Tee Emm
27th Feb 2014, 12:55
Appreciate your advice.
With 20K engines in the 737-300 what is the expected thrust at MCT 35,000 ft ISA . I recall a figure around 4000 lbs per engine which is (one presumes), why it takes a relatively long time to build up speed using MCT from 0.74 to reach Barber Pole in level flight. Roughly how long should it take to reach Barber Pole from 0.74 at say 50 tonnes at MCT at 35,000 ft in level flight?
Regarding Mach Tuck in the 737. In the Classics there is a Mach 0.74 limit if the mach trim is inoperative. Has anyone had experience of mach tuck if speed is advertently permitted to exceed 0.74? If so, how quickly did the aircraft nose over? If the autopilot was engaged at alt hold with mach trim inoperative and beyond 0.74 , would the AP be able to still maintain alt hold against the progressive nose over tendency?
Presumably there would be a critical Mach where, with mach trim inoperative, the pilot would be unable to prevent a further nose over (Mach Tuck) and a serious (uncontrollable ?) dive could occur.
If RTO is actuated during high speed rejected take off or during max manual braking during the landing, the anti-skid system would operate. In the real aircraft (as distinct from simulator), does anti-skid always cause marked airframe vibration on a dry or wet runway? If so, does this vibration stay at the same amplitude throughout the RTO or max manual braking deceleration? Or should the vibration caused by rapid operation of the anti-skid system, reduce as speed slows?
Last question! What is expected idling thrust ECG with both aircon packs Auto during ground ops? This assumes engine anti-icing off and idle 23%. N1. Nothing in the FCOM. So how is the pilot expected to know if the EGT readings are in the normal range?
With 20K engines in the 737-300 what is the expected thrust at MCT 35,000 ft ISA . I recall a figure around 4000 lbs per engine which is (one presumes), why it takes a relatively long time to build up speed using MCT from 0.74 to reach Barber Pole in level flight. Roughly how long should it take to reach Barber Pole from 0.74 at say 50 tonnes at MCT at 35,000 ft in level flight?
Regarding Mach Tuck in the 737. In the Classics there is a Mach 0.74 limit if the mach trim is inoperative. Has anyone had experience of mach tuck if speed is advertently permitted to exceed 0.74? If so, how quickly did the aircraft nose over? If the autopilot was engaged at alt hold with mach trim inoperative and beyond 0.74 , would the AP be able to still maintain alt hold against the progressive nose over tendency?
Presumably there would be a critical Mach where, with mach trim inoperative, the pilot would be unable to prevent a further nose over (Mach Tuck) and a serious (uncontrollable ?) dive could occur.
If RTO is actuated during high speed rejected take off or during max manual braking during the landing, the anti-skid system would operate. In the real aircraft (as distinct from simulator), does anti-skid always cause marked airframe vibration on a dry or wet runway? If so, does this vibration stay at the same amplitude throughout the RTO or max manual braking deceleration? Or should the vibration caused by rapid operation of the anti-skid system, reduce as speed slows?
Last question! What is expected idling thrust ECG with both aircon packs Auto during ground ops? This assumes engine anti-icing off and idle 23%. N1. Nothing in the FCOM. So how is the pilot expected to know if the EGT readings are in the normal range?