PSS B777 Panel Manual

Phoenix Simulation
Software
Boeing 777
Panel Manual
Table of Contents
1. Overhead Panel Page 3
i. ADIRU Page 3
ii. Thrust ASYM Page 4
iii. Electric panel Page 5
iv. Wiper panel Page 8
v. Miscellaneous Page 9
vi. Hydraulics Page 10
vii. Passenger signs Page 12
viii. Fire Protection Page 17
ix. Engine Page 18
x. Fuel System Page 19
xi. Pneumatics Page 20
2. Main Panel Page 22

i. MCP Page 22
ii. PFD Page 27
iii. ND Page 31
iv. EICAS Page 35
3. Aircraft Systems Page 39

i. Electrical System Page 39
ii. Hydraulic System Page 41
iii. Engines Page 42
iv. Fuel Systems Page 43
v. Pneumatics Page 44
vi. MFD Page 45
vii. FMC – quick guide Page 48
viii. GPWS Page 49
ix. Radio Page 50
x. Miscellaneous Page 51
xi. Performance set up Page 53
4. Credits and Copyright Page 55
© Phoenix Simulation Software 2005 2

Phoenix Simulation Boeing 777 Overhead
Software Panel Manual
ADIRU Section 1
Air Data Inertial Reference Unit (ADIRU)
The ADIRU is responsible for providing flight data, inertial reference, and air data. It is fault-
tolerant and fully redundant.
Power
Initially the ADIRU requires battery bus power and the ADIRU switch to be on, after switching
on the ADIRU the airplane cannot be moved until full alignment occurs. If the airplane is
moved or the ADIRU is turned off a full realignment cycle must be conducted.
In flight, system logic prevents the ADIRU from becoming unpowered, even if the switch is
inadvertently switched off.
ADIRU Alignment
While the ADIRU is either unaligned or in alignment all attitude and heading/track information
is removed from the PFD’s.
Once electrical power is provided to the aircraft the ADIRU switch is turned on. Airplane
latitude/longitude position must then be entered on the CDU POS INIT page.
You may either enter the airport and gate number that you are currently at or use the GPS
derived position. Press the right LSK next to the co-ordinates you wish to use to enter them
th
in the scratch pad and 5 right LSK to set the inertial position.
Once alignment is complete the airplane can be moved, however if the airplane stops for an
extended period of time the ADIRU automatically realigns itself until the airplane moves
again.

Thrust ASYM Comp/Primary Flight Computers Section 2

Thrust Asymmetry Compensation (Thrust ASYM COMP)
*Currently not modelled in the simulation*
When the switch is in the auto setting the thrust asymmetry compensation operates
automatically if an asymmetry condition is detected, such as an engine failure. If the switch is
off it disconnects the system from the flight control system.
Primary Flight Computers Controls
When the switch is on it puts the flight control system into direct mode and when in the
disconnect detent disconnects the primary flight computers (PFCs) from the flight control
system.

Electrical Panel Section 3

Introduction
The electrical system generates and distributes AC and DC power to various airplane
systems and is comprised of: main AC power, backup power, DC power, standby power, and
flight controls power. The whole system is automatic and any faults are detected and
isolated.
Battery
Turning the battery on while on the ground allows a few switch annunciation lights to
illuminate and also allows the APU to be started. When other sources of AC power are
removed it powers the emergency lighting as well the PFD, ND, MFD, EICAS and CDU.
APU Generator (APU GEN) Switch
The APU is electrically identical to the IDGs (integrated drive generator) located in each
engine and can provide either or both main busses. It can also be used in flight as a
replacement to either IDG source.
When the APU GEN is on the generator is armed to automatically close if there is no other
power source available, connecting to both main AC busses. If external power sources are
available the APU will power either bus.
The APU GEN OFF light illuminates when the APU is operating and the APU generator
breaker is open or because the switch is on the off position.
BUS TIE Switches
The bus tie relays, which are controlled by the BUS TIE switches, isolate or parallel the main
busses. When the switches are set in the AUTO position the bus tie system operates
automatically to maintain power to both main busses.


Generator Control (GEN CTRL) Switches
Within each engine is an Integrated Drive Generator (IDG) which, when the engine is started,
automatically powers the respective main bus, as long as the GEN CTRL Switch is on. Each
individual IDG may be disconnected from their bus by turning the GEN CTRL Switch off.
Drive Disconnect Switches
When the switch is pushed the Integrated Drive Generator (IDG) is disconnected from the
engine input.
External Power Switches
When external power source voltage and frequency are within limits the AVAIL (available)
light illuminates on the switch. External power can supply both the left and right main busses
when there is no other supply of power as well as when either the IDG or APU are running.
Turning the switch on will connect the external power to the various busses.
Backup Generator (BACKUP GEN) Switches
In the event that backup power is required it is provided by a variable speed and frequency
generator mounted on each engine. When the switch is on the backup generator is armed for
operation and when it is off it opens up the control relay.


APU Control Selector
When the selector is moved to the start position it initiates the automatic start sequence and
then is spring loaded to return to the ON position. When in the ON position it opens the fuel
valve and inlet door, activates AC or DC fuel pump and powers the APU controller. When
there is no further need for the APU, the selector can be moved to the off position which
closes the APU bleed air isolation valve and initiates a normal shutdown.

Wiper Panels Section 4

Wiper Selectors
When in the off position the window wipers remain stowed, at the INT detent the wipe
intermittently. At low the wiper operates at low speed and high the wiper operates at high
speed.
Camera Lights
When turned on the nose and tail mounted camera lights come on.

Miscellaneous Section 5
Emergency Lights
When this switch is in the armed position in the event of a loss of electrical power all
emergency lights will illuminate automatically. While in the on position all the emergency
lights will illuminate and in the off position the emergency lights will not illuminate, even if
there is a loss of electrical power.
Service Interphone (SERV INTPH) Switch
When the switch is in the off position it allows the independent operation of the service and
flight interphone system, and while in the on position connects the service and flight
interphone systems.
Passenger Oxygen
The passenger oxygen system automatically deploys oxygen masks in the cabin and toilets
when the cabin altitude exceeds 14,000ft. The passenger oxygen switch allows the oxygen
masks to be deployed manually.
Window Heat
These switches turn on and off the exterior anti-icing and interior antifogging on all flight deck
windows. These begin to operate as soon as electrical power is established.

Hydraulics Section 6
RAM Air Turbine (RAT)
When deployed the RAT can provide hydraulic power to the primary flight control components
which are connected to the centre hydraulic system. It also provides electrical power through
the flight envelope.
The RAT will deploy in flight if both engines are failed, both AC transfer busses are
unpowered of all three hydraulic system pressures are low. The RAT may also be deployed
manually by pressing on the RAT switch.
Once deployed the RAT cannot be stowed in the air and must be done so by an engineer on
the ground.
Left/Right Engine Primary Pump Switches
These switches pressurise the related left of right hydraulic system by the engine-driven
hydraulic pump when the engine rotates and the switches are on. When they are turned off
the engine-driven pump is turned off and depressurised.
Left/Right Demand Pump Switches
These pumps, rather than been engine driven, are electrically driven and provide
supplementary hydraulic power for periods of high system demand. They also provide a
backup power source. When in the auto position the pump operates when pressure is low or
when the system believes there will be a large system demand. When in the on position the
pumps run continuously and in the off position the pumps don’t run at all.

