PMDG 777 Tutorial 1.5 PDF

PMDG 777-200LR/F 0.00.
TUTORIAL#1.5
PMDG 777-200LR/F
Tutorial #1.5
Copyright 2013-2014
PMDG Simulations
All Rights Reserved
For Simulator Use Only DO NOT DUPLICATE 07DEC14 SP1c

0.00.2 PMDG 777-200LR/F
TUTORIAL#1.5
This manual was compiled for use only with the PMDG 777-200LR/F simulation
for Microsoft Flight Simulator X. The information contained within this manual is
derived from multiple sources and is not subject to revision or checking for
accuracy. This manual is not to be used for training or familiarity with any aircraft.
This manual is not assumed to provide operating procedures for use on any
aircraft and is written for entertainment purposes.
It is a violation of the owners copyright to distribute this document or any portion

thereof without permission of the author.
The PMDG Simulations Web Site can be found at:

http://www.precisionmanuals.com
Copyright 2013-2014 PMDG Simulations
This manual and all of its contents, pages, text and graphics are protected under
copyright law of the United States of America and international treaties.
Duplication of this manual is prohibited. Permission to conduct duplication of this
manual will not be sub-contracted, leased or given.
Microsoft, the Microsoft Logo and Microsoft Flight Simulator are registered
trademarks of the Microsoft Corporation. Boeing, the Boeing name and certain
brand marks are the property of The Boeing Company. Some graphics contained
in this manual were taken directly from the simulator and altered in order to suit
duplication on a printed page. All images contained in this manual were used with
permission.
Produced under license from Boeing Management Company. Boeing 777, 777-
200LR, 777F & Boeing are among the trademarks owned by Boeing.
07DEC14 SP1c DO NOT DUPLICATE For Simulator Use Only

PMDG 777-200LR/F 0.00.3
TUTORIAL#1.5
COPYRIGHT AND LICENSE
The original purchaser of this software is granted a limited license to use
the software in accordance with the End User License Agreement as
agreed to at the time of installation.
Please review the license agreement carefully, as it provides you with

only limited rights. Specifically, you may not sell, resell, trade or
barter this software product/license without the permission of
PMDG.
You should also be aware that you may not use this simulation software
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awareness training.
This software may not be used to demonstrate the airplane, airplane

systems, operational norms, flows, procedures or other pilot knowledge
application in a classroom or training environment without being
supplemented by the appropriate commercial license.
Please note that this version of the simulation may or may not accurately
represent the actual operation of many different aircraft systems and no
warranty is made to accuracy or correctness.
In all circumstances the aircraft manuals issued by a certified training

center for use with a pilots training course and the manuals located on
the flight deck of an aircraft as well as the operational procedures dictated
by the aircraft manuals supersede any information taken from this product
or the documentation provided with this product.
This simulation may not be used in any public or private display for which
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poorly on PMDG, PMDG Simulations, Boeing, Boeings employees,
suppliers or customers.

0.00.4 PMDG 777-200LR/F
TUTORIAL#1.5
TABLE OF CONTENTS
COPYRIGHT AND LICENSE ...................................................................... 3

INTRODUCTION ......................................................................................... 6
OVERVIEW .................................................................................................. 7
ADDON SCENERIES: ............................................................................. 7
THE FLIGHT PLAN: ................................................................................. 8
A NOTE ON FMC NAVIGATION DATA: ................................................. 8
GETTING UP TO SPEED ........................................................................... 9
ARRIVING AT THE HANGAR ..................................................................... 9
FSX/ASN SETUP ....................................................................................... 10
SETTING UP ASN: ................................................................................ 10
SETTING UP FSX: ................................................................................. 10
GETTING STARTED ................................................................................. 13
A NOTE ON RADIO PHRASEOLOGY ................................................. 17
ENGINE START ..................................................................................... 20
REPOSITIONING: .................................................................................. 24
A NOTE ON ATC PROCEDURES: ....................................................... 25
SETTING OURSELVES UP FOR THE TURN: .................................... 26
SHUT DOWN AT GATE C2:.................................................................. 28
TURN TIME ................................................................................................ 30
THE PAPERWORK:............................................................................... 30
A NOTE ABOUT ROUTES: ................................................................... 30
FLIGHT PREPARATION: ...................................................................... 31
A NOTE ON CPDLC/EFB: ..................................................................... 34
PUSHBACK AND ENGINE START: ..................................................... 37

PMDG 777-200LR/F 0.00.5
TUTORIAL#1.5
THE FLIGHT .............................................................................................. 42
A NOTE ABOUT THE DEPARTURE PROCEDURE: .......................... 42
FORECASTING THE FLIGHT:.............................................................. 46
A NOTE ON THE NATS: ....................................................................... 48
SETTING UP THE ETOPS SEGMENT: ............................................... 50
CROSSING THE NATS: ........................................................................ 51
EXITING THE NATS AND ETOPS SEGMENTS: ................................ 53
NEARING THE DESTINATION: ............................................................ 53
CONCLUSION ........................................................................................... 58

0.00.6 PMDG 777-200LR/F
TUTORIAL#1.5
INTRODUCTION
Welcome to the second tutorial for the PMDG 777-200LR/F! This tutorial
is being provided to keep people busy and learning in between Tutorials
#1 and #2. The work on Tutorial #2 has taken longer than planned so an
additional tutorial is being provided in the meantime.
Since release, you have been flying one of the most advanced
simulations of a commercial jetliner currently available for the Flight
Simulator X platform, and this tutorial should add more procedural
knowledge to specific oceanic operations.
This tutorial has been written on the assumption that the user has read
and flown Tutorial #1. While the procedures are still primarily step-by-
step, the explanations that were present in Tutorial #1 have not been
repeated in the interest of providing new information about the operation
of the aircraft.
The main purpose of the document and accompanying exercise is to

familiarize the user with some of the new features of the
PMDG 777-200LR/F SP1, in addition to referencing some of the planning
features of PFPX, should you have it. It is important to note that users do
not need PFPX. The additional information is only provided to assist
those users with PFPX in creating more realistic flight plans should it be
desired. As a final note, certain topics have been purposefully left out of
this document in order to not conflict with the topics in the upcoming
Tutorial #2.
Finally, for the purposes of weather, the weather application that this
tutorial has been written for is ASN
(http://www.hifitechinc.com/products/activeskynext). As this addon is
required for the weather radar as of writing, the tutorial has been written
with specific references to its features. While other weather programs
offer similar functionality to work with the functions mentioned here, it will
be up to the reader to make the appropriate translations between the
programs. Please understand, however, that any variances between the
programs and procedures written here could result in variances in the end
experience.

PMDG 777-200LR/F 0.00.7
TUTORIAL#1.5
OVERVIEW
Our schedule today takes us from KIAD - Washington Dulles
International Airport in the suburbs of Washington D.C. to EDDM -
Franz Josef Strauss Airport in Munich, Germany.
Washington D.C. is the capital city of the United States of America, with
the airport actually located about 25 miles northwest of the city center.
D.C. is largely a business and government travel destination, but does
have a significant amount of tourist traffic.
Munich is the capital and largest city in the state of Bavaria, Germany.
While Oktoberfest brings a significant amount of tourism to the area,
Munich also serves as an international access point to countries to the
south, to include Austria, Switzerland, Liechtenstein and the northern
parts of Italy. In the winter season, it is an access point for winter sports in
the Alps
ADDON SCENERIES:
There are very nice FSX addon sceneries available for both Dulles and
Munich that have been used in the development of this tutorial. These are
certainly not required, but they will significantly enhance the experience
and realism:
FlightBeam KIAD HD:

http://www.flightbeam.net/kiad.html/
Aerosoft Mega Airport Munich:

http://en.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_
aid=11302&s_design=DEFAULT&shopfilter_category=Flight%20Simulati
on&s_language=english
NOTE: Using both airports and relatively high detail settings in FSX
placed VAS use within approximately 15% of the VAS limit, as noted by
the FSX VAS Monitor tool. VAS use was not high enough to trigger the
FSUIPC notification, however. Add-ons in use were UTX USA, UTX
Europe, FTX Global, ASN, and the PMDG 777-200LR/F. Time was not
accelerated at any point during the flight, and the sim remained in use
during GROUND OPS use. Switching views (as evidenced by
screenshots here) is included in this margin.

