Cobra847 Posted July 20, 2018 Share Posted July 20, 2018 (edited) Let there be Thrust! Heatblur Advanced Engine Modeling Update (F-14B F110-GE-400) Development of the new Heatblur advanced engine model has continued and over the past few months, and our F110-GE-400 engine model has been getting its final touches. The F110 was selected to replace the F-14A’s ailing TF30 for two primary reasons; its significant increase in thrust, and its greatly increased reliability. While the F110’s operation can be described as extremely reliable, the focus of this update will be on its implemented failure modes and off-nominal operations. Heatblur’s F110 will feature an extensive library of failure modes and degraded operation, ranging from slow oil leaks all the way to engine fires. Below is an overview and list of implemented failures that will come with the F-14B in early access: Oil System The oil system is a series of pumps and reservoirs that keeps the engine lubricated. This is especially critical in turbomachinery where rpms are very high. Oil pressure is also used to operate secondary systems, such as the variable exhaust nozzle. Oil Leaks Oil leaks can occur one of two primary ways: battle damage or sustained overpressure situations. While battle damage is a fairly obvious cause, oil overpressure may occur more subtly. Overpressure situations are most likely to occur in cold weather conditions when oil viscosity is higher. Oil pressure is primarily affected by core rpm, but when the oil is cold, temperature can play a significant role. Unloading the aircraft may result in low oil pressures as the scavenge pumps cannot operate effectively. Stay alert for oil pressures below about 20 PSI, as this may signal a problem and getting down should become a priority. Watch for oil pressures above 65 PSI when starting on a cold day, and ensure oil has had sufficient time to warm before increasing engine rpms to takeoff power. Sustained oil pressures above 65 PSI can potentially cause oil leaks if left unaddressed. Eventually if the engine oil depletes, expect to see engine oil temperature increase (resulting in an OIL HOT caution light) and pressure decrease (OIL PRESS lgiht), and eventually engine seizure if the engine operates too long without oil. Engine oil quantity is not available as an indication in the cockpit, so the instrument panels oil pressure gauges may be your only cue that an oil leak has occurred. By the time the caution lights illuminate you may only have a few minutes of flying time left at higher rpms. Compressor Stalls/Instabilities Compressor stalls are events in which the compressor blades stall and can no longer effectively compress incoming air and force it onto the next stage of the engine. When this happens, higher pressure air downstream of the stall can reverse flow directions. Those of you familiar with other aircraft prone to these events are likely familiar with some of their signs and characteristics. Our new engine model goes greatly in depth in the simulation of compressor instability type events, in particular: Inlet Buzz Inlet buzz is a cyclic phenomenon that occurs when flow instabilities cause the shockwave to move in and out of the inlet cowl lip. This scenario is mostly likely to occur in a few situations: supersonic speeds and low power settings in SEC mode (fixed IGV positions), unloading the aircraft at supersonic speeds in SEC mode, and loss of mach signal from CADC in any AFTC mode. Inlet buzz can result in severe buffeting (+2.5/-1g @ 6Hz), but is not catastrophic and can be easily corrected and avoided. Pop Stalls Pop stalls can occur in a few specific scenarios, but are generally harmless. A slight increase in EGT may be seen, but the most noticeable indiciation from the cockpit will be a loud bang. Pop stalls generally do not result in a loss of thrust or engine damage. Full Stall/Surge Full stalls or surges are the most severe form of compressor malfunction. These events involve flow disruptions within the core itself, with numerous resulting effects. Engines require constant airflow, primarily to generate thrust, but also to regulate EGT (constant supply of “cool” air from the compressor regulates this) and drive the compressor via the turbine section. If this airflow is disrupted, thrust loss, increased EGT, AB blowout, and N1/N2 rollback will occur. A stall event will be very noticeable from the cockpit and will be accompanied by very loud bangs. Pilots experiencing compressor stalls often believe that there has been an explosion on board before realizing what happened. In extreme cases, the high pressure/temperature gasses in the latter stage compressor and combustor may change flow direction completely, with very loud bangs and even flames coming out the inlet. This can result in damage to the compressor itself or the inlet guide vane linkages. Stalls