Currently, 60 Boeing 777–200LRs have been produced, with airlines operating 50 and the remaining 10 belonging to governments and private customers. Delta Boeing 777–200 LR KFLL → WSSS Expert Server Time 23:00z Forgot to post this earlier but I have safety arrived into Singapore from Fort Lauderdale. 22 hours down Delta Boeing 777–200 LR.
- Boeing 777–237(lr)
- Reference
- Boeing 777–200LR — Price, Specs, Photo Gallery, History …
- Boeing 777 Lr Seating
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Boeing 777 Family
The 3D cockpit of a 777–300TypeAirlinerConfigurationWide-body aircraft, Double-deck aircraft, Low wing aircraftPropulsionTwinjet (Jet aircraft, Twin-engine aircraft)ManufacturerBoeingAuthor(s)
- Justin Smithies
- Syd Adams
- Thorsten Brehm
- Arminair
- Hyde Yamakawa
- Juigi Zollo
- Jean-Yves Lebleu
- Isaak Dieleman
- Joshua Davidson
FDMYASim — aircraft=777–200
777–200-fo
777–200ER
777–200ER-fo
777–200F
777–200F-fo
777–200LR
777–200LR-fo
777–300
777–300-fo
777–300ERStatusProduction FDM Systems Cockpit ModelDevelopment Website RepositoryDownloadForumLicenseGPLv2+
The Boeing 777 is a long-range, wide-body twin-engine airliner built by Boeing Commercial Airplanes. The world’s largest twinjet and commonly referred to as the ‘Triple Seven’, it can carry between 283 and 368 passengers in a three-class configuration and has a range from 5,235 to 9,450 nautical miles (9,695 to 17,500 km). Distinguishing features of the 777 include the six wheels on each main landing gear, its circular fuselage cross section, the largest diameter turbofan engines of any aircraft, the pronounced ‘neck’ aft of the flight deck, and the blade-like tail cone.
As of May 2008, 56 customers have placed orders for 1,080 777s. Direct market competitors to the 777 are the Airbus A330–300, A340, and some variants of the A350 XWB.
Systems
The Boeing 777 is an advanced fly-by-wire aircraft, and the systems are moderately complicated.
Brief Overview
The video below is a brief introduction of the Boeing 777’s new system of the new Seattle Project working with FlightGear Version 3.2 Test Release.
Controls
The Boeing 777 series are fly-by-wire aircraft and like all Boeing aircraft have yokes. The signals are sent electrically to the hydraulic actuators which move the control surfaces. The fly-by-wire system has been simulated within the limitations of YAsim.
- Roll Control Law with attitude holding and bank angle protection
- C*U Pitch Law and Trim Ref function with Flare Mode and Autotrim
- Rudder Ratio, Yaw Damper and Turn Coordinator
Engines
This section is a stub. You can help the wiki by expanding it.Model777–200777–200ER777–200LR777F777–300777–300EREngines (Turbofans)PW 4090 RR 895 GE90–94BGE90–110B1 GE90–115B1GE90–110B1 GE90–115B1PW 4098 RR 892 GE90–92B/-94BGE90–115B1Max Thrust77,200 lbf (343 kN)84,700 lbf (377 kN)115,300 lbf (513 kN)115,300 lbf (513 kN)98,000 lbf (440 kN)115,300 lbf (513 kN)
Electrical
This section is a stub. You can help the wiki by expanding it.
Hydraulic
The current Boeing 777 hydraulic system is basically working, it will be expanded in the future for more realistic behavior.
The hydraulic systems can (and must) be fully controlled via the 3D cockpit switches on the overhead panel. As in real life, the following behavior should be expected:
- The Left hydraulic system is powered by an engine driven pump (EDP) and supplemented by two on-demand Electric motor pumps (ACMP). It operates wing & tail flight controls (ailerons, elevators, rudder) and left thrust reverser operation.
- The Right system is powered by by an EDP from the right engine and supplemented by an ACMP. It operates flight controls, right thrust reverser operation and the normal brake system.
- The Center system is powered by two ACMP’s and supplemented by two on-demand air turbine-driven pumps (ADP). It operates the landing gear actuation, nose & main gear steering, flaps & slats, flight controls and the reserve brake system.
When no engine is running, the APU (if running) and/or Ground Power (if connected and activated) provide power to the center system’s ACMP’s. Make sure the ACMP’s are on when you want to use the center system on APU/Ground Power.
