Jet power management
Joined: Dec 2005
Posts: 41
Likes: 0
From: Canada
Hawk37, Hesitant to reply as is my first post, but I'll try. I see no reason to have a Y intercept for a thrust versus rpm graph. Zero rpm = zero thrust.
Enicalyth, the TSFC graph seems understandable. What does the compressibility coefficient graph have to do with engine TSFC?
Stan
Enicalyth, the TSFC graph seems understandable. What does the compressibility coefficient graph have to do with engine TSFC?
Stan
Joined: May 2003
Posts: 412
Likes: 0
Re: Jet power management
Well, here is my Thrust Versus N1 graph for a variant of the Honeywell 731 engine, data taken from an FAA level C certified simulator. For this data, an exponent of 2.4 seems to be closer than an exponent of 3.5
Stan, I agree, no B value, or intercept should be required. And nor did it help my curve fitting.
Enicalyth's TSFC graph seems odd to me at one spot. Namely, minimum for FL390 is about .582, then for FL 380 it rises to about .583, and then at FL 370 it drops again to the minimum value for the whole graph, just below .582. I know rounding errrors can make a difference, but the precision of the data, reflected in the orderly presentation of the TSFC lines, leads me to believe there must be some other explanation.
Enicalyth, can you provide your insights? Or should I PM you?
Hawk
Stan, I agree, no B value, or intercept should be required. And nor did it help my curve fitting.
Enicalyth's TSFC graph seems odd to me at one spot. Namely, minimum for FL390 is about .582, then for FL 380 it rises to about .583, and then at FL 370 it drops again to the minimum value for the whole graph, just below .582. I know rounding errrors can make a difference, but the precision of the data, reflected in the orderly presentation of the TSFC lines, leads me to believe there must be some other explanation.
Enicalyth, can you provide your insights? Or should I PM you?
Hawk
