PMDG 777 Released

[UrgentSiesta 1,060]

5 hours ago, jjeffreys said:

part of a Deluxe Version to MS2024 finally bringing back the default 737 to the Microsoft Franchise

That would be a welcome surprise!

Otherwise, I can't see myself shelling out for a Max when I have the NG. Too many other entirely different addons to spend time with 🙂

[Gazzareth 890]

1 hour ago, Wise87 said:

They did the same thing with the 737. They knew everyone wanted the 737-800 but released the least popular version (700/600) first. 

Thought it went 700 - 800 - 600 - 900 in terms of release dates. 600 was later because it was so (relatively) cheap.

I won out on that as I only wanted the 700, not so good with the 777 as I will only buy the F...

G

[JRBarrett 3,297]

1 hour ago, Wise87 said:

They did the same thing with the 737. They knew everyone wanted the 737-800 but released the least popular version (700/600) first. 

Yet, when they released the -200LR first in FSX/P3D, everyone was clamoring for the -300ER!

Myself, I would like the freighter when it comes out, but  I have zero interest in any PAX version other than the 300ER. No matter what they do (short of releasing all variants at once) somebody is going to disagree with their release strategy.

[tfm 247]

4 hours ago, Bdub22 said:

I’m pretty sure you’re missing the sarcasm.

Meiosis maybe. But not sarcasm. 🤓

[Wise87 1,358]

1 hour ago, Gazzareth said:

Thought it went 700 - 800 - 600 - 900 in terms of release dates. 600 was later because it was so (relatively) cheap.

I won out on that as I only wanted the 700, not so good with the 777 as I will only buy the F...

G

They released as followed. 

737-700 - May 09, 2022
737-600 - Jul 29, 2022
737-800 - Aug 24, 2022
737-900 - Feb 07, 2023

[Baber20 1,553]

There is a new video up on their Facebook page https://www.facebook.com/share/r/eVz3ACw6LxvwAnfc/?mibextid=qi2Omg

[Greazer 1,434]

6 hours ago, jjeffreys said:

Let me start the rumor train!!

I think it will drop on 11/19/24 as part of a Deluxe Version to MS2024 finally bringing back the default 737 to the Microsoft Franchise. This will most likely be within the release cycle of the 777 Family and will show just how close PMDG and MSFS have been working together and why the MAX has been so hush hush. 

Just my $.02

It's a plausible rumor!  However something tells me that they are not close partners like Inibuilds. Before the release of the 737, Pmdg were having some specific issues. At one point the Captain threatened to run fully naked through Asobo office screaming and yelling until they helped him!  All other developers knew how to fix this simple issue, but not Pmdg.  That held up the release of 737 for quite a while.

[Gazzareth 890]

6 minutes ago, Wise87 said:

They released as followed. 

737-700 - May 09, 2022
737-600 - Jul 29, 2022
737-800 - Aug 24, 2022
737-900 - Feb 07, 2023

I stand corrected, was 100% the 700 came first, thought it was the 800 next, obviously wrong.

Hope the gap between the 300 & F is smaller than the 700 & 600...

 

G

[lwt1971 8,017]

44 minutes ago, Baber20 said:

There is a new video up on their Facebook page https://www.facebook.com/share/r/eVz3ACw6LxvwAnfc/?mibextid=qi2Omg

That teaser is looking mighty good! Gonna be a busy weekend of news and previews with the PMDG 777 NDA lift on Friday, to MS/Asobo's presentation at FSExpo Saturday on MSFS 2024, plus whatever other news/previews/interviews we get (hopefully an update on FBW A380, etc).

[Tuskin38 7,141]

Here it is on youtube

 

[lwt1971 8,017]

Today's showcase: https://forum.pmdg.com/forum/microsoft-flight-simulator-2020-2024-products-discussion/pmdg-777/general-discussion-aa/301497-pmdg-777-showcase-on-hydraulics-and-gears

As promised, this week, we will highlight some of the project's most intriguing aspects. Today, we will conduct an in-depth examination of the gear, tires, brakes, and hydraulic system that powers them ...

