Originally Posted by
Sea Plane Driver
I flew DC-3s, both seats. Not sure what the crews did that saved the day in a -3?
I was not referring to the wind shear weather scenario when speaking of the DC-3 but to the technique of the PNF handling the throttles during normal operations on take off.
As to pulling to droop that works in a single engine scenario on the 212 when the good engine goes to N1 topping..we used that in the 205 a lot or a 212 with the -3 not -3B engines also at high density altitudes when you can have both engines at topping but torque below 100%. However in a 212 with both hamsters running torque limiting and RPM droop is not your friend ( not that we ran around pulling more than 100% torque ) …you can watch as RPM, N1 and TOT drop but torque is indicating high. perhaps 104+. you have to lower collective to get the indicated torque back below limiting. As one pilot described the system in simplistic terms “its like you are rolling off the throttles while pulling collective”. More than one accident has had the torque limiter as a contributing factor. ( one case was a high time 205 driver very recently converted to the 212. The difference between N1 topping and “torque limiting” had not been properly covered during his checkout. )
Getting the torque limiter correctly set up was and is important. There was a time when correct setup was often not done and there was considerable debate as to correct procedures..the manual was worded in such a way as to be ambiguous to some.