0.00.8 PMDG 777-200LR/F
TUTORIAL#1.5
THE FLIGHT PLAN:
The flight plan is based on available flight plan information at the time of
writing. It has not been copied directly from an existing operational flight
plan (OFP) used by any carrier. As such, there may be differences from
publicly available information for similar flights. The actual planning
aspects of the flight will be discussed in a later section. The overview of
the flight, however, is as follows:
This flight will take approximately 8 hours in the air to complete - it can
either be flown in real time or with the use of PMDG Auto Cruise.
There are no saved flights included with this tutorial to encourage

following the tutorial procedures. Additionally, given the unique nature of
the starting position, and the potential for some users to be using scenery
other than the FlightBeam scenery used in writing, not providing a saved
flight allows the user to accommodate their situation appropriately.
If the Introduction Manual and Tutorial #1 have not been read, please
review them prior to completing this tutorial. The sim needs to be properly
configured and it is assumed that the user has knowledge of working with
PMDG methodologies. This tutorial also assumes the use of the default
PMDG 777-200LR/F aircraft configuration. Keep in mind that different
liveries have different equipment and options that could cause confusion
when working through this tutorial. This tutorial can be re-flown with the
PMDG 777-300ER using the same workflows to become familiar with that
aircraft as well.
A NOTE ON FMC NAVIGATION DATA:

The PMDG 777-200LR/F includes the September 2013 navigation data
cycle for the FMC from Navigraph by default (AIRAC 1309). This tutorial
is being written for the October 2014 (AIRAC 1410) navigation data cycle
that was current as of this writing.

PMDG 777-200LR/F 0.00.9
TUTORIAL#1.5
GETTING UP TO SPEED
After our last flight and a decently long vacation, were back and ready to
tackle our next challenge. A last check of the online schedule confirmed
nothing had changed since the last time we checked it, but there was a
notification that the chief pilot had requested our presence at the airport a
few hours earlier than originally scheduled. The aircraft we will be taking
just got out of maintenance, and wherever the maintenance crews can be
spared to continue working on other aircraft is greatly appreciated. That in
mind, we should head off to the airport soon to meet up with the first
officer at the maintenance hangar. At least the hangar mission gets us
prime parking for the trip out. The employee lot at Dulles might as well be
in Canada.
ARRIVING AT THE HANGAR

The plane has been pulled out and is already pointed in the right
direction, which means we wont need a push. The first officer starts the
walk-around while we step inside to get everything set up and ready to
go. Apparently, despite taking the time to get the plane out of the hangar,
not much time was spared on anything else. The plane is cold and dark.
Well, warm and dark as, despite it being October, the temperatures
have been much warmer than normal. With this in mind, it is in everyones
best interest to get the systems fired up so that we can get some air
circulating.

0.00.10 PMDG 777-200LR/F
TUTORIAL#1.5
FSX/ASN SETUP
SETTING UP ASN:
-Start ASN
-Select WX Configuration at the top left.
-Immediately below, select Weather Mode and change it to Historical.
-Leave the date and time as it is, but check the box for Force Historical
Time to Sim Time. (We will set the time properly in the sim. Setting ASN
up like this will allow those who wish to use PMDG Auto Cruise to have
the weather adjust properly during that time.)
-Select Settings and find Auto Load Simulator Flight Plan. Ensure this box
is checked.
-Select Tools at the top right, and then Send To System Tray.
SETTING UP FSX:
-Start FSX
-Select Create a Flight (this is the default screen for most users)
-Select Washington Dulles International Airport (gate is not necessary -

no scenery includes the position we need, so we will slew in a later step).
-Select 7 October 2014 at 1945Z.
-Select the PMDG 777-200LR/F in the PMDG Livery.
-Select Fly Now.

PMDG 777-200LR/F 0.00.11
TUTORIAL#1.5
-When the sim loads, reposition the plane to the north end of the center
runway (Runway 1C/19C), on taxiway Z1, pointed west, as indicated in
the picture:
Z1
NOTE: A new (and larger) hangar has been built immediately to the right
(north) of the aircraft in the picture, which is why it is so far from the
hangar that exists in the FlightBeam scenery. The hangar behind the
aircraft in the picture is the old Independence Air (former Atlantic Coast
Airlines a name you may recognize if you own the PMDG Jetstream 41)
hangar.
-After the aircraft is positioned, select the Cold and Dark panel state.
-Hold the menu key on one of the CDUs to access the FS ACTIONS>
menus.

0.00.12 PMDG 777-200LR/F
TUTORIAL#1.5
-Set the PAYLOAD to EMPTY and set the FUEL to 24689 (it may show
as 24686 after you line-select it into position - this is fine).
NOTE: If you have FS2Crew, do not use the PF Actions during this part of
the tutorial. It can cause conflicts at certain points in what we will be
doing. FS2Crew is a wonderful tool, but it is not written for some of the
non-standard procedures used in this tutorial. A note will be provided at
the point where its use is considered safe for the purposes of the tutorial
should you want to use it.

PMDG 777-200LR/F 0.00.13
TUTORIAL#1.5
GETTING STARTED
Some of the following information will seem like the end of Tutorial #1, but
it contains a few modifications because this initial leg is not a flying one.
-Turn the overhead BATTERY switch on and then start the APU by right
clicking twice on the overhead APU switch. Hold the mouse button on the
second click until you see the switch spring back to the ON position.
-Ensure the NAV lights switch on the overhead is on.

0.00.14 PMDG 777-200LR/F
TUTORIAL#1.5
-Turn the ADIRU switch on.
-When prompted, line select the GPS position and place it into the SET
INERTIAL POS field.
-Close the guard on the EMERGENCY LIGHTS switch to arm them

PMDG 777-200LR/F 0.00.15
TUTORIAL#1.5
-While youre looking up here, now would be a good time to turn the
service interphone on (SERV INTPH). This will allow you to communicate
with the ground crews when they plug in a headset in the nose gear bay
when the audio panel is configured properly (a step we will address later).
-Set the NO SMOKING and SEAT BELTS signs to ON and AUTO,

respectively (or set them to whatever company SOP you would like to
follow)

0.00.16 PMDG 777-200LR/F
TUTORIAL#1.5
-Turn on both PACK switches
-Test the oxygen
At about this time, the first officer steps up onto the flight deck. While he
wouldve closed the door behind himself on the way in, well have to take
care of it for him in the sim. Additionally, with him on board, we should
conduct a briefing and call maintenance to send someone out to ensure
the surrounding area is clear for an engine start.
Taxi Brief:
The taxi route from our current location to gate C2 will

be as assigned, but likely via Zulu 1, Zulu and Echo.
Ground is on 121.625 and ramp will be 129.55.

