Different from the NG so this is why I'm surprised. Some reason I thought Boeing would just use the same A/T technology for the 777. Anyhow I'm sure I will be able to set my throttle properly so I get good results using the feature.

It's not really different from the 737 at all. In the NGX, and on an idle descent it will show arm in the FMA and the pilot will control the throttles. The only time the A/T will control speed with vnav is in a geometric segment (between two alt constraints for example).

It's not really different from the 737 at all. In the NGX, and on an idle descent it will show arm in the FMA and the pilot will control the throttles. The only time the A/T will control speed with vnav is in a geometric segment (between two alt constraints for example).

 

Really?  I never touch the throttles unless on visual.  Hmm I should check out my options settings tonight and find the throttle/hardware controls.  

Are you sure this isn't just one of those "737isms"? The 777's A/T should allow you to fly manually and it provides underspeed protection. It also retards automatically even without A/P engaged.

 

The 737 "requires" that you disengage the A/T because of the thrust-pitch coupling. When its A/T changes the thrust setting the pilot or A/P must compensate the plane's tendency to change its pitch. This problem is alleviated in the 777 by the FBW system.

 

 

Preston, sorry you're actually quite right. I'm going to go ahead and blame a lack of sleep over the past 3 days! Thanks for the clarification. :blush:

Preston, sorry you're actually quite right. I'm going to go ahead and blame a lack of sleep over the past 3 days! Thanks for the clarification. :blush:

Mark, I have a feeling that once the 777 is released to the rest of us, no one on this forum is going to get any sleep!  :lol:

Different from the NG so this is why I'm surprised.  Some reason I thought Boeing would just use the same A/T technology for the 777.  Anyhow I'm sure I will be able to set my throttle properly so I get good results using the feature.

 

The NG and 777 were designed by two different departments/teams at Boeing and have quite a few differences in the avionics. The FMC for instance is quite different with respect to the descent and approach - it does not attempt to propagate the deceleration to landing reference speed back through the path. It places a standard advisory 210 knots at the first approach waypoint and 170 at the FAF. It's up to the pilots to speed intervene and slow to the actual reference speed. The 747 and 757/767 work exactly the same way. This is "Big Boeing" methodology/philosophy and it is somewhat different from what you're used to with the NGX.

The NG and 777 were designed by two different departments/teams at Boeing and have quite a few differences in the avionics. The FMC for instance is quite different with respect to the descent and approach - it does not attempt to propagate the deceleration to landing reference speed back through the path. It places a standard advisory 210 knots at the first approach waypoint and 170 at the FAF. It's up to the pilots to speed intervene and slow to the actual reference speed. The 747 and 757/767 work exactly the same way. This is "Big Boeing" methodology/philosophy and it is somewhat different from what you're used to with the NGX.

 

Thank you, Sir, for the even more in depth Boeing philosophy details!  Are you up this early to prepare for *something* or just getting up early? :ph34r:  

Push your hardware throttle fully forward into the Null zone instead of leaving it partial thrust as the TO/GA mode rolls up to takeoff thrust. That way your hardware throttle is technically sending either 'full thrust' or 'no information' to the sim. 

 

Unfortunately it seems that the NULL zone in my throttle (CH Pro Throttle) is not at the full forward/backward positions, but at the center, as if it was a joystick. If I increase the null zone in the FSX control settings, I get a wider null area at about 50% N1, while in 1 takeoff out of 2 I don't manage to avoid the thrust going to full after HOLD engages, with the throttle pushed all the way forward. On the other end, I would like to avoid the A/T override, since it is not realistic that, during a rejected takeoff, you have to disconnet the A/T before bringing the thrust levers to idle.

You could use the blue hardware throttle position indicators to line up your hardware throttle with the actual thrust before it goes to HOLD. After take-off, the A/T will go back into THR REF anyway.

Quick question, do you arm the spoilers on takeoff or you leave it be just like the 737? I remember getting a takeoff config in the 737 the first time (had the spoilers armed) and after some researching it turns out the spoilers have to be manually deployed while its armed for takeoff on an Airbus. 

Quick question, do you arm the spoilers on takeoff or you leave it be just like the 737? I remember getting a takeoff config in the 737 the first time (had the spoilers armed) and after some researching it turns out the spoilers have to be manually deployed while its armed for takeoff on an Airbus. 

Nope, no need to arm spoilers for takeoff.

 

 

Here is an RTO in the Virgin Australia T7 sim.

Nope, no need to arm spoilers for takeoff.

 

Gotcha, thanks. One last question though, there is no "off" position for the gear I'm assuming since it doesn't seem to be labeled on the panel so is it safe to assume that function is automatic on the 777?

Gotcha, thanks. One last question though, there is no "off" position for the gear I'm assuming since it doesn't seem to be labeled on the panel so is it safe to assume that function is automatic on the 777?

You assumed correct.

 

The EICAS landing gear position indication changes to UP for 10 seconds and then blanks. With the landing gear retracted and all doors closed, the landing gear hydraulic system is automatically depressurized.

You assumed correct.

 

The EICAS landing gear position indication changes to UP for 10 seconds and then blanks. With the landing gear retracted and all doors closed, the landing gear hydraulic system is automatically depressurized.

 

Thanks again. The ECL is going to be nice and even though I try to run my checks as realistically as possible once in awhile a step gets accidentally skipped but thankfully its a minor thing here or there (such as seat belts for descent) especially when you are exhausted from a red eye trans con but the ECL makes it obvious if you missed something.

Quick question, do you arm the spoilers on takeoff or you leave it be just like the 737? I remember getting a takeoff config in the 737 the first time (had the spoilers armed) and after some researching it turns out the spoilers have to be manually deployed while its armed for takeoff on an Airbus.

 

It seems you may be a little confused about the spoiler logic on the bus.

 

Will deploy automatically if....

 

1. Spoilers are armed

2. Aircraft ground speed is above 72 kts.

3. Thrust levers are brought back to idle.

It seems you may be a little confused about the spoiler logic on the bus.

 

Will deploy automatically if....

 

1. Spoliers are armed

2. Aircraft ground speed is above 72 kts.

3. Thrust levers are brought back to idle.

I think he was saying in the 777 they need to be manually deployed, whereas in the Airbus they are armed. Just the absence of a comma (,) made it sound like you still need to deploy them manually when armed on an Airbus B)