Thanks, @DrVenkman3876 and @Norman999933 . Gonna fire up FSIPanel maybe tonight and set up some scenarios to test out the [fix]-INTC button.
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With 2024 features, it is quiet possible custom code for wear and tear along with dirt accumulation may no longer be needed or may be scaled down.
What I’ve wondered though is how will the dirt be cleaned 
State question, what am I doing wrong? I have entered in FMC/PMDG Setup / STATE LOAD , COLDDARKGPU followed by EXEC.
First try somewhat ok, but when I restarted the flight it was running, not in cold and dark GPU.
So entered the state again with EXEC. It then says LOADING PANEL STATE but nothing happens, everything stays the same. No matter what I do, no cold and dark state for me. Do I need to reinstall the 777 or is there a way to get the 777 cold and dark back?
I know the IRL pilots poo-poo the “fake” weather radar available in the sim but still, I’m glad PMDG decided to use it in the 777. I flew this afternoon from Dubai to London and somewhere over the southwestern shore of the Black Sea flying over Bulgaria, the skies clouded up and things looked a little unusual. The weather overlay in the Navigraph Charts app told the story:
The WX radar in the 777 looked like this:
So the sim managed a creditable representation of real weather, at least for the purposes of a recreational flight simmer like me.
Similarly, on approach into London Heathrow, the WX radar told me all I needed to know about conditions over the field, as represented in the sim:
I let the plane do an autoland, since I had never done one before in this aircraft. Despite the 20 knot quartering headwind (note the crab angle to the track on the ND) the plane landed itself perfectly.
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New update out tonight, and a long changelog.
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I hoped that they fix the brake temperature bug with the next update. Is there any news on that issue?
This problem isn’t new but I waited to see if the latest update would address it (it did not):
I have the PMDG 736,737 and 738 and fly them extensively and sorry for the non precise question: In comparison, why is the 77W so incredibly pitchy, especially on approach? I get that is a very long plane and that the FBW-system may be a factor but for me it’s just a contant oscillation up/down which is really killing it for me.
Am I alone in seing this and if so, any suggestions on what I might be doing wrong?
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Nice one.
If you do an autoland make sure you set your minimums correctly.
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Interesting. I don’t find the 77W pitchy at all, but then again it may come down to how you fly and what you expect. For instance, I follow the FCOM I was able to find online, and leave Autothrust engaged all the way until landing. I also have the simulation option set (via the FMC) to show the FBW trim speed in manual flight. That way I can be sure the plane is keeping itself on the MCP final approach speed, and I can ensure the trim is set to maintain that trim and descent rate all the way down. In the absence of variable winds, the only pitch I really have to worry about it is the flare.
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Nice catch - yes, I should have. As it is, if I remember correctly, I set them for the Cat I and as you can see, at 500+ feet I could see the runway lights, and the minimums were something like 279 feet. I had fully planned to take over but the winds were pretty stiff and the AP was doing a fantastic job managing the crab, the descent rate and the power without me doing a thing. It was a spur of the moment decision, along the lines of “Well, let’s see what happens?” since I had never tried an autoland before.
Normally when we shoot a CATIIIB with no DH we:
Set CAT I baro minima (like you did)
Then select RADIO minima (which defaults to 50ft RA)
Then we blank the minima.
That way we’re set up for a CATIIIB approach with no DH. If we need to downgrade to CATIIIB with DH or CATIIIA we’ll push the minimums switch to reveal the 50ft. If we need to downgrade again we’ll select baro minima to continue CATI.
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Thanks, that’s great info to know!
I just returned from a business trip where both legs were on a 777-200, and I’ve probably flown maybe five total times on the 777 in the last 12 months. (I’m a bit bummed that United always uses the second door behind first class so I can’t glance into the cockpit when boarding/exiting. 
)
With maybe one exception, it seems like every landing has been “butter” on this plane, especially my outbound this week…the flight attendant even announced “I hope you all appreciated that extra-smooth landing”.
Is there something about this plane that generally makes it a smooth-landing plane compared to others? Maybe the “canted” rear landing gear (I think that’s the term)?
It kinda makes me want to get a haptic seat pad so I can “feel” how buttery or non-buttery my landings are.
Have exactly the same. Very jumpy on landing.
No problems with 737 or other planes.
I find the exact opposite.
I find MSFS in general to be really bad flight model wise in terms of aircraft being so pitchy, especially on approach and flare, but I actually find the 777 to be one of the best out there!
That’s true. The fact that the auto throttle stays on until touchdown and the geometry of the main landing gear makes for very smooth landings with very little effort. I flew 757 and 737 before the 777 and although I could butter them 80% of the time (Ryanair ) it wasn’t as effortless as on the 777. In my 4 months flying the 777 I haven’t done one single landing that wasn’t ultra smooth on the main landing gear. The nose gear… whole different story.
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But still it also takes the pilot. I guess the 787 will be similar in this matter and last year I was a passenger in the Dreamliner from EDDB to KJFK and experienced one of the hardest landings in the last couple of years.
I did my 777 training with a guy who came from flying the 787 for a neighbouring Middle Eastern airline and he kept saying that apart from the more advanced systems and automation, the 787 flies worse than the 777 including the landing.
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Interesting… I was a passenger on the 777 just once, a long time ago when Continental Airlines existed. I flew that from KEWR to LFPG because I missed my original flight with Air France 747 from KJFK. And after all the inconvenience I was glad that I missed that flight because the 777 was an absolute treat and became my favourite aircraft.
It’s a nice airplane to fly. Of course it doesn’t fly as beautifully as a 737 because in the 777 we don’t control the control surfaces directly (the PFCs do) so a lot of the inputs that we would make in a 737 are unnecessary and counterproductive on the 777 and would result in very jerky pilot induced oscillations. In gusty conditions on approach, someone coming from the 737 is usually very tempted to correct every gust and be very active on the controls. Don’t do that in the 777. Just don’t touch it. Think where you want the airplane to go and it’ll do it. To put it in words, we fly it by increasing pressures to the controls and then returning to zero, rather than rapid and sustained displacements like on a 737/757/747.
The thing I like about the 777 the most is how stable it is at cruise level during turbulence. I fly over the bay of Bengal regularly during bad weather or on very busy airways where encountering the wake turbulence of the preceding airplanes is common (those supers can really shake a 777). I have not had to intervene during a gust (preparing to use partial speedbrake or nudging the airspeed a bit to avoid MMO exceedance) like I did on the 737 when flying close to . Of course on the 777 we don’t usually fly as high as a 737 and the speed bracket that we can fly is a lot wider. That helps a lot.
The bad thing about the 777 is how noisy the flightdeck it is when compared to similarly sized airplanes. It’s less noisy than the boxy 737 of course but noise cancelling headsets are still necessary and it gets very tiring on 8h flights (most of the noise comes from the packs and probably the windshield wipers). The 787 is a lot better in that area. Let’s hope they made improvements on that in the new 777. (The 737MAX’s cockpit was noticeably less noisy than the 737NG but still noisier than the 777)
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