Flightsim-pilot questions (Merged)
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Hmm...
Thanks for the info.
The URL for the photo is:
http://lh4.google.com/benchmark.avio...s.Producer.jpg
which is kind of long, and perhaps the problem.
Patrick
Thanks for the info.
The URL for the photo is:
http://lh4.google.com/benchmark.avio...s.Producer.jpg
which is kind of long, and perhaps the problem.
Patrick
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PW,
Anti-ice is bleed air from compressor - to produce same power engine will burn hotter.
For this reason any bleed air service is normally set to OFF when high power settings are required.
GAGS
E86
Anti-ice is bleed air from compressor - to produce same power engine will burn hotter.
For this reason any bleed air service is normally set to OFF when high power settings are required.
GAGS
E86
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Originally Posted by krobar
I see Sasless' jpg has the Rotor and Turbine needles split, or should I just not go there???
PW
Just a little more information. In the 206 series the Anti Ice is normally ON at an OAT of 5 deg C or less in visable moisture (some earlier modles stated 4.4 deg, but I'm not that smart).You will see an increase of aprox 50 deg on the TOT, however should you try to check the function of the anti ice at idle the change is sometimes very minimal and hard to see.
Normally with the Anti Ice on (below 5C) you will not be TOT limited as far as power requirements for a particular operation however, if you are TOT limited then you will be reducing your TOT by 50 deg or, just maybe a power check is in order!
Fly Safe
Normally with the Anti Ice on (below 5C) you will not be TOT limited as far as power requirements for a particular operation however, if you are TOT limited then you will be reducing your TOT by 50 deg or, just maybe a power check is in order!
Fly Safe
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Very interesting, and makes perfect sense since it bleeds air off.
Funny how when I started this process, all those intruments looked like an overwhelming amount of so much useless data, and now I can actually understand them. The other funny thing too is that now when I try to fly in FS, without my advanced panel I am very aware of the oversimplification.
Given your above info, now I have another question.
I understand that you can be limited by Torque, TOT, or N1. I think I get torque limits. You can only put so much torque on before you start bending things. I also think I get N1(Ng) limits in that at lower preasure altitudes (and higher temps) you will loose power available due to lower preasure and/or oxygen for combustion. And this is why you have a max OGE hover altitude, for example.
I also understand that you can't allow the turbine to get to hot or it melts and the rest of the helicopter may quickly follow. But, under what conditions would "TOT Limits" limit flight ops?
You guys must be amazed that someone that has never laid eyes on a B206 (although I was flown around alot in helos in the Army) has so much interest in one.
Patrick
Funny how when I started this process, all those intruments looked like an overwhelming amount of so much useless data, and now I can actually understand them. The other funny thing too is that now when I try to fly in FS, without my advanced panel I am very aware of the oversimplification.
Given your above info, now I have another question.
I understand that you can be limited by Torque, TOT, or N1. I think I get torque limits. You can only put so much torque on before you start bending things. I also think I get N1(Ng) limits in that at lower preasure altitudes (and higher temps) you will loose power available due to lower preasure and/or oxygen for combustion. And this is why you have a max OGE hover altitude, for example.
I also understand that you can't allow the turbine to get to hot or it melts and the rest of the helicopter may quickly follow. But, under what conditions would "TOT Limits" limit flight ops?
You guys must be amazed that someone that has never laid eyes on a B206 (although I was flown around alot in helos in the Army) has so much interest in one.
Patrick
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Originally Posted by Arm out the window
When cool, it should read ambient temperature (eg 30 or so).
In flight with max continuous power set, about 650 - 690 deg - lower power settings, lower TOT.
On shutdown, down to about 250, then creeping back up to about 350 or so as the cooling airflow goes away.
After 30 minutes shut down, would be back to under 150 easily.
In flight with max continuous power set, about 650 - 690 deg - lower power settings, lower TOT.
On shutdown, down to about 250, then creeping back up to about 350 or so as the cooling airflow goes away.
After 30 minutes shut down, would be back to under 150 easily.
520°C, for the warm up at 60%-62% Ng.
Given that, seems that during the 2-minute cool down on landing that it would cool at most to 520°C. So, I'm guessing the 250°C figure you give above is after fuel shutoff, while the turbine is spinning down and still providing some air, but without the heat of combustion. As that dies, then it goes back up. Perhaps at idle during the 2-minute cool down it is a bit hotter. If anyone can observe for me the temp at the start and end of a typical cool-down, would be appreciated.
Also, once the 1-minute warm-up is complete and Ng is raised to 70%, to power up the Generator, what does TOT go to then?
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patrick
turbine outlet temperature gauge will read higher on hot days also if the turbine has to work harder like at altitude or if you point the outlet into the wind, this will produce more heat aswell.
hight hot humid is the answer to your question
hight hot humid is the answer to your question
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TOT Light - location on dial
When you look at the TOT gauge (B206) is the TOT light the little red area at the max 927 degs C, or a larger light like I have on this pic:
