Enroute LAS-YYC noticed system A is down to 71%, and acording to FCOM Vol 2 13.10.2 im going to have a RF indication once I shutdown on the gate. Next service is in 248 hours, Is i possible to just fill up Hyd fluid on system A without doing a full servicing? Thanks

OK - i gotta wonder if these things are really random now. or are we all doing something wrong. I posted in another thread about my experience with the HYD. I think you can clear one or all. and service all.

My experience jetliners in the realworld that they really do often need top ups of oil and hyd fluids. WestJet has a pretty new fleet of NGs so its not as bad as I used to experience with older aircraft. American MD-80s almost every flight that comes up here in YYC is asking for hyd fluid. The underside of aircraft pickup that grease and grime to the continuous flow of fluid leaking out. I think these are pretty random, as ive been watching this situation develop for a few legs on this specific tail and it just now dipped below the 76%. Pretty cool stuff PMDG, Ive used my QRH for minor Air Cond system stuff 3 times now, and referenced my FCOMs about 15 times already. Awsome stuff!

ive been watching this situation develop for a few legs on this specific tail and it just now dipped below the 76%.

Awesome!PMDG knocked this thing out of the park! They've given these birds a personality and a life of their own.

Awesome!PMDG knocked this thing out of the park! They've given these birds a personality and a life of their own.

Indeed, If you reference the same page I mentioned above, I should get a "RF" (Re-Fill) indication upon selecting flaps up on arrival. Id be more then willing to bet thats going to happen... :) Which is very cool indication of the indepth programming and modeling this thing really has.

If you look in the manual, you'll see it states to only trust that indication while parked on the ground (everything off I believe). Hope that helps.

If you look in the manual, you'll see it states to only trust that indication while parked on the ground (everything off I believe). Hope that helps.

Can you reference that for me, just read the whole section in vol 2 and didnt come across that.

Can you reference that for me, just read the whole section in vol 2 and didnt come across that.

Page 1168 (13.10.4)#4 Refill Indication

I would not pull out the QRH for an emergency landing just yet :). I just finished up some touch and goes in Punta Cana (MDPC). I set a 36kt direct crosswind and landed very hard, not slamming the aircraft down but not putting it down like a feather. I also used excessive crosswind control, over using the flight controls on purpose. After I slowed to a manageable speed, the Hydraulic quantity was at 68% in system B. However, when I shutdown at the gate, I had 93% is System B. System A remained relatively the same throughout. I wonder if the smaller reservoir size of System B has anything to do with the quantity fluctuations that occur.

Page 1168 (13.10.4)#4 Refill Indication

My interpretation of that is that the RF indication is only valid when airplane is on the ground with both engines shutdown or after landing with flaps up during taxi in. Im showing 71% with no RF indication. We'll see, Ill be on the gate in 20 :) No emergency here, just typical day to day operations :)

Hey Shane, I am showing 71% in the air right now, enroute MCO-YYZ. 2nd trip out since I reloaded this livery, so my maintenance should be reset (I think). So maybe that's what's supposed to be showing in the air. Sorry, this is system A I am talking about, sys B is at 94%.

I would not pull out the QRH for an emergency landing just yet :). I just finished up some touch and goes in Punta Cana (MDPC). I set a 36kt direct crosswind and landed very hard, not slamming the aircraft down but not putting it down like a feather. I also used excessive crosswind control, over using the flight controls on purpose. After I slowed to a manageable speed, the Hydraulic quantity was at 68% in system B. However, when I shutdown at the gate, I had 93% is System B. System A remained relatively the same throughout. I wonder if the smaller reservoir size of System B has anything to do with the quantity fluctuations that occur.

System B has a larger reservoir, however system B does work the leading edge slats and flaps and trailing edge flaps where the System A normally doesn't. So how do we top up fluids? Just do a "Service" in the maint page well before the service time?

In flight the A system quantity will decrease when the landing gear is retracted and the B system quantity will decrease when the slats are extended as previously mentioned. Also in flight the hydraulic fluid will cool due to the very low ambient temperature so it is not uncommon to see a lower quantity at the end of cruise than you did at the start. I'm not sure if they modeled that. All that is why the indications are only valid on the ground with the flaps retracted.

Ya on the ground now I have 91 in A and 93 in B.

I suspected that

In flight the A system quantity will decrease when the landing gear is retracted and the B system quantity will decrease when the slats are extended as previously mentioned. Also in flight the hydraulic fluid will cool due to the very low ambient temperature so it is not uncommon to see a lower quantity at the end of cruise than you did at the start. I'm not sure if they modeled that. All that is why the indications are only valid on the ground with the flaps retracted.

I suspected that that maybe the case, unfortunatly I cant confirm this like I planned as shortly into the decent into calgary I had the typical ORBX caused CTD. Love the scenery, but these consitant crashes have ruined almost 14 hours worth of flying for me in the last week. Time to uninstall that so I can get on with enjoying the NGX gate to gate, in my neck of the woods (ORBX NRM, PNW)