A realistic Ram Air Turbine (RAT) and reserve system have yet to be modeled.
Autopilot
777–300 Autopilot
The 777 autopilot can be fully controlled using the 3D cockpit switches. For FG2.4.0 use left and middle mouse buttons to turn any switches left/right. For FG2.5.0 and newer, you can use the mouse scroll wheel on all cockpit knobs.An Autoland system is available as of v2.6.0
Boeing 777–237(lr)
You can also use the 777’s built-in autopilot tutorial to learn about the different switches.
Autopilot controls, from left to right, top to bottom:
- A/P — Autopilot engage/disengage button
- F/D — Flight director (the pink lines that show up on your attitude indicator)
- A/T ARM (L/R) — Arm/disarm autothrottle for left/right engines. Must be armed to enable autothrottle for the respective engine.
- CLB CON — Continue climbing using the vertical speed the plane was at, when this setting was first engaged
- A/T — Autothrottle engage/disengage button. Like the real 777, the autothrottle is independent from the main autopilot, so autothrottle also also works when the autopilot is disabled (Note: this was different for FG2.0 and earlier!).
- IAS <> MACH — Switch between IAS speed mode and Mach number speed mode
- IAS window — Set your desired IAS speed or Mach speed here
- LNAV — Tells the autopilot to follow the Route Manager settings laterally (control the heading).
- VNAV — Same as LNAV, except vertically (control the altitude). The autopilot will climb to the flight level you set in the Route Manager (in the input field or at a specified waypoint).
- FLCH — Flight Level Change, set the altitude and press FLCH to climb or descent to designated flight level. Thrust is set to a fixed value, speed is controled with pitch.
- A/P DISENGAGE — Dedicated autopilot disengage button (click twice). It serves as an easy to reach ‘emergency disengage’ button.
- HDG <> TRK — Switch between heading bug and course track
- HDG window — Set your desired heading or course track here.
- HDG select — Engage/disengage heading or course hold mode and maintain SELECTED heading (FG2.5.0 and newer).
- Bank limits (AUTO/5/10/15/20/25) — Define banking limits for turning, i.e. 5 for gentle turns at cruising altitude, 25 for good maneuverability at lower speeds; auto will be fine in most cases.
- HOLD — Engage/disengage heading or course hold mode and maintain CURRENT aircraft heading.
- V/S <> FPA — Switch between Vertical Speed and Flight Path Angle
- V/S window — Set your desired Vertical Speed or Flight Path Angle
- VS/FPA — Engage/disengage Vertical Speed/Flight Path Angle hold mode
- ALTITUDE window — Set your desired altitude here
- Altitude selection (AUTO/1000) — Switch between automatic incrementing (AUTO) and incrementing by the thousands (1000)- this setting only helps when selecting the altitude via the knobs, this won’t apply if using the Autopilot Settings dialog
- HOLD — Engage/disengage altitude hold mode
- LOC — Track LOCALIZER, flying by the heading given by the localizer
- APP — Arm the ILS localizer and glideslope (laterally and vertically). Any current AP mode (HDG and ALTITUDE HOLD) remains active, until the NAV receiver captures the localizer or glideslope.
- A/P — Engage/disengage autopilot
- F/D — Flight director
How to use
- Default mode of when autopilot engage
HDG HOLD mode: Maintain heading when engage.ATT mode: If bank angle exceeds 5deg when engaged, keep that bank angle. (there’s bug, will be fixed)VS mode: using vs value when engaged.If FD mode was engaged, mode is inherited.
- Mode
Lateral control
HDG HOLD: keep set heading.HDG SEL: follow the heading set on counter. Change value when HDG HOLD or press SEL button when other mode such as VNAV, LOC mode. Once reach to setting heading change to HDG HOLD.LNAV: follow the activated route.LOC: when arming, keep previous mode and then capture LOCALIZER, follow that course.
Vertical control
VS : keep targeted vertical speed to reach selected altitude.FLCH : keep fixed climb thrust or flight idle and control the pitch to maintain speed thus vertical speed varies.VNAV : Follow the FMS target altitude and thrust.ALT HOLD : When you press HOLD button, keep altitude when button pressed. Counter value does not change. Once VS of FLCH reaches targeted altitude, it holds that altitude.
Flight Management Computer
This section is a stub. You can help the wiki by expanding it.
