On May 20, 7:16 am, Bertie the Bunyip wrote:
wrote :



On May 20, 4:51 am, Bertie the Bunyip wrote:
Mxsmanic wrote
:

A Lieberman writes:

ANSWER HIS QUESTION ABOVE. WHICH ENGINE INDICATORS

For a piston airplane, tachometer, manifold pressure, CHT and EGT,
engine monitor if I have one (I do in the Bonanza).

That's not answering the question. Which one do you look at first
fjukkwit? And why would you look anyway? On my airplane, for
instance, the vast majority of the instruments are concealed after
engine start.. Only three left.

Bertie

Is it a series 35 or 50?

B757. there are two center screens, the upper one dispays EPR N1 and EGT
and the lower screen displays the rest of the stuff. After engine start
we shut of the lower screen and if the EICAS system has something to
tell us that's of any interest on that screen, like your oil has all
disappeared, for instance, then the screen re-appears. We leave it off
for the duration of the flight, though. Keeps the clutter in your head
to a minimum.
In the event of an engine failure, though, that screen is the least of
your worries. Keeping the airplane straight is the main prioirity and of
course you're going to feel the yaw in your ass before you notice
anything else. You'd be onto the instruments straight away to determine
th ecorrection required, though you'd already have a very good idea, and
a big bootful of rudder and/ or aileron to keep you from rolling on your
back. After this has settled down, you ensure your flight path is
correct, and then you'd check out your engine instruments to determine
what the problem is. And you have to do this carefully and judiciously,
because they can lie to you too, particularly if some damage has
occured. Of course, in a piston there's an additional problem that
mxtard has no idea of either, and that is that the MP is next to useless
in determining the side that's failed because the MP you might have been
pulling could be the same as ambient anyway. Anyhow, the point is, the
first clue you're going to get is your head bouncing off either a window
or your copilot. If you've been staring at your engine gauges
anticipating a failure as you fly along, you're probably going to fly
into something sooner rather than later....
But of course MX would ignore that feeling in his ass as one of the
donkeys retired and quickly analize his clocks. Then, and only then,
would he take the appropriate action, which , by this time, would be to
make a brief utterance of regret as his aircraft entered the earth
inverted.

Bertie

no fair! His bonanza doesn't have turbo props!

Hell yes, it's the kick in the ass that usually lets you know
something untoward is in the offing, along with auditory cues, g-
loading, etc., but if you don't verify with instruments then you could
end up well and truly screwed...and sometimes that helps to only a
point. There was the case of the airliner in central america
(1980's?) that went into an inverted dive because the pilot's
artificial horizon (if memory serves) was slaved to the co-pilot's and
that one had a wiggy connection such that it was giving intermittently
correct readings. They did a perfect 1g maneuver too- right into the
ground (at night)....but the wings and such were come off first.

I've always wondered why, in such circumstances, one would not take
the time to verify the situation by checking rate of climb/descent and
indicated airspeed rather than trust *one* instrument?