Limitations:

AI 777-300ER

Weights

Kilograms

Maximum Taxi Weight

344,730

Maximum Takeoff Weight

343,823

Maximum Landing Weight

251,290

Maximum Zero Fuel Weight

237,682

Note: The highest MTOW Boeing offers on the -300ER is 351,534kg, AI did not need
and thus pay more for the highest MTOW Boeing offers. Many other -300ER/200LR
operators have done the same, with some operating different weight within the
fleet. This being one of countless customer options on the B777 family (The
lower/higher MTOW -300ERs/-200LRs are physically identical.

AI 777-200LR

Weights

Kilograms

Maximum Taxi Weight

348,358

Maximum Takeoff Weight

347,451

Maximum Landing Weight

223,167

Maximum Zero Fuel Weight

209,106
-------------------

FMC Defaults:

Default acceleration height: 1000'

Default thrust reduction height: Flaps 1 (Note: when conduction Flaps 15/20
takeoff, thrust reduction height must be manually changed to Flaps 5).

Default Engine Out acceleration height: 1000'

EDDF/LFPH/RJAA use NADP1

Acceleration height: 1500'

Thrust Reduction height: 3000'

VABB

Acceleration height: 1000'

Thrust Reduction height: 3000'

EGLL

Acceleration height: 1000'

Thrust Reduction height: 4000'

PERF INIT defaults:

CRZ CG%: 30%

Cost Index: Varies by flight, but due to the very high cost (due taxes) of jet fuel
in India, they operate at a CI range of 40-60).

----------------------------

Boeing customer options:

I can confirm:

RAAS: NOT FITTED

ND: TRK up.

TCAS Range rings on the ND: enabled

ADF: fitted

Units: KGS/Metric
NPS (navigation performance scales): enabled

Smoking & seat-belt selectors: BOTH

Weather Radar: Honeywell RDR-4000 < ---- not modeled in our PMDG -200LR/-300ER.

(PMDG modeled the cheaper and thus more popular Rockwell Collins WXR-2100 on the
PMDG 777-200LR/-300ER).

1 AUX tank:

Note: they may have removed them after delivery like Emirates did, however this is
unlikely). Either way, no route AI has ever operated or operates today (see below),
makes use of the 1 AUX tank in the aft hold.
They never operated a route that required it and neither does the newly launched
DEL-SFO-DEL (started Dec. 2nd).

------

Regarding DEL-JFK/BOM flights

They take a slight (mandatory) detour by heading North West out of DEL. Thus due to
the high terrain of the Himalayas to the North, which would be a more efficient
route, however the aircraft would still be too heavy in a engine out/decompression
scenario at that stage of the flight and thus they must fly around.

Note: AI does not yet have approval from the Indian DGCA (Indian aviation
authority) to operate in the Polar region. Hence they are taking a slightly longer
route to SFO on the westbound sector, by staying at a lower longitude and
overflying northern Greenland versus the shorter and more efficient polar route
which Emirates/Eithad take out of DXB/AUH on their respective SFO/LAX/SEA flights.

In time, AI should be able to operate this routing as well, if indeed they are
going through the regulatory approval process. This is related to suitability of
alternates, providing accommodations in case of remote diversions and gaining the
15% time extension to ETOPS 180, allowing ETOPS 207 to be used for dispatch on days
where lack of suitable alternates would make ETOPS 180 a no-go for on the more
efficient polar routing.

All visible here, on flightradar24:

https://www.flightradar24.com/data/flights/ai173/

Their -200LRs have 238 seats (low density and poorly configured for AI's needs).

They will rarely be operating anywhere near MZFW on the -200LR as they have
purchased the small aft cargo door (less popular option) which prevent cargo
pallets from being carried in the aft hold. (PMDG modeled the more popular large
aft cargo door option).

For reference: EK seat 266, AC 301 in their -200LRs.

I have a contact who potentially has access to their FCOM's so Ill look into
sourcing the other options. What I do know is that they ordered their B777 fleet
relatively "standard".

Ill update the thread when I find out more