Originally Posted by
Karol P
I know manuals but I'm looking for a real example.
As others have noted, "restartable" shutdowns are rare - and reasons to attempt a restart are even rarer. Since commercial aircraft are certified to fly just fine with one engine shutdown, the primary reason to attempt a restart would be that the remaining engine has an issue as well. As a general rule, 'restartable' shutdowns are due to precautionary measures - e.g. low oil pressure or quantity, so as long as the other engine is fine, the reason you shut it down is still there -you're trying to protect it.
As for the LEAP engine not being restartable in-flight - yes, complete and total BS. There are very specific and demanding cert requirements for the ability to restart an engine in-flight, and if the LEAP couldn't meet them, it never would have been certified.
BTW, I doubt many people realize how many hours/cycles the 737 MAX fleet has already accumulated - it's in the millions of flights and increasing rapidly (as is the size of the in-service fleet). So even a very good shutdown rate (1 per 100,000 hours required for 180 ETOPS) means a quite a few shutdowns.
In fact - in spite of the two MCAS crashes - the MAX has racked up enough cycles that the fatal loss rate as of the end of 2024 was already semi-respectable at 0.41/million departures (in comparison, it's about the same as the A330 at 0.38).