777-200 PROFESSIONAL

PILOT’S NOTES

CONTENTS
Please note that Flight Simulator 2004 must be installed correctly on your PC prior to
installation and use of 777 Professional

INTRODUCTION ............................................................................2
SUGGESTED SYSTEM REQUIREMENTS ................................................4
INSTALLING 777 PROFESSIONAL ......................................................4
INSTALLATION FAQs ......................................................................5
UNINSTALLING 777 PROFESSIONAL ..................................................6
MODIFYING THE 777 PROFESSIONAL INSTALLATION ..............................7
OTHER ITEMS ON THE DISC ............................................................7
WEATHER RADAR MANUAL ..............................................................8
GETTING THE BEST FROM YOUR SYSTEM ............................................8
THE REAL 777 ..............................................................................9
CHARTS & TABLES ......................................................................17
CHECKLIST – NORMAL PROCEDURES................................................37
PANEL DESCRIPTION AND FUNCTION ................................................40
Overhead Panel ........................................................................................40
Main Panel ................................................................................................51
Aircraft Systems........................................................................................52
FLIGHT MANAGEMENT COMPUTER ..................................................74
TUTORIAL KFBI-KLAX ..................................................................92
CREDITS ................................................................................127
COPYRIGHTS ............................................................................128
PIRACY ..................................................................................128

1
 INTRODUCTION Included variants
The 777 – the world's largest twinjet – is available in six models: the 777-200; 777-200ER B777-200LR
(Extended Range); a larger 777-300; two new longer-range models, the 777-300ER and 777-200LR B777-200LRF (Freighter)
(currently the world's longest range commercial airliner); and the Boeing 777 Freighter.
B777-300ER
777 Professional continues the heritage of high quality airliner simulations from the masters Phoenix
Simulation Software. The 777 is simulated in high quality intricate detail. The aircraft features fully
animated flight surfaces, engines, undercarriage and cabin doors. Moving into the heart of the Livery list
aircraft the cockpit, you will be amazed at the depth and quality of the instrument panel and gauges
777-200LR
of one of the world’s most popular wide bodied airliners. In the highly interactive Virtual cockpit you
will find it is just like sitting in the real thing. Air India
Supplied in both the -200LR, -200LRF Freighter and -300ER variants and with an extensive 27 airline Alitalia
liveries that cover the world and along with authentic sounds and refined flight model. British Airways
KLM
Malaysia Airlines
Detailed features
PIA Pakistan International Airlines
• 27 high quality world wide airline liveries
Qantas
• -200LR, -200LRF Freighter and – 300ER variants
United
• Authentic flight modelling
• High quality visual model B777-200LRF (Freighter)
• Superb 2D instrument panel and gauges Air France

• Fully interactive virtual cockpit Air Atlanta Icelandic

DHL
• Animated undercarriage, including “gear droop”, flaps, elevators, rudder, spoilers, ailerons,
flexing wings, APU Inlet RAM air turbine, cargo and cabin doors. Eva Air

• Detailed engines with rotating 3D fans and operating thrust reversers FedEx
Lufthansa
• Special lighting effects
Qatar Airways
• Reflective glass windows
UPS
• Reflection mapping
• Individually Switched Lighting including navigation lights, beacons, landing and taxi lights, panel 777-300ER
floodlighting and cabin interior lighting, instrument gauge lights and tail logo lights Air France
• Fully detailed Virtual Cockpit Includes high resolution vector-drawn gauges, animated control Air New Zealand
yokes, animated rudder pedals, animated throttle levers and reflective glass on gauge faces All Nippon Airways
• PSS "REAL" features include lighting effects and wingtip Vapour trails British Airways
• Flight tutorial Emirates
• Load editor and panel configuration utilities Ethihad Airways
Japan Airlines
Lufthansa
PIA Pakistan International Airlines
Qantas
Singapore Airlines

2 3
 SUGGESTED SYSTEM REQUIREMENTS
We recommend a reasonably specified machine to get the best from the product. Our
recommendation is a PC with a 1.7 GHz processor or faster with 256Mb of RAM, a 64Mb 3D
graphics card and a sound card. 777 Professional requires Flight Simulator 2004. You will also need
at least 700Mb of free hard drive.
INSTALLING 777 PROFESSIONAL
1. Close all open programs and applications prior to installation. Place the 777 Professional disc in
your DVD drive.
2. If your computer has 'Autorun' enabled the installation program will start automatically. If so,
skip to item 4.
3. If you do not have 'Autorun' activated (or the program does not start automatically) please carry
out the following
– Press the 'Start' button on the Windows taskbar, move up to 'Run…' and left click it.
– Type in the 'Open' window: D:\start.exe (where 'D' is the drive letter of your drive holding the
disc), then press 'OK'. The disc will then start to run.
4. The first screen to appear will have options to 'Install‘ or 'Exit' along with other options for
viewing other items on the disc. Press the 'Install' option to continue with the installation If the
install detects that you do not have a PDF reader program currently installed it will offer to install
Adobe Acrobat Reader If you take this option then the Acrobat installer will be run. Once Acrobat
has been installed you will have to restart the current installation by repeating steps 1-4 above.
5. You will then be given the option to view information and videos of other Just Flight products.
You can view as many of these as you like and then click on the “Continue with installation”
option to start the main installation.
6. You will then be asked to select a language to use during the installation. You may select one of
the language options from the drop-down list with the mouse. Once you have done this, click the
'OK' button to continue with the installation or the 'Cancel' button to exit without installing.
7. A 'Welcome' window will appear and you can continue with the installation by clicking the 'Next'
button or exit by clicking 'Cancel'.
8. A window will now appear describing the product licence. You should read this fully and then
click on the ‘Yes’ button that says you agree to the terms of the End User License Agreement
(EULA). You will not be able to continue with the install except by agreeing with the term of the
EULA. If you click the ‘No’ button then the install will terminate.
9. The installation will now check the Windows Registry for the location of Flight Simulator 2004 If
it is unable to locate a valid entry a warning dialogue will appear informing you of this and telling
you that you will have to browse manually to the folder where you have Flight Simulator installed.
10. You will then be asked to select the folder into which to install the product. This folder must be
the valid, selected version your valid Flight Simulator program folder.
Normally you will find the path box already filled in with the correct folder name, but if you
received a warning at step 9 then this box will be blank. You will need to click the 'Browse'
button and choose the correct location of your Flight Simulator program folder.
4 5
The default path for Flight Simulator 2004 is C:\program files\Microsoft Games\Flight Simulator
9. This path will be correct unless you specified another location when you installed Flight
Simulator 2004.
11. When you are satisfied that the path shown is correct, click 'Next'. If the folder you have selected
is not the previously selected Flight Simulator program folder containing FS2004 then you will be
given a warning to this effect and will have to use the browse button to locate the correct folder.
The install program will not allow installation anywhere except the selected, valid Flight
Simulator program folder.
12. The window that now appears will let you select which parts of the product to install. You will be
able to select which Aircraft models you wish to install and for each of the aircraft models you
can select exactly which liveries you want to install. Note that you do not have to install the
whole set at once. You can come back later and add or remove individual options as described
later in the “Modifying the 777 Professional Installation” section. Click on the tick boxes next to
each option to select which you wish to install. When you click on one of the aircraft model types
in the left list you will see the liveries available for that model displayed in the right list. If a box
is already ticked then clicking on it will remove the tick. As you change the options you will see
the amount of disk space required for the installation change. There is also an option to install
the Tutorial flight that takes you through the steps of flying the 777. This flight requires the
772LR in British Airways livery. If you select to install the tutorial then this model and livery will
be automatically selected also.
When you are happy with your selections click “Next” to continue.
13. Once the Installation is complete you will see a confirmation window. Click the 'Finish' button to
exit the install program and return to Windows. The install is complete.
Website updates
Please check by our website at www.justflight.com for any news or updates on this and other products.
Technical Support
To obtain technical support please visit the support forum at www.justflight.com. If you haven’t used
the forum before you’ll need to join. This is very quick and is a once-only process. As a member of
the support forum you can obtain technical support for any Just Flight, Just Trains or Just Play
product. If you don’t have Internet access, please write to us at Just Flight Technical Support, 4th
Floor, Sidney House, Sussex Street, Cambridge, CB1 1PA, UK.
INSTALLATION FAQS
Q. After inserting the disc I get told to insert the correct disc, but I’ve already inserted it.
What’s happening?
A. This problem occurs because the Safedisc protection software on the disc is failing to validate.
The most common reasons for this are:
You have anti-virus software or a firewall active on your PC that is interfering with the installation.
Please disable all programs running in the background of Windows and try installing again.
 Important – Some driver software controlling your motherboard is known to be incompatible with
the Safedisc protection software included on the disc. Please visit the manufacturer of your
motherboard’s website and check for any updates and install them.
The disc may have been damaged and become unreadable. Please check for any damage to the disc
and give the readable surface a clean.
The drive that you are using to load the software may be incompatible with Safedisc. Please visit the
manufacturer’s website to download any updated drivers/firmware that may be available or
alternatively try installing using an alternative drive (if you’ve got one).
If you have any Virtual Drive software on your PC then this can prevent the Safedisc protection
software from validated and will need disabling and sometimes possibly removing before Safedisc
will validate.
If you continue to have problems after trying the above solutions please contact the support
department at www.justflight.com
Q. When I’ve loaded the program at various points, either during play or once loading has
commenced, the program crashes. Why?
A. Crashing problems are most commonly caused by interruptions in the installation procedure or a
weakness in the PC’s driver software.
When installing software it is very important that if you have any anti-virus or firewall software active on
your PC that it is disabled for the duration of the installation and that you are not connected to the internet
at the time. If this does not resolve the problem them please visit the manufacturer of your graphics card
and sound card to download and install the latest available drivers for your particular model.
UNINSTALLING 777 PROFESSIONAL
To uninstall the product from your system:
• Go to the Windows Start menu.
• Select ‘Settings’ and then ‘Control Panel’.
• In the Control panel window double-click on ‘Add/Remove Programs’.
• Select and click on the appropriate entry from the list. This will be “Just Flight 777 Professional
v1.00” and then click the “Change/Remove” button
• A dialogue box will appear offering to Modify, Repair or Remove the program. Make sure that the
”Remove” option is selected and then click “Next”.
• A dialogue box will appear confirming that you wish to remove the program. Clicking 'OK' will
remove the product from your system.
• Click ‘Finish’ to end this operation.
Uninstalling or deleting the product in any other way may cause problems when using this program
in the future or with your Windows set-up.
6 7
MODIFYING THE 777 PROFESSIONAL INSTALLATION
The installed components of the product can be changed at any time.
To modify the product installation:
• Insert the DVD
• If the install window appears click the “Exit” option to close the window
• Go to the Windows Start menu.
• Select 'Settings' and then 'Control Panel'.
• In the Control panel window double-click on 'Add/Remove Programs'.
• Select and click on the appropriate entry from the list. This will be “Just Flight 777 Professional v1.00”
• A dialogue box will appear offering to Modify, Repair or Remove the program. Make sure that the
”Modify” option is selected and then click “Next”.
• A window will now appear showing the same component selection options as during the initial install.
• Currently installed components will have ticks in the boxes beside them. Parts that are not
currently installed will have the tick boxes empty.
• You may now change the options you wish to be installed. Items you do not wish to change
should be left as they are. To remove a currently installed item click on the tick box to remove the
tick. To install a part that is not currently installed click on the empty tick box to place a tick there.
• When happy with your changed selections click “Next” to carry out the operations.
• Click 'Finish' to end this operation.
OTHER ITEMS ON THE DISC
The product disc contains a large amount of additional free, demonstration and purchasable
software. These can be accessed from the main disc startup window by clicking on the options you
will see at the bottom of the window.
“Free and Demo software, Information, videos and previews” will take you to a screen where you
can easily browse through all the additional content available. In addition to free software such as
aircraft, scenery and screensavers there is a large collection of videos and screenshots that can be
easily viewed. There are also demo versions of some of the popular Just Flight products for you to
try before buying.
“Additional products on this DVD” will take you to a screen where you can browse through the other
products that are available on the disc. These products can be purchased and installed straight off
the disc provided you are connected to the internet in order to purchase and obtain the necessary
unlock codes.
 WEATHER RADAR MANUAL
777 Professional includes a simulation of the Collins WXR2100 weather radar developed by
Praxmarer Florian of Add-On Gauges. You can access a complete manual (in English) for the weather
radar from the Windows Start menu. Click on the Windows “Start” button and then ‘Programs’. Click
on the ‘Just Flight’ entry and then on FSWXR Weather Radar. You will now see the entry for the
Weather Radar Manual. Click on it to open.
The documentation is in PDF format. The product installation program will check if you have a
suitable PDF reader installed on your system. If it finds you don’t have such a program it will offer to
install the Adobe Acrobat PDF reader for you. If you wish to install it manually then the English,
French or German versions of Acrobat can be installed by running the “Install_Acrobat” program
found on the DVD.
GETTING THE BEST FROM YOUR SYSTEM
To ensure that your PC is running properly and you see the best performance from 777 Professional
we suggest the following:
• Before running Flight Simulator, terminate as many programs that are running in Windows as possible.
• Please ensure that your 3D video accelerator card is set up correctly and operating in the host
simulation program correctly. Some video cards require that you press the keyboard keys
ALT+ENTER to go into 3D mode.
• Ensure that you have the latest set of video card drivers installed on your PC. Even though your
PC may be quite new, the video card drivers may well be out of date, as they are updated every
few months. Contact your video card supplier or download the latest drivers from the video card
supplier’s website.
• Ensure that you have the latest version of Microsoft's Direct X drivers installed on your PC. For
more information and to download and install the latest versions of DirectX please view the
Microsoft web page:
http://www.microsoft.com/directx/homeuser/downloads/default.asp IMPORTANT! Please note the
various Windows operating systems can use different version of Direct X so please ensure that
you install the correct version for your operating system.
• Decreasing the demands on your Video card and PC’s processor can help with performance.
This can be achieved by moving the scenery tab ‘Global Scenery Quality’ to ‘Low’. This slider is
accessed through the Options/Settings/Display tab. Turning off ‘Ground Scenery Shadows’ and
‘Dynamic Scenery’ on this same page will increase the display performance. IMPORTANT! Bear
in mind the lower you have these settings, the lower the level of detail and features you will
see. Below certain settings, some features will not display.
• The same applies to the ‘Aircraft’ tab in the same menu. Turning off the ‘Aircraft Cast Shadows’
and ‘Reflections’ in the aircraft tab will also assist.
• IMPORTANT! If you experience fuzzy or out of focus external textures on the aircraft, slide the
‘Aircraft Texture Size’ slider on the ‘Aircraft’ tab all the way to the right.
• You may wish to try turning ‘Mip-Mapping’ on or off as you prefer via the Options – Settings –
Display – Hardware menu.
• Click OK when finished.
8 9
THE REAL 777
Boeing's widebody 777 twin incorporates more advanced technologies than any of their previous
airliners, and has been progressively developed into increasingly longer range versions. As recently
as November 2005 a 777-200LR flew from Hong Kong to London (the long way round) and set a
record for long range airline flight.
The 777 was originally conceived as a stretched 767 but Boeing decided to adopt an all new design.
The new airliner boasted many innovative features including a unique fuselage cross section,
Boeing's first application of fly-by-wire, an advanced technology glass flight deck with five LCD
screens, large scale (for the time) use of composites (10% by weight), and advanced and extremely
powerful engines. The 777 was also offered with optional folding wings where the outer 6m/21ft of
each would fold upwards for operating at airports where space was at a premium.
The 777-200 was launched in October 1990 and offered in two versions, the basic 777-200 (initially
A-Market) and the increased weight longer range 777-200IGW (Increased Gross Weight, initially
B-Market). The IGW was re-named the 777-200ER (Extended Range)
The 777-200 first flew on 12th June 1994, with FAA and JAA certification awarded on 19th April
1995. The FAA awarded full 180 minutes ETOPS clearance for PW4074 -200s on 30th May that year.
First customer delivery was to United Airlines in May 1995. The first 777-200IGW/ER was delivered
to British Airways in February 1997.
The stretched 777-300 was designed as a replacement for early generation 747s (747-100s and
200s). Compared to the older 747s the stretched 777 has comparable passenger capacity and range,
but burns one third less fuel and features 40% lower maintenance costs.
Compared with the baseline 777-200 the 300 features a 10.13m (33ft 3in) stretch made up by plugs
fore and aft of the wings. The longer fuselage allows seating for up to 550 passengers in a single
class high-density configuration. To cope with the stretch and the up to 13 tonne (28,600lb)
increased max takeoff weight the 300 features a strengthened undercarriage, airframe and inboard
wing. Other changes compared with the 777-200 include a tailskid and ground manoeuvring cameras
mounted on the horizontal tail and underneath the forward fuselage. Otherwise, changes have been
kept to a minimum to maximise commonality.
Boeing publicly announced it was developing the 777-300 at the Paris Airshow in mid June 1995
where it revealed it had secured 31 firm orders from All Nippon, Cathay Pacific, Korean Airlines and
Thai Airways. Later that month Boeing's board authorised production of the new aircraft.
The 777-300 rolled out on 8th September 1997, followed by first flight on 16th October that year.
The type made history on 4th May 1998 when it was awarded type certification simultaneously from
the US FAA and European JAA and was granted 180min ETOPS approval. Service entry with Cathay
Pacific was later in that month.
Like the 777-200, a 777-300ER long range version has been developed. Changes made to the 777-
300ER are more powerful General Electric GE90-115B engines (currently the world's most powerful
jet engine), raked wingtips, strengthened body, wings, empennage, nose gear, engine struts and
nacelles, new main landing gear, and provision for extra fuel tanks. The range, carrying 365
passengers, is increased up to 13,427km (7,250nm).
Roll-out of the first 777-300ER was made on 14th November 2002, followed by the first flight on
24th February 2003.
 SPECIFICATIONS 777-300ER
Passengers 365
777-200LR Worldliner Typical 3-class configuration Seating ranges from six- to 10-abreast
with two aisles.
Passengers 301
Typical 3-class configuration Seating ranges from six- to 10-abreast
with two aisles. Cargo 7,080 cubic feet
Up to three optional body fuel tanks each (200.5 cubic meters)
Cargo 5,302 cubic feet replacing two LD-3s includes up to 8 pallets,
Up to three optional body fuel tanks (150 cubic meters) 20 LD-3 containers
each replacing two LD-3s includes up to 6 pallets, 14 LD-3
containers plus 600 cubic feet (17 cubic meters) Engines maximum thrust GE90-115B
cargo bulk 115,300 pounds (512 kN)
Up to three optional body fuel tanks Maximum Fuel Capacity 47,890 U.S. gal (181,280 L)
each replacing two LD-3s
Maximum Takeoff Weight 775,000 lbs* (351,534 kg)
Engines maximum thrust GE90–110B1
110,100 lb (489 kN) Maximum Range 7,880 nautical miles (14,594 km)
Typical city pairs:
Maximum Fuel Capacity 53,440 U.S. gallons (202,287 L) Los Angeles-Sydney
includes three optional tanks New York-Hong Kong
Maximum Takeoff Weight 766,000 lbs* (347,452 kg) Singapore-London
Paris-Los Angeles
Maximum Range 9,420 nautical miles (17,446 km) Dubai-New York (Approx. 15 hours)
Typical city pairs:
New York-Singapore Typical Cruise Speed at 35,000 feet Same
Perth-London Basic Dimensions
New York-Auckland Wing Span Same
Chicago-Sydney Overall Length 242 ft 4 in (73.9 m)
Miami-Taipei Tail Height 60 ft 11 in (18.6 m)
(Approx. 19 hours) Interior Cabin Width Same
Typical Cruise Speed at 35,000 feet 0.84 Mach Diameter Same

Basic Dimensions
Wing Span 212 ft 7 in (64.8m)
Overall Length 209 ft 1 in (63.7 m)
Tail Height 60 ft 11.5 in (18.6 m)
Interior Cabin Width 19 ft 3 in (5.86 m)
Diameter 20 ft 4 in (6.19 m)

