On 12/13/2008 06:16 PM, Jon S. Berndt wrote:

> The manual should allow some fairly thorough testing. 

OK, good.  I reckon thorough testing would be helpful.

As several others have mentioned, before delving too
deeply into the Cessna-specific details, it might be
worthwhile to vet the engine and prop models.

Here are some specific hints about where to look:

1) Under standard sea-level conditions, I observe the
 c172p model (from rc2) developing 120% of its rated
 power at _zero_ kias.  That is peculiar, to say the
 least.  Usually the static power is significantly
 less than the rated power ... not more.

2a) I observe the engine putting out 90% of its rated
 power at 60 kias at 10,000 feet.  Based on my experience,
 that seems "optimistic" to say the least.
   http://www.av8n.com/fly/fgfs/engine-power.png
 It is also "optimistic" for the engine to put out
 more than 100% of its rated RPM at 10,000 feet at
 modest airspeeds.

2b) Also I observe a trend:  At 10,000 feet, as the 
 airspeed goes down, the engine rotation rate goes
 down (as expected) but the shaft power output goes
 _up_.
   http://www.av8n.com/fly/fgfs/engine-power.png
 This power trend is not only unexpected based on
 experience, it defies the laws of physics as I
 understand them.  How can the engine produce more 
 power at less RPM and constant manifold pressure?

I suspect these engine anomalies are /masking/ various 
anomalies in the aircraft FDM.  So, ironically, fixing
the engine will make some things look worse in the 
short run.  Sometimes exposing a bug is the best way
to start fixing it.


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