Hydraulics Section 6
C1/C2 Electrical Primary Pump Switches
There are two motor-driven primary pumps for the centre hydraulic system. The primary
pump switches control the pump operation. When the switch is turned on the pumps operate
and when turned off the motor-driven pumps are turned off.
C1/C2 Air Pump Switches
These pumps, rather than been motor driven, are air driven and provide supplementary
hydraulic power for periods of high system demand. They also provide a backup power
source. When in the auto position the pump operates when pressure is low or when the
system believes there will be a large system demand. When in the on position the pumps run
continuously and in the off position the pumps don’t run at all.

Passenger Signs and Lighting Section 7

No Smoking Switch
When the switch is in the off position the no smoking signs are not illuminated and when in
the on position the no smoking signs are illuminated.
If selected in the auto position the signs are illuminated or extinguished automatically with
reference to airplane altitude and configuration.
Seatbelt Switch
When the switch is in the off position the Seat Belt/Return to Seat signs are not illuminated
and when in the on position the Seat Belt/Return to Seat signs are illuminated.
If selected in the auto position the signs are illuminated or extinguished automatically with
reference to airplane altitude and configuration.
Circuit Breaker Panel Light Control Switch
This switch controls circuit breaker panel light brightness.
Dome Light Control
This switch controls overhead dome panel light brightness.


Storm Light Switch
This switch overrides the normal light settings and illuminates the cockpit lights at maximum
brightness.
Master Brightness Control Switch
When the control is on it allows the generic setting of all panel lights, overriding their
individual settings.
Glareshield Panel Light Control (outer)
Illuminates all the backlighting on switches, selectors and labelling.
Glareshield Flood Light Control (inner)
Illuminates the flood lighting,


Landing Lights
The landing lights are located in the left and right wing root which are optimized for the flare
and ground roll. There are also two nose gear located landing lights which are optimized for
the approach. When the switches are in the on position the landing lights are on and when
the switch is in the off position the lights are off.
Beacon Lights
The beacon light are the red anti-collision lights on the top and bottom of the fuselage. They
should be turned on at any time the airplane is moving (under its own power or a tug), or
when the engines are running. When the switch is in the on position the beacon lights are on
and when the switch is in the off position the lights are off.
Navigation/Position Lights
The navigation/position lights are the red and green lights on the forward wing tip (red on the
left wing and green on the right wing). On the aft tip of both wings is a steady white light.
When the switch is in the on position the navigation/position lights are on and when the switch
is in the off position the lights are off.
Logo Lights
The logo lights are located on the stabilizer and illuminate the airline logo on the vertical tail
surface. When the switch is on the logo lights are on and when the switch is in the off
position the logo lights are off.


Wing Lights
The wing lights are positioned on the fuselage and illuminate the leading edge of the wing.
When the switch is in the on position the wing lights are on and when the switch is in the off
position the wing lights are off.
Runway Turnoff Lights
The runway turnoff lights are positioned in the wing roots and illuminate the area in front of
the main gear. When the switches are in the on position the runway turnoff lights are on and
when the switches are in the off position the runway turnoff lights are off.
Taxi Lights
The taxi lights are positioned on the non-steerable portion of the nose strut and are used to
illuminate the area ahead of the aircraft. Care must be taken not to blind ground and other
crews using the taxi lights. When the switch is in the on position the taxi lights are on and
when the switch is in the off position the taxi lights are off.
Strobe Lights
The strobe lights are high intensity lights located on the forward tip of each wing and also on
the tail cone. They should only be used when on an active runway of when airborne. When
the switch is in the on position the strobe lights are on and when in the off position the strobe
lights are off.


Indicator Lights
When in the BRT (bright) position all the annunciator lights are set to full brightness, when in
the DIM position all the annunciator lights are set to a low brightness. The test position is not
currently modelled in the simulation.

Fire Protection Section 8

APU Fire Switch
When a fire is sensed in the APU the fire switch unlocks which arms the fire extinguisher
bottles, closes the fuel and bleed valves, shuts the air inlet door and shuts down the APU.
Rotating the switch will discharge the fire extinguisher into the APU compartment.
Fire/Overheat Test Switch
When pushed and held in simulates fire and overheat situations in the engine, APU,
wheelwell and cargo compartment. It is used to test the various fire alerting indications.
Cargo Fire Discharge Switch
When pushed the fire extinguisher bottles are discharged into the armed cargo compartment.

Engine Section 9
Electronic Engine Control (EEC) Mode Switches
NORM - Selects normal Electronic Engine Control mode. Sets thrust using EPR as the
controlling parameter. Prevents over boost at full throttle.
ALTN - Selects Alternate Electronic Engine Control mode. Thrust be manually set using N1
as the controlling parameter. Autothrottle disengages. Alternate mode automatically selected
during reverse thrust.
Engine Start Up panel

To initiate engine
startup, move to
START position.
The switch will
return to NORM
position when
engine is running.
When switch in
CON position,
engine igniters
operate
continuously.
Autostart switch
When in ON position, the engine
startup will be performed
automatically when Start switch is
in START position and fuel control
switch is in RUN position.
When switched off, you should
monitor engine spool up and
engage fuel control switch at
correct moment.

Fuel System Section 10
Fuel Jettison
Guard shields
Fuel Jettison is activated by arming the system, lifting the guard shields and then activating
the left and right nozzles in turn. The rate of fuel dump can be regulated by the “fuel to
remain” pull knob. Pull and turn to the right to increase flow, left turn to decrease flow.
Fuel Pumps and Cross Feed Systems
Cross feed valve switches connect left and right fuel systems.
When white bar visible, valves are open.
The fuel system includes centre tank and two main (left and
right) wing tanks. Each fuel tank has two fuel pumps feeding
fuel into the fuel system. A single pump can supply sufficient
fuel to operate one engine. The centre tank pumps have
higher output pressure than main tank pumps. Centre tank
pumps override the main tank pumps so that fuel in centre
tank is used first.
Any fuel pump can supply either engine. An engine can be fed
from opposite fuel tank by opening the cross feed valves.
Cross feed valves are normally closed to isolate left and right
fuel systems.
Centre Tank Pump Switch
The fuel system operation is automatic. However, the crew
must switch off centre tank pumps when tank empties, which
is indicated by an EICAS message. Switches on a fuel pump. Pump
operates when commanded by
Main tank pump switches system logic.
Switches on a fuel pump. Pump operates when commanded
by system logic. PRESS light illuminates when
tank is empty. Light is NOT
PRESS light illuminates when tank is empty, or tank contains visible
fuel but pump is switched off. when pump is switched off.

