p3d PMDG 777 200 LR Guide

PREPAR3D GUIDE BY CHUCK
PMDG BOEING 777-200 LR

LAST UPDATED: 26/07/2018
1
TABLE OF CONTENT
• PART 1 – INTRODUCTION
• PART 2 – COCKPIT LAYOUT
• PART 3 – FLIGHT PLANNING
• PART 4 – START-UP PROCEDURE
• PART 5 – TAXI
• PART 6 – TAKEOFF, CLIMB & CRUISE
• PART 7 – AUTOPILOT
• PART 8 – APPROACH & LANDING PLATFORM: PREPAR3D V 4.2
2
The Boeing 777 is a long-range wide-body twin-engine jet airliner developed
and manufactured by Boeing Commercial Airplanes. It is the world's
largest twinjet and has a typical seating capacity of 314 to 396 passengers,
with a range of 5,240 to 8,555 nautical miles (9,704 to 15,844 km).
Commonly referred to as the "Triple Seven", its distinguishing features
include the largest-diameter turbofan engines of any aircraft, long raked
PART 1 – INTRODUCTION
wings, six wheels on each main landing gear, fully circular fuselage cross-
section, and a blade-shaped tail cone. Developed in consultation with eight
major airlines, the 777 was designed to replace older wide-body airliners and
bridge the capacity difference between Boeing's 767 and 747. Boeing's
first fly-by-wire airliner, it has computer-mediated controls. It was also the
first commercial aircraft to be designed entirely with computer-aided design.
The 777 is produced in two fuselage lengths as of 2018. The original 777-200
variant entered commercial service in 1995, followed by the extended-range
777-200ER in 1997. The stretched 777-300, which is 33.25 ft (10.1 m) longer,
followed in 1998. The initial 777-200, extended-range -200ER, and -300
versions are equipped with General Electric GE90, Pratt & Whitney PW4000,
or Rolls-Royce Trent 800 engines. They have since been collectively referred
to as 777 Classics. The extended-range 777-300ER and ultra long-range 777-
200LR variants entered service in 2004 and 2006 respectively, while the 777F,
a freighter version, debuted in February 2009; these second-generation
variants all feature high-output GE90 engines and extended raked wingtips.
The 777-200LR is one of the world's longest-range airliners, able to fly more
than halfway around the globe and holds the record for the longest
distance flown non-stop by a commercial aircraft.
The 777 ranks as one of Boeing's best-selling models, making it the most-
produced Boeing wide-body jet, surpassing the Boeing 747. Airlines have
acquired the type as a comparatively fuel-efficient alternative to other wide-
body jets and have increasingly deployed the aircraft on long-haul
transoceanic routes. Direct market competitors include the Airbus A330-300,
the Airbus A350 XWB, and the out-of-production A340 and McDonnell
Douglas MD-11. The 787 Dreamliner, which entered service in 2011, shares
design features and a common type rating for pilots with the 777.
The 777 is one of the most modern aircraft available in Prepar3d and FSX. It
comes with built-in checklists that are accessible directly on the multifunction 3
displays, which makes the pilots’ life much easier. 777 Built-In Checklists
In the early 1970s, the Boeing 747, McDonnell Douglas DC-10, and the Lockheed L-1011 TriStar became the first generation of wide-body passenger airliners to enter service. In
1978, Boeing unveiled three new models: the twin-engine Boeing 757 to replace its 727, the twin-engine 767 to challenge the Airbus A300, and a trijet 777 concept to compete with the
DC-10 and L-1011. The mid-size 757 and 767 launched to market success, due in part to 1980s' extended-range twin-engine operational performance standards (ETOPS) regulations
governing transoceanic twinjet operations. These regulations allowed twin-engine airliners to make ocean crossings at up to three hours' distance from emergency diversionary
airports. Under ETOPS rules, airlines began operating the 767 on long-distance overseas routes that did not require the capacity of larger airliners. The trijet 777 was later dropped,
following marketing studies that favored the 757 and 767 variants. Boeing was left with a size and range gap in its product line between the 767-300ER and the 747-400.
By the late 1980s, DC-10 and L-1011 models were approaching retirement age, prompting manufacturers to develop replacement designs. McDonnell Douglas was working on the MD-11,
a stretched and upgraded successor of the DC-10,[while Airbus was developing its A330 and A340. In 1986, Boeing unveiled proposals for an enlarged 767, tentatively named 767-X,to
target the replacement market for first-generation wide-bodies such as the DC-10, and to complement existing 767 and 747 models in the company lineup. The initial proposal featured a
longer fuselage and larger wings than the existing 767, along with winglets. Later plans expanded the fuselage cross-section but retained the existing 767 flight deck, nose, and other
elements.
Airline customers were uninterested in the 767-X proposals, and instead wanted an even wider fuselage cross-section, fully flexible interior configurations, short- to intercontinental-range
capability, and an operating cost lower than any 767 stretch. Airline planners' requirements for larger aircraft had become increasingly specific, adding to the heightened competition
among aircraft manufacturers. By 1988, Boeing realized that the only answer was a new clean–sheet design, which became the 777 twinjet. The company opted for the twin-engine
configuration given past design successes, projected engine developments, and reduced-cost benefits. On December 8, 1989, Boeing began issuing offers to airlines for the 777.
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Some people think that the 777 is just a bigger 737 with a longer range. This couldn’t be further from the truth. The 777 simulated by PMDG represents an aircraft that has a high degree of
automation. The systems of the 777 significantly reduce the pilot’s workload and people used to fly older aircraft will find themselves often wondering if they missed something or not. If
you plan to fly the 777 on real routes, a 12-hour flight on a highly automated aircraft may feel a little boring. That’s how I discovered that the aircraft will trigger an advisory requiring a
pilot response if you let the aircraft fly on autopilot for too long. Pretty neat, eh? The 777 may feel like a simple aircraft to operate at first, but there is evidently a lot of work going on
“under the hood”.
The Triple-Seven is huge. I never realized how big it was until I stood right next to one and saw that a whole fuselage could fit through its GE90 engines of epic proportions. This aircraft is
also seriously long, so that tight cornering during taxi becomes a challenge. Taking off and landing the aircraft requires careful input since it is easy to smack the aircraft’s tail on the
ground. This is an aircraft begging to be discovered and studied, and it is obvious that PMDG did put a lot of care and thought into making sure we are flying the highest-fidelity version of
the aircraft to date.
Sleeping on the job?

Not on a 777.
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6
TUTORIAL STRUCTURE
Before you even step foot in your virtual cockpit, you need to know where you are, where you are going, how you will
get there, what you need to get there. This document is structured like a short tutorial flight.
The flight tutorial is structured as follows:
• Familiarize yourself with the cockpit layout

• Plan your flight
• Determine the flight route, fuel & cargo loads
• Spawn the aircraft and set it in a Cold & Dark state
• Provide aircraft with power
• Program the FMC (Flight Management Computer)
• Start–up the aircraft and make it ready for flight
• Taxi
• Takeoff
• Climb and cruise
• Explore autopilot capabilities
• Descend, approach and land
7
BEST RESOURCES
DISCLAIMER: Do not use this guide for real life flying. I mean it.
PMDG 777 FCOM (Flight Crew Operations Manual)
PMDG 777 FCTM (Flight Crew Training Manual)
PMDG Documentation Downloads Section

https://www.precisionmanuals.com/pages/downloads/docs.html
777 Continental Flight Manual

http://www.ameacademy.com/pdf/boeing/Boeing-777-FCOM.pdf
Boeing 777 CBT (Computer Based Training)

https://www.youtube.com/watch?v=h2kMw655TDM&list=PL_4ljWrVvM91FL_Q7wv2HGHU_M8MUR6Tu
Matt Davies’ PMDG 777 Tutorial (Three Parts) (Youtube)

Part 1: https://www.youtube.com/watch?v=z6cFl5uT-uo
Part 2: https://www.youtube.com/watch?v=PPpN4gA1JTo
Part 3: https://www.youtube.com/watch?v=7UdU0plEfs8
777 Flight Deck (Jerome Meriweather)

http://meriweather.com/flightdeck/777/fyi/fyi-777.html
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PART 2 – COCKPIT LAYOUT
9
10
Front Flight Deck
11
Window Lock Lever
Window Crank
12
Window Lock Lever
Nose Wheel Steering Tiller

Used to steer aircraft on the ground
Chart Light Control Knob
Work Table Light Control Knob
Oxygen Test Switch
Crew Oxygen Mask 13

PART 2 – COCKPIT LAYOUT Microphone Switch
Navigation Data Source Switch
Map Light Control Knob Clock
Clock Chronograph Switch
Foot Heater Switch
Shoulder Heater Switch
Display Control Data Source Switch
Air Data/Attitude Source Switch

Outboard Display
Brightness Control Knob
Inboard Display Forward Panel / Flood Light

Brightness Control Knob Brightness Control Knob 14
Stabilizer Trim (Nose
PART 2 – COCKPIT LAYOUT Up / Nose Down)
Aileron Trim Indicator

Autopilot Disengage
Button
Control Wheel / Yoke
Control Column
15
Flight Mode Annunciator Autopilot Pitch Mode
Captain’s PFD
(Primary Flight Display) Autopilot Roll Mode
Bank Angle Scale
Vertical Speed
Indicator (ft/min)
Autothrottle Thrust/Speed Mode
Autopilot Status
Calibrated Airspeed
Indicator (kts)
Pitch Angle Scale (deg) Altitude Indicator (ft)
Attitude Indicator
Ground Speed (kts)

Barometric Pressure
(inches of Hg)
Heading and Track Indicator Radar Altitude (ft)
Altitude Above Ground Level
16
ND True Airspeed Indication (kts)
ND Ground Speed Indication (kts) Captain’s ND

(Navigation Display)
Heading Indicator
(Triangle)
Range (nautical miles)
Standby Attitude Indicator

17
Brake Source Light

Indicates low pressure in both active brake hydraulic sources
Heading
Reference Switch
Inboard Captain Display Selector

Brake Accumulator Pressure PFD: Displays Primary Flight Display
Indicator (psi) NAV: Displays Navigation Display
MFD: Displays MFD (Multifunction Display)
Aircraft Identification Number EICAS: Displays EICAS (Engine Indicating and Crew Alerting System)
18
Total Air Temperature (TAT) (deg C) Thrust Mode Display
(TO = Takeoff) Engine Crew Alerts
N1 (Fan Speed/Low Pressure Compressor Speed) Indication (%RPM) i.e. START VALVE OPEN, OIL FILTER
BYPASS, LOW OIL PRESSURE, etc.
EGT (Exhaust Gas Temperature)
Indication (deg C)
Landing Gear
Indication
Flaps Indication
EICAS (Engine Indicating

and Crew Alerting System)
(Airbus Equivalent: ECAM )
Cabin Pressurization Data

Fuel Quantity (x 1000 lbs/kg)
Fuel Temperature (deg C)
19
Ground Proximity Warning System
(GPWS) Landing Gear Override Switch
Ground Proximity Warning System (GPWS) BELOW Ground Proximity Warning System Ground Proximity Warning
G/S PUSH-INHIBIT light
(GPWS) Flap Override Switch System (GPWS) Terrain
Illuminates when flying below a safe glide slope except
Override Switch
when flying under 1000 ft
Ground Proximity Warning System

(GPWS) PROX (Proximity) Light
Landing Gear Lock Override Switch
Landing Gear Lever

Retract below 270 kts / Mach 0.82
Alternate Landing Gear

Extension Switch
20
Inboard First Officer Display Selector
PFD: Displays Primary Flight Display
NAV: Displays Navigation Display
MFD: Displays MFD (Multifunction Display)
EICAS: Displays EICAS (Engine Indicating and Crew Alerting System)
FLAP LIMIT
1 deg 265 kts
5 deg 245 kts
15 deg 230 kts
20 deg 225 kts
25 deg 200 kts
30 deg 180 kts
Autobrake Switch
OFF / DISARM / 1 / 2 / 3 / 4 / MAX AUTO / RTO (Rejected Takeoff)
First Officer FMC (Flight Management Computer) Selector Switch
Left/Auto/Right 21
First Officer’s PFD
(Primary Flight Display)
First Officer’s ND Navigation Data Source Switch
(Navigation Display)
Clock
Display Control Data Source Switch
Air Data/Attitude Source Switch
22
Window Lock Lever
Map Light Control Knob
Microphone Switch
Clock Chronograph Switch
Foot Heater Switch
Shoulder Heater Switch
Chart Light Control Knob Work Table Light Control Knob
Forward Panel / Flood Light