10 11
 777-200LRF COMPARISON
Cargo Capacity Total volume:
22,455 cu ft (636 cu m) 777-200LR Worldliner 777-300ER
Volume, Main Deck:
18,385 cu ft (521cu m) Passengers301365
27 pallets, 96 in. x 125 in. (244 cm x 318 cm) Typical 3-class configuration Seating ranges from Seating ranges from
Volume, Lower Deck: six to 10-abreast six to 10-abreast
4,070 cu ft (115 cu m) with two aisles. with two aisles.
10 pallets, 96 in. x 125 in. (244 cm x 318 cm) Cargo 5,302 cubic feet 7,080 cubic feet
Bulk cargo: 900 cu ft (25.5 cu m ) Up to three optional body fuel (150 cubic meters) (200.5 cubic meters)
Maximum Payload: tanks each replacing two LD-3 sincludes up to 6 pallets, includes up to 8 pallets,
229,000 lbs. (103 metric tons) 14 LD-3 containers plus 600 20 LD-3 containers
Engines maximum thrust General Electric GE90-110B1 cubic feet (17 cubic
110,000 lb (489 kN) meters) bulk cargo
Up to three optional body
Maximum Fuel Capacity 47,890 U.S. gal (181,280 L) fuel tanks each replacing
Maximum Takeoff Weight 766,000 lb (347,450 kg two LD-3s
with load restrictions Engines maximum thrust GE90–110B1 GE90-115B
Maximum Range 4,965 nautical miles (9,195 km) with volume 110,100 lb (489 kN) 115,300 pounds (512 kN)
limit payload at 10.2 lb/cu ft (163 kg/cu m) Maximum Fuel Capacity 53,440 U.S. gallons 47,890 U.S. gal
Typical city pairs: (202,287 L) (181,280 L)
Los Angeles-London includes three
Tokyo-San Francisco optional tanks
Paris-Hong Kong
Maximum Takeoff Weight 766,000 lbs* 775,000 lbs*
Typical Cruise Speed at 35,000 feet 0.84 Mach (347,452 kg) (351,534 kg)
557 mph (896 km/h)
Maximum Range 9,420 nautical miles 7,880 nautical miles
Basic Dimensions (17,446 km) (14,594 km)
Wing Span 212 ft 7 in (64.8 m) Typical city pairs: Typical city pairs:
Overall Length 209 ft 1 in (63.7 m) New York-Singapore Los Angeles-Sydney
Tail Height 61 ft 1 in (18.6 m) Perth-London New York-Hong Kong
New York-Auckland Singapore-London
Chicago-Sydney Paris-Los Angeles
Miami-Taipei Dubai-New York
(Approx. 19 hours) (Approx.15 hours)
Typical Cruise Speed 0.84 MachSame
at 35,000 feet
Basic Dimensions
Wing Span 212 ft 7 in (64.8m) Same
Overall Length 209 ft 1 in (63.7 m) 242 ft 4 in (73.9 m)
Tail Height 60 ft 11.5 in (18.6 m) 60 ft 11 in (18.6 m)
Interior Cabin Width 19 ft 3 in (5.86 m) Same
Diameter 20 ft 4 in (6.19 m) Same

12 13
 777-200LR 3-VIEW 777-200LR SEATING
INTERIOR ARRANGEMENTS – TYPICAL TWO-CLASS CONFIGURATIONS
MODEL 777-200LR

777-300ER 3-VIEW

INTERIOR ARRANGEMENTS – TYPICAL THREE-CLASS CONFIGURATIONS

MODEL 777-200LR

777-200LRF 3-VIEW

14 15
 INTERIOR ARRANGEMENTS – TYPICAL THREE-CLASS CONFIGURATIONS CHARTS & TABLES
MODEL 777-300ER

CONTENTS

PAYLOAD/RANGE FOR 0.84 \ MACH CRUISE MODEL 777-200LR ..........18

PAYLOAD/RANGE FOR 0.84 \ MACH CRUISE MODEL 777-300ER ..........18
TAKEOFF RUNWAY LENGTH REQUIREMENTS MODEL777-200LR ..........19
TAKEOFF RUNWAY LENGTH REQUIREMENTS MODEL 777-200LR ........19
TAKEOFF RUNWAY LENGTH REQUIREMENTS MODEL 777-300ER ........20
TAKEOFF RUNWAY LENGTH REQUIREMENTS MODEL 777-300ER ........20
LANDING RUNWAY LENGTH REQUIREMENTS MODEL 777-200LR ........21
LANDING RUNWAY LENGTH REQUIREMENTS MODEL 777-200LR ........21
LANDING RUNWAY LENGTH REQUIREMENTS MODEL 777-300ER ........22
LANDING RUNWAY LENGTH REQUIREMENTS MODEL 777-300ER ........22
TAKEOFF SPEEDS MODEL 777-200LR ..........................................23
TAKEOFF SPEEDS MODEL 777-300ER ..........................................25
777-200LRF CARGO LAYOUT MANOEUVRING SPEEDS & FLAP RETRACTION SCHEDULE
MODEL777-200LR ................................................................27
MANOEUVRING SPEEDS & FLAP RETRACTION SCHEDULE
MODEL 777-300ER ................................................................29
TAKEOFF / CLIMB / CRUISE DATA MODEL 777-200LR ......................31
TAKEOFF / CLIMB / CRUISE DATA MODEL 777-300ER ......................34

16 17
 PAYLOAD/RANGE FOR 0.84\MACH CRUISE MODEL 777-200LR TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 777-200LR
(GE90-110B1 ENGINES)

PAYLOAD/RANGE FOR 0.84\MACH CRUISE MODEL 777-300ER TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +33 degrees F
(STD + 20 degrees C) MODEL 777-200LR (GE90-110B1 ENGINES)

18 19
 TAKEOFF RUNWAY LENGTH REQUIREMENTS – STANDARD DAY LANDING RUNWAY LENGTH REQUIREMENTS – FLAPS 25 MODEL 777-200LR
MODEL 777-300ER (GE90-115B1 ENGINES)

LANDING RUNWAY LENGTH REQUIREMENTS – FLAPS 30 MODEL 777-200LR

TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +27 degrees F
(STD + 15 degrees C) MODEL 777-300ER (GE90-115B1 ENGINES)

20 21
 LANDING RUNWAY LENGTH REQUIREMENTS – FLAPS 25 MODEL 777-300ER TAKEOFF SPEEDS MODEL 777-200LR

Flaps Wt. 1000 LBS VI VR V2

750 163 178 187
730 165 175 183
710 162 172 180
690 159 169 175
670 156 1S6 173
650 153 163 169
630 150 159 165
610 147 156 162
590 144 153 159
5 570 141 150 156
550 139 147 153
530 136 145 150
510 133 142 147
LANDING RUNWAY LENGTH REQUIREMENTS – FLAPS 30 MODEL 777-300ER
490 129 140 144
470 125 137 141
450 121 132 138
430 116 128 135
410 114 126 132
390 112 124 129
370 110 122 128
350 110 121 127
750 163 172 179
730 165 169 176
710 162 166 173
690 159 163 170
610 156 161 167
650 153 158 164
630 150 154 161
510 147 151 157
590 144 148 154

22 23
 10 570 141 145 151 TAKEOFF SPEEDS MODEL 777-300ER
550 139 142 147
530 136 139 144 Flaps Wt. 1000 LBS VI VR V2

510 133 136 141 750 163 178 187

490 129 133 138 730 165 175 183

470 125 129 135 710 162 172 180

450 121 126 131 690 159 169 175

430 116 123 129 670 156 1S6 173

410 114 121 128 650 153 163 169

390 112 117 127 630 150 159 165

370 110 114 126 610 147 156 162

350 110 111 125 590 144 153 159

750 5 570 141 150 156

730 550 139 147 153

710 530 136 145 150

690 156 159 170 510 133 142 147

670 153 155 167 490 129 140 144

650 150 152 164 470 125 137 141

630 147 1.19 161 450 121 132 138

610 144 146 1r.7 430 116 128 135

500 141 143 154 410 114 126 132

15 570 138 140 151 390 112 124 129

550 136 137 147 370 110 122 128

530 133 134 144 350 110 121 127

510 130 131 141 750 163 172 179

490 126 128 133 730 165 169 176

470 122 125 135 710 162 166 173

450 118 122 131 690 159 163 170

430 114 119 129 610 156 161 167

410 112 117 128 650 153 158 164

390 110 114 127 630 150 154 161

370 108 112 126 510 147 151 157

350 106 110 125 590 144 148 154

24 25
 10 570 141 145 151 MANOEUVRING SPEEDS & FLAP RETRACTION SCHEDULE MODEL 777-200LR
550 139 142 147
VREF
530 136 139 144 WEIGHT FLAP FLAP FLAP
(KIAS)
510 133 136 141 30 25 20

490 129 133 138 750,000 182 187 194

470 125 129 135 730,000 179 184 191

450 121 126 131 110,000 176 181 188

430 116 123 129 690,000 174 178 185

410 114 121 128 670,000 171 175 182

390 112 117 127 650,000 168 173 179

370 110 114 126 630,000 166 171 177

350 110 111 125 610,000 164 169 175

750 590,000 162 167 173

730 570,000 160 165 171

710 550,000 158 163 169

690 156 159 170 530,000 153 160 166

670 153 155 167 510,000 150 157 163

650 150 152 164 490,000 147 154 160 FLAP MANOEUVRE SPEED

630 147 1.19 161 470,000 144 151 157 UP VREF 30 + 90

610 144 146 1r.7 450,000 141 148 154 1 VREF 30 + 70

500 141 143 154 430,000 136 142 148 5 VREF 30 + 50

15 570 138 . 140 151 410,000 134 139 145 15 VREF30 + 20

550 136 137 147 390,000 132 137 142 20 VREF20

530 133 134 144 370,000 130 135 139 25 VREF 25

510 130 131 141 350,000 128 133 137 30 VREF30

490 126 128 133

470 122 125 135
450 118 122 131
430 114 119 129
410 112 117 128
390 110 114 127
370 108 112 126
350 106 110 125

26 27
 MANOEUVRING SPEEDS & FLAP RETRACTION SCHEDULE MODEL 777-200LR MANOEUVRING SPEEDS & FLAP RETRACTION SCHEDULE MODEL 777-300ER

T/O To To To FLAPS UP VREF WEIGHT FLAP FLAP FLAP

(KIAS)
WEIGHT FLAP 15 FLAP 5 FLAP 1 30 25 20
750,1300 207 242 262 750,000 182 187 194
730,000 204 239 259 730,000 179 184 191
710,000 201 236 256 110,000 176 181 188
690,000 188 198 233 253 690,000 174 178 185
670,000 185 195 230 251 670,000 171 175 182
650,000 183 193 227 248 650,000 168 173 179
630,000 180 190 224 244 630,000 166 171 177
610,000 177 187 221 241 610,000 164 169 175
590,000 174 184 218 238 590,000 162 167 173
570,000 171 181 215 235 570,000 160 165 171
550,000 168 178 212 232 550,000 158 163 169
530.000 165 175 209 229 530,000 153 160 166
510,000 162 172 206 226 510,000 150 157 163
490,000 159 169 203 223 490,000 147 154 160 FLAP MANOEUVRE SPEED
470,000 157 167 201 221 470,000 144 151 157 UP VREF 30 + 90
450,000 155 165 199 220 450,000 141 148 154 1 VREF 30 + 70
430,000 152 162 195 216 430,000 136 142 148 5 VREF 30 + 50
410,000 151 161 193 214 410,000 134 139 145 15 VREF30 + 20
390,000 150 160 191 212 390,000 132 137 142 20 VREF20
370,000 149 159 190 210 370,000 130 135 139 25 VREF 25
350,000 148 158 189 209 350,000 128 133 137 30 VREF30

28 29
 MANOEUVRING SPEEDS & FLAP RETRACTION SCHEDULE MODEL 777-300ER TAKEOFF / CLIMB / CRUISE DATA MODEL 777-200LR

T/OTo To To FLAPS UP REFERENCE THRUST

WEIGHT FLAP 15 FLAP 5 FLAP 1 (ISA DE-RATE)
750,000 207 242 262
730,000 204 239 259 WEIGHT TAKEOFF CLIMB
710,000 201 236 256 (1000 lbs) N1 N1
690,000 188 198 233 253 750 100.0 94.0
670,000 185 195 230 251 730 99.5 93.5
650,000 183 193 227 248 710 99.0 93.0
630,000 180 190 224 244 690 98.5 92.5
610,000 177 187 221 241 610 96.0 92.0
590,000 174 184 218 238 650 97.5 91.5
570,000 171 181 215 235 630 97.0 91.0
550,000 168 178 212 232 610 96.5 91.0
530.000 165 175 209 229 590 96.0 90.5
510,000 162 172 206 226 570 95.0 90.0
490,000 159 169 203 223 550 94.0 89.5
470,000 157 167 201 221 530 93.0 89.0
450,000 155 165 199 220 510 92.0 88.5
430,000 152 162 195 216 490 91.0 88.0
410,000 151 161 193 214 470 90.0 88.0
390,000 150 160 191 212 450 90.0 88.0
370,000 149 159 190 210 430 90.0 88.0
350,000 148 158 189 209 410 90.0 88.0
390 90.0 88.0
370 90.0 88.0
350 90.0 88.0

• Add 1 pt. for every 100 C above standard

• Add 1pt. for every 2,000’ above sea level
• FLAP 20 / 15 TAKEOFF: Reduce to Climb Thrust upon retraction to FLAP 5
FLAP 5 TAKEOFF: Reduce to Climb Thrust at 1000’ AGL or as required by local Noise
Abatement Procedures

30 31
 BEST RATE-OF-CLIMB OPTIMUM / MAXIMUM ALTITUDES
(MACH 0/84 CRUISE)
WEIGHT
(1000 LBS) KIAS MACH WEIGHT OPTIMUM MAXIMUM
750 335 0.830 (1000 LBS) (100 FT) (100 FT)
730 331 0.830 750 280 320
710 327 0.830 730 290 330
690 322 0.825 710 295 335
670 317 0.825 690 300 340
650 313 0.825 670 305 345
630 309 0.825 650 310 350
610 305 0.825 630 315 355
590 301 0.825 610 320 360
570 297 0.825 590 330 370
550 294 0.820 570 340 380
530 291 0.820 550 350 390
510 287 0.820 530 360 400
490 284 0.820 510 370 410
470 281 0.820 490 380 420
450 279 0.820 470 390 430
430 277 0.815 450 400 430
410 275 0.815 430 410 430
390 273 0.815 410 420 430
370 271 0.815 390 430 430
350 269 0.815 370 430 430
350 430 430

• Climb initially to OPTIMUM Cruise Altitude

• When filing BLOCK ALTITUDES climb at 500 FPM as needed to remain at optimum altitude
(1,000’ increments RVSM; 2,000’ increments non-RVSM)
Above highest BLOCK ALTITUDES, climb at 500 fpm upon reaching optimum weight for
DESIRED NEXT altitude

32 33
 TAKEOFF / CLIMB / CRUISE DATA MODEL 777-300ER BEST RATE-OF-CLIMB

REFERENCE THRUST WEIGHT

(ISA DE-RATE) (1000 LBS) KIAS MACH

750 335 0.830

WEIGHT TAKEOFF CLIMB 730 331 0.830

(1000 lbs) N1 N1 710 327 0.830

750 100.0 94.0 690 322 0.825

730 99.5 93.5 670 317 0.825

710 99.0 93.0 650 313 0.825

690 98.5 92.5 630 309 0.825

610 96.0 92.0 610 305 0.825

650 97.5 91.5 590 301 0.825

630 97.0 91.0 570 297 0.825

610 96.5 91.0 550 294 0.820

590 96.0 90.5 530 291 0.820

570 95.0 90.0 510 287 0.820

550 94.0 89.5 490 284 0.820

530 93.0 89.0 470 281 0.820

510 92.0 88.5 450 279 0.820

490 91.0 88.0 430 277 0.815

470 90.0 88.0 410 275 0.815

450 90.0 88.0 390 273 0.815

430 90.0 88.0 370 271 0.815

410 90.0 88.0 350 269 0.815

390 90.0 88.0

370 90.0 88.0
350 90.0 88.0

• Add 1 pt. for every 100 C above standard

• Add 1pt. for every 2,000’ above sea level
• FLAP 20 / 15 TAKEOFF: Reduce to Climb Thrust upon retraction to FLAP 5
FLAP 5 TAKEOFF: Reduce to Climb Thrust at 1000’ AGL or as required by local Noise
Abatement Procedures

34 35
 OPTIMUM / MAXIMUM ALTITUDES CHECKLIST – NORMAL PROCEDURES
(MACH 0.84 CRUISE)
BEFORE START
WEIGHT OPTIMUM MAXIMUM INSPECTIONS & SECURITY – COMPLETED
(1000 LBS) (100 FT) (100 FT) OXYGEN – CHECKED/100%
750 280 320 INSTRUMENTS – CHECKED
730 290 330 QNH – SET & CROSS CHECKED
710 295 335 AUTOBRAKE – RTO
690 300 340 PARKING BRAKE – SET
670 305 345 FUEL CONTROL SWITCHES – CUTOFF
650 310 350
630 315 355 BRIEFING
610 320 360 MEL / AIS/ Sig Weather / Takeoff Alternative
590 330 370 Runway / Flap
570 340 380 Terrain & Performance Restrictions
550 350 390 SSA / MSA / Transition Altitude
530 360 400 SID / AFDS / Radio Aids / FMC
510 370 410 Emergencies / Review
490 380 420
470 390 430 FUEL – SET

450 400 430 FMC – LOADED

430 410 430 THRUST – SET

410 420 430 SPEEDS – SET

390 430 430 LNAV/NAV – SET

370 430 430

350 430 430 PUSH START
PASSENGER SIGNS – AS REQUIRED
• Climb initially to OPTIMUM Cruise Altitude HYDRAULICS – SET
• When filing BLOCK ALTITUDES climb at 500 FPM as needed to remain at optimum altitude BEACON – ON
(1,000’ increments RVSM; 2,000’ increments non-RVSM) DOORS – CLOSED
Above highest BLOCK ALTITUDES, climb at 500 fpm upon reaching optimum weight for FLT DECK DOOR – LOCKED
DESIRED NEXT altitude
RECALL – CHECKED

