Torque
01-16-2011, 12:29 AM
#11
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Joined APC: Jan 2007
Position: Self employed
Posts: 3,048
Ask, and ye shall receive:
When the use of planetary propeller reduction gears became more widespread in the early 1930s, it did not take long for someone to realize that with all those equal and opposite reactions going on inside the nose case, some might lend
themselves to measuring torque. With this knowledge and a little math a pilot could tell exactly how much power was being delivered to the propeller in real time:
When the use of planetary propeller reduction gears became more widespread in the early 1930s, it did not take long for someone to realize that with all those equal and opposite reactions going on inside the nose case, some might lend
themselves to measuring torque. With this knowledge and a little math a pilot could tell exactly how much power was being delivered to the propeller in real time:
01-16-2011, 03:54 AM
#12
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Joined APC: Nov 2005
Position: Formerly Avantair
Posts: 197
If the turbo compound engine were to be invented today, those engineers would be considered geniuses. It still blows my mind that the correct metallurgy was available to develop these engines.
Great stuff and great topic!
Great stuff and great topic!
01-19-2011, 05:29 PM
#15
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Joined APC: Jan 2007
Posts: 401
Thanks for that one Tony!
The Convair 440 I flew (twin P&W R2800s) had RPM, MP (66" on takeoff!) and BMEP gauges. Lots of moving parts on that bird, always exciting!
The not much more modern Fokker F-27 (twin RR Darts) had RPM, EGT and prop dome oil pressure. One confirmed the oil pressure reading with an engine specific reference number to determine if takeoff power was achieved.
The Airbus A320 I now fly is just point and click, click (and sometimes a third click for TOGA). Much more go force but somehow less exciting.
The Convair 440 I flew (twin P&W R2800s) had RPM, MP (66" on takeoff!) and BMEP gauges. Lots of moving parts on that bird, always exciting!
The not much more modern Fokker F-27 (twin RR Darts) had RPM, EGT and prop dome oil pressure. One confirmed the oil pressure reading with an engine specific reference number to determine if takeoff power was achieved.
The Airbus A320 I now fly is just point and click, click (and sometimes a third click for TOGA). Much more go force but somehow less exciting.
01-20-2011, 01:53 PM
#18
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Joined APC: Jan 2007
Posts: 401
We were in a location that had unlimited access to the purple stuff (115/145). I hear it was backed off quite a bit with the 100/130. I mostly flew the DC-3, 1830-94s with 48 inches on purple juice, I think it was 42 inches on 100/130. That was a long time ago!
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