Pnuematics Section 11
Air conditioning and cooling system
Equip Cooling.
AUTO: Equipment ventilation and
cooling is controlled automatically.
OVRD: Ventilation fans are switched
off
Recirc Fans switches

Recirculation fans move the air through
the cabin and help equalize the air
pressure and allow for air recycling.
Gasper switch
ON: Conditioned air is supplied
to gasper outlets located above
each passenger seat.
Flight Deck and Cabin Temperature switch

Auto: Temperature controlled automatically. Turning the switch to the left will lower the
temperature, and turning to the right will raise the temperature.
Trim air and Packs
Trim Air switch

ON: Trim air system adjusts and
equalizes the temperatures in
different cabin zones.
OFF: Only the average cabin
temperature is controlled.
Pack switches
AUTO: Pack is automatically
controlled.
OFF: Loss of bleed air source,
or pack is selected off.

Pnuematics Section 11
Bleed Air System
Isolation switches
AUTO: isolation valve operates automatically.
CLOSED: Valve is automatically or manually
closed.
Engine Bleed Air switches

ON: engine automatically supplies bleed air
into the pneumatic system, when engine is
running.
OFF: engine bleed air valves are closed.
APU Bleed Air switch

AUTO: APU bleed air is automatically supplied into the pneumatic system, when APU is
running.
OFF: APU bleed air valve closed.
Ice Protection
Anti-Ice switches.
OFF: System closed

Auto: System automatically monitors and engages as
required.
ON: Over-rides monitoring and is constantly on

Phoenix Simulation Boeing 777 Main Panel
MCP Section 1
Automatic Flight
The Autopilot and Flight Director system allows automatic flight in both Command and Flight
Director modes. In Command mode, the autopilot is controlling the aircraft pitch, roll and
thrust. In Flight Director mode, the autopilot generates control commands and moves the
flight Director bars on Primary Flight Display to guide the pilot. The auto-throttle system
operates thrust levers to adjust thrust according to engaged autopilot modes.
Autopilot and Autothrottle

Autopilot has three channels, Pitch, Roll, and Thrust channels. Some autopilot modes control
only one channel, while other modes control two channels.
The Roll modes are single-channel.
They include:
HDG HOLD Commands the autopilot to roll wings level, and hold the heading existing
when reaching zero bank.
HDG SEL Turn to and maintain heading selected in MCP HDG/TRK window. The
bank angle during the turn is either automatic or can be manually set using the bank
angle selector.
TRK HOLD Commands the autopilot to roll wings level, and hold the track existing
when reaching zero bank.
TRK SEL Turn to and maintain track selected in MCP HDG/TRK window. The bank
angle during the turn is either automatic or can be manually set using the bank angle
selector.
LNAV Lateral navigation. Follow FMC-generated roll commands to fly the active
route.
LOC Capture and follow the localizer.
Basic Pitch modes are single-channel too:
ALT HOLD Captures and holds the altitude existing when the mode was engaged.
This mode is also engaged when in V/S or FLCH mode and airplane reaches the
altitude selected in MCP Alt window.
V/S When engaged, opens the VS / FPA window with present vertical speed, and
maintains this speed. The vertical speed can be adjusted using the VS / FPA
thumbwheel.
FPA When engaged, opens the VS / FPA window with present flight path angle, and
maintains this angle. The flight path angle can be adjusted using the VS / FPA
thumbwheel.
G/S Captures and holds the glideslope.
Other Pitch modes are two-channel and control both pitch and thrust:
FLCH Starts climb or descent towards the altitude selected in MCP Alt window. If
climbing, throttles maintain Climb thrust, if descending, throttles are moved to idle.
The aircraft pitch is adjusted to maintain the speed selected in MCP IAS/Mach
window. The plane nose is lowered to accelerate and raised to decelerate.
VNAV Vertical navigation. Both pitch and thrust are controlled to follow the vertical
profile and speed settings generated by FMC for the active route.

MCP Section 1
Two thrust modes are also available, which are
SPD Autothrottle adjusts thrust to maintain the speed selected in IAS/MACH window.
THR Autothrottle maintains reference thrust selected in FMC and shown on EICAS
display.
The APP mode controls both pitch and roll to follow localizer and glideslope for an
ILS approach.
The autopilot modes are operated from the Mode Control Panel (MCP)
1. Autopilot engage button. Engages autopilot in currently selected modes, if Flight

Director already engaged. If Flight Director off, engages HDG HOLD and V/S modes
when in flight.
2. Flight Director switch. Displays Flight Director bars on PFD. When switched on whilst
on the ground with no autopilots engaged arms TO/GA pitch and roll modes. When
engaged in flight with no active autopilots, engages HDG HOLD and V/S modes.
3. Autothrottle Arm switch. Arms autothrottle. Thrust controlling modes cannot be

engaged if autothrottle is not armed.
4. Autopilot Disengage bar. When pushed down, disengages the autopilot. Prevents
autopilot engagement when in down position.
5. IAS/MACH select button. Toggles the window display and speed mode between
Indicated Airspeed (IAS) and Mach. Current selection is shown on the left side of the
display.
6. CLB CON button. Inhibited below 400ft AGL. When pushed, changes engine thrust
limit to CLB or CON if one engine is inoperative. This button is normal means of
reducing takeoff thrust to climb thrust if VNAV is not used.
7. Autothrottle button. Engages SPD autothrottle mode. Throttles maintain airspeed or

Mach selected in IAS/MACH window
8. IAS/MACH Window. Displays selected airspeed or Mach. Blank when in VNAV mode
and the speed is controlled by FMC. When aircraft is first powered, displays 200
KTs.

MCP Section 1
9. IAS/MACH Selector knob. When Rotated, sets speed in IAS/MACH window. When
Pushed while in VNAV mode, un-blanks the display to current FMC commanded
speed and allows to manually adjust the target speed. Second push blanks the
display and returns speed control to FMC.
10. Lateral navigation button. Engages LNAV mode when above 100 feet radio altitude.
Arms LNAV mode for engagement when on the ground or below 100 feet. LNAV
mode uses FMC-generated commands to follow the active route. When LNAV mode
is armed, it can be disarmed with second push. LNAV mode can be disengaged by
selecting other roll mode. Automatically disengages when LOC mode engaged and
localizer becomes alive.
11. Vertical navigation button. Engages VNAV mode when above 400 feet radio altitude.
Arms VNAV mode for engagement when on the ground or below 400 feet. VNAV
mode controls both pitch and thrust to follow the FMC-calculated vertical profile and
speed. Armed VNAV mode can be disarmed with second push. VNAV mode can be
disengaged by selecting other pitch mode. Automatically disengages when APP
mode armed.
12. FLCH button. Engages Flight Level Change mode, if Autothrottle is armed. If the
MCP altitude is higher than current altitude, a climb will be performed. The throttles
will maintain reference thrust selected in FMC (Takeoff or Climb thrust), while
elevator will pitch the aircraft to maintain the speed set in IAS/MACH window. If the
MCP altitude is lower, descend will be performed. The speed will be maintained by
elevator, and throttles will retard to idle. When aircraft intercepts the MCP altitude, it
will level off and autopilot modes will automatically switch to SPD and ALT HOLD.
When using VNAV, the normal procedure is to set your cruise (or ATC cleared) altitude in
MCP Altitude window before takeoff, and reset this altitude to zero or MDA (or as directed by
ATC) when approaching the Top of Descent point. Until a lower altitude is not selected, the
descent will not be started.
When VNAV mode is active, as in other vertical modes, the MCP altitude window is a
«restriction». When aircraft climbs or descends in VNAV mode and reaches the altitude
selected in Alt window, it levels off and pitch mode displayed on PFD changes to VNAV ALT.
Thus, the altitude window can be used for example when flying under ATC control. If ATC
clears you to climb to an altitude lower than cruise altitude set in FMC, all you need is to
select your clearance in MCP ALT window. Aircraft will level off when approaching this
altitude. As soon as another clearance is received, enter the new cleared altitude or cruise
altitude in ALT window and Push the Altitude selector knob to resume the climb.

