Ign: "off" I gues is same as: "auto"But anyone have answer to my window heat and failures post?

Well weirdly enought this time everything worked! N2 never dropped down below 30! I found out that the only time it is at 0 is when I activate severe engine damage in failures. I gues last time I didn't properly reseted it!But I activated engine flame out and that didn't work. Looks like it was shutting down for couple of seconds but then reseted! (in failure options changes from activated back to off) Does it work for you guys?I also wonder something: if I have random failures turned on and lets say I get window overheat or engine overheat, oil temp high, prob overheat and such. Is it possible to fix it without turning the failure off in the options? I got window overheat once and I turned that window heat off. And the overheat warning didn't go off! Any cool failures that can be fixed within the cockpit and not simply turning it off in the options? Like to challenge my self ;)Thanks!PS. Just landed for the first time with auto land! I am amazed how perfect this landing was!!! Never knew it was that accurate!

• The engine start lever is in the IDLE position, the start switch is in the FLT position
• The engine start lever is in the IDLE position, start switches in GRD or CONT position, N2 less than idle and the airplane is in flight
• The engine start lever is in the IDLE position, engine speed decreases uncommanded or N2 is less than 57% and N2 is more than 50%. For this condition only, both ignition systems are energized for 30 seconds
• The engine start lever is in the IDLE position, the airplane is in flight, start switch is in the OFF position, N2 speed is less than idle, and N2 speed is more than 5%.

The relight NEEDS the start levers to IDLE.Ign. Off means off, the only automatic feature is the relight.

But anyone have answer to my window heat and failures post?

Where?

Just 2 over :)

The overheat will reset by cycling the switch off, (let it cool) and then on again.When set again to ON if the temp is less than 60°C the caution will reset.

OOOhhh... LOLJust thought of something. What about trying the same test as above with the EEC's off?That might give manual overide to the OFF state in the IGN switch, right?JB

Just did a test were I killed the EEC's both through the failure generator and the switch position and the flameout relit with the IGN in OFF.Maybe like Andrea said, the only requirement for a relight is the Fuel lever. Although the FCOM clearly states it's the EEC that is the failsafe for the relight in OFF.Andrea?JB

When EEC is selected OFF it goes into alternate mode, the EEC cannot be fully off as it is the engine "brain" and without it the engine will shut down..In alternate mode I must check if some protections are avaiable... tere are 2 alternate modes, so, give me time to check;)

Have a nice reading here:

These are the three EEC operation modes:

• Normal mode
• Soft alternate mode
• Hard alternate mode.

The EEC is in normal mode when all these conditions occur:

• PT is valid
• EEC SWITCH on the P5 aft overhead panel is in the ON position.

PT is valid when these conditions occur:

• PT signal from both ADIRUs are in limits
• PT signals agree
• Pitot probe heat for at least one PT probe is on
• Pitot probe heat off, airplane is on the ground and TRA is less than 53 degrees.

In the normal mode, the EEC calculates Mach number with the two PT values from the ADIRUs and P0. The Mach number is one of the parameters used to calculate the N1 reference speeds. If outside air pressure, temperature, and Mach number change, the N1 reference speeds also change. This makes sure engine thrust is satisfactory for airplane performance.If PT is not valid or the EEC switch is put in the OFF position, the EEC goes to one of the alternate modes. The EEC energizes the ALTN light on the P5 aft overhead panel when one of these occur:

• EEC is in soft alternate mode for 15 seconds
• EEC is in hard alternate mode
• EEC switch is selected to OFF (this puts the EEC in hard alternate mode).

The EEC goes to the soft alternate mode when PT is not valid. If PT becomes valid within 15 seconds, the EEC goes back to the normal mode and the ALTN light does not come on. After the EEC is in the soft alternate mode for 15 seconds, the ALTN light comes on. The EEC goes back to the normal mode and the ALTN light goes off if these conditions occur:

• PT becomes valid
• EEC is in soft alternate mode
• Engine thrust change when the EEC mode changes back to normal mode is small or thrust levers are near to idle (TRA less than 51.6 degrees).

In the soft alternate mode, the EEC uses this data to estimate Mach number:

• Total air temperature (TAT)
• Standard day temperature (from P0)
• Last valid difference between standard day temperature and static temperature (TO).

