• The click sounds of the RUNWAY TURNOFF, TAXI and STROBE light switches on the overhead panel are barely audible.
• I always seem to get GLIDESLOPE warning messages shortly before touchdown, even when the PAPI lights are two red and two white. I end up floating a bit further than I should when I try to compensate!
• The PARKING BRAKE lever in the 737 is a nice, chunky affair. So why does the parking brake in the 777 look like something that has fallen out of a cheap Christmas cracker?
• That EFB suction cup smudge on the captain's window can be annoyingly obvious in direct sunlight

Other than those little gems, I am enjoying my very, very short hauls in this beast

The sounds have been a big disappointment for many on the Triple. Since they admitted they used some recycled sounds from P3D. Boris has said he knows someone who is doing a sound pack so hopefully it will make it better.

18 minutes ago, carlanthony24 said:

 Boris has said he knows someone who is doing a sound pack so hopefully it will make it better.

Boris not doing the sounds for the 777 oh boy that's a letdown.

Edited March 2, 20251 yr by JBDB-MD80

I honestly wish they completely recycled the sounds from P3D. I always thought the 777 sounded fine in FSX/P3D. Now it just sounds weird. 

When you say "weird", are you talking about the sounds in the cockpit? If so, which sounds? The engines? The switches? AC?

Edited March 2, 20251 yr by Christopher Low

1 hour ago, Christopher Low said:

• The click sounds of the RUNWAY TURNOFF, TAXI and STROBE light switches on the overhead panel are barely audible.
• I always seem to get GLIDESLOPE warning messages shortly before touchdown, even when the PAPI lights are two red and two white. I end up floating a bit further than I should when I try to compensate!
• The PARKING BRAKE lever in the 737 is a nice, chunky affair. So why does the parking brake in the 777 look like something that has fallen out of a cheap Christmas cracker?
• That EFB suction cup smudge on the captain's window can be annoyingly obvious in direct sunlight

Other than those little gems, I am enjoying my very, very short hauls in this beast

With respect to your GLIDESLOPE warning message. This is purely a function of your being displaced from the ILS Glidepath (Precision approach such as an ILS). PAPIs are used when conducting Non ILS or visual approaches. The ILS GP and the PAPI are not necessarily coincidental…infact rarely. When conducting an ILS approach fly the electronic GP then visually transition to the touchdown zone. When flying a non-ILS approach transition to the PAPI then touchdown zone. 

It seems to be a lot more sensitive to this than the 737-600.

8 minutes ago, Christopher Low said:

It seems to be a lot more sensitive to this than the 737-600.

The 777 has a more pronounced ground effect than the 737. It comes into affect earlier (bigger wingspan) and requires quite a positive forward check on the yoke. I’m not sure how well this is modelled in MSFS. Try observing an auto land and note what you see with respect to pitch and PAPI indications. Keep in mind that the scenery dev may not have placed the PAPIs in the correct position either.

Edited March 2, 20251 yr by cowpatz
Typo

1 hour ago, Christopher Low said:

•  
• I always seem to get GLIDESLOPE warning messages shortly before touchdown, even when the PAPI lights are two red and two white.

Can you elaborate more on this, please? Also, do you get the same warning when you do an autoland?

 

On another note, GS vs PAPI/VASI are not identical regarding vertical guidance.  

18 minutes ago, cowpatz said:

The 777 requires quite a positive forward check on the yoke. I’m not sure how well this is modelled in MSFS. 

Actually, there is no forward movement on the yoke. Plus that the 777, like the 748, has flare assist. Between 40 and 60 feet above the runway, when the aircraft enters ground effect, flare assist will engage. By reducing lift, the spoilers help transfer the aircraft's weight onto the landing gear and prevent tail strike.  This Flare Assist system helps pilots achieve consistent safe, soft landings.

Flare assist needs more tweaking like many other items.

47 minutes ago, LRBS said:

Can you elaborate more on this, please? Also, do you get the same warning when you do an autoland?

 

On another note, GS vs PAPI/VASI are not identical regarding vertical guidance.  

I hear a GLIDESLOPE callout warning on most approaches when I am two or three hundred feet above the ground, but sometimes it is difficult to determine whether I am slightly too high, or slightly too low. Whatever the case, I always seem to stay slightly too high when crossing the threshold (or at least......slightly too high for my own liking).

I have no interest in Autolands. I have never done one, and I doubt that I ever will.

Passing 100 ft AGL, or so, there is a tendency for the aircraft to want to balloon slightly above the GS. When hand flying this does require slight forward pressure to stay on the GP. During the flare the FBW will input a slight nose down command. This is to provide landing characteristics similar to other Boeing aircraft. The nose down command allows the pilot to apply normal aft control column force during the flare. 

6 minutes ago, Christopher Low said:

I have no interest in Autolands. I have never done one, and I doubt that I ever will.

I’m not sure what the issue is that you have with an auto land. Simply capture the ILS with the autopilot and that is essentially it. Doing this you can then see what the aircraft does and where you are going wrong. The only caveat to that is that during an auto land it tends to start to flare noticeably higher than one would do when manually flying.

1 hour ago, Christopher Low said:

I hear a GLIDESLOPE callout warning on most approaches when I am two or three hundred feet above the ground, but sometimes it is difficult to determine whether I am slightly too high, or slightly too low. Whatever the case, I always seem to stay slightly too high when crossing the threshold (or at least......slightly too high for my own liking).

I have no interest in Autolands. I have never done one, and I doubt that I ever will.

I understand. The reason for asking about autoland was to help you determine what is actually happening and evaluate the approach. It does really help a lot. In real life, when we do the initial operating experience, we demonstrate one or two autolands before anything else. Your call. Happy landings.

1 hour ago, cowpatz said:

When hand flying this does require slight forward pressure to stay on the GP. During the flare the FBW will input a slight nose down command. 

I want to share that the real airplane does not exhibit that tendency, especially if it is trimmed correctly or the autopilot is disconnected at lower altitudes. Fly-by-wire under flight control law will input a slight nose-down command when the aircraft may tend to pitch up, accelerate, or deviate from the target speed. Unfortunately, PMDG didn't get this right. The actual airplane doesn't do this unexpectedly as they coded, the airplane is very stable and fun to fly.