PMDG 777-200LR/F 0.00.17
TUTORIAL#1.5
A NOTE ON RADIO PHRASEOLOGY
Individual operators usually have varying procedures regarding how they
refer to aircraft within the company. The tail number for this aircraft is
N772LR. Some airlines might use the tail number, while some airlines
may use Aircraft/Ship/etc. 772, or simply 772. For larger airlines, it is
more common to see another number called a nose number. This usually
combines prefix numbers (which usually identifies the type/configuration)
with part of the tail number. If the aircraft has a nose number, this often
used over the radio to identify the aircraft within the company. For the
default PMDG 777-200LR livery, this nose number (on the gear doors) is
72L.
-Close the door (confirm the door is closed on the DOOR synoptic
display). The Cold and Dark panel state defaults to door L2 as that is the
usual door for boarding via the jet bridge. In our case it would have likely
been L1, but the default door for the panel state is just fine. When this is
done, tune 130.375 to call for a marshaller (dont forget to select the MIC
and AUDIO on L VHF, shown in red). While were here, you may want to
set the ground frequency in the standby. After calling for the marshaller,
change the mode to INT using the MIC/INT switch (this is a spring-loaded
switch that will snap back to the mid position after making the selection.
Alternatively, you can use the FLT mic selector (shown in blue) instead of
changing from MIC to INT. This mode requires the use of the push to talk
key to use, however. Dont forget to select the AUDIO for FLT as well.
NOTE: All references to communicating with the ground are relayed for
completeness of information only. Even programs like FS2Crew do not
simulate the intricacies of these modes for this simulation of the 777.

0.00.18 PMDG 777-200LR/F
TUTORIAL#1.5
-Call Maintenance on 130.375:
PMDG Maintenance, Aircraft 001 is ready to depart the

maintenance ramp, requesting marshaller for engine
start.
Aircraft 001, PMDG Maintenance - a marshaller will be

with you momentarily.
-Set the parking brake and then remove the chocks. While the removal of
the chocks is normally addressed by the ground crew, and would most
likely happen just prior to engine start, the pilot action of setting the
brakes is where we would normally cease to be responsible for
preventing aircraft movement, so we might as well remove the chocks
now.
-While waiting for the ADIRU to align, and the marshaller to arrive, we can
also set the barometric pressure to the local setting. It is considered best
practice to listen to the ATIS broadcast, but since we will not be leaving
the ground we can pick that information up later and simply set local
pressure by adjusting the BARO setting such that the altimeter shows
local elevation, which is approximately 310.
NOTE: This is a procedure used away from the sim as well. Set the field
elevation on the altimeter by adjusting the BARO setting, and then
confirm that this matches when listening to the weather broadcast. If the
setting is not within tolerances (FAA AIM notes +/- 75 feet, or
approximately +/- 0.08 inHg), the aircraft should be referred to
maintenance. This is simply a way of forcing you to acknowledge the
setting versus a known altitude; otherwise you might set the reported
pressure without verifying it.

PMDG 777-200LR/F 0.00.19
TUTORIAL#1.5
-Verify the FUEL CONTROL SWITCHES are at the CUTOFF position.
While you are doing this, go ahead and switch the transponder to
XPNDR. Dulles uses ADSE-X (pronounced azdee ex in the FAA
environment), which is a ground radar that depends on Mode-C readouts
from transponders. STANDBY would prevent this, as would ATL RPTG
OFF (Mode-C is altitude encoding). The first mode that allows this is
XPNDR. TA or TA/RA should be inhibited until just before taking the
runway for takeoff.
NOTE: The FAA recently changed its view on acceptable use of the
transponder. Previously, transponders should have been STANDBY
when on the ground and ON in the air (ON used to refer to highest mode
of operation available Mode A, Mode C or Mode S, inclusive of TCAS
where applicable), unless otherwise noted. Transponders shall now be
operated with Mode C (or better) at all times the aircraft is moving, where
possible. AIM 4-1-20 a. 3.

0.00.20 PMDG 777-200LR/F
TUTORIAL#1.5
-Open the ECL and complete the PREFLIGHT checklist. The heading
reference in the checklist is to note the actual heading on the ND
(compared against the magnetic compass for accuracy).
ENGINE START
As we finish the checklist, the marshaller shows up, and coordinates via
voice. This is where he usually confirms the parking brake is on before
removing the chocks. From there, he will visually confirm the area is clear
for an engine start. In preparation for engine start:
-Turn the beacon on.

PMDG 777-200LR/F 0.00.21
TUTORIAL#1.5
-Set the hydraulics and turn on the fuel pumps (starting with the R ELEC
DEMAND and working in the direction of the arrows).
-Complete the BEFORE START checklist.
NOTE: Use ITEM OVRD (not pictured displays to the right of

NORMAL before checklist is complete) to override any items that are
not necessary, or need to be left non-standard. In this case, any items
related to the MCP and FMC setup are overridden, as is trim. The taxi
and takeoff brief are also overridden, simply because the takeoff portion
has been omitted.

0.00.22 PMDG 777-200LR/F
TUTORIAL#1.5
-Confirm with the marshaller that the ramp is clear and start the engines.
NOTE: The APU is actually powerful enough to start both engines at the
same time, but this is usually avoided by company SOP in order to save
the APU from excess wear. Company SOP also provides start sequences
for various situations. All SOPs Ive seen use a normal start sequence of
2 then 1, which is what we are using here. With this in mind, we will be
leaving the APU on during the relocation to save a start cycle. The extra
time it is on is similar in length to the amount of time it would be left on
after landing in any other case.

PMDG 777-200LR/F 0.00.23
TUTORIAL#1.5
-After setting the starter to START, immediately go down to monitor the
secondary engine display. As soon as you note an oil pressure indication,
set the FUEL CONTROL SWITCH to RUN.
NOTE: The above procedure of waiting until the OIL PRESSURE

indication appears is not necessary, but helps to prevent damage to the
engine as the AUTOSTART system does not monitor this parameter.
Procedure here varies by SOP.
Once the engines have been started, you can let the marshaller get back
to his duties by letting him know that its okay to disconnect. When this is
done, return the audio panel to its normal mode. Depending on your
actions earlier, re-select MIC mode by flipping the MIC/INT switch back to
MIC briefly, or re-select the MIC selector back to L VHF and turn off the
FLT AUDIO. Leave the SERV INTPH on though, as we will need to
communicate with the ground crew after reaching the gate.
You may also notice the LANDING ALTITUDE message on the EICAS.
This is appearing because the aircraft systems do not know the
destination airport landing altitude. For a regular flight, this would be
pulled from the airport database when you select the destination field on
the RTE page. Since were just moving the aircraft from the hangar to the
gate, we can disregard this.

0.00.24 PMDG 777-200LR/F
TUTORIAL#1.5
-Open the ECL and click on CKL OVERRIDE (otherwise it will continue to
remind you to deal with the issue every time you try to advance to another
checklist).
-Complete the BEFORE TAXI checklist (as the autobrake item is sensed,
use ITEM OVRD as appropriate).
REPOSITIONING:
Now that the engines have been started and we have completed the
BEFORE TAXI checklist, the aircraft is ready to be moved to the gate.
From here, all we need to do is contact the ground controllers for taxi
instructions. The procedures are similar to how one would taxi for a
normal flight.