The soft alternate mode makes sure the engine thrust does not have large changes when PT data is not valid. Engine thrust can be less than normal or engine exceedances can occur if outside air conditions change while the EEC is in soft alternate mode. This occurs because the EEC estimates Mach number using TAT, standard day temperature, and the last valid value of delta air temperature from standard day. Delta temperature from standard day is usually calculated from standard day temperature and static air temperature. While in normal mode, static air temperature is calculated from TAT and Mach number. Because Mach number is not available in the soft alternate mode, the EEC uses the last valid value for delta air temperature from standard day. This estimate is accurate only if the outside air stays the same.The EEC goes to the hard alternate or reversionary mode when these conditions occur:

• EEC is in the soft alternate mode for more than 15 seconds (ALTN light on) and the thrust lever is less than 19 degrees above the idle stop
• EEC switch is in the OFF position.

NOTE: If one EEC is in the normal mode and the other EEC is in the soft alternate mode, it can cause thrust lever stagger. When this condition occurs, the pilots must put both engine EECs in the hard alternate mode. When both EECs are in the hard alternate mode, it prevents thrust lever stagger. At low thrust levels, there is a small thrust difference between soft alternate and hard alternate modes. At higher thrust levels there can be an uncommanded large thrust change when the EEC changes from the soft alternate mode to the hard alternate mode. Large uncommanded thrust changes are not acceptable. The EEC will not change automatically from soft alternate mode to hard alternate mode if there is a large thrust change.

When EEC is selected OFF it goes into alternate mode, the EEC cannot be fully off as it is the engine "brain" and without it the engine will shut down..In alternate mode I must check if some protections are avaiable... tere are 2 alternate modes, so, give me time to check;)

Thanks...So, based off what your saying, an NGX EEC failure is just failing the primary mode of the EEC's, not the entire EEC system?JB

The EEC is composed basically by 2 identical computers (channels A & B ) interconnected eachoter by a cross channel data link wich provide monitoring and check functions.They bot works together but only one channel at flight drives the HMU (lets say the engine).A failure in a channel cannot be seen by flight crew, it will be stored in the BITE and reported to the maintenance, the other channel will take control.The engine is capable to self power its electronics in case of total aircraft power loss. It will use the PMA (permanent magnet alternator)

Edited January 11, 201214 yr by davierosoft

Very nice Andrea, thanks.And again, Kudos to PMDG.JB

A last thing on the ignition:during a wet start or hot start the ignition will be automatically removed by the EEC has it has this kind of protection.

So in regards to a flameout due to precipitation or turbulence, an autorelight would occur with quadruple redundancy?Sent from my iPhone using TapatalkJB

It is a double redundancy, dual channel each able to "protect" the engine.Double sparks to permit relight or start.Alternate modes in case of loss of data (for example P0) or if forced by pilots.There is a thing about TAT, and few differences between the apirated TAT probe and the un-aspirated one.As the unaspirated TAT can become hot before airflow will cool it, its reading will not be take in count by the EEC, it will use T25 sensor to have temperature readings in the first 2 minutes of flight (I'm just going with values in my memory)Returning in topic, I tried the inflight start now at 4000fts with the completely cold panel. I was able to do it, don't ask me the speeds, all I did was with the displays in the Byte cycle so, no info on the displays.This time, with IRS both on ATT I had an old problem present before SP1b... the aircraft goes crazy sometimes.

It is a double redundancy, dual channel each able to "protect" the engine.Double sparks to permit relight or start.Alternate modes in case of loss of data (for example P0) or if forced by pilots.There is a thing about TAT, and few differences between the apirated TAT probe and the un-aspirated one.As the unaspirated TAT can become hot before airflow will cool it, its reading will not be take in count by the EEC, it will use T25 sensor to have temperature readings in the first 2 minutes of flight (I'm just going with values in my memory)Returning in topic, I tried the inflight start now at 4000fts with the completely cold panel. I was able to do it, don't ask me the speeds, all I did was with the displays in the Byte cycle so, no info on the displays.This time, with IRS both on ATT I had an old problem present before SP1b... the aircraft goes crazy sometimes.

Very impressive Andrea!Lemme guess, your either PMDG's systems integrity guy or your working on your type rating?:)Thanks for the Info.Sent from my iPhone using TapatalkJB