36 37
 AFTER START
APU SELECTOR – AS REQUIRED
ANTI-ICE – AS REQUIRED
RECALL – CHECKED
Wait for Visual Clearance
GROUND CREW’S CLEARANCE – SEEN
FLAPS SELECT – FLAPS
BEFORE TAKEOFF
FLIGHT CONTROLS – CHECKED
TRANSPONDER – SET
FINAL LOADSHEET – RECEIVED
FLAPS – ______
VITAL DATA – SET
TRIM – __UNITS & ZERO
CABIN REPORT – RECEIVE
Entering Runway
EXTERIOR LIGHTS – AS REQUIRED
CABIN CREW – SIGNAL
AFTER TAKEOFF
LANDING GEAR – UP
FLAPS – UP
ENGINE ANTI-ICE – AUTO
STD (1013) Set
ALTIMETERS – STD (1013)
DESCENT
RECALL & NOTES – CHECKED
38
Briefing
Configuration / AIS/ Weather / QNH
Transition Level / MSA / SSA / Airfield Elevation / Terrain
Star/ Approach / Go-around
Radio Aids/ Alternate / Fuel Capability
Review
VREF – SET
MINIMA – SET
AUTOBRAKE – SET
APPROACH
ALTIMETERS – (QNH) CHECKED
MAP INTEGRITY – VERIFIED
LANDING
SPEEDBRAKE – ARMED
LANDING GEAR – DOWN
CABIN REPORT – RECEIVED
FLAPS – ________
AFTER LANDING
SPEEDBRAKE – DOWN
STROBES – OFF
FLAPS – UP
WEATHER RADAR – OFF
TRANSPONDER – XPNDR
APU ELECTRICS – AVAILABLE
Approaching Stand
DOORS – MANUAL & CROSSCHECKED
39
 SHUTDOWN
PARKING BRAKE – SET
FUEL CONTROL SWITCHES – CUTOFF
HYDRAULIC PANEL – SET
FUEL SYSTEM – SET
BEACON – OFF
Wx RADAR – TEST
FLT DECK DOOR – UNLOCKED
PANEL DESCRIPTION AND FUNCTION
OVERHEAD PANEL
40
SECURE
1. Battery Switch 11. APU Fire Handle
EMERGENCY LIGHTS – OFF
2. APU Start 12 Engine Start
APU – AS REQUIRED
3. APU Gen 13. Fuel Jettison
ADIRU SWITCH – OFF
4. ADIRU 14. Fuel Pumps
BATTERY – OFF
5a. Sec. Ext Power 15. Anti Ice
PACK SWITCHES – OFF
5b. Prim Ext Power 16. External Lights
F/D ACCESS SWITCH – OFF
6. Emergency Lights 17. Panel/Flood light
7. Window Heat 18. Air Conditioning
8. R.A.T. 19. Bleed Air
9. Hydraulics 20. Pressurisation
10. Passenger Signs
ADIRU (Air Data Inertial Reference Unit)
The ADIRU is responsible for providing flight data, inertial reference,
and air data. It is fault-tolerant and fully redundant.
Power
Initially the ADIRU requires battery bus power and the ADIRU switch to be on, after switching on the
ADIRU the aircraft cannot be moved until full alignment occurs. If the aircraft is moved or the ADIRU
is turned off a full realignment cycle must be conducted.
In flight, system logic prevents the ADIRU from becoming unpowered, even if the switch is
inadvertently switched off.
ADIRU Alignment
While the ADIRU is either unaligned or in alignment all attitude and heading/track information is
removed from the PFDs.
Once electrical power is provided to the aircraft the ADIRU switch is turned on. Aircraft
latitude/longitude position must then be entered on the CDU POS INIT page.
You may either enter the airport and gate number that you are currently at or use the GPS derived
position. Press the right LSK next to the co-ordinates you wish to use to enter them in the scratch
pad and 5th right LSK to set the inertial position.
Once alignment is complete the aircraft can be moved, however if the aircraft stops for an extended
period of time the ADIRU automatically realigns itself until the aircraft moves again.
41
 THRUST ASYM COMP/PRIMARY FLIGHT COMPUTERS
(Thrust Asymmetry Compensation)
*Currently not modelled in the simulation*
When the switch is in the auto setting the thrust asymmetry compensation
operates automatically if an asymmetry condition is detected, such as an
engine failure. If the switch is off it disconnects the system from the flight
control system.
Primary Flight Computers Controls
*Currently not modelled in the simulation*
When the switch is on it puts the flight control system into direct mode
and when in the disconnect detent disconnects the primary flight
computers (PFCs) from the flight control system.
BUS TIE Switches
The bus tie relays, which are controlled by the BUS TIE
switches, isolate or parallel the main busses. When the switches
are set in the AUTO position the bus tie system operates
automatically to maintain power to both main busses.
Generator Control (GEN CTRL) Switches
Within each engine is an Integrated Drive Generator (IDG)
which, when the engine is started, automatically powers the
respective main bus, as long as the GEN CTRL Switch is on.
Each individual IDG may be disconnected from their bus by
turning the GEN CTRL Switch off.
Drive Disconnect Switches
When the switch is pushed the Integrated Drive Generator
(IDG) is disconnected from the engine input.

ELECTRICAL PANEL
Introduction
The electrical system generates and distributes AC and DC power to various airplane systems and is
comprised of: main AC power, backup power, DC power, standby power, and flight controls power. External Power Switches
The whole system is automatic and any faults are detected and isolated.
When external power source voltage and frequency are within limits the AVAIL
(available) light illuminates on the switch. External power can supply both the left
and right main busses when there is no other supply of power as well as when
Battery
either the IDG or APU are running. Turning the switch on will connect the external
Turning the battery on while on the ground allows a few switch annunciation power to the various busses.
lights to illuminate and also allows the APU to be started. When other sources of
AC power are removed it powers the emergency lighting as well the PFD, ND,
MFD, EICAS and CDU. Backup Generator (BACKUP GEN) Switches
In the event that backup power is required it is provided by a variable
speed and frequency generator mounted on each engine. When the
switch is on the backup generator is armed for operation and when it is
APU Generator (APU GEN) Switch off it opens up the control relay.
The APU is electrically identical to the IDGs (integrated drive generator) located
in each engine and can provide either or both main busses. It can also be used
in flight as a replacement to either IDG source.
When the APU GEN is on the generator is armed to automatically close if there
is no other power source available, connecting to both main AC busses. If
external power sources are available the APU will power either bus.
The APU GEN OFF light illuminates when the APU is operating and the APU
generator breaker is open or because the switch is on the off position.

42 43
 APU Control Selector
When the selector is moved to the start position it initiates the automatic start
sequence and then is spring loaded to return to the ON position. When in the
ON position it opens the fuel valve and inlet door, activates AC or DC fuel pump
and powers the APU controller. When there is no further need for the APU, the
selector can be moved to the off position which closes the APU bleed air
isolation valve and initiates a normal shutdown.
WIPER PANELS
Wiper Selectors
*Currently not modelled in the simulation*
When in the off position the window wipers remain stowed, at the
INT detent the wipe intermittently. At low the wiper operates at low
speed and high the wiper operates at high speed.
Camera Lights
*Currently not modelled in the simulation*
When turned on the nose and tail mounted camera lights come on.
MISCELLANEOUS
Emergency Lights
When this switch is in the armed position in the event of a loss of electrical power
all emergency lights will illuminate automatically. While in the on position all the
emergency lights will illuminate and in the off position the emergency lights will
not illuminate, even if there is a loss of electrical power.
Service Interphone (SERV INTPH) Switch
*Currently not modelled in the simulation*
When the switch is in the off position it allows the independent operation of the service
and flight interphone system, and while in the on position connects the service and flight
interphone systems.
44
Passenger Oxygen
The passenger oxygen system automatically deploys oxygen masks in the cabin and
toilets when the cabin altitude exceeds 14,000ft. The passenger oxygen switch allows
the oxygen masks to be deployed manually.
Window Heat
These switches turn on and off the exterior anti-icing and interior
antifogging on all flight deck windows. These begin to operate as soon
as electrical power is established.
HYDRAULICS
RAM Air Turbine (RAT)
When deployed the RAT can provide hydraulic power to the primary flight control
components which are connected to the centre hydraulic system. It also provides
electrical power through the flight envelope.
The RAT will deploy in flight if both engines are failed, both AC transfer busses are
unpowered of all three hydraulic system pressures are low. The RAT may also be
deployed manually by pressing on the RAT switch.
Once deployed the RAT cannot be stowed in the air and must be done so by an engineer on the ground.
Left/Right Engine Primary Pump Switches
These switches pressurise the related left of right hydraulic system by
the engine-driven hydraulic pump when the engine rotates and the
switches are on. When they are turned off the engine-driven pump is
turned off and depressurised.
Left/Right Demand Pump Switches
These pumps, rather than been engine driven, are electrically driven and
provide supplementary hydraulic power for periods of high system
demand. They also provide a backup power source. When in the auto
position the pump operates when pressure is low or when the system
believes there will be a large system demand. When in the on position the
pumps run continuously and in the off position the pumps don’t run at all.
C1/C2 Electrical Primary Pump Switches
There are two motor-driven primary pumps for the centre hydraulic system.
The primary pump switches control the pump operation. When the switch is
turned on the pumps operate and when turned off the motor-driven pumps
are turned off.
45
 C1/C2 Air Pump Switches Master Brightness Control Switch
These pumps, rather than been motor driven, are air driven and provide When the control is on it allows the generic setting of all panel lights, overriding their
supplementary hydraulic power for periods of high system demand. They also individual settings.
provide a backup power source. When in the auto position the pump operates
when pressure is low or when the system believes there will be a large system
demand. When in the on position the pumps run continuously and in the off
position the pumps don’t run at all.
Glareshield Panel Light Control (outer)
PASSENGER SIGNS AND LIGHTING Illuminates all the backlighting on switches, selectors and labelling.
No Smoking Switch
When the switch is in the off position the no smoking signs are not illuminated and
when in the on position the no smoking signs are illuminated.
If selected in the auto position the signs are illuminated or extinguished automatically Glareshield Flood Light Control (inner)
with reference to airplane altitude and configuration.
Illuminates the flood lighting,

Seatbelt Switch
When the switch is in the off position the Seat Belt/Return to Seat signs are not
illuminated and when in the on position the Seat Belt/Return to Seat signs are illuminated.
Landing Lights
If selected in the auto position the signs are illuminated or extinguished automatically
The landing lights are located in the left and right wing root which are
with reference to airplane altitude and configuration.
optimized for the flare and ground roll. There are also two nose gear located
landing lights which are optimized for the approach. When the switches are in
the on position the landing lights are on and when the switch is in the off
Circuit Breaker Panel Light Control Switch position the lights are off.
*Currently not modelled in the simulation*
This switch controls circuit breaker panel light brightness. Beacon Lights
The beacon light are the red anti-collision lights on the top and bottom of the fuselage.
They should be turned on at any time the airplane is moving (under its own power or a
tug), or when the engines are running. When the switch is in the on position the beacon
Dome Light Control lights are on and when the switch is in the off position the lights are off.
*Currently not modelled in the simulation*
This switch controls overhead dome panel light brightness. Navigation/Position Lights
The navigation/position lights are the red and green lights on the forward wing tip (red on
the left wing and green on the right wing). On the aft tip of both wings is a steady white
Storm Light Switch light. When the switch is in the on position the navigation/position lights are on and when
the switch is in the off position the lights are off.
*Currently not modelled in the simulation*
This switch overrides the normal light settings and illuminates the cockpit lights at
maximum brightness. Logo Lights
The logo lights are located on the stabilizer and illuminate the airline logo on the vertical
tail surface. When the switch is on the logo lights are on and when the switch is in the
off position the logo lights are off.

46 47
 Wing Lights
The wing lights are positioned on the fuselage and illuminate the leading edge of the
wing. When the switch is in the on position the wing lights are on and when the switch is
in the off position the wing lights are off.
Runway Turnoff Lights
The runway turnoff lights are positioned in the wing roots and illuminate the area in
front of the main gear. When the switches are in the on position the runway turnoff
lights are on and when the switches are in the off position the runway turnoff lights
are off.
Taxi Lights
The taxi lights are positioned on the non-steerable portion of the nose strut and are used
to illuminate the area ahead of the aircraft. Care must be taken not to blind ground and
other crews using the taxi lights. When the switch is in the on position the taxi lights are
on and when the switch is in the off position the taxi lights are off.
Strobe Lights
The strobe lights are high intensity lights located on the forward tip of each wing and also
on the tail cone. They should only be used when on an active runway of when airborne.
When the switch is in the on position the strobe lights are on and when in the off position
the strobe lights are off.
Indicator Lights
When in the BRT (bright) position all the annunciator lights are set to full brightness,
when in the DIM position all the annunciator lights are set to a low brightness. The test
position is not currently modelled in the simulation.
FIRE PROTECTION
APU Fire Switch
*Currently not modelled in the simulation*
When a fire is sensed in the APU the fire switch unlocks which arms the fire extinguisher
bottles, closes the fuel and bleed valves, shuts the air inlet door and shuts down the
APU. Rotating the switch will discharge the fire extinguisher into the APU compartment.
48
Fire/Overheat Test Switch
*Currently not modelled in the simulation*
When pushed and held in simulates fire and overheat situations in the engine, APU,
wheelwell and cargo compartment. It is used to test the various fire alerting indications.
Cargo Fire Discharge Switch
*Currently not modelled in the simulation*
When pushed the fire extinguisher bottles are discharged into the armed cargo
compartment.
ENGINE
Electronic Engine Control (EEC) Mode Switches
NORM – Selects normal Electronic Engine Control mode. Sets thrust using
EPR as the controlling parameter. Prevents over boost at full throttle.
ALTN – Selects Alternate Electronic Engine Control mode. Thrust
be manually set using N1 as the controlling parameter. Autothrottle
disengages. Alternate mode automatically selected during reverse thrust.
Engine Start Up panel
FUEL SYSTEM
Fuel Jettison
Fuel Jettison is activated by arming the system, lifting the guard shields
and then activating the left and right nozzles in turn. The rate of fuel
dump can be regulated by the “fuel to remain” pull knob. Pull and turn
to the right to increase flow, left turn to decrease flow.
Fuel Pumps and Cross Feed Systems
Centre Tank Pump Switch
Switches on a fuel pump. Pump operates when commanded by system logic.
PRESS light illuminates when tank is empty. Light is NOT visible when pump
is switched off.
49
 PNEUMATICS MAIN PANEL
Air conditioning and cooling system
Equip Cooling.
AUTO: Equipment ventilation and cooling is controlled automatically.
OVRD: Ventilation fans are switched off
Recirc Fans switches
Recirculation fans move the air through the cabin and help equalize the air
pressure and allow for air recycling.
Gasper switch
ON: Conditioned air is supplied to gasper outlets located above each passenger seat.
Flight Deck and Cabin Temperature switch
Auto: Temperature controlled automatically. Turning the switch to the left will lower the temperature,
and turning to the right will raise the temperature.

Trim air and Packs

Trim Air switch
ON: Trim air system adjusts and equalizes the temperatures in different
cabin zones.
OFF: Only the average cabin temperature is controlled.

Pack switches
AUTO: Pack is automatically controlled.
OFF: Loss of bleed air source, or pack is selected off.

Bleed Air System

Isolation switches
AUTO: isolation valve operates automatically.
CLOSED: Valve is automatically or manually closed.
Engine Bleed Air switches
ON: engine automatically supplies bleed air into the pneumatic system, when
engine is running. 1. PFD 9. AP Disconnect
OFF: engine bleed air valves are closed.
2. ND 10. Sys Display Switch
APU Bleed Air switch
AUTO: APU bleed air is automatically supplied into the pneumatic system, when APU is running. 3. EICAS 11. GPWS
OFF: APU bleed air valve closed.
4. EFIS 12. Gear Switch
5. FD Switch 13. Auto Brake
Ice Protection
6. AP Engage 14. Master Warn/Caution
Anti-Ice switches.
OFF: System closed 7. AT Switch 15. Panel Switch
Auto: System automatically monitors and engages as required.
8. MCP 16. Compass
ON: Over-rides monitoring and is constantly on

50 51
 MCP (Mode Control Panel)
Automatic Flight
The Autopilot and Flight Director system allows automatic flight in both Command and Flight Director
modes. In Command mode, the autopilot is controlling the aircraft pitch, roll and thrust. In Flight
Director mode, the autopilot generates control commands and moves the flight Director bars on
Primary Flight Display to guide the pilot. The auto-throttle system operates thrust levers to adjust
thrust according to engaged autopilot modes.
Autopilot and Autothrottle
Autopilot has three channels, Pitch, Roll, and Thrust channels. Some autopilot modes control only
one channel, while other modes control two channels.
The Roll modes are single-channel.
They include:
1 HDG HOLD Commands the autopilot to roll wings level, and hold the heading existing when
reaching zero bank.
2 HDG SEL Turn to and maintain heading selected in MCP HDG/TRK window. The bank angle
during the turn is either automatic or can be manually set using the bank angle selector.
3 TRK HOLD Commands the autopilot to roll wings level, and hold the track existing when reaching
zero bank.
4 TRK SEL Turn to and maintain track selected in MCP HDG/TRK window. The bank angle during
the turn is either automatic or can be manually set using the bank angle selector.
5 LNAV Lateral navigation. Follow FMC-generated roll commands to fly the active route.
6 LOC Capture and follow the localizer.
Basic Pitch modes are single-channel too:
1 ALT HOLD Captures and holds the altitude existing when the mode was engaged. This mode is
also engaged when in V/S or FLCH mode and airplane reaches the altitude selected in MCP
Alt window.
2 V/S When engaged, opens the VS / FPA window with present vertical speed, and maintains this
speed. The vertical speed can be adjusted using the VS / FPA thumbwheel.
3 FPA When engaged, opens the VS / FPA window with present flight path angle, and maintains
this angle. The flight path angle can be adjusted using the VS / FPA thumbwheel.
4 G/S Captures and holds the glideslope.
Other Pitch modes are two-channel and control both pitch and thrust:
1 FLCH Starts climb or descent towards the altitude selected in MCP Alt window. If climbing,
throttles maintain Climb thrust, if descending, throttles are moved to idle. The aircraft pitch is
adjusted to maintain the speed selected in MCP IAS/Mach window. The plane nose is lowered to
accelerate and raised to decelerate.
52
2 VNAV Vertical navigation. Both pitch and thrust are controlled to follow the vertical profile and
speed settings generated by FMC for the active route.
Two thrust modes are also available, which are
1 SPD Autothrottle adjusts thrust to maintain the speed selected in IAS/MACH window.
2 THR Autothrottle maintains reference thrust selected in FMC and shown on EICAS display.
3 The APP mode controls both pitch and roll to follow localizer and glideslope for an ILS approach.
The autopilot modes are operated from the Mode Control Panel (MCP)
1. Autopilot engage button. Engages autopilot in currently selected modes, if Flight Director
already engaged. If Flight Director off, engages HDG HOLD and V/S modes when in flight.
2. Flight Director switch. Displays Flight Director bars on PFD. When switched on whilst on the
ground with no autopilots engaged arms TO/GA pitch and roll modes. When engaged in flight
with no active autopilots, engages HDG HOLD and V/S modes.
3. Autothrottle Arm switch. Arms autothrottle. Thrust controlling modes cannot be engaged if
autothrottle is not armed.
4. Autopilot Disengage bar. When pushed down, disengages the autopilot. Prevents autopilot
engagement when in down position.
5. IAS/MACH select button. Toggles the window display and speed mode between Indicated
Airspeed (IAS) and Mach. Current selection is shown on the left side of the display.
6. CLB CON button. Inhibited below 400ft AGL. When pushed, changes engine thrust limit to CLB
or CON if one engine is inoperative. This button is normal means of reducing takeoff thrust to
climb thrust if VNAV is not used.
7. Autothrottle button. Engages SPD autothrottle mode. Throttles maintain airspeed or Mach
selected in IAS/MACH window
8. IAS/MACH Window. Displays selected airspeed or Mach. Blank when in VNAV mode and the
speed is controlled by FMC. When aircraft is first powered, displays 200 KTs.
9. IAS/MACH Selector knob. When Rotated, sets speed in IAS/MACH window. When Pushed while
in VNAV mode, un-blanks the display to current FMC commanded speed and allows to manually
adjust the target speed. Second push blanks the display and returns speed control to FMC.
10. Lateral navigation button. Engages LNAV mode when above 100 feet radio altitude. Arms LNAV
mode for engagement when on the ground or below 100 feet. LNAV mode uses FMC-generated
commands to follow the active route. When LNAV mode is armed, it can be disarmed with
second push. LNAV mode can be disengaged by selecting other roll mode. Automatically
disengages when LOC mode engaged and localizer becomes alive.
11. Vertical navigation button. Engages VNAV mode when above 400 feet radio altitude. Arms VNAV
mode for engagement when on the ground or below 400 feet. VNAV mode controls both pitch
and thrust to follow the FMC-calculated vertical profile and speed. Armed VNAV mode can be
disarmed with second push. VNAV mode can be disengaged by selecting other pitch mode.
Automatically disengages when APP mode armed.
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 12. FLCH button. Engages Flight Level Change mode, if Autothrottle is armed. If the MCP altitude is 24. VS/FPA button. Engages V/S or FPA mode, which maintains vertical speed or flight path angle
higher than current altitude, a climb will be performed. The throttles will maintain reference thrust selected in VS/FPA window. When pushed to engage, captures present vertical speed or flight
selected in FMC (Takeoff or Climb thrust), while elevator will pitch the aircraft to maintain the path angle. If autothrottle armed, also engages the SPD thrust mode.
speed set in IAS/MACH window. If the MCP altitude is lower, descend will be performed. The
25. ALT HOLD button. Engages ALT HOLD mode. Aircraft levels off and captures and maintains the
speed will be maintained by elevator, and throttles will retard to idle. When aircraft intercepts the
altitude existing when mode was engaged. Altitude selected in MCP ALT window is not affected.
MCP altitude, it will level off and autopilot modes will automatically switch to SPD and ALT HOLD.
If autothrottle armed, also engages the SPD thrust mode.
When using VNAV, the normal procedure is to set your cruise (or ATC cleared) altitude in MCP Altitude
26. LOC button. Engages or arms LOC mode. LOC mode remains armed until localizer becomes
window before takeoff, and reset this altitude to zero or MDA (or as directed by ATC) when approaching
alive. While LOC mode is armed, it can be disarmed with second push. LOC mode captures and
the Top of Descent point. Until a lower altitude is not selected, the descent will not be started.
tracks the localizer course inbound. LOC mode can be disengaged by selecting other roll mode.
When VNAV mode is active, as in other vertical modes, the MCP altitude window is a «restriction».
27. APP button. Engages or arms LOC and G/S modes. LOC mode remains armed until localizer
When aircraft climbs or descends in VNAV mode and reaches the altitude selected in Alt window, it
becomes alive. G/S mode remains armed until glideslope alive and aircraft is not higher than one
levels off and pitch mode displayed on PFD changes to VNAV ALT. Thus, the altitude window can be
dot above the glideslope, or below it. Armed modes can be disarmed with second push. G/S
used for example when flying under ATC control. If ATC clears you to climb to an altitude lower than
mode captures and follows the glideslope. Below 1500 feet radio altitude with LOC and G/S
cruise altitude set in FMC, all you need is to select your clearance in MCP ALT window. Aircraft will level
modes engaged and any autopilot active, all three autopilots automatically engage and are locked
off when approaching this altitude. As soon as another clearance is received, enter the new cleared
for autoland. After this, APP mode can be disengaged only by sliding the Disengage bar down.
altitude or cruise altitude in ALT window and Push the Altitude selector knob to resume the climb.
13. HDG/TRK selector. Toggles the window display and mode (if engaged) between heading and
Track. Current selection is shown on the left side of the display. PRIMARY FLIGHT DISPLAY
14. HDG/TRK window. Displays selected heading or track. This heading (track) will be maintained if 1. AFDS engaged state
HDG SEL or TRK SEL mode is engaged. 2. Flight Mode annunciations
15. SEL button. Located on top of heading selector. When pushed, engages HDG SEL or TRK SEL 3. Angle of Attack
mode depending on HDG/TRK selector. This mode turns to and maintains the heading or track
selected in HDG/TRK window, using banks as commanded by Bank Limit Selector switch. 4. Attitude Indicator

