By Maido Saarlas
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Unfortunately, jet engine performance data are not usually available in a format that will permit a simple solution without recourse to simplifying assumptions. Thus, the method of solution of Eq. 32 depends on the type of engine data format—tabular, graphical, or equations— and willingness or need to use any of the appropriate simplifying equations found in Appendix D. Two practical methods are found in general use: 1. 2). The more detailed curves may contain also fuel and air ﬂow data (Appendix D).
For jet engine operation, the power-available versus power-required statement reduces to thrustrequired versus thrust-available, as already shown by Eq. 16 and Eq. 24. 3 MAXIMUM VELOCITY AND CEILING 35 and Eqs. 2. If the thrust available is known, then Eq. 32 can be solved directly for maximum or minimum velocity at a given altitude and weight (at constant values of A and B). In general, this means solving a fourth-degree algebraic equation with two positive roots providing the maximum and minimum velocities.
Interpolation of calculated values indicates that the last Pa ϭ Pr condition would occur near 19,500 ft and at about 254 ft/sec. In a later section, where the rate of climb is studied, the ceiling can be determined more accurately because the ceiling can also be deﬁned as the location where the rate of climb is zero. L. L. L. 6 h (ft) Vmax Maximum Velocities ͩ ͪ ft sec 0 10,000 20,000 330 300 255 Similar to the thrust-oriented approach, the intersections of the power available and power-required curves represent (the velocity) solutions to Eq.
Aircraft performance by Maido Saarlas