MCP Section 1
13. HDG/TRK selector. Toggles the window display and mode (if engaged) between
heading and Track. Current selection is shown on the left side of the display.
14. HDG/TRK window. Displays selected heading or track. This heading (track) will be
maintained if HDG SEL or TRK SEL mode is engaged.
15. SEL button. Located on top of heading selector. When pushed, engages HDG SEL
or TRK SEL mode depending on HDG/TRK selector. This mode turns to and
maintains the heading or track selected in HDG/TRK window, using banks as
commanded by Bank Limit Selector switch.
16. Bank Angle Limit selector. Rotate to select automatic bank angle specific bank angle
limit. When turning in HDG SEL or TRK SEL mode, the aircraft will not bank over the
selected limit.
17. HDG/TRK selector. Rotate to adjust the heading or track displayed in HDG window.
18. HOLD button. When pushed and wings are level, holds the current heading or track.
When pushed and in turn, first rolls wings level, and holds the heading or track which
existed upon leveling.
19. VS/FPA select button. Toggles the window display and mode (if engaged) between
Vertical Speed and Flight Path Angle. Current selection is shown on the left side of
the display.
20. Altitude window. Displays selected altitude. When reaching this altitude in any pitch
mode, the plane will level off. FLCH mode will start climb or descent towards this
altitude when engaged.
21. VS/FPA selector. Adjusts vertical speed or flight path angle displayed in VS/FPA
window. Inoperative when window is blank.
22. Altitude window. Displays selected altitude. When reaching this altitude in any pitch
mode, the plane will level off. FLCH mode will start climb or descent towards this
altitude when engaged.
23. Altitude selector. Rotate: adjusts altitude displayed in ALT window.

Push: During VNAV Climb, removes the next route altitude restriction before cruise
altitude. During VNAV Descent, removes the next route altitude restriction. If in
Climb and no restrictions ahead, or in Cruise, and MCP altitude is higher than FMC
cruise altitude, changes cruise altitude to the selected MCP altitude. If in VNAV
mode and aircraft is holding the captured MCP altitude and MCP altitude is changed,
resumes climb or descent.
24. VS/FPA button. Engages V/S or FPA mode, which maintains vertical speed or flight
path angle selected in VS/FPA window. When pushed to engage, captures present
vertical speed or flight path angle. If autothrottle armed, also engages the SPD thrust
mode.
25. ALT HOLD button. Engages ALT HOLD mode. Aircraft levels off and captures and
maintains the altitude existing when mode was engaged. Altitude selected in MCP
ALT window is not affected. If autothrottle armed, also engages the SPD thrust
mode.

MCP Section 1
26. LOC button. Engages or arms LOC mode. LOC mode remains armed until localizer
becomes alive. While LOC mode is armed, it can be disarmed with second push.
LOC mode captures and tracks the localizer course inbound. LOC mode can be
disengaged by selecting other roll mode.
27. APP button. Engages or arms LOC and G/S modes. LOC mode remains armed until
localizer becomes alive. G/S mode remains armed until glideslope alive and aircraft is
not higher than one dot above the glideslope, or below it. Armed modes can be
disarmed with second push. G/S mode captures and follows the glideslope. Below
1500 feet radio altitude with LOC and G/S modes engaged and any autopilot active,
all three autopilots automatically engage and are locked for autoland. After this, APP
mode can be disengaged only by sliding the Disengage bar down.

Primary Flight Display Section 2
Primary Flight Display (PFD) layout
AFDS engaged state Flight Mode annunciations Attitude Indicator
Angle of Attack
Airspeed Altitude Indicator

Indicator
Flight Director Vertical Speed

Indicator
Heading Indicator
Command Speed
Displays speed selected on Mode Control
Panel (MCP) or FMC commanded speed
when MCP speed window is blank
Flap Retraction Speeds

Indicate flap retraction speeds for current (5)
and previous (1) flap positions. Not displayed
on the ground
Speed Trend Vector

Shows acceleration or deceleration rate
Minimum Maneuvering Speed

Shows maneuver margin to stall. Turns below
this speed may cause the aircraft to stall
Maximum Speed
Maximum speed not to be exceeded
Mach / Groundspeed
Shows Mach number when above M0.4, or
current Groundspeed when below

Mach / Groundspeed
Shows Mach number when
above M0.4, or current
Groundspeed when below.
Command Altitude
Displays altitude selected on
MCP.
Current Altitude
Displays current barometric
altitude. When below 10,000 feet,
the first digit is replaced with a
green box.
Outlined in bold white when
approaching MCP selected
altitude and within 900 to 300 ft to
it. Outlined in yellow when
deviating from MCP
selected altitude and within 900
to 300 ft from it.
Barometric Altimeter Setting

Displays selected Baro setting or STD, as selected on EFIS panel. Outlined in yellow when
above transition altitude and STD not set, or below transition level and STD set.
Decision Height
Displays Decision Height (RADIO or BAROmetric) selected on EFIS panel. Flashes in yellow when the
aircraft is below selected height. Select Radio or Barometric DH Display Meters Select In.Hg. Select
hPa Adjust DH Adjust Barometric Setting Toggle between selected Baro Setting and Standard fixed
28.82 In.Hg. EFIS Panel
Vertical Speed Readout

Shows Vertical Speed when over +/- 400 FPM. Placed above the indicator when climbing, and below
the indicator when descending. Ground Displays Ground level, if the aircraft is below 400 ft AGL.

