Guppy,
Great insight and I appreciate your time for posting. I liked “What you miss or don't address during the start could very easily come back to bite you, or someone else later, during takeoff or in flight.”
V1…Oops
Thanks very much for a great post, and I liked the graph and picture. The discussion around what my instructors want is wonderful if the simulator was used by just one customer, but it is used by several. So I can very easily run into customer A wants this, and customer B wants that, and the NAA wants both, but leans towards a third option.
This topic was also brought up during the last FSEMC in Brighton. There are two lines of discussion around malfunctions.
1. Do we (owner or MFG) have hard data to support any one malfunction, or are we working off of what we “should” see based off of other cases or a lot of engineering research.
2. What are the instructors really trying to teach? A hard and fast procedure out of the QRH or the pilot’s to think?
As everyone has pointed out, there are many variables to a hot start, what one person may say is the hard answer, the next may never have seen.
I have always found these kinds of limits impossible to monitor with the older analog gauges like you showed.
1 the temperature drops below 980° within 2 seconds, and;
2) the temperature continues to drop to below 925° within the following 8 seconds.
The JT3D in our 707’s had this Abnormal:
If EGT entered the 450° - 530°C range for 15 seconds (not too hard to do) or less or 530° - 565° range for 5 seconds
… bluh bluh bluh.
I have found the errors in the code, my ITTT climbs a lot slower now, the FF does not jump as much, and the engine actually goes above 30%.
My humble thanks to each and everyone of you who took time to post on this.