Inboard Display
Outboard Display Nose Wheel Steering Tiller
23
FPV (Flight Path Vector) switch
EFIS (Electronic Flight Instrument System) Control Panel Displays the flight path vector on the attitude indicator.
Note 1: The EFIS is a flight deck instrument display system that displays flight data
electronically rather than electromechanically. An EFIS normally consists of a primary
flight display (PFD), multi-function display (MFD), and an engine indicating and crew MTRS (Meters) switch
alerting system (EICAS) display. Displays the altitude in meters instead of feet.
Note 2: The complex electromechanical attitude director indicator (ADI) and horizontal
situation indicator (HSI) were the first candidates for replacement by EFIS.
BARO (Barometric) Reference Selector
Outer knob selects units in Hg or HPa
Middle knob adjusts barometric altitude value
MINS (Minimums) Reference Selector Inner STD pushbutton sets standard 29.92 in Hg
Outer knob selects RADIO or BAROMETRIC altitude reference for minimums
Middle knob adjusts radio or barometric altitude value
Inner reset pusher resets minimum VOR / ADF 2 (VHF Omnidirectional
Range or Automatic Direction
VOR / ADF 1 (VHF Omnidirectional Finder) selector switch
Range or Automatic Direction Finder)
selector switch
Navigation Display (ND) Display Range Selector

Data Link Accept/Cancel/Reject (nautical miles)
Buttons Outer knob: sets range in nm
TFC (Push): Displays TCAS (Traffic Collision and Avoidance System) info
Master WARNING/CAUTION Push-to-Reset Light
Navigation Display MAP buttons
WXR: Weather Radar
Navigation Display (ND) Mode Selector STA: Station, displays all FMC data base navigation aids
APP (Rotate): displays localizer and glideslope information WPT: displays waypoints in FMC data base
VOR (Rotate): displays VOR navigation information ARPT: displays airports in FMC data base
MAP (Rotate): displays FMC generated route and MAP information DATA: displays altitude constraint and estimated time of arrival for each active route waypoint
PLAN (Rotate): displays a non-moving, true north up, route depiction POS: displays VOR and ADF bearing vectors (position)
CTR (Push): Displays full compass rose (center) for APP, VOR & MAP modes TERR: displays GPWS (Ground Proximity Warning System) generated terrain data
24
MCP (Mode Control Panel)
Autopilot Controls Autopilot Speed (IAS or
Mach) Selected Indicator
Autothrottle (A/T)
Autopilot Speed (IAS or Mach) Selector
Arming Switches
Autopilot Reference Speed Autopilot LNAV (Lateral Navigation) Mode Button
(IAS or Mach) Selector
Autopilot VNAV (Vertical Navigation) Mode Button
Cabin Light Sensor Switch

Sensor checks ambient light in the cockpit then adjusts all of the cabin display lights accordingly.
Autothrottle (A/T) Switch

Engages autothrottle mode selected.
Autothrust CLB/CON (Climb/Continuous)

Thrust Mode Button
With two engines operating, changes the engine
thrust limit to the FMC selected climb thrust.
With one engine operating, changes the thrust
limit to maximum continuous thrust (CON).
Flight Director (F/D) Switch Autopilot FLCH (Flight Level Autopilot Disengage Switch
Change) Mode Button 25
Autopilot (A/P) Button
Autopilot VS/FPA (Vertical Speed/Flight Path Angle) Mode Toggle Switch
Autopilot Selected
Altitude Indicator (ft)
Autopilot Vertical Speed / Flight Path Angle Indicator (ft/min)
Autopilot Heading/Track Mode Toggle Switch Autopilot (A/P) Button
Autopilot Selected Heading/Track Indicator

Autopilot Localizer Mode
Button
Autopilot Bank Angle Limit Selector

Flight Director (F/D) Switch
Autopilot Approach
Autopilot Selected Heading/Track Selector Mode Button
Autopilot Altitude Hold Mode

Autopilot Heading/Track Hold Mode Button Button
Autopilot Vertical Speed Thumbwheel selector Autopilot Altitude

Selector
26
Autopilot Vertical Speed Mode Button
LWR CTR (Lower Center) MFD R INBD (Right Inboard) MFD
(Multifunction Display) (Multifunction Display)
Display Select Button Display Select Button
STAT Display Select Button
L INBD (Left Inboard) MFD Displays Stat (System Status)
(Multifunction Display) Page on respective MFD
Display Select Button
ENG Display Select Button

Selects secondary engine EICAS
CHKL Display Select Button

Displays Checklist on respective MFD
COMM Display Select Button

Display Select buttons
Displays Communications System on respective MFD ELEC: Electrical Systems Page
HYD: Hydraulic Systems Page
NAV Display Select Button FUEL: Fuel Systems Page
Displays Navigation System on respective MFD AIR: Air Systems page
DOOR: Door Status Page
GEAR: Landing Gear Page
CANC/RCL (Cancel/Recall) Button FCTL: Flight Controls Page
Displays and cancel EICAS, Caution and Advisory Messages
27
Pedestal
28
FMS (Flight Management System) CDU (Control Display Unit)
• An FMS is a specialized computer system that automates a wide variety of
in-flight tasks, reducing the workload on the flight crew to the point that
modern civilian aircraft no longer carry flight engineers or navigators. A
primary function is in-flight management of the flight plan.
• The FMS is controlled through the CDU physical interface.
•
The FMS sends the flight plan for display to the Electronic Flight Instrument
System (EFIS), Navigation Display (ND), or Multifunction Display (MFD).
CDU 2
CDU 1
29
Left/Center/Right Hydraulic System Fluid
Quantity (Quarts) & Pressure (psi)
Engine N2 (High Pressure

Compressor Speed) (%RPM)
Engine Fuel Flow (x1000 lbs per hour)
Engine Oil Pressure (psi)
Engine Oil Temperature (deg C)
Engine Oil Quantity (Quarts)

Crew Oxygen Pressure (psi)
APU (Auxiliary Power Unit) Parameters
Engine Vibration Indicator RPM: Revolutions per Minute
EGT: Exhaust Gas Temperature (deg C)
OIL PRESS: Oil Pressure (psi)
OIL TEMP: Oil Temperature (deg C)
OIL QTY: Oil Quantity (Quarts)
System Status Synoptic Page

Engine Systems Synoptic Page
30
Electrical Systems Synoptic Page
Hydraulic Systems Synoptic Page

31
Fuel Systems Synoptic Page

Pneumatic (Air) Systems Synoptic Page
32
Relative Value of Wheel Brake
Temperature (from 0.0 to 9.9)
Tire Pressure (psi)
Landing Gear Door Status
Door Systems Synoptic Page
Landing Gear Systems Synoptic Page
33
Checklists Synoptic Page
Flight Controls Systems Synoptic Page

34
Communications Synoptic Page
Navigation Systems Synoptic Page
35
Alternate Display Control (DSPL

CTRL) Button
Provides capability to manually select PFD
and ND sources.
EICAS Event Record Switch
Center Panel Upper Display Center Panel Lower Display

Brightness Control Knob Brightness Control Knob
36
Cursor
CCD (Cursor Control Devices) Touch Pad

CCD Cursor Location Switches In real life, placing your fingers on this pad
Selects which display the cursor is active on makes the pink cursor move on the selected
(Inboard, Lower Center Display or Inoperative) screen. Within the simulation, moving your
mouse cursor on a screen will automatically
move the cursor.
CCD (Cursor Control Devices)

This acts as a touchpad to control the
cursor on different displays.
CCD (Cursor Control Devices) Select Button

This button is used to select menus with the cursor.
37
Autothrottle Disengage Switch
Thrust Reverser Lever

Throttles
Speed Brake Lever

FWD: DOWN (RETRACTED)
AFT: UP (DEPLOYED)
TO/GA (Takeoff/Go Around)

Switch
Alternate Pitch Trim Control
Left/Right Engine Fuel Control

Switches and Fire Warning Lights
RUN: Fuel Valve Open
CUTOFF: Fuel Valve Closed
Stabilizer Position Indicator

(degrees) Right Stabilizer Hydraulic
Pressure Cutout Switch
Center Stabilizer Hydraulic

Parking Brake Lever Pressure Cutout Switch
Pulled: Engaged
Down: Disengaged
38
Flaps Lever
Alternate Flaps
Arming Switch
Alternate Flaps Selector

Retracted/OFF/Extended 39
Thrust Reversers Disarmed & Stowed
Throttle at IDLE
The Thrust Reverser lever can be moved by pressing and holding the “Throttle
No Reverse Thrust Generated (decrease quickly)” control mapped to your joystick. Make sure that the
“Repeat” slider is set fully to the right. The default key binding is “F2”.
Thrust Reversers Take note that the Reverse Thrust lever can only be engaged if your throttle is
Armed & Deployed at IDLE. The reason for that is a mechanical stopper that prevents you from
engaging thrust reversers at high throttle settings.
Cascade-Type Thrust Cascade-Type Thrust

Reverser (Stowed) Reverser (Deployed)
Throttle at IDLE
40
Reverse Thrust Generated
Radio Panel
Audio Control Panel
41
Engine Bottle 1 & 2 Discharge Lights
Indicates low pressure in respective extinguisher
Radio Panel
Audio Control Panel
Left/Right Engine Fire Handles

• Warning Light: Fire is detected or FIRE/OVHT TEST switch is pushed
• Pulled: Arms fire extinguisher, closes engine fuel valves, trips generator ATC & TCAS (Air Traffic Control
fields & breakers, shuts off hydraulic fluid, depressurizes engine driven Transponder & Traffic Collision
hydraulic pumps, removes power from reverser isolation valve Avoidance System) Control Panel
• Rotated Left: Discharges fire extinguishing agent bottle into left engine
• Rotated Right: Discharges fire extinguishing agent bottle into right engine
42
Weather Radar Control Panel
43
CDU 3
VHF & HF Radio Control Panel
44
Evacuation Signal Horn

Rudder Trim Indicator
Evacuation Light & Test Switch
Evacuation Command Switch

Audio Control Panel Evacuation Signal
Horn Shutoff Button
Floor Lights Dimming Control Switch

Aileron Trim Switches Rudder Trim Control
Manual Rudder Trim 45
Cancel Button
Printer Fail Light
Printer Low Paper Light

Printer Paper Cut Button
Printer Paper Slew Button
Printer Reset Switch
Observer Audio Selector

Flight Deck Door Printer Test Switch
Lock Switch
Aisle Stand Panel/Flood Lights Switch
Passenger Address Handset

46
Overhead Panel
47
48
Circuit Breakers
49
Standby Magnetic Compass
Standby Magnetic Compass

Correction Table
50
Overhead/Circuit Breaker Storm Light
Panel Brightness Control Brightness Control Passenger Signs
Seat Belts Switch Left/Right Engine Anti-Ice Switches
Dome Light
Brightness Control Navigation
Lights Switch Wing Anti-Ice Switch
Beacon Light Switch
Glareshield Panel/Flood
Lights Brightness Control
Indication
(Annunciator)
Lights Switch
Master Brightness Control

Left Landing Light Switch Wing Light Switch
Nose Landing Light Switch
Taxi Light Switch Strobe Light Switch
Right Landing Light Switch
Logo Light Switch
Left/Right Runway Turnoff 51

Left Wiper Switch
Light Switches
IFE/PASS (In-Flight Entertainment
System/Passenger Seats) Power Switch
Battery Switch
Cabin/Utility
Power Switch
APU (Auxiliary Power Unit) Switch

OFF / ON / START
APU FAULT Light
APU Generator Switch
Right Bus Tie Switch

Left Bus Tie Switch
Primary External Power Switch

Secondary External
Power Switch
Right Main Generator Switch
Left Main Generator Switch
Left/Right Backup
Generator Switches
Left/Right Generator IDG
(Integrated Drive Generator)
Disconnect Switches 52
RAT (Ram Air Turbine) Switch
PRESS Light: RAT is deployed
UNLKD Light: RAT is not in stowed position
Primary C2 (Center Hydraulic System) Electrically-Driven

Hydraulic Pump (ACMP, or AC Motor Pump) Switch
Primary C1 (Center Hydraulic System) Electrically-Driven
Hydraulic Pump (ACMP, or AC Motor Pump) Switch Primary C2 (Center Hydraulic System) Air-Driven
Hydraulic Pump (ADP) Selector Switch
Primary C1 (Center Hydraulic System) Air-Driven
Hydraulic Pump (ADP) Selector Switch Primary Right Engine-Driven Hydraulic
Pump (EDP) Switch
Primary Left Engine-Driven Hydraulic

Pump (EDP) Switch
Left Electrically-Driven Hydraulic Pump

(ACMP, or AC Motor Pump) Selector
Switch Right Electrically-Driven Hydraulic
Pump (ACMP, or AC Motor Pump)
Left Hydraulic Demand Pump Fault Light Selector Switch
Right Hydraulic Demand Pump Fault Light

