Jet Tech

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.

Tom, The Fuel Synoptic shows you the breakdown by tank and pump and crossfeed status on the Lower Eicas

Brian, I may be incorrect but I'm not sure your understanding the difference between a Calc/Totalizer Split and fuel imbalance. A split between Calculated and Totalizer fuel means that the fuel going though the fuel flow transmitters on the engines and being totaled fuel used by the FMC calculator disagrees with the Fuel Qty indication system. That indeed CAN indicate a fuel leak, or it could just be a bad fuel flow transmitter. In regards to fuel imbalance, you can balance fuel by turning off pumps and opening crossfeeds as necessary to burn fuel out the tanks that are high and to leave fuel in the tanks that are low until they balance.

The panel in question is the used to dial the Cabin Interphone to call the various stations on the aircraft. It is installed but doesn't really do much in a simulator since there is no one to answer the phone on the other end.

Tim, The Support Portal requires a completely separate account from the PMDG Ecommerce site. Did you establish a new account, it not you can't recover a password for an account that doesn't exist yet.

Ed It would probably be best to submit a support ticket via the portal so we can try to track this issue a little better and figure out what might be happening.

Matthew, This is the Group A and Group B Leading Edge flap timing. If you take a read through the FCOM you will see the description for each group and its operation at Flaps 1 and Flaps 5. That being said I will review the Retraction after landing to make sure it is correct.

Hey Randy, Silly question........ What was it you were expecting to find here in the PMDG forum? Just curious.

http://www.avsim.com/topic/503381-where-is-my-topic-wing-model-vs-fuel-quantity/?p=3564698

Please sign all posts in this forum with full names. In regards to the TRC Files, those were developed for the 747-400 for FS2004 so they aren't going to work for you unless thats what your running. The new 747-400 V3 has Tutorial files in the PMDG Ops Center

There is one currently in works. In the paint hangar in Primer. Hopefully not too much longer

Anything like EZ Dok in use with the sim?

Greg, If the Navdata DATE is correct, then check the Sim Date. P3D is defaulting to September something last year so you need to reset it to System time for it to be accurate.

Alain, I will look into this a bit more in the manuals and see what we can come up with. I do not see anything in the QRH referencing A/T as in Inop system for Severe Damage or Separation but with the Fuel Cutoff switch OFF, the EEC is unpowered so it will require a little bit of digging here.

Steve, Are you certain you deleted BOTH of those folders completely and ran the installer again? If so were new folders created?

The SSB switch is controlled by the BCU 1 and 2. It can only be opened or closed manually under very specific circumstances. From the AOM Vol 2 SPLIT SYSTEM BREAKER Switch Push - (spring-loaded toggle, guarded) opens or closes split system breaker Note: Operative on ground only.

They should be functional, I will have to go back and recheck them now

Were you on the ground or in Flight? Maintenance switches are not active inflight

Thanks Hilmar!

Mr Watson, Not a single one of our 747s had the ELT switch. Three different "Variants" based on delivery Line but I would almost be willing to guarantee it's and airline option depending on the type of ELT installed. Testing them was not nearly as easy as it would have been on your fleet and Yes, ALWAYS read the Maintenance Manual before testing. :wink:

Daniel, Please submit a Ticket to our Support Portal with your account details and I can look into it further.

HI Ed, Is the 20 second Initializing countdown occurring?

Yeah turns out putting Humid air in an Aluminum tube causes a whole lot of problems. Hence the reason the 787 was one of the first to get it back for the entire cabin.

Terblanche,. I have replied to your support ticket with specific instructions on how to fix the issue. If you continue to have trouble please reply to that ticket and we can continue working in it. Your ticket was submitted at 10:48 EST and answered at 12:11EST

David, Did you set up the keys using the PMDG Key Command menu in the FMC for the 747-400 to match your other products? We don't use default key mapping so you need to make custom assignments via that menu