16. Bank Angle Limit selector. Rotate to select automatic bank angle specific bank angle limit. When 5. Flight Director
turning in HDG SEL or TRK SEL mode, the aircraft will not bank over the selected limit. 6. Airspeed Indicator
17. HDG/TRK selector. Rotate to adjust the heading or track displayed in HDG window. 7. Altitude Indicator
18. HOLD button. When pushed and wings are level, holds the current heading or track. When pushed 8. Vertical Speed Indicator
and in turn, first rolls wings level, and holds the heading or track which existed upon leveling.
9. Heading Indicator
19. VS/FPA select button. Toggles the window display and mode (if engaged) between Vertical Speed
and Flight Path Angle. Current selection is shown on the left side of the display. Primary Flight Display (PFD) layout
20. Altitude window. Displays selected altitude. When reaching this altitude in any pitch mode, the 1. Command Speed
plane will level off. FLCH mode will start climb or descent towards this altitude when engaged. Displays speed selected on Mode Control Panel (MCP) or FMC
commanded speed when MCP speed window is blank
21. VS/FPA selector. Adjusts vertical speed or flight path angle displayed in VS/FPA window.
Inoperative when window is blank. 2. Maximum Speed
Maximum speed not to be exceeded
22. Altitude window. Displays selected altitude. When reaching this altitude in any pitch mode, the
plane will level off. FLCH mode will start climb or descent towards this altitude when engaged. 3. Flap Retraction Speeds
Indicate flap retraction speeds for current (5) and previous (1)
23. Altitude selector. Rotate: adjusts altitude displayed in ALT window. Push: During VNAV Climb, flap positions. Not displayed on the ground
removes the next route altitude restriction before cruise altitude. During VNAV Descent, removes
the next route altitude restriction. If in Climb and no restrictions ahead, or in Cruise, and MCP 4. Speed Trend Vector
altitude is higher than FMC cruise altitude, changes cruise altitude to the selected MCP altitude. If Shows acceleration or deceleration rate
in VNAV mode and aircraft is holding the captured MCP altitude and MCP altitude is changed,
5. Minimum Manoeuvring Speed
resumes climb or descent.
Shows manoeuvre margin to stall. Turns below this speed may cause the aircraft to stall
6. Mach / Groundspeed
Shows Mach number when above M0.4, or current Groundspeed when below

54 55
 1. Mach / Groundspeed Autothrottle modes
Shows Mach number when above M0.4, or current Groundspeed
THR REF Maintains reference thrust which is shown on EICAS display
when below.
SPD Maintains speed selected in MCP Speed window
2. Command Altitude
Displays altitude selected on MCP. IDLE Throttles are being moved to Idle position
3. Vertical Speed Readout HOLD Autothrottle servos are disconnected, allowing for manual adjustment
Shows Vertical Speed when over +/- 400 FPM. Placed above the
indicator when climbing, and below the indicator when
descending. Ground Displays Ground level, if the aircraft is below Roll Modes
400 ft AGL.
HDG SEL Maintains heading selected in MCP Heading window
4. Current Altitude
Displays current barometric altitude. When below 10,000 feet, the first digit is replaced with a TRK SEL Maintains track selected in MCP Heading window
green box. HDG HOLD Rolls wings level and maintains heading existed when leveled
Outlined in bold white when approaching MCP selected altitude and within 900 to 300ft to
Outlined in yellow when deviating from MCP selected altitude and within 900 to 300 ft from it. TRK HOLD Rolls wings level and maintains track existed when leveled

5. Barometric Altimeter Setting LNAV FMC commands bank to follow the active route. Armed when below 100 ft
Displays selected Baro setting or STD, as selected on EFIS panel. Outlined in yellow when above HOLD Captures and holds localizer track. Armed until localizer becomes alive
transition altitude and STD not set, or below transition level and STD set.
6. Decision Height
Displays Decision Height (RADIO or BAROmetric) selected on EFIS panel. Flashes in yellow when Pitch Modes
the aircraft is below selected height. Select Radio or Barometric DH Display Meters Select In.Hg. ALT Holds altitude existing when ALT HOLD button was pressed on MCP, MCP altitude
Select hPa Adjust DH Adjust Barometric Setting Toggle between selected Baro Setting and when it was captured while in V/S or FLCH mode
Standard fixed 28.82 In.Hg. EFIS Panel
V/S Holds vertical speed selected in MCP VS / FPA window
1. Current Heading – Existing aircraft heading
VNAV VNAV mode is armed when the aircraft is below 400 ft
2. MAGnetic or True heading display indicator
VNAV PTH Maintains altitude or vertical descent path commanded by FMC to follow
3. Selected Heading – Heading selected in MCP Heading window. When selected heading is outside route vertical profile.
visible rose part, the heading bug parks at a side closer to the selected heading.
FLCH SPD Maintains speed selected on MCP by pitching the aircraft up or down
VNAV SPD Maintains FMC commanded airspeed by pitching the aircraft up or down
AFDS Engaged State Indication
FPA Holds flight path angle selected in MCP VS / FPA window
FLT DIR Flight Director switch engaged while none of CMD buttons are engaged;
Flight Director bars visible
A/P Either CMD button engaged; the aircraft is controlled by autopilot Pitch Modes
LAND 3 Autoland active, all 3 autopilots are in CMD mode VNAV ALT Maintains MCP selected altitude if it was captured during MCP climb or descent
G/S Captures and holds glideslope. Armed until glideslope is alive and aircraft is below,
or less than one dot above GS.
Flight Mode Annunciations
FLARE Raises the aircraft nose to reduce vertical speed before touchdown. Armed when
Displays the active and armed Autothrottle, Roll and Pitch autopilot modes. Active modes are descending through 1500 ft radio altitude and engaged at 50 ft above runway.
displayed in green. Armed modes are displayed in white under Active modes. When a mode is
changed, it is boxed for 10 seconds.

56 57
 NAVIGATON DISPLAY
ND controls on EFIS panel
1. Left Nav Aid display
2. Select ND mode
3. Centre or expand ND display
4. Select ND range
5. Right Nav Aid Display
6. WX radar on/off
7. VOR Stations
8. Waypoint Display
9. Airport Display
ND showing WX Radar
777 Professional includes a simulation of the Collins WXR2100
weather radar developed by Praxmarer Florian of Add-On
Gauges. You can access a complete manual (in English) for the
weather radar from the Windows Start menu. Click on the
Windows “Start” button and then ‘Programs’. Click on the ‘Just
Flight’ entry and then on FSWXR Weather Radar. You will now
see the entry for the Weather Radar Manual. Click on it to open.
The documentation is in PDF format. The product installation
program will check if you have a suitable PDF reader installed
on your system. If it finds you don’t have such a program it will
offer to install the Adobe Acrobat PDF reader for you. If you
wish to install it manually then the English, French or German
versions of Acrobat can be installed by running the
“Install_Acrobat” program found on the DVD.
Wx Radar controls on radio panel
58
APP and VOR Modes
1. GS and TAS - Current Ground Speed and True Airspeed
2. Wind Indicator – Indicates wind direction and strength
3. Current Heading – Present magnetic heading.
4 & 5 TCAS display – Advises TCAS is on. Diamonds
represent other aircraft with alt difference in hundreds
of feet. + means above – means below
6. NAV Aid Info – NAV Aid source, name, and distance
indication
7. Left Nav Aid – Points in the direction of VOR1 or ADF
as selected on the EFIS panel
8. Right NAV Aid Points to the VOR2 or ADF as selected
on the EFIS panel
9. VOR1 OBI Indicates selected course for NAV1 radio
10. VOR 1 CDI – VOR 1 course deviation
Map Mode
1. Display range
2. Heading Index – Current MAG heading
3. Groundtrack Current MAG groundtrack
4. Next waypoint – Active waypoint name, ETA
and distance
5. Active route – Enroute waypoints and legs. Route
deviations are shown as white dashed line (not shown)
6. Runway centreline extension
7. Trend Vector – Predicated position in 30, 60 and
90 seconds
8. Altitude range ARC – The range at which the aircraft
will reach the MCP altitude, based on current
vertical speed
9. Tuned VOR
59
 Descent profile deviation when at descent stage. 1. TAT – Displays Total Air Temperature.
2. Engine indicators – Displays main engine parameters.
3. Message area – EICAS Warnings, Cautions, Advisories and
Memo messages.
4. Gear and Flaps indicators – Gear position and actual and
commanded flaps position. (Flaps not shown in the UP
position)
5. Total Fuel quantity – Amount of fuel left in all tanks.

Primary engine indicators

1. N1 – Current N1 (Fan) RPM, in percent.
2. EGT – Exhaust Gas Temperature. Readout not displayed when engine off.
3. Reference Thrust – FMC selected reference thrust. Digital readout
changes to REV when reverse thrust is applied.
4. Thrust Reference Mode – Thrust reference mode selected on FMC.

ND in Map Mode
B777 Flight Management Computer
(FMC) showing step to next waypoint Flaps and Gear Indicators
Gear position
The PLAN mode is used to review the active FMC route. The display is North-oriented. Shows green «DOWN» when gear down and locked.
The top part of the display is the same as in MAP mode, and bottom part shows the active route. Shows white hatched box when gear in transit.
When EFIS Mode switch is moved into PLAN position, the display is initially centred around the first
Shows white «UP» when gear up.
(active) waypoint. If the FMC LEGS page is opened, a <CTR> mark appears after this waypoint name.
Indicator is removed after 10 seconds when gear up.
The centring can be advanced by selecting the STEP > prompt on FMC CDU, or pressing NEXT PAGE
CDU button to advance to first waypoint on next page. Actual Flaps Position Shows current actual flaps position.
Indicator is removed after 10 seconds when flaps are up.
ENGINE INDICATION AND CREW ALERTING SYSTEM (EICAS) DISPLAY Commanded Flaps Position Shows position of flaps lever.
The EICAS display is divided into four main areas: Primary Engine indicators, Message area, Gear Green when flaps are in commanded position, Magenta while flaps are moving to
status and Flaps status displays. Secondary engine indicators are shown on ENG page of commanded position.
Multifunction display on central pedestal.

60 61
 Gear lever. Click on desired Click above or below to move Master Warning light Illuminated when new Warning message is displayed.
position with mouse, or use lever up or down, or use
Master Caution light Illuminated when new Caution message is displayed.
Flight Simulator G key. standard Flight Simulator
key commands.

ELECTRICAL SYSTEM
The Boeing 777-200 electrical system has two main electrical buses. Electrical power is provided by
following sources:
1 Two engine-driven Integrated Drive Generators (IDGs), providing power when engines
are running.
2 An Auxiliary Power unit is a small jet engine located in the tailcone. It drives an electrical
generator for use on the ground and supplies bleed air required for engine start.

EICAS Messages 3 Two external power sources can be connected on the ground, if available. They provide electrical
power and bleed air for engine start.
Warning messages
Alerts that require immediate action. Cannot be cancelled. Shown 4 Main battery powers the standby bus.
in red. The electrical system will power each main AC bus from a single source. If left and right buses are
Caution messages powered by different type of source, the bus tie breakers will open to separate the buses.
Alerts that require immediate attention. Shown in yellow below any When an engine is started, the respective bus will be automatically connected to engine-driven
Warnings. generator and disconnected from other sources. When an engine is stopped or a GEN CTRL switch is
Advisory messages selected off, the bus will transfer to other available source such as APU.
Alerts that require attention when time permits. Shown in yellow Connecting external power will also disconnect the engine generators. The standby bus is powered
and indented by a space to distinguish from Cautions. by main battery and the APU, and provides standby power should all four engine generators fail.
Two utility buses are powered from left side and right main buses and provide utility and galley
Memo messages power. They will be automatically shed if electrical load exceeds power available.
Reminders of current aircraft state. Indicate normal conditions. Shown in white at bottom of The backup electrical system powers one or both transfer buses if only one main AC generator is
message list. available or power to one or both main buses is lost. The transfer buses are powered by two backup
RECALL indicator Permanent Magnet Generators (PMGs) mounted on the engines.
Visible for 10 seconds after CANCEL / RECALL button is pushed. (not shown) The electrical system can also be powered by deploying Ram Air Turbine inflight.
Page number APU is started by moving the APU selector to START position. The APU spool up process takes
Displayed when more than one page of messages exists, and shows current page number. about half-minute.
(not shown)
To shut down the APU, move the APU selector to OFF position. This disconnects the APU from
electrical and pneumatic systems.
Master Warning/Caution Light and Switch Although, the APU continues running unloaded for some time. This cool down delay protects the
This lighted switch is located on the glareshield and alerts the APU from thermal shock. The APU will shut down automatically after the cool down is complete.
crew of any new EICAS warning or Caution. When a new Warning
message is displayed, the red WARN light is illuminated and a
two-tone siren is activated.

62 63
 ELEC page of MultiFunctional Display (MFD)
1. APU generator – Indicates the APU generator.
The box is green when APU is running.
2. BUS TIE – Shows the state of bus tie breaker.
Open breaker disconnects bus from other bus
and power suppliers.
3. External Power – Indicate the two external
power sources. A box is green when power
is available.
4. Power flow
Green line: power flowing.
White line: un-powered.
5. UTILITY – Green line indicates the Utility bus is
powered. White line indicates the Utility bus is
un-powered.
6. GEN CTRL – Indicates the state of engine
Generator control breaker. White when breaker
is open or IDG is not supplying power.
7. Backup Generators – Indicates the state of
Backup generators. Green box indicates
generator
is available.
8. BUS – Green: Bus is powered. White: Bus is
un-powered.
HYDRAULIC SYSTEM
The Boeing 777-200 Hydraulics consists of three independent systems which power different
subsystems of the aircraft. Each hydraulic system has Primary and Demand pumps. The demand
pumps automatically engage in high hydraulics power demand situations or when primary pumps
are inoperative or switched off.
Left and right primary pumps are powered by respective engines. Left and right demand pumps are
driven by electric motors. The centre system is powered by two electrically-driven main pumps, and
is backed up by two air-driven demand pumps.
In case of hydraulic failure, a Ram Air Turbine can be deployed. It will power the vital components
connected to central hydraulic system. A deployed ram air turbine cannot be stowed in flight and will
be retracted on the ground.
64
HYD page of the MFD
1. Powered systems
2. Primary Pump – Green box: Pump is ON and
pressure is normal. White box: Pump not
running or is switched off. White cross: Pump
switched ON and pressure is low
3. Demand Pump Green: Pump is running and
pressure is normal. White: Pump not running
or pressure is low.
4. Shutoff valve
5. Hydraulic reservoir showing Hydraulic quantity
(inside the indicator box) and Hydraulic
pressure (below box).
6. Hydraulic lines – Green when powered, white
when not powered
7. Ram Air Turbine
ENGINES
The engine startup controls include the engine startup panel on the overhead and fuel control
switches on the central pedestal.
Engine startup requires electrical power, fuel and bleed air supply. To be able to start the engines,
you must ensure the following:
1 APU is running and is connected to electrical system, or External power supply is available and
connected, and
2 Required fuel tank pumps are switched ON, and
3 Bleed air is available, i.e. the pneumatic isolation valves are open (see Pneumatics).
Fuel Control Switches
RUN: Enables fuel flow. Engine autostart armed to be activated when
start switch is rotated to START position.
CUTOFF: Closes fuel valve. Engine is shut down if running.
Both engines can be started automatically. The aircraft is equipped with
an Autostart system, which eliminates the need to monitor N2 RPM and
engage fuel flow when reaching a certain N2 level. When the Autostart
switch is in ON position, the Fuel Control Switches can be moved in RUN position before initiating the
engine startup. The startup will be performed by rotating a start switch into START position.
The engines are shut down by moving the Fuel Control switches to CUTOFF position. The APU
should be started or external power connected prior to all engines shutdown to prevent loosing the
main electrical power.
65
 FUEL SYSTEM AIR page of the Multifunction Display
The fuel system includes centre tank and two main (left and right) wing tanks. Each fuel tank has The AIR page shows the representation of the Pneumatic and air-conditioning system, the status of
two fuel pumps feeding fuel into the fuel system. A single pump can supply sufficient fuel to its parts, and cabin temperature information.
operate one engine.
1. Master Temp – target cabin temperature
The centre tank pumps have higher output pressure than main tank pumps. Center tank pumps
2. Zone Temperatures
override the main tank pumps so that fuel in centre tank is used first.
Display current (white) and target (magenta)
Any fuel pump can supply either engine. An engine can be fed from opposite fuel tank by opening the temperatures in:
crossfeed valves. Crossfeed valves are normally closed to isolate left and right fuel systems.
– six passenger zones (A – F),
The fuel system operation is automatic. However, the crew must switch off centre tank pumps when
– Flight Deck (F/D),
tank empties, which is indicated by an EICAS message.
– Bulk cargo area (BULK) and
1. Total fuel
– Aft cargo area (AFT).
2. Fuel Control Switch
3. Duct Pressure
3. Crossfeed Valve
Indicates engine duct pressure. White when pressure is
4. Fuel Pump - Indicates fuel pump status: Green: Pump normal. Yellow when pressure is low
is running and output pressure is normal. White:
4. Wing TAI – Wing thermal anti-ice state.
Output pressure is low or pump is selected off.
5. Engine Bleed Air valve – Shows state of Engine bleed air valve. Green line when bleed air is taken
5. Main Tank X 2
from the engine. White when engine is not running or the valve is manually closed.
6. Centre Tank
6. Pack status Green: pack is working. White: pack is off.
7. Fuel tank quantity Displays tank fuel quantity in
7. Engine start valve Indicates engine start valve state.
selected weight x1000
8. Isolation valve
9. Nacelle TAI

PNEUMATICS SYSTEM
OTHER MFD PAGES
The pneumatic system generates and distributes compressed air that is used for engine start, air
conditioning, cabin pressurization, anti-icing and for other purposes. ENG page of Multifunction Display
On the ground, prior to engine start, the compressed air is generated by the APU or is supplied from The ENG page of the MFD contains secondary engine indicators.
external source, when external power is connected. With engines running, the bleed air is taken from
1. Oil Pressure Engine oil pressure, in PSI
different stages of engine compressors.
2. Oil Temperature – Engine oil temperature, in degrees celsius.
The air conditioning system uses two PACKs, which control the air temperature and pressurize the
cabin. The pack operation is automatic; both packs are normally ON during ground operations. Pack 3. Oil Quantity – Engine oil quantity
output is automatically increased or decreased to suit pack or bleed air demands.
4. Vibration – Engine vibration, in units from 0 to 5
Normally all sources of compressed air and all packs are linked together. Although different parts of
the system may be isolated by the use of Isolation valves. 5. N2 RPM Indicates engine N2 (turbine) RPM, in percent.