C1 Hydraulic Demand Pump Fault Light 53
C2 Hydraulic Demand Pump Fault Light
Hydraulic Systems in a Nutshell
54
Right Fuel Jettison Nozzle Switch Fuel To Remain Selector
Fuel Jettison ARM Switch
and Fault Light
Left Fuel Jettison Nozzle Switch
Forward Crossfeed Valve Switch

and Low Pressure Light
Left Forward Fuel Pump Switch Right Forward Fuel Pump Switch
and Low Pressure Light and Low Pressure Light
Left Aft Fuel Pump Switch and Right Aft Fuel Pump Switch and
Low Pressure Light Low Pressure Light
Aft Crossfeed Valve Switch and

Low Pressure Light
Right Center Fuel Pump Switch

Left Center Fuel Pump Switch and and Low Pressure Light
Low Pressure Light
55
Center Isolation Valve Switch
Left Isolation Valve Switch

Right Isolation Valve Switch
APU (Auxiliary Power Unit)

Bleed Air Switch
Left Engine Bleed Air Switch
Right Engine Bleed Air Switch
Forward Pressurization Outflow Valve Aft Pressurization Outflow Valve

Auto/Manual Switch Auto/Manual Switch
Forward Outflow Valve Manual Control Switch

Landing Altitude Knob
56
Aft Outflow Valve Manual Control Switch
Left/Right EEC (Electronic Engine Equipment Bay Cooling Switch
Control) Mode Switch
• NORM: EEC sets thrust using EPR (Engine
Pressure Ratio) as the controlling
parameter
• ALTN (Alternate): EEC sets thrust using
N1 as the controlling parameter.
Gasper Fan Switch
Upper/Lower Recirculation
Fan Switches
Cabin Temperature
Control (Cold/Warm)
Air Conditioning
Reset Switch
Right PACK (Pneumatic Air

Conditioning Kit) Switch
Flight Deck Left/Right Trim Air Switches

Temperature Control
Autostart Switch Left PACK (Pneumatic Air
(Cold/Auto/Warm)
Conditioning Kit) Switch
Left Engine
Right Engine
Start/Ignition Switch
Start/Ignition Switch 57
APU (Auxiliary Power Unit) Fire Handle
• Warning Light: Fire is detected or FIRE/OVHT TEST switch is pushed APU Bottle Discharge Light
• Pulled: Arms APU fire extinguisher, closes APU fuel valve, APU bleed air Indicates low pressure in extinguisher
valve, APU air inlet door, Trips APU generator field and breaker, and shuts
down APU
• Rotated: Discharges fire extinguishing agent bottle into APU
Passenger Oxygen
Service Interphone Switch Switch & Light
Emergency Lights Switch
Aft Cargo Bay Fire Arming

Switch and Warning Light
Cargo Fire Extinguisher Agent

Discharge Switch & Light
Discharges fire extinguishing agent bottle
into selected cargo bay
Forward Cargo Bay Fire Arming

Switch and Warning Light
Left Side/Forward Window Right Forward/Side Fire/Overheat Test Switch

Heat Switches Window Heat Switches 58
ADIRU (Air Data Inertial Reference Unit) ON BAT Light
Indicates that ADIRU is powered by the airplane battery.
Illuminates only when the ADIRU has been aligned on airplane or
ground power and power is subsequently removed or failed.
ADIRU (Air Data Inertial Reference Unit) Power Switch
• ON/OFF
• The ADIRU is a key component of the integrated air data inertial reference
Primary Flight Computers Switch system (ADIRS), which supplies air data (airspeed, angle of
• AUTO: Flight Control System operates in normal mode attack and altitude) and inertial reference (position and attitude)
and automatically switches to the secondary or direct information to the pilots' electronic flight instrument system displays as
mode if a system fault is detected. well as other systems on the aircraft such as the engines, autopilot, aircraft
• DISC: Disconnects Primary Flight Computers and replaces flight control system and landing gear systems.
flight control system in the direct mode.
Thrust Asymmetry
Compensation Switch & Light
Primary Flight Computers Light

DISC: Indicates Primary Flight Computers are disconnected
automatically or manually and the system is in the direct
mode. 59
Circuit Breakers
PART 2 – COCKPIT LAYOUT Overhead Panel
60
Maintenance
Overhead Panel Standby Power Switch
Right Backup Window Heat Switch

Left Backup Window Heat Switch
Flight Control Hydraulic Power Switches for Tail

Actuators (Left/Center/Right Systems)
NORM / SHUTOFF
Flight Control Hydraulic System for Tail Actuators

(Left/Center/Right Systems) Valve Closed Lights
Flight Control Hydraulic Power Switches for Wing

Actuators (Left/Center/Right Systems)
NORM / SHUTOFF
Flight Control Hydraulic System for Wing Actuators

(Left/Center/Right Systems) Valve Closed Lights
Depressurize Hydraulic Systems Before Shut Off Placard
61
Maintenance
Overhead Panel
Left EEC (Electronic Engine
APU (Auxiliary Power Unit) Control) Maintenance Switch
Power Maintenance Switch
Aft Cargo Bay Temperature Selector Switch Right EEC (Electronic Engine
• OFF: Shuts off bleed air to selected Control) Maintenance Switch
comportment
• LOW: Compartment is automatically kept at a
low temperature (approx. 45 deg F)
• HIGH: Compartment is automatically kept at a
high temperature (approx. 70 deg F)
Bulk Cargo Compartment Temperature
Towing Power Switch Selector Switch
• OFF: Shuts off bleed air to selected comportment
• LOW: Compartment is automatically kept at a low
temperature (approx. 45 deg F)
• HIGH: Compartment is automatically kept at a high
temperature (approx. 70 deg F)
Ground Test Switch
Cockpit Voice Recorder Speaker

Voice Recorder Erase Switch
Erases voice recorder if pushed and held for 10
sec and airplane is on ground, AC power is
available and parking brake is set.
Towing Power On Battery Light
Voice Recorder Test Switch
Cockpit Voice Recorder Meter Headset Jack

Accepts a headset to monitor audio or test tone.
Visual output of the cockpit voice recorder
62
Upper Beacon Light
Landing Lights
Navigation (Red) Light
Navigation (Green) Light
Landing Lights
Nose Landing Lights (Upper)

Lower Beacon Light
Taxi Lights (Lower)
• Landing Lights: used to illuminate runway during landing

• Runway Turnoff Lights: used to aid the crew in seeing the turn in the taxiway/runway
• Taxi Lights: used to illuminate area in front of nosewheel during taxi
• Beacon (Anti-Collision) Lights: flashing red light used to prevent collisions and warn others that aircraft is active and engines are running
• Navigation (Position) Lights: red, green and white lights help you know the direction of an aircraft (red is on the left, green on the right,
white on the tail).
• Strobe (Anti-Collision) Lights: pulsating white lights used when aircraft enters a runway in use to increase visibility
• Wing Lights: used to check wing at night (i.e. verify if there is ice accumulation on the wing) 63
• Logo Light: used to illuminate the airline’s logo painted on the tail
Strobe (Flashing White Light)
Logo Light
Runway Turnoff Lights (Left & Right)
Wing Light
Navigation (White) Light

64
PLANNING THE FLIGHT
In real life, you cannot just fly a 777 wherever and whenever you please. Just
like on land, the sky is littered with an intricate network of waypoints and aerial
PART 3 – FLIGHT PLANNING
highways. Therefore, it is necessary to plan your flight route and to determine
how much fuel you will need to carry in order to reach your destination.
In order to do this, we will use a tool called “Online Flight Planner” available
here: http://onlineflightplanner.org/
There are a number of fuel planners available online. These estimates may or
may not be very accurate. There are specific charts created by Boeing to come
up with accurate fuel estimates which are unfortunately not available to the
public. Therefore, for the sake of simplicity we will just use a rule of thumb
that’s good enough for the purpose of this tutorial.
65
PLANNING THE FLIGHT
Today’s flight will start from AMSTERDAM-SCHIPHOL (EHAM) and our destination will be
LONDON-HEATHROW (EGLL).
Using the “Online Flight Planner” available here: http://onlineflightplanner.org/ we will
enter the Departure airport (EHAM), the Destination airport (EGLL) and the AIRAC Cycle
desired (we will use the AIRAC cycle 1702 as explained on the next page).
Click on CREATE PLAN to generate a flight plan.
Boeing 777-200
Choose your fuel units: LBS in our case
Click CREATE PLAN

66
PLANNING THE FLIGHT
In aviation, an Aeronautical Information Publication (or AIP) is defined by the International Civil Aviation Organization as a publication issued by or with the authority of a state and
containing aeronautical information of a lasting character essential to air navigation. It is designed to be a manual containing thorough details of regulations, procedures and other information pertinent to flying
aircraft in the particular country to which it relates. It is usually issued by or on behalf of the respective civil aviation administration. AIPs are kept up-to-date by regular revision on a fixed cycle. For operationally
significant changes in information, the cycle known as the AIRAC (Aeronautical Information Regulation And Control) cycle is used: revisions are produced every 56 days (double AIRAC cycle) or every 28 days
(single AIRAC cycle). These changes are received well in advance so that users of the aeronautical data can update their flight management systems (FMS). (Source:
https://en.wikipedia.org/wiki/Aeronautical_Information_Publication )
In other words, some Youtube tutorials might show you flight routes with certain waypoints that got changed with more recent AIRAC updates. Some waypoints or even airports may not exist anymore.
Therefore, you have two options:
1. Plan your flight using the default AIRAC cycle programmed in the FMC when it was first coded by PMDG during early February, 2017 (period 02) 2017 (AIRAC cycle 1702), which is what we will do for this
tutorial. This option is free and simple if you fly alone. However, if you fly with online ATCs in multiplayer that use the latest AIRAC database, you should go for the second option.
2. Plan your flight using the latest AIRAC cycle. You will need to update your AIRAC, SID and STAR database by using a paid subscription service called “Navigraph”, which is available here
https://www.navigraph.com/FmsDataManualInstall.aspx .
67
PLANNING THE FLIGHT
FUEL
For a flight of approx. 200 nm, fuel planning can be estimated with the
following formula:
Imperial Units
Fuel for flight = (Number of 100 nm legs) x (7000 lbs)
= 2 x 7000 lbs = 14000 lbs
Reserve Fuel = 17500 lbs
Total Fuel = Fuel for Flight + Reserve Fuel = 31500 lbs
Metric Units
Fuel for flight = (Number of 100 nm legs) x (3200 kg)
= 2 x 3200 kg = 6400 kg
Reserve Fuel = 8000 kg
Total Fuel = Fuel for Flight + Reserve Fuel = 14400 kg
FLIGHT ROUTE
The flight route we will take is:
EHAM SID GORLO UL980 LOGAN STAR EGLL
Write this route down.
But what does it all mean? Here is a breakdown of this route:
• Depart from Schiphol Airport (EHAM)

• Follow the SID (Standard Instrument Departure) route from EHAM to
GORLO
• Navigate to GORLO VOR
• Follow UL980 airway
• Navigate to LOGAN VOR
• Follow the STAR (Standard Terminal Arrival Route) from LOGAN to
EGLL
• Land at Heathrow Airport (EGLL)
68
WHAT IS A SID AND A STAR?
A SID (Standard Instrument Departure) is a small initial route
which leads an aircraft from the runway they've just taken off
from to the first point in his/her intended route. An airport usually
has a lot of aircraft departing from it's runways. To save confusion
(and for safety), a busy airport will publish standard routes from
it's runways to the various routes away from that airport. This way
a controller can be sure that even if a steady stream of aircraft is
leaving the airport they will all be following in a nice neat line, one
behind the other (that's the idea anyhow!).
Standard routes are the preferred method to fly from airport to

airport. This is why we use a flight plan generator. Arriving at an
airport is just the same. The STARs (STandard Arrival Routes) are
also published in chart form and allow you to fly into an airport
using standard procedures. This way, less communication is again
needed with the controllers as (once you have declared your
intention or been given a route to fly by name) the controller and
you both know exactly how you are going to approach the airport.
The end of the STAR route will normally leave your aircraft at a
position where controllers can give you final instructions to set
you up for a landing.
SIDs and STARs are quite similar to highways; they have speed
limits and altitude restrictions at certain waypoints to make sure
the air traffic is flying safely and on the same trajectory. The FMC
(Advanced Flight Management Computer) will automatically try to
respect these restrictions.
In other words, you can see SIDs and STARs like road junctions in
the sky that lead to other waypoints and airways from or to your
desired airport. One airport has many SIDs and STARs.
Typically, SIDs and STARs are provided by the ATC (Air Traffic
Controller). Since we’re doing a tutorial, I will just give you the SID
and STAR to plug in the FMC.
69
PLANNING THE DEPARTURE - SID
These charts are for the SID
(Standard Instrument Departure)
from Schiphol (EHAM) to GORLO.
We intend to:
1. Spawn at Gate F6 (personal

preference)
2. Taxi towards runway 09
(orientation: 090) using
taxiways A16, Bravo (B) and
holding point N5.
3. Depart from EHAM using the
SID from EHAM to GORLO
(GORL2N) to a target altitude of
6000 ft (FL060) 1: Gate F6 2: Runway 09
4. Climb to a cruising altitude of (holding point N5)
24,000 ft
3: SID towards GORLO
70
PLANNING THE
APPROACH - STAR
These charts are for the STAR
(Standard Terminal Arrival Route)
from LOGAN to EGLL. We intend to:
1. Come from LOGAN waypoint

