FlightGear Flight Simulator/Advanced/Fly Boeing 777

This page will introduce how to fly Boeing 777 in FlightGear. The model is Boeing 777-300 from the official hangar. Tutorial Pre-Takeoff Preparation You can click "777-300 > Autostart" on the menu to start the airplane automatically. If you want to start it manually, follow these steps: FMC Setup Open the CDU and enter: Departure airport, runway, SID (Standard Instrument Departure) Route waypoints, destination airport, STAR, approach Go to the TAKEOFF REF page Enter takeoff flap setting (typically 5 or 15 degrees) Enter V1, VR, V2 speeds (computed automatically) Cockpit Checks PFD: No flags, attitude/altitude/airspeed normal. ND: Flight plan route displayed. Autobrake: Set to RTO (Rejected Takeoff). Flaps: Set to 5° (check FMC calculation). Flight Director (FD): ON. Takeoff Roll – From Thrust Application The 777 uses autothrottle for takeoff. Manual firewall push is not used. Step 1: Advance Levers to 40% N1 Smoothly push both thrust levers until N1 indicates 40%. Pause to let engines stabilize and spool up symmetrically. If the plane is not moving, press shift+b to disable the parking brake. Step 2: Push throttles to full Press 9/PgUp key to push the throttle to full. Autothrottle automatically advances thrust to the FMC-computed reduced takeoff N1 (e.g., 92% N1). Monitor N1, N2, EGT for normal indications. Step 3: Maintain Runway Centerline Below 80 knots: Use rudder pedals for small corrections. Above 80 knots: Use nosewheel tiller (small, smooth inputs). Do not make large rudder movements. Step 4: Call V1 and Rotate at VR At V1 (decision speed): Takeoff is committed – no reject above V1. At VR: Apply a smooth, firm back pressure. Pitch to approximately 15 degrees nose-up at a rate of 2–3° per second. Initial Climb Positive Rate – Gear Up Call "Positive rate". Press g key to retract the landing gear. Follow Flight Director Keep the small aircraft symbol (or circle) centered on the FD crosshair. Speed will increase to V2 + 20 knots. Thrust Reduction and Flap Retraction At 1000 feet AGL (or as per airline procedure): Autothrottle reduces to climb thrust. Retract flaps incrementally: 5° → 1° → UP as speed reaches the clean speed. Each flap retraction requires slight pitch trim adjustment. Engage Autopilot Above 1000 feet and with stable climb, engage CMD A on the MCP. LNAV and VNAV will follow the FMC route. Pilot now monitors systems. Cruise and Descent Planning Cruise Use the autopilot or manual control to maintain FL310–410 (typical for 777). Monitor fuel, ETA, and weather ahead. Top of Descent (T/D) FMC calculates T/D (Top of Descent) approximately 120-150 NM from destination. At T/D, set a lower altitude on the MCP (e.g., 10,000 ft) and pull the altitude selector. VNAV will initiate a managed descent at idle thrust. If no VNAV available, use FLCH (Flight Level Change) or manual vertical speed. Approach Setup Before Starting Approach ATIS: Tune to the destination airport's ATIS frequency to get weather, active runway, and altimeter setting. Set altimeter: Turn the baro knob to match the local QNH (inHg or hPa). Review approach plate: Know the final approach course, glideslope angle, and missed approach procedure. Configuring the FMC for Approach In the CDU, select the appropriate STAR (Standard Terminal Arrival Route) and approach transition. Select the runway and approach type (usually ILS for low weather minima, or RNAV/GPS if preferred). Press EXEC to activate the modified route. The ND should now show the full arrival, including the final approach course and any holding patterns. Slowing Down and Extending Drag At around 15,000 feet and 250 knots, expect speed restrictions. Speedbrake (spoilers): Can be extended partially (flight detent) to help slow down without descending too fast. Avoid using speedbrake below 1000 feet in most normal operations. Initial Approach Configuration At approximately 12-10 NM from the airport, reduce speed to 210-220 knots. Press ] key to set flaps to 1 or 5, depending on the approach speed schedule. As speed decreases, press G (or shift+g) to extend landing gear – this adds significant drag and helps slow down further. ILS Approach (Most Common) Tuning and Identifying the ILS On the RADIO NAV page (or MCP), set the ILS frequency (e.g., 110.30 MHz) and the corresponding course (runway heading). On the PFD, you will see an ILS diamond appear: magenta for localizer (lateral), green for glideslope (vertical). Intercepting the Localizer In HDG SEL or LNAV mode, fly towards the final approach course. The localizer diamond will start moving toward the center. As it centers, press the APP (Approach) button on the MCP. Autopilot will capture and track the localizer automatically. Capturing the Glideslope When the glideslope diamond reaches the center (from below), the autopilot will start descending. This typically happens at around 3000 feet AGL and 6-8 NM from the runway. Verify that both localizer and glideslope are captured (autopilot modes show LOC and GS). Final Configuration for Landing As the aircraft follows the glideslope down: Reduce speed to VREF + 5 to 10 knots (VREF is shown on the FMC approach page). Press ] key to extend flaps progressively: 5 → 15 → 20 → 25 → 30 (full flaps for most landings). Set autobrake to a suitable level (1, 2, or 3 depending on runway length and braking action). Arm the speedbrake (spoiler) lever to the ARMED position (it will auto-deploy on