The systems really aren't any different - there's an option for different fuel tank configs, but that's really it.

 

So from your point of view as a developer, it's just what you said and a slightly different external model that are the main changes? Does that mean different variations of the B777 shouldn't take too long to develop and release?

The systems really aren't any different - there's an option for different fuel tank configs, but that's really it.

 

So, is that a yay or nay? 

FedEx Express 77L GE90-115B.

 

LR: Long Range (Ultra Long Haul)

ER: Extended Range (medium-Long Haul)

 

The Best in the world is 77L

 

 

The systems really aren't any different - there's an option for different fuel tank configs, but that's really it.

 

 

So from your point of view as a developer, it's just what you said and a slightly different external model that are the main changes? Does that mean different variations of the B777 shouldn't take too long to develop and release?

As I understand, Tabs only refers to the internal systems of the plane (computer systems). The models themselves I would guess take much longer because you will need different lift/drag models, different engine thrust models etc. due to bigger wings, bigger engines etc.

The most time consuming feature of the ER that PMDG would have to do is the new performance data for the 3! engine choices. That would be a significant task.  Yet I still hope they do the model as it is very widely used by the major airlines around the world.

 

 

The Best in the world is 77L

Not really true.
Performances are good on dry runways but can decrease extremely fast on wet runways.
The difference on the maximum landing weight (performance weight not structural) between dry and wet can be up to 30T. 1KT of tailwind can decrease the Max Landing weight up to 50T.
We calculate OLAW on each flight to FMCZ and depending on the runway in use and the runway and weather conditions, it can be a "NO GO" for the flight.
The approach speed is also "high" on the 200LR (around 140KT) and does not vary on high landing weights.

 

Not really true.

Performances are good on dry runways but can decrease extremely fast on wet runways.

The difference on the maximum landing weight (performance weight not structural) between dry and wet can be up to 30T. 1KT of tailwind can decrease the Max Landing weight up to 50T.

We calculate OLAW on each flight to FMCZ and depending on the runway in use and the runway and weather conditions, it can be a "NO GO" for the flight.

The approach speed is also "high" on the 200LR (around 140KT) and does not vary on high landing weights.

Thanks for detail !

 

He beat the world record.

Would be really nice, if the -200ER is included in the base back :Raised Eyebrow:

Would be really nice, if the -200ER is included in the base back :Raised Eyebrow:

I think for Expansion

On the 15th march previews, Robert said that depending on how long testing takes, they may include the ER into the base.

 

So I would support the OP in his question

Love the 200ER and want to fly real routes. Need it for KLM flights

On the 15th march previews, Robert said that depending on how long testing takes, they may include the ER into the base.

 

So I would support the OP in his question

He can change his mind

He can change his mind

 

what?

Gents-

 

Ryan may have over-simplified his answer a bit- so I'm going to clarify here.

 

From the perspective of the pilot, the LR and ER are the same airplane.  They do not require any fundamentally different behaviors to operate.  Follow the checklist, obey the limitations and speed predictions- and they are all the same airplane.

 

From a SYSTEMS perspective there are some differences in these birds.  Most of those differences are invisible to the crew (Excepting the additional fuel tank switch) but are still significantly important.

 

For example, the LR and the ER both have logic in the fuel jettison system that is designed to protect the CG limits of the airplane- but the manner in which they do this is vastly different between the two airplanes.  (Yes- we have the jettison logic for all the 200/300 types coded...)

 

There are subtle differences in other systems as well- and they will be the sorts of things that line mechanics working with procedures tables will notice and appreciate.

 

From your perspective as a user- the airplane will behave precisely as the book says it should in terms of system operation- but then we also have different L/D curves to work out for the different wing design of each variant, and also unique engine models to include not only fuel burn and thrust but also the inertial response to thrust changes...  the big bore GEs spool at very different rates than, say the original PW engines...  This of course also requires that we establish the control law for the fly-by-wire system and the predictive tables for the FMS.

 

All of these things get modeled- so it isn't a matter of simply slap-dashing an engine thrust change and some visual graphics into the product...

please i just want a STRAIGHT either a YES or a NO, will the 200ER released even if it is at a later time