Engine startup requires supply of compressed air into the engine. To be able to start the engines, you 6. Fuel Flow – Engine fuel flow per hour x1000
will need either to start the APU or connect external power, and ensure that the corresponding part of
pneumatic system is not isolated.

66 67
 FCTL page of Multifunction Display
1. Ailerons Outboard ailerons control aircraft bank.
2. Flaperons – Inboard flaperons work as combined
ailerons and flaps.
3. Spoilerons – Spoilerons work in speedbrake mode
when speedbrake is commanded. Inboard spoilers are
only deployed with full flaps. When spoiler is
commanded in retracted position, spoilerons extend
partially to assist turns.
4. Rudder trim
5. Stabilizer trim
6. Elevators – Elevators control aircraft pitch.
7. Rudder – Rudder controls aircraft
GEAR page of Multifunction Display
Brake Temp – Temperature of gear brakes, in units from 0 to 9.
0-4 is normal range, 5-9 is caution range.
Gear doors – Indicates the Open and Closed state of gear
bay doors.
DOOR Page of the Multifunctional display
Doors status – State of all aircraft doors. Amber highlight
indicates door is open.
68
CHKL page of Multifunction Display
1. Normal Menu – Displays the normal checklists menu.
2. Non-Normal Menu (INOP) displays the non-normal checklists
menu in real aircraft.
3. Checklist Title
4. Checked Item
Closed-Loop Item – auto checks (not shown)
5. Open-Loop Item
6. Up one page
7. Current page
8. Select page
9. Down one page
10. Normal – Displays next normal checklist
11. Item override – overrides active item
12. Checklist override – Overrides current checklist
13. Checklist re-set – Re-sets current checklist
14. Status
CONTINUED: checklist continues on following pages
COMPLETE: checklist is complete
OVERRIDEN: checklist is overridden
All accomplished closed-loop items are checked automatically. To check an active open-loop item,
click it with the mouse. If it is decided to skip an unchecked item, it can be overridden by pushing
the ITEM OVRD button. You can also override the entire checklist pushing the CHKL OVRD button.
To start the checklist over, push the CHKL RESET button to reset all items. When all checklist items
are checked, the status line will read .XXXX CHECKLIST COMPLETE. Pushing the NORMAL button
will advance to next checklist. You can display any checklist by pushing the NORMAL MENU button
and selecting required checklist from the displayed menu.
To reset all checklists, push the RESETS button and select RESET NORMAL or RESET ALL.
FLIGHT MANAGEMENT COMPUTER
The FMC displays its information and is programmed and controlled from the Control Display Unit
(CDU). The CDU contains a CRT screen and keyboard to enter data and perform actions.
The CDU has many pages. Desired page is displayed by pressing the corresponding Mode Select key.
When several pages of same type exist, like many LEGS pages for a long route, you can navigate
through such pages using the PREV PAGE and NEXT PAGE keys. The Page Number indicates current
page and total number of such pages.
69
 After entering the data, press the Line Select Key (LSK) next to the desired onscreen entry field. This GROUND PROXIMITY WARNING SYSTEM
will transfer the data from Scratchpad into the selected field.
The Ground Proximity warning system will provide aural and visual warnings when aircraft is in
Some fields (for example, waypoints on LEGS page) allow to be «Downselected». When you LSK danger of ground impact. It detects numerous dangerous conditions and can produce the
such field (press the Line Select Key next to a field), its contents are copied into the Scratchpad. This following warnings:
allows you to insert this data into another field.
"SINKRATE"
The CLR key erases the last entered character on the Scratchpad. The .+/-. key types a minus sign, Warning of high barometric descent rate into terrain, or high sink rate near the runway threshold.
additional presses on this key alternate the sign between Minus and Plus. The lower your altitude is, the lower descent rate will trigger this alarm.
The data in some fields can be deleted. To do so, press the DEL key – .DELETE. appears on "PULL UP"
scratchpad – and LSK the desired field. Excessive sink rate near ground, requires immediate action.
When some major changes are done, such as modifying an active route or selecting different "TERRAIN TERRAIN"
runway, the CDU requires you to confirm the changes. A yellow light is illuminated on the EXEC key. Excessive terrain closure rate.
To confirm the action you must press the EXEC key.
"DON'T SINK"
A FULL Flight Management Computer manual is included below. Alerts to an inadvertent descent into terrain after takeoff. The alert is given after significant altitude
loss, which allows for small sinking due to flap retraction etc.
1. Line Select Keys (LSK)
"TOO LOW, TERRAIN"
2. Scratchpad Entered information, or downselected
Insufficient terrain clearance while not in landing configuration. The warning envelope depends on
data,
airspeed and radio height.
appears here.
"TOO LOW, GEAR"
3. Mode Select keys – Press to display different
Too close to ground, at small airspeed and gear are not down. Can be inhibited.
CDU pages.
"TOO LOW, FLAPS"
4. EXEC Button and Light – Used to confirm major
Too close to ground, at small airspeed, gear down and flaps are not in landing position. Can be inhibited.
changes.
"GLIDESLOPE"
Descending below glideslope. Active when ILS is available and gear down. The warning envelope
contains two boundaries: "soft" warning and "hard" warning. Both boundaries are a function of
glideslope deviation and radio altitude. When aircraft penetrates the "soft" alerting region, the pilot is
given a "calm" warning; if the aircraft subsequently enters the "hard" region, the warning becomes
loud. The lower your altitude and the closer you are to glideslope transmitter, the higher is the
amount of glideslope deviation required to trigger the warning.
This warning can be suppressed by pressing "G/S INHIBIT" button to permit deliberate descent below
the glideslope in order to utilize the full runway length under certain conditions.
The GPWS provides aural altitude callouts during the approach at 1000, 400, 200, 100, 50, 30, 20
and 10 feet above runway. It also generates the "MINIMUMS" callout when passing below Decision
Height, and "APPROACHING MINIMUMS" 100 feet above the DH.
Gear Ovrd button
Inhibits TOO LOW GEAR alert.
Flap Ovrd button
Inhibits TOO LOW FLAP alert.
G/S Inhibit button
Inhibits GLIDESLOPE alerts.
Ground Proximity light
Illuminated when ground proximity warning exists.

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 RADIO PANEL
Desired radio or operation mode is selected using labeled buttons, active
mode is indicated with yellow light on the button.
COM1, has Active and Standby frequencies, which are displayed in two
windows. Turning the knob changes Standby frequency. After the
frequency is tuned, press Swap Button. This will move tuned Standby
frequency into Active window, and old Active frequency will take place of
Standby frequency.
NAV1, NAV2 and ADF radios have auto tuning functions.
Tuning knob is operated with the mouse. Both mouse buttons are used,
which simulates turning LARGE or SMALL knob. For most modes, when
clicking left or right of the knob with LEFT mouse button (Small knob),
the fractional part of frequency will be increased or decreased. When
clicking with RIGHT mouse button (Large knob), the whole part of
frequency will be changed.
COM1
This mode displays Active and Standby COM1 frequency. Tuning
knob changes Standby frequency, which can be swapped into Active
window by pressing Swap Button. LEFT mouse button tunes
Fractional part of the frequency, RIGHT button tunes Whole part.
XPDR
Changes Transponder (ATC) code. Current code is displayed in the
Active window. When you turn Small knob (click LEFT mouse
button), first digit will increase or decrease, and will start blinking
with 'cursor'. When you tune required first digit, turn Large knob
(click RIGHT mouse button) to move the cursor to next digit and
continue using Small knob to tune the digit. All changes are entered immediately into Transponder.
The blinking cursor disappears after 12 seconds of not using the knob.
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Autobrakes
The Autobrake system provides automatic gear wheel braking at touchdown, or
in case of rejected takeoff. The system modes are controlled with Autobrake
selector switch which has the following positions:
RTO If throttles are retarded to Idle at takeoff and speed is above 85 knots, the
system automatically applies maximal braking.
OFF The system is disarmed and power is removed from the system.
DISARM Autobrakes disengaged, any braking is stopped.
1 – MAX At touchdown, the system automatically applies braking. Different deceleration rates are
achieved by selecting a position from 1 (lowest braking) to MAX AUTO (maximum braking).
MISCELLANEOUS
Clock
The Clock is located on a separate pop-up window and displays current
GMT time, has a chronograph (stopwatch), Elapsed Time meter, and Sim
rate controls.
The clock shows GMT in upper window. The time can be adjusted by clicking
around the digits. The Elapsed Time meter is used to measure the flight time.
The meter uses the ET/CHR display to show elapsed hours and minutes. The
ET switch has RUN, HOLD and RESET positions. When moved into RUN
position, it starts or continues counting time. HOLD position holds the
counter. The RESET position is spring-loaded to HOLD position and resets the meter to zero. The
Chronograph is primarily used for timing different flight procedures.
When started by pressing on CHR button, the seconds hand starts to move, and hours and minutes
are displayed on the ET/CHR display. The ET meter is not reset and continues to run in background,
if was started. Second push on CHR button stops the Chronograph, third push resets it and removes
CHR indication from the display.
Performance and Set Up panel
Options included in this panel will allow you to set up your
aircraft to your personal preferences, and tune it to give you
the best possible performance for your operating system.
The options include:
1 Cold and Dark cockpit – Cuts all power, stops all
engines, switches are moved to OFF position.
2 Engines Off
3 Don’t Change
4 Performance options
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 5 Fuel loading – for optimum distribution of fuel load
6 Sound
7 Keyboard commands
8 ADIRU initialization
9 Airline options – allows you to choose FD type and PFD/ND set up
FLIGHT MANAGEMENT COMPUTER
The Flight Management Computer (FMC) is the primary means of navigation and automatic flight
along the route.
The FMC allows entry of flight route consisting of a number of waypoints. The route is displayed on
the Navigation Display (ND), and can be flown either automatically, using the LNAV (Lateral
Navigation) autopilot mode, or manually. The legs between route waypoints are calculated as Great
Circle paths, ensuring the minimal leg distance. The route can be manually entered by specifying the
route waypoints, or imported from existing FS2000 flight plan. The route can be modified at any time
by inserting or deleting waypoints.
The FMC contains a complete, current real-world AIRAC navigational database which includes
airports, runways, navaids, waypoints, and SID and STAR procedures.
You can select desired SID (Standard Instrument Departure) and STAR (Standard Terminal Arrival)
procedures for Departure and Destination airports. Selected SID and STAR waypoints will be added
to the route and will be displayed on the ND. These procedures
will be flown according to any special routing defined for such SID and STAR.
The FMC calculates optimal Vertical (altitude) and Speed profiles for Climb, Cruise, and Descent
stages of enroute flight. This calculation accounts for any altitude and speed restrictions defined for
route waypoints, and for speed restrictions and transitions set for climb and descent. FMC
automatically computes the Top of Descent (TOD) point which allows the descent on idle or minimal
thrust to minimize the fuel consumption. The Economy speeds for all flight stages are calculated
based on entered Cost Index.
The vertical and speed profile can be flown automatically using the VNAV (Vertical Navigation)
autopilot mode. The crew can level the aircraft off at any assigned altitude without leaving the VNAV
mode by selecting the altitude in MCP ALT window.
Additionally, the FMC speed commands can be overridden by pushing the MCP speed selector knob
and selecting different speed.
The FMC allows for performance management. It computes the takeoff V-speeds, thrust settings,
optimum and maximum cruise altitudes, landing reference speeds etc based on fuel quantity, entered
Zero Fuel Weight, atmospheric conditions and other factors.
Based on computed optimum altitude, the FMC automatically calculates Step Climb points to
minimize fuel consumption by climbing at higher altitudes as fuel burns and aircraft weight reduces.
The FMC allows the flight progress monitoring by estimating the time of arrival and remaining fuel
on next waypoint and destination.
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Holding patterns can be automatically flown in LNAV mode. The crew can define a hold with any
parameters, at any enroute or offroute waypoint, or at present position. The FMC will automatically
choose the correct hold entry procedure depending on entry course and holding pattern orientation.
The FMC automatically tunes the NAV1 and NAV2 navigation radios to the two closest VOR stations.
The crew can override this autotuning and tune any NAV radio by entering the new frequency or
station identifier.
When approaching the destination airport and an ILS-equipped runway is selected, the ILS frequency
and front course will be automatically selected on NAV1 radio.
FMC Control Display Unit (CDU)
1. Line Select Keys (LSK) - Used to select on-screen prompts, insert
entered data into entry fields, and copy data to the scratchpad.
2. Scratchpad – Entered information, or downselected data,
appears here
3. Mode Select keys – Press to display different CDU pages.
4. CDU keyboard – Contains keys for data entry.
5. EXEC Button and Light – Used to confirm major changes.
The FMC displays its information and is programmed and controlled
from the Control Display Unit (CDU). The CDU contains a CRT screen
and keyboard to enter data and perform actions.
The CDU has many pages. Desired page is displayed by pressing the
corresponding Mode Select key. When several pages of same type
exist, like many LEGS pages for a long route, you can navigate
through such pages using the PREV PAGE and NEXT PAGE keys.
The Page Number indicates current page and total number of such pages.
The information is entered into the CDU via the CDU keyboard. One way is to press the keys on CDU
picture with your mouse. Alternatively, you can press SCROLL LOCK key to use your PC keyboard.
While SCROLL LOCK is pressed, all keystrokes will go to the CDU and will not be received by
FS2004. This state is indicated by a flashing «K» symbol above the CDU screen.
To resume normal keyboard operation, press SCROLL LOCK again. When you type something on
CDU keyboard, the entered information appears on the Scratchpad line at the bottom of CDU screen.
After entering the data, press the Line Select Key (LSK) next to the desired onscreen entry field. This
will transfer the data from Scratchpad into the selected field.
Some fields (for example, waypoints on LEGS page) allow to be «Downselected». When you LSK
such field (press the Line Select Key next to a field), its contents are copied into the Scratchpad. This
allows you to insert this data into another field.
The CLR key erases the last entered character on the Scratchpad. The +/- key types a minus sign,
additional presses on this key alternate the sign between Minus and Plus.
The data in some fields can be deleted. To do so, press the DEL key – .DELETE appears on
scratchpad – and LSK the desired field.
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 When some major changes are done, such as modifying an active route or selecting different HOLD key
runway, the CDU requires you to confirm the changes. A yellow light is illuminated on the EXEC key.
HOLD Holding pattern parameters
To confirm the changes, press this key. You can also cancel the changes by selecting the < ERASE>
prompt which will appear on the screen. PROG key
PROGRESS Flight progress and time / fuel estimations
CDU PAGES MENU key
The CDU has many pages, which are responsible for different functions. They are selected with Mode MENU Simulator specific functions
Select keys.
NAV RAD key
Some keys such as INIT REF and VNAV can display several different pages. Pressing such key
NAV RADIO Navigation radios control
automatically displays a page appropriate for current FMC and aircraft state. Other pages can be
selected by pressing PREV PAGE / NEXT PAGE buttons or chosen from a
list by selecting the < INDEX > prompt. CDU PREFLIGHT PROCEDURE
• Press INIT REF key. If IDENT page is not displayed, select the INDEX prompt and select IDENT
from the list. Verify engine type and nav data times. Real aircraft operations are illegal if the nav
INIT REF key data is expired.
IDENT Aircraft and engines model, nav data used and nav data validity times
• Open POS INIT page. During preflight, a prompt for next incomplete page is displayed at right
POS INIT Inertial Reference System (IRS) position initialization bottom. Verify IRS position.
PERF INIT Performance initialization – aircraft weights, fuel reserves, cruise altitude and cost index • Open ROUTE page. Enter Origin and Destination airports ICAO codes. Company route name and
Flight number can be entered too. Activate route selecting the ACTIVATE prompt and Confirm
THRUST LIM Selecting reference thrust limits, reduced and derated thrust. entry by pressing EXEC Alternatively, open the Menu page and load previously saved route or
TAKEOFF REF Takeoff VNAV profile, takeoff reference speeds import an existing FS2004 flight plan.
APPROACH REF Approach reference speeds • Open PERF INIT page. Enter Zero Fuel Weight (ZFW). Selecting the PERF INT REQUEST key will
automatically register and enter fuel, ZFW and Gross weights. Enter fuel reserves. Choose cost
MENU Simulator specific functions index. Enter cruise altitude.
• Open THRUST LIM page. Select desired Takeoff thrust and arm desired Climb thrust.
RTE key • Open TAKEOFF page. Enter takeoff data as needed. Confirm computed V speeds by line
RTE Route origin and destination airports selecting them.

DEP ARR key • Open LEGS page. If route was not loaded or imported, enter your route waypoints by entering
their names into the last dashed line shown on the page. Use NEXT PAGE key to open a new
DEPARTURES Departure airport runways and SIDs page when a page is filled. Confirm route modifications by pressing the EXEC key.
ARRIVALS Destination airport runways and STARs • The preflight is complete and the FMC is ready to guide the aircraft laterally and vertically along the
CDU Preflight Procedure route, when LNAV and VNAV modes are engaged on the MCP. One important thing to remember
when flying using the VNAV mode is to set the MCP Altitude window to the cruise altitude (or lower
VNAV key clearance) before takeoff, and reset to lower altitude before reaching the Top of Descent.
CLB VNAV Climb parameters • Until MCP ALT is reset, the descent will not start automatically.
CRZ VNAV Cruise parameters
DES VNAV Descent parameters
LEGS key
LEGS Route waypoints

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 IDENT page PERF INIT page
1. Aircraft Model – Aircraft model used for performance Performance Initialization page. Accessed by pressed INIT REF key and selecting PERF after selecting
calculations. INDEX prompt.
2. Engines – Engines model used for performance calculations. 1. Gross Weight – Aircraft gross weight, in LBS x 1000.
3. Nav Data valid times - Shows the valid and expiration dates for 2. Cost Index – Used for Economy speed calculations. Higher value
the used navigation database. Real world operations are illegal if results in higher speeds, higher fuel burn and shorter max range.
the database is not valid.
3. Reserves – Fuel reserves.
4. POS INIT – Opens the next page in preflight sequence, the POS
4. Step Size – Step Climb size. ICAO is 4000 ft increments.
INIT page.
5. PERF INIT REQUEST – Queries aircraft and auto fills Gross, ZFW
5. INDEX – Opens the INIT REF INDEX page.
and Fuel weights
6. Nav Data – Identifier of loaded navigation database.
Entry of Zero Fuel Weight is required for all VNAV performance calculations. It is more convenient to
use the PERF INIT REQUEST key, the GW will be calculated automatically using the sensed fuel
POS INIT page quantity, and ZFW.
Accessed by selecting POS INIT prompt from IDENT page or by pressed INIT REF key and selecting POS The cruise altitude can be changed from PERF INIT, VNAV CLB and VNAV CRZ pages. Also, in cruise, or
after selecting INDEX prompt. in climb with no altitude restrictions between current and cruise altitude, the cruise altitude can be
1. Last Position – Last calculated position. changed by selecting a higher altitude in MCP ALT window and pushing the MCP Altitude selector knob.
2. GPS Position – Position calculated by satellite Global Step climbs are discussed in the section detailing the CRZ page.
Positioning System.
3. Set Inertial Position – In real aircraft, the Inertial Reference
THRUST LIM page
System position is initialized by entry in this line.
Thrust modes and limits selection page. Accessed by pressed INIT REF key and selecting THRUST
4. ROUTE – Opens the next page in preflight sequence, the
LIM after selecting INDEX prompt.
ROUTE page.
1. Assumed Temperature Select – If entered, the FMC assumes
that the outside air temperature is different that the sensed
ROUTE page OAT. This makes possible to get the lower «derated» takeoff
thrust for fuel economy.
This page is used to set your origin and destination airports, optional
company route and flight number. If the route was not loaded or 2. OAT – Displays current sensed Outside Air Temperature.
imported, the preflight can be continued either by going to PERF INIT 3. Thrust Mode and Limitn – Displays selected thrust mode and
page or by entering the route on the LEGS page first. calculated thrust limit.
Page Title 4. Climb Thrust Mode Arm – Arms normal (CLB) or reduced (CLB1 and CLB2) thrust limit to be
RTE1: Route is not activated. automatically selected when passing the thrust reduction point in VNAV mode.
ACT RTE1: Route is activated.
MOD RTE1: Route is modified. 5. Takeoff Thrust Mode Select – Selects normal (TO) or reduced (TO1 and TO2) thrust limit.
Selecting also arms corresponding Climb thrust mode.
1. Origin
Enter the ICAO code of origin airport. Re-Entry erases current route and destination airport. When taking off using the autothrottle and TO/GA switch, the takeoff thrust will be set to the limit
computed for the selected takeoff thrust mode. The limit thrust is automatically calculated for current
2. Destination outside temperature and pressure altitude. The current thrust
Enter the ICAO code of destination airport. Re-Entry clears selected landing runway and STAR
and removes STAR and approach waypoints from the route. mode and limit is also displayed above the engine readouts on the EICAS display.
3. Runway – Displays selected departure runway. When weather conditions, runway conditions and runway length allow, the takeoff thrust can be
reduced in order to save fuel consumption. There are two ways to do that. First way is to select one
4. Activate prompt – Appears when new origin or destination is selected. Activates the new route. of fixed reduced thrusts, the TO1 or TO2 (and corresponding CLB1 or CLB2 climb thrusts). They
Selecting the prompt illuminates the EXEC key to confirm activation. Replaced by PERF INIT > offer -5% and -15% thrust reduction.
prompt when route is activated.

