you could have 20 of the same engines, any engines, v8 or jt8d, all the same age, all with different temperatures for a certain power level output. Its the nature of things, nothing is exactly the same, to me setting temp is stupid because you will always have a different power output if you do!

*unless ur engine calls for that procedure ! but it'll still be different

When flying a CRJ I usually try to match ITT's when setting power. If the APU is running I try to match the engines to that ITT, which results in very low power settings. For this reason, I usually fly with the APU off.

HA!

So is the CRJ some type of new prop out there, because we are talking about props like the ATR in your avatar

HA!

I have about 4000 hours in a 1900D. I would always have both engines at max ITT no matter what the torque difference. I would usually beat block by at least 20 minutes, then lie about the in time to make it 15 minutes over block (with a 4 minute turn).

Crappy company, crappy airplanes. Extra money, extra time out of that tiny cockpit.

Torque versus ITT? It has to be torque because the power charts give you the max cruise power torque to set, not ITT.

The Dash Whisperer

If you didn't use the transient limits, you were going too slow...rookie...

JK:D

That is figgin awesome....laughing my butt off..gotta love the king air heavy:cool:

I used to get paired with a 1900 transition to the Saab who always insisted that 850 ITT was a target not a limitation, and so refused to use the charted power on his legs. As a result he was always over the charted minus 3% as in the ops manual, but he didn't care

I said fine, but when it's my leg, we use the charts. I know who's sitting left seat but I also know whats right. He accepted it, and we carried on, with me watching the limitations, and also pulling out the charts each and every flight to tell him the company power settings.

If the CA ever operates outside of the SOP's then simply pull the book out on a long turn, and ask him to explain it to you (on a nice way)

Very last resort, if you cannot come to an agreement is to call the company for clarification. However in this industry, wrong as it is, you can end up in hotter water with other crew memebers for that.

Try the diplomatic route first. Other than that, maybe the CA should really not be there.

Good for you!! Way to pick your battles!

In the Metro everything is based off of temps. In the climb we set 620 C and match the torque of the cooler running engine to the torque of the hotter engine. In cruise we set 610 C on the hotter engine and match torques. If ATC wants us flying specific speeds it's one of the few times I set torque, besides takeoff.