Originally Posted by
tdracer
TCMA only shuts down the engine with the problem. Boeing makes of point of not cross talking information between engines to help protect engine-to-engine isolation.
The intent is not to override anything the pilots are doing, but to deal with an engine that's not responding when the thrust lever is moved to idle.
So this has been unclear to me. On TakeOff, with both in TOGA, say NUMBER TWO fails. Not yet at V1, PF retards both levers, number two because he/she knows it has Failed, and number one because he/she rejects the rotation ..
Assuming each engine is isolated from the other, Including TCMA, will both shut down independently, and "simultaneously"? Even though engine data is read as quite different? Asking if the airframe logic can suss the difference twixt legitimate
Dual shutdown and airborne dual shutdown?
Mode logic confusion... Thank you tdracer
If asked before, was the one second sample rate considered? Seems relying on steam sensors (WoW, levers discrepancy, etc) might conflict with instant FADECS??
If this is accurate, and TCMA " Does not care about acceleration, I see a problem.
Once WoW has triggered TCMA, once and done. No? Because I give TCMA. NO leeway. If it ShutDown thruston a landing, it's locked out, full stop. Eh?
Otherwise, the TCMA is piloting the aircraft...and TOGA should be right there, let alone the ability to relight...