what are the normal taxi and holding fuel counts i keep noticing that im landing with 4000 pounds in the wings and a 1000 pounds in the center. is this correct or am I missing something

what are the normal taxi and holding fuel counts i keep noticing that im landing with 4000 pounds in the wings and a 1000 pounds in the center. is this correct or am I missing something

Are you wondering why you have 4000+1000 on taxi in?Taxi is usually around 500 (company picks based on the airport) and reserve depends on JAR-OPS or FARs, I believe. Basically though, you'd want to get to your dest with a minimum of about 4000+ALT Fuel.I'm not sure if I got anywhere close to answering your question.

Are you wondering why you have 4000+1000 on taxi in?Taxi is usually around 500 (company picks based on the airport) and reserve depends on JAR-OPS or FARs, I believe. Basically though, you'd want to get to your dest with a minimum of about 4000+ALT Fuel.I'm not sure if I got anywhere close to answering your question.

Well I'm landing with a total of 9000 pounds ( wings and center) I put 500 poundstaxi and 1000 pounds alt does that sound aboutright?

what are the normal taxi and holding fuel counts i keep noticing that im landing with 4000 pounds in the wings and a 1000 pounds in the center. is this correct or am I missing something

Typically most airlines require draining the center tank first and then using the wings. Also the center tank is not used completely, I typically leave 200 pounds and then switch to wing tanks. This was a new procedure developed after the 747 accident (explosion) off of New York many years ago which was blamed on wiring issues and fumes in the center tank.Concerning fuel planning for the NG: In my experiences, speaking with dispatchers and reading SOP's, after I do route calculations based on flight plan, weather, traffic, etc. I use the following general guidelines. For taxing I typically use 500 pounds unless I foresee some type of delay on the ground. If I think there could be a delay I will add an extra 250 pounds. I then add fuel for a missed approach and distance to the Alternate. I then add the required 45 minute reserve fuel. If I think there may be further potential weather delays then I will add another 15 minutes (1 hour total) to the reserve calculation. If I think there is a chance of holding I will typically add another 30 minutes of fuel.There are many good flight planners out there which will calculate fuel as well. If you do a search in the FS and PMDG General forums there are lots of discussions on the topic of flight planning, fuel calculations and performance calculations.

Typically most airlines require draining the center tank first and then using the wings. Also the center tank is not used completely, I typically leave 200 pounds and then switch to wing tanks. This was a new procedure developed after the 747 accident (explosion) off of New York many years ago which was blamed on wiring issues and fumes in the center tank.Concerning fuel planning for the NG: In my experiences, speaking with dispatchers and reading SOP's, after I do route calculations based on flight plan, weather, traffic, etc. I use the following general guidelines. For taxing I typically use 500 pounds unless I foresee some type of delay on the ground. If I think there could be a delay I will add an extra 250 pounds. I then add fuel for a missed approach and distance to the Alternate. I then add the required 45 minute reserve fuel. If I think there may be further potential weather delays then I will add another 15 minutes (1 hour total) to the reserve calculation. If I think there is a chance of holding I will typically add another 30 minutes of fuel.There are many good flight planners out there which will calculate fuel as well. If you do a search in the FS and PMDG General forums there are lots of discussions on the topic of flight planning, fuel calculations and performance calculations.

Well to be honest I use te pmdg fuel planner for the 737-700 and I use the fsbuild for the flight planner. How do I control which gets used first center or wings on the pmdg 737-700. Would you know of a good fuel planner that will automatically install into the flight sim.

With all pumps on, she will drain the center first. When you are down to 1000 lbs in center turn off center pumps and now you are draining wing tanks. Just that simple.

With all pumps on, she will drain the center first. When you are down to 1000 lbs in center turn off center pumps and now you are draining wing tanks. Just that simple.

I wish all of the planes I have flown were that simple! :(

I've ran the aux tanks dry and startled the pax more than once in the C414 :( There's the surge then a sudden yaw as it gulps air. It takes about 3 sec to twist the fuel selector and hit the mixture. Seems like a long time to the other souls on board that haven't experienced it before. Then I like to turn around and shout into the cabin, "OOPS!!" :(

AAL company policy for the use of center fuel tank pumps is as follows. Before engine start, and takeoff both pumps should be OFF if less than 5000lbs is in the tank. Both pumps should be positioned ON above 10,000ft and after pitch reduction. Once tank reaches 2000lbs place one pump switch to OFF and open crossfeed. When MASTER CAUTION and FUEL ANNUNCIATOR lights illuminate turn off the remaining pump and close crossfeed.P.S. Wing tank pumps always on during these procedures.Kevin W.