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B737 Mis-set T/O Power at BRS - 4 Mar 2024

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B737 Mis-set T/O Power at BRS - 4 Mar 2024

Old 12th Jun 2024, 16:50
  #41 (permalink)  
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Originally Posted by Vessbot
The bugs stay
Means they're fed from FMCS takeoff and climb pages to EIS display no matter if A/T engaged.

Even that visual clue was overlooked.

(I assume with a simple servo fail the bugs wouldn't be compromised anyway g so I expect they displayed the correct 92.8% setting)
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Old 13th Jun 2024, 03:50
  #42 (permalink)  
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Originally Posted by blind pew
I used to know the rough fuel flows on take off and check if they were in that range..many moons later when I was writing junk, I asked a SFO at Dubai who had forgotten his crew ID and hence had to board his 777 with the pax going back to london as to what sort of fuel flows do you have on take off? He looked at me as though I was a moron and said he didnít know. Perhaps he was right.
Back in the day I flew both the F50 and the DHC8/300. Same engine (I saw them swapped between the two types). On the F50 the fadec was connected, on the D8 it wasn't. F50, for TO put levers all the way up, for climb push CLB, for cruise push CRZ. For descent pull to 60%, and leave there to the flare, for GA push GA button, and push forward. Never needed to look at any engine parameters, and they were all "don't exceed 100%" anyways. D8, set power to the bug for TO, for CLB, AF OFF, BLD ON&NORM, RPM 1050, TRQ 96% or ITT 715įC whichever is lower, PROP SYNC ON. For CLB keep adjusting power as required. For cruise.... Well, I'm sure you get the gist. But we had to do trend monitoring on the first flight of the day, and d@mn if those D8 FOs always would predict the numbers down to the degree, and the F50 guys would not know a single relevant number.....
"Well, it will warn me if I do something wrong!".....
Yeah, and how will you ever know if IT does something wrong?...
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