PMDG 777-200LR/F 0.00.25
TUTORIAL#1.5
A NOTE ON ATC PROCEDURES:
A common misconception is that ATC is very rigid and that everything
must progress through the system the same way. While it is not an aspect
that pilots often see, aircraft movements that are not part of regularly-
scheduled flights do occur, and they are rather simple in procedure. No
flight plans or clearances are required, and the operator of the aircraft
simply reverts to the tail number in the place of a callsign and flight
number for radio calls. This helps to emphasize to the ground controller
that he or she should not be looking for a flight strip (a flight strip is a flight
plan digest with information from your filed flight plan printed on it that
provides a controller with the specifics of your flight) with your information
on it. This is exhibited in this tutorial.
-Set 121.625 at the active frequency and pre-set 129.550 in the standby
to avoid having to adjust the radio while moving later.
-Contact ground (121.625) for taxi instructions:
Dulles Ground, N772LR at the North Maintenance

Hangar for Charlie 2.
N772LR, Dulles Ground. Taxi via Zulu, hold short of

Echo.
Charlie 2 via Zulu, hold short of Echo, N772LR.

0.00.26 PMDG 777-200LR/F
TUTORIAL#1.5
-Turn the taxi light on.
-Taxi straight ahead on Zulu 1. Turn left onto Zulu.
SETTING OURSELVES UP FOR THE TURN:

One of the features that is included with the PMDG 777-200LR/F is the
GROUND OPERATIONS feature. This allows you to set your fuel and
time requirements for the next leg of the flight to simulate ground
interactions with the aircraft as youre preparing for the next leg. In order
to make it run a little more smoothly, we will set everything up now so that
its ready when we reach our assigned gate after repositioning.
While its not advisable to divert your attention from the outside
environment, there is less risk when in the sim.

PMDG 777-200LR/F 0.00.27
TUTORIAL#1.5
-Bring up the Center CDU pop up by looking back at the pedestal and
clicking on the CDU screen.
-Select FS ACTIONS> and then GROUND OPERATIONS>
-Change the TURN TYPE to CUSTOM, set the PLAN FUEL to [FUEL
FROM PLAN], and change the turn time to one hour (because of the lack
of a : symbol on the CDU keys, total turn time is entered in minutes, so
one hour would be entered as 60). The fuel should also be set to
158056.
-Continue on Zulu until you get to Echo.
-As we approach Echo, ground gives us the following instruction:
N772LR, contact Ramp Tower on 129.55.
Ramp Tower on 129.55, N772LR.
-Change from 121.625 to 129.55:
Ramp Tower, N772LR on Zulu short of Echo for C2.
N772LR, Ramp Tower. Taxi via Echo.
-Taxi to, and park at, gate C2 (last gate on the left). Be sure to turn off the
taxi light prior to turning toward the gate. The light, though less powerful
than landing lights, is still bright enough to cause discomfort to anyone
marshalling the aircraft.

0.00.28 PMDG 777-200LR/F
TUTORIAL#1.5
SHUT DOWN AT GATE C2:
Once the aircraft has stopped and the parking brake has been set, set the
FUEL CONTROL SWITCHES to CUTOFF. The APU that we left on
during the relocation will automatically take over the electrical and
pneumatic load. Given the length of the turn, though, we will connect
ground power and air conditioning to save some fuel.
-Set the chocks, release the parking brake, and connect the GPU and air
conditioning unit.
-Setting the chocks will automatically begin the GROUND OPERATIONS

actions. If you are using FS2Crew and would like to run the PF Actions,
do so at the 55 minute mark (do note, however, that the tutorial assumes
that the pilot is accomplishing all tasks make the relevant adjustments
for the automated FO as appropriate).

PMDG 777-200LR/F 0.00.29
TUTORIAL#1.5
-Set the transponder to STANDBY and the ADIRU OFF. After turning the
ADIRU off, turn the hydraulics off in the reverse order of turning them on,
and turn off the fuel pumps, packs, and beacon.
-Set the PAYLOAD ZFW to 412.3 (GROUND OPERATIONS takes care

of the doors and refueling).

0.00.30 PMDG 777-200LR/F
TUTORIAL#1.5
TURN TIME
Turn time can be either a welcomed break, or somewhat of a pain,
depending on the day. In our case, we have some time on our hands, so
feel free to step away to grab food or coffee. The flight attendants are on
board now, so the aircraft is attended. We will address the next leg when
you return. Make sure to come back with about 20 minutes to spare.
While inside, take a moment to pick up the paperwork.
THE PAPERWORK:
While inside, you grab the initial paperwork that includes the flight plan,
Track Messages (for the NATs), weather reports, and ETOPS
information.
While the route will be sent to us over the company Data Link, it is:
N0483F350..SWANN.V268.BROSS.J42.RBV..LLUND..BAYYS..PUT..
ENE..EBONY/M083F390..TUDEP.NATV.XETBO/N0486F390..MORAG..
LAMSO..TULIP.UL620.BASNO.UL603.TESGA.UZ729.BOMBI.T104.
ANORA.ANOR2A
A NOTE ABOUT ROUTES:

The above textual route is a flight plan. While the route specifies an initial
altitude (the initial N0483F350 means 483 kNots TAS and an initial
altitude of FL350 more on this later) along with various step altitudes
throughout the route, these must be adapted to the flight conditions. The
initial altitude, barring any drastic changes in passenger or cargo load, is
usually quite accurate, but differences in forecast versus actual wind can
throw off step locations. The step locations in the above textual route are
there because the NATs are treated as constant speed and constant
altitude segments for spacing concerns. These would be entered on the
LEGS page for more accurate predictions from the FMC. In the case the
route does not have constant speed and altitude segments, these would
not be set into the LEGS page, and instead, the VNAV page would drive
step points. This is explained in greater detail after departure in the
interest of getting airborne.
Note that the STAR is also filed ahead of time. It is common in Europe for
ATC to assign a STAR, as many of them are runway-dependent. While
this means that the STAR may change, it is still filed as part of the flight
plan in case of radio failure. This sets up the expectation that, if
something should happen, the crew would fly the filed route. For further
reading, research the IFR concept of AVEF.

PMDG 777-200LR/F 0.00.31
TUTORIAL#1.5
FLIGHT PREPARATION:
Now that were back, its time to get the next flight set up.
-Turn on the ADIRU.
-Line select the GPS position and place it into the SET INERTIAL POS
field of the INIT REF page.
-Go to the RTE page, enter PFO103 (PMDG Flight Ops 103) in the Flight
Number field, and then press <REQUEST.
-When the uplink returns the route, select LOAD, then activate, and finally
EXEC. There is more detail on saving and loading (and even searching)
flight plans in the intro manual if youre curious.
-Leave the route bare (no SID or STAR) for now. Since our first fix is
SWANN we will be assigned the CAPITAL8 departure, but we havent
been assigned a runway yet. Without entering a runway, the FMC wont
accept the SID selection, so well hold off on the departure entry until
calling for clearance.
-Continue to the PERF INIT page. Because the aircraft is still being
fueled, the CALC FUEL value is continuously changing, which will not get
us accurate performance numbers. Overwrite the CALC value by entering
158.1 (our block fuel value) in that spot temporarily. When this is done,
select <REQUEST.

0.00.32 PMDG 777-200LR/F
TUTORIAL#1.5
-Similar to the RTE REQUEST, you must ACCEPT this data. You may
overwrite it as necessary after accepting the values, which we will do to
the RESERVES value.
-Replace the reserves value with 17.2, ensure the CI matches the flight
planned value of 85, and the initial altitude is FL350. Delete the MANUAL
fuel entry now that the PERF INIT values have already been entered.
Since we do not have a runway assignment yet the CDU setup is as
complete as it can be for now.
NOTE: There are two schools of thought here. One thought is to use your
best guess of which runway will be in use and change the runway later, if
necessary. The other thought is to simply wait until a runway is assigned.
Unless you are sure which runway you will be assigned, I would suggest
waiting (particularly if on an online network with an active controller).
Runway selection is often not as simple as most assume.
-As the last leg was not a normal flight, the ECL will be out of sync with
our activities. Reset it by clicking RESETS at the top, and the RESET ALL
(remember, we used both NORMAL and NON-NORMAL checklists we
need to reset all of them).

