
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Pushback:
The PUSHBACK menu allows you to manage the pushback process from
within the simulator.
The pushback functionality allows you to set the parameters to be used

during the pushback from the gate. Using this menu you can set the units
to FEET or METERS, enter the total pushback distance, the direction the
nose will be turned and the number of degrees that will be used in the
turn.
Additionally you can determine whether you will hear voice
communication only during pushback, a combination of voice and text, or
text only via the FSX adventure text process.
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Ground Connections:
The GROUND CONNECTIONS menu allows you to determine which
ground services are currently available to your aircraft.
From the GROUND CONNECTIONS menu, you can choose whether

ground power is available as well as an engine air-start unit, cabin air
conditioning unit, wheel chocks and/or pitot covers.
NOTE: It is important to note that all ground services require that the
airplane be chocked in place before they will be made available to you by
the ground crews. For this reason, you must select CHOCKS SET before
you will be able to use any other ground services.
If you have other ground services selected and you remove the chocks,
the ground crew will also remove the ground services.
Use of Color:
Note that on this menu, any item that is colored in red indicates that the
aircraft is not safe to move. If all items are colored in green, then it is safe
to move the airplane.
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Ground Operations:
The GROUND OPERATIONS menu allows you to control specific ground

operations such as turnaround times, uplifting of fuel based on flight plan,
refueling time, pushback and time to pushback.
Turn Type: You can choose between the following turn types:
o
Manual: In this mode you control turn times, pushback

and uploading of fuel at your discretion and without
assistance the from ground crew.
Short: In this mode turn time is 55 minutes, and

pushback can be set to either Manual or Auto.
Long: In this mode turn time is 01hr 30mins (90 mins),

and pushback can be set to either Manual or Auto.
Custom: In this mode you can enter your own desired

turn time using the scratch pad. Pushback can bet set to
either Manual or Auto.
Turn Time: This is the total time it will take for your aircraft to be
serviced, refueled and ready to push back.
Plan Fuel: Use the scratch pad to enter the total amount of fuel
required as per your flight plan.
Uplift Fuel: This is the current amount of fuel on board, and will
increase once fuel upload starts, until such time that the Plan
Fuel amount is reached.
Time Required to Fuel: This is the amount of time left/required for

the uplifting of fuel to be completed.
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Pushback (Type): Here you can choose between the following

pushback types:
o
Manual: In this mode you need to manually initiate the

pushback. This is useful for people who need some extra
time before pushback, or for people who are using a
pushback function that is unrelated to PMDG.
Auto: In this mode, the pushback is going to launch on its
own using the internal PMDG pushback process. Shortly
after the turn time has expired, you will get a call from the
ground crew advising you that pushback is about to
commence.
(Pushback) Time Remaining: Shows the amount of time left

before Pushback. This feature is only operational in Short, Long
or Custom Turn Type modes.
NOTE: If you are still on ground power as the remaining time to the end of
your ground turn winds down, the ground crew will not disconnect ground
power and leave you sitting in the dark, even though this is what happens
in many cases in the real world especially if your ground crew doesnt
like you!
1) If you have the APU Generator available and the auto logic of the
electrical system is able to do so, the ground power will disconnect and
the APU will take over both sides of the airplane.
2) If you do NOT have the APU generator available (for example - if it is
deferred, or your APU itself is INOP,) then the clock will stop at 10
seconds prior to expiration of the turn. This will give you time to start the
APU, or conversely, if you have a deferred APU and need to start an
engine on the gate, it will allow you to do so before losing ground power.
This is just one of the many ways that PMDG Ground Services makes
pilots lives easier.
NOTE 2: It is important to note that all ground services require that the
the ground crews. For this reason, you must select CHOCKS SET in the
GROUND CONNECTIONS menu before you will be able to use any other
ground services.
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Ground Maintenance:
The GROUND MAINTENANCE menu allows you to request the
maintenance crew to perform specific maintenance tasks on your aircraft.
You can request the following maintenance to be performed:

-
Refill Hydraulic Fluid
Refill Engine Oil
Service APU SCU Motor
Refill Fire Bottles
Cool Brakes
Replace Brakes
Replace Tires
NOTE: It is important to note that all ground services require that the
the ground crews. For this reason, you must select CHOCKS SET in the
GROUND CONNECTIONS menu before you will be able to use any other
ground services.
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Cabin Lights:
The CABIN LIGHTS menu allows you to control the lighting that will
appear in the cabin when viewing the external model.
If set to AUTO, the airplanes internal logic will determine the brightness
that should be used given the current phase of flight and lighting
conditions.
When set to MANUAL, you can choose the desired brightness level
desired.
NOTE: You may occasionally see some texture artifacts in the cabin
during dusk/dawn and certain cabin lighting settings. This results from
certain driver sets and certain hardware configurations, but we thought
you would like to see this capability in the simulation.
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Auto Cruise:
The AUTO CRUISE menu allows you to set up various cruise related
items in your aircraft.
From the AUTO CRUISE menu, you can choose to enable Auto Step
Climb and Pause At Top Of Descent.
You can also set the Auto Time Compression option to On or Off, and
specify the time compression ratio. You can select between 2X, 4X, 8X
and 16X.
The Sim Rate can be increased without having to access the FSX menu.
To reset the Sim Rate, press the <RESET LSK and the rate will be set
back to 1.
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GETTING THE MOST FROM YOUR PMDG 777200LR/F

We have collected a few pointers to help you get started with the PMDG
777-200LR/F. Whether you are a veteran PMDG customer or completely
new to flight simulation, these tips will help you get more out of the
simulation purchase you have just made!
Virtual Cockpit position and zoom:

Microsoft created an extremely bizarre implementation of dynamic head
movement in FSX that cannot be turned off. This system causes the
cameras X, Y, Z position in 3D space to shift depending on set of
parameters that shouldnt play any role in such a feature including the
aircrafts compass heading and physical latitude and longitude on the
simulators model of the Earth. In addition to this, the effect becomes
more extreme the further away the cockpit is from the center of the
aircrafts model. As a result, you are likely to see VC camera viewpoints
that do not exactly match what we intended.
All of the cockpit view presets were created at EGLL London Heathrow
sitting on Runway 27R. The logic in using this location is that it sits at a
fairly representative latitude for northern hemisphere flying and that the
due west runway heading is representative of the most common takeoff
and approach direction due to prevailing wind flow patterns across the
hemisphere.
The correct view in the VC results in the bottom of the checklist holder
below the MCP sitting just above the GRD PROX text on the main panel
and results in the yoke in its raised setting just barely covering up the
rudder pedal adjustment housing. It should look like the screenshot on the
following page the blue lines drawn indicate the location of the two
reference values.
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We recommend using the FSX keystrokes for moving the camera position
to account for the FSX engine changing the view away from this proper
setting it may be easier to assign these to a hat switch on your joystick
or throttle if you have one available:
Move the view forward: CTRL+BACKSPACE
Move the view back: CTRL+ENTER
Move the view right: CTRL+SHIFT+ENTER
Move the view right: CTRL+SHIFT+BACKSPACE
Move the view up: SHIFT+ENTER
Move the view down: SHIFT+BACKSPACE
A zoom setting of 0.8-1.0 in the main view is most realistic based on our
experience in the real life simulator, depending on your distance from
your monitor. Adjust it to your taste, but do be aware that extremely
zoomed out views where you can see the entire panel and the outside
view at once are highly unrealistic. Real pilots develop a scan pattern to
keep tabs on their instruments and whats going on outside at the same
time. The view should look roughly like this and is similar to what your
field of view actually is when sitting in the real life left seat:
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Using the Landing Lights:

