XEM helps give A319/321 best base to start with and heavy upfront investment helps future aircraft development.bird strikes can cause surges or complete destruction with random chance.if you do it too much engine won’t be restartable if you let engine continue stalling it will flame out and be damaged.power quickly applied, engine 1 starts surging heavily (engine 1 in the wind, eng2 shielded).DEMO: large xwind outside of aircraft xwind lims + rain.Eng 2 was sat in the quartering wind while eng1 was shielded by the fuselage Throttle up: N1 for Eng2 did not advance past 30.7% while eng1 went to 50.2.Possible to accumulate enough ice to not be able to achieve N1 value to even shed it.Ice shedding procedure needs to be followed.Snowy copenhagen with snow falling, -2☌.Engine variation being experimented with but not going to be released just yet.Starter breaking itself not yet modeled but coming later.Effects of not removing fuel vapors modeled (spicy starts).Alternative start procedures must be followed to actually start engine in these conditions.Engines won’t always do it on hot turn arounds, but will vary for aircraft/engine/day.Due to lower transient temp compared to CFM, FADEC auto start protections kicked in and aborted the start.ENG 1 Start Fault observed, Man Start crank on Engine 1 begun.Engine one start procedure started, IAEs have extended crank period compared to CFMs to get engine cool enough as IAEs have a lower max transient temp.all checklists followed, fuel pumps/APU bleed on.Demonstrated: 35min turn around in hot New Dehli.More on the table for optimization but it will perform similarly to current version.Data points to build model comes from in-service engines, rather than book numbers.Compressor stalls/flameouts can happen that can damage the engine over time preventing restarts and core locks.Engines will respond to being mishandled, including their quirks.
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