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 Another way is to derate the thrust by selecting Hotter assumed temperature than it is detected. The
thrust calculations will be based on the entered temperature and will produce lower values.
After takeoff, when plane climbs above the Thrust Reduction point (discussed in TAKEOFF REF page
description), the THRUST LIM page changes to different layout, allowing you to select Climb thrusts
and other thrust modes.
TAKEOFF REF page
Takeoff profile selection page. Used to specify takeoff flaps, acceleration and thrust reduction points,
and select V1, VR and V2 speeds. Accessed by pressed INIT REF key and selecting TAKEOFF after
selecting < INDEX prompt. Has two pages which are
switched using PREV PAGE and NEXT PAGE keys.
1. Flaps Flap settings selected for takeoff
Entry format:
Flaps: 5, 15 or 20
2. V1, VR and V2 speeds - FMC-calculated V speeds are displayed
in small font followed by a caret, and title reads REF Vx. The
FMC-calculated speeds may be confirmed by line-selecting
them. Or different speeds may be manually entered.
3. Ref Speeds – Toggles the display of calculated reference V
speeds to the left of confirmed or entered speeds.
4. CG / Trim – Takeoff stabilizer trim position for selected center
of gravity.
1. EO Acceleration Height – Acceleration Height for engine
failure situation
2. Acceleration Height – Height at which VNAV will pitch down and
start acceleration from V2+10 to climb speed.
Entry format:
Height (400-9999 feet):
XXX or XXXX
3. Thrust Reduction
Height or flap setting at which takeoff thrust limit will be decreased to climb thrust limit. The climb
thrust mode armed on THRUST LIM page is also displayed.
Based on Gross Weight, takeoff thrust mode, selected takeoff flap settings, runway conditions,
temperature and pressure, the FMC automatically calculates the V1, VR and V2 speeds. The FMC-
computed V speeds are shown in small font and are followed by a caret, identifying a prompt.
The crew confirms the computed speeds by line-selecting each speed, after this a small is displayed
in large font. Alternatively, the crew may enter other V speeds.
When speeds are confirmed or entered, they appear on the airspeed tape of Primary Flight Display.
Until the speeds are confirmed, a «NO V SPD» sign is shown instead.
80
Selecting different thrust mode, flap setting, runway conditions, or ZFW, will erase the selected V
speeds. This will be announced by a «V SPEEDS DELETED» message on CDU scratchpad.
V1 is Decision speed; a takeoff cannot be aborted after reaching this speed.
VR is Rotation speed, the speed at which pilot should lift the nose of aircraft. The nose is lifted to
around 8 degrees pitch.
V2 is Takeoff Safety speed. After taking off and during climb out, normally a speed of V2+10 is
maintained until sufficient altitude is gained.
When VNAV is used, the aircraft will climb at high climb rate maintaining V2+10 speed, until passing
the entered Acceleration Height. At this height, the pitch will be decreased and aircraft will start
accelerating to climb speed, subject to all restrictions set on
VNAV CLB page and all waypoint restrictions.
During takeoff and initial climbout, the engines thrust limit will be selected Takeoff thrust (TO, TO1,
TO2 or any derated takeoff thrust, as selected on THRUST LIM page). After climbing to the entered
Thrust Reduction Height, or selecting entered Thrust Reduction Flaps, this thrust limit will be
replaced by a lower Climb thrust, as armed on THRUST LIM page.
If the takeoff was performed using autothrottles working in THR REF mode (VNAV uses this mode),
the throttles will be automatically moved back and engine thrust will be lowered when passing Thrust
Reduction Height.
The Acceleration and Thrust Reduction height entries allow you to set up the FMC to comply with
any obstacle clearance and noise abatement requirements.
APPROACH REF page
The APPROACH REF page is used to calculate and select landing reference speed and landing flap
settings. Accessed by pressed INIT REF key and selecting .APPROACH after selecting < INDEX prompt.
1. Gross weight – Displays Gross Weight used for Vref calculation.
Current actual weight is shown in small font. Entered weight is
shown in large font. Entered value can be deleted.
2. Vref lines – FMC calculated Vref speeds for 20, 25 and 30
degree flaps for actual or entered gross weight. Lines can be
copied to scratchpad and transferred into Flaps/Speed line.
3. Flaps / Speed
Entered landing flaps and Vref speed. – Can be manually entered
or transferred from FMC-calculated Vref lines. When entered,
Vref bug is displayed on PFD.
The FMC automatically calculates landing reference speed Vref for 25 and 30 degree flaps. The
calculation is based on current actual Gross Weight. When it is desired to compute and select Vref in
advance before approach, the crew can enter other Gross
Weight into GR WT line. This entry will be displayed in large font, and the speeds will be calculated
based on entered weight.
The entered gross weight can be deleted. To do so, press the DEL key on CDU keyboard – DELETE
appears on scratchpad – and line-select the Gross Weight line. The indication and calculation will be
reverted to actual gross weight.
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 The two Vref lines show calculated Vref speeds for 25° and 30° flap settings. Each line can be
downselected into scratchpad by line-selecting it. After this, the scratchpad can be inserted into the
Flaps / Speed line.
When data is entered into Flaps / Speed line, either by transferring from one of Vref lines or manual
entry, a green V RF bug is displayed next to the selected speed on the Primary Flight Display (PFD)
airspeed tape.
The entry in Flaps / Speed can be deleted using the CDU DEL key.
LEGS page
The LEGS page is used to enter and modify waypoints which make up the flight route. Waypoints can
be added, inserted, deleted. Each waypoint allows entry of speed and altitude restrictions.
1. Page Title
RTE 1 LEGS Route not activated.
ACT RTE1 LEGS Active route waypoints
MOD RTE1 LEGS Route is modified and changes not confirmed yet
2. Waypoint – Waypoint name. Entered waypoints are inserted in
these lines.
3. Leg Direction – Leg direction. Normally, the bearing to next
waypoint, but special displays are possible for SID and STAR
waypoints.
4. Leg Distance – Distance of the leg. Not displayed for some SID and STAR waypoints.
5. Speed / Altitude restrictions - Entered Speed and altitude restrictions for a waypoint. Dashed
when not entered.
The LEGS pages display all route waypoints, including SID, STAR and approach waypoints. The
topmost waypoint on the first LEGS page is always the current waypoint. When the aircraft reaches
current waypoint, it is deleted from LEGS page and is replaced by next one.
Initially, if a route was not loaded or imported, the LEGS page is blank, and the first Waypoint line
contains dashes. The dashes indicate a place to add new waypoint to the route. If route already
contains any waypoints, the last line always remains dashed allowing you to add waypoints to the
end of route.
To add a waypoint, enter its name, such as VOR, NDB or Interception identifier, on the CDU
keyboard. Press Line Select key next to the dashed line in the end of the list. If such waypoint is
found in navigation database, its name will be transferred to this line and the waypoint will be added
to the route.
After one LEGS page of waypoints is filled, second page becomes available. Press the NEXT PAGE
key to advance to it and see the dashed entry prompt.
If multiple instances of entered waypoint with same names are found in the database, the SELECT
DESIRED WPT Page appears. It lists the found database entries, their types and coordinates. Select
the desired waypoint from the list by pressing Line Select Key (LSK) next to it.
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If the route is not yet activated on the RTE page, the LEGS page title will read RTE 1 LEGS, and all
entered waypoints will be automatically added to the route.
If the route is already activated, the LEGS page title will be ACT RTE 1 LEGS. Now, all added,
inserted, deleted, or changed waypoints will be considered as route changes and require
confirmation, because the aircraft may already be flying the route. As soon as such modification is
made, the EXEC light will be illuminated asking you to confirm the changes, and an < ERASE prompt
will appear in the bottom of the display.
The ERASE prompt allows you to cancel any changes to the route. When you finish modifying the
route, press the EXEC key to confirm the route changes and update the active route.
Waypoints can be inserted before any other waypoint of the route. To do so, type the name of the
new waypoint, and Line Select (LSK) the waypoint before which the new waypoint is to be inserted.
The FMC considers the new inserted waypoint as not laying on the previously entered route. Due to
this, it does not automatically bridge this new waypoint to the following one and inserts a Route
Discontinuity notification and THEN prompt. You can continue inserting new waypoints by entering
them into this THEN boxes prompt. When all new waypoints are inserted, you need to close the
discontinuity gap. This is done by down selecting the waypoint after and insert this waypoint into the
THEN box.
Any waypoint can be deleted from the route. This is done by pressing the DEL key on CDU keyboard
– DELETE prompt appears on the scratchpad – and line selecting the waypoint to be deleted.
Part of the route consisting of several waypoints can be deleted by changing the sequence of
waypoints. This is done by moving the next waypoint after the unwanted part in place of first
waypoint of this part. In the picture from previous page, if you wanted to delete the WAFFU, HARDY
and DPE33 waypoints, down select (LSK) the waypoint after these three, the DPE waypoint, insert it
before the first waypoint to be deleted - WAFFU. This tells the FMC that DPE waypoint should follow
the SFD waypoint, and all waypoints between these two will be deleted.
This method can be used when you want to fly directly to any waypoint of the route. Just line select
your waypoint, and insert it before the very first (current) route waypoint, by LSKing the first line of
the first LEGS page. All waypoints before selected one will be deleted.
You can create along-route waypoints - a waypoint located on existing route at given distance from
or to an existing waypoint. To do so, line select a desired waypoint to transfer it to scratchpad, add
slash and a distance, and line select the same waypoint again. If the entered distance is positive, the
new waypoint will be inserted after the selected waypoint. If the distance is negative (starts with
Minus sign), the waypoint will be inserted before the selected waypoint.
Legs page displayed on ND
The active route is shown on Navigation Display (ND) as a magenta line between diamond signs
depicting waypoints. All route modifications are shown as white dashed lines. You can review all
route legs on the ND. This is done by switching the ND into PLAN mode, using the ND mode selector
on EFIS panel.
The ND display switches to North-oriented plan of route legs, centered on current (first) waypoint.
The FMC LEGS page also changes to allow you to step through route legs and center the display on
each waypoint.
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 Speed / Altitude restrictions - Entered Speed and altitude
restrictions for a waypoint. Dashed when not entered.

Entry format:
Altitude:
1. CTR – Indicates the waypoint around which the ND display is centred. XXXX
XXXXX
2. STEP prompt – Moves the centring to next waypoint. Pressing PREV PAGE and NEXT PAGE keys Flight level:
will centre the display around first waypoint of the next or previous LEGS page. XXX
Each waypoint can have an Altitude or Speed / Altitude restriction entered. Altitude suffix:
A = at or above, B = at or below Speed: 100-399 IAS, 400-999 Mach XXX/ Speed and altitude:
Such restrictions can be dictated by any procedures, regulations, or be imposed by Air Traffic XXX/XXXXX
Control. Entering the restrictions cause the FMC to change the computed vertical and speed profile
for the entire route.
The Altitude restrictions can be of three different types. The .AT. restriction (just the altitude entered) Progress Page
makes the aircraft pass this waypoint exactly at this altitude. The .AT or ABOVE. (.A. suffix entered
Last waypoint – Last passed waypoint, passing altitude, actual time, and fuel remaining. (not shown
after the altitude) means pass this waypoint at least at this altitude, or above, if possible. The .AT or
here a/c on gnd)
BELOW. (.B. suffix entered) tells the FMC to pass the waypoint not above the entered altitude.
1. Current waypoint – Current (active) waypoint, distance to go in
The Speed restriction is always .No faster than. constraint. Speed can be entered either in Knots or
NM, estimated GMT time of arrival, and estimated fuel
as Mach number, entries above 400 result in Mach numbers of 0.XXX.
remaining.
The altitude and speed restrictions are followed differently in climb and descent. In VNAV climb, if
2. Next waypoint – Next waypoint after current, distance to go in
any waypoint ahead before the Top of Climb contains the AT or AT OR BELOW restriction, the aircraft
NM, estimated GMT time of arrival, and estimated fuel
will level off at this altitude, and will fly level until passing the waypoint. After the waypoint is passed,
remaining.
VNAV will resume climb to cruise altitude, or to next altitude restriction.
3. Destination – Destination airport, distance to go in NM,
If any waypoint in climb segment contains a speed restriction, the aircraft will not accelerate above
estimated GMT time of arrival, and estimated fuel remaining.
this speed until passing the waypoint. As soon as it is passed, VNAV will start accelerating to
economy speed or to next speed restriction, if such still exists.
In VNAV descent, the altitude restrictions modify the computed descent path. The aircraft will cross DEPARTURES and ARRIVALS page
the waypoints with AT altitude restriction at the entered altitude. The AT or ABOVE and AT or BELOW
restrictions will also modify the descent profile, if it violates such restrictions. When descent The DEPARTURES and ARRIVALS pages are used to select the takeoff and landing runways, and
waypoints contain speed restriction, the aircraft will approach such waypoints with previously select desired SID and STAR procedures for origin and destination airports.
existing speed (Economy or according to previous restrictions). Right before a waypoint, VNAV will
level off the aircraft so as to bleed the speed and reduce it according to the waypoint restriction.
After this, the descent will continue.