The Boeing 777 has three landing light switches. To simplify the activation
of these lights, a middle/wheel click on any of the three switches will move
all three. This simulates the captain reaching up with the side of his hand
or three fingers simultaneously to move them all at once. The runway
turnoff light switches on the overhead and the autothrottle arm switches
on the MCP also have similar functionally.
TrackIR:
One of the limitations that the FSX world places on you as a pilot is the
inability to easily lean back and forth, or to move your body around to
more easily facilitate reaching or seeing switches, knobs or displays.
We strongly recommend that you explore the possibility of installing a
TrackIR package as this greatly improves the sense of being there by
allowing you to overcome this limitation within FSX:
http://www.naturalpoint.com
For the most part using your mouse to move your head and zoom in/out
is perfectly acceptable, but occasionally geometry within the cockpit can
impede your ability to enter data into the FMS, for example.
In order to reduce this inconvenience as much as possible, we have
made it possible for you to retract the yoke toward the floor of the airplane
in order to free up a clear line-of-sight to the FMS keyboard from the
normal head position. Note that lowering the yoke also disables its
animations. This was done at the request of several testers who found it
distracting to have both their physical yoke and the on screen one moving
in front of them.
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Alternate TO/GA Click Spot:

When flying the real airplane, the TO/GA buttons are placed quite
comfortable under the tips of your fingers at the top of the throttle
columns.
Unfortunately, we dont all have fully operable replicas of the 777 throttles
to use with our FSX setups, so we have added a few features to help you
manage the TO/GA process as if it were right under your fingertips.
First, you can click on the actual TO/GA button if you like, but this is
arguably not very convenient, especially when initiating a go-around at
low altitude.
Next, you can assign a key combination using the key commands menu.
This will give you a simple key command of your choice to use in place of
a TO/GA button.
For those of you who are button-assignment savvy, you can also map this
key combination to a button on your flight simulation hardware and this
will give you the best replica of a real TO/GA button.
As a last resort we have placed a TO/GA Click Spot on an uninhabited
corner of the MCP for your ease of use. A left click activates TO/GA, a
middle click disconnects the autothrottle, and a right click disconnects the
autopilot.
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Keyboard Direct Entry to CDU Scratchpad:

To enter characters and numbers into the FMS, you can simply click on
the CDU keys with the mouse to simulate your finger.
Conversely, you can also use the Keyboard Direct Entry to CDU
methodology that we have included for simplicity.
To activate the Keyboard Direct Entry capability, simply hold down the
TAB key, then type on your keyboard as you normally would.
When holding down the TAB key, you will see a green rectangle
illuminate around the CDU scratch pad, indicating that direct entry of text
is now possible.
If you wish to manipulate the line select keys in this method, simply hold
down the TAB key, the press any of the Function keys (F1 to F12) to
simulate the 1L through 6R line select keys.
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FSX VIEW SYSTEM AND THE PMDG 777-200LR/F

Internal FSX Camera: FSX provides a much greater degree of freedom
for viewing the aircraft than was possible in previous versions of the
simulator. We have included a number of pre-formatted views for you to
use. You can scroll through the view types using the S and SHIFT+S
combination, and then scroll through individual view positions using the
A and SHIFT+A combination.
Pre-Formatted views included with this version are as follows:
Cockpit Views
o
VC Captains Seat Position (called Virtual Cockpit by FSX)
o
VC First Officers Seat Position
o
VC Upper Overhead Panel
o
VC Lower Overhead Panel
o
VC Pedestal
VC ECL and CDUs
Spot View (scroll though cameras using the A key).
Tower View (scroll through towers using the A key).
We have found during our own testing of the aircraft that the Virtual
Cockpit is generally easier to use if you can turn your head to look around
the cockpit using the hat-switch on a joystick or the mouse while holding
spacebar. To reset the view position, simply press CTRL+SPACE, to
reset the zoom press BACKSPACE.
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LIMITATIONS OF THE SIMULATOR

In the process of developing this highly sophisticated simulation, it
became apparent to us that many of the Default Microsoft Flight
Simulator functions are simply not effective for use when producing a
realistic simulation of a complex airliner. As such, we have developed a
simulation that to that largest degree possible does not use any default
Microsoft Flight Simulator functionality.
Systems that have been completely customized for realism and
functionality include:
Autopilot Functions
Engine Performance Model
All Mechanical Subsystems
Limiting our dependence upon Microsoft Flight Simulator has allowed us

to use this very popular simulation platform as a worldwide operating
environment without being severely limited by the original design of the
simulation. Occasionally however, this means that we had to accept
certain limitations on our simulation in order to accomplish our goals.
The vast majority of limitations we have found will never be experienced
by most users. A few should be kept in mind however, as they are
essential and important to the simulation:
Time Acceleration Limit:
Time Acceleration should be limited to 16x to ensure proper

autopilot function.
Time Acceleration should be limited to 16x to ensure proper fuel

system function. (The mathematical iterations required for
damping and control law become prohibitive for most desktop
machines when run at speeds at greater than 16x, so we have
not tuned the autopilot or fuel system for operation at acceleration
rates faster than 16x.)
External Load/Fueling Programs:
Do not use any non PMDG product to alter the aircraft.cfg file.
Do not use any non PMDG product to alter the fuel load of the
airplane.
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Do not use any non PMDG product to alter the loading of the
airplane. (PMDG uses actual manufacturer data to model the
Cl/Cd, moment influence and drag models for our aircraft. Using
this data, the aircrafts reference point is placed realistically
ahead of the nose of the airplane as per the manufacturers
specifications. Most MSFS addon aircraft use the erroneous
concept of placing the models reference point at the center of the
airplane. This results in reduced realism and impacts negatively
the accuracy of the airplanes behavior.)
Do not use non-PMDG external models:

The PMDG 777-200LR/F has more than 1000 animated parts. With the
exception of a few basic functions, all part animations are controlled by
PMDGs internal simulation code and are not controlled by Microsoft
Flight Simulator. If you attempt to replace the PMDG 777-200LR/F visual
model with a non-PMDG model, you will lose nearly all animation and
function for the external model.
Flight recording and playback issues:

Because of the aforementioned custom coding of the airplane animations,
the default FSX flight recorder functionality is not able to track and play
back most of the animations present in the simulation. Many users have
had success using a free utility called FS Recorder, which is able to track
and record most of the custom animations we use.
You can download it here:
http://www.fs-recorder.net
Hardware toe brakes:

If you use hardware toe brakes such as those created by CH Products,
we would like you to be aware that in order to implement the proper
tripping off of the auto-brake system, we had to put some limitations in
place in order to prevent the inherent FSX logic from inadvertently taking
over the autobrake release logic inappropriately:
To release the autobrake with your hardware toe brakes you must:
Apply the brakes twice, quickly; and

Apply greater pressure than the autobrake is currently applying.
This is different than the brake-directed disengage function on the

airplane, but it was unavoidable.
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External route export programs:

Flight plan .rte files created with external flight planning programs or
websites will have the runways, SIDs, STARs and approaches contained
within them stripped when importing into the FMC, resulting in just the
enroute portion being entered. Routes saved with the FMC itself will still
retain these items.
This was done because these programs in many cases insert nonsensical
terminal procedure data that will either crash the FMC or cause general
weirdness in the route. In addition, COROUTES do not contain runways
and terminal procedures in real life because they often change with the
prevailing winds and the days departure routing. The runways, SIDs,
STARs and approaches are manually entered by the crew when assigned
by ATC even if a COROUTE was used for the enroute portion of the
flight.
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DETAILS AND QUIRKS OF

THE PMDG 777-200LR/F
During the design and development of PMDG products, we integrate
input from a number of experts and users of the aircraft. This combined
with our detailed research and design process allows us to add
behaviors, quirks and nuances to our simulations that add a true flavor of
realism to the simulation.
These behaviors are the kinds of items that an experienced 777 pilot or
maintenance technician will see and recognize them as hallmarks of a
truly detailed simulation product.
The following behaviors are a non-conclusive list of behaviors that you will
find in the PMDG 777-200LR/F that are simulated precisely as they
appear in the actual airplane:
Air Conditioning System:
Cabin temperature will stabilize at a normal rate depending upon

air volume and outside temperature, and whether the airplane is
subjected to sunlight heating.
If ground air conditioning/heating is selected from the GROUND