PMDG 777-200LR/F 0.00.33
TUTORIAL#1.5
-While we have the ECL open, provided the ADIRU is aligned, run the
PREFLIGHT checklist.
While you are waiting, enjoy some of the GROUND OPERATIONS

simulation by watching the various synoptic displays:

0.00.34 PMDG 777-200LR/F
TUTORIAL#1.5
-As we get closer to your departure time of 2120Z, turn on the APU. This
is a discretionary item time-wise though you should aim to have it on
and ready 10-15 minutes prior to departure.
A NOTE ON CPDLC/EFB:
The following contents about CPDLC/EFB are for information only, and
the following images are simulated (specifically, edited in Photoshop it
might look convincing, but the Q is incorrect because the font had to be
approximated please do not use this to fuel conspiracy theories or other
forum conjecture). The simulated images have been included this to give
an idea of how CPDLC works and what it looks like. This should not be
taken as any intention by PMDG to develop or release a CPDLC client.
Similarly, the comments about an EFB are made simply to convey a
complete picture of a normal flight deck work flow.

PMDG 777-200LR/F 0.00.35
TUTORIAL#1.5
As the APU powers up, you notice an ATC prompt on the EICAS with a
note at the bottom of the upper display that says LARGE ATC
MESSAGE. To display the message, you select COMM on the display
control and see the following on the NEW MESSAGE pages.
Pre-departure clearances (PDCs) are just one of the many uses of

CPDLC and are seeing increased use. Just listen to any LiveATC feed at
a larger international airport and youll notice that there are fewer
clearances actually being given over the radio. The pictured PDC
confirms that we are cleared as filed, but adds information that we will
have to act upon (beyond hitting the ACPT button on the glareshield). The
PDC adds that we have been assigned Runway 30 (this is planned if a
controller amends this, you should accommodate it unless the aircraft
performance limits this change), we are to fly the CAPITAL8 departure,
the departure frequency will be 125.05 (ASPER sector IAD North
Departures), and that the squawk code is 5642.

0.00.36 PMDG 777-200LR/F
TUTORIAL#1.5
Using our EFB (TOPCAT, in actuality), we select Runway 30, enter in the
pressure of 29.95, and wind of 200 at 15. (Note that this actually results in
a 2 knot tailwind. This is realistically one of the many cases in which a
departure runway that is not aligned such that you actually have a
headwind.)
The numbers that are returned to us are as follows:
TAKE-OFF KIAD/IAD RWY 30 TORA 10501FT

N772LR BOEING 777-200LR GE90-110B1L
WASHINGTON DULLES INTL
TEMP +20C ALT 29.95 WIND 200/15 (02KT TW)
------------------ CONDITIONS -------------------
TOW 569731 LB FLAPS 15 THRUST TO1 RWY DRY
AIR COND ON ANTI ICE OFF/AUTO
------------------ FULL THRUST -------------------
+20C 635517 OBS(A) 141-147 147 155 3658FT 95.6
---------------- REDUCED THRUST -----------------
+39C 598286 OBS(A) 143-147 147 154 2932FT 92.7
+40C 592512 OBS(A) 143-147 148 154 2841FT 92.5
+41C 586739 OBS(A) 144-146 148 154 2747FT 92.4
+42C 580966 OBS(A) 144-146 148 154 2637FT 92.2
//+43C 575192 OBS(A) 144-145 148 154 2521FT 92.1
+44C NOT AUTH
+45C NOT AUTH
***************************************************
DO NOT EXCEED MAX STRUCT TAKE-OFF WGHT OF 765996 LB
***************************************************
------------------ ENGINE OUT -------------------
AT 8 DME 'AML' 113.5 LT TO 'BLUES' [22.3 DME R 256
'AML' 113.5]. AT 'BLUES' LT TO 'CSN' 116.3 (270
INBD,LT)
---------------------- END -----------------------
NOTE: The OBS(A) in the above line means that the limitation on
performance is not actually the runway itself, but the climb thereafter.
Takeoff performance is more than calculating start-stop distance for the
runway itself. This is also somewhat evidenced by the 2521FT of margin
(estimated remaining amount of runway at liftoff).

PMDG 777-200LR/F 0.00.37
TUTORIAL#1.5
-Brief the expected taxi route.
The taxi route from C2 to Runway 30 will be as

assigned, but likely via Zulu, and Yankee 11. Ground is
on 121.625 and ramp will be 129.55.
-Go to the THRUST REF page and enter the TO 1 de-rate and +43
assumed temperature.
-Proceed to the TAKEOFF REF page, set the takeoff flap setting, CG,
and enter/confirm the v-speeds.
NOTE: Do not use the CG double click shortcut while the plane is being
fueled. The CG will shift as fuel is added, which will throw off the TRIM
value.
-Set 5642 in the transponder and turn the transponder to XPNDR.
-Turn the beacon on, and ensure the hydraulic panel and fuel panel are
set appropriately. Set the trim value displayed on the TAKEOFF REF
page, set the V2 speed in the speed window of the MCP and set the
AUTOBRAKE to RTO.
PUSHBACK AND ENGINE START:

As GROUND OPERATIONS finishes up, the various doors will close and
arm. You can confirm this on the DOORS synoptic, but you can also
confirm this on the EICAS by looking for the DOORS AUTO notification.
0.00.38 PMDG 777-200LR/F
TUTORIAL#1.5
With the APU started, the ramp support will automatically disconnect the
AIR and GPU (using GROUND OPS).
-Run the BEFORE START checklist.
-At around 2220Z, call for pushback on 129.550.

Ramp, Precision 103 heavy at C2 requests push for
Runway 30.
Precision 103 heavy, ramp tower. Push straight back

and taxi west on Echo.
Straight back and west on Echo, Precision 103 heavy.

PMDG 777-200LR/F 0.00.39
TUTORIAL#1.5
-Use the built in pushback function to push back (remember to switch the
audio control panel to FLT, or from MIC to INT during the push, if you are
simulating the proper procedure). As C2 is so close to a taxiway, a
pushback for Runway 30 is simply straight back (use 320 feet). Start the
engines during the pushback. After the pushback, set takeoff flaps and
check the flight controls using the FCTL synoptic.
-Run the BEFORE TAXI checklist.

0.00.40 PMDG 777-200LR/F
TUTORIAL#1.5
-Once the CABIN READY message appears (per FAA regulation not
necessary in the sim), taxi westbound on Echo, remaining on 129.550.
-When approaching taxiway Zulu (or when prompted by the Ramp

controller), contact ground on 121.625:
Dulles Ground, Precision 103 heavy on Echo short of
Zulu for Runway 30.
Precision 103 heavy, Dulles Ground. Runway 30, taxi

via Zulu, Yankee 11. Altimeter 29.94.
Runway 30 via Zulu, Yankee 11, Precision 103 heavy.
-As we get closer to Runway 30, complete the BEFORE TAKEOFF

checklist.

PMDG 777-200LR/F 0.00.41
TUTORIAL#1.5
-As we approach Runway 30, ground instructs us to monitor the tower on
134.425. Change to that frequency and wait to be called (theres a
difference between contact and monitor the latter means that tower
knows ground has instructed you to change frequencies and will call you
first). Remember to set the departure frequency of 125.05 on STANDBY
to make things easier for you when we depart.

