Hi folks,today I decided to try a oil leak failure on the right engine. So I setup the failure and slowly I could see the oil level reduce. Once it dropped below a specific point, I noticed the oil temperature rising. Initially into the yellow band and then into the red limit. The oil quantity dropped to 0 but what do you know, the engine lived on happily. Oil pressure was still normal (a miracle?) After around 1.5 hours without a drop of oil indicated and engine still running normally, I decided to activate the oil pressure failure and as the oil pressure dropped to zero, the engine "finally" gave up.Now I know that not all engine oil is indicated when the engine is running (you'll see something between and 90 in cruise during normal ops), but an oil leak should take out an engine, and it surely shouldn't take more than a couple of minutes once oil level drops below a certain point for the rotor to seize completely.One more thing I noticed once my engine had finally died:the upper DU displayed a max con of 95.1% while the ENG OUT CRZ page in the CDU showed 96.1%. The difference of 1% remained during my descent to MAX S/E ALT.RegardsMark

Hahah, it seems you want to kill your engines in all possible ways... and if fuel out is not able to do it, you are trying all other methods to shut them out... :( I will never fly on your planes :LMAO:Never tried it, I have the random and service failures active, so, it will randomly give me faults.What I think you must do is to make a list of the problems you find, then, after SP1c (no way to add other fixes on it), post it and we can check. ;)

Told you, I'm a dangerous combination: software developer and rated on the '37 :)I started off flying gliders - maybe that's the reason why deep down I want to do the same with the NG :) Would explain the manual reversion thing as well :DSure, I'll 'compile' a list for you guys.Not sure if I should dare post in these forums again after I publish it...Mark

Some engines can run for a while without oil pressure. One engine I know is certified to run for at least 30 minutes with zero oil pressure and no oil.Best regards,Robin.

Oil is used to lubricate gearbox, bearings and not less important, to heat the fuel going to the HMU, without oil bearings will run at speeds at about 5000rpm (N1) that generates tons of thrust, 10-15000rpm (N2) with gears, shafts, and so on, dry. I think the engine could resist minutes using the residuals, beginning to worn gears, but in this time the fuel temperature is starting to decrease, the risk is that if there is water inside the fuel, it can freeze and stops either HMU or fuel powered actuators.An hour of flight, probably with the engine not at idle, is a bit too much for every engine.

I have one question. Do you have service based failures on? I didn´t try, but if you have failures completely off, it may be ok that engine failure doesn´t occur.

Some engines can run for a while without oil pressure. One engine I know is certified to run for at least 30 minutes with zero oil pressure and no oil.Best regards,Robin.

I think you may be confusing some certification requirements for helicopter transmissions and gearboxes, not engines.I'm curious which engine has this certification. Don't worry i'm still leaning towards you being correct :). Even the venerable PT6 which could run on horse manure and gravel I think would have a hard time with no oil. The bearings and seals would just get too hot too fast I think.

Edited February 12, 201214 yr by Houghton11

Tried both your emty fuel test, my engines stoped when the fuel was out.I tried the oil leakage and at around 60% the oil temp went yellow and it continued all the way up to 373° at around 40% and the vibrations started to rise, the generator died at around 200°. Then the plane exploded (about 45min after amber oil temp and with 30% oil left) and the flight was reset. This actualy is like in real life because it happend in Sweden with a AJ37 Viggen a long time ago that had the P&W JTD8D engine and a turbine thrust bearing failed (caused by broken oil seal next to the bearing) at full trust at low level flying wich resulted in a 3000kg turbine axle turning 90° to the side inside the engine at 25000RPM. The pilot never knew what killed him and he didn't get a warning! I did this test with service based failures activated and forced oil level failure activated.BUT, the QRH has a instruction for both the amber and red alarm for oil temp so it seem impossible to go this far!

Edited February 12, 201214 yr by flygarn1

The engines stops to work, but with crossfeed could be restarted with 0 fuel.But it will be no more a problem, it will be fixed in sp1c ;)

Not sure why the plane should "explode"?Take a look at this:http://www.b737mrg.net/media/engine.pdfBasically the same thing happened in real life to a 737NG. Loss of oil quantity, shortly after that loss of oil pressure and within a few minutes the N2 shaft seized.I had the same initial symptoms: high temp, vibrations, IDG failure but was able to fly on for an hour with 0 oil quantity and normal oil pressure.Hi Andrea: great news regarding the crossfeed :) Thanks for your efforts (and of course PMDG's)!RegardsMark

Yea, why would the airplane explode?

That was a good read Mark, thanks, I like reading things that sound like they were written by an actual person instead of a PR department or a government bureaucrat.

Hi guys,In my case the oil scenario was somewhat different - I had let my oil deplete just naturally (service based failures turned on, but no relevant failures active). Right engine went to 0, left had still something like 55%, and of course I was curious how will it break. There were no negative consequences of no oil (it actually went later to -1%), and when I reloaded the plane I started with 462384729347214% of oil (or something like that).

462384729347214% of oil (or something like that).

The technician overfilled it so you cannot more run it dry. :(