touchdown). Stabilized Approach Criteria A stable approach is mandatory by 1000 feet AGL in IMC (instrument conditions) or 500 feet AGL in VMC (visual conditions): Airspeed within ±5 knots of VREF On glideslope (vertical) and localizer (lateral) Landing gear down and locked Flaps at landing setting Approach stable – no large throttle or pitch changes If not stable by these altitudes, a go-around must be executed. Manual Landing or Autoland Manual Landing At around 500-300 feet AGL, you may disconnect the autopilot (press the AP disconnect button on the yoke). Keep following the ILS diamonds or the visual runway picture. At approximately 50 feet, begin the flare: smoothly increase pitch by 2-3 degrees to reduce the descent rate. Aim for a descent rate of 100-200 ft/min at touchdown. The main gear touches first, then the nose gear. Autoland (CAT III) The 777 is certified for Category III autoland in low visibility. To perform an autoland: * Both autopilots (CMD A and CMD B) must be engaged. * The aircraft will flare automatically starting at about 50 feet. * Do not disconnect the autopilot – let it land the aircraft. * After touchdown, the autopilot will disengage automatically, or you can manually disengage. Touchdown Actions Reverse thrust: Immediately after main gear touchdown, pull the thrust levers to the reverse idle detent, then pull further to select maximum reverse (optional, depending on runway length). Spoilers: They deploy automatically if the speedbrake lever was ARMED. Braking: Autobrake applies automatically. If you wish to brake manually, press the brake pedals – this will disengage the autobrake. At 60-80 knots, reduce reverse thrust to reverse idle, then stow reverse thrust by moving levers forward to the idle position. After Landing and Taxi At taxi speed (below 30 knots), retract the spoilers (speedbrake down). Turn off autobrake (set to OFF). Perform the after landing flow: * Flaps up * Transponder to STBY (or TA/RA off if required) * Taxi lights on, landing lights off Follow ATC taxi instructions to the gate. Go-Around (Missed Approach) If a go-around is necessary (unstable approach, traffic on runway, etc.): Press the TO/GA button (on thrust levers) – this commands maximum thrust. Call "Go-around, flaps 20". Pitch up to the go-around attitude (approximately 15 degrees nose-up). Verify positive rate of climb, then select gear up. Follow the FMC missed approach procedure or ATC instructions. Once safely climbing, retract flaps to 5° and then to UP. Re-enter the pattern or divert as needed. Systems of 777 The Boeing 777 series are fly-by-wire aircraft with yokes. The fly-by-wire system has been simulated within the limitations of YAsim. Roll Control Law with attitude holding and bank angle protection C*U Pitch Law and Flare Mode with Autotrim Rudder Ratio, Yaw Damper and Turn Coordinator Engines Model 777-200 777-200ER 777-200LR 777F 777-300 777-300ER Engines (Turbofans) GE90-76B or PW4077 or RR Trent 877 GE90-90B or PW4090 or RR Trent 895 GE90-110B1 GE90-110B1 PW4090 or RR Trent 892 GE90-115B Max Thrust 81,070 lbf (361 kN) 94,000 lbf (418 kN) 110,760 lbf (493 kN) 110,760 lbf (493 kN) 91,450lbf (407 kN) 115,300 lbf (513 kN) Electrical Enable the battery to access flight displays. Use ground power or the APU to start engines. The APU can provide backup power. The Ram Air Turbine (RAT) is not yet implemented. Hydraulic The hydraulic systems can be controlled via the 3D cockpit overhead panel. Expected behavior: Left system: powered by engine driven pump (EDP) and electric pump (ACMP). Operates flight controls and left thrust reverser. Right system: similar to left. Operates flight controls, right reverser, normal brakes. Center system: powered by two ACMPs and two air turbine pumps (ADP). Operates landing gear, steering, flaps/slats, reserve brakes. The lower EICAS (MFD) shows hydraulics status. Enable it via the "HYD" switch on the right EFIS panel. When no engine is running, the APU or ground power can run electric pumps. During takeoff or landing, demand pumps activate automatically. Hydraulic fluid levels can be monitored and replenished. Fluid depletion can be enabled in the 777 > Aircraft settings menu. Leaks can be simulated. Running a pump without fluid for over 10 seconds causes overheating. For normal operation, pressurize the right system first and depressurize it last. The brake accumulator provides backup pressure. It will slowly lose pressure over 8-10 hours. Planned improvements (as of Dec 2025): RAT, fault system, improved pump simulation, and better electrical system integration. Autopilot The 777 autopilot is fully controllable via 3D cockpit switches. An Autoland system is available. Key controls (from left to right, top to bottom): A/P: engage/disengage F/D: flight director A/T ARM (L/R): arm autothrottle A/T: autothrottle engage (independent of A/P) IAS <> MACH: speed mode toggle LNAV: follow route laterally VNAV: follow route vertically FLCH: flight level change HDG <> TRK: heading or track mode HDG select / HOLD: heading control Bank limits: AUTO / 5-25 degrees V/S <> FPA: vertical speed or flight path angle ALTITUDE window: set target altitude LOC: track localizer APP: arm ILS approach How to use Default modes when engaging A/P: HDG HOLD, ATT (if bank >5deg), VS. Mode inheritance from FD if engaged. Lateral modes: HDG HOLD, HDG SEL, LNAV, LOC. Vertical modes: VS, FLCH, VNAV, ALT HOLD.https://wiki.flightgear.org/Boeing_777 References