There are a lot of companies out there, offering stuff for the B737 but not so many which are taking hands on the T7. Lucky me, i guess i found the best ones out there, when it gets down to Simulation Hardware for the Triple 7.

Boeing 777 Flight Test stall cross wind full brake. Innovative Passenger Airplane: The Boeing 777-200ER. Avionics: Honeywell Avionics Engine: 2x Pratt and Whitney PW 4090 or Rolls-Royce Trent 895 or GE GE90-94B. The American Airlines Boeing 777-200ER featured here presents the airline's new Premium Economy product. The aircraft is configured with seating for 273 in three cabins including Business Class - featuring 37 seats that transform into fully lie-flat beds, Premium Economy - featuring 24 recliner-style seats plus additional legroom, and the Main Cabin Economy Class - featuring 66 Main Cabin. Even though the outer fuselage diameter of the new plane is the same as that of the 25-year-old 777, Boeing has re-engineered the inside of the barrel to be able to update the interior. Explore each of the four configurations of the aircraft that serves as the historic backbone in our fleet: the Boeing 777-200LR, Boeing 777-300 and the Boeing 777-300ER.

Flightdecksolutions from Canada is one of the best known production companies for Flightsimulator Hardware out there on this planet.

Their range goes from small budget SSTD (Single Seat Training Device) B737 and B777, also know as Jetmax Series to bigger DSTD (Double Seat Training Device) B737/B747/B777 and A320. Also they are providing hardware and projects to numerous universities and aircraft manufacturers, such as Boeing. That made my choice farely easy.

They have two sets of Boeing 777s in their portfolio. Once the FDS PRO MX series and the JetMax 777 SKTQ. As the name states already the PRO MX series is the top of the notch hardware and reflects this also in the price. For smaller wallets the Jetmax is the perfect start. You can always upgrade to PRO MX and MX products as they are fully interchangeable and compatible.

During my decision and order process, i was pointed by Peter Cos, President of Flightdecksolutions, to his Sales Partner for Europe, Klemens Klein from Flightsim Tech in Berlin. They take care of all the Jetmax and FDS Sales in Europe.

I took a fair amount of time, deciding on various options from my setup. Finally i got hooked up with the following:

JetMax 777 SKTQ – It consits of the captain side of the B777 with PFD, ND, EICAS, Lower EICAS, MCP and TQ (not motorized).

JetMax NAVCOMM1 – Radio Panel for my JM 777 SKTQ comes in matchin Boeing brown.

JetMax777-XPNDR – Transponder Panel for the JM 777 SKTQ

JetMax-YKM-S – A mount attached to the MIP for my Saitek Pro Flight Yoke.

B777 Control Cursor Device -this unit reflects the CCD of the real aircraft exactly.

That gave me a start to set up and work with.

After all has been ordered, i was taking care of preparing all as good as possible, to be ready once my stuff arrives from Canada.

Upon arrival of all my packages, i had to unbox the stuff and get it mounted together.

You see, those have been a lot of loose parts, to be mounted together. As i had a day off, i started early in the morning.

After some hours, it looked like this.

It starts to get shape.

After 12 hours working on it almost, it looks like a cockpit. 🙂

And after exactly 18 hours and 24 minutes i had it finished and mounted. I guess i just felt the itch, to have it finished and up and running.

The newest addition to my cockpit, has been this beauty. A Samsung 55″ 4K TV.

Photo courtesy Flightdecksolutions, Jetmax by Flightdecksolutions or myself.

The Boeing 777 is a large twin engine jet transport designed for regional and extended range service. The primary electrical system is a 3-phase, 4-wire, constant frequency 400 Hz, 115/200 Volt system, which has been the industry standard on commercial jet transports since the Boeing 707 (and maybe before, but that's as far back as I go). The neutral is connected to the airframe so that single phase circuits are supplied with a single wire, using the airframe as the return circuit. There is also a 28 Volt direct current system with the negative pole connected to airframe, such that 28 VDC services are also supplied with a single wire using the airframe as the return circuit. The 28 VDC power is derived from the AC power system by transformer-rectifiers.

The primary in-flight electrical source on the 777 is a 120 kVA constant speed two-pole brushless alternator. This represents a 33% increase in capacity over the next largest electrical source on previous Boeing commercial jet transports, the 747-400, 757 and 767. The alternator in these machines is integrated with an axial gear differential/hydraulic constant speed drive. The speed on the 120 kVA machine maintains an average 24,000 rpm plus or minus about 1%. This is currently the lightest weight technology in kVA per pound for supplying a 400 Hz constant frequency system, actually weighing just slightly less than the 40 kVA drive/alternator on the earlier Model 727. Minimizing weight has been achieved partly by increasing the alternator speed, partly by improved packaging and partly by switching from air cooling to oil cooling. The progression on Boeing airplanes has been from air-cooled 6000 rpm machines on the 707, 727, 737-100/200/300/400's and 8000 rpm machines on the 747-100/200, to oil-cooled 12,000 rpm machines on the 767, 757 and 740-400, and ultimately to 24,000 rpm machines on the 777. The 24,000 rpm constant speed Integrated Drive Generator, or IDG as it is referred to, was a mature technology also in service on the McDonnell Douglas MD-11 and Airbus A330.

The system on the Boeing 777 is configured with one IDG per engine, driven directly from the engine gearbox. There are two main electrical distribution buses, a left main bus and a right main bus, each normally supplied independently by their respective IDG. There is a third main alternator driven from an auxiliary gas turbine engine (called the auxiliary power unit or APU for short) located in the tail of the airplane, which is also rated at 120 kVA. Since the APU runs at a constant speed, this 24,000 rpm alternator is a direct drive, i.e., not an IDG. It is, however, essentially the same alternator used in the IDG. While the APU alternator is primarily a ground power source for the airplane, it can also be operated in flight to replace the loss of one engine driven IDG.

Emirates 777 300er

The 777 also incorporates a second power generation system, called the Backup System. This is a 25 kVA system intended to support essential services in the unlikely event of loss of all main alternators. A variable speed direct drive alternator was selected for this system to minimize the size of the engine installation. There is one backup alternator per engine directly driven from the engine gearbox at approximately 14,000 to 28,000 rpm. The output power of this alternator, at a frequency of 933 Hz to 1867 Hz, is converted to a constant 400 Hz by an electronic converter in the fuselage. Also incorporated within this machine are two permanent magnet alternators which are used as isolated independent supplies for the electronic flight controls system.

Boeing 777 Youtube Takeoff

Flight instruments on the 777 are primarily powered by 28 Volts DC. Direct current power is supplied by three-phase transformer-rectifier units. There are four such units each rated at 120 Amperes. The choice of using 28 VDC instruments facilitates powering these instruments from battery power when necessary. Flight instruments and flight controls can also be powered from a Ram Air Turbine driven alternator which deploys automatically for loss of all engine driven generator power.