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Make sure the fire protection system for ENG 4 is not "Armed".

Next time you start the engines, make sure that "ENG fire protection system" is not armed.

Only the Maintenance Personnel doing the cold and dark procedures in real life..if the aircraft completed it's maintenance check and ready for release,the a/c system is already power on [APU, IRS alignment, packs, lights, except for engines ]all of these components are important to power on the aircraft..

Try this...After the 1st RTO attempt, make sure that the aircraft is fully stopped and the autobrake is disarmed.then set again the switch to RTO to make a 2nd attempt of RTO.if you set the RTO switch while a/c is moving, the autobrakes will not engage during RTO.

Did anyone here attempted to do this in PMDG 747?!

Based on 747-400 FCOMThrust ManagementThe thrust management function operates the autothrottle in response to flightcrew mode control panel inputs or to FMC commands. Reference thrust limits canbe selected on the THRUST LIM page. FMC autothrottle commands are madewhile VNAV is engaged. Thrust management:• calculates reference thrust limits and thrust settings, or follows FMCthrust settings• commands thrust levers• senses and transmits autothrottle failures• commands thrust equalization through the engine electronic controlsThrust limits are expressed as N1 limits. Thrust equalization references N1.Thrust management calculates a reference thrust for the following thrust settings:With VNAV active, the reference thrust limit changes for the phase of flight.Thrust settings can be selected on the THRUST LIM page. The reference thrustlimit displays at the top of the EICAS display.With VNAV active, an engine failure, and flaps fully retracted, the reference thrustlimit changes to CON at VREF + 98. The planned thrust reduction point isinhibited.The flight crew can specify the thrust reduction height where the change fromtakeoff to climb thrust takes place by making an entry on the CDU TAKEOFFREF page. This can be an altitude from 400 feet to 9,999 feet or an entry of 5 forflaps 5.Reduced Thrust TakeoffReduced thrust takeoffs lower EGT and extend engine life.Derate/Variable Takeoff RatingTwo fixed derates, TO1 and TO2, can be selected on the THRUST LIM page.With both TO1 and TO2, the thrust setting parameter is considered a limitation fortakeoff; therefore, thrust levers should not be advanced further except in anemergency. A further thrust increase following an engine failure could result in aloss of directional control. Use the takeoff speeds calculated by the FMC for theselected derate or variable takeoff rating condition.Assumed Temperature Thrust Reduction TakeoffEntering an assumed temperature higher than the actual temperature reducestakeoff thrust.The maximum thrust reduction authorized is 25 percent belowany certified rating.The assumed temperature thrust setting is not considered a limitation. Theassumed temperature reduction can be removed. If conditions are encounteredwhere more thrust is necessary, the crew can manually apply full thrust.• TO–takeoff• TO 1 – takeoff one• TO 2 – takeoff two• D–TO – assumed temperaturetakeoff• D–TO 1 – derate one assumedtemperature takeoff• D–TO 2 – derate two assumedtemperature takeoff• CLB–climb• CLB 1 – climb one• CLB 2 – climb two• CRZ–cruise• CON – continuous• GA – go–aroundDerated Thrust ClimbDuring climb, CLB 1 and CLB 2 derates are gradually removed. In cruise, thethrust reference defaults to CLB or CRZ as set by maintenance.Two fixed climb thrust derates can be selected on the THRUST LIM page. CLB 1uses a 10% derate of CLB thrust to 10,000 feet, then increases thrust linearly withaltitude to CLB thrust at 15,000 feet. CLB 2 uses a 20% derate of CLB thrust to10,000 feet, then increases thrust linearly with altitude to CLB thrust at 15,000feet.Use of an assumed temperature reduced thrust takeoff or takeoff derate affectsautomatic selection of climb derate. For a thrust reduction of up to 5 percent,maximum climb thrust is selected by the FMC. For takeoff thrust reductions orderates from 5 percent to 15 percent, CLB 1 is selected. CLB 2 is selected for alltakeoff thrust reductions or derates greater than 15 percent. On the ground, thepilots may override the automatic climb derate selection after the takeoff selectionis complete.

for me...i think... PMDG almost completed the collection of Enhanced 747 series.1.747-4002.747-400F3. 747-400LCF4.747-8i5.747-8Fand i hope PMDG completes all the enhanced 747 series..let's try something different for all of us long haulers of 747maybe i suggest....747-400D then...777-200LR/ER777-300777-300ERand lastly...Airbus A320....

for Boeing and Airbus battery...24 volts is the standard but it reaches up to 28 volts [full charge]if i'm not mistaken 22 volts is the minimum to start a APU...

For me [based on my personal experience]MSFS helps me a lot to study deeply about the aircraft system and know the basic and advance fundamentals in flying,and other sort of thing will happened to the aircraft during flight or in the ground [failures and procedures..normal and non normal]i considered MSFS as my "training ground" to learn, familiarize and practice & procedures related in aircraft system...you can do anything in flightsim without risking of the following: 1.Life2. Multi-Million AircraftAs a "Real" Aircraft Mechanic..it's not only removal and installation of aircraft component or doing some wrench, torquing and do some safety wiring...it's very important to know how the system works, function that you're fixing/troubleshoot..flightsim and CBT are the good combination to learn deeply about aircraft system..why?CBT is also a simulated procedure to learn the aircraft system...but it is very limited and some CBT has only full discussion and some are combined discussion and click-able features....flightsim is more on virtual hands-on operation of the aircraft whether you fly it or not...simulations has a "limitation"CBT features all the info that you need about A/C but you can't fly or taxi the aircraft...flightsim.. you can operate the aircraft virtually but some certain features specially the FMC[boeing] MCDU[airbus] are very-limited unlike the CBT has...motoring the a/c using the MCDU/FMC or doing some BITE test... you can't do it in the flightsim but you can do in some CBTbut doing some functional and operational test...you can do in flightsim and see all the controls moving/functioning and set some failuresthat you cannot do in the CBT...we have a training called "Ground Engineer Initial Course" to learn how to operate the aircraft...and it will be performed on a Level D type simulator...starting the APU/engines of the aircraft...it's a very serious...why?anytime for these time when the turbine engines starts to run..what are this risk...1. FOD 2. FIRE3. Flame out/surgeand during run-up...it's a very risky part of the procedure specially if you're doing a high run-up checks....even the aircraft have chocks placed in the main landing gear..sometimes the aircraft will jump off in the chocks..because of high thrust produced from the engines....or some loose FOD ingested during run-up...many accidents happened already during run-upgood example is the etihad A340 jumped off in the blasting fence and the aircraft mechanic sucked into the 737 engines while checking the engines during run-upso again....it is really helpful to have these kind of programseither MSFS/ Level C/D simulator/CBTand i don't considered it as a "GAME" or Hobby...if you don't take seriously the aircraft......"Airplane usually kill you quickly---a woman takes her time"

Captain Sim 727/C-130Wilco 737-300/400/500PMDG 737-600/700/800/900RFP 747-200PMDG 747-400/FCLS DC-10PMDG MD-11PSS 777Wilco Airbus A330/A340

i'm a junior aircraft mechanic in real life..and doing "C" and "D" checks on A320/A330/A340skydrol