CONNECTIONS menu, the conditioned air is pushed into the
cabin via the cabin air mix manifold, just like the airplane.
Auto-flight System:
The autopilot/flight director system on a modern airliner is a very

precise instrument, but it is not foolproof. You may see the
airplane vary slightly from the desired speed, track or altitude as
the airplane works to manage energy in order to accomplish the
path-defined goal. It will make decisions to turn slightly inside or
outside of the path, accept a slightly fast or slow condition, or
even pass through an altitude slightly in order to prevent
exceeding acceleration limits or engine spool up/down
capabilities.
When you press a switch on the MCP, that mode may not
engage instantly, but instead will exhibit a small time delay
necessary to bring all of the various components through their
self-checks prior to actuating.
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Doors:
Most door warnings that you receive while on the ground will
result from faulty, cluttered or obstructed sensors. While on the
ground, cycling a door open/closed will usually cure the problem
for you. If the problem does not clear, takeoff is inadvisable.
Door warnings received in the air have potentially serious

consequences. Follow ECL procedure carefully to avoid aircraft
damage or loss of pressurization.
If you allow GROUND OPERATIONS to run, the flight attendants

will manage the cabin doors automatically, including the arming,
disarming opening and closing of doors at the appropriate time.
Electrical System:
The 777 powers down differently than it powers up. If you arent
ready for this, you might be inclined to think that something is
broken when it is not! If you are powering the airplane down, it is
going to try and leave as much power on as it can, just in case
you need it for an emergency. As you remove AC power, the
standby power system will run in order to keep your displays
going. When you first apply batter power to the airplane, on the
other hand, the airplane assumes you dont need all those powerhungry displays, and it leaves them off until you provide a source
of AC power to run everything.
The airplane will power down differently depending upon whether

the APU has recently been running, or not. You may find that
after selecting the battery off, you still see some annunciator
lights illuminated on the flight deck. Just sit back and watch
They will extinguish on their own!
You can fail any bus on the airplane, and suffer the appropriate
penalties as equipment powered by that bus falls offline.
The PMDG 777-200LR/F has a live, real-time amperage

consumption model. Every system on the airplane has its realworld electrical consumption tracked in real-time. Many items use
only 0.005 amps, but the airplane has many thousands of
electrical consumers, so load shedding behavior will vary
depending upon what systems you have consuming power at the
time load shedding occurs!
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The generators on the airplane go through a very complex self

test process when started. You can see this self test take place
by watching the electrical synoptic display.
If you are performing an autoland and suffer an engine failure of

the left engine during LAND 3, the airplane will continue in LAND
3. If you are performing an autoland and the right engine fails
during LAND 3, the airplane will degrade to LAND 2. This
happens because the airplane is able to maintain three sources
of electrical power if the left engine fails because the battery
charger (the third source) traces power back to the AC Main R
bus. If the right engine fails, that bus goes unpowered for just a
moment, which causes the battery charger to drop offline for a
moment. Your airline can purchase a pin option to prevent this
and allow LAND 3 regardless of engine failure, but they figured
you could live without it
Engines:
If you have failures enabled, monitor your engine oil

pressure/temperature, EGT and vibration readings regularly.
Unhandled failures result in a cascade of other failures. For
example, an engine oil leak will eventually trigger an electrical
generator failure, an oil pressure failure and inevitably (in a
probabilistic manner) result in increased vibration, fuel flow and
finally complete engine seizure.
Failures such as an ENG OVHT are dynamic, and will be

triggered slightly differently each time, requiring that you follow
the ECL to resolve them effectively. The ECL will help you to
identify and deal with the failure you are seeing, provided that you
follow the steps described in the procedure.
The 777 is capable of performing an autoland even with an

engine out!
Fire Controls Engines:
Bottles and Squibs are tracked. If you fire the bottle for one side,
it won't work for the other side.
Fire Bottle Squibs can and do fail to test. If this happens, you
should catch it during the TEST function.
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Engine overheats may not necessarily result in the need to shut

down an engine... but you will have to follow the procedure in the
ECL to find out.
Flight Controls:
Electric Trim operates at realistic speeds. The electric trim is

shockingly SLOW compared to all FS planes except for the
PMDG MD11 and PMDG 737NGX. Precise manual flight stability
is thus greatly facilitated. Trim rate (units per second) is even
lower when flaps are up. Electric/FCC trim rate is modeled
accurately to the last millisecond.
Flap deployment speed is affected by the mode that the system

is operating in. When the trailing edge flaps are moved using the
ALTERNATE or SECONDARY flap system, they are
EXTREMELY slow. And you lose access to the full range in
some cases!
Rudder control inputs are moderated by aerodynamic forces. Full

rudder deflection in even moderate IAS is thus impossible. This
Q-System model facilitates yaw stability and prevents inadvertent
yaw induced roll. Nevertheless, rudder authority is sufficient to
allow for runway alignment (de-crab) or even a sideslip (wing low)
approach even at high cross winds.
Flight Management Computer:
The RTE 1 page 1 shows an ACTIVATE prompt at LSK 6R even

when there is no route entered. If you press it, the EXEC light is
lit and if you press the button it just reverts to the previous state.
This is realistic and is a quirk of the real life unit.
Unlike the FMC in the PMDG 737NGX, you do not need to

execute the performance data and the EXEC light stays out. As
soon as the page has all the data it needs, the performance
calculations are valid without any pilot input.
Also unlike the FMC in the PMDG 737 NGX, the flap setting/Vref
speed combination you select on the APPROACH REF page is
advisory only. The airplane will not automatically slow to this
speed you need to speed intervene manually on the MCP to do
it. The FMC by default places a 170 knot speed at the runway,
which is also advisory only. In real life, pilots dont enter in their
Vref into this restriction or anything like that, its all done with
speed intervention on the MCP.
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All speed restrictions in the 777 FMC are treated implicitly as ator-below restrictions. For example, if you have a 300 knot
restriction but your ECON descent speed is 275, the airplane will
cross the restriction at 275, it will not speed up to 300.
Fuel System:
If the fuel level in the center tanks gets too low, the fuel will begin
to momentarily trigger the low fuel sensor as it sloshes around.
You will see this on the EICAS. At most airlines the center pumps
are turned off with a significant amount of fuel still remaining in
the tanks to prevent pump cavitation and potential safety issues
stemming from explosive fuel vapors in empty tanks.
Hydraulic System:
Violating operating limitations on pumps will cause the case drain

fluid to overheat, resulting in an OVERHEAT warning.
We have used realistic times for pumps to come online and drop
offline.
Engine Driven Pumps (EDP) turn if the engine is turning. The

"pump switch" on the overhead is not actually turning the pump
on or off. Instead, this switch controls a solenoid that cuts off fluid
flow to the system respectively from the EDP. That solenoid is
held in the closed (off) position by DC power, so loss of that
associated DC bus will cause the solenoid to fail-open, thus
allowing the EDP to provide pressure to fluid on that side of the
airplane once again. This could be bad if you had that pump
disconnected for a reason!
Overheat sensors in the Electric Motor Driven Pumps (EMDPs)

will trip pumps offline to protect them from overheat. It is
important to note that these are different sensors (and different
temperature ranges) than those that control the OVERHEAT
lights- so even when the overheat LIGHTS go out, you still may
not be able to activate the EMDP because for a while longer
while it is still cooling.
EMDP cooling time will depend upon whether the pump is

running, or whether the pump is OFF. (Should take approximately
5 minutes to cool to normal temps when running, but
approximately 30 minutes when off because the fluid provides
cooling to the pump. This of course will vary slightly, depending
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upon fluid temperature and wheel well temperature depending

upon condition.)
Hydraulic Quantity indication is affected by gear/flap/spoiler/flight

control position, as well as thermal shrinking. You will notice
changes in hydraulic quantity indicated during flight as you
change the configuration of the airplane, set the parking brake,
etc.
Hydraulic quantity is displayed as measured to the standpipe

within each reservoir. You may retain some pressure and
functionality even when the system shows no quantity because
there is fluid below the standpipe!
Landing Gear:
Brakes are subject to Brake Temperature Soak. The brake

temperature will climb for a period of time after heavy brake use.
Wheel well fire warning can be triggered by sucking hot brakes