can also be detected by the FEMS circuit, and a STALL light will illuminate (this is not available in SEC mode). High Speed Spool Seizure A high speed spool seizure will result in the compressor spool coming to a stop. This event should only occur via loss of oil pressure or battle damage. The engine will cease to function when this occurs, but the low speed (fan/N1) spool will continue to windmill. Low Speed Spool Seizure A low speed spool seizure will result in the fan spool coming to a stop. This event should only occur via loss of oil pressure or battle damage. The engine will continue to function when this occurs as the core can still spin, but airflow and thrust will be reduced. High Pressure Turbine Damage/Failure Turbine damage can occur if EGT limits are exceeded. While the turbine can handle brief periods of over-temp, sustained over-temp will degrade performance and can eventually lead to complete failure of the turbine. When this occurs, the turbine can no longer provide the torque needed to keep the compressor spinning. Low Pressure Turbine Damage/Failure Turbine damage can occur if EGT limits are exceeded. While the turbine can handle brief periods of over-temp, sustained over-temp will degrade performance and can eventually lead to complete failure of the turbine. When this occurs, the turbine can no longer provide the torque needed to keep the fan spinning. Engine Fire Engine fires will mainly be the result of battle damage. Engine fires are detected by a series of thermocouples in the engine compartment and fire detection will be accompanied by a FIRE caution light. If they are not extinguished, complete engine failure will occur, with likely loss of the airframe as well. Engine Core Overspeed Engine overspeed event should be very rare, mainly a result of battle damage. Overspeeds are likely to be caused by broken throttle linkages or fuel valves stuck full open. The AFTC provides automatic engine shutdown via fuel cutoff if core speeds exceed 110.5%. Once an automatic shutdown has occurred, the AFTC can be reset by moving the throttle to the shut off position and back to idle. At this point, an engine restart may be attempted. AFTC PRI Mode Failure AFTC PRI mode should be extremely reliable, but the AFTC can revert to SEC mode in a number of situations. Once in SEC mode, features such as EGT over-temp protection, N1/N2 overspeed governing, AB operation, stall detection, exhaust nozzle scheduling, and inlet guide vane scheduling are lost. An ENG SEC caution light will indicate this condition. The AICS ramp schedule also reverts to a degraded mode. This will result in lower overall engine stability and some loss of thrust, but SEC mode operation is very reliable and will ensure you can return to the boat. AICS Ramp Failures The AICS ramps are scheduled to provide the correct quantity and quality of airflow to the engine during all phases of flight. This is incredibly important in an aircraft such as the F-14, which encounters a high variability of flight regimes and parameters. AICS ramp malfunctions will most likely be accompanied by a RAMPS caution light, and the following AICS ramp malfunctions can cause severe engine operation issues in extreme cases: Fail Open: AICS ramps are scheduled to deploy from their stowed position based on mach number. If the ramps fail to move from their stowed position, the inlet’s pressure recovery efficiency will suffer, resulting in decreased thrust and stability margins, potentially leading to compressor stall. Flying subsonic should mitigate any potential issues. Fail Closed: This failure has notably occurred in real life, primarily being an issue on cat shots at takeoff power when the ramps drop from their stowed positions at low speed. The dropping of the ramps results in impeded airflow when the engine needs it the most, resulting in severe loss of thrust and compressor stalls. Fortunately, this should be very rare. Cat shots should be done with the AICS ramps in STOW, ensuring the ramps are locked in their stowed position and do not drop unexpectedly! Fail in Position: Exactly as is sounds, the ramps fail in position. If the failure occurs at high mach number, this can lead to the ramps being stuck deployed when they shouldn’t be. Selecting ramps to STOW should allow the airflow to blow the ramps back to a nearly stowed position. Nozzle System Failures The variable exhaust nozzle is responsible for controlling nozzle throat area to control massflow and exhaust exit velocities, as well as regulating engine exhaust backpressure and therefore can affect engine stability. The nozzle is almost fully closed during non-AB operation, and only modulates open during AB operation to control backpressure and stability when large amounts of fuel are being dumped into the tailpipe. Nozzle Failures Fail Open:The F110’s variable exhaust nozzle is