Jet Tech

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Jet Tech last won the day on January 20 2016

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About Jet Tech

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  1. Romain, My suspicion based on what your describing is a Panel state issue since it would highly unusual to have 2 random failures occur on the same side like that. You indicated it was a custom short panel state. Did you create it from the latest version default state or was it one created from another state? Also if you don't reload that panel state do the faults clear?
  2. Gents, In breaking with the Great tradition of not commenting on these things, I will actually comment on this one. This actually took a lot of digging to uncover but the System Schematics for the ASCTU do contain a "Close command override" circuit that will allow the activation of the High Stage valve to allow air to the Thrust Reverser CDU PROVIDED that the Overheat condition is not ACTIVE. As the Good Dr Watson previously noted, the overheat switch sends the command to the ASCTU which will close the PRV and HPV valves and latch them closed. This allows the air in the Engine bleed air ducting to the Overtemp switch to cool (since no air is being provided any longer) and actually reduces the temperature in the circuit without resetting the valves (Due to a Latch circuit in the ASCTU) but it does allow the Close Command Override circuit to Open the High Pressure Valve on Reverse Thrust command and allows the Reverser to operate since the Overheat Switch is not Actively sensing an Overheat condition (since the bleeds were closed on initial sense). As modeled our Bleed Air Overtemp failure is not a Switch Failure but an actual Bleed Overtemp condition which will after closing the Engine Bleeds (Automatically from the ASCTU) will allow the system to cool and reset. However if the Bleed is reset the fault will re-occur and lock the valves closed again. Hopefully this clarifies the issue once and for all. Any concerns please contact your local Boeing Rep,
  3. HI James, As I told you in the support ticket that you submitted for this issue, I have submitted it to the team to review the logic and operation.
  4. Hey James, Well then, Challenge Accepted Find TO2 Departure a small bit of Sim Video that illustrates very nicely this phenomenon with the PW4056. Remember now, GE's are controlled by N1 so it wouldn't make sense for N1 to change on the controlling parameter.
  5. James, This is actually correct behavior. EPR is calculated by the EEC using Probes and has no true relation to N Speeds through moving air. As the aircraft accelerates and decelerates the EEC will Maintain EPR in Normal mode and adjust N1speeds as necessary for changing P2/T2 on the inlet probe and turbine exhaust probes adjusted for Temp. Perfectly normal behavior for PW4056. Now if the N1 speeds are changing on the ground when not moving that would be a different issue.
  6. Please submit a Support Ticket via our Support portal and we will be happy to look into the issue for you
  7. Marco, See my reply to your support ticket
  8. Hi Paul, Normally you would be fully configured for landing well before passing through 1500' Radio altitude as that is where the Autoland Isolation occurs. Normal landing flaps are either Flaps 25 or Flaps 30. I think if you get fully configured a bit earlier it should work properly.
  9. Hi Colin, Unfortunately it;s not quite that simple. Did you by any chance try the Tutorial flight we included with the aircraft? That will show you precisely how to set up the Autoland as well as help familiarize you with the aircraft.
  10. Hey Chris, Minor correction to that statement. Hydraulic System 1 is the system that controls Body and Nose gear steering so you our procedure is Sys 4 to AUX, Sys 1 Demand to AUTO. That gives you brakes and steering. I will have the person who wrote that part of the manual reprimanded immediately
  11. Jordan, The 2/3 Crossfeeds are managed by the Fuel Management cards automatically so they remain selected ON for managed and only turned OFF if you have a problem and require manual fuel management.
  12. Hi Paul, Absolutely. Unless you require the most up to date data for the approaches you want to use there isn't any need to update the Navdata with Navigraph or Aerosoft. I seldom update mine. I don't see the hard copy manuals coming back anytime soon. Most users are running manuals on a separate tablet now for ease of use and portability just like our pilots do now.
  13. James, As has been outlined before, we don't support Direct X 10 Preview mode since it is not fully implemented.
  14. HI Ed, Well "Pilot Response" means exactly what it says. It wants you to do something so it knows your awake. This is an option in the PMDG menu and can be disabled if it becomes to annoying. No Land 3 is a bit more problematic as it means something in the autoland system is degraded. If I were to guess I would say you forgot to engage the APU or External Power and had a power interruption that causes the C IRU to go offline. Just a guess based on what others were reporting
  15. Hey Brian, OK, so since you understand the differences and where they come from, yes there will be a split between the indications and you are correct in that it varies by aircraft and increases with stage length. One of the aircraft in our current fleet suffered a 6.8K Split after arriving from a 12.5 trip and that was cause for a logbook write up. The problem then is trying to find out which of the 4 engine transmitters might be defective. I'm not exactly certain at what point it becomes alarming vs normal but I know 6K over 12 hrs was excessive with a full fuel load. From what I see, the crews I worked with were more concerned with Totalizer being on plan and the split was more to monitor for a possible fuel leak scenario. If your Totalizer fuel is on Plan or above, your probably in good shape and aren't seeing a fuel leak develop. You also correct that fuel balancing isn't rocket science but it is important. The 747-400 has a tendency to require a bit of balancing from time to time and most of the crews I flew with left the fuel page up on the lwr eicas the entire flight to keep an eye on things before they became problematic.