F100 Tech Questions
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F100 Tech Questions
After a vast search of all available F100 Manuals I have three remaining unanswered Question's.
1-The position of the TGT thermocouples.
2-Is Eng. fire Ext. is activated by Bat bus or D.C Emer. bus.
3-Hyd Press displays when A.C or D.C pwr. is available.
1-The position of the TGT thermocouples.
2-Is Eng. fire Ext. is activated by Bat bus or D.C Emer. bus.
3-Hyd Press displays when A.C or D.C pwr. is available.
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Can't help, but why does a pilot need to know the position of the thermocouples-do you guys help repair them? Ours give us info on EGT gauges, which are self-powered: luckily, we have amber and red radials with 350/420...placards, to remind us of the four different ground start limits. It beats memorizing ridiculous numbers, like in the old days.
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dv8,
The F100 is a joy to fly and operate, and the manuals are better than most (all?) I have come across since. However, they do not provide the details which you seek, though the Maintenance Manuals do. Ask your engineers if they allow you some time to bone up on the answers. You will probably find that they keep these manuals either on a PC database or on those funny microfiche things. Often, there is a facility to print copies of what you need.
Ignition Override,
There is a creeping tendency to show pilots less and less technical detail on the aircraft they operate. I don't agree with this, and having seen the manuals that can result from this policy (Boeing are particularly poor), I think it would be wise for pilots as a body of people to ask for more information. I can't agree with criticising someone who has a specific question and wants to find the answer.
As to where the sensors are, this can have a bearing on certain matters. A Hot Start, for example, may not look too bad if your EGT sensor is very far removed from the burner.
The Fokker does very well with regard to 'red lines'; it knows which phase of operation the engine is in (start, ground, flight, whatever) and displays the 'gauges' with the amber and red lines placed to reflect the limits in force. Thus, during start, the red line is at the start limit; once running, it moves. Further, any exceedance is highlighted by an appropriate alert and the display of the necessary checklist.
It's a real joy to fly by hand, too!
------------------
'Brighten my Northern Sky' Nick Drake R.I.P.
[This message has been edited by NorthernSky (edited 23 June 2001).]
The F100 is a joy to fly and operate, and the manuals are better than most (all?) I have come across since. However, they do not provide the details which you seek, though the Maintenance Manuals do. Ask your engineers if they allow you some time to bone up on the answers. You will probably find that they keep these manuals either on a PC database or on those funny microfiche things. Often, there is a facility to print copies of what you need.
Ignition Override,
There is a creeping tendency to show pilots less and less technical detail on the aircraft they operate. I don't agree with this, and having seen the manuals that can result from this policy (Boeing are particularly poor), I think it would be wise for pilots as a body of people to ask for more information. I can't agree with criticising someone who has a specific question and wants to find the answer.
As to where the sensors are, this can have a bearing on certain matters. A Hot Start, for example, may not look too bad if your EGT sensor is very far removed from the burner.
The Fokker does very well with regard to 'red lines'; it knows which phase of operation the engine is in (start, ground, flight, whatever) and displays the 'gauges' with the amber and red lines placed to reflect the limits in force. Thus, during start, the red line is at the start limit; once running, it moves. Further, any exceedance is highlighted by an appropriate alert and the display of the necessary checklist.
It's a real joy to fly by hand, too!
------------------
'Brighten my Northern Sky' Nick Drake R.I.P.
[This message has been edited by NorthernSky (edited 23 June 2001).]
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Dv8
The nine TGT thermocouples are situated at the inlet to the LP turbine.
Engine fire detection/extinguishing is powered from the 28V DC Emergency bus (which is itself supplied from the DC essential bus or DC bus 1 or the batteries depending on circumstances).
Hyd sys 1 qty is fed from DC bus 1 and sys 2 from DC bus2 (look in the bus equipment list in the abnormal checklist).
The nine TGT thermocouples are situated at the inlet to the LP turbine.
Engine fire detection/extinguishing is powered from the 28V DC Emergency bus (which is itself supplied from the DC essential bus or DC bus 1 or the batteries depending on circumstances).
