GE90110B

I'm going to assume sarcasm on that one.

Tom, Thank you for all you have done and will continue to do for the flight sim community and AVSIM. I can only wish the best for you and your family during this difficult time.

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For a minute I thought... but alas it's almost certainly an April fools joke. So cruel...

I don't think you can simply extrapolate how long a 1.x beta takes and then equate that with the beta period of a 2.0 release. There is going to be a lot more ground the cover on the 2.0 beta test than a smaller changes made in a 1.x release.

Thanks for reposting. Although I think you might be in violation of the P-56 airspace restriction:)

While not applicable on the 777, it seems like Airbus and Boeing are moving toward forcing built-in EFB's on their new aircraft. All the 787 and A380 cockpits I have seen include a class 3 EFB.

PMDG uses AWS (Amazon Web Services) for all their file hosting, so any download issues would not be their's per-se. I would concur with Tom and run a tracert to the download url. I may be an issue with your ISP's backhaul. Also where are you geographically located? Depending on the service PMDG has signed up for they may not have the files hosted at Amazon data centers outside the U.S.

Of course there are no ground based navigational aids in the pacific ocean (VOR, etc). Aircraft such as the 777 of course have both IRS and GPS based navigational systems. There are still defined waypoints in the pacific ocean. Furthermore due to the lack of VHF radio communication is done through a variety of methods. There if of course traditional HF radio, which is now augmented with the SELCAL system so pilots do not need to monitor HF constantly. Also there is a newer satellite based system called CPDLC. With this pilots can simply file digital position reports and receive text based transmissions from the various oceanic ATC centers. I believe this system can also send automatic position reports to both the center and the airline ops center. For example, a flight such as UAL863 from KSFO to YSSY will initially be handed off to NorCal departure by KSFO, then they will contact either Oakland center or they might even go directly to Oakland Oceanic who will give them a oceanic clearance and do a SELCAL verification to ensure it is working. If the aircraft is equipped with CPDLC then they can login to KZAK (the identifier for Oakland Oceanic) for text based communication and position reporting. To get an idea of the flight plan here is one from UAL863: DCT CINNY DCT 33N130W M084F300 DCT 29N135W DCT 25N141W M083F300 DCT 22N145W DCT 19N150W M082F300 DCT 10N160W M083F320 DCT 02N170W M084F340 DCT 04S180E M085F360 DCT 12S170E M085F380 DCT 18S163E DCT 22S160E M086F400 DCT BEADS DCT MARLN M055F120. A majority of it is simply coordinates and not defined waypoints. Also it lists speed and altitude for a given point. So at point 33N130W they are expected to be at FL300 with a mach number of .84.

The entire B777 family is certified by the FAA for ETOPS 240 operations. The -200ER (GE90 only), -200LR, -F, and -300ER are also certified for ETOPS 330. Also you have to consider that aircraft certification is only part of ETOPS operation. The airlines must also be certified for ETOPS operation. I believe that includes certification in areas of maintenance, operations, and of course flight planning.

Although I don't actually know how they will be priced, I think you can assume that the price will be the same as the current 737 manual sets. In terms of format the 777 FCOM, etc are exactly the same as the 737NG manuals.

It was a Sun Country Airlines aircraft that they photo surveyed. If you look at the fire extinguisher pre-SP1, the label said Sun Country Airlines. With SP1 the label was changed to a generic PMDG one.

Was it HAECO? Edit: It is indeed HAECO, http://bit.ly/LCRbmt.

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From a perspective of operational differences I agree the difference between the two options is very small and only effects aircraft operation at takeoff if at all. If I reflect a little, I must say I got a bit carried away... My main disagreement with Dave was with the idea we the customers should not provide feedback, even if some or most of it is ridiculous or redundant (ie. "Are their going to be digital checklists in the 777 thread). To your other point I am surprised that crews don't have a even cursory knowledge of the engines. However, it does not really provide any benefit to know as it in no way effects aircraft operation. This is especially the case with the latest FADEC systems.