Los Pilotos

This is the line from one of our 77L's -B77L/H-SDE2E3FGHIJ3J5M1RWXYZ/LB2D1 -PBN/A1B1C1D1L1O1S2T1 NAV/RNVD1E2A1 DOF/XXXXXX REG/A6ZZZ SEL/YYYY RMK/NRP HAR TCAS ADSB)

If it's only a status message there is no checklist otherwise you would have had an EICAS message. Now what has failed is a circuit that monitors engine overheat conditions. Mel interval C 4 installed 0 required.

What Luke didn't say was that we actually have to pay the $150m to get access :ph34r:

It's the on/off button for the class 2 efb

We turn it on during taxi out when we receive the cabin ready and turn it off again when vacating the runway after landing. There is no rule who has it on but it tends to be the PF when there is weather around.

Then you should try and cram in a push for mtow by load control but even with apu-to-pack and takeoff bump on a 38 degree day you'll only get to some 345t .. but it is truly an amazing plane! Now if they would only come out with the 777X so we can fill every seat and cargo hold and still make it from DXB to IAH :wub:

We dont use a fixed schedule but if you aim to be at 10.000ft at 250kt around 30nm from the airfield it's a good start. Select F1 and slow to F1 speed at around 4-5000ft, F5 and F5 speed at on base leg (or at around 3-4000ft), select gear down and F20 and F20 speed at around 2500ft and then F30/F25 (if light) around 2000ft. That will give you a nice stable approach and as you get more comfortable you can then adjust as necessary.

If I was you i'd switch to running bootcamp instead. windows and fsx really needs to be run directly on the hardware not in emulation like fusion or parallels. I run on the previous gen iMac and i get very good performance.

starts on pg 199 in the 777 fcom v1 supplied when you bought the pmdg 777 :-)

You may want to look at FCOM vol 1 page 199-253 where the normal amplified procedures are including flows and when to do the appropriate electronic checklist.

Check the failures pages in the fmc to see if there is an active failure maybe based on lack of maintenance

This is unfortunately a problem with the FSX ground friction model that the team cannot do anything about (I know because I flagged it during the initial development). It was modified but any further tweak would have a lot of other consequences which i'm not even sure about so this is a the best compromise we could get. Normally at light weights you wouldn't even need any thrust to start taxiing and even at heavy (max tow) you only need idle once you're moving.

You have to register again

First if I was you i would start by signing my post with my full name as per the forum rules. Next I would go to http://support.precisionmanuals.com and create a ticket directly with PMDG as they are the ones who can help you.

Chicago is twice a week via Copenhagen on thursdays and sundays even though it's not on the list.

Hi It's a known bug corrected in the next service pack

I just had a look on our charts (effective 08-Aug-2013) and the dumol star is no longer in use and as far as i can see looking at the chart you most likely looked at (from 2004) the dumol star is replace by the betty 2a/b star with a carso transition. I haven't checked in the nav database and why it would be in the aivlasoft efb you'll have to ask them (did you update the navdatabase for the efb? if not that may explain why).

36-11-02 High Pressure Shutoff Valves (HPSOV) 36-11-02-05 -200LR/300ER One may be inoperative provided: a. Inoperative HPSOV is locked closed. b. Opposite engine bleed system operates normally. c. Both outflow valves operate normally. d. Associated engine bleed air is cycled OFF, then ON at 55% N1 or greater before takeoff.

Yes I would consider this very possible without any safety issues. A 9 hour flight would be around 80 tons of fuel (give or take). With a DOW of 165 and MTOW of 285 that leaves around 40 tonnes for payload. Say 350 pax @ 88 kg is 31T which leaves 9T for luggage which leaves 25kg per person so yes possible in my oppinion. (ours have 266 seats so figures would be 23.4T for pax so 16.6T for luggage/cargo). again this is on a standard isa day. If for instance it is warmer (30 degrees) with a lower pressure (995) but with a 5kt headwind figures would be: 280155, F20, V1 151, Vr 146, V2 156. Also APU-to-Pack would give an extra 1 tonne

I've just run the figures on a standard day (15 degrees, qnh 1013, sea lvl) with 0 wind and it comes out with a max tow of 286548kg with flaps 20, v1 143, vr 148, v2 157 for a 2000m runway

If you press toga more than once it will disarm lnav and vnav and they will only be available again above 400ft. As for not getting the auto throttle to spool up make sure they are both armed, advance thrust levers to around 55% N1 and let them stabilize before pushing either toga button (or the click spot) ONCE and they should advance.

It has all to do with controllability. Remember the the 200LR/F was developed from the original 200 with same fuselage and vertical fin. Now when you add engines with 45% more power you will have a potential much bigger thrust asymmetry in case of an engine failure hence to maintain a margin to Vmca Boeing added a Vref and V2 floor of 137kt. So if you at F25 have the same approach speed as on F30 the only real difference is the added drag of F30 which on landing is about 20 meters. If this floor had not been in place the real Vref speed for an empty 200F would be closer to 117kt resulting in a very low pitch angle (flying 20kt too fast really) and using F25 will help here as well as now we're only talking about 12kt too fast.

If you look in the QRH Performance inflight 30.4 (page 560) you will see that at Sea Level the ref speed for F30 is 137 up to 220t and only then does it start to increase and with a MLW of 223T it would be 137kt for all ranges. At low weights we often use F25 to prevent at float during landing as the landing distance is only marginally increased at these low weights. For the 200F the increase in MLW will give you up to 149kt ref speeds. So to sum it up, this is perfectly normal and in line with what we see flying the real 77L and 77F.

The valves takes quite a while to move from closed to open so all you can do is hold them at open in turn and check on the upper eicas screen to see when they are vertical.

I'm running the PMDG 777 on a 2012 iMac (3.4GHz Quad-core Intel Core i7, Turbo Boost up to 3.9GHz, 8GB 1600MHz DDR3 SDRAM - 2x4GB, 768GB SSD, NVIDIA GeForce GTX 680MX 2GB GDDR5) and I'm getting 30 fps (locked) around OMDB (Fly Tampa) running Windows 7 64bit under BootCamp with lastest nvidia beta drivers.