0.00.42 PMDG 777-200LR/F
TUTORIAL#1.5
THE FLIGHT
A NOTE ABOUT THE DEPARTURE PROCEDURE:

The CAPITAL8 departure is a vectored departure. Vectored departures
can be difficult without direction from a human controller (as was
previously mentioned for runway selection as well). Vectors are a tool
used by controllers to provide an adjustable path to properly
accommodate aircraft performance differences and other constraints. The
problem, though, is that without a controller who has knowledge of the
vectoring procedures for the airport, you may be lost in trying to vector
yourself.
I will provide an explanation of the CAPITAL8 vectoring guidelines in an

attempt to teach a little about vectoring technique, which should help you
self-vector for any airport that has such vectored departures:

PMDG 777-200LR/F 0.00.43
TUTORIAL#1.5
Runway 30 is the opposite direction runway. If you look at the
CAPITAL8 departure on a chart, youll notice that there is a dashed line
splitting the bottom half from the top half. While this is actually there to
depict which departure frequency you use, it can also somewhat
determine the runway assigned.
If the 19s are being used, they will be used to send aircraft to any fix
south of the dashed line, with Runway 30 used for any fix north of that. If
the 1s are being used, they will be used to send aircraft to any fix north of
the dashed line, with Runway 30 used for any fix south of it. This is not
the case 100% of the time, but it can be used as a generic guideline when
departing this airport. Since the wind is from the south today the 19s are
in use, which means that Runway 30 is used for north departures
(SWANN is highlighted on the north side in the above image).
The CAPITAL8 specifies runway heading as a departure heading, though

this may be superseded by controller instructions. Generally, the tower
controller will provide a heading of about 340 after departure. This allows
you to turn northbound, while also increasing the distance between you
and arriving aircraft (remember, the 19s are still in use here, so aircraft
are southbound just north of you). As you climb above this traffic, a
heading of about 060-090 is provided to get you eastbound through a
spot on controller scopes called the Charlie Gate, which is a spot where
the controllers for DCA are expecting handoffs from the controllers for
IAD for aircraft going to SWANN, PALEO, and DAILY (one can
approximate this position by displaying KGAI on the ND using the FIX
page and aiming to overfly it). A heading of about 100-110 is given
through the gate, and then direct to the first fix as soon as practical.

0.00.44 PMDG 777-200LR/F
TUTORIAL#1.5
As for altitude, the initial altitude assigned is 3000 (per the SID).
Thereafter, the maximum altitude youll get while talking to the controller
on 125.05 is about 12000 (depending on the location in the sector). The
max altitude thereafter depends on the controller you get handed to, and
the description of the airspace becomes so complex at this point that Id
prefer not to go into more detail. The basics, though, are that your next
altitude assignment will be somewhere between about 17000 and FL230.
Thereafter, you get passed to Washington Center for the final climb. You
can see this approximated in the departure photos that follow. I will also
describe it in the narrative. For this departure, set the altitude at your
discretion. I suggest skipping the 3000 restriction and setting 12000 prior
to departure for the purpose of this tutorial, as you will be rather task
saturated on departure. Do not do this when on an online network.
-As we get closer to Runway 30, the tower controller gives the following
instruction:
Precision 103 heavy, after departure fly heading 340.

Wind 210 at 14. Runway 30, cleared for takeoff.
Heading 340 after departure. Cleared for takeoff,

Precision 103 heavy.
NOTE: You may want to pre-select heading 340 as you line up with the
runway as a reminder.
-Taxi onto the runway, turn the transponder to TA/RA, turn on the landing
and strobe lights, and make a standard takeoff.

PMDG 777-200LR/F 0.00.45
TUTORIAL#1.5
-After leaving the ground, make a turn to heading 340 as soon as
practical (a generic guideline would be to initiate turns at 400 to 500 feet
AGL). Engage the autopilot at your discretion to free your hands to switch
to the departure frequency. Passing through 3000, change this heading to
360. Once on a heading of 360, select HDG HOLD and set the heading
bug on 090. When the selected heading line gets close to KGAI, select
HDG SEL.
-As we turn to heading 090 the controller clears you up to 17000. Adjust
the altitude to 17000 and run the AFTER TAKEOFF checklist.

0.00.46 PMDG 777-200LR/F
TUTORIAL#1.5
-Getting closer to KGAI, the controller clears us to SWANN and instructs
us to resume own navigation. Go to the LEGS page, line select SWANN,
place it at the top of the page, and then press EXEC. After pressing
EXEC, you may select LNAV.
-The controller then clears us to FL230 and passes us to Washington

Center. Since weve been cleared above 18000, set the altimeter to
standard. It is not necessary to wait until you are close to, or at 18000 (or
whatever the transition altitude might be in a particular area) to set this
set it once youre cleared above to ensure you dont forget. SOP
guidance on this item from various operators differs, however.
FORECASTING THE FLIGHT:

Ideally, I wouldve had us request the wind on the ground, but I was
already trying to cram enough information into your head, so I figured Id
get us airborne before going into the next topic. One of the features that
got added into SP1 was the wind request feature, along with the
DATALINK features. In an effort to make the integration between the
PMDG 777 and external weather programs more seamless, PMDG
added options in the PMDG SETUP> menu, in the SIMULATION section.
These options allow a standard FSX PLN file to be created and loaded
into FSX (in the background), which external programs can then load.
Without an automatic PLN load function (as we set earlier in ASN itself),
you must either load a plan in your weather program manually. If you do
not do this, the PMDG 777 will request wind data for as far as the weather
program will provide (usually dependent on your settings, but will usually
only include data for a few fixes ahead of you, and will not include
descent data as, without a plan, the weather program does not know
where you will begin your descent). As a matter of practice, I usually
PMDG 777-200LR/F 0.00.47
TUTORIAL#1.5
simply purge any DES FORECAST uplinks that automatically follow
WIND DATA uplinks (depends on the settings made in PMDG SETUP>)
until the time/distance to T/D is displayed on the CRZ page.
-Ensure your PMDG SETUP> options are set to CREATE AND LOAD TO
FSX (you may also set INCLUDE ALTNS IN PLN there is no particular
reason mine is set to NO in the image).
NOTE: If you did not have this selected prior to just now, give the setting
a few seconds to take effect and for ASN to pick the plan up, read it, and
create a WX file.
-Before we go request the wind data, have a look at the PROG page.
Note the ETA for EDDM. Afterwards, request the wind data via the LEGS,
RTE DATA> page (this can also be done from the FMC COMM page).
After the data becomes available, select LOAD> and then EXEC.

0.00.48 PMDG 777-200LR/F
TUTORIAL#1.5
A NOTE ON THE NATS:
The North Atlantic Track (NAT) system is organized to maximize the
amount of traffic that can pass between Europe and the United States by
taking advantage of tidal flows in traffic. As much of the flow is primarily
eastbound overnight and westbound during the day, the tracks are wholly
east- and west-bound for blocks of time. Adding to this, if you read a track
message, youll note that all altitudes are open to that direction of flow
regardless of the basic east-odd, west-even altitude usage in RVSM
airspace. On the NATs, all traffic is heading in the same direction,
separated by 1000 feet vertically.
NOTE: The east-odd, west-even altitude usage remains when on online

networks, as the networks do not follow time-of-day airspace flow
restrictions to ensure everyone has a chance to simulate their flight
regardless of the time of day in the area.
Because of the sheer volume of traffic on the NATs, and the increased
spacing required in non-radar environments (there is no radar on the
NATs, currently, though ADS-B use for spacing is planned for the future),
it is unlikely that a step climb will be approved during the crossing. For
this reason, dispatchers will often plan for a MAX altitude climb prior to
entering the NAT region so that the aircraft is close to the OPT altitude
about halfway through the crossing. Step climbs may resume again when
re-entering radar coverage closer to Europe.
Additionally, because separation is not based on observed targets on a

scope, the controller must revert to timed spacing. In order for spacing to
be timed aircraft must be operating at constant speeds. A NAT clearance
will contain an assigned speed, and position reports require providing the
controller your current speed.
Looking at our flight plan (on page 30), the NAT crossing shows a Mach
0.83 constant speed section with a planned altitude of FL390 (indicated
by the /M083F390 after the fix EBONY). Remember that planned is not
always actual, however. If it were, there wouldnt need to be an actual
column on a navigation log for you to enter your actual fuel burn versus
what was planned. As such, we should evaluate if we will be able to
accommodate this.

