the two thrust levers for the engines are slightly offset, with the left one being pushed forward more. does that mean that the left engine was giving more thrust during this flight? why would that happen?
BoeingFixer From Canada, joined Jul 2005, 537 posts, RR: 0
Reply 8, posted (8 years 5 months 5 days 19 hours ago) and read 4975 times:
Quoting MD11Fanatic (Reply 7): What about the altimeters? The primary and backup altimeters have the same barometer setting but they're separated by 300 ft. What gives?
That's common for the Pneumatic Standby Altimeter. It's called Hysteresis and is a mechanical phenomenon where the elastic properties of the bellows and mechanisms inside the altimeter produce errors. This happens after a fast ascent or descent and can also happen after a prolonged period in cruise at altitude.
113312 From United States of America, joined Apr 2005, 579 posts, RR: 1
Reply 9, posted (8 years 5 months 5 days 19 hours ago) and read 4971 times:
Looking closely at the engine indications, the two engines are operating at nearly identical settings. The thrust lever stagger is typical.
The standby barometric altimeter is 300 feet higher than the captains indicator. However, this is also common. The Captain and First Officer altimeters are driven from their respective Air Data Computers and are highly accurrate. This degree of difference is common at that altitude.
Jetlagged From United Kingdom, joined Jan 2005, 2602 posts, RR: 25
Reply 10, posted (8 years 5 months 5 days 19 hours ago) and read 4966 times:
Quoting 113312 (Reply 9): The standby barometric altimeter is 300 feet higher than the captains indicator. However, this is also common. The Captain and First Officer altimeters are driven from their respective Air Data Computers and are highly accurrate. This degree of difference is common at that altitude.
The ADC increases accuracy by applying correction for static port position errors. The standby altimeter has no position error correction.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
ZBBYLW From Canada, joined Nov 2006, 2002 posts, RR: 6
Reply 11, posted (8 years 5 months 5 days 16 hours ago) and read 4924 times:
I remember back in the good old days, i was flying in an AC 742 YYZ-YVR and i went into the cockpit and not one of the trust leavers matched, it was interesting to see for sure, another interesting thing about that flight is it was the first time i landed on 30 in YVR in a widebody come to think of it i dont even remember another time where i have seen a widebody land on 30 or 12... o well.
Dougloid From , joined Dec 1969, posts, RR:
Reply 14, posted (8 years 5 months 5 days 15 hours ago) and read 4909 times:
Rigging power and speed set levers was pretty common practice on Garretts and PT6s. ....half a knob mismatch was considered pretty decent rigging.
The important thing was to get the decay rate the same on both engines. See, slapping the power levers back on the stops would set up a 700 fpm descent. If the engines did not spool down at the same rate this could cause a lot of heartache, particularly if it was something close coupled with a rapid roll rate like a MU2. That killed more than one pilot.