Hi all,KFJK Information Bravo:KJFK 270351Z 19017KT 7SM +RA FEW005 OVC043 16/16 A3005 RMK AO2 PK WND 19030/0304 RAB0256 SLP174 P0001 T01610161 $Ok, an AOM that I have says that if moderate precipitation is a factor the start switches should be placed to the FLT position. However when I do this the switch quicks back to the OFF Position. Will this be fixed for SU2?Thank youBruno Francescoli.

who's AOM??I would be very surprised if it indeed indicated a portion of the inflight restart sequence as part of a heavy wx precaution checklist flow.You might want to try the 'cont' setting (continous ignition) for severe wx conditions in this product, just a thought :-)

AOM is usually the aircraft owners manual or flight manual. :)In precipitation they should be put in the CONT ignition position as well as before selection of engine anti-ice.Hope this helps.

I'm sure Mike knows what an AOM is ;-) I believe he was asking Bruno from which (airline) AOM he was getting the information - much as Ian R. in another thread was asking Bruno the same question - this time related to an autobrake issue.So far - no answers, Bruno?

Hi there.This information was taken from a Continental AOM. All the info (REV/DATE/SEC etc...) can be found in the screenshot.BEFORE TAKEOFF Checks >http://forums.avsim.net/user_files/45491.jpgBruno Francescoli.

Hi BrunoThats really strange! Where have you got this AOM from? As far as I know the FLT is to restart the engine inflight after a flameout for example. It does quite the same as the GND start sequence just for an inflight procedure. But the switch should jump back to off as soon as the engine is running. And that's exactly what it is doing in the PMDG 737. It makes no sense to start an engine that is already running...But now I'm really not sure anymoreCan someone else answer that?ThaksMartin

"But the switch should jump back to off as soon as the engine is running."I'm not sure this is true, Martin ;-)The only reason why the switch jumps back to off is to prevent the starter motor blowing up (if it is still connected to the engine above idle speeds, it can disintegrate due to overheating/high gear speeds). As far as I know, the starter motor is not used in flight on an NG. There is no wiring in the Start Switch for it. I was suprised to discover this. At first, I thought it was only the time delay which was not activated. It is actually the starter itself. Hopefully someone can confirm this... otherwise I'll have to amend my wiring diagrams and maintenance manual... especially the part which says "The crew use the FLT position to start the engine in flight when the starter is not necessary" ;-)The only difference between CONT and FLT is the logic for the ignitors. There are two ignitors (spark plugs) for each engine. When using CONT, for example, the ignitors in-use depends on the "L/BOTH/R" switch selection (Left does not equal left engine by the way, it just means the #1 ignition system for both engines. Same for Right and the #2 ignition system). If the switch is in L(eft) or Right, only one ignitor will be running continuously. If in BOTH, both ignitors will be running on each engine.In FLT, on the other hand, BOTH ignitors will be running for both engines (as long as the Fuel Cutoff Levers are in IDLE).Hope this helps.Cheers.Ian.P.S. Bruno.... I believe someone has mentioned this already ;-) (Could have been me?) :-)

"As far as I know, the starter motor is not used in flight on an NG. There is no wiring in the Start Switch for it. I was suprised to discover this. At first, I thought it was only the time delay which was not activated. It is actually the starter itself."I expected the experts to come out in droves when I said this nonsense, but no :-)I overlooked the less-than-obvious, i.e. that the "GND" position can be used in flight.If a windmill start cannot be achieved, then it will be necessary to use GND in flight. A "X-BLEED START" annunciation will appear above the N2 digital indicator if the airplane is out of limits for a windmill start.Hope I haven't confused too many people.Cheers.Ian.

Why do you have to put the switch in de CONT-position before take off and landing?

"Why do you have to put the switch in de CONT-position before take off and landing?"It's for added safety, Floris.Normally, after engine start, a jet engine will run happily without the ignition system adding a constant spark. It's like a gas cooker/stove. The flame will continue to burn as long as there is fuel available. However, during approach and takeoff, you don't want a jet engine's flame to accidentally go out/extinguish. The NG is designed so that its engines should automatically relight if the flame goes out, but having the ignitors running constantly (in CONT) will help prevent it going out.Similarly, on aircraft fitted with Auto Anti-Ice systems, it is sometimes standard practice to select the Anti-Ice on, manually, for takeoff.Hope this makes sense. Cheers.Ian.

Thanks Richard! :)Regards

Ian,> P.S. Bruno.... I believe someone has mentioned this already ;-) (Could have been me?) :-)