Current Heading
Existing aircraft heading.
MAGnetic or True heading display indicator
Selected Heading
Heading selected in MCP Heading window. When selected heading is outside visible rose
part, the heading bug parks at a side closer to the selected heading.
AFDS Engaged State Indication
FLT DIR Flight Director switch engaged while none of CMD buttons are engaged;
Flight Director bars visible
A/P Either CMD button engaged; the aircraft is controlled by

autopilot
LAND 3 Autoland active, all 3 autopilots are in CMD mode
Flight Mode Annunciations

Displays the active and armed Autothrottle, Roll and Pitch autopilot modes. Active modes are
displayed in green. Armed modes are displayed in white under Active modes. When a mode
is changed, it is boxed for 10 seconds.
Autothrottle modes
THR REF Maintains reference thrust which is shown on EICAS display
SPD Maintains speed selected in MCP Speed window
IDLE Throttles are being moved to Idle position
HOLD Autothrottle servos are disconnected, allowing for manual adjustment
Roll Modes
HDG SEL Maintains heading selected in MCP Heading window
TRK SEL Maintains track selected in MCP Heading window
HDG HOLD Rolls wings level and maintains heading existed when leveled
TRK HOLD Rolls wings level and maintains track existed when leveled

LNAV FMC commands bank to follow the active route. Armed when below 100 ft
HOLD Captures and holds localizer track. Armed until localizer becomes alive
Pitch Modes
ALT Holds altitude existing when ALT HOLD button was pressed on MCP, MCP
altitude when it was captured while in V/S or FLCH mode
V/S Holds vertical speed selected in MCP VS / FPA window
VNAV VNAV mode is armed when the aircraft is below 400 ft
VNAV PTH Maintains altitude or vertical descent path commanded by FMC to follow
route vertical profile.
FLCH SPD Maintains speed selected on MCP by pitching the aircraft up or down
VNAV SPD Maintains FMC commanded airspeed by pitching the aircraft up or down
FPA Holds flight path angle selected in MCP VS / FPA window
Pitch Modes
VNAV ALT Maintains MCP selected altitude if it was captured during MCP climb or
descent
G/S Captures and holds glideslope. Armed until glideslope is alive and aircraft is
below, or less than one dot above GS.
FLARE Raises the aircraft nose to reduce vertical speed before touchdown. Armed
when descending through 1500 ft radio altitude and engaged at 50 ft above
runway.

Navigaton Display Section 3

ND controls on EFIS panel
Select ND mode Centre or expand ND display Select ND range
Left Nav Aid display Right Nav Aid
Display
WX radar on/off VOR Stations Waypoint Display Airport Display
ND showing WX Radar

APP and VOR Modes
Current Heading
Present magnetic heading.
GS and TAS
Current Ground Speed and True
Airspeed VOR 1 CDI
VOR 1 course deviation
Wind Indicator
Indicates wind
direction and
strength
TCAS display
Advises TCAS is
on. Diamonds
represent other
aircraft with alt
difference in
hundreds of
feet. + means
above – means
below
NAV Aid Info

NAV Aid source,
name, and
distance indication
Left Nav Aid

Points in the direction of VOR1 or ADF as selected on the EFIS panel VOR1 OBI Indicates selected
course for NAV1 radio
Right NAV Aid Points to the VOR2 or ADF as selected on the EFIS panel


MAP MODE
Display range Heading Index Groundtrack

Current MAG heading Current MAG groundtrack
Next waypoint
Active waypoint name, ETA and
distance
Active route
Enroute waypoints and legs. route
deviations are shown as white
dashed line (not shown)
Runway centreline extension
Trend Vector
Predicated position in 30, 60 and 90
seconds
Altitude range ARC

The range at which the aircraft will
reach the MCP altitude, based on
current vertical speed
Tuned VOR
Descent profile deviation

when at descent stage.


PLAN MODE
ND in Map Mode
Step to next waypoint
B777 Flight Management

Computer (FMC)
The PLAN mode is used to review the active FMC route. The display is North-oriented.
The top part of the display is the same as in MAP mode, and bottom part shows the active
route. When EFIS Mode switch is moved into PLAN position, the display is initially centered
around the first (active) waypoint. If the FMC LEGS page is opened, a <CTR> mark appears
after this waypoint name.
The centering can be advanced by selecting the STEP > prompt on FMC CDU, or pressing
NEXT PAGE CDU button to advance to first waypoint on next page.

Engine Indication and Crew Alerting System (EICAS) display Section 4

The EICAS display is divided into four main areas: Primary Engine indicators, Message area,
Gear status and Flaps status displays. Secondary engine indicators are shown on ENG page
of Multifunction display on central pedestal.
TAT
Displays Total Air Temperature.
Engine indicators
Displays main engine parameters.
Message area
EICAS Warnings, Cautions,
Advisories and Memo messages.
Gear and Flaps indicators

Gear position and actual and
commanded flaps position. (Flaps not shown in
the UP position)
Total Fuel quantity

Amount of fuel left in all tanks.
PRIMARY ENGINE INDICATORS
N1
Current N1 (Fan) RPM, in percent.
EGT
Exhaust Gas Temperature. Readout
not displayed when engine off.
Thrust Reference Mode

Thrust reference mode selected on
FMC.
Reference Thrust
FMC selected reference thrust.
Digital readout changes to REV
when reverse thrust is applied.

Flaps and Gear Indicators
Gear position
Shows green «DOWN» when gear down and locked.
Shows white hatched box when gear in transit.
Shows white «UP» when gear up.
Indicator is removed after 10 seconds when gear up.
Actual Flaps Position Shows current actual flaps position.

Indicator is removed after 10 seconds when flaps are up.
Commanded Flaps Position Shows position of flaps lever.

Green when flaps are in commanded position,
Magenta while flaps are moving to commanded position.
Gear lever. Click on desired position with

mouse, or use Flight Simulator
.G. key.
Flaps lever on central

pedestal. Click above or below
to move lever up or down, or
use standard Flight Simulator
key commands.

EICAS Messages
Warning messages
Alerts that require immediate action. Cannot be
cancelled. Shown in red.
Caution messages
Alerts that require immediate attention. Shown in
yellow below any Warnings.
Advisory messages
Alerts that require attention when time permits.
Shown in yellow and indented by a space to
distinguish from Cautions.
Memo messages
Reminders of current aircraft state. Indicate
normal conditions. Shown in white at bottom
of message list.
RECALL indicator
Visible for 10 seconds after CANCEL / RECALL
button is pushed. (not shown)
Page number
Displayed when more than one page of
messages exists, and shows current page
number. (not shown)
Master Warning/Caution Light and Switch
This lighted switch is located on the glareshield and alerts the crew of any new EICAS
warning or Caution. When a new Warning message is displayed, the red WARN light is
illuminated and a two-tone siren is activated.


When a new Caution message is displayed, the yellow CAUTN light is illuminated, and a bell
is played four times. Pushing the switch will extinguish Master Warning and Master Caution
lights and silence the Warning siren.
Master Warning light Illuminated when new Warning message is

displayed.
Master Caution light Illuminated when new Caution message is

displayed.

Phoenix Simulation Boeing 777 Aircraft Systems
Electrical System Section 1

The Boeing 777-200 electrical system has two main electrical buses. Electrical power is
provided by following sources:
Two engine-driven Integrated Drive Generators (IDGs), providing power when

engines are running.
An Auxiliary Power unit is a small jet engine located in the tailcone. It drives an
electrical generator for use on the ground and supplies bleed air required for engine
start.
Two external power sources can be connected on the ground, if available. They
provide electrical power and bleed air for engine start.
Main battery powers the standby bus.
The electrical system will power each main AC bus from a single source. If left and right
buses are powered by different type of source, the bus tie breakers will open to separate the
buses.
When an engine is started, the respective bus will be automatically connected to engine-
driven generator and disconnected from other sources. When an engine is stopped or a GEN
CTRL switch is selected off, the bus will transfer to other available source such as APU.
Connecting external power will also disconnect the engine generators. The standby bus is
powered by main battery and the APU, and provides standby power should all four engine
generators fail.
Two utility buses are powered from left side and right main buses and provide utility and
galley power. They will be automatically shed if electrical load exceeds power available.
The backup electrical system powers one or both transfer buses if only one main AC
generator is available or power to one or both main buses is lost. The transfer buses are
powered by two backup Permanent Magnet Generators (PMGs) mounted on the engines.
The electrical system can also be powered by deploying Ram Air Turbine inflight.
APU is started by moving the APU selector to START position. The APU spool up process
takes about half-minute.
To shut down the APU, move the APU selector to OFF position. This disconnects the APU
from electrical and pneumatic systems.
Although, the APU continues running unloaded for some time. This cool down delay protects
the APU from thermal shock. The APU will shut down automatically after the cool down is
complete.