84 85
 The SID (Standard Instrument Departure) and STAR (Standard Terminal Arrival) procedures are pre-
defined routes that facilitate air traffic control in the airport airspace. By assigning a standard SID or
a STAR to a flight, the ATC does not need to manually vector the aircraft through out of airport area
or towards the initial approach.
The FMC contains full real-world database of SID and STAR procedures, as well as database of
landing runways. You can select any available SID or STAR for chosen runways and the procedure
will be automatically inserted to FMC route.
Pressing the DEP ARR key brings the origin airport DEPARTURES page before takeoff, and
destination ARRIVALS page after climb. Other page can be displayed by selecting INDEX prompt and
choosing desired page from the list.
DEPARTURES and ARRIVALS pages have similar layout. Runways are displayed to the right and
SIDs / STARs are shown to the left. It is important to select a runway first, and then a SID / STAR
and Transition, if required. When a SID or STAR is selected, other SID/STARs are hidden and
Transitions are shown, if present. To select different SID or STAR, reselect the runway, which will
re-display the list of compatible SIDs / STARs
SIDs
Shows a list of airport SIDs.
When a runway is selected, only SIDs compatible with the runway
are displayed.
Selected entry is marked with <SEL> until activated by pressing
EXEC key. Selected and activated
SID is marked with <ACT>. When a SID is selected, other SIDs
are hidden.
Runways
Shows a list of airport runways.
Selected entry is marked with <SEL> until activated by pressing EXEC key. Selected and activated
runway is marked with <ACT>.
Some SIDs and STARs can have different Transitions, or starting / ending points. The transitions,
if present, are shown after a SID or STAR is selected.
STARs
Shows a list of airport STARs.
When a runway is selected, only STARs compatible with the
runway are displayed.
Selected entry is marked with <SEL> until activated by pressing
EXEC key. Selected and activated STAR is marked with <ACT>.
When a STAR is selected, other STAR are hidden.
Transitions
Shows a list of STAR transitions for the selected STAR.
Selected entry is marked with <SEL> until activated by pressing EXEC key. Selected and activated
entry is marked with <ACT>.
86
Approaches
Shows a list of airport runways.
Runways equipped with ILS have ILS in their name. Selected entry is marked with <SEL> until
activated by pressing EXEC key. Selected and activated runway is marked with <ACT>.
VNAV CLB page
The VNAV CLB page is automatically displayed when pressing VNAV key during climb. During other
stages of flight it can be accessed from other VNAV pages by pressing PREV PAGE key. The VNAV
CLB page is used to select and modify climb profile.
1. Cruise Altitude – Displays and allows entry of cruise altitude,
same as on PERF INIT page.
2. Speed – Target speed regardless of restrictions. Line title reads
SEL SPD if speed is entered manually 3. Speed Restriction –
Allows manual entry of speed restriction below specified
altitude. Returns to dashes when above this altitude. Can be
deleted. Entry format: Speed/Altitude
4. Speed Transition – Airport Speed limit and speed transition
altitude. Blank when aircraft is above.
Entry format: Speed/Altitude
5. Waypoint Constraint – Next waypoint speed/altitude constraint. Deleting this line will remove the
constraint from displayed waypoint. Blank if no constraints exist in climb.
6. Transition Altitude – Feet / Flight Level transition altitude.
The FMC constantly calculates the Economy climb speed based on Cost Index entered on PERF INIT
page. In VNAV, the aircraft will climb at this economy speed unless the aircraft is below the
restriction or transition altitudes set on this page, constraints exist on climb segment waypoints, or
the speed is manually changed.
Below speed transition altitude, the speed will be limited to the speed displayed in SPD TRANS line.
If speed restriction is entered, it will be accounted for too. Finally, the next waypoint speed constraint
is checked. The resulting speed will be the lowest of these speeds.
There are two ways of changing current climb speed. First, a new speed can be entered in the ECON
SPD line. The line title changes to SEL SPD, and the entered value will be the new target speed. Such
entered speed can be deleted by pressing DEL key on CDU and line selecting the SEL SPD line.
Another way is called an MCP speed intervention. Normally in VNAV, the MCP speed window is
blank. If you Push the MCP speed selector, the SPD window will unblank and open to the currently
commanded climb speed. After this, the speed displayed in SPD
window can be adjusted, and overrides all FMC computed speeds. This mode is indicated by CLB
page title changing to ACT MCP SPD CLB.
To resume FMC speed control, push the speed selector knob again – this blanks the MCP SPD
window and returns control to FMC.
Both ways of manual speed control override any present speed restrictions and allow for selecting
higher speeds. The next waypoint Altitude restriction is shown at top left corner. This restriction can
be deleted by pressing DEL key and selecting this line.
87
 Additionally, when climbing in VNAV, pushing the MCP Altitude selector knob will delete the next
altitude restriction too.
VNAV CRZ page
The VNAV CRZ page is automatically displayed when pressing VNAV key during cruise. During other
stages of flight it can be accessed from other VNAV pages by pressing PREV PAGE or NEXT PAGE
key. The VNAV CRZ page is used to select and modify cruise altitudes and speeds, monitor optimum
and maximum altitudes and plan the Step climbs.
ECON CRZ Screen as displayed with B777 on the ground
1. Page title
ACT indicates displayed data is active.
MOD indicates changed climb parameters awaiting confirmation.
ECON CRZ cruising at economy speed
XXXKT CRZ or
M.XXX CRZ cruising at manually entered or restriction speed.
MCP SPD CRZ speed intervention on MCP
CRZ CLB or
CRZ DES cruise altitude change
2. Cruise Altitude - Displays and allows entry of cruise alt
3. Speed – Target speed.
4. Optimum / Maximum alt – Displays calculated Optimum and Maximum altitudes for current
aircraft state.
The FMC calculates economy cruise speed based on the Cost Index entered on PERF INIT page. This
speed can be overridden by entering a new speed, or via the MCP speed intervention, same as for
Climb stage.
The FMC constantly computes the Optimum cruise altitude, at which the fuel consumption per
distance will be optimal, and the Maximum altitude, at which the generated lift reduces to the point
where no significant further climb is possible.
The Step Climbs is a way of reducing fuel consumption and costs for long flights. At the beginning of
flight, with aircraft fully loaded with fuel, the optimal cruise altitude will be low, around FL300.
Although, as time passes and fuel burns out, the aircraft gets lighter and can climb to higher
altitudes. The flight is more efficient at higher altitudes.
The standard procedure is to start the flight with low cruise altitude and climb to higher altitudes in
steps as the aircraft gets lighter.
88
The ICAO recommended step size is 4000 feet increment. Normally, before flight, the cruise altitude
is set to expected Optimum altitude plus 2000 feet. When aircraft climbs to this altitude, it gets above
current Optimum altitude. As fuel is consumed, the optimum altitude increases. After several hours
of flight, the optimum altitude rises to be 2000 feet higher than initial cruise altitude. At this point, a
new cruise altitude is set, which is 4000 ft higher than current, and 2000 ft more than optimum. The
aircraft again gets above the optimal altitude, and process repeats.
The FMC automatically calculates optimal step climb points, based on initially entered cruise altitude.
The cruise altitude can be changed from PERF INIT, CLB, CRZ pages. Or, you can select a new cruise
altitude on the MCP and push the Altitude selector knob.
When cruise altitude is changed, VNAV will automatically begin the climb to new altitude.
VNAV DES page
The VNAV DES page is automatically displayed when pressing VNAV key during descent. During
other stages of flight it can be accessed from other VNAV pages by pressing NEXT PAGE key. The
VNAV DES page is used to select and modify descent parameters.
1. Speed – Target speed regardless of restrictions. Line title reads
.SEL SPD. if speed is entered manually. Entry can be deleted.
2. Speed Transition – Airport Speed limit and speed transition
altitude. Blank when aircraft is below.
3. Speed Restriction – Allows manual entry of speed restriction below
specified altitude. Returns to dashes when below this altitude.
The descent profile is automatically calculated to be flown in minimal thrust settings, while
complying with all waypoint and DES page speed and altitude restrictions.
The FMC computes the Top of Descent point, which is displayed on Navigation Display and distance
to which is shown on CRZ page. In descent stage, a Vertical Path offset indicator is displayed on the
ND and indicates how much above or below the computed profile the aircraft is.
The descent will not be automatically started if the MCP altitude is not reset from cruise to lower
setting. The VNAV will maintain the economy speed, or previous restriction speed, until approaching
the next speed restriction altitude or waypoint. Because the descent is performed at idle or minimal
thrust, before passing such waypoint, or approaching transition or restriction altitude, the aircraft will
level off to reduce the speed.
You can manually specify the descent speed, via speed entry of MCP speed intervention, in the same
way as for Climb and Cruise stages.
89
 HOLD page
The FMC is capable of automatically flying the holding patterns at any enroute, off-route waypoint, or
at present position. When HOLD key is pressed, the modified LEGS page is displayed, allowing you
to choose the holding fix.
1. Hold at Fix – Insert fix to hold at, either by selecting a route
waypoint or entering a new fix.
2. Hold at Present Position – Holding pattern will be created at
present position.
If the holding pattern is to be created on one of active route
waypoints, Line Select this waypoint into the scratchpad, and then
insert it into the .HOLD AT. boxes. The holding pattern will be
initialized at this waypoint. A special .HOLD AT. waypoint will be
inserted after the waypoint you selected.
If the hold fix is not in the active route, type its name on the scratchpad and insert it into the .HOLD
AT. boxes. After this, the a special .HOLD AT xxxxx. text will be entered into the scratchpad. It
represents a new Hold waypoint. Line select it into the desired place of the route. When advancing to
this special waypoint, the autopilot will automatically fly to this fix and start holding.
If you need to start hold at your present position, select the .PPOS. prompt. The hold will be created
at present position, but the final coordinates are not fixed until the hold parameters page is not
confirmed by pressing EXEC key.
After choosing the holding fix by any of these three methods, the hold parameters page will be displayed.
Page Title – Displays MOD until the hold is not confirmed,
1. Speed / Altitude – The speed and altitude target for the hold.
2. Fix – Displays selected holding fix.
3. Quad / Radial – ATC-style entry, the 180° reversal of inbound
course. The quadrant is shown automatically. Entry overrides the
INBD CRS entry. Entry format: Radial, XXX
4. Inbound Course / Direction - nbound course and turn direction.
Entry overrides the QUAD/RADIAL entry.
Entry format: Course: XXX
Direction: L, R, /L, /R
Course and direction: XXX/L or XXX/R
1. Leg Time – Inbound leg flying time. Entry blanks LEG DIST line.
Entry format: Minutes (0.1 9.9): X X.X
2. Leg Distance Inbound leg distance. Entry blanks LEG TIME line.
3. ERASE – Selecting this prompt will immediately remove the hold
and continue navigation to next route waypoint.
4. Exit Hold – When this prompt is selected, the aircraft will finish
current hold pattern and continue navigation to next route
waypoint. (Only displayed in ACT Hold)
90
The prompt changes to EXIT ARMED. Selecting it second time will disarm the exit and continue holding.
The Hold parameters page is initialized the following way:
The inbound course is the course of the leg leading to the fix waypoint, if it is a waypoint. If hold is
created at present position, the current ground track will be used.
Default turn is Right. The hold will have 1,5 minute inbound leg when above 14000 feet, and 1
minute leg below this.
The LNAV will use the correct hold entry type, the direct entry, parallel or teardrop entry, depending
on entry direction and inbound course.
The hold parameters are recomputed when passing the holding fix. Thus, if any modifications are
made during flying the hold, the aircraft will finish current hold pattern and start a new pattern with
new parameters.
NAV RADIO page
The FMC automatically tunes the navigation radios NAV1 and NAV2 to the closest VOR stations. Also,
the NAV1 radio is automatically tuned to the ILS frequency when 15 nm from the airport and ILS
approach is selected. The NAV RADIO page is used to control operation of radios tuning.
1. VOR – Displays frequency and identifier of tuned VOR station.
The .A. letter indicates autotuning mode. The M letter indicates
manually tuned station. Entry can be deleted.
2. Radial – Displays received VOR radial.
3. Preselect – Allows any entry to be placed here, to be later
inserted into any NAV RADIO field.
4. CRS Displays selected VOR course used for HSI display on ND.
Blank when radio in autotuning mode. Entry switches radio to
manual mode.
5. ADF – Manually entered NDB frequency.
6. ILS – Displays frequency, front course and ILS tuning mode. The A letter indicates autotuning
mode. The .M. letter indicates manually tuned frequency. Displays --NAV-- when no ILS is
selected. Entry can be deleted.
While any NAV radio is in autotuning mode, the FMC will constantly search the stations database and
tune it to the nearest VOR station. This mode is selected by default, and is indicated by a letter A next
to the frequency. You can tune each VOR to any specific station, either by entering its frequency, or
entering the VOR identifier (you mush be within 250 nm of the station for ID entry).
When this is done, the NAV radio remains tuned to this frequency until new entry is done or
autotuning is resumed. The manual mode is identified by letter .M. next to the frequency.
Automatic VOR tuning is resumed by deleting the entry. Press DEL key on CDU keyboard – DELETE
appears on scratchpad – and Line Select the frequency line.
When NAV radio is manual mode, the VOR course (OBS) can be entered.
The FMC does not automatically tune the ADF radio. You can manually tune the ADF to any frequency
by inserting it into the frequency line.
91
 When no approach is selected on ARRIVALS page, or the selected landing runway does not have an
ILS, the ILS line will read --NAV-- indicating that the NAV 1 radio is used for VOR tuning.
If an ILS approach is selected, the ILS line will show the runway ILS frequency and front course in
small font, and letter A indicates that this frequency will be automatically tuned when approaching
the airport. This is done when within 15 nm of the airport, and is indicated by the line changing to
large font.
You can also manually enter the ILS frequency and course. Such entry is indicated by letter M
(manual) and can be deleted.
TUTORIAL KBFI – KLAX
This tutorial details a fictitious flight from KBFI (Boeing Field) to KLAX (Los Angeles)
More information on these airports and procedures can be found at
KBFI – www.seaartcc.net
KLAX – www.laartcc.org
FS ATC and Com1, Com2 communications are not used during the tutorial.
Please do not use any add-on weather programs with the tutorial
Enjoy your flight!
Preparing Flight Simulator
Start Flight Simulator
PLEASE NOTE!
It is strongly recommended that the default Flight Simulator flight (Cessna 172 at Seattle Tacoma)
has been loaded before starting the tutorial, otherwise problems may occur. In case the default flight
DOESN’T LOAD automatically when starting Flight Simulator please load the it manually. From the FS
main menu select "Select a Flight – Other – Default Flight" and click on "FLY NOW".
Open "Settings – International", set "Units of measure" to U.S. System, click OK
Open "Select a Flight – My Saved Flights ", select PSS772LRkbfi
Click on 'FLY NOW'
The 777-200LR in British Airways livery (non VC) will load near runway 13R at Boeing Field.
After a few seconds the panel will set to 'Cold and Dark' state.
The panel has numerous 'click' spots which can be used to open the various panels. Try clicking the
various spots, a description follows.
Alternatively you can use the 'Panel Switcher' which can be moved by clicking the edge and
92
• SHOW OVERHEAD PANEL -click below compass on the central post
-close, click top or bottom right corner
• DISPLAY ZOOMED PANEL -click centre of the PFD or upper EICAS
-close, click centre of PFD or upper EICAS
• POP UP FLOATING DISPLAY, PFD -click upper frame of PFD
-close, click centre of display
• POP UP FLOATING DISPLAY, ND (L INBD) -click upper frame of ND
(L INBD can be used to display synoptic CHKL, so centre click close is disabled)
• OPEN FMC CDU -click bottom of the screen under the standby instruments
-close, same spot or upper left, upper right corner of CDU
• POP UP LOWER CENTRE DISPLAY (LWR CTR) -click "BOEING 777"
-close, click BOEING 777' or centre of display
• DISPLAY CENTRE PEDESTAL -click below 'BOEING 777'
-close, click upper right corner, or lower centre
• DISPLAY SELECT PANEL -click right edge of MCP
-close, click right edge of DSP panel
• RADIO PANEL -click bottom right corner of the main panel
close, click upper right corner or bottom edge
• SETUP SCREEN -click black sticker under the display windows
-close, click same spot, or OK on the setup panel
• DISPLAY CLOCK -click above top left corner of PFD frame
-close, same spot or clock face
• INBOARD DISPLAY SWITCH
–can be used to change ND display to PFD-NAV-MFD-EICAS
–at MFD(multi-function display) display is set by the Display Select Panel
–try it, then return it to MFD
93
 Preflight preparations
• open OVERHEAD panel
• press Shift+8 to open the SETUP panel
• press
GROUND COMMANDS menu
CONNECT PRIMARY EXTERNAL POWER
CONNECT SECONDARY EXTERNAL POWER
CONNECT GROUND AIR
SETUP, ADIRU, REALISTIC
EXIT MENU', MISC, PAUSE at TOP of Descent (must be selected)
EXIT MENU, PERFORMANCE, EFIS DISPLAY REFRESH RATES
adjust as required, a good average setting is '6'
• press OK
• set BATTERY switch to ON
• press
6R LSK for POS INIT
4R LSK for GPS POS
5R LSK for SET INERTIAL POS
• close CDU panel
the top left corner of the ND will show 'TIME TO ALIGN' and a countdown timer.
open Display Select Panel (DSP)
• set
PRIMARY EXT PWR to ON
SECONDARY EXT PWR to ON
• rotate APU selector to START. The selector will spring back into position "APU ON"

• press L INBD, then ELEC to display the ELEC synoptic

• set ADIRU switch to ON

• close OVERHEAD panel
• open Control Display Unit panel (CDU)

• press CANC twice to remove any EICAS messages

94 95
 The display now will show the power distribution. With PRI, SEC and APU power (APU RUNNING on HYDRAULIC panel
EICAS) you can see the following configuration: (preflight setup)
APU GEN powers the L MAIN BUS • open OVERHEAD panel
PRI EXT powers the R MAIN BUS
SEC EXT has returned to AVAIL PRIMARY (upper row)
• set
L ENG to ON
C1 ELEC to ON
C2 ELEC to ON
R ENG to ON

DEMAND (lower row)

• set
L ELEC to AUTO
C1 AIR to AUTO
C2 AIR to AUTO
• open OVERHEAD panel R ELEC to AUTO
• set PRIMARY EXT PWR to OFF (the button showing "AVAIL")
• close OVERHEAD panel OVERHEAD PANEL scan sequence
APU GEN will now power L MAIN and R MAIN BUS start at top left section, top to bottom, left to right the information below is detailed in this order
• open SETUP panel • item
• press • action
GROUND COMMANDS
DISCONNECT PRIMARY EXTERNAL POWER • eicas message information
DISCONNECT SECONDARY EXTENAL POWER *items not modelled are shown in italics
DISCONNECT GROUND AIR
• press OK ADIRU
• ON
EICAS message 'ADIRU ALIGN MODE'

THRUST ASYM COMP

n/a
PRIMARY FLIGHT COMPUTERS
n/a

IFE/PASS SEATS
• ON
when OFF, EICAS message 'ELEC IFE/SEATS OFF'

CABIN UTILITY
• ON
when OFF, EICAS message 'ELEC CABIN/UTIL OFF'

BATTERY
• ON
when OFF, EICAS message 'ELEC BATTERY OFF'

96 97
 APU WINDOW HEAT
• ON/RUNNING • ON
EICAS message 'APU RUNNING' when OFF, EICAS message 'WINDOW HEAT'

APU GEN HYDRAULICS

• ON are set
when OFF, EICAS message 'ELEC GEN OFF APU'
NO SMOKING
L BUS TIE • set to AUTO
R BUS TIE
• AUTO SEAT BELTS
when OFF, EICAS message 'ELEC BUS ISLN" • set to AUTO

PRIMARY EXT PWR PNL/FLOOD

• OFF (blank) • as required

SECONDARY EXT PWR

• OFF (blank) LANDING LIGHTS
• All OFF
L GEN CTRL
R GEN CTRL APU fire
• set to ON n/a
when OFF shows as engines not running FIRE OVHT TEST
n/a
L DRIVE DISC DISC
R DRIVE DISC n/a
• shows DRIVE
ENGINE EEC
L BACKUP GEN • NORM/guarded
R BACKUP GEN
• set to ON START IGNITION
when OFF, EICAS message 'ELEC BACKUP SYS' • NORM

CAMERA LTs AUTOSTART

n/a • ON
when OFF, EICAS message 'ENG AUTOSTART OFF'
L WIPER
• OFF FUEL JETTISON
• BLANK /guarded
EMER LIGHTS L/R NOZZLE blank and guarded
• left click to set to ARMED, then right click to guard the switch
when OFF, EICAS message 'EMER LIGHTs' FUEL
• OFF (showing "PRESS")
SERV INTPH L FWD supplying the APU
n/a
ANTI-ICE WING
PASS OXYGEN • AUTO
• BLANK/guarded
ANTI-ICE ENGINE
• AUTO

98 99
 BEACON L ISLN
• OFF (blank) C ISLN
R ISLN
NAV • AUTO
• set to ON when CLOSED, EICAS message 'BLEED ISLN CLOSED '
L wingtip, red and white
R wingtip, green and white L ENG BLEED
tail, white R ENG BLEED
• ON/OFF
LOGO when OFF, EICAS message 'BLEED OFF ENG L/R'
• OFF
illuminates the stabilizer logo APU BLEED
• AUTO
WING when OFF, EICAS message 'BLEED OFF APU'
IND LTS TEST
RUNWAY TURNOFF OUTFLOW FWD-AFT
n/a • AUTO
when MAN, EICAS message 'OUTFLOW VALVE FWD'
TAXI (single light on nose gear)
• OFF OUTFLOW VALVE MANUAL
• NEUTRAL (both switches are in middle position)
STROBE (L/R wingtip: white strobe, tail: white strobe)
• OFF LANDING ALT
• AUTO
EQUIP COOLING when OFF, EICAS message 'LANDING ALTITUDE'
• AUTO
when OFF, EICAS message 'EQUIP COOLING OVRD' R WIPER
• OFF
GASPER
• ON • close OVERHEAD panel

RECIRC FANS
• ON CDU panel
(Control Display Unit)
FLT DECK TEMP
• AUTO The CDU is the main control interface between the crew and the FMC (Flight Management Computer)
• open CDU panel
CABIN TEMP
• AUTO *the following function keys are not modelled
–FIX pg
L PACK –MENU pg
R PACK
• AUTO
when OFF, EICAS message 'PACK L/R' IDENT page
TRIM AIR the normal procedure for the preflight CDU setup is
• ON IDENT • POS INIT • RTE 1 • NAV RAD
when OFF, EICAS message 'TRIM AIR L/R' PERF INIT • THRUST LIM • TAKEOFF REF

• press
6L LSK for INDEX
1L LSK for IDENT

100 101
 RTE 1 page 2/2
RTE OFFSET
n/a

verify the entries for

MODEL
–777-200LR
left side 'VIA' is for airway entries
NAV DATA right side 'TO' is for waypoints
–AIRAC-0510
the planned route is
ACTIVE
–SEP29OCT26/05 KBFI ,,SEA,,J1,,AVE,,SADDE6,, KLAX
• enter SEA into the scratchpad • press 1R LSK
RTE 1 page 1/2 • enter J1 • press 2L LSK
• press RTE function key • enter AVE • press 2R LSK
• press 6R LSK for ACTIVATE
• press DEP ARR function key • press 2R LSK for KLAX ARR
• press
NEXT PAGE until you see runway 24R and select it <SEL>
NEXT PAGE until you see SADDE6 and select it <SEL>
2L LSK for AVE TRANS <SEL>

RTE 1 displays in cyan, this indicates that no flight plan is active.

