A321 Pitch and power with N1
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A321 Pitch and power with N1
Hello guys,
I feel uncomfortable with the epr indication on the 321. Any nice hints concerning power setting with the n1 indication? Any rule of thumb?
Thanks!
SW
I feel uncomfortable with the epr indication on the 321. Any nice hints concerning power setting with the n1 indication? Any rule of thumb?
Thanks!
SW
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Hi,
Just have a look at your unreliable airspeed QRH tables, it will give you some N1 pitch and power.
To be honest tooling the thing around I don't look at the EPR gauges much at all because I find them of little help, the speed trend arrow is much more help for finessed flying.
Just have a look at your unreliable airspeed QRH tables, it will give you some N1 pitch and power.
To be honest tooling the thing around I don't look at the EPR gauges much at all because I find them of little help, the speed trend arrow is much more help for finessed flying.
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Speedwinner
Im not taking the piss here,but what is there to be "uncomfortable"about.We fly these aircraft by the" numbers".Performance,and those numbers attached to it are just that.The rule of thumb is to correlate the current conditions,aircraft,weather,etc that give you the numbers,that essentially give you an EPR,plus others,how is that uncomfortable???.If I've missed the point here apologies in advance ,But,Fly the numbers,period
The Egt,for me is a great indication on how tired that engine is.With the old A1 engines an over temp ,in certain conditions was as a given,exceeding any parameter of any of those indications,whether it be a CFM or IAE, is just that,and you take the nessacery actions.I have never felt uncomfortable with the EPR unless I've exceeded its limitations
The second post by Tom,is exactly the place to look,because mate,I had an "actual"not the sim,and they work bloody well
Im not taking the piss here,but what is there to be "uncomfortable"about.We fly these aircraft by the" numbers".Performance,and those numbers attached to it are just that.The rule of thumb is to correlate the current conditions,aircraft,weather,etc that give you the numbers,that essentially give you an EPR,plus others,how is that uncomfortable???.If I've missed the point here apologies in advance ,But,Fly the numbers,period
The Egt,for me is a great indication on how tired that engine is.With the old A1 engines an over temp ,in certain conditions was as a given,exceeding any parameter of any of those indications,whether it be a CFM or IAE, is just that,and you take the nessacery actions.I have never felt uncomfortable with the EPR unless I've exceeded its limitations
The second post by Tom,is exactly the place to look,because mate,I had an "actual"not the sim,and they work bloody well
Last edited by Pakehaboy; 24th Apr 2016 at 15:24.
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i think it's 1.0(GW) that i start with, then during approach I adjust around that.
on the N1 gauge you can use (GW)% and adjust
Question> anyone flying by fuel flow these days?
on the N1 gauge you can use (GW)% and adjust
Question> anyone flying by fuel flow these days?
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The problem with EPR is all pitch and thrust tables give N1 and the doughnut is on the EPR. So you cannot position the doughnut to the correct value. You need to push the thrust lever approximately and wait for the actual N1 to register. Off course with trend arrow it is not a problem.
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When? In cruise? Check the N1's and you'll have a good reference for an unreliable airspeed event.
On final for power? With auto thrust off(please do!!)? F3 is typically about 5% less N1 vs F Full. Obvious it changes with winds and a/c weight. Try about 50% N1 for F3 and adjust as necessary(it's called pilotage). Or start with 55% N1 for Full flaps and adjust as necessary. Play the constant mind game - why did the speed change? Updraft? Downdraft? Wind change? Is yes how much should I adjust my new target/base line N1? If there were no changes and the speed is decreasing or increasing the initial baseline/target N1 needs to be adjusted. This is what makes flying a skill, and fun!
On final for power? With auto thrust off(please do!!)? F3 is typically about 5% less N1 vs F Full. Obvious it changes with winds and a/c weight. Try about 50% N1 for F3 and adjust as necessary(it's called pilotage). Or start with 55% N1 for Full flaps and adjust as necessary. Play the constant mind game - why did the speed change? Updraft? Downdraft? Wind change? Is yes how much should I adjust my new target/base line N1? If there were no changes and the speed is decreasing or increasing the initial baseline/target N1 needs to be adjusted. This is what makes flying a skill, and fun!
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Recent 321 approach had four power settings from about 1200' to touchdown - 42% slowing, 48% target, 52% (48% was slightly low and wind changed from crosswind to headwind), then 49%. Speed within a 5 kt range the entire time.
Autothrust would have made continuous changes. Ugh.
Autothrust would have made continuous changes. Ugh.