2. Fly from LOGAN towards the
BIG1E arrival route.
3. Follow the STAR (BIG1E -> KOPUL
-> TANET -> DET -> BIG)
4. Select an AIF (Approach Initial Fix)
from the FMC database (in our
case CI27L) and follow the
approach towards the runway,
guided by the EGLL airport’s ILS
(Instrumented Landing System).
5. Land at Heathrow (EGLL) on
runway 27L (orientation: 270
Left)
71
PLANNING THE FLIGHT - SUMMARY
So there it is! This is more or less all the information you need to plan your flight!
Flight Plan Input to FMC
Fuel Quantity Input to FMC

(taken from an online fuel planner)
72
CDU/FMC IN A NUTSHELL
Most of the aircraft setup and flight planning will be done with the help of the CDU, which
encompasses various systems such as the FMC system.
CDU: Control Display Unit
MAIN MENU page:

• FMC -> Flight Management Computer
• Fundamental component of a modern airliner's avionics. The FMC is a component of
the FMS (Flight Management System), which is a specialized computer system that
automates a wide variety of in-flight tasks, reducing the workload on the flight crew to
the point that modern civilian aircraft no longer carry flight engineers or navigators. A
primary function is in-flight management of the flight plan. All FMS contain a
navigation database. The navigation database contains the elements from which the
flight plan is constructed. The FMS sends the flight plan for display to the Electronic
Flight Instrument System (EFIS), Navigation Display (ND), or Multifunction Display
(MFD).
• SAT -> SATCOM (Satellite Communications)
• Provides aircraft onboard equipment for SATCOM and includes a satellite data unit, a
high power amplifier and an antenna with a steerable beam. A typical aircraft SATCOM
installation can support data link channels for ’packet data services’ as well as voice
channels.
• PMDG SETUP -> Setup various aircraft options
• Allows you to configure aircraft equipment installed on your current airframe,
customize various parameters like display parameters, unit system, IRS alignment
CDU MAIN MENU PAGE
time, setup cold & dark and other panel states, and configuration of aircraft
malfunctions/failures.
• FS ACTIONS -> Flight Simulation Actions
• Allows you to change fuel loads, payloads, ground carts for power and air, door
controls, cabin lights or pushback controls. This is a fictional custom interface built by
PMDG as a tool for you to work with.
73
CDU/FMC IN A NUTSHELL
LSK: Line Select Keys
• FMC -> Flight Management Computer
• INIT REF: data initialization or for reference data
• RTE: input or change origins, destination or route
• DEP ARR: input or change departure and arrival procedures
• ALTN: displays alternate airports data
• VNAV: input or change vertical navigation path data
• FIX: create reference points (fix) on map display
• LEGS: view or change lateral and vertical data
• HOLD: create and show holding pattern data
• FMC COMM: displays datalink, which is used to send information
between aircraft and air traffic controllers when an aircraft is too
far from the ATC to make voice radio communication
and radar observations possible.
• PROG: shows progression of dynamic flight and navigation data,
including waypoint estimated time of arrival, fuel remaining, etc.
• RAD NAV: view or change radio navigation data
• MENU: view the main menu page (see previous page)

• PREV PAGE / NEXT PAGE : Cycles through previous and next page
of selected FMC page
• BRT: controls CDU brightness
• EXEC: Makes data modifications active
Sounds complicated? Don’t worry, it’s much simpler than it looks. We’ll see
how it works in the tutorial section.
74
SET COLD & DARK STATE
2a 2c
In Prepar3d or FSX, you will generally spawn with your engines running. A
“cold & dark” start-up means that your aircraft is in an unpowered state
with engines and every other system off. Here is the procedure to spawn in
such a state:
1. Spawn like you normally would at Gate F6 in EHAM (departure airport).

2. Go on CDU main menu and reset aircraft to COLD and DARK
2b
configuration.
a) Select PMDG SETUP
b) Select PANEL STATE LOAD
c) Select 777 CLDDRK setup
d) Click “EXEC” on CDU keypad
e) Aircraft should be set to Cold and Dark configuration as shown 2d
1: Gate F6
2e 75
3
POWER UP AIRCRAFT 4e
3. On Overhead panel, set the battery switch to ON

4. Turn on FMC, and go on the CDU main menu to install wheel
chocks, connect ground power cart to the aircraft
a) Press and hold the MENU button to turn on the FMC
(Flight Management Computer)
b) Select FS ACTIONS
c) Select GROUND CONNECTIONS
d) Click on the “WHEEL CHOCKS” LSK to set wheel
chocks to “SET”
e) Click on the “DUEL JETWAY PLUGS” LSK to set ground 4f
power to “CONNECTED”
f) Return to main MENU
5. On Overhead panel, confirm that the “PRIMARY EXT PWR”
and “SECONDARY EXT PWR” indications are set to AVAIL
6. Click on the “PRIMARY EXT PWR” and “SECONDARY EXT
PWR” switches to power the aircraft. Confirm that both
indications turn to ON.
4c
6
5
4d
4b
4a
76
PART 3 – FLIGHT PLANNING POWER UP AIRCRAFT
77
START IRS ALIGNMENT
7. Engage Parking Brake (aircraft movement can screw up your navigation
system alignment)
8. On Overhead panel, set ADIRU (Air Data Inertial Reference Unit) switch
to ON to start IRS (Inertial Reference System) alignment.
9. This alignment phase usually takes between 6 and 7 minutes. IRS
alignment is complete once a full PFD (Primary Flight Display) and ND
(Navigation Display) are displayed on your display units.
7a – not engaged 7b – engaged
78
FMC SETUP - UNITS
10. Go on CDU main menu and set aircraft fuel weight 10b
10a
units to your desired system (lbs or kg). We will choose
Lbs, even though in Europe you would typically use kgs.
a) Select PMDG SETUP
b) Select AIRCRAFT
c) Select DISPLAYS
d) Set Weight to LBS
e) Return to main MENU
10c
10d
10e
79
FMC SETUP - POSITION
11a 11g
11. Go on FMC (Flight Management Computer) and set initial position for
the IRS
a) Select FMC
b) Select POS INIT
c) Type “EHAM” on the CDU keypad and select LSK next to REF
AIRPORT since we spawned at Schiphol Airport (EHAM)
d) Click on “NEXT PAGE” to access the POS REF page (2/4)
e) Select GPS line to copy the coordinates to your keypad
f) Click on “PREV PAGE” to access the POS INIT page (1/4) 11d
g) Click on the SET IRS POS to paste the coordinates, setting your
IRS (Inertial Reference System) your initial reference position.
h) Congratulations! Your aircraft’s navigation system now knows
where you are.
11c
11e
11b
11f
11h
80
12e
FMC SETUP - ROUTE
12f
12. Go on FMC (Flight Management Computer) and set aircraft
route
a) In POS INIT menu, select ROUTE menu
b) Type “EHAM” on the CDU keypad and click ‘ORIGIN” 12b
to set EHAM (Schiphol) as your takeoff airport.
c) Consult navigation chart of EHAM (Schiphol) Airport 12d
12a
and find runway from which you will takeoff from
(Runway 09).
d) Type “09” (for Runway 090) on CDU keypad and click
on RUNWAY.
e) Type “EGLL” on the CDU keypad and click on “DEST”
to set HEATHROW as your destination
f) Type your flight number (i.e. Flight No. UAE106) on
the CDU keypad and click on FLT NO.
Runway 09
Gate F6
81
FMC SETUP - WAYPOINTS
13b
NOTE: Flight Plan = EHAM SID GORLO UL980 LOGAN STAR EGLL 13a
SID: GORL2N STAR: BIG1E
13. Go on FMC (Flight Management Computer) and set flight waypoints and airways
a) Click on “DEP ARR” (Departure Arrival) and click on “DEP – EHAM” to set Schiphol
as our Departure Point
b) Select Runway 09 13a
c) Press the “NEXT PAGE” button until you find GORL2N SID (Standard Instrument
Departure). Select SID (Standard Instrument Departure) for GORLO2N as
determined when we generated our flight plan.
d) Select ROUTE menu and click “NEXT PAGE” on the CDU keypad to select the
Airway/Waypoint menu.
e) Type “UL980” on the CDU keypad and click on the LSK next to the dashed line on
the left column (VIA/AIRWAYS) to set your next Airway. 13c
f) Type “LOGAN” on the CDU keypad and click on the LSK next to the squared line on
the right column (TO/WAYPOINTS) to set your next Waypoint to LOGAN.
g) See picture to see the final result. We will enter the approach to Heathrow later
while in the air.
h) Select ACTIVATE and click on EXECUTE
Airways Waypoints 13d
13e
13c
13g
13f
13h
82
FMC SETUP - WAYPOINTS
NOTE: Flight Plan = EHAM SID GORLO UL980 LOGAN STAR EGLL
13. Go on FMC (Flight Management Computer) and set flight waypoints and airways
i) Click on “DEP ARR” (Departure Arrival) twice and click on “EGLL – ARR” to set
Heathrow as our Arrival Point
j) Select ILS 27L as our landing runway
k) Select STAR (Standard Terminal Arrival Route) for BIG1E as determined when we 13i
generated our flight plan.
l) Click on EXECUTE on the CDU keypad to activate your flight plan update 13i
13k
13l 13j
83
FMC SETUP – WAYPOINT DISCONTINUITIES
14. Go on FMC (Flight Management Computer) and verify all waypoints and
any look for any discontinuity
a) Click on “LEGS” and cycle through all different legs pages of the
flight using “NEXT” button on FMC.
b) There is a route discontinuity between the BIG waypoint of our
STAR and the ILS 27L runway.
c) Set ND (Navigation Display) Mode selector to PLAN and adjust 14c 14c
ND Display Range as required ND Mode
14a ND Range (nm)
d) Click on STEP until the discontinuity between BIG and CI27L is
selected (you should see <CTR> next to BIG).
e) You can see visually the discontinuity on the Navigation Display
f) Click on the LSK next to the desired approach fix (in our case 14a
“CI27L”) to copy it on the FMC screen.
g) Click on the LSK next to the squared line “THEN” to set
approach fix CI27L in order to fix flight plan discontinuity.
h) Click on EXECUTE to update flight plan
14b Route Discontinuity

between BIG and ILS 27L
14g
14f
14h 14e
14d
Route Discontinuity
between BIG and ILS 27L 84
FMC SETUP – WAYPOINT DISCONTINUITIES
14. Go on FMC (Flight Management Computer) and verify all
waypoints and any look for any discontinuity
i) Your flight plan discontinuity should now be replaced
14i
with a link directly from BIG to the CI27L Approach Fix.
j) Set ND Mode back to MAP
14j
Navigation Display Navigation Display

PLAN Mode MAP Mode
Route Discontinuity Direct Route between BIG

between BIG and ILS 27L and ILS 27L 85
FMC SETUP - FUEL 15b
NOTE: Remember our fuel calculations of earlier:

Reserve Fuel = 17500 lbs
Total Fuel = Fuel for Flight + Reserve Fuel = 31500 lbs
15. Go to CDU Main Menu and set fuel payload
a) Select FS ACTIONS
b) Select FUEL
c) Type “31500” on the CDU keypad (since we need 31500
lbs)
d) Click on “TOTAL LBS” menu to set fuel payload 15a
e) Ta-dah! The aircraft fuel load is now properly set in the sim
instead of having to go through the Prepar3d main menu
f) Click on MENU to return to main menu
NOTE: Normally, there is a whole procedure to set up your payload

