Boeing 777 Lr

Delta Air Lines - Boeing 777-200LR. Photo by Aero Icarus. Qatar القطرية - Boeing 777-200LR. Photo by BriYYZ. Qatar القطرية - Boeing 777-200LR. The PMDG 777-200LR/F Base Package spares no detail with incredibly accurate cockpit displays, a full-featured flight management system, highly accurate LNAV/VNAV and auto-thrust modes, precise and realistic ground and satellite approach navigation capability, dozens upon dozens of optional pieces of equipment with which you can customize your 777 cockpit and literally hundreds of potential mechanical failure scenarios that you can activate to challenge your flying skills and your airplane.

• Boeing 777 Lr Delta
• Boeing 777 Leg Room
• Boeing 777 Lr Interior

This article is part of the Why it Failed series at Aeronautics, which discusses aircraft and spacecraft that didn’t take off as well as they were expected to. Read more from this series here.

Boeing’s latest technological marvel was unveiled in the early 2000s, a time when airlines were opening ambitious new long-haul routes to unfathomably far destinations. The aircraft provided a way for airlines to operate some of the world’s largest routes, while still maintaining the efficiency of a twin-engine configuration, something the competing Airbus A340-500 did not have. Boeing intended the aircraft to operate routes such as Los Angeles to Singapore, New York to Johannesburg and London to Perth, but none of the manufacturer’s intended routes ever took shape. The aircraft seemed to miss its mark.

Initially, the 777-200LR was reasonably successful, with orders from several major carriers, including 10 aircraft for Delta Air Lines and 10 aircraft for Emirates. When it entered service in 2006 with Pakistan International Airlines, it wasn’t swamped with orders, but looked like it had the potential to gain more customers. However, Boeing’s long-awaited orders never came. A few orders trickled in from various airlines, but nothing over 10 aircraft, and no additional orders from airlines that had already received the plane.

The 777-200LR’s main issue was that it’s range was too long. The plane wasn’t viable on shorter routes due to the weight of it’s huge fuel tanks, and steadily rising fuel prices made it difficult to start the ultra-long-haul routes it was intended for. Currently, the aircraft operates just a small handful of such routes, including Doha to Auckland with Qatar Airways and Atlanta to Johannesburg with Delta Air Lines. The aircraft’s efficiency on long-haul routes has made it popular with airlines, however it has largely been replaced with smaller aircraft on the world’s longest routes, such as the Airbus A350, which operates the world’s longest commercial flight, and the Boeing 787, which operates the world’s third-longest commercial flight. The 777 has largely sat on the sidelines operating shorter but higher-demand routes that could easily be operated by cheaper aircraft with shorter ranges.

Currently, 60 Boeing 777-200LRs have been produced, with airlines operating 50 and the remaining 10 belonging to governments and private customers. One aircraft is currently in Boeing’s order backlog, belonging to Turkmenistan Airlines, which it will likely use to serve popular destinations in the United Kingdom, routes within the operating range of the smaller Boeing 737 and 757. The aircraft will likely not receive any future orders, as customers are more likely to choose more modern or smaller aircraft such as the Boeing 777-8 or 787-9.

However, the 777-200LR wasn’t a complete failure. The aircraft serves as the basis for the long-range Boeing 777 Freighter, utilized by freight airlines around the world including FedEx and Lufthansa Cargo. If it weren’t for the -200LR’s advances in long-range technology, the Freighter variant would have received far fewer orders to date due to working with less range and fewer available destinations to serve.

All images courtesy of Martin Tietz / Aeronautics Online

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

Electrical

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

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

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

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

Boeing 777 Lr Delta

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

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

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

Boeing 777 Leg Room

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

• 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

Boeing 777 Lr Interior