PMDG 777-200LR/F 0.00.49
TUTORIAL#1.5
-Go to the VNAV page. Note that our MAX altitude is FL366 (yours may
be slightly different).
By the time we reach the NATs (another two hours from our current
position), we can reasonably assume this will be above FL370 and can
make the crossing at that altitude instead of FL390. This, of course,
carries a fuel penalty versus our original plan, since we are 2000 below
that altitude.
TRIP CORR FOR 2000 FT LOWER: +13909 LB / EET 07:39
Flight plan paperwork usually includes some sort of quick adjustment

figures in order to avoid having to print off new paperwork at the last
minute. PFPX provides this information just below the fuel numbers. For
this flight, the listed figure for being 2000 below has a fuel penalty of
13909 pounds. This figure is based on the whole flight, however. As the
Estimated Enroute Time (EET) is 7:39 and the time at a lower-than-
planned altitude is 2:30 (NAT entry is estimated at 2:31 after departure
with an exit of 5:01 after departure), the fuel penalty should only be
around 4500 pounds. The contingency fuel of 2000 and extra fuel of 8000
easily accommodates this change. If it did not, our evaluation of this while
still in the United States would afford us an opportunity to stop in Boston
or perhaps Bangor to take on more fuel.
We can reinforce our quick calculation by providing the plan to the FMC.
-Go to the LEGS page and find TUDEP. Enter .83/370S at TUDEP to
force a constant speed segment and override the FMCs calculation of an
optimal climb profile.

0.00.50 PMDG 777-200LR/F
TUTORIAL#1.5
-On the other side of the NAT, at XETBO, enter E/ to have the FMC
resume an ECON speed and climb profile.
Previously, the fuel at destination was calculated at about 49.0. After the
constant speed and constant altitude segment was entered, the value
settled to about 46.7. While this is half of what wed assumed earlier, that
was simply a rough calculation, in addition to the fact that we hadnt even
entered a constant speed/altitude segment prior to this. This is still well
above our minimum fuel numbers, so we can carry on. Enjoy the last
glimpse of sunlight for a few hours.
SETTING UP THE ETOPS SEGMENT:

Tutorial #1 covered the basics of ETOPS, and Tutorial #2 is planned to
cover more specifics, so for this tutorial use the knowledge from Tutorial
#1 to add the appropriate ETOPS references using the fix page:
-Fix Page 2/4: Add CYQX with a ring of 420nm to denote the ETOPS
Entry Point.
-Fix Page 3/4: Add N5205.3W03256.9 as the ETP (one engine

decompression).
-Fix Page 4/4: Add EINN with a ring of 420nm to denote the ETOPS Exit
Point.

PMDG 777-200LR/F 0.00.51
TUTORIAL#1.5
CROSSING THE NATS:
Despite receiving a clearance on the ground to the destination airport, the
NATs require a specific clearance in order to cross them. The procedure
is actually pretty simple, and given the increased use of CPDLC, this has
become even simpler. In the past, one of the crew members would tune
to Gander Radio or Shanwick Oceanic (Gander in our case also, note
that clearance is obtained from Shanwick Oceanic, while
communication on the NATs is with Shanwick Radio) about 30 minutes
prior to the entry fix and request clearance, providing the controller the
basics of when they are estimated to cross that fix (in our case, TUDEP).
Now, this is done via CPDLC for many equipped operators. In order to
cover it from the basics, Ill provide the voice version below. CPDLC
would be similar, though you would request the clearance through guided
prompts.
Gander Radio, Precision 103, request Oceanic

Clearance. Estimating TUDEP at 2355. Request Mach
point 83, Flight Level 370, second choice Track
Whiskey.
Precision 103 cleared to Munich via Track Victor, from

TUDEP maintain Flight Level 370, Mach decimal 83.
Precision 103 is cleared to Munich via Track Victor 281,

from TUDEP maintain Flight Level 370, Mach point 83.
NOTE: The addition of 281 after Track Victor in the readback is to

confirm to the controller that the crew is using the current track message.
This number is called the Track Message Indicator (TMI) number and is
similar in function to an ATIS letter in that it conveys to the controller that
you have the current track information. Additionally, the heavy term is
not used in the en route (Center/Oceanic) environment.
If you only have one radio, you should advise the controller of the current
airspace that you are leaving the frequency momentarily to get clearance.
In the sim, it is possible to monitor two radios at once, though some pilot
clients react poorly to this (Squawkbox had an issue with it where it would
get stuck on the frequency and occasionally broadcast your voice into
your ear when speaking do not see a similar issue with vPilot). In any
case, once you are done receiving your clearance, you can resume
monitoring the original frequency (dont forget to advise that youre back if
you notified the controller you were leaving the frequency earlier). The
controller will hand you back off to Gander Radio as you approach
TUDEP.
0.00.52 PMDG 777-200LR/F
TUTORIAL#1.5
-Prior to reaching TUDEP, request a climb to FL370 from the controller.
To make the climb easier on the passengers and crew, roll the altitude up
to 37000, press in on the SPD knob to enter SPD INT, press the
IAD/MACH button above the speed window, adjust the MACH to .830,
and then press FLCH. FLCH will climb less aggressively than VNAV
would in this short of a climb. As the aircraft levels out at FL370, FLCH
will drop to ALT HOLD. Leave the autopilot out of VNAV until crossing
TUDEP, otherwise, as soon as VNAV is selected, the FMC will re-
command the ECON speed. The goal is to be established on both altitude
and speed when crossing the fix, and not beginning to adjust to both as
the fix is crossed.
-Reset the transponder to 2000 after being handed off to Gander.
-As you cross TUDEP, call Gander with a position report, which will also
notify the controller that you are on frequency now. Use the PROG Page
<POS REPORT function, as it contains all of the necessary information in
the proper order to simply be read to the controller:
Position, Precision 103, on 8831, TUDEP at 2355, Flight

Level 370, Estimating 52 North 050 West at 0009, 52
North 040 West Next.
NOTE: The 8831 reference in the position report is the frequency being
used (HF 8.831). The controller actually has many different data streams
being directed at him (SATCOM, CPDLC, VHF, HF and landline
coordination). Providing the frequency notifies the controller which
method to use when responding.
This is done every time we cross a fix on the track. Remember to

periodically adjust the selected heading in the window to the current
heading. Since we are now established at a new altitude, this is a good
time to request another WIND DATA update via the RTE DATA> part of
the LEGS pages, or via the FMC COMM page.

