dores893

Members
  • Content Count

    19
  • Joined

  • Last visited

Community Reputation

1 Neutral

Flight Sim Profile

  • Commercial Member
    No
  • Online Flight Organization Membership
    VATSIM
  • Virtual Airlines
    No

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. dores893

    RSV Fuel Tank Surprise

    Tonight I decided to try to balance 1&4 plus the reserves with 2&3. That was the point where I turned off crossfeeds and overrides. When I did that, each tank was balanced and the aircraft was happy. No more EICAS messages. Yes, the 748 made me do math...in my head. I think we can mark this closed. I now know the reasons for the EICAS messages and why I bled my reserves....I didn't add them to 1&4 when balancing the fuel. It's possible to start with more fuel in the outboards plus reserves than the inboards when you are doing a short hop. That sets you up for a lot of EICAS fuel messages until you draw from the right tanks to get your balance. PMDG did an amazing job on this aircraft. Jimmy Helton
  2. dores893

    RSV Fuel Tank Surprise

    I'm loading fuel and payload from the FMC. I start cold and dark. I've noticed a few more nuances of the 748 that I'm trying to confirm. Not only do reserves flow into tanks 1&4, but per the non-normal checklist, I believe you balance 2&3 with 1&4 plus the reserves? And, if you don't, 2&3 will suck out your reserve fuel. I need a few more flights to test that hypothesis. She is a different bird than the 744 for sure. Jimmy Helton
  3. dores893

    RSV Fuel Tank Surprise

    I'm happy to clarify any points of confusion. Can you be more specific on where I should elaborate? Basically, the reserve tank fuel moved into tanks 1&4 when they had around 60,000lbs of fuel in each main tank. This caused a quick surge in tank quantity that caused a major fuel imbalance. It wasn't something that I asked the tanks to do at least not intentionally. At the time, the tanks were set up to draw only from 2&3 until such time as 2&3 equaled 1&4. I can elaborate on that setup if necessary. The question is what could move the reserve fuel so quickly into mains 1&4 under conditions other than the aircraft logic (i.e. less than 13.5 in the tanks). Jimmy Helton
  4. dores893

    RSV Fuel Tank Surprise

    Which brings me to my original conclusion that I must have somehow set the guarded reserve transfer switch from auto to on. I can't think of anything else that would bleed out my reserves with so much fuel in the mains. Does that sound plausible?
  5. dores893

    RSV Fuel Tank Surprise

    So it looks like I bled my reserves into 1 & 4 with well over the minimum fuel of 13.4? Also, and I'm not sure why, the pumps and crossovers didn't pop off automatically when 1-4 were equal even though that setting was on in the FMC PMDG setup (I have since turned it off...because I'd rather do it manually). Jimmy Helton
  6. dores893

    RSV Fuel Tank Surprise

    Also to confuse myself a bit more, it looks like from the schematics the reserves feed into mains 2 and 3. Maybe that was altered to 1 and 4 in the 748? Jimmy Helton
  7. dores893

    RSV Fuel Tank Surprise

    Would 13400 lbs be indicated as 134 or 13 on the fuel tank MFD page? My inboards were indicating 59 and my outboards in the 60s (I had accidently passed the equalization) when the outboards shot up into the uppers 70s from the reserves. Jimmy Helton
  8. I'm still breaking in the 748 and encountered something I haven't seen before. The tanks were set up for a short haul flight with more fuel in 2&3 than 1&4. The center tanks were empty. As on the 744, I set the pumps on for every tank, turned on the xfeeds, and set the override pumps on for 2&3 so as to draw from the heavier tanks until the fuel quantify was equal in every tank. At around cruise with plenty of fuel, tanks 1&4 were flooded with the reserve tanks. The reserves went to empty in under five minutes, and I spent the rest of the flight burning from the outboard tanks. The only thing I can think of that would cause this would be if I accidently set the guarded reserve transfer switch from auto to on over on the FO's overhead panel (not something I remember doing). Do you guys agree with that logic or can you think of others ways to draw from the reserves so early in the flight? My understanding is that they aren't usually touched until you are very low on fuel. Jimmy Helton KBNA
  9. dores893

    Some issues with P3Dv4 in the 777

    Air Kevin. LMFAO As far as the last issue goes, it can be done (telling Vpilot to squawk mode Charlie inside the cockpit) in V4, just not in PMDG aircraft. Digital Aviation's CRJ does it that was just released for V4. Maybe you should check your Vpilot settings Kevin, because you might have Mode Charlie set to automatically go on at takeoff.
  10. dores893

    Some issues with P3Dv4 in the 777

    Nothing suggested above appears to be close to the actual fix, so I wanted to let on how I fixed some but not all of the issues: Firstly, mostly everything related to the PMDG products can be fined tuned in the Operations Center. 1. For the wailer on the 777, go to the appropriate livery (and sim version) and go into aircraft specific settings and then to warnings. Then you can select single or double press on the autopilot and how you wish to reset the master caution. 2. For the 747, simply install all the updates requested in the notification center. 3. Regarding Mode Charlie in vPilot and P3dV4, this is an issue between the two programs. None of the PMDG aircraft in V4 can make vPilot squawk Mode Charlie like they can in V3. I didn't check Ident. Now, was that so difficult?
  11. dores893

    Some issues with P3Dv4 in the 777

    I don't believe you have the capacity to provide support. Your ego is too closely attached to your product to listen to the customer. "It can't be me so it must be you." Is this how to you talk to people at Boeing?? I've never seen such unprofessional behavior from a developer.
  12. dores893

    Some issues with P3Dv4 in the 777

    Let me restate my post in the hope that common sense will prevail. 1. I've been flying the NGX on VATSIM for three years in V3 without issue. 2. I've been flying the 777 for at least two years on VATSIM in V3 without issue. 3. I've been flying the QTS2 on VATSIM in V3 at soon as it came out without issue. This has nothing to do with procedures, the manual, or Vpilot. Your code is bugged. I'm pointing these issues out to PMDG as a courtesy. I'll check back in six months to see if you have made any progress. If not, I'll continue to fly all three aircraft correctly in V3.
  13. dores893

    Some issues with P3Dv4 in the 777

    Denial ain't just a river in Egypt.
  14. dores893

    Some issues with P3Dv4 in the 777

    I did another flight today. The wailer has the same issues, as did Mode Charlie, even after reinstalling Vpilot. I then tried to load the QOTS2, and it wouldn't even load. CTD 100% of the time. I reinstalled both aircraft without any resolution. I guess I will have to fly those tube liners in V3. At least the NGX works in V4.
  15. dores893

    Some issues with P3Dv4 in the 777

    I remember on the NGX that pressing the master caution always shuts it up, so I'm pretty sure that's what I went for first.