Aircraft Help
Start Procedure (Fast)
- Go to Equipment > Fuel and Payload and set your fuel amounts and make sure your tanks are selected
- Right-click twice to get into the move view mode and look at the overhead panel then click all the electrical buttons until they are all lit up
- Hold the ‘s’ button for 10 seconds or until the engines are running at idle.
Start Procedure (Extended Version)
0. remember to
a) set the correct QNH (pressure) when below transition level
b) set the fuel to a proper level in each tank (so you dont mess with the sliders when airborne)
c) you can use ctrl+c to reveal all usable buttons and knobs
1. prepare systems
a) turn on the battery, taxi lights and panel lights if you need it (button is placed)to tle left, left from the BCN light button.
b) turn the APU knob clockwise (the knob next to the APU GEN), wait 1min for it to start-up
b1) set APU knob to the middle position
c) turn on all 4 hydraulic pumps/valves. 2 in the center are for the flaps and spoilers (both
pumps MUST be enabled), the same with the other two, they are for landing gear. thebuttons are between electrical and fuel part of the panel.
2. prepare engines
a) start fuel pumps. there are 6: 2 for each tank. to enable fuel flow from a tank, you haveto enable BOTH (just like with the hydraulics) pumps.
b) enable the engine starters (you can turn on both one after another, but thats not really realistic)
c) after N1 reach ~45, engine should be running on its own, self sustaining, fuel cutoff valves openautomatically. eicas shows up a message that L(R) ENG STARTER is on.
d) turn on both engine generators
e), turn off APU (knob position 1) and BAT
Fuel Controls
Jettisonning fuel
a) just press the JETTISON ARM button, its hidden behind some knob in the right part of the OH panel,go to 0. a) if you cant find it
b) monitor the fuel levels, press the button again to stop the process. (jettisonning will automaticallystop when theres ~1000 gallons in each tank)
c) fuel flow is 30 gallons per second.
Crossfeed
a) enable FWD xfeed pump and AFTER IT enable AFT pump. if you mess this, it wont work and you will haveto repeat.
b) watch the fuel indicators on the eicas as the fuel level gets equalized in both tanks, left and right.
c) fuel flow is set to 4 gallons per second.
Autopilot
Bank Angle
a) position 0 activates the automatic bank limiter (limit based on airspeed)
b) any other position sets a constant bank limit, 5, 10, 15, 20, 25
c) for speeds below V2+15 use 15 degree bank limit
Tiller
Important notice: as of FlightGear 2.4.0, the 777 has tiller steering, just like the real aircraft where the pedals only turn the nose wheel by a few degrees — to achieve optimal precision during takeoffs and landings. Use the tiller (777–200ER > Tiller Steering) dialog to steer during taxiing.
- You can also connect a separate joystick axis to the tiller control — just like in the real aircraft, where there is a separate control wheel.
- Finally, you can also disable the separate tiller control and revert to the unrealistic behaviour of using pedals only to completely control the nose wheel (see 777–200ER > Tiller Steering dialog).
Tutorials
Flights
Atlanta to Miami
San Fransisco to Los Angeles
Outdated/Not Maintained
You can see a guide on how to fly this plane for Flightgear 2.0 at Boeing 777 Tutorial: Version 2.0..
Liveries
All FlightGear liveries are available at FlightGear Liveries.
Variants
Boeing 777–200
Boeing 777–200 in Continental livery
The Boeing 777–200 (772A) was the initial A-market model of the Boeing 777. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 505,000 to 545,000 pounds (229 to 247 tonnes) and range capability between 3,780 and 5,235 nautical miles (7,000 to 9,695 km).
Boeing 777–200LR
777–200LR in CathayPacific Colors above Alaska
The Boeing 777–200LR (‘LR’ for Longer Range), a variant of the Boeing 777, became the world’s longest-range commercial airliner when it entered service in 2006. Boeing named this aircraft the Worldliner, highlighting its ability to connect almost any two airports in the world. It holds the world record for the longest nonstop flight by a commercial airliner, and has a maximum range of 9,380 nautical miles (17,370 km). The 777.200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.[1]
Boeing 777–300
The -300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration. The 777–300ER (‘ER’ for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks.
Boeing 777-F
777-F
The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747–200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried. As the aircraft promises improved operating economics compared to existing freighters, airlines have targeted the 777F as a replacement for older freighters including the 747–200F and MD-11F.The 777 for Flightgear is based on 777–200 developed by Justin Smithies, Syd Adams.