operated via engine oil pressure. If an oil pressure loss occurs the nozzle will fail open, resulting in reduced thrust. Flame Out: Flame out can be caused by improper fuel/air ratio within the combustor, but should be rare due to the F110’s automatic ignition system. Off Nominal Operations (The Engines and You!) Importantly for the pilot and aircraft, a result of some of the above failures may require corrective actions or off-nominal operations to bring the engines back from a failure. In rare scenarios such as a flame out or overspeed resulting in a shutdown, the engine may need to be started in-air. Off nominal operations are really where the intricacies of our engine modeling will interact directly with the player. Your decisionmaking will have a big impact on your continued virtual existence. The following off-nominal operations have been modeled for Heatblur’s F110: Windmill Starts Windmill starts are generally a last resort option, usually because both engines have flamed out. Refer to NATOPS for the windmill start procedures, but generally windmill starts are best performed in SEC mode due to the fixed open guide vanes, allowing faster windmill speeds. An odd quirk of the F-14B is that the right engine windmills faster than the left, so always try for a right engine start in SEC mode as this will not require as high of a dive speed/angle to achieve minimum windmill start rpm. Cross Starts Cross-starts may only be performed if one engine is already running and bleed air is available. This is an abnormal operation since most engine starts are done via ground cart, but they can also be performed in the air without the need to dive at 450+ KIAS as required by windmill starts. Lastly, some final additions have been made to complete the functionality of the AFTC detailed in the previous Engine update: Asymmetric Thrust Limiter This system is designed to limit high asymmetric thrust situations when one AB has been lit but the other has not. Due to the large lateral distance between each engine, large and undesirable yaw moments can occur at maximum thrust, resulting in spin tendences to develop. The limiter holds the lit AB in a minimum fuel state until an AB flame has been detected on the opposite engine. Reduced Arrestment Thrust System (RATS) RATS is intended to reduce wear on carrier arrestment systems, and reduces max engine core speed by 4.5% when the weight on wheels switch is closed and the arresting hook is deployed. RATS is disabled when in AB or SEC mode, but the light will remain illuminated if the system is armed regardless of mode/active status. Summary & Future With the additions of these failure state simulations and the completion of the AFTC, the development of our advanced engine model for the F110-GE-400 is beginning to reach an end. We will be continuing to iterate upon our new engine framework through the development of other similar jet engines, such as the P&W TF30 for the F-14A and other engines for unannounced projects. Hope you enjoyed going in-depth on the engines you’ll be riding shortly. Thanks for the support! HB Edited July 20, 2018 by Cobra847 Nicholas Dackard Founder & Lead Artist Heatblur Simulations https://www.facebook.com/heatblur/ Link to comment Share on other sites More sharing options...
Mobius_cz Posted July 20, 2018 Share Posted July 20, 2018 Very nice :joystick: :thumbup: [sIGPIC]http://dcs-uvp.cz/images/userbars/uvp_bars_mic.gif[/sIGPIC] Link to comment Share on other sites More sharing options...
joey45 Posted July 20, 2018 Share Posted July 20, 2018 Awesome. The only way to make sense out of change is to plunge into it, move with it, and join the dance. "Me, the 13th Duke of Wybourne, here on the ED forums at 3 'o' clock in the morning, with my reputation. Are they mad.." https://ko-fi.com/joey45 Link to comment Share on other sites More sharing options...
Belphe Posted July 20, 2018 Share Posted July 20, 2018 Hope you enjoyed going in-depth on the engines you’ll be riding very shortly. That's it! I won't sleep tonight... :pilotfly: Never say never, Baby! [sIGPIC][/sIGPIC] Link to comment Share on other sites More sharing options...
Lenux Posted July 20, 2018 Share Posted July 20, 2018 Awesome I9 12900k@ 5 GHz | 32 GB DDR4 | Asus ROG Strix Z690-A Gaming Wifi d4| RTX 3090 | 6 TB SSD + 8 TB HDD | 4K Samsung Q90R 55" | VKB MK III PRO L | Virpil Throttle MONGOOST-50 | MFG Crosswind | TrackIR5 Link to comment Share on other sites More sharing options...
RED Posted July 20, 2018 Share Posted July 20, 2018 Wow, again an incredible update! :pilotfly: Link to comment Share on other sites More sharing options...
Lt.Seahawk Posted July 20, 2018 Share Posted July 20, 2018 Awesome news, looks like its not that far away anymore. DCS F-14 Tomcat Alley Discord Server: https://discord.gg/ceS859w Link to comment Share on other sites More sharing options...
