Post by LOU on Jun 15th, 2011 at 9:20pm
CoolP said: Thanks for that information about the duct temp, Lou. I will watch those gauges then, but I think that the temperatures there aren't modelled on the 707/727. Anyway, I will maintain some roughly higher N1 when descending with anti-ice on.
The gauge is there though, but it's always happy I think.
CoolP, the anti-ice system in the CS 727 works fine. Check out this screen capture...
What I did was just turn on the #2 engine anti-ice and select engine #2 to see the duct temperature. The engine is at idle. The number two engine is the only engine that will display an indication since the gauge only reads duct temps. Look closely at the anti-ice panel and you will see a T with a circle around it. The "T" is the area that is displayed in the gauge at the upper part of the anti-ice panel. There are 3 "T's" showing the duct temp is read at the number 2 engine "S" duct cowl and the other two places are in the wing anti-ice duct in the wing. There is also a duct overheat light which lights up to alert the pilot that the air is too hot in the duct, and to reduce thrust in the engine or engines supplying the air. If you select engine position 1 in the duct temp gauge you are looking at the air temp to the wing anti-ice duct supply from the number one engine. The same is true with the number 3 engine position. You would select the duct temp position for the area you want to monitor while anti-ice is being used. The problem areas are during high power settings where it could get too hot in the duct, or more likely during descent at low power settings where insufficient bleed air is supplied to keep the duct high enough to provide adequate anti-ice protection.
The panel has 5 switches, three for the engine anti-ice and two for the wing anti-ice. The valve position switch is kept in the OFF position when anti-ice is not being used. This keeps the lights off on the panel. The way engine anti-ice is used is as follows:
Before entering icing conditions ( which are +10c to -40c ) use the following:
Engine ignition ON.....................................ON
Valve position to LEFT................................LEFT
Engine anti-ice on one at a time..................Allow each engine to stabilize.
Check Left, Cowl and Right valve position - Leave valve switch on to remind you anti-ice is on.
To end anti-ice...
Turn off each engine, one at a time while observing engines.
Turn off ignition.
For engine anti-ice you are opening a left and right bleed air valve to protect the inlet guide vanes. The cowl position uses high and low pressure bleed air to anti-ice the engine cowl. Since the cowl needs more volume of hot air the high pressure bleed is mixed with the low pressure bleed and provides the needed volume of air. The number 2 engine is different in that the volume needed to heat the "S" duct is higher.
Uploaded with ImageShack.us[/url]
The gauge is there though, but it's always happy I think.
CoolP, the anti-ice system in the CS 727 works fine. Check out this screen capture...
What I did was just turn on the #2 engine anti-ice and select engine #2 to see the duct temperature. The engine is at idle. The number two engine is the only engine that will display an indication since the gauge only reads duct temps. Look closely at the anti-ice panel and you will see a T with a circle around it. The "T" is the area that is displayed in the gauge at the upper part of the anti-ice panel. There are 3 "T's" showing the duct temp is read at the number 2 engine "S" duct cowl and the other two places are in the wing anti-ice duct in the wing. There is also a duct overheat light which lights up to alert the pilot that the air is too hot in the duct, and to reduce thrust in the engine or engines supplying the air. If you select engine position 1 in the duct temp gauge you are looking at the air temp to the wing anti-ice duct supply from the number one engine. The same is true with the number 3 engine position. You would select the duct temp position for the area you want to monitor while anti-ice is being used. The problem areas are during high power settings where it could get too hot in the duct, or more likely during descent at low power settings where insufficient bleed air is supplied to keep the duct high enough to provide adequate anti-ice protection.
The panel has 5 switches, three for the engine anti-ice and two for the wing anti-ice. The valve position switch is kept in the OFF position when anti-ice is not being used. This keeps the lights off on the panel. The way engine anti-ice is used is as follows:
Before entering icing conditions ( which are +10c to -40c ) use the following:
Engine ignition ON.....................................ON
Valve position to LEFT................................LEFT
Engine anti-ice on one at a time..................Allow each engine to stabilize.
Check Left, Cowl and Right valve position - Leave valve switch on to remind you anti-ice is on.
To end anti-ice...
Turn off each engine, one at a time while observing engines.
Turn off ignition.
For engine anti-ice you are opening a left and right bleed air valve to protect the inlet guide vanes. The cowl position uses high and low pressure bleed air to anti-ice the engine cowl. Since the cowl needs more volume of hot air the high pressure bleed is mixed with the low pressure bleed and provides the needed volume of air. The number 2 engine is different in that the volume needed to heat the "S" duct is higher.
Uploaded with ImageShack.us[/url]