hilly32

Hi all I've run through the tutorial a few times and I can't seem to find the specific instructions for how to taxi after landing. (Edit: To be fair the tutorial does say there would be more detail in Tutorial 2) For ref: I have my A/T MANUAL OVERRIDE set to IN HOLD MODE ONLY. I have seen posts where people complain they cannot use the throttles manually for taxiing. I have the same issue, but only after landing. The other posts seem to cover takeoff and landing and seem to talk about using a throttle quadrant and FSUIPC. I use FSUIPC but I don't have a throttle quadrant. I use F1-F4 for the throttle. I am happily able to use the throttle manually to taxi to the runway and even set the 40% N1 before TOGA using the throttle with the A/Ts engaged. However, after landing I disable the A/P using the double click on the control column, but after I've rolled out onto the taxiway and slowed, if I try to increase throttle the A/T the levers return to idle. So my question is, is this normal behavior and in reality I should be disabling the A/T after I roll out onto the taxiway or am I doing something wrong? Could I be encountering the same FSUIPC conditions that the other posts are experiencing? Thanks for any guidance.

I've been looking a bit into the differences between the 200LR and the 300ER for takeoff purposes, primarily because Topcat doesn't have the 300ER as an option. I will premise this post by saying I am not a pilot, just an enthusiast and as such I am sure I am prone to reading and then quoting something that is likely wrong... So please don't hit me too hard when what I ask might seem very silly amongst those that know far more about the real 777 than I do. That said, here we go: PMDG have the 200LR with 110B1 engine at 110K thrust and the 300ER with the 115B engine at 115K thrust. I suspect that this is one of the reasons, as well as the airframe being different, that Topcat 200LR can't be used for the 300ER. Probably simple. When I look at Boeing's website it seems that they now list the 115B engine as the one available on 200LRs. I don't know if any customers have this engine in their 200LRs, but given the seemingly small difference in thrust and the fact that GE don't appear to offer the 110B1 (per their website), I wondered what overall difference it really makes? So I'm curious... Since PMDG have modelled both the 110B1 and the 115B engines and if from the recent 747-8 post, have even modelled 4 x 110B1 engines on a 747 as well, is it possible for me to equip my 200LR with 115B engines? I looked in the aircraft.cfg file and saw the different thrust lines, but also saw the comments about thrust being handled in code. I kind of suspected that, I didn't imagine the engine configs could be changed by simply changing one number. My question is this, is there a way, without taking the model apart, to put the 115B engines on the 200LR model? No is an acceptable answer, I was just wondering if it was possible at all. On a separate question, in terms of topcat performance for optimum thrust, how far apart is the 200LR and the 300ER? I saw another another post from a user who used the 200LR recs for his 300ER. I'm sure that works, I'm just curious as to how realistic it is. For what it is worth I don't follow a specific airline, I like to fly my 777 as a VIP plane with very few passengers, optimized for long range. Thanks for any help/guidance

Thank you for the help, I tried this tonight on a CPT3F out of EGLL. I decided to give myself a FL240 clearance soon after takeoff. I set the MCP FL240 and hit the altitude button. That cleared the first restriction, (There are three out of CPT3F, 3K above, 4K above and then 6K at CPT), hitting the altitude a further two times cleared the remaining two restrictions and I stayed in VNAV. This looked good to me, but wanted to check this was still what was expected. Andrew Hill

I'm just curious as to why you use the 777F in TOPCAT for your -300ER settings? I'm not a real world pilot and I am only a casual simmer, but from what I can see the -300ER has GE90-115B1 engines and while the 777F has the option for GE90-110B1 or GE90-115B1 engines, both TOPCAT and PMDG appear to have used the 110B1 engines in the -200LR and the 777F. Again, i'm not a real world pilot. Is there something about the 777F config in TOPCAT that would make it usable for the -300ER or is it just your own personal preference? Regards Andrew Hill

When flying a SID that has altitude or speed restrictions (I often fly out of EGLL on BPK/BUZAD/CPT), I was wondering what the correct SOP for ATC instructed commands are. For example, CPT out of EGLL has 6000 feet restriction at Compton that ATC will often allow you to exceed. I see two options in the 777: 1: Select the cleared altitude in the MCP and select FLCH to fly to it until you are passed CPT and then resume VNAV. 2: Remove the restriction in the CDU LEGS page and execute it to remain in VNAV but allow the climb. Either seems to work, I was just wondering which is the real world procedure, or is there another procedure I can't see that is actually used? Regards Andrew Hill

Hi - Second question of the night! :-)I like the Royal Saudi livery very much but I also like using the TOPCAT tool for takeoff performance. TOPCAT only has the GE engine option. Is there a way to change the engine on the Royal Saudi Livery? I'm not worried if there are visual model differences between PW and GE, rather I just want the flight dynamics of the GE engine.Sound Possible?Andrew

Hi - From what I can tell the actual variant modeled in PMDG is the basic MD-11 with the heavy takeoff option, presumably the PIP program. The question I have is, is it possible to emulate the MD-11ER that had the additional 3,000 gal fuel tank by adjusting the fuel tank sizes in the Aircraft.cfg files and then just not using all of the forward cargo to compensate? Or is their logic elsewhere in the program that will cause this to fail (like not actually being able to refuel those large tanks because the FMS uses separate logic)?ThanksAndrew