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Mxsmanic wrote in
: 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 |
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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? I'd look at the Commit Charge on Task Manager to see if I had enough RAM. |
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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? |
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Bertie the Bunyip wrote:
Well, that was an interesting one. It was in Panama.Copa airlines, I think. You've got it pretty much right. The skipper was the chief pilot and the FO was the greenest in the company, so there would have been a steep cockpit gradient. IOW the FO would have been a bit reluctant to speak out. Also, being a Latino cutlure, and paternal in it's roots, there is an even stronger reluctance to criticise one's superiors. Maternal societies produce behavior patterns more condusive to what we would call good CRM. /snip/ If that's the one I'm thinking about, the Captain was also a relatively low time pilot. He was a celebrated military hero in his country, but actually had just a few hours in fighters, and a few in Hercs. Then, after military retirement, *bam*, chief pilot of a "major" airline, with about 1000 total time. And yes, the -200 does have a very sporting roll rate, which certainly exacerbated the situation. Happy Flying! Scott Skylane |
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