Mustang Posted July 20, 2018 Share Posted July 20, 2018 The staggering degree of attention to details are going to make this module a benchmark standard to set others by :thumbup: Link to comment Share on other sites More sharing options...
leostrato Posted July 20, 2018 Share Posted July 20, 2018 :clap_2: Awesome work. :clap_2: Link to comment Share on other sites More sharing options...
Reflected Posted July 20, 2018 Share Posted July 20, 2018 Let there be a release date! :D Great update! One thing though. Until now I was pretty sure the inlet ramps had to be switched to Auto for cat launches. This is what I found: Catapult launches should always be performed with the inlet ramps in 'Auto'. When in 'Stowed' mode, the surge of hydraulic pressure during cat launch can drive the inlet ramps out of their stow locks and congest the air intake. A compressor stall will quickly follow with little altitude or speed to recovery Now you're telling me they should be in stow mode? That's exactly what can cause a compressor stall. Facebook Instagram YouTube Discord Link to comment Share on other sites More sharing options...
Kayos Posted July 20, 2018 Share Posted July 20, 2018 Awesome news, looks like its not that far away anymore. We've been saying that for 6 months. [sIGPIC][/sIGPIC] Link to comment Share on other sites More sharing options...
svaty Posted July 20, 2018 Share Posted July 20, 2018 (edited) Since the F-110-GE-400 engine is developed, it is known who (hopefully) will be doing F-16 module (it uses the engine from the same family), isn't it? ;) Edited July 20, 2018 by svaty Link to comment Share on other sites More sharing options...
jared9191 Posted July 20, 2018 Share Posted July 20, 2018 "such as the P&W TF30 for the F-14A and other engines for unannounced projects." Or you could, oh, I don't know, just maybe reuse all the work you've done on the TF30 and just pick another aircraft that uses that powerplant... Wait a minute friend, doesn't the F-111 also use that engine????? :) Link to comment Share on other sites More sharing options...
WarrenSkip Posted July 20, 2018 Share Posted July 20, 2018 Hope you enjoyed going in-depth on the engines you’ll be riding very shortly. That's it! I won't sleep tonight... :pilotfly: Where did that very go? :) Link to comment Share on other sites More sharing options...
Nanne118 Posted July 20, 2018 Share Posted July 20, 2018 asdj An odd quirk of the F-14B is that the right engine windmills faster than the left, so always try for a right engine start in SEC mode as this will not require as high of a dive speed/angle to achieve minimum windmill start rpm. Is there any particular reason this quirk is as such in F14, like the compressor blades being in a more favorable rotation (clockwise vs counter-clockwise) to the incoming airflow? Kudos for the detailed writeup and implementaion of all these systems, I and so many others eagerly await the release of this extremely well-fleshed out module! :D [sIGPIC][/sIGPIC] Groundpounder extraordinaire SPECS: i7-4790K, MSI Z97 Gaming 7, 16 GB RAM, MSI GTX 980ti, Thrustmaster WARTHOG HOTAS, Saitek Pro Combat Rudder pedals, TrackIR 5 Link to comment Share on other sites More sharing options...
OnlyforDCS Posted July 20, 2018 Share Posted July 20, 2018 Where did that very go? :) :( Current specs: Windows 10 Home 64bit, i5-9600K @ 3.7 Ghz, 32GB DDR4 RAM, 1TB Samsung EVO 860 M.2 SSD, GAINWARD RTX2060 6GB, Oculus Rift S, MS FFB2 Sidewinder + Warthog Throttle Quadrant, Saitek Pro rudder pedals. Link to comment Share on other sites More sharing options...
ED Team BIGNEWY Posted July 20, 2018 ED Team Share Posted July 20, 2018 super update thanks for sharing Forum rules - DCS Crashing? Try this first - Cleanup and Repair - Discord BIGNEWY#8703 - Youtube - Patch Status Windows 11, NVIDIA MSI RTX 3090, Intel® i9-10900K 3.70GHz, 5.30GHz Turbo, Corsair Hydro Series H150i Pro, 64GB DDR @3200, ASUS ROG Strix Z490-F Gaming, HP Reverb G2 Link to comment Share on other sites More sharing options...
