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zinhawk

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About zinhawk

  • Rank
    Junior Member
  • Birthday 03/02/1990

Personal Information

  • Flight Simulators
    All of Them
  • Location
    Boise area, ID
  • Interests
    hunting, archery, model kits, this
  • Occupation
    TF-34 Builder

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  1. I'm not a sensor expert but to my knowledge the A-10 is pretty good comparatively in IR, hence the tail configuration. The net benefit of halving/killing your available power (plus killing all systems) in combat conditions for the sole purpose of defeating IR is about as non-existent as air force warrant officers. Great you defeated the heater, now you are locked, now what?
  2. I would most definitely not recommend ever do anything like that
  3. Is there a shut off valve on the aircraft side? To my knowledge the handles only blow the extinguishing agent into the compressor inlet. There is no fuel shutoff function on the engine besides the throttle. Perhaps the reloaded extinguisher blew again? "Repair" should have fixed anything broken in any event. APU should keep loading until the starter craps out. Did you have a fuel leak associated with the hit? Did you fill up after repair?
  4. Plus one. This is our heritage demonstration jet now.
  5. The big thing is 3 way flap switch enabled on default for me. I run a combined TARGET profile to enable all the 3 way positions for the TMWH throttle to use in the various modules. Before I could slide the Warthog UP/MVR, MVR/DN function into default but this doesn't seem to work anymore. Haven't tried since 2.7 though. Regardless flaps should be presented as 3 seperate UP, MVR, DN positions as well as UP/MVR, DN/MVR, and the current simple flaps up down toggle to cover the spectrum of controls
  6. Sorry was out a few days trying to merc bears. I don't see this being the case with high bypass or at least this engine if I am understanding correctly in that you are associating X pounds per hour with Y pounds of thrust. Newer/well built engines will run with much less PPH at max than worn engines but have essentially the same thrust because of tuning to the same fan speed. And there are different levels of worn depending on how good the builder was. We often want to slap pilots silly who align PPH for fuel burn calculations and then complain of asymmetric thrust. "Well
  7. This is getting in the weeds of engine theory so I'm hoping to learn as well. What I can offer is my practical experience as I am a TF-34 builder and maintainer. Hopefully this answers some questions: 1. TF-34 is not a turbojet. Turbojets are single spool (1 compressor, 1 turbine). Pretty much just the core part of a bypass engine so yeah fuel flow means more direct relationship with single compressor speed and thrust. Low bypass turbofan (F100/400 series engines) are a close cousin running dual spool (2 compressors, 2 turbines) and while the low pressure section helps with efficie
  8. The T5. At full throttle the fuel control is like an analog Scotty, just giving her all shes got until the T5 limits the fuel flow output. T5 ops checks are pucker time. Lots go into making sure that box works perfectly every time. As far as I am aware they have plenty of data on a normal worn in engine and when you compare things like the calculated fan speed curve at OAT vs DCS it has the same slope so their tables are probably really solid for a worn in engine. Two engines on the same aircraft will have slightly different core and pick an ITT within the limit range and
  9. Especially frustrating since the real world fix is the equivalent of hitting backspace 3 times and typing in a new limit. Not a million dollar coding problem.
  10. yes. That is my experience block when comparing apples to apples. We dont typically look at flight data unless a fault code is taken and 9 times out of 10 it is related to things other than core. There are reasonable inferences to be made looking at calculated fan speed charts for instance. colder, denser, more speed vise versa and mixed in between. Much of the test limits are designed to make sure stuff works at altitude.
  11. The Fan (single stage low pressure compressor) is physically coupled via fan drive shaft to the Low Pressure Turbine. Sandwiched in between is the High Pressure Compressor (Core on the guage) physically coupled to the High Pressure Turbine through the Combustion Chamber. The link between low and high pressure systems is core exhaust. Interstage Turbine Temperature (ITT) is read between the High Pressure Turbine and Low Pressure Turbine. This is partly why you dont have modern EGT readings instead. This is station (flange) 5 in answer to T5 Amp is actually mounted on the
  12. Where in the devil's hellscape are you getting 72% fan?
  13. 865 is max allowable for the T5 setting (done by ground crew) if you can't achieve fan speed without going hotter. After that you pull the engine out. Do not conflate max values with normal operation. The "manual" is chock full of misnomers and misunderstandings of systems. The T5 is your wall. On standard day and warmer temps you are hitting this ITT wall for sure. It is a single number no matter what. For DCS this seems to be 799ish. Also you should test 1 parameter at a time to see what is changing what. In test 2 you dropped the temp and got a slight rise in speed which is expe
  14. To be "accurate to what you would find", yeah it ought be fixed. Is it flyable? yes. The engine topic is a dead horse flogged many times over. ITT issues have been reported and taken in so who knows, maybe changes are in the works. There is an awful lot going on and frankly I would agree this is bottom barrel from a total game perspective.
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