up into the gear bay. Follow the ECL if you get a wheel well fire
indication!
We have simulated the full alternate gear extension for the 777.
You will notice that the landing gear doors remain open during an
alternate extension. To retract them after landing, simply power
up the hydraulics, push the landing gear lock override, then cycle
the handle up and then back down.
You will notice that the volume of the gear-bay turbulence sound
changes as the nose gear forward bay doors open and close
during extension and retraction. This sound is entirely code
controlled and dynamic, so if you lower the gear using the
alternate extension, the turbulence noise will be louder on the
flight deck than it is when those doors close as they normally do
during extension.
Lighting Systems:
The diagram used to determine the power source for every bulb
on the flight deck takes up 171 standard sized print pages.
Pneumatic System:
The bleed pressure produced by each engine is directly

computed based upon bleed production of the engine for current
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RPM and appropriate combination of high and low pressure

stages bleed air as controlled by the HPSOV (High Pressure
Shut-off Valve), and the PRSOV (Pressure Regulating and Shutoff Valve). The logic of these two valves (condition to open/close,
target pressure values to regulate, etc.) is simulated in detail,
resulting in highly accurate bleed pressure production values for
each engine.
In the case of a duct leak, a detection/isolation routine will be

initiated automatically. Engine and APU bleed valves and
isolation valves will be turned on or off in sequential stages until
the area causing the leak is identified. Once identified, the
pneumatic system will be configured so that the leak area is
isolated and an appropriate BLEED LOSS EICAS message will
be displayed.
Sounds:
This package uses over 640 digitally recorded sounds to replicate

the living, breathing work environment of a 777 pilot.
While in the external views, you will hear sounds made by ground
equipment, wing fuel pumps, electric hydraulic pumps, air
conditioning packs and the APU. All of these sounds layer
together to provide a very realistic exterior sound environment.
We recorded sounds for nearly every switch on the flight deck

and then linked them in such a way as to ensure that they are
synchronized to switch movements whether fast or slow.
Many sounds in the product have multiple recordings that trigger

randomly to produce a subtle different in the sounds each time a
particular one plays. This is a technique borrowed from music
production (Armen and Ryan are both musicians), where
randomized drum samples are often used to produce a more
human sounding programmed drum performance.
Some mechanical systems on the airplane can be faintly heard

from the flight deck (electric hydraulic pumps, for example) and
you will hear them from the flight deck if you listen closely.
Sound level mixing was done over many hundreds of hours in

order to provide the best mix of sounds to accurately replicate the
cockpit sound environment.
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SERVICE PACK 1 (SP1) SUPPLEMENT

The PMDG 777-200LR/F SP1 release features the largest number of new
features and changes that weve ever placed into a single product update.
Aside from the hundreds of smaller changes, tweaks and bug fixes, the
update includes several major new features including:
A simulation of the Collins WXR-2100 weather radar system.
Reworked handling of FSX turbulence.
A simulation of the FMC datalink system that sends routes,

performance data, wind prediction updates and so on to the
airplane over ACARS and SATCOM.
A major reworking of our simulation of the 777s fly-by-wire flight

control system.
Wed like to describe these large changes and additions in more detail on
the following pages.
THE COLLINS WXR-2100 WEATHER RADAR

SP1 includes for the first time in PMDGs history a realistic simulation of
an aviation weather radar system - in this case the Collins WXR-2100 unit
commonly found on the 777 and other airliners. Most of the major
functions are simulated including manual tilt, auto tilt, gain, WX+T
turbulence detection mode, and the Predictive Windshear System (PWS).
Active Sky Next requirement:

The WXR-2100 simulation in SP1 requires the most recent version of the
Active Sky Next (ASN) or later weather engine by HiFi Simulations. ASN
is the first weather addon to output an external 3D precipitation model,
which weve used to accurately model the operation of the radar. The
weather radar does not currently function with default FSX weather or
with any other weather addon. We will evaluate supporting other weather
addons on a case-by-case basis if they can provide similar 3D
precipitation data output.
ASN can be purchased here:
http://www.hifitechinc.com/products/activeskynext
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Many simmers are under the assumption that radar shows the locations
of clouds and could not understand our insistence for many years that
realistic radar wasnt possible in FSX, mainly due to the presence of other
products on the market that showed the position of clouds or used cloud
positions to make guesses about precipitation levels. This ASN-based
radar system is not showing cloud positions and this is immediately
apparent in the sim.
Basic radar concepts and theory:

Though its become a word in its own right in the seven decades since its
inception, radar is actually an acronym standing for RAdio Detection And
Ranging. Radars pulse waves in the radio band of the electromagnetic
spectrum out into space where they reflect off objects and return back to
a dish that collects and focuses them. By measuring the precise timing
and signal strength differences between the pulses and their returns, the
radar is able to calculate and display information about whats in front of
the aircraft. In the case of a weather radar, the objects it is looking for are
precipitation returns essentially rain, snow, or ice (hail).
There are physical limitations inherent in how radar works that you need
to be aware of when using the radar in the 777.
Radar beams are emitted from the nose in a 3-dimensional cone shape.
The cone is very narrow close to the aircraft and spreads out with
increasing distance. Because of this, the radar is showing a larger vertical
cross section of the sky depending on the distance the returns are located
at. This has important implications for determining precisely where
precipitation is vertically in relation to the aircraft. If a return is far away,
the actual precipitation could be within a large block of potential altitudes
and you will need to make use of the tilt control and/or wait for the range
to decrease to determine exactly where the return is vertically.
The physical locations of the radar controls are described in detail in the
FCOM2 on pages 11.10.21 to 11.10.22. (pages 857 to 858 in the PDF
file)
Tilt:
Antenna tilt is one of the key parameters you have control over with the
radar system. Tilt controls the vertical angle that the radar beam pulses
are sent out at by physically pivoting the transmitter and dish in the
vertical plane.
The WXR-2100 is equipped with an auto tilt function that is engaged by
default. For most users, this will be sufficient, but in real life some pilots
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like to set their tilt manually. In general here are some guidelines for
manual tilt settings:
Before takeoff and lower part of the climb: +2 to +5 degrees.
The idea here is to see heavy precipitation that you may be climbing into
since youre gaining altitude so rapidly. You want to keep the tilt high
enough to avoid ground clutter (in real life, clutter is not yet modeled in
the sim version).
Mid to high altitude climb: -2 to +2 degrees.
Here youre more concerned with storms that are in the in general straight
line path of the aircraft as it climbs at a slower vertical speed up higher.
Cruise: -5 to 0 degrees.
In cruise, you will most often be looking at precipitation thats either at or
below your current altitude. A storm is still very dangerous even if theres
not precipitation from it at your current altitude due to powerful updrafts
and turbulence in the core. Pilots will often scan with a downward tilt at
cruise in order see down into the precipitation area of a storm, which
makes it visible for avoidance.
Descent: 0 to +10
In the descent phases, the nose is pointing at the ground so youre going
to need to have the radar tilted even more than it was during the climb to
avoid ground clutter and see the main precipitation core of a storm, which
may be thousands of feet above you.
Gain:
Gain is a term that essentially means amplification of the radars return
signals. As the gain is turned up, lighter areas of precipitation (green
color) will show on the radar display. Think of it like a radios squelch
control youre setting a noise floor where nothing below the setting
gets through. Since light precipitation isnt generally dangerous to an
airplane, the standard practice is to set the gain so that only the more
severe yellow and red areas show. The default 0 setting generally
accomplishes this and should be sufficient for most use.
WX vs. WX+T modes:

The WX mode shows only precipitation returns. WX+T overlays magenta
areas of suspected severe turbulence over the precipitation returns by
using the Doppler capability of the radar to see areas where the
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precipitation is moving quickly (suggesting strong updrafts, downdrafts or

windshear) You will generally only see these magenta areas near the
core of heavy thunderstorms. Many pilots use WX+T mode exclusively
because theres no downside to having it on vs. the standard WX mode.
Predictive Windshear System (PWS):

