Chris,

Thank you for your help. I will try again and monitor the hydraulic pressure throughout the flight. I will also try another failure without a fire.

Any idea on how to determine if you should land with F15 or F30 on 1 engine ?

Single engine landings are alway flaps 15, anything greater than that causes too much drag for 1 engine in the event of a go around.

 

Stupid question, is this image above real or from the NGX? :LMAO:

 

No, good question, NGX really is that good

Oh, one thing I forgot to mention- how to deal with an EDP leak. If you recognize you're losing fluid through a leaky EDP, what you should do is to turn that pump switch OFF. This closes a gate that isolates the EDP from the rest of the system and prevents the loss of the entire system.

 

As for single engine landing flaps, I would go with 15 unless you have enough thrust and were already fully configured, landing on a very short runway or needed autoland capability. I'd much rather turn the autobrakes knob up one or two settings than have to redline an engine to stay in the air. I believe this is something that pilot's discretion and company policy also plays a big role in (which I have absolutely no experience in).

I tried 2 times the eng fire and I never had the hyd leak, do you have turned the fire handle? Did the fire extinguished in few seconds? Maybe pmdg simulated additional damages if the fire will not be extinguished.

In the screenshots I can see a more serious problem incoming... the fuel imbalance.

 

Action to be taken in case of fire to extinguish the fire (pilots will confirm or correct me) are memory items, you must act rapidily to shut the fire, this will protect the aircraft from further damages or problems like hyd leakage and hydraulic fluid fire. After the fire is gone, take the qrh and procede with the other steps.

Andrea,

Yes, the engine fire handle was pulled and the fire rapidly extinguished. When you tried the engine fire failure did the engine exceed the EGT redline? I believe this is required in order to get the EDP leak. If you take immediate action, there should be no EGT exceedance and no hyd leak.

 

I'll see if I can make a video demonstrating this later today or tomorrow.

 

I must try again, egt excedance has no relation to pump leakage as the pump is far from the combustion/ turbine section of the engine. However, it could be possible if there is a bug in the ngx.

I'll try it in the next few days and see if I get same results.

I must try again, egt excedance has no relation to pump leakage as the pump is far from the combustion/ turbine section of the engine.

 

It is possible that hyd lines could get damaged and spring a leak however.

I did use the fire handle twice to get the fire under control. Took me a minute to get to it. In the process I may have let engine 1 go into the red.

Thanks for the guidance re landing with F15. Your comments make a lot of sense. I will try at the next opportunity.

Looking forward to your video, Chris !

It is possible that hyd lines could get damaged and spring a leak however.

An egt excedance has no relation with fire as the fire detected by the fire loops are externally from the fan or core blades, compressor combustion chamber or turbine.

En EGT excedance is given by too much fuel burned into the combustion chamber or out into the turbine, completely different from a normal fire.

An egt excedance will not trigger the fire warning and will be solved by the engine shut down.

 

Fire handle and bottle discharge for an egt excedance is useless.

The EEC has also some protections to limit the problems.

The fire that triggers the fire bell is the fire that start to burn externally from the fan or core case, is the fire that burns between the case and the cowls, it is dangerous because in that area are present fuel (pump, HMU, VSV actuators, filters...) hydraulic components like the EDP tubing and pump, also the generator could cause fire in case of overheat or short circuit.

All those things related to the engine fire, could happen with a normal or not normal EGT indication, it is completely a different thing.

However, a fire that triggers the fire bell could create damage to the oil lines, an EGT excedance will never do.

To damage a tube the engine must be in fire for minutes or the flames must point directly to the tubing.

It is more like it is a little bug of the NGX.

ahh i see thanks for explaining

I've done a few more engine fires in the NGX and can confirm the EDP leaks aren't directly caused an EGT exceedance, but rather due to the engine fire. This can include ignoring an EGT exceedance (past red line). The logic PMDG uses, as far as I can determine, is the following:

 

EGT Exceedance:

0 minutes: EGT exceedance

1 minute after red line: Engine Fire & EGT exceedance

 

then...

 

Engine Fire (EGT irrelevant):

0 minutes = EGT exceedance & Engine Fire

1 minute = Engine Oil Temp

2 minutes = EDP leak

 

 

Therefore, if you start with an engine fire you only have two minutes before EDP leaks. If you start with high EGT, then IF you ignore it AND let temp to go past red line limit, you have three minutes before EDP leaks. You can be on ground with an engine fire without EGT getting close to red line and once the timer is up you have hydraulic leak, or have an EGT exceedance (FMC failure) for as long you can keep the engine under red line without any further consequence.

 

 

I have recorded the videos but having some trouble with editing and youtube right now. Hopefully i'll post them later tonight or tomorrow.

Another perfect example of what Ryan was talking about when he said, if you dont handle failures correctly and in a timely manner you can cause secondary failures.