Many of Triple Seven's components are notably large. The engines are renowned for being the largest and most powerful on any airliner, and the landing gear is equally impressive. The main landing gear consists of only two struts, each supporting six wheels, making it one of the largest ever installed on an airliner. Let us delve into the specifics of the gear and the hydraulic system that operates it.

Hydraulic System

Of course, all three hydraulic systems are fully simulated, linked to the correct power sources and every main component can fail. It is one of the aircraft systems that is a lot of fun to experiment with. See what exactly happens when you close a valve and what you can do to circumvent the problem.

Notable Features:

• Violating pump operating limitations will cause the case drain fluid to overheat, resulting in an OVERHEAT warning.
• Complete hydraulic fluid simulation with realistic times for pumps to come online and drop offline.
• Engine Driven Pumps (EDP) turn if the engine is turning. The "pump switch" on the overhead is not turning the pump on or off. Instead, this switch controls a solenoid that cuts off fluid flow to the system respectively from the EDP. That solenoid is held in the closed (off) position by DC power, so the loss of that associated DC bus will cause the solenoid to fail-open, thus allowing the EDP to provide pressure to fluid on that side of the aircraft again. This could be bad if you had that pump disconnected for a reason!
• Overheat Electric Motor-Driven Pumps (EMDPs) sensors will trip pumps offline to protect them from overheating. It is important to note that these are different sensors (and different temperature ranges) than those that control the overheat lights. So even when the overheat lights go out, you may be unable to activate the EMDP for a while longer while it is still cooling.
• EMDP cooling time will depend on whether the pump is running or not. (It should take approximately 5 minutes to cool to normal temperatures when running but approximately 30 minutes when off because the fluid provides cooling to the pump. This will vary slightly depending on fluid temperature and wheel well temperature, depending upon the condition.)
• Hydraulic Quantity indication is affected by gear/flap/spoiler/flight control position and thermal shrinking. You will notice changes in hydraulic quantity indicated during flight as you change the aircraft's configuration, set the parking brake, etc.
• The hydraulic quantity is measured by the standpipe within each reservoir. Because the fluid is below the standpipe, you may retain some pressure and functionality even when the system shows no quantity!
   

Landing Gear

The 777-300ER's landing gear is a massive and complex part of the aircraft. It needs to handle tremendous loads and work flawlessly even when parts of the hydraulic systems fail. In this project, we did our best to model as much of its specific behavior (like the horizontal lock on take-off to prevent a tail strike) as possible.

Notable Features

• A Wheel Well fire warning can be triggered by retracting the landing gear with hot brakes into the gear bays. Follow the ECL if you get a Wheel Well fire indication!
• We have simulated the full alternate gear extension for the 777. You will notice that the landing gear doors remain open during an alternate extension. To retract them after landing, you must go into the maintenance menu and reset the gear doors. This models the real-world reset switches located near the gear bays on the airplane's exterior. The gear doors cannot be reset in flight, so use caution with that alternate gear switch!
• You will notice that the volume of the gear-bay turbulence sound changes as the nose gear forward bay doors open and close during extension and retraction. This sound is entirely code-controlled and dynamic, so if you lower the gear using the alternate extension, the turbulence noise will be louder on the flight deck than when those doors close as they normally do during extension.
• When the front gear steers over 10 degrees, the main gear's rear 2 wheels start steering to minimize turning stress.
• The landing gear trucks, including the 777-300ER's unique cantilever function, are fully modeled. This function causes the truck to lock in place during takeoff and use cantilever action to provide additional tail clearance during rotation. If you watch closely, you will see the 777-300ER rise on its heels during rotation, a unique feature of this aircraft that is fully modeled in the PMDG 777-300ER.
• Fully functioning tail strike prevention and detection system with animated tail skid.
• The landing gear has its own shadow mask so the beacon lights cast the correct shadow, a rare feature in MSFS!