The PWS uses the Doppler radar information from particulate matter
(dust, water vapor, etc.) in the air just in front of the airplane when in the
terminal area in an attempt to detect windshear activity. If such activity is
detected, a symbol appears on the ND showing the approximate
magnitude and direction of the windshear and the EGPWS calls out
WINDSHEAR! WINDSHEAR! Full TOGA power should be immediately
selected and the airplane flown through the event with careful attention
paid to airspeed and pitch. ASN is capable of simulating windshear and
microburst events and you should be prepared if one happens.
Limitations:
Active Sky Next range settings:
The radar will technically work out to a maximum range of 250 nm
depending on how high you have the ASN Minimum cloud draw distance
and Maximum cloud draw distance sliders set (note that this does not
imply that our radar is actually showing clouds the clouds have to be
there for the precipitation to be there).
Please be aware that setting these sliders above their default values can
drastically affect FSX performance on even the highest end computers.
Theres unfortunately nothing we can do about this. It isnt coming from
the radar itself but rather from the sims graphics engine processing and
rendering cloud sprites out to such extreme distances. In real life, the
weather radar is rarely useful for making course deviation decisions
beyond around 100 nm and we feel this is a reasonable level to leave the
maximum range set at.
Future features:
The weather radar is currently considered an in-progress feature and
certain functions are not yet simulated. We intend to keep developing it
over time and more features will be added.
Among these planned are:
Simulation of radar shadows and the path attenuation

compensation (PAC) feature that alerts pilots to the possible
presence of shadows.
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More realistic depiction of longer range radar returns. (beam

spread/loss of resolution)
Simulation of ground clutter in the WX and WX+T modes and

simulation of returns from the ground MAP mode.
THE 777 AND TURBULENCE IN FSX

With the inclusion of the weather radar, many SP1 users will probably
seek out heavy weather to fly through. It is important to understand the
limitations of FSXs modelling of turbulence and the likely side effects
youll experience if you choose to do this. (Its worth pointing out that real
life pilots go out of their way to avoid flying through such weather!)
What FSX turbulence does:

Below is a graph recorded over a few minutes of standard turbulence in
FSX. On the Y axis is G-load and on the X axis is time.
FSX is constantly hitting the airplane with G-loads in excess of 2.0 Gs in

both the positive and negative directions. Whats more, the magnitude of
these hits actually remains the same regardless of the level of
turbulence happening the only thing that changes is how frequently they
occur. 2.0+ Gs is extremely excessive and would constitute incredibly
severe turbulence or windshear in real life. No real life autopilot system
could possibly compensate for this. The PMDG 777s autopilot is
programmed in the same way the real life one is and naturally, it has
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issues with these kinds of instantaneous forces jarring it out of its comfort
zone so to say.
The biggest side effect you are likely to see is an inability for the flight
director to precisely maintain speed with pitch while such turbulence is
occurring. The reason is highly technical and involves esoteric concepts
such as the relative contribution of PID controller gains, but the real life
autopilot would react in exactly the same way if put into a situation like
this.
Turbulence filtering:
Despite the above description, we have attempted to average out FSXs
frenetic G-load hits and make the airplane react better to them. Below is
another graph, this time with the Y axis showing instantaneous tailwind
component resulting from the turbulence and the X axis again showing
time over the course of a few minutes.
The magenta line is the result of a sophisticated mathematical filtering

algorithm we developed to try to deal with the FSX turbulence. This line is
what the flight director and autothrottle are actually seeing and reacting
to instead of the wild raw fluctuations. This makes things better, but its
not (and cant be) perfect. Always remember that you are the pilot, not the
computers. If you dont like what the flight director or the autopilot are
doing, take over manually and make it do what you want it to.
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AP/AT TURB MODE TRIGGER option:

The above filtering algorithm is activated when an average tailwind
component threshold is measured. We have included a new option
accessible at MENU > PMDG SETUP > OPTIONS > SIMULATION on
page 2/7 that allows you to set the exact threshold for the activation of
this filtering mode in knots. Weve set it to what we feel is a happy
medium with the 1.0 knot default, but if you arent happy with its
performance you can play with this setting and tweak it to your liking.
Valid values are 0.5 to 5.0 knots.
Other ways of mitigating turbulence effects:

FSX turbulence settings
In the FSX weather options there is a setting called Disable turbulence
and thermal effects on aircraft. This (despite its name) doesnt actually
disable those things, but has helped users in the past with control issues
in turbulence and seems to help tamper down the wild effects described
earlier.
In the FSX.cfg file there is a line under the [Weather] section that reads
TurbulenceScale=1.000000
This setting can be decreased and does seem to lower the severity of the
turbulence hits FSX applies to the airplane.
Weather addon settings
Virtually all the commercial weather addons on the market have a setting
or slider for turbulence level or strength. If youre having difficulties, try
lowering this option its likely defaulted to FSXs 100% setting and may
be excessive.
FMC SAVED FLIGHT PLAN CHANGES AND

COMPANY DATALINK ADDITIONS
SP1 introduces changes in the way flight plans are saved and loaded and
adds the simulation of many of the functions of the FMC company
datalink. This builds on the wind import feature in the original release and
includes functionality for routes, performance data, alternate lists,
alternate weather, and position reports.
Flight plan file management:

In SP1 we have added additional functionality to the way that flight plan
files are stored and retrieved.
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Flight plan files for all PMDG products are saved in the PMDG .rte format
and are located in the FSX\PMDG\FLIGHTPLANS folder. In the original
release of the PMDG 777-200LR/F, flight plan files were located either in
this folder or in a subdirectory (FSX\PMDG\FLIGHTPLANS\777) that is
created automatically.
In SP1, the system is able to load or save flight plans from any folder in
the PMDG\FLIGHTPLANS folder. This includes subfolders already
created by other PMDG products (such as the PMDG 737NGX) or folders
created by the user. You can create any number of additional folders to
arrange your flight plan files in any way that is convenient, for example, by
airline routes, short or long range, destinations, local or international, and
so on.
Loading flight plan files
Loading an FMC route is accomplished through the FMC CDUs RTE
page, using either the CO ROUTE (LSK 3R) or the ROUTE REQUEST
(LSK 3L) prompt.
CO ROUTE is used to directly load a route for which you already know
the file name. Enter the name into the scratchpad without the extension
and press LSK 3R. Initially, the PMDG\FLIGHTPLANS\777 folder is
searched and if the file is not found, the root level PMDG\FLIGHTPLANS
is searched.
ROUTE REQUEST will allow you select a flight plan file located in
PMDG\FLIGHTPLANS or any subfolder within it. Once the file is selected
the route will be loaded by simulating the FMC datalink procedure used to
load routes on the real life aircraft.
The ORIGIN (LSK 1L), DESTINATION (LSK 1R) and FLT NO (LSK 2R)
fields of the RTE page are used to define the request. If you press the
ROUTE REQUEST with these 3 fields empty you will be able to select
any flight plan file manually. If you have already filled in the origin field,
both the origin and destination fields, or the flight number field the FMC
will filter the available routes it displays based on the criteria youve
entered.
Initiating a ROUTE REQUEST at LSK 3R will bring up a new page titled
"REQUEST CO ROUTE" that lists all the subdirectories that include flight
plans meeting the selection criteria and also indicate how many flight plan
files were found in each subdirectory. The PMDG\FLIGHTPLANS folder is
listed as "GENERIC". Selecting one of the subfolders will bring up a new
page listing all the relevant flight plans in it. Once you select one of the
flight plans the name will be highlighted and a REQUEST> prompt will
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appear in 6R. Pressing LSK 6R will return to the RTE page and initiate
the uplink procedure for the selected route.
While in the REQUEST CO ROUTE page or in the subfolder files listing

