D. LOWER FE PANEL Main page Back

Lockheed L-1649A Starliner

Lower FE Panel

  1. Carburetor Air Heating Switches
    These switches have three positions OFF, COLD and HOT. Position HOT is spring-loaded to OFF. HOT actuates a rotary valve in the carburetor air intake scoop permitting hot air from behind the cylinders to enter the carburetor, while COLD supplies unheated air to the carburetor. Moving the switch to OFF is stopping the valve in any intermediate position.
    See Carburetor Air Temperature Indicators (27) on the Flight Engineer's Panel.
    [FS: COLD: heating is turned off. HOT: spring-loaded to OFF, carburetor air heating is turned on. OFF: heating remains off if switch was in position COLD before and remains turned on if switch comes from HOT. Between switch 2 and 3 is a hot spot for operating all switches together.]
  2. Cowl Flap Switches
    Refer to Checklist for details on cowl flap operation to control CHT (see also (38) on the Flight Engineer's Panel).
    [FS: Between switch 2 and 3 is a hot spot for operating all cowl flaps together.]
  3. Sync Master Engine Selector Switch
    Selects either engine #1 or #2 as master propeller for the automatic Synchronizer Button (4). See also (47), (48) on the Flight Engineer's Panel.
    [FS: In position OFF, the default FS propeller synchronization will be activ if (4) is set ON].
  4. Synchronizer Button
    This button toggles the automatic propeller synchronization. The position of switch (3) determines, which engine is used as master propeller.
    [FS: If the Sync Master Engine Selector Switch (3) is in position OFF, the default FS propeller synchronization will be activated with this button].
     
    See also (47), (48) on the Flight Engineer's Panel.
     
    Propeller synchronization is used for cabin noise reduction in almost all stages of flight (turn off while taxiing when using the engines for steering). Propellers may be synchronized manually by hand using the Propeller Governor switches (7) (1/100 steps), but the automatic system is working more accurate (1/1000 steps). Like on the real aircraft, the automatic synchronizer only works, if pitch deviation is less than ±3%.
  5. Synchronizer Off Indicator
    Control lamp for (4).
  6. Spark Control Switch
    Setting this switch to RETARD turns off the automatic spark advance.
    [FS: Click to open the protection cover. Then, each click toggles the switch ON/OFF. The cover closes automatically after some time.]
     
    Position RETARD is needed for engine start and above 2500 RPM (2400 RPM with HIGH BLOWER). For more details, refer to Performance Tables.
    [FS: If aircraft is not fitted with automatic spark advance (ie. models 049A, 749A), the switch is deactivated and does not toggle any function, especially it's not needed for a successful engine start. Therefore, the explanations only apply to versions with Spark Control.]
  7. Propeller Governor Switches
    While all four propellers are affected by the Propeller Master Lever (55) on the Flight Engineer's Panel, these switches allow individual governor setting throughout the governing range (FULL DECREASED to FULL INCREASED) for each engine.
    Switches are spring-loaded to OFF, and holding the switch in either the INC RPM or DEC RPM position provides electrical power to the propeller governor to effect changes in pitch.
    Propeller cannot be feathered or unfeathered with the Governor Switches, instead use Feathering Buttons (8).
    [FS: Switches are increasing or decreasing an offset (positive or negative) which is added to the position of the Propeller Master Lever. Each time the Propeller Master Lever is moved, these offsets are resetted to zero].
  8. Feathering Buttons
    Neither the Propeller Master Lever (55) on the Flight Engineer's Panel nor the Propeller Governor Switches (7) allow to feather or unfeather. Manual feathering is done by pushing the Feathering Button of the desired engine. Pulling the button causes the propeller to unfeather and its pitch is resetted to the position determined by the Propeller Master Lever.
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