Brakes and Tires

We spend a lot of effort on the wheels, tires, and brakes, and it is one of the highlights of this project. Note that some of these features were already in our Prepar3D.

Notable Features:

• During your walk around, check the brake pins; they will show you the wear of the disk brake lining.
• As brake dust gathers, your rims will get progressively dirtier with each landing. Certainly, you will note that the rims will look dirty after heavy brake use.
• When airliner tires are changed, the entire wheel hub and tire are changed as an assembly, so you will notice that when you change tires, you wind up with a clean wheel and fresh rubber tires. (Brakes are changed as a separate component, however!)
• During the airplane's operation, the tires accumulate wear. Wear will accumulate based on taxi distances, the number of takeoff and landing cycles, and heavy braking, whether manual or under auto brake. The tire surface shows signs of wear as wear accumulates on the tire.
• The tire manufacturer provided real-world data on tire wear, which is modeled and stored per tail number.
• Brakes are subject to Brake Temperature Soak. After heavy brake use, the brake temperature will climb for some time.
• When the brake disks are very hot, they glow. The color indicates the temperature (lighter/brighter is hotter). The cooling rate depends on many factors, from ambient temperature to airflow. When you taxi, you will see the front brakes cool faster than the two aft brakes. The optional brake disk temperature (where they absorb the most energy) is around 700° Celsius! Hot brakes are not ineffective! When you taxi you will see the brakes on the front wheels cool the fastest as they get the most fresh air.
• The anti-skid system is active in all braking modes and assists with touchdown skids and hydroplaning. Each wheel is monitored and controlled independently. The complete anti-skid system, from wheel speed sensors to regulating valves and control logic, is modeled.
• You can monitor the brake accumulator pressure using its gauge (under the main displays) and other information on the landing gear synoptic page.
• Keep in mind you do not have brakes on your nose gear.
• The 777 braking system is designed to manage aircraft acceleration during landing; however, far less acceleration is managed during taxi. To normalize the brake feel for the pilots, the braking system logic only uses four brakes on each main landing gear during taxi.
• To spread brake wear evenly, the automated logic switches between the axles automatically to determine which brakes will not be used on the next brake application. The brake system alternates between four brake groups: left forward and left center, right forward and right center, and the two aft wheels, which are controlled independently.
• If you aren’t used to the parking brake function in a modern Boeing, beware- as we have modeled this accurately. You must press the brake pedals fully (press and hold) while pulling the parking brake switch to its latched position. This will lock the brake pedals in their set position. You can release the parking brake by pressing the brake pedals fully (press and hold) a second time. There is one dangerous bit here, however! Set the parking brake without sufficient hydraulic pressure available in the brake accumulator. You will get the latched parking brake handle and locked pedals, but you will not see the white annunciation on the EICAS that alerts you that the brakes are fully set and pressure is detected. If you don’t see that indication, you don’t have the brakes set!
• The autobrake in a B777 decelerates the aircraft at a set rate:
  - Autobrake 2 is 5.0 ft/sec² at max 1600psi
  - Autobrake 3 is 6.0ft/sec² at max 1850psi
  - Autobrake 4 is 7.5ft/sec² at max 2150psi
  - Autobrake MAX AUTO is 11.0 at max 3100psi
  All settings except RTO have a 0.1sec delay after receiving the ground signal. All this is fully modeled.

Tommorow we'll look our new cabin and the extensive lighting options of the interior and the exterior of the aircraft.
 

Edited June 18 by lwt1971

[Freq_flyer44 145]

Just the tire wear (over time) has me looking forward to seeing my 400fpm with full braking 'Tokyo drift' landings showing their marks on these big wheels! (probably on the very next walkaround)

[rutrA 317]

 

 

[Baber20 1,553]

This will be the biggest product launch ever in flight sim history. Truly insane. 

[Juliett Alfa Romeo 590]

June 25.