pages, you can further filter the displayed routes by typing on the
scratchpad. Any characters typed on the scratchpad will filter the
displayed routes to those with a file name starting with the entered
characters.
If there is only one flight plan file matching the RTE page selection criteria
(origin + destination or flight number) the REQUEST CO ROUTE page is
not displayed and the uplink procedure is initiated immediately, directly
from the RTE page. This opens up a lot of interesting methods of
organizing your flight plans you could make a folder with routes
organized by flight number, simply enter that number into the FMC and
press ROUTE REQUEST and the datalink simulation will load the correct
route automatically.
Saving flight plan files
You can save the current flight plan from the ROUTE SAVE prompt on
the FMC RTE page. Pressing LSK 5L will bring up a page named "SAVE
ROUTE", where you can set the name and the location of the flight plan
file.
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The top line fields (1L and 1R) show the folder and file name that will be
used to save the flight plan.
On the left side of this page you can select the desired folder:
<777: The file will be saved in the PMDG\FLIGHTPLANS\777 folder
<GENERIC: The file will be saved in the root PMDG\FLIGHTPLANS
folder
<OTHER: Brings up a new page on which you can select any of the other
folders that may exist under the PMDG\FLIGHTPLANS directory.
On the right side of the page you can select the desired file name:
NEW DEP/ARR>: The file name will be constructed from the ICAO codes
of the origin and destination airports followed by a 3-digit index, selected
so that there is no conflict with any other existing flight plan file for the
same origin-destination pair.
USE CO ROUTE>: The file name will be determined by the CO ROUTE
field of the RTE page. In case the flight plan was originally loaded from a
file (by CO ROUTE or ROUTE REQUEST) this will be the name of the
existing file. Selecting this option will result in overwriting the original flight
plan file.
USE FLT NO>: The file name will be determined by the FLT NO field of
the RTE page. Flight plan files saved using a flight number can be
retrieved by filling the required flight number in the RTE page FLT NO
field before selecting ROUTE REQUEST.
SET CUSTOM>: A custom user entered file name will be used. Type the
desired file name in the scratchpad (with no extension) and press 5R.
Selecting a folder and/or file name option will update the fields in 1L & 1R.
Pressing the EXE key will save the flight plan file.
FMC company datalink functionality and options
In SP1 we have simulated the FMC company datalink. This functionality
is described in detail in the provided documentation in the FCOM2 on
pages 11.34.1-11.34.12 (pages 925-936 of the PDF). This includes RTE,
FLT NO, PERF INIT, WIND DATA, DES FORECAST, ALTN, ALTN WX
and ALTN LIST uplinks and RTE REPORT and POS REPORT
downlinks. The optional TAKE OFF datalink functionality is not presently
modeled in the PMDG 777 product line.
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There are several options regarding the FMC datalink configuration that
can set from MENU > PMDG SETUP > AIRCRAFT > EQUIPMENT on
pages 12 & 13.
AUTO PREFLIGHT UPLINKS: With this option selected, initiating a

ROUTE REQUEST from the RTE page during preflight will automatically
trigger in sequence PERF INIT, WIND DATA and DES FORECAST
requests. The data for each request will become available once data of
the previous request in the sequence is loaded and accepted.
AUTO ALTN LIST UPLINK: With this option selected the alternate
airports list data (ALTN page 2/2) is automatically updated periodically
during the flight.
AUTO DES FRCST UPLINK: With this option selected, each time a
WIND DATA request is performed, a DES FORECAST data uplink
request is automatically triggered following it.
AUTO POS RPRT DOWNLINK: With this option selected, position
reports are automatically downlinked during the cruise phase of the flight
each time a waypoint is sequenced. This option is simulated by the
presence of the REPORTING and REPORT SENT prompts - there is no
sending of an actual report to anywhere.
COMPANY COST INDEX: This option sets the preferred company cost
index that is used in PERF INIT uplink requests.
ALTN MIN RWY LENGTH: This option is used (in conjunction with the
next option) to define company preferred airports to be used as alternate
destinations in ALTN (ALTN page 1/2) and ALTN LIST (ALTN page 2/2)
requests. Any airport that does not have at least one runway longer than
the defined length will not be considered as a valid alternate airport by the
FMC.
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ALTN ILS REQUIREMENT: This is used (in conjunction with the previous
option) to define company preferred airports to used as alternate
destinations in ALTN (ALTN page 1/2) and ALTN LIST (ALTN page 2/2)
requests. With this option selected, only airports that have at least one
runway equipped with ILS are considered as alternate destinations.
Weather Forecast Data
For all weather related uplink requests, (WIND DATA, DES FORECAST,
ALTN WX) weather data is retrieved either directly from FSX or from third
party weather addon applications.
When there is no weather addon application running, data is retrieved
from FSX directly. If the FSX weather is set from the FSX Weather menu
to real-world weather (either static or update every 15 minutes) you must
make sure that you have enabled the following FSX option:
Settings > Display > Weather > Download winds aloft data with real-world
weather.
If any of the FSX Weather Themes are used instead of the real-world
weather option, you must be aware that although you will receive
forecasts that will correspond to the weather that you will encounter along
the route, themes apply the same weather globally and will usually
contain wind data only for a couple of low altitude flight levels.
If you are running a 3rd party weather add-on application, there will be
some actions you must take in order to retrieve the correct weather data
from the add-on application using the datalink simulation.
The PMDG 777 looks in the [FSX]\PMDG\WX folder for a file named
XXXXYYYY.wx, where XXXX and YYYY are the active routes origin and
destination airport ICAO codes. This file should contain wind and
temperature data for the waypoints along the route in a specific format.
Depending on the weather addon application, this file will be created
automatically or by manual action. The MENU > PMDG SETUP >
OPTIONS > SIMULATION page 7 provides two options at LSK 3L and
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LSK 4L that can help to automate the process and reduce the required
user actions.
The following 3 steps are required:

1. Create a flight plan file
Create a flight plan file in FSX format (.pln). This file may be created by
any means. (flight planner applications, waypoint-by waypoint entry in
FSX, a file downloaded from the internet etc.)
You can skip this step if you set the FSX PLN FILE FOR WX option (3L)
to either CREATE FILE (WX.PLN) or CREATE AND LOAD TO FSX. In
this case the PMDG 777 will automatically export the active FMC route
into an FSX format .pln file. This file is named WX.pln and is saved in the
default FSX flight plans directory (My Documents\Flight Simulator X files).
This file is created and subsequently updated each time the user selects
a CDU page that contains a weather data related REQUEST prompt
(RTE DATA, DES FORECAST, ALTN pages).
Note that if you want to be able to access weather data for the 4 alternate
destination airports (displayed in the ALTN CDU page) these alternate
airports must be included in the created .pln file as waypoints and be
placed anywhere between the origin and destination airports. In case the
option for automatic FSX .pln file is selected, you may also set the
INCLUDE ALTNS IN PLN option on to automatically include the
alternates in the exported flight plan file.
2. Load the flight plan file into the add-on application
Once the .pln flight plan file is created, either manually or automatically, it
must be loaded into the weather add-on application so that weather
forecasts are produced for each waypoint of the flight plan.
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You can automate this process if you are using Active Sky Next. Set the
FSX PLN FILE FOR WXR option at LSK 3L to CREATE AND LOAD TO
FSX and at the same time set the Active Sky Next "Auto load simulator
flight plan" option in Settings > General Options. (screenshot on the next
page) In this case the PMDG 777 will automatically create the .pln file and
then load it into FSX triggering an automatic loading of the FSX flight plan
into Active Sky Next. This may work with other add-on weather
applications if they provide a similar option for automatically loading the
simulator flight plan.
3. Create the WX file in PMDG\WX folder