LEGS page
• enter KBFI into the scratchpad, • press LEGS function key
• press 1L LSK for ORIGIN
WIND
• enter 13R INT CRS
• press 2L LSK for RUNWAY n/a

• enter KLAX You should see the following RTE 1 LEGS pg 1/4
• press 1R LSK for DEST Click NEXT PAGE to scroll through the pages

• enter PSS777
• press 2R LSK for FLT NO

• press NEXT PAGE function key for RTE 1 pg 2/2

102 103
 You should see the following

• press PREV PAGE for RTE 1 page 1/2

• pressEXEC

notice RTE 1 changes to ACT RTE 1

to SAVE the RTE

• press 4L LSK for ROUTE SAVE
• press LEGS function key to return to page 1/4
enter a name into the scratchpad
we will enter a user defined waypoint
• press 1L then 2L to SAVE
POSITION-BEARING/DISTANCE waypoint at 1L
RTE files are saved in the folder <FS2004>\PSS\Boeing777\Routes
• enter KBFI130/3 into the scratchpad

KBFI – is the POSITION

130 – is the BEARING NAV RAD page
3 – is the DISTANCE • press NAV RAD function key

• press 1L LSK

VORs are displayed in green, suitable manual (M) entries would be

The indication at 2L is called a ROUTE DISCONTINUITY or a "gap in the route" SEA

116.80
From KBI01 we will fly direct to ALDER SEA/360
Do the following to remove the DISCONTINUITY 116.80/360

• press 4L to copy ALDER to the scratchpad A – automatic

• press 2L to insert ALDER and so remove the DISCONTINUITY M – manual, with M don't get CRS
DEL – resets VOR to AUTO
• press RTE function key, then NEXT PAGE for RTE 1 page 2/2 ADFs are shown in cyan, and accept only manual entries
353.0
353
0353

104 105
 ADR R is not modelled TO 1 displays at top of EICAS page above N1 and selects CLB 1
radio navigation aids are shown on the ND display by using the EFIS panel VOR/OFF/ADF switches

PERF INIT page

• press INIT REF function key
• open SETUP panel, select the FUEL page
for our flight we require approximately 141,000 lbs of fuel
• click on the ENTER NEW QUANTITY box • press 6R for TAKEOFF
• enter 141000, the fuel level will adjust to 039% • enter
• press APPLY, press OK to exit the screen 15 for FLAPS

calculated Vref speeds will be shown in small font

REF V1 = 137
REF VR = 140
REF V2 = 145

• enter
23% for CG%
stabilizer TRIM shows as 6.75

• press 5L for PERF INIT REQUEST

you should now be familiar with LSK entries, so we will abbreviate the instructions

• enter
5 for RESERVES
330 for CRZ ALT
100 for COST INDEX • press NEXT PAGE for 2/2

3L WIND
if available can be entered at 3L
when entered values are calculated for head and tailwind and displayed at 4L
we will leave WIND blank
5L SLOPE
will accept entries for runway slope if available
http://www.airnav.com/airport/KBFI
indicates a gradient of 0.1
• press 6R for THRUST LIM
• enter
• press 3L for TO 1 U0.1 for SLOPE
this derates the takeoff thrust by 5%

106 107
 2R ACCEL HT 1000 FT confirm entered values display properly on the PFD
this is the altitude at which initial V2+10 speed increases to climb speed
3R THR REDUCTION 1500FT
the altitude (or flap setting) at which takeoff thrust decreases to climb thrust as set on THRUST
LIM page

Navigation Display (ND)

• press PREV PAGE for 1/2 (pre-flight)
• enter the displayed GR WT (showing in the middle at line 4) for TOGW • at DSP press NAV
• set the following on the EFIS/MCP
to confirm the calculated Vspeeds,
• press the line select key beside each value VOR L/OFF/ADF L to OFF
the values will change to bold, the V1 value will display on the PDF speed tape ND mode selector to MAP
CTR at expanded view
ND range selector at 20nm
TFC to OFF
VOR R/OFF/ADF R to OFF
HDG selector at 130
HDG REF switch (located below the ND) is set to NORM, guarded
confirm entered values display properly on the ND

this completes the CDU preflight setup

• close the CDU panel

Primary Flight Display (PFD)

(preflight)
set the following at the EFIS/MCP
if BARO is displayed on the PFD, set MINS RST to remove the display (click on the RST button)
FPV to OFF
MTRS to OFF
BARO to IN and 29.92in Mode Control Panel MCP)
F/D to ON (preflight)
LNAV • press to ARM
set the following
VNAV • press to ARM
SPD to V2 of 145 A/P DISENGAGE at UP (push the white bar)
ALT to 5000' (you need to close the DSP in order to select ALT) BANK LIMIT at AUTO
ALT selector at AUTO

108 109
 V/S /FPA BEFORE START checklist
CLB CON
–n/a • set DSP to L INBD • CHKL
*only NORMAL CHKL are modelled
the CHKL system has 2 parameters
open loop requires manual checking
closed loop automatically checked when completed
incomplete items are shown in white, with a white box
FUEL panel
completed in green
(prestart setup)
complete BEFORE START checklist
• open OVERHEAD panel
INSP
L FWD to ON OXYGEN
L AFT to ON INSTRUMENTS
R FWD to ON QNH
R AFT to ON FUEL
L CENTRE at OFF (blank) the following items are closed loop, sensed
R CENTRE at OFF AUTOBRAKE
FWD CROSSFEED at OFF (blank) PARKING BRAKE
AFT CROSSFEED at OFF FUEL CONTROL SWITCHES
• set AUTOBRAKE to RTO
the item will be checked
CONTINUED with page 2
FMC
THRUST
SPEEDS
LNAV/VNAV
CHECKLIST COMPLETE will display
• close OVERHEAD panel
• press NORMAL (bottom left)
PUSH START checklist
BEFORE START
complete PUSH START checklist
• set DSP to L INBD • DOOR
PASSENGER SIGNS
• ensure doors are closed HYDRAULICS
BEACON
• open OVERHEAD panel
DOORS
• set BEACON to ON FLT DECK DOOR
red rotating light on top and bottom RECALL
• close OVERHEAD panel • click to close the Inboard display
this brings us to the ENGINE STARTUP procedures

110 111
 LEFT ENGINE START
the normal procedure is to start the LEFT engine first using APU bleed air
• set DSP to L INDB • ENG
• press and hold 5 on your keyboard numberpad to open the OVERHEAD panel (note: the numkeys
function must be activated on your keyboard)
• rotate L START selector to START
the engine parameters stabilize at idle
• repeat for R ENG START

ELECTRICAL panel
(after engine start)
• release 5 to close the OVERHEAD panel • open OVERHEAD panel
L/R PACKs auto switch to OFF confirm
L START valve opens providing bleed air to the starter motor, indicated by N2 L GEN CTRL
R GEN CTRL
–ON
L DRIVE DISC
R DRIVE DISC
DRIVE not showing
L BACKUP GEN
R BACKUP GEN
• open PEDESTAL panel –ON
• set L FUEL CUTOFF to RUN

HYDRAULIC panel
• close PEDESTAL panel (after engine start)

when confirm
N2 at 24% PRIMARY
EEC starts fuel flow (FF) L ENG
L ENG STARTS R ENG
–ON
L START valve closes
L START selector returns to NORM no FAULT lights showing
L ENG bleed opens
L/R PACKs auto switch to ON

112 113
 ALTN FLAPS SEL
C STAB R CUTOUT SW
ENG FIRE
n/a
• close PEDESTAL panel
• open RADIO panel

TRANSPONDER
• rotate the APU selector to OFF • set TRANSPONDER to 5515
'APU COOLDOWN' will display on EICAS • set TCAS mode to TARA mode
RA not modelled
• set LANDING lights to ON

NOSE LL WEATHER RADAR

n/a • set Windshear prediction (PWS switch) to AUTO
*Wind shear prediction is only usable for takeoff and final approach, range is
• set LOGO, STROBE to ON limited to 5NM and can be displayed only at 2500ft AGL or below
• close OVERHEAD panel • set
GCS (ground clutter suppression) to ON
Mode to TEST
AFTER START checklist
• select NAV on DSP and press WXR map switch (EFIS panel) to powerup WXR
• set DSP to L INBD • CHKL TEST -0 will display on ND, and a test pattern will display
• press NORMAL MENU • set mode to WX/TURB, WX+T -0 will display
• select AFTER START
*changing any control delays the display by one sweep
complete AFTER START checklist after a few seconds the test pattern will remove
–APU SELECTOR • set Tilt to +5 using the tilt knob on the radio panel
–ANTI-ICE *A proper tilt setup is mandatory for weather radar usage. The tilt is the parameter, with that you
–RECALL control where you want observe at a certain altitude
–GROUND CLEARANCE
–FLAPS wxr display colors
green, lite precip
• set FLAPS to 15 amber, moderate
red, severe
magenta, precip+turb
BEFORE TAKEOFF
• close RADIO panel
• set DSP to L INDB • FCTL
GPWS control panel
• open PEDESTAL panel (ground proximity warning system)
• using TRIM LEVER • set trim display on FCTL to STAB 6.7 preflight check
G/S INHIBIT
ground proximity light should not be visible

114 115
 FLAP OVRD • open enlarged PFD panel
GEAR OVRD • open enlarged ND panel
TERR OVRD
• set A/T ARM to ON (left click)
OVRD should not be visible and switches guarded
• increase thrust to 50%, when stabilized
ALTN GEAR
n/a • right click A/T ARM this engages A/T and sets THR REF

at 80 knots

• at VR, ROTATE
• at POSITIVE climb, GEAR UP
at 50' LNAV engages

BEFORE TAKEOFF checklist at 400' VNAV engages, SPD window blanks

• set DSP to L INBD • CHKL
• press NORMAL MENU
• select BEFORE TAKEOFF • set A/P to ENGAGE

complete BEFORE TAKEOFF checklist

FLIGHT CONTROLS
TRANSPONDER
FINAL LOADSHEET
FLAPS
VITAL DATA passing ACCEL HT 1000'
TRIM speed bug increases
CABIN REPORT aircraft pitches down to allow for
EXTERIOR LIGHTS
passing THR REDUCTION HT 1500'
• release Parking Brake, taxi straight ahead to runway 13R, line up on the runway and hold TO 1 changes to CLB 1
as speed increases
• retract FLAPS
TAKEOFF
passing
• set DSP to NAV 5, flap 5
• close DSP panel 1, flap 1
• close enlarged CHKL display up, flap UP
level at 5000'

116 117
 HDG SEL
passing ALDER
FLCH • set HDG to 167 for BTG
• press HDG selector knob, LNAV will unselect
• set ALT to FL250 (25000)
• press FLCH

• set HDG to 147

when at heading 147
SPD window displays
with FLCH pitch is adjusted to maintain set spd • press LNAV
*if you are more than 2.5nm from the route, LNAV will arm
• set ND range selector to 80nm
• set HDG to current heading, always a good procedure the aircraft will turn right and continue enroute
passing 1 0000' when level at FL250
• press VNAV • set ALT to FL330 press altitude selector knob
we will continue in VNAV mode until FL330
passing BTG for DREWS
• open OVERHEAD panel • press 'P' for PAUSE
• set Landing Lights/Logo to OFF
• close OVERHEAD panel
• open RADIO panel LEGS page
set WXR windshear to OFF (user defined waypoints)
• close RADIOpanel INT CRS
passing FL180 set BARO STD to set STD (click on the STD switch) FIX pg
ABEAM
• set DSP to CHKL RTE OFFSET
complete AFTER TAKEOFF checklist n/a

LANDING GEAR lets' play with some User Defined waypoints

FLAPS • open CDU and press LEGS
ENGINE ANTI-ICE
ALIMETERS 1L should shows DREWS in magenta as the active waypoint

• set DSP to NAV

• close enlarged PFD display DIRECT TO waypoints on the route
at EFIS panel to go direct to the OED waypoint
• set VOR L and VOR R to VOR • press 2L for OED
• press 1L for DREWS
ACT RTE 1 changes to MOD RTE 1
the ND displays the modification
• press 6L for ERASE

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 DIRECT TO waypoints not on the route VNAV STEP CLIMB
• press Map mode switch for STA LRC
you should see UBG VOR just to the right of the route n/a
• enter UBG into the scratchpad
• open CDU, press VNAV function key
• press 1L to replace DREWS
ACT RTE 1 will change to MOD RTE 1 at FL330
the ND displays the modification ACT ECON CLB changes to ACT ECON CRZ
• press ERASE
the default ICAO step climb increment is 4000'
this can be changed with entries from 0-9000 in thousand increments
PLACE-BEARING/DISTANCE 1R shows STEP TO FL370
(XXX360/20) 2R shows NOW
• enter UBG166/10 into the scratchpad
• press 1L, this creates UBG03 • enter 5000 press 4L for STEP SIZE
• press ERASE 1R shows FL380
3R shows ETA and DIST, S/C displays on ND at the climb point
• press DEL, then 4L to return to ICAO
PLACE-BEARING/PLACE-BEARING
(XXX360/YYY090) • set MCP ALT to FL370, press ALT selector knob
• enter BTG136/UBG076 ACT ECON CRZ changes to ACT ECON CRZ CLB
• press 1L 1L changes to FL370
• press ERASE
the climb continues until FL370

ALONG TRACK WAYPOINTS

(must be waypoint on route) PROG
XXX/10
XXX/-20 • press PROG function key
• set ND range to 160 the following information is shown
• press Map mode switch for STA to unselect
• press 1L to enter DREWS on the scratchpad TO – current waypoint
• enter /10 DTG – distance to go
• press 1L for DREWS ETA – estimated time of arrival
this places a waypoint 10nm past DREWS FUEL – calculated fuel load at waypoint
/-10 places the point 10nm before DREWS NEXT – next waypoint in route
• press ERASE
DEST – route destination airport
you can also enter a route waypoint (or any waypoint) at DEST
LAT-LON selecting DEL then 3L restores the default value
to enter N42°45.62' W122°57.89'
• enter N4245.6W12257.8 • press NEXT PAGE for PROGRESS 2/2
• press ERASE the top line shows the following current wind components
• press 'P' to unpause and continue H/WIND – headwind
WIND – true wind
X/WIND – crosswind
CRUISE
2L displays XTK ERROR which is the lateral track error
• open RADIO panel 3L displays True Air Speed and Saturated Air Temperature
• at WXR, set GCS to OFF and Tilt to -3 6L shows fuel consumption for left/right, total used and total fuel
• close RADIO panel

120 121
 POS REPORT page • press VNAV function key
you should see RESET MCP ALT in the scratchpad
• press PROG • press CLR to remove the message
• press 6L LSK for POS REPORT
• set MCP ALT to 6000'
1L displays previous waypoint, ATA (actual) and ALT
2L displays current waypoint, ETA • press PROG function key
3L displays next waypoint at 4R LSK you should see 'T/D 17nm +/-'
6R sends the report to dispatch, not modelled
• press INIT REF, INDEX, APPROACH
• press 3R LSK for 30/149, press 4R LSK for FLAP/SPEED, the VREF speed will show on the PFD

REF NAV DATA • at the EFIS panel set MINS to RADIO and use the rotating knob until RADIO 200 shows on the PFD

• press INIT REF • INDEX • NAV DATA • set AUTOBRAKE to 2

• enter RBL • press 1L for IDENT
the following information is shown
DESCENT checklist
LATITUDE
complete DESCENT checklist
LONGITUDE
MAG VAR • unpause the simulator
FREQ at the T/D, around DERBB, the descent should start
DEL clears the entry • press VNAV, ACT ECON DES
1L End of Descent for RW24R
3L speed tran for 10,000 ft
POS REF UPDATE 1R altitude at CF24R
3R TRANS ALT FL180
• press 6L for INDEX • POS 2/3
VNAV deviation scale displays on ND
allows for manual update of FMC position
• close the CDU
• press 1R for ARM > ARMED
• press 3R to update the FMC with the GPS position
APPROACH
ACT RTE 1 DATA watch your airspeed. If the message DRAG REQUIRED is showing on your FMC display you will need
to apply speed brakes for drag increase.
• press LEGS • RTE DATA
active waypoint is shown in magenta passing FL180
each waypoint from the LEGS page is shown with ETA and FUEL • press BARO STD for 29.92in
at this point you can either continue in normal sim rate or select either 2x, or 4x • open RADIO panel
• at WXR, set Winshear to AUTO, Tilt should be -2, GCS should be ON
• close RADIO panel
DESCENT
complete APPROACH checklist
at approx 17nm before T/D calculated point, the simulator will PAUSE
–ALTIMETER SET
• set SIM rate to Normal –MAP INTEGRITY VERIFIED
• open CDU panel passing 10,000 ft
• at OVERHEAD panel
• set
Landing Lights, Logo to ON
rotate APU to START

122 123
 • set ND range as required
• if required, use speed brakes to assist slowdown to 250 kts
at 60'-40' RA FLARE
LANDING at 25' RA IDLE
at SMO at touchdown
• set FLAP 1 • press F2 for REVERSE, A/T will disconnect
• press SPD selector knob, speed will display in window • press
A/P DISENGAGE
• set MASTER warning to cancel alarm
SPD to 219
ALT to 2000', press FLCH taxi clear of active runway and stop
HDG to 069 press HDG selector knob for HDG SEL • lower the SPEEDBRAKE
• press Shift+ '/' to ARM the SPEEDBRAKE' • set
passing JAVSI F/D to OFF
• set FLAP 5, speed 199 FLAP to UP
when GS flag at 2 dots high • at OVERHEAD panel
• set
• set HDG to 219 LANDING Lights to OFF
• press LOC STROBES to OFF
at LOC intercept • at RADIO panel
• set FLAP 15, speed 169 • set
Transponder to STBY
WXR to TEST
• at MAIN panel
• press APP • set WXR to OFF
complete AFTER LANDING checklist
–SPEEDBARAKE DOWN
–STROBES OFF
at GS flag 1 dot high –FLAPS UP
• select GEAR down and FLAP straight to 20 at same time –WXR OFF
–TRANSPONDER STBY
at GS –APU AVAIL
• set FLAP 30 speed 149 –DOORS MANUAL&CROSSCHECK
complete LANDING checklist Taxi to the gate
–SPEEDBRAKE ARMED • set PB
–LANDING GEAR DOWN
–CABIN REPORT RECEIVED • confirm APU RUNNING at EICAS
–FLAPS SELECTED • at PEDESTAL panel
at 1500' RA • set
pre autoland test, if ok LAND3 annunciates
Left Engine Fuel Control to CUTOFF
Right Engine Fuel Control to CUTOFF

124 125
 • at SETUP panel, Ground Commands, press Connect Primary External Power CREDITS
• at OVERHEAD panel Phoenix Simulation Software
rotate APU to OFF
set L/R PACK to OFF Graham Waterfield 3d Modelling
Beacon, NAV, Logo lights to OFF Alex Bashkatov Gauge programming
• at FUEL panel Lena Bashkatov Panel Artwork
set Fuel pumps to OFF
Antony Waterfield Programming and Webmaster
• at HYDRAULIC panel Robert Kirkland Research and Administration
set
PRIMARY, C1 and C2 to OFF Ben Jones Aircraft Textures
DEMAND all OFF Eugene Schneider Flight Dynamics
• set EMER LIGHTS to OFF Mike Hambly Sounds
• set John Helsby Manual Assistance
EXT power to OFF
BATTERY to OFF
ADIRU to OFF Beta Testers
complete SHUTDOWN checklist Norman Blackburn Mark Richards
–PARKING BRAKE SET Adam Gaweda Michael Benson
–FUEL CONTROL SWITCHES CUTOFF Alex Greenland Peter Cos
–HYDRAULIC PANEL SET Andrea Nicotera Peter Ward
–FUEL SYSTEM SET Chris Mueller Richard Green
–BEACON OFF Cyrille de Lattre Steven Cullen
–WX RADAR TEST
Joe Park Terry Scanlan
–FLT DECK DOOR UNLOCK
Lee Holland Tim Court
complete SECURE checklist
–EMERGENCY LIGHTS OFF Peter Dowson – Special Thanks for FSUIPC
–APU AS REQUIRED
–ADIRU SWITCH OFF
–BATTERY OFF Just Flight
–PACK SWITCHES OFF Project Management Alex Ford
–F/D ACCESS SWITCH OFF
Installer Martin Wright
this completes the flight
Manual Editing Dermot Stapleton, Wolfgang Schwarz
Translation Wolfgang Schwarz
Sales Paul Hyslop, Redback Sales
Production Management Andy Payne
Artwork Fink Creative
Manufacturing The Producers
Thanks to PSS

126 127
 COPYRIGHTS
©2006 PSS, Just Flight Ltd. All rights reserved. You may use this software for personal use only.
You may not transfer any part to any third party, online service or the Internet. The authors and
distributors assume no liability for events that may occur while using any part of this program or
its distribution media.
We recognise that some words, model names and designators, for example, mentioned herein are
the property of the trademark holder. We use them for identification purposes only and should not be
taken as any official affiliation or endorsement by those parties of this product.

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this product.
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