(passengers + cargo) but since we are short on time, we will simply skip 15d
it and assume that we are not overweight and that we are within safe
CG (center of gravity) boundaries.
15f
15c
86
16a
FMC SETUP – PERF INIT
16. Go on FMC (Flight Management Computer) and set aircraft performance parameters
a) Select “FMC” menu on the CDU and press the “INIT REF” button to open the PERF INIT page
b) Double-Click on ZFW (Zero Fuel Weight) button to enter the automatically calculated ZFW
c) Type “17.5” on CDU keypad and select RESERVES to set reserve fuel weight determined by Fuel Planner
tool (17.5 x 1000 for 17500 lbs)
d) Set cruising altitude to FL240 (24000 ft) by typing “240” on the CDU keypad and selecting CRZ ALT.
e) Type “35” on CDU keypad and select COST INDEX (cost index is generally given to you by the airline
company, so you shouldn’t really care about it within the scope of this simulation)
f) For simplification purposes, we will leave the minimum fuel temperature value as is 16d
17. Select required Engine De-Rating limit in order to limit your engines’ thrust.
a) Select the THRUST LIMIT menu by pressing the LSK next to THRUST LIM
b) Click on the “TO-2” (-20%) N1 Limit to set engine N1 limit
c) Set an Assumed Temperature of 58 deg C by typing “58” on the CDU keypad and clicking on the LSK next
to SEL.
17c
17b
17c 16b 16e
16c
17a
16a
16c
17b On the 777-200LR, the GE-90-110B
engines are extremely powerful and
a derate of some kind is almost a 16d
necessity at low weights to avoid
overspeeding the flaps after liftoff. 16e
17c
Note: TO, TO-1, and TO-2 are engine de-ratings. De-rating means that the aircraft uses reduced thrust on takeoff in order to reduce engine wear, prolong engine life, reduce fuel consumption, and more importantly
comply with noise reduction and runway safety requirements. Airbus aircraft have a similar concept called “FLEX”. “Flexible temperature” means that the engine controller will force the engine to behave as if outside
air temperature was higher than it really is, causing the engines to generate less thrust since higher air temperatures diminish an aero-engine’s thrust generating capabilities. FLEX/De-rating is also known in other 87
companies as “Assumed Temperature Derate”, “Assumed Temperature Thrust Reduction” or “Reduced Takeoff Thrust” or “Factored Takeoff Thrust”.
18. Go on FMC (Flight Management Computer) and set TAKEOFF parameters
a) Select TAKEOFF menu
b) Type “5” on CDU keypad and select LSK next to “FLAPS” to set takeoff flaps to 5 degrees
c) Click on the LSKs next to V1, VR and V2 to automatically calculate your V speeds. 18c
d) Observe the resulting V1, VR and V2 speeds resulting of this flap setting and current
aircraft weight: V1 is the Decision Speed (minimum airspeed in the takeoff, following a
failure of the critical engine at VEF, at which the pilot can continue the takeoff with only 18b
the remaining engines), VR is the rotation speed (airspeed at which the pilot initiates
rotation to obtain the scheduled takeoff performance), and V2 is Takeoff Safety Speed
18f
(minimum safe airspeed in the second segment of a climb following an engine failure at
35 ft AGL).
e) V1 Speed is 136 kts
VR Speed is 138 kts
V2 Speed is 141 kts
f) Click on the LSK next to CG twice to automatically calculate the CG position.
g) Observe the resulting TAKEOFF TRIM setting: 3.00 18g
h) Click on NEXT PAGE button
i) Type 800 on the CDU keypad and click on the LSK next to EO ACCEL HT to set your
Engine Out Acceleration Height to 800 ft AGL.
j) Type 3000 on the CDU keypad and click on the LSK next to ACCEL HT to set your 18h
Acceleration Height to 3000 ft AGL.
k) Type 1500 on the CDU keypad and click on the LSK next to REDUCTION to set your
Thrust Reduction Height to 1500 ft AGL. 18i
18j
18k
18a
18a 88
NOTE:
The Acceleration, Thrust Reduction and Engine Out Acceleration Heights may seem like plugging
random numbers in a computer at first, but there is a valid reason for that. Special heights for
Thrust Reduction/Acceleration Height, and OEI Acceleration more often than not are dependent
on whether there is a NAP (Noise Abatement Procedure), or if there are some company SOP
(Standard Operating Procedure) for other factors like terrain clearance. You can consult
Jeppesen charts to see what these Noise Abatement procedures are for a particular airport. If
no particular procedures are listed, you can follow the standard procedures in the following
document:
ICAO Document 8168, Vol 1, Section 7 - Noise Abatement Procedures
Link: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf
Like I said before, the main wear on engines, especially turbine engines, is heat. If you reduce
heat, the engine will have greater longevity. This is why takeoff power is often time limited and
a height established that thrust is reduced. The difference between takeoff thrust and climb
thrust may only be a few percent, but the lowering of EGT (Exhaust Gas Temperature) reduces
heat and extends engine life significantly. Acceleration Height is the altitude above ground level
(AGL) that a pilot accelerates the aircraft by reducing the aircraft’s pitch, to allow acceleration to
a speed safe enough to raise flaps and slats, and then reach the desired climb speed. The thrust
reduction height is where the transition from takeoff to climb thrust takes place. Excerpt from ICAO Document
8168, Vol 1, Section 7 - Noise
Acceleration Height (3,000 ft in our case) is when the nose is to be lowered to allow the aircraft Abatement Procedures
to accelerate. When the aircraft starts accelerating is when the flight crew will retract flaps as
per the schedule. Our value was taken directly from the Jeppesen document.
Thrust Reduction Height (1,500 ft in our case) is when the autothrottle will decrease the engine
power to the preselected climb thrust; thereby reducing engine wear and tear. Both may occur
simultaneously or at differing heights above ground level. Both can be configured in the CDU.
Our value was taken directly from the Jeppesen document. If no such value was specified, then
we’d have to use 800 ft as the minimal value as per the ICAO document.
EO ACCEL HT (800 ft in our case) is is the safe altitude that you can lower the nose and
start accelerating the aircraft in the event of an engine failure. It is based mainly on company
SOP or a prescribed procedure (EO SID, as an example), which, unless someone gave you one,
you wouldn't know what the SOP value is. For the purposes of the sim, you can just leave it at 89
800 ft. Some UK pilots add the airport elevation to this value.
FMC SETUP – VNAV
19. Go on FMC (Flight Management Computer) and set Transition Altitude
a) Select “FMC” menu on the CDU and press the “VNAV” button to open the Vertical
Navigation page
b) Set transition altitude to 3000 ft by typing “3000” on the CDU keypad and selecting
TRANS ALT (as per Europe norms, but you would use 18000 ft in North America).
Transition Altitude (U.S. system)
19a 19b
90
23
TAKEOFF TRIM & HYDRAULIC POWER SETUP
V1 Speed is 136 kts
VR Speed is 138 kts
V2 Speed is 141 kts
Takeoff Trim is 3.00
24
20. In order to set up our stabilizer takeoff trim, we need hydraulic
power. We will use the hydraulic electrically-driven pumps and 23
hydraulic demand pumps for that. 26
21. Press the “FCTL” button on the glareshield to display the Flight
Controls Page 21
22. Set R ELEC DEMAND (right electrical) hydraulic pump switch to
AUTO. Wait for the FAULT message to disappear.
23. Set C1 and C2 ELEC PRIMARY (center 1 & 2 electrical) hydraulic
25
pump switches to ON. Wait for the FAULT message to disappear.
24. Set L ELEC DEMAND (left electrical) hydraulic pump switch to
AUTO. Wait for the FAULT message to disappear. 22
25. Set C1 and C2 AIR DEMAND (center 1 & 2 air demand) hydraulic
pump switches to ON. Wait for the FAULT message to disappear. Stabilizer Trim
Indicators (deg)
26. Set Stabilizer Trim to the Takeoff Trim value of 3.00 calculated Electrical & Air Demand
earlier by the FMC. Hydraulic Pumps ON
21
Stabilizer Trim Engine-Driven 91
Indicator (deg) 26
Hydraulic Pumps OFF
AUTOPILOT & CABIN PRESSURE SETUP
V1 Speed is 136 kts
VR Speed is 138 kts
V2 Speed is 141 kts
Takeoff Trim is 3.00
27. Set HEADING knob to runway QDM (Magnetic) heading 087 as per Jeppesen chart.
28. Turn on both FD (Flight Director) switches – UP POSITION
29. Turn on both A/T ARM (Autothrottle Arm) switches ON (UP) 33
30. Turn on all VOR switches – UP POSITION
31. Set V2 Speed on MCP (Mode Control Panel) by rotating MCP IAS knob on the glareshield until IAS is set to 141 kts (V2 speed)
32. As per EHAM SID Chart, set Initial Altitude (FL060, or 6,000 ft) on MCP (Mode Control Panel) by rotating ALTITUDE knob on glareshield until Altitude is set to 6,000 ft
33. Verify that Cabin Pressurization Forward & Aft Outflow Valve Switches are set to AUTO.
29
28
30 28
30
32
31
30 30
27 92
37b
ALTIMETER SETUP 35a
34. Set Altimeter Setting knob to desired unit system by left clicking
on outer BARO knob. We will use Hg (inches of Mercury) instead 34
of Hpa (Hectopascals).
35. Set Engine Out Acceleration Height in Baro as a reference by
setting BARO (left click outer knob) and tuning the BARO value to
38
800 ft using the inner BARO knob. 35b
36. Click on the Hp/In button on the standby ADI to set the desired
unit system (Inches of Hg in our case).
37. You can consult the EHAM ATIS (Automatic Terminal Information
Service) system with the radio to get the altimeter setting.
a) Consult the EHAM chart and find the Schiphol ATIS
Frequency (122.200).
b) Set VHF-1 STANDBY radio frequency ATIS frequency
(122.200)
c) Click on the Transfer button to set the ATIS frequency to
the ACTIVE frequency.
d) Press the L VHF button on the Audio Select Panel to listen
on the VHF-1 active frequency.
e) You should receive the ATIS automated report on the 37c
radio for Schiphol Airport. The reported altimeter setting
is 29.92 inches of Hg.
f) Press the L VHF button on the Audio Select Panel to mute
the VHF-1 active frequency once you have the
information you need.
38. Set altimeter setting and standby altimeter setting to 2992 (29.92
inches of mercury) by rotating the altimeter inner BARO knob.
36 35b
38
37d
37e
38 93
DOORS
39. Go to CDU Main Menu and close doors
a) Press the DOOR button on the glareshield to display the DOORS synoptic page
b) Select FS ACTIONS
c) Select DOORS page
d) Click on “CLOSE” on any door that is open to request the flight crew to shut down
the doors
e) Once all doors are closed, click on “ARM” to ask the flight crew to arm the doors.
Doors Open
39d
39b
39a
Doors Closed and

Not Armed
39e
94
39c
DOORS
39. Go to CDU Main Menu and close doors
d) Click on “CLOSE” on any door that is open to request the flight
crew to shut down the doors
e) Once all doors are closed, click on “ARM” to ask the flight crew
to arm the doors.
f) Click on MENU to return to main menu
Doors Open
Doors Closed and

Not Armed
39e
Doors Closed and Armed 39f

Doors Closed and Armed
39f
95
DOORS
Note: Don’t forget that there are also the forward, aft and
bulk cargo doors on the second DOORS page, which is
accessible by pressing the NEXT PAGE button on the CDU.
96
ENGINE START-UP
PART 4 – START-UP PROCEDURE
APU APU GENERATOR
AUXILIARY
POWER UNIT APU BLEED AIR
GROUND EXTERNAL POWER

POWER CART FUEL
AIR PRESSURE IGNITION/STARTER

EXTERNAL AIR ENGINE START
CART ELECTRICAL POWER
ENGINE GENERATOR
ENGINE (ENGINE CROSS-START)
AIR PRESSURE
ENGINE BLEED
(RUNNING) (ENGINE CROSS-START)
FUEL PUMPS FUEL PUMPS ON
THROTTLE POSITION THROTTLE AT IDLE
FUEL CONTROL SWITCH FUEL CONTROL SWITCH AT RUN
START/IGNITION SWITCH – START

START/IGNITION SWITCH
IGNITION CONTROLLED BY FADEC (FULL AUTHORITY DIGITAL ENGINE CONTROLLER)
97
ENGINE START-UP NOTE: It is usually common practice to start your engines during pushback.
We will start our engines before that for simplicity.
BATTERY SWITCHES ON APU GENERATOR
EXTERNAL POWER APU
FUEL PUMP ON AUXILIARY
APU START SWITCH POWER UNIT APU BLEED AIR
FUEL PUMPS ON
FUEL CONTROL SWITCH AT RUN FUEL VALVE
THROTTLE AT IDLE
ENGINE START
START/IGNITION SWITCH – START STARTER/IGNITER
98
APU (AUXILIARY POWER UNIT) START 1
1. On Overhead Panel, turn ON the Left Forward 1
& Aft Fuel Pumps and the Right Forward & Aft
Fuel Pumps. If you press the Center Pumps
switches, the PRESS caution means that there
3a 3b
is no fuel in those tanks and that the switches
can remain to OFF.
2. Press the STAT synoptic page button to
monitor APU parameters
3. Set APU switch to START to initiate start, then
set switch to ON after by right clicking twice
on the APU switch, holding the mouse button
1
on the second click until you see the switch
spring back to the ON position.
1
Center Fuel Tanks Empty
Center Fuel Tank Pumps