Electrical System Section 1

ELEC page of MultiFunctional Display (MFD)
APU generator
Indicates the APU generator. The box
is green when APU is running.
BUS TIE
Shows the state of bus tie breaker.
open breaker disconnects bus from
other bus and power suppliers.
External Power
Indicate the two external power
sources. A box is green when power is
available.
UTILITY
Green line indicates the Utility bus is
powered. White line indicates the Utility
bus is un-powered
Power flow
Green line: power flowing.
White line: un-powered.
BUS GEN CTRL

Green: Bus is powered Indicates the state of engine
White: Bus is un-powered Generator control breaker.
White when breaker is open or
IDG is not supplying power.
Backup Generators
Indicates the state of Backup
generators. Green box indicates
generator is available.

Hydraulic System Section 2

The Boeing 777-200 Hydraulics consists of three independent systems which power different
subsystems of the aircraft. Each hydraulic system has Primary and Demand pumps. The
demand pumps automatically engage in high hydraulics power demand situations or when
primary pumps are inoperative or switched off.
Left and right primary pumps are powered by respective engines. Left and right demand
pumps are driven by electric motors. The centre system is powered by two electrically-driven
main pumps, and is backed up by two air-driven demand pumps.
In case of hydraulic failure, a Ram Air Turbine can be deployed. It will power the vital
components connected to central hydraulic system. A deployed ram air turbine cannot be
stowed in flight and will be retracted on the ground.
HYD page of the MFD
Primary Pump
Green box: Pump is ON and
pressure is normal.
White box: Pump not running or is
switched off.
White cross: Pump switched ON
and pressure is low
Demand Pump
Green: Pump is running and
pressure is normal.
White: Pump not running or
pressure is low.
Shutoff valve
Powered systems
Hydraulic reservoir
Hydraulic lines
Green when powered, white when Hydraulic pressure
not powered
Hydraulic quantity Ram Air Turbine

Engines Section 3
The engine startup controls include the engine startup panel on the overhead and fuel control
switches on the central pedestal.
Engine startup requires electrical power, fuel and bleed air supply. To be able to start the
engines, you must ensure the following:
APU is running and is connected to electrical system, or External power supply is

available and connected, and
Required fuel tank pumps are switched ON, and
Bleed air is available, i.e. the pneumatic isolation valves are open (see Pneumatics).
Fuel Control Switches
Fuel Control switches
RUN: Enables fuel flow. Engine autostart

armed to be activated when start
switch is rotated to START position.
CUTOFF: Closes fuel valve. Engine is

shut down if running.
Fuel Cutoff switches on centre pedestal.
Both engines can be started automatically. The aircraft is equipped with an Autostart system,
which eliminates the need to monitor N2 RPM and engage fuel flow when reaching a certain
N2 level. When the Autostart switch is in ON position, the Fuel Control Switches can be
moved in RUN position before initiating the engine startup. The startup will be performed by
rotating a start switch into START position.
The engines are shut down by moving the Fuel Control switches to CUTOFF position. The
APU should be started or external power connected prior to all engines shutdown to prevent
loosing the main electrical power.

Fuel System Section 4
The fuel system includes center tank and two main (left and right) wing tanks. Each fuel tank
has two fuel pumps feeding fuel into the fuel system. A single pump can supply sufficient fuel
to operate one engine.
The center tank pumps have higher output pressure than main tank pumps. Center tank
pumps override the main tank pumps so that fuel in center tank is used first.
Any fuel pump can supply either engine. An engine can be fed from opposite fuel tank by
opening the crossfeed valves. Crossfeed valves are normally closed to isolate left and right
fuel systems.
The fuel system operation is automatic. However, the crew must switch off center tank pumps
when tank empties, which is indicated by an EICAS message.
Total fuel
Crossfeed Valve
Fuel Control Switch
Fuel Pump
Indicates fuel pump status:
Green: Pump is running and
output pressure is normal.
White: Output pressure is low or
pump is selected off.
Fuel tank quantity

Displays tank fuel quantity
in selected weight x1000
Centre Tank
Main Tank

Pneumatics System Section 5

The pneumatic system generates and distributes compressed air that is used for engine start,
air conditioning, cabin pressurization, anti-icing and for other purposes.
On the ground, prior to engine start, the compressed air is generated by the APU or is
supplied from external source, when external power is connected. With engines running, the
bleed air is taken from different stages of engine compressors.
The air conditioning system uses two PACKs, which control the air temperature and
pressurize the cabin. The pack operation is automatic, both packs are normally ON during
ground operations. Pack output is automatically increased or decreased to suit pack or bleed
air demands.
Normally all sources of compressed air and all packs are linked together. Although, different
parts of the system may be isolated by the use of Isolation valves.
Engine startup requires supply of compressed air into the engine. To be able to start the
engines, you will need either to start the APU or connect external power, and ensure that the
corresponding part of pneumatic system is not isolated.
AIR page of the Multifunction Display
The AIR page shows the representation of the Pneumatic and air-conditioning system, the
status of its parts, and cabin temperature information.
Master Temp – target cabin temperature
Zone Temperatures
Display current (white) and target
(magenta) temperatures in:
- six passenger zones (A - F),
- Flight Deck (F/D),
- Bulk cargo area (BULK) and
- Aft cargo area (AFT).
Duct Pressure
Indicates engine duct pressure.
White when pressure is normal.
Yellow when pressure is low
Wing TAI
Wing thermal anti-ice state.
Engine Bleed Air valve

Shows state of Engine bleed air
valve.
Green line when bleed air is taken
from the engine.
White when engine is not running or
the valve is manually closed.
Pack status
Green: pack is working
White: pack is off. Isolation Valve
Shows Open or Closed state of an isolation valve.
Engine start valve
Indicates engine start valve state. Nacelle TAI
Engine nacelle thermal anti-ice state

Other MFD Pages Section 6

ENG page of Multifunction Display
The ENG page of the MFD contains secondary engine indicators.
Oil Pressure
Engine oil pressure, in PSI N2 RPM
Indicates engine N2
(turbine)
RPM, in percent.
Oil Temperature
Engine oil temperature, in
degrees celsius. Fuel Flow
Engine fuel
flow per hour
x1000
Oil Quantity
Engine oil quantity
Vibration
Engine vibration, in units from 0 to 5
FCTL page of Multifunction Display
Spoilerons
Spoilerons work in speedbrake
mode when speedbrake is
commanded. Inboard spoilers
are only deployed with full flaps.
When spoiler is commanded in
retracted position, spoilerons
extend partially to assist turns.
Flaperons
Inboard flaperons work as
combined ailerons and flaps.
Ailerons
Outboard ailerons control
aircraft bank.
Rudder trim
Stabilizer trim
Elevators
Elevators control aircraft pitch.
Rudder - Rudder controls aircraft
Phoenix Simulation
Boeing 777

Aircraft Systems
GEAR page of Multifunction Display
Brake Temp
Temperature of gear brakes,
in units from 0 to 9.
0-4 is normal range, 5-9 is
caution range.
Gear doors
Indicates the Open and
Closed state of gear bay
doors.
DOOR Page of the Multifunctional display
Doors status
State of all aircraft doors.
Amber highlight indicates door is
open.