Hyd sys 1 qty is fed from DC bus 1 and sys 2 from DC bus2 (look in the bus equipment list in the abnormal checklist).
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Gotta go with Ignition Override on this one.
It doesn't really matter where what is and how it is displayed, however, I would applaud the professional attitude in the search for detail, it will earn much respect from the techies, but.
IMHO at the end of the day when the door is shut there is little one can do but go with the 'certificated' instrumentation and SOPs supplied. Too much superfluous information only serves to confuse. It'll either start within limits or it wont. If alternatives aren't available it's because they aren't.
My experience is that second guessing the SOP or engine display leads to tears more often than not.
This'll get me into trouble but the reality is, it wouldn't matter if they used apples, bananas and oranges like a casino fruit machine, beyond pulling the handle what can you do and what does it matter where the sensor is.
Whether it indicates 1098.09567456C in the burner, the nozzle, the FOs underpants for the looker FA, or that big flashing red light and buzzer even coupled with a jack in a box popping out of the panel, it's only important that the fuel (or FA) gets removed RIGHT NOW.
Accurate reporting of the 'symptoms' to the tech is paramount, but beyond that???, there is a risk that self diagnosis and risky shift will lead them in the wrong direction. In any event the engine computers should tell the story.
Back to the days of the "hero" start, not this little black duck. It's not worth your career if you get it wrong and you certainly will not share in any recognition from the pax you delivered on time. They will be blithely unaware there was ever a problem.
Besides who knows what bigger ogre the immediately apparent problem is hiding?
Watch for the future panel like the modern motor car. No lights no probs. One lever, one dial, We're there with the flight instruments.
It doesn't really matter where what is and how it is displayed, however, I would applaud the professional attitude in the search for detail, it will earn much respect from the techies, but.
IMHO at the end of the day when the door is shut there is little one can do but go with the 'certificated' instrumentation and SOPs supplied. Too much superfluous information only serves to confuse. It'll either start within limits or it wont. If alternatives aren't available it's because they aren't.
My experience is that second guessing the SOP or engine display leads to tears more often than not.
This'll get me into trouble but the reality is, it wouldn't matter if they used apples, bananas and oranges like a casino fruit machine, beyond pulling the handle what can you do and what does it matter where the sensor is.
Whether it indicates 1098.09567456C in the burner, the nozzle, the FOs underpants for the looker FA, or that big flashing red light and buzzer even coupled with a jack in a box popping out of the panel, it's only important that the fuel (or FA) gets removed RIGHT NOW.
Accurate reporting of the 'symptoms' to the tech is paramount, but beyond that???, there is a risk that self diagnosis and risky shift will lead them in the wrong direction. In any event the engine computers should tell the story.
Back to the days of the "hero" start, not this little black duck. It's not worth your career if you get it wrong and you certainly will not share in any recognition from the pax you delivered on time. They will be blithely unaware there was ever a problem.
Besides who knows what bigger ogre the immediately apparent problem is hiding?
Watch for the future panel like the modern motor car. No lights no probs. One lever, one dial, We're there with the flight instruments.
Guest
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dv8 and Northern Sky: my apologies if my comments appeared to criticize the desire for info, which we all have. The culture at my company seems to be the type in which most pilots don't want to be concerned about system facts which don't help them on orals, checkrides or conduct a safer operation. I can certainly understand that if EGT or other gauges are not accurate, it would be really nice to know that. Our company doesn't really want us to second-guess gauges that are probably ok.
I once asked a very experienced DC-9 Captain (former part-time P-3 Patrol Squadron skipper, on days off) whether he preferred the color to the monochrome weather radar, and he simply said, "oh, that's only academic". Some of the FOs probably were reluctant to point out secondary information to many of these "older guys".
And I would take an F-100 over many of our DC-9s, if given the choice.
I once asked a very experienced DC-9 Captain (former part-time P-3 Patrol Squadron skipper, on days off) whether he preferred the color to the monochrome weather radar, and he simply said, "oh, that's only academic". Some of the FOs probably were reluctant to point out secondary information to many of these "older guys".
And I would take an F-100 over many of our DC-9s, if given the choice.
