737 driftdown altitude - "Lt / Rt eng out"
Join Date: Nov 2002
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RMC, I doubt they would ask Cabin Crew this question, Update your profile! I'm doing an LPC Sat eve so will see if this works in the sim, don't really want to do this in the cruise as the temp will be outside icing limits and it's never good to "play" with things, sets a bda example. If you have an interview, they are looking for the thought process so I wouldn't worry too much. If you know the differences between classic and NG, especially electrics, take off warnings, wing anti ice differences, autoslats, and auto shutdowns, you should be fine.. good luck.
Join Date: Apr 2007
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Any updates
I can see itīs 2 years since last post in this thread but Iīm currently doing the 737 NG rating and this ENG OUT LT og RT got me wondering about why the FMC would like to know.
It obviously does make a difference as stated by the first post but why.
If itīs just current AC TAI config it should also be able to se which eng is out.
Some good points in this thread but does anyone have the hard facts..
It obviously does make a difference as stated by the first post but why.
If itīs just current AC TAI config it should also be able to se which eng is out.
Some good points in this thread but does anyone have the hard facts..
Join Date: Mar 2005
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The QRH performance inflight suggest reducing max altitude based on anti-ice on, with wing and engine anti-ice being 5500' so nothing like the figures you are suggesting.
I would also be interested to know this, as its a regular question I get asked during type rating sessions.
I would also be interested to know this, as its a regular question I get asked during type rating sessions.
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I keep on hearing those "cruise briefings" where pilots keep on hammering on the correct drift down speed from the fmc, selecting MCT etc, like if they could prohibit the aircraft from decending. But this is off topic.
Another part is the FMC drift down altitude, like this is now your biggest concern. (apart from over the Himalaya`s)
Anybody asked himself the question why the max single engine etops cruise alt is calculated at level 170, and the FMC at level 410, shows you something like level 220? The FMC takes the actual bleed config into consideration. That means if you will need engine A/I at lower altitudes, start subtracting about 1200 ft from this number. You additional need wing A/I? wow, another 4900ft down the drain...
back to the original question. difference between the engines,well I do not know, never noticed.
Another part is the FMC drift down altitude, like this is now your biggest concern. (apart from over the Himalaya`s)
Anybody asked himself the question why the max single engine etops cruise alt is calculated at level 170, and the FMC at level 410, shows you something like level 220? The FMC takes the actual bleed config into consideration. That means if you will need engine A/I at lower altitudes, start subtracting about 1200 ft from this number. You additional need wing A/I? wow, another 4900ft down the drain...
back to the original question. difference between the engines,well I do not know, never noticed.
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Good old times ...ever heard about engine "intermix"? . Flying the 727 it was very common to have diferent rated engines mounted on .
Been in the NG for a while and have never seen it , in theory I guess you can have,let's say a 24 K engine on one side and a 27K on the other...
Been in the NG for a while and have never seen it , in theory I guess you can have,let's say a 24 K engine on one side and a 27K on the other...
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I'm doubting my sanity whilst posting this, but I am sure during a discussion years ago on this subject, someone told me that the aircraft was acting like a prop driven twin, & one engine was more "critical " than the other. So, something aerodynamic caused by these big multi-bladed CFM "props".
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Tried it yesterday. If u turn on the eng anti-ice of one engine, the values differ significantly. Now, imagine that u fly with eng anti-ice valve inoperative open and... get the eng failure. Isn't that an answer for the question itself?
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Answer
The Answer is, by selecting L ar R eng out in FMC Cruise Page you just tell FMC from whitch engine should take informatiion for performace calculation.
Signals from (death) engines are false.
Good luck Mike
Signals from (death) engines are false.
Good luck Mike