MrDieing Posted July 20, 2018 Share Posted July 20, 2018 I'll tell you what, HB are awesome at everything, except delivering on time, but its usually worth it! :thumbup: Probs a short early access time if none at all. ''Greed is a bottomless pit which exhausts the person in an endless effort to satisfy the need without ever reaching satisfaction.'' Erich Fromm Link to comment Share on other sites More sharing options...
D4n Posted July 20, 2018 Share Posted July 20, 2018 OIL HOT caution light and OIL PRESS light Does anyone know if only pilot has these lights, or if the RIO also has these lights? DCS Wishlist: 2K11 Krug SA-4 Ganef SAM, VR-TrackIR icons next to player names in score-chart PvP: 100+ manual player-kills with Stingers on a well known dynamic campaign server - 100+ VTOL FARP landings & 125+ hours AV-8B, F-14 crew, royal dutch airforce F-16C - PvP campaigns since 2013 DCS server-admins: please adhere to a common sense gaming industry policy as most server admins throughout the industry do. (After all there's enough hostility on the internet already which really doesn't help anyone. Thanks.) Dell Visor VR headset, Ryzen 5 5600 (6C/12T), RTX 2060 - basic DCS-community rule-of-thumb: Don't believe bad things that a PvP pilot claims about another PvP pilot without having analyzed the existing evidence Link to comment Share on other sites More sharing options...
Raven (Elysian Angel) Posted July 20, 2018 Share Posted July 20, 2018 Spoiler Ryzen 9 5900X | 64GB G.Skill TridentZ 3600 | Gigabyte RX6900XT | ASUS ROG Strix X570-E GAMING | Samsung 990Pro 2TB + 960Pro 1TB NMVe | HP Reverb G2 Pro Flight Trainer Puma | VIRPIL MT-50CM2+3 base / CM2 x2 grip with 200 mm S-curve extension + CM3 throttle + CP2/3 + FSSB R3L + VPC Rotor TCS Plus base with SharKa-50 grip mounted on Monstertech MFC-1 | TPR rudder pedals OpenXR | PD 1.0 | 100% render resolution | DCS "HIGH" preset Link to comment Share on other sites More sharing options...
javelina1 Posted July 20, 2018 Share Posted July 20, 2018 thank you for the update! very nice! MSI MAG Z790 Carbon, i9-13900k, NH-D15 cooler, 64 GB CL40 6000mhz RAM, MSI RTX4090, Yamaha 5.1 A/V Receiver, 4x 2TB Samsung 980 Pro NVMe, 1x 2TB Samsung 870 EVO SSD, Win 11 Pro, TM Warthog, Virpil WarBRD, MFG Crosswinds, 43" Samsung 4K TV, 21.5 Acer VT touchscreen, TrackIR, Varjo Aero, Wheel Stand Pro Super Warthog, Phanteks Enthoo Pro2 Full Tower Case, Seasonic GX-1200 ATX3 PSU, PointCTRL, Buttkicker 2, K-51 Helicopter Collective Control Link to comment Share on other sites More sharing options...
SMH Posted July 20, 2018 Share Posted July 20, 2018 Sounds like great stuff! And if taking their time makes this module more complete on initial release than most modules seem to be, that's perfectly fine with me, I'll keep waiting. :) Link to comment Share on other sites More sharing options...
DirtSailor Posted July 20, 2018 Share Posted July 20, 2018 Does anyone know if only pilot has these lights, or if the RIO also has these lights? If memory serves it is redundant... both in the front and back. i7-8086k CPU @4.00GHz Mem: 32GB EVGA 1080ti SSD - 500 GB X 3 HDD - 1 TB Link to comment Share on other sites More sharing options...
Naquaii Posted July 20, 2018 Share Posted July 20, 2018 Does anyone know if only pilot has these lights, or if the RIO also has these lights? Engine and flight control systems are indicated in the front pit. The RIO/NFO pit mostly has lights relating to the various back seat related electronics and some environmental stuff. Link to comment Share on other sites More sharing options...
WarHawk72 Posted July 20, 2018 Share Posted July 20, 2018 Purrrfect update for the weekend, so hyped. Thank you. Link to comment Share on other sites More sharing options...
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