and wing mod valves.
would mean only a minor opening and
2. Note relative position of the throttle knob
to the one adjacent.
3. Open bleed valve and observe the horse-
power to drop about 250 and stop. If the
duct system has a bad leak the horse-
power would continue to drop, in which
case the bleed valve must be shut off
immediately. Considering that the horse-
power drop and stop was normal, retard
the throttle to flight idle without too
much hesitation to observe normal rpm
and feather valve action.
4. Open throttle to its original relative po-
sition to the adjacent.
5. Shut off bleed valve and watch for horse-
power recovery to almost the original,
the difference that for increased alti
tude. This proves the bleed valve did
indeed close. If the light stayed on it
Instructions
T he comparison of engines is perhaps the
most important indication available for
performance trends. It is most unlikely that
four engines on the same airplane will be
rated at 96 percent or at 105 percent. Most
likely they will be near 100 percent when
horsepowers and fuel flows match evenly
across the board. The TIT’s may vary. If an
engine gains in performance (say from 100
to 103 percent) it is most likely that one or
more thermocouples have failed to sense
properly. Should the performance drop from
103 to 100 percent it is not unreasonable to
think that one or more thermocouples have
become active. When engines start drop-
ping below 100 percent it is reasonable to
assume that the performance is being de-
graded by a dirty or damaged compressor, an
air leak, or a damaged turbine for whatever
reason.
Before Starting Engines:
Record OAT in the airplane and the Tower.
RecordfromCharts ll-13,11-18,0r 11-19 the
desired Forecast Power and TIT required to
obtain this power. ( 1 l- 13 is the easiest to use
since it covers more information).
Record performance percentage obtained
54
not a great cause for concern. Try to
blow it all the way closed for comfort.
This does not in any way defy NATOPS.
You may open the bleed valve above a mini-
mum of 800 horsepower. Twenty-five years
ago someone was afraid that if a severe duct
leak existed the prop might decouple if the
throttles was at flight idle, but as much as 800
horsepower set would prevent that. Conjec-
ture at best, but a justifiable precaution. Step
3 has a built in precaution for severe leaks,
and the flight engineer soon learns to ex-
pect about a 30% drop in power when all the
valves are open. To watch the bleed valve
close by recovery of horsepower must be an
advantage over the present method of teach-
ing to advance the power to read positive
before closing the bleed.
on a previous evaluation. This would be the
actual horsepower developed divided by the
forecast. Example: 3600 was forecast at 1010
but the actual was only 3500. The percentage
would be 97.2.
Takeoff:
Record horsepower readings at the selected
TIT. If the horsepower exceeds the forecast
reduce the power to forecast as per NATOPS.
Read the TIT and assume that is the correct
reading for 100 percent. Example: 4100 was
forecast at 1010, but 4400 was read on an
engine. By division the engine would ap-
pear to be 107 percent but when the power
was reduced to 4100 the TIT read 980. Then
980isreallylOlO,andabout925wouldhe950.
At a convenient time record engine perfor-
mance percentages.
Climb:
Set precisely 3000 horsepower across the
board.
Record fuel flow and TIT. Fuel flows must be
captured as a group before much of an alti-
tude change occurs. The actual values are of