Most of the add-on applications (currently confirmed for Active Sky 2012,
Active Sky Next, PFPX, Opus FSX, and FS Global Real Weather) will
automatically create the WX file in the required format and place it in the
[FSX]\PMDG\WX folder. In this case you are now ready to make the
REQUEST from the relevant CDU page and the data will be retrieved.
If the add-on application you use does not yet support automatic creation
of the required WX file, you must extract the wind data manually and
create the file yourself. For details see the PMDG-WIND-DATAREQUEST-readme.txt file in the FSX\PMDG\WX folder.
Important Note:
If you have an add-on application running but the required WX file is not
created because you have not followed properly followed the steps
described above, the 777 PMDG will try to retrieve weather data directly
from FSX. Since the add-on applications generally only set the FSX
weather for an area of 60-100 NM around the current aircraft position and
clear the weather in the rest of the world, you will get wind data only for a
few waypoints ahead, some of the alternate destinations (depending on
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distance) and, unless the destination airport is in range, no data at all for
the DESCENT FORECAST (you'll get an INVALID FORECAST UPLINK
message on the CDU).
Tip:
When you request waypoint winds or descent forecast data for the first
time (the relevant CDU pages contain no data), wind data will be retrieved
for a predefined set of 4 altitudes depending on the cruise level.
Subsequent requests will update the wind data for these altitudes.
If you want to get data for a different set of altitudes you can delete the
altitude rows that you are not interested in and enter new desired altitudes
without making any wind data entry. On request, wind data for these
altitudes will be retrieved.
777 FLY-BY-WIRE (FBW) SYSTEM CHANGES

With the release of the SP1 update, our simulation of the 777 fly-by-wire
system has changed significantly from how it operated in the original
release version of the product. The deep inner workings and logic of this
part of the aircraft are a closely guarded secret and unfortunately some
wrong information about its operation was funneled to us during the
original development of the product by what appeared to be a highly
credible source. This information led us to believe that the system
operated in a manner that it doesnt in reality.
Pitch speed stability and FBW theory:

The immediate major effect you will notice in SP1 is that you now have to
trim for all airspeed changes while handflying, just as you would in any of
Boeings mechanically-linked aircraft like the 737 or 747. The difference is
that on the 777, the use of the yoke trim switches in-flight actually
commands the FBW system to select a new trim reference airspeed
within the primary flight computers. They do not command the stabilizer
directly unless on the ground or in the degraded secondary or direct
modes. The rate of change is approximately 10 knots of trim reference
speed per 1 second of trim switch application. For example, if you
accelerate from 250 knots to 300 knots in manual flight, you will need to
input approximately 5 seconds of nose-down trim for the reference speed
to move from 250 knots to 300 knots, a 50 knot change. This is now
modeled correctly and there are no situations under manual flight where
the aircraft will autotrim or otherwise change the trim reference speed on
its own.
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The precise pitch speed stability behavior of the FBW system was
extensively tested and tuned during SP1 development via observation in
level D full-flight 777 simulators and on the real aircraft. With hands off the
controls in an out of trim state, the real airplane exhibits a tendency to
pitch in the direction that will return it to the trim reference speed. It was
common in our real life tests when increasing or decreasing airspeed with
thrust held constant to see the airplane go into whats known as a
phugoid oscillation pattern when out of trim. It pitches up until slower
than the trim reference speed, then pitches down until faster than it and
repeats this cycle, with the oscillations becoming smaller and smaller until
the aircraft settles back at the trim reference airspeed. We have modeled
this type of out of trim phugoid behavior to the best of our abilities within
the confines of FSX in SP1.
Remember that in the real airplane this is all a simulation of sorts
occurring within the primary flight computers. Its under computerized
FBW control at all times but simulates a normal mechanically linked
airplane. The 777 FBW pitch algorithm at its core is whats known as a
C* (pronounced see star) control law that actually is virtually identical to
what Airbus aircraft use in their own FBW systems. Boeing, however,
added additional functionality on top of this base level C* law to cause it
to simulate a conventional airplane with control forces and phugoid
tendencies that requiring trimming to alleviate (the 777 control law is
called C*U see star you with U representing the speed stability
function). All of this is now properly simulated in SP1. You truly have a
simulation of a simulation inside a simulation now with the way this
system of the airplane is modeled within FSX.
Bank compensation:
A prime culprit in the impression that the original version was
autotrimming all the time was a misunderstanding on our part of how the
bank compensation feature of the 777 FBW actually works. Previously,
the system was holding the last flight path angle of the airplane when it
was put into a bank, regardless of its trim state. The real aircraft only
compensates for the component of pitch change in turns stemming from
the natural aerodynamic tendency for the airplanes nose to drop due to
the turn itself, not the entire pitch axis tendency including out of trim
forces from being above or below the trim reference speed. This has
been tested and verified on the real aircraft and the simulated airplane will
now feel out of trim and need trim application while banking in an out of
trim state in SP1.
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Control force simulation:

SP1 simulates the build-up of force or pressure on the control column as
airspeed deviates from the trim reference speed. You will notice reduced
elevator authority in the direction that opposes the trim force as a stand-in
for the physical force that exists in the real airplane. This was the best
compromise we could make for something that is inherently difficult to
simulate without a sophisticated force feedback hardware system. As you
trim in SP1 you should feel the elevator effectiveness move back to
normal authority.
There are several other situations that will also result in control force
loading:
During rotation at takeoff as the pitch approaches the tailstrike

limit.
Flare compensation mode below 25 feet radio altitude. The FBW

commands the nose down slightly during flare to prompt the pilot
to pull back on the yoke. This is done because the C* control law
doesnt normally take ground effect into account.
When the aircraft exceeds 30 degrees of bank (this is felt in the

roll axis).
When the aircraft is near the flight envelope limits (stall,

overspeed, or g-limits based on flap and gear configuration)
The real airplane maintains full elevator and aileron authority at
all times but it takes an increasing amount of force by the pilots
arms on the controls to attain it as the loading increases.
Configuration change compensation:

The 777 FBW system compensates for the adverse pitch effects of
aircraft configuration changes including:
Flap extension and retraction.
Landing gear extension and retraction.
Speedbrake/spoiler use.
Thrust changes where there is no airspeed change (for instance

beginning a climb)
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As with the bank compensation feature, these functions exist on top of the
speed stability layer and these compensations will no longer result in the
cancelation or autotrimming of the entire pitch tendency of the airplane if
done when in an out of trim state as they did previously.
Stall and overspeed protection

It is no longer possible to trim the airplane into an overspeed or stall
condition. The real airplane will only go into the stall or overspeed range
with considerable force on the control column, not with trim application.
Blip trim:
The real life 777 has an undocumented feature pilots call blip trim that
allows for very precise setting of the trim reference speed to the current
airspeed. If the current airspeed and the current trim reference speed are
separated by 5 knots or less, a short momentary application of the trim
switch in either direction will automatically set the trim reference speed to
the exact current airspeed. This feature is extremely useful for fine tuning
once the aircraft is close to being in trim and we have simulated it in SP1.
FBW assists for the FSX environment:

SHOW FBW TRIM REF SPEED option
To assist PMDG 777 pilots in understanding and operating the FBW trim
system in the desktop simulator environment where physical control
forces arent present, we have implemented a new global simulation
option called SHOW FBW TRIM REF SPEED found in the FMC options
under MENU > PMDG SETUP > OPTIONS > SIMULATION on page 1.
This option adds a cyan -FBW marker to the PFD speed tape that shows
the precise location of the current FBW trim reference speed. If the speed
is offscale, the actual numeric speed shows next to the marker, similar to
how an offscale landing reference speed is shown in green. The trim
reference speed will be shown any time the option is turned on and the
aircraft is in-flight while being handflown above 100 feet radio altitude.
The trim reference speed does not show during autopilot use, since the
AFDS takes full control of trimming.
Joystick FBW null zone options
Two new global options have been added for tuning the null zone for
engagement of the FBW flight path hold mode of the system after release
of the controls, both in the pitch and roll axes. These options are intended
to simulate the aspect of the real life system whereby the controls must
be deflected with a certain amount of force to push the FBW system out
of its hands-off path following and speed stability modes and into fully
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manual control. During testing it was noted that there was a large
variance in how much deflection was needed depending on the specific
joystick in use and that often the system would remain in manual control
mode even with the joystick released. If you experience the airplane
acting as if the speed stability out of trim function never engages to cause
the aircraft to pitch to return to reference speed, play around with these
settings your joystick likely needs different values than the defaults.
The options are located at MENU > PMDG SETUP > OPTIONS >
SIMULATION on page 2/7 and are labeled CTL COLUMN NULL ZONE
and CTL WHEEL NULL ZONE (for pitch and roll respectively).
A note on low weight takeoff trim settings
The 777 (particularly the 200LR) is prone to very nose down takeoff trim
settings at low gross weights due to the highly aft (30+%) CG. This is
most commonly encountered on short flights with light fuel loads.
FSXs flight dynamics engine unfortunately has an issue with this type of
configuration that will cause the airplane to still feel like its out of trim in
the nose down direction immediately after takeoff even with the takeoff
trim set on the numbers. When the FBW system engages at 100 feet,
there can be a noticeable pitch up motion this is simply the system
compensating and correcting for the FSX issue and not any sort of
autotrim happening. If you find this effect annoying, you can add an
extra unit or two of trim to the calculated one at low weights / aft CGs.
Even in the real world, anywhere within the green band is acceptable for
takeoff, so this isnt completely out of the realm of realistic anyway.
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PMDG 777-300ER SUPPLEMENT