PMDG 777-200LR/F 0.00.53
TUTORIAL#1.5
EXITING THE NATS AND ETOPS SEGMENTS:
As mentioned in Tutorial #1, as soon as we cross the green ring 420nm
around CYQX, we are in the ETOPS segment of the flight. As we cross
the green ring around EINN, we exit the ETOPS segment. You may
purge the data from the FIX page if you feel so inclined.
As we pass XETBO, we resume our ECON speed and profile. The

Shanwick controller will simply hand us off and the flight will resume
under radar coverage like any normal flight. No position reports are
required, but we will need to request FL390 to get back on an economic
climb profile as our OPT altitude is now FL388.
On the other side of the NAT segment, we are assigned a transponder

code of 3342.
-Reset the transponder to 3342.
NEARING THE DESTINATION:

Closer to Germany, the controllers will assign us our arrival. For this flight,
the controller assigns us the arrival we had filed, which is the ANOR2A
arrival. Select that on the DEP ARR page and hit EXEC.
-Prior to the Top of Descent, set the AUTOBRAKE to level 3, select the
VREF speed for a FLAP 30 landing, and run the DESCENT checklist.

0.00.54 PMDG 777-200LR/F
TUTORIAL#1.5
-Roll the altitude on the MCP down.
NOTE: Different operators and regulatory agencies have varying

guidance on how to set the altitude on MCP, but the generic idea is that
the altitude should be set to the first restriction provided ether by ATC or
the STAR (where ATC instruction takes precedence, naturally).
-As we pass the transition level (FL060 in Germany because the altimeter
is greater than 1014 this morning otherwise it would be FL070), run the
APPROACH checklist.
The descent into Munich is typically European in the sense that the
magenta line can be complete through the STAR and onto the approach
(without a VECTOR section). The ANOR2A approach ends at MIQ, which
is a transition for Runway 26L. In order to provide a more complete
picture, though, we have requested and have been approved for 27L. As
this approach doesnt have a transition from MIQ, it will require alternate
modes other than VNAV and LNAV. This will be a good chance to use
FLCH and V/S modes, along with HDG SEL and HDG HOLD.
Additionally, this will give us a chance to self-vector, which is an
indispensable skill when flying without ATC. The airport is visual, but
select the ILS 26L approach for additional visual cues.

PMDG 777-200LR/F 0.00.55
TUTORIAL#1.5
-As the STAR runs out over MIQ (noted on the ND as MIQNB, which is
MIQ NDB), turn right heading 080, reduce speed to 220, select flaps 1,
and descend to 5000 using FLCH.
-We will begin our turn to base when abeam NELBI, but before then,
change your vertical mode from FLCH to V/S and reduce your V/S by
200-300 less than what FLCH was able to maintain. This will allow you to
reduce speed while still descending. Aim to be at flaps 5 just prior to
turning base (for more tips, see the FCTM), so after selecting V/S at 200-
300 less than what FLCH was able to maintain, roll the SPD window back
to the indicated flap 5 speed on the speed tape. This will command IDLE
thrust, and since FLCH was maintaining a speed using idle thrust and a
higher vertical speed, idle thrust and a lower vertical speed will result in
the airspeed dropping until the selected speed is reached.
NOTE: From this point on, ensure you are in SPD + V/S (selecting V/S
will automatically change the A/T mode to SPD). The use of FLCH along
with the placement of the physical throttles at idle and the A/P
disconnected could contribute to a dangerous low energy state at a low
altitude. In other words, selecting FLCH and placing the physical throttles
at IDLE placed the A/T in HOLD mode, which is a mode that does not
adjust the throttles to hold the airspeed. If the speed is not monitored, the
aircraft could be placed in a low energy state, which, if not recognized
early enough, could be dangerous at the low altitudes of an approach.
As a tip for recognizing when you are abeam NELBI, change from HDG
SEL to HDG HOLD and then roll the selected heading to 170. When the
magenta bar crosses NELBI, re-select HDG SEL and the aircraft will
begin a turn to the selected heading.

0.00.56 PMDG 777-200LR/F
TUTORIAL#1.5
-Level off at 5000 until passing NELBI.
-Select VREF+5, arm APP (this will instruct the F/D to provide the
appropriate cues to guide you down the LOC and G/S), disconnect the
A/P at this point and hand fly down to the runway. Ensure that you deploy
the flaps on schedule.
-ARM the SPOILER and run the LANDING checklist.
-Land on Runway 26L.
-After landing, clean up the aircraft by retracting the spoilers and flaps,
turning off the landing and runway turnoff lights in favor of the taxi lights,
and setting the transponder to XPDR. Turn on the APU as well so that its
ready to take over when we reach the gate.
-Turn off the taxi light as you enter the ramp.
-Park the aircraft at the stand of your choice.
-Once parked, shut down both engines, and turn off the beacon and seat
belt switches.
-Continue through the shutdown flow of turning off the hydraulics in the
reverse order of turning them on, and turning the fuel pumps off.
-Set the chocks, release the parking brake, and connect the GPU and air
conditioning unit. The APU may be shut down at this point.
-Walk back to door 2L and smile at some of the passengers as they leave
in a semi-sleep-deprived state.
PMDG 777-200LR/F 0.00.57
TUTORIAL#1.5
-As the last of the passengers filter out, go back up front.
-Turn the ADIRU, packs, and EMERGENCY lights off.
-Run the SECURE checklist.
-Cleaning and catering crews will need to tend to the aircraft so well
leave it in this state for them to do their work and for the next crew to take
it back to IAD in a few more hours.

0.00.58 PMDG 777-200LR/F
TUTORIAL#1.5
CONCLUSION
The official Tutorial #2 will be available at a later date. Hopefully this
tutorial challenged you enough to get outside of the normal operations of
the PMDG 777-200LR/F and learn a few new things.
I would like to extend a special thanks to James Heath, Jordan Greene,

Wes Meyer, and Luke Pabari for their verifications of aircraft and air traffic
operations, as well as adding a second set of eyes to this script while it
was still in its infancy.
This concludes the PMDG 777-200LR/F Tutorial #1.5.
See you in Tutorial #2!

PMDG 777 Tutorial 1.5 PDF

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The PMDG Simulations Web Site can be found at:

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Please review the license agreement carefully, as it provides you with

This software may not be used to demonstrate the airplane, airplane

In all circumstances the aircraft manuals issued by a certified training

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The main purpose of the document and accompanying exercise is to

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FlightBeam KIAD HD:

Aerosoft Mega Airport Munich:

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There are no saved flights included with this tutorial to encourage

A NOTE ON FMC NAVIGATION DATA:

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ARRIVING AT THE HANGAR

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-Select WX Configuration at the top left.

-Immediately below, select Weather Mode and change it to Historical.

-Select Washington Dulles International Airport (gate is not necessary -

-Select 7 October 2014 at 1945Z.

-Select the PMDG 777-200LR/F in the PMDG Livery.

-Select Fly Now.

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-Ensure the NAV lights switch on the overhead is on.

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-Close the guard on the EMERGENCY LIGHTS switch to arm them

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-Set the NO SMOKING and SEAT BELTS signs to ON and AUTO,

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-Test the oxygen

The taxi route from our current location to gate C2 will

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PMDG Maintenance, Aircraft 001 is ready to depart the

Aircraft 001, PMDG Maintenance - a marshaller will be

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-Turn the beacon on.

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-Complete the BEFORE START checklist.

NOTE: Use ITEM OVRD (not pictured displays to the right of

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NOTE: The above procedure of waiting until the OIL PRESSURE

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-Contact ground (121.625) for taxi instructions:

Dulles Ground, N772LR at the North Maintenance

N772LR, Dulles Ground. Taxi via Zulu, hold short of

Charlie 2 via Zulu, hold short of Echo, N772LR.

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-Taxi straight ahead on Zulu 1. Turn left onto Zulu.

SETTING OURSELVES UP FOR THE TURN:

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