OFF since tanks are empty 99
APU (AUXILIARY POWER UNIT) START
PART 4 – START-UP PROCEDURE 4
4. Wait until the APU RPM reaches approx. 100 %. The
messages “APU RUNNING” should appear. 5
5. Make sure the APU GEN switch is ON and the
SECONDARY EXT PWR becomes AVAIL.
6. Make sure the APU BLEED AIR switch is set to AUTO
7. Make sure the LEFT, CENTER & RIGHT ISOLATION
VALVE switches are all set to AUTO
8. Set LEFT PACK and RIGHT PACK (Pneumatic Air
Conditioning Kit) switches OFF to ensure enough APU
5
bleed air pressure is available for engine start
9. Push “ENG” button to display the Engine synoptic
page
10. Set throttle to IDLE (fully aft).
6 8
9
11a 10 100
APU RUNNING WITH DOOR OPEN
PART 4 – START-UP PROCEDURE APU Door Open
APU
APU Door Open
101
ENGINE START-UP
11. Set RIGHT START/IGNITION switch to START
(Left Click)
12. Immediately set the RIGHT FUEL CONTROL
switch to RUN (UP)
13. There is no need to manually time the
application of fuel since the AUTOSTART
system and the EEC (Electronic Engine
Controller)) take care of fuel scheduling and
applies fuel to the engine at precisely the
right N2 value (High Pressure Compressor 14
Rotation Speed) for the conditions.
14. N1 indication (Fan Speed / Low Pressure 12
Compressor Rotation Speed), FF (Fuel Flow)
and EGT (Exhaust Gas Temperature), Oil
Pressure & Oil Temperature for No. 2 Engine
should increase, and RPM will accelerate and
stabilize.
15. When No. 2 Engine parameters stabilize at
about 20% N1 and 70% N2, RIGHT
START/IGNITION switch will automatically be
reset to NORM
14
11 15 102
ENGINE START-UP
16. Set LEFT START/IGNITION switch to START (Left
Click)
17. Immediately set the LEFT FUEL CONTROL
switch to RUN (UP)
18. There is no need to manually time the
application of fuel since the AUTOSTART system
and the EEC (Electronic Engine Controller)) take
care of fuel scheduling and applies fuel to the
engine at precisely the right N2 value (High
Pressure Compressor Rotation Speed) for the 19
conditions.
19. N1 indication (Fan Speed / Low Pressure
Compressor Rotation Speed), FF (Fuel Flow)
and EGT (Exhaust Gas Temperature), Oil
Pressure & Oil Temperature for No. 1 Engine
should increase, and RPM will accelerate and 17
stabilize.
20. When No. 2 Engine parameters stabilize at
about 20% N1 and 70% N2, LEFT
START/IGNITION switch will automatically be
reset to NORM
19
16
103
20
ENGINE START-UP
PART 4 – START-UP PROCEDURE N1
High-pressure compressor and
high-pressure turbine are driven
by the same shaft. This is N2
N2
speed in percentage of
N1 N2 maximum RPM.
N2
N1 N1
Fan, low-pressure compressor and low-pressure turbine are driven by the same shaft.
This is N1 speed in percentage of maximum RPM. 104
ENGINE START-UP 25
21. Verify that LEFT & RIGHT MAIN GENERATOR switches and LEFT &
23 22
RIGHT BACKUP GENERATOR switches are ON and that the 22
PRIMARY EXT PWR indication is AVAIL
22. Verify that the LEFT & RIGHT ENGINE-DRIVEN HYDRAULIC PUMP
switches are ON
23. Verify that the IFE/PASS SEATS (In-Flight Entertainment 21
Systems/Passengers) and the CABIN/UTILITY electrical switches
are ON
24. Turn OFF ground Power and remove chocks via the CDU
• FS ACTIONS -> GROUND CONNECTIONS -> DUEL JETWAY
PLUGS REMOVED
• Confirm that both PRIMARY EXT PWR and SECONDARY 21
21
EXT PWR indications are extinguished
• FS ACTIONS -> GROUND CONNECTIONS -> WHEEL
CHOCKS REMOVED
25. Set APU switch – OFF
APU cooldown sequence will begin and shutdown will occur
automatically once cooldown sequence is complete.
24d
24b
24e
24c
24a 105
ENGINE START-UP 31
26. Verify that LEFT & RIGHT ENGINE BLEED switches are ON
27. Set LEFT and RIGHT AIR CONDITIONING PACK (Pneumatic Air Conditioning Kit) 28
switches – AUTO.
32
28. Verify that UPPER and LOWER RECIRCULATION FAN switches are ON
29. Verify that LEFT, CENTER & RIGHT ISOLATION VALVE switches are set to AUTO
30. Verify that LEFT & RIGHT TRIM AIR switches are set to AUTO
31. Verify that EQUIPMENT COOLING switch is set to AUTO
27
32. Verify that GASPER FAN switch is ON
33. Set Engine Anti-Ice / Wing Anti-Ice / Window Heat switches – As Required
30
29
27
26
33
26
33
106
COMPLETE PRE-FLIGHT
34. Landing Lights switch – ON
35. Runway Turnoff Lights switches – ON
36. Taxi Light switch – ON
37. Strobe Light switch – ON
38. Beacon Light switch – ON
39. Navigation Position Lights switch – ON 39 40
38 41
42 43
40. Logo Light switch – ON
41. Wing Lights switch – ON
42. Set No Smoking Switch – AUTO
43. Set Seat Belts switch – AUTO
44. Emergency Lights – set switch to ARMED
and close cover
45. Set Service Interphone Switch – ON
34
35 36 37
34 34
44a 44b
45
107
COMPLETE PRE-FLIGHT
46. Set Transponder frequency to 2200 (IFR standard squawk
code). 7000 is used for VFR in most of European airspace and
1200 for VFR in North America. 46
47. Set TCAS (Traffic Collision and Avoidance System) selector to
TA/RA (Traffic Advisory/Resolution Advisory)
48. Push TCAS switch to initiate TCAS test by left-clicking and 47
holding (pushing) the selector switch.
49. Confirm that TCAS test is performed correctly (aural warning 48
« TCAS TEST PASSED » and caution on Navigation Display
page)
48
49
108
COMPLETE PRE-FLIGHT
50. In real life, you would set PACK 1 and PACK 2
switches to OFF to ensure maximal engine
performance during takeoff and prolong engine
life, but we don’t need to in this tutorial.
51. Set Autobrake selector to RTO (Rejected
Takeoff)
52. Make sure Speed Brake is OFF (NOT ARMED)
53. Set Flaps lever to 5 as specified in the FMC
54. Set Weather Radar to AUTO and press the WXR
button if you want to display the weather radar 52 54a
on the Navigation Display.
54b
51
53
53
51
109
PUSHBACK
1. Release parking brake
2. Begin Pushback via the CDU
• FS ACTIONS -> PUSHBACK
• Set STRAIGHT LENGTH to 350 ft by typing 350 on
the keypad and clicking on the LSK next to
STRAIGHT LENGTH 1 – released
2b
• Set TURN NOSE to RIGHT (does not matter in our 2a
case since we will pushback in a straight line at 0
degree)
PART 5 – TAXI
2c
• Set DEGREES to 0 degrees
• Click on START
3. Alternatively, you can simply use “LSHIFT+P” to start and
stop pushback procedure since we are in a very tight spot.
2d
110
PART 5 – TAXI PUSHBACK
111
TAXI
The 777 is steered on the ground by using a Nose
Gear Steering Tiller.
However, in FSX or Prepar3d you cannot map a

joystick axis to your tiller: it’s a limitation of the sim
itself. In order to steer the aircraft, PMDG mapped
the tiller axis directly on the rudder axis. If you move
your rudder pedals while on the ground, the aircraft
will have its full steering range as if you were using
PART 5 – TAXI
the tiller.
Nose Gear Steering Tiller

112
TAXI
• Our Flight Number is UAE106 and we spawned at gate F6.
• After we performed pushback from Gate F6, we would typically contact the
tower for guidance by saying “UAE106, requesting taxi.”
• The tower would then grant you taxi clearance by saying “UAE106, taxi to
holding position N5 Runway 09 via taxiways Alpha 16 (A16), Bravo (B).
• This means that we will follow the A16 line, then go to B, then turn right to
N5 and hold there until we get our clearance for takeoff.
• Throttle up to maintain a taxi speed of 15 kts maximum. Slow down to a
maximum of 10 kts before making a 90 deg turn.
PART 5 – TAXI
Gate F6
113
PART 5 – TAXI
Check signs to follow the

taxi route towards the
holding point (N5)
114
PART 5 – TAXI
115
PART 6 – TAKEOFF, CLIMB & CRUISE
TAKEOFF
116
TAKEOFF
1. Line up on the runway and make sure parking brake is
disengaged 4b
2. Press and hold pedal brakes
3. Throttle up until engines reach 55 % N1 and stabilize
4. Press the TO/GA (Takeoff/Go Around) paddles on the
throttle to engage autothrottle and release brakes
(alternatively, you can just throttle to max power)
4a
4c
117
TAKEOFF
5. Rotate smoothly and continuously when reaching VR (138
kts) until reaching 15 degrees of pitch angle
6. Follow the Flight Director (15 deg pitch)
7. Raise landing gear by setting landing gear lever to UP
8. Autobrake switch – OFF
Rotate at
VR (138 kts)
6a
Pink Lines = Flight Path Reference
in lateral and vertical planes
7
6b
8 You are now following Flight Director 118
path since both pink lines are centered
TAKEOFF
119
CLIMB
PART 6 – TAKEOFF, CLIMB & CRUISE 1a
1. When reaching an altitude of 400 ft, engage autopilot by

2b 1b
pressing the “A/P” button on the MCP. Your aircraft will now
follow the “magenta line” on your navigation display
automatically once you engage the VNAV and LNAV modes.
2. Press on the VNAV (Vertical Navigation) and LNAV (Lateral
Navigation) autopilot mode buttons on the MCP (Mode
Control Panel) to engage VNAV and LNAV autopilot modes
3. Always synchronize your heading using the HEADING knob on
2a
the MCP. This will not steer the aircraft, but it is good practice
in case you need to engage other autopilot modes quickly.
3c
3b
3a
Autopilot HEADING not

Autopilot HEADING aligned 120
aligned with actual flight path
with actual flight path
Transition Altitude (U.S. system)
CLIMB
4. Once you pass transition altitude (3000 ft in Europe, 18000 ft in the
US), click on the SET SPD knob to switch barometric pressure to
STANDARD pressure in order to use flight levels as a reference. This
means you will be using a standard barometric pressure of 29.92 in
Hg, which is also used by other aircraft in the airspace instead of a
local one given by an Air Traffic Controller. If pilots don’t use a
“standard” barometric pressure, different aircraft may collide in flight
since they don’t use the same pressure to define their current
altitude. This is why higher altitudes are defined as “flight levels” (i.e.
FL250 would be 25000 ft).
4b
4c
4a STD means that you are using

