Nimrod cockpit gauge
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No 2 was the master engine and the pilot should fine tune the other throttles to stop the fans moving.
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Isn't that another 'British aeroplane' type feature ( like the hyd levers in the roof? ) I think the dreaded T-word may have had the same gauge.
Incidentally, the P2 fiddled around with the throttles, the P1 looked smuggly on and the Eng tutted and moaned at the P2 at his failure to get them in any semblance of order
Incidentally, the P2 fiddled around with the throttles, the P1 looked smuggly on and the Eng tutted and moaned at the P2 at his failure to get them in any semblance of order
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Martin,
When operating on 4 engines, it helped to achieve symmetric fuel burn. T'bird7 is correct with his description; although that was not necessarily confined to setting the P2 setting the RPM!
Duncs
When operating on 4 engines, it helped to achieve symmetric fuel burn. T'bird7 is correct with his description; although that was not necessarily confined to setting the P2 setting the RPM!
Duncs
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On VC10's, the throttles are finely set by the Air Eng (in cruise). If the engines are now all rotating at the same speed, then temps, pressures, fuel burn, P7 Thrust etc etc, should all be the same. If it doesn't the it can be used as an indication of a future problem.
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Synchro
Of course it all worked really well unless an unscrupulous Flight Eng like K## W##b turned on the engine anti-ice and then it was worth cock-all!!!
Happy days......
Happy days......
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Isaneng..........Absolutely correct.
My, how I used to while away the hours in the cruise watching the Student Pilots attempting to 'synch' the engines.
And then put on the engine anti-icing........
Edited for spooling errors.......
My, how I used to while away the hours in the cruise watching the Student Pilots attempting to 'synch' the engines.
And then put on the engine anti-icing........
Edited for spooling errors.......
Last edited by The Curator; 15th Mar 2011 at 18:11.
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On VC10's, the throttles are finely set by the Air Eng (in cruise). If the engines are now all rotating at the same speed, then temps, pressures, fuel burn, P7 Thrust etc etc, should all be the same. If it doesn't the it can be used as an indication of a future problem.
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Another issue was the fact that the synchrometer was fed by the HPRPM Tacho-Genny, so the pilots would line up all their rpm's to stabilise the synchrometer indicators, then the eng would start fiddling with the throttles to line up his LP rpm's on his gauges, knocking the synchrometers out again, hahaha.
The same was true for "throttle stagger" snags - eng would line them up on LPRPM, we would ground run and line up on HPRPM (as per the AP) and pronounce it No Fault Found, lol.
The same was true for "throttle stagger" snags - eng would line them up on LPRPM, we would ground run and line up on HPRPM (as per the AP) and pronounce it No Fault Found, lol.
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Nimrod Gauge
Sorry to be picky but the Synchroscope was fed from the engine LPRPM gauges. The reason being that during flight conditions the LPRPM was the only true measure of engine power being produced.
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Sorry to be picky but the Synchroscope was fed from the engine LPRPM gauges.
(LP tacho-genny)Secretsooty; thats why you were able to pronounce "No Fault Found", lol.
Don't know how you boys managed to contain yourselves having so much fun in the cockpit