CessnaPilot

Secondary is simulate also you can try it by shutoff all center hydraulic pumps and move the flap lever in flight. But if you do on ground make sure both engine are running.

To get that in an abnormally high duct pressure you need this combo. Idle the engine and once engine rpm is around the idle (Duct press around 30 psi range), fail the HPSOV. This will force HPSOV to go to full open and stuck there. After you fail the HPSOV also fail the PRSOV so the PRSOV can't modulate the valve to control the duct press to a normal range and force to stuck at full open. I got 144 psi on cruise but could be much higher on ground. Have fun

In normal mode, yes and the N1 will be limit as follow in your pic but I don't know why N1 in hard alternate still wind the N1 down and not archived highest N1 for that altitude (ie N1 at 102.7%) and also the EGT which is quite low compare to the real world video.

Could the manual mean the range where temperature is 40-50C? Since the EEC in normal mode would wind the N1 down above ISA+15 to maintain the T/O EGT at roughly around or below the redline (ie 98% N1 for 50C at sea level) while in hard alternate the EEC should maintain a higher N1 value (ie matbe around 102.7% N1 ).

After I do some digging in AMM of B737NG (since B777 AMM doesn't really give me any thing) I finally found something. And I think maybe you are right. "In the hard alternate mode, the EEC uses static pressure (P0) to get an assumed Mach number. To make sure the airplane will have enough thrust for satisfactory airplane performance in all conditions, the EEC assumes the outside air temperature with the highest thrust requirement. In this mode, large maximum thrust rating exceedances are possible during hot day conditions. This can cause EGT exceedances during hot day conditions" So yes, this is also possible in B777 since EEC will receive an airdata from AIMS too and hence EEC should still calculated an N1 value not too far from what it should calculated in Normal mode.

Request Thai airways new livery please.

My best guess would be the other protection in the EEC logic that I don't know (ie Combustion chamber pressure limit) limit the N1 RPM since I don't have FADEC manual with me I couldn't really point out what other protection it might have. At this point you might try submit a ticket and seek a better explanation from PMDG staff. Please share PMDG answer to your ticket with us.

For Normal mode and soft alternate, it is normal that EEC will not command high N1 since the cold air mean more air density and hence more mass airflow and more thrust so less N1 it need to achieve rated thrust. But for hard alternate that's kinda weird since it should provide a fix N1 vs TLA schedule at (ISA+15) and hence should easily achieved N1 100% or more. May I ask what is your environment condition (ie pressure altitude, temp, engine rating, IAS)

Is that in Normal mode or soft alternate mode or hard alternate mode?

First I would like to introduce a term rated thrust Rated Thrust is the amount of thrust that manufacturer guarantee that this engine could produce untill ISA+15. (30C at Sea level). In order to produce to same amount of thrust at ISA+15 (30C) compare to ISA(15C) the engine must throttle up from maybe 100% N1 to 106% to compensate for less mass airflow pass through engine and this is what actually happened in alternated mode. In alternate mode the EEC lost its air data input and hence unable to calculate the amount of N1 it require to achieve the rated thrust. So in alternate mode the EEC assume that you operate at the edge of certify envelope (around ISA+15). Hence for the same throttle position, the EEC in alternate mode will automatically increase the N1 by couple percent in which if you fly in ISA lower than +15 you will have an "Overboost" due to the increase in air density. However, the physical limit of N1 or N2 (ie due to the bearing load as Rob point out) always limited in either normal or alternate mode by governor in EEC control logic and shall never ever be over that value.