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?
Ralgha From United States of America, joined Nov 1999, 1614 posts, RR: 6 Reply 1, posted (6 years 6 months 1 week 2 days 11 hours ago) and read 3358 times:
No it means that the thrust lever calibrations do not match each other. Quite common.
Fr8Mech From United States of America, joined Sep 2005, 4265 posts, RR: 12 Reply 4, posted (6 years 6 months 1 week 2 days 9 hours ago) and read 3324 times:
Quoting Kaddyuk (Reply 2): Throttle Stagger shouldn't occour on the B767 because it has FADEC
I've worked on plenty of B767 that were not FADEC. I don't know if this one is or not. But EICAS shows the same thrust being produced (N1).
Erj-145mech From United States of America, joined Oct 2001, 306 posts, RR: 1 Reply 6, posted (6 years 6 months 1 week 2 days 5 hours ago) and read 3270 times:
MD11Fanatic From United States of America, joined Oct 2006, 81 posts, RR: 0 Reply 7, posted (6 years 6 months 1 week 1 day 22 hours ago) and read 3217 times:
What about the altimeters? The primary and backup altimeters have the same barometer setting but they're separated by 300 ft. What gives?
BoeingFixer From Canada, joined Jul 2005, 490 posts, RR: 0 Reply 8, posted (6 years 6 months 1 week 1 day 22 hours ago) and read 3210 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, 537 posts, RR: 1 Reply 9, posted (6 years 6 months 1 week 1 day 21 hours ago) and read 3206 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, 2452 posts, RR: 17 Reply 10, posted (6 years 6 months 1 week 1 day 21 hours ago) and read 3201 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, 1923 posts, RR: 7 Reply 11, posted (6 years 6 months 1 week 1 day 18 hours ago) and read 3159 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.
Zvocio79 From United States of America, joined Nov 2006, 172 posts, RR: 0 Reply 13, posted (6 years 6 months 1 week 1 day 18 hours ago) and read 3146 times:
different part number............just kidding.........perhaps the triming.........look on eicas, the thrust ratin seems ot be the same for both.
Dougloid From , joined Dec 1969, posts, RR: Reply 14, posted (6 years 6 months 1 week 1 day 18 hours ago) and read 3144 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.
HAWK21M From India, joined Jan 2001, 31201 posts, RR: 58 Reply 15, posted (6 years 6 months 1 week 1 day 7 hours ago) and read 3064 times:
Quoting Zvocio79 (Reply 13): different part number............just kidding.........perhaps the triming.........look on eicas, the thrust ratin seems ot be the same for both
The EEC would help preventing overboost.
regds
MEL
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