• There seems to be an uptick in Political comments in recent months. Those of us who are long time members of the site know that Political and Religious content has been banned for years. Nothing has changed. Please leave all political and religious comments out of the forums.

    If you recently joined the forums you were not presented with this restriction in the terms of service. This was due to a conversion error when we went from vBulletin to Xenforo. We have updated our terms of service to reflect these corrections.

    Please note any post refering to a politician will be considered political even if it is intended to be humor. Our experience is these topics have a way of dividing the forums and causing deep resentment among members. It is a poison to the community. We appreciate compliance with the rules.

    The Staff of SOH

  • Server side Maintenance is done. We still have an update to the forum software to run but that one will have to wait for a better time.

Adjusting critical altitude at Jet engines

peperez

peperez

Charter Member
At FS98 it was easy, go to 600 and estabilish the parameter. At FS2000 it change place and it's hidden. Any clue about it? I'm working at a turboprop airfile.

Cheers

Pepe
 
Interesting question. I haven't worked with turboprops (yet) in FSX.

Real turboprops don't exactly have a critical altitude such as a turbo/supercharged piston. essentially they are either flat rated or not flat rated. As the engine can move more mass of air at SL it can generally develope the most power there. However in the case of a flat rated engine the power output is purposely reduced to a given temperature/torque limit as more power (or temp) could be developed than the engine/gearbox/prop can handle at lower altitudes. At some altitude full throttle would remain within the desired limits. So that is a critical altitude of sorts.

The question remains as to whether or not some automatic limiter system is installed or the pilot must adhere to the limits by manually adjusting and monitoring the engine parameters. This would probably the type of setup you are modeling?

Sorry to not have been helpful in answering your question as I have not "fiddled" with these.

Cheers: T.
 
fliger747 said:
Interesting question. I haven't worked with turboprops (yet) in FSX.

Real turboprops don't exactly have a critical altitude such as a turbo/supercharged piston. essentially they are either flat rated or not flat rated. As the engine can move more mass of air at SL it can generally develope the most power there. However in the case of a flat rated engine the power output is purposely reduced to a given temperature/torque limit as more power (or temp) could be developed than the engine/gearbox/prop can handle at lower altitudes. At some altitude full throttle would remain within the desired limits. So that is a critical altitude of sorts.

The question remains as to whether or not some automatic limiter system is installed or the pilot must adhere to the limits by manually adjusting and monitoring the engine parameters. This would probably the type of setup you are modeling?

Sorry to not have been helpful in answering your question as I have not "fiddled" with these.

Cheers: T.
Click to expand...

I'm working with a mix power German fighter: one Argus conventional engine and two BMW 003. The nearer engine arrangement evolved three turboprop. I got a fantastic SL performance, nearer the origin al project, that decay at altitude. At 12,000 meter, its maximum operational ceiling, the plane is sluggish. I have a conventional three engined Argus plane that behaves better at all levels and simulates well the original plane but I want to get the more autentic arrangement.

Cheers


Pepe
 
You must log in or register to reply here.
Back
Top