CHKL page of Multifunction Display
Normal Menu
Displays the normal
checklists menu.
Non-Normal Menu
(INOP) displays the non-normal
checklists menu in real aircraft.
Status
CONTINUED: checklist continues on
following pages
COMPLETE: checklist is complete
OVERRIDEN: checklist is overridden
Checklist Title
Checked Item
Closed-Loop Item – auto checks (not shown)
Open-Loop Item
Up one page
Down one page Normal
Select page Displays next normal checklist.
Current page
Item Override
Overrides active item.
Checklist Override
Overrides current checklist.
Checklist Reset
Resets current checklist.
All accomplished closed-loop items are checked automatically. To check an active open-loop
item, click it with the mouse. If it is decided to skip an unchecked item, it can be overridden by
pushing the ITEM OVRD button. You can also override the entire checklist pushing the CHKL
OVRD button.
To start the checklist over, push the CHKL RESET button to reset all items. When all checklist
items are checked, the status line will read .XXXX CHECKLIST COMPLETE. Pushing the
NORMAL button will advance to next checklist. You can display any checklist by pushing the
NORMAL MENU button and selecting required checklist from the displayed menu.
To reset all checklists, push the RESETS button and select RESET NORMAL or RESET ALL.

Flight Management Computer Section 6
The FMC displays its information and is programmed and controlled from the Control Display
Unit (CDU). The CDU contains a CRT screen and keyboard to enter data and perform
actions.
The CDU has many pages. Desired page is displayed by pressing the corresponding Mode
Select key. When several pages of same type exist, like many LEGS pages for a long route,
you can navigate through such pages using the PREV PAGE and NEXT PAGE keys. The
Page Number indicates current page and total number of such pages.
After entering the data, press the Line Select Key (LSK) next to the desired onscreen entry
field. This will transfer the data from Scratchpad into the selected field.
Some fields (for example, waypoints on LEGS page) allow to be «Downselected». When you
LSK such field (press the Line Select Key next to a field), its contents are copied into the
Scratchpad. This allows you to insert this data into another field.
The CLR key erases the last entered character on the Scratchpad. The .+/-. key types a
minus sign, additional presses on this key alternate the sign between Minus and Plus.
The data in some fields can be deleted. To do so, press the DEL key - .DELETE. appears on
scratchpad - and LSK the desired field.
When some major changes are done, such as modifying an active route or selecting different
runway, the CDU requires you to confirm the changes. A yellow light is illuminated on the
EXEC key. To confirm the action you must press the EXEC key.
A FULL Flight Management Computer manual

will be available separately.
EXEC Button and Light

Used to confirm major changes.
Scratchpad
Entered information, or downselected
data, appears here.
Mode Select keys

Press to display different CDU pages.
Line Select Keys (LSK)

Ground Proximity Warning System Section 7

The Ground Proximity warning system will provide aural and visual warnings when aircraft is
in danger of ground impact. It detects numerous dangerous conditions and can produce the
following warnings:
"SINKRATE" Warning of high barometric descent rate into terrain, or high sink rate near
the runway threshold. The lower your altitude is, the lower descent rate will
trigger this alarm.
"PULL UP" Excessive sink rate near ground, requires immediate action.
"TERRAIN TERRAIN" Excessive terrain closure rate.
"DON'T SINK" Alerts to an inadvertent descent into terrain after takeoff. The alert is given
after significant altitude loss, which allows for small sinking due to flap
retraction etc.
"TOO LOW, TERRAIN" Insufficient terrain clearance while not in landing configuration. The
warning envelope depends on airspeed and radio height.
"TOO LOW, GEAR" Too close to ground, at small airspeed and gear are not down. Can
be inhibited.
"TOO LOW, FLAPS" Too close to ground, at small airspeed, gear down and flaps are not in
landing position. Can be inhibited.
"GLIDESLOPE" Descending below glideslope. Active when ILS is available and gear
down. The warning envelope contains two boundaries: "soft" warning
and "hard" warning. Both boundaries are a function of glideslope
deviation and radio altitude. When aircraft penetrates the "soft"
alerting region, the pilot is given a "calm" warning; if the airplane
subsequently enters the "hard" region, the warning becomes loud.
The lower your altitude and the closer you are to glideslope
transmitter, the higher is the amount of glideslope deviation required
to trigger the warning.
This warning can be suppressed by pressing "G/S INHIBIT" button to

permit deliberate descent below the glideslope in order to utilize the
full runway length under certain conditions.
The GPWS provides aural altitude callouts during the approach at 1000, 400, 200, 100, 50,
30, 20 and 10 feet above runway. It also generates the "MINIMUMS" callout when passing
below Decision Height, and "APPROACHING MINIMUMS" 100 feet above the DH.
Gear Ovrd button

Inhibits TOO LOW GEAR alert.
Flap Ovrd button

Inhibits TOO LOW FLAP alert.
G/S Inhibit button

Inhibits GLIDESLOPE alerts. Ground Proximity light

Illuminated when ground proximity warning exists.
Radio Panel Section 8
Desired radio or operation mode is

selected using labeled buttons, active
mode is indicated with yellow light on the
button.
COM1, has Active and Standby

frequencies, which are displayed in two
windows. Turning the knob changes
Standby frequency. After the frequency is
tuned, press Swap Button. This will move
tuned Standby frequency into Active
window, and old Active frequency will take
place of Standby frequency.
NAV1, NAV2 and ADF radios have auto

tuning functions.
Tuning knob is operated with the mouse.

Both mouse buttons are used, which
simulates turning LARGE or SMALL knob.
For most modes, when clicking left or right
of the knob with LEFT mouse button (Small
knob), the fractional part of frequency will
be increased or decreased. When clicking
with RIGHT mouse button (Large knob),
the whole part of frequency will be
changed.