Amber indication means that you need to 121
standard barometric reference
change barometric reference
CLIMB
PART 6 – TAKEOFF, CLIMB & CRUISE 10
11
5. Once you have sufficient airspeed, set flaps to UP (right

click)
6. Landing Lights switches – OFF
7. Runway Turnoff Lights switches – OFF
8. Taxi Light switch – OFF
9. Strobe Light switch – ON
10. Beacon Light switch – ON
11. Navigation (Position) Lights switch – ON
12. You will reach your “TOP OF CLIMB” point at “T/C” on your 6
9
navigation display for your SID target altitude (6000 ft) 7 8
12
5b
5a
“UP” region on speed tape

means you can raise your flaps
122
CLIMB
PART 6 – TAKEOFF, CLIMB & CRUISE Cruising Altitude
24000 ft
13. Once we have reached our first SID target altitude of 6000 ft, vertical
autopilot mode will maintain 6000 ft (VNAV ALT mode) unless we set
our cruising altitude and engage the VNAV SPD mode.
14. We will now begin our climb to our cruising altitude of 24000 ft. Set SID Target Altitude
the ALTITUDE knob on the MCP (Mode Control Panel) to 24000. (6000 ft)
15. Push (left click) the inner ALTITUDE button on the MCP to set new
altitude target to the autopilot. Autopilot will now climb to selected
altitude using the VNAV SPD mode.
Takeoff
15b
13
14
15a
123
CLIMB
16. You will reach your “TOP OF CLIMB” point at “T/C” on your navigation
display for your cruising altitude (24000 ft)
Range Scale (nm)
16
Your Location
124
CLIMB
125
CRUISE
1. When reaching the top of climb, the autopilot will start levelling off.
2. Once levelled off to 24000 ft, the vertical autopilot mode will switch to VNAV PTH
(Vertical Navigation Path).
3. The autothrottle system will automatically set the most efficient throttle setting 3
during cruise. 2
4. You can monitor your progress on the FMC « PROG » (PROGRESS) page and on the
« LEGS » page.
4
126
4
CRUISE
127
Introduction to Autopilot
Many newcomers in the flight simulation world have this idea that the autopilot is the answer to EVERYTHING. And I mean: e-v-e-r-y-t-h-i-n-g. Spoiler alert: it’s not. The
autopilot is a tool to help you fly to reduce your workload, not a tool to replace the pilot. The autopilot should be seen as a system that can make your life easier.
Now, why am I saying this? Because some people’s knowledge of the autopilot system is summed up in “hit LNAV and VNAV, then go watch an episode of Mayday while the
aircraft does all the work”. However, there are times where the autopilot can disconnect by itself (i.e. during major turbulence, or when the autopilot is trying to follow a flight
profile (SID or STAR) that exceeds safety limitations like bank or pitch angles). The autopilot isn’t smart: it will put you in dangerous situations if you ask him to. It will “blindly”
PART 7 – AUTOPILOT
follow whatever is set in the FMC. If there are conflicts or errors in the FMC’s flight plan, the AP will gladly follow them even if they don’t make sense. This is why you need to
constantly be able to fly the aircraft manually if need be. The autopilot should be seen as a system that can make your life easier. This is why you need to be familiar with the
capabilities of the AFDS (Autopilot Flight Director System) and be able to read what the FMA (flight mode annunciator) is telling you.
Autopilot and Auto-Throttle
The autopilot (AP) is separated in three main components: the flight director, the
autopilot itself and the auto-thrust system. Aircraft pitch and attitude will help
maintain the aircraft on a certain flight path. The throttle will help maintain the aircraft
on a certain speed. Depending on the phase of flight (takeoff, climb, cruise, descent,
final approach, etc.), the autopilot will react differently. During a climb, the AP will
want to maintain the best, most fuel-efficient climb to save fuel. During a descent, the
AP will want to slow down in order to approach the runway in a low-speed high-lift
configuration. The Auto-Thrust system will take control over the engines throttles for
you: when AT is engaged, you will see the throttle physically move by itself.
The AP has three channels: Left, Center and Right. The only time three autopilot
channels will engage simultaneously is during automatic landing (AUTOLAND). Throttle
FD (Flight Director) Lines
Autopilot MCP (Mode

Control Panel) 128
Autopilot Parameter Selectors
• IAS MACH Selector: Sets speed input to aircraft autopilot.

• IAS/MACH SEL Button: Toggles airspeed unit (IAS (indicated airspeed) vs Mach), usually used above FL260, or 26000 ft
• Heading/Track Selector: Sets heading (where the aircraft nose is pointed) or track (direction of movement of the aircraft) input to aircraft autopilot.
• HDG/TRK SEL Button: Toggles heading or track autopilot reference
• Bank Angle Limit Selector: Sets autopilot bank angle limit
• Vertical Speed (V/S)/Flight Path Angle (FPA) Selector: Sets vertical speed or flight path angle input to aircraft autopilot.
• V/S/FPA SEL Button: Toggles vertical speed or flight path angle autopilot reference
• Altitude Selector: Sets altitude input to aircraft autopilot.
Autopilot, Flight Director & Autothrottle Selectors
• Auto-throttle (A/T) ARM Switches : Arms A/T for engagement. Auto-throttle engages automatically when FLCH, V/S, VNAV, ALT HOLD modes are used.
• Flight Director (F/D) Switch: Arms flight director
• AP: Engages selected autopilot channel in selected mode.
• DISENGAGE Bar: Disengages autopilot.
129
Autoflight – Thrust/Speed Modes
• CLB CON: Engages autothrottle and selects climb or Maximum Continuous thrust after takeoff or go-around. Mode inhibited under 400 ft altitude.
• A/T: Engages auto-throttle in appropriate mode selected, or in SPEED mode (maintains IAS/MACH value in display) if no pitch mode is selected. In SPEED mode, Speed Selector
knob must be pushed to override the speed target of the FMC.
Autoflight – Vertical Modes
• VNAV: Vertical Navigation mode will follow the vertical components and restrictions of the flight plan entered in the FMC.
• FL CH (Flight Level Change): Aircraft climbs or descends to selected ALTITUDE at selected IAS/MACH
• V/S/FPA: Sets Vertical Speed to selected VERT SPEED.
• ALT: Aircraft climbs or descends to target altitude. Altitude Selector knob must be pushed to override the altitude target of the FMC.
• ALT HOLD: Aircraft levels off and holds its current altitude.
Autoflight – Lateral Modes
• LNAV: Lateral Navigation mode will follow the lateral components and restrictions of the flight plan entered in the FMC.
• HDG SEL: Heading and Bank Angle selector. Aircraft will roll towards the selected HEADING.
• HDG HOLD: Holds the current aircraft heading.
• LOC: Tracks VHF Ominidirectional Range (VOR) localizer. Aircraft will only be controlled laterally.
Autoflight – Vertical + Lateral Mode

130
• APP: Tracks localizer and glideslope during approach. Aircraft will be controlled laterally and vertically.
Autopilot Modes
Button Description Button Description

VNAV Vertical autopilot changes aircraft attitude to follow A/T Autothrottle system will adjust thrust to maintain desired indicated airspeed (kts)
vertical navigation path determined by the FMS or selected autothrottle mode.
FL CH Vertical autopilot changes aircraft attitude to climb or CLB CON Autothrottle system will adjust thrust to select climb or maximum continuous
descend to selected ALTITUDE at selected IAS/MACH thrust after takeoff or go-around
V/S Vertical autopilot changes aircraft attitude to hold

vertical speed VERTICAL MODE
ALT HOLD Vertical autopilot changes aircraft attitude to fly to LATERAL MODE
target altitude
ALT Vertical autopilot changes aircraft attitude to climb or VERTICAL & LATERAL MODE
descend to selected target ALTITUDE
AUTO-THROTTLE MODE
LNAV Lateral autopilot tracks navigation flight plan
determined by the FMS
HDG SEL Lateral autopilot tracks selected heading
HDG HOLD Lateral autopilot maintains current heading
LOC Lateral autopilot arms DFGS to capture and track a

selected VOR or LOC course.
APP Lateral and vertical autopilots track localizer and glide
slope targets for approach
AP Engages Autopilot
DISENGAGE BAR Disengages Autopilot
AUTOTHROTTLE (A/T Engages/Disengages Autothrottle

ARM)
131
FMA (Flight Mode Annunciator)
The FMA displays the status of the auto-throttle, roll, pitch, and autopilot systems.
Green annunciation is when a mode is ENGAGED. White annunciation is when a mode is ARMED.
Roll Mode
Pitch Mode
Auto-Throttle Mode
Autopilot Status
Armed Mode
(White)
132
FMA (Flight Mode Annunciator) 1 3
2
4
1: Autothrottle Mode 2: Roll Mode 3: Pitch Mode 4: Autopilot

THR: Autothrottle applies thrust to maintain the HDG HOLD: autopilot maintains current heading TO/GA: annunciates by positioning either FLT DIR: flight directors are ON and
climb/descent rate required by the pitch mode flight director switch ON when both flight autopilots are not engaged
directors are OFF or in flight when flaps are
out of up or glideslope is captured.
THR REF: thrust set to the reference thrust limit HDG SEL: autopilot maintains heading set on the ALT: altitude hold mode activated or target A/P: autopilot command is engaged
displayed on EICAS MCP with the HEADING/TRACK SELECT knob altitude is captured
HOLD: thrust lever autothrottle servos are inhibited. LNAV: activates Lateral Navigation autopilot roll V/S: autopilot maintains selected vertical LAND 3: three autopilot channels engaged
Pilot can set the thrust levers manually mode, following FMC flight plan speed and operating normally for an automatic
landing
IDLE: displays while autothrottle moves thrust lever to LOC: Autopilot captures the localizer course VNAV PTH: Vertical Navigation, AP maintains LAND 2 (Green with white triangles):
IDLE. IDLE mode is followed by HOLD mode. FMC altitude or descent path with pitch autopilot redundancy reduced, only two
commands autopilots available
SPD: both autothrottle servos are functional and system ROLLOUT: After touchdown, AFDS uses rudder and VNAV SPD: Vertical Navigation, AP maintains NO AUTOLAND (amber): fault occurs after
maintains commanded speed, which can be set using the nosewheel steering to steer the airplane on the FMC speed with pitch commands LAND 3 or LAND 2 annunciates, making AFDS
IAS/MACH selected or by the FMC flight plan localizer centerline unable to make an automatic landing
L-SPD: right autothrottle servos have failed and left TO/GA: annunciates by positioning either flight VNAV ALT: Vertical Navigation, AP maintains
autothrottle maintains commanded speed, which can be director switch ON when both flight directors are MCP (Mode Control Panel) selected altitude in
set using the IAS/MACH selected or by the FMC flight OFF or in flight when flaps are out of up or case of a conflict between the VNAV profile
plan glideslope is captured. and the MCP altitude.
R-SPD: left autothrottle servos have failed and right ATT: when autopilot is first engaged or the flight G/S: AFDS (Autopilot Flight Director System)
autothrottle maintains commanded speed, which can be director is first turned on in flight, AFDS (Autopilot follows the ILS (Instrumented Landing System)
set using the IAS/MACH selected or by the FMC flight Flight Director System) holds a bank angle between glideslope.
plan 5 and 30 deg and will not roll to wings level.
TRK SEL: autopilot maintains track set on the MCP FLARE: during Autoland, aircraft flare activates
with the HEADING/TRACK SELECT knob between 60 and 40 ft RA (radar altimeter)
TRK HOLD: autopilot maintains current track FLCH SPD: Autopilot maintains airspeed by
using aircraft pitch input
FPA: autopilot maintains selected flight path 133
angle
PLANNING DESCENT
PART 8 – APPROACH & LANDING So, you’ve finally made it all the way up to
your cruising altitude? Congrats! Now, we
have a bit of planning to do.
First, let’s introduce you to the ILS (Instrument

Landing System). This system exists to guide
you during your approach.
• The Localizer is generally an array of
antennas that will give you a lateral Localizer Array Station at Hannover Glide Slope Station at Hannover
reference to the center of the runway.
• The Glide Slope station will help you
determine the descent speed you need in Great video explanation of ILS
order to not smack the runway in a https://www.youtube.com/watch?v=KVtEfDcNMO8
smoldering ball of fire.
Lateral Axis
Vertical Axis 134

PLANNING DESCENT
PART 8 – APPROACH & LANDING
These charts are for the STAR (Standard Terminal
Arrival Route) from LOGAN to EGLL. We intend to:
1. Come from LOGAN waypoint

2. Fly from LOGAN towards the BIG1E arrival
route.
3. Follow the STAR (BIG1E -> KOPUL -> TANET ->
DET -> BIG)
4. Select an AIF (Approach Initial Fix) from the
FMC database (in our case CI27L) and follow
the approach towards the runway, guided by
the EGLL airport’s ILS (Instrument Landing
System).
5. Land at Heathrow (EGLL) on runway 27L
(orientation: 270 Left)
135
PLANNING DESCENT
PART 8 – APPROACH & LANDING Here is a great link to know how to read these
Final Approach Course: 271
This is the heading you will take when charts properly:
approaching for final landing.
https://community.infinite-flight.com/t/how-
Minimums in BARO: 277 to-read-an-approach-chart/8952
This is the minimum “decision altitude”
(DA) during landing. If you go lower than
277 ft, you are committed to land no ATIS Frequency: 128.075
matter what happens. Above 277 ft, you The ATIS (Automatic Terminal Information Service)
can still miss your approach and go will provide you valuable information including
around. wind direction and speed, and the altimeter
setting required for landing.
ILS Frequency: 109.50 MHz

This is the ILS system frequency you will
track to guide your aircraft for landing.
Missed Approach Standby

Frequency: 113.60 MHz
VOR “LONDON” (LON) will be the beacon
we will track in case we miss our approach
and have to go around.
Missed Approach Procedure

In case we miss our approach, the
procedure is to climb straight ahead.
When passing 1080 ft, we climb LEFT on
heading 149 to 2000 ft. When passing VOR
beacon D6.0 LON, we must climb to 3000
ft and wait for instructions from the tower.
Transition Level & Transition Altitude