External links
Reference
- Boeing 777 aircraft systems simulator (not too relevant, X-Plane only support, last updated in 2007, AND: written in LISP!!!)
- Airline Pilots 777 forum Detailled info on procedures, manuals and documents
- Smart cockpît Boeing 777 manuals and procedures
Civilian aircraft
- 707 (-320C/-3J9C/-338/-400/-420)
- 727 (-200/-230)
- 737 (-100/-300/-400/-500/NG)
- 747 (-100/-200/-400/-8f/-8i)
- 777 (-200/-200LR/-300/-F)
- 787 (Original Project/Dreamliner Project)
Military aircraftHelicopters
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BOEING 777–200LR and 777-F
From SKYbrary Wiki
B77LAircraftName777–200LR and 777-FManufacturerBOEINGBodyWideWingFixed WingPositionLow wingTailRegular tail (Dihedral)WTCHeavyAPCCType codeL2JRFF Category9EngineJetEngine countMultiPositionUnderwing mountedLanding gearTricycle retractableMass group5
Manufacturered as:BOEING 777–200LRBOEING 777-F
BOEING 777–200LR and 777-F
Description
The 777–200LR became the world’s longest-range commercial airliner when it entered service in 2006. It has a maximum range of 9,395 nm17,399,540 m <br />17,399.54 km <br />57,085,105.029 ft <br /> and was intended for ultra-long-haul routes such as New York to Singapore, or Chicago to Sydney — up to about 19 hours flying time.The -200LR features an increased MTOW and the same wing as the 777–300ER. The 777F is a cargo version of this variant. Three optional auxiliary fuel tanks take the baseline fuel tank capacity from 181,289 l to 203,570 l. Other new features include raked wingtips, redesigned main landing gear, and additional structural strengthening. As with the -300ER, the -200LR is equipped with wingtip extensions of 3.90 m. B77L is member of the B777 family of aircraft.
Boeing 777–200LR — Price, Specs, Photo Gallery, History …
Technical Data
Wing span60.9 m199.803 ft <br />Length63.7 m208.99 ft <br />Height18.6 m61.024 ft <br />Powerplant2 x GE 90–110B1 (489 kN) or
2 x GE 90–115BL (512 kN).Engine modelGeneral Electric GE90
Performance Data
Take-OffInitial Climb
(to 5000 ft)Initial Climb
(to FL150)Initial Climb
(to FL240)MACH ClimbCruiseInitial Descent
(to FL240)Descent
(to FL100)Descent (FL100
& below)ApproachV2 (IAS)123 ktsIAS175 ktsIAS280 ktsIAS280 ktsMACH0.83TAS490 ktsMACH0.84IAS240 ktsIAS210 ktsVapp (IAS)140 ktsDistance2970 mROC2500 ft/minROC2000 ft/minROC1500 ft/minROC2000 ft/minMACH0.84ROD1000 ft/minROD3000 ft/minMCS240 ktsDistance1700 mMTOW347450347,450 kg <br />347.45 tonnes <br /> kgCeilingFL431ROD2000 ft/minAPCCWTCHRange93809,380 nm <br />17,371,760 m <br />17,371.76 km <br />56,993,963.296 ft <br /> NM
Boeing 777 Lr Seating
Accidents & Serious Incidents involving B77L
- B77L, Copenhagen Denmark, 2011 (On 17 April 2011, a Boeing 777F bounced three times during an attempted landing at Copenhagen during which the underside of the aircraft was damaged by two tailstrikes. The second occurred during over-rotation for a go around commenced after thrust reverser deployment, with 760 metres of the 3300 metre-long runway remaining. The Investigation observed that a go around initiated after thrust reverser deployment was contrary to an express prohibition in the aircraft type FCOM. It was noted that the aircraft commander was an instructor pilot and that both pilots had less than 200 hours experience on the aircraft type.)
- B77L, Paris CDG France, 2015 (On 22 May 2015, a Boeing 777F augmented crew attempted a reduced thrust daylight takeoff from Paris CDG using a thrust setting based on a weight 100 tonnes below the actual weight after an undetected crew error. The tailstrike protection system prevented fuselage runway contact after rotation attempts but only after a call from an augmenting crew member was full thrust set with the aircraft becoming airborne near the runway end. The Investigation noted poor crew performance but concluded that operator management of the risk involved and the corresponding regulatory oversight had been inadequate in a number of ways.)
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