Released in July of 2014, the PMDG 777-300ER product extension adds
the stretched extended range 777-300ER aircraft to the base PMDG
777-200LR/F package. There are some key additions and differences you
should be aware of when flying this variant of the airplane.
Ground Maneuvering Cameras:

Due to the extreme length of the 777-300ER fuselage, a system of three
ground maneuvering cameras were designed into the airplane to give the
pilots a visual reference of the landing gear position while taxiing for
adequately judging turns. The system can be engaged by pressing the
CAM button on the EICAS control panel as shown below:
This system was extremely difficult to model in FSX and due to limitations
in the simulator weve had to limit the camera views to a 2D popup panel
that appears in the lower left corner of the screen. This method generates
a very large performance hit due to the fact that the FSX world is being
rendered four separate times while its on. Unless you have a very high
end PC, it may be more advisable to just use spot view to taxi.
The system also requires the use of a separate partial external model,
which exists in the FSX\SimObjects\Airplanes\PMDG 777-GMC folder. Do
not modify this folder the placement of the proper textures into it is
automated by PMDG Operations Center when you install a livery and no
user interaction with the folder is required.
We noticed a tendency among viewers of pre-release beta screenshots of
the camera popup to think that wed incorrectly or poorly drawn the
frame that separates the three camera views. This is actually a digitally
drawn graphic that exists on the display in the real airplane it is not a
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physical frame. It does in fact look very simple and flat in real life, exactly
as weve drawn it in FSX.
Tailstrike avoidance:
The 777-300ER fuselage is significantly longer than the 777-200LR or
777F are and is at a greater risk for tailstrikes on takeoff and landing.
Older 777-300ER models have a tailskid installed to protect the fuselage
while newer versions of the aircraft are omitting the tailskid and relying
purely on the FBW systems tailstrike protection mode that increases
control loading to prevent the tail from hitting the ground. The latter option
reduces weight and increases maximum payload. Both options are
simulated in the PMDG 777-300ER. You will notice a distinct difference in
the feel of the 300ER vs. the 200LR/F during takeoff and landing because
of the systems more aggressive control loading.
GE90-115B engines:
Boeing offers the 777-300ER with only one engine, the General Electric
GE90-115B. This is the single most powerful jet engine currently in
existence and has the maximum thrust rating for the GE90 series. The
GE90-115BL1 variant with the takeoff bump option has been modeled
here.
Lower climb and cruise performance:

Despite its huge engines, the 300ER can be a bit more sluggish in the
climb and it generally cruises at lower altitudes than the 200LR/F due to
its higher gross weight. Its not uncommon to see a heavy 300ER max out
at FL330 or 340.
APU to pack takeoffs:

The 777-300ER comes standard with an option that allows the APU to
feed bleed air to the air-conditioning packs during takeoff so that the
engines can develop their full rated thrust without any bleed air being
siphoned off. This is important in places like Dubai where the outside air
temperature is extremely hot and 777-300ERs are constantly leaving at or
near max takeoff weight. Turning the packs off even for a minute or two
for takeoff would result in an uncomfortably warm cabin for the
passengers, so the APU to Pack takeoff option is used to keep the packs
working during the takeoff sequence.
Main landing gear differences:

The 777-300ERs main landing gear trucks are different than those on the
200LR/F in that they are cantilevered. This was done so that the airplane
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can pivot on the rear wheel pair of each axle, which increases the
clearance between the tail and the ground. This allows for a higher deck
angle at rotation and a shorter takeoff and landing distance than an
airplane of this length would normally require.
This feature of the main landing gear was painstakingly modeled and
animated on the PMDG 777-300ER external model go to spot view
during a takeoff or landing and watch it!
Things the wide beta team wanted you to know:
The 300ER is a heavier bird and is not as overpowered as the

200LR/F is. At heavier loads, it requires more thrust to break
away and maintain taxi speeds. V speeds are going to be a little
higher, climbs are going to be slower, and initial cruise altitudes
are going to be in the low 30's. All part of hauling more aircraft
into the air!
The extra length requires more oversteer during taxi. For a 90

degree turn, wait until the centerline of the taxiway passes the
window pillar by your shoulder (or the FO's) before you start
turning. Pay close attention to taxi speed and avoid entering turns
at more than 10 knots, or you're going to get NOSE TIRE
BALANCE messages on the EICAS and a horrible clatter from
the nose wheel on rotation and landing! Good runway alignment
and taxiing into the gate requires practice too.
The extra length also makes the native FSX head movement
issue somewhat worse. If you have a spare hat switch on your
joystick, map it to the fore/aft and left/right head position keys to
make correcting the position easy. After a short while it becomes
a non-issue.
The deck angle at which a tailstrike will occur on rotation is lower

than it is on the 200LR/F. While there are built-in FBW
protections to mitigate the risk, a disciplined rotation technique is
ever more important to avoid a necessary return to base.
The 300ER doesn't have the same range as the 200LR. Make
sure you are planning a route that the aircraft can actually handle
at the weight you are carrying. A tradeoff in payload vs fuel load
is required to get it to stretch its legs fully.
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Produced under license from Boeing Management Company. Boeing 777,

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COPYRIGHT AND LICENSE

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Ultra high resolution environment textures......................................... 33

My [insert passenger/VA program here] is flagging me for excessive

For Simulator Use Only

Panel Open/Toggle Cursor: ................................................................ 61

PAGE 6/13 GPWS............................................................................83

For Simulator Use Only

COLOR Options: ................................................................................... 103

FS ACTIONS MENU SYSTEM.................................................................123

For Simulator Use Only

Fire Controls Engines:........................................................................ 146

FMC SAVED FLIGHT PLAN CHANGES AND

For Simulator Use Only

THE TESTING TEAM

For Simulator Use Only

PMDG TECHNICAL SUPPORT

For Simulator Use Only

IMPORTANT READ THIS PAGE

Please read pages 21 through 39 of this manual even if you dont

Installation and license activation instructions are on page 22 of

Liveries are downloaded and installed (among many other

Payload and Fuel loading and aircraft options selections are

If you need to reinstall your operating system, are upgrading your

For Simulator Use Only

THIS IS NOT YOUR NGX ON STEROIDS

For Simulator Use Only

For Simulator Use Only

information to help you learn how to operate this simulation effectively.

For Simulator Use Only

GETTING FSX SET UP FOR THE

Yes, You Really Should Read This:

For Simulator Use Only

Optimal Installation of FSX:

Do not install FSX into the default installation directory: When

For Simulator Use Only

Choose a modern, 64-bit Operating System: We strongly

PMDG has experienced numerous issues with the Windows

Disable User Account Control (UAC). This requires

Make sure FSX is installed in its own folder such as

Always run FSX with the right click Run as administrator

Do not let your antivirus software actively scan FSX: While we

For Simulator Use Only

FSX loads thousands upon thousands of graphic files and

Enable Show hidden files, folders, and drives

Disable Hide extensions for known file types

For Simulator Use Only

HIGHMEMFIX will prevent you from seeing a skeleton airplane under

FSX In-Game Settings:

Advanced Animations: Check this box in order to see the full

Cockpit tooltips: Set this checked on to assist with special knob

For Simulator Use Only

Note: See the section on aircraft bouncing on page 41 if you experience