pls help me with the Egt and N2!!!!

[rajiv2]

i had a problem with the egt in 757 if i accelerate to 95% N1 there is rEd comes in the Egt guage especially with the N2 guage, is that noRmal? if try no to make it inot the Red zone less thurust is obtain.... what should i do? plss help me!!!!!!!!

[Rocket_Bird]

I have no idea.  Might be a modelling issue.  As far as what the real life engineers taught me, red red your dead.  Don't take your gauges to the red zone.

[beefhole]

Yes it's normal, for fs at least.  Not sure about real life.

[Rocket_Bird]

In reality i personally don't think its normal.  If your N2 gauge reads red, that means your turbine is overspeeding and something really bad is supposed to happen... in real life of course.  In FS you can't break anything  ;D

[beefhole]

All true, but you can't take then 757 to t/o thrust without sending the EPR into the red.  Sad  :'(

[Nexus]

the EEC (electronic Engine control)

[beefhole]

That's all fine and dandy, but do we have an EEC on the fs 752 mr. fancy pants? No we do not.

[Nexus]

hey you were not sure about real life, remember

And what IS your EPR setting for take-off anyway?

[beefhole]

Hmm, I thought you were supposed to use N1 to set takeoff power.  All I remember is that EPR enters the red at 1.40. Hell, I just took off from Atlanta this morning and I don't even remember whether or not my EPR entered the red (this dude may be using too much thrust).

[Nexus]

The EPR is the primary thrust setting used for PW and RR engines, while N1 is the primary engine indicator for GE/CFM engines.

[beefhole]

Well, I'm a rebel.  I use N1 to set my takeoff thrust. Call me crazy.  :o  :)

[Nexus]

You're not a rebel, infact using N1 is a much better way, and I still don't understand why Pratt & Whitney and Rolls Royce continues to use EPR as thrust reference, not in the days of hi-bypass engines where some 75-85% of the total thrust is generated by the fan

It's also easier to measure N1 readings than EPR, since you have to blend the core and by-pass airflow to get a true EPR setting. For accurate N1 readins all you need is a tachometer  :)
And to add...as the compressor efficiency detoriates, the engine will require an increase in Fuel flow in order to maintain the commanded N2 (which is the thrust lever angle). The fuel flow will obviously drive the N1 faster. So you can easily see if the engine gets old when you have a high N1 reading  relative to a low thrust lever angle.

[rajiv2]

is there any way to fix the problem of 757 rolce roys engine? so it can have more power and thrust?

[beefhole]

If you're reffering to the posky 757, there are different engine files you can dl from their website forums. Personally, I've found no problem with the amount of thrust it generates-the problem is with how much the flaps slow your airspeed down.