GE90110B

Actually the 777F is only available with the GE90-110B1L. The 777-200LR is available with either the GE90-110B1 or GE90-115B1, and finally the 777-300ER is only available with GE90-115B1 engines. All this is available in document "777-200LR/-300ER/-Freighter Airplane Characteristics for Airport Planning" on page 6. Here is a screenshot: Edit: For anyone who is interested here is a nice read about the GE90 (link).

Not sure. That would be a Ryan question.

Fuel burn during cruise should be the same given the same conditions.

The NGX does have a 27K thrust bump as you said, however, as far as I know the 777 has no such option.

Do you mean a flex temp derate and/or fixed derate (TO-1, TO-2, etc) in the FMC? If that is what you meant then yes. The 777 FMC is very similar to the 737NG FMC so it will have that option.

As others have said most airlines have taken the 110B1 option (it's cheaper). However, it is possible to use the 115B engines as well. Remember that the 115B and 110B1 are effectively the same engine, the only difference is the software. The increased thrust results in better hot and high performance, which can be important depending on where the aircraft is operating. That is why airlines such as Iberia use A340-600 aircraft in places such as Quito. The extra thrust does not increase certified MTOW.

While that may be true in a sense, if it was that easy we would all be doing it. I have some experience in both Java and C++ programing but I would never attempt to do what these guys do. Relatively simple command line programs can be a hundred lines very quickly. The logic in these programs is a bit more complicated than write one function for every button. I bet there are many functions in the source code that relate to TERR mode on the ND.

If it's the 767-400ER cockpit then it is the same thing!

I think you are right. http://www.flightglobal.com/news/articles/boeing-completes-initial-review-of-737-max-configuration-364297/

I wonder if they are going to update things for the 737MAX? Presumably the cockpit will be loosely based on the 787. However, if airlines such as Southwest don't want that I would not be surprised if we see more of the same classic 737 cockpit design.

Not exactly true. On the B777-200LR and 777F the engines available are the GE90-110B1 or GE90-115B1. The 777-300ER is only certified for use with the 115B1 variant. The 110B1 version simply produces about 5000 lbs less thrust. My understanding is that the engines can be upgraded to a 115B1 variant if the software gets changes by GE Aviation, its not free though!

Given that the first model released will be the 777-200LR, I will probably fly a leg from CYYZ-EGLL on a Air Canada bird. It will be a good route to try out ETOPS and NAT planning with PFPX as well.

I am pretty sure that Honeywell is the only manufacturer for the FMC/CDU on the B777. You can look at the components Honeywell supplies in this link. Generally you would not want to source something like this from more than one manufacturer unless they are exactly the same. The 777 actually has very few options available unlike the 737. One of the most conspicuous being the EFB although I am sure there are some more.

As others have mentioned beta testing is not something where you just use the product for fun. The obvious errors will generally have already been fixed through internal quality control. Using the product in a different environment and finding bugs in more through use is really what you would do. If anyone is interested in beta testing there are many companies that have beta websites through which you can send applications. For example, if you want to beta test software most anti-virus companies have fairly open beta testing though you will still be under NDA. Also PC hardware manufactures do external beta's but it is much harder to be selected.

I don't really see how you could simulate an ACARS datalink as you would need the backend for it. Also I doubt CPDLC features will be included either as FSX ATC can't interface with that as far as I know. It would be cool the be able to request an oceanic clearance from Gander Control, but unlikely.

If I understand correctly you are trying to get your support portal account verified. The e-commerce and support portals are different. I don't think you need to be waiting for anything. You should have gotten your verification email immediately after registering for the support portal. Then you can request the new URL via a ticket for downloading the NGX. It would appear you are not getting that verification email. Ryan (Tabs) will probably have to sort it out.

Did you check your spam folder? The re-send is automated so "they" don't need to do anything.

I don't think those are screenshots! If they are tell me what sim that is.

I agree. I was just pointing out the costs on bandwith/hosting. I think $5 is ok. I backup my files both on my FSX machine and in NAS with a RAID array so I don't feel a need to get it.

Bandwith does cost something. Based on the download URL's PMDG uses AWS S3 for hosting. You can take a look at the rates here: http://aws.amazon.com/s3/pricing/ However, even at maximum cost of $0.120/GB the cost for them is about $.08 per download of the main installer (unless the file size has increased since SP1). It's not $5 but that will give you as many downloads as you like.

The 200LR is a bit of an odd bird. It's use case is really only ULH missions. The 300ER is really the only 777 that Boeing sells now days. Many airlines have used it as a replacement of the 747-400. I personally like the 777-200LR a lot because its such an incredible aircraft range wise. However, I don't fancy flying 16 hours in FSX. Other than the 300ER the 200ER was a popular bird with airlines in the late 90s and early 2000s as the first 777's were delivered. Both UA and AA have large fleets of them with PW (ex-CO birds use GE90's) and RR engines respectively.

As has been stated by many people previously the initial release will be the 777-200LR. The first expansion pack will be the 777-300ER. PMDG have said given community interest they will develop the 777-200ER, which has three sub-models (RR, PW, and GE).

Other than the B777 under development I am really waiting for PFPX. So far I refuse to do any Mainland-Hawaii flights on the NG as I don't have an effective way to calculate the ETOPS entry and exit points along with the equi-time point for diversion fields. For flights that don't require complex dispatch information I can get by with more manual means. I think my paper and toner usage may go up because of it though! That sample briefing document is quite long. I suppose I could use my iPad instead. Many pilots/airlines do that anyway!

It looks great! I would have liked to see the 300ER or 200ER first. However, I understand why they chose not to. Particularly the 200ER as that would have been a nightmare. You would have to model a GE90, PW4000, and RR Trent 800 also I believe the EEC systems for all three are different as they are on the B747-400.

I just looked at the schedule for next week and there is no B777 service on KSFO-KLAX. However, I swear they used to! (Here is the A.net thread to prove it: http://bit.ly/H1a04c)