The transition altitude is the altitude at or below
which the vertical position of an aircraft is
controlled by reference to altitudes (6000 ft on
chart). The transition level is the lowest flight
level available for use above the transition
altitude. Our transition level is defined “by ATC”
(Air Traffic Controller). In that case, a rule of
thumb is to add 1000 ft to the transition altitude
which give us FL070, or 7000 ft.
136
PLANNING DESCENT
1. We have already selected in our FMC our
Arrival runway as ILS27L and our arrival STAR
“BIG1E” and our Initial Approach Fix “CI27L”
at the beginning. Normally, we do this 4a
before we begin our approach. See the
“FMC SETUP – WAYPOINTS” section.
2. In the FMC, go in the RAD NAV (Radio 5
2b
Navigation) page. The final approach course
for runway 27L (271) will already be
automatically displayed since we entered
the destination airport. Press on the LSK
next to ILS 109.50/271PARK to select this ILS
frequency.
3. The ILS field will now display the VOR 2a
frequency, followed by the course
(109.50/271).
4. Set MINIMUMS on BARO to 277
5. Set AUTOBRAKE to 3
6. Set Standby Attitude Indicator to APP
(approach) mode
6 4b
137
8a
PLANNING DESCENT
7. We must now define VREF for our desired flap setting (reference landing speed over
the runway threshold). Luckily, the FMC (Flight Management Computer) can calculate
this speed for us. The only input we need is the aircraft’s Gross Weight (Sum of the
weights of the aircraft, fuel, crew, passengers, and cargo) when reaching EGLL
(Heathrow).
8. We will use the following formula to calculate Gross Weight @ Landing:
GW @ Landing = (Current GW) – (Current Fuel – Arrival Fuel) = 427,400 lbs

Arrival Fuel @ EGLL = 19,400 lbs (see FMC “PROGRESS” page at “EGLL - FUEL”)
Current Fuel = 24,100 lbs (see TOTAL FUEL indication on EICAS ENG page) 8a
Current Gross Weight = 432,100 lbs (see FMC “INIT/APPROACH REF” page at “GROSS WT”)
8b
8c
8c 138
PLANNING DESCENT
PART 8 – APPROACH & LANDING 10a
9. On the CDU keypad, enter the predicted gross weight at landing “427.4” (for 427,400
lbs) and select the LSK next to “GROSS WT” to update the VREF values. You should see
them change to lower reference airspeed values.
10. Click on the LSK next to “30° – 137KT” to copy the VREF speed for a Flaps 30 degrees
landing configuration.
11. Click on the LSK next to FLAP/SPEED to paste the calculated VREF value.
9a
9b
10b
11
139
PLANNING DESCENT
12. On MCP (Mode Control Panel), set Final Descent Altitude to 2000 ft. The aircraft will not start
descending yet because it hasn’t reached the T/D (Top of Descent) point.
13. Go in the LEGS page of the FMC and make sure that you have enough distance to perform your
approach at a 3 deg glide slope. You can use the following rule of thumb:
Required Descent Distance = (Altitude x 3)/1000 + (10 nm for deceleration)
12
= (24000 x 3)/1000 + 10 = 72 + 10 = 82 nm
12
Top of Descent
(T/D)
13
140
14b
PLANNING DESCENT
14. You can consult the EGLL ATIS (Automatic Terminal Information
Service) system with the radio to get the altimeter setting.
a) Consult the EGLL chart and find the Heathrow ATIS
Frequency (128.075).
b) Set VHF-1 STANDBY radio frequency ATIS frequency
(128.075)
c) Click on the Transfer button to set the ATIS frequency
to the ACTIVE frequency.
d) Press the L VHF button on the Audio Select Panel to
listen on the VHF-1 active frequency.
e) You should receive the ATIS automated report on the
radio for Schiphol Airport. The reported altimeter
setting is 30.00 inches of Hg.
f) Press the L VHF button on the Audio Select Panel to
mute the VHF-1 active frequency once you have the 14c
information you need.
15. When reaching the transition level of 7000 ft, click on the
“STD” BARO button to set barometric pressure instead of
standard pressure. In our case, we will use the barometric
pressure the tower told us (30.00 in Hg).
15
14d
15
14e
141
PLANNING DESCENT
16. We must now set our transition level in the FMC
17. Click on the “VNAV” FMC page on the CDU and use the NEXT
button to reach Page 3/3: ECON DES.
18. Select LSK next to the “FORECAST” menu.
19. Type “070” for FL070 (7000 ft) on the CDU keypad and click on
the LSK next to “TRANS LVL”.
18a
18b
19
17
142
DESCENT
1. You will automatically start descending when reaching the T/D point.
NOTE: Alternatively, you can also start your descent a bit earlier in order to do a
smoother descent that will be more comfortable for passengers by using the “DES
NOW” mode. This DES NOW mode starts the plane down at a shallow 1000 FPM (feet
per minute) until it intercepts the VNAV path. Going from 0 to 1000 FPM is far less
noticeable to the passengers than quickly going from 0 to 3000 FPM is. DES NOW is also
what you would press if ATC gave you a descent clearance prior to your T/D.
ALTERNATIVE PROCEDURE: When you are about 5-10 nm from the Top of Descent point
(T/D), click on the “VNAV” FMC page on the CDU, select Page 3/3 ECON DES, then select
1
LSK next to “DES NOW” and click on the EXEC button on the CDU.
2. When reaching FL100, set Landing Lights to ON.
143
DESCENT
PART 8 – APPROACH & LANDING 5
5
3. Before you reach the last waypoint of the STAR (BIG), the tower
should be able to clear us for open descent to 2000 ft. Once you fly
over the Deceleration Point (can be monitored on the Navigation
Display), your aircraft will start losing speed and will begin your
approach.
4. Open up the LEGS page on your FMC and look for the speed
restriction at BIG. It says that we cannot fly faster than 220 kts. 1a
5. Set autopilot speed to 220 and the altitude to 2000, then press the
MCP Speed button (Speed Intervention) and the MCP Altitude
button (Altitude Intervention).
1b
3
4
DECEL point
5
144
DESCENT 7a
7b
6. Once you are approaching the Approach Fix
CI27L, slow down to FLAPS UP speed of 217
kts (indicated on speed tape) by setting the
autopilot MCP SPEED to 217. If IAS window
is blank, click on the MCP SPEED knob to 6 8
activate the Speed Intervention
functionality.
7. Set Flaps lever to 5 deg
8. Set MCP SPEED to the Flaps 5 Speed (177
kts), as shown on Speed Tape
9. Arm LOC (Localizer) switch
6 8
Flaps UP Speed
9
Flaps 5 Speed
9
LOC ARMED
145
12 12
DESCENT
10. Once you are at least 25 nm from ILS approach (a
bit before Approach Fix CI27L), press the “APP”
autopilot mode to arm both LOC (Localizer) and
G/S (Glide Slope) modes.
11. Set Flaps lever to 15 degrees 11 Flaps 15 Speed
12. Once you are at 3000 ft, set MCP SPEED to the
FLAPS 15 speed of 157 kts (indicated on speed 1a
tape)
10
G/S ARMED
10
146
DESCENT
13. Set Navigation Display mode to APP (Approach) to check for ILS
localizer and glide slope.
14. When LOC (Localizer) is captured, the PFD will indicate in green that
the “LOC” autopilot mode is active.
Localizer Deviation
with centerline
Localizer Deviation
with centerline
13b
13a
14
LOC CAPTURED
14
147
DESCENT
15. Set HEADING knob to 271, which is the runway QDM (magnetic heading) 16
16. When glide slope is captured, the PFD will indicate in green that the “G/S” G/S CAPTURED
autopilot mode is active.
Glide Slope Deviation
17. Set Navigation Display mode back to MAP with centerline
18. Once localizer (lateral guidance) and glide slope (vertical guidance) are
both captured, you can now set your autopilot altitude to the Go-Around
Altitude of 3000 .
Glide Slope Deviation
with centerline
18
15
17b
17a
148
DESCENT
19. When lined up on approach, set flaps to 20 deg.
20. Set MCP SPEED to the FLAPS 20 speed of 157 kts (indicated on speed tape).
20
20
Flaps 20 Speed
19
149
PART 8 – APPROACH & LANDING DESCENT
150
4
FINAL APPROACH
1. Once you are at 1500 ft on final approach, set landing gear down.
2. Set Flaps Lever to 30 degrees
3. Arm Speed Brake (you can click on the ARMED text next to the lever)
4. Set MCP SPEED to the VREF+5 speed of (137 + 5) kts (indicated on speed
tape). In other words, set the autopilot MCP SPEED to 142.
2
5. This landing will be done with the Autoland (LAND3).
• When flying at 400 ft, the autopilot will switch to LAND mode in
order to set the aircraft in a proper altitude and attitude to flare
properly.
• When flying at 50 ft, the autopilot will switch to FLARE mode in VREF+5 Speed
order to flare the aircraft to have a smooth touchdown.
• On touchdown, the autopilot will switch to ROLLOUT mode. This VREF Speed
mode will keep the aircraft on the runway centerline.
NOTE: If for some reason you decide to do a manual landing instead, a good 5
procedure is to disconnect the Autopilot switch and the Autothrottle switches
and follow the flight director to the runway by flying manually. You will then
land the aircraft visually. Don’t follow the flight directors to touchdown: they’re
not designed to provide accurate design past this DH (decision height).
3
3
ARMED text
(click spot)
4
1 151
PART 8 – APPROACH & LANDING FINAL APPROACH
152
LANDING
1. When you hear an audio cue “MINIMUMS”, this means you have reached your minimal decision altitude. You are now committed to land.
2. At 20 ft, pull up slightly to reduce rate of descent
3. At 10 ft, throttle back to IDLE
4. On touchdown, push the nose into the ground to improve adherence with the runway and maximize braking (the Autobrake system will already brake for you)
153
PART 8 – APPROACH & LANDING LANDING
154
155
LANDING Thrust Reversers Disarmed & Stowed
5. Press and hold “F2” (“Throttle decrease quickly” binding) to deploy thrust
reversers until you slow down enough to vacate the runway safely.
Throttle at IDLE
No Reverse Thrust Generated
Thrust Reversers
Armed & Deployed
Throttle at IDLE
The Thrust Reverser lever can be moved by pressing and holding the “Throttle (decrease
quickly)” control mapped to your joystick. Make sure that the “Repeat” slider is set fully
to the right. The default key binding is “F2”.
Take note that the Reverse Thrust lever can only be engaged if your throttle is at IDLE.
The reason for that is a mechanical stopper that prevents you from engaging thrust
reversers at high throttle settings. 156
Reverse Thrust Generated
157
158

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PREPAR3D GUIDE BY CHUCK

PMDG BOEING 777-200 LR

Sleeping on the job?

The flight tutorial is structured as follows:

• Familiarize yourself with the cockpit layout

PMDG 777 FCTM (Flight Crew Training Manual)

PMDG Documentation Downloads Section

777 Continental Flight Manual

Boeing 777 CBT (Computer Based Training)

Matt Davies’ PMDG 777 Tutorial (Three Parts) (Youtube)

777 Flight Deck (Jerome Meriweather)

Window Lock Lever

Nose Wheel Steering Tiller

Chart Light Control Knob

Work Table Light Control Knob

Oxygen Test Switch

Crew Oxygen Mask 13

Navigation Data Source Switch

Map Light Control Knob Clock

Clock Chronograph Switch

Foot Heater Switch

Shoulder Heater Switch

Display Control Data Source Switch

Air Data/Attitude Source Switch

Inboard Display Forward Panel / Flood Light

Aileron Trim Indicator

Control Wheel / Yoke

Pitch Angle Scale (deg) Altitude Indicator (ft)

Ground Speed (kts)

ND Ground Speed Indication (kts) Captain’s ND

Range (nautical miles)

Standby Attitude Indicator

Brake Source Light

Inboard Captain Display Selector

EICAS (Engine Indicating

Cabin Pressurization Data

Ground Proximity Warning System

Landing Gear Lock Override Switch

Landing Gear Lever

Alternate Landing Gear

Display Control Data Source Switch

Air Data/Attitude Source Switch

Foot Heater Switch

Shoulder Heater Switch

Chart Light Control Knob Work Table Light Control Knob

Forward Panel / Flood Light

Navigation Display (ND) Display Range Selector

Autopilot VNAV (Vertical Navigation) Mode Button

Cabin Light Sensor Switch

Autothrottle (A/T) Switch

Autothrust CLB/CON (Climb/Continuous)

Autopilot Selected Heading/Track Indicator

Autopilot Bank Angle Limit Selector

Autopilot Altitude Hold Mode

Autopilot Vertical Speed Thumbwheel selector Autopilot Altitude

ENG Display Select Button

CHKL Display Select Button

COMM Display Select Button