Radio Panel Section 8
COM1
This mode displays Active and Standby COM1 frequency. Tuning knob changes Standby
frequency, which can be swapped into Active window by pressing Swap Button. LEFT mouse
button tunes Fractional part of the frequency, RIGHT button tunes Whole part.
XPDR
Changes Transponder (ATC) code. Current code is displayed in the Active window. When
you turn Small knob (click LEFT mouse button), first digit will increase or decrease, and will
start blinking with 'cursor'. When you tune required first digit, turn Large knob (click RIGHT
mouse button) to move the cursor to next digit and continue using Small knob to tune the
digit. All changes are entered immediately into Transponder. The blinking cursor disappears
after 12 seconds of not using the knob.
Autobrakes
The Autobrake system provides automatic gear wheel braking at

touchdown, or in case of rejected takeoff. The system modes are
controlled with Autobrake selector switch which has the following
positions:
RTO If throttles are retarded to Idle at takeoff and speed is above 85

knots, the system automatically applies maximal braking.
OFF The system is disarmed and power is removed from the system.
DISARM Autobrakes disengaged, any braking is stopped.

1 - MAX At touchdown, the system automatically applies braking. Different deceleration rates
are achieved by selecting a position from 1 (lowest braking) to MAX AUTO (maximum
braking).
Clock
The Clock is located on a separate pop-up window and displays current GMT time, has a
chronograph (stopwatch), Elapsed Time meter, and Sim rate controls.
The clock shows GMT in upper window. The time can be adjusted by clicking around the
digits. The Elapsed Time meter is used to measure the flight time. The meter uses the
ET/CHR display to show elapsed hours and minutes. The ET switch has RUN, HOLD and
RESET positions. When moved into RUN position, it starts or continues counting time. HOLD
position holds the counter. The RESET position is spring-loaded to HOLD position and resets
the meter to zero. The Chronograph is primarily used for timing different flight procedures.
When started by pressing on CHR button, the seconds hand starts to move, and hours and
minutes are displayed on the ET/CHR display. The ET meter is not reset and continues to run
in background, if was started. Second push on CHR button stops the Chronograph, third
push resets it and removes CHR indication from the display.

Performance and Set Up panel
Options included in this panel will allow you to set up your aircraft to your personal
preferences, and tune it to give you the best possible performance for your operating system.
The options include:
Cold and Dark cockpit - Cuts all power, stops all engines, switches are moved to OFF
position.
Engines Off

Don’t Change

Performance options
Fuel loading – for optimum distribution of fuel load
Sound
Keyboard commands
ADIRU initialization
Airline options – allows you to choose FD type and PFD/ND set up

Copyright notice and Credits
Phoenix Simulation Software

Steven Cullen
Graham Waterfield. Panel Manual – edit
3d Modeling
COPYRIGHT NOTICE
Alex Bashkatov
Gauge programming All title and copyrights in this PRODUCT
are owned solely by PHOENIX
Lena Bashkatov SIMULATION SOFTWARE. All title and
Panel Artwork intellectual property rights in the content
which may be accessed through use of the
Antony Waterfield PRODUCT is the property of Phoenix
Programming and Webmaster Simulation Software and will be
protected by applicable copyright or other
Robert Kirkland intellectual property laws and treaties.
Research and Administration
Ben Jones This document grants the user no rights to

Aircraft Textures use the content for any purpose other than
intended by PHOENIX SIMULATION
Eugene Schneider SOFTWARE.
Flight Dynamics You may not reverse engineer, decompile,
or
Mike Hambly disassemble the PRODUCT in ANY WAY
Sounds
The PRODUCT is licensed as a single
John Helsby product. Its component parts may not be
Manual Assistance separated for use under ANY
Circumstances. It is FORBIDDEN To use
Beta Testers ANY individual Parts thereof other than as
Adam Gaweda Intended by PHOENIX SIMULATION
Alex Greenland SOFTWARE
Andrea Nicotera
Chris Mueller The PRODUCT is not to be offered for
Cyrille de Lattre resale or rental or uploaded to ANY
Joe Park INTERNET WEBSITE for Downloading.
Lee Holland
Mark Richards This manual, nor any part of it, may be
Michael Benson changed and reproduced without prior
Norman Blackburn written notice of the authors.
Peter Cos
Peter Ward It is forbidden to sell this file, or any part of
Richard Green it, by any means, including CD ROMs,
Steven Cullen shareware bundles, commercial BBS
Terry Scanlan systems or shareware-sells by mail
Tim Court WITHOUT written permission from
PHOENIX SIMULATION SOFTWARE
Peter Dowson Special Thanks for
FSUIPC

PSS B777 Panel Manual

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Phoenix Simulation

2. Main Panel Page 22

3. Aircraft Systems Page 39

4. Credits and Copyright Page 55

© Phoenix Simulation Software 2005 2

© Phoenix Simulation Software 2005 3

Thrust ASYM Comp/Primary Flight Computers Section 2

*Currently not modelled in the simulation*

Primary Flight Computers Controls

*Currently not modelled in the simulation*

© Phoenix Simulation Software 2005 4

Electrical Panel Section 3

APU Generator (APU GEN) Switch

BUS TIE Switches

© Phoenix Simulation Software 2005 5

Electrical Panel Section 3

Drive Disconnect Switches

External Power Switches

Backup Generator (BACKUP GEN) Switches

© Phoenix Simulation Software 2005 6

Electrical Panel Section 3

© Phoenix Simulation Software 2005 7

Wiper Panels Section 4

*Currently not modelled in the simulation*

*Currently not modelled in the simulation*

© Phoenix Simulation Software 2005 8

Service Interphone (SERV INTPH) Switch

*Currently not modelled in the simulation*

© Phoenix Simulation Software 2005 9

Left/Right Engine Primary Pump Switches

Left/Right Demand Pump Switches

© Phoenix Simulation Software 2005 10

C1/C2 Air Pump Switches

© Phoenix Simulation Software 2005 11

Passenger Signs and Lighting Section 7

Circuit Breaker Panel Light Control Switch

*Currently not modelled in the simulation*

This switch controls circuit breaker panel light brightness.

Dome Light Control

*Currently not modelled in the simulation*

This switch controls overhead dome panel light brightness.

© Phoenix Simulation Software 2005 12

Passenger Signs and Lighting Section 7

*Currently not modelled in the simulation*

Master Brightness Control Switch

Glareshield Panel Light Control (outer)

Illuminates all the backlighting on switches, selectors and labelling.

Glareshield Flood Light Control (inner)

Illuminates the flood lighting,

© Phoenix Simulation Software 2005 13

Passenger Signs and Lighting Section 7

© Phoenix Simulation Software 2005 14

Passenger Signs and Lighting Section 7

Runway Turnoff Lights

© Phoenix Simulation Software 2005 15

Passenger Signs and Lighting Section 7

© Phoenix Simulation Software 2005 16

Fire Protection Section 8

*Currently not modelled in the simulation*

Fire/Overheat Test Switch

*Currently not modelled in the simulation*

Cargo Fire Discharge Switch

*Currently not modelled in the simulation*

© Phoenix Simulation Software 2005 17

Currently not modelled in the simulation

Currently not modelled in the simulation

Currently not modelled in the simulation

Currently not modelled in the simulation

Currently not modelled in the simulation

Currently not modelled in the simulation

Currently not modelled in the simulation

Currently not modelled in the simulation

Currently not modelled in the simulation

Currently not modelled in the simulation

Currently not modelled in the simulation