On 7/12/2014 5:50 PM, Russell Standish wrote:
I saw that webpage, but it didn't quote anything, nor give any form of
justification.
Brent gave one, that perhaps was peak power at the end of ascent,
but it still doesn't sound quite right to me. Once an aeroplane is
airborne and landing gear is retracted, maximum thrust is no longer
needed.
I'm thinking that the velocity factor needed to compute maximum power
ought to perhaps be exhaust gas velocity anyway.
No, thrust is the force measured as that applied to the airframe by the engine. So it's
the product of thrust with the airframe speed that is the power delivered and which must
the supplied by whatever source to reproduce the flight performance.
It seems likely to me
that aircraft engines should be able to increase exhaust velocity and
correspondingly reduce thrust as velocity increases, keeping power
constant (much like gears in a car do).
Sure, as the plane climbs into thinner air the thrust is reduced even though the aircraft
speed is increasing. Exhaust velocity (relative to the aircraft) increases because the
speed at the inlet increases.
Brent
On Fri, Jul 11, 2014 at 01:34:17PM -0400, John Clark wrote:
On Thu, Jul 10, 2014 at 7:42 PM, Russell Standish <li...@hpcoders.com.au>
wrote:
I wonder where the 140MW factoid comes from?
http://en.wikipedia.org/wiki/Orders_of_magnitude_%28power%29
John K Clark
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